• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.4
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• pp.1-10
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• 2011

According to the worldwide efforts to reduce greenhouse gases consequent upon climatic change, the field of road traffic is also making diverse efforts to reduce the emissions of greenhouse gases. Among these, the exhaust gases from vehicles, the so-called main culprit of the greenhouse gases will take place the more as delay and tie-up of vehicles ever take place. Accordingly, as a scheme for reducing the delay & tie-up of vehicles, it's possible to bring up the idea of supply of new facilities and management of the existing facilities; recently, a lot more focus is being put on the management of the existing facilities due to enormous amounts of construction cost. In the midst of growing concern for traffic demand management policy, it's about the time we should do research on the tollbooth metering on the expressway whose research is almost non-existent home and abroad. As a traffic demand management policy coming to happen in case of the management of pay expressway like Japan and Korea, this research analyzed the contents of tollbooth metering, its effect and its subsequent convenience. Especially as a tool for effect analysis, this research made an analysis using VISSIM-a micro-simulation tool. As the tollbooth metering promoted, as a part of green traffic promotion strategy, is expected to contribute to improvement in traffic flow and reduction in carbon emissions, etc. It seems that there needs to be continuous research work on the management plan & revitalization plan for maximization of its effect later as well.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.2
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• pp.50-62
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• 2016

With programmable applications that utilize sensors, such as global positioning systems and accelerometers, smartphones provide an unprecedented opportunity to collect behavioral data in an unobtrusive and cost-effective manner. This paper assesses the relative accuracy and reliability of the Future Mobility Sensing (FMS), a smartphone-based prompted-recall travel survey. We compared the data extracted from FMS with the data collected from the Korea Passenger Trip Survey (PTS), a traditional self-reported, paper-based travel survey. In total, 46 undergraduate students completed the PTS for seven consecutive days, while also carrying their smartphones with the activated FMS applications for the same time span. After completing the PTS, the participants validated their FMS data on the web-based prompted recall surveys. We then matched the validated FMS data with the PTS-based records. The FMS turns out to be superior in detecting short trips, which are usually under-reported in self-reported travel surveys. The reported PTS travel times are longer than for the FMS, suggesting that participants tend to overestimate their travel time in the PTS. This study contributes to the ongoing development of smartphone-based travel behavior data collecting methods.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.4
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• pp.1-11
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• 2014

Traffic congestion cost is more likely to occur in the inner city than interregional road, and it accounts for about 63.39% of the whole. Therefore, it is important to mitigate traffic congestion of the inner city. Traffic congestion in the urban could be divided into Recurrent congestion and Non-recurrent congestion. Quick and accurate detection of Non-recurrent congestion is also important in order to relieve traffic congestion. The existing studies about incident detection have been variously conducted, however it was limited to Uninterrupted Traffic Flow Facilities such as freeway. Moreover study of incident detection on the interrupted Traffic Flow Facilities is still inadequate due to complex geometric structure such as traffic signals and intersections. Therefore, in this study, incident detection model was constructed using by Artificial Neural Network to aim at urban arterial road that is interrupted traffic flow facility. In the result of the reliability assessment, the detection rate were 46.15% and false alarm rate were 25.00%. These results have a meaning as a result of the initial study aimed at interrupted traffic flow. Furthermore, it demonstrates the possibility that Non-recurrent congestion can be detected by using car navigation data such as car navigator system device.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.1-13
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• 2018

The number of deaths in Korea is higher than the OECD average. Therefore, an e-Call system is being developed as a vehicle ICT-based emergency rescue system that automatically detects an accident in the event of a vehicle accident and transmits related information to the center. In order to overcome the limitations of social acceptability and function of e-Call system, we propose a model that allows users to be aware of the necessity of service voluntarily. We predicted the market share of e-call services according to the proposed business model and analyzed it through B/C analysis. Benefits are calculated on a penetration basis, and device purchase and communications costs are calculated for each period. B/C analysis shows that pessimistic scenarios are 0.98 in 2025 and 1.01 in 2030. In an optimistic scenario, it is 1.05 in 2025 and 1.20 in 2030, which is more economical.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.3
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• pp.88-103
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• 2023

With the recent advancement of 4th Industrial Revolution technology, transportation systems are generating large amounts of mobility data related to the individual movement trajectories of vehicles and people. There are many constraints on utilizing mobility data containing personal information. Thus, in South Korea, the processing and generation of pseudonymized information and the analysis and utilization of this information have been managed in a dual manner by applying separate agencies and technologies through the revision of the Data 3 Act and the enactment of the Data Basic Act. However, this dual approach fails to securely support the entire data lifecycle and suffers from inefficiencies in terms of processing time and cost. Therefore, to compensate for the problems of the existing Expert Data Combination System and Data Safety Zone, this study proposes an Integrated Data Safety Zone Framework that integrates and unifies the process of generating, processing, analyzing, and utilizing mobility data. The integrated process for data processing was redesigned, and common requirements and core technologies were derived. The result is an architecture for a next-generation Integrated Data Safety Zone system that can manage and utilize the entire life cycle of mobility data at one stop.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.3
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• pp.48-66
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• 2024

According to the three amended Laws of the Data Economy and the Data Industry Act of Korea, systems for pseudonymous data integration and Data Safe Zones have been operated separately by selected agencies, eventually causing a burden of use in SMEs, startups, and general users because of complicated and ineffective procedures. An over-stringent pseudonymization policy to prevent data breaches has also compromised data quality. Such trials should be improved to ensure the convenience of use and data quality. This paper proposes a prototype system of the Integrated Data Safe Zone based on redesigned and optimized pseudonymization workflows. Conventional workflows of pseudonymization were redesigned by applying the amended guidelines and selectively revising existing guidelines for business process redesign. The proposed prototype has been shown quantitatively to outperform the conventional one: 6-fold increase in time efficiency, 1.28-fold in cost reduction, and 1.3-fold improvement in data quality.

• Journal of the Korean Institute of Navigation
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• v.4 no.2
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• pp.45-79
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• 1980

The aim of this paper is to analyze the mechanics of price formation in the tramp shipping. For the purpose of this study, the main characteristics of tramp freight rates and the market is examined, and a brief examination of the nature ofthe costs of operation is given which are essential for the understanding of the functioning of shipping firms as well as for the understanding of developments in the tramp freight market. The demand and supply relationships in the market is also analysed in detail. Tramp shipping is an industry that has a market which functions under conditions that are not dissimilar to the theoretical model of perfect competition. However, it does notmean that tramp shipping market is a perfectly competitive market. It is apparent that this realworld competitive system has its imperfections, which means that the market for tramp shipping is near to being a perfectly competitive market on an internaitonal scale and it is freight are therefore subjext to the laws of supply and demand. In theory, the minimum freight rate in the short term is that at which the lowest cost vessels will lay-up in preference to operating, and is equal to the variable costs minus lay-up costs; and this would imply that in all times except those of full employment for ships there is a tendency for newer low-cost, and, probably, faster vessels to be driving the older high-cost vessels in the breaker's yards. In this case, shipowners may be reluctant to lay-up their ships becasue of obligations to crews, or because they would lose credibility with shippers or financiers, or simply because of lost prestige. Mainly, however, the decision is made on strictly economic grounds. When, for example, the total operating costs minus the likely freight earnings are greater than the cost of taking the ship out of service, maintaining it, and recommissioning it, then a ship may be considered for laying-up; shipowners will, in other words, run the ships at freight earnings below operating costs by as much as the cost of laying them up. As described above, the freight rates fixed on the tramp shipping market are subject to the laws of supply and demand. In other words, the basic properties of supply and demand are of significance so far as price or rate fluctuations in the tramp freight market are concerned. In connection with the same of the demand for tramp shipping services, the following points should be brone in mind: (a) That the magnitude of demand for sea transport of dry cargoes in general and for tramp shipping services in particular is increasing in the long run. (b) That owning to external factors, the demand for tramp shipping services is capable of varying sharphy at a given going of time. (c) The demad for the industry's services tends to be price inelastic in the short run. On the other hand the demand for the services offered by the individual shipping firm tends as a rule to be infinitely price elastic. In the meantime, the properties of the supply of the tramp shipping facilities are that it cannot expand or contract in the short run. Also, that in the long run there is a time-lag between entrepreneurs' decision to expand their fleets and the actual time of delivery of the new vessels. Thus, supply is inelastic and not capable of responding to demand and price changes at a given period of time. In conclusion, it can be safely stated that short-run changes in freight rates are a direct result of variations in the magnitude of demand for tramp shipping facilities, whilest the average level of freight rates is brought down to relatively low levels over prolonged periods of time.

• The Korean Journal of Air & Space Law and Policy
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• v.23 no.2
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• pp.31-66
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• 2008

Until Montreal Convention was established in 1999, the Warsaw System is undoubtedly accepted private international air law treaty and has played major role on the carrier's liability in international aviation transport industry. But the whole Warsaw System, though it was revised many times to meet the rapid developments of the aviation transport industry, is so complicated, tangled and outdated. This thesis, therefore, aim to introduce the Montreal Convention by interpreting it as a new legal instrument on the air carrier's liability, specially on the passenger's, and analyzing all the issues relating to it. The Montreal Convention markedly changed the rules governing international carriage by air. The Montreal Convention has modernized and consolidated the old Warsaw System of international instruments of private international air law into one legal instrument. One of the most significant features of the Montreal Convention is that it sifted its priority to the protection of the interest of the consumers from the protection of the carrier which originally the Warsaw Convention intended to protect the fledgling international air transport business. Two major features of the Montreal Convention adopts are the Two-tier Liability System and the Fifth Jurisdiction. In case of death or bodily injury to passengers, the Montreal Convention introduces a two-tier liability system. The first tier includes strict liability up to 100,000SDR, irrespective of carriers' fault. The second tier is based on presumption of fault of carrier and has no limit of liability. Regarding Jurisdiction, the Montreal Convention expands upon the four jurisdiction in which the carrier could be sued by adding a fifth jurisdiction, i.e., a passenger can bring suit in a country in which he or she has their permanent and principal residence and in which the carrier provides a services for the carriage of passengers by either its own aircraft or through a commercial agreement. Other features are introducing the advance payment, electronic ticketing, compulsory insurance and regulation on the contracting and actual carrier etc. As we see some major features of the Montreal Convention, the Convention heralds the single biggest change in the international aviation liability and there can be no doubt it will prevail the international aviation transport world in the future. Our government signed this Convention on 20th Sep. 2007 and it came into effect on 29th Dec. 2007 domestically. Thus, it was recognized that domestic carriers can adequately and independently manage the change of risks of liability. I, therefore, would like to suggest our country's aviation industry including newly-born low cost carrier prepare some countermeasures domestically that are necessary to the enforcement of the Convention.

• Journal of Digital Convergence
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• v.15 no.12
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• pp.273-282
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• 2017

The purpose of this study is to investigate the changes in the recovery of equipment using full containers loaded with freight instead of direct container transportation according to the sales policy considering the cost of transporting the containers. The EMU operation case was analyzed. The policies implemented by Company A to provide EMU credits depended only on the relative accountability contribution margin per box (RA CMPB) for the profitability of backhaul full freight. Therefore, these policies resulted in limitations in sales based on profitable accountability (PA) CMPB, which is more profitable. Moreover, while some Asian regions have surplus equipment, many Asian destinations to which their freight is exported have equipment shortages. Thus, in some cases, service sales to the regions with surplus equipment generated greater company-wide profits when compared with the return of empty containers or sales to the regions with insufficient equipment. In other words, the conditions for providing EMU credits should be changed, and even the full freight between regions with surplus equipment should be provided with credit amounts in which potential factory and transport costs in a destination are pre-reflected.

• Korean Chemical Engineering Research
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• v.50 no.3
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• pp.471-478
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• 2012

A carbon capture and storage (CCS) plays a very important role to reduce $CO_2$ dramatically in $CO_2$ emission sources which are distributed throughout various areas. Numerous research works have been undertaken to analyze the techno-economic feasibility of planning the CCS infrastructure. However, uncertainties such as $CO_2$ emissions, $CO_2$ reduction costs, and carbon taxes may exist in various impact factors of the CCS infrastructure. However, few research works have adopted these uncertainties in designing the CCS infrastructure. In this study, a two-stage stochastic programming model is developed for planning the CCS infrastructure under uncertain operating costs and carbon taxes. It can help determine where and how much $CO_2$ to capture, store or transport for the purpose of minimizing the total annual $CO_2$ reduction cost in handling the uncertainties while meeting the $CO_2$ mitigation target. The capability of the proposed model to provide correct decisions despite changing the operating costs and carbon taxes is tested by applying it to a real case study based on Korea. The results will help to determine planning of a CCS infrastructure under uncertain environments.