• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.45-47
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• 2019

과거 국내의 선사들의 주력선대는 8,000TEU급 이었으나, 현재 10,000TEU급 이상 선박의 대형화가 추세이다. 부산항 신항의 경우 2006년 1월 개항당시 4,000~7,000TEU급선박을 대상으로 수심 15m로 항만을 건설하였다. 10,000TEU급 이상의 선박이 안전하게 기항하려면 수심이 최소 16m 이상 확보되어야 하며, 이에 세계적인 컨테이너선 대형화에 발맞춰 수심 17m까지 증심준설 공사를 추진하고 있는 실정이다. 본 연구에서는 조류관측 자료를 토대로 부산항 신항 1-2단계 증심준설에 다른 부산신항만 해역의 하계조류 특성변화를 파악하였다.

• Journal of Korea Port Economic Association
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• v.24 no.2
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• pp.131-154
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• 2008

The purpose of this paper is to verify the financial validity of dredging the port of Busan with the change of global port logistics circumstances. In order to do so, NPV, IRR, B/C ratio, DPP techniques are adopted. The whole dredging at Northern port area is supposed to be negative at the depth of 16m water. Based upon its financial validity, however, the priority is Shinsundae (option 1) followed by Shinsundae (option 1) and Gamman (option 1), Shinsundae (option 1) and Gamman (option 2), Shinsundae (option 2) and Gamman (option 2), Shinsundae (option 2) and Gamman (option 2) and ShinGamman in sequence. In addition to this, Busan New port is considered to be the positive financial validity at the dredging of 16m water depth. This is because the ultra containerships of over 8,000TEU are trying to call at the port and Hanjin shipping and Hyundai Merchant shipping companies which are now the most significant customers in Northern port are scheduled to divert it.

• Journal of Korea Society of Industrial Information Systems
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• v.13 no.5
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• pp.29-43
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• 2008

As the containership has been large-sized, it is important to analyze the social feasibility for the dredging the water-depth of Busan port. We tries to do an exploratory study to analyze the needs of the core port user group by using the survey methodology. We did the survey for the ocean carriers, terminal operating companies, ship pilots respectively. Collected data was analyzed by frequency and cross tabulation method. Result suggests that the Busan North Port should be dredged to the 16 meter depth and Busan New Port should be dredged to the 17 meter depth. And the priority of the depth dredging is ranked as Gamman pier, Sinsundae pier, New Port and Jasungdae pier.

• Explosives and Blasting
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• v.22 no.3
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• pp.57-64
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• 2004

There are two major types of underwater blasting at Korea, bridges and harbor construction work. Pier blasting for lay the foundation bridges construction is used dry excavation working (drilling and charging) after pump out water and then fire pump in water that is same as bench blasting. In contrast, underwater blasting for harbor construction and increase of harbor load depth is used to barge with digging equipment that is in oder to drilling on the surface and blasting work(charge, hook-up) under water. Thus, there are need to special concern such as charge method and hook-up method different from tunnel blasting work and bench blasting work. If do not use special concern breaks out dead pressure and mis fire because of there are so many difficult condition such as water pressure, obstruct field of vision. In this study underwater blasting at Busan Harbor Construction have consider with special concern that is plastic pipe charge method used to MegaMITE I and specialized buoy hook- up method make far initial system detonate on the surface used to TLD. The results is designed blast pattern charge per delay effect an inspection of verify between predict velocity and measure velocity. minimized break out mis fire consideration charge method, hook up method. According to result best underwater blasting design is 105mm drilling dia, MeGAMITE II, HiNLL Plus(non electric detonator).

• Explosives and Blasting
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• v.25 no.2
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• pp.71-78
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• 2007

In many cases of underwater blasting in South Korea, the special blasting is mainly used for deepening harbor, installing gas pipes, or well blasting to build a bridge. The procedure of well blasting is almost same with shaft blasting, but the difference is that water is filled in before blasting. In case of deepening blasting under water, the first step like drilling, arranging explosives, and wire connection is done on a barge, then the next step such as charging and tamping is accomplished under water by expert divers. Therefore, underwater blasting needs precise and exact plan before blasting. In this paper, authors would like to introduce a case of underwater blasting for deepening the Busan new port with emulsion explosives and non-electric detonators in order to get some of 8,500TEU out sized container vessels entered into the port and to make safe. Considering environment and vibration, the blasting was controlled to minimized the damage to the lighthouse nearby. It will be great help to many other blasting sites where emulsion explosives and non-electric detonators are used for underwater blasting through this case.

• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.97-104
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• 2006

Recently the first stage qf construction for Busan new port emerged over the sea surface at the north container terminal site. With this, there are lot of discussions and debates on increasing the water depth at the approaching channel and mooring basin from the existing 15m to 18m by dredging work in order to be able to serve 12,000TEU containership, and at the same time, correction to the reclamation plan of hinterland at the part of Undong Bay qf the new port site. Since the attack of typhoon 'Maemi' in 2003, it is expected that the design wave parameters for coastal and harbor structures in this area would be somewhat changed and so the extreme wave condition at each terminal and tranquility of berthing area does, and therefore, it is necessary to analyze the tranquility at each berth Hence in this study, we constructed a wave model for these conditions and performed simulation together with the circulation model simulation, compared with the field data collected The result showed the increase of the harbor response throughout the basin but not severe condition However, a certain location needs to be prepared for the rough sea condition when a severe typhoon hit the site.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.117-124
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• 2005

Recently the first stage of construction for Busan new port emerged over the sea surface at the north container terminal site. With this, there are lot of discussions and debates on increasing the water depth at the approaching channel and mooring basin from the existing 15m to 18m by dredging work in order to be able to serve 12,000TEU containership, and at the same time, correction to the reclamation plan of hinterland at the part of Undong Bay of the new port site. Since the attack of typhoon 'Maemi' in 2003, it is expected that the design wave parameters for coastal and harbor structures in this area would be somewhat changed and so the extreme wave condition at each terminal and tranquility of berthing area does, and therefore, it is necessary to analyze the tranquility at each berth. Hence in this study, we constructed a wave model for these conditions and performed simulation together with the circulation model simulation, compared with the field data collected. The result showed the increase of the harbor response throughout the basin but not severe condition. However, a certain location needs to be prepared for the rough sea condition when a severe typhoon hit the site.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.57-62
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• 2006

Busan New Port, under construction aiming for the hub of Northeast Asia and Partly in operation, had damaged up to 48 billion Won due to Typhoon 'maemi' in 2003. The present criteria of domestic harbor design only describes about the critical wave height with respect to the size of vessel for harbor tranquility. The berth operation ratio which represents the annual available berthing days is depending on the efficiency of cargo handling work and this depends on the motion of the moored vessel due to the wave action and the characteristics of cargo gears. The motion of moored vessel might be related not only to the wave height but also to wave period. Furthermore, the berth operation ratio relies on external forces such as currents and winds, including the characteristics of mooring system and the specification of the moored vessel. In this study we only deal with berth operation ratio in normal sea state, considering wave and current by measured data and numerical calculation. Especially we tried to evaluate the berth operation ratio for each berth adopting the variation of dredging and reclamation plan and the change of wave environment during the process of the new port construction. For better understanding and analysis of wave transformation process, we applied the steady state spectral wave model and extended mild-slope wave model to the related site. This study summarizes comparisons of harbor responses predicted by two numerical predictions obtained at Busan New port site. Field and numerical model analysis was conducted for the original port plan and the final corrected plan.