• Journal of Korea Port Economic Association
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• v.34 no.2
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• pp.69-82
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• 2018

The number of ships serviced at the container terminals in Busan is increasing by 2.9% per year. In spite of the increase in calling ships, there are no official records of waiting rate by the port authority. This study attempts to compare the theoretical ship waiting ratio and actual ship waiting ratio. The actual ship waiting ratio of container terminals is acquired from the 2014 to 2016 data of PORT-MIS and Terminal Operating System (TOS). Furthermore, methods and procedures to measure the actual ship's waiting rate of container terminal are proposed for ongoing measurement. In drawing the theoretical ship waiting ratio, the queuing theory is applied after deploying the ship arrival probability distribution and ship service probability distribution by the Chi Square method. As a result, the total number of ships waiting in a terminal for three years was 587, the average monthly service time and the average waiting time was 13.8 hours and 17.1 hours, respectively, and the monthly number of waiting ships was 16.3. Meanwhile, according to the queuing theory with multi servers, the ship waiting ratio is 31.1% on a 70% berth occupancy ratio. The reason behind the huge gap is the congested sailing in the peak days of the week, such as Sunday, Tuesday, and Wednesday. In addition, the number of waiting ships recorded on Sundays was twice as much as the average number of waiting ships.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.189-195
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• 2008

This study analyzed the characteristics of sea water transport between Busan New-port and the Nakdong River estuary. A current meter was placed on a pier bridge and the current velocity was analyzed to determine the flow direction. Water temperature, salinity, turbidity, and tide were also measured to determine the characteristics of sea water and to describe the tidal current between the two regions. The results indicated that the dominant outflow direction of the ebb tidal current was from the Nakdong River estuary to Busan New-port. Conversely, during a flood tide, the dominant direction was from Busan New-port to the Nakdong River estuary. The maximum current speed during the first and second field measurements was about 13.18 and 30.80 cm/ sec, respectively. During the first field measurement, the total volume of sea water transport was $184.71\;m^3/sec$ and the residual volume transport was $+59.74\;m^3/sec$. By contrast, during the second field measurement, the respective values were $331.15\;m^3/sec$ and $28.88\;m^3/sec$.

• Journal of Navigation and Port Research
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• v.41 no.6
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• pp.415-422
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• 2017

In a situation where there is excessive competition among logistics centers due to the low price of logistics centers for attracting freight volume, the conditions provided by the logistics centers are similar. Therefore, in order to determine the logistics center, we want to find out what kind of differentiated service the shippers desire, as well as what level of service they want in addition to al ow price. There are currently no studies about the service quality of logistics centers. The components of the service quality of the logistics center were extracted by applying them to the logistics center based on the existing service quality theory. Factor analysis revealed five dimensions of service quality: tangibility, reliability, empathy, assurance, and know-how. It was found that service quality had a statistically significant influence on customer satisfaction, from the investigation of the causal effect relationship. In addition, 'Know-How' among these factors has more influence on customer satisfaction, so it is important to accumulate differentiated 'Know-How' only in logistics centers.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2005.10a
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• pp.111-116
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• 2005

The approaching waters of Po-hang port will be increased the traffic volume and passage of larger vessel according to the opening of Young-il new port in 2006. But the adjacent area of Po-hang port still exist the danger elements of safe navigation, the disordered navigation and traffic congestion. Therefore the safety of traffic must be improved in Po-hang vicinity area. This paper describes the status of marine traffic flow and navigational characteristics based on the marine traffic survey using the exclusive software, and the results of marine traffic survey classify into the ship's types and tonnage and track history of passing ships through the statistical method. Finally the examinations of main traffic route, traffic flow and navigational characteristics are discussed, and these results can be utilized the best design of ship's routing at the Po-hang approaching water.

• Journal of Navigation and Port Research
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• v.44 no.3
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• pp.174-180
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• 2020

With the removal of underwater obstacles in the Busan New Port, the water depth of the pier has been secured up to 17m, and the port authority is constantly responding to the trend of container vessels becoming larger. Also, in 2020, 24,000TEU class container ships are entering to the port, and it is planned to secure the depth in the port to 23 m later in line with this trend. Mega container ships must check in advance the factors to be considered depending on the situation at the time, and for this, it is judged that information sharing among stakeholders is necessary. In this paper, to understand the effect of the corresponding route because of the mega container ships, a transit safety evaluation was conducted based on statistical data on ship entry and departure and maneuver characteristics of corresponding ships. The result showed that the transit of the mega container ships has increased up to 8.4% comparing to the risk of 4,000TEU class container ships. Additionally, safety measures such as minimum safety depth and tug operation plans were presented by gathering opinions on operational characteristics from the perspective of pilotage for safe transit in the Busan New Port area. Through this, it is considered that it will be possible to contribute to the prevention of accidents when entering and leaving the Busan New Port.

• Journal of Korea Port Economic Association
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• v.32 no.1
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• pp.97-122
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• 2016

Incheon port attained two million TEU of container throughput between 2013 and 2014 as a third port in domestic container throughput. It opened a new port in Song-do, Incheon in June 2015 to prepare for the continuing increase in container throughput.Therefore, it has provided the platform for being the major container port domestically and internationally. As the role of the new port increases, the role and direction of the Incheon port liner service network attracts attention. This study analyzes the centrality of the Incheon port liner service network by using SNA (Social Network Analysis), which was introduced in the maritime economics area recently, focusing on the Incheon port liner service network. We recognize the degree centrality, closeness centrality, and betweenness centrality of each port and its effect on the Incheon port liner service network. The study showed that for Incheon port, the centrality of the Busan port in Korea, and the Hong Kong port, is high outside the country. This helps us determine that the hub of the Incheon port is neither Shanghai nor Singapore, which ranks first and second, respectively, on container throughput. It is also helps us to know that eastern China's ports have not played a role of the hub of the Incheon port until now because of the relatively low centrality of eastern China's ports.

• Journal of Korea Port Economic Association
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• v.32 no.3
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• pp.1-20
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• 2016

The objective of this study was to select world top 20 major container terminals that belong to Korea and China as comparison units to analyze their efficiency and productivity trend. Super Efficiency Data Envelopment Analysis(SE-DEA) and Malmquist Productivity Index(MPI) models were applied to this study. Compared with previous studies, we narrowed down the scope of the comparison units to terminals and conducted more detailed analysis to present more meaningful implications to the actual operation. The different result from existing studies, SE-DEA analysis implied that the major terminals of Busan New Port showed similar efficiency and productivity with China's terminals. In MPI analysis, the average index of Korean and China's terminals is 1.051 and 1.049. The analysis indicates that the productivity was improved 5.1% and 4.9% annually. From 2012 to 2015, the average terminal TCI index of South Korea and China were 1.032 and 1.0318-the main factor which influences MPI. This means improving productivity mainly rely on investment in new equipment and technology upgrades rather than improve operational efficiency over the past few years. Future management decisions should consider more aggressive marketing to increase the volume and improve operational efficiency to enhance productivity. Further research should apply the overall efficiency of the methodology considering the financial diversification, terminal capacity, service levels, and other factors.

• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.61-67
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• 2008

This study analyzes the characteristics of material transportation between Busan new-port and Nakdong river estuary. Measurements of water temperate, salinity, turbidity, and tide is also analyzed to determine the characteristics of sea water and described the tidal current between two regions. For the purpose of indicating characteristics of tidal current numerical modeling is used. From the observed results, the total volume transport of sea water calculations revealed $184.71m^3/sec$ and residual volume transport was $(+)59.74m^3/sec$ during the 1st field measurement, and the total volume transport was $331.15m^3/sec$ and residual volume transport was $(-)28.88m^3/sec$ during the 2nd. The numerical simulation for three different topography cases are calculated. The results are summarized as follows: 1) The volume of material transportation about $0.7\sim18.4%$ is decreased as the depth of Busan new-port decrease (10 m). 2) The volume of material transportation about $3.5\sim21.9%$ is increased, as channel(water depth is 5 m) constructed to the Nakdong river estuary direction.

• Journal of Navigation and Port Research
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• v.45 no.4
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• pp.186-193
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• 2021

To enhance the competitiveness of the Busan Port in accordance with changes in global shipping and port industry trends, the Busan New Port is promoting step-by-step integration and developing a port resource-sharing platform. However, inefficient resource-sharing can cause unnecessary additional costs or impede port productivity, so accurate supply and demand matching of shared resources is required. In this study, the supply and demand of port resources were investigated for employees of Busan New Port and North Port, and port resources that could be ideally shared through IPA(Importance Performance Analysis) were analyzed. As a result of analyzing the equipment in the port, Yard Tractor, Reach Stacker, and Top Handler were the top considerations, and for facilities in the port, berths and aprons, empty container yards, and refrigerated container yards were the most important considerations. As for the data in the port, gate status, equipment specifications, and berth and apron conditions were the top considerations.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.7
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• pp.904-914
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• 2020

Through the Ministry of Trade, Industry, and Energy, South Korea is trying to support the "Building Project for Liquified Natural Gas (LNG) Bunkering Ship," centered on the Korea Gas Corporation, while the Ministry of Maritime Af airs and Fisheries is pushing to construct an LNG bunkering terminal at Busan New Port. LNG bunkering ships are essential for supplying LNG fuel from the terminal to the ships, resulting in the need for safety operation procedures. Therefore, in this study, the stability of a coastal LNG bunkering ship operating from Busan New Port to the anchorage in Busan Port was assessed to investigate the need for operational procedures for coastal LNG bunkering ships. Seakeeping analysis of the LNG bunkering ship was performed for each significant wave height by combining the response amplitude operator from the ship motion analysis under the potential flow theory with the actual observed sea data for five years and Texel, Marsen, and Arsloe (TMA) spectrum suitable for the Busan coast. The results showed that the roll and horizontal acceleration were the main risks that affected the navigation seakeeping performance above a significance wave height of 2 m. The operational periods of the LNG bunkering ship ranged from 83.3% to 99.9% of the total observation period.