• Journal of the Korean association of regional geographers
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• v.15 no.2
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• pp.273-281
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• 2009

Kimpo international airport logistics complex had been the most busiest airfreight gateway in Korea during last century but, after the grand open of Incheon international airport in 2001, it had lost its major role as a national airfreight hub facilities. However, owing to its locational advantages in Seoul metropolitan area. Kimpo airport logistics park still acts like an urban logistics distribution center in these days. Caused by the KAC's profit oriented policies, the Kimpo airport logistics park's public function as an urban distribution center might be curtailed in the future. Therefore, several laws and ordinances related to national and regional logistics strategies should be modified to prevent it.

• International Journal of Internet, Broadcasting and Communication
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• v.13 no.4
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• pp.112-120
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• 2021

Recently, the number of consumers using digital online distribution platforms is increasing. This caused the rapid growth of the e-commerce market and increased delivery volume in urban areas. The logistics system, designed ar006Fund the city center to handle the delivery volume, operates a delivery system from the outskirts of the city to the urban area using cargo trucks. This maintains an ecosystem of high-cost and inefficient structures that increase social costs such as road traffic congestion and environmental problems. To solve this problem, research is being conducted worldwide to establish a high-efficiency urban joint logistics system using urban railway facilities and underground space infrastructure existing in existing cities. The joint logistics system begins with linking unmanned delivery automation services that link terminal delivery such as cargo classification and stacking, infrastructure construction that performs cargo transfer function by separating from passengers such as using cargo platform. To this end, it is necessary to apply the device to the vertical and horizontal transportation machine supporting the vertical transfer in the flat space of the joint logistics terminal, which is the base technology for transporting cargo using the transfer robot to the destination designated as a freight-only urban railway vehicle. Therefore, this paper aims to derive holistic viewpoints needs for design requirements for vertical and vertical transportation machines and freight transportation standard containers, which are underground railway logistics transport devices to be constructed by urban logistics ecosystem changes.

• Journal of the Architectural Institute of Korea Planning & Design
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• v.36 no.1
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• pp.37-48
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• 2020

Logistics centers, distribution centers, or warehouse facilities increasingly dominate urban and suburban landscapes, their enormous but blank, repetitive facades completely overshadowing adjacent buildings. Mostly ignored by architects, this new building type symbolically represents the arrival of post-anthropocene, or post-urbicene era of architecture, in which an increasing portion of our built environment will not be intended for human occupancy, but rather for use by machines and artificial intelligence. As a new wave of logistics centers are becoming more automated, and more supersized, it is important to deepen architects' understanding of the organizational logic and programming factors that inform the overall design decisions for these facilities. With a particular focus on three case studies--Coupang, E-Mart, and Amazon Fulfillment Centers, this research examines the current trends in automation and expansion of logistics centers, and offers an analysis and forecast for future facilities in South Korea.

• The Journal of Bigdata
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• v.6 no.1
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• pp.1-12
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• 2021

The rapid growth of mobile-based online shopping and the appearance of untact business initiated by COVID-19 has led to an explosive increase in demand for logistics services such as delivery services. In order to respond to the rapidly growing demand, most logistics and distribution companies are working to improve customer service levels through the establishment of a full-filament center in the city center. However, due to social factors such as high land prices and traffic congestion, it becomes more difficult to establish the logistics facilities in the city center. In this study, it has been proposed the way to choose the candidate locations for the shared distribution centers among the space nearby the tall-gate which can be idle after the smart tolling service is widely extended. In order to evaluate the candidate locations, it has been evaluated the centralities of all candidates using social network analysis (SNA). To understand the result considering the characteristics of centrality, the network structure was regenerated based on the distance and the traveling time, respectively. It is possible to refer the result of evaluation based on the cumulative relative importance to choose the best set of candidates.

• The Journal of Bigdata
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• v.4 no.2
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• pp.159-173
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• 2019

Last-Mile delivery optimization plays a key role in the urban supply chain operation, which is the most expensive and time-consuming and most complicated part of the whole delivery process. The urban consolidation center (UCC) is regarded as a significant asset for supporting customer demand in the last-mile delivery service. It is the key benefit of UCC to improve the load balance of vehicles and to reduce the total traveling distance by finding the better route with the well-organized multi-leg vehicle journey in the urban area. This paper presents the model using multiple scenario analysis integrated with mathematical optimization techniques using Geographic Information System (GIS). The model aims to find the best solution for the distribution network consisted of DC and UCC, which is applied to the case of Ulaanbaatar Mongolia. The proposed methodology integrates two sub-models, location-allocation model and vehicle routing problem. The multiple scenarios devised by selecting locations of UCC are compared considering the general performance and delivery patterns together. It has been adopted to make better decisions the quantitative metrics such as the economic value of capital cost, operating cost, and balance of using available resources. The result of this research may help the manager or public authorities who should design the distribution network for the last mile delivery service optimization using UCC within the urban area.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2013.06a
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• pp.214-215
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• 2013

Current competition among companies than regional, the time constraints, it is globalization, Tilt the efforts of many to be operated by building the efficient distribution system to reduce logistics costs and improve customer service it is reality's there. Therefore, the need for industrial complexes environmentally friendly can be cost competitive companies perform cavitation region's increased. To build the distribution center these logistics system through a joint of freight and appropriate policy is required. In particular, efficient operation through the system construction of industrial complexes in the logistics system is very important in terms of friendly low-cost urban logistics, the environment. Since the traffic volume which is Jipufa and utilization of network is transported by a more appropriate technicians and means suitable operating model can efficiency is improved. However, despite these advantages, research network design has not been actively conducted due to the complexity of the problem. Therefore, in this study, by analyzing the logistics system, and presents the operating model through a simulation and basic settings for the model of the logistics complex based on the analysis result, the construction of infrastructure of logistics industry complex it is intended to present the article.

• Journal of Distribution Science
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• v.18 no.4
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• pp.39-50
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• 2020

Purpose: This paper aimed to study the current locations of post offices to analyze service coverage area for parcel delivery in the Eastern Economics Corridor (EEC), which must be considered in the last mile to extend delivery service for e-commerce growth. Thailand Post was the case study in this paper. Research design, data and methodology: To involve solving the delivery service area under the last mile condition, the authors proposed a network analysis to determine service radius by employing a Geographic Information System (GIS). Furthermore, this paper applied Dijkstra's algorithm as a network analysis tool from GIS for analyzing the last mile service coverage area in a new economics zone. At the same time, the authors suggested an approach as a solution to locate last mile delivery center in EEC. Results: The results of the study pointed out that Thailand Post should consider more last mile delivery centers in EEC to support its express service in urban areas as well as improve the efficiency of service coverage for parcel delivery and create more advantages against competitors. Conclusions: This paper proposes a network analysis to extend the last mile service for parcel delivery by following Dijkstra's algorithm from GIS and a solution approach to add more last mile delivery centers. The results of the research will contribute to boosting customer satisfaction for last mile delivery service and enabling easy accessibility to a service center in EEC.

• Journal of the Korean Regional Science Association
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• v.15 no.2
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• pp.155-187
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• 1999

The East Asian Region has experienced remarkable economic growth and transformation of interurban networking over the past three decades, and urban competiti veness for a networking hub in this region has become a critical issue confronting cities. Competitiveness of the Seoul capital region for a networking hub in Northeast Asia is outstripped by other competing cities in East Asia, notwithstanding its geo-politically and geo-economically advantageous location in this region. In this paper, we aim to appraise the Seoul capital region's competitiveness in terms of logistics distribution, financial function and logistics distribution, financial function and agglomeration of transnational corporations (especially of RHOs and other managerial functions), and to advance the networking strategies of the region for a Northeast Asia hyb. As a result of analysis, we suggest that the Seoul capital region be developed as a Northeast Asian center for regional headquarters or leading global corporations and financial services for being a strategic nodal point in Northeast Asia in the 21st century. A recent survey shows that where to locate an RHQ is influenced by various factors, such as potential market and manufacturing site in the city's hinterland, quality of life, such things as culture, health, safety, education, a well-educated, English-speaking population, reliable air transport, state-of-the-art communications, and an active policy to offer foreign companies generous incentives. The Seoul capital region, which is located at a strategic nodal point advantageous as a springboard for its Northeast Asian hinterland, cannot meet the other conditions mentioned above. To overcome these drawbacks in attracting transnational capital and to create competitiveness as a strategic hub of RHQs in Northeast Asia, it is urgent to initiate a structural reform of the Korean economy, politics, and overall society, to minimize the regulation of FDI, and to provide various incentives for foreign investment. Moreover, we propose the construction of an 'International Business Town' in the Seoul capital region, as a medium to intermediate these strategies and to shape them in a spatial scale. The projected 'International Business Town(IBT)' will be a 'free city' open to international business in which liberal economic activities are guaranteed by special legislation and administration, infrastructures needed for international and improved accessibility to the airport are furnished, and the preference of foreign high-income investors for cultural and living environment are satisfactorily met. IBT is conspicuously differentiated from a raft of other cities' incentives in that it combines deregulation and incentive programs to attract the investment of transnational capital, with a spatial program of offering an urban environment preferred by the high-income investors for cultural and living environment are satisfactorily met. IBT is conspicuously differentiated from a raft of other cities' incentives in that it combines deregulation and incentive programs to attract the investment of transnational capita, with a spatial program of offering an urban environment preferred by the high-income and managerial class. Furthermore, it can be an excellent way of overcoming the xenophobia that has spread among the Korean population by concentrating foreign businesses and their lifestyles in a specific foreign businesses and their lifestyles in a specific zone. In conclusion, 'International Business Town', in line with other legislative and administrative incentive programs, will function as a driving force to make the Seoul capital regional more competitive as a regional business hub in Northeast Asia.

• Journal of Korean Society of Transportation
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• v.32 no.4
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• pp.315-326
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• 2014

This paper analyzes and compares the pedestrian characteristics of 5 urban communities with 2012 Seoul floating population survey data. First of all, differences in total pedestrian volumes and time distribution of the volumes are compared across the 5 urban communities and the effects of pedestrian road properties are investigated. Then, we conduct a regression analysis to find factors influencing pedestrian volume according to the type of urban community and day of week. As results, the urban community had the greatest volume and the volume increased significantly at lunch time. Center bus lane, bus stop, and crosswalk lead to more trips in the urban community, while opposite patterns occurred in the other communities. Less slopes and commercial region areas caused more trips in all communities. Regression analysis results showed that a variety of variables including demographic indices, land use type and pedestrian road properties differently affect pedestrian volumes in individual urban communities. The research can be used as basic data to establish polices for pedestrian environment improvement.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.38 no.2
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• pp.14-30
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• 2020

This study focuses on the fact that pictorial maps in the late Joseon Dynasty were conceptual diagrams with the place names perceived by the people at the time of their production. In this regard, targeting on five pictorial maps, the humanistic landscape characteristics of Pyongyang, which had cultural identities such as a historically old, commercial, and Pungnyu(appreciation for the arts) city, were derived as follows. First, the historic legitimacy of Pyongyang Castle was represented by ritual and religious facilities. They include 'Dangunjeon' and 'Gijagung' related to the nation founder, 'Munmujeong': the remains of Goguryeo, 'Sajikdan' & 'Pyongyanggangdan': the place of the national rites, Hyanggyo and Seowon: education & rite functions, Buddhism and Taoist facilities, 'Yongsindang', 'Sanshindang', and 'Jesindan': folk religion facilities. Gija-related facilities, which became symbols of Pyongyang due to the importance of Small-Sinocentrism and Gija dignity tendency, were distributed throughout Pyongyang Castle though, the facilities related to King Dongmyeong of Goguryeo and the spaces of religion praying for blessings are spread in Bukseong and on the riverside of Daedonggang each. Second, as a Pyongando Province's economic center, Pyongyang's commercial landscape was represented by logistics and transportation facilities. The Daedonggang River, which was in charge of transportation functions, had many decks such as 'Yangmyeongpo', 'Cheongryongpo' and 'Waeseongjin' and bridges, such as 'Yeongjegyo' and 'Gangdonggyo', which connected major transportation routes. The road network was created in Oeseong area to facilitate logistics transportation and management, and many warehouses named after the jurisdiction of Pyongyangbu were distributed near the roads and Provincial Offices of the main gates. In addition, it was characterized by the urban area systematically divided with hierarchical roads, 'Bukjangnim' of willow trees planted on the main entrance roads of Pyongyang Castle, a linear landscape created by 'Simnijangnim' consisting of mixed forests with elm trees. Third, Pungnyu City is realized by the distribution of amusement facilities. The riverside of Daedonggang adjacent to Naeseong exhibits characteristics of artificial landscape such as a canal leading to the inside of the castle, a docking facility with embankments, and a port with cargo ships anchored. However, Bukseong of the natural surroundings had numerous pavilions and platforms such as 'Bubyeongnu', 'Eulmildae', 'Choeseungdae', 'Jebyeokjeong' and engraved letters such as 'Cheongnyubyeok', 'Jangbangho'. 'Osunjeong', 'Byeogwolji', 'Banwolji' near 'Sachang', and 'Aeryeondang', built on the island of a square pond, created waterscape in Naeseong invisible from the Daedonggang, and for practical purposes, ponds and repeated willow vegetation landscape related to Gija were placed in the western rampart of Jungseong. In addition, 'Seonyeondong', a cemetery of Gisaeng, located near by Chilseongmun, was used as poem titles and themes by literary people, contributing to the creation of the Pungnyu image of Pyongyang.