• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.04a
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• pp.179-186
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• 2004

Introduction of wave model, considered the effect of shoaling, refraction, diffraction, partial reflection, bottom friction, breaking at the coastal waters of complex bathymetry, is a very important factor for most coastal engineering design and disaster prevention problems. As waves move from deeper waters to shallow coastal waters, the fundamental wave parameters will change and the wave energy is redistributed along wave crests due to the depth variation, the presence of islands, coastal protection structures, irregularities of the enclosing shore boundaries, and other geological features. Moreover, waves undergo severe change inside the surf zone where wave breaking occurs and in the regions where reflected waves from coastline and structural boundaries interact with the incident waves. Therefore, the application of mild-slope equation model in this field would help for understanding of wave transformation mechanism where many other models could not deal with up to now. The purpose of this study is to form a extended mild-slope equation wave model and make comparison and analysis on variation of harbor responses in the vicinities of Pohang Old Harbor and Pohang New Port, etc. due to construction of New Port in Youngil Bay. This type of trial might be a milestone for port development in macroscale, where the induced impact analysis in the existing port due to the developemnt could be easily neglected.

• Journal of the Society of Naval Architects of Korea
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• v.48 no.1
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• pp.84-92
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• 2011

This paper presents the primary conceptual design results of Smart Harbor. As the world trade becomes active, so container cargo volume is increasing constantly. Since the coming of very large container ships, It's necessary that a harbor handles many containers more than before. Therefore, we designed the new concept of SMART HARBOR which overcomes land site problem for port expansion and geographic constraints of very large container ships in harbor.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2017.11a
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• pp.190-192
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• 2017

The manufacture of current Loran-C signal receiver has been discontinued and there are no spare parts for that. eLoran system is being developed. Judging from these facts, it is necessary to purchase eLoran receivers which also can receive Loran-C signal. Furthermore, the coverage of Loran-C has been decreased as the closure of transmitting stations in Japan. The current monitor station in Ganjeolgot, Ulsan shall be moved to a new place.

• Journal of Navigation and Port Research
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• v.31 no.5 s.121
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• pp.403-408
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• 2007

The purpose of this paper is to show a way for measuring the rankings of efficient seaports in Korea by using DEA(data envelopment analysis) and model suggested by Jahanshahloo et al(2006). Two inputs(birthing capacity, and cargo handling capacity) and three outputs(export cargo handling amount, import cargo handling amount, and number of ship calls), and one cross sectional data(2004) for 26 Korean seaports are considered for measuring the efficiencies. An empirical main result indicates that ranking order of efficient seaports are Okpo, Samcheok Ulsan, Daesan, Busan, Gohyun Ports. Samcheok Port is classified as the most strong efficient port among 16 general ports except 10 container ports. The Korean seaport authority can adopt the new measurement way introduced in this paper for measuring the exact ranking order of efficient seaports when it decides the development and investment to each efficient seaport.

• Journal of Navigation and Port Research
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• v.35 no.1
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• pp.93-100
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• 2011

This dissertation analysed actuality and literatures aimed at optimizing added value of Busan Port. As far as the literatures are concerned, the limits and the direction to go of Busan Port have been reached through analysing and comparing Busan Port, Antwerp Port, and Rotterdam Port by their each function. While Rotterdam and Antwerp Port are each functioning as an integrated port disposing container freight, general freight and liquid cargo, the container of Busan port contributes over 88 percent of its cargo and the function of the others like bulk is scattered to Ulsan, Masan, and Jinjae Port. Hereby, Busan Port needs to develop its function so as not to duplicate its function with the others in Korea and add value of theirs each. As a result of the local experts about analysing actuality, it turn out that it is similar with the literatures. In macroscopic view, specialization mainly with container, general cargo disposal ability enforcement and etc. are the most important. In microscopic view, rear complex of container tier and the supply base of liquid energy.

• 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.

• Journal of architectural history
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• v.9 no.1 s.22
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• pp.27-46
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• 2000

This study aims at examining the background and development process of Masan city after Koryo Dynasty, making a reconstructive map of Original Masan using the first registration maps made in 1912 and analyzing the urban structure of the Original Masan area. The origin of Masan city went back to Koryo dynasty. Around 1040 Koryo government placed an official shipping facility in Masan to transport the taxed grain to the capital city. After that Masan became an important port covering the southern part of KyungSang-Do. And the urbanization of the Original Masan began to bud after a shipping facility was again established by the Chosun Dynasty in 1760 and strengthened in the 19th century after the social standing system was broken and many peasants moved to cities as daily workers. In 1899 Masan was forced to be opened to foreign powers and they placed an international settlement distanced from the area(Original Masan). After this many Japanese advanced to the international settlement and further to the area. The advancement of Japanese brought a critical change in the urban structure of the area. Land was owned by Japanese and many modern sysytems were introduced such as modern buildings, new roads, railroad and modern factories. According to the reconstructive map of the area, 80.5% of land lots are less than $200m^2$ showing the size of each land lot is comparatively small. And Japanese occupied 31.5% of the land in the area. Their land was located on the stratigic points near the port and the center of commerce. The ratio of the road area to the whole land was around 14%, not so low for urban areas in that time. The reconstructive map reveals the exact coastline of the year 1912 erased now due to filling the sea and extending the land, Present Masan city has been developed having the Original Masan as its nucleus. The area has been always the center of urban activities for Masan city. Making an exact reconstructive map for the area and analyzing the urban structure of the area in 1912 is a very important work to understand Masan city wholy.

• Journal of Navigation and Port Research
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• v.34 no.10
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• pp.781-786
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• 2010

In this study, a new concept of ocean transport system, called the mobile harbor serving for a short distance transport of containers with cargo handling cranes between mother containerships and coastal ports, is introduced. Instead of direct berthing a very large containership at the coastal port, Mobile Harbor is moving to the offshore mooring basin with enough water depth condition. Therefore, investigation of the coastal environment, technical condition and limitation of the domestic trade ports for the application of Mobile Harbor, is essential process. To figure out the accessibility of mobile harbor, the environmental conditions, the cargo handling capacity and marine traffic volume and flow pattern has been analyzed with the tools for marine traffic simulation and virtual navigation aids system. The most proper Mobile Harbor mooring areas among trade ports of the south and east coast are selected by analyzing the obtained information and evaluating its application: (1) Under natural environmental conditions such as air and sea weather, three candidate areas are selected such as Masan port, Ulsan port, and Busan(New port) port. (2) Under marine traffic and appropriateness of water facilities, three candidate areas are selected as Mokpo port, Busan(New port) port, and Donghae & Mookho port (3) For a region-based analysis considering handling capacity and the local managed trade ports in vicinity, three candidate areas are selected as Busan region, Yosu & KwangYang region, and Mokpo region. Through this study, the basic guideline for selection of optimum trade port and offshore mooring basin for mothership and Mobile Harbor is recommended. In order to apply the Mobile Harbor to the real water, navigaton aids as the virtual route identification with AIS must be introduced for maritime safety in the vicinity of Mobile Harbor area which berthing and cargo handling is being conducted.

• Ocean and Polar Research
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• v.33 no.2
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• pp.113-125
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• 2011

In order to assess the survival success of microphytoplankton species in ship ballast water, we examined microphytoplankton diversity from international commercial ships berthed at Ulsan and Pyeongtaek Ports, Korea, and also subjected them to laboratory studies. The ages of ballast water in each ship ranged from 1 to 365 days. Vessels originated from coastal China (Weihai, Lianyunsang and Shanghai), Chile, and from the Yellow and Pacific Oceans. The numbers of species and phytoplankton standing crops in uploaded ballast water were significantly related to the age of ballast water. The most diverse taxonomic group was diatoms. In the laboratory study, the value of in vivo fluorescence in M/V Spring Lyra gradually increased with increasing nutrients such as nitrate and phosphate. Phytoplankton in new (9 days), medium (31 days) and old (365 days) ballast water successfully survived under typical nutrient condition of port water and F/2 medium at $15^{\circ}C$ and $20^{\circ}C$, whereas phytoplankton in ballast water treatment did not survive, regardless of optimal temperature. Colonization process was dominated by diatoms; Skeletonema coastatum for M/V Spring Lyra, Thalassiosira pseudonana and Thalassiosira for M/V Han Yang, Thalassiosira pacifica and Odontella aurita for M/V Modern Express, and Chaetoceros pseudocurvisetus and Pseudo-nitzschia seriata for M/V Asian Legend. The successful establishment of non-native species was also related to nutrient richness. Our laboratory design can be applied as a practical tool to assess the survivability of invasive microphytoplankton introduced into local waters of Ulsan and Pyeongtaek.