• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.213-221
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• 2007

Recently, environmental design are becoming a matter of grave concern in shipbuilding. Out of these concern, oil spilt which is induced by grounding accidents is very critical reason of the ocean pollution. Therefore, a series qf quarter of 105k tanker model grounding simulations were conducted to analyze it's characteristics for the accident. ship get using LS-DYNA3D. In this paper, to conduct whole simulations, a meshsize convergence test was carried out to determine appropriate meshsize for grounding test. After the series analysis. These results were analyzed as each case.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.203-214
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• 2018

Ballast water treated by sodium dichloroisocyanurate (NaDCC) injection method in ballast water management system (BWMS) contains reactive bromine, chlorine species and disinfection by-products (DBPs). In this study, we conducted whole effluent toxicity (WET) testing and ecological risk assessment (ERA) to investigate its ecotoxicological effects on the marine environment. WET testing was carried out for eight marine and fresh water organisms, i.e. diatom, Skeletonema costatum, Navicula pelliculosa, green algae, Dunaliella tertiolecta, Pseudokirchneriella subcapitata, rotifer, Brachionus plicatilis, Brachionus calyciflorus and fish, Cyprinodon variegatus, Pimephales promelas. The WET test revealed that diatom and green algae were the only organisms that showed apparent toxicity to the effluent; it showed no observed effect concentration (NOEC), lowest observable effect concentration (LOEC) and effect concentration of 50 % (EC50) values of 25.0 %, 50.0 % and over 100.0 %, respectively, in seawater conditions. In contrast, rotifer and fish showed no toxicities to the effluent in the all salinity conditions. Meanwhile, chemical analysis revealed that the BWMS effluent contained total of 25 DBPs such as bromate, isocyanuric acid, formaldehyde, chloropicrin, trihalomethanes (THMs), halogenated acetonitriles (HANs) and halogenated acetic acids (HAAs). Based on ERA, the 25 DBPs were not considered to have persistency, bioaccumulation and toxicity (PBT) properties. The ratio of predicted environmental concentration (PEC) to predicted no effect concentration (PNEC) of the all DBPs did not exceed 1.0 for general harbour environments, but isocyanuric acid, tribromomethane, chloropicrin and monochloroacetic acid exceed 1.0 for near ship environments. However, when NOEC (25.0%) of the WET test results where actual effluent was applied, it was concluded that the NaDCC injection method did not have unacceptable ecological risks to the general harbor including near ship environments.

• Journal of Advanced Research in Ocean Engineering
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• v.1 no.2
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• pp.106-114
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• 2015

In the fabrication of offshore oil and gas facilities, the significance of dimension control is growing continuously. But, it is difficult to determine the deformation of the structure during fabrication by simple lab tests due to the large size and the complicated shape. Strain-boundary method (a kind of shrinkage method) based on the shell element was proposed to predict the welding distortion of a structure effectively. Modeling of weld geometry in shell element is still a difficult task. In this paper, a concept of imaginary temperature pair is introduced to handle the effect of geometric factors such as groove shape, plate thickness and pass number, etc. Single pass imaginary temperature pair formula is derived from the relation between the groove area and the FE mesh size. By considering the contribution of each weld layer to the whole weldment, multi-pass imaginary temperature is also derived. Since the temperature difference represents the distortion increment, cumulative distortion curve can be drawn by integrating the temperature difference. This curve will be a useful solution when engineers meet some problems occurred in the shipyard. A typical example is shown about utilization of this curve. Several verifications are conducted to examine the validity of the proposed methodology. The applicability of the model is also demonstrated by applying it to the fabrication process of the heavy ship block. It is expected that the imaginary temperature model can effectively solve the modeling problem in shell element. It is also expected that the cumulative distortion curve derived from the imaginary temperature can offer useful qualitative information about angular distortion without FE analysis.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.7
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• pp.718-728
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• 2013

Analysis of scenarios of transportation oil and gas which produced in the Arctic and others cold seas shows that in the near-term there will be a significant increase of tonnage of tankers for oil and gas and number of ships which should be exploited in difficult ice conditions. For the construction of ice-resistant structures (IRS) intended for production of oil and gas and transportation of these products at ice-class vessels, calculating the load from ice to board the ship and on surface of supports of the platforms are the actuality and urgent tasks. These tasks have one basis in both cases: at beginning of the contact occurs fracture of edge of ice, then occurs compressing of rubble shattered of ice, then they extruding from contact area, after this next layer of ice begin to destruct. At calculating the strength of plating and elements construct of vessels, icebreakers and ice-resistant platforms the specific energy of mechanical destruction ice ${\epsilon}_{cr}$ is an important parameter. For the whole period of study of physical and mechanical characteristics of sea ice have been not many experimental studies various researchers to obtain numerical values of this energetic characteristic of the strength of ice by a method called Ball Drop Test. This study shows that the destruction of the ice from dynamic loading in zone of contact occurs in several cycles, and the ice destructed with a minimum numerical values of ${\epsilon}_{cr}$. The author offer this energy characteristic to take as a base value for the calculation of ice load on ships and offshore structures.

• Journal of the Society of Naval Architects of Korea
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• v.33 no.3
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• pp.66-80
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• 1996

Recently, HT steel has been widely used in structure, and this enables to reduce the plate thickness. To use the HT steel effectively for a ship hull, the plate thickness becomes thin so that plate buckling may take place. Therefore, precise assessment of the behaviour of plat above primary buckling load is important. The plate under the load, that is called, secondary buckling load may undergo abrupt changes in wave form after primary buckling. This is very important when the collapse strength of the whole structures is considered. From this point of view, this paper discusses secondary buckling behaviour of thin plate under inplane compressive loading. A elastic large deflection analysis of plates with initial imperfection is performed assuming uniaxial compression, respectively, and the influence of secondary buckling is investigated. It is known that square plate is not influenced by non-symmetrical deflection coefficient but influenced by symmetrical deflection coefficient. Also, it has been found that rectangular plate($\alpha$=a/b) is influenced by all deflection coefficient, and the reduction of inplane stiffness of the plate after primary buckling is continued.

• Journal of Advanced Marine Engineering and Technology
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• v.24 no.4
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• pp.441-445
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• 2000

Considering international status of our country as world class ship builder and geographical characteristics encircled by sea in three facets, controlling of air pollutants emission from marine engines becomes more and more important issue in recent days. Implementation of immediate pollutants emission control regulation and standardization of test and certification procedure are required to reduce air pollution from marine engines. But cost increments due to additional equipment of emission control device and development and certification test expenses as well as depreciation of fuel economy should be considered. To satisfy those air pollution reduction and economic requirements, we should make our own interpretation of IMO standard and implementation schedule depending on our country's status. For this purpose we measured NOx emission from small and middle class marine engines to calculate emission factor and total pollutant emission in our country. With the comparison and analysis of other countries emission control regulation we proposed basic data of total emission from marine engine and future emission control standard in our country. According to our estimation, 62% of total NOx emission of marine engines comes from fishing boat and 38% from commercial vessels. The portion of NOx emission from marine engine is 18.6% of whole country NOx emission. Due to the voyage characteristics of middle and large vessel and necessity of international harmonization of marine engine pollutants emission control standard, it is inevitable to adopt IMO standard for middle and large marine engines. But considering technological and cost effect of fishing boat operating in near sea, it is resonable to set a standard within 80% of measured value at the moment and gradually implement the same IMO standard in near future.

• Journal of the Korean Society for Marine Environment & Energy
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• v.16 no.2
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• pp.88-101
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• 2013

The International Convention for the Control and Management of Ship's Ballast Water and Sediments was adopted at 2004 and then various BWMS (ballast water management system) have been developed. In this study, WET (whole effluent toxicity) test with algae (diatom) Skeletonema costatum as primary producer, invertebrate (rotifera) Brachionus plicatilis as 1st consumer and fish (olive flounder) Paralichthys olivaceus as predator, chemical analysis and ERA (environmental risk assessment) were conducted to assess the unacceptable effect on marine ecosystem by emitting the discharge water treated with AquaStar$^{TM}$ BWMS using electrolysis as main treatment equipment for removing the marine organisms in the ship's ballast water. The most sensitive test organism on discharge water treated with AquaStar$^{TM}$ BWMS was S. costatum that gave the NOEC value of 25.00%, LOEC value of 50.00% and 72hr-$EC_{50}$ value of 69.97% from WET test result for 20 psu salinity treated discharge water. NOEC and LOEC value of B. plicatilis and P. olivaceus exposed at 20 psu salinity treated discharge water were 50.00% and 100.00%, respectively. In the chemical analysis results, total number of substances produced by AquaStar$^{TM}$ BWMS was 18 which were bromate, 7 volatile halogenated organic compounds, 7 halogenated acetic acids, 3 halogenated acetonitriles and chloropicrin. Eighteen substances did not consider as persistence and bioaccumulative chemicals. Uncertainty of toxic property of 18 substances was high. PECs of 18 substances calculated by MAMPEC model were ranged from $4.58{\times}10^{-4}$ to $4.87{\mu}g\;L^{-1}$, PNECs of them were ranged from $1.6{\times}10^{-2}$ to $3.2{\times}10^2{\mu}g\;L^{-1}$. And, the PEC/PNEC ratio of 18 substances did not exceed 1. Therefore, ERA for produced substances indicate that the discharge water treated with AquaStar$^{TM}$ BWMS does not pose unacceptable effect on marine life. And $EC_{50}$ value of S. costatum on discharge water treated by BWMS using the electrolysis had positive correlation with initial TRO concentration, concentration and kind & level of HAAs.

• Bulletin of the Society of Naval Architects of Korea
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• v.26 no.1
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• pp.46-62
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• 1989

This paper presents the results of full-scale structural measurements of 4,800 unit pure car carriers "HYUNDAI NO.103" and "HYUNDAI NO.105" on one voyage respectively for each ship, especially in order to investigate the local strength of partial bulkhead above free-board deck. With the measured data, the short-term frequency analyses have been performed. The results show that the wave-induced stresses follow, on the whole, well the Rayleigh distribution. In addition, it has been found from the measured data that transverse local stresses at bulkhead section have a very close relation with the acceleration in athwartship direction. Finally, the long-term analysis has been attempted by using the following two statistical distributions mainly in order to estimate the maximum stress amplitude at the corners of partial bulkhead. 1) Exponential distribution of cycles of stress amplitude 2) Double exponential distribution of extreme values of stress amplitude for each short-term analysis The results of these two cases show a good agreement with each other. For example, the estimated maximum stress amplitude for 10 years at port-side corner of Fr. 132 partial bulkhead is $2125kg/cm^2$ for the first case and $2170kg/cm^2$ for the second case just based on the measured data.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.54 no.2
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• pp.173-180
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• 2018

Marine casualties of small fishing vessels (SFV) of less than 20 tons are frequent in Korea. The analysis was conducted to identify the cause and then prepared reduction plan using the marine casualty statistics of fishing vessels for the last five years from 2012 to 2016 by the Korean Maritime Safety Tribunal to reduce the marine casualties of SFV. According to the analysis of the type of whole vessels occurring marine casualty, fishing vessels accounted for an average 68.0 %; moreover, except for 2014 when M/V SEWOL ferry capsizing occurred, the rate of death and missing due to marine casualties occurred from 68.3 % to 91.2 % in fishing vessels, and an average 79.5 % was found to be urgent need of a measure. Marine casualties occurrence depending on the gross tonnage of fishing vessel was found that the most occurred at less than 5 tons, followed by the order of 5 to 10 tons or less. However, crews who boarded on SFV do not have any training program for them, except for the fishing safety training of fisher who carry out fishing for shipowners and crew of the coastal and offshore fishing vessel in accordance with the safety regulations for fishing vessels in the Fisheries Cooperative Association. Therefore, it is necessary to revise the training program so as to improve the preventive action and then emergency response including the fishing safety compliance with each fishery, safe navigation, machinery inspection and emergency response. Also, an SFV of less than 5 tons of 56,000 vessels is boarded by unqualified fishers. It would also be possible to consider subdividing small boat operator's certificate to enhance their qualifications. It is expected that marine casualties of SFV will be reduced if active efforts are made to improve the safety consciousness of fisher and shipowners as well as the reorganization of fishing safety training and the small boat operator's certificate system.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.25 no.5
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• pp.321-328
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• 2015

In recent years, there has been an increasing demand to apply the new IACS(International Association of Classification Societies) standards for ice and polar-classed ships. For ice-class vessel propulsion system, the ice impact torque design criterion is defined as a periodic harmonic function in relation to the number of the propeller blades. However, irregular or transient ice impact torque is assumed to occur likely in actual circumstances rather than these periodic loadings. In this paper, the reliability and torsional vibration characteristics of a comparatively large six-cylinder marine diesel engine for propulsion shafting system was examined and reviewed in accordance with current regulations. In this particular, the transient ice impact torque and excessive vibratory torque originating from diesel engine were interpreted and the resonant points identified through theoretical analysis. Several floating ice impacts were carried out to evaluate torque responses using the calculation method of classification rule requirement. The Newmark method was used for the transient response analysis of the whole system.