• The Journal of the Korea Contents Association
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• v.18 no.4
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• pp.444-453
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• 2018

The study addresses the analysis on the financial determinants of corporate research and development (R&D) expenditure in finance. Overall level of R&D spending was estimated as one of the top-tier on a global basis and a majority of the expenditure was invested by large domestic firms in private sector. Consequently, financial factors that influence R&D intensity were empirically tested in the first hypothesis by using conditional quantile regression model for firms listed in KOSPI stock market in the post-era of the global financial turmoil. Firms in the groups of high- and low-R&D intensity were statistically compared to detect financial differences in the second hypothesis which was accompanied by the test of multi-logit model that included firms without R&D outlay. Concerning the results of the hypothesis tests, R&D spending of the prior fiscal year, firm size, business risk and advertising expense overall showed statistically significant impacts to determine the level. As an extended study of [1] that had examined financial factors of R&D intensity at the macro-level, the results of the present study are anticipated to contribute to maximizing shareholders' wealth in advance or emerging capital markets, when applied to find an optimal level of R&D expenditure.

• YAKHAK HOEJI
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• v.58 no.6
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• pp.397-404
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• 2014

The Ministry of Health and Welfare proposed the "undergraduate program specializing in pharmaceutical industry" in 2013, as part of its roadmap to assist domestic pharmaceutical companies to become the top-tier pharma companies in near future and provide skilled personnel tailored for pharmaceutical industry. However, it is not clear whether this "undergraduate program" meets the needs of pharmaceutical industry, especially when the number of pharmacy students increased from 1,200 to 1,700 per year since 2009. The purpose of this paper is to identify which educational background is preferred by pharmaceutical companies, by surveying the CEOs of domestic pharmaceutical companies and referring to recruitment advertisements shown in medical newspapers, specified by the fields within the companies. Two independent reviewers referred to recruitment session in Yakup newspaper and Dailypharm from May 2012 until January 2014, focusing on recruitments from pharmaceutical companies targeting bachelors' degree holders with no prior experience. 749 recruitments were observed during the study period, more than 90% of which were provided by domestic pharmaceutical companies, and regardless of the companies being domestic or multinational, pharmaceutical companies' preference for pharmacists was remarkable (44.3% for domestic and 65.8% for multinational), and the preference was especially high in the fields such as Medical, R&D, Market Access (regulatory affair/pricing and reimbursement), Business Development, and Marketing. Survey results showed that the need of establishing the undergraduate program specializing in pharmaceutical industry is mixed, suggesting that although there is need for the educating personnel targeting pharmaceutical industry, the undergraduate program would not be an answer due to current PEET system. Our study concludes that in the example of pharmaceutical companies' recruitments shown in medical newspapers, pharmaceutical companies prefer pharmacy major in almost all fields of the pharmaceutical companies, yet the pharmaceutical companies still perceive the gap between current bachelor's degree holders(including pharmacy majors) and the ideal personnel required for advancing to the "top-class" pharmaceutical companies.

• The Research Journal of the Costume Culture
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• v.4 no.2
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• pp.113-124
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• 1996

This research was designed to find out what is a distictive feature of the design elements of Korean women's costume and its influence by analizing the trend of Korean women's constume during the period of 1890 and 1995. The research was analized by a total of 854 random samples of clothing styles collected from materials in the museums and from articles of three leading newspapers and one of the best women's magazines in Korea. The changing trend of Korean women's costume was found out to be as follows: 1. In around 1910s, the trend of Korean women's costume has been changed into two-tier structure of both Korean and Western styles, and the typical and traditional Korean women's street wears such as 'Chang-ot' and 'Tsdechima' have been gradually diminished. 2. From 1920s, length of the Korean skirt, which was unnecessarily long and inconvenient, has been getting shorter for the convenience of walking. In addition, Korean women's underwear has become simplified, and sports wear could be seen for the first time in Korea. 3. During 1960s, the Western clothing styles have been increased rather than Korean styles as the street wear of the Korean women. 4. In 1970s, blue jeans, mini-skirts and casual wears have become a trend or fashion for women in Korea. 5. In 1980s, a fashion of unisex mode has arrived in this country, and from the year of 1987, wearing of panties among the Korean women has been increased rather than skirts wearing for the street wear. 6. During 1990s, various forma of complex styles came into being in such styles as so-called 'orange class style,' 'protruding navel T-shirts' and 'runner wear speedy.' From mid-1990s, Korean women have turned out to prefer the cute and light costumes by placing emphasis on the image of intellectual, professional and functional wears. The changing special feature of the Korean women's clothing designs could be distinctively observed during 1960s as the modernization policies in Korea have been processed during the period. The clothing trend before 1960 was to change and to solve problems of inconvenient and impractical wears, but the trend after 1960 was seen as a change to confirm a trend of the world fashion. From mid-1990s, however, preference of Korean women's self-conceited conception socially and an unquestionable changing pattern of Korean women's life.

• Journal of Environmental Health Sciences
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• v.44 no.1
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• pp.44-54
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• 2018

Objectives: To protect individuals working at the site as well as the surrounding general population from a chemical accident, several emergency exposure guidance levels have been used to set a level of concern for certain chemicals. However, a level of concern has not been established for many substances that are frequently used or produced in large quantities in Korean workplaces. In the present study, we investigated the guidance levels for protecting populations from chemical exposure and the estimation of level of concern using acute inhalation and oral toxicity data. Methods: The number of chemicals to which emergency exposure guidance levels (e.g., ERPG-2, AEGL-2, PAC-2, and IDLH) can be applied were determined among 822 hazardous chemicals according to the 'Technical Guidelines for the Selection of Accident Scenarios (revised December 2016)'. The ERPG and AEGL values were compared across all three tiers for the 31 substances that appeared on both lists. We examined the degree of difference between the emergency exposure guidance levels and the estimates of level of concern calculated from acute inhalation or acute oral toxicity data. Results: Among the 822 hazardous chemicals, emergency exposure guidance levels can be applied to 359 substances, suggesting that the estimates of level of concern should be calculated using acute toxicity data for 56.3% of the hazardous chemicals. When comparing the concordance rates of ERPG and AEGL for 31 substances, the difference between the two criteria was generally small. However, about 40% of the substances have values diverging by more than three-fold in at least one tier. Such discrepancies may cause interpretation and communication problems in risk management. The emergency exposure guidance levels were similar to the estimates of level of concern calculated using acute inhalation toxicity data, but the differences were significant when using acute oral toxicity data. These results indicate that the level of concern derived from acute oral toxicity data may be insufficient to protect the population in some cases. Conclusion: Our study suggests that the development of standardized guidance values for emergency chemical exposure in the Korean population should be encouraged. It is also necessary to analyze acute toxicity data and fill the information gaps for substances that are important in Korean workplace situations.

• Journal of Korea Port Economic Association
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• v.25 no.2
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• pp.247-258
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• 2009

Rail transportation system are needed to develop proper corresponds to satisfy various demands in freight transportation since there are many problems in rail transportation infrastructure and operation. This paper analyzes characteristics of rail transportation consumers and develops policy for vitality of rail transportation by survey of rail transportation consumers and AHP methodology. This paper is organized as follows. Section 1 presents the description of the objective and the methods for this study. Section 2 presents the description of the methods for analysis of characteristics of consumers of rail freight transportation. Section 3 presents the characteristics of rail transportation consumers by analysis the survey results of rail transportation consumers. Section 4 summarizes our conclusions and discusses further research topics.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.1
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• pp.251-256
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• 2021

This study analyzed the most frequently used navigation cases in a desktop environment. As a result of the research, GNB induces users' search as the top element of the search structure and can place color, text, icon, and image elements. LNB could be classified in the form of a dropdown, flyout, dropline and mega menu. In this study, the navigation structure of Interpark and Interpark among open markets used by users was analyzed. G-Market's GNB has a two-tier structure with color, text, image, and icon elements, and Interpark has a three-tiered horizontal label. Interpark's GNB drew attention by placing a badge on the seasonal label, which is a temporary content section, unlike G-market. It can be seen that the LNBs of both shopping malls have flyout menus that protrude when you mouse over the category menu arranged in a vertical text form under the logo placed on the left. The flyout menu has a complex structure consisting of the layout of the mega menu. This study is meaningful in revealing user experience elements by analyzing the GNB and LNB of shopping malls these days where internet shopping is increasing.

• Journal of Convergence for Information Technology
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• v.11 no.3
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• pp.140-146
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• 2021

As the environment using intelligent IoT devices increases, various studies are underway to ensure the integrity of information sent and received from intelligent IoT devices. However, all IoT information generated in heterogeneous environments is not fully provided with reliable protocols and services. In this paper, we propose an intelligent-based multi-blockchain model that can extract only critical information among various information processed by intelligent IoT devices. In the proposed model, blockchain is used to ensure the integrity of IoT information sent and received from IoT devices. The proposed model uses the correlation index of the collected information to trust a large number of IoT information to extract only the information with a high correlation index and bind it with blockchain. This is because the collected information can be extended to the n-tier structure as well as guaranteed reliability. Furthermore, since the proposed model can give weight information to the collection information based on blockchain, similar information can be selected (or bound) according to priority. The proposed model is able to extend the collection information to the n-layer structure while maintaining the data processing cost processed in real time regardless of the number of IoT devices.

• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.9-39
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• 2003

The rule of the Warsaw Convention of 1929 are well known and still being all over the world. The Warsaw Convention is undoubtedly the most widely accepted private international air law treaty with some 140 countries. In the international legal system for air transportation, the Warsaw Convention has played a major role for more than half century, and has been revised many times in consideration of the rapid developments of air high technology, changes of social and economic circumstances, need for the protection of passengers. Some amendments became effective, but others are still not effective. As a result, the whole international legal system for air transportation is at past so complicated and tangled. However, the 'Warsaw system' consists of the Warsaw Convention of 1929 the Guadalajara Convention of 1961, a supplementary convention, and the following six protocols: (1) the Hague Protocol of 1955, (2) the Guatemala Protocol of 1971, (3) the Montreal Additional Protocols, No.1, (4) the Montreal Additional Protocol No.2, (5) the Montreal Additional Protocol No.3, and (6) the Montreal Additional Protocol No.4. of 1975. As a fundamental principle of the air carrier's liability in the international convention and protocols, for instance in the Warsaw Convention and the Hague Protocol, the principle of limited liability and a presumed fault system has been adopted. Subsequently, the Montreal Inter-carrier Agreement of 1966, the Guatemala City Protocol, the Montreal Additional Protocol No.3, and the Montreal Additional Protocol No. 4 of 1975 maintained the limited liability, but substituted the presumed liability system by an absolute liability, that is, strict liability system. The Warsaw System, which sets relatively low compensation limits for victims of aircraft accidents and regulates the limited liability for death and injury of air passengers, had become increasingly outdated. Japanese Airlines and Inter-carrier Agreement of International Air Transport Association in 1995 has been adopted the unlimited liability of air carrier in international flight. The IATA Inter-Carrier Agreement, in which airlines in international air transportation agree to waive the limit of damages, was long and hard in coming, but it was remarkable achievement given the political and economic realities of the world. IATA deserves enormous credit for bringing it about. The Warsaw System is controversial and questionable. In order to find rational solution to disputes between nations which adopted differing liability systems in international air transportation, we need to reform the liability of air carriers the 'Warsaw system' and fundamentally, to unify the liability system among the nations. The International Civil Aviation Organization(ICAO) will therefore reinforce its efforts to further promote a legal environment that adequately reflects the public interest and the needs of the parties involved. The ICAO Study Group met in April, 1998, together with the Drafting Committee. The time between the "Special Group on the Modernization and Consolidation of the 'Warsaw system'(SGMW)" and the Diplomatic Conference must be actively utilized to arrange for profound studies of the outstanding issues and for wide international consultations with a view to narrowing the scope of differences and preparing for a global international consensus. From 11 to 28 May 1999 the ICAO Headquarters at Montreal hosted a Diplomatic Conference convened to consider, with a view to adoption, a draft Convention intended to modernize and to integrate replace the instruments of the Warsaw system. The Council of ICAO convened this Conference under the Procedure for the Adoption of International Conventions. Some 525 participants from 121 Contracting States of ICAO attended, one non-contracting State, 11 observer delegations from international organizations, a total of 544 registered participants took part in the historic three-week conference which began on 10 May. The Conference was a success since it adopted a new Convention for the Unification of Certain Rules for International Carriage by Air. The 1999 Montreal Convention, created and signed by representatives of 52 countries at an international conference convened by ICAO at Montreal on May 28, 1999, came into effect on November 4, 2003. Representatives of 30 countries have now formally ratified the Convention under their respective national procedures and ratification of the United States, which was the 30th country to ratify, took place on September 5, 2003. Under Article 53.6 of the Montreal Convention, it enters into force on the 60th day following the deposit of the 30th instrument of ratification or acceptation. The United States' ratification was deposited with ICAO on September 5, 2003. The ICAO have succeeded in modernizing and consolidating a 70-year old system of international instruments of private international law into one legal instrument that will provide, for years to come, an adequate level of compensation for those involved in international aircraft accidents. An international diplomatic conference on air law by ICAO of 1999 succeeded in adopting a new regime for air carrier liability, replacing the Warsaw Convention and five other related legal instruments with a single convention that provided for unlimited liability in relation to passengers. Victims of international air accidents and their families will be better protected and compensated under the new Montreal Convention, which modernizes and consolidates a seventy-five year old system of international instruments of private international law into one legal instrument. A major feature of the new legal instrument is the concept of unlimited liability. Whereas the Warsaw Convention set a limit of 125,000 Gold Francs (approximately US$ 8,300) in case of death or injury to passengers, the Montreal Convention introduces a two-tier system. The first tier includes strict liability up to l00,000 Special Drawing Rights (SDR: approximately US$ 135,000), irrespective of a carrier's fault. The second tier is based on presumption of fault of a carrier and has no limit of liability. The 1999 Montreal Convention also includes the following main elements; 1. In cases of aircraft accidents, air carriers are called upon to provide advance payments, without delay, to assist entitled persons in meeting immediate economic needs; the amount of this initial payment will be subject to national law and will be deductable from the final settlement; 2. Air carriers must submit proof of insurance, thereby ensuring the availability of financial resources in cases of automatic payments or litigation; 3. The legal action for damages resulting from the death or injury of a passenger may be filed in the country where, at the time of the accident, the passenger had his or her principal and permanent residence, subject to certain conditions. The new Montreal Convention of 1999 included the 5th jurisdiction - the place of residence of the claimant. The acceptance of the 5th jurisdiction is a diplomatic victory for the US and it can be realistically expected that claimants' lawyers will use every opportunity to file the claim in the US jurisdiction - it brings advantages in the liberal system of discovery, much wider scope of compensable non-economic damages than anywhere else in the world and the jury system prone to very generous awards. 4. The facilitation in the recovery of damages without the need for lengthy litigation, and simplification and modernization of documentation related to passengers. In developing this new Montreal Convention, we were able to reach a delicate balance between the needs and interests of all partners in international civil aviation, States, the travelling public, air carriers and the transport industry. Unlike the Warsaw Convention, the threshold of l00,000 SDR specified by the Montreal Convention, as well as remaining liability limits in relation to air passengers and delay, are subject to periodic review and may be revised once every five years. The primary aim of unification of private law as well as the new Montreal Convention is not only to remove or to minimize the conflict of laws but also to avoid conflict of jurisdictions. In order to find a rational solution to disputes between nations which have adopted differing liability systems in international air transport, we need fundamentally to reform their countries's domestic air law based on the new Montreal Convention. It is a desirable and necessary for us to ratify rapidly the new Montreal Convention by the contracting states of lCAO including the Republic of Korea. According to the Korean and Japanese ideas, airlines should not only pay compensation to passengers immediately after the accident, but also the so-called 'condolence' money to the next of kin. Condolence money is a gift to help a dead person's spirit in the hereafter : it is given on account of the grief and sorrow suffered by the next of kin, and it has risen considerably over the years. The total amount of the Korean and Japanese claims in the case of death is calculated on the basis of the loss of earned income, funeral expenses and material demage (baggage etc.), plus condolence money. The economic and social change will be occurred continuously after conclusion of the new Montreal Convention. In addition, the real value of life and human right will be enhanced substantially. The amount of compensation for damage caused by aircraft accident has increased in dollar amount as well as in volume. All air carrier's liability should extend to loss of expectation of leisure activities, as well as to damage to property, and mental and physical injuries. When victims are not satisfied with the amount of the compensation for damage caused by aircraft accident for which an airline corporation is liable under the current liability system. I also would like to propose my opinion that it is reasonable and necessary for us to interpret broadly the meaning of the bodily injury on Article 17 of the new Montreal Convention so as to be included the mental injury and condolence. Furthermore, Korea and Japan has not existed the Air Transport Act regulated the civil liability of air carrier such as Air Transport Act (Luftverkehrsgestz) in Germany. It is necessary for us to enact "the Korean Air Transport Contract Act (provisional title)" in order to regulate the civil liability of air carrier including the protection of the victims and injured persons caused by aircraft accident.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.

• Journal of Preventive Medicine and Public Health
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• v.27 no.1 s.45
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• pp.11-24
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• 1994

The studies reported here were undertaken to investigate the effects of mercury chloride on immune system of Balb/c mouse employing a flexible tier of in vitro and in vivo assays. Mercury chloride inhibited the proliferative responses of spleen cells to lipopolysaccharide, pokeweed mitogen, and phytohemagglutinin as a dose-dependent manner. This inhibitory effect was observed not only when $HgCl_2$ was added 2nd or 3rd day of 3 days culture period but also when spleen cells was pretreated with $HgCl_2$ for 2 hours. Mercury chloride, however, potentiated the production of IgM and IgG from spleen cells. During the $HgCl_2$ administration by drinking for 3 weeks, the weight gain of mice was significantly blunted than that o control group mice, while no overt signs related to mercury toxicity were noted in any mice of experimental group. There was no change in thymus and spleen weights, and in histological findings of kidney, bone marrow of femur, thymus, spleen, and popliteal lymph node after 3 weeks of mercury exposure. However, $HgCl_2$ induced a significant increase of total serum IgM, IgG including $IgG_1,\;IgG_{2a}\;and\;IgG_{2b}$, and IgE in Balb/c mice. Treatment in vivo with anti-IL-4 monoclonal antibody significantly abrogated the $HgCl_2$-induced increase in total serum IgG1 and IgE. Whereas $HgCl_2$ potentiated total serum IgM and IgG, there was no difference in total serum hemagglutinin to SRBC (Sheep Red Blood Cell) between experimental and control group mice when these mice were immunized with SRBC. All these findings observed in Balb/c mice suggest that mercury perturbates well-orchestrated regulation of immune responses before developing histopathological changes in lymphoid tissues.