Port Area Research Articles

Incidence of medical adhesive-related skin injury: a reduction by changing posture.

Medical adhesive-related skin injuries (MARSI), defined as skin damage associated with the use of medical adhesive products or devices, are a common and under-reported condition that compromises skin integrity. The prevention and management of MARSI that can occur around the needle insertion site of a chest wall implantable port in hospitalised patients with a tumour remain challenging issues. The aim of this study was to explore whether the incidence of MARSI could be reduced by changing the body position during dressing changes. Participants were recruited between May 2019 and November 2020 in the oncology department of a tertiary hospital. Patients were randomly assigned to Group AB (supine followed by semi-recumbent position) and Group BA (semi-recumbent followed by supine position) with a standard intervening recovery interval of 21-28 days. Assessments for typical MARSI included itching, the combination of erythema and oedema, and blisters in the port area, and were graded according to the level of severity. The itch intensity was significantly lower in phase B (semi-recumbent) compared to phase A (supine) (2.35±1.985 versus 5.31±1.332, respectively; p<0.01). Similarly, the severity of erythema and oedema was less severe when comparing phase B to phase A: grade 0 (64.9% versus 10.5%, respectively); grade 1 (28.1% versus 19.3%, respectively); grade 2 (3.5% versus 7.0%, respectively); grade 3 (1.8% versus 45.6%, respectively); and grade 4 (1.8% versus 17.5%, respectively) (Z=5.703; p<0.01). Blisters were found far less frequently in phase B than phase A (1.8% versus 56.1%, respectively; p<0.01). The study provided statistically significant evidence that patients in a semi-recumbent position receiving dressing at a chest wall implantable port had fewer and less severe injection site MARSI than when in a supine position. The authors have no conflicts of interest to declare.

Simulation study on the road system of port collection and distribution in the harbor area

Abstract This paper comprehensively considers the impact of both internal and external traffic environments on the collection and distribution road system in the harbor area. Utilizing Anylogic simulation software, we construct a test environment using Yulong Port’s collection and distribution scenario as a case study. The analysis examines the influence of changes in road construction and the growth of external traffic on the operational efficiency of the port’s road collection and distribution system. The results indicate that with the addition of new roads, the efficiency of car and freight vehicle operations improves, leading to a respective decrease in the average travel time within the system by 3.6% and 4.4%. However, under conditions where social traffic flow increases to 1.2 times, the average travel time of the traffic flow within the system significantly rises, and congestion occurs in the external traffic around the port. The findings of this research provide valuable decision-making insights for the construction of collection and distribution channels in port areas and the approval of governmental projects.

An Overview of Pollution Level in Vlora Port

This study reports the concentrations of organic pollutants, nutrients, and some physicochemical parameters in water samples from Vlora Port. Organochlorine pesticides (OCPs), polychlorinated biphenyls (PCBs), polycyclic aromatic hydrocarbons (PAH) and BTEX (Benzene, Toluene, o-, m- and p-Xyelenes, Ethylbenzene) were analyzed organic pollutants. The levels of NO3-, NO2-, NH4-, N-total, PO4-, and P-total were determined. Temperature, PH, Conductivity, Turbidity, TDS, TSS DO, BOD and COD were physical-chemical parameters determined in the water samples. Vlora Port is located in the southern part of Albania in Vlora Bay, near Vlora City in the Adriatic Sea. Elevated activities in port areas (terrestrial and marine areas) are the main causes of water pollution. Urban pollution, agriculture, and water currents can influence marine water pollution in this area. To evaluate pollution levels at the port of Vlora, water samples (12 stations) were analyzed over a two-year period (2022 – 2023). Water samples were collected during two seasons: March and July of each year Analyses of organic compounds were performed using a gas chromatograph (Varian 450 GC) equipped with ECD and FID detectors. Nutrients were analyzed using the UV-VIS technique. Titration, automatic, semi-automatic, and gravimetric methods were used to determine the physicochemical parameters. Organic pollutants were detected in all the water samples. Nutrient concentrations and physicochemical values classified the marine water of Vlora’s port as moderately good. Levels of organic pollutants, nutrients, and physicochemical parameters in water samples from Vlora’s port were higher/comparable with those reported in previous studies of the Adriatic Sea (Albania coastline).

EFFICIENCY ASSESSMENT OF SOME DANUBE PORTS BY USING DEA WINDOW ANALYSIS

The aim of this paper is to empirically assess the efficiency / inefficiency of five Danube ports in five neighbouring countries and to observe how it evolves over an eight-year period ranging from 2014 to 2021. The five ports are located on the lower course of the Danube River and are the most important in their states: Smederevo (Serbia), Ruse (Bulgaria), Galați (Romania), Giurgiulești (Moldova), and Izmail (Ukraine). The study uses a mixed-method, namely the Data Envelopment Analysis (DEA) window analysis method and Andersen and Petersenʼs super-efficiency model to evaluate the efficiency of these ports over time. Port efficiency analysis is based on a single output, i.e. the cargo throughput, and four inputs: the total port area, the total area of warehouses, the quay length, and the number of cranes. It was determined that none of the five ports analysed reaches the maximum efficiency of 1.000, their average efficiency being quite low, only 0.631. The highest average efficiency is recorded by the Serbian port of Smederevo, with 0.768, this port being found to make good use of its resources for production. On the other extreme, the Bulgarian port of Ruse was found to be the least efficient port, obtaining the lowest average efficiency over an eight-year period, with only 0.360. The study tries to capture the causes of the inefficiency of selected ports and propose some measures to improve their efficiency.

Efficient Container Logistics System Model

Objective – Although there has been much research on containers and yard operations at the port, it has remained a fascinating subject of study on the logistics side because modernity, education, industries, and human behavior have changed and developed all the time. Moreover, they have continued to play significant roles in the international shipping industry and have affected the dependent economy and trade globally. The aims of this study were (1) to study container management systems and (2) to analyze the factors affecting an efficient container yard management system. Methodology – This research is classified as applied research, which consists of field surveys using the case record/report form (CRF) and data gathered through observation. A sample frame of 400 vehicles was chosen for a specific case study of an empty container terminal operation area in Bangkok port. Findings – Performance metrics for container terminal management or yard operations based on truck turnaround time were calculated by applying the Confidence Interval Theory. The data were analyzed using the SPSS program's binary logistic regression method to consider the relationship between the independent and dependent variables. The results of the research have been found. The inbound container management system has been better delivered in time than the outbound, which has implemented a total operation within 16.12 minutes. Additionally, some factors have significantly impacted container yard performance, such as activity type, route, container size, distance, and tools. Novelty – This might be incurred by multifarious reasons, such as operational stages, waiting time, data transmission, task and tool allocation, areas, traffic congestion, searching the container in blocks, etc. Type of Paper: Empirical research JEL Classification: E2, E3. Keywords: Empty Container Terminal, Container Yard, Container Management System, Binary logistic regression Reference to this paper should be made as follows: Nopparit, O; Saenchaiyathon, K. (2024). Efficient Container Logistics System Model, J. Bus. Econ. Review, 9(1), 63–72. https://doi.org/10.35609/jber.2024.9.1(3)

Identifying the influence of traffic management on vehicle emissions and the distribution of air dispersion in the Makassar port area

Air pollution in several cities in Indonesia has been increasing significantly over the years. One of the primary triggers is the rise in motor vehicle activity. This increase is due to the improving economic conditions and the decreasing prices of motor vehicles. Vehicles produce various types of pollutants. The pollutants contained in vehicle exhaust gas are carbon monoxide (CO), nitrogen oxide (NOx), sulfur (SOx) and dust (PM). One of the busiest areas for motorized vehicle activity is the Makassar Port Area, which is the largest port in Eastern Indonesia. This area experiences high vehicle activity. The emissions reviewed in this research are CO (carbon monoxide) and NOX (nitrogen oxide) in the Makassar Port Area which is located on Jalan Nusantara, Jalan Sulawesi, Jalan Siswa Army, Dr. Wahidin Jalan Sudirohusodo, Jalan Sangir, Jalan Kalimantan, Jalan Sarappo, Jalan Banda, and Jalan Butung. This research utilizes historical data on traffic volume, wind speed and direction, air humidity, air temperature, air pressure, solar radiation, cloud cover and surface height. Air dispersion analysis was carried out using AERMOD software. The highest emissions obtained were 67,121 μg/m3 for CO and 9,570 μg/m3 for NOx under existing conditions and after implementing traffic management measures, the highest emissions were reduced to 45,737 μg/m3 for CO and 7,217 μg/m3 for NOx. These results conclude that traffic management can reduce air pollution. Air dispersion is not only influenced by vehicle volume but also meteorological factors. This can be seen in the dispersion results. Where, the conditions before and after traffic management showed differences in terms of the distribution of air dispersion

A Short-Term Vessel Traffic Flow Prediction Based on a DBO-LSTM Model

To facilitate the efficient prediction and intelligent analysis of ship traffic information, a short-term ship traffic flow prediction method based on the dung beetle optimizer (DBO)-optimized long short-term memory networks (LSTM) is proposed. Firstly, according to the characteristics of vessel traffic flow, speed, and density, the traffic flow parameters are extracted from the AIS data; secondly, the DBO-LSTM model is established, and the optimal hyperparameter combinations of the LSTM are found using the DBO algorithm to improve the model prediction accuracy; then, taking the AIS data of a part of the coastal port area in Xiangshan as an example, we compare and analyze the results of the recurrent neural network, temporal convolutional network, LSTM, and DBO-LSTM prediction models; finally, the results are displayed and analyzed by visualization. The experimental results show that each error is reduced in predicting the flow parameter, speed parameter, and density parameter, and the accuracy reaches 95%, 92%, and 95%, respectively. After predicting the three parameters in the next 24 h, the accuracy rate reaches 93%, 91%, and 94%, respectively, compared with the real data, which surpasses the comparison model and achieves better prediction accuracy, verifying the feasibility and reasonableness of the proposed prediction model.

The Impact of Operational Technology Requirements in Maritime Industries

The maritime ecosystem and industry require more efficient and coordinated cybersecurity governance. No common cybersecurity mechanism in the maritime sector may steer the whole supply chain management, for example, in the port areas and fairways. Cyberthreat prevention mechanisms in harbor areas and port terminals must be standardized more in the Western world. It has been recognized that understanding cybersecurity of operational technology in the harbor area is based on a more traditional experience of what it requires. The overall security of the maritime ecosystem requires more than random checks of passengers and vehicles and customs functions on cargo and passenger transportation, which are mainly physical security service routines. Traditional physical threats have changed to a combination of threat types. Hybrid threats may prevent everyday harbor activities so that damage can become long-lasting and harm overall business continuity management. It is crucial to prevent cyber threat factors in the maritime domain. The research provides transnational and EU-level cyber security assessments regarding cyber security regulation. The findings determine where to direct and concentrate a focus maritime domain and why it is essential to survey cyber security requirements set for member states to apply. In Finland, this research belongs to the cybersecurity governance of operational technology in the sector connected to the smart energy networks (CSG) research program. The project aims to develop a common cybersecurity governance model for operational technology.

Analisis Perubahan Volume pada Timbunan Tanah Lempung Berdasarkan Nilai Batas Susut (SNI 3422:2008)

Sedimentation has continuously resulted in siltation of the port of Pelabuhan Perikanan Samudera (PPS) Lampulo located in Kuta Alam District, Banda Aceh City. The dredged soil collected outside the port area visually indicates clay soil. In addition to the low bearing capacity and high plasticity, the effect of water on clay is high swelling and shrinkage. One of the prominent behaviors that cause major damage to structures built on clay is associated with volume decrease i.e., shrinkage in saturated compressible clay soil when water get evaporated. Shrinkage in clay will result in volume changes. The purpose of this research is to calculate the volume changes in mound of clay soil based on shrinkage limit values using SNI 3422:2008. The soil sample used is an undisturbed sample (UDS) originating from the dredging area of the port of PPS Lampulo. The test consists of water content, specific gravity, liquid limit, plastic limit, shrinkage limit and grain size distribution using the SNI method. Based on the results of the index properties test, according to AASHTO the soil sample belongs to group A-7-5 which means it is a clay soil with a GI value greater than 20, so it is considered poor as a subgrade soil. According to USCS, the soil belongs to the CH classification, which means clay soil with high plasticity, so it has a large potential for expansion and shrinkage. Based on SNI 3422:2008, the average shrinkage limit (SL) is 21.21%, the average shrinkage ratio (R) is 2.27% and the average linear shrinkage (LS) is 9.65%. With an average volume change (VC) value of 35.59%, the shrinkage volume of soil embankment of the dredging area of the port of PPS Lampulo is 32,438.85 m3 compared to its initial volume (91,145.97 m3). Therefore, the shrinkage limit is an important parameter for calculating the volume shrinkage in mound of soil due to the soil type is clay with high plasticity.

RISK ASSESSMENT OF BAGGED FERTILIZER UNLOADING ACTIVITY AT TUKS PUSRI BANYUWANGI BRANCH

The port is one of the distribution centers for goods in which there are loading and unloading activities. Loading and unloading activities sometimes involve loading and unloading personnel and heavy equipment which raises the potential for hazards that can cause work accidents and damage to goods. The purpose of this research is to conduct a risk assessment using the HIRARC (Hazard Identification, Risk Assessment and Risk Control) method on bagged fertilizer unloading work in the TUKS PUSRI Banyuwangi Branch Port area. The stages of bagged fertilizer unloading work activities include the unloading activity process, which consists of five work stages: opening the ship's hatch, workers (stevedores) entering the hatch, stevedoring, cargodoring, and delivery. The results stated that from a total of 5 work stages, 26 sources of hazards were identified with 6 sources of low risk level hazards at 23%, 7 sources of moderate risk level hazards at 27%, 6 sources of high risk level hazards at 23%, and 7 sources of very high risk level hazards (extreme) at 27%. Control measures that can be implemented are conducting briefings on OHS (Occupational Health and Safety) before starting work activities, supervision of compliance with the use of complete personal protective equipment and also the need for sanctions for workers who do not comply with the rules for using personal protective equipment.

Gravity wharf failure mechanism and safety analysis considering the wave-structure-soft-soil-foundation interaction

The soft soil foundations of gravity wharves are subject to the wharf weight and wave forces, and the deterioration of the wharf soil foundation strength under such cyclic loading affects the structural safety of gravity wharves. This study investigated the weakening characteristics of soft soil strength. Undrained triaxial tests were conducted on undisturbed saturated soft soil specimens under isotropic consolidation conditions, and a dynamic finite element model of the wave–gravity-structure–soft-soil-foundation interaction was established. The results indicated that the shear modulus of the soil was related to the effective confining pressure and shear strain; this relationship was fitted using the Van Genuchten equation. As the internal friction angle of the soft-soil foundation decreased, its stability decreased nonlinearly, the strength decreased, and the sliding failure surface expanded. Simply increasing the riprap layer thickness had a limited effect on the overall wharf stability. These findings will guide the design of gravity wharves with foundations on soft soils in port areas that are subjected to intense wave actions.

The emotional sight of neoliberalized port infrastructure in the city of Poti, Georgia

ABSTRACT This article traces an ethnography-based analysis of the historical Poti port as it has been socially imagined through the lenses of ideological transformations. Situated at a nexus of Black Sea trading infrastructure, the city of Poti has been known as the gateway of Georgia, between Asia and Europe. The port, in its current location since the late nineteenth century, has been an economic asset to colonial powers (Russian Tsarist, Soviet state-socialist) and neoliberal economic agendas. Its infrastructure, which encompasses a specific field of trading and transit functions, encapsulates a social layer while affecting the daily lives of inhabitants. People’s reflections on either development or decay can evoke emotional perceptions of and reflections on this urban infrastructure. Living and producing infrastructure, gazing at constructed landscapes and associating oneself with particular spatial reflections all have an immersive effect on the city’s morale, evoking feelings of pride, shame and uncertainty. Thus, I aim to present in what sense the port is attached in people’s reflections to these emotional domains. I contend that specific neoliberal ideological experiences set the area of Poti port morally and socially apart from the inhabitants’ everyday reflections.

Modeling Longshore Sediment Transport for Sustainable Coastal Management in the Damietta Port Area

Modeling Longshore Sediment Transport for Sustainable Coastal Management in the Damietta Port Area

Acute effects of air pollution on cardiovascular hospital admissions in the port district of Klang, Malaysia: A time-series analysis

Cardiovascular diseases are recognised as a significant burden on healthcare systems globally. In this study, the acute impacts of air pollution, especially from shipping emissions, on cardiovascular hospital admissions in Klang, Malaysia, a notable port district, are explored. Time-series analysis and Quasi-Poisson regressions, combined with distributed lag non-linear models, were employed to examine the relationships between daily levels of pollutants and hospital admissions for cardiovascular issues. Focus was placed on the pollutants NO2 (nitrogen dioxide), SO2 (sulphur dioxide), O3 (ozone), particulate matters with diameters ≤10 μm (PM10), particulate matters with diameters ≤2.5 μm (PM2.5), and CO (carbon monoxide), with consideration of lag effects up to 7 days. An increment of 10 μg/m3 in NO2 concentrations was associated with a 7.32% increase in cardiovascular admissions on the exposure day, with statistically significant elevations in relative risks at lag 0 were observed for admissions among patients with ischaemic heart disease, those aged less than 65 years, and male patients. At lag 4, an association was identified between O3 levels and an increase in relative risk of 1.0513 for hypertensive diseases. Two-pollutant models further highlighted significant interactions between NO2 and PM10, which influenced overall cardiovascular admissions, admissions due to ischaemic heart disease, and particularly affected patients below 65 years old and males, especially at earlier lags. Additionally, interactions involving NO2 and O3 were noted, impacting overall cardiovascular admissions, as well as admissions among patients aged less than 65 years and male patients. The findings underscore the severe health risks posed by air pollution in port areas, highlighting the urgent need for targeted interventions to mitigate these effects. Stricter air quality regulations in port cities are supported by the results to protect public health.

Socio-demographic and economic profile of households with catastrophic health expenditures in Muanda, Boma and Matadi in 2022: a household cross-sectional study

Background Catastrophic health expenditures are direct healthcare expenses that exceed 10% or 25% of total household income. The present study aims to measure the proportion of households that fall into catastrophic health expenditure, their socio-demographic and economic characteristics and the factors associated with catastrophic health expenditures. Methods We conducted a secondary data analysis of 205 households from a cross-sectional study in seven health zones in 2022 in DRC. A Clustered Lot Quality Assurance Sampling (LQAS) was used through a 3-stage sampling process. Data were entered into SPSS version 26 and analyzed using the same software. Descriptive analyses included frequencies and percentages, bivariate analyses were performed to see the association between catastrophic health expenditure at 10% and 25% and the independent variables (location, household size, household head occupation, health insurance coverage, and economic well-being). Binary logistic regressions were performed respectively at the 10% and 25% thresholds of income. The association was statistically significant if the p-value was strictly less than 0.05. Results Overall, the extent of catastrophic expenditure at the 10% threshold was 72%, and 47% at the 25% threshold of the monthly household income. Poor households were 1.87 (95% confidence interval, CI=1.06-3.28) times more exposed to catastrophic expenditure than rich households. Conclusions In Kongo Central’s port area, catastrophic health expenditure prevalence is significantly higher than in Sub-Saharan Africa. This exposes the majority to further poverty, highlighting the need for a healthcare coverage system in the country. Registration: ESP/CE/118/2022 of September 12, 2022

Создание нового порта: фактор влияния на развитие транспортной логистики региона

The process of formation, construction and development of a new international port on a section of the river bank received from another country, which has direct access to the sea, is considered. The analysis of the advantageous location and favorable conditions for the creation of the port, including the conditions for entry into the port of sea and river vessels, the availability and accessibility of road, rail and air transport, is carried out. The created structure of the port is illustrated, as well as brief characteristics, capabilities and features of various port terminals for cargo transshipment and passenger transportation are considered. The organizational and technological experience in creating a logistics hub in the region was studied, taking into account the needs of producers, recipients and the characteristics of transport carriers, including the features of asset management. The analysis of indicators of the volume of transshipment of various cargoes was carried out, the main directions of the port's development in the near future were determined. In the process of studying the experience of creating port infrastructure, the created conditions for business development and investment attraction, the peculiarities of the tax and customs regime, as well as the distinctive features of the port's free economic zone from other similar territories are considered. Calculations of the availability of human resources in the port area and their attractiveness for transport companies are given. The process of development of the merchant fleet of the Republic of Moldova is analyzed, and the role of port infrastructure and transport logistics in the development of maritime activities of the state and the region as a whole is shown. A comparative analysis of the development of similar ports in the region was carried out according to the main indicators. Conclusions are drawn about the impact of the intensity of development of ports and transport logistics in the region on strengthening the state’s maritime potential, its infrastructure and trade.

Analysis of Sea and River Water Quality Standards Due to Operations and Domestic Activities in the Sanur Port Area, Bali

The development of an area has impacts, both positive and negative impacts. The positive impact is in the form of regional economic growth, employment and development of the surrounding regions. The negative impact is the disruption of the environmental ecosystem and a decrease in environmental quality due to waste generated from development operations, in the form of solid waste (garbage) and liquid waste. The increasing pollution load is also caused by public awareness and business activities in upstream areas that do not manage waste properly, which ultimately leads to all of the waste accumulating in water bodies and causing changes in water quality standards. Sanur Port, which is one of the development centers in its operations, is very vulnerable to environmental pollution impacts. The pollution mechanism originates from activities around Sanur Port and domestic activities which are discharged into rivers and seas in the Sanur area. This research aims to analyze the quality of river water and sea water caused by activities around Sanur Port and community activities based on Decree of the Minister of Environment Number 51 of 2004 and determine the pollution index. Water quality standards use Bali Governor Regulation no. 16 of 2016 concerning Environmental Quality Standards and Quality Standard Criteria for Environmental Damage. This research uses a quantitative approach by collecting primary data from direct observations in the field and secondary data based on previous research reports and government reports. The research results show that TDS in the rainy season tends to be lower than in the dry season, both in the results of testing samples of Abianbase river water, the results of testing samples of sea water in front of the Mak Beng Restaurant and sea water samples in the Sanur Port Pool. In front of Mak Beng, ammonia levels during the rainy season are higher than during the dry season. Ammonia levels in the Abianbase River and sea water in front of Sanur port are lower during the rainy season compared to the dry season. The presence of Coliform bacteria and E. coli shows a tendency to decrease during the rainy season. This decrease is thought to be caused by leaching by rainwater entering marine waters and retailing and changes in ocean currents during the rainy season.

The Readiness Of Shipping Companies In Tegal Region To Implement IMO Regulations In The Field Of Marine Pollution Prevention

Marine pollution that occurs due to ship waste increasingly threatens Indonesian waters. Sources of marine pollution are caused by shipping and port activities. Handling this pollution must be carried out with facilities and infrastructure holding marine pollution in accordance with international standards on board ships and at loading and unloading ports, so competent professionals are also needed in their fields. The purpose of this study is to determine and analyze the readiness of shipping companies in the Tegal region to face IMO rules in the field of marine pollution prevention. The study used qualitative description methods by conducting observations, interviews, and literature. Based on the results of the research, it was found that the problem that occurred was administrative; companies related to human resources could meet competencies. Shipping agents in the Tegal area are limited to serving ship document management, while the procurement or repair of pollution prevention equipment is under the authority of the ship owner through his representative, who will conduct a survey when the ship carries out docking/repair at TUKS or Tersus. There are still docking companies that handle the remaining sludge waste from OWS, which is landfilled, so if it accumulates a lot, it can cause soil pollution. The lack of public awareness and limited facilities and infrastructure for ship waste management in the port area are problems for the government and other stakeholders at the port.

Analysis of Psychosocial Support for Workers in Tiwingan Lama Port Area Post Covid-19 Pandemic

The Covid-19 outbreak significantly impacts community performance and the psychosocial well-being of workers at Tiwingan Lama port. According to Central Statistics Agency (BPS) data, the most affected businesses in the port area are food and beverage services (92.47%), general services (90.90%), and transportation and warehousing (90.34%). This research aims to provide an overview of the impact of the COVID-19 pandemic, psychological conditions, and the influence of providing psychosocial support on workers in the Tiwingan Lama port area. This study used mixed methods with a sample size of 55 people selected by purposive sampling. Quantitative data analysis technique employs Likert scale data tabulation, while qualitative data utilizes a narrative approach. The qualitative study found that during the pandemic, workers in the Tiwingan Lama port area suffered income loss which causing stress. Results showed 80% were negatively affected, while 20% were positively affected by COVID-19. However, post-pandemic, the majority of workers have good psychological conditions, which is 70%, and 30% have poor psychological conditions. This is influenced by the social support received, as evidenced by the results showing that 66% received positive social support, while the remaining 34% received negative social support.

Storm damage assessment of a port in the Southwestern Black Sea

This paper presents a comprehensive investigation of the storm damage at a commercial port located in the Southwestern Black Sea Region that occurred on January 18–19, 2018. One week after the event, a field survey was conducted at the port focusing on significantly damaged mound breakwaters and protection structures that failed at several sections. A numerical wave modeling study is carried out to estimate the wave characteristics at deep sea, nearshore, and inside the port to assess the observed damage during the field survey. Widely used numerical models WAVEWATCH III, SWAN, and SWASH are utilized using nested computational domains and calibrated based on satellite measurements. As a result, the significant wave height of the storm is estimated as 7.8 m with a peak period of 12.4 s near the port area, approaching mainly from the northwest direction. The damage mechanisms of the mound structures are discussed based on the field observations and the wave modeling studies. The insufficient seaside armor unit sizes and the orientation of the breakwaters are found to be the main reasons for the damage.