• 한국정보과학회논문지:데이타베이스
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• 제29권1호
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• pp.15-26
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• 2002

대부분의 멀티미디어 저장 시스템은 사용자의 요청을 라운드-로빈(round-robin) 방식으로 수행한다. 즉, 사용자는 일정한 간격을 두고 정해진 시간 동안 저장 시스템의 서비스를 받게 된다. 더욱이, 여기에 사용되는 대부분의 알고리즘들은 시스템과 밀접하게 연관된 비용함수를 바탕으로 평가를 받게 된다. 이러한 알고리즘의 FCFS, SCAN, SCAN-EDF 등이 있다. 본 논문에서는 주어진 사용자 요청에 대해서 사용자 대기 시간이나 최대 디스크 대역폭과 같은 제약 조건들을 만족시키는 동시에 임의의 비용 함수에 대해 최적의 스케줄인 통합 읽기 요청(Unified Read Request)을 생성하는 요청 통합기(Request Unifier) 모듈을 설계한다. 그리고 이러한 사용자 요청 통합에 사용될 수 있는 세 개의 알고리즘을 제안하고 성능 평가를 통해 그들의 장단점을 비교해 본다.

• 한국항공운항학회지
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• 제31권4호
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• pp.126-132
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• 2023

During the COVID-19 pandemic, there have been many changes in the aviation industry as a whole. Passenger traffic has decreased, but on the contrary, the international transport demand for cargo planes has never been higher. Due to their geopolitical location when flying to major cities around the world, Korea's international pilots are bound to have relatively more jet lag-causing routes than their American or European-based pilots. Through this study, we tried to analyze the degree of fatigue and fatigue weighting factors according to operating conditions for domestic pilots. As a result of the study, the following conclusions were drawn. Despite the variety of models, routes, and fatigue between individuals, it was found that the 3 Pilot operation route was concentrated as a representative fatigue route. Most of the individual fatigue improvement request sections showed higher fatigue as the night flight section was longer among the 3Pilot routes for more than 12 hours, and 43 out of 90 participants (Korean Air pilots) focused on 3Pilot (two captains and one pilot) as fatigue-intensive operating conditions. Therefore, it proposes an improvement in the system of applying 12-hour unification standards according to Korea's geopolitical international operating conditions and time difference standards.

• 한국환경농학회:학술대회논문집
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• 한국환경농학회 2009년도 정기총회 및 국제심포지엄
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• pp.3-18
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• 2009

It is difficult for consumers to satisfy high safety request with post-management method such as inspection and surveillance, as various changes in-and-out of the country associated with food safety. In terms of food safety problems related to foods, it is crucial to recognize public health and consumer protection and construct pre-preventive Food Control System. A joint committee, FAO/WHO made the following consultations to the National Food Safety System. ${\circ}$ Approach entirely from farm to table ${\circ}$ Get ready for Risk Analysis System ${\circ}$ Secure transparency ${\circ}$ Establish the optimal policy by evaluating the effect of regulation When it comes to summarizing the consultation, it would be accumulated as two key words; "Efficiency" and "Credibility". Whereas the problem of efficiency focuses on precaution rather than post-management, it requires policy option to maximize consumer's benefit by evaluating the cost for the Food Safety Management and its benefit. Also, analyzing risk's character and amount, demanding an optimal means, and introducing scientific analysis system put much value on the stakeholder's communications are procedure's security which can satisfy both "Efficiency" and "Credibility" simultaneously. Especially, it is emphasized here that Risk Assessment need to be separated from Risk Management. This action is a valid means of credibility security throughout improving transparency. A number of nations and organizations have reformed the method of food management passing through reflection and examination of the prior National Food Safety Management since BSE occurred in Britain, 1996. FSA; Food Standard Agency, AFFSA, EFSA, BfR, and FSC are Risk Assessment Organization functionally separated from Risk Management Organization, JECFA, JMCFA, JMPR, JEMRA in Codex charge Risk Assessment internationally. In case of advanced countries excluding several those such as The U.S. and so forth, though these Risk Assessment Organizations are either separated functionally within Risk Management Organization or operated as apart organ, common factors are in which it has independence as Science Base. While securing independence of Risk Assessment Function, it is a tendency Risk Management should be functionally unified into efficiency as well. Though Germany constructs integral Risk Management System of diverse ways according to social and political conditions of each country such as GFOCP, DVFA, SNFA, CFIS and AQIS, there is a key word in the center, "Securing efficiency of Food Safety Management". However our nation has a representative plural；diversified system with The U.S., we took a step forward for unification as empowering policy's generalization；adjustment and Risk Assessment Function by means of enacting the "Food Safety Fundamental Law" in 2008 and establishing the "Food Safety Policy Commission" with private and governmental sectors in the Prime Minister's office. Even though the unification of Risk Management hereby increased, there is the lack of strengthening function of Risk Assessment and securing independence. It needs to be required for the professional committee in Food Safety Policy Commission to develop as a exclusive office of Risk Assessment by separating from a policy decision. Administrative Branches should reinforce feeble functions such as fundamental investigation；research for carrying out Risk Assessment with securing efficiency throughout reassessment of prior Risk Management Means.

• 한국정보통신학회논문지
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• 제12권10호
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• pp.1866-1874
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• 2008

기존의 웹 서버는 과부하 상태인 경우 폐쇄 연결, 암호 핸드쉐이크 실행 증가와 서버 용량의 현저한 감소로 서버의 처리량에 문제가 발생하여 시스템의 전체적인 성능을 저하시킨다. 또한 쓰레드 블록으로 인하여 다수의 클라이언트 요청 처리가 원활하지 못하고, 쓰레드 활성화를 위하여 많은 시간과 자원을 요구하여, 클라이언트의 요청에 대해 접속시간과 응답 시간이 증가하는 단점이 발생한다. 그러므로 본 논문에서는 웹서버스의 장점인 통합과 커뮤니케이션 지원과 시스템 성능 향상을 위해 서버 과부하를 개선하고, 지연처리를 위해 필요한 기술을 제공하는 확장된 웹서버를 제안한다. 그리고 기존 시스템(Tomcat 5.5에서 구현)과 제안한 모바일 웹 서버 아키텍처를 평가한다. 확장된 서버 아키텍처는 시스템 성능을 위해 우수한 교환 조건을 제공하고, 다중쓰레드와 쓰레드풀을 결합한 개선된 웹 서버 아키텍처를 평가한다. 본 논문에서 제안된 웹서비스 아키텍처는 오리지널 Tomcat 5.5의 평가 결과보다 개선된 성능 이익의 결과를 얻었다.

• 무역상무연구
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• 제49권
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• pp.283-324
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• 2011

The purpose of this paper is to research the air waybill and the carrier's liability in respect of the carriage of cargo by air under the Montreal Convention of 1999. The Warsaw Convention for the unification of certain rules for international carriage by air was adopted in 1929 and modified successively in 1955, 1961, 1971, 1975 and 1999. The Montreal Convention of 1999 modernized and consolidated the Warsaw Convention and related instruments. Under the Montreal Convention, in respect of the carriage of cargo, the air waybill shall be made out by the consignor. If, at the request of the consignor, the carrier makes it out, the carrier shall be deemed to have done so on behalf of the consignor. The air waybill shall be made out in three orignal parts. Under the Montreal Convention, the consignor shall indemnify the carrier against all damages suffered by the carrier or any other person to whom the carrier is liable, by reason of the irregularity, incorrectness or incompleteness of the particulars and statement furnished by the consignor or on its behalf. The air waybill is not a document of title or negotiable instrument. Under the Montreal Convention, the air waybill is prima facie evidence of the conclusion of the contract, of the acceptance of the cargo and of the conditions of carriage. If the carrier carries out the instructions of the consignor for the disposition of the cargo without requiring the production of the part of the air waybill, the carrier will be liable, for any damage which may be accused thereby to any person who is lawfully in possession of the part of the air waybill. Under the Montreal Convention, the carrier is liable by application of principle of strict liability for the damage sustained during the carriage of cargo by air. The carrier is liable for the destruction or loss of, or damage to cargo and delay during the carriage by air. The period of the carriage by air does not extend to any carriage by land, by sea or by inland waterway performed outside an airport. Under the Montreal Convention, the carrier's liability is limited to a sum of 17 Special Drawing Rights per kilogramme. Any provision tending to relieve the carrier of liability or to fix a lower limit than that which is laid down in this Convention shall be and void. Under the Montreal Convention, if the carrier proves that the damage was caused by the negligence or other wrongful act or omission of the person claiming compensation, or the person from whom he derives his rights, the carrier shall be wholly or partly exonerated from ist liability to the claimant to the extent that such negligence or wrongful act or omission caused the damage. Under the Montreal Convention, any action for damages, however founded, whether under this Convention or in contract or in tort or otherwise, can only be brought subject to the conditions and such limits of liability as are set out in this Convention. Under the Montreal Convention, in the case of damage the person entitled to delivery must complain to the carrier forthwith after the discovery of the damage, and at the latest, within fourteen days from the date of receipt of cargo. In the case of delay, the complaint must be made at the latest within twenty-one days from the date on which the cargo has been placed at his disposal. if no complaint is made within the times aforesaid, no action shall lie against the carrier, save in the case of fraud on its part. Under the Montreal Convention, the right to damage shall be extinguished if an action is not brought within a period of two years, reckoned from the date of arrival at the destination, or from the date on which the aircraft ought to have arrived, or from the date on which the carriage stopped. In conclusion, the Montreal Convention has main outstanding issues with respect to the carrier's liability in respect of the carriage of cargo by air as follows : The amounts of limits of the carrier's liability, the duration of the carrier's liability, and the aviation liability insurance. Therefore, the conditions and limits of the carrier's liability under the Montreal Convention should be readjusted and regulated in detail.

• 대순사상논총
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• 제33집
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• pp.219-255
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• 2019

'도(道)'는 동아시아 종교 사상의 관점에서 '궁극적 실재'를 나타내는 주요한 용어이다. 대순사상이 지향점으로 삼고 있는 도통진경에 이르기 위해서는 도(道)에 대한 개념의 이해가 필수적으로 선행되어야 할 것이다. 『전경(典經)』에는 금문(金文)에 처음 등장하는 '길'로서의 도에서부터 음양(陰陽)의 도, 인도(人道), 천도(天道) 등 각기 다양한 도의 개념이 나타나고 있다. 이를 상도(常道), 천도(天道), 신도(神道), 인도(人道), 상생(相生)의 도 다섯 가지 '도'로 분류하였다. 우주만물의 생성과 성장, 소멸하는 모든 자연현상은 천지자연의 이치이다. 따라서 대순사상에서의 상도는 자연계와 신계뿐만 아니라 인간계에도 적용되는 영원불변의 진리이자 천지의 운행 법칙으로 인간의 행위에도 궁극적인 준칙이 된다. 천도(天道)는 천을 주재하고 통제 관장한다는 관점에서 구천상제의 '대순진리'이자 세상을 구제하는 '제세대도'라고 본다. 신도는 모사재천 성사재인에 의해 '신의 법칙과 뜻에 따라 인간이 일을 완성해야 하는 도' 즉 '상제의 천명에 의해 신과 인간이 인의예지를 지향점으로 함께 신인합일을 이루는 도'라고 할 수 있다. 세상이 우환과 위기에 빠졌을 때 요청되는 성인의 도를 『전경』에서는 요순의 도로 상징하고 있다. 진멸해 가는 세상에서 천하를 구하고 창생을 구제하는 대순사상의 성인의 도는 '제생 의세(濟生醫世)'라 한다. 제생의세는 구천상제의 천명인 제세대도를 따르는 인간의 도리라 할 수 있으며 대순사상의 인도(人道)의 특징이라고 볼 수 있다. 상생의 도는 '상도를 다시 세우고 제생의세의 인도를 펼치는 도'이며 남을 잘되게 해야 내가 사는 후천의 윤리로 상극적 세상을 바로 잡는 진법이라고 할 수 있다. 이를 종합하면 천계와 지계, 신계와 인간계 모든 곳에 치우침 없이 적용되고 작동되는 구천상제의 제세대도로서 대순진리라고 할 수 있다. 대순사상의 도는 그것이 등장한 시대적 배경과 사상적 특징을 담고 있다. 중국 고전에서 말하는 도와 동아시아의 사상을 대표하는 유·불·도에서 전개하는 도의 전통적 개념을 수용하면서도 특별히 신앙대상으로서의 상제의 의지를 내포하고 있다는 점에서 특수성을 보인다. 대순사상은 도 개념을 규정하는 과정에서 한국 근대의 민족종교사상이 지닌 보편성과 특수성의 양 갈래를 조화하고 발전시키면서 전개되어 나왔다는 것을 알 수 있다.