• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.06a
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• pp.165-166
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• 2009

The purpose of this study is to develop a model of the optimal stowing plan for car carriers. This model will be used for an integrated model of maritime transportation planning for car carriers with vessel allocation and voyage planning models.

• The Journal of Information Systems
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• v.21 no.4
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• pp.185-199
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• 2012

The most of international shipping cargoes are transported by ship and the shipping market has been continuously increasing. However, due to the recent global recession, the volume of trade decreased accordingly, and the competition between shippers to gain a competitive advantage in the shipping market continues deepening. To do this, researches on transportation costs savings as well as ways to improve customer service are needed and recently related researches are being pursued. Car carriers which transport more than 80% of car import and export volume in the world also make a lot of effort in order to reduce transportation costs, but in contrast related researches are seldom fulfilled. In this study, we developed an agent system that supports the efficient transportation of car carriers plan so that the car carriers can increase competitiveness through reduction of the logistics costs. To make this, we researched an algorithm for maritime transportation planning, and also developed a prototype of an agent system which can collect the necessary information in real time and establish a dynamic plan.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.4
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• pp.324-331
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• 2024

The height of large car and truck carriers from the keel to the wheel house is 44 ~ 46 m, and as the car-carriers increases in size, it exhibits the 'top heavy' characteristic, where the upper section is heavier than the lower section. This study aims to estimate the maximum outward heel angle of the Golden Ray car-carrier (G-ship) during turning maneuvers for accident investigation and the prevention of similar accidents. The theoretically calculated maximum outward heel is 7.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 16.7° with a GM of +1.85 m. Meanwhile the experimentally modified maximum outward heel is 10.5° (at 19 kn, rudder angle 35°) with a GM of +3.0 m or higher, and 23.3° with a GM of +1.85 m. The G-ship is maneuvered during an accident at a speed of 13 kn, at starboard rudder angle of 10° to 20°, it changes course from 038°(T) to 105°(T) based on the instructions of the on-board pilot. At this time, the maximum outward heel is estimated to be between 7.8° and 10.9° at the port side, which is 2.2 times higher than the normal outward heel. In the IS code, cargo ships are required to exhibit a minimum GoM of +0.15 m or more. The maneuvered G-ship exhibits a GoM of +1.72 m. It is not maneuvered because it fails to satisfy the international GoM criteria and because its GoM is insufficient to counteract the heeling moment during the maneuver. This study is performed based on accident-investigation results from the Korea Maritime Safety Tribunal and the USCG.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.11a
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• pp.334-335
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• 2022

Among domestic car carrier operating shipping companies, some shipping companies are operating a stowage planning system that is installed and executed on a computer, and most shipping companies are executing stowage plans with documents such as Excel. This is a study on how to utilize web service technology so that multiple users can use the planning system more efficiently in the cargo stowage planning process for car carriers.

• Journal of the Korean Society of Marine Environment & Safety
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• v.30 no.5
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• pp.442-449
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• 2024

The pilotage rate of car carriers at Mokpo New Port is increasing and ships are becoming larger. In this study, wind pressure and hydraulic force are calculated to determine the horsepower required of a tugboat to safely operate a 7,500 unit car carrier entering Mokpo New Port. At the Mokpo New Port automobile pier, the maximum flood and ebb currents are 1.6 and 0.7 kts, respectively, at a point 1.0 km away from the pier. In such conditions, the required tugboat standards are satisfied only in the case of "ebb current and westerly wind" under certain situations. Under a current of 0.5 kts, for the case of "ebb current and easterly wind," the required tugboat standards are satisfied only in certain situations, whereas for the case of " flood current and westerly wind," berthing or unberthing is impossible at wind speeds of 18 kts or higher. Additionally, in cases without any current, if the wind speed exceeds 21 kts, then the current standards for the required tugboat are not satisfied. Therefore, for large car carriers of approximately 70,000 G/T entering Mokpo New Port, they are planed to the vessel's docking point when the current speed is less than 0.5 kts. However, when the current and wind speed exceed 0.5 and 20 kts, respectively, the horsepower of the tugboat must be increased accordingly.

• Journal of Korea Port Economic Association
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• v.21 no.4
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• pp.121-139
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• 2005

The case, Papera Traders Co. Ltd. and Others v. Hyundai Merchant Marine Co. Ltd and Another(The Eurasian Dream), was occurred on July, 1998 when the ISM Code became mandatory under SOLAS and from that date it applied to oil tankers, chemical tankers, gas carriers, bulk carriers and cargo high-speed craft of 500 gross tonnage and above. On July 23, 1998, a fire started on the deck of pure car carrier Eurasian Dream while in port at Sharjah. The source of fuel was the stevedores action of pouring petrol or transferring fuel in some way - refueling or pouring into a carburettor. The fire eventually destroyed or damaged the vessels cargo of new and second-hand vehicles and rendered the vessel itself a constructive total loss. Justice Cresswell held that the fire that destroyed or damaged the cargo was due to the unseaworthiness of the vessel they have the burden of proving that the vessel was unseaworthy before and at the beginning of the voyage and that the loss or damage was caused by that unseaworthiness. This case was a dispute between dependent and claimant alleging that the carrier should provide "properly man, equip and supply the ship and keep the ship so manned" under Hague-Visby Rules. Although ISM code was not officially applied to the carriage by car carriers until July 2002, a rule based on the code had customarily been employed as a mean for international dispute resolution. Examining the above case closely, the purpose of this study is to explore the relation of ship management and obligation to exercise due diligence in making the vessel seaworthy.

• Journal of the Korean Operations Research and Management Science Society
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• v.3 no.1
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• pp.31-46
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• 1978

Consider a time interval during which the demand for trips is fixed (e.g. the rush hour period). The traveller has a choice between various public modes, whose travel times and fares are fixed, and the automobile mode, for which travel time and cost depend on the volume of traffic flow on those roads, which are subject to congestion. We consider the equilibrium in terms of a representative travellerm, who choses for any trip the mode and route with the least combined money and time cost. When several (parallel) model or routes are chosen, then the combined cost of money and time must be equal among these. Our problem is first, to find the optimal flows of cars and of public mode carriers on the various links of their networks and second the optimal fares for trips by the variousmodes. The object is to minimize the total operating costs of the carriers and car plus the total time costs to travellers. The optimal fares are related to, but not identical with the dual variables of the underlying Nonlinear Program. They are equal to these dual variables only in the case, when congestion tolls on trips or on the use of specific roads are collected from automobile users. When such tolls are not collected, they must be passed on as subsidies to travellers using competing modes. The optimal fares of public modes are then reduced by the amounts of these subsidies. Note that subsidies are not a flat payment to public carriers, but are calculated on the basis of tickets sold. Fares and subsidies depend in general on tile period considered. They will be higher during periods of higher demand. When the assumption of fixed trip demand is relaxed, this tare system is no longer best, but only second best since too much traffic will, in general, be generated. The Free Rider Theorem states the following : Suppose road tolls can be charged, so that a best pricing system for public modes is posssible. Then there may exist free rides on some routes and modes, but never on a complete round trip.

• Journal of Ocean Engineering and Technology
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• v.33 no.6
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• pp.641-647
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• 2019

Yearly world vehicle production has continued to increase, and the global seaborne trade volumes also are recovering. Based on these positive trends, as demand for cargo ships increases in the freight transportation market, Pure car and truck carriers (PCTCs) with large gaps between decks continue to be ordered. The structural analysis of the cargo hold was performed in order to confirm its structural safety in accordance with the guidance for the direct strength assessment of the Korean Register (KR) of Shipping. And, according to the type of cargo, the maximum deflection and structurally weak area that occurred in deck 5 was confirmed. Also, it was found that the weight of the cargo had a significant effect on the deck, the primary members of the deck's structure, and pillars. The results of the structural analysis conducted in this study were added to the existing cargo load planning software. This was done so that the prediction of the maximum stress and the deflection of the deck based on the information about the cargo could be confirmed quickly. In addition, the data will be used as the basic data for rapid information management response to changes in cargo items.

• Archives of design research
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• v.16 no.1
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• pp.15-24
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• 2003

In the latest date, vehicles are offered to the drivers, not only the skill for shifting but the pleasure for driving vehicles that are existing today can be a social problem because the amount of vehicles that are increasing give difficulty for the traffic facilities and parking expansion. these day 80% of four wheeled vehicle carriers single or double person the reducing car scale is an important thing about the financial good use resources of energy and the storage of environment. A solution for these problem is a new general idea vehicle development for one or two person to ride. For the sake of these reasons, first, the information is collected and analyzed about existing foreign countries production. Car external design is intended by mathematical modeling, simulation and model testing about frame system of new concept specially we would like to show three wheeled vehicle that has active tilt control(ATC) system. This car tilts actively by the center rotation wheel and frame when the vehicle turns.

• Journal of Microbiology and Biotechnology
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• v.31 no.7
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• pp.956-966
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• 2021

To prevent the outbreak of infectious diseases that inflict huge economic and social losses, domestic livestock farms and related facilities have introduced automatic and semiautomatic disinfectant solution-spraying systems for vehicles. However, the facility standards and specifications vary by manufacturer, and no scientific performance evaluation has been conducted. The puropose of this study is to develop physical and biological evaluation methods. Physical and biological appraisals were conducted using two types of disinfection facilities (tunnel- and U-type) and two types of vehicles (passenger car, truck). Water-sensitive paper was used to evaluate the physical performance values for the disinfection facilities. In addition, to assess their biological performance, carriers containing low-pathogenic avian influenza virus were attached to vehicles, and the viral reduction was measured after the vehicles moved through the facility. The tunnel-type had rates of coverage in the range of 70-90% for the passenger car and 60-90% for the truck. At least 4-log virus reduction after spraying for 1-5 min was shown for both vehicles. For the U-type facility evaluation, the coverage rates were in the range of 60-90% for the passenger car and at least 90% for the truck. More than 4-log viral reduction was estimated within a spraying time of 5 min. To reduce viruses on the surface of vehicles by at least 4 log within a short period, the disinfectant solution should cover at least 71% of the pathogens. In conclusion, we were able to assess the physical and biological performance criteria for disinfection facilities aboard transportation vehicles.