• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2018.05a
• /
• pp.222-224
• /
• 2018

국내 항만배후단지 중 최대 연약층 심도, 초연약 지반이 분포하는 부산신항 남컨테이너부두 항만배후단지 조성공사에 요구되는 지층분포 특성에 따른 연약지반개량의 표층처리 및 연직배수공법 등 제반사항을 유사사례, 시공성 및 경제성 등을 종합적으로 고려하여 제공하였다. 본 설계를 통해 연약지반개량 중 대심도 연직배수를 위한 PBD 타설 장비의 개량을 유도하였으며, 유지관리 및 대심도 연약지반에 따른 경제성을 고려한 허용잔류 침하량을 토지 용도별로 분류하여 제시하였다.

• Journal of Navigation and Port Research
• /
• v.42 no.6
• /
• pp.501-506
• /
• 2018

Container terminals can maximize operational efficiency when appropriate berths (lengths) and yard capacity are secured. However, some container ports, such as Busan New Port, are separated and operated individually, which limits the efficiency of logistics. In this study, it was analyzed that the efficiency of the overall terminal operation (logistics) can be greatly improved when the yard co-petition area is used for two adjacent container terminals.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2019.05a
• /
• pp.45-47
• /
• 2019

과거 국내의 선사들의 주력선대는 8,000TEU급 이었으나, 현재 10,000TEU급 이상 선박의 대형화가 추세이다. 부산항 신항의 경우 2006년 1월 개항당시 4,000~7,000TEU급선박을 대상으로 수심 15m로 항만을 건설하였다. 10,000TEU급 이상의 선박이 안전하게 기항하려면 수심이 최소 16m 이상 확보되어야 하며, 이에 세계적인 컨테이너선 대형화에 발맞춰 수심 17m까지 증심준설 공사를 추진하고 있는 실정이다. 본 연구에서는 조류관측 자료를 토대로 부산항 신항 1-2단계 증심준설에 다른 부산신항만 해역의 하계조류 특성변화를 파악하였다.

• Korean Journal of Environment and Ecology
• /
• v.26 no.5
• /
• pp.654-667
• /
• 2012

To know the effect of construction works at the Busan New Port on the activity of otters, changes in the distribution of spraints were investigated at 5 areas(I-V) composed of 16 locations in 12 islands from 2003 to 2011. There were significant differences among the density of spraints at each area(P=0.0502), at each year(P=0.0040) and at each area during the study period(P=0.0005). The densities of spraints in the areas II (P=0.000) and IV (P=0.012) were significantly different according to whether the construction work was carried out or not at each area. It was found that the density of spraints in each area was affected by the disturbance with construction works or other factors inside and/or outside the area. The average density of spraints of the 5 areas had changed according to the process of the construction works as follows. In 2003-2005 when the construction work was proceeded mainly at the area IV, the average density of spraints of the 5 areas as well as the density in the area II increased annually, whereas the densities in the other 4 areas were low and relatively constant. This fact suggests that otters might have moved into the area II from outside the study area. In 2006-2009 when the construction works were carried out on a larger scale at the areas I, II and III, there was a little decrease in the average density of spraints during the latter two years, suggesting a little decrease in the activity of otters in the study area. As regards the density of spraints at each area, it decreased considerably in the area II, but increased fairly in the areas III and IV. Accordingly it was indicated that otters in the area II where the construction work was carried out since 2006 might have moved into the area IV with no work, and otters inhabiting the Jeodo, Geoje city, where the construction work was carried out at that time, might have moved into the area III with no work at the sea shore. In 2010-2011 when the construction works were conducted at all the areas on a fairly large scale, the average density of spraints of the 5 areas as well as the densities in the areas II, III and IV, decreased considerably compared to the those in the year 2009. This fact clearly indicates that the number of otters decreased owing to the multiple simultaneous works in this period. In conclusion, otters must be affected by the construction works at the study area, and their numbers might be decreased mainly due to the multiple simultaneous works, as well as by the long-term works resulting in the decrease of seashore, marine pollution, and reducing prey available.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.37 no.3
• /
• pp.541-547
• /
• 2017

In Yongwon channel, its natural flow of seawater is blocked by the construction of Busan Newport including the container berth. The channel was transformed into a narrow and long one, where it is possible that ships are only allowed to pass through the north-side channel of Gyeonmado located at the point of river mouth to Songjeongcheon. So it is considered that the changes in the terrain characteristics of Yongwon channel is likely to alter the circulation of sea water, thereby changing its water quality. Contaminants are accumulated from the sediment release. In this study, before and after dredging the sediment release test was performed. As a result, after the sediment dredging is performed, the reduction rate was higher at the same point. The results show that the water quality can be improved by dredging. Each group (A~C) reduction rate of the evaluation of the reduction rate of 4.64% T-N, 18.00%, 18.59%, respectively. T-P rate of 24.75% reduction, 24.17%, 44.08%, respectively. COD reduction rate was 18.57%, 19.76%, 38.08%, respectively. These results can be used as basic data for controlling the contamination by dredging in Yongwon channel.

• Journal of Korean Society of Environmental Engineers
• /
• v.33 no.2
• /
• pp.93-102
• /
• 2011

In this study, experiments on total digestion and sequential extraction were conducted in order to understand total metal contents, and mobility, bioavaliability and toxicity of metals in marine dredged sediment from Busan New Port. The total concentrations of arsenic and heavy metals in the dredged sediment were relatively low as follows: Al (2.36~2.96 wt.%), As (1.6~3.3 mg/kg), Ba (30.0~33.8 mg/kg), Cd (0.12~0.18 mg/kg), Cr (27.5~35.0 mg/kg), Cu (11.3~15.0 mg/kg), Fe (2.91~3.51 wt.%), Mn (324~408 mg/kg), Ni (18.8~23.8 mg/kg), Pb (23.8~31.3 mg/kg), and Zn (70.0~86.3 mg/kg). In addition, it was found that most of Al (87.5~95.9%), As (74.1~93.8%), Ba (71.8~77.6%), Cr (69.5~94.3%), Cu (50.0~78.7%), Fe (70.8~87.6%), Ni (64.5~75.3%), Pb (53.4~64.3%), and Zn (62.5~81.7%) existed in the residual fraction, meaning that those elements might come from natural sources. On the other hand, Cd and Mn were present mainly in the non-residual fraction. Due to low concentrations of toxic heavy metals and high percentage of residual fraction, it could be possible to reuse the dredged sediment for bricks, pavement base material, etc.

• Journal of the Korean Geotechnical Society
• /
• v.23 no.7
• /
• pp.87-98
• /
• 2007

A series of dilatometer test, field vane test, and $CK_0U$ triaxial test were performed for clayey soils of Busan new port site to develop the relationships between undrained shear strength and the DMT results. Normalized undrained shear strength is turned out to be $S_{u(CKU)}/{\sigma}'_v=0.30{\sim}0.35\;for\;CK_0U$ triaxial test and ${\mu}S_{u(VST)}/{\sigma}'_v=0.20{\sim}0.22$ for vane shear test. By comparing the undrained shear strength estimated from DMT indices with the results measured by in-situ vane test or $CK_0U$ triaxial test, two methods to predict the undrained shear strength from DMT results are suggested. One is based on the relationship between $S_u/{\sigma}'_v$ and horizontal stress index (KD) while another method comes from $N_c-I_D$ and $N_c-E_D$ correlation. It was observed that the method based on $N_c-I_D\;or\;N_c-E_D$ relation shows slightly better accuracy than the one based on $K_D$ although all of the methods suggested in this study provided comparable values of predicted undrained shear strength. Since the definitions of $I_D\;and\;E_D$ contain $p_1-p_0$, in which soil condition is reflected, it is believed that the prediction method using $N_c$ is capable of taking a material type into consideration.

• Journal of Fisheries and Marine Sciences Education
• /
• v.21 no.1
• /
• pp.96-105
• /
• 2009

Recently, the logistics companies are constructing distribution market for logistics service in hinterland which is convenient for management and activity of logistics. Since the expansion of hinterland has physical constraints and related to the adjacent cities, it is vital to select value added types of logistics in the business. This study determines the priority of logistics business types in the hinterland of Busan's new port using DHP, and also it suggests future types of logistics business by comparing result of study with the enterprises located in the hinterland. As a result, the inter-modal transport business has higher weight than the storage business. The distribution manufacturing business also has relatively high weight. Therefore, the inter-modal business and storage business need to keep a present status in hinterland, and the distribution manufacturing business should consolidate the role.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2004.11a
• /
• pp.303-307
• /
• 2004

The scale of ship's cargo transport is getting larger, more economics of scale are gained the speed is higher and the size of quay fundling equipment in container terminal is larger. The productivity cf the quay qffects occupation for limited scale of yard. This paper aims to calculate the yard occupation by handling systems, such as OHBC, RMGC, RTTC, etc, and lay-out.

• Proceedings of the KSR Conference
• /
• 2011.10a
• /
• pp.3256-3263
• /
• 2011

Large scaled railway freight transportation facilities in harbors are located in Busan port and Gwangyang port. The port rail depot plays an important role as the departure and destination function of railway logistics. However, presently, it is not relatively vitalized because it is not reflect the railway freight transportation's characteristics such as scale of railway tracks or yards area. In addition, even if port rail depot is vitalized, processing capacity is already saturated. Therefore, it is difficult to increase rail transport quantity. To activate railway container transportation business, it is very necessary to recalculate the facility size of port rail depots. Focused on the Busan new port rail depot, this paper analyzes the problems of port rail depot facility that has currently opened and finds some alternatives to resolve them.