• Journal of the Korean Institute of Landscape Architecture
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• v.40 no.2
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• pp.1-14
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• 2012

The purpose of this study is to derive a desirable riverfront construction plan to me for the activities of citizens through the evaluation and analysis of the urban riverfront space from the perspective of universal design. Therefore, previous studies were examined in order to induce evaluation tools that bhve been grafted from the universal design concept; in addition, a field survey was conducted in Shincheon, Daegu, which was selected as the study target, in order to induce problems and improvement directions from the perspective of universal design. The major results can be summarized as follows. (1) In the 'fairness' aspect, all the items such as installation of integrated functional signage, showing pictures, symbols, foreign language signs, and restroom entrances signage were determined to be 'All Unsuitable' for all sections; and therefore, it is necessary to improve the fairness of usage for everybody. (2) In the 'Functionality(Usability)' aspect, all items such as installation of bicycle paths beside access roads, installation of integrated functional signs, and night light signs were determined to be 'All Unsuitable' for all sections; therefore, it is necessary to improve the functionalities of these facilities. (3) In the 'Convenience' aspect, all items such as the installation of bicycle parking areas, continuous rest facilities, and back and ann support(handles) at resting facilities were determined to be 'All Unsuitable' for many sections; therefore, it is necessary to improve these facilities for the convenience of usage. (4) In the 'Information(Recognizability)' aspect, all items such as showing pictures, symbols, foreign languages and installation of night light signs, and restroom entrances signage were determined to be 'All Unsuitable' for all sections; therefore, it is necessary to improve the recognizability to minimize misunderstandings and confusion. (5) In the 'Safety' aspect, all items such as the installation of safe pedestrian paths in parking areas, using anti-slip and shock absorption materials on restroom floors, and the continuous installation of pedestrian paths that are separate from bicycle paths were determined to be 'All Unsuitable' for all sections; therefore, it is necessary to improve the safety to prevent accidents. (6) In the 'Amenity' aspect, access roads, parking areas, hygiene facilities, convenience facilities, and waterside facilities for many sections were determined to be 'All Unsuitable'; therefore, it is necessary to conduct more concentrated hygiene management. (7) In the 'Accessibility(Mobility)' aspect, all items such as the installation of safe pedestrian paths in parking areas, and continuous pedestrian paths that are separate from bicycle paths were determined to be 'All Unsuitable' for all sections; therefore, it is necessary to improve the accessibility to provide safety and convenience. (8) In the 'Durability' aspect, access roads, parking areas, rest facilities, convenience facilities, fitness facilities, and waterside facilities were determined to be 'All Unsuitable' for many sections, therefore, it is necessary to improve sunken or damaged areas by inspecting facilities by section.

• Journal of the Korean GEO-environmental Society
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• v.15 no.2
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• pp.67-74
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• 2014

Recently, the number of road construction is increasing by industrial development. According to this industrial tendency, the number of traffic accidents are consistently increasing due to increasing number of vehicle on the road. This is mainly because traffic accidents are occurred by various parameter such as negligence of driver, vehicle defects, state of unstable road, natural environment etc. Lane department of vehicles from guardrail is occurring frequently. This type of accident is caused by vehicle performance improvement and shape of vehicle, weak guardrail installation and maintenance. Guardrail has the purpose on prevention such as prevention of traffic accident and prevention of deviating out of road, minimizing damage of driver and vehicle by collision as well as entry into the road through guardrail. Stability evaluation test of guardrail verifies the behavior of guardrail through the crash of truck. At this time, the crash condition has 100 km/h of velocity and $15^{\circ}$ of impact angle. In the case of ground condition, filling slope condition has relatively high bearing capacity of infinite ground towards the test. Guardrail is generally installed on road of shoulder in fill slope in korea. It is possible for stability problem to deteriorate ground bearing capacity in Guardrail in fill slope. The existed study towards stability of guardrail has been carried out in the infinite ground. However, the study on the behavior of fill slope with guardrail is not performed by vehicle collision. Therefore, In this study, the numerical analysis using LS-DYNA was executed for verification on behavior of fill slope with guardrail through vehicle collision. This numerical analysis was carried out with change of embedded depth on installed guardrail post in shoulder of fill slope by vehicle collision and 8 tonf truck crash providing at NCAN (National Crash Analysis Center). As the result, displacement and stress on fill slope are decreased in accordance with the increase of embedded depth of guardrail post. Ground bearing capacity is deteriorated at depth of 450 mm form shoulder of road on fill slope.

• Economic and Environmental Geology
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• v.38 no.6 s.175
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• pp.675-687
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• 2005

The rocks of the five storied stone pagoda in the Jeongrimsaji temple site are 149 materials in total with porphyritic biotite granodiorite. They include pegmatite veinlet, basic xenolith and evenly developed plagioclase porphyry. This stone pagoda has comparably small fracture and cracks which are farmed in the times of rock properties, but surface exfoliation and granular decomposition are in process actively since the rocks are generally weakened from the influence of air contaminants and acid rain. Structural instability of constituting rocks in the 4th roof materials are observed to occur from distortion and tilt. Such instability is judged to threat stability of the upper part of the stone pagoda. Also, chemical weathering is operating even more as the contaminants, ferro-manganese hydroxides eluted from water-rock interaction on the rock surface. Most of the rock surface is covered with yellowish brown, dark black and light gray contaminants, and especially occur in the lower part of the roof rocks on each floor. The roof underpinning rocks are severe in surface pigmentation from manganese hydroxides and light gray contaminants. The surface of rocks lives bacteria. algae, lichen, or moss and diverse productions in colors of light gray, dark Bray and dark green. Grayish white crustose lichen grows thick on the surface with darkly discolored by fungi and algae in the first stage on basement rocks, and weeds grows wild on the upper part of each roof rocks. This stone pagoda must closely observe the movements of the upper part rock materials through minute safety diagnosis and long term monitoring for structural stability. Especially since the surface discoloration of rocks and pigmentation of secondary contaminants are severe, establishment of general restoration and scientific conservation treatment are necessary through more detailed study for this stone pagoda.

• Journal of Korean Library and Information Science Society
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• v.45 no.1
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• pp.81-102
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• 2014

In 1978, there was an investigation before the repair of the pagoda in Suzhou Ruiguangsi (蘇州 瑞光寺) and many Buddhist literatures were found in the center of pagoda's 3rd floor. This study is the analysis of the forms and values of the literatures. Since there were 123 ea of precious literatures made from Tang (唐) period to early North Sung (北宋) period among the found Buddhist literatures, they have very important meaning in the bibliography for the time. Suzhou Reiguangsi (蘇州 瑞光寺) was built by the first king of Wu (吳), Sun Quan (孫權). He built this Buddhist temple to meet Monk Xingkang (性康) from Kangjuguo (康居國). When it had been first built, it had been called Puji Chanyuan (普濟禪院) and it was renamed as current Ruiguangsi (瑞光寺) after the major expansion in the early period of North Sung (北宋). The Ruiguangta (瑞光塔) was built by Sun Quan (孫權) in A.D. 247 immediately after the temple had been built. Sun Quan built this pagoda as a 13-floor pagoda to pray for the easy passage into eternity of his mother, national prosperity and welfare of the people. As time passed by, the pagoda was largely damaged and it was newly built in A.D. 1017 (天禧 1) of early North Sung (北宋) period; while it was named as Duobaota (多寶塔). The literatures found in Ruiguangta consist of 107 ea of 3 sets dharani (陀羅尼) scripture and 16 volumes of 5 books, total 123 ea. Especially, there were 7 books of full set transcript of Lotus Sutra (法華經) in relatively complete form. This sutra written in gilt lettering on dark blue paper was made in Middle Tang (中唐) period and it is believed to be the only one existing in East Asia as a scripture written in gilt lettering on dark blue paper (紺紙金字寫經). There were also 6 books of small letter edition of Lotus Sutra (法華經) in complete form, which was published during the early North Sung (北宋) period. This specific edition is incorrectly stated in most general reference books published in China as having been engraved in early Tang period (初唐) since a Japanese scholar wrongly introduced it as having been engraved together with Nakamura edition (中村本). It is meaningful that this error can be corrected by the finding of this study.

• Journal of Chest Surgery
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• v.40 no.7 s.276
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• pp.485-491
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• 2007

Background: Thoracoplasty has become a rarity in current clinical practice, although it has been widely employed for well over a century as a procedure for reducing the capacity of the thoracic cavity. Yet we have perform tailoring thoracoplasty following or concomitant with pulmonary resection in 20 patients. The aim of this study is to evaluate the early and late clinical results and also the significance of tailoring thoracoplasty. Material and Method: From March 1995 to June 2005, modified thoracoplasty following or concomitant with pulmonary resection was performed in 20 patients out of a total of 298 pulmonary resections for closing air leaks and for treating persistent pleural space following pulmonary resections, and to tailor the thoracic cavity to accept a diminished lung volume. Of the 20 patients, 14 patients had tailoring thoracoplasty performed concomitant with pulmonary resection, and the remaining 6 patients also had tailoring thoracoplasty performed following pulmonary resection. The subjects ages ranged from 24 to 77 (mean $59.1{\pm}6.4$) and a male preponderance was noted (17 : 3); the number of left and right surgeries was equal. The preoperative primary underlying diseases were lung cancer in 7 patients, pneumothorax with giant bullous change in 6 patients, bronchiectasis in 2 patients, previous pulmonary tuberculosis associated with aspergilloma in 2 patients, empyema with fibrothorax in 2 patients and multiple lung abscesses & destruction due to previous trauma in 1 patient. The operative methods were apicolysis and subperiosteal removal of the 2nd, 3rd and 4th ribs (the costochondral junction to the posterior portions of the ribs) with preservation of the first rib and compression of the anterior chest via cotton bags and elastic bandages. Result: The mean duration of the air leaks after thoracoplasty was $1.6{\pm}0.2$ days (range: $0{\sim}7$ days) and the mean duration of an indwelling chest tube was 7 days (range: $5{\sim}11$ days); the mean duration of hospitalization was $19.2{\pm}2.8$ days (range: $8{\sim}47$ days). The postoperative complications were wound infection (2) and pneumonia (2); reoperation was done due to bleeding (1) in one patient who underwent concomitant thoracoplasty and there was 1 case of wound infection (1) after postresection thoracoplasty. The mortality was 1 patient in the early phase and 4 patients in the late phase. Conclusion: We conclude that tailoring thoracoplasty may be performed to close anticipated persistent pleural spaces and to accommodate the diminished lung volume with acceptable cosmetic results when this procedure is combined with pulmonary resection in selected patients.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.23 no.8
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• pp.759-769
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• 2013

Electronic equipment has been applied to virtually every area associated with commercial, industrial, and military applications. Specifically, electronics have been incorporated into avionics components installed in aircraft. This equipment is exposed to dynamic loads such as vibration, shock, and acceleration. Especially, avionics components installed in a helicopter are subjected to simultaneous sine and random base excitations. These are denoted as sine on random vibrations according to MIL-STD-810F, Method 514.5. In the past, isolators have been applied to avionics components to reduce vibration and shock. However, an isolator applied to an avionics component installed in a helicopter can amplify the vibration magnitude, and damage the chassis, circuit card assembly, and the isolator itself via resonance at low-frequency sinusoidal vibrations. The objective of this study is to investigate the dynamic characteristics of an avionics component installed in a helicopter and the structural dynamic modification of its tray plate without an isolator using both a finite element analysis and experiments. The structure is optimized by dynamic loads that are selected by comparing the vibration, shock, and acceleration loads using vibration and shock response spectra. A finite element model(FEM) was constructed using a simplified geometry and valid element types that reflect the dynamic characteristics. The FEM was verified by an experimental modal analysis. Design parameters were extracted and selected to modify the structural dynamics using topology optimization, and design of experiments(DOE). A prototype of a modified model was constructed and its feasibility was evaluated using an FEM and a performance test.

• Journal of Internet Computing and Services
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• v.21 no.6
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• pp.23-31
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• 2020

This study was carried out to generate various images of railroad surfaces with random defects as training data to be better at the detection of defects. Defects on the surface of railroads are caused by various factors such as friction between track binding devices and adjacent tracks and can cause accidents such as broken rails, so railroad maintenance for defects is necessary. Therefore, various researches on defect detection and inspection using image processing or machine learning on railway surface images have been conducted to automate railroad inspection and to reduce railroad maintenance costs. In general, the performance of the image processing analysis method and machine learning technology is affected by the quantity and quality of data. For this reason, some researches require specific devices or vehicles to acquire images of the track surface at regular intervals to obtain a database of various railway surface images. On the contrary, in this study, in order to reduce and improve the operating cost of image acquisition, we constructed the 'Defective Railroad Surface Regeneration Model' by applying the methods presented in the related studies of the Generative Adversarial Network (GAN). Thus, we aimed to detect defects on railroad surface even without a dedicated database. This constructed model is designed to learn to generate the railroad surface combining the different railroad surface textures and the original surface, considering the ground truth of the railroad defects. The generated images of the railroad surface were used as training data in defect detection network, which is based on Fully Convolutional Network (FCN). To validate its performance, we clustered and divided the railroad data into three subsets, one subset as original railroad texture images and the remaining two subsets as another railroad surface texture images. In the first experiment, we used only original texture images for training sets in the defect detection model. And in the second experiment, we trained the generated images that were generated by combining the original images with a few railroad textures of the other images. Each defect detection model was evaluated in terms of 'intersection of union(IoU)' and F1-score measures with ground truths. As a result, the scores increased by about 10~15% when the generated images were used, compared to the case that only the original images were used. This proves that it is possible to detect defects by using the existing data and a few different texture images, even for the railroad surface images in which dedicated training database is not constructed.

• Journal of the Korean Orthopaedic Association
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• v.55 no.1
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• pp.46-53
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• 2020

Purpose: Scapular body fractures have generally been treated with non-surgical methods. This study reports the clinical and radiological outcomes after lateral-posterior internal fixation for treating displaced scapular body fractures. Materials and Methods: From March 2007 to May 2017, out of 40 patients who underwent internal fixation for scapular fractures, 13 cases of lateral plate fixation of a scapular body fracture were reviewed retrospectively. Preoperative and postoperative displacement, angulation and glenopolar angle (GPA) were measured. The range of shoulder motion, visual analogue scale (VAS), and disabilities of the arm, shoulder, and hand (DASH), and Constant score were assessed at the last follow-up. Results: The mean follow-up period was 17.7 months (range, 6-45 months). The mean preoperative GPA was 23.3°±3.96° (range, 17.8°-28.1°) and the postoperative GPA was 31.1°±4.75° (range, 22.5°-40.1°). Injury to the suprascapular nerve, nonunion, fracture redisplacement, metallic failure, or infection did not occur. At the last follow-up, the mean range of motion was 150.5°±19.3° in forward flexion, 146.6°±2.34° in lateral abduction, 66.6°±19.1° in external rotation, and 61.6°±18.9° in internal rotation. The VAS, DASH, and Constant scores were 1.7±1.3, 6.2±2.4, and 86±7.9 points, respectively. Conclusion: A scapular body fracture with severe displacement, angulation and marked decreased GPA can be stabilized by lateralposterior plate fixation using the appropriate surgical technique with good functional and radiological results.

• Journal of the Korean Institute of Landscape Architecture
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• v.51 no.2
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• pp.1-11
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• 2023

This study intended to develop a technique for quantitatively and 3-dimensionally predicting the potential failure zone and impulse that may occur when trees are fall down. The main outcomes of this study are as follows. First, this study established the potential failure zone and impulse calculation formula in order to quantitatively calculate the risks generated when trees are fallen down. When estimating the potential failure zone, the calculation was performed by magnifying the height of trees by 1.5 times, reflecting the likelihood of trees falling down and slipping. With regard to the slope of a tree, the range of 360° centered on the root collar was set in the case of trees that grow upright and the range of 180° from the inclined direction was set in the case of trees that grow inclined. The angular momentum was calculated by reflecting the rotational motion from the root collar when the trees fell down, and the impulse was calculated by converting it into the linear momentum. Second, the program to calculate a potential failure zone and impulse was developed using Rhino3D and Grasshopper. This study created the 3-dimensional models of the shapes for topography, buildings, and trees using the Rhino3D, thereby connecting them to Grasshopper to construct the spatial information. The algorithm was programmed using the calculation formula in the stage of risk calculation. This calculation considered the information on the trees' growth such as the height, inclination, and weight of trees and the surrounding environment including adjacent trees, damage targets, and analysis ranges. In the stage of risk inquiry, the calculation results were visualized into a three-dimensional model by summarizing them. For instance, the risk degrees were classified into various colors to efficiently determine the dangerous trees and dangerous areas.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.2
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• pp.188-196
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• 2023

Among marine accidents caused by bad weather, visibility restrictions caused by sea fog occurrence cause accidents such as ship strand and ship bottom damage, and at the same time involve casualties caused by accidents, which continue to occur every year. In addition, low visibility at sea is emerging as a social problem such as causing considerable inconvenience to islanders in using transportation as passenger ships are collectively delayed and controlled even if there are local differences between regions. Moreover, such measures are becoming more problematic as they cannot objectively quantify them due to regional deviations or different criteria for judging observations from person to person. Currently, the VTS of each port controls the operation of the ship if the visibility distance is less than 1km, and in this case, there is a limit to the evaluation of objective data collection to the extent that the visibility of sea fog depends on the visibility meter or visual observation. The government is building a marine weather signal sign and sea fog observation networks for sea fog detection and prediction as part of solving these obstacles to marine traffic safety, but the system for observing locally occurring sea fog is in a very insufficient practical situation. Accordingly, this paper examines domestic and foreign policy trends to solve social problems caused by low visibility at sea and provides basic data on the need for government support to ensure maritime traffic safety due to sea fog by factually investigating and analyzing social problems. Also, this aims to establish a more stable maritime traffic operation system by blocking marine safety risks that may ultimately arise from sea fog in advance.