• Journal of the Korea Society for Simulation
• /
• v.14 no.3
• /
• pp.109-118
• /
• 2005

The purpose of this paper is to analyze transport ability of AGV(Automated Guided Vehicle) and SHC(SHuttle Carrier). The main difference between two types of transport vehicles is that AGV depends on container crane or transfer crane to do loading/unloading container, but SHC is very independent to it. Therefore, the transport ability of SHC is expected to be higher than AGV. So, in this paper, we established simulation model to evaluate two types of transport vehicles and analyzed the results. Simulation model was established to automated container terminal with perpendicular yard layout, and applied closed loop operation of transport vehicle between apron and stacking yard. In the result, SHC showed very superior than AGV aspect of container crane productivity and vehicle fleets.

• Proceedings of the Korea Society for Simulation Conference
• /
• 2005.05a
• /
• pp.57-63
• /
• 2005

The purpose of this paper is to analyze transport ability of AGV(Automated Guided Vehicle) and SHC(SHuttle Carrier). The main difference between two types of transport vehicles is that AGV depends on container crane or transfer crane to do loading/unloading container, but SHC is very independent to it. Therefore, the transport ability of SHC is expected to be higher than AGV, So, in this paper, we established simulation model to evaluate two types of transport vehicles and analyzed the results. Simulation model was established to automated container terminal with perpendicular yard layout, and applied closed loop operation of transport vehicle between apron and stacking yard. In the result, SHC showed very superior than AGV aspect of container crane productivity and vehicle fleets,

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
• /
• 2001.11b
• /
• pp.1313-1316
• /
• 2001

Generally, container carrier has larger engine than other commercial vessels and the engine casing is located in accommodation space. Therefore, the noise levels of cabins and engine room could be exceeded the specified noise limits and might be an annoyance to crews, and which can result in poor ship quality. Main subject of this study is to predict noise levels of the 4,500 TED container carrier by statistical energy analysis method in order to comply with contracted noise limits and to compare with the measured values. Additionally, through the contribution analysis of noise sources to each cabins, and appropriate countermeasures are proposed and the reduction effect of each noise control measure is studied by the analysis method. This study will contribute to reduce the noise levels of similar vessel.

• Journal of Navigation and Port Research
• /
• v.35 no.2
• /
• pp.167-172
• /
• 2011

The motivation of this study is the recent advancement of the Straddle Carrier (S/C). Previously Straddle Carrier (S/C) system was used focusing on container lift on/off due to its lower driving speed than that of (Y/T). Shuttle Carrier is evaluated as an upgraded Straddle Carrier. Recently, however, the driving speed of (S/C) has been improved to the level of Yard Tractor and Trailer systems (Y/T), which is 30Km per hour which makes (S/C) qualified as terminal in-yard transportation equipment. This paper, therefore, aims to evaluate three types of terminal in-yard transportation equipments such as (Y/T), (AGV) and the advanced (S/C) from economic perspective. The results revealed that by observing the total costs of equipment, (S/C) is a cheaper option than (Y/T) over 20 years, and than (AGV) over 6 years.

• Journal of Korean Port Research
• /
• v.2 no.1
• /
• pp.29-73
• /
• 1988

Since the middle of 1950's when sea transportation service by container ship was established, containerization has been rapidly spread over the world with realization of intermodalism, and becomes an index of economy growth of a country. Our country has established Pusan Container Terminal at Pusan harbour in 1978 in step with worldwide trend of containerization, and is constructing New Container Terminal at Pusan outharbour which will be completed in 1990. This paper aims to make a quantitative analysis of the Pusan Container Terminal system through the computer simulation, especially focusing on its subsystems such as ship stevedoring system, storage system and transfer system. First, the capacity of various subsystems are evaluated and it is checked whether the current operation is being performed effectively through the computer simulation. Secondly, the suggestion is presented to improve the operation by considering the throughput that Pusan Container Terminal will have to accept until 1990, when New Container Terminal will be completed. The results are as follows ; 1) As the inefficiency is due to the imbalance between various subsystems at Pusan Container Terminal on the basis of about 1.2 million TEU of container traffic, transfer equipment level must be up to 33% for transfer crane, and free period must be reduced into 4/5 days for export/import. 2) On the basis of about 1.4 million TEU of container traffic, transfer equipment level must be up to $12\%$ for gantry crane, $11\%$ for straddle carrier and $66\%$ for transfer crane, and free period must be reduced into 3/4 days for export/import. 3) On the basis of about 1.7 million TEU of container traffic, transfer equipment level must be up to $25\%$ for gantry crane, $28\%$ for straddle carrier and $100\%$ for transfer crane, and free period must be reduced into 3/4 days for export/import. 4) On the basis of about 2 million TEU of container traffic, transfer equipment level must be up to $25\%$ for gantry crane, $30\%$ for straddle carrier and $110\%$ for transfer crane, and free period must be reduced into 2/3 days for export/import, and it is necessary to enlarge storage yard.

• Journal of Navigation and Port Research
• /
• v.30 no.8 s.114
• /
• pp.691-697
• /
• 2006

The objective of this study is to develop the alternative model of the container transport vehicle of high productivity for the purpose of the increase of terminal productivity. In order to develop the alternatives, we analyze the technical specification of existing transport vehicles such as YT(Yard Tractor), S/C(Straddle Carrier), SHC(Shuttle Carrier), and AGV(Automated Guided Vehicle) and investigate the operation and performance of transport vehicles to classify the technical generation. The development alternative of transport vehicle presented in this study will usefully be apply to advanced container terminal with higher productivity in near future.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2006.06b
• /
• pp.367-372
• /
• 2006

The objective of this study is to develop the alternative of the container transport vehicle of new type for the purpose of the increase of terminal productivity. In order to develop the alternatives, we analyze the technical specification of existing transport vehicles such as YT(Yard Trailer), S/C(Straddle Carrier), SHC(Shuttle Carrier), AGV(Automated Guided Vehicle) and investigate the operation and performance of transport vehicles to classify the technical generation. The development alternative of transport vehicle is presented in this study is very useful to advanced container terminal with higher productivity.

• Journal of the Society of Naval Architects of Korea
• /
• v.47 no.3
• /
• pp.306-320
• /
• 2010

Modern ultra-large container carriers can be exposed to the unprecedented springing excitation from ocean waves due to their relatively low torsional rigidity. Large deck opening on the deck of container carriers tends to cause warping distortion of hull structure under wave-induced excitation, eventually leading to the higher chance of resonance vibration between its torsional response and incoming waves. To handle this problem, a higher-order B-spline Rankine panel method and Vlasov-beam FE model was directly coupled in the time domain, and the coupled equation was solved by using an implicit iterative method. In order to capture the complicated behavior of thin-walled open section girder, a sophisticated beam-based finite element model was developed, which takes into account warping distortion and shear-on-wall effect. Then, the developed beam model was directly coupled with the time-domain Rankine panel method for hydrodynamic problem by using the fixed-point iteration method. The developed computational scheme was validated through the comparison with the frequency-domain solution on the container carrier model in linear springing regime.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
• /
• v.69
• /
• 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.

• The KSFM Journal of Fluid Machinery
• /
• v.4 no.4 s.13
• /
• pp.43-52
• /
• 2001

Pumps arre used extensively for transporting fluid in many ships. However, the present state of pumps used in the large merchant ships has not been studied. In this paper, we have reported the general description of the operating pumps according to the different ship types(Bulk, Container, Car-Carrier, Tanker, LNG). Moreover, the pump total powers are compared with the main engine Normal Continuous Rating power and the pump total weights are also compared with the ship deadweight.