• Journal of Internet of Things and Convergence
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• v.10 no.1
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• pp.53-58
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• 2024

IoT, Big-data, AI, and Cloud technologies, which are core technologies of the 4th Industrial Revolution, have recently been applied to various fields and are being used as core technologies for new growth engines. Accordingly, these core technologies are applied to the agricultural field without exception, contributing to solving the problem of labor shortage, reducing production costs, and reducing environmental burden through remote and automated production without time and space constraints. However, as these core technologies are utilized, security incidents are occurring in the agricultural field as well. Accordingly, this study divides smart farms into three stages(Basic, Middle, and High) and presents the characteristics and security threats of each stage. In particular, as the number of container-based services and research increases under cloud platforms, we would like to suggest countermeasures focusing on security threats.

• Journal of Ocean Engineering and Technology
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• v.37 no.6
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• pp.273-281
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• 2023

Recently, offshore structures for eco-friendly energy, such as wind and solar power, have been developed to address the problem of insufficient land space; in the case of energy generation, they are designed on a considerable scale. Therefore, the scalability of offshore structures is crucial. The Korea Research Institute of Ships & Ocean Engineering (KRISO) developed multi-linked floating offshore structures composed of floating bodies and connection beams for floating photovoltaic systems. Large-scale floating photovoltaic systems are mainly designed in a manner that expands through the connection between modules and demonstrates a difference in structural response with connection conditions. A fluid-structure coupled analysis was performed for the multi-linked floating offshore structures. First, the wave load acting on the multi-linked offshore floating structures was calculated through wave load analysis for various wave load conditions. The response amplitude operators (RAOs) for the motions and structural response of the unit structure were calculated by performing finite element analysis. The effects of connection conditions were analyzed through comparative studies of RAOs and the response's maximum magnitude and occurrence location. Hence, comparing the cases of a hinge connection affecting heave and pitch motions and a fixed connection, the maximum bending stress of the structure decreased by approximately 2.5 times, while the mooring tension increased by approximately 20%, confirmed to be the largest change in bending stress and mooring tension compared to fixed connection. Therefore, the change in structural response according to connection condition makes it possible to design a higher structural safety of the structural member through the hinge connection in the construction of a large-scale multi-linked floating offshore structure for large-scale photovoltaic systems in which some unit structures are connected. However, considering the tension of the mooring line increases, a safety evaluation of the mooring line must be performed.

• The Journal of the Acoustical Society of Korea
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• v.27 no.4
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• pp.207-214
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• 2008

To create 3D sound, we usually use two methods which are two channels or multichannel sound systems. Because of cost and space problems, we prefer two channel sound system to multi-channel. Using a headphone or two speakers, the most typical method to create 3D sound effects is a technology of head related transfer function (HRTF) which contains the information that sound arrives from a sound source to the ears of the listener. But it causes a problem to localize a sound source around a certain places which is called cone-of-confusion. In this paper, we proposed the new algorithm to reduce the confusion of sound image localization. HRTF grouping and psychoacoustics theory are used to boost the spectral cue with spectrum difference among each directions. Informal listening tests show that the proposed method improves the front-back sound localization characteristics much better than conventional methods.

• Tunnel and Underground Space
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• v.34 no.2
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• pp.127-142
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• 2024

The robustness of a numerical method means that its computational performance is maintained under various modeling conditions. New numerical methods or codes need to be assessed for robustness through benchmark testing. The TOUGH-FLAC modeling approach has been applied to various fields such as subsurface carbon dioxide storage, geological disposal of spent nuclear fuel, and geothermal development both domestically and internationally, and the modeling validity has been examined by comparing the results with experimental measurements and other numerical codes. In the present study, a benchmark test of the TOUGH-FLAC approach was performed based on a coupled thermal-hydro-mechanical behavior problem with an analytical solution. The analytical solution is related to the temperature, pore water pressure, and mechanical behavior of a fully saturated porous medium that is subjected to a point heat source. The robustness of the TOUGH-FLAC approach was evaluated by comparing the analytical solution with the results of numerical simulation. Additionally, the effects of thermal-hydro-mechanical coupling terms, fluid phase change, and timestep on the computation of coupled behavior were investigated.

• The Korean Journal of Air & Space Law and Policy
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• v.7
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• pp.101-134
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• 1995

Article 3 Paragraph 1 of the Warsaw Convention regulates the requirements of passenger tickets, Article 4 Paragraph 3, the requirements of baggage tickets, Article 8, the requirements of airway bills. In this article the writer has discussed the legal nature of the documents of air carriage, such as air waybills, passenger tickets and baggage checks. Further, the writer has also discussed several issues relating to the use of the documents of air carriage under the Warsaw Convention. Article 3 Paragraph 2, as well as Article 4 Paragraph 4 and 9 provides that the carrier shall not be entitled to avail himself of the provisions of the Convention which evade or limit his liability. In particular, the Montreal Agreement of 1966 provides that the notification on the carrier's liability in passenger ticket should be printed in more than 10 point type size with contrasting ink colors. However, another question is whether the carrier shall not be entitled to avail himself of the liability limit under the Convention in case the type size is below 10 points. The Convention does not specify the type size of certain parts in passenger tickets and only provides that the carrier shall not be entitled to avail himself of liability limit, when a carrier fails to deliver the ticket to passenger. However, since the delivery of passenger tickets is to provide an opportunity for passengers to recognize the liability limit under the Convention and to map out a subsequent measures, the carrier who fails to give this opportunity shall not be entitled to avail himself of the liability limit under the Convention. But some decisions argue that when the notice on the carrier's liability limit is presented in a fine print in a hardly noticeable place, the carrier shall not be entitled to avail himself under the Convention. Meanwhile, most decisions declare that regardless of the type size, the carrier is entitled to avail himself of liability limit of the provisions of the Convention. The reason is that neither the Warsaw Convention nor the Montreal Agreement stipulate that the carrier is deprived from the right to avail himself of liability limit of the provisions of the Convention when violating the notice requirement. In particular, the main objective of the Montreal Agreement is not on the notice of liability limit but on the increase of it. The latest decisons also maintain the same view. This issue seems to have beeen settled on the occasion of Elisa Chan, et al. vs. Korean Airlines Ltd. The U.S. Supreme Court held that the type size of passenger ticket can not be a target of controversy since it is not required by law, after a cautious interpretation of the Warsaw Convention and the Montreal Agreement highlighting the fact that no grounds for that are found both in the Warsaw Convention and the Montreal Agreement. Now the issue of type size can hardly become any grounds for the carrier not to exclude himself from the liability limit. In this regard, any challenge to raise issue on type size seems to be defeated. The same issue can be raised in both airway bills and baggage tickets. But this argument can be raised only to the tranportation where the original Convention is applied. This creates no problem under the Convention revised by the Hague Protocol, because the Hague Protocol does not require any information on weight, bulk, size, and number of cargo or baggage. The problem here is whether the carrier is entitled to avail himself of the liability limit of the provisions of the Convention when no information on number or weight of the consigned packages is available in accordance with Article 4 of the Convention. Currently the majority of decisions show positive stance on this. The carrier is entitled to avail himself of the liability limit of the provisions of the Convention when the requirement of information on number and weight of consigned packages is skipped, because these requirements are too technical and insubstancial. However some decisions declare just the opposite. They hold that the provisions of the Convention Article 4 is clear, and their meaning and effect should be imposed on it literally and that it is neither unjust nor too technical for a carrier to meet the minimum requirement prescribed in the Convention. Up to now, no decisions by the U.S. Supreme Court on this issue is available.

• The Korean Journal of Air & Space Law and Policy
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• v.5
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• pp.53-75
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• 1993

This article is concerned with the comment on "Some New Problems of International Aviation Security-Considerations Forcused on its Legal Aspects". Ever since 1970, in addition to the problem of failure to accept the Tokyo, Hague and Montreal Conventions, there has been also the problem of parties to them, failing to comply with their obligations under the respective treaties, in the form especially of nominal penalties or the lack of any effort to prosecute after blank refusals to extradite. There have also been cases of prolonged detention of aircraft, passengers and hostages. In this regard, all three conventions contain identical clauses which submit disputes between two or more contracting States concerning the interpretation or application of the respective conventions to arbitration or failing agreement on the organization of the arbitration, to the International Court of Justice. To the extent to which contracting States have not contracted out of this undertaking, as I fear they are expressly allowed to do, this promision can be used by contracting States to ensure compliance. But to date, this avenue does not appear to have been used. From this point of view, it may be worth mentioning that there appears to be an alarming trend towards the view that the defeat of terrorism is such an overriding imperative that all means of doing so become, in international law, automatically lawful. In addition, in as far as aviation security is concerned, as in fact it has long been suggested, what is required is the "application of the strictest security measures by all concerned."In this regard, mention should be made of Annex 17 to the Chicago Convention on Security-Safeguarding International Civil Aviation against Acts of Unlawful Intereference. ICAO has, moreover, compiled, for restricted distribution, a Security Manual for Safeguarding Civil Aviation Against Acts of Unlawful Interference, which is highly useful. In this regard, it may well be argued that, unless States members of ICAO notify the ICAO Council of their inability to comply with opecific standards in Annex 17 or any of the related Annexes in accordance with Article 38 of the 1944 Chicago Convention on International Civil Aviation, their failure to do so can involve State responsibility and, if damage were to insure, their liability. The same applies to breaches of any other treaty obligation. I hope to demonstrate that although modes of international violence may change, their underlying characteristics remain broadly similar, necessitating not simply the adoption of an adequate body of domestic legislation, firm in its content and fairly administered, but also an international network of communication, of cooperation and of coordination of policies. Afurther legal instrument is now being developed by the Legal Committee of ICAO with respect to unlawful acts at International airports. These instruments, however, are not very effective, because of the absence of universal acceptance and the deficiency I have already pointed out. Therefore, States, airports and international airlines have to concentrate on prevention. If the development of policies is important at the international level, it is equally important in the domestic setting. For example, the recent experiences of France have prompted many changes in the State's legislation and in its policies towards terrorism, with higher penalties for terrorist offences and incentives which encourage accused terrorists to pass informations to the authorities. And our government has to tighten furthermore security measures. Particularly, in the case an unarmed hijacker who boards having no instrument in his possession with which to promote the hoax, a plaintiff-passenger would be hard-pressed to show that the airline was negligent in screening the hijacker prior to boarding. In light of the airline's duty to exercise a high degree of care to provide for the safety of all the passengers on board, an acquiescence to a hijacker's demands on the part of the air carrier could constitute a breach of duty only when it is clearly shown that the carrier's employees knew or plainly should have known that the hijacker was unarmed. The general opinion is that the legal oystem could be sufficient, provided that the political will is there to use and apply it effectively. All agreed that the main responsibility for security has to be borne by the governments. A state that supports aviation terrorism is responsible for violation of International Aviation Law. Generally speaking, terrorism is a violation of international law. It violates the sovereign rights of states, and the human rights of the individuals. We have to contribute more to the creation of a general consensus amongst all states about the need to combat the threat of aviation terrorism. I think that aviation terrorism as becoming an ever more serious issue, has to be solved by internationally agreed and closely co - ordinated measures.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.1
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• pp.175-204
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• 2018

Recently, the aviation leisure business has been legislated, and related industries have become active base with increasing the light sports aircraft within the legislation system. However, in the light sports aircraft safety problem, it is often mentioned that the flight is in violation of the regulations, the lack of safety consciousness of the operator and lack of ability, and the personal operators have a risk of accident of light aircraft such as insufficient safety management and poor maintenance. At present, the maintenance of light sports aircraft is carried out by the A & P mechanic in accordance with the relevant laws and regulations, but it is difficult to say that it is equipped with qualification and expertise. It is not a legal issue to undertake light sports aircraft maintenance work on the regulation system. However, the problem of reliability and appropriateness is constantly being raised because airplanes, light sports aircraft, and ultra-light vehicle are classified and serviced in a legal method. Although legal and institutional frameworks for light sports aircraft are separated, much of it is stipulated in the aviation law provisions. Light sports aircraft maintenance work also follows the current aircraft maintenance system. In the United States, Europe, and Australia where General Aviation developed, legal and institutional devices related to maintenance of light aircraft were introduced, and specialized maintenance tasks are covered in the light aircraft mechanics system. As a result of analysis of domestic and foreign laws and regulations, it is necessary to introduce the qualification system for maintenance of light aircraft. In advanced aviation countries such as the United States, Europe, and Australia, a light sports aircraft repairman system is installed to perform safety management. This is to cope with changes in the operating environment of the new light sports aircraft. This study does not suggest the need for a light aircraft repairman system. From the viewpoint of the legal system, the examination of the relevant laws and regulations revealed that the supplementary part of the system is necessary. It is also require that the necessity of introduction is raised in comparison with overseas cases. Based on these results, it is necessary to introduce the system into the light aircraft repairman system, and suggestions for how to improve it are suggested.

• Journal of radiological science and technology
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• v.36 no.2
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• pp.99-110
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• 2013

In the medical field, the necessity of education growth for the professional Radiation Technologists has been emphasized to become experts on radiation and the radiation field is important of the society. Also, in hospitals and companies, important on thesis is getting higher in order to active and cope with rapidly changing internal and external environment and a more in-depth expert training, the necessity of new teaching and learning model that can cope with changes in a more proactive has become. Thesis writing classes brought limits to the in-depth learning as to start a semester and rely on only specific programs besides, inevitable on passive participation. In addition, it does not have a variety opportunity to present, an actual opportunity that can be written and discussed does not provide much caused by instructor-led classes. As well as, it has had a direct impact on the quality of the thesis, furthermore, having the opportunity to participate in various conferences showed the limitations. In order to solve these problems, in this study, writing thesis has organized training operations as a consistent gradual deepening of learning, at the same time, the operational idea was proposed based on the connectivity integrated operating and effective training program & instructional tool for improving the ability to perform the written actual thesis. The development of teaching and learning model consisted of 4 system modeling, scaffolding, articulation, exploration. Depending on the nature of the course, consisting team following the personal interest and the topic allow for connection subject, based on this, promote research capacity through a step-by-step evaluation and feedback and, fundamentally strengthen problem-solving skills through the journal studies, help not only solving the real-time problem by taking wiki-space but also efficient use of time, increase the quality of the thesis by activating cooperation through mentoring, as a result, it was to promote a positive partnership with the academic. Support system in three stages planning subject, progress & writing, writing thesis & presentation and based on cognitive apprenticeship. The ongoing Coaching and Reflection of professor and expert was applied in order to maintain these activities smoothly. The results of this study will introduce actively, voluntarily and substantially join to learners, by doing so, culture the enhancement of creativity, originality and the ability to co-work and by enhance the expertise of based-knowledge, it is considered to be help to improve the comprehensive ability.

• Asia pacific journal of information systems
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• v.20 no.1
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• pp.81-99
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• 2010

Lately, in consumers' markets the number of new items is rapidly increasing at an overwhelming rate while consumers have limited access to information about those new products in making a sensible, well-informed purchase. Therefore, item providers and customers need a system which recommends right items to right customers. Also, whenever new items are released, for instance, the recommender system specializing in new items can help item providers locate and identify potential customers. Currently, new items are being added to an existing system without being specially noted to consumers, making it difficult for consumers to identify and evaluate new products introduced in the markets. Most of previous approaches for recommender systems have to rely on the usage history of customers. For new items, this content-based (CB) approach is simply not available for the system to recommend those new items to potential consumers. Although collaborative filtering (CF) approach is not directly applicable to solve the new item problem, it would be a good idea to use the basic principle of CF which identifies similar customers, i,e. neighbors, and recommend items to those customers who have liked the similar items in the past. This research aims to suggest a hybrid recommendation procedure based on the preference boundary of target customer. We suggest the hybrid recommendation procedure using the preference boundary in the feature space for recommending new items only. The basic principle is that if a new item belongs within the preference boundary of a target customer, then it is evaluated to be preferred by the customer. Customers' preferences and characteristics of items including new items are represented in a feature space, and the scope or boundary of the target customer's preference is extended to those of neighbors'. The new item recommendation procedure consists of three steps. The first step is analyzing the profile of items, which are represented as k-dimensional feature values. The second step is to determine the representative point of the target customer's preference boundary, the centroid, based on a personal information set. To determine the centroid of preference boundary of a target customer, three algorithms are developed in this research: one is using the centroid of a target customer only (TC), the other is using centroid of a (dummy) big target customer that is composed of a target customer and his/her neighbors (BC), and another is using centroids of a target customer and his/her neighbors (NC). The third step is to determine the range of the preference boundary, the radius. The suggested algorithm Is using the average distance (AD) between the centroid and all purchased items. We test whether the CF-based approach to determine the centroid of the preference boundary improves the recommendation quality or not. For this purpose, we develop two hybrid algorithms, BC and NC, which use neighbors when deciding centroid of the preference boundary. To test the validity of hybrid algorithms, BC and NC, we developed CB-algorithm, TC, which uses target customers only. We measured effectiveness scores of suggested algorithms and compared them through a series of experiments with a set of real mobile image transaction data. We spilt the period between 1st June 2004 and 31st July and the period between 1st August and 31st August 2004 as a training set and a test set, respectively. The training set Is used to make the preference boundary, and the test set is used to evaluate the performance of the suggested hybrid recommendation procedure. The main aim of this research Is to compare the hybrid recommendation algorithm with the CB algorithm. To evaluate the performance of each algorithm, we compare the purchased new item list in test period with the recommended item list which is recommended by suggested algorithms. So we employ the evaluation metric to hit the ratio for evaluating our algorithms. The hit ratio is defined as the ratio of the hit set size to the recommended set size. The hit set size means the number of success of recommendations in our experiment, and the test set size means the number of purchased items during the test period. Experimental test result shows the hit ratio of BC and NC is bigger than that of TC. This means using neighbors Is more effective to recommend new items. That is hybrid algorithm using CF is more effective when recommending to consumers new items than the algorithm using only CB. The reason of the smaller hit ratio of BC than that of NC is that BC is defined as a dummy or virtual customer who purchased all items of target customers' and neighbors'. That is centroid of BC often shifts from that of TC, so it tends to reflect skewed characters of target customer. So the recommendation algorithm using NC shows the best hit ratio, because NC has sufficient information about target customers and their neighbors without damaging the information about the target customers.

• Journal of the Korean Institute of Landscape Architecture
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• v.44 no.2
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• pp.52-69
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• 2016

The fishing port was once the foothold of production as well as the stronghold of communities but with the declining of the fishing industry, ports became abandoned space. Jeju Special Self-Governing Province has continued its effort to vitalize marine tourism since 2010. Shinyang Port in particular is designated as a Prearranged Marina Port Development Zone, and planning for the Jeju Ocean Marina City project is underway. Nevertheless, fishing port remodeling projects implemented on Jeju so far have focused only on civil engineering such as renovating old facilities. In addition, most Marina Port Development Projects have been irrelevant to local communities. Leading projects by the local government mostly suffer from a lack of funding, which results in the renovation of old facilities and improper maintenance, while private sector investment projects do not lead to benefit sharing with the community. Shinyang Port, also renovated in 2008, ended up with outer breakwater extension construction that neither solved the fundamental problem of the site nor gave benefits to residents. To arrange a way to solve problems for civil engineering focused development project, improper maintenance, and benefit sharing with community, first, this study proposes a development plan that connects with the outlying areas near the ports. The plan reflects existing topography, Jeju traditional stonewalls, narrow paths on the master plan and programs by reading the regional context. In this way, this paper suggests a space development plan reflecting the local landscape and characteristic factors. Second, it satisfies various needs by using existing and new Marine Tourism Resources. Third, it examines sustainable operation and management measures through residents' participation. The proposal is significant in two key ways: it is a fresh attempt at connecting the fishing port with its outlying areas from a landscape perspective; and it considers environmental, social, economic issues, and suggests participation for local communities. Thus, the model can be used in future fishing-port remodeling plans for revitalizing unused space, including invaluable traditional landscapes, and for boosting the marine-leisure industry.