• Journal of Welding and Joining
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• v.35 no.3
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• pp.82-87
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• 2017

Recent trends in shipbuilding and offshore industries are a huge increase in the ship size and the exploration and production of oil and natural gas in the arctic offshore region. High performance steel plates are required by these industrial trends. Also in IMO(International Maritime Organization) has begun to regulate of fuel of ship to environmental protection, therefore it is little bit difficult to use bunker-C oil to working ship. As the problem of environmental change such as global warming is emerged, the operation of the ship is considered to be involved in the environmental change problem, and the regulation of environmental pollution is gradually strengthened. As these environmental regulations are strengthened demand for LNG fuel ships is rapidly increasing. Currently, cryogenic steels used in LNG tanks include aluminum alloy, SUS 304, and 9%-Ni steel. Those steels are has high cost to construction of large LNG carrier. The new materials were suggested several steel mills to decrease construction cost and easy construction. The new cryogenic steel should be evaluate safety to applied real structure include LNG ship. Therefore, in this study, fracture toughness of weld joints were investigated with cryogenic steel for application of LNG tank.

• Journal of Korean Society for Atmospheric Environment
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• v.20 no.3
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• pp.317-330
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• 2004

The Purpose of this study was to develop the P $M_{2.5}$ source Profiles, which are mass abundances (fraction of total mass) of a chemical species in P $M_{2.5}$ source emissions. The source categories studied were soil, road dust, gasoline and diesel vehicles, industrial source, municipal incinerator, coal-fired power plant, biomass burning, and marine. The chemicals analyzed were ions. elements. and carbons. From this study, soil source had the crustal components such as Si, hi, and Fe. In the case of road dust. Si, OC, Ca, Fe had large abundances. The abundant species were S $O_4$$^{2-}$, C $l^{[-10]}$ , N $H_4$$^{+}$, and EC in the gasoline vehicle and EC, OC, C $l^{[-10]}$ , and S $O_4$$^{2-}$ in the diesel vehicle. The main components were S $O_4$$^{2-}$, S N $H_4$$^{+}$, and EC in the industrial source using bunker C oil as fuel, C $l^{[-10]}$ , N $H_4$$^{+}$, Fe, and OC in the municipal incinerator source, and Si, Al, S $O_4$$^{2-}$, and OC in the coal -fired power plant source. In the case of biomass burning, OC, EC, and C $l^{[-10]}$ were mainly emitted. The main components in marine were C $l^{[-10]}$ , N $a^{+}$, and S $O_4$$^{2-}$.EX> 2-/.

• Journal of Korean Society for Atmospheric Environment
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• v.5 no.1
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• pp.68-78
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• 1989

The heavy metal of suspended particulates with human health has long been studied in environmental interest concerned. This study was intended to identify harmful heavy metals of the ambient air borne dusts which were related with the respirable sizes in the aerodynamics. Two sampling sites were selected comparatively; one was in the Shinchon area, which is the commercial district with heavy traffic and the other site was in the Bulgwang area which is residential area. The supended particulates were sampled by high volume air sample with 6 cascade impactor stages. The heavy metals in terms of As, Cd, Cr, Cu, Fe, Hg, Mn, Ni, Pb, Se, V and Zn were determined by stomic absorption spectrometry or inductively coupled plasma emission spectrometry. The samples weretaken bimothly for seven consecutive days from May 1987 to March 1988. The annual average concentration of the respirable suspended dust of which diameter is less than 10$\mum$ was 152.59 $\mug/m^3$ of the Shinchon air samples; the respirable dust was equivalent to approximately 85% of the total suspended particulates. The annual average concentration of the respirable suspended dust of the Bulgwang air samples was 112.56 $\mug/m^3$; that was approximately 86% of the total suspended particulates. The concentration of heavy metals was investigated in relation to the particle size. The concentration of Cr, Fe, Mn and V were tended to be much more in the coarse particles than in the fine particles. Cd and Pb in the fine particles were more than in the coarse particles. In the partial correlation coefficients; in the Shinchon area, high correlations among Fe, Se and Mn were determined; it is assumed that those sources would be originated from coal, gasolineand diesel. In Bulgwang area, would be high correlation among Fe, Se, Hg and Mn considered to be originated from coal, Bunker-C and heavy oil as well. From the above results, the hazardous heavy merals in air should be measured and controlled in originally their sources.

• Journal of Navigation and Port Research
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• v.45 no.3
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• pp.87-94
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• 2021

The IMO has adopted emission standards that strictly restrict the use of bunker C oil for vessels. Accordingly, research and bunkering pilot projects for LNG fueled ships are being actively carried out, which is expected to substantially reduce environmental pollution. In this study, we have adopted the turret moored Floating LNG Bunkering Terminal (FLBT) designed to receive the LNG from LNGCs and to transfer LNG to LNG bunkering shuttles in ship to ship moored condition. Numerical simulations have been performed with a 1-year return period of wind, wave, and current. Damping values of numerical model were adjusted from the results of model tests to obtain accurate simulation results. The results confirm safe berthing operation during the 1-year return period of environmental condition. Safety depends on the direction of environment, with increasingly stable operation facilitated by the application of heading-control function of FLBT to avoid beam-sea conditions.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.26 no.5
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• pp.493-501
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• 1993

As the dispersants and the dispersant/oil mixtures are degraded naturally by the microorganisms in the seawater, the consumption of dissolved oxygen may cause marine organisms to be damaged especially in the waters where the dissolved oxygen level is low due to the pollution and the restriction of seawater flow. The biodegradation experiment, the TOD analysis and the element analysis for three dispersants(SG, GL and WC) and a nonionic surfactant(OA-5) were conducted for the purposes of evaluating the biodegradability of dispersants and studying the effect of dispersants on dissolved oxygen in the seawater. The results of biodegradation experiment showed 1mg of dispersants to be equivalent to $0.403{\sim}0.595mg$ of $BOD_5$ and to $0.703{\sim}0.855mg$ of $BOD_{20}$, and 1mg of nonionic surfactant to be equivalent to 0.50mg of $BOD_5$ and to 0.97mg of $BOD_{20}$ in the natural seawater. The results of TOD analysis showed 1mg of dispersants to be $2.37{\sim}2.80mg$ of TOD and 1mg of nonionic surfactant to be 2.45mg of TOD. The results of element analysis showed carbon content and hydrogen content to be $67.6{\sim}76.5\%$ and $10.2{\sim}12.2\%$ for dispersants, and $65.3\%$ and $10.3\%$ for nonionic surfactant, respectively. No nitrogen element was detected in dispersants and a nonionic surfactant. The biodegradability of dispersants shown as the ratio of $BOD_5/TOD$ was found to be in the range of $17{\sim}21\%$, and that of nonionic surfactant was found to be about $20\%$. This means that dispersants and nonionic surfactant belong in the organic matter group of middle-biodegradabilily. The deoxygenation rates($K_1$) and ultimate oxygen demands($L_o$) obtained through the biodegration experiment and Thomas slope method were found to be $0.121{\sim}0.171/day$ and $3.155{\sim}3.810mg/l$ for 4mg/l of dispersants and to be 0.181/day and 1.911mg/l for 2mg/l of nonionic surfactant in the seawater, respectively.

• Korea Trade Review
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• v.43 no.3
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• pp.125-145
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• 2018

The Baltic Shipping Exchange is reporting the Baltic Dry Index (BDI) which represents the average charter rate for bulk carriers transporting major cargoes such as iron ore, coal, grain, and so on. And the current BDI index is reflected in the proportion of capesize 40%, panamax 30% and spramax 30%. Like mentioned above, the capesize plays a major role among the various sizes of bulk carriers and this study is to analyze the influence of the factors influencing on charter rate of capesize carriers which transport iron ore and coal as the major cargoes. For this purpose, this study verified causality between variables using Vector Error Correction Model (VECM) and tried to derive a long-run equilibrium model between the dependent variable and independent variables. Regression analysis showed that every six independent variable has a significant effect on the capesize charter rate, even at the 1% level of significance. Charter rate decreases by 0.08% when capesize total fleet increases by 1%, charter rate increases by 0.04% when bunker oil price increases by 1%, and charter rate decreases by 0.01% when Yen/Dollar rate increases by 1%. And charter rate increases by 0.02% when global GDP increases by one unit (1%). In addition, the increase in cargo volume of iron ore and coal which are major transportation items of capesize carriers has also been shown to increase charter rates. Charter rate increases by 0.11% in case of 1% increase in iron ore cargo volume, and 0.09% in case of 1% increase in coal cargo volume. Although there have been some studies to analyze the influence of factors affecting the charterage of bulk carriers in the past, there have been few studies on the analysis of specific size vessels. At present moment when ship size is getting bigger, this study carried out research on capesize vessels, which are biggest among bulk carriers, and whose utilization is continuously increasing. This study is also expected to contribute to the establishment of trade policies for specific cargoes such as iron ore and coal.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.439-446
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• 2020

The IMO has adopted emission standards through Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) that strictly prohibit the use of bunker C oil for vessels. In this study, we have adopted the turret-moored Floating LNG-Bunkering Terminal (FLBT) which is designed to receive the LNG from LNGCs and transfer it to LNG-bunkering shuttles in side-by-side moored condition. Numerical analyses were carried out using the high-order boundary-element method for four vessels at various relative distances. Mean wave drift forces were compared in an operational sea state. A model test was performed in the ocean engineering basin at the Korea Research Institute of Ships & Ocean Engineering (KRISO) to verify the safety of the berthing/unberthing operation. In the model test, a jig was designed to simulate tug boats pushing or pulling the bunkering vessels, so that the friction force of the g operation was not affected. Safety depended on the environmental direction, with more stable operation possible if the heading-control function of FLBT is applied to avoid beam-sea conditions.

• Journal of Korea Port Economic Association
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• v.36 no.4
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• pp.17-30
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• 2020

In the shipping industry, it is essential to engage in the preemptive prediction of freight rate volatility through market monitoring. Considering that freight rates have already started to fall, the loss of shipping companies will soon be uncontrollable. Therefore, in this study, factors affecting the freight rates of bulk carriers, which have relatively large freight rate volatility as compared to container freight rates, were quantified and analyzed. In doing so, we intended to contribute to future shipping market monitoring. We performed an analysis using a vector error correction model and estimated the influence of six independent variables on the charter rates of bulk carriers by Handy Size, Supramax, Panamax, and Cape Size. The six independent variables included the bulk carrier fleet volume, iron ore traffic volume, ribo interest rate, bunker oil price, and Euro-Dollar exchange rate. The dependent variables were handy size (32,000 DWT) spot charter rates, Supramax 6 T/C average charter rates, Pana Max (75,000 DWT) spot charter, and Cape Size (170,000 DWT) spot charter. The study examined charter rates by size of bulk carriers, which was different from studies on existing specific types of ships or fares in oil tankers and chemical carriers other than bulk carriers. Findings revealed that influencing factors differed for each ship size. The Libo interest rate had a significant effect on all four ship types, and the iron ore traffic volume had a significant effect on three ship types. The Ribo rate showed a negative (-) relationship with Handy Size, Supramax, Panamax, and Cape Size. Iron ore traffic influenced three types of linearity, except for Panamax. The size of shipping companies differed depending on their characteristics. These findings are expected to contribute to the establishment of a management strategy for shipping companies by analyzing the factors influencing changes in the freight rates of charterers, which have a profound effect on the management performance of shipping companies.

• Proceedings of the KOR-BRONCHOESO Conference
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• 1972.03a
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• pp.5-6
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• 1972

Noise and air pollution, which accompany the development of industry and the increase of population, contribute to the deterioration of urban environment. The air pollution level of Seoul has gradually increased and the city residents are suffering from a high pollution of noise. If no measures were taken against pollution, the amount of emission of pollutant into air would be 36.7 thousand tons per year per square kilometer in 1975, three times more than that of 1970, and it would be the same level as that of United States in 1968. The main sources of air pollution in Seoul are the exhaust has from vehicles and the combustion of bunker-C oil for heating purpose. Thus, it is urgent that an exhaust gas cleaner should be instaled to every car and the fuel substituted by less sulfur-contained-oil to prevent the pollution. Transportation noise (vehicular noise and train noise) is the main component of urban noise problem. The average noise level in downtown area is about 75㏈ with maximum of 85㏈ and the vehicular homing was checked 100㏈ up and down. Therefore, the reduction of the number of bus-stop the strict regulation of homing in downtown area and a better maintenance of car should be an effective measures against noise pollution in urban areas. Within the distance of 200 metres from railroad, the train noise exceeds the limit specified by the pollution control law in Korea. Especially, the level of noise and steam-whistle of train as measured by the ISO evaluation can adversely affect the community activities of residents. To prevent environmental destruction, many developed countries have taken more positive action against worsening pollution and such an action is now urgently required in this country.