• Journal of Korea Trade
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• v.23 no.7
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• pp.34-44
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• 2019

Purpose - The purpose of this study is to present what the port of Pyeongtaek, the hub of Korean trade with China, should improve in the current situation, wherein the e-commerce trade volume between Korea and China is increasing due to the development of online technology. Design/methodology - In this study, through prior research and expert interviews on e-commerce and port activation between borders, we derived the main improvement factors for 1) Administration and Systems, 2) Facilities, 3) Transport, and 4) Manpower, and selected 12 detailed variables for the major improvement factors. To identify the relative importance of the major improvement factors, the Analytic Hierarchy Process (AHP) method was applied, and a survey was conducted among 15 related experts. Findings - As a result, among the 12 detailed variables, Composition of Association (0.267) was the first factor to be improved, followed by Incentive Support (0.143) and E-Commerce Cluster (0.131). Based on these analyses, the main implications of this study are, first, in the current situation where the cross-border e-commerce market is growing, Pyeongtaek Port needs to form a consultative body among the government, local governments, and related businesses in connection with cross-border e-commerce and develop various support policies for the e-commerce market. Second, it will have to be able to provide differentiated services from competing ports by establishing e-commerce market-oriented clusters. Originality/value - In existing related studies, various improvements were presented to revitalize trade in line with the growth of the cross-border e-commerce market. However, with regard to most cross-border e-commerce businesses, one-dimensional improvement measures, such as improvement of payment systems, improvement of customs clearance services, and promotion of human resources, are presented in a piecemeal manner. In other words, none of the studies have proposed the importance and priority of each measure in terms of both the forward-looking and efficient allocation of resources, which is the purpose of this study. Therefore, this study contributed politically, practically, and academically by presenting countermeasures for ports to revitalize cross-border e-commerce and presenting strategic priorities using quantitative analysis methods.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.1
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• pp.112-123
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• 2011

This study focused on developing strategies of cyber-compact city, combining compact city with information and communications technologies(ICTs), in order to enhance sustainable transportation. The cyber-compact city development is defined as a development that is able to reduce travel by ICTs and encourage people to use transit or non-motorized vehicles such as bicycles for ICT-induced travel (especially, discretionary travel) by compact and mixed land use. It can be achieved with combining cyber and compact strategies with respect to network, node, and area. For example, ICT network may use transit network facility, a transfer station may be a hub of ICTs, and transit influenced zone may work with ICT service area. We proposed three cohesive strategies for the cyber-compact city based on literature review and case studies on cyber and compact cities. The first strategy is a cohesion between public transportation and telecommunication network by centering on the two for national and urban spatial linkage structure. That is, cities or urban centers and its peripheral areas can be connected by rail network, and extra space of railway network can be used for constructing telecommunication network infrastructure. The second strategy is a cohesion between public transportation node and telecommunication node by building up regional and urban telecommunication centers near to or at main railway stations. For this strategy, telework centers and communication service centers should be established mainly at transfer stations. The third strategy is a cohesion between public transportation impact zone and telecommunication impact zone as transit oriented development.

• Journal of Navigation and Port Research
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• v.39 no.3
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• pp.241-251
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• 2015

Recently, It became possible to transport freights and energy resources via Northern Sea Route(NSR) as global warming has been accelerated. As a result, all countries of the world and Korean local governments have had a struggle to take the advantageous position first in NSR development. However, this extreme competitions might have a negative effect on the national port industry and cause unnecessary social costs and economic losses. Therefore, the main target of this study is to find the most suitable port for NSR using AHP analysis. Most of the data was gained from previous literatures and public statistics and the weight of each factor was calculated by the result of expert survey. As a result, Busan port has the biggest competitiveness, followed by Yeosu Gwangyang, Ulsan and Incheon. From the result, this study suggested 3 possible scenarios. The first scenario specializing Busan port in NSR focuses more on developing the related businesses such as repair of ships, refueling, ship stores trade than attracting the more cargoes. the second is a strategy to make Ulsan port as a hub for energy resources, especially liquid cargo on NSR. the last is a mixed one to assign suitable roles to the ports according to their competitive capabilities.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.32 no.1
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• pp.17-25
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• 2020

In this study, three-dimensional fluid flow analyses have been performed in order to investigate the performance characteristics of a horizontal axis tidal turbine (HATT) by solving three-dimensional Reynolds-averaged Navier-Stokes equations utilizing the shear-stress-transport turbulence model. The computational domain for the flow analysis has been composed of hexahedral grids, and the grid dependency test has been carried out so as to determine the optimum grid size. Performance characteristics of the HATT have been investigated in consideration of the effects of hub nose geometry, inflow angle, and the tower. It has been found that the power output can be enhanced along with an increase of the ratio of the length to the diameter of the turbine nose, and the power of HATT has been reduced by approximately 10% when the primary fluid flow had an inflow angle of 15°. The power output of downstream HATT is found to be lower than that of the upstream HATT by about 1%.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.83-138
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• 2017

Korea-China FTA entered into force on the 20th of December 2015, and one year elapsed after its effectuation as the FTA with China, our country's largest trading partner. Therefore, this study looks at the trends of air transport trade between Korea and China, and examines the contents of concessions to the air transport services sector in Korea-China FTA, and analyzes the impact on the air transport sector by Korea-China FTA, and proposes our country's aviation policy direction in order to respond to such impact. In 2016 the trends of air transport trade between Korea and China are as follows : The export amount of air transport trade to China was 40.03 billion dollars, down by 9.3% from the last year, and occupied 32.2% of the total export amount to China. The import amount of air transport trade from China was 24.26 billion dollars, down by 9.1% from the last year, and occupied 27.7% of the total import amount from China. The contents of concessions to the air transport services sector in Korea-China FTA are as follows : China made concessions to the aircraft repair and maintenance services and the computer reservation system services with limitations on market access and national treatment in the air transport services sector of the China Schedule of Specific Commitments of Korea-China FTA Chapter 8 Annex. Korea made concessions to the computer reservation system services, selling and marketing of air transport services, and aircraft repair and maintenance without limitations on market access and national treatment in the air transport services sector of the Korea Schedule of Specific Commitments of Korea-China FTA Chapter 8 Annex. The impact on the air transport sector by Korea-China FTA are as follows : As for the impact on the air passenger market, in 2016 the arrival passengers of the international flight from China were 9.96 million, up by 20.6% from the last year, and the departure passengers to China were 9.90 million, up by 34.8% from the last year. As for the impact on the air cargo market, in 2016 the exported goods volumes of air cargo to China were 105,220.2 tons, up by 6.6% from the last year, and imported goods volumes from China were 133,750.9 tons, up by 12.3% from the last year. Among the major items of exported air cargo to China, the exported goods volumes of benefited items in the Tariff Schedule of China of Korea-China FTA were increased, and among the major items of imported air cargo from China, the imported goods volumes of benefited items in the Tariff Schedule of Korea of Korea-China FTA were increased. As for the impact on the logistics market, in 2016 the handling performance of exported air cargo to China by domestic forwarders were 119,618 tons, down by 2.1% from the last year, and the handling performance of imported air cargo from China were 79,430 tons, down by 4.4% from the last year. In 2016 the e-commerce export amount to China were 109.16 million dollars, up by 27.7% from the last year, and the e-commerce import amount from China were 89.43 million dollars, up by 72% from the last year. The author proposes the aviation policy direction of Korea according to Korea-China FTA as follows : First, the open skies between Korea and China shall be pushed ahead. In June 2006 Korea and China concluded the open skies agreement within the scope of the third freedom and fourth freedom of the air for passenger and cargo in Sandong Province and Hainan Province of China, and agreed the full open skies of flights between the two countries from the summer season in 2010. However, China protested against the interpretation of the draft of the memorandum of understanding to the air services agreement, therefore the further open skies did not take place. Through the separate aviation talks with China from Korea-China FTA, the gradual and selective open skies of air passenger market and air cargo market shall be pushed ahead. Second, the competitiveness of air transport industry and airport shall be secured. As for the strengthening methods of the competitiveness of Korea's air transport industry, the support system for the strengthening of national air carriers' competitiveness shall be prepared, and the new basis for competition of national air carriers shall be made, and the strategic network based on national interest shall be built. As for the strengthening methods of the competitiveness of Korea's airports, particularly Incheon Airport, the competitiveness of the network for aviation demand creation shall be strengthened, and the airport facilities and safety infrastructure shall be expanded, and the new added value through the airport shall be created, and the world's No.1 level of services shall be maintained. Third, the competitiveness of aviation logistics enterprises shall be strengthened. As for the strengthening methods of the competitiveness of Korea's aviation logistics enterprises, as the upbringing strategy of higher added value in response to the industry trends changes, the new logistics market shall be developed, and the logistics infrastructure shall be expanded, and the logistics professionals shall be trained. Additionally, as the expanding strategy of global logistics market, the support system for overseas investment of logistics enterprises shall be built, and according to expanding the global transport network, the international cooperation shall be strengthened, and the network infrastructure shall be secured. As for the strengthening methods of aviation logistics competitiveness of Incheon Airport, the enterprises' demand of moving in the logistics complex shall be responded, and the comparative advantage in the field of new growth cargo shall be preoccupied, and the logistics hub's capability shall be strengthened, and the competitiveness of cargo processing speed in the airport shall be advanced. Forth, in the subsequent negotiation of Korea-China FTA, the further opening of air transport services sector shall be secured. In the subsequent negotiation being initiated within two years after entry into force of Korea-China FTA, it is necessary to ask for the further opening of the concessions of computer reservation system services, and aircraft repair and maintenance services in which the concessions level of air transport services sector by China is insufficient compared to the concessions level in the existing FTA concluded by China. In conclusion, in order to respond to the impact on Korea's air passenger market, air cargo market and aviation logistics market by Korea-China FTA, the following policy tasks shall be pushed ahead : Taking into consideration of national air carriers' competitiveness and nation's benefits, the gradual and selective open skies shall be pushed ahead, and the support system to strengthen the competitiveness of air transport industry and airport shall be built, and entry into aviation logistics market by logistics enterprises shall be expanded, and the preparations to ask for the further opening of air transport services sector, low in the concessions level by China shall be made.

• The Korean Journal of Air & Space Law and Policy
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• no.spc
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• pp.137-163
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• 2007

The air market in Asia has already entered upon the age of limitless competition. It means a very important moment in Asia air market. Each Asian country thus has put a lot of effort into a development plan and support to their hub airport. In order to achieve such a plan, first of all we should build closer cooperation system between the two countries Japan and Korea. The Korea and Japan are very fast growing in the northeast countries within the global air transport market. Air passenger and cargo traffic volumes between Korea and Japan have increased dramatically, since the 1990s. In response to such a trend, both countries have opened new airports and expanded existing facilities in the hopes of laying claims to the main international hub airport in Asia. Apart from the trend, air transportation between Korea and Japan's metropolitan areas is the only transportation in substance, even if they are located very closely in geographical position. The air transportation between the two countries shows that it is necessary to get fast and more convenient because of the economic and cultural interchange and exchange concentrated on the metropolitan areas, and that will promote the economic growth of Korea and Japan. However, within the air transportation industry field, there have no sufficient seats/slots to supply the air demand from the capital cities of each country, as well as no counterplan for some problems regarding capacityand sustain ability of metropolitan airports. Thus, it is necessary for us to consider in all aspects and solve them to improve air transportation between Korea and Japan. This paper is to try to demonstrate this matter and from all angles, that is, in legal and political aspects, facilities and given environmental conditions and cooperation between Korea and Japan. I think that it is indeed a great necessary and convenient for many Korean and Japanese tourists to conclude a new 'Open Sky Agreement' between Japan and Korea in order to the prepare the increase of the shuttle flight between Haneda-Gimpo and opening of air route newly for shuttle flight between Haneda and Cheongju as well as opening of air route for shuttle flight between Haneda-Shanghai Hongqiao International Airport and Beijing International Airport for the 2008 Beijing Olympic Games. Furthermore it is a great desirable thing for us to conclude a new 'Open Sky Agreement' in cooperation reciprocally among the Japan, China and Korea for opening the new air route by the shuttle flight.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• autumn
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• pp.232-239
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• 2001

Young Jong Grand Bridge is approach traffic road of New Inchon International Airport which covers hub airport function in northeast asia. The total span length of this bridge is $4,420{\cal}m$ and this main bridge type is, the first in the world, Double Deck Self Anchored Suspension Bridge, designed as double deck systems to be arranged by road and railroad. Approach bridges to be connected with main span also are composed double deck steel truss and steel box girder to consider a continuity with this span. Our company erected $1,375{\cal}m$(about 60,000tons) of double deck steel truss bridge type which is composed by 6 traffic lane on upper deck and 4 traffic lane and Double track railroad on lower deck. The original installation method of this bridge was planed to install about 75 meters bridge blocks to use floating crane, after temporary bent was constructed between permanent piers. But this method which had to construct many temporary bents in the sea had the matter that construction periods can become lengthen and construction cost can be risen. To overcome the uncertainty to ensure high qualify of bridge and economic project execution, our company developed new bridge erection method to assure both quality control and economic construction work. The new erection method which was developed by us was one that could transport and install long bridge block, $120{\cal}m$ unit at a time and that temporary bent was not required. We hope that this paper is used as technical data which will erect bridge in the western sea and others marine region.

• Journal of the Society of Disaster Information
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• v.20 no.1
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• pp.222-231
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• 2024

Purpose: The purpose of this study is to study how to activate the use of public transportation by identifying the main factors that reduce the use of public transportation due to external influences such as COVID-19 infectious diseases. Method: This study analyzed the connection between the traffic behavior and the characteristics of public transportation use in the metropolitan area changed by COVID-19 with COVID-19 indicators, and analyzed social and environmental factors affecting traffic. Results: It was analyzed that the traffic behavior in the metropolitan area moves from commercial areas to tourist resort areas, the number of COVID-19 deaths affects the use of public transportation, and the lower the deviation between population density, agricultural and forestry areas, and gender ratios due to social and environmental factors, the more significant differences are shown. Conclusion: In the future, it will be able to be activated as a basic analysis model for revitalizing the city's transportation system, regional bases, and various social and economic indicators, such as quarantine of public transportation and social distancing, and can be used as basic data for establishing public transport policy directions according to major influencing factors.

• The Korean Journal of Air & Space Law and Policy
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• v.9
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• pp.327-349
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• 1997

Luftfrachtersatzverkehr ist der Transport von Luftfrachtgut von Flughafen zu Flughafen unter einem Luftfrachtbrief im $Oberfl{\ddot{a}}chentransport$ urn die erste und/oder letzte Teilstrecke einer als Gesamtstrecke vereinbarten $Luftfrachtbef{\ddot{o}}rderung$. These Strecken $f{\ddot{u}}hren$ von nationalen oder intemationalen $Flugh{\tilde{a}}fen$ zurn Zentralflughafen ($_"Hub"$) der Luftverkehrsgesellschaft bzw. in urngekehrter Richtung vom Zentralflughafen hin zu den einzelnen nationalen oder intemationalen $Flugh{\ddot{a}}fen$. Die Vorteile des Luftfrachtersatzverkehrs sind offenkundig, daher auch sein $st{\ddot{a}}ndiges$ Anwachsen. Allerdings bestand bei den Luftverkehrsgesellschaften jahrelang eine $gro{\ss}e$ Unsicherheit, wie dieser Luftverkehr, der eben nicht in der Luft $durchgef{\ddot{u}}hrt$ wird, rechtlich zu qualifizieren sei. Stellte die $Bef{\ddot{o}}rderung$ von $Luftfrachtg{\ddot{u}}tem$ auf der $Stra{\ss}e$ einen Bruch des $Luftbef{\ddot{o}}rderungsvertrages$ dar, so wie im Schadensfall die $Gesch{\ddot{a}digten$, Absender oder $Empf{\ddot{a}}nger$ des betreffenden Gutes, der Luftverkehrgesllschft auf Art. 18 Abs. 3 oder Art. 31 Warschauer Abkommen(WA) berufen? Folge dieser Unsicherheit war, $da{\ss}$ ${\ddot{u}}ber$ lange Jahre hinweg die Luftverkehrsgesellschaften sich scheuten, diese Frage einer gerichtlichen $Kl{\ddot{a}}rung$ $zuzuf{\ddot{u}}hren$, Eher war man geneigt, sich mit dem Anspruchsgegner $au{\ss}ergerichtlich$ zu vergleichen, selbst wenn dies bedeutete, $da{\ss}$ man sich nicht auf die $Haftungsbeschr{\ddot{a}}nkungen$ des Art. 22 WA berufen konnte, als ein Urteil zu erstreiten, welcher $m{\ddot{o}}glicherweise$ der Praxis der $Luftfrachtersatzbef{\ddot{o}}rderung$ einen - rechtlichen - Riegel vorgeschoben $h{\ddot{a}}tte$. Diese Unsicherheit ist jedoch durch die Entscheidung die erste und wohl auch bislang einzige $h{\ddot{o}}chstrichterliche$ Entscheidung zur $Luftfrachtersatzbef{\ddot{o}}rderung$ nicht nur in Deutschland, sondem soger in Europa. Die Luftverkehrsgesellschaften $k{\ddot{o}}nnen$ mit dieser Entscheidung gut leben. Bei emer $vertragsgem{\ddot{a}}{\ss}en$ $Luftfrachtersatzbef{\ddot{o}}rderung$ haftet der $Luftfrachtf{\ddot{u}}hrer$ $f{\ddot{u}}r$ $Sch{\ddot{a}}den$ $anl{\ddot{a}}{\ss}lich$ der mit dem Luftfahrzeug $ausgef{\ddot{u}}hrten$ Teilstrecke nach den Vorsschriften des Warschauer Abkommens und $f{\ddot{u}}r$ $Sch{\ddot{a}}den$ $anl{\ddot{a}}{\ss}lich$ der mit einem $Oberfl{\ddot{a}}chenbef{\ddot{o}}rderungsmittel$ $ausgef{\ddot{u}}hrten$ Teilstrecke nach den Vorschriften, welche $f{\ddot{u}}r$ das $tats{\ddot{a}}chlich$ eingesetzte ransportmittel $einschl{\ddot{a}}gig$ sind. Bei unbekanntem Schadensort haftet der $Luftfrachtf{\ddot{u}}hrer$ nach dem jeweils $sch{\ddot{a}}rfsten$ der in Betracht kommenden Rechte. Bei emer vertragwidrigen $Luftfrachtersatzbef{\ddot{o}}rderung$ haftet der $Luftfrachtf{\ddot{u}}hrer$ nach dem Recht des vereinbarten $Bef{\ddot{o}}rderungsmittels$, da sich auf dieses Recht der Vertragspartner des $Luftfrrachtf{\ddot{u}}hrers$ eingerichtet hatte. Der $Luftfrachtf{\ddot{u}}frer$ haftet aber auch nach dem Recht des $tats{\ddot{a}}chlich$ eingesetzten $Bef{\ddot{o}}rderungsmittels$, da er sich in dessen Haftungsordnung durch die einseitige Wahl des $Bef{\ddot{o}}rderungsmittels$ selbst hineingestellt hat. Bei unbekanntem Schadensort haftet der $Luftfrachtf{\ddot{u}}hrer$ nach dem jeweils $sch{\ddot{a}}rfsten$ der in Betracht kommenden Rechte.