• The KIPS Transactions:PartD
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• v.12D no.4 s.100
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• pp.507-520
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• 2005

The R-trees are usually used for an index of trajectories in moving-objects databases. However, they need to access a number of nodes to trace same trajectories because of considering only a spatial proximity. Overlaps and dead spaces should be minimized to enhance the performance of range queries in moving-objects indexes. Trajectories of moving-objects should be preserved to enhance the performance of the trajectory queries. In this paper, we propose the TP3DR-tree(Trajectory Preserved 3DR-tree) using clusters of trajectories for range and trajectory queries. The TP3DR-tree uses two split policies: one is a spatial splitting that splits the same trajectory by clustering and the other is a time splitting that increases space utilization. In addition, we use connecting information in non-leaf nodes to enhance the performance of combined-queries. Our experiments show that the new index outperforms the others in processing queries on various datasets.

• Journal of Korean Society for Geospatial Information Science
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• v.18 no.2
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• pp.113-118
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• 2010

Recently, 3D-reconstruction for geographic information and study of geospatial information is progressing in various fields through national policy such as R&D business and pilot project. LiDAR system has a advantage of acquisition the 3D information data easily and densely so that is used in many different fields. Considering to characterist of the point data formed with 3D, it need a high specification CPU because it requires a number of processing operation for 2D form expressed by monitor. In contrast, 2D grid structure, like DEM, has a advantage on costs because of simple structure and processing speed. Therefore, purpose of this study is to solve the problem of requirement of more storage space, when LiDAR data stored in forms of 3D is used for 3D-geographic and 3D-buliding representation. Additionally, This study reconstitutes 2D-gird data to supply the representation data of 3D-geographic and presents the storage method which is available for detailed representation applying tree-structure and reduces the storage space.

• The Korean Journal of Air & Space Law and Policy
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• v.6
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• pp.267-283
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• 1994

Application of space technology in the field of communication and remote sensing becomes increasingly important in human life. Advancement of communications means shinks the size of our globe and that of remote sensing techniques improves the quality of human well-being. It is a world trent for each country to make its best effort in advancing its capabilities in these fields sometimes independently and other times jointly with other nations. Korea being no exception to this world trend is planning various starategies in application and development of space technologies. However, unfortunately, Korea is a new commer in this field. Statellite Technology Research Center (SaTReC) of Korea Advanced Institute of Science and Technology (KAIST) initiated to aquire satellite technology by sending its graduates abroad in 1989. As a result KITSAT-1 was launched in 1992 and KITSAT- 2 was launched in 1993 and they became Korea's first two satellites in orbits. Academic program including On-the Job-Training for Korean students at the University of Surrey, UK, is also an innovative scheme of mixing education and practical know-how for successful technology transfer, which resulted in a small but very capable and effective satellite experts group in Korea for self-propelled research and development in space activities. In this context, space development strategy should be considered in terms of the following factors; (1). Participation in international space activities as an active member to utilize international organization and to contribute to the peaceful use of space, (2). Development of national defence structure for independent activities in space, (3). Enhancement of manpower utilization for space development and promotion of national pride and (4). Education of youngsters for the extension of intellectual activities into the limitless space. In order to make very costly space development project most efficient, governmental level space development organization directed by the head of nation should be established and should manage all space development programs making full use of its all available resources including the advantage of the university based R&D capability.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.23 no.8
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• pp.909-922
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• 2012

To fully utilize scarce spectrum resource, it's necessary to develop and evaluate promising business models prior to making technology R&D plan and industrial promotion policy. The purpose of this paper is to design potential business models, evaluate the propriety of commercializing the models, and discuss promotion policies after exploring promising sectors consuming spectrum resources. The research is based on TV white space, which is vacant TV channels in region or time domain and considered as core spectrum resource along with digital terrestrial television switchover. As the result, four kinds of business models were derived, including broadcasting and telecommunication types. Each model was discussed from four standpoints: customer value proposition, profit formula, key resources, and key processes, and the propriety for commercialization was evaluated by three dimensions: technological evaluations, business-oriented evaluations, and user-oriented evaluations. The promotion policies of government and market participants for the activation of TV White space-based business models were discussed as well.

• The Korean Journal of Air & Space Law and Policy
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• v.35 no.1
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• pp.153-180
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• 2020

This study is meaningful in finding out what legal and policy issues need to be improved in order to foster the aircraft industry, which is relatively underdeveloped compared to the fact that some heavy industries, such as the automobile industry and shipbuilding industry, have achieved a high level of production and technology globally. Korea's aircraft industry has been growing at a slower pace than other industries, largely due to the country's economic growth and the lack of a market structure to properly use variables such as the level of development in related industries, aircraft technology and demand for aircraft manufacturing. While most industries are privately led by the market structure of the competition system, heavy industries such as the aircraft industry generally grow under the market structure of the incomplete competition system, because only by securing huge initial investment costs, high technology, and sufficient demand, they can maintain minimum economic feasibility. The Korean aircraft industry was focused on developing and mass-producing military aircraft focusing on military demand, but it sought to turn the tide by signing the BASA (Bileral Aviation Safety Agreement) with the U.S. A preliminary feasibility study was conducted in 2010 to develop next-generation medium-sized aircraft, but was cancelled due to differences in position with Canada's Bombardier, which is subject to the concourse, and Korea Aerospace Industries (KAI) is pushing for the production of Bombardier's Q400 license on its own. Compared to the mid-to-large sized civil aircraft that are facing difficulties in development, KAI and KARI are successfully developing technologies to unmanned aerial vehicles and civil helicopters. In addition, the unmanned aerial vehicle sector is not yet suitable for manufacturers that have an exclusive global influence, so we believe that it is necessary to pursue government-led research and development projects with a focus on the areas of commercial helicopters and unmanned aerial vehicles in order to foster the aircraft industry in the future. In addition, since military aircraft such as KT-1 and T-50 are currently being exported smoothly, and it cannot be overlooked that the biggest demand for aircraft manufacturing in the Korea is the military, it is necessary to push forward national R&D projects and defense R&D program simultaneously to enable both civilian-military development. However, there are many differences between the two projects in the way they are implemented, the department in charge and the royalty system. Through this study, we learned about the technology ownership and implementation rights of national R&D projects and defense R&D programs, as well as the royalty system. In addition, problems with the system were identified and improvement measures were derived.

• Korea Trade Review
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• v.44 no.1
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• pp.237-251
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• 2019

This paper seeks to recommend strategic policy options geared towards enhancing sophistication level of Ulsan City's major export industries in the Republic of Korea. Ulsan's major export industries, including shipbuilding, automobile and petrochemical industries, turn out to be based mostly on low to medium technology with low R&D intensity suggesting relatively low level of product sophistication. Using a recent Eurostat high-tech industry classification table which suggests 9 high-tech industries, the paper identifies Ulsan's chemical industry as the only RCA industry. Focusing on chemical industry products at HS 6-digit level, specific products are identified at the efficiency frontier for future policy considerations.

• The Korean Journal of Air & Space Law and Policy
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• v.29 no.2
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• pp.163-181
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• 2014

MRO(Maintenance, Repair and Overhaul) industry is growing with the increase in the global aviation market. Especially considering the Chinese aviation market, MRO industry in the Asian region has a growth potential. In the Asian region, Singapore is a country successfully developed MRO industry ahead of South Korea and its heart is the Singapore A*STAR. In this paper, made an analysis of successful cases for Singapore A*STAR and through the aviation technical organization, development of the domestic MRO industry and aviation R&D plan is proposed.

• Journal of the Economic Geographical Society of Korea
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• v.25 no.4
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• pp.499-513
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• 2022

This study targets the rechargeable battery industry, which has been rapidly growing recently. The rechargeable battery industry is closely related to the electric vehicle industry. However, other factors also influence it. Currently, rechargeable battery companies show a pattern of restructuring production space by various means. To determine the causes of these production spaces, the factors affecting regional and national scales were thoroughly examined. As a result, the location factors for rechargeable battery-related companies are determined by cooperative relationships with assembled car companies, government policy regulations, and the stability of supply of key materials. And a spatial strategy was implemented to make the most of these circumstances.

• The Korean Journal of Air & Space Law and Policy
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• v.6
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• pp.239-266
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• 1994

In den 30er Jahren fing man an, sich Gedanken $\ddot{u}ber$ eine internationale Regelung der Rechtsstellung des Luftfahrtpersonals zu machen, um Konflikte zwischen den verschiedenen nationalen Gesetzgebungen hinsichtlich der Handlungen des Luftfahrtpersonals bei der Aus bung seiner Verrichtungen zu verhindern. Aber bisher gibt es keine ausreichende Erfolg. Aus dem Vorhergehenden ergibt sich, $da{\beta}$ eine internationale Regelung der Rechtsstellung des Personals der Zivilluftfahrt erw nscht $w\ddot{a}re$. In der Praxis wird dies jedoch wegen der verschiedenen Arbeitsgesetzgebungen und der anderen nationalen Bestimmungen schwer durchzuf hren sein. Weil aber das Luftfahrtpersonal, insbesondere das Flugpersonal, eine arbeits - und sozialrechtliche Sonderstellung einnimmt, $w\ddot{a}re$ es zu empfehlen, allgemeine internationale Richtlinie zu schaffen, welche in den nationalen $Gesamtarbeitsvertr\ddot{a}gen$ $n\ddot{a}her$ ausgearbeitet werden $k\hat{o}nnten$, sowohl $f\ddot{u}r$ das Kabinenpersonal als $f\ddot{u}r$ die Piloten. Ferner $d\ddot{u}rfte$ es dringend notwendig sein, die Haftpflicht des Kommandanten ausf hrlicher und einheitlicher zu regeln, weil die Intensivierung des Lufttransports und die Anzahl der Flugg ste $st\ddot{a}ndig$ zunehmen. Hinsichtlich der Befugnisse des Kommandanten im Faile von an Bord des Luftfahrzeuges begangenen strafbaren Handlungen gibt das Abkommen von Tokio einige Bestimmungen. Die zivilrechtlichen Aspekte seiner Stellung sind noch nicht festgelegt. Es $k\ddot{o}nnte$ bei internationalen Regelung eine Vorschrift aufgenommen werden, die es $erm\ddot{o}glicht$, einem anderen als dem Kommandanten aile Vollmachten zu erteilen. $Au{\beta}erdem$ $k\ddot{o}nnten$ Regelungen geschaffen werden, welche die Rolle der $\ddot{u}brigen$ Besatzung bei der $Unterst\ddot{u}zung$ des Kommandanten $n\ddot{a}her$ umschreiben. $K\hat{o}nnte$ eine internationale Regelung in diesen Punkten erzielt werden, so $w\ddot{a}re$ sowohl der Einheitlichkeit der Rechtsvorschriften als auch der Rechtssicherheit gedient.

• The Korean Journal of Air & Space Law and Policy
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• v.5
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• pp.101-118
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• 1993

Generally there is no law and liability system which applies particulary to commercial space ventures. There are several international treaties and national statutes which deal with space ventures, but their impact on the liability of commercial space ventures has not been significant. Every state law in the United States will impose both tort and contract liability on those responsible for injuries or losses caused by defective products or by services performed negligently. As with the providers of other products and services, those who participate in commercial space ventures have exposure to liability in both tort and contract which is limited to the extent of the resulting damage The manufacturer of a small and cheap component which caused a satellite to fail to reach orbit or to operate nominally has the same exposure to liability as the provider of launch vehicle or the manufacturer of satellite into which the component was incorporaded. Considering the enormity of losses which may result from launch failure or satellite failure, those participated in commercial space ventures will do their best to limit their exposure to liability by contract to the extent permitted by law. In most states of the United States, contracts which limit or disclaim the liability are enforceable with respect to claims for losses or damage to property if they are drafted in compliance with the requirements of the applicable law. In California an attempt to disclaim the liability for one's own negligence will be enforceable only if the contract states explicitly that the parties intend to have the disclaimer apply to negligence claims. Most state laws of the United States will refuse to enforce contracts which attempt to disclaim the liability for gross negligence on public policy grounds. However, the public policy which favoured disclaiming the liability as to gross negligence for providers of launch services was pronounced by the United States Congress in the 1988 Amendments to the 1984 Commercial Space Launch Act. To extend the disclaimer of liability to remote purchasers, the contract of resale should state expressly that the disclaimer applies for the benefit of all contractors and subcontractors who participated in producing the product. This situation may occur when the purchaser of a satellite which has failed to reach orbit has not contracted directly with the provider of launch services. Contracts for launch services usually contain cross-waiver of liability clauses by which each participant in the launch agrees to be responsible for it's own loss and to waive any claims which it may have against other participants. The crosswaiver of liability clause may apply to the participants in the launch who are parties to the launch services agreement, but not apply to their subcontractors. The role of insurance in responding to many risks has been critical in assisting commercial space ventures grow. Today traditional property and liability insurance, such as pre-launch, launch and in-orbit insurance and third party liability insurance, have become mandatory parts of most space projects. The manufacture and pre-launch insurance covers direct physical loss or damage to the satellite, its apogee kick moter and including its related launch equipment from commencement of loading operations at the manufacture's plant until lift off. The launch and early orbit insurance covers the satellite for physical loss or damage from attachment of risk through to commissioning and for some period of initial operation between 180 days and 12 months after launch. The in-orbit insurance covers physical loss of or damage to the satellite occuring during or caused by an event during the policy period. The third party liability insurance covers the satellite owner' s liability exposure at the launch site and liability arising out of the launch and operation in orbit. In conclusion, the liability in commercial space ventures extends to any organization which participates in providing products and services used in the venture. Accordingly, it is essential for any organization participating in commercial space ventures to contractually disclaim its liability to the extent permitted by law. To achieve the effective disclaimers, it is necessary to determine the applicable law and to understand the requirements of the law which will govern the terms of the contract. A great deal of funds have been used in R&D for commercial space ventures to increase reliability, safety and success. However, the historical reliability of launches and success for commercial space ventures have proved to be slightly lower than we would have wished for. Space insurance has played an important role in reducing the high risks present in commercial space ventures.