• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.1
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• pp.92-97
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• 2018

Recently, the safety issue of high-rise concrete buildings damaged by fire, helicopter collisions, earthquakes, and faulty construction has attracted a great deal of interest. It is essential to know the strength of the concrete in order to accurately evaluate its safety for the reinforcement of these buildings. The core drilling method is considered to be the most effective method of assessing the compressive strength of concrete. However, it is very difficult to retrieve the core without the reinforcing bars, because buildings made with high-strength concrete are overcrowded with reinforcing bars. These reinforcing bars are often present in the core specimens, but there are few research studies and no regulations concerning the assessment of the strength of the concrete for high-strength core specimens within reinforcing bars. The purpose of this study is to investigate the effects of the reinforcement arrangement on the strength of the concrete and to present the quantitative values. To complete this research, the compressive strengths of different types of concrete with two different strengths (40 MPa and 60 MPa), two reinforcing bar diameters (10 mm and 12 mm), and 15 types of specimens with or without reinforcement arrangements were prepared and tested. As a result, the strength of the cylinders whose volume is less than or equal to the reinforcement volume of $53.1cm^3$ (about 4 - 13 mm) was predicted to have a low value of up to 60% of the strength of the cylinders without reinforcement.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.36-42
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• 2018

This paper considers the Marine Traffic Risk Assessment for fixed and moving targets, which threaten officers during a voyage. The Collision Risk Assessment Formula was calculated based on a dynamic ship domain considering the length, speed and maneuvering capability of a vessel. In particular, the Navigation Risk Assessment Model that is used to quantitatively index the effect of a ship's size, speed, etc. has been reviewed and improved using a hybrid combination of a vessel's dynamic area and the Collision Risk Assessment Formula. Accordingly, a new type of Marine Traffic Risk Assessment Model has been suggested giving consideration to the Speed Length Ratio, which was not sufficiently reflected in the existing Risk Assessment Model. The larger the Speed Length Ratio (dimensionless speed), the higher the CJ value. That is, the CJ value is presented well by the Speed Length Ratio. When the Speed Length Ratio is large, states ranging from [Caution], [Warning], [Dangerous] or [Very Dangerous] are presented from a greater distance than when the Speed Length Ratio is small. The results of this study, can be used for route and port development, including dangerous route avoidance, optimum route planning, breakwater width, bridge span, etc. as well as the development of costal navigation safety charts. This research is also applicable for the selection of optimum ship routing and the prevention of collisions for smart ships such as autonomous vessels.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.8
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• pp.215-221
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• 2020

Navigation lights used in supersonic aircraft are used to identify the direction and location of the aircraft. The color of the navigation lights and location of installation are defined by aviation law as red for the left wing, green for the right wing, and white for the tail. Navigation lights operate in BRT and DIM modes. BRT is the brightest mode, and DIM is an output with dimmed brightness. Navigation lights serve to prevent aircraft collisions and are very important for stability and location identification. One phenomenon is that the inlet and tail navigation lights flicker abnormally. In this study, fault tree analysis was performed in two stages. The first step was derived from three causal factors, the second step developed five improvements, and the optimal improvement plan was drawn. The navigation lights confirmed that the initial input power was unstable as the main cause of abnormal flickering. As an improved method, the circuit was adjusted to stabilize the initial power, and it was confirmed that flickering did not occur as a result of the tests under the same conditions.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.3
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• pp.2123-2130
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• 2015

For such automatic monitoring robot or a robot cleaner that is utilized indoors, if it deviates from someone by replacement or, or of a mobile robot such as collisions with unexpected object direction or planned path, based on the planned path There is a need to come back to, it is necessary to tough self-position estimation ability of mobile robot in this, which is also associated with resolution of the kidnap problem of conventional mobile robot. In this study, the case of a mobile robot, operates indoors, you want to take advantage of the low cost of the robot. Therefore, in this paper, by using the acquisition device to an external image information such as the CCTV which is installed in a room, it acquires the environment image and take advantage of marker recognition of the mobile robot at the same time and converted it absolutely spatial coordinates it is, we are trying to solve the self-position estimation of the mobile robot in the room and kidnap problem and actual implementation methods potential field to try utilizing robotic systems. Thus, by implementing the method proposed in this study to the actual robot system, and is promoting the relevant experiment was to verify the results.

• Journal of Navigation and Port Research
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• v.43 no.6
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• pp.377-383
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• 2019

Naval ships that are navigating always have the possibility of colliding, but there is no clear maneuvering procedure for collision avoidance, and there is a tendency to depend entirely on the intuitive judgment of the Officer Of Watch (OOW). In this study, we conducted a questionnaire survey when and how to avoid collision for the OOW in a Constant Bearing, Decreasing Range (CBDR) situation wherein the naval ships encountered obstacles. Using the results of the questionnaire survey, we analyzed the CBDR situation of encountering obstacles, and how to avoid collision in day/night. The most difficult to maneuver areas were Pyeongtaek, Mokpo, and occurred mainly in narrow channels. The frequency appeared on average about once every four hours, and there were more of a large number of ships encountering situations than the 1:1 situation. The method of check of collision course confirmation was more reliable with the eye confirmation results, and priority was given to distance at closest point of approach (DCPA) and time at closest point of approach (TCPA). There was not a difference in DCPA between the give-way ship and stand-on ship, but a difference between day and night. Also, most navigators prefer to use maneuvering & shifting when avoiding collisions, and steering is 10-15°, shifting ±5knots, and the drift course was direction added stern of the obstacles to the direction of it. These results will facilitate in providing officers with standards for collision avoidance, and also apply to the development of AI and big data based unmanned ship collision avoidance algorithms.

• Korean Journal of Optics and Photonics
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• v.14 no.5
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• pp.483-490
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• 2003

We have analyzed theoretically optical pulse propagation in a coherent atomic medium for amplification without inversion (AWI), which is achieved by adding incoherent optical pumping to a typical EIT system. In order to explain experimental results [Kim et al., J. Phys. B, 36, 2671(2003)] to control the group velocity of the optical pulse by changing pumping power, we established a 5-level atomic system and applied density matrix equations. This AWI model system is different from previous AWI systems from the viewpoint of using two levels for incoherent optical pumping isolated optically from the EIT (electromagentically induced transparency) system so that more atoms can participate in pulse speed control. We have found that population transfer by collisions between ground states plays a decisive role for efficient AWI, and more atoms are effective for slowing the pulse. Our numerical results are in good agreement qualitatively with experimental results.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.5
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• pp.497-503
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• 2018

Passenger ships and training ships have a common feature in that they serve many passengers. Thus, safe navigation is very important. During normal sailing, a ship may turn using various types of steering, including maneuvers to avoid collisions with dangerous target. When a ship turns, a heeling angle occurs. If trouble arises during sailing, a dangerous heeling angle may result or a capsizing accident. In this study, the heeling angle during turning was measured through experimentation with two training ships similar to passenger ships. These findings were compared with theoretical formulas for heeling angle when turning. We confirmed that the limit of the maximum heeling angle estimation using heeling angle formula when turning presented in IMO stability criteria. In addition, it was confirmed that the maximum estimated heeling angle can be reached by applying the result calculated in the theoretical formula 1.4 times when turning right and 1.1 times when turning left to reflect sailing speed when of rudder hard over. It is expected that this study will provide basis data for establishing safe operation standards for the prevention of dangerous heeling angles when turning.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.22-30
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• 2020

In March 2016, a 6.67-ton fishing boat capsized owing to the loss of stability during crane operations. Capsizing occurs when a boat or ship is flipped over (or turned upside down) for reason other than accidents caused by collisions, contact, stranding, fire or explosion. Over the past nine years (2010-2018), capsize accidents have accounted for 2.34 % of all marine accidents and are gradually increasing. The loss of stability from improper shipping is the main cause of most capsizes, especially for small fishing vessels weighing 10 tons. According to the Fishing Vessel Act, small fishing vessels weighing less than a ton are exempted from inspections on stability and load cranes. This study analyzes the issue cited as the reason for the capsizing of the small fishing boat in Goseong, namely, the reduction of restoring moment due to increased weight of the crane. Fishing boats with similar loading conditions were modeled on the basis of re-determination, and their stability before and after the accident was assumed. The fishing boats with heavier cranes were found to be at higher risk of capsizing owing to the reduction of the restoring moment and the angle of deck immersion. Under standard loading conditions, the stability moments of fishing vessels are lesser during fishing, compared to when they depart from or arrive at the port.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.18 no.4
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• pp.746-757
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• 1996

Bony defects may be found as a result of congenital anomalies, traumatic injury, automobile collisions and industrial accidents in the maxillofacial area. Such conditions are often associated with severs functional and esthetic problem. Various surgical procedure has been utilized in attempts to repair and reconstruct bony defects. Bone is a complex, living, constantly changing tissue. The architecture and composition of cancellous and cortical bone allow the skeleton to perform its essential mechanical functions. Periosteum covers the external surface of bone and consists of two layers : an outer fibrous layer and an inner more cellular and vascular layer. The inner osteogenic layer or cambium layer can form new bone while the outer layer firms part of the insertions of tendons, ligaments and muscles. This study was under taken to evaluate bone healing process on partial defect of calvarial bone with or without periosteum in rat. We made calvarial defects of different size(4mm, 6mm, 8mm) with periosteum or without periosteum in rat to study the effect of defect size on healing process. Control and experimental groups sacrified at 1, 2, 4, 6, 8 weeks, postoperatively. We examed the specimens by gloss findings, light microscophy, and fluorescent microscophy. The results were as follows. 1. Gloss findings: Control groups are larger bony defects than experimental groups after 2 weeks, and than control groups advanced healing of defected bone but experimental groups are lesser after 4, 6 weeks. After 8 weeks, bone defect has not been identified in control and experimental groups. 2. Light microscope: All defects of control groups are larger bony defects than experimental groups after 2 weeks. And than control groups show smaller defect after 4 weeks. After 8 weeks, the control group reveal pin-point sized, hardly identifiable defect space and the experimental group reveal small, but definite defect space. 3. Fluorescent microscope : Each week, new bone formation of control group is very similar to the experimental group. In this study, Osteogenesis of calvarial bone defects with periosteum or without periosteum was examined for 8 weeks in rats. The replaced periosteum had batter new bone formation than the removed periosteum.

• The Korean Journal of Financial Management
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• v.23 no.1
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• pp.227-242
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• 2006

This paper analyzes insurance crimes using a game theoretic model. In blackmailing cases involving automobile accidents, insurance criminals deliberately induce innocent drivers(victims) to commit a moving violation such as crossing over the center dividing yellow line, and collide with the victims. After the collision, the criminals and the victims effectively engage in a bargaining game over the amount of the settlement for the damage. Because the penalty for that kind of moving violation is very severe (even criminally prosecuted), the victims do not have much bargaining power. Exploiting the weak bargaining power of the victims, the criminals demand and receive huge compensation (including settlement) from the victims. In the model, it is shown that under the current law agents have perverse incentives leading to insurance crimes. The criminals have incentive to induce car collisions and extract huge settlement from the victims. Based on the analysis, it is suggested that lowering the severity of penalty for certain kind of violation may be needed to prevent insurance crimes, in addition to increasing the crime investigation activities and strengthening punishment for insurance criminals.