• Korean Journal of Environment and Ecology
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• v.21 no.4
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• pp.311-317
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• 2007

This study was conducted to determine the geographical distribution and habitat for Rana catesbeiana and Trachemys scripta elegans in order to obtain the current basic data on biota needed for establishing a database on non-indigenous species(NIS) in Jeju-do and to develop management plans applicable to Jeju, starting from March 2005 until May 2006. As a result of an inspection, it was found that the habitat for R. catesbeiana in Jeju includes Hankyeong-myeon, Daejeong-eup, and Ahndeok-myeon. These areas are all located on the western side of Jeju-do, and considered to have favorable conditions for R. catesbeiana to inhabit. Thus, it is unlikely that the population of R. catesbeiana will possibly decrease; what's worse, there exists even a risk that it could not only expand to other regions but also do damage to the population of native insecta, fishes, amphibians and reptiles, so this terrible species ought to be exterminated. More than 92 individuals of T. scripta elegans species were found to inhabit in 15 ponds around Jeju Island. T. scripta elegans. as the topmost predator, could destruct the pond ecosystem, and also cause a problem of water pollution due to its excrement. Counter-measures against T. scripta elegans could include publicity activities encouraging self-control of the release of captive T. scripta elegans, extermination plans using its ecological habits, and sign-posting publicizing its hazard to healthy ecosystem at the areas with high population density of T. scripta elegans or at its habitats with high foot traffic, together with the continuous management of NIS(none-indigenous species).

• Korean Journal of Environment and Ecology
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• v.28 no.3
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• pp.365-373
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• 2014

This study is to analyze the physical environment and conduct spatial data for bicycle road system in changwon. Index for evaluation index was developed based on literatures. Then the level of importance and weight have been modified through experts review. Finally, index with eight categories such as greenness(40% over), bicycle road connectivity(1.8, 9.8%), road type bike(bicycle lane, 24.4%), pave type(asphalt 72.5%), illegal parking(none, 93.9%), bike road surface visibility(exist, 46.8%), vehicle speed limits(30km, under), vehicle traffic(500/hr under, 44.3%) have been applied to empirical investigation. Collected data has been hierarchically classification by ArcGIS Program. The Highest grades(score 31-35, level 1) occupied 35% of target destination. High level of greenness and load type has contributed to high score. In addition, average level of greenness of those destination was 35% and higher, which provide high degree of security and freshness for bicycle riding. Meanwhile, lowest level(level 5, which earned 15 point or less) occupied 24.5%. illegal parking, low level of greenness, and no surface sign caused low score.

• Journal of Chest Surgery
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• v.43 no.6
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• pp.675-680
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• 2010

Background: The aim of this study was to identify the distinguishing clinicoradiologic findings of traumatic tracheobronchial injury. Material and Method: Between January 2003 and December 2009, six patients who underwent surgical repair for traumatic tracheobronchial injury due to blunt trauma were included in this study. We evaluated the mechanism of the injury, the coexisting injuries, the time until the making diagnosis and treatment, the diagnostic methods, the anatomic location of the injury and the surgical outcomes. Result: The mechanisms of injury were traffic accident and crushing forces. The frequent symptoms were subcutaneous emphysema, dyspnea and pain, and the common radiologic findings were pneumothorax, mediastinal emphysema, rib fracture and lung contusion. Only 2 patients were diagnosed by chest CT and the others were not diagnosed preoperatively. The location of injury was the trachea in 2 patients and the bronchial tree in 4 patients. There was no postoperative mortality or anastomotic leak; however, vocal cord palsy occurred in one patient. The most distinguishing sign was persistent lung collapse even though the chest tube was connected with negative pressure. Conclusion: Although it was not easy to diagnose traumatic tracheobronchial injury without a clinical suspicion, the distinguishing clinical symptoms and CT findings could help to make an early diagnosis without performing bronchoscopy.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.43 no.10 s.352
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• pp.35-45
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• 2006

Coordinator is defining so that function as most trust center that is point in security in ZigBee Alliance. Because must do height connection with coordinator in device signing to PAN newly, coordinator has shortcoming that subordinate is revealed to danger directly to Centered and cattish device. When do height connection some device, do not become problem, but if network is huge, coordinator's subordinate shall increase as traffic quantity which happen in coordinator increases. Also, in ZigBee security to link network kina of transmission and mutually certification in ZigBee Alliance standard include, but I do not provide method to deliver master key in each node safely. Because process that transmit master key passes through channel that do not secure, master key has shortcoming that is revealed directly. In this paper, I suggested Parent-Child key establishment algorithm to solve these problem. Proposed algorithm consists of two structures. Master key establishment algorithm and device that sign to PAN newly that can use one-way Hash chain and transmit master key safety are consisted of Parent-Child network key establishment algorithm that do child node and parent node key establishment as can do key establishment efficiently. Method that device proposes in case method that propose in case have master key establishment time was shown better performance $200{\sim}1300ms$ than existing method, and device does not have master key than existing method height connect time about $400{\sim}500ms$ better performance see.

• Journal of the Korean Geotechnical Society
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• v.33 no.8
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• pp.5-16
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• 2017

When a lateral load is applied to a short pile whose embedded depth is relatively smaller than its diameter, an overturning failure occurs. To investigate the behavior of laterally loaded short piles, several model tests in laboratory scales had been carried out, however the behavior of large moment carrying piles for electric poles, traffic sign and road lamp, etc. have not been revealed yet. This paper deals with the real-scale load tests for 750 mm diameter short piles. To simulate the actual loading condition, very large moment was mobilized by applying lateral loads to the location 8 m away from the pile head. Three load tests changing the pile embedded lengths to 2.0 m, 2.5 m, and 3.0 m were carried out. The test piles overturned abruptly with very small displacement and rotation before the failures. These brittle failures are in contrast with the ductile failures shown in the former model tests with the relatively smaller moment to lateral load ratio. Comparisons of the test results with three existing methods for the estimation of the ultimate lateral capacity show that the method assuming the rotation point at pile tip matches well when the embedded depth is small, however, as the embedded depth increases the other two methods assuming the inversion of soil pressure with respect to rotation points in pile length match better.

• Journal of Internet Computing and Services
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• v.23 no.5
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• pp.47-58
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• 2022

In recent years, navigation aids, which plays as sea traffic lights, have been digitized, and are developing beyond simple sign purpose to provide various functions such as marine information collection, supervision, control, etc. For example, Busan Port which is located in South Korea is leading the application of the advanced technologies by installing cameras on buoys and recording video images to supervise maritime accidents. However, there are difficulties to perform their major functions since the advanced technologies require long-term battery operation and also management and maintenance of them are hampered by marine characteristics. This study proposes a system that can automatically notify maritime objects passing around buoys by analyzing image information. In the existing sensor-based accident prevention systems, the alarms are generated by a collision detection sensor. The system can identify the cause of the accident whilst even though it is difficult not possible to fundamentally prevent the accidents. Therefore, in order to overcome these limitations, the proposed a maritime object detection system is based on marine characteristics. The experiments demonstrate that the proposed system shows about 5 times faster processing speed than other existing algorithms.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.182-199
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• 2023

Since 2021, government departments have been promoting Automated Driving Technology Development and Innovation Project as national research and development(R&D) project. The automated vehicles and service technologies developed as part of these projects are planned to be subsequently provided to the public at the selected Living Lab City. Therefore, it is important to determine a spatial area and operation section that enables safe and stable automated driving, depending on the purpose and characteristics of the target service. In this study, the static Operational Design Domain(ODD) elements for Level 4 automated driving services were reclassified by reviewing previously published papers and related literature surveys and investigating field data. Spatial analysis techniques were used to consider the reclassified ODD elements for level 4 in the real area of level 3 automated driving services because it is important to reflect the spatial factors affecting safety related to real automated driving technologies and services. Consequently, a total of six driving mode changes(disengagement) were derived through spatial information analysis techniques, and the factors affecting the safety of automated driving were crosswalk, traffic light, intersection, bicycle road, pocket lane, caution sign, and median strip. This spatial factor analysis method is expected to be useful for determining special areas for the automated driving service.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.38 no.4
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• pp.375-382
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• 2020

As the 4th Industrial Revolution era in worldwide, interest in autonomous vehicles is increasing. but due to recent safety issues such as pedestrian accidents and car accidents, as a technical model for this, the demand for 3D HD maps (High Definition maps) is increasing in including lanes, road markings, road information, traffic lights and traffic signs etc. However, since some complementary points have been continuously raised according to demand, It is necessary to collect the opinions of institutions and companies utilizing HD maps and to improve HD maps. This study was conducted by utilizing the results of the contest for usability verification of HD Maps hosted by the National Geographic Information Institute and organized by the Spatial Information Industry Promotion Institute. For this study, we researched HD maps' layers and codes for HD maps object usability to improve HD maps, constructed HD maps object usability items accordingly, and contested usability verification of HD maps according to the items The contestants conducted verification and analyzed the results. As a result, the most frequently used code for each layer was the flat intersection, and the code showing the highest usage rate was a safety sign. In addition, the use rate of the sub-section and height obstacles was 16.67% and 8.88%, respectively, showing a low ratio. In order to utilize HD maps in the future, this study is expected to require research to continuously collect opinions from customers and improve data objects and data models that are actually needed by customers.

• The Korean Journal of Air & Space Law and Policy
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• v.33 no.2
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• pp.225-266
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• 2018

In 2017, 1,252 cases of damages relief related to air passenger transport service were received by the Korea Consumer Agency, a 0.8% drop from 1,262 cases in 2016, the first decline since 2013. In 2017, 444 cases (35.4%) out of received cases of damages relief in the field of air passenger service received by the Korea Consumer Agency were agreed on, and out of cases that were not agreed on, the most number of 588 cases (47.0%) were concluded due to information provision and counseling, and 186 cases (14.9%) were applied to the mediation of the Consumer Dispute Mediation Committee. Major legislations that contain regulations for the damages relief and disputes resolution of air service consumers include the Aviation Business Act and the Consumer Fundamental Act, etc. The Aviation Business Act provides the establishment and implementation of damage relief procedure and handling plan, and the receiving and handling of request of damage relief by air transport businessman, and the notice of protection standard for air traffic users. The Consumer Fundamental Act provides the establishment and management of the consumer counseling organization, the damage relief by the Korea Consumer Agency, the consumer dispute mediation, and the enactment of the criteria for resolving consumer disputes. The procedures for damages relief of air service consumers include the receiving and handling of damages relief by air transport businessman, the counseling, and receiving and handling of damages relief by the Consumer Counseling Center, the advice of mutual agreement by the Korea Consumer Agency, and the dispute mediation system by the Consumer Dispute Mediation Committee. The current system of damage relief and dispute mediation for air service consumer have the problem in the exemption from obligation of establishment and implementation of damage relief plan by air transport businessman under the Aviation Business Act, the problem in the exemption from liability in case of nonfulfillment and delay of transport by aviation businessman under the criteria for resolving consumer disputes in the aviation sector, and the uppermost limit in procedure progress and completion of consumer dispute mediation under the Consumer Fundamental Act. Therefore, the improvement measurements of the relevant system for proper damage relief and smooth dispute mediation for air service consumer are to be suggested as follows: First is the maintenance of the relevant laws for damage relief of air service consumer. The exemption regulation from obligation of establishment and implementation of damage relief plan by air transport businessman under the Aviation Business Act shall be revised. To enhance the structualization and expertise of the relevant regulation for protection and damage relief of air service consumer, it will be necessary to prepare the separate legislation similar to the US Federal Regulation 14 CFR and EU Regulation EC Regulation 261/2004. Second is the improvement of criteria for resolving air service consumer disputes. For this, it will be necessary to investigate whether the cause of occurrence of exemption reason was force majeure, and distinguish the exemption from liability in case of nonfulfillment and delay of transport by aviation businessman under the criteria for resolving consumer disputes in the aviation sector, and revise the same as exemption reasons regulated under the air transport chapter of the Commercial Act and Montreal Convention 1999, and unify the compensation criteria for the nonfulfillment of transport that the substitute flight was provided and the delay of transport. Third is the reinforcement of information provision for damage relief of air service consumer. Aviation-related government agencies and concerned agencies should cooperate with airlines and airports to provide rapidly and clearly diverse information to the air traffic users, including laws and policies for damages relief of air service consumers. Fourth is the supplement to the effectiveness, etc. of consumer dispute mediation. If there is no sign of acceptance for dispute mediation, it is not fair to regard it as acceptance, therefore it will be necessary to add objection system. And if a dispute resolution is requested to another dispute settlement agency in addition to the Consumer Dispute Mediation Committee, it is excluded from the damage relief package, but it should be allowed for the party to choose a mediation agency. It will be necessary to devise the institutional measures to increase the completion rate of mediation so that the consumer dispute can be resolved efficiently through the mediation. Fifth is the introduction of the air service consumer arbitration system. A measure to supplement the limitations of the consumer dispute mediation system is to introduce the consumer arbitration system, but there are two measurements which are the introduction of the consumer arbitration under the Consumer Fundamental Act and the introduction of the consumer arbitration under the Arbitration Act. The latter measurement is considered to be appropriate. In conclusion, as a policy task, the government should prepare laws and system to enhance the prevention and relief of damages and protection of the rights and interests of air service consumers, and establish and implement the consumer-centric policy for the advancement of air service.

• Journal of Korean Academy of Nursing Administration
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• v.2 no.1
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• pp.35-56
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• 1996

Nowerdays, the increase of traffic accidents and old age population make the Femoral Neck Fracture(FNF) patients increase. By the improvement of education and standard of living the patients demand better medical service than before. This study is designed to give practical help for the FNF patients by observing their hospital life and establish practical nursing strategies for the FNF patients. For these purposes the Ethnographic Participant Observation was adopted. By this study is focused on the hospital life patient's view. For this end, the field study adopted orthopedic ward in the C University Hospital with 400 beds in Seoul. The object patients of the study were twelve patients. The patients experienced five stages : Embarrassment, Conflict, Stability, Independent, and Extension Stage. The findings and prepared nursing strategies are stated as follows. First, in the Embarrassment Stage they suffered embarrassment, anxiety, pain, they could not do ordinary things. The patients who accidental fractures had anxiety from unfamiliar tests and from hospitalization itself. They lamented that they could not ordinary things, and do nothing but obeying the hospital, and endure the pain. They recognized the changed environment and resigned themselves to life in the ward. In this stage, full openness by the nurses is needed. Second, the attribute of the Conflict Stage were conflict, fear, curiosity, belief, reflection. When they sign the consentment form, they experience conflicts about the possibility of complication, fear of recovery from anesthesia, curiosity about the operation procedure, post - operation state, reflection on their past life, and promise to care for their family members after discharge and keep their religious life faithfully. And they accepted the operation depending on God, believing in modern medicine, and the surgeon. Asking for their changed informations, they expected positive results from the operation. In this stage, an empathic attitude by the nurses is needed. Third, the attribute of the Stability Stage were relief, gratitude, difficulty with excretion, and pain. When they awoke from anesthesia, they felt relief because of a the end of the operation, but they experienced extreme pain, difficulty of excretion in bed. They accepted the changed environment and expected recovery. In this stage, support by the nurses is needed. Fourth, the attributes of the Independence Stage were freedom, exercise, nurturing, anxiety, and discomfort. When they ambulated and exercised, they experienced freedom. They showed exhibited weakness of the digestive organs and discomfort hospital's space, structure, and facilities, the delay of medical certificate issue the lack of prompt response by the medical agents. They ate nurturious food and felt anxiety on the end of hospital life and returning to their ordinary life. They showed the independence of overcoming their environment by increasing exercise and expected their discharges. In this stage, respect by the nurses is needed for the patients to, overcome their environment and prepare for their independence. Fifth, the attributes of the Extension Stage were pessimism, isolation, dissatisfaction, and pain. Accompanied injury and old age made their ward life extend to over seven weeks. They exhibited weariness, melancholy, skeptisis, general pessimistic feeling, and desperation caused by their isolated life. They experienced the digestive discomfort caused by the prolonged medication and psycological pain caused by long-time hospitalization. As a, result, their dissatisfaction on the human, physical, and systematic environments had been increased. They acquired critical power and sought for something to do spending their time. They expected vaguely about the returning of their ordinary life. In this stage, counseling is needed by the nurse to overcome positively their psychological, social, and physical problems. The process of the FNF patient's ward life starts from the dependent state, when they are hospitalized, and gradually progresses to self-fulfillment in order to keep independent life. As a result, the FNF patients showed "Response in Challenge" or "Adaptation in Conflict" through their experiences of social, physical, and psychological difficulties.