• Proceedings of the KSR Conference
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• 2004.06a
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• pp.1259-1265
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• 2004

Railway is an important transportation tool for nation's industrial development and public daily life. These days the concern about railway has remarkably been rising due to the April 2004 opening of KTX, Korea High Speed Rail, together with Trans-Continental Railways linking North Korea, China, Russia, through European countries. In the meantime, the issues of train safety and efficiency, arising from the different on-board signaling systems installed on different kinds of trains, have been raised incessantly. In this paper CTCS(Continental Train Control System) is suggested, which can accommodate such various signaling functions as ATP, ATC, ATS, etc. into one single type of on-board signaling system and operate without changing ground signaling systems on the junctions of the Trans-Continental Railways. The development of this CTCS would cause speed-up of exiting lines and possession of railway core solutions for establishing Northeast Asia logistics center bases, which could be an important cornerstone for domestic railway improvements and Korea's role of Northeast Hub.

• Journal of the Korean association of regional geographers
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• v.19 no.2
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• pp.203-222
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• 2013

This study has been implemented under the two purposes. One is to critically explore how married immigrant women had experienced or experience conflicts, differentiation and so on occurred in their relations to family, neighbor, friend, organization and nation. The other is to understand married immigrant women and family through a new perspective based on a relational space of interacting trans-nation, local and nation. The results of the study are summarized as the followings. Firstly, transnational space is produced by international marriage between Korean man and foreign woman and kept (or activated ) by (non) everyday activities of married immigrant women and family. There are remittance, children's rearing and education, visits to mother's house, emotional interactions by phone and computer and so on. Secondly, multi-layered and relational local spaces have been (re)produced by married immigrant women's various activities related to family, neighbor, friend, nation and so on. Thirdly, married immigrant women's relations to nation state or government has been specifically presented (or expressed) through the acquiring of Korean nationality and government's activities of supporting multicultural family. Married immigrant women feel that their national identity between mother's nation and Korea is ambiguous and undecided.

• Convergence Security Journal
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• v.16 no.3_2
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• pp.33-42
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• 2016

While evolving information-oriented society provides a lot of benefits to the human life, new types of threats have been increasing. Particularly, cyber terrorism, happen on the network that is composed of a computer system and information communication network, and the mean and scale of damage has reached a serious level. In other words, it is hard to locate cyber terror since it occurs in the virtual space, not in the real world, so identifying "Who is attacking?" (Non-visibility, non-formulas), or "Where the attack takes place?" (trans-nation) are hard. Hackers, individuals or even a small group of people, who carried out the cyber terror are posing new threats that could intimidate national security and the pace and magnitude of threats keep evolving. Scale and capability of North Korea's cyber terrorism are assessed as world-class level. Recently, North Korea is focusing on strengthen their cyber terrorism force. So improving a response system for cyber terror is a key necessity as North Korea's has emerged as a direct threat to South Korean security. Therefore, Korea has to redeem both legal and institutional systems immediately to perform as a unified control tower for preemptive response to cyber terrors arise from North Korea and neighboring countries.

• Asian review of World Histories
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• v.1 no.2
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• pp.227-263
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• 2013

Examining the patterns of evolution of interstate systems in Asia, this article argues that the relationship of state-builders to nomads stood in much of continental Asia stood in sharp contrast to the relationships between rulers and mercantile-financial elites in Europe. Due to the productivity of wet-rice economies, continental Asian rulers were not dependent on merchants and bankers to raise armies to wage war or suppress rebellions unlike their European counterparts. Hence they had no need to grant bankers and merchants concessions, especially monopolies which is how large volumes of capital are accumulated. Geographic conditions however meant that while the lack of internal frontiers meant that large continental-sized states could be created in China, this was not possible in the Indian subcontinent where a more chequered equilibrium where nomads enjoyed a military advantage in arid and semi-arid tracts meant that trans-subcontinental polities enjoyed only a fleeting existence. In mainland southeast Asia, where dense forests and a difficult terrain insulated the region from nomadic conquests, a third variant of interstate relations emerged.

• Journal of the Korean Society of Marine Environment & Safety
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• v.18 no.4
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• pp.345-351
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• 2012

The major trade area of the South Korea is divided into Asia, America and Europe. Generally, marine transportation is the main method of mass cargo transportation, but unlike others, rail transportation is available in the Europe area. Also, as a result of China's growth, South Korea's position as northeast Asia logistics hub has weakened. That is the reason why we need to pay attention to rail transportation, an alternative competitive structure. In accordance with this background, this study focuses on analyzing economic feasibility comparing transportation routes to Europe using Trans-Korea Railway and Trans-Siberia Railway. Factors of analysis are transportation distance, period, cost and additional cost As the result, considering economic feasibility, TKR-TSR route(Route1) is the best transportation approach for six routes. Therefore, using TKR-TSR railway will be the best way to increase nation's competitiveness, in response to Russia government's far-east development strategy.

• Atmosphere
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• v.15 no.4
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• pp.213-227
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• 2005

The global mean surface temperature has already increased by $0.6{\pm}0.2^{\circ}C$ over the last century, and warming in Korea is approximately twice as large as the global average. The Intergovernmental Panel on Climate Change (IPCC) has concluded that the majority of warming over the past 50 years could be attributed to human activities (IPCC, 2001a). In addition, the global surface temperature is expected to increase by 1.4 to $5.8^{\circ}C$ depending on the greenhouse gas emission scenarios during the $21^{st}$ century.Climate change resulting from increased greenhouse gas concentrations has the potential to harm societies and ecosystems. Reductions in emissions of greenhouse gases and their concentration in the atmosphere will reduce the degree and likelihood of significant adverse conditions due to the anticipated climate change. Mitigation policy has generally been the primary focus of public attention and policy efforts on climate change. However, some degree of climate change is inevitable due to the combination of continued increases in emissions and the inertia of the global climate system. Adaptation actions and strategies are needed for a complementary approach to mitigation. The United Nations Framework Convention on Climate Change (UNFCCC) currently addresses vulnerability and adaptation in the context of climate change negotiations and in future adaptation may be an important element of work under the Kyoto Protocol. There are several on-going programs to develop effective adaptation strategies and their implementation. But in general, many other countries are still on an initiating stage. The climate change science programs of the United States, Japan, England, and Germany are initiated to understand the current status of climate change science and adaptation researches in the developed countries. In this study, we propose the improvement on systems in policy and research aspects to effectively perform the necessary functions for development of nation-wide adaptation measures and their implementation. In policy aspect, the Korean Panel on Climate Change (KPCC) is introduced as a coordinating mechanism between government organizations related with climate change science, impact assessment and adaptation. Also in research aspect, there is a strong consensus on the need for construction of a national network on climate change research as trans-disciplinary research network.

• Journal of International Area Studies (JIAS)
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• v.14 no.4
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• pp.27-52
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• 2011

The regions of Central Asia have each acquired an elevated strategic importance in the new security paradigm of post-September 1lth. Comprised of five states, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan and Uzbekistan, Central Asia's newly enhanced strategic importance stems from several other factors, ranging from trans-national threats posed by Islamic extremism, drug production and trafficking, to the geopolitical threats inherent in the region's location as a crossroads between Russia, Southwest Asia and China. Although the U.S. military presence in the region began before September 11th, the region became an important platform for the projection of U.S. military power against the Taliban in neighboring Afghanistan. The analysis goes on to warn that 'with US troops already in place to varying extents in Central Asian states, it becomes particularly important to understand the faultlines, geography, and other challenges this part of the world presents'. The Kyrgyz military remains an embryonic force with a weak chain of command, the ground force built to Cold War standards, and an almost total lack of air capabilities. Training, discipline and desertion - at over 10 per cent, the highest among the Central Asian republics - continue to present major problems for the creation of combat-effective armed forces. Kyrgyzstan has a declared policy of national defence and independence without the use of non-conventional weapons. Kyrgyzstan participates in the regional security structures, such as the Collective Security Treaty Organisation (CSTO) and the Shanghai Co-operation Organisation (SCO) but, in security matters at least, it is dependent upon Russian support. The armed forces are poorly trained and ill-equipped to fulfil an effective counter-insurgency or counter-terrorist role. The task of rebuilding is much bigger, and so are the stakes - the integrity and sovereignty of the Kyrgyz state. Only democratization, the fight against corruption, reforms in the military and educational sectors and strategic initiatives promoting internal economic integration and national cohesion hold the key to Kyrgyzstan's lasting future

• Analyses & Alternatives
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• v.6 no.1
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• pp.163-194
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• 2022

A transboundary environmental problem refers to an environmental problem that goes beyond a country's territory and damages neighboring countries. It is a difficult problem because, basically, it is a natural, rather than intentional, effect, and it is extremely hard to make a scientific consensus on the cause-effect relations between upstream and downstream nations. Air pollution, especially PM 2.5 and PM 10, is one of the typical cases of transboundary environmental problems in the Northeast Asia. This paper analyzes the constraints of environmental cooperation between China and South Korea to address transboundary air pollution issue. It argues that lack of trust and ideological hostility, rather than, scientific uncertainty, is the biggest obstacle for effective cooperation, and these hostile discourses and ideas are mostly generated by media in the downstream nation, the South Korea. In order to identify how South Korean media frames this issue, this paper searched newspaper articles in the six representative South Korean newspapers during the period of 2014 and 2020, and analyzed about 2,000 articles selected. It finds that South Korean media has framed the transboundary air pollution as a China bashing and related domestic political cleavage issue, while it neglects to show the cooperation attempts that the two countries have made to date. Also, while the media focuses on China hate frame, it has never reported the Chinese government's domestic policies to reduce air pollution and their results. Media's overuse of hate and blame frames not only has disrupted trust building but also it will delay a possible turning point of environmental cooperation between the two countries in the future.

• Journal of Korean Society of Transportation
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• v.24 no.2 s.88
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• pp.65-78
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• 2006

This paper investigates the cost structure ot the Korea and Japan railroad industry with respect to density, scale and scope economies as well as productivity growth rate using a generalized trans)og multiproduct cost function model. The paper then assumes that the Korea and Japan railway companies pi·educe three outputs (incumbent railway passenger-kilometers. Shinkansen passenger-kilometers, ton-kilometers of freight) using four input factors (labor, fuel, maintenance, rolling stock and capital). The specified cost function includes foul other independent variables: track lengths to reflect network effects, two dummies to reflect nation and ownership effects, and time trend as a proxy for technical change. The simultaneous equation system consisting of a cost function and three input share equations is estimated with the Zellner's iterative seemingly unrelated regression. The unbalanced panel data used in the paper, a total of 154 observations. are collected from the annual records of the Korea National Railroad (KNR) for the yews $1977{\sim}2003$, Japan National Railways (JNR) for the years $1977{\sim}1984$. seven Japan Railways (JR's) for the years $1987{\sim}2003$. The findings show that the Korean and Japanese railways exhibit product-specific and overall economies of density but product-specific diseconomies of scale with respect to incumbent railway passenger-kilometers, Shinkansen-kilometers and ton-kilometers. However, the railways experience mild overall economies of scale which result from economies of scope associated with the joint production of incumbent railway/Shinkansen and feight, freight/incumbent railway and Shinkansen except Shinkansen/incumbent railway and freight. In addition, the economies of density and scale in the KNR, JR east, JR central, and JR west companies at the point of the years $1990{\sim}2003$ average is generally analogous to the above results at the point of sample average. There also appear to be economies of ssope associated with the joint Production of the incumbent railway and Shinkansen in JR central but diseconomies of scope in JR East and JR West. The findings also indicate that the productivity growth rate of the privately-owned JR's is larger than that of the government-owned KNR.