• Journal of the Korea Institute of Information and Communication Engineering
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• v.23 no.7
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• pp.881-888
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• 2019

Dangerous cargo in maritime transportation is increasing in international trade. The types and forms of dangerous cargo are very diverse, complex, and the scope is expanding widely. For this reason, it is increase risk of accident threatens the safety of ships and other cargoes, as well as serious damage. Carriers' require special care and handling of dangerous cargo and have a duty of care for safe transport. The shipper is obliged to notify the carrier of the nature and characteristics of the dangerous cargo prior to loading on the ship, the responsibility of the carrier varies depending on the notification or not. This study compares and analyzes the concept and classification of dangerous cargoes, the provisions of the Hague rules, Hamburg Rules and Rotterdam Rules about Carriers' Dangerous Cargo Liability Regulations, after reviewing case studies. We intend to provide information to dangerous cargo handling, the carrier.

• International Commerce and Information Review
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• v.16 no.4
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• pp.125-150
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• 2014

The number of dangerous goods are increasing in maritime transport. As a result, a number of nations and international organizations are establishing or amending the rules of dangerous goods. There is necessarily the transport of dangerous goods like fuel and the importance of the definition and scope of the goods is increased. In addition, the responsibility between the parties is different with the notification of the goods and its awareness of transporters. In particular, responsible clauses of the transport rule show antithetical concepts between the scope of immunity and the responsibility of a shipper concerned with wether transporters aware. This research performs two works. First, this research analyzes the definitions and scope of dangerous goods through prior research. Second, this research suggests the necessary of united interpretation of the articles through a comparative analysis on judical decisions concerned with awareness of transporters to dangerous goods. Dangerous goods have a distinctive feature and that is why responsibility and immunity between parties should be differently interpreted with general rules. Parties have duty concerned with faults on general goods and the scope of duty between parties can be specifically made. However, if there is no specific articles concerned with responsibility between parties to dangerous goods, they could confuse the responsibility on duties concerned with risk. Therefore, this research suggests solutions and necessary of the united criteria for the articles to dangerous goods through analyzing precedent cases.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2015.07a
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• pp.251-253
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• 2015

선박에 의한 위험물 운송의 증가로 제정된 IMDG Code를 제정하고, 선원들은 그 규정에 따라 업무를 수행하고 있으며 몇 차례 개정이 되면서 위험물 안전운송 전문교육을 의무화하고 있다. 하지만 해마다 위험물에 의한 선박화재 및 폭발사고는 계속 일어나고 있으며, 이것은 위험물에 대한 기본 정보와 규정만 있으나 위험화물에 대한 자체 반응경로나 왜 규정대로 해야 하는지에 대한 정보가 선원들에게는 부족하다는 것을 알 수 있었다. 그리하여 최근에 발생한 선박화재 및 폭발사고 사례를 조사해보고, 적재된 화학물질 에 대한 기본정보를 분석하고 화재가 일어날 수 있는 가능성에 대해 화학적으로 접근 해석해 보았다. 화재의 원인은 다양하지만 기상 실험을 할 수 없는 어려움이 있어, 적재된 위험물의 정보와 대표적인 반응을 알아보고 화재원인을 가정해 보았다. 선원들은 IMDG Code에 대한 규정 이외에도 이러한 기본정보와 반응경로에 이해를 한다면 위험화물의 운송에 있어 위험한 환경요소를 제거할 수 있어 화재 및 폭발사고를 예방 할 수 있다.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.23-41
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• 2006

The objective of this study is to discuss damage to cargo caused by shipper's Liability. an analysis of the excepted perils of the carriers and the scope of marine insurance coverage reveals that the excepted perils of the carrier are covered by the most part by marine insurance. however damage to cargo caused by shipper's fault remains uncovered. Damage to cargo by insufficient packing is caused by the cargo owner's error or negligence, thus both the underwriter and the marine carrier are exmpted from responsibility. but a problem aries from the fact that there is no objective standard for full packaging. In order to solve these problems, it is required to specify the method of packaging for certain goods when making an individual agreement, so that the owner can be exmpted from responsibility for packaging conformed to the pertinent article.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.227-229
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• 2023

해상을 통해 반출입되는 항만 컨테이너는 선박과 항만에서의 안전사고를 예방하기 위해 국제해상위험물규칙의 규정을 준수하였는지 검사하고 컨테이너의 안전성을 점검한다. 하지만 지금까지의 컨테이너 및 위험화물의 검색은 대부분 사람에 의한 수동 운용으로 이루어지고 있어 향후 자율운항선박의 도래에 따른 자동화 항만을 위해서는 자동화된 검색 기술과 더불어 대상 컨테이너의 무인 자동화 검색이 가능하도록 운영이 될 필요가 있으며, 보다 진보적이고 효과적인 컨테이너 검색기술을 활용하기 위해 컨테이너 검색정보 표준을 개발하여 컨테이너 보안검색의 효율성 및 검색 활동에 대한 업무 비효율적인 문제를 해결하고자 한다.

• The monthly packaging world
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• s.242
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• pp.100-109
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• 2013

해양수산부(장관 윤진숙)는 위험물의 분류기준을 국제기준과 동일하게 적용하고 위험물질 운송에 따른 안전성 제고를 위해 "위험물 선박운송 기준"을 개정하여 시행한다고 밝혔다. 개정된 기준은 국제적으로 적용되는 "국제해상위험물규칙"(IMDG Code)의 최근 개정내용을 반영하고, 위험물 및 화물구역의 종류별 방화장치 요건을 강화하여 위험화물로 인한 선박의 화재 및 폭발 사고가 감소될 것으로 기대된다. 특히, 위험물 운송 용기를 용기의 종류, 재료 및 형태별로 구분하고 외관, 구조 및 성능검사로 세분하여 위험물 용기 검사체계를 효율화함으로써 민원인의 편의를 도모하였으며, 또한, 국제기준에 따라 자동차를 일반선박이나 컨테이너에 수납하여 운반하는 경우 위험물로 분류되어 위험물수납 검사대상이 된다. 본 고에서는 "위험물 선박운송 기준" 일부 개정(안)에 대해 살펴보도록 한다.

• Journal of the Society of Naval Architects of Korea
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• v.37 no.3
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• pp.69-77
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• 2000

This study was a part of FSA study which was initiated by IMO and was applied to hatchway watertight integrity of bulk carriers. Hazards which were involved in high risk level were identified as follows. Ship Operation out of Design Criteria(Hatch Coaming Damage) and Poor Maintenance & Inspection(Securing Arrangement Damage). The potential risk was calculated by risk analysis and risk control option was made to reduce potential risk. The potential risk was about U$60,000/ship-year and could be reduced to about U$30,000/ship-year by applying RCO 1(Advanced system directly related to Hatchway Security). In addition, effectiveness of RCOs was shown by cost benefit assessment.

• International Journal of Highway Engineering
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• v.12 no.1
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• pp.21-27
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• 2010

Management of driver hours of service (HOS) for commercial vehicle operators has been a continual safety challenge. One of the more critical issues to government and motor carriers is fatigue and fatigue-related accidents. To reduce truck drivers’fatigue-related accident risk in other countries, the government issued the HOS regulations. However, korea government does not have any HOS regulations. The objective of this research gives the clues that korea should have the HOS regulation to reduce truck drivers’fatigue-related accident risk. This study examines the HOS regulation over other countries and conducts relative accident risk analysis using the real data from 3 freight companies. The data set includes 231 accident involved drivers and 462 non-accident drivers. Therefore, the size of the total data set is 693 drivers. One of the most important aspects of early studies of safety and HOS was the need to characterize continuous driving by using the notion of "survival". Subsequent research used a data replication scheme and logistic regression to capture the survival effect. This study uses time-dependent logistic regression. The test of significance between parameters indicates that the first three hours are almost the same risk. In the 10th hour of driving, the risk was more than 2.2times that in the baseline first hour. In conclusion, as driving time goes on, the crash risk increases.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.23 no.2
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• pp.84-88
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• 2015

In this study, we surveyed the CAO Dangerous Goods, the Cargo Compartment Classification, IATA DGR(Dangerous Goods Regulations), ICAO Doc. 9284 and the regulation for the Air Transport of Dangerous Goods by Ministry of land Infrastructure and Transport of Korea. We found that the differences between these regulations. Applied according to the type of dangerous goods cargo compartment Class is determined. These regulations have caused confusion was due to the difference, because of the need for revision and amendment regulations were analyzed.

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.87-87
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• 2018