• 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 Korean Society for Atmospheric Environment
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• v.23 no.3
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• pp.297-310
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• 2007

Recent evidence has demonstrated that the pollutant recirculation can play an important role in leading to high ozone $(O_3)$ concentrations. In this study, the MM5-CAMx air quality modeling system was applied to simulate the pollutant recirculation and identify the transport of pollution during the high $O_3$ event (the maximum $O_3$ of 195 ppb) observed in the Greater Seoul Area (GSA) on $1{\sim}4$ June in 2004. The results showed a weak northeasterly synoptic wind during the night and early morning moved the air parcels containing the locally emitted urban pollution to the coast, which contributed to enhance $O_3$ formation in the southwest part of the GSA. As the sea breeze developed and started to penetrate inland in the late afternoon, the rapid build-up of $O_3$ concentration was found in the southwest coastal area due to the recirculation of the polluted air loaded with high level $O_3$. The simulated backward trajectories and observations at coastal sites confirmed the recirculation of pollutant with the late sea breeze is the dominant factor affecting the occurrence of high $O_3$ concentrations in the southwestern GSA.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.169-185
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• 2004

It is an urgent problem that Korea logistics enteprises' expansion of advance into China market and the logistics network establishment between Korea and China to back up the former are to be solved. Accordingly, the purpose of this study is to deduce the subjects to establish the logistics network between Korea and China, and to evaluate the priority order. The results of this research are as follows: First, we conducted face-to-face interviews on the advisery group in China and Korean enterprises which advanced into China, and drew out 6 promoting subjects to build the logistics network between the two. Second, the AHP model was adopted, which is a multi-criteria?multi-hierarchical decision making method, to draw out the weight and priority order of the deduced 6 promoting items. Third, the resultant priority order of the promoting subjects is as follows: No.1 - to establish the distribution & logistics support center by region(0.3900); No.2 - to support various taxes in investing the logistics business abroad(0.1980) ; No.3 - to improve the management of CIQ(0.1958); No.4 - to back up the joint-venture of logistics firms(0.1169); No.5 - to enhance trade and foreign policies to deregulate the entry into logistics markets(0.0536); No.6 - to construct the logistics information system of China(Northest Ssia)(0.0458). This paper resulted in finding out Korea logistics enterprises that have not secured their own inland-transport network in China and the actual difficulties of Korean enterprises with using the inferior network that advanced into China. These problems were developed into the analysis adopting the AHP method, and the significancy of this paper is to present the priority order of promoting problems using a sophisticated technique.

• Journal of Korean Society for Atmospheric Environment
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• v.24 no.6
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• pp.662-673
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• 2008

Two hybrid receptor models, potential source contribution function (PSCF) and concentration weighted tracjectory (CWT), were compared for locating $PM_{2.5}$ sources contributing to the atmospheric $PM_{2.5}$ concentrations in Seoul. The source contribution estimates by chemical receptor model (CMB) receptor model were used to identify better source areas, Among the sources, soil, agricultural burning, marine aerosol, coal-fired power plant and Chinese aerosol were only considered for the study because these sources were more likely to be associated with the long-range transport of air pollutant. Both methods are based on combining chemical data with calculated air parcel backward trajectories. However, the PSCF analyses were performed with trajectories above the $75^{th}$ percentile criterion values, while the CWT analyses used all trajectories. This difference resulted in locating of different sources, which might be helpful to interpret locating of $PM_{2.5}$ sources, High possible source areas in source contribution of soil and agricultural burning contributing to the Seoul $PM_{2.5}$ were inland areas of Heibei and Shandong provinces (highest density areas of agricultural production and population) in China. The "Chinese aerosol" was used as a representative source for the $PM_{2.5}$ originated from urban area in China. High possible source areas for the aerosol were the cities in China where are relatively close to the receptor. This result suggests that Chinese aerosol is likely to be a useful tool in studies on source apportionment and identification in Korea.

• Korean Journal of Environmental Agriculture
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• v.31 no.3
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• pp.255-263
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• 2012

BACKGROUND: The analysis for the concentration and enantiomeric ratio of OCPs have been performed to confirm the distribution and to emonstrate the pollution characteristics of chiral OCPs in ambient air. METHODS AND RESULTS: In ambient air at coastal and inland sites, concentrations and enantiomer fractions (EFs) of heptachlor (HEPT), eptachlor epoxide (HEPX), trans-chlordane (TC), cis-chlordane (CC), xychlordane (OXY), 2,4'-DDT, 2,4'-DDD with HRGC/HRMS were investigated to understand source and distribution of chiral organochlorine pesticides (OCPs) in ambient air. The mean concentrations of OCPs in ambient air were at the range of 0.027(heptachlor)~1.279 (4,4'-DDT) pg/m3 and 0.0005 (heptachlor)~0.1043 ng/g d.w. (TC), respectively. The mean EFs of OCPs in ambient air were at the range of 0.73 (HEPX)~0.45 (CC). Both preferential depletions of (+) and (-) enantiomer were observed for CC, indicated by EFs either <0.5 or >0.5, while preferential depletions of (-) enantiomer which mean EFs <0.5 were observed for chiral OCPs except TC and MC-5. CONCLUSION: OCPs in ambient air have been distributed from soil, but some of them such as chlordane, DDT etc. might have been introduced by long-range atmospheric transport, considering EFs by chiral analysis and trajectory analysis.

• Journal of Korean Society for Atmospheric Environment
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• v.21 no.3
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• pp.357-365
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• 2005

The typical patterns of surface $O_3$ pollution and their dependence on meteorology were studied in the Greater Seoul Area (GSA) during warm season (April-September) from 1998 to 2002. In order to classify the $O_3$ pollution patterns, two-stage (average linkage then k-means) clustering technique was employed based on daily maximum $O_3$ concentrations obtained from 53 monitoring sites during high $O_3$ events (118 days). The clustering technique identified four statistically distinct $O_3$ pollution patterns representing the different horizontal distributions and levels of $O_3$ in GSA. The prevailed pattern (93 days, $49.5\%$) distinctly showed the gradient of $49.5\%$ concentrations going from west to east in GSA. Very high $49.5\%$ concentrations throughout GSA (24 days, $12.8\%$) were also found as a significant pattern of severe $O_3$ pollution. In order to understand the characteristics of $O_3$ pollution patterns, the relationship between $O_3$ pollution patterns and meteorological conditions were analyzed using both synoptic charts and surface/upper air data. Each pattern was closely associated with surface wind interacted with synoptic background flow allowing to transport and accumulate $O_3$ and its precursor. In particular, the timing and inland penetration of sea-breeze were apparently found to play very important role in determining $O_3$ distributions.

• Asian Journal of Atmospheric Environment
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• v.5 no.1
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• pp.47-55
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• 2011

Variations in ambient atmospheric carbon monoxide(CO) observed at an inland mining site in the Indo-Gangetic plains, Jaduguda ($22^{\circ}38'N$, $86^{\circ}21'E$, 122m MSL, ~75 km away from the coast of the Bay of Bengal) during the Tsunami of 26 December 2004 were monitored. CO mixing ratio over this site was measured using a non-dispersive infrared analyzer (Monitor Europe Model 9830 B). Back trajectory analysis data obtained using NOAA Hybrid Single Particle Lagrangian Integrated Trajectory (HYSPLIT) Model was also used for this study. Variations in CO mixing ratio at a coastal site, Thiruvananthapuram ($8^{\circ}29'N$, $76^{\circ}57'E$, located ~2 km from the Arabian Sea coast) have also been investigated using CO data retrieved from the Measurement Of Pollution In The Troposphere (MOPITT) instrument. Ground-based measurements indicated abnormal variations in CO mixing ratio at Jaduguda from 25 December 2004 evening (previous day of the Tsunami). MOPITT CO data showed an enhancement in CO mixing ratio over Thiruvananthapuram on the Tsunami day. Back trajectory analyses over Thiruvananthapuram and Jaduguda for a period of 10 days from $21^{st}$ to $30^{th}$ December 2004 depicted that there were unusual vertical movements of air from high altitudes from 25 December 2004 evening. CO as well as the back trajectory analyses data showed that the variations in the wind regimes and consequently wind driven transport are the most probable reasons for the enhancement in CO observed at Jaduguda and Thiruvananthapuram during the Tsunami.

• Journal of Digital Convergence
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• v.10 no.11
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• pp.197-202
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• 2012

Block Train Services(BTS) are actively studied in many countries for higher productivity and eco-friendly systems of inland freight distribution. However it is difficult for an ordinary student or researcher to approach for understanding and studying BTS because rail transport is operated monopolistically by Korea government and most freight information in each company belongs to its business secret due to the industrial characteristics. For such reasons, the study aimed to develop a BTS simulation model that it supports understanding and strategic decision required for BT operation. To build the result, expert depth-interviews were conducted with analysis of relative references through the domestic representative BT operating company K. The simulator refers to the Busan NewPort-Uiwang section and functionally, it supports scenario generation and analysis on BT operation. It makes a contribution to study a new type's technological application for learning and strategic analysis of BTS.

• Atmosphere
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• v.29 no.5
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• pp.551-566
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• 2019

Quantitative understanding of a random error that is associated with Lagrangian particle dispersion modeling is a prerequisite for backward-in-time mode simulations. This study aims to quantify the random error of the WRF-FLEXPART model and suggest an optimum number of the Lagrangian particles for backward-in-time simulations over the Seoul metropolitan area. A series of backward-in-time simulations of the WRF-FLEXPART model has conducted at two receptor points by changing the number of Lagrangian particles and the relative error, as a quantitative indicator of random error, is analyzed to determine the optimum number of the release particles. The results show that in the Seoul metropolitan area a 1-day Lagrangian transport contributes 80~90% in residence time and ~100% in atmospheric enhancement of carbon monoxide. The relative errors in both the residence time and the atmospheric concentration enhancement are larger when the particles release in the daytime than in the nighttime, and in the inland area than in the coastal area. The sensitivity simulations reveal that the relative errors decrease with increasing the number of Lagrangian particles. The use of small number of Lagrangian particles caused significant random errors, which is attributed to the random number sampling process. For the particle number of 6000, the relative error in the atmospheric concentration enhancement is estimated as -6% ± 10% with reduction of computational time to 21% ± 7% on average. This study emphasizes the importance of quantitative analyses of the random errors in interpreting backward-in-time simulations of the WRF-FLEXPART model and in determining the number of Lagrangian particles as well.

• Journal of Environmental Science International
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• v.19 no.7
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• pp.829-841
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• 2010

The estimation of a biogenic volatile organic compound (BVOC, especially isoprene) and the influence of isoprene emissions on ozone concentrations in the Greater Busan Area (GBA) were carried out based on a numerical modeling approach during a high ozone episode. The BVOC emissions were estimated using a biogenic emission information system (BEIS v3.14) with vegetation data provided by the forest geographical information system (FGIS), land use data provided by the environmental geographical information system (EGIS), and meteorological data simulated by the MM5. Ozone simulation was performed by two sets of simulation scenarios: (1) without (CASE1) and (2) with isoprene emissions (CASE2). The isoprene emission (82 ton $day^{-1}$) in the GBA was estimated to be the most dominant BVOC followed by methanol (56) and carbon monoxide (28). Largest impacts of isoprene emissions on the ozone concentrations (CASE2-CASE1) were predicted to be about 4 ppb in inland locations where a high isoprene was emitted and to be about 2 ppb in the downwind and/or convergence regions of wind due to both the photochemical reaction of ozone precursors (e.g., high isoprene emissions) and meteorological conditions (e.g., local transport).