• Journal of Navigation and Port Research
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• v.48 no.4
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• pp.267-273
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• 2024

Bridge lanterns are installed on bridges or piers to signal the presence of these structures on navigational routes and navigable waters, and they fall under the category of light wave signals in Aids to Navigation. In Korea, medium to large bridges installed over major rivers and seas are equipped with bridge lanterns, which are necessary for routes frequented by ships and require periodic inspections on a monthly or multi-month basis. However, most bridge lanterns are mounted externally on bridge railings as fixed or manual rotary supports, posing a high risk of fatal falls during inspections. Furthermore, high -traffic bridges demand quick maintenance works due to complaints about traffic disruption, thus increasing work hazards. Consequently, this study introduced a tailored automatic bridge lantern support concept based on different types of bridge lantern installations, aiming for safe and rapid inspections. Additionally, the study sought to achieve full automation of the bridge lighting system by integrating it with a management program for monitoring and controlling bridge lanterns, utilizing both wired and wireless communication technologies. These findings provide foundational design data for new and refurbished bridges that will be installed in the future.

• Therapeutic Science for Rehabilitation
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• v.9 no.2
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• pp.99-117
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• 2020

Objective : The purpose of this study was to study the effects of occupation-based community rehabilitation on occupational performance skills and activities of daily living in stroke disabled persons living in the community, and to investigate the changes in occupation quality and satisfaction. Methods : In this single-subject ABA design study with follow-up evaluation, one severely disabled person diagnosed with stroke who lived in the community was recruited. The procedure consisted of a total of 25 sessions for 17 weeks. Intervention was according to occupation-based community rehabilitation, and the researcher visited the subject's home. Individualized intervention was applied according to the OTIPM. The intervention was composed of task assignment and feedback, home environment modification, information-related caregiver education, and community resource network. The evaluation of each session included the changes in the frequency of occupational performance skills, the quality of occupational performance in daily life, and the changes in occupational satisfaction, activities of daily living, quality of life, and maintenance of in the occupational performance skills during follow-up. The results were visually analyzed using a bar graph and a linear graph. Results : The results showed that the occupation-based community rehabilitation improved activities of daily living such as putting on socks, shoes slip-on, and upper body dressing garment within reach. Within the framework of the AMPS, it was confirmed that the quality of occupational performance was improved in all the subjects, and the degree of satisfaction also improved. Conclusion : This study showed that occupation-based rehabilitation can improve the occupational performance skills of stroke home disabled people positively affect the quality of occupational performance in daily life. Therefore, I think it is meaningful that useful for them.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.6D
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• pp.771-778
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• 2011

Preliminary feasibility study on Busan metro line #1 in Yangsan line (Nopo-Bukjeong) depending on active volume of mass transportation between Yangsan city and Busan city was conducted. As the study concluded that it's valid, the necessity to establish the metro railroad network connecting to Busan, Ulsan and Gyeongnam Province is demanded to improve the transportation issues in Ungsang area vulnerable to metro service and to drive the balanced development between metropolitan cities. In addition, the volume of transportation depending on methods in target areas and road traffic assignment are surveyed to put a stress on the necessity to establish the metro railroad network. As the demand of transportation for alternative lines is predicted, the budget and benefits for construction for each alternative line set for the rough economic analysis depending on traffic volume for each method and traffic assignment results. The total project budget necessary for construction of proposal line #1 set as effective one among target three lines in this project is calculated in 794.32 billion won. Construction accounts for the most expensive in expenses for project and contingency allowances, purchases for vehicles and collateral expense are followed in orders. However, compensation for lands is not counted. In particular, according to economic analysis in proposal #1, ratio of benefit/cost (B/C) is 0.584, net present value (NPV) is -217.47 billion won, the internal rate of return (IRR) is analyzed in 0.604 %. At the current stage, it is not economically feasible, but the B/C is 0.737 in long-term upon construction of Yangsan line between Wolpheong and Yongdang which is proposal line #3. Therefore, when Busan metro basic plan is reorganized to aim the benefit of residents in Ungsang area vulnerable to the metro service, we think it must be necessary to establish the metro railroad network connecting to Busan-Yangsan-Ulsan which is proposal line #2 by extending the existing Sinjeong line and including this task line in high-ranked plan related to metro railroad.

• Journal of the Korea Organic Resources Recycling Association
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• v.12 no.3
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• pp.63-75
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• 2004

This research sought to determine the status of the installation and operation of domestic public resource-making facilities of resource-making facilities and come up with corresponding improvement measures. Currently compost is most numerous set-up out of facilties already established ever since, then the rest of them are feeds, anaerobic degradation, sewage combination, and combination of compost and feeds in order. As such, food waste is processed more into compost than into feeds, presumably because relevant facilities, which were originally designed for processing into feeds, were converted into composting facilities due to little demand for the processed feeds. The finding says that many related firms had yet to register their businesses in accordance with feeds and fertilizers management laws, and that food waste resources-making facilities used various basic facilities but few of them treated food waste in linkage with leaching water, bad odors, and energy. Some of current facilities were found to be 7 years old and thus outdated. Due to lack of skilled operational manpower, many facilities had less than 300 days of normal operation yearly, and some needed minor and serious repairs periodically. In overall facilities, 87% of the planned food waste was rolled in, thus requiring measures to treat the whole planned volume. For costs of resource-making facilities, some with a capacity of below 50 tons topped 100 million won, and facilities with a capacity of over 50 tons required less installation costs. Overall, installation costs ranged from 10 million to 20 million, and to 200 million won per ton, and this suggests a need to establish the installation cost calculation criteria, as well as to reshape the facility criteria. With operating costs varying greatly according to the size and treatment methods of facilities, the finding indicates a need to rationalize the operating costs, and to plan appropriate-size installation and operation of facilities to ensure economic operation.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.28 no.1
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• pp.113-119
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• 2010

This study examined figurative characters of rice terraces, and is intended to seek figurative possibility of a natural scene by selecting Gyeongnam Area Namhae Gacheon rice terraces, Sancheong Imcheon rice terraces and Hamyang Macheon rice terraces through an analysis of the target land. As a theoretical background, studies of a natural scene and figuration-related literature were looked into, and for figuring a natural scene on the basis of the results, the character of the topography of rice terraces was divided into 9 items as follows by generalizing the inspiration obtained from the natural scenic character and spatial character of rice terraces represented from the topography: (1) Inclination showing the degree of the slope of rice terraces, (2) The bending showed by unevenness of the edge line of rice terraces, (3) The degree of parallelism of the up-and-down edge line, (4) The size of the width of the section of each rice terrace, (5) The area of the total rice terraces, (6) Step gap that indicates the difference of high and low of the up-and-down small rice terraces, (7) Figuration as an image represented by the external form of the total rice terraces, (8) Naturalness and artificiality kept by the total scene, (9) Softness of cornerstones or soil that forms small rice terraces, an atmosphere produced by the total scenes, etc. The results of analysis made through GIS, with rice terraces of Gyeongnam Namhae, Sancheong and Hamyang Area as the target land, are as follows. First, the steeper the inclination is, the higher the step difference of cornerstones becomes, and the steeper the inclination, the narrower the area and width become, so that it could be known that, in rice terraces, inclination is proportional to step difference and the area is inversely proportional to the width. Second, it is considered that line showed in rice terraces, area elements and reiteration, repeated changes, and changes in the scene affected by the surrounding environment including those according to season can be converted into a variety of images according to an individual disposition. Third, it was decided that it is possible to figure repetitive composition and directivity, motility, order and change, etc. into a common type drawn from each target land. This paper, as a study of basic materials for expressing figuration in an environment field, investigated and analyzed the surrounding environment of the target land, and is significant in that it attempted the possibility of being able to generalize the environmental beauty of the target land as one figurative element. More precise studies are expected to be made later.

• Journal of Fisheries and Marine Sciences Education
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• v.10 no.2
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• pp.139-161
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• 1998

This thesis includes a study on the legal regulation, the system and formalities on the control of illegal fishing. And the author analyzed the details of the lists of illegal fishing controlled by fishing patrol vessels of Ministry of Maritime Affairs and Fisheries from 1994 to 1996 in adjacent sea area of Korea. The results are summarized as follows ; 1. The fishing patrol vessels controlled total 826 cases in 2,726 days of 292 voyages by 17 vessels in 1994, total 1,086 cases in 3,060 days of 333 voyages by 18 vessels in 1995 and total 933 cases in 3,126 days of 330 voyages by 19 vessels in 1996. 2. The fishing period of illegal fishing was generally concentrated from April to September. But year after year, illegal fishing was scattered throughout the year. 3. The most controlled sea area of illegal fishing was the south central sea area in the sea near Port of Tongyeong. The sea area occupied about 36~51% of totality and the controlled cases were gradually increased every year. The second was the south western sea area in the sea near Port of Yosu. The sea area occupied about 18-27% and the controlled cases were a little bit increased every year. The third was the south eastern sea area in the sea near Pusan. The sea area occupied about 13~23% and the controlled cases were gradually decreased year by year. 4. The most controlled kind of illegal fishing was the small size bottom trawl. This occupied about 81-95% of totality and the controlled cases were gradually increased year by year. The second was the medium size bottom trawl. This occupied about 4-7% and the controlled cases were gradually decreased year by year. The third was the trawl of the coastal sea, this occupied about 2~4% and the controlled cases were a little bit decreased every year. 5. The most controlled address of illegal fishing manager was Pusan city which occupied about 33-51% of totality. The second was Cheonnam which occupied about 24-29%. The third was Kyungnam which occupied about 16~35%. 6. The most controlled violation of regulations was Article 57 of the Fisheries Act which occupied about 56-64% of totality. The second was Article 23 of Protectorate for Fisheries Resources which occupied about 21-36%. And the controlled cases by it were gradually increased every year.

• The Korean Journal of Air & Space Law and Policy
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• v.17
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• pp.55-89
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• 2003

What are the international aviation regimes? It is said that they are sets of principles, norms, rules, and decision-making procedures of international aviation around which aviation actors' (states-actors, intergovernmental aviation organization, international aviation conventions, airlines and their organizations etc.) expectations converge in a given aviation issue-area for the purposes of the human welfare and the operations of the stable civil aviation. In this regards, the purposes of this study are focused on the aviation actors' shifts. Chronologically, international aviation regimes have been developed by some stages as followings; The 1st stage is the period from 1944 Chicago Convention to 1978 US Deregulation Act, when the aviation regulations and rules within the international aviation relations were implemented by Chicago-Bermuda regimes as Christer Jonsson pointed out. In this first stage, the sovereignty for the airspace over their countries is absolute. The second stage is the period from 1978 to '1992 Open Skies Agreement' between US and Netherlands. In this regime, airlines' activities as well as state-actors' have been actuated. The third stage is the period from 1992 to the contemporary. In this stage, airlines' activities for the consumers such as 'Open Skies Agreements', 'e-commerce business', 'airspace open policy within EU area', 'service open policy of WTO', and 'airlines' strategic alliance' are the central focal points in the world aviation relationship. In the conclusion, this phenomenon of the core actors in the international aviation rules has been shifted from the states-actors to the non-states actors especially, operating airlines, or consuming customers. Finally, I' d like to suggest that international aviation regimes should be developed to promote and facilitate the globalized level for the people's movements among the global aviation society. That is the way to proceed to the welfare and peace for all human beings of the World.

• The korean journal of orthodontics
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• v.26 no.4
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• pp.414-420
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• 1996

Cephalometric measureements have disadvantage of representing cranio-facial structures in two dimension only and therefore they pose limitations in describing three-dimentional structures of cranio-facial region. More interests have been put on the correlation between the two planes. This study evaluated correlations between facial type score, which allows effects on malocclusion, growth change prediction and establishment of treatment method and prognosis, and measurements from submentovertex view. Cephalometric view and submentovertex view were taken of skeletal Class I adults with optimal profile and correlations between them have been observed. Following results were obtained: 1. To learn about factors that influence average condylar angulation, FACE, INT-CO-ANG, MN-CORPUS, CON-RATIO, GON-RATIO, MN-RATIO were used as variables and underwent multiple regression analysis. As a result, the following equation was obtained : CON-AVE=.l73(FACE)-.322(INT-CO-ANG)+36.34(GON-RATIO) +.420(MN-CORPUS) (($R^2=.85451$) 2. The following equation was obtained concerning facial type score. FACE= .050(CON-ANG)+.023(INT-CO-ANG)-.075(MN-CORPUS)($R^2=.31547$) 3. Among the submentovertex measurements, MN-CORPUS, CON-RATIO, GON-RATIO, MN-RATIO showed close correlations. (P<0.05) 4. Average condylar angualtions were $23.37^{\circ}$ on the right and $20.71^{\circ}$ on left. There was a difference between the two. FACE : facial type soore. CON-ANG: mean value of condylar angulation. CON-AVE: mean value of Rt. Lt condylar angulation. INT-CO-ANG : angle between Rt. Lt condylar axis. MN-CORPUS : angle formed between RT. Lt gonion & pogonion. CON-RATIO: lntercondylar distance/mandibular body length. GON-RATIO : intergonion distanoe/mandibular body length. MN-RATIO: lntermylohyoid distance/mandibular body length. MX-RATIO: intermaxillary tuberosity distance/ANS-PNS distance.

• Journal of Korean Society of Environmental Engineers
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• v.29 no.8
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• pp.895-903
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• 2007

As for the increasing demanding on the development of direct-ecological landfill monitoring methods, it is needed for critically defining the condition of landfills and their influence on the environment, quantifying the amount of enzymes and bacteria mainly concerned with biochemical reaction in the landfills. This study was thus conducted to understand the fates of contaminants in association with groundwater quality parameters. For the study, groundwater was seasonally sampled from four closed unsanitary landfills(i.e. Cheonan(C), Wonju(W), Nonsan(N), Pyeongtaek(P) sites) in which microbial diversity was simultaneously obtained by 16S rDNA methods. Subsequently, a number of primer sets were prepared for quantifying the specific gene of representative bacteria and the gene of encoding enzymes dominantly found in the landfills. The relationship between water quality parameters and gene quantification were compared based on correlation factors. Correlation between DSR(Sulfate reduction bacteria) gene and BOD(Biochemical Oxygen Demand) was greater than 0.8 while NSR(Nitrification bacteria-Nitrospira sp.) gene and nitrate were related more than 0.9. A stabilization indicator(BOD/COD) and MTOT(Methane Oxidation bacteria), MCR(Methyl coenzyme M reductase), Dde(Dechloromonas denitrificans) genes were correlated over 0.8, but ferric iron and Fli(Ferribacterium limineticm) gene were at the lowest of 0.7. For MTOT, it was at the highest related at 100% over BOD/COD. In addition, anaerobic genes(i.e., nirS-Nitrite reductase, MCR. Dde, DSR) and DO were also related more than 0.8, which showing anaerobic reactions generally dependant upon DO. As demonstrated in the study, molecular biological investigation and water quality parameters are highly co-linked, so that quantitative real-time PCR could be cooperatively used for assessing landfill stabilization in association with the conventional monitoring parameters.

• 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.