• Archives of design research
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• v.19 no.4 s.66
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• pp.51-60
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• 2006

Nowadays, reading text from screens is prevailing in everyday life. The advent of mobile information devices such as a cellular phone, PDA, and e-book reader facilitates us to enjoy various text-based contents any time and anywhere. Most studies comparing screen and paper readability show that screens are less readable than paper. Furthermore, the decrease of line length and number of lines that can be displayed on the screen of mobile information devices deteriorate text readability. This study investigated parameters affecting text readability on small screens and designed a new text layout to improve readability. We suggested a diagonally splitted layout of rectangular column, which is supposed to facilitate eye movement to trace text flow with ease. The experiment comparing readability between a traditional rectangular column and a diagonally splitted column was conducted. The result of experiment revealed that there is no significant difference between the two text layouts in terms of subjective satisfaction of reading task and a level of comprehension. However, in the screen size of $4000mm^2\;and\;8000mm^2$, reading speed was increased 18.9% and 34.0% respectively from a traditional rectangular column to a diagonally splitted column. We conducted a consecutive experiment to scrutinize the cause that improved the performance in readability task remarkably. The readability of text in a traditional rectangular column was compared with a left triangular column and a right triangular column in the condition of $4000mm^2/3:1$ ratio screen. The performance measurements revealed that participants read 21.1% and 67.6% faster respectively with the left triangular column and right triangular column than with the rectangular column. In consequence, the improvement of readability in the diagonally splitted column was attributed mainly to the increase of reading speed in the right triangular column. This research verified that the diagonally splitted column improve text readability on a small screen and this result is expected to make a contribution to designing an efficient text layout for mobile information devices

• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
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• v.6 no.4
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• pp.307-327
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• 2008

Geochemical study on the rocks and minerals of the Gyeongju low and intermediate level waste repository was carried out in order to provide geochemical data for the safety assessment and geochemical modeling. Polarized microscopy, X-ray diffraction method, chemical analysis for the major and trace elements, scanning electron microscopy(SEM), and stable isotope analysis were applied. Fracture zones are locally developed with various degrees of alteration in the study area. The study area is mainly composed of granodiorite and diorite and their relation is gradational in the field. However, they could be easily distinguished by their chemical property. The granodiorite showed higher $SiO_2$ content and lower MgO and $Fe_2O_3$ contents than the diorite. Variation trends of the major elements of the granodiorite and diorite were plotted on the same line according to the increase of $SiO_2$ content suggesting that they were differentiated from the same magma. Spatial distribution of the various elements showed that the diorite region had lower $SiO_2,\;Al_2O_3,\;Na_2O\;and\;K_2O$ contents, and higher CaO, $Fe_2O_3$ contents than the granodiorite region. Especially, because the differences in the CaO and $Na_2O$ distribution were most distinct and their trends were reciprocal, the chemical variation of the plagioclase of the granitic rocks was the main parameter of the chemical variation of the host rocks in the study area. Identified fracture-filling minerals from the drill core were montmorillonite, zeolite minerals, chlorite, illite, calcite and pyrite. Especially pyrite and laumontite, which are known as indicating minerals of hydrothermal alteration, were widely distributed in the study area indicating that the study area was affected by mineralization and/or hydrothermal alteration. Sulfur isotope analysis for the pyrite and oxygen-hydrogen stable isotope analysis for the clay minerals indicated that they were originated from the magma. Therefore, it is considered that the fracture-filling minerals from the study area were affected by the hydrothermal solution as well as the simply water-rock interaction.

• Journal of The Korean Astronomical Society
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• v.24 no.2
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• pp.217-271
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• 1991

We have observed dense core around young stellar objects, DR21, S140, Orion-KL, and L1551 using four millimeter-wave transitions of $HC_3N\;J$=4-3, J=5-4, J=10-9, and J=12-11. The spatial distribution of $HC_3N$ emission closely resembles the morphology of the previous CS observations that trace high density gas. These observations reveal the existence of $HC_3N$ dense cores around central IR source, elliptical in shape and almost perpendicular to the CO bipolar outflow axis. Small differences can be explained by that $HC_3N$ molecular line is more optically thin and is seen to be more detailed structure in the neighborhood of central IR sources. In S140 and Orion-KL, massive(${\sim}10\;M_{\odot}$), slowly rotating dense cores lie near at the central IR sources of bipolar outflows. The velocity channel maps of DR21 show that the bipolar outflow gas may have a correlation with the dense core of DR21. We analyzed intensities of the four lines to derive physical conditions in dense core from two methods, LTE and LVG. The column density of $HC_3N$, $N(HC_3N)$, between LTE and LVG calculations agree well with each other. The abundances of $HC_3N$ in each observing source have been estimated using the average values of $n(H_2)$ and $N(HC_3N)$ and assuming the size of dense core. The fractional $HC_3N$ abundances in massive dense cores of DR21, S140, and Orion-KL have a range of $(2-7){\times}10^{-10}$, while that of low mass dense core, L1551, has one order of magnitude greater value of $2{\times}10^{-9}$. This should be considered good agreement with the result by Morris et al.(1976). It may be considered that dense cores of DR21, S140, and Orion-KL may have almost same stage of chemical evolution, and their abundances have a small values relative to that of L1551. The column density $N(HC_3N)$ decreases with increasing distance from the densest part of the cloud, the central infrared source, and have the relation of $N(HC_3N){\varpropto}R^{\alpha}$, where a has a range of 0.65 to 0.89. The values of $n(H_2)$ are not varied with increasing distance from the dense core, and have almost same values. Therefore, it is considered that the dense cores in these regions probably consist of dense clumps in diffuse molecular gas medium, and $n(H_2)$ of each clump is ${\sim}10^5\;cm^{-3}$. Levels in the $T_{ex}$ increases with $n(H_2)$. It is considered that the $HC_3N$ dense cores are not completely thermalized. We examine the relationships between the luminosity of central infrared sources versus mass of the dense cores, and the luminosity of central infrared sources versus molecular hydrogen column density. Luminosities of the central IR sources show good correlation with mass and hydrogen column density of the dense core. Same has been found from CS observations. However, mass and size derived from $HC_3N$ observations are one order of magnitude smaller than those from CS. It can be interpreted that we see more central part of the cloud cores in $NC_3N$ lines than CS lines.

• The Korean Journal of Air & Space Law and Policy
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• v.9
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• pp.85-143
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• 1997

The main purpose of the investigation of an accident caused by aircraft is to be prevented the sudden and casual accidents caused by wilful misconduct and fault from pilots, air traffic controllers, hijack, trouble of engine and machinery of aircraft, turbulence during the bad weather, collision between birds and aircraft, near miss flight by aircrafts etc. It is not the purpose of this activity to apportion blame or liability for offender of aircraft accidents. Accidents to aircraft, especially those involving the general public and their property, are a matter of great concern to the aviation community. The system of international regulation exists to improve safety and minimize, as far as possible, the risk of accidents but when they do occur there is a web of systems and procedures to investigate and respond to them. I would like to trace the general line of regulation from an international source in the Chicago Convention of 1944. Article 26 of the Convention lays down the basic principle for the investigation of the aircraft accident. Where there has been an accident to an aircraft of a contracting state which occurs in the territory of another contracting state and which involves death or serious injury or indicates serious technical defect in the aircraft or air navigation facilities, the state in which the accident occurs must institute an inquiry into the circumstances of the accident. That inquiry will be in accordance, in so far as its law permits, with the procedure which may be recommended from time to time by the International Civil Aviation Organization ICAO). There are very general provisions but they state two essential principles: first, in certain circumstances there must be an investigation, and second, who is to be responsible for undertaking that investigation. The latter is an important point to establish otherwise there could be at least two states claiming jurisdiction on the inquiry. The Chicago Convention also provides that the state where the aircraft is registered is to be given the opportunity to appoint observers to be present at the inquiry and the state holding the inquiry must communicate the report and findings in the matter to that other state. It is worth noting that the Chicago Convention (Article 25) also makes provision for assisting aircraft in distress. Each contracting state undertakes to provide such measures of assistance to aircraft in distress in its territory as it may find practicable and to permit (subject to control by its own authorities) the owner of the aircraft or authorities of the state in which the aircraft is registered, to provide such measures of assistance as may be necessitated by circumstances. Significantly, the undertaking can only be given by contracting state but the duty to provide assistance is not limited to aircraft registered in another contracting state, but presumably any aircraft in distress in the territory of the contracting state. Finally, the Convention envisages further regulations (normally to be produced under the auspices of ICAO). In this case the Convention provides that each contracting state, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time pursuant to the Convention. Since 1944 further international regulations relating to safety and investigation of accidents have been made, both pursuant to Chicago Convention and, in particular, through the vehicle of the ICAO which has, for example, set up an accident and reporting system. By requiring the reporting of certain accidents and incidents it is building up an information service for the benefit of member states. However, Chicago Convention provides that each contracting state undertakes collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end, ICAO is to adopt and amend from time to time, as may be necessary, international standards and recommended practices and procedures dealing with, among other things, aircraft in distress and investigation of accidents. Standards and Recommended Practices for Aircraft Accident Injuries were first adopted by the ICAO Council on 11 April 1951 pursuant to Article 37 of the Chicago Convention on International Civil Aviation and were designated as Annex 13 to the Convention. The Standards Recommended Practices were based on Recommendations of the Accident Investigation Division at its first Session in February 1946 which were further developed at the Second Session of the Division in February 1947. The 2nd Edition (1966), 3rd Edition, (1973), 4th Edition (1976), 5th Edition (1979), 6th Edition (1981), 7th Edition (1988), 8th Edition (1992) of the Annex 13 (Aircraft Accident and Incident Investigation) of the Chicago Convention was amended eight times by the ICAO Council since 1966. Annex 13 sets out in detail the international standards and recommended practices to be adopted by contracting states in dealing with a serious accident to an aircraft of a contracting state occurring in the territory of another contracting state, known as the state of occurrence. It provides, principally, that the state in which the aircraft is registered is to be given the opportunity to appoint an accredited representative to be present at the inquiry conducted by the state in which the serious aircraft accident occurs. Article 26 of the Chicago Convention does not indicate what the accredited representative is to do but Annex 13 amplifies his rights and duties. In particular, the accredited representative participates in the inquiry by visiting the scene of the accident, examining the wreckage, questioning witnesses, having full access to all relevant evidence, receiving copies of all pertinent documents and making submissions in respect of the various elements of the inquiry. The main shortcomings of the present system for aircraft accident investigation are that some contracting sates are not applying Annex 13 within its express terms, although they are contracting states. Further, and much more important in practice, there are many countries which apply the letter of Annex 13 in such a way as to sterilise its spirit. This appears to be due to a number of causes often found in combination. Firstly, the requirements of the local law and of the local procedures are interpreted and applied so as preclude a more efficient investigation under Annex 13 in favour of a legalistic and sterile interpretation of its terms. Sometimes this results from a distrust of the motives of persons and bodies wishing to participate or from commercial or related to matters of liability and bodies. These may be political, commercial or related to matters of liability and insurance. Secondly, there is said to be a conscious desire to conduct the investigation in some contracting states in such a way as to absolve from any possibility of blame the authorities or nationals, whether manufacturers, operators or air traffic controllers, of the country in which the inquiry is held. The EEC has also had an input into accidents and investigations. In particular, a directive was issued in December 1980 encouraging the uniformity of standards within the EEC by means of joint co-operation of accident investigation. The sharing of and assisting with technical facilities and information was considered an important means of achieving these goals. It has since been proposed that a European accident investigation committee should be set up by the EEC (Council Directive 80/1266 of 1 December 1980). After I would like to introduce the summary of the legislation examples and system for aircraft accidents investigation of the United States, the United Kingdom, Canada, Germany, The Netherlands, Sweden, Swiss, New Zealand and Japan, and I am going to mention the present system, regulations and aviation act for the aircraft accident investigation in Korea. Furthermore I would like to point out the shortcomings of the present system and regulations and aviation act for the aircraft accident investigation and then I will suggest my personal opinion on the new and dramatic innovation on the system for aircraft accident investigation in Korea. I propose that it is necessary and desirable for us to make a new legislation or to revise the existing aviation act in order to establish the standing and independent Committee of Aircraft Accident Investigation under the Korean Government.