• Journal of the Korean Society for Railway
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• v.15 no.3
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• pp.306-314
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• 2012

At first, the railway was built mainly for military purposes by Japan. After the annexation by Japan, the Korean railway became a means of colonization for Japan but the railway also promoted modernization. As a new transportation medium, it influenced economic, cultural and social development. Until now, research identifying the properties of the railway in the Japanese colonial period has been insufficient. In particular, microscopic study of the influence of the railway on social change has been insufficient. In this study we investigated the properties of Japanese colonial period railway. This paper will help further to clarify the properties of the railway in the Japanese colonial period.

• Journal of the Korean Society for Railway
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• v.16 no.2
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• pp.151-162
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• 2013

This paper presents a comparison of Korean and Manchurian railway system during the Japanese colonial era of Korea. While both railways share the common characteristics of an imperial railway, they revealed several differences. Firstly, the Manchurian railway was likely a private company, although it was operated half privately and half by the government. The Manchurian railway operated like the East Indian Company in India during the English colonial era. On the other hand, the Korean railway was fully operated by the government at a ministry level. While the Korean railway solely concentrated on the railway, the Manchurian railway was involved in regional development and the coal-mining industry as well. Secondly, in contrast to the Korean railway, the Manchurian railway was more lucrative, and was relatively more predominant regarding carriage of freights. Thirdly, railway officers in Korea were elected government bureaucrats, while Manchurian railway officers came from diverse political parties and social strata. After the annexation by the Kwantung Army, the Manchurian railway was mainly influenced by the military. The common characteristic here was that both railways were utilized for military purposes as imperial railways. In partilcular, the Manchurian railway executed military orders directly. Hereafter, through a comparative study between the Japanese and Taiwanese railways, a clear and accurate understanding of the characteristics of the Korean railway during the Japanese era will be revealed.

• Journal of the Korean Society for Railway
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• v.20 no.1
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• pp.128-141
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• 2017

This paper analyzes the under-researched field of the characteristics of th Chosun private railway, such as laws, systems, human resources, and subsidies associated with this railway, in an effort to increase our understanding of these characteristics. It was found that the private railway shared strong identity resemblance with a national project, as it served to assist the roles of the main national railway. General patterns of change of the company indicate that the private railway received increased subsidies consequent to the amendment of a related law and that it was strongly influenced by Japan's railway policies. The private railway system during the Chosun period more subsidies than those administered by Japan, and they tended to depend on fund raising for external capital. A tendency of many board members to be from the Chosun bureau was also noted. Profits in the private railway system were relatively low compared to those of the national railway such that the deficits were supplemented by the subsidies redeived. Based on corroborating examples, the private railway system can be said to have been an organization that had strong connections with national projects. It was especially related to regional industries according to an examination of the distribution of lines, which shows that most assisted the main railway or coincided with regions undergoing industrial development. Typically, northern areas were for resource development while southern areas were for agricultural production and/or passenger transportation. The company carried dual traits as it operated as a subsidiary enterprise for peripheral profit while also playing a role in transportation.

• Journal of the Korean Society for Railway
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• v.14 no.5
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• pp.442-451
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• 2011

The purpose of this article is to find out and analyze the diverse factors that are incurring stress to the railway drivers, and to depict the moderating effects of personality factors(Locus of Control, Self-Efficacy, and Organization-Based Self Esteem) on the causal relationship between job stressors and job satisfaction in two groups(drivers who experienced accidents and drivers who did not). To attain this purpose, the 212 questionnaires received from the drivers of KORAIL, Seoul Metro, and Seoul Metropolitan Rapid Transit. Most crucial finding was that certain aspects of a driver's personalities measured by locus of control, self-efficacy, and organization-based self esteem showed significant moderating effects in predicting the level of job satisfaction, job stress and accidents. This result implies that the drastic testing of personality factors is so important when staffing drivers in the future.

• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.297-306
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• 2014

This paper analyzes Japan's consignment management of the Chosun Railway to the South Manchuria Railway. While Chosun Railway was entrusted, its management style differed significantly from that of Japan's direct management. After eight years of trust management, the direct management of Chosun Railway was returned to Japan. This of beyond border trust management is very rare. In addition, the management of Chosun Railway by South Manchuria Railway, which had an operation style similar to that of a private company, led to changes in Chosun Railway. This research analyzes the four key traits of South Manchuria Railway's consigned management. The first key trait is the initial Korean infrastructure and operation separation model. The second key trait is the international transportation and administration segregation. The third key trait is that it expanded the railway related businesses and led to the establishment of private railway companies. The fourth key trait is that the continental linked transportation was activated. Through analyses, it would be to create a comparative study of the resulting East Asian countries' operations. Furthermore, this research will in investigating the nature of Chosun Railway.

• Journal of the Korean Society for Railway
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• v.10 no.2 s.39
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• pp.161-166
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• 2007

Recently, The business environment is very rapidly changed and complicated. Therefore, the companies are confront with the biggest difficulty. To overcome this difficulty, the management should be able to accomplish the human resources management and the efficient business management. Korea railroad industry has a close association with national life as it carries out public works based on its public nature as well as purses the corporate spirit. For that reason, Korea railroad industry has a great spin-off on national economy and exerts a tremendous impact on the improvement of productivity around the industries and the international competitiveness at aspect of efficiency resulting from business rationalization. Railroad system can be described as organic. Railroad Employs take a great role in this system. According the psychology and the Organization Behavior, the decision maker's personality and employee' work satisfaction have influence on performance. The purpose of this study is to examine the Railroad Employs' Personality and Work satisfaction which influence on the efficient business management.

• Proceedings of the KSR Conference
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• 1999.11a
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• pp.35-45
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• 1999

This Paper presents a concert of Public Service Obligation related with validity, suitability and rationality. As we know, The Public Service Obligation of KNR is a largest factor of loss in the Railroad Industry. In the future, PSO concept and Calculating methods have to be changed for providing rational Public service based on the various focus.

• Proceedings of the KGS Conference
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• 2001.12a
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• pp.86-90
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• 2001

• Journal of the Korean Institute of Landscape Architecture
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• v.48 no.3
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• pp.54-65
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• 2020

This study examines history, usage, and spatial change of Cheoldo Park and its significance in the park planning in the Japanese colonial period focusing on the concept of a sports park. Cheoldo Park was verified as the first newly planned park built during the Japanese colonial period and continuously appeared in the official planning documents with different names and areas as a new planned park. This suggest that changes of Cheoldo Park reveal the important conceptual transition in the park planning. Activities in the park were understood by analyzing news paper articles and pictures, while spatial changes of the park were analyzed through maps and aerial photos. Changes in a park planning process were examined through analyzing the planning documents and maps. Cheoldo Park was opened in 1915 as a supporting facility of the Yongsan rail company residence complex. As Cheoldo Park became one of the urban parks of Gyeongseong in 1925, it had functioned as one of the main sports complexes of Gyeongseong. Although a sports park was suggested as a new type of urban park in the 1930's park plan, the programmatic aspect of a sports park was not distinctly defined yet. Cheoldo Park was not regarded as a sports park in the 1930's park plan. As a sports park was distinguished from other types of urban parks pro grammatically in the 1930s, the city tried to transform Cheoldo Park into a sports park. In the park plan of 1940, with major spatial expansion, Cheoldo Park became Ichon Park to be a main large park and sports park of Gyeongseong. Cheoldo Park contributed to the establishing a new direction of modern park planning, shifting from planning focus on quantitative improvement to qualitative improvement of urban parks. It also provided a realistic model to implement the park plans to overcome various limitations of the Japanese colonial period.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.601-606
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• 2011

There are lots of examples for naming railway lines and stations in Korea. In general, we can specify some type of principles for making names at the railway lines. The first, rail line name made some decision considering the origin and destination name of city or region. The second type of a decision making is the location or service areas of that railway line or station. And other one is about the destination city or region of that corridor line. In this paper, we classified the name of the railway line according to above three types of decision principles, and then suggested the guideline and future directions preventing any confusion to make a new railway line name afterwards.