• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.385-391
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• 2022

In this study, a multivariate time series analysis was conducted to identify various variables that impact ocean freight rates in addition to supply and demand factors. First, we used the ClarkSea Index, Clarksons Average Bulker Earnings, and Clarksons Average Tanker Earnings provided by the Shipping Intelligence as substitute variables for the dependent variable, ocean freight. The following ndependent variables were selected: World Seaborne Trade, World Fleet, Brent Crude Oil Price, World GDP Growth Rate, Industrial Production (IP OECD) Growth Rate, Interest Rate (US$ LIBOR 6 Months), and Inflation (CP I OECD) through previous studies. The time series data comprise annual data (1992-2020), and a regression analysis was conducted. Results of the regression analysis show that the World Seaborne Trade and Brent Crude Oil P rice impacted the ClarkSea Index. Only the World Seaborne Dry Bulk Trade impacted the Clarksons Average Bulker Earnings, World Seaborne Oil Trade, Brent Crude Oil Price, IP, and CP I on the Clarksons Average Tanker Earnings.

• International Commerce and Information Review
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• v.16 no.4
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• pp.55-75
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• 2014

Non-parametric method such as technology efficiency, DEA/Window model and Malmquist Productivity Index (MPI) are used to measure efficiency and productivity of ICT (Information and Communication Technology) manufacturing industry and service industry over the period 2007-2011. The results of this paper indicate following: (1) Technology efficiency of the ICT manufacturing industry were found as the range of 0.34 and 0.39 over the sample period. Technology efficiency of the ICT service industry were found as the range of 0.16 and 0.20 over the sample period. (2) The geometric average of the Malmquist TFP indexes on ICT manufacturing industry indicated the productivity improvement an average of 8.3 percent. The geometric average of the Malmquist TFP indexes on ICT service industry indicated the productivity improvement an average of 1.6 percent. (3) TIER analysis result on ICT manufacturing industry showed that optimal bench marking made by storage devices${\rightarrow}$wireless communication equipment${\rightarrow}$broadcasting equipment${\rightarrow}$radio, recording and playback devices${\rightarrow}$computers, printers, video and audio-visual equipment path. TIER analysis result on ICT service industry indicated that optimal bench marking made by computers and packaged software${\rightarrow}$wired communication${\rightarrow}$communication, information, detection equipment${\rightarrow}$consulting and construction for computer systems integration${\rightarrow}$industrial machinery and equipment rental${\rightarrow}$telecommunications reseller${\rightarrow}$system software development and delivery${\rightarrow}$hosting path.

• 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.

• Environmental and Resource Economics Review
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• v.18 no.4
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• pp.745-766
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• 2009

It is not valid to measure the degree of market power based on the markup of price over marginal market cost in an industry for which the market price of some inputs is not available because those inputs are then excluded in estimating the dual total cost function. If the roles of those inputs are ignored, the markup of price over marginal market cost is likely to be positive in the perfectly competitive industry. In order to have accurate market power markups for the environmentally regulated Korean iron and steel industry, in which the market price of raw material and the price of abatement capital are hard to obtain, in this paper, a dual cost function is derived given the optimal quantities of raw material and abatement capital, and then estimated jointly with the supply relation. The annual average degree of market power for the industry is estimated to be 0.49 over the period 1982~2001. Ignoring environmental regulation would overstate the degree of market power by about 8 percent.

• Journal of Korea Port Economic Association
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• v.30 no.2
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• pp.77-92
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• 2014

The focus of this study is to analyse dynamic relationship among BDI(Baltic Dry-bulk Index, hereafter BDI), forex market and industrial production using monthly data from 2003-2013. Specifically, we have focused on the investigations how monetary and real variable affect shipping industry during recession period. To compare performance between general VAR and Bayesian VAR we first examine DAG(Directed Acyclic Graph) to clarify causality among the variables and then employ MSFE(mean squared forecast error). The overall estimated results from impulse-response analysis imply that BDI has been strongly affected by other shock, such as forex market and industrial production in Bayesian VAR. In particular, Bayesian VAR show better performance than general VAR in forecasting.

• Journal of the Economic Geographical Society of Korea
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• v.9 no.2
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• pp.181-196
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• 2006

This study analyzed the inter-regional productivity performance of Southeast region of Korea, namely, Busan, Daegu, Ulsan, Gyeongbuk, and Gyeongnam for 16 service sectors, which are categorized by two groups, knowledge based service (5 sectors) and non-knowledge based one (11 sectors) for the period of 1997-2004. This study applied the method of Malmquist productivity change index(MPI) to the estimation of spatial productivity. According to the estimation results, firstly, the MPI of service sector has been deteriorated by annually 0.1% on average. However, when we divided the period into 1997-2000 and 2001-2004, the productivity performances of the second period was better than that of the first period, which are the same trend in knowledge based and non-knowledge based service sectors. Secondly, comparing productivity performances by region and sector during the whole period, Daegu has seven sectors which are relatively comparative advantage. and Ulsan and Busan have six and five sectors, respectively, which are relatively comparative advantage.

• International Commerce and Information Review
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• v.19 no.4
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• pp.175-197
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• 2017

As a revision negotiation on the KORUS FTA has become a national pending issue, this study aims to analyze changes in the trade structure of Korean export industry before and after the KORUS FTA. For the analysis, this study used Market Comparative Advantage(MCA) and Intra-industry Trade(IIT) indexes. Results of the analysis are as follows: First, in analyzing the competitive and complementary relationships of export products using the MCA index, it was discovered that Korea has formed an export-oriented complementary relationship with the United States. Second, the results of analysing IIT showed that Korea has made a low-quality vertical IIT with the U.S. in some items while it has usually made a weak IIT with the U.S.. Based on the results above, this study proposes a few policy suggestions in the following areas: Improvement of competitiveness in trade-deficit service sector, achievement of the balance of profit and loss in goods and service sectors through the revision negotiation of the KORUS FTA, enhancement of competitiveness in competitive and comparative disadvantage items, reinforcement of ability to respond to consumption patterns in U.S. market, etc. in export-dominant items, and pursuit of horizontal-vertical division of labor in comparative advantage items and horizontal division of labor in comparative disadvantage items.

• 월간산업보건
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• s.262
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• pp.26-29
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• 2010

펜타클로로페놀의 현재 직업적 노출기준은 $0.5\;mg/m^3$(TLV-TWA)으로 권고하고 있다. 이 수치는 눈, 점막과 상기도의 염증과 발한, 열, 위장 불만, 시각 장해, 중추 신경계와 심혈관계 장해를 유발할 수 있는 급성 독성의 가능성을 최소로 하는 것을 목적으로 설정하였다. Chloracne는 공업용 펜타클로로페놀을 사용하거나 펜타클로로페놀을 생산하는 근로자들에 대해서 보고하였다. 펜타클로로페놀은 피부를 통해서 즉시 흡수되는데, 이 물질의 조직 독성은 펜타클로로페놀을 포함한 용액이나 펜타클로로페놀로 오염된 의류와 접촉된 사람에게서 보고되었다. 따라서 피부경고주석은 적합한 것으로 판단되었다. 펜타클로로페놀의 발암성 잠재력에 대한 명확한 증거는 간세포성과 신장에 가까운 신생물이 관찰된 설치류 생물 검정에서 발견되었다. 그러므로 본 물질은 인간에게 불명확한 관련성을 가진 동물성 발암물질(A3)로 설정하였다. 충분한 자료가 확보되지 않아 감작성 (SEN) 경고주석 또는 TLV-STEL은 권고되지 않았다. 펜타클로로페놀은 생물학적 노출지수(BEIs)가 권고된 물질이다.

• Journal of Korean Institute of Industrial Engineers
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• v.25 no.2
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• pp.254-265
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• 1999

We consider two stage hybrid flowshop scheduling problem when there are two non-identical parallel machines at the first stage, and only one machine at the second stage. Several well-known sequence-first allocate-second heuristics are considered first. We then propose an allocate-first sequence-second heuristic to find minimum makespan schedule. The effectiveness of the proposed heuristic algorithm in finding a minimum makespan schedule is empirically evaluated by comparing with easily computable lower bound. The proposed heuristic algorithm as well as the existing heuristics are evaluated by simulation in four cases which have different processing time distribution, and it is found that the proposed algorithm is more effective in every case.

• Journal of Korea Port Economic Association
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• v.38 no.4
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• pp.139-169
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• 2022

This study derived determinants of 'Decent Work' in the logistics industry and aims to use the analysis results as basic data for policymaking related to labor in the logistics industry and to prepare policies suitable for the characteristics of the logistics industry. As the dependent variable of the model, the Decent Job derived from the first study was used, and the target model was derived from panel data of whole industries to understand the unique characteristics of logistics industry jobs and applied to the logistics industry model. This study found that in the logistics industry, developing the expertise of the logistics industry through "vocational training" compared to whole industries is an important factor rather than raising the "academic level" through the regular curriculum. This seems to reflect the characteristics of the logistics industry as specialized vocational training is required in the case of "railway transportation", "inland water and port transportation", and "air cargo transportation", which have a high proportion of decent job workers among the detailed logistics industries analyzed in this study. Therefore, developing job expertise through additional manpower training programs such as vocational training as well as academic fields learned through regular curriculum is a very important factor in engaging in "Decent Work" not only in the logistics industry but also in other industries.