• Journal of Navigation and Port Research
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• v.35 no.7
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• pp.581-588
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• 2011

Globalization of production, changing technology in ocean shipping sector, shifting bargaining power from port service provider to port users, changing distribution patterns of the containerization and new implementation for the environment and safety concerns introduced new ways of administration in port sector. In these days, port industries cannot survive alone. Port operation and management has to be proactive to cooperate and integrate with other port operators or other industries. In the 21st century, cooperation in maritime sector is more common than that in the past with several different reasons in a mixture of forms of cooperation. Cooperation among port authorities, port operators, shipping line, inland transport service providers and/or related organizations themselves becomes to exist to overcome the challenges and development of the global transport chain. This paper investigates the concept of port cooperation and the case analysis of the cooperation in the port industry.

• Atmosphere
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• v.14 no.4
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• pp.3-18
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• 2004

Neglecting the vertical transport from the surface, most of the previous studies on the long-range transport of pollutants have only considered the horizontal transport caused by the free atmosphere wind. I used a three dimensional numerical model, MM5 (The fifth generation Penn State Univ./NCAR Mesoscale Model) for the simulation of vertical transport of pollutants and investigated the mechanism of the vertical transport of atmospheric pollutants between planetary boundary layer(PBL) and free atmosphere by fronts. From the three dimensional simulation of MM5, the amount of pollutants transport from PBL to free atmosphere is 48% within 18 hour after the development of front, 55% within 24 hour, and 53% within 30 hour. The ratios of the vertically transported pollutant for different seasons are 62%, 60%, 54%, and 43% for spring, summer, fall, and winter, respectively. The most active areas for the vertical transport are the center of low pressure and the warm sector located east side of cold front, in which the strong upward motion slanted northward occurs. The horizontal advection of pollutants at the upper level is stronger than at the lower level simply because of the stronger wind speed. The simulation results shows the well known plum shape distribution of pollutants. The high concentration area is located in the center and north of the low pressure system, while the second highest concentration area is in the warm sector. It is shown that the most important mechanism for the vertical transport is vertical advection, while the vertical diffusion process plays an important role in the redistribution of pollutants in the PBL.

• 한국연소학회:학술대회논문집
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• 2014.11a
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• pp.277-280
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• 2014

Global energy demand has continued to rise due to population increase and economic development. National governments and international bodies try to seek the ways to reduce the demand growth. Energy Technology Perspectives (ETP) have provided the current status of energy system, technology developments and external events that have changed ETP scenario since 2006. The status and prospects for key energy technologies of transport sector are presented. Technology portfolio for the transport sector should be needed to meet very low CO2 targets. The portfolio includes improved fuel economy of current internal combustion engine vehicles, advanced technologies such as electric and fuel-cell vehicles, advanced biofuels and demand-side management.

• Journal of Korean Society of Transportation
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• v.5 no.1
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• pp.85-99
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• 1987

The transport a administration in Korea is meeting demands of developing international multimodal transport system. In the past, as Korea transport policy has been emphasizing on the passenger traffic, the physical distribution sector is far behind international trend. Regarding the urging necessities of reducting costs in transport in order to upgrade the competitive edge of industries, Korea has to develop the most efficient transport system so called international multimodal transport system. The existing transport system is inefficient because each transport mode is separate, so this system is aiming at reducing cost and time and developing freight transport. The scope and scheme of this thesis should be as following. Chapter 2. Systems Approach of International multimodal transport 1. general systems theory 2. definition of International multimodal transport system 3. MTO (multimodal transport operator) Chapter 3. Current Situation and Problems of this System. 1. international law and practice 2.current situation A. Europe B. U.S. C. Japan D. Korea Chapter 4. Policy Goal for Improving this System Chapter 5. conclusion.

• Journal of Labour Economics
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• v.29 no.2
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• pp.117-143
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• 2006

This paper illuminates the patterns of growth and declines in sizes of union membership in metal, chemical, financial, and auto transport sectors in three distinct periods during the last four decades from 1963 to 2003. This paper also calculates union densities in auto assembly, auto supply, and shipbuilding industries of the metal sector, cement, petroleum refining, and pharmaceutical industries of the chemical sector, private banking industry of the financial sector, and city bus industry of the auto transport sector. Such diversities in both sizes of union membership and union densities among sectors and industries turned out to be associated with attitudes and choices of employers and unions in interaction with sector- and industry-specific economic (growth stage and path), institutional (degrees of government intervention), and social (demographic features of employees and prevailing sizes of firms) environment. Such finding shows that theoretical reasonings on sizes of union membership and union densities across sectors and industries in advanced nations are also relevantly useful to analyze the Korean case.

• 한국신재생에너지학회:학술대회논문집
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• 2011.11a
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• pp.150.1-150.1
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• 2011

The global rise of greenhouse gas(GHG) emissions and its potentially devastating consequences require a comprehensive regulatory framework for reducing emissions, including those from the transport sector. alternative fuels and technologies have been promoted as a means for reducing the carbon intensity of the transport sector. Renewable fuel policies were historically motivated by energy security concerns, and to promoted agricultural industries. In the last decade, biofuels have also been discussed as low or net-zero carbon soures of energy for transportation. Hence, the development of biofuels has been supported by a range of policy instruments, including volumetric targets or blending mandates, tax incentives or penalties, preferential government purchasing, government funded research, development in world-wide. As one of the most powerfuel instruments, renewable fuel mandates require fuel producers to produce a pre-defined amount(or share) of biofuels and blend them with petroleum fuel. In this study, we reviewed Renewable Fuel Standard(RFS, USA), Renewable Transport Fules Obligation (RTFO, UK) as a renewable fuel mandate policy to reduce GHG. This includes not only mandate system for blending of biofuels in transport fuels, but also sustainability to use biofuels in this system.

• Journal of Korean Society of Transportation
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• v.35 no.2
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• pp.91-104
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• 2017

In this study, we discuss the modeling of domestic transport sector using GCAM(Global Change Assessment Model). The GCAM is one of integrated assessment models widely used in internationally modeling community, and applied for the evaluation of IPCC 5th Report. Nevertheless, it is noted that there are a considerable number of problems in its application to domestic transport sector. First, the base year information of GCAM for detailed transportation service demand is found not consistent with national statistics. Second, the transportation sector simulation results do not properly reflect the past trends of service demand. Thus, the base year service demand is carefully matched with the detailed national statistics. In addition, the existing models were checked and modified so that the simulation results of service demand can accurately reflect past trends of national statistics. As a result, it is reported in detail how the current GCAM simulation results are corrected and how the trend of past transportation sector service demands is properly reflected. This study is expected to be useful as a basic tool for future scenario analysis for transportation policy, technology evaluation and greenhouse gas reduction measures.

• Transportation Technology and Policy
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• v.8 no.6
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• pp.99-105
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• 2011

• Transportation Technology and Policy
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• v.11 no.4
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• pp.7-13
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• 2014

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1544-1549
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• 2011

Transportation Efficiency Act of 2009 System National Integrated Transportation System Efficiency Act and the revised Road Traffic in the center of the Intelligent Transportation Systems rail, sea and air transport sector is expanding in various areas to promote business and Industry is planning to. Accordingly, the introduction of Intelligent Transportation Systems Outlook and Direction of the railway sector and to provide a comprehensive introduction of Intelligent Transportation Systems rail sector has raised the need. In this paper, the introduction of Intelligent Transportation Systems rail sector strategy is presented as follows. First, the rail users a convenient rail-centric information system used. Second, the reliability and value-added operating system built for the creation of high-tech rail. Third, crime and accidents are implemented in a safe railway. The results of this paper, the railway sector through the national Intelligent Transportation Systems to develop and introduce strategies to provide operational direction is expected to be present.