• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1998.10a
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• pp.323-329
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• 1998

In Pusan port, the studies, which analysis container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously performed. But, in Pusan port, this study on an evaluation of traffic congestion has been scarcely performed until now. Especially, when changing and extending a berth, and constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analysis the effect of ship traffic condition in 2011, to evaluate marine traffic congestion, according to changing ship traffic volumes in Pusan port. To analysis it, we used simulation method and examined the results

• Journal of Korean Port Research
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• v.12 no.2
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• pp.177-194
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• 1998

In Pusan port, the studies which analyze container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously carried out. But, in Pusan port, the study on an evaluation of traffic congestion has been scarcely performed until now. Especially, when changing and extending a berth, or constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analyze the effect of ship traffic condition in the year 2011, to evaluate marine traffic congestion according to changing ship traffic volumes in Pusan port. To analyze it, we examined the results by simulation method.

• The Journal of Industrial Distribution & Business
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• v.11 no.10
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• pp.75-89
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• 2020

Purpose: The container terminal is an area that plays an important role in the country's import and export. As the volume of containers increased worldwide, competition between terminals became fiercer, and increasing the productivity of terminals became more important. Re-handling is a serious obstacle that lowers the productivity of terminal. There are two ways to reduce re-handling in the terminal yard. The first method is to load containers in terminal yards using effective carry-in algorithms that reduce re-handling. The second method is to carry out effective remarshalling. In this paper, the performance of various carry-in algorithms and various remarshalling algorithms are reviewed. Next, we try to find the most effective combination of carry-in algorithm and remarshalling algorithm. Research design, data and methodology: In this paper, we analyze the performance of the four carry-in algorithms, AP, MDF, LVF, RP and the four remarshalling algorithms, ASI, ASI+, ASO, ASO+. And after making all the combinations of carry-in algorithms and remarshalling algorithms, we compare their performance to find the best combination. To that end, many experiments are conducted with eight types of 100 bays through simulation. Results: The results of experiments showed that AP was effective among the carry-in algorithms and ASO+ was effective among remarshalling algorithms. In the case of the LVF algorithm, the effect of carrying in was bad, but it was found to be effective in finding remarshalling solution. And we could see that ASI+ and ASO+, algorithms that carry out remarshalling even if they fail to find remarshalling solution, are also more effective than ASI and ASO. And among the combinations of carry-in algorithms and remarshalling algorithms, we could see that the combination of AP algorithm and ASO+ algorithm was the most effective combination. Conclusion: We compared the performance of the carry-in algorithms and the remarshalling algorithms and the performance of their combination. Since the performance of the container yard has a significant effect on the performance of the entire container terminal, it is believed that the results of this experiment will be effective in improving the performance of the container terminal when carrying-in or when remarshalling.

• Journal of Navigation and Port Research
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• v.30 no.3 s.109
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• pp.203-209
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• 2006

Maritime transport has been occupying the biggest part of the container transportation market. With regard to container terminal management, the planning technology and the space allocation system on the yard are very significant factors to secure the stability of ship and to ensure the reliability of schedules of ship throughout keeping barycenter of vessel by right loading and fast handling of cargoes. The purposes of this paper are to illustrate the existing yard management systems such as Grouping method and Random Grounding method, and then to evaluate and compare the efficiency of yard availability between the existing management system(Grouping method) and Random Grouping which uses the forecasted inbound cargo volume at the gate by Time Base Operation.

• Korean Journal of Medicinal Crop Science
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• v.22 no.5
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• pp.384-390
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• 2014

This study was carried out in order to investigate the early growth and root development characteristics of Peucedanum japonicum container seedlings. The experiment was performed by containers (128 and 200 cavities containers) and shading levels (0%, 35%, 50% and 75% shading). Germination rate of P. japonicum seeds was getting higher in the lower shading level and the highest in the full sunlight (71.9%). Plant height was the highest under 50% shading of all containers. Fresh weight and dry weight of the shoot (leaves + stem) were the highest under 50% shading of all containers, too. Meanwhile, fresh weight and dry weight of the root per plant were the highest under the full sunlight of 128 cavities container such as 0.34 g and 0.03 g, respectively. Total root length, root project area and root surface area were higher under the full sunlight of 128 cavities container such as 234.5 cm, $6.6cm^2$ and $20.8cm^2$, respectively and the next higher was under 35% shading such as 201.7 cm, $5.9cm^2$ and $18.4cm^2$, respectively. A case of root volume was the highest with $0.15cm^3$ under the full sunlight. As a result of the surveying the whole experiment, it is concluded that the shoot and root of P. japonicum seedling grow nicely by maintaining 35% shading.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.05a
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• pp.228-229
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• 2018

To deal with the increasing volume of the vessel's cargo in the container flow and the enlargement trend of the vessels, Pusan port is making efforts from various perspectives such as the creation of global infrastructure and the promotion and development of new wharves. If Pusan port can provide and prepare the eligible infrastructures for future berthing of larger vessels. It will be able to operate with vessels larger than 20,000TEU, and it will also be able to grow into one of the main port of the Mega max era.. However, when large vessels dock, many berths, equipment, working time and labors are required. As a result, the problem of delaying time of other consecutive vessels will inevitably arise. In response to this, we analyze the impact and effect of the birthing of a large vessel on other congestion vessels at a container terminal.

• Journal of Navigation and Port Research
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• v.37 no.6
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• pp.681-687
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• 2013

Free Trade Agreement(FTA) aims at abolishing tariffs on trade among nations or regions resulting in having a significant impact on maritime transportation and port. Korea made the first FTA with Chile in 2004 and the trade volume between two countries has seen significant increase. The literature on such impact, however, seems to be very limited. The main purpose of this study is, therefore, to analyze the impact of Korea-Chile Free Trade Agreement on the imported container throughput from Chile at the Busan Port. For this both cross-sectional and time series data are collected that comprise container throughput, Gross Domestic Product (GDP), import tariff, and maritime freight rate, from 2000 to 2011, and the gravity model is applied. The main result of the study shows that the dependent variables, GDP and import tariff are statistically significant, but the maritime freight rate is not consistent with regarding to statistical significance and parameter sign.

• Design & Manufacturing
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• v.15 no.4
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• pp.43-50
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• 2021

Pump-cap is a device for discharging the contents stored inside a container to the outside of the container by a simple operation by a certain amount. In particular, in recent years, as the number of cosmetic products made of functional materials has rapidly increased, the development of convenient containers for functional materials is being actively conducted. Among these, there are a growing number of products that show their efficacy only by mixing two components, so the development of a dual pump cap container is necessary. However, the conventional dual pump cap container has a problem in that it is difficult to implement a quantitative discharge as solutions having different viscosities are used. Therefore, in this study, a discharge port of a dual pump cap that can apply an optimal ratio was designed by analyzing the discharge amount of two components with different viscosities through computational fluid dynamics. Since the discharge amount is affected by the size of the discharge port, the higher the viscosity of the solution, the larger the discharge port should be set. Conversely, the lower the viscosity, the smaller the discharge port should be. Through this, it is possible to dispense a fixed amount of a heterogeneous solution by one pumping, and it is determined that the user's convenience will increase.

• Journal of Navigation and Port Research
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• v.33 no.8
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• pp.563-572
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• 2009

The steel industry, as the national representative strategic industry of our country, has played the motive power for the economic growth of Korea in 1970s as the positive support of the government and the management endeavor of the private were harmonized. However, in case of our country, we have mostly relied on import of the raw materials for the steel industry, and as the weight of the imported raw materials is heavy, the steel industry is the industry whose transport burden is big as it is called 'transport industry'. So, the transport rationalization will be the important task of the steel industry. This study has analyzed the economic efficiency per the transport route (container ship vs bulk ship) of the sea transport related to import/export of the steel scrap on the level acquiring the stable supply of the steel scrap. For this, this study firstly researched the status of domestic/foreign steel industry. And analyzed the world crude steel production volume, steel scrap consumption volume and world steel scrap trading structure. Also, in order to compare the transport logistics expenses between two transport devices, namely, container ship and bulk ship, this study calculated the logistics expenses per ton by using the traffic hours and traffic expenses items as the imported/exported scrap freights of 'D' company.

• Journal of Korean Port Research
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• v.5 no.2
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• pp.19-37
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• 1991

This work aims to : establish a model of the container physical distribution system of Pusan port comprising 4 sub-systems of a navigational system, on-dock cargo handling/transfer/storage system, off-dock CY system and an in-land transport system : examine the system regarding the cargo handling capability of the port and analyse the cost of the physical distribution system. The overall findings are as follows : Firstly in the navigational system, average tonnage of the ships visiting the Busan container terminal was 33,055 GRT in 1990. The distribution of the arrival intervals of the ships' arriving at BCTOC was exponential distribution of $Y=e^{-x/5.52}$ with 95% confidence, whereas that of the ships service time was Erlangian distribution(K=4) with 95% confidence, Ships' arrival and service pattern at the terminal, therefore, was Poisson Input Erlangian Service, and ships' average waiting times was 28.55 hours In this case 8berths were required for the arriving ships to wait less than one hour. Secondly an annual container through put that can be handled by the 9cranes at the terminal was found to be 683,000 TEU in case ships waiting time is one hour and 806,000 TEU in case ships waiting is 2 hours in-port transfer capability was 913,000 TEU when berth occupancy rate(9) was 0.5. This means that there was heavy congestion in the port when considering the fact that a total amount of 1,300,000 TEU was handled in the terminal in 1990. Thirdly when the cost of port congestion was not considered optimum cargo volume to be handled by a ship at a time was 235.7 VAN. When the ships' waiting time was set at 1 hour, optimum annual cargo handling capacity at the terminal was calculated to be 386,070 VAN(609,990 TEU), whereas when the ships' waiting time was set at 2 hours, it was calculated to be 467,738 VAN(739,027 TEU). Fourthly, when the cost of port congestion was considered optimum cargo volume to be handled by a ship at a time was 314.5 VAN. When the ships' waiting time was set at I hour optimum annual cargo handling capacity at the terminal was calculated to be 388.416(613.697 TEU), whereas when the ships' waiting time was set 2 hours, it was calculated to be 462,381 VAN(730,562 TEU).