• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.519-526
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• 2019

This study proposes a methodology for estimating the appropriate capacity of anchorage for ports requiring the establishment of waiting anchorage and then applying the methodology to the ports in Jinhae Bay to compare it with the anchorage capacity of major ports in Korea. To estimate the appropriate anchorage capacity, the "Anchorage Capacity Index" was used, which was calculated from the "Total Gross Tonnage" and "Simultaneous Anchoring Capacity". The calculations were made according to the anchorage capacity index of 0.89 of the target harbors. The adequate anchorage capacity index for the new waiting anchorage was analyzed at a level of 6.0. If the concept of anchorage capacity index suggested in this study is reflected as a new design criteria of waiting anchorage, it will be helpful for the safety of berth, safety of anchorage and effective operation of harbor.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.3
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• pp.251-258
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• 2019

This study was conducted to propose an effective port operation method in terms of the design capacity of waiting anchorage by comparing the ratio and the number of waiting anchorage according to the port operation method of Busan New Port. For this, the Arena simulation program compared the rates of waiting vessels according to the application of the multi-user terminal, liner terminal and hybrid liner terminal operation methods. As a result, analysis suggested the necessary anchorage space can be reduced to about 18 % when using the multi-user terminal operation method and about 15.6 % when using the hybrid liner terminal operation method, as compared with the liner terminal operation method. Specifically, it was effective to apply the multi-user terminal operation method in terms of the anchorage capacity to be designated to Busan New Port. This study can apply to the designation of the new anchorage in the Busan New Port by reflecting the contents of the design of the anchorage in accordance with the port operation method.

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.180-180
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2018.06a
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• pp.35-35
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• 2018

• Journal of Korea Port Economic Association
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• v.25 no.1
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• pp.29-46
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• 2009

According to construction work of No. 2 Lotte world, the alternative pier is under construction in Dongsam-dong Yeongdo-gu to accommodate small boats. As a result of that, in order to procure route of small boats passage,0-2 Anchorage used to bunkering or waiting for berth should be reduced, 220m. It is expected that the risk of passage and congestion around the anchorage could be increased because of the traffic of small boat using the alternative pier. Therefore, it is needed to enlarge the O-2 Anchorage 250m toward to inner breakwater. According to result of analyzing traffic circumstance and weather condition of anchorage near the Busan inner fairway, and to procure of alternative anchorage in order to resolve the problem caused by reduction of O-2 Anchorage, no problems incurred. In conclusion, reduction & enlargement of area of new O-2 Anchorage is expected to resolving of congestion & reducing of risk of traffic at O-2 Anchorage, and to operating O-2 Anchorage, efficiently.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.3
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• pp.279-286
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• 2017

This study suggests design criteria to evaluate the availability of anchorage in Korea to contribute to ship safety by presenting necessary design criteria for anchorage volume according to port development. Accordingly, the concept of "necessary volume of anchorage" is introduced to evaluate the volume of anchorage available in Korea's major ports, and classify these ports into three types according to the characteristics of incoming ship. Numerical simulations designed using MATLAB-SIMULINK have been carried out to track the irregularly of arrival and, waiting times along with the environmental conditions that affect anchorage and necessary volume of anchorage have been suggested based on these tests. Finally, in order to complete a function equation analysis, the necessary volume of anchorage with reference to cargo volume is addressed using regression analysis as follows. Group $A-Y_{NA}=0.0002X_{HA}-3.67$, Group $B-Y_{NB}=0.0002X_{HB}-6.82$, Group $C-Y_{NC}=0.0001X_{HC}+9.02$. This study contributes to a review of anchorage volume from the perspective of harbor development.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.6
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• pp.663-670
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• 2014

The Pyeongtaek port is expected lack of waiting anchorage due to increase of incoming ships whit increasing of trading volume in the near future. In case of an anchorage facility's structural alternations and expansion, it should be considered comprehensively how it affects other anchorage facilities. In addition, the volume of ship traffic to relevant area should be estimated accurately and then the facility's scale is calculated. In this paper, researchers calculated cargo per unit ship with the throughput for every ship and predicted the number of ships which had entered Pyeongtaek port. As a result, the port's ability to be docked was predicted to be not enough in 2030. It will exceed the number of ships able to cast anchor at specific two parts simultaneously 12.6 and 1.6 respectively consequently, the necessity to expand the ports was suggested. Hence, the best expansion plan was examined with analysis of marine transportation environment at each ports and the improvements suggested are anchoring ships at Ippado anchorage is 19.7 and the one at Janganseo anchorage is 12.6.

• The korean journal of orthodontics
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• v.29 no.6 s.77
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• pp.699-706
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• 1999

Anchorage plays an important role in orthodontic treatment. Endosseous implants may be considered adequate firm anchorage. However, clinicians have hesitated to use endosseous implants as orthodontic anchorage because of limited implantation space, high cost, and long waiting period before osseointegration occurs. Recently, some clinicians have tried to use titanium miniscrews and microscrews in treatment due to their many advantages such as ease of insertion and removal, low cost, immediate loading, and the ability to place microscrews in any area of alveolar bone. The author treated a case with skeletal cortical anchorage using titanium microscrew implants. During six months of orthodontic force application from skeletal cortical anchorage, the author could get 4 mm bodily retraction and intrusion of upper anterior teeth. The most outstanding result was a 1.5 mm posterior refraction of the upper posterior teeth. The titanium microscrew implants had remained firm and stable throughout treatment. These results indicate that skeletal cortical anchorage might be a very good option.

• The korean journal of orthodontics
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• v.30 no.6 s.83
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• pp.677-685
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• 2000

Anchorage plays an important role in orthodontic treatment. Because of limited anchorage Potential and acceptance problems of intra- or extraoral anchorage aids, endosseous implants have been suggested and used. However, clinicians have hesitated to use endosseous implants as orthodontic anchorage because of limited implantation space, high cost, and long waiting period for osseointegration. Titanium miniscrews and microscrews were introduced as orthodontic anchorage due to their many advantages such as ease of insertion and removal, low cost, immediate loading, and their ability to be placed in any area of the alveolar bone. In this study, a skeletal Class II Patient was treated with sliding mechanics using M.I.A.(micro-implant anchorage). The maxillary micro-implants provide anchorage for retraction of the upper anterior teeth. The mandibular micro-implants induced uprighting and intrusion of the lower molars. The upward and forward movement of the chin followed. This resulted in an increase of the SNB angle, and a decrease of the ANB angle. The micro-implants remained firm and stable throughout treatment. This new approach to the treatment of skeletal Class II malocclusion has the following characteristics . Independent of Patient cooperation. . Shorter treatment time due to the simultaneous retraction of the six anterior teeth . Early change of facial Profile motivating greater cooperation from patients These results indicate that the M.I.A. can be used as anchorage for orthodontic treatment. The use of M.I.A. with sliding mechanics in the treatment of skeletal Class II malocclusion increases the treatment simplicity and efficiency.

• Journal of the Korean Institute of Navigation
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• v.18 no.1
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• pp.31-39
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• 1994

The practical shiphandlers, such as ship's captain, pilot and mooring master, in charge of the SBM app-roaches and mooring operations of loaded VLCC should have a highly advanced shiphandling skills because of taking advantage of the wind and current from ahead without assistance of big tugboats. But now except some approaching skills in the vicinity of SBM buoy or waiting anchorage we do not have an optimal controlled approaching maneuvers in the entire course of port approaches. Consequently this study presents the optimal SBM approaches to the practical shiphandlers of VLCC and puts to use with effect in the practical operations. The conclusions of this simulation study are as follows : 1) The optimal SBM approaches in combination of Woo's Approach and a large change of heading were presented for the practical shiphandlers, 2) According to simulation of the pilotship the angle of a large change of heading for reducing headway is more than 70 degrees approximately. 3) Applied this optimal approaches to the SBM operations of simulated Port of Ulsan and confirmed the control of ship and the economy of port approaches time.