본 연구는 친수공간 이용 활성화를 위한 계획연구의 일환으로 수변공간의 복합적이고 다 기능적 이용에 초점을 두었다. 계획대상지인 하단 포구는 역사성과 잠재적 가치를 가졌으나, 현재 낙동강으로부터 시각적으로 단절되었고 도시에서의 잃어버린 공간(Lost space)으로 전락하여 수자원으로서의 가치를 상실하였다. 따라서 연구의 접근은 그린 인프라적 환경 재생을 통하여 수변 공공거점으로 이용가치를 증대하고, 친수공간으로서 코어의 역할 수행을 위한 물리적 환경 개선 계획을 목적으로 하였다. 연구 결과는 수변공간의 자원화 및 거점 마련을 위한 ‘공간에 대한 장소성 창출’, ‘포구 환경정비 및 재생’, ‘접근체계 차별화 및 네트워킹’ 등에 중점을 두어 기본계획을 수립하였으며 결과의 세부내용은 다음과 같다. 첫째, 공간에 대한 장소성 창출은 즉 ‘하단 포구를 어떻게 명소화할 것인가’로 귀결된다. 따라서 장소성 창출은 외부로부터 경관 랜드마크(유리가벽)를 통하여 공간을 인지하게 하였고, 내부에서의 전달은 낙동강에 대한 인지적 방향성과 그에 대한 가상경관을 시각 자원(미디어 스크린)을 통하여 제시하였다. 둘째, 포구 환경에 대한 정비는 기존 어민의 작업환경을 개선함과 동시에 방문객의 여가활동을 수용하기 위한 중의적 공간 계획을 제시하였다. 신규시설 도입을 지양하며, 2차원적 평면계획(포장패턴)을 통하여 활동영역에 대한 암시성을 제시하였으며 지역축제 프로그램 등에 대비한 탄력적 운영을 유도하였다. 셋째, 하단 포구의 이용 활성화는 보행 접근성 향상을 통한 수자원의 이용과 활용에 중점을 두었다. 이에 따른 주요 계획으로는 녹지 축의 연속성 확보, 진출입부 환경 개선, 시각적 개방성과 연속성 확보 등이 해당한다. 본 연구 결과는 그린 인프라적 환경 재생을 통하여 하단 포구에 대한 수변 공공거점으로서 현실적인 개발 가능성을 제시하였다. 이는 미시적으로 생업을 위한 효율적 환경개선과, 여가 및 탈 일상적 경험에 대한 이용 가치를 제공할 것이다. 아울러 친수공간으로서 도시발전 및 지역 정체성 확립을 위한 기반시설의 환경개선 사례로서 그 역할을 기대 할 수 있을 것이다.

A colony of Solenopsis invicta was first intercepted on Gamman pier, Pusan port in Korea at September, 2017 by Animal and Plant Quarantine Agency. The mitochondrial DNA (mt-DNA) of workers was analyzed and compared with vary libraries of mt-DNA haplotypes to elucidate the origin of the introduced colony with the trade pattern of the Gamman pier. The mt-DNA fragment of 768 bp, which is part of the Cytochrome oxidae I gene, was amplified and sequenced. The results showed that the mt-DNA was in the clade of haplotype 5, which is endemic in southern USA, China, Taiwan, and Australia. More than 60% of containers are imported from China into Gamman pier, it may be possible to assume that the colony was inadvertently invaded through containers from China.

Recently a colony of Solenopsis invicta, the red imported fire ant (RIFA), was intercepted on Gamman pier, Pusan port in Korea by Animal and Plant Quarantine Agency. It has been generally known that RIFA has two social forms as monogyne and polygyne, which showing the behavioral differences between the two forms and dictated by a pheromone binding protein, Gp-9. The social forms of the RIFA colony was revealed as polygyne form, when the GP-9 gene was analyzed by three allelic discrimination assays including Real-Time PCR (RT-PCR), rh-Amp SNP Genotyping, and peptide nucleic acid probe-based RT-PCR in this study.

In Pusan Harbour, new port development projects are implemented such as the Extended Terminal adjacent to the Gamman Terminal, Pusan New Port, the Navy ○○ piers, etc. which will require new marine traffic environments in the Passage I of Pusan Harbour. Specially, the turning basin of the Extended Terminal adjacent to the Gamman Terminal has been designed to overlay the Passage I of Pusan Harbour, which will interrupt the inbound traffic flow and the results will be worried to decrease the efficiency of port operation. Therefore, this paper will be aimed to evaluate the traffic congestion in the Pusan Passage I due to the opening of new ports within Pusan Harbour in 2006 and 2011 by using computer simulation based the queueing theory.

This study aims at advancing waterfront planning and development of North Port or of Pusan and attempting to establish an identity through the analysis and case studied of waterfront development of foreign countries. This study is based on Pusan urban harbor plan and the case study which was investigated the relational port with an urban area to find a model of development method and procedure of urban waterfront renewal. The approach of this study is to classify diversified cases and to suggest elements after reviewing successful cases. The point in the waterfront development plan of North Port of Pusan is how to secure an amenity on the edge and provides a comprehensive theoretical base such as skyline, coastline, green area, accessibility scenery, landmark, open space, and so on. The results of this stud is useful for the planner to develop more and systematic approaches which could utilize waterfront. Waterfront development will be a new change of urban development for Pusan.

This study was focused on analyzing the headway of various types of trailer in Pusan city with the high heavy vehicle rate. Then Passenger Car Equivalent(PCE) was calibrated in order to identify the impact of trailers in the traffic flow at the signalized intersections. To fulfill this goal types of trailer were classified into five categories such as full trailer semi-trailer unloaded semi-trailer semi-trailer loaded with 20ft container and semi-trailer loaded with 40ft container and Passenger Car Equivalents were identified. the Results are as follows: 1) The PCE’s were 2.64, 1.51, 2.09, 2.16 and 2.23 respectively. 2) The saturation flow rate on the signalized intersection was lower than that on the multi-lane highway in the big city of Korea. 3) The start-up delay on the thru lane was similar to the average value in our country but the start-up delay on the left-turn lane was longer than the average value in our country by the impact of container Vehicles.

Port competition is generally classified into two type of inter-domestic ports and intermational ports and the latter is measured how to secure the function of intermediacy for foreign cargoes among competing parts. In the Northeast Asia top 20 world container ports such as Pusan, Kobe, Yokohama and Kaohsiung are struggling to induce transshipment containers generated in the North China region. This paper aims to analyze and evaluate the competitive factors of the said ports such as port site facilities expenses service level and flexibility of management and operations and suggest the feasible strategies that the Pusan Port to be viable transshipment center in the region. The evaluation is attempted twice. First attempt is evaluated by present conditions of each port and second attempt by upgraded conditions of evaluation value such as port service level and flexibility of port management and operations resulted from the implementation of the ON-DOCK service system. The results of evaluation are as follows; (1) Port competitiveness of first evaluation is ranked in Kobe=Kaohsiung >Pusan>Yokohama. (2) Second evaluation is resulted in Kobe> Pusan= Kaohsiung>Yokohama. According to this results the competitiveness edge of the Pusan Port is able to strengthen by implementation of the ON-DOCk system.

The productivity of port labor in Pusan port is very low and the ratio of port accident is high in comparision with other advanced foreign ports. The aim of this paper is to find why the productivity in Pusan port is much lower than that of other countries in terms of port labor education systems. To obtain the objective of this study, the writers used 163 questionnaire for port labor in BCTOC, PECT and UTC for the survey of training method of cargo equipment handling. The result of this study shows as follows; (1) From the fact that ratio of labor who were trained by KPTI was 2.5%, we could say the public training system of port labor is not operated properly (2) As most of laborers are trained by the experienced associate, they do not recognize how the level of cargo handling equipment is set to increase the productivity. (3) In order that the port public training system plays a good role in port industry, a new license system should be introduced and an expert education system should be developed.

In Pusan port, the studies which analyze container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously carried out. But, in Pusan port, the study on an evaluation of traffic congestion has been scarcely performed until now. Especially, when changing and extending a berth, or constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analyze the effect of ship traffic condition in the year 2011, to evaluate marine traffic congestion according to changing ship traffic volumes in Pusan port. To analyze it, we examined the results by simulation method.

The productivity of port labor in Pusan port is very low and the ratio of port accident is high in comparision with other advanced foreign ports, The aim of this paper is to find why the productivity in Pusan port is much lower than that of other countries in terms of port labor education systems, To obtain the objective of this study, the writers used 163 questionnaire for port labor in BCTOC, PECT and UTC for the survey of training method of cargo equipment handling. The result of this study shows as follows ; (1) From the fact that ratio of labor who were trained by KPTI was 2.5%, we could say the public training system of port labor is not operated properly. (2) As most of laborers are trained by the experienced associate, they do not recognize how the level of cargo handling equipment is set to increase the productivity. (3) In order that the port public training system plays a good role in port industry, a new license system should be developed.

In Pusan port, the studies which analyze container cargo volumes by using forecasting methods and research about container logistics system, etc., have been continuously carried out. But, in Pusan port, the study on an evaluation of traffic congestion gas been scarcely performed until now. Especially, when changing and extending a berth, or constructing a new port, it is very important to examine this field. And it should be considered. Thus, this paper aims to analyze the effect of ship traffic condition in the year 201, to evaluate marine traffic congestion, according to changing ship traffic volumes in Pusan port. To analyze it, we examined the results by simulation method.

The most change in this century is supposed to be declination of ideology, and block of world economy. Addition to down full of cold war atmosphere around Northeast Asia, not only economic and social mood in this region is dramatically changed, but also it gave birth to the block of Northeast economy that accerlated new hub of world economy. According to dramatic change of economic surroundings the dynamic potential of growth in this region will be guided to enlarge inter-regional trade and increase volume of trade, thus suggests to grow steadily transportation. cargos in this region will have to arrange the system of delivery and inner transportation, accessary facilities, inter-regional harbors if North America and EC has connected easily. As have accerlated GATT and UR represented multilateralism and regionalism, it has regulated to increase trades of region due to relief of the trade barrier through specific areas has agreed with separately. The flow of regionalism of world economy has appeared to realize EC and NAFTA centered U.S.A, and also has presented to free trade region or one-size market agreement in Asia as APEC, EAEG in Malaysia, and etc. In defense to this block and internationalism of world economy, Pusan has to come forward to the hub of Northeast others has proposed a project to dominate the Northeast, Economy Association Agreement as Far East comprehensive development project in USSR, Hunchun development project in NK, and East Sea development project in PRC, Niigate regional development in Japan, Duman River development project in NK, and East Sea development project in Korea. As this exercise has proceed, Pusan also have arranged development strategy definitely and prepared provisions systematically. Engaging to participate center of delivery system is meant to be completed complex functions, namely the transfer storage processing & assembly function of international commodity. Pusan has ability to be terminal point of TSR. it had been connected to EC as the biggest economy block and TKR as complex transportation root to Far East, it would be the center of inground and seabase delivery terminal to Rotterdom as the biggest container pier and major piers to North-East and South East Asia. In order to provide a Role of 21 century's internationalization, Pusan has appealed to participate in management information research and development connected to Pohang-Ulsan-Changwon-Masan, and has utilized efficiently the resources such as man, material, money and information.

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).

This paper aims to determining the optimal capacity of Pusan port in view point of Container Physical Distribution cost. It has been established a coast model of the container physical distribution system in Pusan port is composed of 4 sub-systems and in-land transport system. Cargo handling system, transfer & storage system and in-land transport system, and analyzed the cost model of the system. From this analysis, we found that the system had 7 routes including in-land transport by rail or road and coastal transport by feeder ship between Pusan port and cargo owner's door. Though railway transport cost was relatively cheap, but, it was limited to choose railway transport routes due to the introducing of transport cargo allocation practice caused by shortage of railway transport capacity. The physical distribution ost for total import & export container through Pusan port was composed of 4.47% in port entring cost, 12.98% in cargo handling cost, 7.44% in transfer & storage cost and 75.11% in in-land transport cost. Investigation in case of BCTOC verified the results as follows. 1) The optimal level of one time cargo handling was verified 236VAN (377TEU) and annual optimal handling capacity was calculated in 516, 840VAN(826, 944TEU) where berth occupancy is σ=0.6 when regardless of port congestion cost, 2) The optimal level of one time cargo handling was verified 252VAN (403TEU) and annual optimal handling capacity was calculated in 502, 110VAN (803, 376TEU) where berth occupancy is σ=0.58 when considering of port congestion cost.

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.

Transportation provides an infrastructure vital to economic growth, and it is an integral part of production . As a port is the interface between the maritime transport and domestic transport sectors, it certainly plays a key role in any economic development. Therefore, it is doubtless that inadequacy of a nation's port will depress the level of throughput, to the level where it fails to meet the target set by the national economic planning schemes. Korea is surrounded by the seas and the economic structure of Korea consists of processing trades, so that it cannot be overstated that substantial economy in maritime transport coasts can be achieved through the improvement of the port transport system. This paper treats the transportation process in Pusan Port by Queueing Simulation method, and the reasonable size of Pusan Port is suggested from the point of view of efficiency maximization. The results of the analysis are summarized as follows; 1) the utility rate is 47.91 percents in general piers, 85-52 percents in container piers, and waiting time 5.2hrs, in general piers, 0.8 hrs, in container piers, and the probability of maximum queue length 12 ships in general piers, 2 ships in container piers, and the probability of waiting is 44 percents in general piers, 8 percents in container pier. 2) in general piers, the improvement of app. 30 percents in port capacity is desirable for operating effectively concerning the current arrival rate. By introducing the traffic control ion container piers, there is no apparent necessity of port investment, but I is expected to reduce invisible congestion occurred along the waiting line. 3) On Pusan Port, the optimal utility rate and the optimal arrival rate for reducing waiting time are 3.5 to 4.0(hrs./ship) in general piers, 5.1 to 6.0(hrs./ship) in container piers.