• Journal of the Korean Society for Railway
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• v.18 no.2
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• pp.157-165
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• 2015

At the end of the 19th and in the early 20th centuries, Japan, Korea, and Manchuria, and areas throughout East Asia, suffered a number of cycles of growth and development, for which the railway was a very important development tool and was closely associated with national policy. East Asian affairs, especially at the time, seemed very important to the continent, and their influence on the advance of this remarkable era was especially prominent in Japan. In the midst of this period, the national railway may have evolved under national policy and railway policy and under a variety of organizations and persons of influence. In this paper, we have tried to find the similarities and differences among the three countries that built the East Asia Railway; we consider the characteristics of the East Asia Railway from the perspectives of these three countries. Comparing the characteristics of the three country's railways, first, Japan had the motives of continental expansion and modernization in its pursuit of the railway; in Korea, the railway played the role of a continental rail link; and in Manchuria there was a tendency to pursue direct domination of the railway. Second, the Japanese applied their railway model to Korea; the Korean railway may have been in operation, but it was an extension of the railway of Japan. The railway in Manchuria showed a similar pattern to that which can be found in the state of Asian domination of Europe ; Japan showed aspects of dominance over the railway because it had experience running a private railway.

• Maritime Security
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• v.1 no.1
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• pp.311-343
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• 2020

Because of the global warming, the Arctic Ocean is expected to be ice-free by the year 2035. When the Arctic Ocean will be opened, a number of national interests will become more salient as experiencing a shortened sailing distance and decreasing navigation expense, possibility of natural resources transport by sea from Arctic Circle, and indirect-profit making by building a herb port in Asia. To secure the national interests and support the free activities of people in this region, R.O.K government is trying to make advanced policies. In order to carry out the naval tasks in the Arctic Ocean, using the operational characteristics(mobility, flexibility, sustainability, presence of capabilities, projection) is necessary. To this end, ROK Navy should analyze the operational environment (O.E.) by its capability(weakness and strength), opportunity, and threat. R.O.K. Navy should make an effort over the following issues to implement the tasks in the Arctic Ocean: first, Navy needs to map out her own plan (Roadmap) under the direction of government policies and makes crews participate in the education·training programs in home and abroad for future polar experts. Third, to develop the forces and materials for the tasks in cold, far operations area, Navy should use domestic well-experienced shipbuilding skills and techniques of the fourth industrial revolution. Next, improving the combined operations capabilities and military trust with other countries in the Arctic region to cover the large area with lack of forces' number and to resolve the ports of call issues. Lastly, preparation in advance to execute a variety of missions against military and non-traditional threats such as epidemics, HA/DR, SOLAS, in the future operation area is required.

• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.15 no.6
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• pp.43-54
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• 2020

This paper investigates the causal impact of the increase in institutional distance between two geographic regions on the flow of cross-border Venture Capital (VC) between the regions. While cross-border VCs are believed to have competitive advantages at identifying and managing promising startups in a local market compared to local counterparts, the discrepancy in institutional characteristics between two markets exacerbates the difficulty of credible information exchange and negotiation, significantly increasing transaction cost related to a cross-border venture capital investment. This study conducts a difference-in-difference analysis to examine the relationship between institutional distance and the flow of cross-border VC investment using the fact that the official adoption of the Euro currency by member countries of the European Union except the UK created an institutional chasm between the UK and other EU member countries. The outcomes of the analysis suggests that UK-based VCs significantly decreased the VC investment into EU-based startups and that EU-based VCs reduced the investment into UK-based startups. The results have meaningful implications for understanding the impact of the change in institutional difference on cross-border VC investment, which seems to increasingly take place with the recent trend of de-globalization and the rise of protectionism.

• Journal of the Economic Geographical Society of Korea
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• v.9 no.2
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• pp.243-260
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• 2006

The continuing enlargement, deepening integration of EU and penetration of extra-EU enterprise into EU market are forming a new geographical restructure of the production system. In this paper, I analyse the changing geography of the EU automotive production system. The globalization and regionalisation of production activity intensify a competition among the enterprise. The European automotive production system changes to a platform system and a modular system for a diminution of productive costs, a development of various products and a frequent innovation of products. The European automotive enterprise is restructuring geographically the production functions and products in order to promote efficiency on a new production system, enlarged production space and intensified economic integration. The European automotive industry tends to a spatial specialization and agglomeration according to the locational factors of production functions and products and the locational condition of regions. This intensifies the geographical hierarchic structure of production activity between the core and the periphery.

• Journal of the Korea Institute of Information Security & Cryptology
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• v.26 no.4
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• pp.1013-1023
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• 2016

Transborder data flow(TBDF) of personal information in Korea has been limited by current Privacy law which request data subject to give consent. As the IT industry is growing at an incredible rate, there is a need to review the existing law to cope with growing industrial demand and increasing numbers of international data transfer. The transfer of personal data overseas not only allow businesses providing IT services including finance, internet, e-commerce to thrive, but also impact every aspect of our lives which are increasingly depended on these technology. Transmitting personal data across borders raises serious questions of privacy protection and restriction of business operation. In ordrer to promote interoperability of personal data in international environment, a considerable amount of research and debate needs to be taken before implementing a sound policy. This paper presents a need for a sound TBDF policy in Korea by examine the main policy challenges associated with TBDF. Finally, the paper identify policy suggestions based on European Union's approach as they have successfully implemented TBDF policy that balanced data privacy and economic agenda.

• Korean Chemical Engineering Research
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• v.54 no.3
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• pp.332-339
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• 2016

We evaluate the technical competitiveness of Korea in lubricating oil industries by comparatively analyzing the patent activities. In achieving the goal, we collect and statistically analyze the historical patent data of lubricants production technologies. We here consider nine technology groups classified by their raw material types and process features of four countries such as USA, Japan, EU and Korea. We then evaluate Korea's competitiveness in lubricating oil industries using different patent index including patent family size, cites per patent, patent impact index and technology strength. Based on the evaluation results, we finally propose the practical strategies to improve Korea's competitiveness in lubricants industries.

• Journal of Korea Port Economic Association
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• v.23 no.3
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• pp.127-148
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• 2007

Cruise industry in the world has been one of the most prosperous industries for the past 30 years and thus its effect is classified by both economic side incurred from its own tourism industry directly and indirectly, and another economic one from development of related-industries such as shipbuilding, heavy industries, and so on. Under these circumstances, it is evaluated that Korea will have good circumstances of activating the highly value-added cruise industries. In order to do it, this country will have to meet as follows: the significant investment in cruise infrastructure, the organization of North-East Asia cruise council, the building-up of cooperation between government and private, the improvement of cruise-related law and institution, the simplification of entry procedure for cruise tourists, the active development and public relation of cruise tourism industry, and so on.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2006.11a
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• pp.624-627
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• 2006

This study is to establish the direction to produce owner's basic specifications (English version) necessary for producing project specifications available internationally in the projects to develop water resources. The principal conclusions of this study are as follows; (1) The original text necessary for producing the international owner's basic specifications should be specifications of one part between northern America and Europe. (2) The work break down structure of the international owner's basic specifications shall be conform to the international break down structure of specifications, and the MasterFormat(2004) of CSI is recommended. (3) The construction management methods, for example, as to standards, laws, and etc. in the international owner's basic specifications should be available internationally.

• Journal of Navigation and Port Research
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• v.37 no.4
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• pp.439-445
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• 2013

Domestic large group logistics company(2nd-party logistics company)has made inroads on large portion of domestic logistics market, whereby the domestic 3rd-party logistics market has been shrinking every year to a level of 30% or so. Global logistics enterprise is steadily increasing 3rd-party global market portion while Local one facing with stagnating growth has very minimal level in the global market share. Fortunately new government strengthening policy change toward local SME and also recent UN's supplying line enlargement to Asia regions are positive factors which make Local SME very positive environments to advance to UN procurement logistics market. On this occasion, the purpose of this paper is to help local logistics company perform successful bidding through study of UN-transportation case and also suggest in SWOT analysis a segmented measure and support policy between Industry, Academia, Government and Institute.

• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.19 no.2
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• pp.215-235
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• 2024

As artificial intelligence (AI) technology is recognized as a key technology that will determine future national competitiveness, competition for AI technology and industry promotion policies in major countries is intensifying. This study aims to present implications for domestic policy making by analyzing the policies of major countries on the start-up of AI companies, which are the basis of the AI industry ecosystem. The top four countries and the EU for the number of new investment attraction companies in the 2023 AI Index announced by the HAI Research Institute at Stanford University in the United States were selected, The United States enacted the National AI Initiative Act (NAIIA) in 2021. Through this law, The US Government is promoting continued leadership in the United States in AI R&D, developing reliable AI systems in the public and private sectors, building an AI system ecosystem across society, and strengthening DB management and access to AI policies conducted by all federal agencies. In the 14th Five-Year (2021-2025) Plan and 2035 Long-term Goals held in 2021, China has specified AI as the first of the seven strategic high-tech technologies, and is developing policies aimed at becoming the No. 1 AI global powerhouse by 2030. The UK is investing in innovative R&D companies through the 'Future Fund Breakthrough' in 2021, and is expanding related investments by preparing national strategies to leap forward as AI leaders, such as the implementation plan of the national AI strategy in 2022. Israel is supporting technology investment in start-up companies centered on the Innovation Agency, and the Innovation Agency is leading mid- to long-term investments of 2 to 15 years and regulatory reforms for new technologies. The EU is strengthening its digital innovation hub network and creating the InvestEU (European Strategic Investment Fund) and AI investment fund to support the use of AI by SMEs. This study aims to contribute to analyzing the policies of major foreign countries in making AI company start-up policies and providing a basis for Korea's strategy search. The limitations of the study are the limitations of the countries to be analyzed and the failure to attempt comparative analysis of the policy environments of the countries under the same conditions.