• Journal of Navigation and Port Research
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• v.44 no.4
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• pp.298-304
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• 2020

The purpose of this study was to identify evaluation factors and analyze the relative importance among factors to select a suitable transportation method for transferring the increasing amount of transshipment at multiple terminals at the Busan new port. To accomplish this, the evaluation factors were selected through a literature survey and brainstorming of a group of experts associated with the port operation, and were classified into five major factors and 15 middle factors. The evaluation factors classified hierarchically were surveyed relative to workers in organizations such as shipping companies, port corporations, container terminals, and related ministries. The importance of each factor was calculated using the hierarchical analysis process (AHP). As a result of the importance analysis, priority was assigned in order of safety, productivity, investment efficiency, operational efficiency, and policy conformity. Through this, it was necessary to select a suitable transportation method for the transshipment cargo in terminals while focusing on the cargo and terminal security and preventing accidents. As a result of calculating from six ITT transportation candidates, the priority was determined in order of monorail, Autocon, and so on as ITT transportation suitable for the Busan new port..

• Journal of Fisheries and Marine Sciences Education
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• v.28 no.2
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• pp.539-549
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• 2016

This study analyzed ship's passing characteristics in relation with incoming and outgoing routes in Yeosu Gwangyang Port, and examined the risk factors and measures for safety management of marine traffic. The number of passing ships in Yeosu Gwangyang Port was about 60,000 ships annually based on 2014, and the tonnage rose 73% from 447,000 thousand tons in 2005 to 770,000 thousand tons in 2014. Actually, the number of large passing ships was revealed to enormously increase. As a result of marine traffic survey in Yeosu Gwangyang Port for three days in August 2015, daily average passing ships were 408 ships, and 77% of the total passing ships passed between 04:00 and 20:00. The chemical ships and general cargo ships took up the most at 58% of the total incoming and outgoing ships, followed by other work ships at 21%, tankers at 8%, fishing vessels at 7.5% and container ships at 5.5%. Concerning the size of passing ships, ships less than 1,000 tons accounted for 58.6% of the total passing ships. Ships of 1,000-5,000 tons were 20.1%, and those of 5,000-10,000 tons were 6.8%, and more than 10,000 tons were 14.4%. Especially, ships of 500 tons and less using mainly coastal passing routes took up 49% of the total passing ships. As for ship's passage ratio by route, Nakpo sea area where many routes meet accounted for 27.2%, specified area 49%, costal route 8%, specified area's incoming and outgoing sea area around Daedo 4.5%, and Dolsan coastal ara and Kumhodo sea area 8.5%. The number of ships standing by for anchoring in the six designated anchorages was 230 for three days. The standby rate for anchoring was 25% based on the specified area passing ships. In Nakpo sea area, where many routes meet, parallel passing and cross passing between ships occurred the most frequently. In the specified area, many cases, in which incoming and outgoing cargo ships at the starting and ending parts and incoming and outgoing work ships and fishing vessels at the coastal routes cross, took place. Consequently, the following measures are urgently needed: active passing management in the Nakpo sea area, where passing routes are complex, specified areas and costal traffic routes, the elimination of rocks in the route close to Myodo, an effort to improve routes including shallow depth area dredging, and rational safety management for small work ships frequently incoming and outgoing the passing routes of large ships, and fishing vessels operated in the sea areas around those passing routes.

• Journal of Korea Port Economic Association
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• v.37 no.1
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• pp.19-30
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• 2021

The 21st Century Maritime Silk Road (MSR) is an important part of Belt and Road Initiative(BRI). As an economic and trade corridor for dozens of countries in Asia, Europe and Africa, and the port as an important link node, the efficiency of port operation directly affects the implementation of BRI's strategy. On the basis of combining BRI and related evaluation methods of port efficiency, this paper uses DEA-BCC model to select port production berth number and production berth length as input index container throughput and cargo throughput as output index to analyze the port efficiency of 14 ports in China. The results show that: (1) The overall efficiency level of the ports along the MSR is relatively low. Most of the ports have not reached the DEA efficiency and there are different degrees of problems in scale investment and technological improvement. However, this situation is accompanied by the implementation of China's maritime cooperation strategy and becoming better year by year. (2) The low operating efficiency of ports along China's MSR is mainly due to the lack of coordination between scale efficiency and technical efficiency, which is caused by insufficient scale investment in the port itself, weak economic linkage between the hinterland and the port, (3) Whether a port has a strong comprehensive strength does not entirely depend on the cargo throughput or scale but also includes the port's operating efficiency.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.05a
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• pp.110-111
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• 2023

As carbon neutrality has recently emerged as a global issue, the carbon neutral roadmap of MOF has been established and various strategies have been proposed to achieve carbon neutrality in the entire marine industry. The port sector is also included in the target for greenhouse gas reduction, but emissions are not being measured due to limitations in data collection and no inventory construction. For building a carbon-neutral port, it is essential to calculate and forecast emissions and set reduction targets. Accordingly, in this study, CO₂ emitted from domestic port equipment was calculated according to the IPCC Guildeline's emission calculation method, and future emission was estimated. As a result of the analysis, about 420,000 tons of CO₂ was emitted based on the cargo volume in 2020, and emissions are expected to continue to increase in proportion to the increase and about 720,000 tons will be emitted by 2050. In order to achieve carbon neutrality of the port, it needs to promote emission reduction by converting the power source for oil-based equipment to eco-friendly fuel. Also container and miscellaneous ports which require complicated cargo handling need to effort to reduce CO₂.

• Journal of Distribution Science
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• v.5 no.2
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• pp.55-78
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• 2007

Northeast Asia is one of the regions which have been developing so rapidly. Yellow sea, located between Korea and China, became a very important logistical zone because of its huge volume of cargo and big passenger traffic. These two countries continuously are enlarging their port facilities such as berths, container yards, storage capacity and their information system in this the Pan Yellow sea area. Two countries also introduce many new liner routes and car-ferry shipping services. Therefore there must be a severe competitions and conflicts among the countries and their companies and ports as well. Some experts worry about the over capacity of port and logistics facilities. This paper investigated the current conditions of Korea-China shipping route, container and car-ferry route, and found out the problems and tasks, with the support of many experts. There are so many alternatives and strategies to solve and rationalize the shipping route and the problems of ports of two countries. This paper suggest many strategies connecting with marketing 4Ps. As port service is also a kind of service product, we can categorize the strategies into 4Ps suggested by McCarthy. And this paper classify all these alternatives into 3 dimensions. There are competitive strategies, cooperative strategies and coopetition strategies. This paper propose some directions and ideas for adopting the strategy in the port and logistical topics between Korea and China, suggesting 3 dimensions of strategies. After this paper, many diagnoses and practical investigations should be executed to introduce optimal solutions and minimize the additional cost.

• Bulletin of the Society of Naval Architects of Korea
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• v.22 no.1
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• pp.45-53
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• 1985

For the analysis of vertical vibrations of a ship's hull, the Timoshenko beam analogy is accepted up to seven or eight-node modes provided that the system parameters are properly calculated. As to the shear coefficient, it has been a common practice to apply the strain energy method or the projected area method. The theoretical objection to the former is that it ignores lateral contraction due to Poisson's ratio, and the latter is of extreme simplifications. Recently, Cowper's and Stephen's shear coefficient formulas have drawn ship vibration analysts' attentions because these formulas, derivation of which are based on an integrations of the equations of three-dimensional elasticity, take Poisson's ratio into account. Providing computer programs for calculation of the shear coefficient of ship sections modeled as thin-walked multicell sections by each of the forementioned methods, the authors calculated natural vibration characteristics of a bulk carrier and of a container ship by the transfer matrix method using shear coefficients obtained by each of the methods, and discussed the results in comparision. The major conclusions resulted from this investigation are as follows: (1) The shear coefficients taking account of the effects of Poisson's ratio, Cowper's $K_c$ and Stephen's $K_s$, result in higher values of about 10% in maximum as compared with the shear coefficient $K_o$ based on the conventional strain energy methods; (a) $K_c/K_o{\cong}1.05\;and\;K_s/K_o{\cong}1.10$ for ships having single skin side-shell such as a bulk carrier. (b) $K_c/K_o{\cong}1.02\;and\;K_s/K_o{\cong}1.05$ for ships having longitudinally through bulkheads and/or double side-shells in the portion of the cargo hod such as a container carrier. (2) The distributions of the effective shear area along the ship's hull based on each of $K_o,\;K_c\;and\;K_s$ are similar each another except the both end portions. (3) Natural frequencies and mode shapes of the hull based on each of $K_c\;and\;K_s$ are of small differences as compared each other. (4) In cases of using $K_c\;or\;K_s$ in ship vibration analysis, it is also desirable to have the bending rigidity be corrected according to the effective breadth concept. And then, natural frequencies and mode shapes calculated with the bending rigidity corrected in the above and with each of $K_o,\;K_c\;and\;K_s$ result in small differences as compared each another. (5) Referring to those mentioned in the above (3) and (4) and to the full-scale experimental results reported by Asmussen et al.[17], and considering laboursome to prepare the computer input data, the following suggestions can safely be made; (a) Use of $K_o$ in ship vibration analysis is appropriate in practical senses. (b) Use of $K_c$ is appropriate even for detailed vibration analysis of a ship's hull. (6) The effective shear area based on the projected area method is acceptable for the two-node mode.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.273-278
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• 2006

In this study, it is purpose that value-added-logistics strategy plan for cooperation and coexistence in northeast asia.. Because of the change of domestic industrial structure, Japan's super hub port plan, Yangshan Deepwater port open of china and domestic port logistics industries are faced with competition among northeast asia countries. Decreasing export volume of changed domestic industrial structure and two countries: japan, china, make a new port policy and build new ports will affect domestic port logistics industries because these industries depend on container throughput at Busan port. Now, we cannot get a lot of profit from container throughput more than before and in the future China has more ports most ships direct calling in china's port to handle china's cargo volume to get more profit at that time our plans to become a hub port in northeast need revision. Finally, we need a new strategy which is value-added-logistics strategy. But it considers cooperation and coexistence among northeast countries. So this paper suggests that value-added-logistics strategy plan for cooperation and coexistence to live in affluence together in the future.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.327-328
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• 2022

The recent spread of the corona pandemic and a temporary surge in demand for consumer goods have resulted in an increase in port cargo volume, and the resulting port congestion is coupled with a shortage of labor in the port, exacerbating the global supply chain chaos. Supply chain disruptions will increase logistics costs and ultimately increase global inflationary pressures. In this situation, the role of the port, which is the nodal point between land and sea, is gradually becoming more important. And fully automated ports that are operated unmanned are evaluated as being able to respond stably and flexibly by reducing operational risks in situations such as COVID-19. Therefore, this study compared the operational performance of fully automated and non-fully automated terminals within the same port before and after the corona outbreak, and analyzed the fully automated terminal was stable in actual operation. As a result of the analysis, the fully automated terminal showed stable operating efficiency in all aspects of operational performance compared to the non-fully automated terminal even under severe port congestion due to COVID-19.

• Journal of Korea Port Economic Association
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• v.40 no.2
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• pp.39-52
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• 2024

As the 'Eco-friendly conversion project for Port's CHE(Cargo handling Equipment) ' which has started in 2014 ends in 2024, in addition to the existing 'Low pollution' paradigm to respond to fine dust problems, a full-fledged 'Zero-emission' conversion is to be required to implement 2050 carbon neutrality at the port level. Accordingly, this study calculated the future replacement demand for container handling equipments at the four major domestic ports(Busan, Incheon, Yeosu Gwangyang, and Ulsan), and assumed a scenario where every CHE supposed to eb replaced is electrified inturn every year. And then the resulting future emission reduction effect accordingly was calculated and analyzed. In particular, compared and analyzed the emission outlook applying the life-cycle concept(LCA), which is being adopted as a new emission calculation standard in most industrial fields, and the existing emission calculation concept that only considers direct emissions within the port, to provide more effective implications for the promotion of follow-up conversion projects. According to the analysis results, if the CHE is replaced according to the proposed schedule, it is expected that the existing emissions can be reduced by 79% compared to BAU in 2025 and 97.4% in 2030. However, if the LCA is applied, it is expected to be reduced by only 27.6% by 2030. This suggests that port's CHE must be converted to zero emissions and at the same time establish an Ports' self-sufficient energy grid based on renewable energy.

• Journal of the Korean Institute of Navigation
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• v.11 no.2
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• pp.1-31
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• 1987

Nowadays, the transportation of almost all cargoes depends on sea routes in international trade. In the transaction of trade, cargo transportation must be completed on the base of two contrary objectives, one of which is to protect the vessel, cargoes and crew aborad her safely through every step of the transportation and the other is to pursue profits from the transaction of the trade. In spite of the great development of the modern techniques in shipbuilding today, many sea disaters of big merchant vessels have been occurring successively in winter seasons every year on the sea routes of the North Pacific Ocean. Whenever the accident of losing a vessel in rough sea occurred , many experts of the country to which the vessel belonged had tried to take out the reason of the missing without manifesting the exact cause of the unhappy occurrence. In this paper, we calculated ocean wave status along the route of the North Pacific Ocean theoretically concluded by us as optimum on the basis of weather and sea conditions. In the calculation, we used ITTC wave spectrum formula and meteorological data of "Winds '||'&'||' Waves of the north Pacific Ocean" edited by Ship Research Institute of Japan on the basic data assembled by World Meterological Organization through past 10 years. We selected three sample vessels of most common size in the North Pacific Ocean Routes, a container, a log carrier and a bulk carrier and applied tree sample vessels to the calculated sea conditions for getting the rolling angles of the vessels and stress exerting on the hulls. Examining the calculated results, we concluded as follows; 1. Under the condition of these status7 by beaufort scale, "heave to" maneuvering is the best and safest way to steer every vessel. 2. The most dangerous part of sea area along the west bound optimum route of the North Pacific Ocean in winter season, is the southern sea area of the Kamchatka peninsula.a peninsula.