• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• Environmental and Resource Economics Review
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• v.18 no.2
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• pp.279-309
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• 2009

Greenhouse gas emissions should be precisely forecast to reduce the emissions from industrial production processes. This study calculated the direct and indirect $CO_2$ emission intensities of 401 industries using the Input-Output tables 2003 and statistical data on the amount of energy use. This study had some limitations in drawing study findings because overseas data were used given the lack of domestic data. Other limiting factors included the oil distribution problems in the oil refinery sector, re-review of carbon neutral, and insufficient consideration of waste treatment. Nonetheless, this study is very meaningful since the direct and indirect $CO_2$ emission intensities of 401 industries were calculated. Specifically, this study considered from the zero-waste perspective the effects of waste, which attract interest worldwide since coke gas and gas from the steel industry are obtained as byproducts for the first time in Korea. According to the results of the analysis of $CO_2$ emission intensity per industry, typical industries whose indirect $CO_2$ emission intensity is high include crude steel making, Remicon, steel wire rods & track rail, cast iron, and iron reinforcing rods & bar steel. These industries produce products using the raw materials produced in the industrial sector whose $CO_2$ emission intensity is high. The representative industries whose direct $CO_2$ emission intensity is high include cement, pig iron, lime & plaster products, andcoal-based compounds. These industries extract raw ore from nature and refine them into raw materials that are useful in other industries. The findings in this study can be effectively used for the following case: estimation of target $CO_2$ emission reduction level reflecting each industrial sector's characteristics, calculation of potential emission reduction of each policy to reduce $CO_2$ emissions, identification of a firm's $CO_2$ emission level, and setting of the target level of emission reduction. Moreover, the findings in this study can be utilized widely in fields such as System of integrated Environmental and Economic Accounting(SEEA) and Material Flow Analysis(MFA) as the current topic of research in Korea.

• The Korean Journal of Air & Space Law and Policy
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• v.20 no.1
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• pp.143-209
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• 2005

In 1994, the North Korea indicated their intention to open up airspace. The air route passing through from Daegue FIR to Pyungyang FIR has established in 1996. The air transport cooperation between South and North Korea seemed to be reinforced at the event of President Kim, Dae-Jung's visit to North Korea by passing through a temporarily established Yellow Sea Airway in the year of 2000. The nature characteristics of air transport burdening of many circumstantial situations, however, have kept cooperation between South and North Korea from being facilitated till now. Recently as the more exchange between North and South Korea, the more frequent opportunities to discuss economic cooperation, which in sequence increased political credibility has been increased. The rail, road, and port reconnecting has realized which have been regarded impossible. Furthermore, it is expected to transport personnel and goods through South-North direct connected routes in the near future This study shows several meanings of air transport cooperation between South and North Korea. It will be far beyond simply partial air route connecting in this region, it gives great significance to realize economic cooperation and Northeast hub through air transport industry sector. This will be an exit for air transport industry have suffered limits derived from North Korea troubles and difficulties in growing as Northeast air hub. Namely, South-North air connection denote its meaning in providing opportunities Korea to be Northeast Hub and advanced country having globally competitive air transport industry To develop strategy for air transport cooperation between South and North Korea. they were developed by SWOT analysis on the basis of circumstantial analysis. These strategy need to be commanded properly to the changes of surrounded circumstances. The study result show it is desirable to apply phasal strategies by using strengths, weaknesses, threats and opportunities factors underlying analysis of inner and outer circumstances to cooperate in air transport sector.

• Korean Journal of Heritage: History & Science
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• v.51 no.2
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• pp.38-57
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• 2018

Led by the Cultural Heritage Administration, studies on the cultural heritage of railways have merely focused on modern registered cultural heritage and on excavating the cultural heritage of modern rail transportation. Endeavors of institutions relevant to railways to protect the cultural heritage of railways were not sufficiently made. Only the internal guideline to protect the cultural heritage of railways made by the railway corporation is being implemented. This study aims to assert the need to examine the protective measures of the heritage of railroad cars and to vitalize plans of conserving the heritage of railroad cars. Also, plans to protect the heritage of railroad cars and methods to invigorate schemes of protecting the heritage of railroad cars will be suggested. The current situation of protecting the heritage of railroad cars was investigated via a field trip. Through exploring overseas examples of protecting the heritage of the railroad cars, ways to vitalize plans of widely publicizing the heritage of the railroad cars with their historical values were suggested. Results showed that first, the way of openly exhibiting conserved railroad cars by setting up stands other than the way of exhibiting and conserving in one site was necessary. Second, in order to properly preserve and manage the cultural heritage of railways, railroad cars, much like natural monuments or intangible cultural properties, need to be perceived as cultural properties. Also, it is necessary to amend the Cultural Properties Protection Law to include railway heritage. Third, the perception of the cultural heritage of railways should be heightened, and SNS, blogs, and cafes need to strategically promote this heritage in order to increase the public's interest. Fourth, in addition to enacting legislations and gaining institutional support for the cultural heritage of railways, the budget to operate the responsible department, and employing staff for the heritage of railroad cars should be resolved as a priority in order to enhance the capability of managing this cultural heritage. In order to rationally protect the cultural heritage of railways and invigorate plans to protect the cultural heritage of railways, it is necessary to garner administrative and financial support, and enact the appropriate legislation. The heritage of railroad cars is priceless and has a social value in terms of regional icons, historic marks, and the record of life. It is considered that in this situation, the standard of amending both policy and the Cultural Properties Protection Law for the heritage of railroad cars should be urgently established.

• Economic and Environmental Geology
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• v.57 no.2
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• pp.161-175
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• 2024

Aggregate typically refers to sand and gravel formed by the transportation of rocks in rivers or artificially crushed, constituting a core resource in the construction industry. Gyeongsangbuk-do, the largest administrative area in South Korea, produces various sources of gravel, including forest, land (excluding other sources), river, and crushed stone. As of 2022, it has extracted approximately 6.96 million cubic meters of aggregate, with permitted production totaling around 4.07 million cubic meters and reported production of about 2.88 million cubic meters. The aggregate demand in Gyeongsangbuk-do is estimated to be 12.39 million cubic meters according to the estimation method in Ready-Mix Concrete. From the supply perspective, about 120 extraction sites are operational, with most municipalities maintaining an appropriate balance between aggregate demand and supply. However, in some areas, there is inbound and outbound transportation of aggregate to neighboring regions. Regions with significant inbound and outbound aggregate transportation in Gyeongsangbuk-do are areas connected to Daegu Metropolitan City and Pohang City along the Gyeongbu rail line, showing a high correlation with population distribution. Gyeongsangbuk-do faces challenges such as population decline, aging rural areas, and insufficient balanced regional development. Analysis using GIS reveals these trends in gravel demand and supply. Currently in this study, Gyeongsangbuk-do meets its demand for aggregate through the supply of various aggregate sources, maintaining stable aggregate procurement. River and terrestrial aggregates may be sustained as short-term supply strategies due to the difficulty of longterm development. Considering the reliance on raw material supply for selective crushing, it suggests the need for raw material management to maintain stability. Gyeongsangbuk-do highlights quarries in the forest as an important resource for sustainable aggregate supply, advocating for the development of large-scale aggregate quarries as a long-term alternative. These research findings are expected to provide valuable insights for formulating strategies for sustainable management and stable utilization of aggregate resources.