• International Commerce and Information Review
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• v.14 no.2
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• pp.249-269
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• 2012

The focus of our work is to identify and understand the drivers of alliance performance so that businesses can maximize their chances of a successful alliance-an area that has received little attention in empirical modeling. Although both conceptual and applied research on alliances has increased, an empirically tested comprehensive theoretical model that explains alliance performance has yet to be developed. Using five salient perspective, namely market power theory, transaction cost theory, the resource-based view, institutional theory, real option theory, this paper attempts to provide a theoretical rationale linking motives of global alliance networks on firm's capabilities, partner's capabilities, operating structures, and performances of Korean companies. The key contribution of this study is that it paints a picture of what matters in driving alliance performance. Our work shows the complex nature of driving performance and the interplay of firm's capabilities, partner's capabilities, and operating structures for understanding alliance performances. This study has given us a small but significant step forward towards understanding the intricacies of alliance performance. We are now better able to understand the respective roles played by various alliance factors and derive insights that lead to improved alliance performance.

• International Commerce and Information Review
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• v.16 no.2
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• pp.157-183
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• 2014

The aim of this study is to establish a detailed strategic countermeasure for Korean west coast ports(Pyeongtaek Dangjin Port, Incheon Port, and Gwangyang Port) to be developed into core ports in the Pan-Yellow Sea area as the results such as strategic partnership ports analysis through the container volume analysis in Korean ports are comprehensively taken into account between west coast ports and other major ports in the Pan-Yellow Sea area. This study utilized related data which import and export data by Office of Customs Administration and SPIDC by Ministry of Maritime Affairs and Fisheries for analyzing container volume between two ports. Strategic partnership ports were selected based on in-depth analysis on 5 standards such as container volume in 2012, increase rate of trading, occupancy rate, variance rate, and contribution of container volume. As a result of selection strategic partnership port in Pan-Yellow Sea area, Lianyungang, Tianjin, Yantai, Qingdao, Dalian port in Pyeongtaek Dangjin Port, Shidao, Weihai, Qingdao, Tianjin, Dalian port in Incheon, Qingdao, Yantai, Dalian, Lianyungang port in Gwangyang port. Also this study proposed implications of countermeasure to establish strategic partnership ports for each of west coast ports.

• Journal of Digital Convergence
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• v.13 no.5
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• pp.119-127
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• 2015

Although it was very long since companies and organizations have been interested in technological innovation or management innovation and many of them have been investing on innovation in convergence industry environment, they could not take differentiated competency and competitive advantage so that they were fallen behind from market by new trends. This research is aiming at deduction of strategies for corporations to keep continuously differentiated competitiveness and competitive advantage. It suggested open innovation activities as basic independent variables. It added global technological alliance known for Open Innovation Alliances to independent variables too. It suggested platform leadership emerging between open innovation activities and digital ecosystem and 6 encroachment types from disruptive innovation theory as control variables. It suggested dynamic competitive advantage as dependent variable for explaining dynamic properties of environment. It analyzed case from 11 researches of open innovation activities, categorized them and verified the appropriacy of the variables. This research contributes to new direction for derivation of strategies and methodologies by which corporations keep competitive advantage in dynamic convergence environment.

• Journal of the Korean Geographical Society
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• v.28 no.2
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• pp.163-178
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• 1993

The purpose of this paper is to provide a better understanding of the unprecedented reform movement of geographic education in the United States since 1980 and extract some implications from this movement for geographic education in Korea. For the purpose, the history to this movement was reviewed through following three stages. In the first stage(1980~1984: form :HSGP" to :"Guideline"), the voluntary improvement movement appeared at California and the orgni-zational movement began in 1982 such as the Committee on Geography and International Knowledge. The national educational refrom imperatives, presented at "A Nation at Risk", and "Back to Basics" movement provided good opportunities to resurrect geography as a basic subject. For next real resurrection movement, the very important document "Guidelines for Geographic Education" was published at 1984. In the second stage(1985~1989: from "Guide-lines" to "Public"), the "Guideline" gave power-full motives and foci for reconstructiong the contents of geography, especially by the five fundamental themes(Location, Place, Relation-ships within Places, Movement, and Region). Also GENIP as the symbol of unity of all four major geography organization(AAG, NCGE, NGS, AGS) contributed to expanding and stren-gthening geography education. Also Geography Educagtion Program of NGS was a smart and well organized program to improve geographic education through it's a five strategies: Grass-roots organization(Alliances), Teacher education, Pu-blic awareness, Educational materials develo-pment, Targeted outreach to education decision-makers. In the late 1980s, the last focus of movement was the Public awareness and Edua-ction decision-making. In the third stage(1990-present: from "Public" to "Core Subject"), the initiative pendulum swung from geography organization to nation curricu-lum. In this National Curriculum, Geography was approved as a "Core Subject" and The 1994 National Geography Assessment Framework was constructed to assess the outcome of student's education in geography in grades, 4,8, and 12. Some Implications extracted from the process and contents of renaissance movement of geogr-aphic education in the Uinted States since 1980 are as follows. First, It shows the importance of the unity and target assignment among the geography organization. Second, interactive relationship between the academic geography and school geography develops each other. Third, teacher education, including pre-service education, including pre-service education and in-service education, is a key element to improve the quality of geography. And teacher organization is a good clearing house to exchange information for good geography. Forth, the positive and active response to changes in socketies such as globalism and inter-nationalizing, national education policy, and the trend of pedagogy is needed to rejuvenate geo-graphic education. Above all, we need to establish a well organized and powerfull program, sophisticated activities strategies, and long-term implementa-tion plan if we want more and better school geography.

• Journal of the Korea Institute of Information Security & Cryptology
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• v.30 no.3
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• pp.513-525
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• 2020

Until today, the personal information of subjects has been centralized in many companies or institutions. However, in recent days, the paradigm has gradually changed in the direction that subjects control their personal information and persue their self-sovereignty. Globally, individual data sovereignty is strengthened by the European Union's General Data Protection Regulation(GDPR) and the US California Consumer Privacy Act(CCPA). In Korea, a few alliances consist of various companies are creating technology research and service application cases for decentralized ID service model. In this paper, the current decentralized ID service model and its limitations are studied, and a improved decentralized ID service model that can solve them is proposed. The proposed model has a function of securely storing decentralized ID to the third party and a linkage function that can be interoperated even if different decentralized ID services are generated. In addition, a more secure and convenient model by identifying the security threats of the proposed model and deriving the security requirements, is proposed. It is expected that the decentralized ID technology will be applied not only to the proof of people but also to the device ID authentication management of the IoT in the future.

• Korean Security Journal
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• no.61
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• pp.203-234
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• 2019

The damages from security accidents continue to increase as technology leaks from suppliers cause risks to the management of large companies, which are their customers, and their image and reliability to fall. However, the current industrial structure is practically impossible for large companies to form their own businesses and strategic alliances with business partners are essential, but it is changing into an industrial structure where the exchange of information is increased and the dependence of the information system is maximized, as well as legal demands and demands from stakeholders are increasing due to the complexity of the work process and the strengthening of security-related laws. The status of technology protection of small and medium-sized enterprises shows that they are not equipped with a security system due to relatively poor environment and financial difficulties compared to large enterprises, whereas the industrial structure between large and small business partners is indispensable for sharing the IT system, and the security system of large business, which is a customer company, should be improved by considering the fact that it is impossible to maintain security system between large businesses. Thus, the government intends to examine the system for shared growth of small businesses and the model for evaluating the capabilities of various agencies for information protection, and propose measures to introduce the certification system for small business partners.

• Journal of Korean Society of Transportation
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• v.19 no.6
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• pp.75-87
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• 2001

Inter-port competition is fiercer than in the past because of technological evolution in transport systems : the increasing side of containerships implies only a few calls in three or four ports at each end of the trade and the rest of the traffic being served by smaller feederships. It is therefore essential for big ports to be selected as one of these calls by the main shipowners, consortia and alliances to avoid rmarginalisation. In order to compete effectively, many ports have been obliged to modernise and extend considerably its existing ports or to build new port facilities. With the advent of major environmental legislation around the world, however, amenities such as fish and wildlife, clean air and water, access to the waterfront, and view protection took on greater importance. Ports are now being forced to incorporate environmental considerations into their planning and management functions in order to avoid additional costs or timing delays. The aim of this paper is to analyse the port value by which port comparison(or selection) will be made with HFP(Hierarchical Fuzzy Process) method. This was done by extracting and grouping the evaluation factors of port value by port experts : facility and location factor, logistics service factor environment and amenity factor, city and economic factor, and human and system factor. For empirical test of this method, 6 major ports in Northeast Asia were chosen and analysed. The order of importance for five evaluation factors were 1) facility and location factor 2) logistics service factor 3) human and system factor, 4) city and economic factor, and 5) environment and amenity factor. This means that geographical location and logistics services are still being considered as the most important factor to call the port by port users. even though environment and amenity factor shows relatively low figure. Among 6 major ports, Port of Kobe was ranked the first position in a comprehensive evaluation, while Ports of Busan and Kwangyang were 4th and 5th respectively. This implies that Port of Busan should make much efforts to enhance the existing facilities as well as management system.

• Information Systems Review
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• v.5 no.2
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• pp.109-129
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• 2003

This study is intended to examine how strategic nature of the alliaTnce, characteristics of input resource, communication activities will affect the strategic partnership(trust/commitment) and performance in the strategic alliance between internet shopping mall and the third party logistics. The variables affecting the partnership(trust/commitment) between internet shopping mall and the third party logistics produced the result to prove what I intend to suggest in this study, in verifying four hypotheses such as strategic importance, complementation of resource, quality of communication, share of information. It was found that the partnership have a significant positive influences on the performance of strategic alliance. As most of the domestic Internet shopping malls employ the third party logistics strategically, the implications from this study are as following: First, this study attempts to find out factors influencing partnership(trust/commitment) and the performance of strategic alliances. Second, the results that strategic partnership can build up based on the long term thrust and commitment implies operation and management are important during operation of strategic alliance. Third, this study provides the model of determinants of partnership and performance in the strategic alliance for logistics services which is one of the factors consumers in the Internet shopping mall are most sensitively response to, and quantifies the model through the empirical analysis.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.10
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• pp.666-677
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• 2016

This study analyzes determinants of strategic marketing alliances' performance using 'continuous use intention' of consumers in the Korean credit card industry. Specifically, this study aims to provide comprehensive and synthetic understanding of these factors divided into firm- level and consumer- level variables. Thirty alliance cards were chosen randomly. For firm- level data, managers from the thirty selected cards were interviewed concerning their respective firm and alliance operation. For collection of consumer- level data, 610 card holders from these thirty cards were surveyed concerning card benefits, benefits information, brand image, and continuous use intention. The hierarchical linear model (HLM) was employed to analyze this multi-level data, yielding the following results: First, consumers identified three factors that positively influence continuous use intention. Second, with respect to firmlevel factors, alliance partner's marketing capability is not positively related to intention, whereas fit of alliance goal influences consumer's continuous use of card. Third, contrary to expectation, the positive interaction effects between consumer level variables and firm level variables were found to be not present.

• Journal of Korea Port Economic Association
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• v.22 no.3
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• pp.189-207
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• 2006

As the development of Northeast Asian logistics hub becomes one of the national agenda for further development, the sea&Air transport around the Yellow Sea regions has drawn attention of many scholars and government officials. The Sea&air transport is a mode of transportation combining the advantage of high-speed in air transport with the advantage of low-price in sea transport. Hence the sea&air aims at a niche market between air and sea. This paper reviews the possibility of development of the sea&air transport in the aspects of competitiveness over other modes, future demand condition, and the change of the technology and transport environment. The result is that the sea&air is competitive in the aspect of time as well as cost, and sustainable in the aspect of future demand condition. But, it is not stable in the aspect of the conditions of technology or transport demand. Especially, the progress of air transport technology which is aiming at the door-to-door transport among mid- and small- cities, and the rapidly increasing strategic alliances of international airlines with Chinese airlines for the market of China will undermine the stability of the sea&air transport seriously As alternatives, this paper proposes the 3-stage development strategy of sea&air transport. First, at the stage of transshipement, the development of high speed vessels to reduce the time crossing the Yellow Sea and the proactive marketing strategy to induce Chinese-owned products should be emphasized. Second, the value added logistics activity which will secure the demand of the sea&air transport should be developed. Third, demand creation by developing the SCM hub in Incheon is final goal for the logistics hub strategy as well as the sea&air transport.