• Journal of Korean Tunnelling and Underground Space Association
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• v.19 no.6
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• pp.829-843
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• 2017

Subsea tunnel needs to be built over 50 km long to connect between nations and continents. However there are only 19 tunnels longer than 5 km until recently. And there is no history of constructing and operating tunnel longer than 50 km. In Korea, subsea tunnels with a length of more than 50 km are being planned, such as Korea~Japan, Korea~China, Honam~Jeju subsea tunnels. Because of the geographical conditions of Korea, most of these tunnels are inter-contry tunnels. So technology preemption for the subsea tunnel construction is getting more and more important. Most of these subsea tunnels are ultra-long tunnels under high water pressure conditions. So new technologies are required such as ventilation and disaster prevention of high-speed tunnels, securing of structural stability under high pressure conditions, and pressure reduction in high-speed conditions. These technologies are different from those of ground tunnels. Therefore, this paper describes the ultra-long subsea tunnel design under high water pressure of maximum 16 bars through the Honam (land) - Jeju (island) virtual subsea project. We proposed a reasonable solution to various problems such as securing structural stability in high pressure condition and ventilation disaster prevention system of ultra long-tunnel.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.137-161
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• 2011

This paper deals with modal shift projects and policy of modal shift services at home and abroad. This study aims to review the results of foreign modal projects in advanced countries and to suggest policy directions for promoting modal shift services in Korea. This paper consists of three main sections: concept of modal shift policy; analysis of modal shift projects and policy at home and abroad; policy directions of modal shift services in Korea. In recent years, shippers who shift mode from truck to rail or coastal shipping are subsidized by the government. The government intends to encourage modal shift services of shippers, as shown in the example of Marco Polo in EU. It is identified that the government should devise effective policy for the successful implementation of truck-rail modal shift in Korea. It is suggested that the policy goal of modal shift must be clear and its attainment is feasible in order to promote modal shift services here. It also turns out that indirect supply policy works better than direct one. Freight transport environments differ between countries. It, thus, hard to directly apply foreign policies to Korea's freight transport field. Korea is at an inceptive stage of exploring foreign modal shift policies and promoting modal shift services in Korea. We will gain from the wide range of case studies, which analyze the modal shift successes and failures experienced by advanced countries. It is necessary to use them with care.

• The Journal of the Convergence on Culture Technology
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• v.6 no.4
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• pp.295-300
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• 2020

Since China opened its door to the world in 1978, its economic development had been concentrated in the Eastern and Western area compared with the middle area. From 2000s, the Chinese government started to develop the middle area in terms of balanced development. With this goal, "Plan on Zhengzhou Airport Economy Zone", and "One Belt and One Road" has implemented in Zhengzhou, where is the an important traffic center in middle area. Meanwhile, the foreign trade of Zhengzhou has been increased about 10 times between 2009 and 2018. In particular, its growth is the fastest among six central cities in 2018 from the lowest in 2009. This study investigates whether the Chinese government policy has an effect on the foreign trade of Zhengzhou. We find that based on the regression analysis of the Principal Component Analysis (PCA), the government policies has a positive impact on the development of Zhengzhou's foreign trade. It is meaningful that the government policy focused on the advantage of Zhengzhou contributes its development of foreign trade.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.1017-1028
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• 2006

Japanese railroad companies continued growing by developing diversification based on a railroad enterprise. However, after entering in the 1990s, the diversification model of a railroad company reached the management limit. Under economic depression, A decrease in the birthrate and aging progressed and passenger transport changed to the downward tendency. Nevertheless, since railroad investment was expanded, railroad achievements got worse and price competitiveness with JR East Japan became weak. But the achievements of a diversification section got worse compared with the railroad enterprise. Therefore, group management was thought as important and enterprise reorganization was developed.

• Journal of the Korean GEO-environmental Society
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• v.6 no.2
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• pp.5-14
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• 2005

In the present study, the liquefaction potential in the area of the Incheon international airport was assessed by applying the data of both standard penetration tests and laboratory tests to the modified Seed & Idriss method. The analysis was performed against the non-plastic silty soil layer and silty sand soil layer existing within the depth of 20m and under the ground water level, having the standard penetration value(N) of below 20. Also, each set of data was mapped using the GIS(Geographic Information System) and the safety factor against the liquefaction potential ($FS_{liquefaction}$) was obtained by overlapping those layers. Throughout the analysis, it was found that there exists a potential hazard zone for the liquefaction, showing partially that the safety factor against the liquefaction potential is 1.0 to 1.5 below the standard safety factor criterion. It is further thought to be necessary that the liquefaction potential for the corresponding hazard zone be additionally assessed in detail.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.47-54
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• 2004

Recently, a large reduction in domestic aviation demand had roughly shown in the range between 34% and 75% in east central and western corridor of Korea. The reasons for the drop in air traffic demand were the provisioning of several new highway serveces and the national economic difficulties. Since April 2004, moreover, the Korea Train Express(KTX) was operated between Seoul and Daegu in the first phrase of 293Km in KTX operational distance and 258Km in air route distance. The operation of KTX significantly impacted air traffic volume, particularly on the overlapped air routes with KTX routes. This study analyzed the effects on air traffic demand in accordance with the opening of KTX by applying the Stated Preference (SP) survey method, the survey conducted prior to 8 months of the KTX initiative. Also, the comparison of the decreased demand forecast by SP analysis and actual revealed traffic volume during two months service after inauguration of KTX was conducted. The Seoul-Daegu route was analysed using the 3 variables considered access and egress time, fare rate, operational frequency. The result obtained from the analysis showed that air users would be preferred only 14%. Comparatively, however, the actual revealed air passengers after the opening KTX were remained 28%, The less "decreased demand" was caused by the instability of the KTX's operation in the initial stage. Therefore, small numbers of passenger were preferable to airservices rather than high speed railroad service.

• Journal of Korean Society of Transportation
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• v.35 no.3
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• pp.169-182
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• 2017

This research reviews regulations on logistics/transport industry and attempts to quantify the effects of regulation mitigation on GDP per capita. South Korea's transport industry has been gradually expanding, however, the industrial structure is still short rooted. In 2014, average number of hours worked is 5th highest and wage margin 12th smallest out of 18 industries. Furthermore, the regulations for this industry appear to be stricter than those of other industries. OECD's logistics/transport industry regulatory index for South Korea has been decreasing for the last 40 years but still exceeds those of EU, Japan, US, and other countries. This paper provides supporting reasons for regulatory reforms by analyzing the ripple effects on real GDP. Factors such as the ratio of trade among GDP, the enrollment rate to primary school, energy usage per capita, and population are controlled in the fixed-effect model. Estimation results showed that 1 unit decrease in transport/logistics regulatory index is correlated with 8.1% increase of the real GDP per capita, that is, 10% of deregulation is expected to yield 2.16% increase in GDP per capita. Thus, it is expected that mitigating regulations on market entries, price determination, ownership structures of network industry, vertical integrations can improve the economy of South Korea.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2009.04a
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• pp.493-499
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• 2009

응급의료에 관한 법률에 따라 구조 및 응급처치에 관한 교육의 대상자로 일반시민인 구급차등의 운전자, 여객자동차운송사업용 자동차의 운전자, 보건교사, 경찰공무원 등에게 심폐소생술 교육을 실시하여 26,900명이 과정을 수료(한국, 2007)하였으나 초중고 학교 교과과정 중에는 체계적인 응급처치 교육이 없고 교육강사, 교육장비 등이 취약(한국, 2005)하여 교육체계의 확립이 필요한 실정이다. Kerschaver 등(1989)은 학생들을 대상으로 심폐소생술 훈련을 하는 것은 효과적이고 11살 부터 단순화한 내용으로 보다 쉽게 교육을 시작할 수 있을 것이라고 했으며 Lester 등 (1996)은 지식과 술기 능력 간에는 상관이 없으나 중학교 1학년 때가 적절한 훈련시기라고 했고 Urey 등(2003)은 의무과목으로 6-7살 초등학생을 위한 응급처치 프로그램, Lubrano 등(2005)은 8-11살 학생을 대상으로 하는 응급처치 교육 프로그램의 운영을 보고했다. 박 등(2006)은 초등학교 5-6학년 학생과 성인 간의 심폐소생술 교육 효과를 분석하여 학생군이 과정에 대한 이해는 우수했으나 술기에서는 적절한 흉부압박이 미흡했다는 결과를 제시하여 초등학생을 대상으로 하는 이론 교육이 효과가 있었으나 실습 교육은 체격에 제한을 받는다는 점을 시사했다. 체격은 물리적으로 측정, 확인할 수 있는 사람 몸의 상태로써 성별, 키, 몸무게 등의 전체적인 것과 각 부위의 크기, 모양, 비율 등의 부분적인 것으로 구분할 수 있으나 여기서는 키, 몸무게가 흉부압박에 영향을 끼쳤다고 볼 수 있다. 따라서 본 연구에서는 초등학교 6학년 학생을 대상으로 체격조건(키, 몸무게)과 성인 마네킨 흉부압박 깊이 간의 상관관계를 밝히고 회귀식을 도출하여 효과적인 심폐소생술이 가능한 대상을 제시하고자 한다.

• Journal of Legislation Research
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• no.53
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• pp.491-524
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• 2017

Under the general maritime law, a life salvor has no claim against the person saved, and a pure life salvor has no right to compensation from the owner of the ship or its cargo. This harsh rule, which treats the salvor of life less generously than the salvor of property, has been modified by international conventions, statutes, so that life salvors may expect a reward in most cases. It is, especially, unreasonable that a prerequisite of a salvage award is that at least some of the property must be saved, because life of a person can not be compared to values of goods such as vessels and cargoes. Also it is not understandable that only pure life salvors can not expect a reward for the saving of life from the owners of the property. In the meantime, according to Article 39 of the Korean Maritime Search and Rescue Act (hereunder, KMSARA), any person who has gave assistance and rescued in accordance with a governmental officer's order may get a compensation for their time and labour. The above mentioned compensation which is stemmed from the KMSARA may play a role as a compliment for the lack of enough compensation to a life salvor. This means that even though a life salvor failed to save property, he may expect a minimum compensation from the KMSARA. However, it should be recognized that when a life salvor is entitled to both remuneration for the salvage of life and recourse of expenditures from the KMSARA, the total remuneration shall be paid only if and to the extent that such remuneration is greater than any reward recoverable by the salvor under the Korean Commercial Code and the KMSARA.

• Journal of Korea Port Economic Association
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• v.34 no.4
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• pp.39-52
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• 2018

The Seosan-Daesan Port is a representative trade port in Chungnam, and has the sixth largest total cargo throughput and the third largest oil cargo throughput in Korea. However, research on this port's development is lacking relative to that for Busan Port, Incheon Port, and Gwangyang Port, and no study exists that suggests the direction of the development strategy for Seosan-Daesan Port. This study discusses the future role of Seosan-Daesan Port in preparation for a rapidly changing future and the development strategy that should be established. Using the AHP, a development strategy is provided for Seosan-Daesan Port from short/mid-term and long-term viewpoints for three aspects: operation activation, infrastructure construction, and policy support. Operation activation is chosen as the most significant factor from a short/mid-term viewpoint, whereas infrastructure construction is recognized as important from a long-term viewpoint. Specifically, from a short/mid-term viewpoint, sustainable container cargo attraction, multipurpose dock construction, management pier construction, and opening of international passenger ferry lines are important factors while from the long-term viewpoint, hinterland construction, petrochemical industry cluster construction, automobile industry cluster construction, and management improvement system are important. Establishing action plans for each strategy and a cooperative network for sharing goals and strengthening cooperation is necessary.