• Proceedings of the Korean Society of Coastal and Ocean Engineers Conference
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• 1997.10a
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• pp.120-124
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• 1997

최근까지의 국내 신항만 설계시에는 50년 빈도 심해파나 평상파 조건을 사용한 이상시 및 평상시 항내정온도 검토는 수행되었으나 파랑에 의한 연중가동율 추산은 과학기술처(1993)의 연구에서 동해항을 대상으로만 실시되었다. 본 연구에서는 부산 신항(그림 1 참조)의 연중가동율을 수치실험과 3차원 수리모형실험에 의해 추정한 결과를 제시한다. (중략)

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.26 no.6
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• pp.397-404
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• 2014

In Korea, harbor tranquility is generally estimated by using both methods of investigating harbor calmness under abnormal wave condition and evaluating the harbor serviceability. The efficiency of the former method is questionable as the tranquility of a harbor is judged by a wave height criterion that is arbitrarily determined without rational basis. In case of the latter method, the utilization rate of a harbor is estimated by using the exceedance probability of wave height or the distribution of wave heights and periods that is obtained from longterm measured or hindcasted wave data. Use of long-term data is desirable in order to guarantee the accuracy of the exceedance probability. Meanwhile, the criterion for determining maximum allowable wave height for cargo handling works is too simple and has limitations for being used in an actual field condition. Problems of existing method for estimating harbor tranquility were verified by the wave observation data in Busan New Port. And the importance of the field observation data was emphasized. It is necessary to perform long-term wave monitoring inside and outside of major ports in Korea in order to establish more advanced standard for evaluating harbor tranquility based on such observed wave data.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.27 no.1
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• pp.14-24
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• 2015

This study proposed an estimation method of allowable wave height for loading and unloading of the ship and evaluation of effective working days considering moored ship motion that is affected by sip sizes, mooring conditions, wave periods and directions. The method was examined validity by comparison with wave field data at pier $8^{th}$ in Pohang New Harbor. The wave field data obtained with wave height of 0.10~0.75 m and wave period of 7~13 s in ship sizes of 800~35,000 ton when a downtimes have occurred. On the other hand, the results of allowable wave height for loading and unloading of the ship in this method have obtained with wave heights of 0.19~0.50 m and wave periods of 8~12 s for ship sizes of 5,000, 10,000 and 30,000 ton. Thus this method well reproduced the field data respond to various a ship sizes and wave periods. And the results of this in Korea are didn't respond to various the ship sizes and wave periods, and we h method tended to decrease in 16~62 percent when have considered long wave, and it is decreased in 0~46 percent when didn't consider long wave than design standards in case of the ship sizes of 5,000~30,000 ton, wave period of 12 s and wave angle of $75^{\circ}$. The allowable wave heights for loading and unloading of the ship proposed by design standards in Korea have found that overestimated on smaller than 10,000 ton. On the other hand, the rate of effective working days considering ship motion at pier $8^{th}$ in Pohang New Harbor reduced in 6.5 percent when compare with the results without considering ship motion.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.57-62
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• 2006

Busan New Port, under construction aiming for the hub of Northeast Asia and Partly in operation, had damaged up to 48 billion Won due to Typhoon 'maemi' in 2003. The present criteria of domestic harbor design only describes about the critical wave height with respect to the size of vessel for harbor tranquility. The berth operation ratio which represents the annual available berthing days is depending on the efficiency of cargo handling work and this depends on the motion of the moored vessel due to the wave action and the characteristics of cargo gears. The motion of moored vessel might be related not only to the wave height but also to wave period. Furthermore, the berth operation ratio relies on external forces such as currents and winds, including the characteristics of mooring system and the specification of the moored vessel. In this study we only deal with berth operation ratio in normal sea state, considering wave and current by measured data and numerical calculation. Especially we tried to evaluate the berth operation ratio for each berth adopting the variation of dredging and reclamation plan and the change of wave environment during the process of the new port construction. For better understanding and analysis of wave transformation process, we applied the steady state spectral wave model and extended mild-slope wave model to the related site. This study summarizes comparisons of harbor responses predicted by two numerical predictions obtained at Busan New port site. Field and numerical model analysis was conducted for the original port plan and the final corrected plan.

• Journal of Ocean Engineering and Technology
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• v.16 no.2
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• pp.21-26
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• 2002

In this study, the characteristics of long period waves are analyzed by field observation at Sokcho harbor on the eastern coast of Korea. firstly. the pressure data obtained from field observation are transformed into water surface elevations and the wave by wave analysis is applied to the observed wave data. also, we select long period waves by setting up the range 30-200sec, and suggest the relationship between ordinary waves and long period waves using the concept of the significant wave height. and, we examine the effects oft he long period waves on the rate of the harbor operation. The observation results demonstrate that the long period waves with heights of 1.2-14.6cm and periods of 35.8-162sec exist at Sokcho harbor. also, we found the rates of harbor operation based on long period waves are 61.8%-99.5% lower than the usual rates of 93.8%-100%.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.380-388
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• 2016

This study suggests methods to evaluate the availability of anchorage in Ulsan port and determine the proper capacity of future anchorage in accordance with port development. Accordingly, the concept of an Anchorage Operating Rate (AOR) is introduced to evaluate the capacity of anchorage that was available in Ulsan port in 2014. Calculations revealed that the operating rate of all anchorages in Ulsan port did not exceed 100 %. However, in 2020 it is estimated that the AOR at E1 anchorage will be the highest with a rate of 168.3 %, followed by E3 with 131.1 %, E2 with 118.5 % and M with 108.7%. These findings indicate a shortage of anchorage by 2020. In order to decrease the AOR to a level that will not exceed 100 %, in accordance with port development in Ulsan, areas to accommodate an additional 11 ships at E1 anchorage, 1 ship at E2 anchorage, 2 ships at E3 anchorage and 1 ship at M anchorage will be necessary.

• Journal of Navigation and Port Research
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• v.35 no.3
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• pp.265-270
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• 2011

The purpose of this study is to compare and analyze the differences of a building's heating and cooling loads depending on the weather variation. Followings are the results. The temperature, humidity and wind speeds of standard year are bigger than those of 2006~2009. The 2006~2009's total horizontal solar irradiance is greater than that of standard year, and the direct solar irradiance of standard year is bigger in winter and vice versa in summer. As results of simulation on heating and cooling loads, it is difficult to find out the bilateral influences between maximum thermal loads and annual's. The equivalent-time operating ratio(EOR) is defined on this study to estimate the differences between year and year, and the EOR of standard year shows low value comparing to 2006~2009 years'.

• Journal of Korea Port Economic Association
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• v.27 no.1
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• pp.137-154
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• 2011

This study is to contribute to create favorable conditions for developing the new port in a timely and as well helps to propose role and establish status of incheon port in the future by reviewing port facility capacity of Incheon Newport, applied trigger rule reasonably. By applying trigger rule with annual growth rate(11.4%) between 2001 to 2009 rules it will be 18 berths reducing 2 years for completion date than annual growth rate(9.4%) forecasted by Ministry of Land, Transport and Maritime Affairs. This paper first suggests the tri-ports policies including Incheon new port, Busan port and Gwang-Yang port and creating favorable conditions for the early completion and lastly attracting high valued-added transshipment cargo for developing incheon new port in a timely.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.06a
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• pp.141-142
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• 2022

열화란 윤활유의 물리적, 화학적 성질이 변하면서 성능이 저하되는 현상을 말합니다. 물리적 변화는 연료유, 수분, 금속 등 이물질 혼입으로 발생되며 화학적 변화는 산화 현상이 대표적이며 슬러지 등을 발생합니다. 해경 경비함정은 장시간 항해, 해상조건등에 따라 엔진의 부하변동이 많습니다. 따라서 윤활유의 역할이 매우 중요합니다. 그러나 연료혼입 등으로 윤활유가 열화되면서 수명이 단축되게 됩니다. 따라서 본 연구에서는 대표적 물리적 변화의 요인인 연료혼입를 실험적으로 고찰하고자 윤활유에 연료를 일정비율로 혼합하여 물성시험 등을 수행하였습니다. 실험결과 동점도는 윤활유에 점도가 낮은 연료유 혼입량이 증가함에 따라 점진적으로 감소하는 경향을 보였습니다.

• Journal of Korean Port Research
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• v.14 no.3
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• pp.259-267
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• 2000

This study aims to analyse the coefficient used to estimate the quay capacity per year at the container terminal. The capacity of the container terminal is composed of the capacity at the quay side and the other working conditions at the back of the quay side. But when we refer the capacity of the container terminal, generally we used capacity as that of the container terminal. To estimate the quay capacity independently of the working conditions at the back of quay side, we calculate the quay capacity as th product of working hours per year, productivity of container crane and relate other coefficients, such that berth utilization, crane utilization and efficiency. So that coefficients are properly defined to reflect the other working conditions. If we calculate the quay capacity by the product of working hours modified by the berth utilization and crane productivity modified by the crane utilization and efficiency, the meaning of that coefficients must be strictly defined. So there could be no confusion to apply that coefficients to calculate the quay capacity. In this study, we exclusively define the meaning of the berth utilization, crane utilization and efficiency according to the internal-meaning of thats in the function to calculate the quay capacity. And compare each coefficients by decomposing the working hours at the terminal.