• Journal of Korea Ship Safrty Technology Authority
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• no.7 s.25
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• pp.21-38
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• 2008

본 연구는 배의길이 24미터이상 40미터미만 어선에 대한 국내 복원성기준과 IMO의 IS Code 기준 및 외국의 기준을 조사하고 비교하여 IS Code 기준의 국내 수용 가능성을 검토하고 그 결과를 토대로 하여 국내실정에 적합한 복원성기준을 마련하는 것을 목적으로 한다. 따라서 국내외 어선의 L, B, D 분포, 상관관계 및 선형특성 등의 기초 자료를 조사하고, 우리나라, 미국, 영국 등 선진외국 및 IS Code의 어선복원성기준 비교 검토하여 IS Code의 복원성기준의 각 항목(요건)에 따른 차이점과 수용 시 문제점을 도출하였으며, 국내 어선의 업종별 실선자료 수집 및 적하상태의 복원성능 계산, 국내·외 기준을 적용한 업종별 실선의 복원성능 평가를 실시하였다. 이러한 연구 결과를 토대로 국내실정을 고려한 배의길이 24미터이상 40미터미만 어선 복원성기준(안)을 제안하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.465-467
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• 2013

해양사고 예방을 위해서는 과학적이고 체계적인 해양사고 분석과 평가 및 예측이 우선 필요하다. 이 논문에서는 기존에 연구 개발된 다양한 해양사고 분석과 평가 방법을 검토하였다. 연구결과, 구체적이고 실행 가능한 연구접근 방법과 다양한 분석과 평가기법이 개발되어 있음을 알았다. 특히, IMO의 공식안전성평가(FSA) 절차가 세계적으로 표준화된 규준으로 자리매김하고 있다. 특히, 미국의 유명한 선급 ABS와 노르웨이의 선급 DNV에서 다양한 분석과 평가기법을 보고하였다. 특히, 불확실성이 배제된 위기허용기준(Risk Acceptance Criteria)의 개발이 가장 중요한 요소임을 확인하였다. 향후 해양사고 예방에 적용할 수 있는 고도의 분석과 평가 기법 실용화를 지속 연구할 예정이다.

• Nuclear Engineering and Technology
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• v.53 no.4
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• pp.1157-1166
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• 2021

In this study, a numerical sensitivity analysis was performed to determine the fire suppression time for a large number of water mist nozzles in a large fire compartment. Fire simulations were performed using FDS (Fire dynamics simulator) 6.5.2 under the same condition as the test scenario 5 of the International Maritime Organization (IMO) 1165 test protocol. The sensitivities of input parameters including cell size, extinguishing coefficient (EC), droplets per second (DPS), and peak heat release rate (HRR) of fuel were investigated in terms of the normalized HRR and temperature distribution in the compartment. A new method of determining the fire suppression time using FDS simulation was developed, based on the concept of the cut-off time by cut-off value (COV) of the heat release rate per unit volume (HRRPUV) and the cooling time by the HRR cooling time criteria value (CTCV). In addition, a method was developed to determine the average EC value for the simulation input, using the cooling time and cut-off time.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.3 no.2 s.5
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• pp.119-128
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• 2004

Recently, the accidents on the sea have arisen due to the increase of the nautical traffic and the digitization of equipments for marine. Therefore, IMO(International Maritime Organization) have provided the recommendation of EMI and EMS for radio communication and equipments of marine from SOLAS convention at July 1st 2002. In this paper, we measured EMC environment on the Hanbada, which is Korea Maritime University training ship, for basic EMC environment of ship. The measuring point was Bridge and Engine Control Room of the ship, we measured at the test point that was set at random. Measured Band is from 30 MHz to 2 GHz, polarization measurement is processed both vertical and horizontal polarization. We analysed the results in consideration of permissible criteria.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.29 no.1
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• pp.141-146
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• 2005

Recently, the accidents on the sea have arisen due to the increase of the nautical traffic and the digitization of equipments for marine. Therefore, IMO(International Maritime Organization) have provided the recommendation of EMI and EMS for radio communication and equipments of marine from SOLAS cobvention at July 1st 2002. In this paper, we measured EMC environment on the HANBADA, which is Korea Maritime University training ship, for basic EMC environment of a ship. The measuring point was Bridge and Engine Control Room of the ship, we measured the test point that was set at random. Measured Band is from 30 MHz to 2 GHz, polarization measurement is processed both vertical and horizontal polarizaion. We analysed the results in consideration of permissible criteria.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.179-185
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• 2014

A use of Asbestos onboard was banned by the provisions of SOLAS since 1 January 2011. And this provision was also implemented by the Rule for Ship's Facilities in Korea. However, these provisions were only declaration and there were no detailed measures for detect, removal and confirmation. In this study, by reviewing the Ship Recycling Convention, IMO circulars and Asbestos Safe Management Act, the following strategies for each concerned parties were proposed. The administration and class society should establish the provisions for appointment of subject vessel which to be inspected for asbestos, criteria for asbestos management and appointment of handling expert. The shipbuilder and equipment manufacturer should make written confirmation that asbestos was not used in their product. And shipowner and ship manager should establish procedure for onboard control of asbestos in the ship's safe management system.

• Journal of the Society of Naval Architects of Korea
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• v.52 no.5
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• pp.395-406
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• 2015

The Ballast Water Treatment System was developed to prevent the unintended transport of unwanted organisms from one region to another as demanded by the IMO (International Maritime Organization). Although various types of BWTS in the world have been developed until now and applied to various ships, there has been no systematic basis for its selection and installation. Currently, the system selection and installation are as per ship owner’s suggestion or by easy installation point of view by the shipyard. In order to organize, systemize and solve problems related to the selection and installation of BWTS, a definitive study has been performed to come up with the best alternative to derive value and criteria which were to be met for vessels which are to be equipped with BWTS. Multiple criteria were compared alongside each other during the course of this study. Accordingly an AHP (Analytic Hierarchy Process) analysis method for A, B and C companies were done for container ships with size 10,000 TEU and above. Equipment type for “A” company is “Filter, UV & TiO2” combined type. For “B” company it is “Filter & UV” combined type. Finally for “C” company it is “Electrolysis” type. Henceforth, the results of this study aims to come up with the optimum way to select the best and the most suitable BWTS for a certain vessel.

• International Journal of Naval Architecture and Ocean Engineering
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• v.4 no.4
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• pp.362-373
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• 2012

The ship recycling industry is growing rapidly. It is estimated that the International Maritime Organization's (IMO) decision to phase-out single hull tankers by 2015 will result in hundreds of ships requiring disposal. At present, the ship recycling industry is predominantly based in South Asia. Due to the bad practice of current scrapping procedure, the paper will highlight the harm occurring to health, safety and environment. The efforts of the Marine Environment Protection Committee (MEPC) which led to the signing of the Hong Kong International Convention are also reviewed. The criteria and standards required to reduce the risk and damage to the environment are discussed and a proposed plan for the safe scrapping of ships is then presented. A technological and economic study for the ship recycling in Egypt is carried out as a case study. This includes the ship recycling facility size and layout. The equipment and staff required to operate the facility are also evaluated. A cost analysis is then carried out. This includes site development, human resources, machineries and equipment. A fuzzy logic approach is used to assess the benefits of the ship breaking yard. The use of the fuzzy logic approach is found suitable to make decisions for the ship breaking industry. Based on given constraints, the proposed model has proved capable of assessing the profit and the internal rate of return.

• Journal of Ship and Ocean Technology
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• v.11 no.1
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• pp.11-24
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• 2007

Better prediction of a ship's manouevrabilty in initial design stage is becoming more, important as IMO manoeuvring criteria has been activated in the year of 2004. In the present study, in order to obtain more exact and reliable results for ship manoeuvrability in the initial design stage, numerical simulation is carried out by use of RANS equation based calculation of hydrodynamic forces exerted upon the ship hull. Other forces such as rudder force and propeller force are estimated by one of the empirical models recommended by MMG Group. Calculated hydrodynamic force coefficients are compared with those obtained by empirical models. Standard manoeuvring simulations such as turning circle and zig-zag are also carried out for a medium size Product Carrier and the results are compared with those of pure empirical models and manoeuvring sea trial. Generally good qualitative agreement is obtained in hydrodynamic forces due to steady oblique motion and steady turning motion between the results of CFD calculation and those of MMG model, which is based on empirical formulas. The results of standard manoeuvring simulation also show good agreement with sea trial results.

• Journal of the Society of Naval Architects of Korea
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• v.57 no.6
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• pp.331-344
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• 2020

Ship's hydrodynamic coefficients in manoeuvring equations are generally derived by captive model tests or numerical calculations. Empirical formulas have been also proposed in some previous researches, which were useful for practical predictions of hydrodynamic coefficients of a ship by using main dimensions only. In this study, ship's hydrodynamic coefficients based on empirical formulas were optimized by using its free running test data. Eight manoeuvring performance indices including steady turning radius, reach in zig-zag as well as well-known IMO criteria indices are selected in order to compare simulation results with free runs effectively. Sensitivities of hydrodynamic coefficients on manoeuvring performance indices are analyzed. And hydrodynamic coefficients are tuned within fixed bounds in order of sensitivity so that they are tuned as little as possible. Linear and nonlinear coefficients are successively tuned by using zig-zag and turning performance indices. Trajectories and velocity components by simulations with tuned hydrodynamic coefficients are in good agreements with free running tests. Tuned coefficients are also compared with coefficients by captive model tests or RANS calculations in other previous researches, and the magnitudes and signs of tunes are discussed.