• Journal of the Korean association of regional geographers
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• v.13 no.6
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• pp.695-711
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• 2007

Research on intercountry adoption was strongly needed in Korea; however, there were only a few research in geography on the United States. It is hard to find the geographical research on Korea-born adoptees in Europe. This research analyzed spatial distribution of Korea-born adoptees in Europe where adopted the largest number of Koreans after the United States. Since 1956 when Korea-born children were first adopted in Norway, the number of adoptees had increased rapidly until 1978. In the early 1970s, Korean children had adopted more in Europe than the Unites States. Even though the number of intercountry adoptees temporarily decreased after the Seoul Olympic in 1988, Korean children have been still adopted at a settled numbers. In the beginning period (1956$\sim$70) of adoption in Europe, the Korean war orphans and abandoned children were adopted by Sweden, Norway and Belgium. In the second period (1971$\sim$90), the number of Korean adoptees were social orphans as a result of rapid industrialization. The number of adoptees increased rapidly and their destination extended into ten countries including the Western Europe such as France, Germany, Italy and United Kingdom. In the third period after 1991, the adoptees were mainly from unmarried mothers. The number of adoptees decreased as the result of that the Korean government attempted to reduce the intercountry adoption and to increase the domestic adoption. Their destination reduced into Northern European countries, France and Luxemburg. Those countries kept adopting settled number of Korean children. Female Korean adoptees used to outnumber male Korean adoptees; however the sex ratio was reversed recently. The age of adoptees became to lower, so most of Korea-born adoptees were under one-year old.

• Journal of the Korean Geographical Society
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• v.33 no.3
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• pp.395-409
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• 1998

The purpose of this paper is to determine the atmospheric conditions in whih urban areas affect the precipitation processes and to evaluate whether certain weather types show more apparent urban effect on precipitation modification over five cities in the southem United States. Each heavy rainstorm is classified into one of three synoptic weather types (frontal storm, airmass storm or tropical disturbance storm). Heavy rainstorm day is defined as day producing rainfall totals that equal o exceed 2 inches (50.08 mm). Houston, Dallass and San Antonio show possible urban effects on rainfall totals and frequencies of heavy rainstorms by airmass storm type while New Orleans and Memphis do not reveal any distinct precipitation enhancements through the synoptic analysis. The results of TSA (Trend Surface Analysis) show that frontal and tropical disturbance storm types have stronger climatic gradients than airmass types and the patterns of rainfall totals have stronger trends than those of rainfall frequencies for the five cities. The results suggest that airmass type events may well reveal possible precipitation enhancements due to urban effects since they are less influenced by a strong climate gradient and they provide favorable conditions for development of urban heat islands. Residual analysis confirms that rainfall totals and frequencies of heavy rainstorms by airmass storm type have positive residuals over the city or the major effect area.

• Journal of the Korean Geographical Society
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• v.43 no.3
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• pp.358-374
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• 2008

This study examines whether and how ages of child affect accessibility experiences of women and men differently. Space-time accessibility measures based on Time-geographic framework with activity-travel diary datasets in Portland Metro, US were calculated using GIS-based geocomputation, and spatial-temporal patterns of accessibility of dual-earner couples by ages of their youngest child were compared. The results are as follows. (1) Although more women than men work part-time, which would render women more spatial-temporal autonomy, accessibility levels of women are not higher than men's. It implies that there exists another constraint placed on women which largely stems from gender inequality. (2) It is distinctively women with child under age 6 of which accessibility spaces are found to be restricted doser to home compared to men. Women with no child or with child aged over 6, however, show more or less similar spatial-temporal patterns of accessibility with men's which are quite unvarying regardless of parental status and their child age. Women's accessibility experiences characterized by spatial-temporal entrapment, thus, can be seen as problems associated with gender rather than sex. (3) Intensified spatial-temporal entrapment of women with young child are associated with the significant spatial pegs shaping their accessibility spaces, which are located much closer to home compared to men's: workplaces and child's daycare centers.

• Journal of the Economic Geographical Society of Korea
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• v.9 no.2
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• pp.243-260
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• 2006

The continuing enlargement, deepening integration of EU and penetration of extra-EU enterprise into EU market are forming a new geographical restructure of the production system. In this paper, I analyse the changing geography of the EU automotive production system. The globalization and regionalisation of production activity intensify a competition among the enterprise. The European automotive production system changes to a platform system and a modular system for a diminution of productive costs, a development of various products and a frequent innovation of products. The European automotive enterprise is restructuring geographically the production functions and products in order to promote efficiency on a new production system, enlarged production space and intensified economic integration. The European automotive industry tends to a spatial specialization and agglomeration according to the locational factors of production functions and products and the locational condition of regions. This intensifies the geographical hierarchic structure of production activity between the core and the periphery.

• Journal of the Korean Geographical Society
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• v.24
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• pp.1-18
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• 1981

본 연구는 미국에서 boat공업의 중심지 중의 하나인 Seattle의 boat 공업의 입지와 그 변화를 고찰하므로서 소기업의 입지를 구명하려고 하였다. 본 연구에서는 먼저 Seattle에서 소규모 boat제조업체가 가장 많이 집중한 Washington호와 Shilshole 만간의 운하지역을 연구지역으로 선정하려 이 지역내에 입지하고 있는 boat 제조업체의 기업주와 interview한 결과를 기본자료로 이용하였다. 이상에서 얻어진 결과는 다음과 같았다. 연구지역의 소규모 boat 공업은 boat제조에 흥미와 능력을 가진 기업가들이 boat 공업에 유리한 Seattle의 환경의 영향을 받아 그들의 기업을 그들의 오랜 거주 지역에서 시작하므로서 발생하게 되었다. 그러나 담수를 지향하는 이 공업의 입지상의 특색, 원료공급처와 제품판매처의 위치, 주위의 지형 그리고 지방정부의 정책에 기인하여 이 공업은 Chittenden Locks와 Portage 만간의 운하지역에 그 입지가 국한되었다. 다시 이 지역내에서는 주위의 지형과 토지이용, 기업의 재정적인 능력 때문에 이 운하지역에 연해있는 기존공장 혹은 건물을 이용하여 입지하게 되었다. 입지후에 이 공업은 원료공급처와 제품판매처와의 강한 linkage를 형성하고 있다. 더구나 원료공급처의 희소성에 기인한 공간적 독점과 소비자 및 제품의 특성 때문에 연구지역의 대부분의 소규모 boat 제조업체는 바로 근처에 있는 원료공급처 및 소비자와 긴밀한 contact를 하고 있고 이러한 contact를 통하여 그들의 입지를 존속시키고 있다. 한편 Seattle 이 가지고 있는 boat 공업에 유리한 기업환경의 덕택으로 이들 소규모 boat 제조업체들은 수요의 계절적인 변동에서 초래되는 노동력의 공급 때문에 곤란을 받을 뿐 장기적인 불황에 직면한 적은 없다. 이리하여 이들 업체들은 이러한 계절적인 변동에 대처하기 위해 생산 input 의 조절, 주위의 기존공장이나 건물의 병합을 통한 연속적인 확장 혹은 그들의 action space 내에 있는 기존공장이나 건물을 이용한 이동등과 같은 입지변화를 보여왔을 뿐이다. 이리하여 연구지역의 소규모 boat공업은 Seattle의 경제 system 내의 주요 subsystem의 하나로서 활발히 움직이고 있다. 그러나 만약 기업의 외부환경에서 초래되는 stress, 즉 주민의 소득저하, 타 recreation 산업이 쇠퇴하게 되면 이 공업 또한 쇠퇴될 것이다. 요컨대 담수 지향성과 관련된 입지상의 특색을 제외하고는 연구지역의 소규모 boat 공업은 타 소규모 공업과 동일한 입지상의 특색을 가지고 있다.

• Journal of the Korean association of regional geographers
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• v.22 no.3
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• pp.599-614
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• 2016

Urban centers have been recognized as problem regions so far. However, urban centers of metropolises take a new aspect in recent years as much as the negative influence of gentrification becomes a social issue. This paper analyzes the declining trend of urban centers in six metropolises - Seoul, Busan, Daegu, Incheon, Gwangju and Daejun from 1995 to 2010. As results of analysis, it is identified that the urban centers' shrinkage got moderated recently in the metropolises, even though their resurgence is not evident. Especially it is difficult to say longer that Jongro-Gu and Jung-Gu of Seoul are declining urban centers. Easing shrinkage is most outstanding in Jung-Gu, Daegu among local metropolises. Nevertheless, a serious obstacle such as high price of housing is in the process of obvious resurgence of urban center differently from the United States, Europe and Japan.

• Journal of the Korean Geographical Society
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• v.36 no.3
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• pp.278-291
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• 2001

This paper is to build a spatial decision support system designed to solve problems relevant to the decision-making for retail center locations. For construction of the system this paper discusses the primary procedures of spatial modeling and issues of data, which are required for integrating spatial interaction models to GIS having capability of managing, analyzing and visualizing spatial data sets. Lexington, Kentucky, is selected as a case study to implement the spatial decision support system based on the spatial modeling module. This system for retail center locations is useful of estimating the catchment areas more accurately and analyzing resultant flow patterns. And this system can make spatial analysis efficiently for what-if scenarios such as an intended retail center or changing demand. The benefits of adopting this system allow the decision makers to plan the investment strategies and search for stable market structure.

• Journal of the Economic Geographical Society of Korea
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• v.19 no.3
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• pp.491-511
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• 2016

This paper attempts to understand the nature and dynamics of global value chains in the auto industry using the OECD TiVA 2015 edition on the bilateral foreign value added in exports over the period 1995-2011 and employing the techniques of social network analysis such as the computation of network measures and visualization of value added trade flows. It is shown that there has been a tendency towards increasing production fragmentation both within and across regions. The automotive value-added network is found to have small-world properties with a hierarchical, clustered and dense structure. The differences among the US, Germany and China as major suppliers of foreign value added in global automotive value chains are remarkably revealed. Although the fragmentation of production has been developed on a global scale, a dichotomous tension between center and periphery and domestic and foreign capital lies behind it.

• Journal of the Economic Geographical Society of Korea
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• v.19 no.4
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• pp.583-596
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• 2016

Since the 1970s, advanced industrial economies have been suffering from rapid de-industrialization. While the impacts were more serious in the areas specialized in heavy industries, these old industrial areas are struggling with problems of high unemployment, environmental contamination and destruction of urban landscape. To tackle such problems and rebuild urban economies, some authors, such as Richard Florida and Charles Lanrdry, have suggested a new economy centered on "creativity." Adopting this suggestion, many countries have been attempting to create creative cities. Authors of this paper individually conducted a case study research on a few selected cities of England, France, Australia, Japan and Korea. This paper synthesizes the results of such research to compare and analyse the processes and mechanisms contributed to developing the creative cities in each country and draw theoretical and policy implications from the individual research.

• Journal of the Korean association of regional geographers
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• v.16 no.5
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• pp.549-558
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• 2010

This study is to investigate the relative impacts of urban growth boundaries(UGBs) on metropolitan growth patterns in the United States over a period of time. Through statistical analyses, we evaluate the extent to which UGBs affect the density of residential development in metropolitan areas with UGBs. We also attempt to understand the overall impact of UGBs and the importance of UGBs relative to other determinants of urban growth patterns. Our works found that urban growth patterns differ significantly between cities with UGBs and cities without. UGBs have significant causal effect on urban housing and population densities, but are relatively less important than other factors. This implies that there are factors affecting the variation for which the given data cannot account. Despite the limitations of the data, the findings of this analysis suggest that UGBs have some positive effects on curbing urban sprawl.