선박용 연료전지(MCFC) 기자재의 승인 및 일반적용

지재훈(Jee Jae-hoon),박상균(Park Sang-kyun),안종우(Ahn Jong-uh),노길태(Noh Gil-tae),류경부(Ryu Kyung-bu),김만응(Kim Man-eung) 한국마린엔지니어링학회 2012 한국마린엔지니어링학회 학술대회 논문집 Vol.2012 No.6

What-if 기법을 이용한 암모니아 연료 추진 선박에 대한 위험성 평가 연구

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2023 水産海洋敎育硏究 Vol.35 No.5

In accordance with the Resolution Res.MEPC.304(72) of the Maritime Environmental Protection Committee of the International Maritime Organization April 2018, The ‘IMO Greenhouse Gas Reduction Initial Strategy’ report on greenhouse gas emission reduction was adopted, which is to support the Paris Agreement concluded in 2015, and shows IMOs strong will to reduce greenhouse gas emissions in the shipping sector. It is somewhat unreasonable to use ammonia fuel as fuel for ships right away. In order to use gas fuel in ships, the IGF Code should include the safety design regulations for the fuel, but the related regulations have not been included so far, and the risk of ammonia is higher than that of hydrogen, so careful analysis of risk factors is required. should be included A total of 28 risk factors could be identified for the 5 nodes, and among the 28 risk factors, 9 were rated as ‘Acceptable’ and 13 were rated as ‘ALARP’. The ‘number of unacceptable’ risk levels was analyzed as 6. In general, it can be seen that design and equipment introduction have been made to reduce the risk for ammonia fuel-propelled ships, but it can be seen that unacceptable risk still exists.

현존선에 자외선 처리방식 선박 평형수 처리장치 설치를 위한 위험도 평가 분석

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2018 水産海洋敎育硏究 Vol.30 No.2

Since Ballast Water Management Convention has been adopted, BWM Convention is effecting after 8<SUP>th</SUP> Sep. 2017. Effecting conditions of this convention are to be satisfied for ratification by 30 countries, and representing 35% of world merchant shipping tonnage. Last Finland has ratified this convention on 8<SUP>th</SUP> Sep. 2017. In the case of new ships, BWM convention is to be applied to new ships on or after the date of construction as of 8th Sep. 2017, and these vessels are to be equipped with Ballast Water Treatment System in progress. On the other hand, existing vessels inspected for IOPP between 8th Sep. 2014 and 7<SUP>th</SUP> Sep. 2017, for vessels constructed on or before 8th Sep. 2017, are subject to vessel inspection at the time of the first IOPP periodic inspection after 8<SUP>th</SUP> Sep. 2017 the D-2 standard through the installation of a Ballast Water Treatment System shall be observed. Until now, about 73 Ballast Water Treatment Systems certified by Administration have been be reported to IMO. Even, types of Ballast Water Treatment System are very various. So, the Risk of each Ballast Water Treatment System can be variously existed, and these Risks can be also effected to boarding crew safety and protection of ship`s property. Therefore, we have evaluated a Risk Assessment for an existing vessel retrofitting an Ultra Violet Type BWTS which is generally produced in worldwide. And we explained the detail procedure of selecting a object vessel. In conclusion, bulk carrier has been selected, because the sort of this vessel mostly charged in the world. In addition, DWT 175K size is selected. Risk Assessment is to study by using a HAZID and HAZOP method, evaluation method is referred to IMO Document Considerated test of the Guidelines for Formal Safety Assessment (FSA) for use in the IMO rule-marking process(MSC/Circ.1203-MEPC/Circ.392). The Risk Assessment Section is decided to 3 Nodes. Consequently, there have been totally evaluated 49 risks.

현존선에 전기분해방식 선박평형수 처리장치 설치를 위한 위험도 평가 분석

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2017 水産海洋敎育硏究 Vol.29 No.3

Over the past several years, sea trade have increased traffic by ships which highlighted a problem of unwanted species invading the surrounding seas through ship’s ballast water discharge. Maritime trade volume has continuously increased worldwide and the problem still exists. The respective countries are spending billions of dollars in an effort to clean up the contamination and prevent pollution. As part of an effort to solve marine environmental problem, BWM(Ballast Water Management) convention was adopted at a diplomatic conference on Feb. 13 2004. In order to comply harmoniously this convention by each country. This convention will be effective after 12 months from the date which 30 countries ratified accounting for more than 35% of the world merchant shipping volume. On Sep. 8 2016, Finland ratified this convention and effective condition was satisfied as 52 states and world merchant vessel fleet 35.1441%. Thus, after Sep. 8 2017, all existing vessels shall be equipped with BWTS(Ballast Water Treatment System) in accordance with D-2 Regulation, which physically handles ballast water from ballast water exchange system(D-1 Regulation). In this study, we analyzed in detail the optimal design method using the Risk Analysis and Evaluation technique which is mainly used in the manufacturing factory or the risky work site comparing with the traditional design concept method applying various criteria. The Risk Assessment Method is a series of processes for finding the Risk Factors in the design process, analyzing a probility of the accident and size of the accident and then quantifying the Risk Incidence and finally taking measures. In this study, this method was carried out for Electrolysis treatment type on DWT 180K Bulk Carrier using “HAZOP Study” method among various methods. In the Electrolysis type, 63 hazardous elements were identified.

설문을 이용한 선박평형수처리장치(BWTS)의 운용문제 경향에 대한 분석

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2018 水産海洋敎育硏究 Vol.30 No.5

Since Ballast Water Management Convention has been adopted, BWM Convention is effecting after 8th Sep. 2017. Effecting conditions of this convention are to be satisfied for ratification by 30 countries, and representing 35% of world merchant shipping tonnage. Last Finland has ratified this convention on 8th Sep. 2016. In the case of new ships, BWM convention is to be applied to new ships on or after the date of construction as of 8th Sep. 2017, and these vessels are to be equipped with Ballast Water Treatment System in progress. As the installation time of BWTS is approaching, domestic and overseas shipping companies that have owned ships with BWTS have experienced various types of failures through operation of BWTS. If the BWM Convention enters into force in the future, the Ballast Water Exchange method according to D-1 regulations can not be applied. So the Ballast Water Treatment method according to D-2 must be applied. Therefore, it is necessary to understand the operational problems of BWTS in order to secure the reliability of BWTS. This paper focuses on the relationship between various environmental factors that may arise from the operation of a ship rather than a simple mechanical defect that interferes with the normal operation of the BWTS, ie, the relationship with ship type, the relationship with the operating area, and the familiarity of BWTS The research was conducted. The survey method was conducted by using questionnaire survey of 42 vessels installed with BWTS among Ships classified by Korean Register. Group I of ship information, Group II of BWTS information, and Group III of operational problems. Based on the conclusions drawn from Group III, the relationship between “Group I” and “Group II” is analyzed and presented as a result.

선박 평형수 처리장치 선정을 위한 경제성 분석

지재훈(Jae-Hoon JEE),박상균(Sang-Kyun PARK),오철(Cheol-OH) 한국수산해양교육학회 2016 水産海洋敎育硏究 Vol.28 No.5

Since Ballast Water Management Convention has been effected, BWTS, applied to new-building vessels and existing vessels, have been developed from many countries with various treatment methods. However, BWTS is mainly typed Electrolysis, Ozone and UV type. Approximately 70 products have been type approved by the Flag Administrations. For the new-building vessels, the vessels’ design and construction have been considered for arrangements and installations for BWTS. However, existing vessels which already construction had finished have problem with selection of BWTS type for installation and arrangement. The selection of the most economized BWTS system is important though, CAPEX has not been made any significant differences. However, OPEX is more important factor. Consequently, detail analysis of OPEX is the key to the selection of the most economized BWTS system and also it can be the purpose of this study. The feasibility study on the main three type of BWTS (Electrolysis, Ozone and UV type) for 175K Bulk Carrier and 57K Cargo ship has been conducted for this study. Because, these three type of BWTS have been the most frequently installed and used and the two type of object vessels are consist of the 40% of the world merchant ship market. For this study, interest rate, project duration (operation time after installation), maintenance cost and fuel oil price are considered as major factor of feasibility study. In addition, expecting Interest rates to sensitivity analysis conducted for more accurate feasibility study. For 175K Bulk carrier, ozone treatment system is more economical than other types. For 57K cargo ship, UV type is considered more economical than other types. However, it is concluded that electrolysis type is more suitable compare to installation space, total weight and electrical power consumption.

현존선에 오존 처리방식 선박평형수 처리장치 설치를 위한 위험도 평가 연구

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2018 水産海洋敎育硏究 Vol.30 No.3

Since the Ballast Water Management Convention was adopted in Feb. 2004, this convention has come into effect on Sep. 8th 2017. This convention should be originally entered into force after twelve months from the date satisfying effective conditions. However, various discussions have been held regarding the timing of the effective date, and the time for the MEPC 71 meeting, which was held in Oct. 2017, was confirmed. In case of new built ships, when the date of construction is later than the date of fermentation, these vessels shall install the ballast water treatment system while proceeding. In case of the existing ships, ballast water treatment system should be installed sequentially from Sep. 8th 2019 based on the IOPP periodic inspection date. As of December 8th 2017, 67 countries have ratified the Ballast Water Management Convention, and the world merchant vessel fleet is 74.91%. Currently, about 73 Ballast Water Treatment System certified by Administration will be reported to IMO, even type of Ballast Water Treatment System is very various. Thus, a risk of each Ballast Water Treatment System can be existed, and this existed risk can be also effected to ships crew safety and protection of ship`s own property. Therefore, we have evaluated a risk assessment for an existing vessel retrofitting an Ozone type BWTS which is existed generally dangerous risk in the world. And we described the procedure of selecting a sample vessel. Consequently, bulk carrier is selected because this vessel kind is mostly charged in the world. Especially, DWT 175K size is selected. Risk Assessment is using a HAZID and HAZOP method, evaluation method is referred to IMO Document Considerated test of the Guidelines for Formal Safety Assessment (FSA) for use in the IMO rule-marking process(MSC/Circ.1203-MEPC/Circ.392). The Risk Assessment Section is decided to 3 Nodes, Consequently, total risks have evaluated 43 items.

선박재활용협약 국제동향 분석을 통한 국내 대응 방안 연구

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2019 水産海洋敎育硏究 Vol.31 No.5

The background of adoption of the Ship Recycling Convention is to improve the working environment of workers and to protect the environment of the surrounding sea area. Most developed countries in Europe are in favor of the agreement of Ship Recycling Convention, but Asian countries with ship recycling facilities are lukewarm in Ship Recycling Convention Ratification. The purpose of this paper is to investigate international trends and to analyze the impact on the maritime industry in Domestic. In the field of international relations, the policy trends of the International Maritime Organization, the EUSRR in Europe, and the countries that ratified the this Convention were identified. Based on these results, we would like to analyze domestic situation and prepare a countermeasure.

CFD를 이용한 선박용 이코노마이저 Soot Blower 유동 해석에 관한 연구

지재훈(Jae-Hoon JEE),오철(Cheol OH) 한국수산해양교육학회 2019 水産海洋敎育硏究 Vol.31 No.5

In the recent high oil era, fuel reduction, energy saving and environmental pollution reduction are the main tasks of this era. Even though it has a lot of heat in the exhaust gas of marine engines and boilers, it is discharged through the atmosphere, and the energy loss is very large. To this end, Economizer is essential for waste heat recovery, and there is a “Soot Cleaning System” to increase efficiency. The purpose of this paper is to verify the efficiency by analyzing the flow of exhaust gas inside the mill with the automatic soot blower installed in the mill. In this study, soot blowing inside the economizer was simulated using ANSYS CFX(V.18.1), a general-purpose flow analysis engineering program, and the temperature, pressure and velocity fields in the economizer were analyzed.

3D Digital Design 기법을 이용한 BWTS 설치 설계 연구

지재훈(Jae-Hoon JEE) 한국수산해양교육학회 2017 水産海洋敎育硏究 Vol.29 No.2

Over the past few years, as maritime trade and traffic were highly expanding, problem of invasive species via ballast water have been raised. In 1988, Canada and Australia had firstly experience that unexpected and hazardous species were observed on their own sea, they have issued the problem to MEPC under the IMO. At the end of many years of discussion, on the diplomatic conference in 13 Feb. 2004, International Convention for the Control and Management of Ballast Water and Sediments of the Ship was adopted. Requirements for entering into force of this Convention is that 30 countries ratify and world merchant marine fleet is more than 35% and BWM Convention will be effected after 12months from date satisfying conditions. With Finland ratifying the BWM Convention on 8 Sep. 2016, the fleet amounted to 35.1441% and ratification country became 52 countries. Therefore, after 12month, BWM Convention will be formally effected on 8 Sep. 2017. Ballast Water Treatment System is to be fitted in new ships as well as existing ships. Thus, there are concerns of ship owners to be suitably installed a variety typed BWTS in many kinds of vessels. As approaching for resolving these problems, engineering analysis was carried out research studies and detailed design to analyze to optimal installation space for retrofitting a BWTS using 3D Scanning method, targeting representative DWT 180K Bulk carrier of dry cargo vessels charged more 40% on worldwide vessel and mainly two type BWTS as electrolysis treatment type and ultra violet treatment type. Optimal design of 3D Scanning technology was applied to analyze four step process and the overall conclusion was described in this paper.