• Journal of Navigation and Port Research
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• v.30 no.1 s.107
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• pp.17-22
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• 2006

Recently, the demand for LNG(Liquefied Natural Gas) increases in our country and all over the world as well as building order for LNGC Because LNG is very dangerous cargo, the special know-how and attention for cargo handling to prevent an accident is required and big demand for deck officers in future is expected Thus, more specific and systematic education and training program by means of investigating the status of national LNGC officer's education and training. To accomplish this, IMO regulation and LNGC education program for Korea Institute of Maritime and Fisheries Technology, national shipping companies and Japanese T company were analyzed.

• Journal of the Korean Institute of Navigation
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• v.21 no.1
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• pp.1-11
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• 1997

Because of the sharp increase of its export and import container cargo volumes contrast to the lack of related Container Terminal facility, equipment and inefficient procedure, there is now heavy container cargo congestions in Pusan Container Terminal. As a result of such a situation, many container ships avoid their calls into Pusan port. This is a major cause that in tum kads to weakening intemational competitiveness of the Korean industry. This study, therefore, aims are to make a quantitative analysis of Container Terminal System through the computer simulation, especially focusing on its 4 sub-system of a handling system, 'it is checked whether the current operation is being performed effectively through the computer simulation. The overall findings are as folIows; Firstly, average tonnage of the ships visiting the BCTOC was 32,360 G/T in from January '96, to may '96. The average arrival interval and service time of container ships at BCTOC are 5.63 hours and 18.67 hours respectively. Ship's arrival and service pattern at BCTOC was exponential distribution with 95% confidence and Erlang-4 distribution with 99% confidence. Secondly, average waiting time and number of ships was 9.9 hours, 235 ships(38%) among 620 ships. Number of stevedoring container per ship was average 747.7 TED, standard deviation 379.1 TEU and normal distribution with 99% confidence. Thirdly, from the fact that the average storage days of containers at BCTOC are 2.75 days (3.0 days when import, 2.5 days when export). it is founds that most containers were transfered to the off-dock storage areas with the free periods(5 days when import, 4 days when export), the reason for which is considered to be the insufficient storage area at BCTOC. Fourthly, in the case of gate in-out at BCTOC, occupied containers and emptied containers are 89% and 11% respectively in the gate-in, 75% and 25% seperately in the gate-out. Finally, from the quantitative analysis results for container terminal at BCTOC, ship's average wating time of ships was found to be 20.77 hours and berth occupancy rate(${\rho}$) was 0.83. 5~6 berths were required in order that the berth occupancy rate(${\rho}$) may be maintained up to 60% degree.

• Journal of the Korea Society for Simulation
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• v.15 no.4
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• pp.143-151
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• 2006

This paper deals with the simulation model for design and operations of A-Mart logistic center for low temperature products. In developed simulation model, receiving docks, digital classification system (DCS), shipping docks, material handling devices and manual sorting stations are considered. Five types of cargo such as fruits, palletized fruits, delicatessen and fisheries, vegetables and refrigerated cargoes are considered. The simulation model and process animation are developed using the simulation package ARENA. Among various design and operation alternatives consisting of the number of workers of receiving dock, allocation of receiving docks by cargo types, DCS capacity, the number of folk-lift, the number of manual sorting operators and overall layout, the best alternatives of each subsystem are selected by simulation analysis. The major performance measures such as DCS throughput, utilization of operators at each station, receiving docks utilization and folk-lift utilization are considered for the alternative evaluation.

• Journal of Navigation and Port Research
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• v.41 no.4
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• pp.243-250
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• 2017

Seaports are not longer considered to be single entities for which the main activity is to load and discharge cargo, but rather as fundamental hubs within a complex supply chain serving global production networks. From a public perspective, they hold a key role in terms of their economic impact at the local, regional and national level by generating value added activity and employment. This issue is becoming increasingly pivotal for ports and their stakeholders. The objective of the study is to estimate a regression model of the value added activity and employment figures of 17 Italian ports for which there are no publications available. Concerning port system reform in Italy, the research intends to provide policy makers with a tool to measure the effects produced by ports and their importance to local communities and regions. The paper finds that in all Italian ports, the direct effects are larger than the indirect effects, and the bigger socio-economic effects are found in the biggest ports.

• Journal of Korea Port Economic Association
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• v.40 no.2
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• pp.175-189
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• 2024

Following the introduction of containerized sea transportation, the size of container ships has progressively increased. While the primary objective of this enlargement is to achieve economies of scale, it significantly affects the operational environment of ports where these ships dock, raising concerns about the validity of efficiency gains from ultra large container vessels from a port operational perspective. This study evaluates the efficiency of various ship sizes from January to December 2022, utilizing internal data from the container terminals A and B located in the Busan New Port. The analysis encompasses ships affiliated with The Alliance at Container Terminal A and those associated with 2M at Container Terminal B. Key input variables considered for the study include ship size (TEU), total berth time, and loading/unloading time, with cargo handling performance serving as the only output variable. The findings indicate that larger ship sizes exhibit higher efficiency compared to smaller container ships.

• Journal of Power System Engineering
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• v.15 no.1
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• pp.72-77
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• 2011

The handling ability of containers at the terminal strongly depends on the performance of the cargo handling system such as RTGC(Rubber Tired Gantry Crane). This paper introduces a new guide line position measurement method using a camera for the RTGC which plays a important role in the harbor area. Because the line tracking is the basic technique for control system design of RTGC, it is necessary to develop a useful and reliable measurement system. If the displacement and angle of the RTGC relative to a guide line as trajectory to follow is obtained, the position of RTGC is calculated. Therefore, in this paper, a camera-based measurement system is introduced. The proposed measurement system is robust against light fluctuation and cracks of the guideline. This system consists of a camera and a PC which are installed at the lower side of the RTGC. Two edges of the guide line are detected from an input image taken by the camera, and these positions are determined in a Hough parameter space by using the Hough transformation method. From the experimental results, high accurate standard deviations were found as 0.98 pixel of the displacement and 0.24 degree of the angle, including robustness against lighting fluctuation and cracks of the guide line also.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.179-184
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• 2003

In order to mitigate the overcapacity of Busan port, Busan new port has been developed as transshipment port which is capable of handling 8,000 TEU containership. Generally, design of transshipment port has to reflect the capacity of feeder because both mother vessels and feeders enter the planned port at the same time. However, the existing plan of Busan new port capacity needs to be reexamined since the adopted capacity of each berth at new port, 300,000 TEU, does not seem to be enough to handle both mother vessels and feeders. Therefore, in this study we calculated the required number of berth and berth length by considering cargo handling capacity in terms of the ship size and this study makes some implications in relation with the terminal development plan.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.2
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• pp.165-171
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• 2006

The appearance of over 10,000 TEU containerships (so called Mega-containerships) is determined. In order to operate these ships effectively, the number of these calling ports will diminish, and then feeder ships will transport cargoes from the hub-ports where mega-containerships call to the destination ports. In the hub-ports, handling containers for mega-containerships become huger, thus it is important for terminals to deal with cargo handling as soon as possible. However, the present terminal layout might have the limitation of maximum throughput per time unit. And then the transit time at the ports become longer. Therefore, we investigate the effect on some different terminal layouts with new alternatives. Actually, we discuss the ship-to-berth allocation at some adjacent berths for mega-containerships on three types of terminal layouts. First one is the conventional type consisted by some linear berths, most container terminals in the world are normally this type. Second one is the indented type consisted by linear berths and indented berths which we can handle from both sides of mega-containership simultaneously. Third one is the floating type consisted by linear berths and the floating berth. On this type, mega-containerships can moor between linear and floating berths. The merits of this type are that we can also handle from both sides of mega-containerships simultaneously, and ships can go through between linear berth and floating berths. Thus it is easier for ships to moor and leave berths. Under such assumptions, we examine the numerical experiments. In most cases, the total service times on the indented type are the longest among three types, these on the floating type are the next longer. Those reasons are that these layouts have the differences of berth occupancy obtained by the time and space axes, and whether the precedence constraints of ship service order needs or not.

• Journal of Distribution Science
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• v.12 no.2
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• pp.27-37
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• 2014

Purpose - As economic activities between different countries have rapidly spread in a world of free trade, it is inevitable that a large volume of cargo will be carried between countries. It is natural, then, that CO2 emissions and other environmental pollutions have followed, which exposes people and society to serious environmental problems and social costs, and so on. Therefore, the need to understand logistics is not only a matter of transportation but also an environmentally oriented matter. The purpose of this study is to look at some lessons and implications from the European case in terms of green logistics matters. Research design, data, and methodology - In order to look into this matter, first, it has to be established that some cargo transport volumes using different transportation modes have clearly declined because of previous economic recessions. Some transport policies produced by the European Union (EU) are based in a long history of struggling to cope with transport matters in European countries. In its recent transport policies, the EU has provided greener transportation alternatives, realizing that pollution matters affect the European transport market. This study tries to determine what policies the EU has implemented to deal with green logistics matters. This study concentrates in particular on the Marco Polo program in the EU. Results - This study found that the EU seems to consider these kinds of matters, that is, transport and the environment in the context of green logistics. The EU launched some policy instruments to solve this matter relatively earlier than other countries and reviewed them as necessary. In order to make these policy tools work, the EU provided PACT for combined transport, and then the Marco Polo I and II European transport white paper packages. These European policies deal with green logistics matters in two ways. First, some restrictions have been imposed, especially taxation, and so on. Transport subsidies are also powerful means of handling green logistics matters in Europe. Along with these two means of dealing with transport and the environment, the EU eventually targeted integration of different transport modes. Instead of employing only a single transport instrument mode to deliver the cargo to be carried, such as trucking, rail, ocean-going carrier, flight, or inland waterway transport, the EU has proposed that combining transport modes is the best alternative for transport and the environment. That is, the EU is pursuing the adoption of multimodalism as an answer to the green logistics challenge as it provides a more cost efficient and more productive means of transport. Conclusions - In conclusion, multimodal transport should be considered when applying green logistics, as it can provide an alternative way to achieve transport and environmental solutions together at the present time. Two methods can be used to encourage multimodal transport: restrictions and subsidies. These are the lessons and implications from European green logistics policies.

• Proceedings of the Korea Port Economic Association Conference
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• 2007.07a
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• pp.391-405
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• 2007

The purpose of this paper is to verify the two problems(normalization for the different inputs and outputs data, and translation invariant for the negative data) which will be occurred in measuring the seaport DEA(data envelopment analysis) efficiency. The main result is as follow: Normalization and translation invariant in the BCC model for measuring the seaport efficiency by using 26 Korean seaport data in 1995 with two inputs(berthing capacity, cargo handling capacity) and three outputs(import cargo throughput, export cargo throughput, number of ship calls) was verified. The main policy implication of this paper is that the port management authority should collect the more specific data and publish these data on the inputs and outputs in the seaports with consideration of negative(ex. accident numbers in each seaport) and positive value for analyzing the efficiency by the scholars, because normalization and translation invariant in the data was verified.