• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2023.05a
• /
• pp.142-143
• /
• 2023

A contact accident with gantry cranes involving the container ship MV Milano Bridge in Busan New Port took place on 6 April 2020. The report concluded that the pilot unreasonably piloted the ship with impaired maneuverability and without a proper pilotage plan. Analyzing the entire system by CAST model gives a holistic approach in linking all the key components and their roles as well as violations that led to the accident, stepping away from placing the blame on only one component in the system. Furthermore, analyzing the accident as an system theory gives a clear overview of the relationships between system components and how these interactions led to the accident.

• Journal of Chest Surgery
• /
• v.37 no.10
• /
• pp.845-855
• /
• 2004

Background: No general consensus has been available regarding the necessity of postoperative radiation therapy (PORT) and its optimal techniques in the patients with chest wall invasion (pT3cw) and node negative (N0) non-small cell lung cancer (NSCLC). We did retrospective analyses on the pT3cwN0 NSCLC patients who received PORT because of presumed inadequate resection margin on surgical findings. And we compared them with the pT3cwN0 NSCLC patients who did not received PORT during the same period. Material and Method: From Aug. of 1994 till June of 2002, 22 pT3cwN0 NSCLC patients received PORT-PORT (＋) group- and 16 pT3cwN0 NSCLC patients had no PORT-PORT (-) group. The radiation target volume for PORT (＋) group was confined to the tumor bed plus the immediate adjacent tissue only, and no regional lymphatics were included. The prognostic factors for all patients were analyzed and survival rates, failure patterns were compared with two groups. Result: Age, tumor size, depth of chest wall invasion, postoperative mobidities were greater in PORT (-) group than PORT (＋) group. In PORT (-) group, four patients who were consulted for PORT did not receive the PORT because of self refusal (3 patients) and delay in the wound repair (1 patient). For all patients, overall survival (OS), disease-free survival (DFS), loco-regional recurrence-free survival (LRFS), and distant metastases-free survival (DMFS) rates at 5 years were 35.3%, 30.3%, 80.9%, 36.3%. In univariate and multivariate analysis, only PORT significantly affect the survival. The 5 year as rates were 43.3% in the PORT (＋) group and 25.0% in PORT (-) group (p=0.03). DFS, LRFS, DMFS rates were 36.9%, 84.9%, 43.1 % in PORT (＋) group and 18.8%, 79.4%, 21.9% in PORT(-) group respectively. Three patients in PORT (-) group died of intercurrent disease without the evidence of recurrence. Few suffered from acute and late radiation side effects, all of which were RTOG grade 2 or lower. Conclusion: The strategy of adding PORT to surgery to improve the probability not only of local control but also of survival could be justified, considering that local control was the most important component in the successful treatment of pT3cw NSCLC patients, especially when the resection margin was not adequate. Authors were successful in the marked reduction of the incidence as well as the severity of the acute and late side effects of PORT, without taking too high risk of the regional failures by eliminating the regional lymphatics from the radiation target volume.

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

• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
• /
• v.8 no.8
• /
• pp.825-834
• /
• 2018

Broadcasting is a basic data communication method for interconnection networks. There are two types of broadcasting. One-to-all broadcasting is to transmit a message from one node to all other nodes and all-to-all broadcasting is to transmit a message from all the nodes that have messages to other nodes. And by the using way of the transmission port per unit time, there are two schemes of broadcasting. Single port telecommunication(SLA) is to transmit messages from one node that contains the messages to one adjacent node only and all port telecommunication(MLA) is to transmit messages from one node to all adjacent nodes within a time of unit. Matrix hypercube is that an interconnection network has improved network cost than that of hypercube with the same number of nodes. In this paper, we analyze broadcasting scheme of matirx hypercube. First, we propose one-to-all and all-to-all broadcasting algorithms of matrix hypercube. And we prove that one-to-all broadcasting times are 2n+1 and $2{\lceil}{\frac{n}{2}}{\rceil}+1$ based on the SLA and MLA models, respectively. Also, we show all-to-all broadcasting time using SLA model is $5{\times}2^{\frac{n}{2}}-2$ when n=even, and is $5{\times}2^{\frac{n-1}{2}}+2$ when n=odd.

• Journal of Korean Neurosurgical Society
• /
• v.61 no.5
• /
• pp.640-644
• /
• 2018

Objective : The purpose of this pilot study was to examine the safety and function of the newly developed cerebrospinal fluid (CSF) reservoir called the V-Port. Methods : The newly developed V-Port consists of a non-collapsible reservoir outlined with a titanium cage and a connector for the ventricular catheter to be assembled. It is designed to be better palpated and more durable to multiple punctures than the Ommaya reservoir. A total of nine patients diagnosed with leptomeningeal carcinomatosis were selected for V-Port insertion. Each patient was followed up for evaluation for a month after the operation. Results : The average operation time for V-Port insertion was 42 minutes and the average incision size was 6.6 cm. The surgical technique of V-Port insertion was found to be intuitive by all neurosurgeons who participated in the pilot study. There was no obstruction or leakage of the V-Port during intrathecal chemotherapy or CSF drainage. Also, there were no complications including post-operative intracerebral hemorrhage, infection and skin problems related to the V-Port. Conclusion : V-Port is a safe and an easy to use implantable CSF reservoir that addresses problems of other implantable CSF reservoirs. Further multicenter clinical trial is needed to prove the safety and the function of the V-Port.

• Journal of Korea Port Economic Association
• /
• v.36 no.1
• /
• pp.77-90
• /
• 2020

Recent studies have offered ambiguous definitions of smart ports. These include smart ports being the only way that fully integrated ports can survive (Deloitte 2017) or ports that have a design based on Internet-of-Things technology to minimize waste of urban space and resources (Port Technology 2016). In addition, many port authorities are creating smart port strategies and have held research seminars focused on smart ports. This study sheds light on the following questions: Why do we need smart ports? Why should all ports be smart ports? Why are overseas advanced ports promoting smartization as soon as possible? What does the future look like for smart ports? Therefore, in this study, we explored the concept of smart ports based on previous research and examined the trends in smart port policies in the Netherlands, Germany, the UK, Italy, and Singapore. Finally, this study proposes useful policies for smart ports and also discusses policy directions that could make our ports truly smart ports.

• Journal of Korea Port Economic Association
• /
• v.34 no.4
• /
• pp.85-104
• /
• 2018

Globally, more than 90 percent of all international commerce takes place via sea freight. In terms of container cargo volume, Busan Port is the world's sixth largest port, given its geographical conditions. Regarding geographic advantages, a cargo-working operation that met customers' demand using a 24-hour operating delivery system also contributed to the growth of Busan Port as a global hub. However, research and studies on the working conditions for stevedores are lacking, even though the port industry relies heavily on human resources. Therefore, this study identifies the awareness of the working environment by cargo-working employees at Busan Port and their satisfaction level related to their working environment, such as working two shifts in a 24-hour period.

• Journal of Gastric Cancer
• /
• v.21 no.2
• /
• pp.132-141
• /
• 2021

Purpose: Intracorporeal esophagojejunostomy during reduced-port gastrectomy for proximal gastric cancer is a technically challenging technique. No study has yet reported a robotic technique for anastomosis. Therefore, to address this gap, we describe our reduced-port technique and the short-term outcomes of intracorporeal esophagojejunostomy. Materials and Methods: We conducted a retrospective review of patients who underwent a totally robotic reduced-port total or proximal gastrectomy between August 2016 and March 2020. We used an infra-umbilical Single-Site^® port with two additional ports on both sides of the abdomen. To transect the esophagus, a 45-mm endolinear stapler was inserted via the right abdominal port. The common channel of the esophagojejunostomy was created between the apertures in the esophagus and proximal jejunum using a 45-mm linear stapler. The entry hole was closed with a 45-mm linear stapler or robot-sewn continuous suture. All anastomoses were performed without the aid of an assistant or placement of stay sutures. Results: Among the 40 patients, there were no conversions to open, laparoscopic, or conventional 5-port robotic surgery. The median operation time and blood loss were 254 min and 50 mL, respectively. The median number of retrieved lymph nodes was 40.5. The median time to first flatus, soft diet intake, and length of hospital stay were 3, 5, and 7 days, respectively. Three (7.5%) major complications, including two anastomosis-related complications and a case of small bowel obstruction, were treated with an endoscopic procedure and re-operation, respectively. No mortality occurred during the study period. Conclusions: Intracorporeal esophagojejunostomy during reduced-port gastrectomy can be safely performed and is feasible with acceptable surgical outcomes.

• Journal of Navigation and Port Research
• /
• v.41 no.6
• /
• pp.423-436
• /
• 2017

This study examines the level of port service quality based on $Gr{\ddot{o}}nroos$(1984)'s Two-Dimensional Model: we investigated service-environment quality and service-delivery quality, and added service-product quality as a process quality. This study focused on a service user like a llner, forwarder, shipper, or a logistics firm using port service in the Port of Busan. We investigated relationships among the following vairables: service quality, customer satisfaction and port image; we also analyzed the path coefficients using Smart-PLS 3.0. The results and suggestions of this study are summarized as follows. First, all of the service quality variables influenced customer satisfaction but service-delivery quality didn't have an impact on port image. Secondly, there is correlation between customer satisfaction and port image; customer satisfaction had a positive effect with port image. Lastly, customer satisfaction and port image influenced the Relation Continuity Intention.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.30 no.4D
• /
• pp.323-330
• /
• 2010

The time in port for vessels is one of the important factors for analyzing the operation status and the capacity of ports. In addition, the time in port for vessels can be directly used for estimating the greenhouse gas emissions resulted from vessels in port. However, it is unclear which variables can affect the time in port for vessels and what the marginal effect of each variable is. With these challenges in mind, the study analyzes the time in port for vessels arriving and departing port of Busan by using a parametric survival model. The results show that the log-logistic accelerated failure time model is appropriate to explain the time in port for 19,167 vessels arriving and departing port of Busan in 2008, in which the time in port is significantly affected by gross tonnage of vessels, service capacity of terminal, and vessel type. This study also shows that the greenhouse gas emission resulted from full-container vessels, which accounted for about 61% of all vessels with loading/unloading purpose arriving and departing port of Busan in 2008, is about "17 ton/vessel" in the boundary of port of Busan. However, the hotelling greenhouse gas emissions resulted from non-container vessels (3,774 vessels; 20%) are greater than those from the full-container vessels. Hence, it is necessary to take into account more efficient port management polices and technologies to reduce the service time of non-container vessels in port of Busan.