• Journal of the Architectural Institute of Korea Planning & Design
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• v.34 no.4
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• pp.133-140
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• 2018

This study is change of the street space of the port city of Yokohama and the transformation process of the canal. modern port city Yokohama is a region that was responsible for the development of East-West maritime transport routes in Japan in the 17th century and the inland transportation through fishing villages and ports. it has also grown rapidly as a regional port and new port. In particular, through the revitalization of trade between foreign settlements and Japanese residents in the port area, the existing fishing area became a modern port city space. Yokohama went through the following process and grew into a modern port city. The construction of the port harbor and the maintenance of existing logistics functions, the formation of the central horizontal axis through maintenance of the fishing village, the construction of the logistics movement route to the inland area through the construction of the canal, the expansion of the horizon for fire prevention and fire restoration, The formation of a new settlement space according to the movement, the transformation of the existing religious axis by the combination of the elaboration and the introduction of modern transportation, and the spatial connection between the inland cities.

• Journal of the Architectural Institute of Korea Planning & Design
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• v.35 no.1
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• pp.63-72
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• 2019

The purpose of this study is that investigated the characteristics of integral planning related factors using the history and culture of Mojiko. It is a small city that has been urbanized after the opening of the port for logistics transportation in the modern period of Japan. As the function of the logistics city, which is the factor of the expansion of the town, declined, Mojiko applied the retro concept to the harbor which has lost its popularity due to the regional characteristics of the city to increase and revitalize local visits. Mojiko has steadily promoted the retro style of landscape and town development over 30 years, focusing on 18 Historical buildings and modern infrastructure. We analyzed characteristics of integrated urban planning include the regulation, landscape institution. Moreover, we suggest the result of the designation process of a core scenery maintenance district and the components of the plan after the designation analysis and provide essential data for revitalizing the field based on the historic city for the cultural establishment and beautiful town in the future. And deliver vital data to reviving the area based on the historical city culture establishment and beautiful town in the future.

• International Journal of Computer Science & Network Security
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• v.21 no.7
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• pp.87-92
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• 2021

Analysis of current state of construction industry functioning in Ukraine allows us to identify a number of problems having negative impact on sustainable development of construction industry, especially in terms of its organization. Therefore, it is absolutely essential to study existing methods of organization system supplying construction sites with necessary material resources. Companies can develop their own logistics departments, which independently solve logistics issues related to transportation organization and management, accounting and inventory management, acquisition and warehousing, intercommunication (ability to obtain both final and intermediate information during transporting materials). Using a complex of methods is substantiated: the hierarchy analysis method (Saati's method), the network method, the defect elimination algorithm DEA, the transportation problem that finds optimal problem solutions for construction sector with the purpose of rational supplying uninterrupted construction with building resources in the designed model "provider-transportation-costs".

• International journal of advanced smart convergence
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• v.11 no.2
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• pp.153-162
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• 2022

The impact of the information technology industry on economic development is becoming increasingly important. In this study, we take China's provincial-level regions from 2015 to 2020 as the research object, comprehensively evaluates the level of their information technology systems by the entropy weight method, and then measures the coupling coordination relationship between the information technology system and the economic development system by the coupling coordination degree model. As a result, we found that the income of the information technology industry, the investment of talents and science research have the most important influence on the level of the information technology system. During the research period, with increasing values, the coupling degree of the two systems was at a high level. Affected by development strategies, diffusion effects and industrial relocation, the coupling degree in the central and western regions has shown a rapid growth trend. The coordination degree of the two systems is relatively low, and 83.9% of the provinces are in the medium-low coordination stage. The information technology industry has obviously promoted economic development. Besides, relevant policies should be introduced to effectively support and guide the high-quality development of the information technology industry and promote the high-level coordinated development of the two systems.

• Journal of Distribution Science
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• v.18 no.5
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• pp.89-98
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• 2020

Purpose: The growth of online commerce is now becoming a major threat and a new opportunity for retailers. Existing offline retailers struggle to cope with new online retailers' threats by utilizing offline infrastructure. Besides, online retailers expand their online strengths to offline sales by opening their offline stores. Many retailers are paying close attention to the O2O business and the resulting changes. Thus, this research focuses on the O2O business model and process that retailers can adopt. Research design, data and methodology: Considering the features of products that retailers sell, this paper divides O2O business process with the following criteria: delivery lead-time and delivery area. And This research uses the business model canvas to define the features of O2O commerce business process. This paper also uses nine key elements in the business model canvas for analyzing the structure of O2O commerce business. Results: This paper suggests the delivery model of retailers respond to offline customer orders and summarizes the following results. (1) Considering characteristics such as logistics process, delivery area, and product type, we define the features of O2O business models: wide-area (warehouse) based O2O business model, regional area (store) based O2O business model and time-separated O2O business model. (2) This study checks the availability of the business model through the business cases of O2O business models. (3) This study also analyzes the O2O business model of domestic retail companies by the factors defined in the business model canvas. Conclusions: Retailers can adopt the O2O business process to fit their business requirements and strategy. The online retailers who deal with normal consumer products mainly have the wide-area based O2O business model. The wide-area based O2O business model can be suitable for retailers who manage inventory centrally. The time-separated O2O business model can be a good solution for fresh food retailers to operate the logistics process efficiently. And to shorten the delivery lead-time of fresh foods, the regional area based O2O business model can be fit to the retailer that utilizes its offline logistics or sales infrastructure. It may be much more important for retailers to share the inventory information with other branches and to change the role of offline stores.

• 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.

• Strategy21
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• s.37
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• pp.104-143
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• 2015

China's new grand strategy, the "One Belt, One Road Initiative" (also Belt Road Initiative, or BRI) has two primary components: Chinese President Xi Jinping announced the "Silk Road Economic Belt" in September 2013 during a visit to Kazakhstan, and the "21^st Century Maritime Silk Route Economic Belt" in a speech to the Indonesian parliament the following month. The BRI is intended to supply China with energy and new markets, and also to integrate the countries of Central Asia, the Association of Southeast Asia Nations (ASEAN), and the Indian Ocean Region - though not Northeast Asia - into the "Chinese Dream". The project will be supported by the Asian Infrastructure Investment Bank (AIIB), due to open in 2016 with 57 founding members from all around the world, and China has already promised US$ 50 billion in seed funding. China's vision includes networks of energy pipelines, railways, sea port facilities and logistics hubs; these will have obvious commercial benefits, but also huge geopolitical significance. China seems to have two distinct aims: externally, to restore its historical sphere of influence; and internally, to cope with income inequalities by creating middle-class jobs through enhanced trade and the broader development of its economy. In South Korea, opinion on the BRI is sharply polarized. Economic and industrial interests, including Korea Railroad Corporation (KORAIL), support South Korean involvement in the BRI and closer economic interactions with China. They see how the BRI fits nicely with President Park Geun-hye's Eurasia Initiative, and anticipate significant commercial benefits for South Korea from better connections to energy-rich Russia and the consumer markets of Europe and Central Asia. They welcome the prospect of reduced trade barriers between China and South Korea, and of improved transport infrastructure, and perceive the political risks as manageable. But some ardently pro-US pundits worry that the political risks of the BRI are too high. They cast doubt on the feasibility of implementing the BRI, and warn that although it has been portrayed primarily in economic terms, it actually reveals a crucial Chinese geopolitical strategy. They are fearful of China's growing regional dominance, and worried that the BRI is ultimately a means to supplant the prevailing US-led regional security structure and restore the Middle Kingdom order, with China as the only power that matters in the region. According to this view, once China has complete control of the regional logistics hubs and sea ports, this will severely limit the autonomy of China's neighbors, including South Korea, who will have to toe the Chinese line, both economically and politically, or risk their own peace and prosperity.

• Journal of Navigation and Port Research
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• v.31 no.3 s.119
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• pp.165-172
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• 2007

Logistics needs in Asia are surprisingly increasing due to rapid growth of China in Northeast Asia We are endeavoring to make an economic block in opposition to NAFTA and EU by economic revival, political stability, and easing of exclusive parts between countries as increasing of traffic infra such as asian highway, transcontinental railway in the region of Northeast Asia and as considering diversification of transportation mode. Now, Busan is not a final terminal of this business, and it is not a concreted level in considering an undersea tunnel between Korea and Japan as effort to extend to Japan. Therefore, this study performed an effect analysis which be affected to Northeast Asia and Korea in future by analysis and comparison of a cost and time required of marine transportation and railway before and after construction through course analysis and summary of discussed content until now for undersea tunnel between Korea and Japan. This result expects as a accelerative play for study cf undersea tunnel between Korea and Japan in future. In this result, we estimate that it is an effective things in a cost and time required if undersea tunnel between Korea and Japan is constructed, and we simply searched for theirs effects in the aspects of Northeast Asia, national balanced development, regional economic in Busan, and marine logistics.

• Management & Information Systems Review
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• v.12
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• pp.203-226
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• 2003

These days the surroundings around harbours are rapidly changing. Particularly in the age of Pacific Rim it is rather clear that the competition among the harbours in Northeast Asia region where are so many of worldwidely famous harbours might be intense. From 1980s on the industrialization and urbanization in the area of Kwang Yand-Bay, thanks to the regional development program, have been speedily under way. And in the year of 1987 the 1st development program of Kwang Yang-Bay container quay was started and is scheduled to be completed by the end of 1997. As the completion of the program it is expected that in 1998 the newly-opening Kwang Yang-Bay container quay on one hand will play a role in relieving the awaiting-time of vessels in Pusan Port, and on the other hand it will contribute to the balanced development of the country. In this context this thesis conducted Its study on the effect of the specification and facilities of a harbour, and especially on the effect on the regional economy resulted by the development & developmental static of Kwang Yang-Bay container quay. And progressively in the thesis the plan to provide Kwang Yang-Bay container quay with competitiveness was suggested.

• Proceedings of the Korean Society of Near Infrared Spectroscopy Conference
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• 2001.06a
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• pp.1268-1268
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• 2001

The availability of in vivo and in sacco degradability values are limited because those methods require work with fistulated animals and are rather complicated, labour intensive and expensive. That is to say, the dynamics and logistics of the methodology result in considerable work, due to limitations on the amount of samples, number of bags that can be placed in an animal and different time intervals to perform kinetic studies. Therefore, a simpler method is necessary to estimate the degradation characteristics of the feed. In this way, near infrared reflectance spectroscopy has been used to predict degradation characteristics of forages. In other hand, the possibility of achieving successful transfer of spectra and equations between instruments is closely related. The objective of this study was to confirm the potential of NIR to optimize work conditions to avoid duplicated efforts in collaborative trials on animal feeds evaluation between research institutions. For this purpose, one set with forty hays and dehydrated forages samples from SERIDA and ten samples with the same characteristics from SIA, were be used to create a spectral database. A calibration was developed using samples from degradation essays made in SERIDA to predict dry matter and crude protein degradability. With the addition of five samples from SIA in original calibration set, the effect of different origin and location was compensated.