• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.52
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• pp.119-135
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• 2011

Korea's trading volume is expected to surpass USD 1 trillion in 2011. Korean economy achieves this largely due to its dependence on export and enhanced technological capacity and product quality. Improved recognition of Korean enterprises in the global arena also helped. However, the largest reason behind theses could be found in exporters' ceaseless marketing endeavors and continued government supports. Today, more and more people become to rely on trade exhibitions to boost export effectively. Trade exhibitions are employed as a useful tool to attract buyers and enter a market. This is because such exhibitions' marketing effect and professional aspects. South Korean export relies on large conglomerates for most part. However, 95% of the country's entire industry are small and medium-sized companies. This means that SMEs' export has a huge impact on the national economy. Therefore, as a way to improve SME export and minimize their losses, we need to use trade exhibitions more actively. The overseas policy insures only promotional activities regarding foreign exhibition and fair (including international events held in Korea), foreign distributor, shopping mall, home shopping, etc. and does not include air fare, traffic cost in the local place, accommodation cost and dining expenditures as costs to be excluded mentioned above. It is not easy for them to take part in events abroad if they have to pay for such expenses. If full financial support is difficult, the Korea trade insurance corporation still may give a certain level of aid for successful exporters to engage in marketing activities abroad more actively and further stimulate SMEs' export.

• Journal of Korean Society of Transportation
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• v.23 no.6 s.84
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• pp.7-18
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• 2005

Currently, design speed selection is chosen by highway function, terrain type and area type. But some standards in classifing highway function let designer decide design speed in an arbitrary manner and too rough a highway function classification system leads to a road function which can not reflect road design, and some ambiguity of terrain type leads to a road which can not reflect land use pattern. Highway design based on traffic volume level without considering area type can result high construction cost. This research paper provides new highway design standards which are based on the refinement of highway design speed selection procedure. The new design speed is summarized to be determined by a more detailed highway function, terrain type, and area type that were made considering South Korean characteristics. The new highway function is established by adopting highway function reclassification and design volumes and rural town center reclassification and new design standards for terrain type selection are developed in this research by analyzing South Korean GIS Data Base obtained over the national government offices.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.35-42
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• 2009

One of the problems we face up at the time of planning or improving a transportation transfer facility is which modes and how close we have to put together. The goal here is to keep the connecting transportation mode as close as possible to the prime transit mode, so people travel a minimum transfer path, a distance from one mode to another. Too much a physical separation between modes will limit, even with an intensive improvement of the component links, the level of service of a transfer path as a whole. This study defined a transfer path as the whole stretch of the distance from an arrival point of one mode to the departure point of the connecting mode. The transfer path was divided into three typical segments as side walk, stairways, and indoor corridors. Preference surveys were made for each of these segments, resulting in relative resistance. The sum of individual segments weighted with the relative resistance will make a transfer resistance of the path, which in turn constitutes a transfer utility function together with the overall satisfaction score obtained by the interview survey. The transfer utility function has been utilized to evaluate the transfer distance between modes.

• Journal of Communications and Networks
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• v.17 no.6
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• pp.549-557
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• 2015

Mobile cellular networks are becoming increasingly complex to manage while classical deployment/optimization techniques and current solutions (i.e., cell densification, acquiring more spectrum, etc.) are cost-ineffective and thus seen as stopgaps. This calls for development of novel approaches that leverage recent advances in storage/memory, context-awareness, edge/cloud computing, and falls into framework of big data. However, the big data by itself is yet another complex phenomena to handle and comes with its notorious 4V: Velocity, voracity, volume, and variety. In this work, we address these issues in optimization of 5G wireless networks via the notion of proactive caching at the base stations. In particular, we investigate the gains of proactive caching in terms of backhaul offloadings and request satisfactions, while tackling the large-amount of available data for content popularity estimation. In order to estimate the content popularity, we first collect users' mobile traffic data from a Turkish telecom operator from several base stations in hours of time interval. Then, an analysis is carried out locally on a big data platformand the gains of proactive caching at the base stations are investigated via numerical simulations. It turns out that several gains are possible depending on the level of available information and storage size. For instance, with 10% of content ratings and 15.4Gbyte of storage size (87%of total catalog size), proactive caching achieves 100% of request satisfaction and offloads 98% of the backhaul when considering 16 base stations.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.1
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• pp.133-141
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• 2017

Traffic volume increases according to highway expansion and industrial development which causes repetitive defect and durability degradation on pavement. The research of quality assurance system used abroad has introduced Korea. Korea Expressway Corporation (KEC) has developed a Quality Performance Index (QPI) that quantitatively assesses the level of quality of the final product, and practical applications. Assessment factor on concrete pavement consisted of pavement thickness, compressive strength, IRI and spacing factor. Assessment factor on concrete pavement is determined by empirical evaluation factor from abroad. In this study, analysis of evaluation factors of concrete pavement by using pavement life prediction simulation and measured data were evaluated with consideration of feasibility of the assessment factor. Pavement life, performance and durability are affected by pavement thickness, compressive strength, IRI and spacing factor in assessment factor on concrete pavement, QPI.

• Journal of Korean Society of Rural Planning
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• v.24 no.4
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• pp.15-25
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• 2018

This study was designed to understand the change of rural landscape and to consider problems followed by development restrictions lifted for Neobiul Village in Ansan City, Korea. Physical landscape changes were comprehended by a field study and interview with local residents, and the residents' perception regarding the landscape changes were analyzed with the REP investigation method. The results can be summarized into the following three points: First, due to the lift of development restrictions and the deregulation of land use, the number of factories and warehouses for rent increased, which became a new source of income for the village. Second, the residents' complaints increased due to the increased traffic volume and waste from a sudden influx of factories and warehouses, which could not be handled by a small farming village. Third, a mix of landscape combining both city and farming village was formed due to the influx of external capital and the need of rental income, although the residents rather wanted Neobiul Village to become a residential village than a factory location. Furthermore, even in the farmlands near the village where development restrictions have not been lifted, the level of dependence on the farming industry has decreased as a consequence of the increase in farmland rent and weekend farms. This paper confirmed that the change of rural landscape followed by lifted development restrictions affects the everyday life of residents living in Neobiul Village. This study has significant implications in that it suggests a case showing the effects of national policies such as lifting development restrictions for rural villages in suburban areas.

• Journal of Korea Planning Association
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• v.54 no.2
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• pp.93-108
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• 2019

This study examines the relationship between three-dimensional urban built environment and urban surface temperature using LANDSAT 8 satellite image data in Seoul city. The image was divided into 600m×600m grid units as an unit of analysis. Due to the high level of spatial dependency in surface temperature, this study uses spatial statistics to take into account spatial auto-correlation. The spatial error model shows the best goodness of fit. The analysis results show that the three-dimensional built environment and transport environment as well as natural environment have statistically significant associations with surface temperature. First, natural environment variables such as green space, streams and river, and average elevation show statistically significant negative association with surface temperature. Second, the building area shows a positive association with surface temperature. In addition, while sky view factor (SVF) has a positive association with surface temperature, surface roughness (SR) shows a negative association with it. Third, transportation related variables such as road density, railway density, and traffic volume show positive associations with surface temperature. Moreover, this study finds that SVF and SR have different effects on surface temperature in regard to the levels of total floor areas in built environment. The results indicate that interactions between floor area ratio (FAR) and three-dimensional built environmental variables such as SVF and SR should be considered to reduce urban surface temperature.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.24 no.8
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• pp.963-969
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• 2020

Cities in the region have a problem in that they cannot accurately monitor small areas because the number of air pollution is differently observed depending on variables such as population, season, traffic volume, and industrial complexes. In order to solve this problem, in this paper, comparative analysis was performed on small areas where representative air pollutants SO2, PM10, NO2, CO, and O3, which adversely affect the human body, are observed through coefficient of determination. In addition, based on Bonferroni's multiple comparative analysis, the air pollution level by period is shown. The map for the monitoring system was linked with the coordinates of each small city to visualize air pollutants for small cities based on the analysis data. Through this, it is possible to provide the user with a monitoring system of air pollutants for the region more precisely, and to prevent them from accidents that may occur due to air pollution in everyday life.

• Journal of Korean Port Research
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• v.10 no.1
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• pp.1-14
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• 1996

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this, Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows: 1. Among those vessels called at Mokpo Port in 1994, 556 ships(2,736,669 G/T) are oceangoing while 8155 ships(2,587,217 G/T) are domestic. The average size of oceangoing vessels is 4,922,1 G/T, and the domestic is 317,8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165%. 2. The capacity of approaching channel is enough to handle the total traffic volume of 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 - No.5 is 4.5% and No.6 is 30% of 1993's. 5. The utilization rate of LLC(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively.

• Land and Housing Review
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• v.14 no.3
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• pp.77-92
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• 2023

The aim of the study is to analyze urban characteristics that affect carbon emissions of buildings. The analysis was conducted at the level of 424 administrative districts in Seoul. The main variables used in the analysis were energy consumption and carbon emissions of buildings published in the Seoul Metropolitan Government's energy information platform 2021. It was found that carbon emissions per unit building were high in Jongno, Gangnam, Guro, and Mok-dong. A regression analysis using the spatial lag model (SLM) identifies that the variables that affect the carbon emissions of buildings were; commercial, educational, business and industrial facility variables as built environment factor; number of residents; traffic volume, number of bus routes and number of subway stations as transportation facilities factors; and environmental factors such as green area and river area.