• Journal of Distribution Science
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• v.11 no.6
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• pp.31-40
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• 2013

Purpose - The Northeast Asian Logistic Hub strategy was established to create a national competitive advantage in northeast Asia. Countries in this region are competing fiercely to become the central base distribution port as the volume of container shipping continues to increase due to the northeast Asian (especially Chinese) economic growth. The primary method by which shippers are improving their customer service and distribution is enhancing profits by minimizing call ports on the key route through strategic affiliations and the use of large vessels. Each nation is planning large-scale investments in the construction of sea ports that can accommodate large vessels. This paper proposes ways by which the logistical strategies of domestic corporations can keep pace with changes in government policy concerning the Northeast Asian Business Hub policy. It examines the logistics system in the Northeast Asian region, analyzes the government's Northeast Asian Business Hub policy, and suggests logistical strategies for domestic corporations through an analysis based on a questionnaire designed to grasp domestic firms' needs and goals. Research design, data and methodology - The purpose of this study is to determine how shipping companies establish partnerships with third-party logistics providers and draws out the implications of the results. The survey methods used were personal interviews and questionnaires distributed to a sample population through e-mail, fax, mail, and telephone. A total of 600 questionnaires were distributed, of which 165 were returned. Among these, ten were excluded due to insufficient content; ultimately, 155 were used for the sample. The statistical data collection process was analyzed through data coating and a statistical package program. Results - This study argues that greater flexibility in policies, administration, and systems will be needed to significantly improve established business practices. In this dissertation, we primarily identify that in order to become a center of northeast Asian logistics, Korea must adopt a new paradigm and abandon the existing systems that are based on the economic and social systems that have stemmed from bureaucracy, inflexibility, chauvinism, and equalitarianism. Flexible policies, administration, and systems will be necessary to improve business practices. Domestic corporations must establish a strategic logistics hub and related network while simultaneously pursuing value-added logistics businesses by increasing their manpower and building a logistics information system. This will strengthen their competitive edge and lead to system improvements. Conclusions - Domestic corporations must adopt a new paradigm and use more reasonable business laws, systems, and policies that are based on market-driven flexibility and transparency. Moreover, social norms and regulations should be established to help ensure political and social security. Korea must also develop a culture of tolerance for foreign companies. Finally, the paradigm defining the policy governing the development of the capital city and its satellite cities in this context must be changed.

• Journal of Korean Society of Transportation
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• v.25 no.3
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• pp.55-63
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• 2007

This paper analyzes the relative efficiency of Korea's logistics industry with the DEA-ANP model from 2003 to 2005. To measure the efficiency, this paper used the numbers of employees, fixed assets. total capital. and operating costs as input factors and sales amounts and net incomes as output factors. The average efficiency score of the entire logistics industry is 0.175, so most logistics companies in Korea should improve their current inefficiencies. The industry with the highest efficiency score is marine transportation. with an average three-year efficiency score of 0.3692. In terms of sales and high efficiency. most of the highest-ranked companies belong to the marine transportation industry, so marine transportation has the most influence on raising the efficiency score of Korea's logistics industry. To improve the inefficiency of inputs that exists overall in the logistics industry it is necessary to control excessive numbers of employees. To improve the amount of sales, it is necessary to make a policy of satisfying various logistics demands, continuous investments, and attracting foreign logistics demand: such things will help strengthen the international competitiveness of Korea's logistics industry.

• KDI Journal of Economic Policy
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• v.29 no.2
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• pp.41-74
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• 2007

This paper aims to assess the effectiveness of Korea's official development assistance (ODA) in terms of improvement in per capita gross domestic product (GDP) of aid recipients, and promotion of Korea's exports and outward foreign direct investments (FDI) to ODA recipients. The assessment has also been done for different groups of aid recipient countries divided by their regional location, income level, and economic freedom. For this purpose, this paper empirically tests the effectiveness of bilateral grants and loans for 163 aid recipient countries during the period of 1990 to 2003. Results show that ODA from Korea had not been able to explain the variations in aid recipient countries' growth in per capita GDP. Provision of aid promoted outward FDI to aid recipient countries during the entire period considered. With respect to exports, provision of aid had facilitated Korea's exports to aid recipient countries, except for the period of 2000~2003. On the basis of the findings, recommendations for future aid policy have been made.

• Land and Housing Review
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• v.5 no.3
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• pp.137-149
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• 2014

The authors derived rental housing policy measures that are appropriate for the current conditions of Korean housing supply and demand based on the confirmation of the issues of Korean rental housing system and reviewing implications from review of cases of foreign countries and these measures can be categorized into linkage with the urban regeneration and multi-functional development, acquisition of financial resources, operational management, policy and institutional aspects. For the expansion of supply of rental housing, it is essential to link the rental housing policy with urban regeneration. To pursue regeneration of underdeveloped areas and expansion of supply of rental housing in line with urban regeneration, more development sites should be added. Further, the rental home policy must be integrated into a new paradigm that includes securing commercial viability and providing various residential conveniences through multi-functional development. In addition, diversification of developers of real estates turning away from the existing framework of policy that has been focused only on the state-led housing supply so that local governments and private sector players can take part in. Next, new options for funding the supply of rental housing must be sought. First, raising financial resources sequentially through cyclical development approach could be considered. Or, various funding schemes including utilizing Tax-increment financing (TIF) based on the local tax revenues that will be accrued after the development projects and supply of rental housing. Or there should be various schemes to raise funds including utilization of TIFs that are based on the revenues that will be realized after the development projects and supply of rental housing, or utilizing REITs where funds can be provided through private sector investments. Also, getting out from the planning practice that focused only on physical expansion of supply of rental housing, continual operational management must be performed even after the development. These activities must be supported through establishment of control tower at the national level and continuous attention must be paid even after the development by developing specialized operational management companies that are led by private sector players. Finally, in addition to the hardware support that is focused on the public rental housing only, software support such as conditional provision of housing voucher or tax exemption for low-income classes should be provided, too. In other words, a shift from policies that are supplier-centric to ones that are customer-centric must take place.

• Journal of Environmental Impact Assessment
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• v.13 no.3
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• pp.125-135
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• 2004

Environmental Impact Assessment(EIA) in Korea has been used to improve environmental conservation and decision-making. Since environmental impact statement(EIS) was introduced in 1981 with the promulgation of the Environmental Preservation Act in 1977, which replaced the Pollution Control Act legislated in 1963. With a rapid growth of environmental perception as well as the diversification of development activities, however, it has recently bring about a strong demand for a new assessment process related to the strategic level of policies, plan, programs. Method of this study includes analyses of the situation of local EIA and its problematic issues through survey and analysis of information and data, analysis of the level of environmental awareness of professionals and case studies including analysis of foreign strategic environmental assessment. Accordingly, I have elicited a concept of SEA. In addition, I have studied on costs of environmental assessment, and efficiency of internalization of HIA. The survey was carried between September and November 2003, and 177 professionals were asks to complete a questionnaire. As a result of questionnaire survey of environmental pundits, it revealed that 83.8% of participants were in favor of introduction of strategic assessment. This result demonstrated more or less higher approval rate than those of awareness survey done by the Ministry of Environment, i.e. 86.0% ayes, and 14.0% nays. 22.8% of participants agreed to the opinion; "For introduction of this system, earlier is better," 50% reported having an opinion such as, "Will introduce this system in an earliest possible time after correcting problems," 26.3% reported having an opinion such as, "Let's decide the time for introduction of this system after correcting problems first,' and 0.9% reported having an opinion, "it's too early to introduce this system." Specifically, the ratio of ayes on introduction of the system marked 72.8%, and it revealed that a majority of respondents have an opinion such as, "Will introduce this system in an earliest possible time after correcting problems." As means of solutions for the problem regarding the limits of applications that existed in SEA System, factors, such as collecting a wide variety of opinions, securing experts, and faithful implementation, etc. were reported important, and in addition to these factors, respondents revealed having opinions such as, consistent research and development, reflection of public interest, establishment of professional organization, enforcement of after-management service, expanding investments in large, systemizing reference materials, and encouraging public participation, etc. To improve problems involving with present EIA system, it has been identified through this study that SEA is efficient and useful. In order to have SEA introduced successfully, it has been cleared that internalization of effectiveness of environmental cost together with HIA must be accomplished.

• Journal of Korea Spatial Information System Society
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• v.2 no.2 s.4
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• pp.59-74
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• 2000

Because efficiency of the 1st-phase NGIS investment(1995-2000) has not been clearly measured, the action taken in the 2nd-phase NGIS project requires NGIS budgets to be evaluated in terms of effectiveness. Especially, the effective investments in local governments are critical for the NGIS projects, because they execute the much larger amount of budgets in total than other GIS projects. As indicated, for the successful NGIS implementation, it is important to obtain continuous political and financial supports from decision makers. As a persuasion measure for the budget appropriation, CBA(Cost-Benefit Analysis) and CEA(Cost-Efficiency Analysis) can play an important role for the decision makers. The major concern of this paper is how to measure the costs and benefits of the GIS implementation by considering important characteristics of the GIS projects in local governments, and existing theories are reviewed for this concern. The GISs in local governments can have different stages in terms of its evolution and the effectiveness of the applications can be represented variously. To identify categories for measuring costs and benefits of the various GISs, case studies and success stories are reviewed from both the foreign and domestic research. The categories of costs and benefits are determined from the tangible and intangible aspects. The categories for the quantitative and qualitative measure are proposed to evaluate the GISs in local governments. After measuring costs and benefits, three key evaluation methods in cost-benefit analysis are suggested as follows: 1) the benefit: cost ratio (B/C), 2) Internal Rate of Return (IRR), and 3) the net present values (NPV) of the costs and benefits. The sensitivity and uncertainty analysis are also helpful to make a decision for the GIS budget appropriation in local governments. In conclusion, although cost-benefit analysis is not an easy undertaking, it is certain that it can play an important role in the future for the GIS funding decisions in local governments.

• World Technopolis Review
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• v.8 no.2
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• pp.74-81
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• 2019

Cities will soon host two third of the population worldwide, and already today 80% of the world energy is used in the 20 largest cities. Urban areas create 80% of the greenhouse gas emission, so we should take care that urban areas are smart and sustainable as implementations have especially here the greatest impact. Smart Cities (SC) or Smart Sustainable Cities (SSC) are the actual concepts that describe methodologies how cities can handle the high density of citizens, efficiency of energy use, better quality of life indicators, high attractiveness for foreign investments, high attractiveness for people from abroad and many other critical improvements in a shifting environment. But if we talk about Entrepreneurship Ecosystem and Innovation, we do not see a lot of literature covering this topic within those SC/SSC concepts. It seems that 'Smart' implies that all is embedded, or isn't it properly covered as brick stone of SC/SSC concepts, as they are handled in another 'responsibility silo', meaning that the policy implementation of a Science and Technology Park (STP) is handled in another governing body than SC/SSC developments. If this is true, we will obviously miss a lot of synergy effects and economies of scale effects. Effects that we could have in case we stop the siloed approaches of STPs by following a more holistic concept of a Smart Sustainable City, covering also a continuous flow of innovation into the city, without necessarily always depend on large corporate SSC solutions. We try to argue that every SSC should integrate SP/STP concepts or better their features and services into their methodology. The very limited interconnectivity between these concepts within the governance models limits opportunities and performance in both systems. Redesigning the architecture of the governance models and accepting that we have to design a system-of-systems would support the possible technology flow for smart city technologies, it could support testbed functionalities and the public-private partnership approach with embedded business models. The challenge is of course in complex governance and integration, as we often face siloed approaches. But real SSC are smart as they are connecting all those unconnected siloes of stakeholders and technologies that are not yet interoperable. We should not necessarily follow anymore old greenfield approaches neither in SSCs nor in SP and STP concepts from the '80s that don't fit anymore, being replaced by holistic sustainability concepts that we have to implement in any new or revised SSC concepts. There are new demands for each SP/STP being in or close to an SC/SCC as they have a continuous demand for feeding the technology base and the application layer and should also act as testbeds. In our understanding, a big part of STP inputs and outputs are still needed, but in a revised and extended format. We know that most of the SC/STP studies claim the impact is still far from understood and often debated, therefore we must transform the concepts where SC/STPs are not own 'cities', but where they act as technology source and testbed for industry and new SSC business models, being part of the SC/STP concept and governance from the beginning.

• Journal of Energy Engineering
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• v.28 no.2
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• pp.1-17
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• 2019

This article analyzes causal relationships among gross domestic product(GDP), electricity consumption, carbon dioxide($CO_2$) emission and foreign direct investments(FDI) inflow of Korea over the period from 1976 to 2014, using unit root test, cointegration test, and vector error correction model(VECM). As the results, this article found (1) a long-run bi-directional causality between GDP and electricity consumption, which may imply a negative impact of electricity consumption-saving policy on economic growth, (2) uni-directional short- and long-run causalities running from $CO_2$ emission to GDP, and a uni-directional long-run causality running from $CO_2$ emission to electricity consumption, which can result in a negative impact of $CO_2$ emission reduction policy on economic growth and electricity consumption, (3) a uni-directional long-run causality running from FDI to GDP, and uni-directional short- and long-run causalities running from FDI to electricity consumption, which may result from relatively lower electricity prices than investing countries, (4) no causality between FDI and $CO_2$ emission, which is based on the characteristics of FDI composed of service industries. Considering the above causal relationships among the four variables, the policy implication needs to focus on the electricity demand management based on the relevant R&Ds, and on the gradual transition from fossil fuel- to renewable-energy. Adaptive policy to increase the FDI inflow is also needed.

• Korean Journal of Construction Engineering and Management
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• v.22 no.2
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• pp.106-118
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• 2021

Global governments and initiatives have attempted and integrated various organizational efforts to implement the 17 Sustainable Development Goals (SDGs), presenting a new paradigm of sustainable development to address global issues (climate change, poverty eradication, and human rights). Recently, investment in sustainable finance has expanded to finance the attainment of goals set out in the Paris Agreement and SDGs. Non-financial factors such as environment, social responsibility, and governance (ESG) have become intangible assets that determine the future competitiveness and profitability of companies. Domestic and foreign institutional investors and asset management companies have been expanding their investments based on the ESG performance of companies. In this study, we aim to derive international standards and initiatives that require disclosure of information on corporate social responsibility activities and ESG performance and analyze construction companies' ESG activities and performance levels. The results of this study can be used as the basis to develop platforms for the construction industry ESG ecosystem and the measurement and management of intangible assets. These could ultimately contribute to overcoming the crisis in the future due to the outbreak of the COVID-19 pandemic, fostering net-zero emissions, and preventing fatal workplace accidents in the construction industry.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.139-152
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• 2022

In this paper, samples are collected for individual companies and the factors affecting worker wages (average annual salary) are analyzed in depth. In addition to the average annual salary of workers in a company, we would like to conduct an in-depth analysis of the average annual salary of first-time employees. Specifically, we tried to explain the size of companies, the production structure of capital and labor, and the impact of business on the average annual salary of first-time, college, and graduate school graduates by educational background of first-time employees. The difference in average annual salary of first-time employees of logistics companies is a decisive factor in the main project on sales, and first-time graduates and college graduates provided high salaries in the overseas passenger cargo transportation, port operation, and unloading management, and low salaries in the land cargo and warehouse industries. n addition, Korean logistics companies had relationships between the location of the headquarters, the number of employees, the proportion of labor costs to sales, and the four characteristic factors of the main business on sales. This fact is that Seoul-based foreign passenger cargo transportation, corporate logistics agency, complex transportation, and international transportation relay are large companies, with a low proportion of labor costs and a higher proportion of capital, technology, and information-intensive investments.