• Journal of Science of Art and Design
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• v.13 no.1
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• pp.61-86
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• 2008

Buddhism and Buddhist art originated in India, but when they were introduced to different countries, they created an international environment. Buddhism was introduced as cultural package, with written texts, visual images, rituals, and the organization of monasteries. Buddhist art originated in India during the reign of King Asoka and then was developed under the political, intellectual, artistic, religious, social and natural environments of the regions. The stupa and the chaitya halls create monastic environment. The natural environment of the trade routes and caravans in the Central Asian deserts preserved brilliant-colored murals and helped spread tram India to China. When Buddhism and Buddhist art were introduced to China, Korea, and Japan, Buddhism became a part of government institution and social organization. Gigantic statues were carved in caves in mountains for political purposes. The Chinese transformed the stupa into a square pillar and created pagodas with tiled roofs in tower forms. Koreans not only transmitted the Buddhist art from China to Japan, but it also changed it with originality in the iconography of the pensive bodhisattva images and in the architecture of Seoggulam. The official ideology of Neo Confucian philosophy brought the rise of Chan Buddhism. Zen monasteries in Japan created unique environments by establishing the Zen Buddhist garden. to prompt believers to meditate. An important development in Buddhist art is the Esoteric Buddhist art in China and Tibet. This category belongs to the intellectual, religious as well as artistic environments. The Tibetan deities with consorts in their embrace symbolize the union of the god and the devotees. Buddhist art created a unique environment that was spread out to many nations and changed greatly over time.

• Journal of Navigation and Port Research
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• v.42 no.6
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• pp.529-538
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• 2018

The port industry is an important national industry which significantly affects Korea's imports and exports which are centered on economic structure. For instance, the Port of Busan, which handles 75% of domestic container freight volume, is expected to become increasingly critical for container liner routes. For this reason, there have been continued efforts to expand freight service to attract international freight volume. This study analyzes the structural characteristics of the port network connected to the Port of Busan by analyzing the pattern of the container liner route from 2012 to 2016 by using social network analysis. According to the Port of Busan's liner route network, the port with the highest degree of centrality, closeness centrality, and betweenness centrality was found to be the Port of Singapore. The comparison of Busan's annual container handling rank by countries and the port center network analysis of Port of Busan rank was found to be different. As a result, it was established that China's East Port, which occupies a high percentage of the volume of cargo handled by Port of Busan, is not a hub port of Busan when viewed on the Busan's container terminal liner network. In addition, even if the number of Port of Busan container liner service increases, it is estimated that the vessels to be added to the fleet will be limited to small to medium sized, or that Busan port has characteristic of a feeder port for the Port of Singapore, according to the network.

• Journal of architectural history
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• v.20 no.1
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• pp.95-116
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• 2011

It is a true fact that the ancient Buddhist temples of Korea were great, important historical influence revealing the transition and developing stages of all the BUddhist temples in Eastern Asia including China and Japan. Before Mahayana arose within India, the monastery and pagoda were united during the conflict and development of the original Buddhism and pagoda faith. With the arising of Mahayana and the introduction of Buddhist statues, the Buddhist temple and pagoda were in conflict and resulted in separation. With the creation and development of the Mahayana Bodhisattva concept, Hinayana and Mahayana started to show doctrine differences and expressed each others' characteristics relevant to the structure of the temple. As a result, the Buddhist Temple having 1 pagoda spread in China together with Hinayana and Mahayana. The Buddhist temple of Hinayana had its temple and pagoda separated and the Buddhist temple that has a pagoda in front was divided into a form of 1 pagoda and 1 main temple. The temple and pagoda for Mahayana in the form of 1 pagoda and 2 temple, where the main statue of the Buddha may be worshipped from both the left and right hand sides, were separated in the form of 1 pagoda and 3 temples to have its original form again. Mahayana was first introduced into Goguryeo through the routes in the northern region and developed from having 1 pagoda and 2 temples, to having 1 pagoda and 3 temples. China was influenced by the southern regions, which is why Abhidharma was introduced into Baekje. Later on, the importance of Bodhisattva increased and the transition speed of the Buddhist temple having 1 pagoda and 3 temples accelerated, as Buddhism became more popular and as Mahayana flourished. The statue of the Buddha on both sides of the pagoda shall gradually move next to the central temple, and the temple shall form large crowds to not only form a tacit boundary with the pagoda but the expansion of Bodhisattva shall also have a wall or a corridor constructed in between the central, left and right hand side temples to form separate areas, and shall have a pagoda built in front of the temples that worship from both sides. In conclusion, independence shall exist among each Bodhisattva within the Buddhist temple, and the status of the pagoda shall fall and appear as the pagoda on both sides in front of the main Buddha statue.

• Strategy21
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• s.39
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• pp.140-162
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• 2016

The construction of Jeju Naval Base was finally completed and donated to the Republic of Korea Navy on February 26th this year. There is no doubt that the new base will contribute to the substantial augmentation of Korea's naval power and maritime security. However, we should note that the new naval base took a long and hard twenty-three years to be completed. In the 21st century, Korea should adopt a new strategy that can fulfill the security requirements of Korea for the new age of international relations. The 21st century is characterized by globalization, and in the world of globalization, a national boarder has become meaningless. In the late 20th century, after the Cold War, trade between countries have greatly increased and so did the importance of the seas. Having transformed from an agricultural country into a commercial country, Korea went from a continental state to a maritime state. Korea has become the 9th largest trading state, and obviously, the importance of the sea has become significant. Korea's national strategic focus needs to be on the sea for national survival. Thus, since the 1990s, the Korean Navy has planned to build the Jeju Naval Base. Jeju, due to its geopolitical characteristics, is extremely important to the 21st century Korea's economy and national security. Jeju is the starting point of the sea route that reaches out to the world, and at the same time, the ending point of the sea route that heads towards Korea. Jeju is located in the center of Northeast Asia and thus, Jeju Naval Base is extremely important for the area's security and order. Jeju Naval Base will be very useful not only for the maritime security of Korea, but also for keeping peace and order in Northeast Asia. Jeju Naval Base was the minimal effort against the six sea route security threats towards Korea. The six sea route threats are: 1) Threat from North Korea; 2) China's Threat towards Korea's sovereignty; 3) China's treat towards Korea's fishery; 4) Threat from Japan; 5) Threat towards Korea's sea routes; 6) Threat from recent phenomena of isolationism of the United States. Jeju Naval Base is built for both warships and civilian ships--such as cruise ships--to use. Just like the United States' Pearl Harbor, Jeju Naval Base will become not only the largest military base, but a beautiful tourist site.

• Journal of architectural history
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• v.3 no.1
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• pp.101-122
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• 1994

This paper is one of the sequels from 'A Survey of Villages and Dwellings of Korean Immigrants in the North-Eastern Part of China'. It is the result of the extensive survey of Ch'ang-ts'ai-tsun village and covers several architectural characteristics of the dwellings. This paper alma to identify the 'double file' dwelling type, which is believed as one of the main stream of Korean folk dwelling. In this type, 'Chung-ju-kan' forms the central open space, where main household functions are carried out. This type originates from climatic reasons and functional reasons as well. This paper also aims to clarify how the dwelling forms are changed according to the life styles of various periods. The Korean immigrants in this village have experienced rapid changes in modern times like other Chinese. Through various political movements, the original dwelling type of this village has changed to adapt various needs and functions, which shows the simple truth : dwelling form changes according to the changes of life style and social structure. In this paper the directions of chimney through various periods are analyzed to verify the differences of the house layout methods and concepts of the time. The village had grown through 3 main periods before liberation period(1946), communization period(1946 - 1966) and contemporary period (1967 - ). It is concluded as follows: 1. The village was originated in late 19th century along the east-west street, which was a major routes of Korean Immigrants to China. In this area there was no regularity in its site plan. The direction of chimney, which was usually westward, was not determined according to the location of gate. This type was kept until liberization of this area, 1946. The plans of dwellings followed Ham-kyong-do 'double file' dwelling type, '6-kan dwelling' or '8-kan dwelling'. 2. The 'New Village' area, which was formed in the communization period, has a strict regularity in its site plan. The direction of chimney was determined as opposite direction of the gate. This method was maintained until 1976, when Mao died and new 'open' policy was held by Chinese government. In this area the 'dwelling house' plan type was not changed, but its layout and size were restricted. The general form of the dwelling in this village was shaped in this period. 3. The contemporary dwellings were built in random site location. The dwelling type was changed because of the reduction of family size and the permissin of private ownership. The number of rooms was reduced but the storage rooms and domestic animal hutches were added. But the 'Chung-ju-kan', the major chacteristics of north-eastern Korea dwelling is still kept. It becomes one large 'Chtin-ju-kan' room like 'open plan' type.

• Journal of Korea Port Economic Association
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• v.27 no.4
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• pp.109-127
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• 2011

The purpose of this study was to promote the growth and development of South Korea's cruise tourism industry by pointing out current issue and presenting solutions in South Korea's cruise tourism industry. The study analyzed issues such as status, the advantages and disadvantages of cruise tourism industry to Korea, the capacity of cruise ships and port facilities, the immigration procedures for cruise passengers, and presented effective solutions. This study propose 8 futuristic strategies for cruise tourism industry in Korea that include the establishment of mid-and long-term master plan, the expansion of cruise expert wharf, the composition of the foundation for development of domestic cruise companies, simplification of immigration. Moreover, Korea has to strengthen its promotional activities for cruise companies, the expansion of cruise routes and development of linking tourism belt, activation of cruise specialists training program, and development of associated cruise product with China and Japan.

• Journal of Digital Convergence
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• v.16 no.3
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• pp.275-289
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• 2018

It is necessary to develop a bridgehead port for trading with northern countries to promote trade through the East Sea because the East Sea Rim economic bloc around the Northeast Asia including South Korea, China, Russia, Japan, and North Korea has a high growth potential in the future. Therefore, this study aims to suggest a strategic direction to enhance the competitiveness of Donghae Port through reinforcement of container cargoes by conducting Importance-Performance Analysis (IPA) for stakeholders of Donghae Port. The analysis results suggest that it is necessary to improve the five evaluation factors: attractiveness of container and bulk volumes, appropriate ratio of export/import container quantities, frequency of vessel entry and diversity of sea routes, convenience of complex linked transportation, and competitiveness of cargo handling equipment. The implications of this study are as follows. First, it is necessary to continuously research the current status of container and bulk cargo volumes of the port and ways to increase the absolute cargo volume. Second, we need to consider realistic alternatives to improve the ratio of export/import container quantities. Third, in terms of network, we should establish a service improvement plan to increase the frequency of port calls and the diversity of sea routes. Furthermore, incentives should be provided to increase the trade volume of Donghae Port through strengthened complex linked transportation function. Finally, it is urgently necessary to provide investment support for container handling equipment as an essential requirement for the activation of the container cargoes in Donghae Port.

• Journal of Korea Port Economic Association
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• v.20 no.2
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• pp.131-149
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• 2004

With trend of container ships becoming larger and faster, the environment surrounding ports in North-East Asia is rapidly changing. Korea's largest port of Busan processed more than 10 million 20- feet equivalent containers in 2003, surpassing the 10-million TEU mark for the first time in its three decades of operation. However, the Port of Busan , the world's third-largest port in 2002, was eclipsed by Shanghai since July in 2003. The first massive strike of truckers crippled the Korea's logistics system in May and in September, the Port of Busan suffered from the second strike of truckers and damage by a powerful typhoon. By contrast, the port of Shenzhen in China increased its container-processing volume by 39.9 percent to 10.65 million TEU in 2003, and Shanghai, which passed Busan in terms of container volume in the middle of last year, further consolidated its position as the world's No. 3 port with an annual volume of 11.28 million TEU. After all, Busan recorded an annual container volume of 10.40 million TEU, slipping to fifth in rankings in 2003 and Busan's bid to become a Northeast Asian hub has suffered a further setback as these chinese ports overtook the port of Busan. But the port of Busan is located in the main trunk liking North America, Europe and South-East Asia. Once the project of Busan Newport is accomplished and the railway between South and North Korea is connected to TCR and TSR, the Port of Busan will have the most potential to become the international logistics center as the starting point of the land and sea routes encompassing all over the world.

• Proceedings of the Plant Resources Society of Korea Conference
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• 2020.08a
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• pp.96-96
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• 2020

Soybean seeds are important sources of non-nutritive health promoting metabolites. The contents of these metabolites are affected by both genetic and environmental factors. In the present study, the contents of five common isoflavones including daidzin, genistin, glycitin, malonyldaidzin, and malonylgenistin were analyzed in 72 soybeans of different seed coat colors, diversity, and of different origins including China (22), Japan (9), USA (12), India (4), and Korea (25). The average total isoflavone content (TIC) was maximum in Indian soybeans (3302.36 ㎍/g) and minimum in Chinese landraces (1214.95 ㎍/g). The Korean landraces had higher average TIC (2148.05 ㎍/g) than the USA genetic materials (1580.23 ㎍/g) and Japanese landraces (1485.99 ㎍/g). The content of malonylgenistin was in the range of 54.31 - 2385.68 ㎍/g in the entire population, and was the most abundant isoflavone irrespective of origin although there was content variation among individual soybeans. Besides, glycitin was the least concentrated isoflavone, and its content ranged from 0.00 to 79.79 ㎍/g. With respect to seed coat color, green soybeans from all countries displayed the maximum malonylgenistin and TIC contents. Exceptions were those of Korean and Indian origins where black and yellowish-green soybeans presented the highest malonylgenistin and TIC contents, respectively. In multivariate analysis, 92.72% of the variance was explained by the first two principal components, and the soybeans were grouped in to three clusters based on isoflavone contents. Overall, our findings signify the importance of seed coat color and origin as discriminant parameters, and provide wide spectrum of routes for breeding soybean cultivars.

• Journal of Korea Port Economic Association
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• v.36 no.1
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• pp.91-104
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• 2020

Seosan-Daesan Port is the sixth largest port in Korea, and it promotes port infrastructure expansion, regular route development, overseas marketing, and port incentive systems for continuous growth. In addition, the port is planning to open a regular car ferry line to Weihai, China. This study aims to provide useful research data for effective decision making by analyzing the feasibility of opening the Chinese (Weihai) car ferry route of Seosan-Daesan Port. Currently, some car ferry routes that operate between Korea and China are open at Incheon Port, the Port of Pyeongtaek-Dangjin, and the Port of Gunsan. In order to estimate the volume of cargo that will be created when the car ferry route from Seosan-Daesan Port to Weihai opens, this research analyzes the domestic cargo volume from the Chungcheongnam-do region, where Seosan-Daesan Port is located, to each of the regions where the other ports are located. We estimated the volume of cargo that can be transported on the car ferry from Seosan-Daesan Port to Weihai. As a result, by 2020, about 76,000 passengers and about 50,000 tons of cargo could be created. Suggestions were made for policy strategies that would revitalize passenger numbers and secure the cargo volume of the car ferry, along with a discussion of and the port incentive system.