• Proceedings of the Korea Water Resources Association Conference
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• 2005.09b
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• pp.1363-1364
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• 2005

• Korea Trade Review
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• v.47 no.4
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• pp.35-52
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• 2022

Air transport is at the core of global economic growth. There is a close relationship between the flow of regional elements and the growth of the regional economy. It is easy to misestimate the impact of airports on the regional economy without considering spatial spillover effects. This study attempted to establish an asymmetric economic geographical weight matrix by applying the Spatial Durbin Model with cargo volume and passenger numbers as indicators. The influence of spillover effects on the regional economy, including direct spillover effects and indirect spillover effects are studied. The results revealed that passenger numbers and cargo volume have significant positive spillover effects on the regional economy. The driving effect of the airport on the regional economy was considered from a wider space scope. This study contributes to the scientific evaluation of the aviation economy.

• Journal of Korea Port Economic Association
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• v.17 no.1
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• pp.3-26
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• 2001

Competitive and reliable maritime transport services benefit the economy as a whole, and are key efficiency factors for the production of both goods and services. Although maritime transport sector is very liberalized compared to many other service sectors, certain obstacles must be overcome before full liberalization of the maritime transport can be realized. Particularly, maritime transport services in Northeast Asia are regulated by a complicated and outdated system. To remove these barkers two approaches can be used: a regional trading arrangement approach and a multilateral approach via WTO. However, multilateral efforts are not likely to be successful in achieving any concrete progress towards maritime transport liberalization in the short- to medium-term in Northeast Asia. Consequently, it may be the best to take the following two progressive approaches and to make them work towards liberalization of the maritime transport market: a bilateral approach and a trilateral approach. A gradual process of liberalization would expand the market, help operators achieve economies of scale, promote the international division of labor and specialization, enhance the effective management of shipping services, and promote the long-term interests and welfare of the user by improving service quality and diversifying services. A liberalized and integrated maritime transport market in Northeast Asia should achieve both of these long-run policy objectives by benefiting both the transport service users and the transport service providers. In order to move the maritime transport liberalization programs as quickly as possible, it is desirable to establish a "Regional Maritime Transport Liberalization Committee." We suggest it to be a Tripartite (China, Japan and Korea) Committee initially, which can later expand its membership to include other Northeast Asian countries.

• The Journal of Asian Finance, Economics and Business
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• v.8 no.3
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• pp.645-654
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• 2021

This research aims to examine the influence of road transportation infrastructure on the mobility of goods transport and the regional economy in Langkat Regency in Indonesia. This type of research is an associative and explanatory research whose data is obtained through a questionnaire survey. This study took a sample of 305 respondents using probability sampling in Langkat Regency, North Sumatera, Indonesia. Data analysis techniques use path analysis. The research results showed that the road transportation infrastructure variables had a significant and positive effect on the mobility of goods transport. Road transportation infrastructure and freight mobility simultaneously have a significant and positive effect on the economy of Langkat Regency. Road transportation infrastructure with the dimensions of road accessibility and maintenance partially directly has a significant and positive effect on the economy of the Langkat Regency. Road transportation infrastructure with the dimensions of road design and road construction quality partially does not have a direct effect on the regional economy, but has a positive and significant effect through the mobility of freight transport. The mobility of goods transport becomes an intervening variable that acts to mediate or determine the relationship between road transportation infrastructure variables to the regional economy.

• Journal of the Korean Regional Science Association
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• v.11 no.1
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• pp.113-122
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• 1995

Discussions are given to Korea all transport market and its intrinsic problems related to airport spatial distribution and facility capacities. Regional development impacts and demand forecasts are major variables for identifying a future direction for restructuring air transport market in Korea. A brief introduction is also given to the New Seoul International Airport(NSIA) that is expected to lead domestic and the North East Asia ail transport market.

• Journal of Trauma and Injury
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• v.31 no.2
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• pp.107-111
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• 2018

Segmental bone defects of the tibia present a challenging problem for the orthopedic trauma surgeon. These injuries are often complicated by soft tissue defects and infection. Many techniques are reported, from bone graft to bone transport. To our knowledge, bone transport over the plate in the distraction site has not been described for the treatment of tibial bone defect. We report an instance including procedure and subsequent complications after bone transport over the plate, to restore a tibial bone defect.

• Journal of Korean Society of Transportation
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• v.30 no.6
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• pp.47-57
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• 2012

The purpose of this study is to propose a supplement to current freight demand model by analyzing factors that influence the generation of empty truck movements in regional and urban realms. To achieve this, we examined the relation between the number of empty truck trips and various generators such as truck attributes, origin type and attributes, destination type and attributes, and commodity type. We structured the ordered logit model using 2011 Korea Transport Database (KTDB) data to analyze the generator characteristic of empty truck movements in regional and urban settings. According to the results, the characteristics of regional and urban empty truck movements differed depending on truck attributes, origin type and attributes, destination type and attributes, and commodity type.

• Journal of Korea Port Economic Association
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• v.27 no.2
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• pp.163-182
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• 2011

This research addresses the prospect of international intermodal transport in North-East Asia and studies the necessity of an agreement in transit transport in the region. Due to the division of labour among countries in the region and the globalization of firm's activities, international intermodal transport has been actively developed and is expected to grow continually. In order to lead the operation of international intermodal transport in North-East Asia, main players such as China and Russia have strengthened cooperation of regional logistics and made agreements in transit transport with contiguous countries. After analysing the current situation and reviewing prospects of international intermodal transport and transit transport in North-East Asia, this research proposes the requirement of regional agreement of transit transport on the basis of the United Nations Convention on the Law of the Sea (UNCLOS) for promoting international intermodal transport in North-East Asia.

• Ocean and Polar Research
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• v.24 no.2
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• pp.147-152
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• 2002

Seasonal and interannual variation of volume transport through the La-Perouse Strait were estimated using the difference of sea level observed at Krillion of Sakhalin, Russia, and Wakkanai of Hokkaido, Japan, during the period of 1975-1988. Historical sea level measurements between Russian and Japanese tide gauge data were normalized using an independent direct volume transport measurement. Volume transport from the East Sea (Sea of Japan) to the Sea of Okhotsk varied from -0.01 to 1.18 Sv with an annual mean value of 0.61 Sv. Monthly water transport rates showed a unimodal distribution with its maximum occurring in summer (August) and minimum in winter (December-February). The annual mean volume transport varied from 0.2 to 0.8 Sv during the period of 1975-1988 with the maximum variance of 0.6 Sv.

• Journal of Korean Society for Atmospheric Environment
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• v.20 no.4
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• pp.503-514
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• 2004

In Seoul metropolitan area, nocturnal variation of surface ozone concentrations observed at 27 monitoring sites from 1998 to 2002 showed that high ozone levels occurred frequently during the spring. Frequency distributions for nighttime ozone indicated that elevated concentrations in spring were influenced by advection of different air mass compared to other seasons. Surface wind analysis during the spring revealed that relatively strong southwesterly winds were associated with nocturnal ozone enhancement, which can be attributed to the regional transport of ozone. In order to identify the origin of nocturnal ozone enhancement in spring, 3-day backward trajectories were calculated by HYSPLIT 4 for the episode days and then classified. The results showed that NW, W, and SW flows, indicating influence of polluted air masses from the China continent, have 51% in a]1 the episode days, which suggest that the nocturnal ozone enhancement can occur under the effect of long-range transport of ozone-laden air mass on a regional scale. Case study of nocturnal ozone maxima associated with long-range transport was discussed in more detail in the light of meteorological conditions. Southwesterly synoptic flow along the outer edge of moving high-pressure system was found to be the important cause of nocturnal ozone maxima in Seoul. This flow could lead to be long-range transport of ozone that had effectively accumulated in the stagnating portion of the system located eastern coast of China. Low atmosphere soundings, backward trajectories, and elevated ozone and CO levels at the back-ground tiles gave evidence for regional effects on nocturnal ozone enhancement In Seoul.