• Journal of Preventive Medicine and Public Health
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• v.55 no.4
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• pp.351-359
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• 2022

Objectives: The Regional CardioCerebroVascular Center (RCCVC) project was initiated to improve clinical outcomes for patients with acute myocardial infarction or stroke in non-capital areas of Korea. The purpose of this study was to evaluate the outcomes and issues identified by the Busan RCCVC project in the treatment of ST-segment elevation myocardial infarction (STEMI). Methods: Among the patients who were registered in the Korean Registry of Acute Myocardial Infarction for the RCCVC project between 2007 and 2019, those who underwent percutaneous coronary intervention (PCI) for STEMI at the Busan RCCVC were selected, and their medical data were compared with a historical cohort. Results: In total, 1161 patients were selected for the analysis. Ten years after the implementation of the Busan RCCVC project, the median door-to-balloon time was reduced from 86 (interquartile range [IQR], 64-116) to 54 (IQR, 44-61) minutes, and the median symptom-to-balloon time was reduced from 256 (IQR, 180-407) to 189 (IQR, 118-305) minutes (p<0.001). Inversely, the false-positive PCI team activation rate increased from 0.6% to 21.4% (p<0.001). However, the 1-year cardiovascular death and major adverse cardiac event rates did not change. Even after 10 years, approximately 75% of the patients had a symptom-to-balloon time over 120 minutes, and approximately 50% of the patients underwent inter-hospital transfer for primary PCI. Conclusions: A decade after the implementation of the Busan RCCVC project, although time parameters for early reperfusion therapy for STEMI improved, at the cost of an increased false-positive PCI team activation rate, survival outcomes were unchanged.

• The Journal of the Korea Contents Association
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• v.16 no.8
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• pp.10-19
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• 2016

In this paper, I evaluate national and regional policies for financial centers and Busan Fiancial Center and find the way of the future development of Busan Financial Center. And I found that national policies for financial centers was focused on general improvements of financial industry, so a little tasks for Busan Financial Centers were listed. Therefore I suggest that central government should have more national policies for enhancing Busan Financial Center and promoting participation of private financial firms. And I propose the broader incentive schemes for financial firms moving to Busan, and expect that combining national deregulation policies like Regulation-Free Zone and Regulatory Sandbox and Moonhyun-North Port financial free zone and FinTech cluster plans of Busan will make a big progress of Busan Financial Center.

• Journal of Korea Port Economic Association
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• v.17 no.1
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• pp.53-72
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• 2001

This study focuses on analyzing the economic effects and probes the necessity of establishing a customs free zone at the Port of Busan. It first considers the economic effects of establishing a customs free zone at the Port of Busan, then suggests policy prescriptions for introducing and operating the free zone system and improving the logistics functions of the Port. The timeline of this study is focused on 2007, when all of Busan Port will operate as a customs free zone and the first stage of the New Busan Port and distribution parks will be built and opened for operation. The regression analysis, which was conducted using the inter-industry relations table(input-output table data), provided a quantitative prediction on the effects of making Busan Port into a customs free zone. Regarding the impact of a free zone system on the domestic and regional economy, this research found that the impact of a customs free zone on domestic industries and the regional economy once the customs free zone is established throughout all of Busan Port would be highly positive. The positive economic effects on the domestic and Busan regional economy might be further strengthened if the value-added logistics function of Busan Port could be supplemented by effective linking to the hinterlands.

• 한국정보디스플레이학회:학술대회논문집
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• 2009.10a
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• pp.721-724
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• 2009

In this paper, we proposed fence electrode structures. The experimental structures change cross-bar length as 145, 105, 65 and $30{\mu}m$ to improve the electro-optical characteristics. The proposed structures improve the addressing time and luminous efficacy compared with the T145 structure which has the cross-bar length of $145{\mu}m$ as the reference. Especially, in the case of the T30 structure with cross-bar length of $30{\mu}m$, it gains lower power consumption by 34%, and higher luminous efficacy by 20% than those of the reference structure.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.3
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• pp.298-305
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• 2019

The demand for the revitalization of marine tourism in Busan North Port is increasing due to changes in functions such as an increase in harbor traffic volume and the expansion of marine leisure space in Busan. As a result, Busan City plans to set a phased alleviation target for prohibition of cruise ship operations, and to lift the prohibition of excursion ship operations in North Port following the cancellation of the prohibition of excursion ship operations in South Port in 2017. The purpose of this study is to evaluate the risk of excursion ship operations in Busan North Port by applying the marine traffic assessment index and to examine the possibility of excursion ship operations. For this purpose, port status, marine accidents, and traffic flow of Busan North Port were investigated. In addition, marine traffic assessment indexes, such as traffic congestion, risk based on an ES Model, and IWRAP MkII, a maritime risk assessment tool, were used to assess the risk and possibility of excursion ship operations in Busan North Port. This study can be used as basic data for analyzing the risk factors that may occur when excursion ships are operated in Busan North Port and to define how excursion ships should operate, with related safety measures.

• Journal of Life Science
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• v.15 no.2 s.69
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• pp.161-168
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• 2005

In this study, we did the molecular typing of 39 environmental Legionella pneumophila serogroup 1 isolates collected from 2001-2003 in Busan using the pulsed-filed gel electrophoresis (PFGE). PFGE of SfiI fragments were divided into 10 pulsotypes $(A\~J)$, corresponding to $<65\%$ similarity and a subtype within each pulsotype was characterized by $>84\%$ similarity. The major cluster was pulsotype E $(46.2\%)$, which included 18 isolates and was divided into 4 subtypes $(E1\~E4)$. PFGE of NotI fragments were divided into 8 pulsotypes $(a\~h)$, corresponding to $<60\%$ similarity and a subtype within each pulsotype was characterized by $100\%$ similarity. The major cluster was pulsotype f $(38.5\%)$, which included 15 isolates. The ATCC type strain L. pneumophila serogroup 1 was identified as a different molecular pulsotype compare to the Busan isolates. It is possible that L. pneumophila serogroup 1 isolated in Busan with specific DNA pattern is comparable with those isolation in other cities in Korea.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• Journal of Environmental Science International
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• v.25 no.7
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• pp.999-1005
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• 2016

The H water treatment plant has been operating since 1982 and has had no renovation. It is assumed that the filters have been operated for more than 30 years and therefore are deteriorated. Many of the filters show an unequal state of air scouring during backwashing. For this study one filter, which was presumed most deteriorated among eighteen filters, was selected as a model filter for renovation. Some of the effects seen after renovation of the underdrain system were a lower average filtrated turbidity by approximately 0.02 NTU and an equal backwash state throughout the filter bed. Sand wash efficiencies by backwash before renovation of the underdrain system were 28%, 8%, and 5% at the surface, 50 cm depth, and 100 cm depth, respectively, and after renovation of the underdrain system were 94%, 26%, and 15%, respectively. The standard deviation of the effective sand size was 0.025-0.033 mm before renovation of the underdrain system and 0.002-0.011 mm after renovation of the underdrain system, meanings there was equal backwash pressure throughout the filter. Filtration time after renovation was approximately 2 times longer than before renovation.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.10a
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• pp.203-212
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• 2006

The purpose of this research is to suggest the activation plan of Busan port. In the past years, Busan port enjoyed the golden days because of the China's rapid economic growth. But China's continuous development of ports, the trend of increasing container ship size and increasing direct call to China are coming threats to Busan port. So Korea needs to revise the 'Northeast Logistics Hub' strategy because it is considered that Korea ports continuously will handle China's transshipment cargoes. But now China's transshipment cargo share has decreased by direct call to China ports. It means that China has a lot of its local cargoes, so many ship companies change liner service route to handle China cargoes except Bussan ports although Busan port is included in the main trunk route. In the future, Bussan port will not be able to compete again about throughput with China ports if Busan port's transshipment cargo share decreases. So we must find out and develop Busan port's strength which is the competitive edge. By good luck, Busan port has a few opportunities such as the developed feeder network service and geographical advantages. Busan port has many feeder network service like spider's web in any northeast countries so we can suggest that if Japanese shippers use Busan port to distribute their cargoes to Japanese local areas, its transport costs are cheaper than when they use Japan's main ports. In this paper analyzed side of cost when they use Bussan port like hub to distribute their cargo to their local areas. Because most companies tried to reduce the total cost about logistics. Finally, this paper suggests when northeast shippers(China, Japan) use Bussan port which is more economical than their local main ports.

• Journal of Navigation and Port Research
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• v.45 no.5
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• pp.238-251
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• 2021

It is understood that carriers evaluate several features of ports when fixing the T/S port. Those features can be enumerated as Geographic condition of port, Service network with overseas ports, Level of port productivity, Port infrastructure, Port services level, Port Authority's Policy direction mand Cost competitiveness. The objectives of this study are to: 1) determine if those factors could affect the T/S competitiveness of the port; and 2) to evaluate how Busan port conforms to those determinants factors in such extent. According to results of the analysis after surveying National global carrier, Intra-Asia carriers, Global overseas carriers, Terminal operators, and Busan Port Authority known to be highly influential samples, all factors were proven to be factors affecting the T/S competitiveness of the port. Meanwhile, in the analysis through AHP (Analytic Hierarchy Process) methodology about the order of weight among those factors, Cost competitiveness was answered as the most important factor. On the other hand, in the analysis to find the situation if Busan port conforms to those factors, Busan port was proven to satisfy those conditions to a moderate extent. In the analysis about the order of strength among those factors, Busan port was answered to have the highest strength in the geographic condition. However, it showed the bottom level of strength in the Cost competitiveness which was answered as the most important factor among samples for determining the T/S competitiveness of the port. This indicates that Government and Port Authority of Busan have to concentrate policy capabilities on the improvement of cost competitiveness of Busan port to enhance the T/S competitiveness. In this paper, four policy recommendations are given : Integration of Busan port operation into New port, Combining multiple operators into one or a few, Attracting Global mega carriers as the New port terminal operators, and Continuous Infrastructure expansion.