• International Journal of Internet, Broadcasting and Communication
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• v.9 no.2
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• pp.27-36
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• 2017

The world's unique geographical, multilingual, multiethnic, multiracial and multi religious Himalayan country Nepal has more than 100 years history on telephony service and it has been formulating appropriate policy and regulation for the adoption of new technology, introducing the competitive market environment for the overall development of Information and Communication Technology (ICT) infrastructures and application of ICT service and tools for socio-economic transformation. The Nepalese market seems to be continuously growing and having huge demand of mobile telephony and internet subscriptions trend. The ICT infrastructure development in difficult geographical area is quite challenging and thus operators are focusing mobile telephony and mobile internet services. Nepal has been doing its best effort on formulating policy and regulation, adoption key strategies for ICT sector development and at the same time joining hands with international and regional bodies such as ITU, SAARC etc for ICT sector development. Due to geographical diversity, policy and regulatory barriers in some extent, power supply constraints and low affordability from customers on ICT tools and services, Nepal has been facing challenges on ICT infrastructure development. However, the national statistics on ICT, Networked Readiness Index and ICT Development Index show that Nepal has done quite good progress and is keeping its pace on ICT development despite the these challenges. Moreover, there seems to be quite uncovered market segments on internet service and big opportunity on ICT sector development in Nepal in the days to come.

• Journal of the Korean Society of Safety
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• v.31 no.6
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• pp.99-104
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• 2016

Road Sink Phenomenon (RSP) is one of the major issues in South Korea. National and local governments are trying to develop effective preventive measures against the RSP. Developing the policy-oriented RSP management is most important to minimize possible losses induced by RSP. In this study, we employed the Futures Wheel (FW) method to derive influence factors for RSP management. FW method is widely used for predicting future social-environmental condition. In addition, RAND Corporation's method is used to derive potential strategic agenda based on derived influence factors by FW method. These derived strategic agenda can contribute to develop the policies related with RSP management.

• STI Policy Review
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• v.2 no.1
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• pp.1-12
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• 2011

Korea is examining how to coordinate its S&T policies and solidify its position as a leader of infrastructure innovation policy that forms the foundation for many different policies. A number of questions have been raised, such as whether to install a superior coordinating body like the National Science and Technology Council (NSTC) or separate the budget allocation and coordination authority from the budget-planning ministry. Korea has tried using various institutional coordination devices and functions such as reorganizing its administrative ministries based on related functions and installing or reinforcing a superior coordinating body. In line with these discussions, the strengthening of the S&T policy coordination function through the NSTC is currently under review. In order to design an effective S&T coordination system in step with changing political and social demands, it is important to have a clear recognition of the current context as well as the unique institutional characteristics of Korea. This study examines the evolution of Korea's S&T policy coordination systems and analyzes its features.

• Korean journal of communication and information
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• v.36
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• pp.231-253
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• 2006

Based on the development of IT(information technology), the explosive diffusion and growth of the new media and services in Korea has attracted keen international attention. The construction of IT infrastructure driven by the proactive social informatization policy of the government has also been spectacular. Korea has persistently pursued strong 'new media-informatization policy' with three main objectives in mind: 1)Industrial-economic value creation; 2)socio-cultural value creation; and 3)building of the knowledge society-knowledge state. But its consequence is rather paradoxical. While its performance is excellent in terms of quantity growth of industry and technology, quality development of society, culture and knowledge creation is lagging far behind. This paradoxical outcome originates, not from any simple policy error, but from a structural problem inherent in new media-informatization policy in Korea which has long been captured by developmentalism. In order for Korea to harvest the reward of strong new media-informatization infrastructure, it needs to institute a policy structure based on a knowledge IT strategy such as research and development of core and patent technologies, design and production of quality contents, networking knowledge bases of society, etc.

• Journal of Distribution Science
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• v.9 no.2
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• pp.25-30
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• 2011

Transport is animportant sector of government regulation. Every country has its own transport policy, but European countries are evolving a common transport policy, which has a long history. The establishment of a consistent common policy in the EU's transport sector is still underway. The key motivations of this policy are 1) to establish and implement a common transport policy, 2) to clarify the concept of sustainability in the transport sector, and 3) to integrate transport services into a common infrastructure. One of the policy's objectives is the progressive movement towards sustainable development in the transport section. The EU'stransport policy has recognised that intermodality is a very important competitive tool. The EU's policy thrustin intermodal transport can be catergorised into infrastructure, technology, and standards and rules. However, obstacles to success can be detected. Cases like that of TEN-T and Marco Polo illustrate European intermodal policies in practice. As regards sustainability in the transport sector, intermodality can be an alternative solution to the increasing imbalance between transport modes and congestion arising from increased road use. Sustainability has been emphasised by the EU, which aims to establish intermodality in its future alternative transport systems while fostering sustainable development in the transport sector. Therefore, intermodality can be defined as a general trend in the current transport market, drawing interest from public institutions and transport-related market players. The EU has thus made an effort to facilitate intermodality in its territory, materialised through various policy options. Therefore, looking into the EU's intermodal transport policies is worthwhile, as doing so can provide useful lessons for all concerned parties.

• Journal of Technology Innovation
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• v.8 no.2
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• pp.19-65
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• 2000

This study analyzes the development of technological infrastructure(TI) and technological infrastructure policy(TIP) to enhance the technological capabilities of small and mid-sized manufacturing enterprises(SMEs) in the U.S. and Korea in terms of the technological system(TS) concept, which is composed of technological infrastructure, industrial organization, and institutional infrastructure. In order to analyze the internal dynamics of the system, such as incentive mechanisms, the interaction among economic actors, and the policy implementation process, we compare the MEP(Manufacturing Extension Partnership) system of the U.S. and the Joong-Jin-Gong system of Korea. Among many similarities, contrasts, and insights from each country's effort to construct TI and TS, the main findings are as follows. (1) Both the MEP system and the Joong-Jin-Cong system are TI-led or government-led type TS. However, the nation-wide picture is different: in the U.S., most TSs including the MEP system., are classified as TI-led type; in Korea, many TI-assisted or private sector-led TSs have been developed since the early 1960s. (2) the MEP system, as a representative case of the U.S., is less stable than the Joong-Jin-Gong system of Korea in terms of financing and political cycle. (3) The MEP system is a more complex and cooperative network than the Joong-Jin-Gong system. NIST, as a critical mass, generates the system, bridges various institutions, and influences the development of the system by providing funding. (4) Regarding TI components, TSs in both countries focus on utilizing off-the-shelf technologies rather than advanced technologies. However, the direction of movement is different: in the U.S., TSs have come to emphasize existing technologies to counterbalance an innovation system that has been highly focused toward new technologies; in Korea, TSs have been moving from focusing on a higher diffusion rate of imported process technologies to stressing new technology development. (5) Personnel and staffing, embodying technological capability, is an important concern in both countries. But the human capital infrastructure of the U.S. system is more efficient and industry-oriented than that of the Korean system due to a more flexible labor market. (6) While the U.S. has a strong tradition of state and local autonomy in constructing TI and TS to fit SMEs's specific need, Korea has a centralized and bureaucratically-led policy implementation process.

• Journal of the Korea Institute of Construction Safety
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• v.3 no.1
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• pp.9-17
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• 2020

The purpose of this study is to assess legal improvements needed for extended application of smart technologies in construction sites. To achieve the objective of this study, at first, a literature review is conducted to define the concept of construction safety. Secondly, the statistics of construction accidents are assessed and systems and policies for construction safety in developed countries are then analyzed. Also, the applicability of smart safety technologies in the field is examined through recent application cases of construction & related industries. Finally, institutional issues related to the application of smart technology are assessed and policy improvement directions are then introduced. As a result, additional development of smart technologies for small construction sites and continuous policy supports are required. This study will be used as a baseline data for the institutional improvement related to smart construction technologies for domestic construction sites.

• Transportation Technology and Policy
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• v.12 no.5
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• pp.4-6
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• 2015

• Transportation Technology and Policy
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• v.2 no.3
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• pp.45-51
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• 2005

• Transportation Technology and Policy
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• v.11 no.5
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• pp.67-71
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• 2014