• Journal of Korean Port Research
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• v.9 no.1
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• pp.33-43
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• 1995

Korean economic and industrial structure has been seperated into some areas with the trend of the change to the bloc system of international economy: the Gyeongin including the capital area, the Middle-West, the South-West, the South-East, and the Eastern sea areas. Mokpo port has played a major role as the central one of the South-West area and the entrance of Yeong-san river of Jeonnam province gate. Some studies has been done on the Mokpo port, but there is no research of the analytical approach about it. In this paper, we analyze the data of 1994's on the domestic and oceangoing piers in the Mokpo port and simulate the transportation process of it through a queueing model. The results of the simulation are summarized as follows: The average arrival interval of the domestic vessel is 6.034 hours. The average service time and the berth utility rate are 24.056 hours and over 100%, respectively. The average arrival interval of the oceangoing vessel is 34.48 hours. The average service time and the berth utility rate are 120.04 hours and the 34.91%, respectively. The proposal to improving of the Mokpo port as follows: It is desirable to extend the capacity of domestic pier to about 50% for the optimal utility rate of 70% and in the case of oceangoing pier to be increase 65% of the vessel capacity for the optimal utility rate of 70%.

• Journal of Korean Port Research
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• v.12 no.1
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• pp.35-46
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• 1998

The CY can be said to function in various respect as a buffer zone between the maritime and overland inflow-outflow of container. The amount of storage area needed requires a very critical appraisal at pre-operational stage. A container terminal should be designed to handle and store containers in the most efficient and economic way possible. In order to achieve this aim it is necessary to figure out or forecast numbers and types of containers to be handled, CY area required, and internal handling systems to be adopted. This paper aims to calculate the CY area required for each container handling system in Mokpo New Port. The CY area required are directly dependent on the equipment being used and the storage demand. And also the CY area required depends on the dwell time. Furthermore, containers need to be segregated by destination, weight, class, FCL(full container load), LCL(less than container load), direction of travel, and sometimes by type and often by shipping line or service. Thus the full use of a storage area is not always possible as major unbalances and fluctuations in these flow occuring all the time. The calculating CY area must therefore be taken into account in terms of these operational factors. For solving such problem, all these factors have been applied to estimation of CY area in Mokpo New Port. The CY area required in Mokpo New Port was summarized in the conclusion section.

• Proceedings of KOSOMES biannual meeting
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• 2004.05b
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• pp.43-48
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• 2004

The development of the traffic system has brought relative reduction in aspect of the cost and time distance on the geographical space. SOC(social overhead capital), an express highway and railroad, has a great and absolute effect on the prosperity of community, As Mokpo is one of the community under the influence q West costal highway express and KTX(Korea Train Express), the number of the tourists visiting city of port like Mokpo has increasing gradually, especially at the high-demand season(in Summer). But the coastal passenger boot can't be capable of customers arriving at the port. As a result of this situation, the 'balking' occurs. No 'balking', means the jam of road. In this thesis, by understanding the concept and property of ARENA and simulating operation of coastal passenger boot at Mokpo port, intends to analyze the truth of 'balking' and finds an effective operation method of coastal passenger boot for the solution to the traffic jam. The solution to the jam in the vicinity of port of Mokpo, which try to develop tourism package commodity now, will present the effect of qualitative analysis in giving an opportunity of economic growth of the community, Mokpo.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.15-28
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• 2009

The purpose of this paper is to show the empirical extraction way of benchmarking ports for overcoming the shortcoming which the traditional DEA method has by using 20 Korean ports in 2003 for 2 inputs (birthing capacity, cargo handling capacity) and 2 outputs(Export and Import Quantity, Number of Ship Calls). Because DEA method has produced the limited set of efficient units which are reference to inefficient units respective of their differences in efficiency scores, it is necessary to adopt the more feasible benchmarking information according to the path analysis(tier or stratification). The core empirical results of this paper are as follows. Benchmarking ports against inefficient ports according to the tier analysis are that Masan Port(Janghang$\rightarrow$Jeju$\rightarrow$Seogoipo$\rightarrow$Yeosu), Jinhae Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando), Pohang&DonghaePort(Janghang$\rightarrow$Samcheonpo$\rightarrow$Pyungtag$\rightarrow$Samcheog), and Sogcho Port(Janghang$\rightarrow$Mogpo$\rightarrow$Seogoipo$\rightarrow$Wando). The policy implication to the Korean seaports and planners is that Korean seaports should introduce the new methods like Tier analysis of this paper for evaluating the port performance and enhancing the efficiency in short term, mid term, and long term according to the tier 3 stage, the tier 2 stage, and the tier 1 stage with original DEA stage.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.18 no.4
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• pp.348-359
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• 2006

The city of Mokpo suffers lowland inundation damages by sea water flooding even without harsh weather like a typhoon, due to the low level urban infrastructure facilities, oceanic environmental changes by constructions of seadike/seawall and sea level rise caused by global warming. This study performs constructing the simulation system which employs the MIKE21 software. And the system is applied to several typhoon- induced surges which had resulted in inundation at Mokpo. Virtual situation of flooding is simulated in case 59 cm of surge height, which had been occurred actually by RUSA(0215), coincides with Approx. H.H.W. Then the water level of 545 cm corresponds to the extreme high water level(544 cm) for 10 year return period after the construction of Geumho seawall. The results show rapid and broad inundation at Inner-Port, requiring additional preparations for flood protections.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.17-20
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• 2013

Many researches have been conducted in the field of constructing controllers for ships over 20 years. But still, ship automatic track-keeping controllers has not been designed for ship's automatic berthing as they considered nearly constant ship's speed. This study dealt with this problem to design track-keeping control on ship's model of SAE NURI using nonlinear mathematical expression. By using this control, the ship is auto track-kept in fare-way at reducing speed to anchorage place. The simulation results proved that this control can be adapted in ship's auto berthing in near future.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.12 no.4
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• pp.203-209
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• 2000

Mokpo coastal zone suffers from increase of tidal amplitude by the reclamation projects of Youngsan River Scadike, Youngam and Keumho Seawalls, resulting inundation oflower lands. Tidal records at Mokpo harbor show jumps just after each construction not only in the mcan high water level but also in extreme one. Thus the design water levels must be newly estimated by a frequency analysis with the data of period after the last construction. But this period is at most 6 years yet, which restrains the normal frequency analysis. In this paper, new approach of converting the past data to the present one by a numerical model is proposed. Converted 32 years and observed 6 years data enables normal frequency analysis.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.235-240
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• 2008

In case of EU and USA, a short sea shipping and coastal shipping which are safer and environmentally better than road transportation are used widely. But a share of freight transport by a coastal transportation is extremely poor in South Korea. In this paper, we propose a Mokpo-Jeju intermodal transportation based on logistics analysis results. Firstly, we investigate a freight and passenger of a Mokpo-Jeju shipping route. And secondly, the intermodal transportations such as sea-train, sea-road, RORO ship system are investigated. Finally, we propose a coastal transportation system utilizing RORO ship system for Mokpo-Jeju shipping route and identify a technical feasibility of a coastal transportation system.

• Journal of Korea Port Economic Association
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• v.34 no.3
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• pp.53-74
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• 2018

The purpose of this study is to give a guiding implications to strengthen the competitiveness of port policy in Philippines, considering the inefficiencies in the port infrastructures and management systems in the country, despite its average economic growth of 5-6% and subsequent increment in passenger and trading volumes. These growth figures imply a compelling need for a systemic development plan and impellent actions. This study used the analytic hierarchy process for conducting a port competitiveness analysis and the data on deterrent factors were collected through literature and internal government documents including on-site interviews of the parties involved. The implications of the analysis led the study to conclude the need for adopting an enhanced centralized management, a separate investment and management for ports, a grade classification of nationwide small-, medium, and large-sized ports, efficient incoming systems for port dues, and an advanced mode of financing and investment inducement, among others.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.31 no.3
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• pp.330-342
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• 1998

Benthic environmental parameters were analysed at 40 stations during the period from April 1995 to February 1996. such as water temperature, salinity, and dissolved oxygen (DO)-concentration in the surface and bottom water layers, grain size, chemical oxygen demand (COD), ignition loss, particulate organic carbon (POC) in the sediment of Youngsan River estuary. The water temperature ranged from 4.1 to $29.8^{\circ}C$ in the surface and 4.0 to $20.7^{\circ}C$ in the bottom layers. Salinity ranged from 15.1 to $33.6\%_{\circ}$ in the surface and 31.5 to $33.2\%_{\circ}$ in the bottom layer. The salinity in the outer pan of the study area was higher than that of inner area from autumn to spring, whereas they remained lower in summer. Dissolved oxygen concentration ranged from 5,1 to 11.2 $mg/\ell$ in the surface, and 0.79 to 10,2 $mg/{\ell}$ in the bottom layers. Hypoxic condition ($\le2.0mg/\ell$) was developed in the bottom water layer from Youngsan dike to Mokpo Harhour in summer due to the summer stratification. The surface sediment type was silty clay with a mean grain size of $9.12{\pm}0.45\phi$. The range of COD was from 6.15 to $15.49mgO_2/g$ with a mean of $10.59{\pm}12.64mgO_2/g$. The COD in the inner stations was relatively higher than that of outer stations, and decreased toward the outer part of the study area. Ignition loss (IL) ranged from 3.35 to $15.45\%$ with a mean of $5.96{\pm}1.91\%$. Principal component analysis was carried out from the following five environmental parameters: water temperature, dissolved oxygen in the bottom layer and mean grain size, clay content and COD in the sediment. The forty stations in the study area were classified into three stational groups. Group I was located in the inner part of the estuary characterised by relatively low surface salinity and bottom water temperature, fine sedimemt texture, high organic matter and low dissolved oxygen concentration during the summer. Meanwhile, Group III showing relatively high bottom salinity and water temperature was located in the outer part of the estuary characterising coarse sediment and low organic content in sediment. Group II was between Group I and Group III. The division of the areal groups had high correlations to the DO in the bottom layer and clay content in the sediment.