• Journal of the Korean Association of Geographic Information Studies
• /
• v.22 no.3
• /
• pp.51-64
• /
• 2019

Mt. Geumgang has been a scenic spot representing the Korean peninsula since the Joseon Dynasty, and became a symbol of inter-Korean exchanges with the Gaesong Industrial Complex after the division of the South and North. Mt. Geumgang Tour Course is divided into the Inner-Geumgang (Naegeumgang) and the Outer-Geumgang (Oegeumgang). It was common for the Mt. Geumgang tour route during the Joseon Dynasty and the Japanese Imperialization period to enter the Inner-Geumgang, near Seoul, and come to the East Sea through the Outer-Geumgang. However, the tour route starting from Goseong was utilized for the Mt. Geumgang tour course operated by Hyundai. Because North Korea opened only the Outer-Geumgang area. North Korea has only opened some of its tour courses to Hyundai, but if Geumgang tourism is resumed in the future, there is a high possibility that it will be opened further, such as opening some sections of the Inner-Geumgang in 2007. In this case, it is necessary to connect additional transportation networks to access Inner-Geumgang from South Korea. The best alternative was the restoration of the Mt. Geumgang Railway. However, considering the fact that the reconstruction of the Mt. Geumgang Railway can not be completed due to the construction of the Imnam Dam, it is the most realistic alternative to restore Route 31 connecting Yanggu and Geumgang-eup. As a result of the analysis of road connecting Inner-Geumgang, three routes were confirmed. All of which were adjacent to the existing National Route 31. These routes passing through Dutayeon and Mundeung-ri and joining the Route 31 from Inje. Considering road length, topography characteristics, and military facility layout, it seems that the connection of 'Dutaeyun - Mundeung - Geumgang' is a realistic alternative connecting from South Korea to Inner-Geumgang.

• Journal of Distribution Science
• /
• v.4 no.1
• /
• pp.53-78
• /
• 2006

We call this world network society. Logistics is one of important network systems which connect people, materials and information. The World Economy Conditions of 21st Century has been Changed so rapidly. These Changes are more conspicuous in Northeast Asia than other Regions. China, North Korea and Russia have reformed their Economical and Social Systems, which enlarged the Trade Volume and Traffic Demand in this Area and between Europe. The Railway System Crossing the Eurasia Continent, such as TSR(Trans Siberian Railway), TCR(Trans China Railway), TMR(Trans Manchuria Railway), TMGR(Trans Mongolia Railway) and TKR(Trans Korea Railway), have been becoming very important to enhance the International Transportation efficiency and to connect each continents by International Railways. This Paper investigated and surveyed the logistical Environments surrounding this Korea Peninsula. And concerned with the Crossing Continents Railway, TSR,TCR(TMR, TMGR), TKR, operating Conditions and Tasks that must be considered and solved were also investigated. Especially the Current Logistical Conditions of China, Russia, and North Korea and their Problems were surveyed. And the SWOT of these Railways were analyzed and compared. The Visions and Goals of these Inter-Continental Railways were suggested in terms of their Rationalization of Operations and efficient Connections among many Countries. Not only the Policies and Strategies/Tactics which should be considered but also and Many detail countermeasures which should be introduced and adopted were suggested.

• Korean Security Journal
• /
• no.14
• /
• pp.465-484
• /
• 2007

Our society's modernization created many opportunities for us to need a private investigation service system. Variation of international environment due to joining in the OECD, opportunity of individual legal, collect evidence during judgement, prevention of damage criminal, security of business in company, free trade economy's system etc and don't need to enumerate how important of introduction of private investigation service system. In addition to there are lots of objection opinions, such as possibility of person's private life, invade of lawyer's area, confliction with investigation team, gap of wealth and poverty that make preponderance of information. So this research can be considerate from objective opinion, and can obtain conclusion just like below. First, private detective agencies that encroach on the individual rights will naturally deteriorate after the implementation of private investigation service system. Through this, the probability of civil rights encroachment will be lower, and for this to happen there needs to be a thorough maintenance of the system. Secondly, mutually beneficial solution should be found not by a conflict between two sides. Detective business sector should not cause social confusion from conflicts with other investigation organization such as police, or investigators, rather, it must get on the demand of the diversified citizen and maintain the diverse sector inter-cooperate right, and to do that law and institution must be made for the base. Thirdly, investigation used depending on the gap between wealth and poverty does not mean the actualization of the rights and interests of the citizen. If the duty of investigation sector is to find the evidence and collect or manufacture of the evidence, then the problems which the nation can't handle will be more enlarged and then finally end up with strengthening the capability of national public security demand.

• Journal of Korean Society of Transportation
• /
• v.19 no.6
• /
• pp.75-87
• /
• 2001

Inter-port competition is fiercer than in the past because of technological evolution in transport systems : the increasing side of containerships implies only a few calls in three or four ports at each end of the trade and the rest of the traffic being served by smaller feederships. It is therefore essential for big ports to be selected as one of these calls by the main shipowners, consortia and alliances to avoid rmarginalisation. In order to compete effectively, many ports have been obliged to modernise and extend considerably its existing ports or to build new port facilities. With the advent of major environmental legislation around the world, however, amenities such as fish and wildlife, clean air and water, access to the waterfront, and view protection took on greater importance. Ports are now being forced to incorporate environmental considerations into their planning and management functions in order to avoid additional costs or timing delays. The aim of this paper is to analyse the port value by which port comparison(or selection) will be made with HFP(Hierarchical Fuzzy Process) method. This was done by extracting and grouping the evaluation factors of port value by port experts : facility and location factor, logistics service factor environment and amenity factor, city and economic factor, and human and system factor. For empirical test of this method, 6 major ports in Northeast Asia were chosen and analysed. The order of importance for five evaluation factors were 1) facility and location factor 2) logistics service factor 3) human and system factor, 4) city and economic factor, and 5) environment and amenity factor. This means that geographical location and logistics services are still being considered as the most important factor to call the port by port users. even though environment and amenity factor shows relatively low figure. Among 6 major ports, Port of Kobe was ranked the first position in a comprehensive evaluation, while Ports of Busan and Kwangyang were 4th and 5th respectively. This implies that Port of Busan should make much efforts to enhance the existing facilities as well as management system.

• Journal of the Korean Geographical Society
• /
• v.28 no.3
• /
• pp.247-267
• /
• 1993

According to developing international economy since the World War II, the increase and competition of the national business is so empha-sized tht both the interest and the necessity about marine transportation playing the impor-thant role of international transportation are increased. Today, the container transportation, as called the innovation of marine transport has been prevailed since the 1970's. The purpose of this paper is to grasp the spatial structure of the hinterlands and forelands, its object is export container cargo at Pusan Export Port, as known for the transportation node of modern containerlization. In this study, for the purpose of grasping the relation between hinterlands and forelands of Korean export container cargo, first, I researched the transition of carloading about container cargo, the bistribution channel of cargo, the change of the items of container and the carlo-adings about transport route, secondly, I used the cluster analysis so as to group hinterlands according to the items of goods and forelands. The object of the analysis is container cargo of Choyang Line, Hanjin Shipping and Hyundai Merchant Marine of National Frag Carriers. The source materials used in this study are Trucking Data of Hanjin Co., Container Ren-tal Data of Samik Transport Co. and Transpor-ting Present Condition Tables of Hyundai Mer-chant Marine. 1. There are two kinds of the transport classi-fied by its form: FCL and LCL. In Pusan Con-tainer Export, a lot of textile goods, clothings and furniture, compound, electric goods, and so on are dealed with but the rate of occupation of the transport is getting lower while that of occupation of equipment, papers and agricultu-ral, mineral and livestock industry higher. 2. In 1990, the transports of container cargo in Korea consist of 7 services and round-the world lines. We can list North America lines, East-South Asian lines, Japan lines and Inter European lines, in order of the quantity of tran-sport form the largest to the smaller. We can have another list that Japan lines, North Ame-rica lines and East-South lines in order of the rate participation of national flag carriers, be-cacuse Korean foreign trade lay disproportionate emphasis on East-South Asian lines. Japan lines among them is the biggest import-export market. Since the rationlization policy of marine tran-sport in 1984, each of national flag carriers have its own lines. Hanjin Shipping predominates over North America lines, Choyang Line over New Zealand, Inter European and Austria lines and Hyundai Merchant Marine over Center-South America lines, in terms of the volume of transport. And small-to-medium sized shippers are prevailing in lines which are adjacent to Korea, Such as Japan lines and East-South Asian lines. 3. In relation to hinterlands and forelands of Choyang Line, the light industry goods, electric goods and machinary produced in Seoul and Pusan are exported to the major ports in Europe and Japan, the same produces in Suwon, Ulsan, Kumi are exported to European Ports, and those in Incheon and Kwangju Austrian and Japanese ports, and those in the rest regions to the major port in Japan. 4. In relation to hinterlands and forelands of Hanjin Shipping, the light industry goods pro-ducing in Seoul and Pusan, the electric goods and machinary in Incheon and Pyeongteck, are exported to New York and Los Angeles. Electric goods and machinary Masan, Anyang, Cheona, Cheongju and Incheon, Electric goods machinary and light industry goods in Kwangju and non mental goods in Pohang, are exported New York, Los Angeles and Oakland. 5. In relation to hinterlands and forelands of Hyundai Merchant Marine, the region of Seoul, Pusan and Incheon closely related with the main ports in U.S.A. The rest regions with Montreal. The hinterlands of export container cargo can be classified by its export items into three kinds: the large city, industrial city and the rest city. Choyang Line's forelands are European lines, Japan lines and Austria lines, and Hanjin Shipping's forelands are North America lines, and Hyundai Merchant Marine's forelands are North America lines and Japan line. 3 National flag carriers' major forelands are determined by the size of port and the shipper's convenient use of the port terminal.

• Journal of the Korean Society of International Agriculture
• /
• v.30 no.4
• /
• pp.328-338
• /
• 2018

Central Asia (Uzbekistan, Kazakhstan, Kyrgyzstan) is a hot and arid continental climate, with most areas (68%) consisting of barren vegetation, desert, and meadows. The main agricultural areas for crop production include irrigated farmland, non-irrigated farmland, grassland, prairie and mountain. We are experiencing climate change with recent climate variability increasing. Agriculture is one of major economic sectors and provides a means of livings for the rural population of Central Asia, especially the poor. In the past two decades, Central Asia has experienced a high population growth rate, with Kazakhstan at 16.8%, Uzbekistan at 34.5% and Kyrgyzstan at 28.4%. As a major industry, Kazakhstan has the largest share of exports of agricultural products followed by petroleum, mineral resources, steel, and chemicals. Uzbekistan is the fifth largest cotton exporter as well as the sixth largest cotton producer in the world. Kyrgyzstan exports ores, stones, cultured pearls, and minerals. These three countries are rich in mineral resources, agricultural products, and energy resources. However, not only do they have difficulties in economic development due to the weakness of logistics and industrial infrastructure, but they also have imperceptible cooperation and investment among countries due to insufficient research and development. Through this study, we will investigate national outlook, economic indicators, major agricultural products, import and export status, and agricultural technology cooperation status, and study how Korean agricultural industry advances into these countries through SWOT analysis. Through this, we hope to contribute to the basic data of Central Asian studies and cooperation and investment in agriculture in each country. In addition, in order to increase cooperative exchange and investment in these countries, we will prepare a Central Asia logistics hub for the rapidly changing interKorean railroad era.

• Journal of Global Scholars of Marketing Science
• /
• v.17 no.2
• /
• pp.111-131
• /
• 2007

As a brand becomes a core asset in creating a corporation's value, brand marketing has become one of core strategies that corporations pursue. Recently, for customer relationship management, possession and consumption of goods were centered on brand for the management. Thus, management related to this matter was developed. The main reason of the increased interest on the relationship between the brand and the consumer is due to acquisition of individual consumers and development of relationship with those consumers. Along with the development of relationship, a corporation is able to establish long-term relationships. This has become a competitive advantage for the corporation. All of these processes became the strategic assets of corporations. The importance and the increase of interest of a brand have also become a big issue academically. Brand equity, brand extension, brand identity, brand relationship, and brand community are the results derived from the interest of a brand. More specifically, in marketing, the study of brands has been led to the study of factors related to building of powerful brands and the process of building the brand. Recently, studies concentrated primarily on the consumer-brand relationship. The reason is that brand loyalty can not explain the dynamic quality aspects of loyalty, the consumer-brand relationship building process, and especially interactions between the brands and the consumers. In the studies of consumer-brand relationship, a brand is not just limited to possession or consumption objectives, but rather conceptualized as partners. Most of the studies from the past concentrated on the results of qualitative analysis of consumer-brand relationship to show the depth and width of the performance of consumer-brand relationship. Studies in Korea have been the same. Recently, studies of consumer-brand relationship started to concentrate on quantitative analysis rather than qualitative analysis or even go further with quantitative analysis to show effecting factors of consumer-brand relationship. Studies of new quantitative approaches show the possibilities of using the results as a new concept of viewing consumer-brand relationship and possibilities of applying these new concepts on marketing. Studies of consumer-brand relationship with quantitative approach already exist, but none of them include sub-dimensions of consumer-brand relationship, which presents theoretical proofs for measurement. In other words, most studies add up or average out the sub-dimensions of consumer-brand relationship. However, to do these kind of studies, precondition of sub-dimensions being in identical constructs is necessary. Therefore, most of the studies from the past do not meet conditions of sub-dimensions being as one dimension construct. From this, we question the validity of past studies and their limits. The main purpose of this paper is to overcome the limits shown from the past studies by practical use of previous studies on sub-dimensions in a one-dimensional construct (Naver & Slater, 1990; Cronin & Taylor, 1992; Chang & Chen, 1998). In this study, two arbitrary groups were classified to evaluate reliability of the measurements and reliability analyses were pursued on each group. For convergent validity, correlations, Cronbach's, one-factor solution exploratory analysis were used. For discriminant validity correlation of consumer-brand relationship was compared with that of an involvement, which is a similar concept with consumer-based relationship. It also indicated dependent correlations by Cohen and Cohen (1975, p.35) and results showed that it was different constructs from 6 sub-dimensions of consumer-brand relationship. Through the results of studies mentioned above, we were able to finalize that sub-dimensions of consumer-brand relationship can viewed from one-dimensional constructs. This means that the one-dimensional construct of consumer-brand relationship can be viewed with reliability and validity. The result of this research is theoretically meaningful in that it assumes consumer-brand relationship in a one-dimensional construct and provides the basis of methodologies which are previously preformed. It is thought that this research also provides the possibility of new research on consumer-brand relationship in that it gives root to the fact that it is possible to manipulate one-dimensional constructs consisting of consumer-brand relationship. In the case of previous research on consumer-brand relationship, consumer-brand relationship is classified into several types on the basis of components consisting of consumer-brand relationship and a number of studies have been performed with priority given to the types. However, as we can possibly manipulate a one-dimensional construct through this research, it is expected that various studies which make the level or strength of consumer-brand relationship practical application of construct will be performed, and not research focused on separate types of consumer-brand relationship. Additionally, we have the theoretical basis of probability in which to manipulate the consumer-brand relationship with one-dimensional constructs. It is anticipated that studies using this construct, which is consumer-brand relationship, practical use of dependent variables, parameters, mediators, and so on, will be performed.