• 해양환경안전학회지
• /
• 제3권1호
• /
• pp.33-49
• /
• 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.

• 무역상무연구
• /
• 제69권
• /
• pp.221-237
• /
• 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.

• 한국항해항만학회지
• /
• 제43권6호
• /
• pp.444-449
• /
• 2019

국제항해선박과 국내항해 카페리선박에 적용되었던 "화물적재고박 등에 관한 기준"이 2018년 1월부터 국내 항만을 운송하는 일반화물선박에도 적용 되었다. 이에 따라 일반화물선을 통해 제주도를 기점으로 국내 주요항만으로 운송되고 있던 크기와 형태가 다른 비표준 철재상자와 같은 새로운 형식의 화물에 대한 법적인 성질을 분류하고 그 분류에 따라 안전하게 적재하고 고박할 수 있는 방안이 필요하게 되었다. 본 연구는 현장 조사와 관련기관 자료 수집을 통해 철재상자의 크기, 형태 등을 분석하였고, 이를 기반으로 철재상자의 법적인 지위를 관련 국내법령과 국제규범을 비교 분석하였으며 그 검토결과를 바탕으로 일반화물선의 화물창에 안전하게 적재하고 고박하는 방법을 검토하였다. 철재상자는 관련 국내법령과 국제규범 등에 따르면 비표준화 화물의 한 종류인 보호외벽이 있는 팔렛트 상자로 분류할 수 있었다. 또한, 일반선박의 화물창에 철재상자를 적재하는 경우 선박 화물창에 빈틈이 없도록 꽉채워서 적재하여 운송하는 방안이 검토되었다. 검토된 화물창내 빈틈없이 꽉채우는 적재·운송 방안이 안전한지에 대한 검증은 선체구조 안전성과 선박복원성 확보 여부를 통해 확인하였다. 선체구조 안전성에 대한 검증결과 화물창내에 적재할 수 있는 화물의 총중량에 대한 선박의 화물창 바닥과 양측면의 구조강도 값은 만족하였으며, 선박복원성은 GoM 값과 3가지 횡경사각별 복원정곡선 및 복원정이 만족되었다.

• 한국항해항만학회:학술대회논문집
• /
• 한국항해항만학회 2004년도 Asia Navigation Conference
• /
• pp.87-95
• /
• 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.

• 한국항만경제학회지
• /
• 제19권2호
• /
• pp.55-67
• /
• 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.

• 유통과학연구
• /
• 제15권8호
• /
• pp.29-36
• /
• 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.

• 한국철도학회:학술대회논문집
• /
• 한국철도학회 2001년도 추계학술대회 논문집
• /
• pp.62-73
• /
• 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.

• 한국포장학회지
• /
• 제29권3호
• /
• pp.175-179
• /
• 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.

• 무역상무연구
• /
• 제13권
• /
• pp.329-346
• /
• 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.

• 한국환경보건학회지
• /
• 제50권3호
• /
• pp.169-180
• /
• 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.