• Journal of Korea Port Economic Association
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• v.25 no.3
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• pp.43-66
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• 2009

The purpose of this paper is to analyze the free economic zone policy from the viewpoint of Policy Science. because of insufficiency on policy science of the previous researches for the free economic zone. So Trying on free economic zone policy from the viewpoint of policy science, the paper is shown the new proposal for free economic zone policy. For this trying, this paper used to the viewpoint of policy science; (1) the system of policy(policy process, policy content(pattern)), (2) the policy implementation(local government-central intergovernmental management). In the end, beyond the previous research on the free economic zone policy, shown on not only new viewpoints on the free economic zone, but also, the solutions of practical implementation for free economic zone on the free economic zone.

• Journal of Korea Port Economic Association
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• v.31 no.4
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• pp.107-120
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• 2015

This study analyzes Korea's Free Economic Zone (FEZ), by particularly focusing on Incheon and Busan-Jinhae zones, using the Analytic Hierarchy Process (AHP) method and a questionnaire survey analysis. The study compares important selection criteria and satisfaction of resident companies in Incheon and Busan-Jinhae FEZs. The findings are as follows. First, the AHP method results suggest that companies in both Incheon and Busan-Jinhae FEZs are affected by location, economic society, and policy. In subordinate determining factor for land, it is ordered by ease of gaining land, inexpensive rental fee in Incheon and by convenient access to close markets and inexpensive rental fee in Busan-Jinhae. Second, the questionnaire survey results suggest high adjacent market size and easy access in Incheon FEZ and sound logistics infrastructure in Busan-Jinhae FEZ. For this reason, Incheon has a high value of logistics infrastructure and potential market near metropolitan area and Busan-Jinhae, has a high value of transportation Infrastructure near industrial district. These findings will contribute to policy data for activating and promoting the Free Economic Zone.

• International Commerce and Information Review
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• v.16 no.5
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• pp.387-407
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• 2014

The purpose of this study was to substantially survey the satisfaction of resident companies in Incheon Free Economic Zone to improve the investment environment of Incheon Free Economic Zone to attract more resident companies. This study implies that additional industrial lots should be secured and the restrictions against small/medium companies should be alleviated so they can grow into strong companies considering that the resident companies in Incheon Free Economic Zone are highly satisfied with their business in Incheon Free Economic Zone. As resident companies' satisfaction with administrative support, recruitment, and industrial infrastructure is low, Incheon Free Economic Zone Authority should understand and improve the specific complaints of resident companies.

• Journal of the Korean association of regional geographers
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• v.21 no.3
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• pp.461-473
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• 2015

The aim of this paper is to explore limits to the institutional formation and operation for network city as a case study of Daegu-Gyeongbuk Free Economic Zone (DGFEZ) in the introductory context. The legal and institutional framework of FEZ in Korea can be characterized by multi-dimensional, vertical or horizontal governance. However, in terms of its implementation process of DGFEZ, the density of the public-private network becomes relatively week, and consequently, the level of participation by local people was not institutionalized in a more collaborative way. With respect to the network city for DGFEZ, while at the initial stage its plan was highly focused upon the conceptual framework of the city, the process of its implementation was based upon a polarization strategy of individual unit and a performance-oriented type. Other evidence for it is that administrative organization in DGFEZ changed from development-based throughout investment attraction-focused up to region-based department. Therefore, there are limits to the institutional formation and operation for the network city in the context of DGFEZ.

• Journal of Korea Port Economic Association
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• v.23 no.1
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• pp.41-59
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• 2007

Recently, the fresh logistics recognizes to be created the high value-added part for logistics companies. Because the fresh logistics, which provides the system of temperature control and sanitary management, is able to be created more better high value-added products than the existed logistics system. In this research, we suggest the fresh logistics cluster for the proposal of activation in the field of food industry, which apply good activity for fresh logistics, and show the present condition and matters domestic fresh logistics market. This study did analyze the status & volume of perishable cargo which come from the imported Chinese fresh products representatively, at Incheon port and assume to build the fresh logistics cluster complex at Songdo FEZ, which is available developing and located near by Incheon port. The actual intensive study should be progressed for Korean logistics companies in order to optimize to the suitable fresh logistics system, need to set up the policy and management of statistical data concerning fresh logistics system.

• Journal of Korea Port Economic Association
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• v.28 no.1
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• pp.123-142
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• 2012

The purpose of this paper is to suggest a plan on succeeding together-Busan New Port & BJFEZ(that is, port hinterland development). This study deals with the terms of three connection growth factors which are a firm's subjective factors, a industrial environment factors, and a governmental policy factors. According to analysis results of the factors, a firm's subjective factors(4.11 score) are scored the most ones of connection growth factors of Busan New Port & BJFEZ, to be compared with a governmental policy factors(4.01 score). with a industrial environment factors(3.92 score). Therefore, first of all, Busan New Port & BJFEZ have to promote connection growth through as follows, a firm's subjective factors : (1) to procure competitiveness through establishment of connection growth model, (2) to promote concentrated marketing strategy & market response ability, (3) speedy meeting to customer's needs, (4) to procure reliability of Busan New Port & BJFEZ. And, the next, Busan New Port & BJFEZ have to promote connection growth through considering a governmental policy factors, a industrial environment factors.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.9
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• pp.298-303
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• 2018

This study discusses the conceptual definition of a balcony and the emergence of basic-type and expansion-type floor plans according to the balcony utilization. In addition, the change in building density is analyzed with regard to real cases, and base data are offered for future urban policies in Incheon Metropolitan City. The context of the Building Acts could be understood through the analysis of various balcony definitions and characteristics, and the analysis was divided into basic and extension types according to the legalization that occurred in 2005. The issue of density according to balcony expansion is discussed through theories, and a planned attempt at density management in the target area is investigated. The building area, floor area, and floor area ratio are discussed with regard to the target area, and the density management is empirically proven, which is different from the Unit Plan.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.189-217
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• 2017

Declaration of Air Defense and Identification Zones started with the United States in 1950, which was followed by declaration of KADIZ by the Republic of Korea in 1951. Initial ADIZ were solely linked with air defense missions, but their roles have changed as nations around the globe manifested a tendency to expand their influence over maritime resources and rights. In particular, China declared ADIZ over the East China Sea in October 2013 and forced all passing aircraft to submit flight plan to ATC or military authority, saying failure of submission will be followed by armed engagement. China announced it would declare another zone over the South China Sea despite the ongoing conflict in the area, clearly showing ADIZ's direct connection with territorial claim and EEZ and that it serves as a zone within which a nation can execute its rights. The expanded KADIZ, which was expanded in Dec 15, 2013 in response to Chinese actions, overlaps with the Chinese ADIZ over the East China Sea and the Japanese ADIZ. The overlapping zone is an airspace over waters where not only the Republic of Korea but also of China and Japan argue to be covering their continental shelf and EEZ. Military conventions were signed to prevent contingencies among the neighboring nations while conducting identifications in KADIZ, including the overlapping zone. If such military conventions and practice of air defense identification continue to be respected among states, it is under the process of turning into a regional customary law, although ADIZ is not yet recognized by international law or customary law. Moreover, identification within ADIZ is carried out by military authorities of states, and misguided customary procedures may cause serious negative consequences for national security since it may negatively impact neighboring countries in marking the maritime border, which calls for formulation of operation rules that account for other state activities and military talks among regional stake holders. Legal frameworks need to be in place to guarantee freedom of flights over international seas which UN Maritime Law protects, and laws regarding military aircraft operation need to be supplemented to not make it a requirement to submit flight plan if the aircraft does not invade sovereign airspace. Organizational instructions that require approval of Chairman of Joint Chiefs of Staff for entrance and exit of ADIZ for military aircraft need to be amended to change the authority to Minister of National Defense or be promoted to a law to be applicable for commercial aircraft. Moreover, in regards to operation and management of ADIZ, transfer of authority should be prohibited to account for its evolution into a regional customary law in South East Asia. In particular, since ADIZ is set over EEZ, military conventions that yield authority related to national security should never be condoned. Among Korea, China, Japan and Russia, there are military conventions that discuss operation and management of ADIZ in place or under negotiation, meaning that ADIZ is becoming a regional customary law in North East Asia region.

• The Korean Journal of Air & Space Law and Policy
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• v.4
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• pp.167-176
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• 1992

1957년에 서명된 로마조약(條約)을 처음 개정한 단일(單一)유럽법(法)이 1987년 7월 1일에 발효(發效)되었을 때 유럽공동체(共同體) 12개 회원국(會員國)들은 공동정책(共同政策)에 의거 상업(商業), 농업(農業), 운송(運送), 금융(金融) 및 기타 관련부분에 있어 단일역내시장(單一域內市場)을 형성하기로 약속했다. 물론 완전한 역내공동시장(域內共同市場)은 자유로운 운송시장(運送市場)을 전제로 한다. 따라서 EC조약(條約)은 모든 회원국(會員國)들이 서어비스의 자유에 근거하여 공동운송정책(共同運送政策)을 따를 것을 강제하고 있다. 항공운송(航空運送)에 있어서의 목표도 역시 다른 모든 경제활동의 목표와 마찬가지로 로마조약(條約)이 적용되는 공동운송정책(共同運送政策)의 일부를 구성하고 있다. 종합적인 공동체항공정책(共同體航空政策)의 작업에는 운임(運賃), 공급량(供給量), 시장진출(市場進出) 및 경쟁상(競爭上)의 일괄적인 자유화 조치 이상의 것을 내포하고 있다. 그것은 국가장벽으로 방해되지 않는 공동체(共同體)의 항공운송망(航空運送網)의 개발과 확장뿐만 아니라 경제(經濟), 안전(安全), 환경(環境) 및 사회적(社會的) 요인(要因)들 간에 합리적인 균형을 이루는 공동체항공운송정책(共同體航空運送政策)의 개발을 위한 공동항공운송정책(共同航空運送政策)의 공식화(公式化)를 요한다. 1987년의 항공(航空)에 관한 일괄입법조치, 1989년의 제 2 차 항공(航空)에 관한 일괄입법조치 및 1992년 이후로 예정된 제 3 차 일괄입법조치에 따라 EC는 초국가적(超國家的)인 항공운송(航空運送) 분야에 있어서의 개방적인 국제경쟁(國際競爭)을 본격적으로 추구하고 있다. 결국 이러한 일괄규칙은 EC와 제(第) 3 국(國)들간의 관계에 중대한 의미를 가지게 될 것이다. EC항공운송정책(航空運送政策)이 아시아 항공산업(航空産業)의 상업운선(商業運船)에 어떠한 영향을 미칠 것인가는 모든 아시아 국가들이 알아야 할 중요한 문제이다. 이론적으로 말해서, 역내공동체(域內共同體) 항공운송(航空運送)의 자유화는 아시아 국가들에 대한 치외법권적(治外法權的) 효과를 일으킬 수 있는 로마조약(條約)과 유럽사법재판소(司法裁判所)에 의해 형성된 원칙들에 필연적으로 영향을 미칠 것이다. 이와 관련하여 아시아 항공산업(航空産業)은 무차별원칙(無差別原則), 설립(設立)의 자유(自由), 서어비스의 자유(自由) 및 EEC 경쟁법(競爭法)과 같은 제(第) 3 국(國)의 국제항공운송에 영향을 미치는 일련의 새로운 원칙과 법률의 출현에 큰 관심을 갖고 있다. 실무적인 관점에서, 1992년 이후의 종합적인 공동체항공운송정책(共同體航空運送政策)의 작업에는 항공운화(航空運貨), 시장진출(市場進出), 제(第)3 및 제(第)4의 운륜자유권(運輪自由權), 복수지정(複數指定), 제(第)5의 자유(自由), 캐보타지(cabotage), 손상(損傷)(derogation), 공급량(供給量), 편수(便數), 불정기운항(不定期運航) 및 기타 부문항공기소음(部門航空機騷音), 최저(最低) 안전(安全) 및 사회적(社會的) 조치(措置), 항공종사자면허(航空從事者免許), 감항증명(堪航證明), 운항시간제도(運航時間制度), 컴퓨터 예약제도(豫約制度), 탑승거절보상의 공동최저기준(共同最低基準), 공중혼잡(空中混雜), 공항이착륙시간할당법(空港離着陸時間割當法), 공항시설(空港施設), 정부지원(政府支援 등). 이와 같은 모든 공동체항공운송정책(共同體航空運送政策)의 주요문제들은 아시아 항공산업(航空産業)에 여러 각도로 영향을 미치게 될 것이다. 위와 같은 문제들 가운데, 제(第) 3국(國) 항공사(航空社)들의 역내공동체(域內共同體) 항로(航路)의 접근, 공급량(供給量), 운임(運賃), 제(第)5의 자유(自由) 및 캐보타지가 아시아 항공산업(航空産業)에 관심이 큰 문제가 되고 있다. 아시아 항공사(航空社)들의 EEC시장(市場)에로의 상업운항(商業運航)이 다소 영향을 받게 될 것이다. 첫째, 복수(複數) 목적지(目的地) 문제이다. 둘째, 항공(航空)서어비스의 운임(運賃) 및 료솔(料率)문제이다. 셋째, 항공운송구역(航空運送區域)에서의 사업에 대한 경쟁원칙의 적용 문제이다. 넷째, 제(第)5 자유(自由) 운륜권(運輪權) 문제이다. 다섯째, 캐보타지(cabotage)문제이다. 끝으로, 유럽 항공사(航空社)들간의 합병(合倂)의 문제이다. 결론적으로 유럽공동체항공운송(共同體航空運送)의 자유화는 1993년까지 공동체(共同體) 역내(域內)와 역외(域外)의 항공운송법제(航空運送法制)의 현재의 모습을 극적으로 바꾸어 놓을 정도로 가속화(加速化)되고 있다. 한편 항공운송(航空運送)의 자유화(自由化)에 대한 EC의 제의는 대담하고 급진적이다. 반면에 그것이 아시아 항공산업(航空産業)에 미칠 영향 또한 중대하다. 의심할 여지없이 항공사(航空社)와 고객들의 이익면에서 EEC와 비(非)EEC국가들의 항공운송산업(航空運送産業)에서 더욱 경제적으로 경쟁적이 되도록 할 필요가 있다. 전세계 항공운송산업(航空運送産業) 운영(運營)의 대부분을 정부가 소유하거나 통제하는 것은 정말로 국제항공운송(國際航空運送)의 발전에 불필요한 장애를 일으킨다. 따라서 國內航空社와 전세계 항공사(航空社)들간의 이해관계의 조화를 협상하는 것이 중요하다. 아마도 아시아 항공사(航空社)들간의 지역적 협조가 미국(美國)뿐만 아니라 유럽으로 부터의 압력 증가에 대해 균형을 이루는 힘이 될 수 있을 것이다.

• Journal of the Economic Geographical Society of Korea
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• v.14 no.3
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• pp.263-285
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• 2011

Despite the process of neoliberalization has made a decisive influence on our society as a whole, there seems little interests in neoliberal urbanization and entrepreneurial urban projects promoting it. This study is to see relationships between neolibealization process and recent urbanization and urban policies in terms of entrepreneurial city mediating them. In particular, this paper tries to reconceptualize entrepreneurial city as corresponding to privatization and commodification, financialization, state redistribution, and management and manipulation of crises which Harvey(2005) suggests as four main features of neoliberalization process in general and 'accumulation by dispossession' in particular, and to characterize it in terms of 'creative destruction' and of 'entrepreneurial governance'. As examined in the later part of this paper, recent cases of these entrepreneurial urban projects in S. Korea include volatility of land and housing price in the Capital region and urban regeneration and newtown projects, project for free economic zones construction in Incheon and other 5 regions, project for SOC construction heavily relying on private investment, in particular project financing pursued nationwidely including Daegu, and project of urban cultural marketing to promote capital inflow tacitly as well as to enhance urban imagine explicitly.