• Journal of Korea Port Economic Association
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• v.38 no.1
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• pp.113-127
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• 2022

The purpose of this study is to analyze the efficiency of 90 domestic passenger shipping routes using the DEA Window model as a Decision Making Unit (DMU). Data from 2015 to 2019 are divided into three windows, and efficiency was analyzed by using the number of passenger ships of sails, gross tonnage and distance traveled as input variables and transportation performance of the general public and islanders as output variables. As a result of the analysis, improvements are derived and presented for routes with low relative efficiency. In particular, the efficiency is evaluated for general routes operated by private operators as profit routes and auxiliary routes supported by the government as non-profit routes. In addition, scale efficiency (SE) is derived by using the technical efficiency (TE) of the CCR model and the pure technical efficiency (PTE) values of the BCC model. It is found that the inefficiency of the route was due to pure technical efficiency (PTE) rather than scale efficiency (SE). It will be necessary to consider the improvements for each route shown in the analysis results of this study when establishing the policy for the domestic passenger shipping route.

• Journal of Korean Society of Transportation
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• v.35 no.4
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• pp.261-277
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• 2017

This study defines influencing sections as the part of the road section where passing vehicles are traveling with the lower speed compared to speed limit due to speed humps. The influencing section was divided into 3 parts; influencing section before the speed hump, interval section, and influencing section after the speed hump. This analysis focused on the changes of each part depending on installation types, vehicle types, and daytime or nighttime. For the interval section, especially, the ratio of distance traveled with lower speed than speed limit to interval section is defined as effective influencing section ratio to be analyzed. Vehicle speed profiles were collected with a speed gun to extract influencing section lengths. The survival analysis was applied and estimated survival functions are compared with each other by several statistical tests. As a consequence, the average length of influencing section on the 50m sequential speed humps was 75.3% longer during the deceleration than that of isolated speed hump, and 18.9% during the acceleration. The effective influencing section ratio for the 30m and 50m sequential speed humps had a small difference of 81.0% and 76.0% while the absolute values of the section that passing speed were less than the speed limit were longer on 50m sequential speed humps, each being 24.3m and 38.0m. Using the log rank test, it was evident that sequential speed humps were more effective to increase the length of influencing sections compared to the isolated speed hump. Vehicle type was the strong factor for influencing section length on the isolated speed hump, but daytime or nighttime was not the effective one. This research result can be used for improving the efficiency selecting the installation point of speed humps for road safety and estimating the standard of the distance between sequential speed humps.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.29 no.1
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• pp.56-76
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• 2024

We for the first time made a successful longest continuous sectional observation in the East Sea by an underwater glider during 95 days from September 18 to December 21 2020 in the Korea along the 106 Line (129.1 °E ~ 131.5 °E at 37.9 °N) of the regular shipboard measurements by the National Institute of Fishery Science (NIFS) and obtained twelve hydrographic sections with high spatiotemporal resolution. The glider was deployed at 129.1 °E in September 18 and conducted 88-days flight from September 19 to December 15 2020, yielding twelve hydrographic sections, and then recovered at 129.2 °E in December 21 after the last 6 days virtual mooring operation. During the total traveled distance of 2550 km, the estimated deviation from the predetermined zonal path had an average RMS distance of 262 m. Based on these high-resolution long-term glider measurements, we conducted a comparative study with the bi-monthly NIFS measurements in terms of spatial and temporal resolutions, and found distinguished features. One is that spatial features of sub-mesoscale such as sub-mesoscale frontal structure and intensified thermocline were detected only in the glider measurements, mainly due to glider's high spatial resolution. The other is the detection of intramonthly variations from the weekly time series of temperature and salinity, which were extracted from glider's continuous sections. Lastly, there were deviations and bias in measurements from both platforms. We argued these deviations in terms of the time scale of variation, the spatial scale of fixed-point observation, and the calibration status of CTD devices of both platforms.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.24 no.2
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• pp.332-350
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• 2019

Zonal hydrographic section measurements at $39.7^{\circ}N$ were conducted between $129.0^{\circ}E$ and $131.3^{\circ}E$ from August 7 to 25 in 2017 using an underwater glider. The glider traveled about 440 km for about 18 days along the 106 line of the regular shipboard measurements in the National Institute of Fishery Science (NIFS) and obtained twice a hydrographic section with high horizontal resolution. Even under the strong East Korea Warm Current with maximum speed of 0.8 m/s across the section, the glider successfully maintained the designated path within an RMS distance of 400 m. By comparing with the NIFS shipboard hydrographic section, it is confirmed that high spatial resolution measurements obtained from a glider were necessary to properly observe front and eddy variability in the East Sea where a typical spatial scale is smaller than the open oceans. From the glider section measurements, a new lens-shaped eddy was found in the thermocline. The lens-shaped anticyclonic eddy had 10~13 km in horizonal width and about 200 m in height like a typical submesoscale eddy resided within the thermocline, which was firstly named as Korea intrathermocline eddy (Keddy). The Keddy has the distinguishing characteristics of a typical intrathermocline eddy, such as a central core with anomalously weak stratification, a convex shaped lens bounded by the stratification anomaly, an interior maximum of velocity at 170 m, no surface appearance of the geopotential field, a small or comparable horizontal width relative to the first baroclinic Rossby radius of deformation, and the Rossby nubmer of 0.7.

• Journal of Korean Elementary Science Education
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• v.41 no.4
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• pp.658-672
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• 2022

The unique teaching and learning difficulties of speed-related units in elementary school science are mainly due to the student's lack of mathematical thinking ability and procedural knowledge on speed measurement, and curriculums and textbooks must be constructed with these in mind. To identify the implications of composing a new science curriculum and relevant textbooks, this study reviewed the structure and contents of the speed-related units of three curriculums from the 2007 revised curriculum to the 2015 revised curriculum and the resulting textbooks and examined their relevance in light of the literature. Results showed that the current content carries the risk of making students calculate only the speed of an object through a mechanical algorithm by memorization rather than grasp the multifaceted relation between traveled distance, duration time, and speed. Findings also highlighted the need to reorganize the curriculum and textbooks to offer students the opportunity to learn the meaning of speed step-by-step by visualizing materials such as double number lines and dealing with simple numbers that are easy to calculate and understand intuitively. In addition, this paper discussed the urgency of improving inquiry performance such as process skills by observing and measuring an actual object's movement, displaying it as a graph, and interpreting it rather than conducting data interpretation through investigation. Lastly, although the current curriculum and textbooks emphasize the connection with daily life in their application aspects, they also deal with dynamics-related content somewhat differently from kinematics, which is the main learning content of the unit. Hence, it is necessary to reorganize the contents focusing on cases related to speed so that students can grasp the concept of speed and use it in their everyday lives. With regard to the new curriculum and textbooks, this study proposes that students be provided the opportunity to systematically and deeply study core topics rather than exclude content that is difficult to learn and challenging to teach so that students realize the value of science and enjoy learning it.