• Journal of Korea Multimedia Society
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• v.17 no.12
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• pp.1503-1510
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• 2014

This study will examine the consolidation that is occurring in the shipping industry and its effects on Busan's status as a key transshipment hub in Southeast Asia as well as what measures the port must implement to attract transshipment traffic. With this in mind heading forward, trends in transshipment cargo, problems facing the port, as well as the current status of transshipment volumes at the Port of Busan must be fully understood so that thorough research can be done into appropriate measures to stimulate growth and attract cargo traffic. In this study, We analyze the current problems and status of transshipment cargo at Busan Port and factors affecting the competitiveness of transshipment cargo at Busan New Port, Korea's key import/export gateway, have been examined. We show the Strategies to Attract Transshipment Cargo at the Busan New Port which is to become a an optimal transshipment port, a port's internal environment including the scale and location of its hinterland, facilities and tariffs as well as the external environment including global networks and logistics IT management must be carefully considered as they are all key actors affecting cargo volumes.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.11a
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• pp.59-61
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• 2019

In unmanned lighthouse unmanned construction, it is necessary to establish a standardized system for efficient management and operation, and RTU standard protocols for condition monitoring and control are used to efficiently manage rotary lighters as the management system for the most important lighthouses. It is enacted to ensure the safety of maritime traffic through efficient management.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.78-80
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• 2018

The Ocean Weather system constructed to meet the changes of the marine transportation environment and to prevent large-scale marine accidents and human accidents is operated as standardized integrated AtoN management system through function improvement and standardized installation method, To ensure the safety of maritime traffic through efficient management

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2011.05a
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• pp.743-745
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• 2011

The management system of port facilities using the current RFID technology has the effects of reducing working hours and improvement in data processing, but it is not proper for human resource allocation since it is dominantly worked for physical resources. In this paper, we designed and implemented personnel control system using RFID of 여러대역과 다양한 디자인 in port facilities which analyzes presents of a monitoring system for safety operation and increase of efficiency in order to overcome the limitations and problems of current port operation management techniques.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1999.10a
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• pp.163-175
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• 1999

As the size and complexity of network increase, Distributed Systems Management (DSM) will be significant issue within information network in order to increase the high reliability and to improve the flexibility of network management. The OSI management model has several problems. The key problems are that it does not fully address the problems of how to develop communication protocol in support of DSM, and how to classify the management connection criteria. In this paper, to solve first problem described above, this paper propose the connectionless CMIP(Common Management Information Protocol) to accomplish for effectively managing the distributed management system, and indicate its efficiency; this protocol is available to negotiate among the managing systems, handle the dynamic information. To work out second problem, we introduce the connection criteria in the hierarchy of management systems, and finally evaluate the efficiency of a suggested protocol during cooperative negotiation among the managing systems.

• Journal of Korea Port Economic Association
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• v.23 no.1
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• pp.19-39
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• 2007

Korean port developments have been mostly made by the central government. With the introduction of the Port Authority system, however, roles and function assignments of the central government in port development have been in change and the Port Authority has to find a solution for inducement of private investment in port development. This paper has examined the current legal system of port developments and then sought the way for inducement of private capital to improve specialty and efficiency of harbor facilities management and development under Port Authority. As the Ministry of Maritime Affairs and fisheries(MMAF) has two types of legal system for inducement of private investment on port developments, the Port Authorities can also have two types of private finance. Private finances by the Port Authorities has some more critical advantages than the one by the central government. It is also required to change the the administrative permissions and concession agreements which MMAF conveyed to private participants in port developments into the concession agreements between Port Authorities and private participants.

• Journal of Korea Port Economic Association
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• v.18 no.2
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• pp.3-26
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• 2002

In response to insurmountable pressure for a broad distribution of political power between the central government and local governments, the Korean Government pushes for the establishment of the local port authority as the optimum choice to achieve its goal. Starting with the Pusan and Incheon ports, the local port authority system is expected to setout the dramatic change in port management system throughout the Korean ports. However, this paper points out that the port reform choice should take into account the specific features of the society and country and some basic questions should be clearly answered beforehand. The fundamental questions are: whether institutional reform will markedly improve the ports managerial and operational efficiencies? and what will be the benefits and costs, compared to those of not changing? Without rigorous and comprehensive analysis on these issues in the institution transition, haphazard port reform will have the possibility to increase port users costs and disrupt the efficient port services. Experiences around the world clearly show that the indiscriminate copy of port reform found in other countries may be neither feasible nor practical presently in Korea. They also indicate that the port reform should be made on a gradual basis with full control of the pace.

• Journal of Navigation and Port Research
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• v.30 no.7
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• pp.599-605
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• 2006

The Port Development has been achieved by the Government because it needs large scale of funds. However, since 1994, the Govenment has been implemeting private investments for constructing and operating the ports and so on. Although the Government had high expectation that it could expedite the expansion of the port facilities, there were many problems in view of construction, management, financial and social environment. This study figure out that most of the important reasons are the uncertainty of risk allocation between private investors and the Government, using with Analytic Hierarchy Process. It is expected that the results of this study will encourage more private investors to participate in port private investments in the future.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.

• Journal of Chest Surgery
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• v.46 no.3
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• pp.202-207
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• 2013

Background: The role of totally implantable central venous port (TICVP) system is increasing. Implantation performed by radiologist with ultrasound-guided access of vein and fluoroscope-guided positioning of catheter is widely accepted nowadays. In this article, we summarized our experience of TICVP system by surgeon and present the success and complication rate of this surgical method. Materials and Methods: Between March 2009 and December 2010, 245 ports were implanted in 242 patients by surgeon. These procedures were performed with one small skin incision and subcutaneous puncture of subclavian vein. Patient's profiles, indications of port system, early and delayed complications, and implanted period were evaluated. Results: There were 82 men and 160 women with mean age of 55.74. Port system was implanted on right chest in 203, and left chest in 42 patients. There was no intraoperative complication. Early complications occurred in 11 patients (4.49%) including malposition of catheter tip in 6, malfunction of catheter in 3, and port site infection in 2. Late complication occurred in 12 patients (4.90%). Conclusion: Surgical insertion of TICVP system with percutaneous subclavian venous access is safe procedures with lower complications. Careful insertion of system and skilled management would decrease complication incidence.