• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2023.11a
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• pp.68-69
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• 2023

Recently, decarbonization has been emphasized worldwide to cope with climate change, and carbon neutrality by 2050 has emerged as a global agenda. The domestic port authorities have been participating in the global agenda in line with the government regulations. Since 2010, when decarbonization has been regarded as an important assignment in ports, container terminal efficiency considering undesirable outputs such as Carbon dioxide has been analyzed. However, most previous studies measured carbon dioxide emissions according to the Tier 1 and it is a first time to analyze container terminal efficiency based on the Tier 3 presented in the IPCC guidelines. 17 domestic container terminal operators were considered as decision making units and DEA-SBM Model was used. Subsequently, Undesirable outputs model was conducted to calculate the environmental efficiency.

• Journal of Navigation and Port Research
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• v.48 no.3
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• pp.171-180
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• 2024

Recently, there has been a global emphasis on decarbonization in order to address climate change and achieve carbon neutrality by 2050. In line with government regulations, domestic port authorities have also started participating in this global agenda. Since 2010, when decarbonization became an important task in ports, there have been studies analyzing the environmental efficiency of container terminals, taking into account undesirable outputs. However, most of these previous studies only measured carbon dioxide emissions based on Tier 1, whereas this study is the first to analyze the environmental efficiency of South Korea's container terminals based on Tier 3, as presented in the IPCC guidelines. The study considered 17 container terminal operators in South Korea as decision-making units and used the DEA-SBM Model. Subsequently, an Undesirable Outputs Model was conducted to calculate the environmental efficiency.

• Journal of applied mathematics & informatics
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• v.42 no.4
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• pp.831-854
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• 2024

The transportation problem (TP) is one of the earliest and the most significant implementations of linear programming problem (LPP). It is a specific type of LPP that mostly works with logistics and it is connected to day-to-day activities in our everyday lives. Nowadays decision makers (DM's) aim to reduce the transporting expenses and simultaneously aim to reduce the transporting time of the distribution system so the bi-objective transportation problem (BOTP) is established in the research. In real life, the transportation parameters are naturally uncertain due to insufficient data, poor judgement and circumstances in the environment, etc. In view of this, neutrosophic bi-objective transportation problem (NBOTP) is introduced in this paper. By introducing single-valued trapezoidal neutrosophic numbers (SVTrNNs) to the co-efficient of the objective function, supply and demand constraints, the problem is formulated. The DM's aim is to determine the optimal compromise solution for NBOTP. The extended weighted possibility mean for single-valued trapezoidal neutrosophic numbers based on [40] is proposed to transform the single-valued trapezoidal neutrosophic BOTP (SVTrNBOTP) into its deterministic BOTP. The transformed deterministic BOTP is then solved using the dripping method [10]. Numerical examples are provided to illustrate the applicability, effectiveness and usefulness of the solution approach. A sensitivity analysis (SA) determines the sensitivity ranges for the objective functions of deterministic BOTP. Finally, the obtained optimal compromise solution from the proposed approach provides a better result as compared to the existing approaches and conclusions are discussed for future research.

• Journal of Korean Society of Transportation
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• v.34 no.1
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• pp.43-54
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• 2016

Although there are continuous demands for activating BSSs(Bicycle Sharing Systems) due to the convenience and positive health effects, it is difficult to make a decision to support the existing systems and build more systems because of the deficit resulting from the operation of BSSs. Consequently, this study estimated the economic effects(WTP; Willingness to Pay) of BSS and analyzed the impact factors of WTP to support the above decision making in Daejeon. For this, we conducted a survey and collected 668 samples from the users and non-users of TASHU that is the BSS operated in Daejeon. Also, we used CVM(Contingent Valuation Method) for the estimation of WTP. The results show that the number of bicycle uses is a determinant factor having a positive relationship with WTP and car ownership and age are also determinant factors having a negative relationship with WTP. On the other hand, income and sex have no significant statistical relationship with WTP. Also, the economic benefit of TASHU was estimated as much as 49.9 billion KRW to 63.6 billion KRW. Considering the operation cost of 2.5 billion KRW, it is quite big benefit. Based on the results, it needs to support TASHU from a user perspective for the efficient operation of the system.

• Journal of the Korean Society for Railway
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• v.20 no.1
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• pp.128-141
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• 2017

This paper analyzes the under-researched field of the characteristics of th Chosun private railway, such as laws, systems, human resources, and subsidies associated with this railway, in an effort to increase our understanding of these characteristics. It was found that the private railway shared strong identity resemblance with a national project, as it served to assist the roles of the main national railway. General patterns of change of the company indicate that the private railway received increased subsidies consequent to the amendment of a related law and that it was strongly influenced by Japan's railway policies. The private railway system during the Chosun period more subsidies than those administered by Japan, and they tended to depend on fund raising for external capital. A tendency of many board members to be from the Chosun bureau was also noted. Profits in the private railway system were relatively low compared to those of the national railway such that the deficits were supplemented by the subsidies redeived. Based on corroborating examples, the private railway system can be said to have been an organization that had strong connections with national projects. It was especially related to regional industries according to an examination of the distribution of lines, which shows that most assisted the main railway or coincided with regions undergoing industrial development. Typically, northern areas were for resource development while southern areas were for agricultural production and/or passenger transportation. The company carried dual traits as it operated as a subsidiary enterprise for peripheral profit while also playing a role in transportation.

• Journal of Korea Society of Industrial Information Systems
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• v.23 no.1
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• pp.13-21
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• 2018

AGVS (Automated Guided Vehicle System) is a core technology of logistics automation which automatically moves specific objects or goods within a certain work space. Conventional AGVS generally requires the in-door localization system and each AGV equips expensive sensors such as laser, magnetic, inertial sensors for the route recognition and automatic navigation. thus the high installation cost is inevitable and there are many restrictions on route(path) modification or expansion. To address this issue, in this paper, we propose a cost-effective and scalable AGV based on a light-weight pattern recognition technique. The proposed pattern recognition technology not only enables autonomous driving by recognizing the route(path), but also provides a technique for figuring out the loc ation of AGV itself by recognizing the simple patterns(bar-code like) installed on the route. This significantly reduces the cost of implementing AGVS as well as benefiting from route modification and expansion. In order to verify the effectiveness of the proposed technique, we first implement a pattern recognition algorithm on a light-weight MCU(Micro Control Unit), and then verify the results by implementing an MCU_controlled AGV prototype.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.2
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• pp.709-719
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• 2010

As the world has had a high recognition of security since 9/11 attacks in 2001, many countries and international organizations around the world are making strenuous efforts in establishing stronger security, centering on areas with high possibility of terrorist attacks. In particular, harbor facilities where a great deal of trade take place between countries, have high possibilities of becoming the objects of terrorist attacks and also of becoming places of trading objects and illegal items which might be leveraged for terror attacks. In this study, I have explained the current status of the harbor entrance system through existing documents, interviews and field trips to harbors and have also introduced improvement measures using RFID technology from the viewpoint of BP(Business Process). I expect that this study will be used as basic materials because I have studied the number of people entering harbors and working procedures for vehicle entrance, which have not been studied so far and also laid out various factors to be considered to introduce RFID technology.

• Journal of Korea Port Economic Association
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• v.29 no.4
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• pp.119-134
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• 2013

Korea has established the MOMAF (Ministry of Maritime Affairs and Fisheries) in 1996 while only a few countries have adopted the unified management system for the area of maritime, oceans and fisheries affairs. The Ministry has been broken up to three parts of maritime affairs, oceans and fisheries and allocated to each related ministries in 2008, and reorganized as the Ministry of Oceans and Fisheries including maritime affairs in 2013. However, the newly established MOF (Ministry of Oceans and Fisheries) has been evaluated as simply duplicated the former organization so as not to meet the oceanic environmental changes. This paper aims to suggest the appropriated organizational reinforcements measures on the basis of analysis of questionnaire survey which has been conducted targeting experts such as academic researchers and industry field players in the area of oceans, maritime and fisheries. The survey pointed out mainly five scopes such as (1) transferring the administrative task of shipbuilding and plant industries from the existing Ministry to the MOF, (2) reinforcing the structural functions of maritime, port construction and logistics affairs, (3) collaboration system with related Ministries for the ocean sovereignty, (4) securing the financial support system for the maritime industries, (5) transferring the management authority of maritime and ocean universities from the existing Ministry to the MOF. Looking back on the interministerial interest conflicts, it is very difficult to agree on the transfer of the existing task of above first and fifth suggestions. But the remain three suggestions could be done with interior abilities of the MOF by means of structural changes and professional manpower supplement.

• Journal of Korean Society of Transportation
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• v.21 no.5
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• pp.49-58
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• 2003

The Transport policies in Korea have been planned and implemented as a part of a larger economy policy based on the achievement of economic growth. As a result, previous transport policies have been focused mostly on the supply of transport infrastructure. The average annual economic growth of six percent and a twelve percent growth in motor vehicles until the late 90s led to the acceleration of the imbalance between the supply and demand of infrastructure. As such, there is a need to establish an innovative transportation policy in order to increase national competitiveness and provide momentum for national growth in the Twenty one century. This research has developed strategies and policies based on interviews that were carried out with specialists in transport field. Moreover, some transport policies have been established for the year 2020 through the conducting of a survey. The survey was conducted by interviewing respondents on making the priority of transport policies. which was then analyzed using the Data Envelopment Analysis with ranked voting data. The results are as follows. The most urgent matter was considered to be the development of a inter-modal transport system, followed by an integrated service system for public transport, and the need to increase the competitiveness of the transport and logistics industries and to further transport safety. Meanwhile, the provision of transportation for disabled people as well as the elderly was considered to be less important in Korea than in welfare nations. This stems from the belief as further attention needs to be paid to the construction of a public transport system, the establishment of transportation networks construction in preparation for reunification and the North-East Asian era, as well as the privatization of the transport infrastructure.

• Journal of Korean Society of Transportation
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• v.26 no.5
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• pp.117-127
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• 2008

After the deregulation of the aviation market in the United States in 1978, airlines took advantage of the possibilities of the liberalized market and reorganized their networks. Then, the hub-and-spoke networks became widely used in the aviation market. The framework of hub-and-spoke network made it feasible to amplify flight networks. Thus, a number of airlines were able to fly to more destinations than ever before through the networks. Amplification of networks can be implementing through the transfer of passengers, transshipment of cargo, or both most researches have been concentrated on the passenger aspect at airports worldwide. Air cargo, however, has become one of the most significant areas at hub airports to keep their leading position in terms of the provision of services and handling volumes. This paper investigates the connectivity of airfreight networks as the temporal concentrations in current network at Incheon International Airport. In order to evaluate airline flight schedule effects to stimulate hubbing at an airport, the indirect connectivity can be considered to be the number of direct frequencies, the minimum connecting times and the quality of the connection determine indirect connectivity. Therefore the connectivity of freight transshipment depends on both the quality of the connection at the hub airport and the quality of the indirect flight compared to the direct flight. In addressing these issues, this paper analyzes the connectivity of flight schedules using a temporal wave-system structure and estimates the degree of connectivity and quality of connectivity applying the NETSCAN model.