• Journal of the Korean Society of Marine Environment & Safety
• /
• v.6 no.2
• /
• pp.1-15
• /
• 2000

In world trade, the vessel traffic in major routes has been congested due to the rapid increase of cargoes and shipping tonnages. The patterns of vessel traffic have also been complicated and diversified. Therefore it was necessary that the Vessel Traffic Service(VTS) should be established in order to enhance the safety of navigation, to prevent the loss of life and damage to the environment. The first advanced radar surveillance system(LevelIII-VTS) was introduced in Pohang, Korea in 1993 and in 13 other ports later. While the hardware of Korea VTS is equal to that of an advanced country, the software, specially the operation manual, the recruitment and education of VTS operator, and the VTS service area is behind that of Russia, USA, Germany, Hong Kong, Singapore and others. After researching and investigating. the VTS equipment and service area of many countries, and analyzing the IMO regulations relevant to VTS and the traffic pattern and accident of Pohang port, the most efficient VTS service area should be established in Pohang. According to the analysis of the preceding studies and research on VTS, the worldwide VTS areas are recognized under the following conditions: First, the service area should be extended over at least radar coverage taking into account of traffic flow, traffic density, the degree of danger to navigation and harbour condition in order to provide all possible services. Second, the established service area should be subdivided and systematized to render reliable VTS services, such as the allocation of VHF frequency and reporting procedure in each area. In conclusion, the VTS service area of Pohang must be established and operated over 10 miles from shore(radar site) covering the radar coverage, so as to include the area of traffic congestion and high density traffic flow.

• Journal of the Korea Institute of Information Security & Cryptology
• /
• v.23 no.3
• /
• pp.515-530
• /
• 2013

The results of investigations into marine incidents have become an important basis in determining not only possible causes, but also the extent of negligence between the perpetrator and victim. However, marine incidents occur under special circumstances i.e. the marine environment, and this leads to difficulties in identifying causes due to problems in scene preservation, reenactment and acquisition of witnesses. Given the aforementioned characteristic of marine incidents, the International Convention for the Safety of Life at Sea (SOLAS) has adopted mandatory regulations on the carriage of Voyage Data Recorders (VDRs) and Automatic Identification Systems (AIS) for ships of a certain gross tonnage and upwards, so as to reflect recent developments in radio communication and marine technology. Adopted to provide an international standard for investigations and to promote cooperation, the Code of the International Standards and Recommended Practices for a Safety Investigation into a Marine Casualty or Marine Incident (Casualty Investigation Code) recommends member states to build capacity for analysis of VDR data. Against this backdrop, this paper presents methods for efficient investigations into the causes behind marine incidents based on data analysis of VDR, which serves as the black box of ships, as well as digital forensic techniques.

• Journal of the Korean Institute of Navigation
• /
• v.14 no.3
• /
• pp.63-73
• /
• 1990

Students of the Mogpo Merchant Marine College must complete one year's shipboard training course according to IMO(International Maritime Organization) regulations as an obtaining matter of Certificate of Competency. The purpose of this shipboard training course lies int he student's acquiring practical knowledge and sill as a part of a course of study and, in the future, fostering essential adaptability and leadership, especially in bad circumstances on the sea. The shipboard training course has two kind that the students can be trained either on the training ship or on a merchant ship of the shipping company. In this paper, I only thought over the legal status of apprentice officers on the merchant ship and analyzed the problems practicably during shipboard training. This paper is made up of five chapters. The first chapter contains the purpose contents and method of this study, in the second, the meaning of shipboard practice education and training, in the third, the legal status of apprentice officers on merchant ship, in the fourth, the analysis of the provisions of the seamen act applied to apprentice officers on a merchant ship. And in the last chapter 5, the contents mentioned is summarized and directions are presented to amend the provisions of the seamen act applied to apprentice officers. The conclusions are as follows. 1.In case of shipboard training on overseas employment ship, the seamen act applied to the manning agent employing the apprentice officers should be reinforced. 2. The provisions of disembarkation in mid course by discipline of the seamen acts Article 24 should be relaxed. And the provisions in relations to seamen's duty to be a reason of discipline applied to apprentice officer among the provisions for ship's public order maintenance should be abolished. 3. The provision of repartriation completely should be applied to apprentice officers and the provisions of a journey expenditure during their embarkation or disembarkation have to be established. 4. The apprentice officers in shipboard training also need securing a basic wages provision to be criterion of an accident compensation. 5. The apprentice officers in shipboard training should not be in charge of third officer's or third engineer' study.

• Journal of Advanced Marine Engineering and Technology
• /
• v.38 no.2
• /
• pp.123-132
• /
• 2014

The maritime sector is advancing with dedicated endeavor to reduce greenhouse gas in addressing issues with regards to global warming. Since 01 January 2013, the International Maritime Organization (IMO) regulation mandatory requirement for Energy Efficiency Design Index (EEDI) has been in place and should be satisfied by newly-built ships of more than 400 gross tonnage and the Ship Energy Efficiency Management Plan (SEEMP) for all ships type. Therefore, compliance to this necessitates planning during the design stage whereas verification can be carried-out through an acceptable method during sea trial. The MEPC-approved 2013 guidance, ISO 15016 and ISO 19019 on EEDI serves the purpose for calculation and verification of attained EEDI value. Individual ships EEDI value should be lower than the required value set by these regulations. The key factors for EEDI verification are power and speed assessment and their synchronization. The shaft power can be measured by telemeter system using strain gage during sea trial. However, calibration of shaft power onboard condition is complicated. Hence, it relies only on proficient technology that operates within the permitted ISO allowance. On the other hand, the ship speed can be measured and calibrated by differential ground positioning system (DGPS). An actual test on a newly-built vessel was carried out to assess the correlation of power and speed. The Energy-efficiency Design Index or Operational Indicator Monitoring System (EDiMS) software developed by the Dynamics Laboratory-Mokpo Maritime University (DL-MMU) and Green Marine Equipment RIS Center (GMERC) of Mokpo Maritime University was utilized for this investigation. In addition, the software can continuously monitor air emission and is a useful tool for inventory and ship energy management plan. This paper introduces the synchronization and identification method between shaft power and ship speed for EEDI verification in accordance with the ISO guidance.

• Journal of the Society of Naval Architects of Korea
• /
• v.52 no.6
• /
• pp.471-477
• /
• 2015

When a ship sails in a seaway, the resistance on a ship increases due to incident waves and winds. The magnitude of added resistance amounts to about 15–30% of a calm-water resistance. An accurate prediction of added resistance in waves, therefore, is essential to evaluate the performance of a ship in a real sea state and to design an optimum hull form from the viewpoint of the International Maritime Organization (IMO) regulations such as Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI). The present study considers added resistance problem of AFRAMAX-class tankers with the conventional bow and Ax-bow shapes. Added resistance due to waves is successfully calculated using 1) a three-dimensional time-domain seakeeping computations based on a Rankine panel method (three-dimensional panel) and 2) a commercial CFD program (STAR-CCM+). In the hydrodynamic computations of a three-dimensional panel method, geometric nonlinearity is accounted for in Froude-Krylov and restoring forces using simple wave corrections over exact wet hull surface of the tankers. Furthermore, a CFD program is applied by performing fully nonlinear computation without using an analytical formula for added resistance or empirical values for the viscous effect. Numerical computations are validated through four degree-of-freedom model-scale seakeeping experiments in regular head waves at the deep towing tank of Hyundai Heavy Industries.

• Journal of the Society of Naval Architects of Korea
• /
• v.53 no.5
• /
• pp.410-419
• /
• 2016

With the aim of reducing greenhouse gas emissions by 20 percent by 2020 and by 50 percent by 2050 from their 2005 level, International Maritime Organization (IMO) regulated the emissions of SOx and NOx by setting the emission control area in 2012. Since these environmental regulations have been reinforced, demands for the LNG fuel ships are expected to increase dramatically. Accordingly, the worldwide shipbuilding companies spur the development of the LNG fueled ships. Therefore, it is essential to carry out the research on the development of LNG fuel tank, which is one of the important components of the LNG fuel supply system. In this study, the deliberate finite element analysis of type-B LNG fuel tank for 10,000 TEU containership was carried out to evaluate structural safety and provide the process for analyzing stress levels and evaluating fatigue life of target structural. In particular, thermo-structural analysis and fatigue analysis were carried out using the databases on materials and structures of LNG fuel tank.

• Journal of the Society of Naval Architects of Korea
• /
• v.53 no.3
• /
• pp.217-227
• /
• 2016

Recent accidents of crude oil tankers have resulted in sinking, grounding of vessels and significant levels of marine pollution. Therefore, International Maritime Organization (IMO) has been strengthening the regulations of ship maneuvering performance in MSC 137. The evaluation of maneuvering performance can be made at the early design stage; it can be investigated numerically or experimentally. The main objective of this paper was to investigate the maneuvering performance of a VLCC due to the increase of rudder force at an early design stage for low speed in shallow water conditions. It was simulated in various operating condition such as deep sea, shallow water, design speed and low speed by using the numerical maneuvering simulation model, developed using MMG maneuvering motion equation and KVLCC 2 (SIMMAN 2008 workshop). The effect of increasing the rudder force can be evaluated by using numerical simulation of turning test and ZIG-ZAG test. The research showed that, increasing the rudder force of a VLCC was more effective on improving the turning ability than improving the course changing ability especially. The improvement of turning ability by the rudder force increasing is most effective when the ship is sailing in shallow water at low forward speed.

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

• The KSFM Journal of Fluid Machinery
• /
• v.19 no.4
• /
• pp.48-53
• /
• 2016

The centrifugal separator which uses gravity separation method for oil-water separation, rotating at high-speed, is one of the most commonly used device for controlling the amount of the oil in waste water collected in bilge. The IMO (International Maritime Organization) has set regulations, also known as MARPOL 73/78, for the prevention of marine pollution. In addition, DET NORSKE VERITAS (DNV) has set standards regarding the assignment of Environmental Class Notation, CLEAN or CLEAN DESIGN, of ships. One of the requirements for classification is that in addition to conforming to MARPOL 73/78, more stringent measures must be taken as well. One of these measures is to limit the oil concentration in bilge water to less than 5ppm. So in this study, an Oil-Water Separator (OWS) is used together with multiple separating plates as a filtration system to be used as an oil-water separation device. The OWS operates using centrifugal separation in which the mixture is separated by centrifugal forces. The main purpose of this paper is to present the OWS separation efficiency according to the rotation speed, mass-flow rate, the angle and the number of stacked layers of the laminated plate using Computational Fluid Dynamics (CFD). Improvements to the device will be investigated from these results.

• Journal of Ocean Engineering and Technology
• /
• v.32 no.5
• /
• pp.380-385
• /
• 2018

With the tightening of environmental regulations (i.e., IMO Tier III), natural gas (NG) has been spotlighted as an eco-friendly fuel with few air pollutants other than nitrogen oxides (NOx) and sulfur oxides (SOx). For reasons of economic efficiency, it is mainly stored and transported in a liquid state at $-163^{\circ}C$, which is a cryogenic temperature, using a liquefied gas storage tank. Accordingly, it is necessary to reduce the boil-off gas (BOG) occurrence due to the heat flow according to the temperature difference between the inside and outside of the storage tank. Therefore, in this study, a BOG measurement test on an independent-type storage tank made up of SUS304L was carried out. The test results showed the tendency for BOG occurrence according to the temperature under different filling ratios.