• Knowledge Management Research
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• v.15 no.4
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• pp.147-170
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• 2014

This study investigates the main characteristics of Chinese automobile industry based on the technology learning, architecture theory and cluster. As a case study sample, we chose three most representative automobile firms from three main cities in China, FAW from northern part of China, SAIC from middle part of China, and BYD from southern part of China. According to the research findings, FAW has equipped self-production ability in virtue of political support but felled behind in future transportation due to lack of convergence with local cluster. In case of SAIS, similar phenomenon happened in spite of highest purchasing power of shanghai. BYD has achieved great quantum jump through the aggressive investment strategy in electric vehicle even though there are still many technological learning and experience to be cumulated. Overall, this research extends the current literature on key roles (technological learning, architecture, and cluster features) in the automobile industry growth by suggesting their crucial aspects in knowledge management and strategic planning to a newly emerging market, China, and sheds light on the relationship between regional characteristics and automobile growth.

• Journal of the Economic Geographical Society of Korea
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• v.10 no.1
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• pp.1-18
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• 2007

This study examines the development direction of Ulsan automobile cluster and suggests strategic interventions, based on the possibility of system transformation in the open economic system. The spatial characteristics of global, national and local production and R&D networks were analyzed to investigate the conditions of Ulsan automobile cluster. And the agglomeration process of automobile industry and the capabilities accumulated in Ulsan were analyzed and alternative developmental path and policy suggestions were proposed.

• Journal of Korea Port Economic Association
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• v.35 no.4
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• pp.147-168
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• 2019

This paper explores strategies for building an automobile logistics cluster in PyeongtaekDangjin Port, which needs to be developed and operated for automobile related value-added logistics services. The future of Korean automobile exports seems gloomy, but many domestic ports, including PyeongtaekDangjin Port, are struggling to secure a position as automobile ports by expanding port facilities to attract exports and transshipment vehicles. PyeongtaekDangjin Port is currently the best automobile port as it is under good conditions for building an automobile logistics cluster. Ssangyong Motor Co., Kia Motors Corp., Samsung Electronics Co., and LG Electronics Inc., which are located nearby, can secure enough land to build an automobile logistics cluster by developing a port distribution complex in the future. This will promote the sustainable development of PyeongtaekDangjin Port by creating a logistics hub, specifically an automobile logistics hub, which would allow diverse cultures and experiences to respond appropriately to future mobility development.

• Journal of Distribution Science
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• v.16 no.5
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• pp.45-59
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• 2018

Purpose - This paper aims to analyze the distinct pattern of clustering of imported automobile distributors and provide evidence for the phenomenon using Korean data. Research design, data, and methodology - In this paper, we use data from Korea Automobile Importers & Distributors Association of 23 foreign automobile brands to evaluate the degree of concentration of showrooms using locational Gini index. We identify possible causes for the high level of clustering from two perspectives; 1) on the distributors' side and 2) on the customers' side. Results - We find a very strong locational concentration of imported automobile showrooms within close vicinity in the major cities and districts in Korea. Locational Gini coefficients are 0.1024 at the national level, 0.1836~0.3763 at city level, and 0.3941~0.4311 at district level on a [0,0.5] scale. Conclusions - Luxury foreign automobile customers tend to shop extensively around multiple brands prior to their ideal model selection. Accordingly, the imported automobile distributors cluster together close to their direct competitors in order to give a good comparison opportunity for the potential customers. This will maximize the probability of the visits of potential customers and lead to successful sales performance.

• Journal of Families and Better Life
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• v.11 no.2
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• pp.13-29
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• 1993

The Purpopse of this study are to classify the lifestyles of urban housewives with automobiles living in Gwangju to see their relationship between lifestyle and demographic social and econo-mic variables and to see the relationship between lifestyle and prepurchase information search activity. For these purpose a survey was conducted using questionaires on 410 The data was collected from March 8 to March 20 1993 and analyzed by factor analysis cluster analysis Duncan test {{{{ chi ^2 }} }}- t e s t a nd ANOVA. The findings are classified into 7 types: enjoyable convenience type (15.6%) conservative sound and thrifty type(17.3%) rationative type (13.2%) thrifty life type (11.0%) passive-inactive type(8.3%) fashion-pursuity type(12.9%) 2) The lifestyles of he respondents showed significant difference according to their age education level employment status. length marriage consumer education and type of housing. 3) The lifestyles of the respondents showed a difference only automobile attitude While showing no significant difference by automobile size information sources of automobile priority of automobile attitude and time spent in searching information The lifestyle of respondents showed a difference by automobile price size quality secuity warranty service and maintenance cost. 4) Among the lifestyle patterns of the respondents the passive-inactive type and rationative typ were positive about all the prepurchase information activity of automobile.

• Journal of Technology Innovation
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• v.11 no.1
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• pp.195-214
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• 2003

Sweden's regional innovation system is built mainly on innovative clusters, several of them - in automobile, steel, new materials, information and telecommunication, and bioscience - world-class. Most successful clusters were developed at local bases imbued with local history. In fact, a cluster's competitiveness is intimately related to its closeness of fit with its local environment. Geographically dispersed clusters in Sweden - some national, others local, and some local but deemed members of a national cluster as well - have already created many new competitive products and services. In 2001, Sweden has eight national and nine regional clusters, and envisioned eleven national and five regional clusters more. The experience of Swedish clusters indicate several elements that determine the ability of cluster policies to promote and strengthen regional economic growth. Cluster policies require strong public sector support, particularly in the form of providing basic national conditions. Regional cluster policies place new demands on national and regional industrial policies. All policies must be closely interwoven without compromising their primary allegiance to their respective areas.

• Journal of the Korean Geographical Society
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• v.44 no.5
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• pp.634-646
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• 2009

This paper critically examines cluster dynamics and development in a multi-scalar approach, criticizing both the argument overemphasizing local networks and endogenous development for regional development and the contention highlighting global networks and the role of global players. We argue that state policies, exogenous and direct, play a significant part in cluster dynamics and development especially in the case of Korea where the state government's strong policies have led to rapid industrialization. We analyze multi-scalar factors, especially the government policies at a national level, in the development paths of the three cases including Ulsan automobile cluster, Daedeok research cluster, and Dongdaemun fashion cluster.

• Industrial Engineering and Management Systems
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• v.10 no.4
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• pp.288-291
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• 2011

Recommendations for older driver-friendly automobile interior design have been determined by taking into account older people's physical and cognitive characteristics. Twenty three older people (aged from 54 to 78) and five younger people (from 20 to 29) performed several tasks in actual driving conditions, in which their reaction times and performance errors were recorded. Some design factors were found to be related to older drivers' visibility and controllability. Several design recommendations were proposed in terms of cluster color and font, display location, and HVAC control type. Proposed recommendations are expected to satisfy a wider range of older drivers as these will facilitate automobile interior designs which are fitter to older drivers' visual, cognitive, and manual capabilities.

• Journal of Korean Society of Industrial and Systems Engineering
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• v.41 no.1
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• pp.70-83
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• 2018

Korea's five leading industries-chemical, automobile, shipbuilding, metal and electronics-have been the growth engines of the Korean economy for the last 30 years. However, with their performance weakening in the past few years, Korea's annual growth rate has dropped to less than 2%. Just as the Japanese economy struggled through the lost decades, Korea's leading industries have been facing signals of arriving at a Strategic Inflection Point ("SIP") since the mid-2000s. The objective of this study is to present an appropriate value strategy for Korean firms in leading industries to gain sustainable competitive advantages. This paper examines the following issues : First, it diagnoses the signs and timing of SIP for the five leading industries. Second, this study examines 78 Korean and Japanese firms in order to understand the adaptation strategies of the highest and lowest performing firms from a value strategy point of view. Third, it empirically analyzes the correlation between the indicators of value strategy and the accounting performances of the Korean and Japanese firms. The data set used in the cluster analysis were collected from KISLINE database of NICE Information Service and annual reports. The findings in the case analyses of high and low performing companies show that high value-added specialty chemical materials and electronic component manufacturers that had a strong focus on value creation were defined as high performing companies. And in the cosmetic and automobile industries, companies with a strong emphasis on value appropriation gained high performance. Furthermore, the study conducted a cluster analysis based on two indicators R&D and advertisement expense. The analysis shows that a significant gap exists in the operating incomes among three groups classified under the value strategy. The study recommends that Korean firms are requested to increase R&D expenditure, conduct M&A and collaborate with companies that own source technologies to narrow the technology gap and improve their segment portfolio from commodity to value-added products.

• Journal of the Economic Geographical Society of Korea
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• v.10 no.2
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• pp.137-152
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• 2007

This paper aims to clarify the types of cities by automobile traffic accidents and to search the characteristics of automobile traffic accidents for each type. Cities by automobile traffic accidents are classified into 4 types. Seoul city belongs to Type A in which 'automobile use and accident type' is closely related. Osan city belongs to Type B where the number of automobile traffic accidents is the greatest. And many satellite cities of Seoul city and metropolitan cities, and cities distributed in Southeastern industrial region belongs to Type C in which automobile accidents are fewer than the national average. Other 57 cities belongs to Type D which there are more automobile accidents than the national average. The cause of traffic accidents for each city type are as follows. In Seoul city the major causes of accidents are no security of safety distance, road patterns of other region, and injury of pedestrians. In Osan city, many single lane road accidents, central line invasion, and traffic accidents of children of under 14 years. And in satellite cities of Seoul city and metropolitan cities, and cities distributed in Southeastern industrial region, the major causes are traffic regulation violation, of under 6m in crossroad accidents, accident of children of under 14 years, and injury of pedestrians. Lastly, in other 57 cities chief causes are traffic regulation violation, wrong methods of passing crossroads, injury of children of under 14 and elderly of over 61 years, and injury of pedestrians.