• The Journal of Fisheries Business Administration
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• v.53 no.1
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• pp.73-84
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• 2022

The purpose of this study is the impact of national fishing port investment and typhoons on fisheries disaster damage. The dependent variables were the amount of damage to fishing ports, fishing boats, fisheries enhancement, external facilities, mooring facilities, functional facilities, fishing port and typhoons. The analysis period is from 2002 to 2018. Since the error term is in a simultaneous correlation, it was efficiently estimated by analyzing it with a seemingly unrelated regression (SUR) method. As a result of the analysis, external facilities have not significance to all models. Investing in mooring facilities increased the amount of damage to fishing ports for five years. Investing in functional facilities reduced the amount of damage to fishing ports and aquaculture over five years. Typhoons have significance to all models, and the amount of damage increased every time a typhoon occurred. Based on these results, as the influence of typhoons increases, it seems necessary to establish preventive measures. Timely investment and maintenance to enable the role and function of national fishing ports are considered important.

• Journal of Navigation and Port Research
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• v.46 no.5
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• pp.419-426
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• 2022

This study aimed to identify new routes for transporting automobiles from Korea to Mongolia by comparing them with the existing route. At present, a route from the Incheon Port through the Tianjin Port to Zamiin-Uud is commonly used to transport containerized cargo from Korea to Mongolia. This study examined five possible logistics routes from Korea to Mongolia using a time/cost-distance methodology based on real data. Through consecutive discussions with importers and freight forwarders in Mongolia, the potential routes were selected and costs, distance, and lead time were evaluated to provide additional route options for automobile logistics from Korea to Mongolia. The results indicated that each route could be ranked in terms of the total cost while the lead time for all options in the present COVID-19 period is 2 - 4 months, with no difference among the routes. In addition, although the confidence index of all routes was not impressive, route 3 was the most preferred option, followed by route 1. However, the study results cannot provide the answer to the question of "which route is more attractive for transporting automobiles from Korea to Mongolia." This limitation notwithstanding, this study provides real information on the critical factors of distance, cost, and lead time in terms of the selected transportation routes so that importers and exporters can compare the routes in terms of the priority of each factor in uncertain logistics environment.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.18 no.8
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• pp.862-865
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• 2007

Rx and Tx signal use same band in RFID. Then RFID system is not used duplexer and used coupler. RFID system have problem about Rx part to Tx leakage signal because that Rx signal port is Tx signal port's Isolation port. We proposal using phase shifter Tx leakage signal decrease than other RFID system. It is same signal Tx signal port's coupling port and isolation port signal except amplitude and phase. So if make coupling signal and isolation signal is in all same signal. We cancel Tx leakage signal used coupling port. And verification about ADS2006.

• Journal of Korea Port Economic Association
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• v.26 no.4
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• pp.269-288
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• 2010

21 C is called the age of Culture and it is underlined in all the Areas of Human lifes. Among all activities, Culture oriented Thinking and activities and strategies through and for Culture establishing are emphasized. As Sea may appear as a image of longing and challenge for the unknown world, Port is understood as a link which connect Sea and Land. Sea, Island and Port are the basis of human lifes, economic working areas and communication spaces with nature. Sea and Port have been changed in accordance with human History as the space of Life, Work, Play and Imagination. The Maritime activities has been developed as the type of a Culture, including various diversities according to the time and space. This Paper suggested a definition of Maritime Culture and Theoretical review and groped introduction and strategies and countermeasures for expansion of systematic Maritime Culture. Maritime Culture not only enhance the quality of Citizen life but also contribute the progress of National economy increasing the quality of Culture, Turism and Environment and the expectation of it has been enlarged. It is needed to introduce and expand Maritime Culture systematically through theoretical framework suggested by this paper, and additional research may be necessary for the detailed solutions and countermeasures.

• Korea Trade Review
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• v.46 no.1
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• pp.83-111
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• 2021

This paper conducts a Structural Dcomposition Analysis on the structure of factors contributing to the output growth of Korean Maritime and Port Industry during year 2000~ year 2017. Some of results are as follows. The output growth rates of the industry (yearly average 4.3%) was far lower than the average growth rates of Service as well as of Manufacturing Industries (yearly average 9% and 6.8%, respectively) due to the lower output growth of Maritime Industry. Among the growth contributing factors, change in domestic demand for final goods is the first contributing factor, and then change in technology, change in export and import substitution for intermediate goods are followed in order, but import substitution for final goods decreased its output. However, in each respective sub-periods of pre-global financial crisis and post-global financial crisis, change in the export, especially change in the export of Maritime Industry is the dominant determinant of output change in the Maritime and Port Industry in opposite ways. In the periods of the former the increase in the export of Maritime Industry overwhelmingly led the output growth of the Maritime and Port industry, but in the periods of the latter the decrease in its export was the culprit of lower output growth of the industry. On the other hand, among all industries of service and manufacturing sectors, Wholesale and Retail industry is the leading industry in contributing to the output growth of the Maritime and Port Industry, and Transportation Equipment industry is the leading industry among all manufacturing industries.

• Journal of Korea Port Economic Association
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• v.29 no.2
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• pp.239-253
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• 2013

Changes of a port's market share in the exports of domestic ports result from many interrelated factors. Therefore, the analysis of the export performance of a port should be put in perspective by analysing long periods to identify trends. This paper aims to show the development of competitiveness, product and geographical structure of the Busan Port's merchandise exports from 1995 to 2012 using constant-market shares (CMS) analysis. This article is relevant for Busan port because its export market shares have been showing disappointing path. The dynamic consideration of the CMS analysis, which the static indicators have been replaced by time series, helps to track all changes in the export structure and competitiveness of the Busan port over time. The long-term trend of the indicators suggests that it may be very hard for the Busan port to maintain its market share in the global environment. The advantage in competitiveness of the Busan port has vanished and the product and geographical structure effects show negative trends after 1995, pointing to vulnerability in the Busan port's exports.

• Journal of Korea Port Economic Association
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• v.36 no.3
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• pp.137-154
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• 2020

In this study, we analyze the performance of five major port distriparks and present a development plan. The analysis groups the performance into three categories: revitalization of companies in port distriparks, contribution to the port volume, and contribution to the national economy. The key parameters examined in detail include the ratio of hinterland volume to port volume (container and total cargo), port volume growth contribution rate, and job creation. Our results indicate that Gwangyang and Ulsan Ports showed steady growth for all the indicators analyzed, while Gwangyang Port was the only one among the five ports to display consistent steady growth. The results suggest that to achieve consistent growth, high value-added and specialized port distriparks based on the local economy should be established.

• Journal of Navigation and Port Research
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• v.38 no.5
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• pp.549-559
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• 2014

The increasing demand of maritime transportation and port development especially due to increased international trade resulted in a strengthening of regulating the greenhouse gas emissions mainly from ships by International Maritime Organization (IMO). Responding to these international environmental regulation and enforcement, the United States and the European seaports have expanded their Green Port Policy, which can promote the public welfare by reducing pollution caused by ships and ports. Accordingly, in 2010, Korean government enacted "The Framework Act on Low Carbon, Green Growth" and had pushed for all Korean ports to establish and implement their own green port policies. Therefore, the objective of this study is to establish the Green Port Policy Plan for sustainable and environmental friendly operations and developments of Ulsan port, which plans to be the oil hub port of Northeast Asia. To this end, we studied the current status of the environmental policy issues in Ulsan Port and international-&-domestic case studies on establishment of green port policy. With these studies, Ulsan green policy alternatives were identified that through the experts advice, and then were prioritized by adopting AHP survey analysis. As the result of this study, it was notified that LED lights replacement and AMP establishment as the hardware policy and the port environmental management department as the software policy were equally important policy options for the implementation of sustainable Ulsan Green Port Policy to meet port's characteristics.

• Asian Pacific Journal of Cancer Prevention
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• v.14 no.11
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• pp.6311-6314
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• 2013

Background: While 5-port laparoendoscopic radical prostatectomy is standard practice, efforts have been focused in developing a single port surgery for cosmetic reasons. However, this is still in the pioneering stage considering the challenging nature of the surgical procedures. We have therefore focused on reduced port surgery, using only 2-ports. In this study, we compared 2-port laparoendoscopic radical prostatectomy (2-port RP) and conventional 5-port laparoscopic radical prostatectomy (LRP) for clinically localized prostate carcinoma and evaluated the potential advantages of each. Materials and Methods: From January 2010 to December 2010, all 23 patients with clinically localized prostate cancer underwent LRP. Starting November, 2010, when we introduced the reduced port approach, we performed this procedure for 22 consecutive patients diagnosed with early-stage prostate cancer (cT1c, cT2N0). The patients were matched 1:1 to 2-port RP or LRP for age, preoperative serum PSA level, clinical stage, biopsy and pathological Gleason grade, surgical margin status, pad-free rates and post-operative pain. Results: There was a significant difference in operative time between the 2-port RP and LRP groups ($286.5{\pm}63.3$ and $351.8{\pm}72.4$ min: p=0.0019, without any variation in blood loss (including urine) ($945.1{\pm}479.6$ vs $1271.1{\pm}871.8ml$: p=0.13). The Foley catheter indwelling period was shorter in the 2 port RP group, but without significance ($5.6{\pm}1.8$ vs $8.0{\pm}5.6$ days: p=0.057) and the total perioperative complication rates for 2 port RP and LRP were comparable at 4.5% and 8.7% (p=0.58). There was an improvement in pad-free rates up to 6 months follow-up (p=0.090), and significantly improvement at 1 year (p=0.040). PSA recurrence was 1 (4.5%) in 2-port RP and 2 (8.7%) in LRP. Continuous epidural anesthesia was used in most of LRP patients (95.7%) and in early 2-port RP patients (40.9%). In these patients, average total amount of Diclofenac sodium was 27.8mg/patient in 2-port RP and 50.0mg/patient in LRP. Conclusions: Thus the reduced port approach is as efficacious as LRP in terms of many outcome measures, with significant cosmetic advantages and reduction in post surgical pain. This method can be readily performed safely and therefore can be recommended as a standard laparoscopic surgery for prostate cancer in the future.

• Journal of the Korean Institute of Navigation
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• v.20 no.1
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• pp.59-79
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• 1996

Waterfront redevelopment is an element in the process of inner-city regeneration now widespread in many ports of the world. Academic interest in the processes involved has yielded a literature biased towards specific locations rather than towards the analysis of processes and issues. The redevelopment of urban waterfronts does not, of course, occur exclusively in port cities but is found as a continuous process in most places where settlement and water are juxtaposed, whether or not commercial port activity is or was present. Port cities, however, as a result of the concentration and juxtaposition of urban and maritime influences, generally present the major issues involved in waterfront redevelopment most clearly. In this context, the general aim is to explore Korean dimensions of waterfront redevelopment in a range of port cities in a context of inner-urban renewal; and a specific objective is to examine the views of decision-makers in Korean port cities on the processes involved by a questionnaire method. The focus is on comparative strategies, and in particular upon the factors affecting the balance between social goals and commercial interests. To test the response of four categories of decision-makers in Korean port cities on a number of issues perceived as underpinning the processes involved in waterfront redevelopment, four catergories of respondents-port authority representatives(PO), urban planners(UP), port specialists(PS) and city-government official(GO)-were asked to fill in a questionnaire form. In three out of ten cases, the overall result broadly confirmed the a priori expectation; in six cases the confirmation was partial; and in one other the view of respondent was generally contrary to those anticipated. In many, but by no means all, cases there was substantial agreement between the four categories of respondents, but the range of scores was generally much wider than expected.