The respective delivering vehicle loaded with the own cargo moves into the respective delivery area. At the base, the delivery points D1 and D2 ,for example, have the same starting point but the destination is different. The average delivering time of the delivery vehicle is mostly more than 8 hours a day. Therefore, the efficiency of delivery is generally low. In this study, the deliveries will be forwarded from a base station to a delivery point where cross docking will be applied to a single vehicle, and will be distributed from the cross docking point through cross docking. If the distribution is implemented, one vehicle will not have to be operated from the base to the cross docking point. In that case, logistics cost will be reasonably saved by the reduction of transportation cost and labor time. If one vehicle only runs from the base to the cross docking point, each vehicle will be operated in two shifts, and the vehicle operation can be efficiently implemented. This research model is based on the assumption that the 3 types of ratios between the traffic volume of the vehicles starting at the base and the vehicles waiting at the cross docking point are set to the first ratio of 30% to 70%, the second ratio of 50% to 50% and the final ratio of 70% to 30%. As a result of the study, The delivery time€in the cross docking point is much higher than that in present on the condition that the cargo volume in the D2 area is more than 50%. Likewise, the delivery time is slightly higher€on the condition that€the cargo volume€is less than 50%. Time is reduced in terms of 50% model like AS-IS model.

As supply chains are globalized, multinational companies are trying to optimize distribution networks using a hub and spoke structure. In this hub and spoke network structure, multinational companies locate regional distribution centers at hub airports, which serve demands in their corresponding regions. Especially when customers put higher priority on the service lead-time, hinterlands of international hub airports become ideal candidate locations for the regional hub distribution centers. By utilizing excellent airport and logistics services from hub airports, regional distribution centers in the hub airports can match supply with demand efficiently. In addition, regional hub distribution centers may increase air cargo volume of each airport, which is helpful in the current extremely competitive airport industry. In this paper, we classified locational preferences into three primary categories including demand, service and risk and applied the analytic hierarchy process methodology to prioritize factors of locational preferences. Primary preference factors include secondary factors. Demand factor contains access to current and prospect markets. Service factor comprises airport and logistics perspectives. Service factor in terms of airport operations includes secondary factors such as airport service and connectivity. Service factor in terms of logistics operations contains infrastructure and logistics operations efficiency. Risk factor consists of country and business risks. We also evaluated competitiveness of Asian hub airports in terms of candidate location for regional hub distribution centers. The candidate hub airports include Singapore, Hong Kong, Shanghai, Narita and Incheon. Based on the analytic hierarchy process analysis, we derived strategic implications for hub airports to attract multinational companies’ regional hub distribution centers.

본 연구에서는 중국의 동북진흥전략, 특히 '5점 1선 연해경제벨트' 전략과 ‘창지투 개발·개방 선도구’ 전략에 따른 “중국의 신 비즈니스 거점화 전략”을 동북지역의 투자환경 평가를 통해 그 가능성 살펴보았다. 연구결과 동북 3성은 러시아, 몽골, 한반도와 국경을 맞대고 있는 입지조건(Location advantage)를 바탕으로 교통․물류의 중심지로 빠르게 부상하고 있는 만큼 동북아 경제협력의 허브(Hub)로서 역할 잠재력이 큰 것으로 평가되고 있다. 첫째, 오는 2020년까지 대련이 동북아국제항운센터와 국제물류센터로 건설될 경우 '5점 1선' 연해경제벨트는 국제경쟁력을 갖춘 臨港 산업글러스터로 부상할 것이기 때문이다. 둘째, ‘창지투 개발·개방 선도구’ 전략은 두만강 개발계획(TRADP)과 연계되는 만큼 두만강지역 배후권역(러시아의 동시베리아 및 극동지역, 몽골, 중국 동북지역, 북한, 한국의 동해안, 일본의 서해안)의 교통 및 물류 발전 잠재력이 크기 때문이다. 셋째, 중앙정부의 동북진흥정책과 함께 동북 3성의 지방정부 역시 각자의 상황을 고려한 지방정부 차원의 개발전략을 적극 추진하고 있다는 사실이다. 이러한 다자간 지역협력 프로젝트를 통해 역내 국가들 간의 경제적 상호보완성이 강화될 경우 동북 3성은 “과거=심천”, “현재=상해 포동”에 이어 “미래=동북”이라는 중국정부의 "신 비즈니스 거점화: NBH(New Business Hub)" 전략은 그 목표에 한발 더 다가설 수 있을 것으로 보여진다.

The purpose of this study is to approach for the flow analysis of changing central-place functions and basic demands between the central city and the small town. Under the rural society progressed, this study examines how the small town changes in the relation to the central city. The subject of study is based on changes in demand for retail and hospitality. The small town is providing basic demands and urban services primary for the rural in the settlement system. Because of the rural depopulation and the aging of society, Retail and hospitality in the rural is reducing of the facility followed. But the majority of related researches are stocks approach. These studies are useful to find out the characteristic of small town, but is difficult to consider the influence of the central city. In this situation after this study using the function index is set up a concept model, it examines for the basis of changes in demand for the small town. The result of the analysis is that the changes of retail and hospitality are more severe in the more small town than in the central city. Whereas the small town with a population decline is consistent with the reduced number of branches, Population growth in the central city is reduced to the number of the Number of branches. The central-place function has been strengthened in the central city. While the younger generation, recreation, etc. related retail are disappearing rapidly, the mainstream of small town is grocery, home improvement, restaurants.

This study aimed at analysing on consumer's behaviour to central functions in center villages of Hub-myun. Consumers in the center villages were classified as follows; residents in the center village and in the hinterland area, visitors. Through the interview works on the customers in 8-pilot project sites and differential analysis works of answered results, consumers' attitude in the center villages were grouped into two types; self-sufficient one and higher center-dependent one.