• The Korean Journal of Nuclear Medicine Technology
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• v.15 no.2
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• pp.111-115
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• 2011

Purpose: In vitro uses dose response curve with 6 to 7 standard concentrations in every examination to analyze examination results and this use of dose response curve comprises a large portion of the consumption of medicine material. At this present, some ones of in-hospital examination items have shown mostly low result of distribution in the analyzed features and these examinations have been judged that it would be unnecessary to use the last standard concentration. Hence, this study selects those examination items showing low result of distribution and reviews the cases contributed to less consumption of medicine material and revenue growth of hospital by reduction of medicine material used in the place of the last standard concentration. Materials and Methods: The study was made targeting 11 examination items out of total 43 items of the in-hospital examination and since these examination items were mostly low in the features as the examination results of patients or the examination results were distributed to show lower concentration than the previous last standard concentration, it carried out the examination without using the last standard concentration, which could generate the effect to reduce medicine material (examination tube) used in the last standard concentration as many as the number of examination carried out. For this, it examined the number of medicine material reduction by month during the period from July, 2009 to February, 2011 and estimated the reduction amount of medicine material calculated the number of reduction by the unit cost of medicine material as well as the profit generated by the reduced medicine material to use for the medicine material of patient examination. Results: The total number of medicine material reduced during the period from July, 2009 to February, 2011 was 3,131 pieces, which had the effect to reduce the medicine material equivalent to about 31 kits of reagent. To calculate this by the unit cost of the medicine material, it analyzed to reduce about 6.4 million won of medicine material cost. Also the reduced medicine materials were used for medicine materials of patient examination and this was analyzed to generate about 13.75 million won of profit based on the ABC cost accounting. Conclusion: It showed no problem in the analysis of examination result even without using the last standard concentration regarding those examination items with low distribution of the patient examination result. For these examination items, it was able to reduce medicine material used for the last standard as many as the number of examination carried out. Also, the adjustment of concentration range was found to have no problem in the reliability of examination result. Therefore, this case will be applicable in those occasions of when the analysis of patient examination result is mostly distributed at the lower level or when an examination with the distribution of patient results in the range of lower concentration than the previous last standard concentration is carried out and this is considered to increase the efficiency in the use of medicine material in vitro as well as contribute to the profit of hospitals.

• Journal of Korea Port Economic Association
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• v.32 no.2
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• pp.137-156
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• 2016

This study analyzes the optimal service levels of exclusive container terminals in terms of the optimal berth occupancy rate and the ships' waiting ratios, based on the number of berths. We develop a simulation model using berth throughput data from pier P, Busan New Port, a representative port in Korea, and apply the simulation results to different numbers of berths. In addition to the above results, we analyze the financial data and costs of delayed ships and delayed cargoes for the past three years from the viewpoints of the terminal operation company (TOC), shipping companies, and shippers to identify the optimal service level for berth occupancy rates that generate the highest net profit. The results show that the optimal levels in the container terminal are a 63.4% berth occupancy rate and 10.6% ship waiting ratio in berth 4,66.0% and 9.6% in berth 5, and 69.0% and 8.5% in berth 6. However, the results of the 2013 study by the Ministry of Maritime Affairs and Fisheries showed significantly different optimal service levels: a 57.1% berth occupancy rate and 7.4% ship waiting ratio in berth 4; 63.4% and 6.6% in berth 5; and 66.6% and 5.6% in berth 6. This suggests that optimal service level could change depending on when the analysis is performed. In other words, factors affecting the optimal service levels include exchange rates, revenue, cost per TEU, inventory cost per TEU, and the oil price. Thus, optimal service levels can never be fixed. Therefore, the optimal service levels for container terminals need to be able to change relatively quickly, depending on factors such as fluctuations in the economy, the oil price, and exchange rates.

• Journal of the Korean association of regional geographers
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• v.13 no.6
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• pp.674-694
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• 2007

Recently private procurement projects for urban infrastructure have been emphasized and introduced by government(both central and local) as an important method to supplement public budget shortage and to improve creativity and efficiency in its construction and operation, and hence to promote regional development. But these private procurement projects seem to be implemented under the neoliberal condition of urban policy for private capital to extend its sphere of investment and to ensure its opportunity of profit. Such private procurement projects for urban infrastructure have been legislated and widely applied since 1994 in S. Korea, but in recent years they have triggered out a variety of serious problems. In results of this study on the private procurement for construction and operation of Burnan Road in Daegu, it can be pointed out, it has led serious problems such as overestimation of traffic volume in plan, over-appropriation of construction cost and appurtenant business, irYational operation and account of the operating firm, problem in refinancing and change in contents of practical agreement, and over-compensation of minimum operation revenue. Some measures that can be considered as alternatives to resolve those problems and to operate more rationally the Buman Road include those of increasing traffic revenues, of reducing supports of public financing, and withdrawal of (part or whole of) operational right from the private firm.

• Journal of Navigation and Port Research
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• v.44 no.6
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• pp.541-549
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• 2020

This study conducts differential analysis on the financial positions of Korean shipping companies before and after the bankruptcy of the H carrier, looking specifically at their financial ratios, profit and loss patterns, and other factors related to their financial operation. Firstly, it was discovered that major measures of financial health, such as average assets per carrier, were not affected by the bankruptcy of the H carrier. However, despite this, most carriers experienced large changes in profits and losses, with total sales and shipping revenues averaging 424.5 billion won and 381.7 billion won respectively before the bankruptcy, but falling by half to 252.1 billion won and 234.6 billion won after the bankruptcy. Additionally, charter revenues and expenses also dropped by more than half. EBIT/sales and pre-tax revenue margins were also heavily affected after the bankruptcy, with both figures averaging 8% and 3% respectively before the bankruptcy, but falling into the negative range at -2% and -8% post-bankruptcy, resulting in significant deterioration in operational profitability. The study concludes that there is an urgent need to establish a global sales network, improve cost structures, and consistently secure stable cargo in order to increase Korean carriers' profitability. Of all financial measures, liquidity and total asset efficiency were identified as the most severely-impacted by the H carrier bankruptcy, thereby requiring the most pressing policy addressing.