• Journal of Navigation and Port Research
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• v.40 no.3
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• pp.121-128
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• 2016

The present study aimed to derive decision factors for residency in the hinterland of Incheon New Port that is undergoing the development of port hinterlands and changes in leasing methods considered from the perspective of companies and analyze the priorities of determinants for residency through Fuzzy-AHP in order to present a direction to activate companies entries into the hinterland of Incheon New Port. When the comprehensive rankings of determinants for residency in the hinterland of Incheon New Port, rent levels among cost factors took the highest ranking with a value of 10.2% followed by the throughput of the port among market factors with a value of 8.2%, the scale of the market on the background with a value of 7.3%,, reduction in inland transport costs among cost factors with a value of 7.1%, connectivity to inland transportation networks among locational factors with a value of 6.7%, and designation as a free trade zone and the scale with a value of 6.4%. When seen from the viewpoint of companies to determine whether to move into the hinterland of Incheon New Port, the rent level should be provided to be more attractive compared to the hinterlands of ports in other regions. In addition, inland transportation costs which are a matter of the most serious concern of shippers in the capital region should be reduced and sea routes that can directly connect Incheon New Port to US ports and European ports should be opened.

• Journal of Legislation Research
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• no.53
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• pp.213-267
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• 2017

Regulatory barrier is considered most challenging out of all FinTech barriers, which many technology innovators have always experienced. Even though technological solutions promise customers accessibility to more cost-effective and secured financial services, it is quite challenging to create regulatory environment that enables innovation FinTech industry. Especially, a common challenge FinTech innovators and business face is regulatory uncertainty and confusion rather than any particular regulation. Since many FinTech models are continuously introducing new innovative ways in providing financial services, significant confusion could be raised in applying principles of existing law and regulations. In addition, it is uncertain whether or not applying complex regulatory compliance model intended for large financial institutions to small start-ups is appropriate since most existing regulations and rules are established and introduced without considering innovative tools such as mobile instruments, e-trade, and internet. Therefore, new mechanism to access to regulatory information in a more cost-effective, quick and immediate way should be created. Regulators, technological innovators, and financial customers should cooperate each other to find out appropriate solutions for those issues. Many regulators are introducing regulatory sandbox which provides service providers with opportunities to test their innovations, during the test, providing regulators with enough time to understand risks of innovations. However, regulatory sandbox is not a panacea for all challenges to FinTech innovations. Therefore, regulators should make comprehensive and multidimensional efforts including regulatory sandbox in supporting FinTech ecosystem.

• The Journal of the Convergence on Culture Technology
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• v.8 no.5
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• pp.577-582
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• 2022

Credit transactions are used as a means of price discrimination from competitors in order for suppliers to increase customer demand. In particular, in the case of a two-stage supply chain consisting of a supplier, a retailer, and a customer, the deferral of payment for goods allowed by the supplier is a means of reducing the inventory investment cost of the retailer. Retailers have the opportunity to discount the selling price while anticipating an increase in end-customer demand through the reduction of the inventory investment cost. In view of the fact that such trade credit is provided for the purpose of increasing demand as a means of discrimination from competitors, it may be more general that the credit transaction period is allowed flexibly according to the transaction volume. In particular, in the case of deteriorating products, the credit transaction period given according to the order volume is a factor that increases the order volume of the retailer, but product deterioration can be a limiting factor in the increase in the order volume. The deterioration rate actually plays an important role in determining the inventory policy of the retailer. Therefore, in this paper, the effect of such deterioration rate on the inventory policy of retailer is analyzed.

• Journal of the Korea Society for Simulation
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• v.18 no.4
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• pp.39-47
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• 2009

Recently, the threat of DDoS attacks is increasing and many companies are planned to deploy the DDoS defense solutions in their networks. The DDoS attack usually transmits heavy traffic data to networks or servers and they cannot handle the normal service requests because of running out of resources. Since it is very hard to prevent the DDoS attack beforehand, the strategic plan is very important. In this work, we have conducted modeling and simulation of the DDoS attack by changing the number of servers and estimated the duration that services are available. In this work, the modeling and simulation is conducted using OPNET Modeler. The simulation result can be used as a parameter of trade-off analysis of DDoS defense cost and the service's value. In addition, we have presented a way of estimating the cost effectiveness in deployment of the DDoS defense system.

• The Journal of the Convergence on Culture Technology
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• v.9 no.1
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• pp.61-68
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• 2023

As global growth has gradually declined, the Customer to Customer (C2C) market has expanded. And the growth potential of the C2C market is getting higher than in the past. Therefore, in this study, we examined what factors affect the price of used products within the C2C market. In order to examine the factors, we used data provided by Kaggle, which is a data science platform, and Mercari, Japan's largest C2C community marketplace platform. In research methods, the characteristics of the products were selected such as product categories, product status, shipping costs, product brands, and the data were analyzed using a linear mixing model to predict the price of C2C used goods. As a result, the variable that most affected the price was the shipping cost. When the seller paid for the shipping cost, the price would drop more than if the buyer had to pay. This study has been shown that the shipping costs is also an important factor in the used market, which can provide practical implications for customers of real transactions.

• Journal of Korea Entertainment Industry Association
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• v.13 no.5
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• pp.47-57
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• 2019

New product innovation is a key component of a company's survival and sustained growth. With the rapidly changing market environment and global infinite competition, The importance of innovative new product development is growing. In the domestic entertainment industry, Competition is intensifying, and many companies are focusing on developing innovative new products in order to secure continuous competitive advantage in the era of global infinite competition. The problem is that as the intensity of competition increases and the idol production system develops more and more, The costs of planning and marketing are increasing. The fair trade commission estimated the cost of creating an idol group to be about 1 billion won, and some large entertainment companies claim that the investment cost is about 20 ~ 3 billion won. Lean startup is attracting attention as an innovation framework for sustainable competitive advantage of companies. But, there are not many related studies in Korea despite the growing interest. In particular, Case studies that can help to establish specific strategies are limited. Therefore, this study analyzed the successful case of JYP Entertainment's idol singer TWICE who succeeded in new product innovation and suggested practical implications. Theoretically, This study extended the Lean startup to the entertainment industry and suggested practical implications as the basic data for establishing the innovation strategies for the idol singers of domestic entertainment companies.

• KDI Journal of Economic Policy
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• v.13 no.2
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• pp.141-161
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• 1991

Resale price maintenance has long been employed in book distribution, perhaps longer than for any other product. Another unusual practice in the book trade that has proven to be quite durable in spite of its substantial cost in real resources is the returns policy. Publishers typically grant the right to return unsold books within a stipulated time for full credit against future orders. This paper investigates the functions and effects of resale price maintenance in the book trade, and argues that resale price maintenance and returns are substitute methods of providing the same economic function. Resale price maintenance can be used to compensate booksellers for initially stocking books with uncertain prospects and for providing a conduit through which manufacturers acquire information about consumer demand (market testing services). Permitting the return of unsold books for full credit places a floor under retail prices and transfers a considerable portion of the cost of introducing a new product line back to the publisher. Both reflect publishers' needs to have their books displayed. In the U.S. returns privileges were first proposed in 1913, roughly coincident with the Macy decision outlawing RPM. Publishers slowly granted return privileges, which become nearly universal by 1970. The decline in margins in recent years has been accompanied by an increase in returns as the return policy served to substitute for lost margins on successful titles as a methods of compensating full-line booksellers. In contrast, returns privileges are unusual in countries where price maintenance in books has been practiced. These observations are consistent with our analysis. In Korea, resale price maintenance of books is practiced under an exception to Korean antitrust law. The availability of effective price maintenance is likely to reduce the use of returns programs. Since consumers prefer to obtain books at outlets where they know the books are likely to be stocked rather than taking a chance on stores that carry a more limited line, it also provides a strong incentive for booksellers to expand. But the privilege of resale price maintenance should be confined to books which publishers want to be price maintained. Resale price maintenance and returns system differ in the transactions costs associated with inventory holding, and publishers' judgement on the comparative advantage of the two schemes should be honored. Publishers should also remain free to authorize sales at discount at any time not to impair the ability of booksellers to dispose of product variants that prove unpopular.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.193-222
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• 1989

The purpose of this study is to review the rights and duties of cargo owners, the party to the contract of international carriage of goods by air under the Warsaw Convention System and the IATA conditions. It is generally known that air freight is the most-cost mode of transportation. However, should there be considerations of total distribution cost, the use of air freight leads exporters to be advantageous in physical distribution. The Warsaw Convention System defined and limited the rights and duties of cargo owners and air carriers paticipating in the international carriage of goods, but it does not regulate every aspect of air transportation. Therefore, the unregulated parts are governed by national laws and by individual contracts of carriage. The International Air Transport Association(lATA), a worldwide organization of airlines, has formulated model conditions of contract for the carriage of cargo. These models are not uniformly followed but they serve as a basis for many of the individual standard form of contracts prepared by air carriers. The contract of air carriage of goods is a contract of adhesion, 'the consignor recognizing and accepting the conditions laid down by the carrier'. There are consignors and carriers as the parties to the contract of international carriage of goods. In addition to his basic right, implied in Warsaw Convention Article 18 and 19, to require devery of the goods in good condition and at the date agreed upon, the consignor has the right to dispose the goods in the course of the journey up to the moment when the consignee is entitled to require delivery. If it is impossible to carry out the orders of the consignor, the carrier must so inform him forthwith. The right conferred on the consignor ceases at the moment when that of the consignee begins in accordance with Warsaw Convention Article 13. Nevertheless, if the consignee declines to accept the air waybill or the goods, or if he cannot be communicated with, the consignor resumes his right of disposition. Unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the goods arrive. The consignee is entitled, on arrival of the goods at the place of destination, to require the carrier to hand over to him the air waybill and to deliver the goods to him, on payment of the charges due and on complying with the conditions of carriage set out in the air waybill. The air waybill is supposed to be made out by the consignor. If the carrier makes it out, he is deemed, subject to proof to the contrary, to have done so on behalf of the consignor, whether there is one air waybill or several, each must be made out in three original parts. The first is for the carrier, the second is for the consignee, and the the third is handed to the consignor when the shipment has been accepted. The consignor is responsible for the correctness of the particulars and statement concerning the cargo appearing in the air waybill. Each of the original parts of the air waybill has evidential value and possession of his part is a condition for the exercise by the consignor or consignee of his rights under the contract of carriage. Hague Protocol set forth in Article 9 that nothing in this. Convention prevents the issue of a negotiable air waybill, but Montreal Additional Protocol No. 4 deleted this article. All charges applicable to a shipment are payable in cash at the time of acceptance thereof by the carrier in case of a prepaid shipment or at the time of delivery thereof by the carrier in case of a collect shipment. The carrier shall have lien the cargo for unpaid charges and, in the event of non-payment thereof, shall have the right to dispose of the cargo at public or private sale and pay itself out of the proceeds of such sale any and all such amounts. In conclusion, the Warsaw Convention System has the character of ambiguity in various respects, not only in the part of the forms of documents but also in conditions of contract. Accordingly, the following propositions might be considered: (1) If the carrier does not obey the orders of the consignor for the disposition of the goods without proper reasons, he will be liable strictly for any damage which may be caused thereby to the cargo owner. The special agreement and carrier's conditions of carriage which limit unreasonably the consignor's right of disposition of the goods will be nullified. (2) The instrument of the Warsaw Convention System which is not yet in force(Montreal Additional Protocol No. 4) would considerably simplfy the processing and keeping of computerized records of the carriage. Until this instrument enters into force, the airlines will be faced with practical problems preventing them to substitute computerized data processing techniques for the formal issuance of the documents. Accordingly, Montreal Additional Protocol No. 4 should become effective as soon as posisble. From a practical point of view in the international trade, the issuance of negotiable air waybill should be permitted for the security of the bank.

• Journal of the Korean Geographical Society
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• v.28 no.4
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• pp.379-391
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• 1993

Present-day world economy is characterized by : technology nationalism, economic regionalism, market protectionism, multinational corporations, efc. All nations are striving for intensifying national economic rivalry and seeking after their own interests above everything else. Many regions of the world are also forming trading blocs, which could negatively affect nonmember states. The ultimate way to meet these difficulties is to establish production facilities in the countries imposing trade regulations. However, as the existing models of direct forrign investment (DFI) do not account for the particular nature of Korean firm's DFI activities, a new point of departure is imperative. It is because of this that Korean firms have only limited firm-specific advantages, the basic precondition of extant DFI theories, compared with their developed counterparts.

• International Area Studies Review
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• v.22 no.3
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• pp.221-251
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• 2018

Two-tier wage systems mean the dual wage systems that the new wage system require the new future employees to get much lower wage level, compared to the level of wages for existing employees under the existing wage system. While it allows employers to benefit from low-cost advantages, the two-tier wage systems is definitely a type of wage discrimination by the collusion between management and trade unions in that it forces the new future employee to accept the low wages. Also it reflects extreme collectivism which old union members try to keep having their jobs and wages at the sacrifice of future members' wages. The two-tier wage systems had been introduced by airplane industry in 1980s and introduced again in Big Three auto companies in 2007. The purpose of this paper is to examine the history, contents, and details of two-tier wage system in the United States and to think of the possibility of recurrence of the systems in the context of Korean auto industry in the near future. The tentative findings from this paper implies that the two-tier wage systems will likely happen in Korean auto industry because the collusion between trade unions and management are found easily and the degree of extreme collectivism favored by the old permanent union members is seriously high. It is time for trade unions to go back to their original ideals and purposes and to revitalize solidarity among workers.