• Journal of Navigation and Port Research
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• v.45 no.1
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• pp.9-15
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• 2021

According to IMO, MASS is defined as a vessel operated at various levels independent of human interference. The safety navigation support service for MASS is designed to improve the safety and efficiency of MASS by developing public services on shore for ship arrivals/departures and for cargo handling. The safety navigation support service consists of a total of six types of services: autonomous operation, berthing/unberthing/mooring, cargo handling and ship arrival/departure service, PSC inspection, condition monitoring, and accident response support services. In order to support accident response service, the relative importance of a bridge navigational equipment was assessed by stratifying the navigation system to provide safe and efficient support services by objective judgment through specific and quantitative methods using AHP, one of decision-making methods used by an expert group. The survey was conducted by dividing the bridge navigational equipment into depth, location, and speed information. As a result of applying the AHP method, the importance of depth, location, and speed information was assessed. The relative importance of each equipment for providing location information was also assessed in order of Radar, DGPS, ECDIS, Gyro compass, Autopilot, and AIS. This was similar to survey results on the utilization of each operator's preference and its impact on marine accidents.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.16 no.1
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• pp.24-32
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• 2023

The current Private 5G use procedure goes through the step of application examination, use and usage inspection, and can be divided in to application, examination step as a procedure before frequency allocation, and use, usage inspection step as a procedure after frequency allocation. Various types of documents are required to apply for a Private 5G, and due to the document screening process and radio station inspection for using Private 5G frequencies, the procedure for Private 5G applicants to use Private 5G is complicated and takes a considerable amount of time. In this paper, we proposed Frequency Allocation Process for Private 5G using a blockchain platform, which is fast and simplified than the current procedure. Through the use of a blockchain platform and NFT (Non-Fungible Token), reliability and integrity of the data required in the frequency allocation process were secured, and security of frequency usage information was maintained and a reliable Private 5G frequency allocation process was established. Also by applying the RPA system that minimizes human intervention, fairness was secured in the process of allocating Private 5G. Finally, the frequency allocation process of Private 5G based on the Ethereum blockchain was performed though a simulation.

• Science of Emotion and Sensibility
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• v.21 no.2
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• pp.29-42
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• 2018

As information technology is more actively incorporated into automobiles, the role of IVIS (In-Vehicle Infotainment System) is becoming increasingly important for providing convenience and entertainment for drivers. However, using the infotainment systems while driving requires task switching and attending to two visual resources simultaneously. We simulated a setting where participants have to drive while interacting with the infotainment system and examined how task difficulty and motor cues impact driver task-switching and driving performance, specifically whether the effects of motor cues differ depending on task difficulty. For the infotainment display, we used two types of number array depending on the congruency between the digit repetition and the chunking unit, while task difficulty was manipulated by the size of the touch-keys. Participants were instructed to dial two numbers on the screen while we recorded the dialing time, lateral position, inter-key press intervals, and steering wheel control. We found that dialing time and lateral position were affected by task difficulty, while the type of number array had no effect. However, the inter-key press intervals between chunked numbers and steering wheel movement both increased when participants had to use an incongruent number array, which indicates that, if number digits are repeated, chunking is ignored by the drivers. Our findings indicate that, in a dual-task condition, motor cues offset the effect of chunking and can effectively signal the timing for task switching.

• Journal of Korean Academy of Fundamentals of Nursing
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• v.5 no.2
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• pp.237-256
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• 1998

Death and dying of human being is a comprehensive system, and death orientation, the subjective meaning related to every component of the death system is developed throughout life. This study was designed and carried out to identify, describe and classify the orientations of Korean adult towards the death system. In an attempt to measure the subjective meaning of death and dying, unstructured Q-methodology was used. The 65 Q-statements developed by Kim(1994), used by Kim(1994) and Park(1996) were adopted as Q-population and 39 Q-statements were selected by the three researchers for Q-items for this study. Thirty-three P-samples were sampled from P-population of literate Korean men and women, 35 and 55 years of age, lived in urban Korea for the last 10 years. Sortings of the 39 Q-items according to the level of personal agreement, and a forced normal distribution into the 9 levels were carried out by the P-samples. The Z-scores of the Q-sort data were computed, and the principal components factor analysis by PC-QUANL Program were carried out. The demographic, socio-cultural and health-related attributes of the P-samples were descriptively analysed. Eight types of death orientation were identified ; Type I ; 'naturalist'. Six P-samples. Death is a natural phenomena, to be accepted as it is and to follow its natural course. Prefer to be informed of all facts and possibilities concernig the course of dying and death to occur to self. Type II ; 'life-after-life negator'. Three P-samples. Time and process of death is the destiny of each person. Death means 'darkness' and 'end to every thing, the absolute end'. Yet, wish physical integrity at the dying and after death. Type III ; 'life-after-life believer'. Six P-samples. Men are travellers passing by this life bound to the life-after-life. Priority concerns are on the activities to prepare self for the eternal life ahead. Disregard premature and sudden death. Type IV ; 'here-now believer' Five P-samples. Positive regard to the cremation of the body and donation of the organs on death. Regard religious and customary post-motem rituals meaningless. Negate life-after life. Type V; 'believer of rituals'. Five P-samples. Death being accepted as a part of, a natural end to, and destiny of human life. Concerned to ensure a dignified end to personal life and dignified post-mortem rituals. Type VI ; 'Realist'(derived from Type I). Two P-samples. Life and death as universal reality. The abrupt death at golden age at the peak of happiness is favored to avoid inevitable physical and mental distress of self and the family. Agreed to the cremation of the body. Disregard rituals. Type VII : 'Fatalist' (derived from Type II). Five P-samples. Not favored, yet, all man are destined to death, the inevitable end of all living beings. To ensure dignified end by personal consummation, information on one's dying and imminent death are to be shared. Type VIII ; 'reality avoider'(derived from Type III). One P-sample. Negative to longevity, artificial prolongation of, meaningless and distressful life. Highly positive to postmortem organ donation.

• Atmosphere
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• v.23 no.4
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• pp.471-483
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• 2013

Nighttime sea fog detection from satellite is very hard due to limitation in using visible channels. Currently, most widely used method for the detection is the Dual Channel Difference (DCD) method based on Brightness Temperature Difference between 3.7 and 11 ${\mu}m$ channel (BTD). However, this method have difficulty in distinguishing between fog and low cloud, and sometimes misjudges middle/high cloud as well as clear scene as fog. Using CALIPSO Lidar Profile measurements, we have analyzed the intrinsic problems in detecting nighttime sea fog from various satellite remote sensing algorithms and suggested the direction for the improvement of the algorithm. From the comparison with CALIPSO measurements for May-July in 2011, the DCD method excessively overestimates foggy pixels (2542 pixels). Among them, only 524 pixel are real foggy pixels, but 331 pixels and 1687 pixels are clear and other type of clouds, respectively. The 514 of real foggy pixels accounts for 70% of 749 foggy pixels identified by CALIPSO. Our proposed new algorithm detects foggy pixels by comparing the difference between cloud top temperature and underneath sea surface temperature from assimilated data along with the DCD method. We have used two types of cloud top temperature, which obtained from 11 ${\mu}m$ brightness temperature (B_S1) and operational COMS algorithm (B_S2). The detected foggy 1794 pixels from B_S1 and 1490 pixel from B_S2 are significantly reduced the overestimation detected by the DCD method. However, 477 and 446 pixels have been found to be real foggy pixels, 329 and 264 pixels be clear, and 989 and 780 pixels be other type of clouds, detected by B_S1 and B_S2 respectively. The analysis of the operational COMS fog detection algorithm reveals that the cloud screening process was strictly enforced, which resulted in underestimation of foggy pixel. The 538 of total detected foggy pixels obtain only 187 of real foggy pixels, but 61 of clear pixels and 290 of other type clouds. Our analysis suggests that there is no winner for nighttime sea fog detection algorithms, but loser because real foggy pixels are less than 30% among the foggy pixels declared by all algorithms. This overwhelming evidence reveals that current nighttime sea fog algorithms have provided a lot of misjudged information, which are mostly originated from difficulty in distinguishing between clear and cloudy scene as well as fog and other type clouds. Therefore, in-depth researches are urgently required to reduce the enormous error in nighttime sea fog detection from satellite.

• Journal of Korean Society of Forest Science
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• v.97 no.3
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• pp.274-284
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• 2008

For forest valuation, various input data were generally required: for example, slope, timber stocks, logging costs, hauling costs, market values of timber, afforestation costs, thinning costs, and so on. To enhance the efficiency of forest valuation process, it would be helpful to guide how and where to acquire such data sets. Moreover, to make an appraisal of timber assets through the Forestry Household Economy Survey, it would be inevitable to use standardized input data by region or tree species. Therefore, this research intended to develop a methodology of standardizing each input data, and to present its available data sources. Also, a guidance was presented to explain how to control input data within the appraisal process. Then, the appraisal process were analyzed and summarized in four types of information such as system flowchart, process flowcharts, detail flowcharts, and skimmer data, which are essential elements in developing an appraisal software, named EnVAST (Engine of Valuation System for Timber Assets). The software was designed to generate 'the standard forest valuation table' by species and province as the final output that is applicable for the forest valuation through the Forestry Household Economy Survey in Korea.

• Journal of KIISE:Computing Practices and Letters
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• v.7 no.1
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• pp.24-37
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• 2001

This paper deals with our experience for the design and implementation of Transport and Session managers in the Integrated Streaming Service Architecture (IS SA) that was developed by the authors. The ISSA is a streaming framework that allows to develop integrated multimedia streaming applications such as VOD system in unicast/multicast and real-time broadcastOive-cast). It also facilities standard real-time transport protocols such as RTp(Real-Time Transport Protocol)/RTCP(Real-time Control Protocol) and RTSP(Real-Time Streaming ProtocoD that allows to user openness. The ISSA supports diverse media fonnats and is independent from underlying networks and operating systems, and compatible with the global real-time multimedia database system (BeeHive) so that streaming media are efficiently retrieved, stored, and serviced. The role of the Transport Manager is to do packetization and depacketization for the different types of multimedia data and delivers the packetized media data in real-time. The Transport Manager uses RTP protocol. The role of the Session Manager is to establish and control the media channel by using RTSP protocol and to deliver the database transactions for the multimedia database by using RTTP(Real-Time Transaction Protocol) protocol. Both the Transport and Session Manager are doing their functions through the network interface in the ISSA that allows developers to various network programming interfaces and provides flexibility to the system.

• Korean Journal of Social Welfare
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• v.35
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• pp.107-131
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• 1998

This study tried to formulate and operate an interdisciplinary case management team in Eun-Pyung Gu, Seoul. This was a part of an effort to promote efficiency of service delivery system for low-income elderly or the handicapped by linking. coordinating. and integrating various health and human services providers. In-depth qualitative analysis described the process of which the interdisciplinary case management team was formed, along with the process of the team operation. The interdisciplinary team consisted of home helpers, visiting nurses, and social workers from Health Center and Social Welfare Centers. Issues dealt with by the team include: 1) information exchange of clients' social, economic, and medical situations; 2) identification of types of service provision to clients; 3) clients' needs assessment and its prioritization; 4) assignment of a leading case manager for each case; 5) identification of problems and issues regarding integration of service delivery system The team approach to case management contributed to the systematic delivery of services to the elderly and the handicapped by avoiding service duplication and fragmentation. This study argued that public agency played a key role in constituting and operating the interdisciplinary case management team Suggestions for further studies were presented.

• International Journal of Automotive Technology
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• v.6 no.3
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• pp.221-227
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• 2005

Aim of this study is to investigate an aerodynamic effect of a drag-reducing device on a heavy-duty truck. The vehicle experiences two different kinds of aerodynamic forces such as drag and uplifting force (or downward force) as it is traveling straight forward at constant speed. The drag force on a vehicle may cause an increase of the rate of fuel consumption and driving instability. The rolling resistance of the vehicle may be increased as result of the negative uplifting or downward force on the vehicle. A device named roof-fairing system has been applied to examine the reduction of aerodynamic drag force on a heavy-duty truck. As for a engineering design information, the drag-reducing system should be studied theoretically and experimentally for the best efficiency of the device. Four different types of roof-fairing model were considered in this study to investigate the aerodynamic effect on a model truck. The drag and downward force generated by vehicle has been obtained from numerical calculation conducted in this study. The forces produced on four fairing models considered in this study has been compared each other to evaluate the best fairing model in terms of aerodynamic performance. The result shows that the roof-fairing mounted truck has bigger negative uplifting or downward force than that of non-mounted truck in all speed ranges, and drag force on roof-fairing mounted truck has smaller than that of non-mounted truck. The drag coefficient $(C_D)$ of the roof-fairing mounted truck (Model-3) is reduced up to $41.3\%$ than that of non-mounted trucks (Model-1). A downward force generated by a roof-fairing mounted on a truck is linearly proportional to the rolling resistance force. Therefore, the negative lifting force on a heavy-duty truck is another important factor in aerodynamic design parameter and should be considered in the design of a drag-reducing device of a tractor-trailer. According to the numerical result obtained from present study, the drag force produced by the model-3 has the smallest of all in all speed ranges and has reasonable downward force. The smaller drag force on model-3 with 2/3h in height may results of smallest thickness of boundary layer generated on the topside of the container and the lowest intensity of turbulent kinetic energy occurs at the rear side of the container.

• Journal of the Institute of Electronics Engineers of Korea SC
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• v.48 no.4
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• pp.47-53
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• 2011

The Electric Multiple Unit (EMU) has many types of door system such as sliding door, plug door etc.al. according to customer's requirements. The sliding door is widely used in Korea but has weak point in the noise problem. In the low operation speed, the noise coming from outer side of the EMU is not an important factor. As the speed is higher than before, noise is increased and make a problem. The main cause of noise is the imperfect air tightness in the EMU. The plug door system has advantages for the noise reduction characteristic in the high speed area. We have been developing electric plug-in door. The door is controlled by Door Control Unit(DCU) following the order of Automatic Train Protection (ATP) that is a kind of train signalling system. DCU has to simultaneously open and close the doors and the operation of it is related to the passengers safety. So DCU is a safety device that is important to reliability and safety. DCU is composed of several devices of control, motor driving, Input/Output, communication and power. In this paper, we will describe the functions, characteristic, requirement, subsystem and test results of DCU used for the electric plug-in door.