• Journal of the Korea Society for Simulation
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• v.17 no.4
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• pp.29-39
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• 2008

Recently, an ALV (Automated Lifting Vehicle) is studied as an efficient transporter, which can reduce the waiting time during ship operation in a container terminal. There are little of studies on an ALV system considering dynamic factors after analysing the cooperation between equipments. The performance of an ALV depends on self-loading & unloading of an ALV, vehicle’s interference, and occupancy of an available transfer point under dynamic environment. So, it is very difficult to evaluate the productivity of a container terminal with an ALV system. Therefore the simulation model with operational rules that be apt for an ALV system must be developed. Also the model has to consider the characteristics of interface operations and vehicle traffic. Supposing an container terminal with perpendicular layout, this study analyses the process of container handling operation and proposes operational rules such as the ALV dispatching, routing algorithm and so on for a model. We developed a simulation model for a container terminal with an ALV system using object-oriented simulation software, Anylogic.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.18 no.9
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• pp.2216-2222
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• 2014

A recent trend of increasing container traffic volume using reefer container demands continuous management of reefer container in transit. However, reefer containers can only be monitored at terminal or in ship during marine transportation instead of throughout entire section. In the case of inland transportation section using truck or train, monitoring is not possible currently. The reason is because the reefer container monitoring method using PCT recommended by IMO and conventional monitoring methods using TCP/IP, RFID communication require establishing additional communication infrastructure. This paper will propose a new reefer container control device that not only solves these problems and monitors during inland transportation section but also controls reefer container. Using data port attached to every reefer container, the proposed device collects the information of reefer container and using M2M communication technology, it transmits information to server without the need to establish additional communication infrastructure. In addition, it can control the operational status of reefer container upon receiving control information set in server such as temperature of reefer container.

• 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 Navigation and Port Research
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• v.41 no.3
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• pp.137-148
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• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Journal of Navigation and Port Research
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• v.30 no.8 s.114
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• pp.617-622
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• 2006

Gamcheon Harbor was developed to cope with increased freight demand of Busan port and supplement function of the north port. Because container wharf is opened to 1997 as well as general wharf, present maximum 50,000DWT class containerships have been incoming and outgoing. However, In Gamcheon port, small size ships such as fishing boats, miscellaneous boats account for 50 percent of the traffic and a public marine products wholesale market that is building on the north wharf will open in 2008. Therefore, it needs to grasp future year traffic volume before establishing operation plan for port management. Also, analysis on crossing situation risk is required because the breakwater entrance in Gamcheon Harbor is narrow and the crossed passing of ship is ever-present at breakwater front. Thus the traffic volume in the future was presumed and quantitative analysis was achieved on crossing situation though simulations with the traffic volume.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.301-307
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• 2006

As container traffic in the world increases rapidly, size if containership is become bigger and bigger. With these trends, many studies have. been done on such big ships by consultant, naval architects, port designers, ship operators, economists etc,. with different points of view and results. But previous studies were concentrated on hardware and theoretical side. Therefore the objective of this paper is to analyze response and intention of ship's user such as shipping companies and forwarding companies about prospects of mega-ship size, preference of Mega ship, problem and handling time of Mega ship.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.25 no.1
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• pp.27-36
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• 2012

The mobile harbor is a new concept system to solve the problems of a port. These problems are that container ships cannot be anchored at the dock because they have become larger or the waiting times of anchoring the ships are increased due to heavy container traffic. A new system is designed to carry out the loading and unloading of containers between the mobile harbor and the container ship using the mobile harbor crane at sea. The crane plays an important role when transferring the containers. In this research, various types of the mobile harbor crane are proposed and structural optimization for each type of the crane is carried out. The loading conditions consider the rolling and pitching conditions of the unstable sea state and the wind force are considered. The constraints are mainly the regulations made by the Korean Register of Shipping. The structure of the crane is optimized to minimize the mass while various constraints are satisfied.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.478-485
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• 2018

Aids to Navigation (AtoN) is one of the marine traffic safety facilities that promotes the safety of maritime traffic and enhance ship's operational efficiency. However, functional failure of AtoN due to ship's collision or bad weather conditions leads to inconvenience or navigational risk to various users such as the ship operators. For insstance, the largest container port in Korea, Busan Port has experienced a total of 400 AtoN accidents in the past 12 years (2006-2017).Therefore, an average of 20.6 days of recovery time is required, which increases the maritime safety anxiety for AtoN users. is the objective of this study was to present the quantitative support of the users for the prevention of AtoN accidents and the improvement of the feasibility of implementing more efficient management in Korea. A survey was conducted on the users of Busan port areas to investigate general perception of AtoN in general and the accidents that have happened, and to estimate the economic value of navigational risk reduction by implementing effective AtoN management measure. Using the representative non-market valuation method for environmental or public goods known as contingent valuation method (CVM), the economic value granted to users for the AtoN services in Busan port was estimated to at least 16 billion won. Therefore, these finding could be used by AtoN managers and/or policy makers as a valuable data to identify the users' need of various AtoN services including Busan Port and to establish and implement more efficient management plan.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.4
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• pp.309-316
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• 2020

Waterway design should prioritize appropriate channel width to ensure preferential safe passage for the arrival and departure of vessels. To calculate the minimum channel width required for safe passage a comprehensive review of several factors is required. These factors include vessel maneuverability, determined by vessel size, type and speed; environmental factors such as wind, tide, and wave action; human factors, including personal experience and operator judgment as well as marine traffic and navigation support facilities for decision making. However, the Korean channel width design standard is based only on vessel length, and requires improvement when compared with the standards of PIANC, USA, and Japan. This study aims to estimate the appropriate channel width required for one-way traffic in a straight channel, considering various vessel and environmental factors, using Fast Time Simulation (FTS). When the wind speed is 25 knots, with a current speed of 2 knots and a normal vessel speed of 10 knots FTS shows that a 150K GT Cruise Ship requires a minimum channel width of 0.67-0.91 the vessel length (L), whereas a 120K TEU Container Ship and a 300K DWT VLCC require 0.79-1.17 and 1.02-1.59, respectively. Such results can be used to calculate the minimum channel width required for safe passage as an improved Korean design standard.

• Journal of the Korean Society of Marine Environment & Safety
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• v.12 no.2 s.25
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• pp.139-144
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• 2006

Recently, ships' average navigation speed become faster than before because of the increasing of high-speeds vessel including container ships and passenger-ferries. So, it is considered that the speed limit in the navigation channel in Korea isn't proper for vessel management in these days. Also, there is rare paper studies about the speed limit quantitatively and numerically, especially the speed limit is discussing continuously, as abrogation of Incheon Port's speed limit and alleviation of Gwang-yang Port's speed limit according to the requests by the navigating mariners. Consequently this paper deals with the effectiveness of speed limits using the Environmental Stress Model, after replay of the navigation traffic flow in the straight waterway using marine traffic flow simulation technique.