• Proceedings of the KIEE Conference
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• 2000.07d
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• pp.2772-2774
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• 2000

According to the development of marine transportation business and the modernization and over sizing of vessel transportation equipment. shipping equipment used in the terminal are getting more atomized and speedier. thus the efficiency of shipping and discharging depends upon the degree of practice of terminal operating manpower. It means that cultivation of experts in this field is essentially needed and it is becoming a serious problem to guarantee the training programs to provide high-class. high-skilled manpower. The best result can be expected when we use the real equipment for training purposes. but it will cause many difficulties such as budget problem. To overcome this situation. we developed the Virtual Container Crane Simulator(VCCS System) which enables the operator to learn the operation of the equipment as well as safety problems within a short time. VCCS system begins with establishing the direction of operation by setting the appropriate motions for each step. and then it instructs the basic operation. It enhances the driver's ability to cope with accidents during operation and completes and completes the mastery of operating techniques with The repetition of practice.

• Industrial Engineering and Management Systems
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• v.11 no.3
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• pp.276-287
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• 2012

Determining storage locations of containers is an important issue for efficient operation of container terminals. This study assumes a storage yard with a horizontal layout in which blocks are laid out in parallel to the quay and trucks enter at the side of a block to deliver (receive) a container to (from) the yard crane. Various storage rules for determining storage locations of containers are introduced. Simulation studies are conducted for evaluating various rules. The following guidelines are derived from the result of our simulation study: when designing a block, consider a block configuration in which the longest gantry and the longest trolley travel times of rail-mounted gantry cranes (RMGCs) are similar; do not restrict the types of containers that can be stored in a storage area; if different roles are to be assigned to different storage areas, one possible way is to divide a bay into two areas so that some rows in the bay are allocated to inbound containers while the other rows in the same bay are allocated to outbound containers; reserve the space in bay unit for a high productivity of RMGCs but reserve the space in stack unit when the storage space is not enough; when the storage space is not sufficient, allocate storage location in a way of starting from the end and ending at the middle of a block; for reducing the travel distance of internal trucks, provide a higher priority to a block nearer to the berthing position of the corresponding vessel.

• Proceedings of KOSOMES biannual meeting
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• 2008.05a
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• pp.249-255
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• 2008

IOn 7th of Dec. 2007, large oil spill took place the seas off the Taean coast caused by the collision between VLCC Hebei Spirit and crane floating barge Samsung-1 and a lot of problems were revealed during response to the accident. The author, accordingly, examined to analyze the cause of this accident on the aspect of spill prevention and presented some preventive measures, such as strictness to the current standard for tug operation, expansion of VTS service area and transfer of the VTS responsibility to Korea Coast Guard, designation of appropriate anchorage per ship's type, cargo and visiting purpose, and special management for dangerous goods carriers.

• Journal of Intelligence and Information Systems
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• v.14 no.4
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• pp.103-116
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• 2008

This paper proposes quay crane (QC) scheduling algorithms that determine the working sequence of QCs over ship bays in a container vessel in automated container terminals. We propose two scheduling algorithms that examine the distribution of export containers in the stacking yard and determine the sequence of ship bays to balance the workload distribution among the yard blocks. One of the algorithms is a simple heuristic algorithm which dynamically selects the next ship bay based on the entropy of workloads among yard blocks whenever a QC finishes loading containers at a ship bay and the other uses genetic algorithm to search the optimal sequence of ship bays. To evaluate the fitness of each chromosome in the genetic algorithm, we have devised a method that is able to calculate an approximation of loading time of container vessels considering the workloads among yard blocks. Simulation experiments have been carried out to compare the efficiency of the proposed algorithms. The results show that our QC scheduling algorithms are efficient in reducing the turn-around time of container vessels.

• Journal of Korean Port Research
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• v.11 no.2
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• pp.321-337
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• 1997

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this. Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system, quay handling and transfer system, storage system and inland transport system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows; 1. Among those vessels called at Mokpo Port in 1994, the average size of oceangoing vessels is 4,922.1 G/T, and the domestic is 317.8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165% year called. 2. The capacity of approaching channel is enough to handle the total traffic volume. 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 $\cdots$ No.5 is 4.5% and No.6 1S 30% of 1993's. 5. The utilization rate of LLc(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively. Practical solution and proposal for improvement of Transportation System in Mokpo Port are as follows; 1. To avoid the congestion in domestic pier introduction of a new port operation system is necessary allowing the domestic vessel to use the oceangoing pier. 2. To establish the port management information system to improve the efficiency of port operation. 3. To build a new storage system for high valued cargos including modernization of the present storage and handling system. 4. To insure the safety of navigation in approaching channel, The Vessel Traffic System including separation scheme is introduced. 5. To interest enormously on public relation to ship owner's association, shippers and consignees by showing that they can save cost and ship turnaround time in order to promote the call to Mokpo Port. At last, to be strategically change the function of Mokpo Port to the Leisure, Fishing & Ferry as well as Maritime port.

• Journal of Navigation and Port Research
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• v.42 no.3
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• pp.207-216
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• 2018

If empty containers from multiple shipping liners are mixed together in the same bay, then the space utilization increases; however, the expected number of re-handles also increases. Formulas for estimating the expected number of re-handles are derived for various storage strategies and two types of handling equipment. The expected number of re-handles is compared, through numerical experiments, among those cases. The results of the numerical experiments are used to analyze the change in the number of expected re-handles according to the change in the retrieval ratio and repair ratio. The impacts of the change in the bay size and the distribution of the storage and retrieval ratio of containers among multiple vessel liners on the expected number of re-handles are analyzed. It is necessary to study efficient operational strategies considering the expected number of re-handles for empty containers.

• Journal of Navigation and Port Research
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• v.34 no.5
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• pp.311-317
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• 2010

Mobile Harbor(MH) is a new paradigm for maritime transport system introduced in Korea, the target of which is to carry out ship-to-ship cargo operation rapidly and effectively even under a condition of sea state 3. A MH ship is moored alongside a large container vessel anchored at the defined anchorage and also equipped with gantry cranes for handling containers. The MH study concerned includes rapid container handling system, optimum design for floating structure, hybrid berthing & cargo operation system, design for cargo handling crane, etc. This paper is to deal with a conceptual design of a stabilized mooring system and mooring equipment under a condition of ship-to-ship mooring. In this connection, we suggest a positioning control winch system in order to control heave motions of the MH ship which is to add constant brakepower and stabilized function to an auto-tension winch and mooring equipment used currently in large container ships.

• Journal of Navigation and Port Research
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• v.43 no.3
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• pp.197-208
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• 2019

This paper assessed the impacts of the specification of the yard, handling equipment, and operation approaches on the expected number of re-handles during the loading operation for empty containers. When the various types of empty containers from multiple shipping liners are placed in separate spaces from each other, then the storage space cannot be fully utilized. So as to increase the utilization of the storage space, empty containers from multiple vessel liners are stored together incurring additional re-handles during the loading operation. Several formulas are derived for the estimation of the expected number of handles, including re-handles, for empty container retrieval from a bay. Transfer cranes and top handlers are utilized as handling equipment and various retrieval strategies are examined. Numerical analysis was conducted to assess the effects of various designs and operational parameters of the container stacking yard on the expected number of handles.

• Journal of Advanced Marine Engineering and Technology
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• v.37 no.8
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• pp.962-968
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• 2013

Problem of greenhouse gases associated with global warming and the world rise in fuel oil prices due to the depletion of fossil fuel has attracted attention. For this reason, maritime transport business, has shown interest in green-ship technology to reduce the consumption of fuel and reduce greenhouse gas for environmental protection. Power system of the ship is one of the most important factors for safe operation. Therefore, at design of ship power system, most of existing vessel used comparative large capacity generator in order to respond peak load such as bow thruster, crane and etc. In the navigation of ship, marine generators most would be operated at low load operation. In the low load operation of the generation rate of 50% or less, the operation efficiency of the generator it deteriorated, to consume more fuel oil. It also, it means that adversely effect the life of the generator. In this paper, studied how to apply for a secondary battery in container ship that relatively frequent arrival and departure in port. As a result, in order to apply the secondary battery to increase the operating efficiency of the generator during the voyage, it was confirmed that it is possible to reduce fuel consumption.

• Journal of Korea Port Economic Association
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• v.33 no.2
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• pp.97-109
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• 2017

The Terminal Operating Company (TOC) decides to replace the harbor cranes in order to increase revenue and profit through the improvement of unloading efficiency. To achieve this goal, substantial costs and efforts are necessary. However, the conative participation of harbor stakeholders is needed, because they will certainly be passionate enough when expected effects are obvious. The purpose of this study is to analyze the effect on stakeholders on direct and indirect cost saving when the cargo handling equipment is replaced. According to the analysis, a total cost saving of 6,561.8 million won will arise including a vessel chartering fee of 3,649.6 million won, a port facility fee of 1,528.8 million won, and fuel costs of 1,383.4 million won as direct effects. As indirect cost effects, a total cost saving of 3,107.0 million won will emerge including an environmental pollution cost of 2,134.8 million won and a freight inventory cost of 972.2 million won. Consequently, the replacement of harbor cranes in the TOC has positive effects on shipping companies, shippers, and the government in terms of costs and other aspects. The results of this study can be utilized as a basis to draw a conative cooperation of stakeholders on TOC's promotion of the harbor cranes replacement.