• Title/Summary/Keyword: Transfer cargoes

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A Systematic Approach to Port related Problems An Analysis on the Actual Condition of physical Distribution System of Pusan port (항만관련문제의 시스템적 고찰 부산항 물류시스템의 실태분석)

  • Lee Cheol-Yeong;Moon Seong-Hyeok
    • Journal of Korean Port Research
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    • v.2 no.1
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    • pp.7-28
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    • 1988
  • From the viewpoint of physical distribution, the port transport process can be regarded as a system which consists of various subsystems such as navigational aids, quay handling, transfer, storage, information If management, and co-ordination with inland transport. The handling productivity of this system is determined by the production level of the least productive subsystem. So, a productivity analysis on the flow of cargoes through each subsystem should be made in order to achieve efficient port operation. The purpose of this paper is to analyze the productivity of each subsystem in Pusan port, and to bring forward problems and finally to draw up plans for their betterment. Analyzed results on the productivity of each subsystem are as follows, i) It is known that the number of tugs with low HP should be increased by a few, the number of tugs with medium HP is appropriate, and the number of tugs with high HP is in excess of that necessary. ii ) In the case of container cargoes, it is found that the transfer and storage systems in BCTOC have the lowest handling capability, with a rate of $115\%$, leading to bottle-necks in the port transport system, while the handling rate of the storage and quay handling systems in general piers is in excess of the inherent capability. iii) In the case of the principal seaborne cargoes passing through general piers, there is found to be a remarkable bottle-neck in the storage system. In the light of these findings, both the extension of storage capability and the extension of handling productivity are urgently required to meet the needs of port users. Therefore, iv) As a short-term plan, it is proposed that many measures such as the reduction of free time, the efficient application of ODCY, etc must be brought in and v) In the long-trun, even though the handling capability will accommodate an additional 960,000 TEU in 1991, the scheduled completion date of the third development plan of Pusan port, insufficiency of handling facilities in the container terminal is still expected and concrete countermeasures will ultimately have to be taken for the port's harmonious operation. In particular, the problem of co-ordination with inland transport and urban traffic should be seriously examined together in the establishment of the Pusan port development. As a method of solving this, vi) It is suggested that Pusan port (North port) should be converted into an exclusive container ternimal and overall distribution systems to the other ports for treating general cargoes must be established. vii) And finally, it is also proposed that the arrival time (cut-off time) of influx cargoes for exports such as general merchandise and steel product should be limited, with a view to securing cargoes suitable for the operational capability of BCTOC.

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A Study on the Safety of Anchoring for Ulsan M-10 Anchorage (울산항 M-10 정박지의 정박안전성 연구)

  • KIM, Se-Won
    • Journal of Fisheries and Marine Sciences Education
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    • v.21 no.2
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    • pp.291-305
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    • 2009
  • As you known well, Ulsan port is very famous for handling chemical products which occupies about 80% of quantities of all Korean ports. Many ship's operators prefer to handle liquid cargo es at proper anchorages instead of the berth for saving port expenses. Ulsan M-10 anchorage was assigned for handling liquid cargoes, however this anchorage's space is restricted by the oil pipeline which lays under seabed about 400m off from the center of M-10 anchorage, for which we have to consider of the external force and counter force for keeping the safety of anchoring. Where, external force is induced by wind, tidal currents and wave while counter force is induced by holding power of anchor/chain. In this study, author evaluated a method to analyze theoretically the limit of external force condition up to which an anchoring ship can keep her position without dragging, and for which applied to many kinds of combined Ships as mother ship of 50,000 DWT Tanker and 4 sizes of Tanker as alongsided ship.

A Study on the Risk Allocation between Parties under the Carriage of Dangerous Goods by Sea (해상운송에서 위험물에 대한 운송 당사자간 위험분담에 관한 연구)

  • Yang, Jung-Ho
    • THE INTERNATIONAL COMMERCE & LAW REVIEW
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    • v.43
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    • pp.297-336
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    • 2009
  • In modern industrial society carriage of dangerous goods by sea becomes more increasing than ever before. Dangerous goods are required for special care and handling in that shipment of dangerous goods could affect safety of the vessel and other cargoes. It is also true that dangerous goods could be used as a means of terrorism. his article investigates allocation of risk and liabilities between parties involved in the carriage of dangerous goods by sea. More specifically, this study examines principles of strict liability of the shipper in shipment of dangerous goods with some limitations based upon recent cases. Furthermore this article investigates the issues on identity of shipper who bears strict liability to the carrier where there exist actual or documentary shipper other than the contractual shipper. Lastly, whether it is reasonable that the transfer of strict liability to the transferee, who does not have opportunity to verify dangerous nature of the goods before shipment, by endorsing bills of lading will be discussed critically.

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A Study on the Operational Improvement at Pusan Container Terminal (부산항 컨테이너 전용 터미널 운영 개선을 위한 연구)

  • 허윤수;하원익;정승호
    • Journal of Korean Port Research
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    • v.14 no.1
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    • pp.13-26
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    • 2000
  • In this paper, we compare and analyze the current state of the productivity of the stevedoring work among several container terminals in 1999. Based on these results of analysis, we firstly classify several factors which impede the efficient operations of container terminal as follows ; late arrival of container beyond cargo closing time(CCT), change of port of destination, change of vessel, and return cargo. Such factors are major cause for the cargo rehandling on terminals, thus deteriorate the overall performance of transfer crane during the stevedoring work. In order to improve the productivity of container terminal, we suggest that it is necessary for establishing and operating the efficient logistics management system. Especially, we emphasize the importance of information exchange on the scheduled cargoes among the relevant parties such as shippers, shipping companies, and terminal operators, which is the most effective way to alleviate the cargo rehandling.

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Is Shipping a Poor Country's Business\ulcorner (후진국의 해운산업 적성에 관한 연구)

  • 민성규
    • Journal of the Korean Institute of Navigation
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    • v.3 no.2
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    • pp.31-45
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    • 1979
  • The writer has attempted in the present article first to investiqate whether shipping industry is poor countries' business more favourable to them, compared to wealthy nations in terms of comparative cost of operation and to analyse how can developing conntries afford to maintain a modern fleet; secondly to examine the economic aspect of the situation created by the UNCTAD V held in May this year, at which passed a resolution demanding "the right of all countries to an equitable participation in the carriage of cargoes generated by their own trade"; and thirdly to adduce conclusions. The article contains six chapters; chapter I is the introduction on the subject under examination; chapter II provides background information on the structure of the industry and of the operating cost of ship; chapter III addresses itself to the legal backgrounds of ensuring free transfer of resources among nations and free competition of shipping; chapter IV deals with the recent development of shipping nationalism of developing countries at the UNCTAD; chapter V discusses division of labour in shipping and in particular the survival mechanism of high-cost countries; and chapter Ⅵ sets forth conclusion.onclusion.

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A Development Plan for High Speed Container Carriers System to Attain the Logistic Hub-Center on the Far-Eastern Pacific (동북아 물류중심국가를 향한 초고속 해상수송체계 구축연구)

  • 김훈철;나도백;오위영
    • Journal of Korea Technology Innovation Society
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    • v.6 no.4
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    • pp.518-534
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    • 2003
  • A strategic planning to attain a Marine Logistic Transportation Center on the Far-Eastern Pacific is investigated and is being reviewed at the NTRM Vision IV. Utilizing high speed super-sized container carriers, 15,000TEU and 35knots, between the two hub-ports, a western coast city of the United States and Kwangyang/Busan of South Korea, are motivated by now highly successful shipbuilding and maritime industries. SMART, 330MW thermal power plant under planning, will greatly expedite the transfer of cargoes across the Pacific. A sizable effort is required to achieve the goal, but the reward will also be very great, technically, economically, socially and geo-politically.

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The complex role of extracellular vesicles in HIV infection

  • Jung-Hyun Lee
    • BMB Reports
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    • v.56 no.6
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    • pp.335-340
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    • 2023
  • During normal physiological and abnormal pathophysiological conditions, all cells release membrane vesicles, termed extracellular vesicles (EVs). Growing evidence has revealed that EVs act as important messengers in intercellular communication. EVs play emerging roles in cellular responses and the modulation of immune responses during virus infection. EVs contribute to triggering antiviral responses to restrict virus infection and replication. Conversely, the role of EVs in the facilitation of virus spread and pathogenesis has been widely documented. Depending on the cell of origin, EVs carry effector functions from one cell to the other by horizontal transfer of their bioactive cargoes, including DNA, RNA, proteins, lipids, and metabolites. The diverse constituents of EVs can reflect the altered states of cells or tissues during virus infection, thereby offering a diagnostic readout. The exchanges of cellular and/or viral components by EVs can inform the therapeutic potential of EVs for infectious diseases. This review discusses recent advances of EVs to explore the complex roles of EVs during virus infection and their therapeutic potential, focusing on HIV-1.

On the Analysis of Physical Distribution System in Inchon Port (인천항의 물류시스템에 관한 연구)

  • 황해성;곽규석
    • Journal of the Korean Institute of Navigation
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    • v.21 no.1
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    • pp.13-31
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    • 1997
  • Being situated at the key point of northeast asia, the port of Inchon as an entrance to the captial city, Seoul is expected to play in marine transportation in Korean Pennisular on the verge of its reunification. In this thesis, inner-lock physical disstribution system of the port was analyzed, which treats more than 82% of total incoming and outgoing cargoes. The overall findings are as follows; 1. In thet viewpoint of physical distribution system of the port, it takes disadvantages of accessing to inner lock berth due to such natural restrictions as tides, passing the lock and so on. And insufficient port facilities as a whole, causes delay in quay-handling, transfer and storage, also facing with serious congestion in inland transport on the road. 2. It was revealed that the port facilities are insufficient yet in spite of its improved productivity by means of raising the effectiveness of port operation and of installing advanced cargo handling facilities. 3. In order to enhance the effectiveness of inner port physical distribution system , the improvement of lock facilities, expansionof port facilities and more effective terminal operating system are crucial. 4. To ensure the measures to solve the above problem, existent outer-lock ports such as Inchon Sourthern-port and Northern-port are necessary to be redeveloped more positively , otherwise a new port at outskirt of the city should be developed to ensure free connection to inland transportation.

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The Privity of the Contract Carriage of Goods by Sea (해상운송계약(海上運送契約)에 있어서 당사자관계(當事者關係)에 관한 연구(硏究))

  • Lee, Yong-Keun
    • THE INTERNATIONAL COMMERCE & LAW REVIEW
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    • v.12
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    • pp.377-401
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    • 1999
  • This study is focused on the privity of the contract of carriage of goods by sea, so to speak, privity between B/L holder and carrier by transfer of bill of lading, privity by attornment to delivery order and conflict between bills of lading and charterparty terms. Under a CIF contract, possession of the bill of lading is equivalent to possession of the goods, and delivery of the bill of lading to the buyer or to a third party may be effective to pass the property in the goods to such person. The bill of lading is a document of title enabling the holder to obtain credit from banks before the arrival of the goods, for the transfer of the bill of lading can operate as a pledge of the goods themselves. In addition, it is by virtue of the bill of lading that the buyer or his assignee can obtain redress against the carrier for any breach of its terms and of the contract of carriage that it evidences. In other words the bill of lading creates a privity between its holder and the carrier as if the contract was made between them. The use of delivery orders in overseas sales is commen where bulk cargoes are split into more parcels than there are bills of lading, and this practice gives rise to considerable difficulties. For example, where the holder of a bill of lading transferred one of the delivery orders to the buyer who presented it to the carrier and paid the freight of the goods to which the order related, it was held that there was a contract between the buyer and the carrier under which the carrier could be made liable in repect of damage to the goods. The contract was on the same terms as that evidenced by, or contained in, the bill of lading, which was expressly incorporated by reference in the delivery order. If the transferee of the delivery order presents it and claims the goods, he may also be taken to have offered to enter into an implied contract incorporating some of the terms of the contract of carriage ; and he will, on the carrier's acceptance of that offer, not only acquire rights, but also incur liabilities under that contract. Where the terms of the charterparties conflict with those of the bills of lading, it is interpreted as below. First, goods may be shipped in a ship chartered by the shipper directly from the shipowner. In that case any bill of lading issued by the shipowner operates, as between shipowner and charterer, as a mere receipt. But if the bill of lading has been indorsed to a third party, between that third party and carrier, the bill of lading will normally be the contract of carriage. Secondly, goods may be shipped by a seller on a ship chartered by the buyer for taking delivery of the goods under the contract of sale. If the seller takes a bill of lading in his own name and to his own order, the terms of that bill of lading would govern the contractual relations between seller and carrier. Thirdly, a ship may be chartered by her owner to a charterer and then subchartered by the chaterer to a shipper, to whom a bill of lading may later be issued by the shipowner. In such a case, the bill of lading is regarded as evidencing a contract of carriage between the shipowner and cargo-owners.

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Structural Analysis for Ports of Korea-China Car Ferry using Shift Effect Method - Focusing on Incheon Port (전이할당 분석을 이용한 한중카페리 항만의 구조분석에 관한 연구 -인천항을 중심으로-)

  • Lee, Jinkyu;Yeo, Gitae
    • Journal of Korea Port Economic Association
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    • v.30 no.3
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    • pp.39-58
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    • 2014
  • Korea and China have maintained sea routes between two nations through the shipping conference which was established in May 1993. Due to this effort, the market of Korea-China car ferry on Yellow sea makes growth year by year. The car ferry business has shown fierce competition because it has huge impacts on regional and national level economy. In this respect, the aim of this research is to analyze the structural analysis for ports of Korea-China car ferry using Shift Effect(SE) method. As a results, passengers and cargo volumes of Incheon port continuously transfer to Pyeontaek and Gunsan port. Moreover, absolute growth rate of Incheon port do not reach the potential growth rate. The competitiveness power of Incheon port has lower position compared to Pyeontaek and Gunsan port. The cargo volumes of ports located on western coast of Korea have increased recently, however, passengers and cargo volumes of Incheon port have shown lower increasing rate compared to average of Korean western coast ports. For Incheon port, high value added cargoes which give large profit on port side, have to be attracted. Moreover, Incheon port has to become a specialized port.