• Journal of Korea Port Economic Association
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• v.34 no.1
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• pp.111-132
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• 2018

As China continues to evolve as a major economic power and the Free Trade Agreement (FTA) between the Republic of Korea and China was ratified on June 1, 2015, market volume between the two countries is expected to grow more rapidly. This study aims on improving the efficiency of car-ferry lines. We conducted two surveys- for shippers and forwarders of car-ferry companies, and container liners. The study analyzes the decision factors for delivery companies and their importance for shippers and forwarders of car-ferry companies and container liners. Based on analysis of prior studies on the competition for car-ferry companies and liners, three primary variables are selected-promptness, economics, and safety. The promptness variable consists of shipping time, loading/unloading time, and customs clearing time. The economic variable consists of marine transportation cost from a domestic harbor to China, loading/unloading cost in the harbor, and overland transport cost from the harbor to shippers inland. Finally, the safety variable consists of cargo damage rates, safety facilities, such as lashing and shoring, and punctuality of transportation time. The survey and AHP results show that the promptness, safety, and economics factors are 0.549, 0.309, and 0.142 in the shipper groups of car-ferry companies' category, respectively. It indicates that there is considerable difference in the importance of each factor. In contrast, the factors are 0.350, 0.348, and 0.302 in the forwarders category, which suggests that there is little difference in each factor's importance. As for shippers and forwarders of liners, the importance of each factor is found to be in the following order: economics, safety, and promptness.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1991.04a
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• pp.75-79
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• 1991

고도로 산업화가 진행됨에 따라 회전기계는 더욱 중요시되고 있으며 이의 성능 향상에 부단한 노력이 경주되고 있다. 특히 우주 시대의 개막과 더불어 우주선 및 인공위성에 사용하기 위해 초소형이며 초고속의 고성능회전모타 를 개발하기에 이르렀다. 한 예로서 미국립항공우주국(NASA)의 스페이스셔 틀에 사용되는 주엔진 터보펌프를 들 수 있는데 이 터보펌프는 접시만한 크 기로써 71000마력을 생성해 낸다. 이러한 가공할 만한 에너지 밀도와 유량을 감당해 내려면 종래의 회전기계보다는 훨씬 더 높은 회전속도를 가져야 한 다. 이러한 회전체는 큰 관성부하와 진 동 및 동안정성의 문제등을 내포하고 있다. 고성능 회전기계의 또다른 예로서 초정밀 가공용 공작기계를 들 수 있 다. 선반 혹은 밀링머신으로 초정밀가공을 행하기 위해서는 회전축의 진동이 극히 작아야 한다. 이와 같이 오늘날 갈수록 초고성능 초정밀도를 추구함에 있어서 회전축의 진동을 현장에서 모니터링하고 이 진동데이터를 분석하여 회전축을 제어하는 것이 강력히 요구되어진다. 따라서 in-situ 측정이 중요성 을 띠게 되었는데 이는 제어기술의 바탕이 되는 자료를 현장에서 제공할 수 있기 때문이다. 회전축 진동측정의 대상이 되는 것들은 모타, 발전기, 엔진 및 터빈등을 대표적으로 들 수가 있다. 여기서 소형회전기계의 축표면과 같 이 비교적 곡면을 이루고 있는 부분의 진동변위 측정에 신중한 고려가 요구 되어 진다. 이는 축의 곡면도에 따라 감도가 변화하기 때문이다. 따라서 평 판에 대한 calibration 챠트를 회전기계축진동 변위환상에 이용하면 곡률에 따라서 오차가 생기게 된다. 본 연구에서는 비접촉 축진동측정시 발생되는 오차에 대하여 검토하고자 한다. from the studies, the origin of ${\alpha}$$_1$peak was attributed to the detrapping process form trap with 2.88[eV] deep of injected space charge from the chathode in the crystaline regions. The origin of ${\alpha}$$_2$ peak was regarded as the detrapping process of ions trapped with 0.9[eV] deep originated from impurity-ion remained in the specimen during production process of the material, in the crystalline regions. The origin of ${\beta}$ peak was concluded to be due to the depolarization process of "C=0"dipole with the activation energy of 0.75[eV] in the amorphous regions. The origin of ${\gamma}$ peak was responsible to the process combined with the depolarization of "CH$_3$", chain segment, with the activation energy of carriers from the shallow trap with 0.

• Journal of Korean Ophthalmic Optics Society
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• v.2 no.1
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• pp.133-143
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• 1997

A population-based study of people aged above 20 years showed that 32% had emmetropia and 68% had ammetropia(myopia 56.6%. hyperopia 11.4%) city in Korea. The percentage of ammetropia in population based study is higher than that of clinic(O.P.D.) based. A 83.3% of the ammetropia had myopia. which is higher than 76.3% of 1968 and 76.9% of 1975 years. A 16.7% of the ammetropia had hyperopia. which is lower than 19.4% of 1968 and 17.3% of 1975 years. In the kind of refractive error. 32.1% of 985 eyes examined had compound myopic astigmatism. 18.2% had simple myopic astigmatism. 14.2% had simple myopia. 6.8% had simple hyperopic astigmatism, 5.0% had mixed astigmatism, 4.7% had compound hyperopic astigmatism and 3.6% had simple hyperopia. In the difference of binocular refractive error, 29% had 0.50~2.00 Dptr difference and 3.6% had difference above 2.00 Dptr. In age related myopic refractive error, 76.7% of people aged 20~29 years and 74.0% of 30~39 years had myopia. It is due to overstudy for entrance into a university that the percentage of myopia is higher than that of abroad. In age related hyperopic refractive error, 2.9% of people aged 20~29 years, 0.6% of 30~39 years. 6.3% of 40~49 years, 16.0% of 50~59 years and 63.9% of 60~69 years had hyperopia. It shows that the age related hyperopic refractive error was significantly increased at aged 40~49 years. The right eye had more myopic refractive error than left eye.

• Journal of Korean Ophthalmic Optics Society
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• v.10 no.4
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• pp.419-428
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• 2005

The aim of this study was to provide data for the relief of asthenopia during binocular vision by determining the characteristics of ocular function in adults. A total of 260 subjects were between the age of 19-35years. We measured individually the refractive error correction, pupillary distance, optical center distance, phoria, convergence, accommodation and the AC/A as well as the asthenopia during binocular vision using a questionnaire. After analysis of factors affecting asthenopia, we also examined the reductive effect of asthenopia in subjects who had asthenopia using prism. To determine the factors affecting asthenopia during binocular vision, statistic analyses were carried out the multivariate Logistic regression model. The results of this study were as follow. The asthenopia during binocular vision was found 26.9% of subjects. Multivariate logistic regression model was used to determine factors affecting binocular vision of myopia. When the accommodation and convergence were low compared to being high, when subjects had esophoria or there was more exophoria, and when AC/A was lower than the standard, the rate of asthenopia was higher. Therefore the accommodation, convergence and AC/A could be predictive factors for asthenopia. We used prism for subjects who had asthenopia during binocular vision, the results showed that the symptom of asthenopia was eased up to 74.3%.

• Journal of the Institute of Electronics Engineers of Korea SP
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• v.39 no.3
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• pp.58-65
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• 2002

In order to reduce blocking artifacts in inter-frame coded images, we propose a new image restoration algorithm, which directly processes differential images before reconstruction. We note that blocking artifact in inter-frame coded images is caused by both 8$\times$8 DCT and 16$\times$16 macroblock based motion compensation, while that of intra-coded images is caused by 8$\times$8 DCT only. According to the observation, we Propose a new degradation model for differential images and the corresponding restoration algorithm that utilizes additional constraints and convex sets for discontinuity inside blocks. The proposed restoration algorithm is a modified version of standard regularization that incorporate!; spatially adaptive lowpass filtering with consideration of edge directions by utilizing a part of DCT coefficients. Most of video coding standard adopt a hybrid structure of block-based motion compensation and block discrete cosine transform (BDCT). By this reason, blocking artifacts are occurred on both block boundary and block interior For more complete removal of both kinds of blocking artifacts, the restored differential image must satisfy two constraints, such as, directional discontinuities on block boundary and block interior Those constraints have been used for defining convex sets for restoring differential images.

• The korean journal of orthodontics
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• v.33 no.1 s.96
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• pp.41-49
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• 2003

This study examined the relations between degree of posterior dental compensation and skeletal discrepancy in Class III malocclusion. The pretreatment lateral cephalogras and dental casts of 87 skeletal Class III adults were selected to provide a random sampling of skeletal Class III malocclusion. Skeletal discrepancy was described with ANB angle, Wits appraisal, SN-Mn plane angle, FMA and ratios of basal arch width. Degree of posterior dental compensation was described with maxillary intermolar angle, mandibular interolar angle and sum of intermoloar angle. The relationships between skeletal discrepancy and degree of posterior dental compensation were analyzed with simple correlation analysis, stepwise multiple regression analysis. The results were as follows 1. A strong association was found between the variation in the anteroposterior measure, ANB angle and the variation of posterior dental compensation measures, sum of intermolar angle and mandibular intermolar angle in skeletal Class III malocclusion. 2. There was no statistically significant relationship between the variation in the vertical measures and the variation of posterior dental compensation measures in skeletal Class III malocclusion. 3. There was no statistically significant relationship between the variation in the anteroposterior and vortical measures and degree of basal arch width discrepancy.

• Korean Journal of Soil Science and Fertilizer
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• v.18 no.2
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• pp.161-168
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• 1985

The 38 typical profiles representing volcanic ash soils (VAS) in Korea were subjected to multiple regression analysis to determine the relative contribution of organic matter (OM) and clay content to total cation-exchange capacity (CEC). This study, also, was examined the soil characteristics of VAS. VAS in Korea could be classified into 3 Orders, 5 Suborders, 8 Great groups, 15 Subgroups, 23 Families, and 38 Series. Total area of VAS was 139, 162ha and the most of them occured in Jeju Island. Simple correlation coefficients showed significance relations at OM-CEC and clay-CEC in top-soil of VAS. The partial regression coefficients indicated that CEC for each gram of OM as calculated to be 0.46 and 0.40 me per of topsoils for the black volcanic ash soils (BVAS) and the very dark brown volcanic ash soils (VDBVAS), respectively. The clay contributions of topsoils for BVAD and VDBVAS were 0.11 and 0.19 me. The standard partial regression coefficients appeared that OM content of topsoil for BVAS and VDBVAS was 2.97 and 1.23 times as important as clay content in predicting CEC.

• Clinical and Experimental Reproductive Medicine
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• v.37 no.2
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• pp.153-158
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• 2010

Objective: To compare the clinical outcomes between oral micronized progesterone and dydrogesterone as a luteal phase support in stimulated intrauterine insemination (IUI) cycles. Methods: A retrospective analysis was performed in 183 IUI cycles during January 2007 to August 2009. Superovulation was achieved by using gonadotropins combined with or without clomiphene citrate. The luteal phase was supported by oral micronized progesterone 300 mg/day (n=136 cycles) or dydrogesterone 20 mg/day (n=47 cycles) from day of insemination. Results: There were no significant differences in clinical characteristics such as age of female, infertility factors, number of mature follicles ($\geq$16 mm), total motile sperm counts, and endometrial thickness on triggering day between the two groups. The clinical pregnancy rates per cycle were similar between the two groups (21.3% in the micronized progesterone group vs. 19.1% in the dydrogesterone group, p=0.92). The clinical miscarriage rate tended to be 3-fold higher in the micronized progesterone group (34.5% vs. 11.1%, p=0.36). Conclusion: Supplementation of oral dydrogesterone as a luteal support has similar clinical outcomes compared with oral micronized progesterone. Large-scaled randomized study would be required to confirm our findings.

• Journal of Korean Society of Transportation
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• v.24 no.7 s.93
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• pp.101-114
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• 2006

Recently due to the increase of cars and city life, the traffic congestion has worsened. It Is particularly worse in the center of the metropolis. Within the general public means, the public transport buses have the advantage of being more cheap, accessible and mobile. But as there is no separate lane for buses, the collision of cars and buses are creating damage to public service. In order to solve this situation, the bus priority signal system has been introduced to reduce the bus travel time and improve its services. The purpose of this study is to establish bus priority signal algorithm which builds bus efficiency under the real-time traffic signal control system and to analyze the effect of it. As the green time was calculated against real time (under the real-time traffic signal control system), compared to existing bus priority signal there was a reduction in cross street loss. The modified cycle was used to maintain signal progression. A case study was carried out using VISSIM simulation model. In result of this study, we found that there was a decrease in bus travel time despite some evidence of car delays and compared to existing bus priority signal the delay of dishonor could be reduced dramatically. The analysed result of person delay using MOE, is that there is evidence that when bus priority signal is in effect, the person delay is reduced.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.41-48
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• 2004

We may consider the inducement of demand to public transportation as a solution to relieve traffic congestion and pollution. Subway has merits as moving on schedule, transporting more people than bus. But subway is required a vast investment in the early stage of construction has a huge debt. So it runs into red figures, and on this account, services of subway are falling more and more. Development of subway's operation cost function is useful to understand structure of subway's operation and catch the relations of operation cost and actual results. In addition, we can present the policy that is a helpful to the operation as development of operation cost function. But there are short of studies about operation cost deal with a subway comparison with local train. Because local train has many lines and data, on the other hand, subway has one to four lines and less data. Most of previous studies sought the operation cost function of Seoul. So this study aimed to develop and apply the operation cost function of Seoul, Incheon, Busan and Daegu area using full allocation method. In this study, we considered the number of passengers, track-km, train-km, revenue as actual results. By appling the operation cost function, we compared the average cost of each city and confirmed the existence of economies of scale about the number of passengers, train-km.