• Asia-Pacific Journal of Business Venturing and Entrepreneurship
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• v.2 no.4
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• pp.71-102
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• 2007

There were many comprehensive analyses conducted within the existing research activities wherein factors affecting technology progress including investment in R&D vis-${\Box}$-vis their influences act as the determinants of TFP. Note, however, that there were few comprehensive analysis in the industrial research performed regarding the impact of the economy of scale as it affects TFP; most of these research studies dealt with the analysis of the non -parametric Malmquist productivity index or used the stochastic frontier production function models. No comprehensive analysis on the impacts of individual independent variables affecting TFP was performed. Therefore, this study obtained the TFP increase rate of each industry by analyzing the factors of the existing growth accounting equation and comprehensively analyzed the TFP determinants by constructing a comprehensive analysis model considering the investment in R&D and economy of scale (smallness by industry) as the influencers of TFP by industry. First, for the TFP increase rate of the 15 industries as a whole, the annual average increase rate for 1993${\sim}$ 1997 was approximately 3.8% only; during 1999${\sim}$ 2000 following the foreign exchange crisis, however, the annual increase rate rose to approximately 7.8%. By industry, the annual average increase rate of TFP between 1993 and 2000 stood at 11.6%, the highest in the electrical and electronic equipment manufacturing business and IT manufacturing sector. In contrast, a -0.4% increase rate was recorded in the furniture and other product manufacturing sectors. In the case of the service industry, the TFP increase rate was 7.3% in the transportation, warehousing, and communication sectors. This is much higher than the 2.9% posted in the electricity, water, and gas sectors and -3.7% recorded in the wholesale, food, and hotel businesses. The results of the comprehensive analysis conducted on the determinants of TFP showed that the correlations between R&D and TFP in general were positive (+) correlations whose significance has yet to be validated; in the model where the self-employed and unpaid family workers were used as proxy variables indicating the smallness of industry out of the total number of workers, however, significant negative (-) correlations were noted. On the other hand, the estimation factors of variables surrogating the smallness of scale in each industry showed that a consistently high "smallness of scale" in an industry means a decrease in the increase rate of TFP in the same industry.

• Journal of Environmental Policy
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• v.10 no.1
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• pp.49-70
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• 2011

The numerous efforts have been made in understanding generation and transportation mechanism of nonpoint source pollutants from agricultural areas. Also, the water quality degradation has been exacerbated over the years in many parts of Korea as well as other countries. Nonpoint source pollutants are transported into waterbodies with direct runoff and baseflow. It has been generally thought that groundwater quality is not that severe compared with surface water quality. However its impacts on groundwater in the vicinity of stream quality is not negligible in agricultural areas. The SWAT model has been widely used in hydrology and water quality studies worldwide because of its flexibilities and accuracies. The spatial property of each HRU, which is the basic computational element, is not presented. Thus, the SWAT HRU mapping module was developed in this study and was applied to the study watershed to evaluate recharge rate and $NO_3-N$ loads in groundwater. The $NO_3-N$ loads in groundwater on agricultural fields were higher than on forests because of commercial fertilizers and manure applied in agricultural fields. The $NO_3-N$ loads were different among various crops because of differences in crop nutrient uptake, amount of fertilizer applied, soil properties in the field. As shown in this study, the SWAT HRU mapping module can be efficiently used to evaluate the pollutant contribution via baseflow in agricultural watershed.

• Journal of Embryo Transfer
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• v.20 no.3
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• pp.255-269
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• 2005

This study was aimed to investigate genetic relationships, variables, and correlations between economic traits and metabolic materials in serum components according to bleeding periods and breeding locations for the castrated and not castrated Hanwoo cattle at National Livestock Research Institute. Analysis of variance for serum hormones and metabolic materials showed significant differences by breeding locations except for testosterone and globulin. Statistical differences for serum components were detected by birth year except for cortisol, total protein, globulin and creatinine, and by castration except for total protein and BUN. All the serum components were tended to have sire effects except for testosterone resulting in some degree of additive gene actions. Breeding locations showed statistical significances for carcass weight and back fat thickness, but not in carcass rate, KPH, live weight and transportation weight loss. Effects of breeding locations and castration were significant for all weight measurement periods except for 9 month and 6 month, respectively. A significant sire effect was observed in all weight measurements. Least squared means for concentration of serum components by breeding year, season and castration were not significant. High concentration of cortisol, creatinine and triglyceride and low concentration of IGF-1 and glucose were detected in castrated cattle. Concentration of testosterone with castrated cattle was $5.2\%$ corresponding to non castrated cattle. Estimation of heritabilities of serum components using a sire model with restricted maximum likelihood were ranged 0.07 to 0.58. High heritabilities were estimated for total protein, albumin, globulin, cortisol, creatinine and BUN were 0.53, 0.54, 0.42, 0.45, 0.58 and 0.54, respectively. Low heritabilities were estimated fur calcium, testosterone and IGF-1 for 0.07, 0.15 and 0.12, respectively. Heritabilities for carcass weight, back fat thickness, meat yield index, KPH, and IMF were estimated as 0.39, 0.45, 0.30 0.13, and 0.93. Heritabilities of weights on 18, 12, 9, 6, and 24 month were estimated as 0.78, 0.76, 0.62, 0.58 and 0.58. Estimated heritabilities for average daily gain on 6${\~}$2, 12${\~}$18, and 18${\~}$24 month were 0.80, 0.75 and 0.19, respectively.

• Journal of Korean Society for Geospatial Information Science
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• v.8 no.1 s.15
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• pp.51-63
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• 2000

Dynamic traffic assignment(DTA) has been a topic of substantial research during the past decade. While DTA is gradually maturing, many aspects of DTA still need improvement, especially regarding its formulation and solution algerian Recently, with its promise for In(Intelligent Transportation System) and GIS(Geographic Information System) applications, DTA have received increasing attention. This potential also implies higher requirement for DTA modeling, especially regarding its solution efficiency for real-time implementation. But DTA have many mathematical difficulties in searching process due to the complexity of spatial and temporal variables. Although many solution algorithms have been studied, conventional methods cannot iud the solution in case that objective function or constraints is not convex. In this paper, the genetic algorithm to find the solution of DTA is applied and the Merchant-Nemhauser model is used as DTA model because it has a nonconvex constraint set. To handle the nonconvex constraint set the GENOCOP III system which is a kind of the genetic algorithm is used in this study. Results for the sample network have been compared with the results of conventional method.

• KOREAN JOURNAL OF CROP SCIENCE
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• v.62 no.4
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• pp.333-345
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• 2017

The potato tuber is known as a rich source of essential nutrients, used throughout the world. Although potato-breeding programs share some priorities, the major objective is to increase the genetic potential for yield through breeding or to eliminate hazards that reduce yield. Glycoalkaloids, which are considered a serious hazard to human health, accumulate naturally in potatoes during growth, harvesting, transportation, and storage. Here, we used the AMMI (additive main effects and multiplicative interaction) and GGE (Genotype main effect and genotype by environment interaction) biplot model, to evaluate tuber yield stability and glycoalkaloid content in six potato cultivars across three locations during 2012/2013. The environment on tuber yield had the greatest effect and accounted for 33.0% of the total sum squares; genotypes accounted for 3.8% and $G{\times}E$ interaction accounted for 11.1% which is the nest highest contribution. Conversely, the genotype on glycoalkaloid had the greatest effect and accounted for 82.4% of the total sum squares), whereas environment and $G{\times}E$ effects on this trait accounted for only 0.4% and 3.7%, respectively. Furthermore, potato genotype 'Superior', which covers most of the cultivated area, exhibited high yield performance with stability. 'Goun', which showed lower glycoalkaloid content, was the most suitable and desirable genotype. Results showed that, while tuber yield was more affected by the environment, glycoalkaloid content was more dependent on genotype. Further, the use of the AMMI and GGE biplot model generated more interactive visuals, facilitated the identification of superior genotypes, and suggested decisions on a variety of recommendations for specific environments.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.127-144
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• 2021

The purpose of this study is to derive service factors based on the "Rail Statistical Yearbook" data of railroad service providers from 1990 to 2019, and to analyze the effect of the service factors on the operating profit ratio(OPR), a representative management performance variable of railroad transport service providers. In particular, it has academic significance in terms of empirical research to evaluate whether the management innovation of the KoRail has changed in line with the purpose of establishing the corporation by dividing the research period into the first period (1990-2003) and the latter (2004-2019). The contents of this study investigated previous studies on the quality of railway passenger transportation service and analyzed the contents of government presentation data related to the management performance evaluation of the KoRail. As an empirical analysis model, a research model was constructed using OPR as a dependent variable and service factor variables of infrastructure, economy, safety, connectivity, and business diversity as explanatory variables based on the operation and management activity information during the analysis period 30 years. On the results of research analysis, OPR is that the infrastructure factor is improved by structural reform or efficiency improvement. And economic factors are the fact that operating profit ratio improves by reducing costs. The safety factor did not reveal the significant explanatory power of the regression coefficient, but the sign of influence was the same as the prediction. Connectivity factor reveals a influence on differences between first period and latter, but OPR impact direction is changed from negative in before to positive in late. This is an evironment in which connectivity is actually realized in later period. On diversity factor, there is no effect of investment share in subsidiaries and government subsidies on OPR.

• Journal of Internet Computing and Services
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• v.22 no.6
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• pp.25-32
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• 2021

In line with future changes in the marine environment, Aids to Navigation has been used in various fields and their use is increasing. The term "Aids to Navigation" means an aid to navigation prescribed by Ordinance of the Ministry of Oceans and Fisheries which shows navigating ships the position and direction of the ships, position of obstacles, etc. through lights, shapes, colors, sound, radio waves, etc. Also now the use of Aids to Navigation is transforming into a means of identifying and recording the marine weather environment by mounting various sensors and cameras. However, Aids to Navigation are mainly lost due to collisions with ships, and in particular, safety accidents occur because of poor observation visibility due to sea fog. The inflow of sea fog poses risks to ports and sea transportation, and it is not easy to predict sea fog because of the large difference in the possibility of occurrence depending on time and region. In addition, it is difficult to manage individually due to the features of Aids to Navigation distributed throughout the sea. To solve this problem, this paper aims to identify the marine weather environment by estimating sea fog level approximately with images taken by cameras mounted on Aids to Navigation and to resolve safety accidents caused by weather. Instead of optical and temperature sensors that are difficult to install and expensive to measure sea fog level, sea fog level is measured through the use of general images of cameras mounted on Aids to Navigation. Furthermore, as a prior study for real-time sea fog level estimation in various seas, the sea fog level criteria are presented using the Haze Model and Dark Channel Prior. A specific threshold value is set in the image through Dark Channel Prior(DCP), and based on this, the number of pixels without sea fog is found in the entire image to estimate the sea fog level. Experimental results demonstrate the possibility of estimating the sea fog level using synthetic haze image dataset and real haze image dataset.

• Journal of Korea Port Economic Association
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• v.38 no.2
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• pp.81-93
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• 2022

Since 2008, China's shipping industry has been in a slump, with shipbuilding orders falling sharply, and high-growth excess capacity has become increasingly apparent, leaving many firms with sharply reduced orders at risk of bankruptcy and shutdown. To ensure the development of the shipbuilding industry and enhance the international competitiveness of the shipbuilding industry, it is necessary to analyze the present situation of the shipbuilding industry and the financial situation of the shipbuilding enterprises. And analyzing the problems faced by enterprises from the perspective of capital structure is very meaningful to the shipbuilders with high capital operation. We are trying to analyze the determinants of capital structure of China's shipbuilding listed companies. 30 listed Chinese shipbuilding and listed companies have been designated as sample companies that can obtain financial statements for 13 consecutive years. They also divided 30 sample companies into shipbuilding, shipbuilding-related manufacturing, and shipbuilding-related transportation. Dependent variable is the debt level of the year, independent variable includes the debt level of the previous year, fixed asset ratio, profitability ratio, depreciation cost ratio and asset size. The regression model of the panel used to analyze determinants is capital structure. The results of the empirical analysis are as follows. First, a fixed-effect model for the entire entity showed that the debt-to-equity ratio and the size of the asset in the previous period had a positive effect on the debt-to-equity ratio in the current period. Second, the impact of the profitability ratio on the debt level in the prior term also supports the capital procurement ranking theory rather than the static counter-conflict theory. Third, it was shown that the ratio of the depreciation of the prior term, which replaces the non-liability tax effect, affects the debt-to-equity ratio in the current period.

• Journal of Wetlands Research
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• v.25 no.4
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• pp.306-314
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• 2023

Stream sediments are an important component of water quality management because they are receptors of various pollutants such as heavy metals and organic matters emitted from upland sources and can be secondary pollution sources, adversely affecting water environment. To effectively manage the stream sediments, identification of primary sources of sediment contamination and source-associated control strategies will be required. We evaluated the performance of machine learning models in identifying primary sources of sediment contamination based on the physico-chemical properties of stream sediments. A total of 356 stream sediment data sets of 18 quality parameters including 10 heavy metal species(Cd, Cu, Pb, Ni, As, Zn, Cr, Hg, Li, and Al), 3 soil parameters(clay, silt, and sand fractions), and 5 water quality parameters(water content, loss on ignition, total organic carbon, total nitrogen, and total phosphorous) were collected near abandoned metal mines and industrial complexes across the four major river basins in Korea. Two machine learning algorithms, linear discriminant analysis (LDA) and support vector machine (SVM) classifiers were used to classify the sediments into four cases of different combinations of the sampling period and locations (i.e., mine in dry season, mine in wet season, industrial complex in dry season, and　industrial complex in wet season). Both models showed good performance in the classification, with SVM outperformed LDA; the accuracy values of LDA and SVM were 79.5% and 88.1%, respectively. An SVM ensemble model was used for multi-label classification of the multiple contamination sources inlcuding landuses in the upland areas within 1 km radius from the sampling sites. The results showed that the multi-label classifier was comparable performance with sinlgle-label SVM in classifying mines and industrial complexes, but was less accurate in classifying dominant land uses (50~60%). The poor performance of the multi-label SVM is likely due to the overfitting caused by small data sets compared to the complexity of the model. A larger data set might increase the performance of the machine learning models in identifying contamination sources.

• The Korean Journal of Air & Space Law and Policy
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• v.27 no.1
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• pp.3-27
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• 2012

Although aviation safety and security have been improving, which has made air transportation more reliable, the international aviation community has witnessed a steady increase in the number of unruly passenger incidents. Under international law, the Tokyo Convention (The Convention on Offences and Certain Other Acts Committed on Board Aircraft of 1963) is applicable to unruly passenger issues. While the Tokyo Convention has been a successful convention which 185 member states have ratified, it has its shortcomings. Three major shortcomings are related to definition, jurisdiction, and enforcement. Firstly, the Tokyo Convention does not provide for a definition of unruly passengers, thereby resulting in a situation where conduct that may be considered to be a criminal offence in the country of embarkation may not be a criminal offence in the country where the aircraft lands. Having different definitions may lead to ineffective action on the part of air carriers. Secondly, the fact that the state of landing does not bear jurisdiction produces circumstances in which it is impossible to punish an unruly passenger who clearly committed an offence on board. Thirdly, the Tokyo Convention only recognizes the competence of the state of registry to exercise criminal jurisdiction but does not impose the duty to actually use that competence in any specific case. Along with ratifying the Tokyo Convention, Korea enacted the Aviation Navigation Safety Act in 1974 as a domestic legal approach to dealing with the problem of unruly passengers. Partially reflecting the ICAO's model legislation, Circular 288, the Aviation Safety and Security Act was enacted in 2002. Although the Korean Aviation Safety and Security Act is a comprehensive act which has been constantly updated, there is no provision with respect to jurisdiction and only the Korean criminal code is applicable to jurisdiction. The Korean criminal code establishes its jurisdiction in connection with territoriality, nationality and registration, which is essentially the same as the jurisdictional principles of the Tokyo Convention. Thus, the domestic legal regime cannot close the jurisdictional gap either. Similarly, Korean case law would not take an active posture to jurisdiction unless the offence in question is a serious one, such as hijacking. A Special Sub Committee of the ICAO Legal Committee (LCSC) was established to examine the feasibility of introducing amendments to the Convention on Offences and Certain Other Acts Committed on Board Aircraft of 1963 with particular reference to the issue of unruly passengers. The result of the ICAO's findings should lead to the modernization of the Tokyo Convention, thereby reducing the number of incidents caused by unruly passengers and enabling all parties concerned to respond to unruly passengers more effectively.