• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.169-186
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• 2019

This study suggests a development direction by comparing the cargo throughput of the port of Yeosu-Gwangyang during 2007-2015 with that of domestic ports. It derived a concentration index (HHI) of cargo throughput in domestic ports by Yeosu-Gwangyang port docks, shipping companies, and abroad regions. The main results were as follows. First, in terms of total cargo handled, the port of Yeosu-Gwangyang was second only to the port of Busan, and the HHIs for the past nine years were relatively low. Second, the port of Yeosu-Gwangyang ranked first for total import and export cargo throughput, showing relatively stable HHIs from 2007 to 2015. Third, the HHIs of container handling performance by national shipping companies showed stable levels below 1,800. Fourth, there were no regions where cargo volume was noticeably concentrated in the port of Yeosu-Gwangyang, and it showed cargo throughput across various abroad regions. While changes in national shipping companies are expected after the Hanjin Shipping Crisis, there should be no serious concern regarding the dependence of the port of Yeosu-Gwangyang. It is expected to develop further by realizing the full use of all its facilities, diversifying the tenants in the Yeosu-Gwangyang area, and improving the demurrage rate.

• Horticultural Science & Technology
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• v.17 no.2
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• pp.118-122
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• 1999

Quality changes of fruit vegetables were investigated during simulated export and marketing to find out the optimum shipping temperature. Fruit vegetables were loaded into a small refrigerated-container and kept for four days at various temperatures, and fruit quality was assayed immediately after harvest, 4 days after storage and 4 days after marketing at ambient temperature. In 'Back Seong Ilho' cucumber fruits, fresh weight loss was further reduced at $13^{\circ}C$ and $11^{\circ}C$ than at $15^{\circ}C$ and room temperature. Soluble solid contents remained at relatively lower levels when cucumbers were stored at $13^{\circ}C$ and $11^{\circ}C$. In 'Chun Ryang' eggplant fruits, fresh weight loss was greatly increased at all the temperatures (room, $12^{\circ}C,\;9^{\circ}C,\;and\;6^{\circ}C$). However, flesh browning, a primary quality factor of eggplant fruit, was most effectively inhibited at $9^{\circ}C$, whereas chilling injury occurred in fruit flesh at $6^{\circ}C$. Water loss of 'Eals Seinu' melon fruits was most inhibited and soluble solid contents at harvest were maintained for the longest period at $4^{\circ}C$. In 'Pe Pe' cherry tomatoes, storage at $10^{\circ}C$ and $7^{\circ}C$ seemed to more effectively inhibit metabolic changes and the incidence of cracking, the severest disorder than room temperature. But the fruits stored at $10^{\circ}C$ contained higher level of soluble solids than those at $7^{\circ}C$. The overall results suggest that the optimum shipping temperature range is 11 to $13^{\circ}C$ for cucumbers, around $9^{\circ}C$ for eggplant fruit, $4^{\circ}C$ for melons, and $10^{\circ}C$ for cherry tomatoes.

• Journal of Mushroom
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• v.19 no.3
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• pp.234-245
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• 2021

To extend the shelf life of king oyster mushrooms for export, we investigated the impacts of mushroom quality grade, fruiting body trimming, and packaging method (tray container sealed packaging vs string-tied OPP bag packaging). Quality is divided into two grades: 1^st grade, which is mushrooms adapted by lowering the cultivation temperature to 9~11℃, and 2^nd grade, mushrooms held at 13~15℃ prior to harvest. Using selected 1^st and 2^nd grade mushrooms, 3 treatments were carried out to assess effects of trimming and packaging method. Test groups included 1) trimming plus string-tied OPP bag packaging (Cut & OPP), 2) no trimming plus string-tied OPP bag packaging (Uncut & OPP), and 3) trimming plus tray container sealing packaging (Cut & Tray). Gas composition inside the packaging, changes in quality factors, and sensory evaluation for fresh quality were performed over 42 days of 0℃ storage. Overall freshness was best maintained in the following order: Cut & Tray > Cut & OPP > Uncut & OPP for both 1^st and 2^nd grade mushrooms. The shelf-life of 1st grade mushrooms was about 30 days for Cut & Tray, 28 days for Cut & OPP, and 21 days for Uncut & OPP. The shelf-life of 2^nd grade mushrooms was about 22 days for Cut & Tray, 17 ays for Cut & OPP, and 14 days for Uncut & OPP. Factors affecting fresh mushroom quality included browning of cap and stalk, and mushroom decay index. Browning of the lower part of the stalk, with related color change as noted in a^* and b^* values were the main factors indicating quality deterioration of king oyster mushrooms.

• Journal of Korea Port Economic Association
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• v.38 no.3
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• pp.133-149
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• 2022

The Port logistics is a pivotal industry in strengthening competitiveness for countries and companies and plays an important role in accounting for the majority of Korea's import and export volume, so its importance among Korea's industries is truly enormous. The port, which plays such an important role, is simultaneously unloaded, transferred into the dock, and stored, and it can be said that it is composed of a very complex flow. In particular, port unloading is an environment in which port unloading workers cannot escape the risk of disasters as large cargoes and cranes for container transport move, and numerous disasters are hidden and lead to serious disasters. Through literature studies on the Serious Accident Penalty Act, this study investigated how the Serious Accident Penalty Act affected port unloading workers and whether there was a change in satisfaction with safety education according to the enforcement of the Serious Accident Penalty Act. Through this study, it was found that port unloading workers were more aware of safety than managers in cognitive, attitude, and experience factors. Since the port unloading manager is not put into the unloading work, the perception of safety was analyzed to be lower than that of workers. Since managers should educate workers on safe work and be alert to safety, it seems that port unloading managers will also need to change their perception of safety. The Act on the Punishment of Severe Disasters took effect on January 27, 22, and in the early stages of the enforcement of the law, many confusing and ambiguous parts are found for those in charge of performing practical tasks on the front line until the law is settled. It seems necessary to revise the Act on the Punishment of Severe Disasters for the purpose of clear standards for the law and no safety accidents in the field to prevent confusion in work. In addition, in order to derive more meaningful research results in the future, it is expected that research on the perception of disasters by workers and managers will be continuously needed by deepening literature research to find various factors and using investigation methods such as interviews.

• Korean Journal of Remote Sensing
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• v.39 no.5_4
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• pp.1173-1183
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• 2023

Over the past 20 years, Korea's overall import and export cargo volume has increased at an average annual rate of approximately 5.3%. About 99% of the cargo is still being transported by sea. Due to recent increases in maritime cargo volume, congestion in maritime logistics has become challenging due to factors such as the COVID-19 pandemic and conflicts. Continuous monitoring of ports has become crucial. Various ground observation systems and Automatic Identification System (AIS) data have been utilized for monitoring ports and conducting numerous preliminary studies for the efficient operation of container terminals and cargo volume prediction. However, small and developing countries' ports face difficulties in monitoring due to environmental issues and aging infrastructure compared to large ports. Recently, with the increasing utility of artificial satellites, preliminary studies have been conducted using satellite imagery for continuous maritime cargo data collection and establishing ocean monitoring systems in vast and hard-to-reach areas. This study aims to visually detect ships docked at berths in the Busan New Port using high-resolution satellite imagery and quantitatively evaluate berth utilization rates. By utilizing high-resolution satellite imagery from Compact Advanced Satellite 500-1 (CAS500-1), Korea Multi-Purpose satellite-3 (KOMPSAT-3), PlanetScope, and Sentinel-2A, ships docked within the port berths were visually detected. The berth utilization rate was calculated using the total number of ships that could be docked at the berths. The results showed variations in berth utilization rates on June 2, 2022, with values of 0.67, 0.7, and 0.59, indicating fluctuations based on the time of satellite image capture. On June 3, 2022, the value remained at 0.7, signifying a consistent berth utilization rate despite changes in ship types. A higher berth utilization rate indicates active operations at the berth. This information can assist in basic planning for new ship operation schedules, as congested berths can lead to longer waiting times for ships in anchorages, potentially resulting in increased freight rates. The duration of operations at berths can vary from several hours to several days. The results of calculating changes in ships at berths based on differences in satellite image capture times, even with a time difference of 4 minutes and 49 seconds, demonstrated variations in ship presence. With short observation intervals and the utilization of high-resolution satellite imagery, continuous monitoring within ports can be achieved. Additionally, utilizing satellite imagery to monitor changes in ships at berths in minute increments could prove useful for small and developing country ports where harbor management is not well-established, offering valuable insights and solutions.