• Journal of the Korea Institute of Information and Communication Engineering
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• v.16 no.1
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• pp.98-106
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• 2012

CSD(Container Security Device) is a security device with sensors that can detect the abnormal behavior such as illegal opening of a container door. Since the CSD provides security and safety of the container, CSD should not only provide security services such as confidentiality and integrity but also cloning detection. If we can not detect the cloned CSD, an adversary can use the cloned CSD for many illegal purposes. In this paper, we propose a policy based cloned CSD detection mechanism. To evaluate proposed clone detection mechanism, we have implemented the proposed scheme and evaluated the results.

• Journal of the Society of Naval Architects of Korea
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• v.43 no.4 s.148
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• pp.484-493
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• 2006

Recently, direct load analysis using ship motion program is required to confirm structural safety for the Post-Panamax class large container carrier. However, there is no exact comparative study data for structural response between 20 and 30 wave load. So, in this paper, to compare the hull girder stress response between 20 versus 3D wave load calculation method, direct load analysis and global F.E analysis have been performed for three kinds of large container vessels using each 20 and 30 wave load calculation program. The results of 2D wave load RAO(Response Amplitude Operator) of each dominant load parameter(vertical, torsional and horizontal moment) are generally bigger than that of 30 results, especially in vertical wave bending moment. And the results of structural analysis based on the equivalent design wave method shows that there is a big difference in view of stress, but the stress distribution is very similar for each wave load case.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.18 no.5
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• pp.9-16
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• 2019

Recent economic trends are worsening and becoming longer, and Korean shipbuilding is focused on high value added and high technology, especially for LNG carriers and large container ships. Both ship types increased in size in the 2010s but have requirements such as high strength, toughness at low temperatures and continuous weldability for preventing brittle fractures at service temperatures. In particular, as container ships become larger, the International Classification Society (IACS) has established a provision (IACS UR S33) that mandates the use of BCA (Brittle Crack Arrest) certified vessels for large container vessels contracted after 2014 to ensure safety. Therefore, studies on BCA 47Y.P are currently being undertaken, but BCA 40Y.P has not been actively studied yet. We will test BCA 40Y.P to verify why it can be applied to a large container ship and measure fatigue cracking.

• Proceedings of KOSOMES biannual meeting
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• 2006.11a
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• pp.303-308
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• 2006

In this paper, the authors calculated manoeuvring motions of a large container vessel approaching to the newly built container piers to get alongside to her berth in Busan harbour. The motion calculations were done by using fixed coordinate system and the object of the calculations is to check the manoeuvring motions are safe or not for berthing the large vessel to her berth. The result of calculations manifested that a large container vessel can get alongside to the piers without any difficulty under normal weather conditions by using 2 Z. Peller tug boats of 4500 H.P. each and also these demonstrated it is difficult to conduct and get her alongside to the piers under rough weather conditions of wind force 16.9m/sec or more. Under rough weather conditions of 6 by beaufort scale the average wind velocity is about 13.5m and if we add 25% increase of the normal velocity to it, the wind will becomes a gust of 16.9m/sec. So it is advisable to avoid conducting a large container vessel to the pier under the rough weather conditions of 6 or more by beaufort scale. Also, I is better to use 3 Z. peller tug boats of 4500 HP. each under the above mentioned rough weather in a case of unavoidable circumstances.

• Journal of Navigation and Port Research
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• v.31 no.6
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• pp.515-521
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• 2007

To increase the stevedore efficiency and service level at container terminal, it is essential to reduce working time of container crane which has a bottle neck in the logistic flow of container. The working speed and safety are required to be improved by controlling the movement of the trolley as quick as possible without big overshoot and any residual swing motion of container in the vicinity of target position. This paper presents optimal state feedback control using RCGAs in the case of existing constrained conditions

• Korean Journal of Fisheries and Aquatic Sciences
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• v.55 no.1
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• pp.73-77
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• 2022

The shelf life of oysters Crassostrea gigas, in two different types of packaging containers, polyethylene (PE) and polyethylene terephthalate (PET), was determined by evaluating the pH, glycogen and soluble protein content, turbidity, and viable cell count. After 7 days of storage, the pH of the packing water in the PE container decreased to 5.88, while the pH in the PET container decreased to 6.03. In the PE container, the glycogen content of the oysters decreased by 0.85 g/100 g and the soluble protein content and turbidity of the packing seawater increased by 1,927.21 mg/100 g and 3.24 McF, respectively. In the PET container, the glycogen content of the oysters decreased by 0.96 g/100 g and the soluble protein content and turbidity of the packing seawater increased by 1,674.75 mg/100 g and 0.98 McF, respectively. The reaction rate constants (K) were as follows: glycogen content, -0.18 (PE) and -0.10 (PET); soluble protein content, 0.29 (PE) and 0.26 (PET); and turbidity, 0.41 (PE) and 0.06 (PET). These results suggested that PET can be used as a new packaging container material for raw oysters because the quality is maintained and it offers more convenient handling during distribution.

• Journal of the Korean Society of Marine Environment & Safety
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• v.13 no.2 s.29
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• pp.147-153
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• 2007

In this paper, the authors calculated maneuvering motions of a large container vessel approaching to the newly built container piers to get alongside to her berth in Busan harbour. The motion calculations were done by using fixed coordinate system and the object of the calculations is to check the maneuvering motions are safe or not for berthing the large vessel to her berth. The result of calculations manifested that a large container vessel can get alongside to the piers without any difficulty under normal weather conditions by using 2 Z. Peller tug boats of 4500 H.P. each and also these demonstrated it is difficult to conduct and get her alongside to the piers under rough weather conditions of wind force 16.9m/sec or more. Under rough weather conditions of 6 by Beaufort scale the average wind velocity is about 13.5m and if we add 25% increase of the normal velocity to it, the wind will becomes a gust of 16.9m/sec. So it is advisable to avoid conducting a large container vessel to the pier under the rough weather conditions of 6 or more by Beaufort scale. Also, it is better to use 3 Z. peller tug boats of 4500 H.P. each under the above mentioned rough weather in a case of unavoidable circumstances.

• Journal of the Society of Naval Architects of Korea
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• v.60 no.4
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• pp.278-287
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• 2023

This study aims to analyze and evaluate the structural strength of a 53ft Liquefied Natural Gas (LNG) tank container according to International Organization for Standardization (ISO) 1496-3, amidst growing global demand for LNG transportation. The research was conducted in two main stages: structural analysis using Finite Element Analysis (FEA) under various load conditions, and structural strength tests following ISO 1496-3 test procedures. The structural analysis was performed considering different loading conditions to assess the structural safety of the tank container. Calculated stresses were compared with allowable stress under specified load conditions. The structural strength tests were conducted at Mokpo National University's Subsea Umbilical cable Riser Flowline R&D Center, which provided a suitable testing environment. The study found that calculated stresses met the allowable stress under specified load conditions, confirming the structural safety of the tank container. Additionally, the maximum deformation and permanent deformation satisfied the design criteria for all test cases, indicating the container's structural strength meets requirements. The research also contributed valuable data for future structural strength tests of similar products and facilitated the development of safe and efficient LNG transportation solutions by developing effective test procedures in accordance with ISO 1496-3 standards.

• Journal of Environmental Health Sciences
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• v.43 no.5
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• pp.349-359
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• 2017

The objective of this study is to review the safety and health information displayed on containers of humidifier disinfectants (HD). We summarized not only general characteristics related to the marketing and manufacturing of HD, such as the duration sold and the name of the company, but also the safety and health information, such as identification of disinfectants, recommended use volume, and precautions. All of this information was reviewed by HD brand. We collected safety and health information from 31 HD brands. We found that companies that sold and manufactured HD brands differ. Two companies were found to sell their HD without permission after 2011 when the health effects caused by HD were widely known. The name of the disinfectants were not identified on the container of HD. The recommended volumes were found not to be based on toxicological evidence and set without consideration of the level of susceptibility of users. Most companies displayed phrases such "this HD is safe for humans, even children" on the front of the container. No inhalation and skin toxicity precautions were provided. In conclusion, most HD did not properly display information related to safety and health to protect the health of HD users. There has been no official investigation to evaluate the risks posed by HD, such as the sales volume by HD, identification of chemical disinfectants, or their concentration, nor have there been actions to control the chemical quality of HD. In addition, government actions to punish the malicious practices of companies that manufactured and sold HD were found to inappropriate.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.6
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• pp.789-797
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• 2021

The worldwide sizes of container ships are rapidly increasing. The container ship size in 2005, which was about 9,200 TEU has increased to 24,000 TEU in recent times. In addition to the increase in the sizes of the container ships, the arrivals/departures of large container vessels to/from Korea have also increased. Hence, the necessity for reviewing safe passage of such vessels is emphasized. In the present study, a 24,000 TEU container vessel was used as a model ship to calculate the under-keel clearance (UKC) at Gadeok Channel through which vessels must pass to arrive at Busan New Port, in accordance with the Korean Port and Fishing Port Design Standards and Commentary. In addition, the maximum allowable speed that meets UKC standards was calculated using various squat formulas, whose results were then compared with the current speed limit standards. The analysis results show that Busan New Port requires 10% marginal water depth, and the squat that meets this requirement is 0.95 m. Gadeok Channel requires 15% marginal water depth, and the squat that meets this requirement is 1.78 m; in this case, the maximum allowable speed is calculated as 15 kts. Busan New Port has set the speed limit as 12 kts, which is higher than the calculated 11 kts. Thus, speed limit reconsideration is required in terms of safety. However, the set speed limit for Gadeok Channel is 12 kts, which is lower than the calculated 15 kts. Thus, additional considerations may be provided to increase the speed limits for smooth navigational passage of vessels. The present study, however, is constrained by the fact that it reflects only a limited number of elements in the UKC and allowable speed calculations; therefore, more accurate UKC and safe speed values can be suggested based on extended studies to this research.