• KDI Journal of Economic Policy
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• v.13 no.3
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• pp.75-88
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• 1991

성과급제도(成果給制度)란 개인(個人) 혹은 집단(集團)의 경제적(經濟的) 성과지표(成果指標)를 임금보상(賃金報償)의 추가적인 근거로 사용하는 제도(制度)를 말한다. 본고(本稿)에서는 성과급제도(成果給制度)의 한 종류인 이윤공유제도(利潤共有制度)의 경제적(經濟的) 의미(意味)를 검토하였다. 이윤공유제도(利潤共有制度)는 기업입장(企業立場)에서 보면 이윤(利潤)에 대해 일정률의 조세(租稅)를 납부한 후, 근로자(勤勞者)를 고용(雇傭)할 때마다 일정액의 보조금(補助金)을 받는 제도이다. 한편 근로자(勤勞者)의 입장에서 보면 최초에 고정급(固定給)을 낮게 유지해서 얻은 경영성과(經營成果)의 일부를 다른 근로자(勤勞者)들과 골고루 나누어 가지는 제도이다. 이런 본질적인 특성은 경제(經濟)에 긍정적인 효과와 부정적인 효과를 동시에 미친다. 우선 긍정적인 측면으로는 기업입장에서 노동(勞動)의 한계효용(限界效用)이 상대적으로 저렴해지므로 경제(經濟)의 물가수준(物價水準)은 하락하고 생산량(生産量)은 증가하게 된다. 그러나 이에 따르는 문제점도 과소평가할 수만은 없다. 우선 저렴한 한계노동비용(限界勞動費用) 때문에 이윤공유경제(利潤共有經濟)에서는 본질적으로 초과고용경향(超過雇傭傾向)이 내재하여 있으며, 또한 어느 한 개인의 노력에 의한 성과(成果)의 향상(向上)이 모두에게 분배되어 희석되므로 원래 의도되었던 동기유발효과(動機誘發效果)가 위축될 가능성이 있다. 또한 임금소득(賃金所得)이 변동(變動)하므로 위험기피적(危險忌避的)인 근로자(勤勞者)의 효용(效用)이 위협을 받게 된다. 이런 여러 문제점을 극복하고 성과급(成果給)의 원래 긍정적인 측면을 실현시키기 위해서는 근로자(勤勞者)의 경영참가(經營參加)가 보장되고, 이윤공유제(利潤共有制)의 채택에 대해 세제상(稅制上)의 유인(誘引)이 뒷받침되어야 하며, 정부(政府)의 경제안정화정책(經濟安定化政策)이 더욱 주의깊게 추구되어야 한다.

• Proceedings of the Korean Institute of IIIuminating and Electrical Installation Engineers Conference
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• 2009.05a
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• pp.97-100
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• 2009

배전계통에서 전력수요의 증가와 분산전원의 증가로 대용량 변압기의 적용이 불가피하게 되었다. 하지만, 대용량 변압기로 교체할 경우 배전계통에 고장발생시 고장전류의 크기가 증가되어 기존에 설치된 차단기 및 보호기기의 차단용량 초과로 인해 교체에 따른 경제적 비용 상승이 우려된다. 따라서, 대용량 변압기의 교체시 고장전류 증가 문제를 해결하기 위한 방안 중 하나로 초전도한류기를 설치하는 방안을 검토하고 있다. 초전도 한류기는 평상시에 초전도 상태인 영 저항이므로 전력손실이 발생하지 않으며, 고장 발생시 치로 인한 신속한 저항 발생으로 고장전류를 빠르게 감지 및 제한함으로써 기존에 설치된 차단기의 차단 용량이하로 감소시켜 줄뿐만 아니라 계통의 안정도를 향상시킬 수 있다. 그러나, 초전도한류기는 도입위치에 따라 ��치 발생시 초전도한류기의 저항 크기가 다르게 되며, 고장전류 제한효과 및 보호협조를 고려한 적정의 한류기 저항 설정이 필요하다. 이에 대한 선행연구로서, 본 논문에서는 모의 배전계통에 초전도한류기를 적용하였을 경우 도입위치에 따라 전류제한, 모선 전압강하, 초전도한류기의 전력부담을 실험을 통하여 비교 분석하였다. 분석을 통해 초전도한류기를 피더에 설치하였을 경우 전류제한 효과, 모선 전압강하 보상효과는 가장 우수하였으나 가장 많은 전력부담을 갖는 것을 확인할 수 있었다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.5
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• pp.713-719
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• 2018

At present, Busan City has proposed various taxi industry development measures, but fundamentally there is a problem that the taxi supply is excessive compared to the demand. Therefore, this study tried to explore ways to activate the taxi reduction. We first identified problems with the taxi reduction program in Busan, and analyze thoughts of taxi operators and workers. As a result, difficulties in securing funding and lack of consent from a large number of stakeholders were identified as the first problem for current taxi reduction program. Second, both groups recognize the need for the taxi reduction, and taxi drivers are more willing to participate in the program. Third, the most important factor in determining to take the taxi reduction program was the amount of compensation. And to activate taxi reduction program, it is helpful for executives to improve their management conditions and for drivers to place reemployment.

• The Korean Journal of Air & Space Law and Policy
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• v.28 no.2
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• pp.63-96
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• 2013

Recently, U.S. Department of Transportation (DOT) expanded the "Enhancing Airline Passenger Protections" on August 23, 2011 and October 24, 2011. The Rule regulates tarmac delays, denied boarding compensation, customer service plans, and fare advertising. The adopted rule is to protect passengers by improving passenger service requirements on U.S. national or domestic carriers and foreign air carriers as well. The major issues are as follows: First, regarding to so called Tarmac Delay, carriers must establish a Tarmac Delay Contingency Plan setting forth the number of hours the carrier will permit an aircraft to remain on the tarmac at U.S. airports before allowing passengers to deplane. Carriers also must provide passengers with food and water in the event the aircraft remains on the tarmac for two or more hours and must provide operable lavatories and medical attention while the aircraft remains on the tarmac, irrespective of the length of the delay. Carriers also must create and retain records regarding tarmac delays lasting more than three hours. Also they need to update passengers every 30 minutes during a tarmac delay of the status of the flight and the reason for the delay, allow passengers to deplane if the aircraft is at the gate or another disembarkation area with the door open. Second, carriers now must adopt a "Customer Service Plan" that addresses offering customers the lowest fares available, notifying customers about delays, cancellations, and diversions; timely delivery of baggage; accommodating passengers' needs during tarmac delays and in "bumping cases"; and ensuring quality customer service. Third, the new regulations also increase minimum denied boarding compensation limits to $650 / $1,300 or 200% / 400% of the fare, whichever is less. Last, the DOT also has modified its policies related to enforcement of Rules pertaining to full fare advertising. The Rule states that the advertised price for air transportation must be the entire price to be paid by the customer. Similarly, Korea revised the passenger protection clauses within Aviation Act. However, it seems to be required to include various more issues such as Tarmac Delay, oversales of air tickets, involuntary denied boarding passengers, advertisements, etc.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.39 no.5
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• pp.527-534
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• 2015

This paper presents an integrated chassis control with electronic stability control (ESC) and active front steering (AFS) under lateral force constraint on AFS. The control yaw moment is calculated using a sliding mode control. The tire forces generated by ESC and AFS are determined using weighted pseudo-inverse based control allocation (WPCA) in order to generate the control yaw moment. On a low friction road, AFS is not effective when the lateral tire forces of front wheels are easily saturated. To solve problem, the lateral force of AFS is limited to its maximum and the braking of ESC is applied with WPCA. To evaluate the effectiveness of the proposed method, a simulation was performed on the vehicle simulation package, $CarSim^{(R)}$. From the simulation, it was verified that the proposed method could enhance the maneuverability and lateral stability if the lateral force of AFS exceeds its maximum.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.21 no.3
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• pp.269-275
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• 2003

The cadastral system which accomplishes the base of national land administration with accuracy of proper data and the cadastral maintenance quickly is agreeing with the actual place in information ages in Inundation. But even in spite of many efforts, various Problems are exposed in accuracy of the data on the cadastral maps and local situation must agree accurately from the process which propels cadastral information systems. Therefore, it must be carried out the cadastral non correspondence arrangement first of all in link of the plan which it corrects the error of existing data and computerization quickly. It summarizes the research as follows ; Cadastral non correspondence of the land boundaries on the map and actual circumstance does not agree with cadastral maps accurately, The lands which exceed the standards with the position error excess of 50cm on lil ,200 and 240cm on 1/6,000 areas on the map scale are the registration correction objectives. It is investigated that the cadastral non correspondence parcels occur in various cause and long period, the area error corrections are mainly objectives, and about 80% of the test area comes to reveal within permitted the limit of the measurement of planimetric area for cadastral survey, so it is not difficult with the fact that the compensation back which it follows in area increase and decrease and the location error correction becomes the important object fer the cadastral non correspondence arrangement projects.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.57-64
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• 2020

The IOPC Fund general assembly reported that the International Convention on Liability and Compensation for Damage in Connection with the Carriage of Hazardous and Noxious Substances by Sea (known as the HNS Convention) will meet the requirement for the convention to take ef ect between 2021 and 2022. When the convention comes into effect, the liability-limit insurance of the HNS transport ship will be enforced and the shipper receiving the HNS will pay the share of the contribution from the International Fund for damages exceeding the limit of the ship's liability insurance. Korea is one of the major shipping and shipper countries in the world; thus, this study aimed to the need to analyze the effect of the convention on the related industries. The survey of ships and contribution targets analyzed the research data of the Ministry of Oceans and Fisheries. The P&I premium estimation was reviewed by the Korea Shipping Association and the K P&I as insured ships. In addition, the contribution of the HNS cargo volume was analyzed in an annual report by a representative international association for each cargo. About 1,500 ocean-going and domestic vessels have been identified as ships subject to the convention. The effect of changes in premiums under the convention was minimal for most ships. The effect of the shipping industry is expected, with about 150 domestic tankers expected to increase insurance premiums. In the case of shipper industries, 52 freight terminals were found to be eligible for the payment of the share of the international fund, as the proportion of freight volume in Korea was ranked second to fourth in the world by individual HNS accounts. This implies the obligation to pay contributions according to the convention. Considering the status of HNS transport ships entering and leaving ports and the quantity of HNS cargo, it can be concluded that the validity of Korea's convention is sufficient and that, it is necessary to coordinate with global major shipper countries.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.249-277
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• 2015

Regulation (EC) No 261/2004 ("Regulation") is a common rule on compensation and assistance to passengers in the event of denied boarding and of cancellation or long delay of flights. In some recent cases of European nations, passengers sued the air carrier in order to obtain monetary compensation under Article 7(1) of the Regulation. Some courts dismissed the actions on the grounds that, unlike denied boarding or cancellation of the flight, the Regulation provides no compensation in relation to delayed flights. However, Court of Justice of the European Union(CJEU) ruled that Regulation 261/2004 must be interpreted to mean that passengers whose flights are delayed have a right to compensation in cases when the loss of time is equivalent to, or is in excess of three hours - where the passengers eventually reached their final destination three hours or more later than the originally scheduled arrival time. It is true that a strict interpretation of the regulation would suggest that passengers whose flight has merely been delayed are not entitled to compensation. They should only be offered assistance in accordance with the Articles 6 and 9. Nevertheless, the Court recognized the same right to the same compensation for passengers of flights delayed by more than three hours as that explicitly provided for passengers of cancelled flights. On the one hand, the Court bases this ruling on the recitals of the Regulation, in which the legislature links the question of compensation to that of a long delay, while indicating that the Regulations seek to ensure a high level of protection for passengers regardless of whether they are denied boarding or their flight is cancelled or delayed. On the other hand, the Court interprets the relevant provisions of the Regulation in light of the general principle of equal treatment. Furthermore, the Court delivered a ruling that the loss of time inherent in a flight delay, which constitutes an inconvenience within the intention of Regulation No 261/2004 and which cannot be categorized as 'damage occasioned by delay' within the meaning of Article 19 of the Montreal Convention, cannot come within the scope of Article 29 of that convention. Consequently, under this view, the obligation under Regulation No 261/2004 intended to compensate passengers whose flights are subject to a long delay is in line with Article 29 of the Montreal Convention. Although the above interpretation of the Court can be a analogical interpretation, the progressive attitude of the Regulation and the view of Court forward to protect passengers' interest is a leading role in the area of international air passenger transportation. Hopefully, after the model of the positive support in Europe, Korea can establish a concrete rule for protecting passengers' right and interest.

• Culinary science and hospitality research
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• v.22 no.4
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• pp.265-276
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• 2016

In this study, what is motivation factors through academic study about whether to choose a career for chef and analysis career choice motives and IPA between importance and satisfaction and motivation was to analyze the impact of factors affecting satisfaction. The impact on job satisfaction according to the chef choose the real motivation, self-centered, values, etc., but having a significant impact on satisfaction stable did not have any effect on satisfaction. Therefore, the management runs the company makes employees motivate to engage in promoting stability through increased opportunities to employees, the ability to demonstrate opportunities, compensation, career development, work environment improvement. In addition, unlike the restaurant operated by individually casinos and luxury hotels apply overtime, laundry service, employee cafeteria, night shift allowances, operated by the Labor Standards Act such work 40 hours, but the non-corporate individual restaurant or newly opened hotels that still don't have it showed the low importance for welfare benefits, and expected to have a high turnover rate.

• Proceedings of the Technology Innovation Conference
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• 2003.02a
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• pp.81-100
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• 2003

최근 이동통신기술이 급속히 발달함에 따라 국내는 물론 전세계 이동통신업계는 제 3세대 이동통신서비스의 성공여부에 많은 관심을 쏟고 있다. 지금까지의 이동통신산업의 성장이 빠른 기술개발에 의존한 기술추동적(technology-push) 성격을 지녔다면, 이동통신시장이 포화상태에 근접하고 있는 최근에는 서비스 및 장비 양면에서의 경쟁이 치열해 짐으로써 소비자의 기술에 대한 선택이 더욱 중요해짐에 따라 수요견인적(demand-pull) 기술혁신이 예상된다. 따라서, 이동통신서비스의 확대에 따른 특정기술에 대한 소비자의 선호에 대한 올바른 판단이 향후 산업의 기술진화방향을 예측하는데 핵심적인 역할을 할 것으로 생각된다. 현재 이동통신기술의 진보의 키워드는 '멀티미디어화'이다 향후 VOD (Video On Demand) 등 비디오 스트리밍(video streaming) 기술을 이용한 동영상 서비스, 화상전화, 타 디지털기기(예를 들어 PDA, 디지털 카메라 등)와의 융합 등의 서비스가 본격화되고 차세대 이동통신망의 구축이 가시화됨에 따라 이동통신의 멀티미디어 기능은 더욱 주목받게 될 것이다. 따라서 이동전화 단말기 창의 컬러화는 이러한 이동통신기술의 새로운 패러다임을 떠받치고 있는 가장 중요한 이정표로서의 의미를 지니고 있다. 본 연구에서는 표시1창의 컬러화로 실현되는 기술혁신요소에 대해서 소비자가 부여하는 가치를 분석하고자 한다. 하지만, 컬러 단말기의 보급이 초기단계에 머무르고 있는 연구시점의 특성상 현시자료가 가용하지 않았기 때문에, 소비자에게 가상의 품질특성을 지닌 제품 조합을 제시하고 이에 대해 소비자가 순위를 매기게 함으로써 소비자의 선호를 측정하는 컨조인트(conjoint) 방법론을 사용하였으며, 소비자의 진술선호(stated preference)에 기초하여 이동통신단말기의 개별 특성에 대한 부분가치와 보상잉여를 측정하였다. 또한, 이를 통해 창의 컬러화로 인해 기대되는 초과이윤의 가능성 등 경제적인 효과들을 정량적으로 분석하고, 브랜드 가치 등 기존의 단말기 경쟁력 요소들과의 비교를 통하여 컬러화가 가져다 줄 경쟁요소들을 추정함으로서, 기술확산 메커니즘을 확인하고자 한다.