• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.440-454
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• 2020

To prevent pollution from ships, the Energy Efficiency Design Index (EEDI) is a mandatory guideline for all new ships. The Ship Energy Efficiency Management Plan (SEEMP) has also been applied by MARPOL to all existing ships. SEEMP provides the Energy Efficiency Operational Indicator (EEOI) for monitoring the operational efficiency of a ship. By monitoring the EEOI, the shipowner or operator can establish strategic plans, such as routing, hull cleaning, decommissioning, new building, etc. The key parameter in calculating EEOI is Fuel Oil Consumption (FOC). It can be measured on board while a ship is operating. This means that only the shipowner or operator can calculate the EEOI of their own ships. If the EEOI can be calculated without the actual FOC, however, then the other stakeholders, such as the shipbuilding company and Class, or others who don't have the measured FOC, can check how efficiently their ships are operating compared to other ships. In this study, we propose a method to estimate the EEOI without requiring the actual FOC. The Automatic Identification System (AIS) data, ship static data, and environment data that can be publicly obtained are used to calculate the EEOI. Since the public data are of large capacity, big data technologies, specifically Hadoop and Spark, are used. We verify the proposed method using actual data, and the result shows that the proposed method can estimate EEOI from public data without actual FOC.

• Journal of the Korean Society for Marine Environment & Energy
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• v.3 no.1
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• pp.3-24
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• 2000

The provability of major oil spill acidents around Korean coast is very high due to increase of sea traffic and decrease of quality of ships crews and increase of the old-ship. The Strategies of establishment of a advanced response management system against this mass pollution incident are as follows;. 1. Development of Regional Contingency Plan, which is scientifically illuminated, in order to implement the National Contingency Plan efficiently. 2. Early completion of a national response capability twenty thousand tons. 3. To strengthen training and exorcise specialized in the field of marine pollution response. 4. Establishment of a system of response cooperation among neighbor countries by promoting the NOWPAP tasks etc. The response policy in the 21th century should be concentrated to promote a practicle response capability through response operation scientifically specialized and internationalized by establishing the advanced response system early.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.576-582
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• 2016

To cope with international regulations, such as Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and so forth, and to enforce limitations on $CO_2$ emissions, green-ship technology to lower fuel consumption has been actively researched, and the development of an energy-saving device (ESD) is being pursued. In order to design an ESD for small and medium-sized domestic vessels, an analysis on flow characteristics has been performed in the present study. Through a model test and numerical analyses, the characteristics of flow around the stern bilge and bulb have been compared to improve wake quality and resistance performance. As a result of these comparisons and analyses, a vertical plate has been adopted,, as a new ESD. Design criteria for the proposed ESD are also suggested. By applying this new ESD, it is expected that the total resistance and average nominal wake can be reduced by 3.04 % and 18.8 %, respectively.

• Proceedings of the Korean Society of Marine Engineers Conference
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• 2011.10a
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• pp.39-40
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• 2011

The 62nd session of the MARINE Environment Protection Committee was held in London from 11 to 15 July 2011. Mandatory measures to reduce emissions of greenhouse gases (GHGs) from international shipping were adopted at the Committee. The amendment to MARPOL Annex VI includes a new chapter 4 to make mandatory the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. This first mandatory measures on energy efficiency will enter into force on 1 January 2013. This amendment to MARPOL Annex VI will significantly influences the vast majority of the international maritime community. This paper mainly discusses the main results of MEPC 62nd session including the recent Emission Control Area.

• Journal of Advanced Marine Engineering and Technology
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• v.41 no.1
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• pp.15-20
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• 2017

The International Maritime Organization(IMO) has adopted and implemented compulsory regulation for reducing greenhouse gas emission that cause global warming. However, with global warming underway, the IMO plans to enforce voluntary carbon dioxide emissions reduction based on the Ship Energy Efficient Management Plan and the Energy Efficiency Operational Indicator(EEOI) in the near future. Large container ships sail at low speeds in order to save fuel and reduce carbon dioxide emissions. However, bulbous bows designed for high-speed ships decrease fuel efficiency by acting as resistance when reduced speeds are adopted by large container ships. In order to adopt low-speed operations and increase fuel savings, the bulbous bow of a large container ship was modified into the proper shape and size. Fuel consumption was compared for checking the result of EEOI before and after modifying the bulbous bow adopted on low speed operation of large high-speed ships. The results confirmed much larger carbon dioxide emissions reduction than expected. If EEOI would be implemented as compulsory regulation for reducing carbon dioxide emissions, bulbous bow modification can be considered as one of the fuel saving methods for the high-speed ships.

• Journal of Advanced Marine Engineering and Technology
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• v.39 no.10
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• pp.1054-1061
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• 2015

The International Maritime Organization (IMO) has been regulating emissions by making mandatory the compliance with institutions aimed at protecting air quality such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Tier III. Under the circumstances, one of the response measures considered to be the most feasible is the replacement of existing marine fuel with Liquefied Natural Gas (LNG). The industry has been preemptively building infrastructure and developing and spreading engine technology to enable the use of LNG-fueled ships. The IMO, in turn, recently adopted the International Code of Safety for Ships Using Gases or Other Low-Flash-Point Fuels (IGF Code) as an institutional measure. Thus, it is required to comply with regulations on safety-related design and systems focused on response against potential risk for LNG-fueled ships, in which low-flash-point fuel is handled in the engine room. Especially, the Standards of Training, Certification and Watchkeeping (STCW) Convention was amended accordingly. It has adopted the qualification and training requirements for seafarers who are to provide service aboard ships subject to the IGF Code exemplified by LNG-fueled ships. The expansion in the use of LNG-fueled ships and relevant facilities in fact is expected to increase demand for talents. Thus, the time is ripe to develop methods to set up appropriate STCW training courses for seafarers who board ships subject to the IGF Code. In this study, the STCW Convention and existing STCW training courses applied to seafarers offering service aboard ships subject to the IGF Code are reviewed. The results were reflected to propose ways to design new STCW training courses needed for ships subject to the IGF Code and to identify and improve insufficiencies of the STCW Convention in relation to the IGF Code.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.1
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• pp.122-129
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• 2017

This study presents the results from a technical analysis of a portal system that is compatible with MRV regulations and utilized to examine energy efficiency in international shipping, in relation to the implementation of a mandatory data collection system by the International Maritime Organization. The details of the SEEMP guidelines, including the data collection system and methods for collecting data on fuel use, were reviewed. Strategies for domestic shipping companies toward MRV have been recommended by identifying differences with the EU MRV, and the technical adequacy of the MRV system was assessed. The MRV system enhances cost and work efficiency by managing emissions data from the early stage to the final stage. It is capable of collecting and reporting emissions data while adhering to the reporting procedures of shipping companies. By granting different access privileges to users, the system supports shipping companies in their data collection and reporting, and also supports verifiers in their data verification activities. Moreover, it makes possible the submission of reports in electronic from, thereby enabling shipping companies to adopt an integrated response to international MRV regulations.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2021.11a
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• pp.201-202
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• 2021

Regulations on greenhouse gases emitted from ships in international shipping are being strengthened, and the greenhouse gas reduction target established by the International Maritime Organization is acting as a great challenge for shipping companies in terms of technical and operational aspects. The International Maritime Organization aims to reduce carbon intensity by 30% by 2030, 70% by 2050, and by 50% in terms of gross emissions compared to 2008. To realize this situation, the IMO adopted some short-term and mid-to-long-term measures and adopted technical measures such as the application of EEXI, an energy efficiency index, to existing ships from 2023, and the early application of EEDI phase 3 for some tpe of ships. In addition, reduction measures were introduced to reduce greenhouse gas in the operational aspect.