• The Journal of Fisheries Business Administration
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• v.7 no.1
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• pp.27-41
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• 1976

The results analyzed of the actual state of the stow net fisheries based on the cost expended in 1975 areas follows; The total cost of this fisheries will be 1, 672, 238 won; the production cost, 1, 588, 060 won (95%) ; the material cost in proportion to total cost (100%)408, 480won (24.4%);the labour cost, 1, 006, 480 won (60.2%) ; the expenses, 173, 100won(10.4%)and the commission and the interest payment, 84, 178won(5%). As above the commission and the interest payment doesn't need to be paid much, but only production cost should be paid in case of small scale inshore fisheries. The cost per unit of caches (per Kg) becomes 12 won, the ratio cost of sales (83.4%), the ratio of profit, 16.%. According to the adove, in case of the powered vessel; it shows a tendency of spending too much expenses owing to excessive payment of oil. And in case of nonpowered vessels, it shows a tendency of spending less expenses but still get much gains, due to the fact that the commission and the interest payment are less, and none is paid for fuel procurement.

• Journal of the Korean Society of Safety
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• v.31 no.1
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• pp.54-60
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• 2016

The bottom of dikes must be kept impermeable to control hazardous chemicals spilled from storage tanks. Currently, insufficient related chemical control laws lead to a possibility to spread through the bottom. Generally, due to the high cost of installation and periodical maintenance, many businesses prefer to install the bottom with general concrete. But, since the impermeability of concrete is dependent on the kind of materials and chemical reaction, all concrete cannot be considered as impermeable material. Thus, it is necessary to make the installation standards of the dike bottom clear in order to avoid the argument over the impermeability and prevent the chemical accident. This study has suggested the standards of impermeable concrete by conducting 7-day exposure test to crude oil with the pilot dikes. The results have showed that the standards have the better impermeable performance compared with the germany standard, which have been penetrated at the maximum penetration depth of 1.9 cm. This study is expected to contribute to both the risk reduction of penetrating into the bottom and the cost reduction of spending to make the bottom of dikes impermeable.

• Journal of Navigation and Port Research
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• v.28 no.1
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• pp.69-74
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• 2004

Container Freight Station(CFS), which would be located inside terminal or outside, plays the role of consolidating less than container load(LCL) cargo gathered from multi shippers and deconsolidating full container load cargo into individual consignment. When CFS is allocated inside terminal it muses several problem such as traffic gam around terminal, high social and logistics cost and deterioration of terminal condition. This study, therefore, tries to evaluate the location of CFS, inside and outside of terminal, with respect to the social and logistics costs.

• Proceedings of the Korean Society for Technology of Plasticity Conference
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• 2009.05a
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• pp.187-190
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• 2009

Recently, automotive companies have invested in vehicle weight reduction and clean car development because of oil price rises and environmental problems. In particular, USA car makers have developed the vehicle spending 1 liter per 34km complying with PNGV(Partnership for a new generation of vehicle) and Europe car makers have developed the vehicle spending 3 liters per 100km. The USA government announced "The green car policy" in order to boost production of more fuel effective cars in 2009. According to the policy, it will be restricted to sell the car which spends more than 1 liter per 14.9km by 2020. To satisfy the current situations on automotive market, hydroforming technology has widely adapted vehicle structures such as engine cradle, chassis frame, A pillar, radiator support, etc. However, automotive companies have to consider formability and performance to improve and maximize the benefit from this technology in advance of detail design. The paper deals with one of the vehicle weight reduction methods using tube hydroforming technology and platform commonality in front suspension. FEA simulation is also introduced to evaluate hydro-formability and NVH performance at the beginning of design stage which is the best way to reduce the failure cost.

• Management & Information Systems Review
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• v.36 no.4
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• pp.21-32
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• 2017

Motivated by the recent cases of negligent social responsibility as manifested by foreign luxury fashion brands in Korea, this study investigates whether agency costs depend on the sustainability of different types of corporate governance. Agency costs refer either to vertical costs arising from the relationship between stockholders and managers, or to horizontal costs associated with the potential conflicts between majority and minority stockholders. The firms with luxury fashion brand could spend large sums of money on maintenance of magnificent brand image, thereby increasing the agency cost. On the contrary, the firms may hold down wasteful spending to report a gaudily financial achievement. This results in mitigation of the agency cost. Agency costs are measured by the value of the principal component. First, three ratios are constructed: asset turnover, operating expense to sales, and earnings before interest, tax, and depreciation. Then, the scores of each of these ratios for individual firms in the sample are differenced from the ratios for the benchmark firm of S-OIL. S-OIL was designated as the best superior governance model firm for 2013 by CGS. We perform regression analysis of each agency cost index, luxury fashion brand dummy and a set of control variables. The regression results indicate that the agency costs of the firms with luxury fashion brand exceed those of control group in the fashion industry in the part of operating expenses, but the agency cost falls short of those of control group in the part of EBITD, thus the aggregate agency costs are not differential of those of the control group. In sensitivity test, the results are same that the agency cost of the firms are higher than those of the matching control group with PSM(propensity matching method). These results are corroborated by an additional analysis comparing the group of the companies with the best brands with the control group. The results raise doubts about the effectiveness of management of the firms with luxury fashion brand. This study has a limitation that the research has performed only for 2013 and this paper suggests that there is room for improvement in the current research methodology.

• Convergence Security Journal
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• v.16 no.6_2
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• pp.43-51
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• 2016

In the 1980s, private security was established in the framework of institutional framework with the Security Industry Act which was enacted in 1976. The agents who brought in the development of the private sector in 1980 enjoyed a boom in the global economy, affected by its high-flying dollar value, low international interest rate, low oil prices, and the blooming economy. In addition, the semiconductor, computers and communications equipment that was promoted in accordance with the e-Literacy plan were raised. Following the economic development of various events such as Seoul International Trade Fair, "86 Asian Games," and "88 Seoul Olympic Games," private security expenses were enhanced by increasing awareness of civilian expenses. Also, in the 1980s, Korean investment in foreign companies, including Japan's Secom, or Korean technology, brought many changes to the private security. Meanwhile, the cost of security, which has been centered around human expenses, has brought about the era of mechanized spending, or machine security expenses. The purpose of this study is to systematically analyze the social environment surrounding the private security in the 1980s and systematically analyze the important factors that contribute to private security.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.11 no.2
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• pp.1005-1018
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• 2017

This paper proposes an App Visualization (AppV) based on IoT Self-diagnosis Micro Control Unit (ISMCU) for accident prevention. It collects a current status of a vehicle through a sensor, visualizes it on a smart phone and prevents vehicles from accident. The AppV consists of 5 components. First, a Sensor Layer (SL) judges noxious gas from a current vehicle and a driver's driving habit by collecting data from various sensors such as an Accelerator Position Sensor, an O2 sensor, an Oil Pressure Sensor, etc. and computing the concentration of the CO collected by a semiconductor gas sensor. Second, a Wireless Sensor Communication Layer (WSCL) supports Zigbee, Wi-Fi, and Bluetooth protocol so that it may transfer the sensor data collected in the SL to ISMCU and the data in the ISMCU to a Mobile. Third, an ISMCU integrates the transferred sensor information and transfers the integrated result to a Mobile. Fourth, a Mobile App Block Programming Tool (MABPT) is an independent App generation tool that changes to visual data just the vehicle information which drivers want from a smart phone. Fifth, an Embedded Module (EM) records the data collected through a Smart Phone real time in a Cloud Server. Therefore, because the AppV checks a vehicle' fault and bad driving habits that are not known from sensors and performs self-diagnosis through a mobile, it can reduce time and cost spending on accidents caused by a vehicle's fault and noxious gas emitted to the outside.