• International Commerce and Information Review
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• v.18 no.1
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• pp.107-127
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• 2016

This paper attempts to investigate determinants of foreign direct investment in transition countries of Mongolia and Central Asia five countries of Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan and Turkmenistan. FDI inflows in this transition economies have been far increasing due to their rapid growth, GDP, gross capital formation, wage, labor force, open trading, infrastructure and natural resources as well as the factors demonstrating the economic variables and political variables of these countries by Vector Error Correction Model. The results of empirical analysis based on data from 1993 to 2013 confirmed that FDI and open trade and gross capital formation and political than GDP, wage, labor force, infrastructure and natural resources had a significant impact on Central Asia and Mongolia. In addition, if Mongolia and Central Asian five countries can maintain the country's economic growth, reduce unemployment level, achieve certain improvements in domesticating new technologies and improving skills and knowledge sphere as well as promoting stable domestic price increase, attracting and improving the FDI by paying more attention to the indicators focusing on country's GDP, wage, labor force, infrastructure and natural resource.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.271-289
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• 2011

Mongolia as a land-locked country, has tried to diversify its foreign trade with European and Asian countries. Recently continual price rise of mineral resources also helps Mongolia have chances to gain her trading partners. Nevertheless, regulations and barriers to exports of Mongolian mineral resources in China and Russia, which are transit countries, are complex and complicated in border crossing and transshipment procedures for transit transport. This paper discusses problems and barriers to economic and efficient logistics systems and transit transport of Mongolian mineral resources, and addresses a proposal of international intermodal transport corridors for improving transit transport, and suggests international cooperation, by applying transit rights of land-locked country. Specifically, it is necessary for Mongolia to search for other international intermodal corridors besides the corridor through the port of Tianjin. It is needed to build an international organization for discussion of affirmation of logistics equipments and improvement of transit procedure in border crossing, and to raise financial feasibility in building a new intermodal corridor.

• Journal of the Korea Institute of Building Construction
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• v.3 no.3
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• pp.113-120
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• 2003

The purpose of this thesis is to provide an appropriate trade-off information for the conflicting interests caused by the various factors between building owner and contractor during selecting the contractor and performing the construction work, in which the construction was contracted by open bidding from the government or private organizations. In order to propose the legitimate evidence, the differences between the domestic contract sheet of drawing change and the process of drawing change and those of the foreign countries were compared and analysed. The number of construction ordered in Youngdong area in 2001 whose construction expenses are more than 100,000,000 won is 218 items and 147,005,000,000 won in total cost. Among them, the number of 218 items whose total cost amounts to 16,705,000,000 (11.36%) is in case of increase of construction expenses due to the drawing changes, and the number of 48 items whose total cost amounts to 2,009,000,000 won (1.37%) is the case of decrease. In conclusions, the contractor could have more benefits than the building owner in case they submit the detailed estimate sheet without eliminating the increasing expenses of construction. It is shown that the building owner's loss is increasing whenever the labor cost is higher than material cost. Therefore, this thesis proposes a proper standards for the harmonious compromise between the contractor and the building owner for the problems caused by the drawing changes when the contract agreement is occurred.

• Journal of the Korea Convergence Society
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• v.8 no.9
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• pp.311-318
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• 2017

This study aims to converge the analysis of institution based view and knowledge based perspectives. Based on the literature review, this study proposed six hypotheses including the moderating effect of institutional characteristics. Hypothesis testing was conducted using PLS(Partial Least Square), which is a structural equation model for 101 start-ups sample. In empirical analysis, all external knowledge characteristics have a positive effect on the knowledge codification capacity. It also positively influenced the performance. The institutional characteristics showed a moderating effects with the novelty of external knowledge and knowledge codification capacity. This study contributes to integrating and analyzing the moderating effects of institution based characteristics with the factor of knowledge based view. Future research needs to analyze the institutional characteristics in a formal and informal way.

• The Korean Journal of Air & Space Law and Policy
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• v.21 no.1
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• pp.65-95
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• 2006

It is essential that the liability for damage on the surface caused by aircraft be regulated at international level. However, the Rome Convention on Damage Caused by Foreign Aircraft to Third Parties on the Surface of 1952 and the Montreal Protocol of 1978 did not have significant worldwide repercussions since few countries have ratified them. So the Secretariat ofthe ICAO has produced the draft Convention for the modernization of the Rome Convention in 2002 and the Special group has considered the text of the draft Convention so far. The draft Convention contains main issues with regard to the liability system of the operator and the insurability of the risks for damage to third parties on the ground. In order to protect the air transport sector of a country as well as to facilitate speedy recoveries by victims, Work on modernizing the Rome Convention should be continued and the new Convention should be finalized in the near future.

• Proceedings of the Korean Society of Crop Science Conference
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• 1998.10a
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• pp.249-265
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• 1998

The yearly consumption of soybean ranged from 1.5 to 1.7 million tons in Korea during 1995-1997 with an increasing trend of annual consumption by 60,000 tons. Gross consumption of soybean was 1.74 million tons in 1997: 1.292 million tons for feed, 0.433 million tons for food and its processing, and 15,000 tons for seed and other uses. Particularly, Korea totally depends upon imports of soybean for feed and oil. Only about $40{\%}$ of soybeans used for food and its processing are supplied through domestic production. Korean markets will be open to foreign agricultural products except for rice in 2004 when the Uruguay Round treaty is completed. According to the Korean Rural Economics Institutes reports, soybean consumption in 2004 is expected to be 1.87 million tons that is higher than that in 1997 by 0.13 million tons. In order to meet the need for soybean, Korean government planned to supply from 0.17 million tons of domestic production plus 1.7 million tons of imports, and also planned to raise the self-supply rate of $9.1{\%}$ in 2004 from $8.6{\%}$ in 1997. According to the USDA reports on international soybean production and consumption, its production is expected to be 150 million tons over the world and the international market prices for soybean will be unstable in 2004. Based on these reports, international soybean trade capacity will be 36 million tons in 2004 that is lower than 39 million tons (accounting for $25{\%}$ of gross production) in 1597. Also, a term-end stock in 2004 is estimated to be 9.6 million tons that is low as compared to 18.6 million tons In 1997, In coping with domestic and international soybean production, consumption and supply, and further possible food crisis, national policies and continuous efforts are necessarily required to promote domestic production and to reduce imports of soybean.

• Korean Security Journal
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• no.29
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• pp.7-34
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• 2011

Achieving high-level technology in fields such as IT-related industry, semiconductors, mobile phones, LCD, automobile, shipbuilding, etc., Korea has become an international market leader in those fields. In results, there are the increasing numbers of technology leakage attempts in various manners. Recently, technology leakages are not limited to illegal industrial espionage, but also occur during usual corporate proceedings such as technology transfer, joint research and M&A. In fact, there was a technology leakage issue in the M&A between Ssangyong Motors of Korea and Shanghai Motors of China. Current M&A regulations of Korea are not independent laws, but are spread over various laws, such as commercial law, Capital Markets and the Financial Investment Services Act, Foreign Trade Act, etc. This paper focuses on whether the current Korean regulations regarding M&A are able to effectively restrict the leakage of major information of corporate during M&A and seeks the complements.

• Journal of Distribution Science
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• v.8 no.2
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• pp.5-12
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• 2010

The allotment rate for railway transportation keeps an yearly 6% in Korea. However, the railway logistics will cause the opposite result according to the continuous investment and logistics rationalization. The study on railway logistics as well as inter-Korean railway that might highly contribute to the development of railway logistics is not enough at all. The purpose of this paper is to study the revitalization strategy for inter-Korean railway by forecasting the demand and the scale of railway logistics depot. The revitalization strategies for inter-Korean railway through railway logistics depot are as followings. First, it is necessary to strengthen the partnership with coal user in the logistics depot. Second, it is encouraged to provide the financial assistance that are needed in the maintenance of the decrepit North Korea's track as well as the establishment of Donghae northern line that is from Gangneung to Jejin. Third, the railway cost on long/short transportation and large sized shipper is needed to apply in a flexible way. Fourth, it is necessary to obtain the railway traffic right by involving the foreign mining development. Fifth, it is encouraged to constantly find the small sized shipper like cement company.

• Journal of Korea Port Economic Association
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• v.23 no.2
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• pp.1-24
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• 2007

With its foreign trade rapidly expanding and with economic growth continuing at a substantial rate, China has become the largest container traffic generating country in the world. And with trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia are rapidly changing. The Yangsan, offshore port for Shanghai, being developed on the islands of Da Yangsan and Xiao Yangsan, some 30km offshore, and connected to the mainland by the six-lane highway Donghai bridge, opened phase one in late 2005 and phase two in 2006 respectively and will have 29 berths by 2012 and be able to handle 15 million TEU. The Port of Shanghai which passed Busan in terms of container volume further consolidated its position as the world's No. 3 port with an annual volume of 21.7 million TEU in 2006 and is likely to have emerged as the biggest container port in the world. The Port of Busan, the world's fifth largest container port, wants to survive as regional hub port. In this circumstance, the strategies of the Port of Busan should be established.

• Journal of Digital Convergence
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• v.19 no.12
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• pp.165-173
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• 2021

The purpose of this study was to provide directions to help enter and expand long-distance routes by analyzing the characteristics of AirAsia X's network construction with Malaysia Airlines. To this end, long-distance route data was extracted from the OAG Schedule Analyzer and the network was analyzed on a two-period basis using SNA. Since AirAsia X's entry into long-range routes, Malaysia Airlines has steadily reduced its routes across the entire region. On the other hand, it is analyzed that AirAsia X is building an expanded network by increasing its network in Northeast Asia instead of ultra-long range routes. Studies have shown that LCCs also have potential growth in the long-distance route market of less than 7,000 km. The results of this study may help LCC establish a long-distance market entry and network deployment strategy.