• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2022.11a
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• pp.155-155
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• 2022

유조선 우이산호 부두시설 접촉사고는 광양항 원유 2부두에 접근 중 과도한 속력 등 도선사의 부적절한 도선으로 좌회두를 적절하게 통제하지 못해 발생한 사고이다. 광양항 원유 2부두에 접안하고자 하는 VLCC는 부두 법선을 감안하여 약 10도 이내의 경사각으로 서서히 속력을 감속하면서 부두 전면 해상으로 접근하여 부두로부터 선폭의 약 2~3배 거리에 정선시킨 다음 예선의 도움을 받아 접안 예정 선박을 횡방향으로 5~10 cm/s 속도로 평행 이동시켜 부두에 계류시키는 것이 통상적인 접안 방법이다. 하지만, 우이산호의 부두 접근 시 속력을 살펴보면, 부두 1마일 전에서 8.4노트, 부두 0.5마일 전에서 7.1노트, 그리고 부두 0.2마일 전에서 5.2노트로 정상적인 타 선박의 속력보다 2~3배 빠른 속력으로 부두에 접근하면서 예선을 사용하였음에도 속력제어에 실패하여 부두와 접촉한 사고이다.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2011.06a
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• pp.408-409
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• 2011

Transshipment cargo volume in 2010 compared to 1st quarter 2011 increased 8.43 percent of busan port for transshipment of cargo. thus transshipment of cargo is growing among, south east container terminals and Horando area of new port is planing to develop using small dock for the operations in order to enable. therefore, this study is to deduce implications for operating activation about 6 berths of feeder port in pusan new port that is planing to develop with dock that could be docked very large container ships and feeder dock that could be handled transshipment of cargo.

• Proceedings of the Korea Water Resources Association Conference
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• 2007.05a
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• pp.2109-2112
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• 2007

독도는 울릉도에서도 동남쪽으로 약 87.4km 떨어져 외해의 영향을 많이 받고 있는 지역이지만 방파제 등 외곽시설이 전무하여 평상파랑에도 접안이 어려운 경우가 많아서 독도 관광자원 활용도 및 편의시설 제공면에서 많은 어려움이 있다. 이에 본 연구에서는 독도 접안시설의 전면에 최근 국내에 본격적으로 도입되고 있는 부방파제(floating breakwater)를 설치할 경우 고정식 방파제 설치에 따른 문제점을 충분히 개선할 수 있다고 판단하여, 부방파제 설치에 따른 기술적인 타당성과 부두 이용률 개선효과 등을 연구 하였다. 독도의 접안시설은 해역이 동도와 서도에 의해 북쪽은 일부 차폐되고 남쪽은 직접 노출되어 있는 지리적 특성이 있어 주 파향인 남쪽계열의 8개 파향(SE, SSE, S, SW, SSW, WSW, W, WNW)의 평상파 제어가 가능하도록 방파제를 배치하였고, 이에 따른 부두 이용률 검토결과 부방파제를 설치할 경우 남쪽계열 파랑에 대하여 현상태에 비하여 부두 이용률이 대략 2배정도 증가되는 것으로 나타났으며, 부방파제 계류시스템의 안정에 대해서도 부체에 영향을 주는 외력에 대하여 계류체인의 길이와 Anchor Block 자중의 규모를 적당히 조정하면 충분히 안정한 것으로 검토되었다.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.127-136
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• 2017

The aim of this study is using DEA-CCR, BCC, and Malmquist analysis to determine the efficiency and productivity of Korean automobile ports. We analyzed eight Korean automobile port terminals, using the number of workers and size of ports as input variables and the number of processed car as output variables. An efficiency analysis of the eight automobile port terminals for the four-year span from 2013 to 2016 revealed efficiency levels of 1 for the CCR, BCC, and the scales for Ulsan port and the Gwangyang port terminal, indicating efficient operation of the terminals. As a result of benchmarking analysis, Gunsan port 1, 2 terminal, Incheon port, Pyeongtaek Dangjin 2 terminal should benchmark Busan Port and Ulsan Port. Conversely, Malmquist analysis showed a slight increase in the production volume from 2013 to 2015, but a decline to 1 or less from 2015 to 2016. In the case of TECI the technology was confirmed as effective at 1 or more from 2014 to 2015. The TCI value was 0.87 for the period from 2015 to 2016. During this period, the TCI index of all terminals was less than 1.

• Journal of Navigation and Port Research
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• v.40 no.1
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• pp.35-41
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• 2016

Port congestion has been recognized as one of the critical factors for port service competitiveness and port selection criteria. However, congestion ratio, the congestion index currently used by Korea, plays a very limited role in shipping companies' and shippers' selection of port and port authorities' decision making regarding port management and development. This is mainly due to the fact that this ratio is only calculated as the ratio of the number of vessels by each port. Therefore, this study aims to measure service level related to vessel entry and departure in Korea ports by evaluating waiting ratio(WR) according to terminals and vessel types. The results demonstrate that the waiting ratio of containerships and non-containerships is less than 4% and 15% respectively, which satisfies the reasonable level suggested by the UNCTAD and OECD. Port of Pohang is revealed to have the highest WR of 57% and among the terminals, No. 1 Terminal of the Shinhang area has the highest WR. In terms of ship types, WR of Steel Product Carrier is highest, followed by General Cargo Ship and Bulk Carrier at the Pohang Shinhang area. In addition to WR, berth occupancy ratio as well as the number and time of waiting vessels can be utilized to evaluate service level by ports and terminals from port users' perspective, and furthermore, to improve the port management and development policy for port managers or authorities.

• (The) Research of the performance art and culture
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• no.39
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• pp.637-667
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• 2019

I have researched in the field the religious and performance culture of Indonesia through the musical iconography of Borobudur. There are many kinds of musical instruments which belong to India or Indonesia, performers being either court or folk musicians. Contemporary south-east Asian Indonesia has a broad religious heritage. Most of the population is Muslim, but the culture and customs are rooted in Indian Ramayana. I discovered, for example, the same percussion instruments played on a person's knees. I also came across similar string instruments with long and elliptical resonance casks on the iconography of the Incense Burner and Byam temple stone pagoda of Beakje dynasty in Korea and in Borobudur in Indonesia. The two musical instruments can not be found in other countries, such as Silla, Koguryŏ, China or the silk road area, but only Indonesia or India. This suggests that Beakje Buddhism is from the southern regions rather than China. I also discovered the same dancing motion with the court performers on the iconography of Borobudur, and the same musical instrument and performance in the Gamelan in today's Indonesian performance. Despite a disjuncture between the people and their past, the Shailendra Buddhism is alive in people's life and culture in the present day. So we can discover some familiarities between Indonesia's Gamelan and the percussional performance in Korean Buddhist rituals.

• 해운
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• no.8 s.30
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• pp.23-33
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• 2006

컨테이너화물 유치를 위한 세계주요항만간의 경쟁이 날로 치열한 양상을 보이고 있는 가운데 컨테이너화물 처리량에서 과거의 최고기록을 갱신하는 항만이 속출하고 있다. 더구나 중국과 유렵항만의 신장세가 두드러지고 있다. 다음은 한국컨테이너부두공단의 자료를 정리한 것이다.(편집자 주)

• 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.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.137-156
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• 2016

This study analyzes the optimal service levels of exclusive container terminals in terms of the optimal berth occupancy rate and the ships' waiting ratios, based on the number of berths. We develop a simulation model using berth throughput data from pier P, Busan New Port, a representative port in Korea, and apply the simulation results to different numbers of berths. In addition to the above results, we analyze the financial data and costs of delayed ships and delayed cargoes for the past three years from the viewpoints of the terminal operation company (TOC), shipping companies, and shippers to identify the optimal service level for berth occupancy rates that generate the highest net profit. The results show that the optimal levels in the container terminal are a 63.4% berth occupancy rate and 10.6% ship waiting ratio in berth 4,66.0% and 9.6% in berth 5, and 69.0% and 8.5% in berth 6. However, the results of the 2013 study by the Ministry of Maritime Affairs and Fisheries showed significantly different optimal service levels: a 57.1% berth occupancy rate and 7.4% ship waiting ratio in berth 4; 63.4% and 6.6% in berth 5; and 66.6% and 5.6% in berth 6. This suggests that optimal service level could change depending on when the analysis is performed. In other words, factors affecting the optimal service levels include exchange rates, revenue, cost per TEU, inventory cost per TEU, and the oil price. Thus, optimal service levels can never be fixed. Therefore, the optimal service levels for container terminals need to be able to change relatively quickly, depending on factors such as fluctuations in the economy, the oil price, and exchange rates.

• Journal of Navigation and Port Research
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• v.39 no.4
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• pp.319-327
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• 2015

This study can be summarized as follows : First, main participant, procedure and method of redevelopment of Inner port shall be additionally reviewed. Demands of stakeholder of Incheon Inner Port are actively accommodated to avoid the disruption in undertaking the project. Second, it must ensure the adequacy and appropriateness of policies regarding the redevelopment of the Inner Port in Incheon. It is necessary to obtain consent of people on this project. Third, appropriate system must be established to undertake the project. For this purpose, the governance system shall be built to collect the opinions of the people. The conclusions of this study are as follows. The national master plan and modify plans of Port redevelopment have been being undertaken based on Port Act. Incheon Inner Port redevelopment has been showing slight discrepancy with that of other ports. It's the essential part to coordinate the opinions and needs between the parties prior to the establishment of a redevelopment plan. This can be settled when it's warranted for dock workers to secure the job, and for port companies to provide replaceable piers as the precondition. In addition, eco-friendly waterfront leisure space shall be planned and alternative policies shall be arranged with accommodating the needs of local residents and merchants.