• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2006.06b
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• pp.317-323
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• 2006

This paper deals with High Stacking System(HSS) development to develop a next generation port handling system for accommodating mega-sized container ships. It aims to develop the HSS that maximizes handling capacity within the limited space of the port. The system is expected to resolve the problem of yard space shortage as well as utilize innovative technology to ensure high-performance and automation at the terminal so as to enhance stevedoring productivity. The main objectives of this paper is suggesting the design concept drawing the HSS terminal and simulation analysis was undertaken taking into consideration performance of handling equipment, and port handling system Design concept drawing of the HSS terminal and will be used as base data for basic design and detailed design in actual operations of the terminal in the future. The HSS, to be applied to both conventional and new terminals, is expected to act as a catalyst for enhancing the value-added at ports.

• Journal of Korean Port Research
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• v.5 no.2
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• pp.19-37
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• 1991

This work aims to : establish a model of the container physical distribution system of Pusan port comprising 4 sub-systems of a navigational system, on-dock cargo handling/transfer/storage system, off-dock CY system and an in-land transport system : examine the system regarding the cargo handling capability of the port and analyse the cost of the physical distribution system. The overall findings are as follows : Firstly in the navigational system, average tonnage of the ships visiting the Busan container terminal was 33,055 GRT in 1990. The distribution of the arrival intervals of the ships' arriving at BCTOC was exponential distribution of $Y=e^{-x/5.52}$ with 95% confidence, whereas that of the ships service time was Erlangian distribution(K=4) with 95% confidence, Ships' arrival and service pattern at the terminal, therefore, was Poisson Input Erlangian Service, and ships' average waiting times was 28.55 hours In this case 8berths were required for the arriving ships to wait less than one hour. Secondly an annual container through put that can be handled by the 9cranes at the terminal was found to be 683,000 TEU in case ships waiting time is one hour and 806,000 TEU in case ships waiting is 2 hours in-port transfer capability was 913,000 TEU when berth occupancy rate(9) was 0.5. This means that there was heavy congestion in the port when considering the fact that a total amount of 1,300,000 TEU was handled in the terminal in 1990. Thirdly when the cost of port congestion was not considered optimum cargo volume to be handled by a ship at a time was 235.7 VAN. When the ships' waiting time was set at 1 hour, optimum annual cargo handling capacity at the terminal was calculated to be 386,070 VAN(609,990 TEU), whereas when the ships' waiting time was set at 2 hours, it was calculated to be 467,738 VAN(739,027 TEU). Fourthly, when the cost of port congestion was considered optimum cargo volume to be handled by a ship at a time was 314.5 VAN. When the ships' waiting time was set at I hour optimum annual cargo handling capacity at the terminal was calculated to be 388.416(613.697 TEU), whereas when the ships' waiting time was set 2 hours, it was calculated to be 462,381 VAN(730,562 TEU).

• International Journal of Naval Architecture and Ocean Engineering
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• v.12 no.1
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• pp.129-145
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• 2020

The article presents a systematic approach to design of marine navigation channels parameters resulting from manoeuvring and operational safety. Relations between the parameters of waterway system elements and the conditions of safe ship operation have been determined and the objective function of waterway parameters' optimization problems has been minimized with respect to variables of construction and operation costs. These costs have been functionally associated to variables of channel width at the bottom and fairway depth. The method of fairway's width computation at specified safe depth at the preliminary and detailed stages of waterway design has been proposed. The results of this method application have been illustrated with two examples: 1. The modernization of Szczecin-Swinoujscie fairway aimed at accepting vessels of 60,000 DWT capacity. 2. Construction of an approach channel leading to a newly built container terminal in Swinoujscie harbour (Poland), handling ocean-going container ships of 20,000 TEU capacity.

• Journal of Navigation and Port Research
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• v.29 no.3 s.99
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• pp.291-298
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• 2005

In this article. the specifications of a future container crane for a 18,000 TEU megaship are investigated After studying the transitions of containerships through the past half century, the characteristics of the past and current container cranes are outlined. together with various research trends throughout the world Upon these results, the size and performance of the container crane that will be used beyond the year 2014 are forecast. Specifically, the structure, trolley and hoist mechanism, control method, outreach. backreach, rail gage, loading capacity, stability, durability, and others are summarized.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2009.10a
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• pp.215-216
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• 2009

By growing the capacity of container in the world, main container terminal in countries introduces the automated container equipments and try to improve the productivity for handling the container. ARMC(Automated Rail Mounted Crane) is installed in automated container terminal and expected the high efficiency of productivity by using minimum-time control method. However recently by the GREEN Port policy, high energy efficiency method for container equipments is importance issue in ports. In this paper, the 3-dimensional modelling of AMRC is discussed and the acceleration characteristics for ARMC is analyzed By using the results of this paper, the advanced controller for the crane will be developed in future.

• Journal of the Korea Safety Management & Science
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• v.12 no.4
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• pp.175-181
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• 2010

The government have plans to improve the railway transport capacity and transport hub for the sustainable national transport and logistics system. Specially, there are much efforts to improve transportation capacity such as high speed transportation of rail freight, enlargement of BT train, development of double stack train, etc. between railway transport hubs. If the transport capacity between railway logistics hubs is increased as planned, we must increase the handling capacity of railway hub terminals. But there are limits to enlarge the terminal infrastructure because of investment scale, location circumstances and urban development plans. To ensure the capacity, with the minimum required enlargement of infrastructure, it is necessary to extremely increase the efficiency of terminal operations. For improving the efficiency, we have to introduce the efficient terminal operation systems based on u-IT and operation optimize technologies. In this paper, we analyse the issues and problems of railway terminals(including ICD) and suggest the concept of intelligent railway terminal and the construction components of technology.

• Proceedings of the KOR-KST Conference
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• 1993.07a
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• pp.99-105
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• 1993

This Article analyses the present situation of Shanghai Harbour and the Harbour's important role in the development of chinese economy. The article forecasts that the yearly tonnage turnover of the port will reach about 200 million tons in the year of 2000, possibly reach to 270--300 million tons by the end of 2020. it also forecasts that the container handling capacity of the port will be 2 million TEUS in 2000 and 6 million TEUS in 2020 respectively. In order to keep pace with the present situation of opening up and developing Pudong new area, this article suggests that the strategic target of the management and development of Shanghai Harbour should be : grasp the opportunity of opening up and developing Pudong, take the building of the deep-waterway port as the main task, which can accept the third or fourth generation international container ships, bring into full play the traditional advantages the Harbour has, unfold the businesses in other fields, participate in the marketing competition, speed up the development of the Harbour itself, make efferts to build Shanghai Harbour into a port-industry-trade-transportation integral modernized international deep-water key port.

• Journal of Navigation and Port Research
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• v.27 no.2
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• pp.179-184
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• 2003

In order to mitigate the overcapacity of Busan port, Busan new port has been developed as transshipment port which is capable of handling 8,000 TEU containership. Generally, design of transshipment port has to reflect the capacity of feeder because both mother vessels and feeders enter the planned port at the same time. However, the existing plan of Busan new port capacity needs to be reexamined since the adopted capacity of each berth at new port, 300,000 TEU, does not seem to be enough to handle both mother vessels and feeders. Therefore, in this study we calculated the required number of berth and berth length by considering cargo handling capacity in terms of the ship size and this study makes some implications in relation with the terminal development plan.

• Journal of Navigation and Port Research
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• v.33 no.3
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• pp.199-206
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• 2009

Since Emma Maersk, which is a container vessel capable of holding a freight capacity of 11,000 TEU, was launched early last year, the appearance of the ULCS (Ultra Large Container Ship) will be expected in 5 years. That requires the high productivity, the high technology, the automation, and the high efficiency in port operations. GTO (Global Terminal Operator) and port equipment companies are striving for the prior occupation of the port market and the development of the port technology. Within the country, however, there has been few systematic, analytic, and detailed technology road map, and the effective execution of the development policy for the port technology and the activation of port industries has not been achieved. In this study, we deduces the development subject of the domestic port technology and analyzes the priority of them. In conclusion, we establishes the macro technology road map and the product-related road map for container ports in Korea.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.1
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• pp.27-33
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• 2019

Several studies have been completed on the topic of container terminals in Northern Vietnam. Few of them, however, deal with competition in terms of costs related to vessel waiting time or cargo handling. This paper estimates the average waiting cost per TEU for all the container terminals in Northern Vietnam. After average waiting time was first estimated by applying queuing theory, uncertainty theory was applied to estimated vessel daily cost. A simulation was performed to create a series of data representing waiting cost per TEU in relation to the rate of volume handled/capacity of each terminal. Non-linear regression based on this series was used to present a function for the relationship between the average waiting cost of each terminal and the rate of volume handled /capacity.