• Journal of Navigation and Port Research
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• v.35 no.1
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• pp.57-62
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• 2011

On the view point of renewable energies as energy sources of district heating and cooling plant, the purpose of this study is to develop, classify and map the 500m${\times}$500m mesh, of which is treated as normal size in DHC regulations for evaluation process. Followings are the results. Various building and geographical informations including 13 districts and 108 counties are re-defined to create 500m${\times}$500m meshes, and it is find out that 3,289 meshes among 8,463 meshes have meaningful floor areas. Only 59 meshes(1.8%) are evaluated as mesh which has more than 50% of building volume ratio per mesh. 5 clusters classified by principal analysis and cluster analysis with building needs' characteristics are defined. Gwang-an Dong is representative of cluster 1 characterized as commercial area, and the cluster 4, 5 which has mainly residential needs are distributed in Yong-ho dong. Because there are a lot of cluster 3 meshes, which has complex needs area based on residential, cluster 3 could be defined as representative of Busan metropolitan city.

• Journal of Navigation and Port Research
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• v.36 no.6
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• pp.437-442
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• 2012

As of 2012, for service-area-widening and commercialization of DGPS service, the Ministry of Land, Transport and Maritime Affairs has completed a DGPS service via Terrestrial Digital Multimedia Broadcasting and doing experimental broadcasting. In this study, kinematic positioning tests were conducted based on DGPS service via T-DMB using low-cost GPS equipments in a dynamic environment. Standalone GPS, single-reference NDGPS via NTRIP, and virtual-reference DGPS via T-DMB surveys were conducted at the same time. And horizontal positioning errors were computed by comparing them with the result of high-precision positioning. As a result, when the DMB transmission interval was 3 seconds, horizontal positioning errors of standalone GPS, NTRIP-DGPS, and DMB-DGPS were 2.3m, 1.0m, and 0.7m, respectively. When the interval was 1 second, horizontal positioning errors were 2.0m, 1.2m, and 0.8m, respectively. Thus horizontal positioning accuracies improved with the DMB-DGPS compared to the traditional single-reference NDGPS.

• Journal of Navigation and Port Research
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• v.32 no.8
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• pp.667-674
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• 2008

In this paper, operational problems of Busan Port and competitiveness deciding factors are analyzed by field data research and interview with employees in shipping companies and terminal operation companies. In the analysis, the problems Busan Port currently has are identified as follows: 1) low price competitiveness, 2) Lack of new port back facilities and connecting transportion system 3) Lack of operation ability of container terminal 4) Inefficient pour labor supply system. In order to strengthen the competitiveness and leap up to a hub port in North East Asia, Busan port is investigated to enhance below requirements. 1) Hiring more equipment and increase productivity in terminal 2) Integrating terminal operation companies to react maximization of vessel 3) Maintaining cost advantages 4)Proactively inviting global carriers to participate in the terminal operation 5)Making business environment for Global Terminal Operator to participate in the terminal operation in order to take advantage of their global marketing power.

• Journal of Navigation and Port Research
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• v.41 no.1
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• pp.25-32
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• 2017

The purpose of this investigation is to analyze the synchronization between the representative global freight index, the Baltic Dry bulk Index (BDI) and the China Container Freight Index (CCFI) with monthly data from 2000 to 2016. Using the non-stationarity of the business cycle that is able to include common trends, we employ the Engle-Granger 2 stage co-integration test and found no synchronization. On the contrary, we additionally estimated the causality between the markets and revealed the causality, which implies that the Chinese economy has a significant effect on the global market. The results of this empirical analysis demonstrate that the CCFI of China is appropriate for analyzing the shipping industry. In practice, this means that it is more appropriate to include CCFI in the global market outlook than use it as a substitute for the global freight rate index, the BDI. This is a case study of the synchronization of the economic fluctuations of the shipping industry. It suggests that the economic fluctuations of China need to be considered in the unstable global market forecast. In particular, this case applies to the fluctuations in the shipping industry synchronism and provides important results in scientific terms.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.413-419
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• 2019

Traffic routes typically have heavy traffic. Especially, the entrance of the route has a high risk of accidents occurring because of ships entering and exiting the port. However, almost of studies have focused on the distribution of traffic on the route. Thus, studies on the distribution between ships for passing through the route are insufficient. The purpose of this study was to analysis the traffic in the Busan north port No.1 route for one week. Based on present traffic conditions, one gate line was settled on the route with an analysis of traffic conditions. Based on the analysis data, each optimal time probability distribution between ships was divided into inbound/outbound and traffic volume. An analysis of the optimal probability distribution, was applied to 31 probability distributions divided into bounded, unbounded, non-negative, and advanced probability distribution. The KS test was applied for identifying three major optimal time probability distributions. According to the KS test results, the Wakeby distribution is the best optimal time probability distribution on the designated route. Although the optimal time probability distribution for other transportation studies such as on vehicles on highways is a non-negative probability distribution, this distribution is an advanced probability distribution. Thus, the application of major probability distribution for using other transportation studies is not applicable to this study Additionally, the distance between ships in actual traffic surveys and the distance estimated by the optimal probability distribution were compared. As a result of the comparison, those distances were fairly similar. However, this study was conducted in only one major port. Thus, it is necessary to investigate the time between ships and calculate a traffic volume on varying routes in future studies.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.369-376
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• 2019

Ship hydrodynamics in the confined waterways is challenging. When a ship is maneuvering in confined waterways, the hydrodynamic behavior may vary significantly because of the hydrodynamic interaction between the bottom of the ship hull and the seabed, or so-called shallow water effects. Thus, an accurate prediction of shallow water and bank effects is essential to minimizing the risk of the collision and the grounding of the ships. The hydrodynamic derivatives measured by the virtual captive model test provide a path to predicting the change in ship maneuverability. This paper presents a numerical simulation of captive model tests to predict the maneuverability of a ship in confined waterways. Also, straight and zig-zag simulation were conducted to predict the trajectory of a ship maneuvering in confined waterways. The results showed that the asymmetric flow around a ship induced by vicinity of banks causes pressure differences between the port and starboard sides and the trajectory of a ship maneuvering in confined waterways.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.444-449
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• 2019

The "Standard on Cargo Stowage and Securing" implemented to safely stow and secure the cargo of international shipping vessels and domestic car ferries, has also been applied to general cargo ships transported between domestic ports since J anuary 2018. As a result, a new type of cargo, such as a non-standardized steel box transported by general cargo ships to major ports in Korea from Jeju Island in Korea, must be factored as the method of safe stowage and securing according to the legal classification of cargo. This study analyzed the legal status of a steel box by analyzing the actual size, shape of steel box through field verification, collection of data from relevant agencies and finally proposed the methods of safe stowage and securing for a steel box in the cargo holds of general cargo ships. According to the relevant domestic laws and international regulations, steel boxes could be classified as pallette boxes with protective outer packing, a type of non-standardized cargo. Additionally, when a steel box is loaded into the cargo hold of general cargo ships, a method of loading and transporting them must be factored so that there is no gap in the cargo hold of ships. Verification of the safety of the tightly loading and transportation measures in the reviewed cargo hold was verified through safety of the hull structure and securing of the ship's stability. As a result of verification of the safety of the hull structure, the value of the structural strength on both sides and the floor of the cargo hold for the total weight of cargo that can be loaded in the cargo hold was satisfied, and the value of the ship's stability was satisfied with the value of GoM and the restoration of the three cross-sectional stability curve areas.

• Journal of Navigation and Port Research
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• v.44 no.1
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• pp.44-52
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• 2020

More accurate forecasting of port cargo in the global long-term recession is critical for the implementation of port policy. In this study, the Busan Port container volume (export cargo and transshipment cargo) was estimated using the Vector Autoregressive (VAR) model and the vector error correction (VEC) model considering the causal relationship between the economic scale (GDP) of Korea, China, and the U.S. as well as ARIMA, a single volume model. The measurement data was the monthly volume of container shipments at the Busan port J anuary 2014-August 2019. According to the analysis, the time series of import and export volume was estimated by VAR because it was relatively stable, and transshipment cargo was non-stationary, but it has cointegration relationship (long-term equilibrium) with economic scale, interest rate, and economic fluctuation, so estimated by the VEC model. The estimation results show that ARIMA is superior in the stationary time-series data (local cargo) and transshipment cargo with a trend are more predictable in estimating by the multivariate model, the VEC model. Import-export cargo, in particular, is closely related to the size of our country's economy, and transshipment cargo is closely related to the size of the Chinese and American economies. It also suggests a strategy to increase transshipment cargo as the size of China's economy appears to be closer than that of the U.S.

• Korean Journal of Ichthyology
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• v.18 no.4
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• pp.339-346
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• 2006

In this study we conducted artificial hybridization between two sibling species, Rhodeus uyekii and R. notatus, and observed the morphological characteristics in early developmental stage. The two species showed difference in egg shape having rhombus and club respectively. The morphology of yolk of larva just hatched also showed well specific characteristics, that is the bean chaff type for R. uyekii (U type) and anchor type for R. notatus (N type). The rate of fertilization between female R. uyekii and male R. notatus (UN type) and between female R. notatus and male R. uyekii (NU type) were complete and its hatching rate were very high, 71.6% for UN type and 97.5% for NU type. The differences occurred in the yolk shape of hatched larvae for each combination of hybrids. In the group of UN, U type of larvae were found very rarely, but almost all the larvae showed intermediate shape polarized to NN type. Similar phenomenon was observed in the NU having intermediate polarized to UU, but without any NN type. These hybrids will be analyzed for their external morphology, sex ratio, the function of sexual organ and karyology after they grown up to adult.

• Geophysics and Geophysical Exploration
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• v.10 no.1
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• pp.77-88
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• 2007

Following a successful bathymetric mapping demonstration in a previous study, the potential of airborne EM for seafloor characterisation has been investigated. The sediment thickness inferred from 1D inversion of helicopter-borne time-domain electromagnetic (TEM) data has been compared with estimates based on marine seismic studies. Generally, the two estimates of sediment thickness, and hence depth to resistive bedrock, were in reasonable agreement when the seawater was ${\sim}20\;m$ deep and the sediment was less than ${\sim}40\;m$ thick. Inversion of noisy synthetic data showed that recovered models closely resemble the true models, even when the starting model is dissimilar to the true model, in keeping with the uniqueness theorem for EM soundings. The standard deviations associated with shallow seawater depths inferred from noisy synthetic data are about ${\pm}5\;%$ of depth, comparable with the errors of approximately ${\pm}1\;m$ arising during inversion of real data. The corresponding uncertainty in depth-to-bedrock estimates, based on synthetic data inversion, is of order of ${\pm}10\;%$. The mean inverted depths of both seawater and sediment inferred from noisy synthetic data are accurate to ${\sim}1\;m$, illustrating the improvement in accuracy resulting from stacking. It is concluded that a carefully calibrated airborne TEM system has potential for surveying sediment thickness and bedrock topography, and for characterising seafloor resistivity in shallow coastal waters.