• 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.

• Journal of KIISE:Software and Applications
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• v.34 no.7
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• pp.635-645
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• 2007

Component technology has been widely accepted as an effective way for building software systems with reusable components, and Microsoft (MS) .NET is one of the recent representative component technologies. Model Driven Architecture (MDA) is a new development paradigm which generates software by transforming design models automatically and incrementally. Transformation of structural models in MDA has been successfully applied. However, transformation of dynamic models and pervasive services, such as transaction service, security service, synchronization service and object pooling are largely remains as an area for further research. The recent enterprise system has multi tier distributed architecture, and the functionality of early mentioned pervasive services is essential for this architecture. .NET platform can implement Component Object Model+ (COM+) component for supporting pervasive services by specify Attribute code. In this paper, we specify the functionalities of the COM+ component offering pervasive services, and then those functionalities are defined by UML profile. By using the profile, the Platform Specific Model (PSM) for .NET/C# is specified, and .NET components are automatically generated through our tool. The development productivity, extensibility, portability, and maintenance of software can be dramatically improved by using of the proposed methods.

• 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 Korean Society for information Management
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• v.38 no.3
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• pp.311-334
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• 2021

The purpose of this study is to present the theoretical basis and quantified objective standards for the establishment of collection management policy. The study results are summarized as follows. Most of the study books were in the form of periodicals as a steady seller. Most of the steady sellers were textbooks which published periodically. As a modern novel, a steady seller was able to confirm the phenomenon of dependence on a specific author. Bestsellers were investigated to be influenced by publishers and authors. Books of publishers that publish comics and children's textbooks had a significant correlation with the selection of bestsellers. The average number of recommended books borrowed per recommended book was 14,871. The average number of loans per book selected as a bestseller was 53,531. Based on the loan data, about 80-82% of all top-tier loans were covered by 90%, and about 27-29% of all top-ranked loans were covered by 50%. This shows that the Pareto Principle can be firmly applied to public library lending patterns. Loans in the field of literature accounted for 50.6% of the total loans. Among literature, Korean literature accounted for 51.3% of the total. The natural sciences were generating more loans with a relatively small pool of literature compared to other subject fields.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.3
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• pp.233-248
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• 2012

The national emission from energy sector accounted for 84.7% of all domestic emissions in 2007. Of the energy-use emissions, the emission from mobile source as one of key categories accounted for 19.4% and further the road transport emission occupied the most dominant portion in the category. The road transport emissions can be estimated on the basis of either the fuel consumed (Tier 1) or the distance travelled by the vehicle types and road types (higher Tiers). The latter approach must be suitable for simultaneously estimating $CO_2$, $CH_4$, and $N_2O$ emissions in local administrative districts. The objective of this study was to estimate 31 municipal GHG emissions from road transportation in Gyeonggi Province, Korea. In 2008, the municipalities were consisted of 2,014 towns expressed as Dong and Ri, the smallest administrative district unit. Since mobile sources are moving across other city and province borders, the emission estimated by fuel sold is in fact impossible to ensure consistency between neighbouring cities and provinces. On the other hand, the emission estimated by distance travelled is also impossible to acquire key activity data such as traffic volume, vehicle type and model, and road type in small towns. To solve the problem, we applied a hierarchical cluster analysis to separate town-by-town road patterns (clusters) based on a priori activity information including traffic volume, population, area, and branch road length obtained from small 151 towns. After identifying 10 road patterns, a rule building expert system was developed by visual basic application (VBA) to assort various unknown road patterns into one of 10 known patterns. The expert system was self-verified with original reference information and then objects in each homogeneous pattern were used to regress traffic volume based on the variables of population, area, and branch road length. The program was then applied to assign all the unknown towns into a known pattern and to automatically estimate traffic volumes by regression equations for each town. Further VKT (vehicle kilometer travelled) for each vehicle type in each town was calculated to be mapped by GIS (geological information system) and road transport emission on the corresponding road section was estimated by multiplying emission factors for each vehicle type. Finally all emissions from local branch roads in Gyeonggi Province could be estimated by summing up emissions from 1,902 towns where road information was registered. As a result of the study, the GHG average emission rate by the branch road transport was 6,101 kilotons of $CO_2$ equivalent per year (kt-$CO_2$ Eq/yr) and the total emissions from both main and branch roads was 24,152 kt-$CO_2$ Eq/yr in Gyeonggi Province. The ratio of branch roads emission to the total was 0.28 in 2008.

• Journal of Intelligence and Information Systems
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• v.19 no.4
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• pp.21-37
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• 2013

Recently, as the advent of the knowledge-based society, there are more people getting interested in the intellectual property. Especially, the ICT companies leading the high-tech industry are working hard to strive for systematic management of intellectual property. As we know, the patent information represents the intellectual capital of the company. Also now the quantitative analysis on the continuously accumulated patent information becomes possible. The analysis at various levels becomes also possible by utilizing the patent information, ranging from the patent level to the enterprise level, industrial level and country level. Through the patent information, we can identify the technology status and analyze the impact of the performance. We are also able to find out the flow of the knowledge through the network analysis. By that, we can not only identify the changes in technology, but also predict the direction of the future research. In the field using the network analysis there are two important analyses which utilize the patent citation information; citation indicator analysis utilizing the frequency of the citation and network analysis based on the citation relationships. Furthermore, this study analyzes whether there are any impacts between the size of the company and patent citation relationships. 74 S&P 500 registered companies that provide IT and communication services are selected for this study. In order to determine the relationship of patent citation between the companies, the patent citation in 2009 and 2010 is collected and sociomatrices which show the patent citation relationship between the companies are created. In addition, the companies' total assets are collected as an index of company size. The distance between companies is defined as the absolute value of the difference between the total assets. And simple differences are considered to be described as the hierarchy of the company. The QAP Correlation analysis and MR-QAP analysis is carried out by using the distance and hierarchy between companies, and also the sociomatrices that shows the patent citation in 2009 and 2010. Through the result of QAP Correlation analysis, the patent citation relationship between companies in the 2009's company's patent citation network and the 2010's company's patent citation network shows the highest correlation. In addition, positive correlation is shown in the patent citation relationships between companies and the distance between companies. This is because the patent citation relationship is increased when there is a difference of size between companies. Not only that, negative correlation is found through the analysis using the patent citation relationship between companies and the hierarchy between companies. Relatively it is indicated that there is a high evaluation about the patent of the higher tier companies influenced toward the lower tier companies. MR-QAP analysis is carried out as follow. The sociomatrix that is generated by using the year 2010 patent citation relationship is used as the dependent variable. Additionally the 2009's company's patent citation network and the distance and hierarchy networks between the companies are used as the independent variables. This study performed MR-QAP analysis to find the main factors influencing the patent citation relationship between the companies in 2010. The analysis results show that all independent variables have positively influenced the 2010's patent citation relationship between the companies. In particular, the 2009's patent citation relationship between the companies has the most significant impact on the 2010's, which means that there is consecutiveness regarding the patent citation relationships. Through the result of QAP correlation analysis and MR-QAP analysis, the patent citation relationship between companies is affected by the size of the companies. But the most significant impact is the patent citation relationships that had been done in the past. The reason why we need to maintain the patent citation relationship between companies is it might be important in the use of strategic aspect of the companies to look into relationships to share intellectual property between each other, also seen as an important auxiliary of the partner companies to cooperate with.

• Journal of Intelligence and Information Systems
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• v.22 no.1
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• pp.107-118
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• 2016

The advent of 5G mobile communications, which is expected in 2020, will provide many services such as Internet of Things (IoT) and vehicle-to-infra/vehicle/nomadic (V2X) communication. There are many requirements to realizing these services: reduced latency, high data rate and reliability, and real-time service. In particular, a high level of reliability and delay sensitivity with an increased data rate are very important for M2M, IoT, and Factory 4.0. Around the world, 5G standardization organizations have considered these services and grouped them to finally derive the technical requirements and service scenarios. The first scenario is broadcast services that use a high data rate for multiple cases of sporting events or emergencies. The second scenario is as support for e-Health, car reliability, etc.; the third scenario is related to VR games with delay sensitivity and real-time techniques. Recently, these groups have been forming agreements on the requirements for such scenarios and the target level. Various techniques are being studied to satisfy such requirements and are being discussed in the context of software-defined networking (SDN) as the next-generation network architecture. SDN is being used to standardize ONF and basically refers to a structure that separates signals for the control plane from the packets for the data plane. One of the best examples for low latency and high reliability is an intelligent traffic system (ITS) using V2X. Because a car passes a small cell of the 5G network very rapidly, the messages to be delivered in the event of an emergency have to be transported in a very short time. This is a typical example requiring high delay sensitivity. 5G has to support a high reliability and delay sensitivity requirements for V2X in the field of traffic control. For these reasons, V2X is a major application of critical delay. V2X (vehicle-to-infra/vehicle/nomadic) represents all types of communication methods applicable to road and vehicles. It refers to a connected or networked vehicle. V2X can be divided into three kinds of communications. First is the communication between a vehicle and infrastructure (vehicle-to-infrastructure; V2I). Second is the communication between a vehicle and another vehicle (vehicle-to-vehicle; V2V). Third is the communication between a vehicle and mobile equipment (vehicle-to-nomadic devices; V2N). This will be added in the future in various fields. Because the SDN structure is under consideration as the next-generation network architecture, the SDN architecture is significant. However, the centralized architecture of SDN can be considered as an unfavorable structure for delay-sensitive services because a centralized architecture is needed to communicate with many nodes and provide processing power. Therefore, in the case of emergency V2X communications, delay-related control functions require a tree supporting structure. For such a scenario, the architecture of the network processing the vehicle information is a major variable affecting delay. Because it is difficult to meet the desired level of delay sensitivity with a typical fully centralized SDN structure, research on the optimal size of an SDN for processing information is needed. This study examined the SDN architecture considering the V2X emergency delay requirements of a 5G network in the worst-case scenario and performed a system-level simulation on the speed of the car, radius, and cell tier to derive a range of cells for information transfer in SDN network. In the simulation, because 5G provides a sufficiently high data rate, the information for neighboring vehicle support to the car was assumed to be without errors. Furthermore, the 5G small cell was assumed to have a cell radius of 50-100 m, and the maximum speed of the vehicle was considered to be 30-200 km/h in order to examine the network architecture to minimize the delay.

• Horticultural Science & Technology
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• v.33 no.4
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• pp.591-597
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• 2015

We determined the total C and N stocks in trees and soils after 1 year of fertilization in an experimental orchard with 16-year-old 'Niitaka' pear (Pyrus pyrifolia Nakai cv. Niitaka) trees planted at $5.0m{\times}3.0m$ spacing on a Tatura trellis system. Pear trees were fertilized at the rate of 200 kg N, 130 kg P and $180kg\;K\;ha^{-1}$. At the sampling time (August 2013), trees were uprooted, separated into six fractions [trunk, main branches, lateral branches (including shoots), leaves, fruit, and roots] and analyzed for their total C and N concentrations and dry masses. Soil samples were collected from 0 to 0.6 m in 0.1 m intervals at 0.5 m from the trunk, air-dried, passed through a 2-mm sieve, and analyzed for total C and N concentrations. Undisturbed soil core samples were also taken to determine the bulk density. Dry mass per tree was 5.6 kg for trunk, 12.0 kg f or m ain branches, 15.7 kg for lateral branches, 5.7 kg for leaves, 9.8 kg for fruits, and 10.5 kg for roots. Total amounts of C and N per tree were respectively 2.6 and 0.02 kg for trunk, 5.5 and 0.04 kg for main branches, 7.2 and 0.07 kg for lateral branches, 2.6 and 0.11 kg for leaves, 4.0 and 0.03 kg for fruit, and 4.8 and 0.05 kg for roots. Carbon and N stocks stored in the soil per hectare were 155.7 and 14.0 Mg, respectively, while those contained in pear trees were 17.8 and $0.2Mg{\cdot}ha^{-1}$ based on a tree density of 667 trees/ha. Overall, C and N stocks per hectare stored in the pear orchard were 173.6 and 14.2 Mg, respectively. Compared with results obtained in 2012, the amounts of C stocks have increased by $17.7Mg{\cdot}ha^{-1}$, while those of N stocks remained virtually unchanged ($0.66Mg{\cdot}ha^{-1}$).

• 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.

• 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.