• Korean Journal of Construction Engineering and Management
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• v.24 no.6
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• pp.74-80
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• 2023

This study examines the characteristics of architectural review opinions as unstructured data, focusing on the most challenging risk for developers of small and medium-sized apartment projects in response to the increasing number of single-person households in Korea. Using multidimensional analysis methods, the study analyzes the review opinions of 25 projects in B City. Correspondence analysis and MDS (Multidimensional Scale) analysis show that, consistent with prior research, the keywords related to 'structure' and 'planning' dominate architectural review opinions in B City. While the MDS model's stress is very poor at 34.4%, correspondence analysis reveals that this is due to the characteristics of unstructured data in architectural reviews. In addition, the non-structured data analyzed in this study, such as architectural review opinions, exhibited a probability distribution with low kurtosis and high skewness, as they involved various combinations and occurrences of data depending on the discretion of the review committee members and the specific formats of different local governments. This often led to the emergence of keywords that differed significantly from commonly mentioned terms. Although the study has some limitations, it provides a foundation for future detailed analysis by identifying the characteristics of architectural review opinions as unstructured data.

• Journal of the Korean Regional Science Association
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• v.39 no.4
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• pp.91-110
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• 2023

The purpose of this study is to explore urban issues that have arisen in the urban growth process of the 1st New Town for about 34 years since its construction through newspaper articles. For this purpose, newspaper articles related to the 1st New Town were collected using web crawling, and content analysis was conducted based on text mining. The main findings of the study are as follows. First, in the early stages of the construction of the 1st New Town, issues were diverse in the following six sectors: living service facilities, real estate, transportation, urban development and maintenance, safety, and housing supply, but gradually narrowed down to those of real estate and urban development and maintenance. Second, during the new town construction and urban stabilization stages, the network structure centered on 'Seoul' was maintained, which can be explained by the fact that the 1st New Town was geographically located on the outskirts of Seoul, and many articles compared the issues to Seoul. Third, the issue of urban aging appeared from the 10th year after construction, and the discussion on urban reorganization due to urban aging began in earnest from the 30th year after construction. The significance of the study is that it explored the urban issues that occurred throughout the urban growth process of the 1st New Town, and can be used as a basis for preparing a plan to reorganize the 1st New Town.

• Journal of Internet Computing and Services
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• v.25 no.1
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• pp.91-98
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• 2024

With the advancement of ICT (Information and Communication Technology), searching for judgments through the internet has become increasingly convenient. However, predicting sentencing based on judgments remains a challenging task for individuals. This is because sentencing involves a complex process of applying aggravating and mitigating factors within the framework of legal provisions, and it often depends on the subjective judgment of the judge. Therefore, this research aimed to develop a model for predicting sentencing using artificial intelligence by focusing on structuring the data from judgments, making it suitable for AI applications. Through theoretical and statistical analysis of previous studies, we identified variables with high explanatory power for predicting sentencing. Additionally, by analyzing 50 legal judgments related to serious crimes that are publicly available, we presented a framework for extracting essential information from judgments. This framework encompasses basic case information, sentencing details, reasons for sentencing, the reasons for the determination of the sentence, as well as information about offenders, victims, and accomplices evident within the specific content of the judgments. This research is expected to contribute to the development of artificial intelligence technologies in the field of law in the future.

• Korean Journal of Construction Engineering and Management
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• v.25 no.1
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• pp.62-72
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• 2024

Due to the distribution structure of domestic temporary equipment, quality control of temporary equipment is essential because more than 80% of temporary equipment is repeated and reused. Due to this importance, the Ministry of Land, Infrastructure and Transport has proposed quality management standards for temporary equipment for 10types of temporary equipments, including steel pipe support, but the overall quality of temporary eqipment cannot be confirmed because the quality is managed through sampling quality tests. In addition, although quality control standards exist for temporary material rental company, practical utilization was investigated and analyzed to be very low as they are mainly presented based on qualitative inspection standards by visual inspection. Therefore, the purpose of this study is to develop individual temporary material/quality/delivery management standards (Guides) for temporary equipment rental company to preemptively secure the quality of temporary equipment before bringing them into the construction site. If the standards developed through this study are applied to domestic temporary equipment rental companies, it is expected that high-quality temporary equipment with secured quality will be brought into the construction site as the quality of temporary equipment quality of domestic medium and small temporary equipment rental companies is improved safety accidents related to temporary structures.

• Journal of Korean Society of Transportation
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• v.30 no.2
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• pp.101-116
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• 2012

Accident prediction models have been utilized to predict accident possibilities in existing or projected freeways and to evaluate programs or policies for improving safety. In this study, a traffic accident prediction model for freeways was developed for the above purposes. When selecting variables for the model, the highest priority was on the ease of both collecting data and applying them into the model. The dependent variable was set as the number of total accidents and the number of accidents including casualties in the unit of IC(or JCT). As a result, two models were developed; the overall accident model and the casualty-related accident model. The error structure adjusted to each model was the negative binomial distribution and the Poisson distribution, respectively. Among the two models, a more appropriate model was selected by statistical estimation. Major nine national freeways were selected and five-year dada of 2003~2007 were utilized. Explanatory variables should take on either a predictable value such as traffic volumes or a fixed value with respect to geometric conditions. As a result of the Maximum Likelihood estimation, significant variables of the overall accident model were found to be the link length between ICs(or JCTs), the daily volumes(AADT), and the ratio of bus volume to the number of curved segments between ICs(or JCTs). For the casualty-related accident model, the link length between ICs(or JCTs), the daily volumes(AADT), and the ratio of bus volumes had a significant impact on the accident. The likelihood ratio test was conducted to verify the spatial and temporal transferability for estimated parameters of each model. It was found that the overall accident model could be transferred only to the road with four or more than six lanes. On the other hand, the casualty-related accident model was transferrable to every road and every time period. In conclusion, the model developed in this study was able to be extended to various applications to establish future plans and evaluate policies.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.7
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• pp.924-942
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• 2021

The expansion of the Changjiang Diluted Water (CDW) plume during summer is known to be a major factor influencing phytoplankton diversity, community structure, and the regional marine environment of the northern East China Sea (ECS). The discharge of the CDW plume was very high in the summer of 2020, and cruise surveys and stationary monitoring were conducted to understand the dynamics of changes in environmental characteristics and the impact on phytoplankton diversity and community structure. A cruise survey was conducted from August 16 to 17, 2020, using R/V Eardo, and a stay survey at the Ieodo Ocean Research Station (IORS) from August 15 to 21, 2020, to analyze phytoplankton diversity and community structure. The southwestern part of the survey area exhibited low salinity and high chlorophyll a fluorescence under the influence of the CDW plume, whereas the southeastern part of the survey area presented high salinity and low chlorophyll a fluorescence under the influence of the Tsushima Warm Current (TWC). The total chlorophyll a concentrations of surface water samples from 12 sampling stations indicated that nano-phytoplankton (20-3 ㎛) and micro-phytoplankton (> 20 ㎛) were the dominant groups during the survey period. Only stations strongly influenced by the TWC presented approximately 50% of the biomass contributed by pico-phytoplankton (< 3 ㎛). The size distribution of phytoplankton in the surface water samples is related to nutrient supplies, and areas where high nutrient (nitrate) supplies were provided by the CDW plume displayed higher biomass contribution by micro-phytoplankton groups. A total of 45 genera of nano- and micro-phytoplankton groups were classified using morphological analysis. Among them, the dominant taxa were the diatoms Guinardia flaccida and Nitzschia spp. and the dinoflagellates Gonyaulax monacantha, Noctiluca scintillans, Gymnodinium spirale, Heterocapsa spp., Prorocentrum micans, and Tripos furca. The sampling stations affected by the TWC and low in nitrate concentrations presented high concentrations of photosynthetic pico-eukaryotes (PPE) and photosynthetic pico-prokaryotes (PPP). Most sampling stations had phosphate-limited conditions. Higher Synechococcus concentrations were enumerated for the sampling stations influenced by low-nutrient water of the TWC using flow cytometry. The NGS analysis revealed 29 clades of Synechococcus among PPP, and 11 clades displayed a dominance rate of 1% or more at least once in one sample. Clade II was the dominant group in the surface water, whereas various clades (Clades I, IV, etc.) were found to be the next dominant groups in the SCM layers. The Prochlorococcus group, belonging to the PPP, observed in the warm water region, presented a high-light-adapted ecotype and did not appear in the northern part of the survey region. PPE analysis resulted in 163 operational taxonomic units (OTUs), indicating very high diversity. Among them, 11 major taxa showed dominant OTUs with more than 5% in at least one sample, while Amphidinium testudo was the dominant taxon in the surface water in the low-salinity region affected by the CDW plume, and the chlorophyta was dominant in the SCM layer. In the warm water region affected by the TWC, various groups of haptophytes were dominant. Observations from the IORS also presented similar results to the cruise survey results for biomass, size distribution, and diversity of phytoplankton. The results revealed the various dynamic responses of phytoplankton influenced by the CDW plume. By comparing the results from the IORS and research cruise studies, the study confirmed that the IORS is an important observational station to monitor the dynamic impact of the CDW plume. In future research, it is necessary to establish an effective use of IORS in preparation for changes in the ECS summer environment and ecosystem due to climate change.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.5
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• pp.513-523
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• 2017

We evaluated the viability of phytoplankton along the salinity gradient in the flood and ebb tides of spring tide of February and the ebb tide of neap tide of March 2017 in the Seomjin River Estuary. Additional laboratory experiments were also conducted to determine the reason of the pH changes along the salinity gradient using the field natural sample in February. In field, saltwater was well mixed at downstream vertically and the salinity gradient was horizontally appeared toward upstream of freshwater zone. There were strong negative correlations between salinity and nutrient (nitrate + nitrite R=0.99, p<0.001, and silicate R=0.98, p<0.001), implying that those two nutrients of freshwater origin were gradually diluted with mixing the saltwater. On the other hands, relatively high phosphate concentration was kept in the stations of saltwater over 15 psu, indicating that it was caused by resuspended sediments of Gwangyang Bay and downstream by tidal water mixing.Among phytoplankton community structure in winter, Eucampia zodiacus have occupied to be c.a. 70 % in the most stations. Based on the field survey results for survivability of phytoplankton by phytoPAM instrument, there was positive correlations between salinity and chlorophyll a (R=0.82, p<0.001) and, salinity and active chlorophyll a (R=0.80, p<0.001), implying that the dominant marine diatom species may have significantly damaged in low salinity conditions of upstream. Also, maximum mortality rate of phytoplankton caused by low salinity shock was appered to be 75% in the upstream station. In particular, the pH in spring tides of February had tended to increase with high phytoplankton accmulated stations, suggesting that it was related with absorption of $CO_2$ by the photosynthesis of dominant diatom. In laboratory experiments, phytoplankton mass-mortality caused by low salinity shock was also occurred, which is confirmed with reducing the photosynthetic electron transport activity. Following the phytoplankton mass-mortality, bacteria abundance was significantly increased in 24 hours. As a result, the mass-proliferating bacteria can produce the $CO_2$ in the process of biodegradation of diatoms, which can lead to pH decrease. Therefore, marine phytoplankton species was greatly damaged in freshwater mixing area, depending on along the salinity gradient that was considered to be an important role in elevating and reducing of pH in Seomjin River Estuary.

• Journal of the Society of Cosmetic Scientists of Korea
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• v.45 no.3
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• pp.217-224
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• 2019

Phthalates, endocrine disrupting chemicals, are similar in structure to sex hormones and mainly show reproductive toxicity and developmental toxicity. In this study, we analyzed 11 phthalates, including 3 kinds of phthalates prohibited in cosmetic use and 8 kinds of phthalates regulated in 'Common standards for children's products safety' and EU cosmetic regulation (EC No. 1223/2009). The phthalate analysis was optimized using GC-MS/MS. In analytical method validation, this method was satisfied in specificity, linearity, recovery rate, accuracy and MQL. Therefore, we used this method to analyze 82 products of Nail cosmetics & polish. Although six phthalates such as DBP, BBP, DEHP, DPP, DIBP and DIDP were detected at concentrations of $1.0{\sim}59.8{\mu}g/g$g, they were suitable to Korean cosmetic standards. DIBP and DBP were detected at concentration of $1.1{\sim}2.6{\mu}g/g$ in artificial nail, DBP and DEHP were $1.4{\sim}2.5{\mu}g/g$ in glue for nails, and DIBP, DBP, and DEHP were $2.5{\sim}33.3{\mu}g/g$ in nail stickers. Although substances such as DBP and DEHP in artificial nail, Glue for nails, and nail stickers were detected, they were suitable to 'Common safety standards for children's products. DIBP is not a regulated substance in Korea but showed the third highest detection rate following DBP (84.6%) and DEHP (63.4%). The concentration of phthalates detected in nail products is considered to be safe in current standards but continuous monitoring and research about non-regulated substances are also needed to be considered.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.1
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• pp.225-285
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• 2017

In regard to the regulations related to the RPA(Remotely Piloted Aircraft), which is sometimes called in other countries as UA(Unmanned Aircraft), ICAO stipulates the regulations in the 'RPAS manual (2015)' in detail based on the 'Chicago Convention' in 1944, and enacts provisions for the Rules of UAS or RPAS. Other contries stipulates them such as the Federal Airline Rules (14 CFR), Public Law (112-95) in the United States, the Air Transport Act, Air Transport Order, Air Transport Authorization Order (through revision in "Regulations to operating Rules on unmanned aerial System") based on EASA Regulation (EC) No.216/2008 in the case of unmanned aircaft under 150kg in Germany, and Civil Aviation Act (CAA 1998), Civil Aviation Act 101 (CASR Part 101) in Australia. Commonly, these laws exclude the model aircraft for leisure purpose and require pilots on the ground, not onboard aricraft, capable of controlling RPA. The laws also require that all managements necessary to operate RPA and pilots safely and efficiently under the structure of the unmanned aircraft system within the scope of the regulations. Each country classifies the RPA as an aircraft less than 25kg. Australia and Germany further break down the RPA at a lower weight. ICAO stipulates all general aviation operations, including commercial operation, in accordance with Annex 6 of the Chicago Convention, and it also applies to RPAs operations. However, passenger transportation using RPAs is excluded. If the operational scope of the RPAs includes the airspace of another country, the special permission of the relevant country shall be required 7 days before the flight date with detail flight plan submitted. In accordance with Federal Aviation Regulation 107 in the United States, a small non-leisure RPA may be operated within line-of-sight of a responsible navigator or observer during the day in the speed range up to 161 km/hr (87 knots) and to the height up to 122 m (400 ft) from surface or water. RPA must yield flight path to other aircraft, and is prohibited to load dangerous materials or to operate more than two RPAs at the same time. In Germany, the regulations on UAS except for leisure and sports provide duty to avoidance of airborne collisions and other provisions related to ground safety and individual privacy. Although commercial UAS of 5 kg or less can be freely operated without approval by relaxing the existing regulatory requirements, all the UAS regardless of the weight must be operated below an altitude of 100 meters with continuous monitoring and pilot control. Australia was the first country to regulate unmanned aircraft in 2001, and its regulations have impacts on the unmanned aircraft laws of ICAO, FAA, and EASA. In order to improve the utiliity of unmanned aircraft which is considered to be low risk, the regulation conditions were relaxed through the revision in 2016 by adding the concept "Excluded RPA". In the case of excluded RPA, it can be operated without special permission even for commercial purpose. Furthermore, disscussions on a new standard manual is being conducted for further flexibility of the current regulations.

• The Korean Journal of Air & Space Law and Policy
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• v.19 no.2
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• pp.97-136
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• 2004

The Northeast Asian air cargo market has expanded tremendously as a result of the opening up of the Chinese market. The importance of the Asia-Pacific region in the global air transport has also increased. The exchange of human and material resources, services, and information in Northeast Asia, which is expected to increase in the near future, requires that the airlines operating within this region adopt a more liberalized approach. This paper introduced alternatives which can be applied to the Northeast Asian airlines industry so as to bring about the integration of regional air transport: First, this paper found a need for individual Northeast Asian nations to alter their policies towards the airlines industry. Second, each country should further liberalize their respective domestic air transport. Third, there is a need for freer air service agreements to be signed between the nations of Northeast Asia. Fourth, the strategic alliances between the airlines operating in Northeast Asia should be further strengthened. Fifth, this liberalization process should be carried out in an incremental manner, beginning with more competitive airports and routes, or with less-in-demand routes. Sixth, there is a need for a shuttle system to be put into place between the main airports in China, Korea, and Japan. Seventh, these three nations jointly develop aviation safety and security systems that are in accordance with international standards. Eighth, the liberalization process of the aviation industry should be undertaken in conjunction with other related fields. Ninth, organizations linking together civil aviation organization in the Asia-Pacific area should be formed, as should each government linking together. By doing so, these countries will be able to establish regular venues through which to exchange opinions on the integration and liberalization of the air cargo market so as to induce the gradual liberalization of the actual market. The liberalization of the air transport in Northeast Asia will prove to be a daunting task in the short term. However, if the Chinese airlines continue to exhibit continuous growth and Japanese airlines are able to complete their move towards a low-cost structure, this process could be completed earlier than expected. Over the last twenty five years the air transport has undergone tremendous changes. The most important factor behind these changes has been the increased liberalization of the market. As a result, rates have decreased while demand has increased. This has resulted in turning the air transport industry, which was long perceived as an industry in decline, into a high-growth industry. The only method of increasing regional exchanges in the air transport is to pursue further liberalization. The country which implements this liberalization process at the earliest date may very well emerge as a leading force within the air transport industry.