• Journal of the Korean Society of Marine Environment & Safety
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• v.3 no.1
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• pp.33-49
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• 1997

One of the most important missons that are imposed on merchant ship at sea is to accomplish the safe transportation of cargo loaded. Recently, a study on the seakeeping performance has been carried out on the development of evaluation system related to the synthetic safety of a ship at sea. The seakeeping performance is the ship's ability sailing at, and executing its misson against adverse environmental factors successfully and safely. Until now, however, there has not been any method of quantitative evaluation on the dynamic safety of the ship's cargo loaded. In this regards, this paper has introduced the evaluation method of dynamic safety of the ship's cargo. In order to evaluate the dynamic safety of cargo, the vertical and lateral acceleration which causes the collapse, racking and local structure failure of cargo was adopted as the evaluation factors in the ship's motions. The response amplitude of ship's motions in regular waves is manipulated by NSM (New Strip Method) on a given 2,700 TEU full container vessel under the wind forces of 7, 8 and 9 Beaufort scale. Each response of ship's motions induced by NSM was applied to short-crested irregular waves for stochastic process on evaluation factors and then vertical and lateral acceleration of each cargo was compared with significant amplitude of each acceleration. A representative dangerous factor was determined by comparing permissible values of stacking and racking forces occurred typically to the vertical and transverse directions with the container strength required on ISO 1496 at the positions of forecastle, poop and ship's midship respectively. Through the occurrence probability of the determined factor by Rayleigh's probability density function, the dangerousness which limits loads on container's side wall as an evaluation was applied in judging of the danger of the ship's cargo loaded.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.69
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• pp.221-237
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• 2016

This study aims to review the article 26 of UCP 600. The article 26 of UCP 600 deals with 'on deck cargo' and 'unknown wording' in L/C transaction. The article 26 of UCP 600 says that a transport document stating that the goods may be carried on deck is accept able. UCP 600 requires to reject transport documents which evidence that the goods are or will be loaded on deck. So the bank will not accept the B/L containing a clause stating the goods are or will be loaded on deck. But in practice a container cargo is carried on deck actually but we do not describe this fact on the Bill of Lading. The deck stowage is not allowed under the clean B/L. But in case of container cargo, the carrier has the right to carry the container on deck in practice. In spite of this practice the carrier can not describe this fact correctly like this : "The container cargo loaded on deck". If carrier describes on B/L like this, the bank rejects the B/L in L/C transaction. So the carrier describes as "the goods may be carried on deck" on the back of the B/L. But they loaded the container on deck actually. This article suggests some ideas on this matter. In addition, the article 26 of UCP 600 says that a transport document bearing a clause such as "shipper's load count" or "said by shipper to contain" is acceptable. This means that a carrier has no responsibility on the contents of containers. In case of FCL Cargo, it is impossible for a carrier to check the details of container cargo. Therefore it is inevitable to insert the expressions such as "SLC(shipper's load and count)" or "STC(said to contain)". The wording described on the face of B/L should be interpreted as intended and consistently. The intention of the carrier is not the actual quantity or weight. So unknown wording does not represent the actual quantity or weight. But some cases show that the carriers are indemnified by such insertion but others reject the effectiveness of such insertion. So this study emphasizes that unknown wording can not fully indemnify the carriers and that the insertion of such expressions shall be minimized.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.444-449
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• 2019

The "Standard on Cargo Stowage and Securing" implemented to safely stow and secure the cargo of international shipping vessels and domestic car ferries, has also been applied to general cargo ships transported between domestic ports since J anuary 2018. As a result, a new type of cargo, such as a non-standardized steel box transported by general cargo ships to major ports in Korea from Jeju Island in Korea, must be factored as the method of safe stowage and securing according to the legal classification of cargo. This study analyzed the legal status of a steel box by analyzing the actual size, shape of steel box through field verification, collection of data from relevant agencies and finally proposed the methods of safe stowage and securing for a steel box in the cargo holds of general cargo ships. According to the relevant domestic laws and international regulations, steel boxes could be classified as pallette boxes with protective outer packing, a type of non-standardized cargo. Additionally, when a steel box is loaded into the cargo hold of general cargo ships, a method of loading and transporting them must be factored so that there is no gap in the cargo hold of ships. Verification of the safety of the tightly loading and transportation measures in the reviewed cargo hold was verified through safety of the hull structure and securing of the ship's stability. As a result of verification of the safety of the hull structure, the value of the structural strength on both sides and the floor of the cargo hold for the total weight of cargo that can be loaded in the cargo hold was satisfied, and the value of the ship's stability was satisfied with the value of GoM and the restoration of the three cross-sectional stability curve areas.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.08a
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• pp.87-95
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• 2004

Economic development is remarkable in Asia and progress of industrialization of NIES, ASEAN, and China in East Asia has increased the international physical distribution in this area. However, an imbalance of trade becomes severe in these areas. The imbalance is especially big in the Asia-North America route and the Japan-China route. The imbalance in the Asia -North America liner route is 5.04 million TEUS in 2002.The transportation ratio of loaded containers between China and Japan route is approximately 3:1 in 2000. In other words, it means that the transportation of loaded containers from China to Japan is 3, the transportation of loaded containers from Japan to China is I. The imbalance at a port is generally obtained by subtracting export loaded container cargo volume from import container cargo volume. However, the imbalance and the empty containers at the port are not always same. Then, in order to evaluate rationalization and efficiency of maritime container transportation, we introduce the amount of empty containers at a port as an evaluation index. However, the past data of the amount of handling empty containers have a lot of lacking portions. Then, it is necessary to estimate the past amount of empty containers in order to grasp the amount of empty containers historically. So, we construct the model that estimates the amount of empty containers using the imbalance of main port statistics in Japan.

• Journal of Korea Port Economic Association
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• v.19 no.2
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• pp.55-67
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• 2003

The purpose of this study is to estimate and forecast the marine trading volumes based on the structural model. We employ GPH cointegration test since the structural model must be stationary to get the accurate predicted values. The empirical results show that our model is stationary. This paper also applies variance decompositions and impulse-response functions to the structural model composed of exchange rate, domestic industrial activity, and world business. The results indicate that while both loading and unloading volumes respond positively to the shocks in income and then decay very slowly, their responses are different to the shocks in exchange tate.

• Journal of Distribution Science
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• v.15 no.8
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• pp.29-36
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• 2017

Purpose - This paper proposes some ideas with a view to reducing any possible accidents caused by unlicensed drivers and an illegal use of other's name, particularly by teenagers in consideration of easy and simple instruction on smartphone with very weak and mere consciousness on auto life. Research design, data, and methodology - This study analyzes some accident cases between cargo trucks and rental cars in South Korea, and unlicensed vehicle with unlicensed drivers who use rental cars collided with cargo trucks which were loaded a lot of goods to be delivered to buyer designated. In order to fulfill this research, a case study accompanied with literature survey was conducted. Ideal suggestion for the right growth on rental car industry will be realized by legislation of the law. Results - This paper classified bodily injury of the victim, property damage and damaged cargo arising out of the unlicensed who is driving on car sharing service in South Korea. Conclusions - For the purpose of reducing cargo accidents caused by unlicensed drivers and an illegal use of other's name particularly by teenagers, this paper proposes some ideas of Amendment of the law, Paradigm shift of car sharing company, Preparation by association side and Technical Complementary Measures in South Korea.

• Proceedings of the KSR Conference
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• 2001.10a
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• pp.62-73
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• 2001

The scope of this study is focused on the survey of new logistics transportation systems in railroad and case studies of new systems such as piggyback system, bi-modal system swapbody, and double stack train(DST). Piggyback system, bi-modal system, swapbody, and double stack train are reviewed in term of technological validity and economic validity in Korea. Piggyback - trailer does pass loaded weight limits but does not pass train limits and can not utilize the existing freight cars. Piggyback - cargo trunk does pass all the criteria and could be developed by a domestic technology. But this study suggests to expand the length of train cars to 18.300mm for accommodation of two cargo trucks. Bi-modal system and swapbody do also pass. Double stack train could only pass the loaded weights and does not meet the train limit and the possibility of using existing freight cars. Domestic technology could not development DST, due to civil engineering construction limits and low standard height of electric line, which could not afford to operate DST.

• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.29 no.3
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• pp.175-179
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• 2023

This paper analyzes the vibration characteristics within the cargo compartment of a three-wheeled cargo bike when used on both regular roads and dedicated bicycle lanes. When cargo is loaded into the cargo compartment of a cargo bike and driven on the road, the shocks and vibrations transmitted from the ground can potentially affect the transported goods and even lead to product damage. As the vibration characteristics applied to the cargo compartment may vary depending on the condition of the road, vibration sensors were attached to the cargo bike's cargo compartment for data collection during operation on different road types. According to KS T ISO 13355 standards, the cargo bike can withstand vibrations within the range of 10 Hz to 60 Hz when operating on both bicycle lanes and regular roads. However, it is observed that there are peaks exceeding the profile in the frequency range of 3-6 Hz. In the 70-200 Hz range, the profile is exceeded on both regular roads and bicycle lanes, with a tendency for higher exceedance on bicycle lanes. The Grms value within the frequency range of KS T ISO 13355 is 5.926 m/s² (0.604 Grms). When operating on bicycle lanes with cargo, the Peak envelope optimization PSD value is 6.553 Grms, while on bicycle lanes, it is 7.708 Grms, indicating a difference of at least tenfold.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.13
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• pp.329-346
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• 2000

The marine cargo insurance is mainly the insurance on foreign trade commodities. The sales contract stipulates as to which of the seller or the buyer should arrange the insurance. In other words, if the sales contract is made on the C.I.F. terms, the seller has to arrange the insurance, while, in the case of F.O.B. or C.F.R. terms, the buyer has to arrange it. The F.O.B. or C.F.R. terms means that the seller has to take out an insurance for himself until the cargo being loaded onboard the overseas vessel at the port of shipment in export country. But our country has not reasonable insurance to cover seller's risk, because it hasn't yet implemented the insurance. In respect of a cargo exported from Korea on F.O.B. or C.F.R. terms, the F.O.B. insurance covers comprehensively the inland transit and storage until the cargo being loaded onboard the overseas vessel at the port of shipment in Korea with a certain limitation of a insurance period. The goal of this study is to analyze the development propriety of F.O.B. Insurance. This could be done through analyzing the volume and analyzing the proportion of F.O.B. or C.F.R. terms for export. It is supposed that the potential demands of F.O.B. insurance are sufficient in our country for developing the F.O.B. insurance. At this point of time, the positive development of F.O.B. insurance for export is inevitable from the viewpoint of present situation of trading circles.

• Journal of Environmental Health Sciences
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• v.50 no.3
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• pp.169-180
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• 2024

Background: CAPSS missing evaporate emissions of volatile organic compounds (VOCs) from liquid cargo loading and unloading at ports. It needs to be supplemented to improve air quality management and allow more effective policy formulation. Objectives: In this study, the VOC emissions from the loading and unloading of liquid cargo at ports, which are not included in CAPSS, were estimated. The results of this study were compared and analyzed with the emission levels as described by CAPSS, confirming the need for managing VOC emissions from the loading and unloading of liquid cargo. Methods: Methodology provided by the U.S. Environmental Protection Agency (EPA) was applied to estimate the VOC emissions from the loading and unloading of liquid cargo at ports. The types of liquid cargo loaded at unloaded at ports are diverse, but for this study emissions were estimated for 37 VOCs designated by the Ministry of Environment. Results: The estimated results for VOC emissions from liquid cargo loading and unloading at domestic ports was 112,079 tons/yr, which was confirmed to be 11% of the known CAPSS emissions. The highest emissions were found from the loading and unloading of naptha, and the port with the highest emissions was Ulsan Port. Conclusions: The results of the estimated VOC emissions from liquid cargo loading and unloading at ports confirmed the high emission levels. To protect the health of port workers and nearby residents, it is essential to manage the emission sources and undertake continuous research.