• Journal of Environmental Science International
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• v.17 no.3
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• pp.325-334
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• 2008

The feasibility of the automation of upper-air sounding is examined by using recent 3-year$(2002\sim2004)$ observation data from Autosonde at Haenam, Korea. The Autosonde has been successfully operated since 2002 in order to produce an intensive observation data at high-impact weather events for research purpose. It is found from the analysis of recent 3 years' operation data of the system that the system could be capable of making a stable observation when strong wind greater than 20 m/s was recorded under the influence of typhoons Rusa in 2002 and Maemi in 2003. It might be concluded that there is some possibility in automating upper-air sounding for operational purpose through the reduction of operator's payment and operating cost for upper-air sounding.

• Information Systems Review
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• v.1 no.2
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• pp.41-54
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• 1999

지금까지 메타-몰에서의 지불처리 보안 방안을 살펴보았다. 사실상의 표준인 SET이 1인의 상인만을 대상으로 하고 있으므로, 여러 하부 몰을 거느리고 원-스톱 지불을 지원하는 메타-몰에는 그대로 적용할 수 없었다. 따라서, 메타-몰에서는 지불대표자의 개념을 도입하여 Meta-Malls Coordinator가 SET에서의 상인 역할을 하면서 Mall Operator들에 대해 주문정보를 전달하도록 하였다. 고객, Meta-Malls Coordinator, 금융기관 간에는 SET 규정을 따름으로써, 메시지의 기밀성, 인증, 무결성, 연결성을 확보하였다. 그리고, Meta-Malls Coordinator와 Mall Operator 간의 주문정보에 대한 인증과 무결성을 위하여 주문정보에 전자서명을 하도록 하였으며, 전자서명의 Refreshness를 위하여 Challenge를 주고 받을 수 있도록 주문확인과 주문통지의 두 번의 메시지 전달단계를 정의하였다. 동시에, 주문확인 메시지는 재고확인 등의 판매 가능성 여부를 확인하는 절차를 겸하도록 하였다. 본 방법론은 SET을 메타-몰에 적용하는 방안으로서 구현 되었으나, SET이외의 지불방법론에 대해서도 동일하게 적용될 수 있다. 현재 (주)메타랜드(http://www.metaland.com)가 실제 고객들을 대상으로 이러한 지불정보 보안체계를 갖는 메타-몰 구조의 전자쇼핑몰을 운영 중에 있다.

• Journal of Distribution Science
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• v.15 no.2
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• pp.79-90
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• 2017

Purpose - Cargo Distribution O2O Business Model is the form of business that connects the cargo and empty cargo-truck based on mobile online platform. In Korean cargo distribution market, FIN(Freight Information Network) is the only model that represents O2O Business Model. The purpose of this paper is investigating the recognition of driver who is the only source of income toward cargo distribution O2O Business Model, and based on the investigated recognition of trucker, suggesting strategic implication. Research design, data, and methodology - PESTLE methodology which is massive environment analysis, and 5 Forces Model when analyze the present and future of cargo distribution O2O business market of industrial structure analysis were used as investigation methodology. Also structured questionnaire was used for trucker's recognition investigation. Based on collected 196 structured effective questionnaires organized with 26 questions were analyzed using statistics package. Results - 51.3% of responded driver is non-differentiated, deprofessionalize form that transport all types of cargo. 95.4% recognize cargo distribution O2O Business Model, FIN is needed, especially during back-hall(94.7%). As a payment method, monthly due is preferred(73%), but it is also needed to pay annual due and pay whenever cargo and cargo-truck are connected(24.5%). Trucker prefer FIN operation corporation which has rich supply(85.2%), and is liberal in supply in any domestic area(75.5%). Conclusions - First, 91% was the member of FIN, and 95% of non-member recognized FIN is needed. 83% of them has the intent to be the member of FIN. Second, besides of monthly due as payment method of FIN, 25% has positive recognition toward new payment method. The new payment method means paying annual due and pay whenever cargo and cargo-truck are connected. Third, because of information imbalance about the cargo and cargo-truck among, operators whose business goal is FIN, it was investigated that transportation fee is low and commission charge of broker is high. The core of Korean Cargo Distribution O2O Business Model, FIN, is online platform that matches cargo and cargo-truck. Therefore, FIN operator should minimize the amount of single transportation of trucker. This study suggests the development of shipper using FIN, diversify distribution channel, suggesting backhaul toward trucker as solution to FIN operator.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.2
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• pp.3-54
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• 2014

The Republic of Korea enacted the Air Transport Act in Commercial Law which was entered into force in November, 2011. The Air Transport Act in Korean Commercial Law was established to regulate domestic carriage by air and damages to the third party which occur within the territorial area caused by aircraft operations. There are some problems to be reformed in the Provisions of Korean Commercial Law for the aircraft operator's liability of compensation for damages to the third party caused by aircraft operation as follows. First, the aircraft operator's liability of compensation for damages needs to be improved because it is too low to compensate adequately to the third party damaged owing to the aircraft operation. Therefore, the standard of classifying per aircraft weight is required to be detailed from the current 4-tier into 10-tier and the total limited amount of liability is also in need of being increased to the maximum 7-hundred-million SDR. In addition, the limited amount of liability to the personal damage is necessary to be risen from the present 125,000 SDR to 625,000 SDR according to the recent rate of prices increase. This is the most desirable way to improve the current provisions given the ordinary insurance coverage per one aircraft accident and various specifications of recent aircraft in order to compensate the damaged appropriately. Second, the aircraft operator shall be liable without fault to damages caused by terrorism such as hijacking, attacking an aircraft and utilizing it as means of attack like the 9 11 disaster according to the present Air Transport Act in Korean Commercial Law. Some argue that it is too harsh to aircraft operators and irrational, but given they have also some legal duties of preventing terrorism and in respect of helping the third party damaged, it does not look too harsh or irrational. However, it should be amended into exempting aircraft operator's liability when the terrorism using of an aircraft by well-organized terrorists group happens like 9 11 disaster in view of balancing the interest between the aircraft operator and the third party damaged. Third, considering the large scale of the damage caused by the aircraft operation usually aircraft accident, it is likely that many people damaged can be faced with a financial crisis, and the provision of advance payment for air carrier's liability of compensation also needs to be applied to the case of aircraft operator's liability. Fourth, the aircraft operator now shall be liable to the damages which occur in land or water except air according to the current Air Transport Act of Korean Commercial Law. However, because the damages related to the aircraft operation in air caused by another aircraft operation are not different from those in land or water. Therefore, the term of 'on the surface' should be eliminated in the term of 'third parties on the surface' in order to make the damages by the aircraft operation in air caused by another aircraft operation compensable by Air Transport Act of Korean Commercial Law. It is desired that the Air Transport Act in Commercial Law including the clauses related to the aircraft operator's liability of compensation for damages to the third party be developed continually through the resolutions about its problems mentioned above for compensating the third party damaged appropriately and balancing the interest between the damaged and the aircraft operator.

• Journal of Intelligence and Information Systems
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• v.29 no.3
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• pp.361-381
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• 2023

Research on corporate bankruptcy prediction has been focused on financial information. Since the company's financial information is updated quarterly, there is a problem that timeliness is insufficient in predicting the possibility of a company's business closure in real time. Evaluated companies that want to improve this need a method of judging the soundness of a company that uses information other than financial information to judge the soundness of a target company. To this end, as information technology has made it easier to collect non-financial information about companies, research has been conducted to apply additional variables and various methodologies other than financial information to predict corporate bankruptcy. It has become an important research task to determine whether it has an effect. In this study, we examined the impact of electronic payment-related information, which constitutes non-financial information, when predicting the closure of business operators using electronic payment service and examined the difference in closure prediction accuracy according to the combination of financial and non-financial information. Specifically, three research models consisting of a financial information model, a non-financial information model, and a combined model were designed, and the closure prediction accuracy was confirmed with six algorithms including the Multi Layer Perceptron (MLP) algorithm. The model combining financial and non-financial information showed the highest prediction accuracy, followed by the non-financial information model and the financial information model in order. As for the prediction accuracy of business closure by algorithm, XGBoost showed the highest prediction accuracy among the six algorithms. As a result of examining the relative importance of a total of 87 variables used to predict business closure, it was confirmed that more than 70% of the top 20 variables that had a significant impact on the prediction of business closure were non-financial information. Through this, it was confirmed that electronic payment-related information of non-financial information is an important variable in predicting business closure, and the possibility of using non-financial information as an alternative to financial information was also examined. Based on this study, the importance of collecting and utilizing non-financial information as information that can predict business closure is recognized, and a plan to utilize it for corporate decision-making is also proposed.

• The Korean Journal of Air & Space Law and Policy
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• v.21 no.2
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• pp.71-96
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• 2006

This paper intends to describe the carrier's duty for the delivery of international air cargo and the carrier's liability for the illegal delivery of cargo under the Montreal Convention, lATA Conditions of Carriage for Cargo and judicial precedents. Under the Article 13 of Montreal Convention, the consignee is entitled, on arrival of the cargo at the place of destination, to require the carrier to deliver the cargo to it, on payment of the charge due and on complying with the conditions of carriage. And unless it is otherwise agreed, it is the duty of the carrier to give notice to the consignee as soon as the cargo arrives. Under the Article 18 of Montreal Convention, the carrier is liable for damage sustained in the event of the destruction or less of or damage to, cargo upon condition only that the event which caused the damage so sustained took place during the carriage by air. And the carriage by air comprises by the period during which the cargo is in the carriage of the carrier. Under the Article 11 of lATA Conditions of Carriage for Cargo, carrier is liable to shipper, consignee of any other person for damage sustained in the event of destruction of loss of, or damage to, or delay in the carriage of cargo only if the occurrence which caused to the damage so sustained took place during the carriage as defined under Article 1. According to the precedent of Korean Supreme Court sentenced on 22 July 2004, the freight forwarder as carrier was not liable for the illegal delivery of cargo to the notify party (actual importer) on the airway bill by the bonded warehouse operator because the freight forwarder did not designate the bonded warehouse and did not hold the position of employer to the bonded warehouse operator. In conclusion, the carrier or freight forwarder should pay always attention the movement and condition of the cargo not to be liable for the illegal delivery of cargo.