• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.35 no.6
• /
• pp.1357-1366
• /
• 2015

This study (II) aims to draw up the future-oriented construction policy recommendations based on the outcomes as a result of a broad research and conducting questionnaire surveys on the arguable issues raised by construction engineers for roads and bridges in the course of previous study (I) implementation. As for the question of "The term 'Construction Management (CM)' which currently is defined in two (2) ways", 45% of respondents have answered that two (2) different types of CM should be unified into one (1) CM type as is the case in most advanced countries. About the question of "The ways to educate the CM professionals", many respondents have preferred to acquire CM professional certificate after receiving education for a certain period of time from private CM training institutions. As for the question of The revised draft that the ICEC grade of special engineers for design, construction and quality control areas shall be "more than 78 points from a more than 75 points by the original draft." 52% of respondents preferred to maintain the original draft. About the question of "The reason why the CM system has not been working well yet." 62% of respondents have answered that the staff members who are in charge of handling public project procurements are concerned about the fact that their roles (or activities) might be deprived as a result of CM adoption. In order for the CM system to be activated, based on the notion that the construction projects must be out soured, the reshuffle of the headquarter organization of Ministry of Land, Infrastructure and Transportation (MLIT) should be preceded.

• Journal of Korean Society of Transportation
• /
• v.17 no.2
• /
• pp.55-68
• /
• 1999

Many ITS services require map databases in digital form to meet desired needs. Due to the dynamic nature of ITS and the sheer diversity of applications, the design and development of spatial databases to meet those needs pose a major challenge to both the public and private sectors. This challenge is further complicated by the necessity to transfer locationally referenced information between different kinds of databases and spatial data handling systems so that ITS products will work seamlessly across the region and nation. The Purpose of this paper is to develop the framework-models commonly to reference locations in the various applications and systems-the ITS Map Datum and LRS(Location Referencing System). The ITS Map Datum consists of the around control points which are the prime intersections (nodes) of the nationwide road network In this study, the major points have been determined along wish link-node modeling procedure. LRS, defined as a system for determining the position (location) of an entity relative to other entities or to some external frame of reference, has also been set up using CSOM type method. The method has been implemented using ArcView GIS software over the Kangnam and Seocho districts in the city of Seoul, showing that the implemented LRS scheme can be used successfully elsewhere. With the proper advent of the K.ITS architecture and services, the procedure can be used to improve the data sharing and to inter operate among systems, enhancing the efficiency both in terms of money and time.

• Information Systems Review
• /
• v.10 no.2
• /
• pp.291-308
• /
• 2008

This study is to review the main concepts of BSC(Balance Scorecard) and compare the BSCs applied in the private and the public sectors. This comparison suggests a few important aspects that must be attended when BSC is put to use in the public organization. First, the BSC used in the public sector must put the top priority to customer perspective over financial one. The primary mission of a public organization must be the "better service" for the people. Secondly, each of BSC's four main perspectives should be modified and re prioritized according to the goals and objectives of the public organization. Finally, CSFs(Critical Success Factors) and KPIs(Key Performance Indicators) must be integrated into the framework of BSC which also incorporates already existing performance management systems. This case study shows how the redundant and unrelated performance management systems(evaluation management, government task evaluation, job performance appraisal, and customer satisfaction evaluation) are merged into the BSC performance management system in the public organization.

• The Journal of the Korea Contents Association
• /
• v.14 no.7
• /
• pp.253-270
• /
• 2014

Public awareness campaign is the core factor of the national suicide prevention strategies. Korea's current campaign needs to be more systematically developed. This study analyzed the national-level campaigns for suicide prevention of New Zealand, USA, Ireland, Scotland, and Australia whose campaigns were known to be successful, and compared them with those of Korea. With the analysis framework based on the 'Guideline for Effective Health Communication Campaigns' by the U.S. Department of Health and Human Services, we examined the campaigns from the dimensions of (1) clarity of goals, (2) appropriacy of targeting strategies, (3) suitability of messaging strategies, and (4) efficiency of performance. The results show that effective campaigns for suicide prevention have the following common factors: (1) campaign appellations which include clear goals, (2) targeting at risk groups considering social contexts, (3) slogans which contains specific action guidelines, and (4) close relationships between public and private sectors. On this basis, future directions for more effective suicide prevention media campaigns in Korea are discussed.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
• /
• v.46
• /
• pp.29-60
• /
• 2010

The incentive and reasons to publish FIDIC Conditions of Contract for Design, Build and Operate Projects(DBO Form) are manifold. It is partly a response to the increasing need for sophisticated project delivery methods in both the public and private sectors and the already widespread use of the FIDIC Yellow Book with operation and maintenance obligations and partly a response to the challenge to decrease maintenance cost to a minimum by means of a new procurement route. As a result, FIDIC has developed a new model form to meet this market place requirement. On the other hand, FIDIC did not simply adapt the Yellow Book but has developed a new form from it, whilst preserving the style of the already known FIDIC Forms and maintaining the wording where it was not necessary to change it for the purposes of a DBO Form. Moreover DBO Form fills up supposed gaps in other FIDIC Forms and ameliorates the claim management and dispute management framework. FIDIC DBO approach may be shortly summarized as follows. First, DBO Form provides for single project responsibility. Second, DBO Form has the clear objective of ensuring the use of a most reliable and efficient technology at the lowest life-cycle cost. Third, DBO Form is intended to operate as an effective quality increase in the design and construction of projects. Fourth, DBO Form is intended to provide significant benefits with regard to system integration and reduction of risks. Fifth, DBO Form accelerates and enhances completion schedule compliance. Sixth, DBO takes care of all three supporting pillars of sustainability(including economical, environmental and social elements). DBO Form is obviously a good starting point for negotiations and the preparation of calls for tenders, thus saving the parties time and money. However, existing cultural and legal differences, particular local conditions and the particular needs of some branches of the industry may require the form to be adapted according to the particular needs of a project. And Civil law practitioners are strongly recommended to verify carefully the underlying legal concepts and background of each clause of the General Conditions in order to avoid unnecessary and sometimes unnatural changes and amendments being made. Note that when preparing the Particular Conditions ensure that terminology is consistent and that existing inherent concepts should not be ignored.

• Journal of Korea Technology Innovation Society
• /
• v.12 no.3
• /
• pp.662-686
• /
• 2009

Lately innovation is perceived as a systemic, horizontal phenomenon and requires a new governance for innovation. Subsequently, broader societal questions enter the domain of innovation policy and coordination and integration between innovation policy and various other policy domains, such as economic, educational, social, regional and environmental policies become crucial. Definitions of policy integration include terms such as coherence, cooperation, coordination and put great emphasis on joint working to promote synergies among policies and reduce duplication and the use of the same goals to formulate policy. As innovation capabilities of the private sector have improved and it has become unclear who to catch up with, the Korean government, a leading player in the process of "catch-up," is likely to have more difficulties in maintaining the old way of planning and executing policies. The Korean government is now under the pressure of planning technologies and policies that do not allow any easy imitation or copy of other advanced countries longer, which in turn reveals various limits of the existing policy framework. Policy integration involves a continual process demanding changes in political, organizational and procedural activities. To ensure long term and cross sectoral innovation policy, overall change and improvement in policy and its implementation needed in terms of political commitments, governance systems, policy instruments and monitoring, and evaluation systems.

• Journal of Korea Technology Innovation Society
• /
• v.10 no.3
• /
• pp.555-579
• /
• 2007

This study analysed theory and application of holistic innovation policy in the 3rd generation innovation policy with cases of Finland and Korea. Innovation policy areas of both countries are expanding from simple goal of economic development to extensive goals such as sustainable development, quality of life, balanced growth etc. Also administrative system changed in order to let technical innovation on the center of national operation and reorganized relation and structure of relative policies like manpower, education, region policy. Particularly, Korea is in embryo standing for S&T driven society since Noh's government. But, there are differences in embodiment degree and feature between both countries. Finland reinvigorate field of public opinion due to corporatism tradition as a Scandinavian institution. Government support system developed co-program and co-policy beyond territory of individual ministry to raise policy effectiveness. However, concept of the Korean innovation policy is ahead of the times but maintained framework of developing country. And there is no active participation of private sector and civil society because transition process accomplished on the top-down method, It could hardly progress toward transition in spite of various efforts to carry out a reform.

• Journal of the Korean Institute of Landscape Architecture
• /
• v.40 no.5
• /
• pp.43-50
• /
• 2012

The Green Infrastructure Framework refers to an interconnected network formed by greenways that links gardens, parks, green spaces, streams, wetlands, agricultural lands, and green belts. Green infrastructure supports diverse functions to environment, provides various benefits to people, and helps in the community's health and viability. It can store stormwater runoff and abate its non-point source pollutants. Due to its advantages and profits, advanced countries in environment policies have adopted green infrastructure in planning and implementing urban and regional development. The Korean government and municipalities have focused upon grey infrastructure investment in the past, which causes occurrence of natural disasters such as draught, flood, and landslides, degradation of water and air quality, decline of biodiversity, and even inhibition of economic activities. In order to alleviate these problems, it is requested to formulate and implement policies for green infrastructure at the national government level. USA and Korean situation of green infrastructure were investigated; forty components of green infrastructure were drawn. Nine policies utilized in the USA cases were identified, which are applicable to Korea. Among them, five policies can be implemented in public sector and four in private one. The green infrastructure law needed in Korea was suggested. The amendments of laws regarding green infrastructure and alternatives expending it were proposed.

• Korean Security Journal
• /
• no.49
• /
• pp.187-214
• /
• 2016

In the mordern society, the reliance on the cyber domain and the cyber connectivity has been increasingly strengthened. Due to this phenomenon, the cyberterror against critical infrastructures and state organs might lead to fatal consequences. Lately, North Korea's cyberattacks against South Korea's national organizations and financial computer networks are becoming more and more intelligent and sophisticated. The cyberattacks against such critical infrastructures have caused enormous economic loss and social disorder. This paper is designed to examine comparatively the cyberterror related laws and organizations of the advanced countries such as U.S. and U.K. and to draw implications. Although those countries are under different institutional and cultural backgrounds with varying security envrionments, they are identically pursuing measures by establishing government-wide counterterror system for coordination and cooperation. They are also commonly focusing upon creating new organizations equipped with new system and upon enhancing intelligence performance and devising punishment regulations. Korea is lack of framework laws regulating cyber security, having only scattered individual laws. Since such legal base is far from efficient counterterror activities, it is necessary that the legal and policy response of the advanced countries should be closely studied for selective introduction. That will eventually lead to legislation of cyber security law. With such legislation on hand, it is subsequently required to strengthen crisis management for prevention of cyberterror and to create joint response team, cooperating with private organizations.

• Journal of Korean Society of Transportation
• /
• v.23 no.5 s.83
• /
• pp.157-167
• /
• 2005

Seoul metropolitan public transport reform results in the introduction of the semi-public operation and distance-based fare policies. With implementation of these policies, public transport revenue allocation has been (will be) evolved very complicated because the existing revenue allocation issues have not only been clearly solved, which is generated by the combined relationship among Korea Railroad Corporation (KRC). Seoul Metropolitan Subway Corporation (SMSC). Seoul Metropolitan Rapid Transit Corporation (SMRTC), and Incheon Rapid Transit Corporation (IRTC), but also the revenue allocation problem between bus and urban railroad-related organizations need to be considered in this combined framework. On top of that. based on the future plans such as the private sector's railroad construction plan(s), the light rail transit construction plans of several local governments and the join of remained bus lines of Seoul metropolitan areas, it is understood that the revenue allocation among public transport operating organization will become one of main issues of operation organization as well as local and central governments. As a basic approach for revenue allocation of public transport operation organizations, the purpose of this paper is to propose an integrated model applicable to estimate degree of service contribution in passenger carriage in the combined public transport network. With a hypothesis that the complete electronic card system is deployed, this paper supposes every passenger's loading and alighting stations is recordable. Thereby, this paper limits research scope as to Seoul metropolitan railroad area since used route(s) between origin and destination stations can not be traceded because transfer stations each passenger path through is not recorded. Each model proposed in the paper is as follows: 1. a generalized cost reflecting passenger's transfer behavior; 2.a K path model for determining similar routes between O-D; 3.an assignment model for loading O-D trips onto the detected similar routes using Logit Model.