• Korean Journal of Construction Engineering and Management
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• v.20 no.3
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• pp.46-53
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• 2019

Recently, the need for emergency medical facilities is increasing due to a large-scale disaster. The Ministry of the Interior and Safety has completed the development of Disaster Resource Sharing System (DRSS). In this system, only air tent and negative pressure tent, which are classified and managed as equipment are resources related to emergency medical facility at disaster site. However, the characteristics of resources for the facility such as the time of input, a period of stay, transportation, and installation methods were not reflected. So, The purpose of this study is to propose improvements of management of resources for emergency medical facility at disaster site, that classified to materials and equipment in DRSS. This study analyzed the state of resources for facilities and the attributes of resources based on literature and disaster medical consultation of mobile hospitals. The resources for emergency medical facility are required to be linked to medical support resources and reflected in the DRSS, since emergency medical facility resources at the disaster site should be managed through a combination of medical resources classified as equipment. And future research on installation of emergency medical facilities plan considering the cost of the disaster management resources should be carried out.

• Maritime Security
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• v.1 no.1
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• pp.311-343
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• 2020

Because of the global warming, the Arctic Ocean is expected to be ice-free by the year 2035. When the Arctic Ocean will be opened, a number of national interests will become more salient as experiencing a shortened sailing distance and decreasing navigation expense, possibility of natural resources transport by sea from Arctic Circle, and indirect-profit making by building a herb port in Asia. To secure the national interests and support the free activities of people in this region, R.O.K government is trying to make advanced policies. In order to carry out the naval tasks in the Arctic Ocean, using the operational characteristics(mobility, flexibility, sustainability, presence of capabilities, projection) is necessary. To this end, ROK Navy should analyze the operational environment (O.E.) by its capability(weakness and strength), opportunity, and threat. R.O.K. Navy should make an effort over the following issues to implement the tasks in the Arctic Ocean: first, Navy needs to map out her own plan (Roadmap) under the direction of government policies and makes crews participate in the education·training programs in home and abroad for future polar experts. Third, to develop the forces and materials for the tasks in cold, far operations area, Navy should use domestic well-experienced shipbuilding skills and techniques of the fourth industrial revolution. Next, improving the combined operations capabilities and military trust with other countries in the Arctic region to cover the large area with lack of forces' number and to resolve the ports of call issues. Lastly, preparation in advance to execute a variety of missions against military and non-traditional threats such as epidemics, HA/DR, SOLAS, in the future operation area is required.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.219-227
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• 2021

This study aimed to determine the importance of the policies formulated through the Ministry of Maritime Affairs and Fisheries' master plan for Seafarer's policy. To confirm the importance of the Seafarer's policy, AHP analysis was conducted on the 3 main policies and 15 auxiliary policies established by the master plan for Seafarer's policy. To analyze the reliability of the survey, we investigated the inconsistency ratio of 34 respondents retrieved. We found that 25 respondents validated the reliability of the findings. The analysis showed that the policy of establishing a stable supply and demand system was the most important among the main policies for seafarers, while the policy of fostering seafarers linked to jobs was the most important one among the auxiliary policies. By group, the government recognized establishing a stable supply and demand system as a priority of policy. Dif erences were found on the fact that improving working conditions and expanding welfare were important for seafarers. This study, which analyzed the importance of the Seafarer's policy through AHP analysis, has the following implications. We established guidelines to enhance efficiency, such as budget allocation by policy according to the importance in implementing Seafarer's policies. Furthermore, our study can be used as basic data for establishing a master plan for Seafarer's policy by comparing differences in importance per group.

• Environmental and Resource Economics Review
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• v.31 no.4
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• pp.801-824
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• 2022

Recently, United Nations found that 38% of global carbon emissions are generated in the building sector, surpassing other industries (32%) and transportation (23%), and ESG is actively used as a way to reduce carbon emissions in the building sector, led by overseas advanced countries. In Korea, as the National Pension Service announced "Consider ESG with more than 50% of investment assets" this year, the move to introduce ESG in the building sector is accelerating, centering on construction companies and asset management companies. However, as the domestic ESG evaluation system is still mainly focused on corporate governance and social responsibility, interest in the environmental sector is lagging behind that of advanced countries. As ESG in the building sector is expected to grow rapidly over the next 10 years, I would like to suggest the following development directions. The first is the expansion of the incentive system. In order for the government to successfully implement policies related to ESG in the building sector, incentive system such as tax reduction and building standards should be expanded further than now in addition to negative systems such as rent restrictions and punishment taxes due to regulatory violations. Second, standardized ESG standards are established. Rather than creating an independent Korean ESG standard that is far from global standards, it is necessary to organize the common parts of global standards and evaluation methods and create and provide guidelines in the form of standard textbooks that can be used equally by all stakeholders. Third, it is an effort to link ESG in the building sector with Digital Transformation(DX). This is because actual energy savings and carbon emission reduction can be realized only when the operation method of the building sector, which is operated mainly by manpower, is digitalized and converted to an intelligent way.

• Korea Trade Review
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• v.43 no.6
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• pp.51-70
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• 2018

This study is to define the relationship between capital structure and the market share in the global shipping market, estimating the debt-equity ratio. To analyze the impact of the debt-equity ratio on market share, this study collected data from the 100 largest shipping companies from 2010 to 2017. Results identified that global shipping lines moderate their debt-equity rates to 62%, and all of them strategically utilize debt in order to increase market share in global shipping market. In comparison between the group focused on cargo volume and another group focused on freight rates, it is found that the group focused on cargo volume increase their handling cargo volume through increasing the debt rates. Another group used debt rate for reducing the freight rate and enhancing market power. Furthermore, after classifying the samples into high-growth and low-growth companies, this study compared the group focused on cargo volume and another group focused on freight rates. As a result, the low-growth group showed more significant impacts of the debt rate on market share than the high-growth group. The results of this study provide useful insight for future strategic decision making of shipping lines in the global shipping market.

• Journal of Korea Port Economic Association
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• v.39 no.2
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• pp.77-95
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• 2023

The regional infrastructure industries of Gwangyang City, the subject of this study, are Gwangyang Port and Gwangyang Steel Mill. Therefore, it is necessary to analyze the regional economic ripple effects of the port logistics industry in Gwangyang City. In this study, a multi-stage approach using the RW and the LQ methodology using the national input-output tables in 2015 and 2019 is used to prepare the regional interindustry analysis chart in Gwangyang City, and an exogenous demand induction model that reclassified the port logistics industry was applied. Through this, the purpose of this study was to provide policy implications by figuring out the regional economic ripple effects of the port logistics industry quantitatively in Gwangyang City. As a result of the analysis, the industries with high production inducement effect and forward/backward linkage effect of the port logistics industry in Gwangyang City were analyzed as manufacturing, transportation, land and air logistics sectors. And the industries in which the added value inducement effect and the employment inducement effect were analyzed as an industry related to the service industry. Therefore, it is necessary to prepare support measures to foster the port logistics industry as a way to promote these industries and revitalize the local economy of Gwangyang City. To this end, it is desirable to improve policies and systems for the vitalization of the Gwangyang port maritime cluster and provide various policy support for the port logistics industry in Gwangyang City. This study is meaningful in suggesting policy implications for the regional economy of Gwangyang City based on the results of exogenous analysis of the port logistics industry in small and medium-sized cities. However, It seems that further studies related to this will be needed in the future.

• Knowledge Management Research
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• v.24 no.4
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• pp.131-152
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• 2023

One of the key domains within a smart tourism city, smart mobility, encompasses advanced transportation means and services rooted in Information and Communication Technology (ICT). This includes shared bicycles, scooters, car-sharing services, smart transportation infrastructure, and more, aiming to surpass limitations of conventional transport and improve the movement of people and goods. It also serves tourists as an affordable and convenient mode of transport between attractions while also enhancing the overall travel experience. This study has defined 'smart tourism mobility' as a form of mobility grounded in ICT, exhibiting exceptional connectivity, serving public interest, and serving as a mode of transport for both residents and tourists in a smart tourism city. The research aimed to outline the scope of smart tourism mobility-related industries through expert Delphi surveys and estimate their economic effects within a smart tourism city. Specifically, this study updated 2015 input-output table and made 2020 regional input-output table of Seoul adopting RAS method and location quotient method. The results showed that the about 2.8 billion KRW investment of Seoul in smart tourism mobility may create more than 4.1 billion KRW in production inducement effect which is expected to create more than 1.6 billion KRW of income-inducing effect, 3.6 billion KRW of value-added-inducing effect, and 54 employment across all industries in Seoul in 2022.

• Journal of Korea Port Economic Association
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• v.39 no.4
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• pp.163-190
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• 2023

Recently, a framework crystallizing as Environmental, Social, and Governance(ESG) has been exerting significant influence not only on corporate investment and management philosophies but also on national policies. This ESG framework is becoming an essential requirement for all organizations. It has become an obligation at the corporate and national levels, particularly in the maritime, port, and logistics sectors. Anticipating that the adoption and utilization of the ESG framework will reach higher levels when it becomes a necessity, this study utilized data from international organizations such as the United Nations Conference on Trade and Development(UNCTAD), the World Bank, and the World Economic Forum to analyze the impact of the ESG framework on national economic performance through the maritime, port, and logistics sectors using Partial Least Squares Structural Equation Modeling(PLS-SEM). The analysis revealed that while the ESG framework did not have a direct impact on the national economy, it manifested substantial indirect effects through maritime, port, and logistics sectors. Therefore, in these sectors, the establishment of the ESG framework should be recognized not only as an expenditure and obligation but also as a crucial investment that positively influences the national economic performance. The study's findings are limited by the absence of data beyond 2019 due to the impact of COVID-19. Therefore, it is anticipated that more accurate current effects can be ascertained when newer data becomes available.

• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.111-132
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• 2018

As China continues to evolve as a major economic power and the Free Trade Agreement (FTA) between the Republic of Korea and China was ratified on June 1, 2015, market volume between the two countries is expected to grow more rapidly. This study aims on improving the efficiency of car-ferry lines. We conducted two surveys- for shippers and forwarders of car-ferry companies, and container liners. The study analyzes the decision factors for delivery companies and their importance for shippers and forwarders of car-ferry companies and container liners. Based on analysis of prior studies on the competition for car-ferry companies and liners, three primary variables are selected-promptness, economics, and safety. The promptness variable consists of shipping time, loading/unloading time, and customs clearing time. The economic variable consists of marine transportation cost from a domestic harbor to China, loading/unloading cost in the harbor, and overland transport cost from the harbor to shippers inland. Finally, the safety variable consists of cargo damage rates, safety facilities, such as lashing and shoring, and punctuality of transportation time. The survey and AHP results show that the promptness, safety, and economics factors are 0.549, 0.309, and 0.142 in the shipper groups of car-ferry companies' category, respectively. It indicates that there is considerable difference in the importance of each factor. In contrast, the factors are 0.350, 0.348, and 0.302 in the forwarders category, which suggests that there is little difference in each factor's importance. As for shippers and forwarders of liners, the importance of each factor is found to be in the following order: economics, safety, and promptness.

• Journal of Navigation and Port Research
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• v.39 no.1
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• pp.45-53
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• 2015

These days Container Terminals are focusing on increasing the quantity of containers and shipping lines choose Terminals by referring to the key elements of a terminal to perform the overall operation the fastest such as the location of the terminal, discharging ability, keeping environment, and other elements related to shipping in general. Container terminal is able to offer On-Dock service has become an important factor for shipping lines to choose that terminal. In this paper, we propose an algorithm for On-Dock system work algorithm, the algorithm Empty container exports, Full Container algorithm and The aim of our study focus on both container's gate out time and search for the effective terminal operation which is using the general On-Dock system through several algorithm like container batch priority, gate in and out job priority and empty container yard equipment allocation rule based on the automatic allocation method and manual allocation scheme for container. Gathering these information, it gives the priority and yard location of gate-out containers to control. That is, by selecting an optimum algorithm container, container terminals Empty reduces the container taken out time, it is possible to minimize unnecessary re-handling of the yard container can be enhanced with respect to the efficiency of the equipment. Operations and operating results of the Non On-Dock and On-Dock system is operated by the out work operations (scenarios) forms that are operating in the real Gwangyang Container Terminal derived results. Gwangyang Container terminal and apply the On-Dock system, Non On-Dock can be taken out this time, about 5 minutes more quickly when applying the system. when managing export orders for berths where On-Dock service is needed, ball containers are allocated and for import cargoes, D/O is managed and after carryout, return management, container damage, cleaning, fixing and controlling services are supported hence the berth service can be strengthened and container terminal business can grow.