• Journal of Bio-Environment Control
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• v.8 no.4
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• pp.265-274
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• 1999

This experiment was carried out to investigate the effect of container size and substrate volume on the growth and fruit yield of hydroponically grown cucumber(Cucumis sativus L.) plants. Seeds were sown in plug tray filled with coir dust on Feb. 13, 1998. Seedlings with 5 to 6 true leaves were transplanted in $2{\ell},\;4{\ell},\;6{\ell},\;8{\ell}\;and\;10{\ell}$ plastic pots filled with perlite. Cucumber fruits were harvested with 1 to 2 days interval, and fresh weight, number of normal and malformed fruit were recorded. Plant height, stem diameter, number of leaves and leaf area were highly depended on the container size. Total fresh weight and the number of fruit were increased with increasing container size. NAR(net assimilation rate) and CGR(crop growth rate) increased also with increasing the container size. Optimum container size for hydroponically grown cucumber plant using perlite was recommended as $8{\ell}$ per plant.

• Journal of Ship and Ocean Technology
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• v.10 no.4
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• pp.12-23
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• 2006

In this paper, a numerical study is carried out to investigate the turbulent flow around a twin-skeg container ship model with rudders including propeller effects. A commercial CFD code, FLUENT is used with body forces distributed on the propeller disk to simulate the ship stem and wake flows with the propeller in operation. A multi-block, matching, structured grid system has been generated for the container ship hull with twin-skegs in consideration of rudders and body-force propeller disks. The RANS equations for incompressible fluid flows are solved numerically by using a finite volume method. For the turbulence closure, a Reynolds stress model is used in conjunction with a wall function. Computations are carried out for the bare hull as well as the hull with appendages of a twin-skeg container ship model. For the bare hull, the computational results are compared with experimental data and show generally a good agreement. For the hull with appendages, the changes of the stem flow by the rudders and the propellers have been analyzed based on the computed result since there is no experimental data available for comparison. It is found the flow incoming to the rudders has an angle of attack due to the influence of the skegs and thereby the hull surface pressure and the limiting streamlines are changed slightly by the rudders. The axial velocity of the propeller disk is found to be accelerated overall by about 35% due to the propeller operation with the rudders. The area and the magnitude of low pressure on the hull surface enlarge with the flow acceleration caused by the propeller. The propellers are found to have an effect on up to the position where the skeg begins. The propeller slipstream is disturbed strongly by the rudders and the flow is accelerated further and the transverse velocity vectors are weakened due to the flow rectifying effect of the rudder.

• The Journal of shipping and logistics
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• v.27 no.1
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• pp.79-98
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• 2011

The volume of the world's container transportation has been increasing. To serve this transportation need, the size of the container carrier is getting larger. The global ports are required to deepen the waterways as well as to prepare infrastructure to serve these super-size container carriers. However, few ports around the world could meet the requirements. To solve these difficulties, the concept of the Mobile Harbor has been developed. An onboard Automatic Storage and Retrieval System(AS/RS) has been proposed for the B1 type Mobile Harbor to maximize the container throughput within the limited space of the Mobile Harbor. A scenario of operations and freight movements of the B1 type Mobile Harbor is prepared and the storage size of the B1 type Mobile Harbor through the computer simulation is estimated. The size of the Mobile Harbor and the size of the AS/RS has also been estimated. The optimized size of the Mobile Harbor could be proposed.

• The Journal of Bigdata
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• v.6 no.2
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• pp.85-98
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• 2021

The pandemic of COVID-19 further promoted the imbalance in the volume of imports and exports among countries using containers, which worsened the shortage of empty containers. Since it is important to secure as many empty containers as the appropriate demand for stable and efficient port operation, measures to predict demand for empty containers using various techniques have been studied so far. However, it was based on long-term forecasts on a monthly or annual basis rather than demand forecasts that could be used directly by ports and shipping companies. In this study, a daily and weekly prediction method using an actual artificial neural network is presented. In details, the demand forecasting model has been developed using multi-layer perceptron and multiple linear regression model. In order to overcome the limitation from the lack of data, it was manipulated considering the business process between the loaded container and empty container, which the fully-loaded container is converted to the empty container. From the result of numerical experiment, it has been developed the practically applicable forecasting model, even though it could not show the perfect accuracy.

• 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.

• Korea Trade Review
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• v.41 no.5
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• pp.373-389
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• 2016

This study mainly investigates the port SOC's impact on trade volume. In order to investigate the relationships between port SOC and trade volume, we did the empirical analysis using panel data regression and fixed effects model. The total period of 97 years and 1,082 ports' information were applied to panel data and regression model. According to the results, the coefficients of development of container berth, development of bulk berth, maintenance of port, the jetty facilities like breakwater have positive(+) impact on the dependent variable, the trade volume. Especially, the jetty facilities show a strongly positive impact on trade volume. On the other hand, the development of new port and navigation facilities like lighthouse have a negative(-) impact. In examining Hausman test and LR test, the fixed effect model is statistically more appropriate than the random effect model for this study.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.11a
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• pp.121-126
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• 2004

The operation and function of the ports today require new trends and changes in continuous increase of freight and volume of containers as well as complexity of surface transport system. These changes affect future operational systems, Transport equipments and arrangements of comtainer blocks. To achieve an adaptable container port of the next generation. The architectural planning also needs to be changed in accordance with it. We try to probe some problems of current architecture related container ports system and expect some future changes. Finally, We studied adaptable architectural planning trends and methods of indoor and outdoor spaces of operational building, gates etc in container pors of next generation.

• Journal of the Korean Institute of Navigation
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• v.11 no.1
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• pp.39-65
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• 1987

Since the middle of 1950's, containerization has been rapidly spread over the world in virtue of great merits providing to interensts, and the fundamental changes in port management and prot operations are resulted. As the container terminal is a complex system which is consisted of various subsystems, the treatment for improving the productivity is required in a comprehensive fashion, both in each of its parts and as an integrated system. This paper aims to make an intensive analysis of the Busan Container Terminal system, especially focusing on its subsystems such as ship operation system, storage system and transfer system. First of all, the intrinsic capacity of various subsystems is calculated and it is checked whether the current operation is being performed effectively through the formal analysis. Secondly, the suggestion is presented to improve the operation by considering the throughput that the port of Busan will have to accept in the near future. The results are as follows; 1) As the inefficiency is due to the imbalance between various subsystems at Busan terminal, transfer equipment level must be up to 31% for straddle carrier and 67% transfer crane above all. 2) The yard capacity must be increased by reducing the free dwell time of containers in order to accept the traffic volume smoothly in the near future. 3) The better way to reduce the port congestion is to change berthing rule from the FIFP to the Pre-allocated system by considering the ship arrival pattern.

• Proceedings of the Korean Geotechical Society Conference
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• 2009.03a
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• pp.23-29
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• 2009

A sand-cone method is commonly used to determine the density of the compacted soils. This method uses a calibration container to determine the bulk-density of the sand for use in the test. The density of the test or compacted soil is computed on the assumption that the calibration container has approximately the same size or volume and allows the sand to fall approximately the same height as a test hole in the field. However, in most cases the size or shape of test hole is not exactly the same as the calibration container. There is certain discrepancy between sand particle settlement or arrangement in the laboratory calibration and in the field testing, which may cause an erroneous determination of in-situ density. The sand filling process is simulated in the laboratory and its effect on the determination of density is investigated. Artificially-made holes with different heights and bottom shapes are prepared to simulate various shapes of the test hole in the field. The sands with different gradations are used in the testing to examine how sand grain size influences the determination of density in the field.

• 한국전산유체공학회:학술대회논문집
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• 2007.10a
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• pp.214-219
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• 2007

Both the bubble rising in a fully filled container and the droplet splash are simulated by a solution code(PowerCFD). This code employs an unstructured cell-centered method based on a conservative pressure-based finite-volume method with interface capturing method (CICSAM) in a volume of fluid(VOF) scheme for phase interface capturing. The present results are compared with other numerical solutions found in the literature. It is found that the present code simulate complex free surface flows such as multi phase flows due to large density difference efficiently and accurately.