• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.327-328
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• 2022

The recent spread of the corona pandemic and a temporary surge in demand for consumer goods have resulted in an increase in port cargo volume, and the resulting port congestion is coupled with a shortage of labor in the port, exacerbating the global supply chain chaos. Supply chain disruptions will increase logistics costs and ultimately increase global inflationary pressures. In this situation, the role of the port, which is the nodal point between land and sea, is gradually becoming more important. And fully automated ports that are operated unmanned are evaluated as being able to respond stably and flexibly by reducing operational risks in situations such as COVID-19. Therefore, this study compared the operational performance of fully automated and non-fully automated terminals within the same port before and after the corona outbreak, and analyzed the fully automated terminal was stable in actual operation. As a result of the analysis, the fully automated terminal showed stable operating efficiency in all aspects of operational performance compared to the non-fully automated terminal even under severe port congestion due to COVID-19.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.35 no.6
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• pp.138-145
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• 2023

A study using numerical analysis techniques was conducted to examine the scour effect of pier-type dolphin structures installed in the domestic marine environment, and the effect of scour on horizontal bearing capacity was examined. In this study, we designed the berthing structures, taking into account the environmental and ground conditions of the target maritime area, and after calculating the predicted scour area, stability evaluation was performed by removing the ground elements of the area. The increase in scour depth was found to induce a direct decrease in horizontal bearing capacity due to soil loss in contact with the foundation, establishing a relationship that increases horizontal displacement. However, in the foundation designed to withstand the design load by reflecting the safety rate, the increase in horizontal displacement formed by possible scour is not large, which did not have a dominant effect on the horizontal bearing capacity of the foundation. In the future, research is required to analyze the impact of each factor and formalize evaluation and design techniques to evaluate the scour safety of marine foundations and pier-type structures installed in various ground conditions and structural formats.

• Journal of Korean Ophthalmic Optics Society
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• v.11 no.3
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• pp.217-223
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• 2006

The purpose of this study is to provide improvements and standards of trial lens, in a situation that there is a lack of standards of trial lens set that have been used for self-conscious refraction test after helm refraction test at about 5,000 opticians, ophthalmologic clinics and hospitals, and contact-lens shops, that there is a lot of discrepancies between refraction specified and the actual power, and that there is no regulation of optical tolerance error. For the study, opticians who have used Trial lens set were asked to participate in a questionnaire survey through continuing education, and divided into those who have used domestic lens and those who have used imported lens, 5 opticians each for less than 5 years, 5 to 10 years, more than 10 years. The measurement of both refraction specified and the actual diopter was compared to Japan Industrial Standards(JIS T4402). As a result of comparative analysis, more than 80% of respondents have had reliability on the refraction of trial lens they had used, indicating that they have never measured the refraction specified and the actual diopter after buying them. Besides, Korean Industrial Standards(KS P4402) has been imperfect in diopter range since it was legislated in 1979. More than 95% of respondents have been unsatisfied with optometry. Also, it has indicated that refraction error is more frequent in long-term-used trial lens. The conclusion is that it is necessary to standardize trial lens set and that it is required to add lens to lens set provided under KS P4402. Moreover, it is necessary to have supervisory agency for a standardization of trial lens. I hope that both domestic lens and imported lens, as in German and Japan, will be tested to find whether they meet optical tolerance error and standard trial lens will be distributed. Good optic inspection is required for the improvement and management of eye health and optical function, and the same standard trial lens set should be used. whoever is tested. Also, I hope that trial lens set will be specified within standards and tolerance error.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.31 no.2
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• pp.226-244
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• 1998

The relationship between the transport of eggs and larvae of Anchovy (Engraulis japonica) and the oceanic condition in the southern sea of Korea was examined on August and November 1996. In summer (August), when the Tsushima Warm Current is strong near to the coast, the warm waters such as warm streamers from the Tsushima Warm Current intrude into the coastal area, and cyclonic circulations are formed. The warm water intrusions also generate wakes around Komun Island, Sori Island and Koje Island. In the coastal area where the warm water intrusions occur, the nutrients, dissolved oxygen, suspended solid and chlorophyll are concentrated in probably relation to the upwelling concerned with this warm streamer and/or the wakes. Anchovy eggs and larvae are transported to the coastal area by the cyclonic circulations. The hatching and growth of anchovy larvae are increased because of high primary production in the cyclonic circulations. However, as the amount of Copepods which are a main food for anchovy larvae decrease in the coastal area, anchovy larvae seem to move to the Isushima Warm Water area for seeking a prey. In autumn (November), the Tsushima Warm Current is far away from the coast. In this season the warm water intrusions almost disappear, and the small scaled frontal eddies are formed between the coastal water and the Tsushima Warm Water. As the surface water moves towards offshore, few anchovy eggs and larvae were sampled in the survey area. Chemical and biological substances are concentrated in the leftdown sides of the small scaled frontal eddies because of eddy formation.

• Journal of Korean Ophthalmic Optics Society
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• v.20 no.3
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• pp.363-368
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• 2015

Purpose: In this study, dominant eye is monitoring and level of dominant was measured in subjective and objective test. Methods: The average age of 21.08 years old of 129 adult (69 male, 60 female) who was no underlying ocular disease were participated in this study. dominant eye was determined by monocular instrument in subjecttive test and using a thin ring ($3.8cm{\times}3.8cm$) in objective test and level of dominant was measured direction of movement of the thin rim. Results: In the subjective test, there are 100 (77.52%) subjects whose dominant eye was right eye, and 29 (22.48%) subjects whose dominant eye was left eye. In the objective test, 90 (69.77%) subjects had right eye d and 33 (25.58%) subjects had left eye, as dominant eye, and 6 (4.65%) subjects had no dominant eye. Comparison of subjective test and objective test by dominant eye were equal in the 104 (80.62%) subjects, unequal in the 19 (14.73%) and center 6 (4.65%) subjects. The level of dominant eye in objective dominant eye test, there were middle 52 (57.78%) subjects, high 38 (42.22%) subjects in the right eye, and middle 25 (75.76%) subjects, high 8 (24.24%) subjects in the left eye. Conclusions: In this study O - Ring Test hasadvantage of direction and level of dominant eye, and middle or center dominant eye was shown in unequal. From this results, testing of dominant eye should be relationship equal and unequal, also required to be study in dominant eye level in binocular vision.

• Journal of Navigation and Port Research
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• v.34 no.10
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• pp.781-786
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• 2010

In this study, a new concept of ocean transport system, called the mobile harbor serving for a short distance transport of containers with cargo handling cranes between mother containerships and coastal ports, is introduced. Instead of direct berthing a very large containership at the coastal port, Mobile Harbor is moving to the offshore mooring basin with enough water depth condition. Therefore, investigation of the coastal environment, technical condition and limitation of the domestic trade ports for the application of Mobile Harbor, is essential process. To figure out the accessibility of mobile harbor, the environmental conditions, the cargo handling capacity and marine traffic volume and flow pattern has been analyzed with the tools for marine traffic simulation and virtual navigation aids system. The most proper Mobile Harbor mooring areas among trade ports of the south and east coast are selected by analyzing the obtained information and evaluating its application: (1) Under natural environmental conditions such as air and sea weather, three candidate areas are selected such as Masan port, Ulsan port, and Busan(New port) port. (2) Under marine traffic and appropriateness of water facilities, three candidate areas are selected as Mokpo port, Busan(New port) port, and Donghae & Mookho port (3) For a region-based analysis considering handling capacity and the local managed trade ports in vicinity, three candidate areas are selected as Busan region, Yosu & KwangYang region, and Mokpo region. Through this study, the basic guideline for selection of optimum trade port and offshore mooring basin for mothership and Mobile Harbor is recommended. In order to apply the Mobile Harbor to the real water, navigaton aids as the virtual route identification with AIS must be introduced for maritime safety in the vicinity of Mobile Harbor area which berthing and cargo handling is being conducted.

• 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 the Korean Institute of Traditional Landscape Architecture
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• v.38 no.2
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• pp.14-30
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• 2020

This study focuses on the fact that pictorial maps in the late Joseon Dynasty were conceptual diagrams with the place names perceived by the people at the time of their production. In this regard, targeting on five pictorial maps, the humanistic landscape characteristics of Pyongyang, which had cultural identities such as a historically old, commercial, and Pungnyu(appreciation for the arts) city, were derived as follows. First, the historic legitimacy of Pyongyang Castle was represented by ritual and religious facilities. They include 'Dangunjeon' and 'Gijagung' related to the nation founder, 'Munmujeong': the remains of Goguryeo, 'Sajikdan' & 'Pyongyanggangdan': the place of the national rites, Hyanggyo and Seowon: education & rite functions, Buddhism and Taoist facilities, 'Yongsindang', 'Sanshindang', and 'Jesindan': folk religion facilities. Gija-related facilities, which became symbols of Pyongyang due to the importance of Small-Sinocentrism and Gija dignity tendency, were distributed throughout Pyongyang Castle though, the facilities related to King Dongmyeong of Goguryeo and the spaces of religion praying for blessings are spread in Bukseong and on the riverside of Daedonggang each. Second, as a Pyongando Province's economic center, Pyongyang's commercial landscape was represented by logistics and transportation facilities. The Daedonggang River, which was in charge of transportation functions, had many decks such as 'Yangmyeongpo', 'Cheongryongpo' and 'Waeseongjin' and bridges, such as 'Yeongjegyo' and 'Gangdonggyo', which connected major transportation routes. The road network was created in Oeseong area to facilitate logistics transportation and management, and many warehouses named after the jurisdiction of Pyongyangbu were distributed near the roads and Provincial Offices of the main gates. In addition, it was characterized by the urban area systematically divided with hierarchical roads, 'Bukjangnim' of willow trees planted on the main entrance roads of Pyongyang Castle, a linear landscape created by 'Simnijangnim' consisting of mixed forests with elm trees. Third, Pungnyu City is realized by the distribution of amusement facilities. The riverside of Daedonggang adjacent to Naeseong exhibits characteristics of artificial landscape such as a canal leading to the inside of the castle, a docking facility with embankments, and a port with cargo ships anchored. However, Bukseong of the natural surroundings had numerous pavilions and platforms such as 'Bubyeongnu', 'Eulmildae', 'Choeseungdae', 'Jebyeokjeong' and engraved letters such as 'Cheongnyubyeok', 'Jangbangho'. 'Osunjeong', 'Byeogwolji', 'Banwolji' near 'Sachang', and 'Aeryeondang', built on the island of a square pond, created waterscape in Naeseong invisible from the Daedonggang, and for practical purposes, ponds and repeated willow vegetation landscape related to Gija were placed in the western rampart of Jungseong. In addition, 'Seonyeondong', a cemetery of Gisaeng, located near by Chilseongmun, was used as poem titles and themes by literary people, contributing to the creation of the Pungnyu image of Pyongyang.

• Korean Journal of Remote Sensing
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• v.38 no.6_1
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• pp.1463-1478
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• 2022

Maritime transport accounts for 99.7% of the exports and imports of the Republic of Korea; therefore, developing a vessel monitoring system for efficient operation is of significant interest. Several studies have focused on tracking and monitoring vessel movements based on automatic identification system (AIS) data; however, ships without AIS have limited monitoring and tracking ability. High-resolution optical satellite images can provide the missing layer of information in AIS-based monitoring systems because they can identify non-AIS vessels and small ships over a wide range. Therefore, it is necessary to investigate vessel monitoring and small vessel classification systems using high-resolution optical satellite images. This study examined the possibility of developing ship monitoring systems using Compact Advanced Satellite 500-1 (CAS500-1) satellite images by first training a deep learning model using satellite image data and then performing detection in other images. To determine the effectiveness of the proposed method, the learning data was acquired from ships in the Yellow Sea and its major ports, and the detection model was established using the You Only Look Once (YOLO) algorithm. The ship detection performance was evaluated for a domestic and an international port. The results obtained using the detection model in ships in the anchorage and berth areas were compared with the ship classification information obtained using AIS, and an accuracy of 85.5% and 70% was achieved using domestic and international classification models, respectively. The results indicate that high-resolution satellite images can be used in mooring ships for vessel monitoring. The developed approach can potentially be used in vessel tracking and monitoring systems at major ports around the world if the accuracy of the detection model is improved through continuous learning data construction.

• 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.