• Journal of Korean Society of Archives and Records Management
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• v.16 no.2
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• pp.143-172
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• 2016

This study analyzes the process of growth of Busan from a fishing village to the capital city of South Gyeongsang Province and the central city of transportation and commerce, and an industry with records. The results of the analysis are as follows: after the port opened in 1876, there has been a decline in settlement spaces in Dongnae; on the other hand, there has been an increase in migration spaces around the port of Busan. Waegwan (倭館) nearby Yongdusan Mountain (龍頭山) was changed to the Japanese concession; thus, the number of Japanese moving into Busan had rapidly increased. As a result, the Japanese government carried out reclamation work for securing available lands for the construction of port facilities and other facilities. The Japanese government built public offices and houses, as well as production facilities for daily necessities around the port of Busan. The opening of the Seoul Busan railway (京釜線) and the cross-channel liner between Busan and Shimonoseki (釜關連絡船) led to the growth of Busan and the development of its status. At this time, as the main industry of Busan was trade, Busan had grown as a commercial city. As Busan had grown as a central city of transportation and commerce, the provincial government building of Gyeongsangnam-do (慶尙南道) moved to Busan. Thus, Busan became the central city of local politics and administration. After the Land Survey Project, a large scale of farmers were recruited for low-wage work in the new port. Because of the abolition of the corporation law, Japanese capitalists moved into their colony in Busan. There, large-scale factories, such as the Joseon cotton textile factory, were established. Through this process, the locality of Busan was changed from a fishing village to a commercial city and, finally, to a city of commerce and industry.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2019.05a
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• pp.140-141
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• 2019

Busan Port is being operated inefficiently by a number of container terminal operators, which are dispersed in small groups. In particular, the small terminal at Busan Port is causing the dispersion of quantity, the increase of ITT cargo and the occurrence of a ship waiting at sea as the ship's Alliance became larger in 2016. As a result, studies such as integrated operations for the larger container terminals are being conducted. Therefore, in this study, we intend to set up a type of integrated operation for terminals at the new port of Busan and measure the practical effects through simulation to present an ideal direction for integrated operation.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2015.10a
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• pp.549-552
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• 2015

The Korean government establishes a strategy to develop the Busan New Port as a world ranking two transit-oriented port. This paper aims at presenting an efficient Inter-Terminal Transportation system in the Busan New Port as a method of achieving the government strategy. It proposes four systems to treat Inter-Terminal Transportation in the port; Double stack Multiple Trailer System (DMTS) Rail-based transportation system, Private road for Inter-Terminal Transportation, and platform for Inter-Terminal Transportation. This is shown to highly potential for efficient Inter-Terminal Transportation in the port.

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

• Proceedings of the Korean Geotechical Society Conference
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• 2008.03a
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• pp.281-292
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• 2008

Prefabricated Board Drains (PBDs) recently become more widely used than conventional sand drains in improving soft ground because the PBD is more time and cost effective. The performance of PBDs is affected by disturbance in the adjacent soil formation during inserting mandrels, the intrusion of fine particles into filter fabric, and necking of the drain by excessive lateral pressure especially occurring in very deep clay formation such as the Busan New Port site. In this study, the PBD with double-core is introduced, which seems to overcome the shortcomings of usual single-core PBDs. An in-situ test program was established in the Busan New Port site, in which a set of the double-core PBDs and the single-core PBDs was installed to compare the efficiency of each of the drains. The discharge capacity of the double-core and the single-core PBDs was compared for various confining pressures in the modified Delft test and the chamber test. A series of CRS consolidation tests was performed in order to obtain profiles of void ratio-effective stress and void ratio-permeability relationships in the Busan New Port site that are used as input date in performing a numerical program ILLICON. The numerically simulated settlements of ground surface in the test site are in good agreement with those of in-situ measurements. In addition, the performance of the double-core and single-core PBDs has been experimentally and numerically compared in this paper.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.3
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• pp.197-203
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• 2008

This study analyzed the characteristics of sea water transport between Busan New-port and the Nakdong River estuary. Numerical modeling was used to evaluate the characteristics of the tidal current. Numerical simulations of three different topographies were conducted. The results are summarized as follows: 1) The volume of sea water transport was reduced by $0.7{\sim}18.4%$ when water depth was decreased at Busan New-port (10 m); 2) The volume of sea water transport was increased by $3.5{\sim}21.9%$ when a channel (depth 5 m) was constructed in the direction of the Nakdong River estuary.

• Journal of Navigation and Port Research
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• v.36 no.3
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• pp.233-243
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• 2012

The purpose of this study was to confirm that the formation and influencing factors of ocean governance in Busan. Recently it has been observed that the concept of ocean governance increasingly popular in the field of maritime administration, as the concept helps us understand more comprehensively the new or emerging roles of the government and other stakeholders(private enterprise, citizen, etc) in a rapidly changing environments. Therefore, this study aims to investigate the status of ocean governance and draw alternatives in applying appropriate ocean governance structure of maritime administration in Busan. The result of this study shows that ocean governance level in Busan was not high in some factors such as participation, cooperation, collective decision making. This is caused by the lack of a ocean governance structure. Based on these significant research findings, theoretical and practical implications were discussed.

• Journal of the Korean Institute of Navigation
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• v.21 no.2
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• pp.19-40
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• 1997

When designing new marine traffic routes, it is desirable that the congestion due to traffic volume is evaluated by theoretical traffic capacity or by traffic simulation. Most of these techniques are applied to single server which is not considered channel width. Over-taking or paralle sailing of two or more vessels is allowalbe in Dover, Uraga, Gaduk-sudo, etc under their traffic capacity. In this paper, the Bumper Model is introduced to multiple severs in narrow channel and applied to Uraga Channel in Japan. The minimum width of Uraga Channel is 1, 400 m and its design traffic capacity is evaluated 19.26 ~ 19.52% of the basic traffic capacity. The traffic capacity on Gaduk Channel according to Busan New Port Development in 2011 will be estimated 3.59 % of maximum density and equal to 18.6% of that on Uraga Channel in 1992. The channel width Gaduk-sudo is designed 1, 600~2, 460 m and evaluated safe enough.

• Journal of Navigation and Port Research
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• v.45 no.6
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• pp.314-324
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• 2021

Competition between ports around the world is intensifying to attract transshipment cargo. However, recently, there have been concerns about the departure of transshipment cargo volume at Busan Port, such as the lifting of the cabotage policy in China's shipping sector and the implementation of a safe fare system. In terms of operation, terminal congestion and vehicle waiting time are seriously occurring due to imbalance in the transshipment volume of each terminal and vehicles concentrated in a specific time period. In this paper, we propose a method of inter-terminal transportation (ITT) using buffer space to solve the problem caused by inefficient ITT systems and presented a mixed integer programming (MIP) for the problem. The effect of using the buffer space was analyzed for various work volumes and capacity fluctuation ranges by applying the terminal congestion pattern and ITT vehicle in/out pattern based on the Busan New Port data.

• Journal of Fisheries and Marine Sciences Education
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• v.21 no.1
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• pp.96-105
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• 2009

Recently, the logistics companies are constructing distribution market for logistics service in hinterland which is convenient for management and activity of logistics. Since the expansion of hinterland has physical constraints and related to the adjacent cities, it is vital to select value added types of logistics in the business. This study determines the priority of logistics business types in the hinterland of Busan's new port using DHP, and also it suggests future types of logistics business by comparing result of study with the enterprises located in the hinterland. As a result, the inter-modal transport business has higher weight than the storage business. The distribution manufacturing business also has relatively high weight. Therefore, the inter-modal business and storage business need to keep a present status in hinterland, and the distribution manufacturing business should consolidate the role.