• Ocean Systems Engineering
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• 제10권3호
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• pp.333-357
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• 2020

International Maritime Organisation (IMO) regulations insist on reduced emission of CO₂, noxious and other environmentally dangerous gases from ship, which are usually let out while burning fossil fuel for running its propulsive machinery. Contrallability of ship during sailing has a direct implication on its course keeping and changing ability, and tries to have an optimised routing. Bad coursekeeping ability of a ship may lead to frequent use of rudder and resulting changes in the ship's drift angle. Consequently, it increases vessels resistance and also may lead to longer path for its journey due to zigzag movements. These adverse effects on the ship journey obviously lead to the increase in fuel consumption and higher emission. Hence, IMO has made it mandatory to evaluate the manoeuvring qualities of a ship at the designed stage itself. In this paper a numerical horizontal planar motion mechanism is simulated in CFD environment and from the force history, the hydrodynamic derivatives appearing in the manoeuvring equation of motion of a ship are estimated. These derivatives along with propeller thrust and rudder effects are used to simulate different standard manoeuvres of the vessel and check its parameters against the IMO requirements. The present study also simulates these manoeuvres by using numerical free running model for the same ship. The results obtained from both these studies are presented and discussed here.

• Corrosion Science and Technology
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• 제7권4호
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• pp.219-223
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• 2008

In 2006, as a means to minimize early corrosion failure of ships, thus to enhance marine safety, International Maritime Organization (IMO), proposed a mandatory regulation for Performance Standards for the Protective Coatings (PSPC) for ballast tanks of newly built ships to satisfy 15 years of target useful life. In this regulation, several unprecedented strict rules are adopted as minimum, mandatory requirements for protective coatings of ship's water ballast tanks, and all type of ships sailing international sea are subjected to this regulation which is to be effective as early as June of 2008. The PSPC addresses many technical issues in the areas of surface pretreatment (primary and secondary), coating materials, coating application procedure and inspection as well as necessary documentation. The PSPC rules are new and unproven concepts, which calls for rigorous incorporation of reality-based evidences currently available, since there are no practical experiences in terms of the validity of the PSPC rules. There has been much controversy surrounding these regulations and considerable effort has been made by both shipyards and ship owners alike to achieve a performance standard for ballast tank coatings, which is acceptable to all. In this paper, the background and overview of the PSPC rules are given, and several issues in the PSPC are reviewed as a base to achieve robustness of the proposed PSPC, which will serve as a means to minimize early corrosion and to ensure 15 year target useful life of ships.

• 한국항만학회지
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• 제7권1호
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• pp.89-114
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• 1993

ICLL 66 is the most widely ratified instrument of the IMO and is, along with the International Convention on Safety of life at Sea (SOLAS), the primary document setting forth internationally agreed ship safety standards. ICLL 66 set freeboard requirement based on experience gained from the first Load Line Convention in 1930 and on contemporary developments in ship design. Reexamination of ICLL 66 is indicated by the proliferation of novel ship designs for which it lacks adequate regulations and by significant advancements in analytical seakeeping and deck wetness prediction techniques now available to the designer. In this paper, the Freeboard Advisory Group reviews these issues against the changing climate of the marine industry and maritime administrations, discusses the state of the art in analytical seakeeping programs, and outlines a series of recommendations for the establishment of a new international load line convention for the next century. The steps needs for an international program at IMO are discussed and a new convention is proposed.

• 한국기계가공학회지
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• 제10권5호
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• pp.79-84
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• 2011

Air pollutants from a small marine diesel engine are increasing and the IMO(International Marine Organization) regulation asked for its reduction. In this study, NOx reduction technologies such as improvement of various cooling systems are applied to the small marine diesel engine. The various cooling systems are a intercooler, a heat exchanger for engine coolant, and an exhaust manifold by water cooling. These systems are tested on an engine dynamometer and a exhaust gas analyzer by a marine diesel engine test regulation. Test results are shows that the small marine engine are satisfied the IMO NOx regulations; Tire II.

• 대한조선학회논문집
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• 제46권1호
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• pp.69-77
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• 2009

Loss of human lives and properties including environmental damage due to large scale accidents requires change of our perception to marine safety. IMO is trying to re-establish overall marine safety system through long term plan such as GBS. Along this line, current regulation based safety evaluation is in process of changing into performance based methods, and for this transition, simulation based safety evaluation during design stage considering damage is highly necessary. In this paper, first, damage scenario is developed from IMO regulations and accident case studies. Then an integrated and simulation based safety evaluation prototype system considering both damage stability and structural safety is developed for the use during ship design process.

• 한국항해항만학회지
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• 제36권7호
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• pp.577-583
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• 2012

The transport of radioactive material by sea is strictly governed by the international regulatory regime which is established by both IAEA and IMO. Nonetheless, although the current regime is well established, due to catastrophic results of potential accident, it is essential to keep identifying areas where further enhancement is necessary. This paper reviews the current regulatory regime governing sea transport, such as IAEA Regulations, IMDG Code and INF Code. Then, specific requirements of the INF Code are analyzed for the purpose of identifying areas where improvement is necessary from the perspective of ships. Through this analysis, this paper identifies areas to be improved and proposes to improve the INF Code which can supplement the current regulatory regime for sea transport of radioactive material.

• 한국해양공학회지
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• 제37권2호
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• pp.58-67
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• 2023

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO₂ emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO₂ capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO₂ capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO₂ capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2-3.5 m and height of 11.3 m. The stripper column was 0.6-1.5 m in diameter and 8.8-9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO₂ capture system may be required for Phase 5.

• 해양환경안전학회지
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• 제26권3호
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• pp.262-268
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• 2020

The IMO (International Maritime Organization) has mandated the restriction of SOx emissions to 0.5 % for all international sailing vessels since January 2020. And, a number of countries have designated emission control areas for stricter environmental regulations. Three representative methods have been suggested to cope with these regulations; using low-sulphur oil, installing a scrubber, or using LNG (Liquefied Natural Gas) as fuel. In this paper, economic analysis was performed by comparing the method of installing a scrubber with the method of using low-sulphur oil without installing additional equipment. We suggested plausible layouts and compared the pros and cons of dif erent scrubber types for retrofitting. We selected an international sailing ship as the target vessel and estimated payback time and benefits based on navigation route, fuel consumption, and installation and operation costs. Two case of oil prices were analyzed considering the uncertainty of fuel oil price fluctuation. We found that the expected payback time of investment varies from 1 year to 3.5 years depending on the operation ratio of emission control areas and the fuel oil price change.

• 대한조선학회 특별논문집
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• 대한조선학회 2017년도 특별논문집
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• pp.19-27
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• 2017

In spite of adoption of Intact Stability Code Part A as mandatory, the accidents have been occurred frequently caused by dynamic stability. Therefore International Maritime Organization (IMO) is revising the Intact Stability Code to prevent the cause of accidents. The result of 4th meeting of Sub-committee on Ship Design and Construction (SDC), five mode of the cause was defined and establishing each draft regulations. We consider physical background, mathematical description, draft regulations for five failure mode and sample calculations for ships built by STX Offshore & Shipbuilding.

• 수산해양교육연구
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• 제5권1호
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• pp.15-22
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• 1993

The Maritime Traffic Safety Law of P. R. China has not the legal nature of navigation rule which regulates the vessel traffic directly but has the legal nature of management to ensure the safety and good order of the whale marine traffic. For that reason, the legal status of this Law is a general basic norm for the marine safety regulations rather than a definite enforcement regulation. This Law does not have any clear statements on adaptation of the steering and sailing rules of the International Regulations for Preventing Collisions at Sea, but it can be presumed the Convention would be applied on the viewpoint of the international practice. The subject matter of this Law is easily understandable, because the IMO and shipping countries have already made similar legislation. Since the maritime traffic condition of the P. R. China also has a direct effect upon the Korean coastal waters, it is essential to observe closely the process of enforcement and development of the P. R. China's Maritime Traffic Safety Law.