• Korean Journal of Remote Sensing
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• v.39 no.5_4
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• pp.1173-1183
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• 2023

Over the past 20 years, Korea's overall import and export cargo volume has increased at an average annual rate of approximately 5.3%. About 99% of the cargo is still being transported by sea. Due to recent increases in maritime cargo volume, congestion in maritime logistics has become challenging due to factors such as the COVID-19 pandemic and conflicts. Continuous monitoring of ports has become crucial. Various ground observation systems and Automatic Identification System (AIS) data have been utilized for monitoring ports and conducting numerous preliminary studies for the efficient operation of container terminals and cargo volume prediction. However, small and developing countries' ports face difficulties in monitoring due to environmental issues and aging infrastructure compared to large ports. Recently, with the increasing utility of artificial satellites, preliminary studies have been conducted using satellite imagery for continuous maritime cargo data collection and establishing ocean monitoring systems in vast and hard-to-reach areas. This study aims to visually detect ships docked at berths in the Busan New Port using high-resolution satellite imagery and quantitatively evaluate berth utilization rates. By utilizing high-resolution satellite imagery from Compact Advanced Satellite 500-1 (CAS500-1), Korea Multi-Purpose satellite-3 (KOMPSAT-3), PlanetScope, and Sentinel-2A, ships docked within the port berths were visually detected. The berth utilization rate was calculated using the total number of ships that could be docked at the berths. The results showed variations in berth utilization rates on June 2, 2022, with values of 0.67, 0.7, and 0.59, indicating fluctuations based on the time of satellite image capture. On June 3, 2022, the value remained at 0.7, signifying a consistent berth utilization rate despite changes in ship types. A higher berth utilization rate indicates active operations at the berth. This information can assist in basic planning for new ship operation schedules, as congested berths can lead to longer waiting times for ships in anchorages, potentially resulting in increased freight rates. The duration of operations at berths can vary from several hours to several days. The results of calculating changes in ships at berths based on differences in satellite image capture times, even with a time difference of 4 minutes and 49 seconds, demonstrated variations in ship presence. With short observation intervals and the utilization of high-resolution satellite imagery, continuous monitoring within ports can be achieved. Additionally, utilizing satellite imagery to monitor changes in ships at berths in minute increments could prove useful for small and developing country ports where harbor management is not well-established, offering valuable insights and solutions.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.137-148
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• 2017

Port service level is a metric of competitiveness among ports for the operating/managing bodies such as the terminal operation company (TOC), Port Authority, or the government, and is used as an important indicator for shipping companies and freight haulers when selecting a port. Considering the importance of metrics, we developed software to objectively define and manage six important service indicators exclusive to container and bulk terminals including: berth occupancy rate, ship's waiting ratio, berth throughput, number of berths, average number of vessels waiting, and average waiting time. We computed the six service indicators utilizing berth 1 through berth 5 in the container terminals and berth 1 through berth 4 in the bulk terminals. The software model allows easy computation of expected ship's waiting ratio over berth occupancy rate, berth throughput, counts of berth, average number of vessels waiting and average waiting time. Further, the software allows prediction of yearly throughput by utilizing a ship's waiting ratio and other productivity indicators and making calculations based on arrival patterns of ship traffic. As a result, a TOC is able to make strategic decisions on the trade-offs in the optimal operating level of the facility with better predictors of the service factors (ship's waiting ratio) and productivity factors (yearly throughput). Successful implementation of the software would attract more shipping companies and shippers and maximize TOC profits.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2004.04a
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• pp.407-412
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• 2004

A problem of handling capacity calculation of berth is very important factor for decision about a port development scale like as the number of berth, size of back storage yard. If handling capacity per berth calculated low, the number of berth is increasing and the size of yard decided for propriety level of handling capacity. The propose of this paper is re-calculate of handling capacity for Busan container port by firstly government plan and actual result of Busan port like as waiting rate, berth share and handling capacity, and then realistic number of crane and berth share to be applied.

• Journal of Intelligence and Information Systems
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• v.6 no.2
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• pp.1-14
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• 2000

The berth and crane scheduling problem in a container terminal encompasses the whole process of assigning berth to each ship, determining the duration of berthing, assigning container cranes to each ship, and determining the specific start and end time of each crane service, for all the ships scheduled to be arriving at the terminal during a certain scheduling horizon. This problem is basically a constraint satisfaction problem in which cranes and berths should be assigned in such a way that all the spatial and temporal constraints are satisfied without any interference. However, it is also an optimization problem because the requested arrival and departure time should be met for as many of the scheduled ships as possible, while the operation cost of the terminal should be minimized. In this paper, we present an effective and efficient approach to solving this type of problem, which combines constrain satisfaction search and heuristic repair. We first employ a constraint satisfaction search to find a feasib1e solution. Then, the feasible solution is modified to a more optimal one by iteratively applying our heuristic repair operations within the framework of constraint satisfaction search. Experimental results with a real data from Pusan East Container Terminal showed that our approach can derive a schedule of satisfactory quality in a very short time.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2012.06a
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• pp.374-376
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• 2012

항만개발 등에 대한 해상교통안전진단이 활발히 일어나고 있다. 광양항 원료부두 7선석 해상교통안전진단 사례 소개를 통하여 현재 이루어지고 있는 해상교통안전 진단 방법을 소개하고, 도출된 문제점에 대한 해결방안을 제시하였다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.271-272
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• 2018

부산항 신항은 현재 21개의 선석 규모에서 2030년까지 총 40선석까지 확대할 계획을 갖고 있다. 항만의 확대에 따라 선박 통항량 증가가 예상되며, 이를 대비해 해상교통관제도 해상교통량을 기반으로 집중관제구역을 설정할 필요가 있다. 본 연구는 부산항 신항을 대상으로 해상교통위험도 모델을 이용해 위험구역을 정량화하고 집중적으로 관제가 필요한 구역을 도출하는 것을 목적으로 한다.

• Journal of the Korea Society of Computer and Information
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• v.9 no.4 s.32
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• pp.117-125
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• 2004

The berth and crane scheduling problem in a container terminal encompasses the whole process of assigning berth to each ship. determining the duration of berthing, assigning container cranes to each ship, and determining the specific start and end time of each crane service, for all the ships scheduled to be arriving at the terminal during a certain scheduling horizon. This problem is basically a constraint satisfaction problem in which all the constraints should be satisfied. However, it is also an optimization problem because the requested arrival and departure time should be met for as many of the scheduled ships as possible. while the operation cost of the terminal should be minimized. In this paper. I present an effective approach to solving this problem, which combines both constraint satisfaction search and iterative improvement search. I test this method on a real world container terminal problem and the results show that the method can produce better results than any other existing method.

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.125-140
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• 2009

Development strategies of Saemangeum New Port are as follows : First, get port terminal areas to be larger. Second, establish the strategy of investment attraction in consideration of the cargo to be handled in Saemangeum New Port. Third, attract regional cargo from such Chinese provinces as Gangso and Sandongseong so as to differentiate it from the existing ports. Finally, construct such connecting programmes as the strategy of the Hub-and-Spoke calling at ports that can make a mutual win-win competition rather than an opposing competition to attract the cargo from the existing port.

• Journal of Navigation and Port Research
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• v.30 no.5 s.111
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• pp.389-396
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• 2006

With the recent port environment, the integration of the separated berth is being actively progressed and the necessity of integration has been strengthening. Therefore, the application of existing gates have to review in order to reduce the truck turnaround time and to distribute the truck traffic volume in port container terminal. This paper analyzed the operation impact both the integrated gate and the separated gates. As the result of the analysis, this study suggests the separated gate system as an efficient design for gate operation considering integration of two individual berth.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 1999.10a
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• pp.152-152
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• 1999