• Knowledge Management Research
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• v.24 no.2
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• pp.27-48
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• 2023

The COVID-19 pandemic has highlighted the importance of firm resilience, particularly for small and medium-sized enterprises (SMEs). This study aimed to investigate the concept of SME resilience, the role of entrepreneurial orientation in enhancing firm resilience, and the impact of top management networking capability on this relationship. The study defined firm resilience as consisting of adaptation capacity and recovery capacity and conducted a survey of 187 domestic SMEs for empirical verification. The findings indicate that entrepreneurial orientation is a critical factor in enhancing firm resilience. Furthermore, the networking capability of top management may also contribute to firm resilience, but it weakens the relationship between entrepreneurial orientation and firm resilience as a moderating variable. In crisis situations, SMEs tend to rely more strongly on existing networks, rather than engaging in new network to acquire new resources, information, and knowledge, which can hinder their ability to adapt and recover. This study contributes to the further development and understanding of SME resilience, which is essential for enterprises to overcome crises and return to pre-shock levels.

• Journal of Chest Surgery
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• v.57 no.2
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• pp.160-168
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• 2024

Background: Data on perioperative outcomes of emergent versus elective resection in esophageal cancer patients requiring esophagectomy are lacking. We investigated whether emergent resection was associated with increased risks of morbidity and mortality. Methods: Data on patients with esophageal malignancy who underwent esophagectomy from 2005 to 2020 were retrospectively analyzed from the American College of Surgeons National Surgical Quality Improvement Program database. Thirty-day complication and mortality rates were compared between emergent esophagectomy (EE) and non-emergent esophagectomy. Logistic regression assessed factors associated with complications and mortality. Results: Of 10,067 patients with malignancy who underwent esophagectomy, 181 (1.8%) had EE, 64% had preoperative systemic inflammatory response syndrome, sepsis, or septic shock, and 44% had bleeding requiring transfusion. The EE group had higher American Society of Anesthesiologists (ASA) class and functional dependency. More transhiatal esophagectomies and diversions were performed in the EE group. After EE, the rates of 30-day mortality (6.1% vs. 2.8%), overall complications (65.2% vs. 44.2%), bleeding, pneumonia, prolonged intubation, and positive margin (17.7% vs. 7.4%) were higher, while that of anastomotic leak was similar. On adjusted logistic regression, older age, lower albumin, higher ASA class, and fragility were associated with increased complications and mortality. McKeown esophagectomy and esophageal diversion were associated with a higher risk of postoperative complications. EE was associated with 30-day postoperative complications (odds ratio, 2.39; 95% confidence interval, 1.66-3.43; p<0.0001). Conclusion: EE was associated with a more than 2-fold increase in complications compared to elective procedures, but no independent increase in short-term mortality. These findings may help guide data-driven critical decision-making for surgery in select cases of complicated esophageal malignancy.

• Journal of Astronomy and Space Sciences
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• v.22 no.4
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• pp.419-430
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• 2005

We have carried out a statistical analysis on solar wind dynamic pressure pulses during geomagnetic storms. The Dst index was used to identify 111 geomagnetic storms that occurred in the time interval from 1997 through 2001. We have selected only the events having the minimum Dst value less than -50 nT. In order to identify the pressure impact precisely, we have used the horizontal component data of the magnetic field H (northward) at low latitudes as well as the solar wind pressure data themselves. Our analysis leads to the following results: (1) The enhancement of H due to a pressure pulse tends to be proportional to the magnitude of minimum Dst value; (2) The occurrence frequency of pressure pulses also increases with storm intensity. (3) For about $30\%$ of our storms, the occurrence frequency of pressure pulses is greater than $0.4\#/hr$, implying that to. those storms the pressure pulses occur more frequently than do periodic substorms with an average substorm duration of 2.5 hrs. In order to understand the origin of these pressure pulses, we have first examined responsible storm drivers. It turns out that $65\%$ of the studied storms we driven by coronal mass ejections (CMEs) while others are associated with corotating interaction regions $(6.3\%)$ or Type II bursts $(7.2\%)$. Out of the storms that are driven by CMEs, over $70\%$ show that the main phase interval overlaps with the sheath, namely, the region between CME body and the shock, and with the leading region of a CME. This suggests that the origin of the frequent pressure pulses is often due to density fluctuations in the sheath region and the leading edge of the CME body.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.47-85
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• 1989

The Fundamental purpose of the Warsaw Convention was to establish uniform rules applicable to international air transportation. The emphasis on the benefits of uniformity was considered important in the beginning and continues to be important to the present. If the desire for uniformity is indeed the mortar which holds the Warsaw system together then it should be possible to agree on a worldwide liability limit. This liability limit would not be so unreasonable, that it would be impossible for nations to adhere to it. It would preclude any national supplemental compensation plan or Montreal Agreement type of requirement in any jurisdiction. The differentiation of liability limits by national requirement seems to be what is occurring. There is a plethora of mandated limits and Montreal Agreement type 'voluntary' limits. It is becoming difficult to find more than a few major States where an unmodified Warsaw Convention or Hague Protocol limitation is still in effect. If this is the real world in the 1980's, then let the treaty so reflect it. Upon reviewing the Warsaw Convention, its history and the several attempts to amend it, strengths become apparent. Hijackings of international flights have given rise to a number of lawsuits by passengers to recover damages for injuries suffered. This comment is concerned with the liability of an airline for injuries to its passengers resulting from aviation terrorism. In addition, analysis is focused on current airline security measures, particularly the pre-boarding screening system, and the duty of air carriers to prevent weapons from penetrating that system. An airline has a duty to exercise a high degree of care to protect its passengers from the threat of aviation terrorism. This duty would seemingly require the airline to exercise a high degree of care to prevent any passenger from smuggling a weapon or explosive device aboard its aircraft. In the case an unarmed hijacker who boards having no instrument in his possession with which to promote the hoax, a plaintiff-passenger would be hard-pressed to show that the airline was negligent in screening the hijacker prior to boarding. In light of the airline's duty to exercise a high degree of care to provide for the safety of all the passengers on board, an acquiescene to a hijacker's demands on the part of the air carrier could constitute a breach of duty only when it is clearly shown that the carrier's employees knew or plainly should have known that the hijacker was unarmed. A finding of willful misconduct on the part of an air carrier, which is a prerequisite to imposing unlimited liability, remains a question to be determined by a jury using the definition or standard of willful misconduct prevailing in the jurisdiction of the forum court. Through the willful misconduct provision of the Warsaw Convention, air carrier face the possibility of unlimited liability for failure to implement proper preventive precautions against terrorist. Courts, therefore, should broadly construe the willful misconduct provision of the Warsaw Convention in order to find unlimited liability for passenger injuries whenever air carrier security precautions are lacking. In this way, the courts can help ensure air carrier safety and prevention against terrorist attack. Air carriers, therefore, would have an incentive to increase, impose and maintain security precautions designed to thwart such potential terrorist attacks as in the case of Korean Air Lines Flight No.858 incident having a tremendous impact on the civil aviation community. The crash of a commercial airliner, with the attending tragic loss of life and massive destruction of property, always gives rise to shock and indignation. The general opinion is that the legal system could be sufficient, provided that the political will is there to use and apply it effectively. All agreed that the main responsibility for security has to be borne by the governments. I would like to remind all passengers that every discovery of the human spirit may be used for opposite ends; thus, aircraft can be used for air travel but also as targets of terrorism. A state that supports aviation terrorism is responsible for violation of International Aviation Law. Generally speaking, terrorism is a violation of international law. It violates the soverign rights of the states, and the human rights of the individuals. I think that aviation terrorism as becoming an ever more serious issue, has to be solved by internationally agreed and closely co-ordinated measures. We have to contribute more to the creation of a general consensus amongst all states about the need to combat the threat of aviation terrorism.

• Korean Journal of Applied Biomechanics
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• v.15 no.3
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• pp.117-132
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• 2005

It was to study a following research of "A Kinematic Analysis of Air-rolling-breakfall in Judo". The purpose of this study was to analyze the Center of Gravity(COG) variables when performing Air-rolling-breakfall motion, while passing forward over(PFO) to the vertical-hurdles(2m height, take off board 1m height) in judo. Subjects were four males of Y. University squad, who were trainees of the demonstration exhibition team, representatives of national level judoists and were filmed by four 5-VHS 16mm video cameras(60field/sec.) through the three dimensional film analysis methods.COG variable were anterior-posterior directional COG and linear velocity of COG, vertical directional COG and linear velocity of COG. The data collections of this study were digitized by KWON3D program computed The data were standardized using cubic spline interpolation based by calculating the mean values and the standard deviation calculated for each variables. When performing the Air-rolling-breakfall, from the data analysis and discussions, the conclusions were as follows : 1. Anterior-posterior directional COG(APD-COG) when performing Air-rolling-breakfall motion, while PFO over to the vertical-hurdles(2m height) in judo. The range of APD-COG by forward was $0.31{\sim}0.41m$ in take-off position(event 1), $1.20{\sim}1.33m$ in the air-top position(event 2), $2.12{\sim}2.30m$ in the touch-down position(event 3), gradually and $2.14{\sim}2.32m$ in safety breakfall position(event 4), respectively. 2 The linear velocity of APD-COG was $1.03{\sim}2.14m/sec$. in take-off position(event 1), $1.97{\sim}2.22m/sec$. gradually in the air-top position(event 2), $1.05{\sim}1.32m/sec$. in the touch-down position (event 3), gradual decrease and $0.91{\sim}1.23m/sec$. in the safety breakfall position(event 4), respectively. 3. The vertical directional COG(VD-COG) when performing Air-rolling-breakfall motion, while PFO to the vertical-hurdles(2m height) in judo. The range of VD-COG toward upward from mat was $1.35{\sim}1.46m$ in take-off position(event 1), the highest $2.07{\sim}2.23m$ in the air-top position(event 2), and after rapid decrease $0.3{\sim}0.58m$ in the touch-down position(event 3), gradual decrease $0.22{\sim}0.50m$ in safety breakfall position(event 4), respectively. 4. The linear velocity of VlJ.COG was $1.60{\sim}1.87m/sec$. in take-off position(event 1), $0.03{\sim}0.08m/sec$. gradually in the air-top position(event 2), $-4.37{\sim}\;-4.76m/sec$. gradual decrease in the touch-down position(event 3), gradual decrease and -4.40${\sim}\;-4.77m/sec$. in safety breakfall position(event 4), respectively. When performing Air-rolling-breakfall showed parabolic movement from take-off position to air-top position, and after showed vertical fall movement from air-top position to safety breakfall. In conclusion, Ukemi(breakfall) is safety fall method Therefore, actions need for performing safety fall movement, that decrease and minimize shock and impact during Air-rolling-breakfall from take-off board action to air-top position must be maximize of angular momentum, and after must be minimize in touch-down position and safety breakfall position.

• Journal of Korea Port Economic Association
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• v.37 no.1
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• pp.159-178
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• 2021

This study analyzed issues and trends related to ports with 86,611 news articles for the 30 years from 1991 to 2020, using BIGKinds, a big data news analysis service. The analysis was based on keyword analysis, word cloud, relationship diagram analysis offered by BIG Kinds. Analysis results of issues and trends on ports for the last 30 years are summarized as follows. First, during Phase 1 (1991-2000), individual ports such as Busan, Incheon, and Gwangyang ports tried to strengthen their own competitiveness. During Phase 2 (2001-2010), efforts were made on gaining more professional and specialized port management abilities by establishing the Busan Port Authority in 2004, the Incheon Port Authority in 2005, and the Ulsan Port Authority in 2007. During Phase 3 (2011-2020), the promotion of future-oriented, eco-friendly, and smart ports was major issues. Efforts to reduce particulate matters and pollutants produced from ports were accelerated, and an attempt to build a smart port driven by port automation and digitalization was also intensified. Lastly, in 2020, when the maritime sector was severely hit by the unexpected shock of the COVID-19 pandemic, a microscopic analysis of trends and issues in 2019 and 2020 was made to look into the impact the pandemic on the maritime industry. It was found that shipping and port industries experienced more drastic changes than ever while trying to prepare for a post-pandemic era as well as promoting future-oriented ports. This study made policy suggestions by analyzing port-related news articles and trends, and it is expected that based on the findings of this research, further studies on enhancing the competitiveness of ports and devising a sustainable development strategy will follow through a comparative analysis of port issues of different countries, thereby making further progress toward academic research on ports.