If a system has a large boundary and complexity, forecast's accuracy will be very low when consider the system's substance as black box. Thus, it is necessary that analysis by structure model. To examine competition in Northeast Asia Ports, it has assumed that the form of structure model, For which the System Dynamics method is adapted in this paper. Northeast Asia Ports Model includes five ports - Pusan, Kobe, Yokohama, Kaoshiung, Keelung, - which are adjacent to each other by geographically and has a competition relation. The Northeast Asia Ports Model has several sub-systems which consists of each unit port models. And, each unit port model found by quantitive, qualititive factors and their feedback loops. All effects which components of one port have influence to components of the rest ports must be surveyed in order to construct Northeast Asia Ports Model, but it may be impossible currently. In this paper Northeast Asia Ports Model was simplified by HFP-Hierarchical Fuzzy Process Method -adapted to integration of level variables of unit port model. Container cargo volumes in Northeast Ports Model is distributed by results of HFP method. And, distributed container cargo volumes effected to unit port model. Developed model can estimate change of container cargo volumes in competitive relation by alternation of simple parameter, and reflects dynamics characteristics which are included in model.

This paper aims to suggest the strategies for Korea port, especially Busan to develope into a viable transshipment center and/or Hub port as the articulation points between mainline and feeder nets. To tackle this goal, the authors clarify the requirements for Korea port which will be critical in determining its position as Hub through the careful analysis on competitiveness, environmental impact, port policy and capacity, transshipment traffic and inherent ability to generate traffic. The results are summerized as follows. (1) Coping with increasing container volumes, new investment is sustainedly necessary to increase the capacity and inherent ability of container port and create economies of scale. Moreover, increasing port capacity will increase the potential for the Korea port's inclusion into mainline rather than feeder networks. (2) Considering an increasing awareness of need for customer-oriented operations and service quality rather than simply a reliance on infrastructure-led efficiency, privatization of one sort or another and corporation of port have been key strategies in achieving greater efficiency in Korea containerport.

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.

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.

The intensification of the competition among container terminals has led to important affect such as, decision making or aggressive intervention of customers for terminal operation. Therefore, in case of developed ports, the large transition of port operation is composed of the press of terminal customer than decision making of terminal manager. Overall port tariffs for using terminal is made out by the conference of terminal customers than the supreme headquarters of terminal operation, and the related investment of terminal has been made according to requisition or proposal of customers. Therefore, among decision making problems that shippers, shipping companies, and freight forwarder among decision making problems that shippers, shipping companies, and freight forwarder face, the choice of the container terminal is one of the most important problems. So, the decision making of the users seems to have a significant impact on the competitive power of container terminals. The main objective of this study is to design port marketing strategy for strengthening the competitive power of container terminals. The results of this study were found as follows: Firstly, port authority should establish user-oriented operation policy of terminal as the means of activating the opinion window, using terminal monitoring system(TMS). Secondly, terminal planning and development of government should be made to minimize the lead time, to induce the civil capital and to utilize the economies of scale. Thirdly, port authority needs to endeavor to analyze the information of competing foreign terminals as well to promote the concentrated marketing for the terminal on the users, to train the expert and to develop the new port charge system. Fourthly, to improve the competitive power of the container terminal, Port Authority should optimize the subsystems related to port marketing, far more these systems should be joined organically to work effectively. Finally, port authority system should be introduced, Namely, port should have the enterprise inclination as well s the public inclination.

Technological and organisational changes in transport system have introduced new dimension into port system development and inter-port competition. The quality of service now required by the customer is costly and not easily provided by small shipping companies and small ports. It has been suggested that in the future container shipping may be concentrated by space-sharing arrangements or actual mergers into the hands of a few mega-operators with the investment potential to provide total logistics networks. In order to compete effectively, high load factors will be essential and port concentration inevitable. A fa-voured few ports will become the load centres and other ports will assume a secondary feeder role. In this study, three questions are raised and attempts are made to answer them : (a) what is the new role of ports today ; (b) why should ports be engaged in this new role ; and (c) how can ports play this new role. In short, a modern port should be a service centre and a logistic platform for international trade and transport-a third generation port. Ports, in particular, have to make every effort to be competitive in the cost and quality of services and to make the port a transport and distribution service centre. For most ports, this is not an option but a must ; an essential requirement for survival in this win or lose situation. The best way to win is to maintain a close contact with port users, listen to them, discuss with them, help them and satisfy them. That is port marketing. Starting from the findings of port marketing, it is es-sential to work out appropriate development plans and marketing targets and to improve port competitive-ness. As an alternative method, a port competitiveness model is suggested, which may help port managers to make appropriate improvements.

The economy of Korea has grown up significantly in its scale. It has, therefore, become imperative to develop countermeasures to prevent work related injuries and occupational illnesses resultining from haza-rdous working conditions and handling harmful substances. A lot of cargo handling accident in port have occurred due to the characteristics of poor working environment, diversity of working place and method, fluctuation of the amount of cargo and handling of heavy, long, harmful and dangerous cargo, etc. According to '91 industrial accident analysis carried out by the ministry of labour, the number of the stevedores injured by cargo handling accident in port were 1, 432 persons (the death accident : 22 per-sons), the amount of industrial accident compensation in port was 6.7 billion won (the amount of economic loss : 33.6 billion won), and the injury occurance rate of the stevedoring industry was higher than that of the whole industry. This paper, therefore, aims to the actual status of the stevedoring industry and to extract the main cau-ses of the accidents related to cargo handling in port through factor analysis using the data of the accide-nts in the whole habour from 1990 to 1992, and to suggest the countermeasures to prevent such accident. The main causes of the accident and countermeasures are found to be as follows through the factor analy-sis : Factor1, factor2, and factor3 related to a defect of human being and management, a defect of state and environment, and an insufficiency of education and law are extracted. The short-term countermeasures to prevent these accidents are 1) to consolidate the safety and health organization in the working spot, 2) to secure a safe condition in working spot before dock work, 3) to strengthen a dock worker's safety educa-tion. The long-term countermeasures are 1) to promote a decasualisation of dock workers, 2) to modernize the cargo working methods through constructing exclusive pier and introducing exclusive cargo handling equipment, 3) to establish a exclusive dock accident prevention organization and the dock workers law. Factor 4, factor5, factor6, and factor7 related to an unfitness, a deficiency of technical knowledge, a nonfu-lfilment of safety measures, and a bad arrangement are extracted. The countermeasures to prevent these accidents are 1) to perform a complete safety inspection of cargo handling equipments and tools and to carry out the dock work according to a working plan, 2) to publish and supply technical safety books, safety instruction book, safety check list, etc., 3) to strengthen the safety patrol at the working spot in habour and to activate a safety fund, 4) to maintain always a clean workshop with the safety consciousness in which the good arragement of the working spot is considered to be the beginning of safety.

This study deals with the case of a fixed floating structure(FFS) at the mouth of a rectangular harbor under the action of waves represented by the linear wave theory. Modified forms of the mild-slope equation is applied to the propagation of regular wave over constant water depth. The model is extended to include bottom friction and boundary absorption. A hybrid element approximation is used for calculation of linear wave oscillation in and near coastal harbor. Modification of the model was necessary for the FFS. For the conditions tested, the results of laboratory experiments by Ippen and Goda(1963), and Lee (1969) are compared with the calculated one from this model. The cases of flat cylinderical structures, both fixed and floating, were taken to be in an intermediate water depth.

The rapid progress of the intermodal freight transportation in recent years has induced fierce competition among the adjacent hub ports for container transport. This brings increased attention to the evaluation of the port competitive ability. But it is not easy to evaluate the port competitive ability because this belongs to ill-defined system which is composed of ambiguous interacting attributes. Paying attention to this point, this paper deals the competitive ability of container port in Far-East Asia by fuzzy integral evaluation which is adequate to interacting ambiguous attribute problem. For this, the proposed fuzzy evaluation algorithm is applied to the real problem, based on the factors such as cargo volumes, costs, services, infrastructure and geographical sites These are extracted from the precedent study of port competitive ability, etc. The results show that the port evaluation factors come in following order ; services, costs, infrastructure, geographical sites and cargo volumes. There are some interactions(interaction coefficient, λ=-0.664 between evaluation attributes. The port competitive ability comes in following order : Singapore, Hongkong, Kobe, Kaoshiung and Busan. According to the sensitivity analysis, the rank between Busan and Kaoshiung changes when λ=0.7. From the analysis of the results, we confirmed that the proposed fuzzy evaluation algorithm is very effective in the complex-fuzzy problem which is composed of hierarchical structure with interacting attributes.

항만 설계에 영향을 미치는 네가지 중요요인인 선박요인, 인간요인, 환경요인 및 항로표지요인들이 실제 항만 및 수로의 설계에 미치는 구체적인 영향들을 각 요인별로 분석하였다. 아울러 항만 및 수로 설계요소인 수심, 항로의 폭, 항로의 배치, 선회수역의 크기 및 부두의 배치 문제에 대한 분석을 기하였다. 그리고, 항만 및 수로의 설계 문제에 관한 최근의 연구결과들과 각국의 설계 Guideline들을 수집하여 특히, 항로의 폭, 항로의 배치 그리고 선회수역의 크기에 대해 그 내용을 비교하고 분석하였다. 이들 연구 결과들과 항만 설계기준들은 연구 방법과 설계 기준을 마련한 기구들에 따라 그 내용의 차이가 있음이 확인되었다. 따라서 이들 기준들은 항만 설계를 위한 1차 계획 수립시에만 활용되고 세부적인 설계는 1차 설계 후 항만 설계 시뮬레이션 기법을 통한 검정을 거쳐야만 안전한 항만의 설계 및 개발이 이루어질 수 있다는 것이 확인되었다.

In this study, to identify the ineffectiveness of inter-connected system of cargo volume between the Pusan Port and inland areas and also to make more rational suggestions, the following conclusions were drawn by analyzing Container Cargo Traffic from BCTOC to Off-Dock CY: 1. There existed about 30% to 50% reduction in the container transport times when the container transport vehicles were operated during the off-peak period to alleviate the traffic congestion due to mixed traffic. 2. There appeared to be more economic when Off-Dock DY's scattered around the City of Pusan were unified in one ODCY Unit at YangSan, and the Exclusive Overpass Freeway System for the container transport vehicles were constructed and operated on the existing Urban Freeway from BCTOC ti this ODCY Unit (Expected to make about 230 billions Won in net present value by NPV method).

Recently recognize the labor productivity of port physical distribution system in the port and shipping areas, Much Efforts for evaluating this productivity has been made continuously. BUt still there is little study, so far, on a systematic research for the management of port labor gangs, and even those were mainly depended on a rule of thumb. Especially the object of this study is to introduce the method of optimal allocation and assignment for the labor gangs per pier unit in the multiple ships berthed at an arbitary pier or port. In case the multiple ships have a homogeneous cargoes or do not have sufficient labor gangs to be assigned. The problem of optimal allocation and assignment of the labor gangs to be i) formalized with multi-state decision process in form of difference equation as the pattern which converted the independent multiple ships into a single ship with the intra-multiple ships, and ii) the optimal size of labor gangs could be obtained through the simple mathematical method instead of complicated dynamic programming, and iii) In case of shortage of labor gangs available the evaluation function considering the labor gangs available and total shift times was introduced, and iv) the optimal allocation and assignment of labor gangs was dealt at the point of minimizing the summation of the total shift times and at the point of minimizing the total cost charged for the extra waiting time except PHI time during port times for the multiple ships combinations.

Nowadays much efforts for evaluating the productivity of port physical distribution system to meet the rapid change of the port and shipping circumstances has been made continuously all over the world. The major part of these efforts is the improvement of the productivity of cargo handling system. The cargo equipment system as infrastructure in the cargo handling system is organized well in some degrees, but the management system of manpower as upper structure is still remained in an insufficient degree. There is little study, so far, on a systematic research for the management of port labor gang, and even those were mainly depended on rule of thumb. The object of this study is to introduce the method of optimal allocation and assignment for the labor gang in single ship, which was suggested as a first stage in dealing with them generally. The problem of optimal allocation and assignment of the labor gang can be (I) formalized with multi-stage allocation and assignment of the labor gang can be. (II) dealt with two stages in form of hierarchic structure and moreover, (III) The optimal size of labor gang was obtained through dynamic programming from the point of minimizing the summation of labor gang in every stage, (IV) For the problem of optimal assignment, the optimal policy was determined at the point of minimizing the summation of movement between hatches.

From the viewpoint of physical distribution, the port transport process can be regarded as a system which consists of various subsystems such as navigational aids, quay handling, transfer, storage, information If management, and co-ordination with inland transport. The handling productivity of this system is determined by the production level of the least productive subsystem. So, a productivity analysis on the flow of cargoes through each subsystem should be made in order to achieve efficient port operation. The purpose of this paper is to analyze the productivity of each subsystem in Pusan port, and to bring forward problems and finally to draw up plans for their betterment. Analyzed results on the productivity of each subsystem are as follows, i) It is known that the number of tugs with low HP should be increased by a few, the number of tugs with medium HP is appropriate, and the number of tugs with high HP is in excess of that necessary. ii ) In the case of container cargoes, it is found that the transfer and storage systems in BCTOC have the lowest handling capability, with a rate of 115%, leading to bottle-necks in the port transport system, while the handling rate of the storage and quay handling systems in general piers is in excess of the inherent capability. iii) In the case of the principal seaborne cargoes passing through general piers, there is found to be a remarkable bottle-neck in the storage system. In the light of these findings, both the extension of storage capability and the extension of handling productivity are urgently required to meet the needs of port users. Therefore, iv) As a short-term plan, it is proposed that many measures such as the reduction of free time, the efficient application of ODCY, etc must be brought in and v) In the long-trun, even though the handling capability will accommodate an additional 960,000 TEU in 1991, the scheduled completion date of the third development plan of Pusan port, insufficiency of handling facilities in the container terminal is still expected and concrete countermeasures will ultimately have to be taken for the port's harmonious operation. In particular, the problem of co-ordination with inland transport and urban traffic should be seriously examined together in the establishment of the Pusan port development. As a method of solving this, vi) It is suggested that Pusan port (North port) should be converted into an exclusive container ternimal and overall distribution systems to the other ports for treating general cargoes must be established. vii) And finally, it is also proposed that the arrival time (cut-off time) of influx cargoes for exports such as general merchandise and steel product should be limited, with a view to securing cargoes suitable for the operational capability of BCTOC.

Decision Science or Decision Analysis can be described as a scientific methodolog to provide suitable quantitative information for the decision maker to be able to selected the best feasible alternative on the given decision environment and thus we can say that where there are decision problems, there needs the decision analysis to be applied to them. International shipping is generally said to be the cheapest and most widely used means of transport in international trade and each of the hundreds of seaport. So far as the decision makings in the shipping and port transportation are concerned, of real importance is to understand what the decision problems in each of shipping and port transportation really are and to recognize the meaning of relevance between shipping and seaport in the outworn phrase, that is to say, "The chain is as strong as its weakest link." This paper is intended to present a literature survey on the applied decision analysis to shipping and port transportation problems which have actually been involved in the wide variety of decision environment. At first, the author suggests four divisional framework such as decision analysis in each field of Shipping Economics, Management and Operations of Shipping, Port Economics, and Port Operation and Management, according to the main concern of the decision environment, and then the literature surveys on those four major divisions are described including the problems and solution approaches in each case. The author concludes the paper with the comment on the need of joint research around this area by citing the phrase of "a process of updating the decision makers' intuitions."s' intuitions."quot;

Trip distribution plays an important role in the analysis and network evaluation phases of the transportation and the traffic planing process. In this paper, the authors propose an algorithm for estimating the trip distribution between each pair of zones such as harbours and straits. The algorithm is formulated by using the observed data and introducing the concept of entropy when observed data between harbours were not existed. In order to examine the feasbility , the proposed algorithm is applied to ships on traffic route in Hanryu Sudo and in Korea costal waterway. And also, its validity is examined by comparing another algorithm through statistical test.

Nowaday all the countries of the world have studied the various problems caused in operating their own ports efficiently. Ship delay in the port is attributal to the inefficient operation in the navigation aids, the cargo handling, the storage and transfer facilities, and to the inefficient allocation of gangs or to a bad service for ships. Among these elements the allocation of gangs is the predominating factor in minimizing ship's turn round time. At present, in the case of Pusan Port. the labour union and stevedoring companies allocate gangs in every hatches of ships by a rule of thumb, just placing emphasis on minimizing ship's turn round time, without applying the principle of allocation during the cargo handling. Owing to this the efficiency of the cargo handling could not be expected to be maximized and this unsystematic operation result in supplying human resources of much unnecessary surplus gangs. Therefore in this paper the optimal size and allocation of gangs for minimizing the ship's turn round time is studied and formularized. For the determination of the priority for allocation the evaluation function, namely F=PHin×(W+H), can be obtained; where, PHI : Principal Hatch Index W : Total Cargo Weight represented in Gang-Shifts H : Total Number of Ship's hatches and also for the optimal size of gangs the average number of gang allocated per shift (Ng), namely Ng=W/PHI, is used. The proposed algorithm is applied to Pusan Port and its validity is verified.