• Journal of Korean Port Research
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• v.5 no.2
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• pp.19-37
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• 1991

This work aims to : establish a model of the container physical distribution system of Pusan port comprising 4 sub-systems of a navigational system, on-dock cargo handling/transfer/storage system, off-dock CY system and an in-land transport system : examine the system regarding the cargo handling capability of the port and analyse the cost of the physical distribution system. The overall findings are as follows : Firstly in the navigational system, average tonnage of the ships visiting the Busan container terminal was 33,055 GRT in 1990. The distribution of the arrival intervals of the ships' arriving at BCTOC was exponential distribution of $Y=e^{-x/5.52}$ with 95% confidence, whereas that of the ships service time was Erlangian distribution(K=4) with 95% confidence, Ships' arrival and service pattern at the terminal, therefore, was Poisson Input Erlangian Service, and ships' average waiting times was 28.55 hours In this case 8berths were required for the arriving ships to wait less than one hour. Secondly an annual container through put that can be handled by the 9cranes at the terminal was found to be 683,000 TEU in case ships waiting time is one hour and 806,000 TEU in case ships waiting is 2 hours in-port transfer capability was 913,000 TEU when berth occupancy rate(9) was 0.5. This means that there was heavy congestion in the port when considering the fact that a total amount of 1,300,000 TEU was handled in the terminal in 1990. Thirdly when the cost of port congestion was not considered optimum cargo volume to be handled by a ship at a time was 235.7 VAN. When the ships' waiting time was set at 1 hour, optimum annual cargo handling capacity at the terminal was calculated to be 386,070 VAN(609,990 TEU), whereas when the ships' waiting time was set at 2 hours, it was calculated to be 467,738 VAN(739,027 TEU). Fourthly, when the cost of port congestion was considered optimum cargo volume to be handled by a ship at a time was 314.5 VAN. When the ships' waiting time was set at I hour optimum annual cargo handling capacity at the terminal was calculated to be 388.416(613.697 TEU), whereas when the ships' waiting time was set 2 hours, it was calculated to be 462,381 VAN(730,562 TEU).

• Journal of Korean Port Research
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• v.9 no.2
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• pp.1-8
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• 1995

Generally, berth assignment problem has conflicting factors according to the interested parties. In the view of shipping company, it is desirable that berth assignment is made according to the order of arrival. But in the view of port operator, it is better to be assigned regardless the order of arrival to promote the efficiency of berth operation. Thus, it is necessary to establish berth assignment planning which reflects both of interests in a practical situation. This paper aims to develop a reasonable berth assignment algorithm in a container terminal by considering the prescribed factors, and suggests three types of models minimizing the objective functions such as total port staying time, total mooring time and total maximum mooring time by using MPS concept. These models are formulated by 0-1 integer programming and min-max type function, but as the number of variables increases, an optimal solution cannot be achieved easily within a desired computational time. Thus, to tackle this problem this paper proposes a heuristic algorithm, and also the heuristic algorithm proposed in this paper is verified through the several examples.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.125-131
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• 2005

Gate operations are very important as they are the starting point for export containers and the end point for import containers as far as checking and control exercised by terminal operators are concerned. The objective of this paper is to propose the design of separated gate system in order to reduce the truck turnaround time and to distribute the truck traffic volume in port container terminal. Because of a lot of container load and unload within short term, many trucks have to pass the gate at a time. This study suggests the separated gate system as an efficient design for gate operation considering integration of two individual berth.

• Journal of Navigation and Port Research
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• v.35 no.7
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• pp.597-604
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• 2011

An environment of world marine port today is rapidly changing. Importance of a hub port is being maximized along with appearance of a large container ship, and Busan port is also growing with the goal as a hub port of Northeast Asia. Busan port currently has competitive power as the 5th top port in the world, but increase rate of transportation quantity, is low compared to Shanghai port in China and other ports in Northeast Asia. For a port to obtain competitiveness, investment on infrastructures of a port is necessary and also it has close relation with an intraregional port logistics industry. However, a port logistics industry in Busan area has a hard time avoiding a small size due to the government support on major companies. Therefore, this study will analyze difficulties of small port logistics companies and the related companies as to vitalize port logistics industry in Busan area in hopes to help vitalizing regional economy.

• Journal of Korean Port Research
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• v.1 no.1
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• pp.21-47
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• 1987

Nowaday all the countries of the world have studied the various problems caused in operating their own ports efficiently. Ship delay in the port is attributal to the inefficient operation in the navigation aids, the cargo handling, the storage and transfer facilities, and to the inefficient allocation of gangs or to a bad service for ships. Among these elements the allocation of gangs is the predominating factor in minimizing ship's turn round time. At present, in the case of Pusan Port. the labour union and stevedoring companies allocate gangs in every hatches of ships by a rule of thumb, just placing emphasis on minimizing ship's turn round time, without applying the principle of allocation during the cargo handling. Owing to this the efficiency of the cargo handling could not be expected to be maximized and this unsystematic operation result in supplying human resources of much unnecessary surplus gangs. Therefore in this paper the optimal size and allocation of gangs for minimizing the ship's turn round time is studied and formularized. For the determination of the priority for allocation the evaluation function, namely $F=PHi^{n}{\times}(W+H)$, can be obtained; where, PHI : Principal Hatch Index W : Total Cargo Weight represented in Gang-Shifts H : Total Number of Ship's hatches and also for the optimal size of gangs the average number of gang allocated per shift (Ng), namely Ng=W/PHI, is used. The proposed algorithm is applied to Pusan Port and its validity is verified.

• Journal of Navigation and Port Research
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• v.33 no.4
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• pp.277-282
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• 2009

This paper estimated the container volumes for the Incheon port with univariate time series. As best suited models Winters' additive model, ARIMA model,and Winters' additive model were selected by import-export, coastal, and transshipment volume respectively, based on the data of monthly volume by October 2008 since January 2001. This study supposed the import-export container volumes would be decreased by 14% against that in 2008 and would have been recovered to the increasing trend of the volumes beyond the fourth quarter of 2010. The future import-export and transshipment volumes showed the increasing trend beyond 2011, while the coastal volumes would be on the stagnation. The yearly container volumes were finally forecasted as 1,705, 2,432, and 3,341 thousand TEU in 2011, 2015, and 2020 respectively.

• Journal of Korean Port Research
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• v.10 no.2
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• pp.7-15
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• 1996

A berth assignment problem has a direct impact on assessment of charges made to ships and goods. A berth can be assigned to incoming vessels and operated in tow different ways: as a common user berth, as a preference berth. A common user berth is a berth that any ship calling at a port may be permitted to use according to her time of arrival and to priorities as determined by the port authority. In this paper, we concerned with various types of mathematical programming models for a berth assignment problem to achive an efficient berth operation. In this paper, we focus on a reasonable berth assignment programming in a public container terminal in consideration of trade-off between server and user. We propose a branch and bound algorithm & heuristic algorithm for solving the problem. We suggest three models of berth assignment to minimizing the objective functions such as total port time, total berthing time and maximum berthing time by using a revised Maximum Position Shift(MPS) with which the trade-off between servers and users can be considered. The berth assignment problem is formulated by min-max and 0-1 integer programming and developed heuristic algorithm to solve the problem more easily instead of branch and bound method. Finally, we gave the numerrical solutions of the illustrative examples.

• Journal of Korean Port Research
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• v.6 no.1
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• pp.37-48
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• 1992

This paper deals with the problem of port administration and management of the port of Pusan. As the port of Pusan has been administrated by central government, several problems on port administration and management have occurred. These include the time-lagged port development, the inconsistent port planning with city planning, the insufficient long-term port development planning the various operation authorities the low productivity of port and the lack of port sales activities etc. In addition to solving the above mentioned problems to diversify the function of port the following measures are to be taken for the port of Pusan ; the transfer from port administration system to port management system, the introduction of Port Authority with a board, and the conversion of the management system from production-oriented to marketing-oriented.

• KIEAE Journal
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• v.5 no.4
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• pp.33-40
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• 2005

This study is to propose key directions of Busan North Port redevelopment for revitalization of waterfront. Since 1960s, there have been a lot of port redevelopment projects around the world. In Korea, Busan North Port redevelopment project is the first one which aims to make waterfront citizen-friendly within old port area. Many ports will be redeveloped soon after the Busan North Port redevelopment. At this time this is the basic research to lay groundwork for the systematic and efficient port redevelopment. We analyze the good examples of the world through case studies and suggest the problems and important elements of success of port redevelopment. Also we propose the objectives for waterfront revitalization and the visages of waterfront within port area. And then we analyze the situation of Busan North Port and examine the blueprints issued by national and city government. After that we suggest some ideas, such as land use plan, on North Port redevelopment for revitalization of waterfront in Busan Port Area.

• The Transactions of the Korea Information Processing Society
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• v.7 no.4
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• pp.1236-1245
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• 2000

This paper propose a novel scheme, called Mobiel Terminal Initiated Scheme(MTIS), in which mobile terminal initiates the backward handover by sending handover request message with the list of target radio ports. In this scheme, the old ATM switch suporting end-user mobility, denoted by EMAS\ulcorner, checks whether each EMAS\ulcorner, managing the target radio port, has its available resources. If it has, the EMAS\ulcorner performs the path rerouting between CrossOver Switch (COS) and itself after deciding the most suitable target radio port. Therefore, the MT initiates the handover after deciding the most suitable target radio port through the beacon signal of Wireless Access Point (WAP). The EMAS\ulcorner have only to check the resource availability of the target radio port. It is no need to waste time to decide the suitable target radio port. Also, once receiving the request of the resource availability, the EMAS\ulcorner can reduce the rerouting delay time due to perform the path rerouting to the COS. In comparison with that of the ATM-Forum procedure, our proposed MTIS handover delay time reduced 14~21%, and end-to-end transfer delay time reduced 2~9%, as a result of the simulation.