• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.41-52
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• 1999

Recently, much literature has surveyed the economic effects of transportation investment, focusing on the relationship between transportation infrastructure investment and economic development. Although the conventional views assume that transportation investment stimulates economic growth, the results of recent studies are not conclusive and in some cases reject the conventional views. The contradictory results are linked with double counting Problem and Keynesian/Neo-classical economics theory. This article investigates the economic effects of road transportation with regard to freight transport using Stated Preference technique. This study examines, in particular, the value of time saving for freight which has been rarely studied in this area. In the first part, the value of time saving, excluding the value for driver and operating cost, is theoretically investigated through the model of continuous review system and periodic review system. At last, the empirical study using the Seated Preference technique shows the value of time saving for freight and the value of reliability, compared with other studies and the value of those in COBA. The result makes us conclude that road investment produces the secondary effects as well as the direct benefit such as time saving for passengers, operating cost saving. and accident cost reduction. The secondary effect includes the contribution to economic development.

• Journal of the korean society of oceanography
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• v.37 no.3
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• pp.91-107
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• 2002

The wintertime upwind flow in the Yellow Sea has been investigated through a series of two-dimensional numerical experiments in an idealized basin. A total of 10 experiments have been carried out to examine the effects of wind forcing, bottom friction and the presence of oceanic currents sweeping the shelf of the East China Sea. A spatially uniform steady and periodic wind stresses are considered along with comparison of linear and quadratic formulations. The wind-driven flow in the absence of oceanic current has been computed using Proudman open boundary condition (POBC), while the wind-driven current in the presence of oceanic current has been computed using Flather’s radiation condition (FOBC). The oceanic currents to be prescribed at the open boundary have been simulated by specifying uniform sea level gradients across the Taiwan Strait and the eastern ECS shelf, Calculations show that, as seen in Lee et al. (2000), oceanic flow little penetrates into the Yellow Sea in the absence of wind forcing unless a unrealistically low rate of bottom frictional dissipation is assumed. Both steady and time-periodic wind stresses invoke the upwind flow along the central trough of the Yellow Sea, independently of the presence of the oceanic current. The presence of oceanic currents very marginally alters the north-south gradient of the sea surface elevation in the Yellow Sea. Changes in the intensity and direction of the wind-induced mean upwind flow are hardly noticeable in the Yellow Sea but are found to be significant near Cheju Island where the gradient is reduced and therewith contribution of Ekman transport increases. In case of steady wind forcing circulation patterns such as two gyres on the slope sides, a cyclonic gyre on the western slope and an anticyclonic gyre on the eastern slope persist and the upwind flow composes part of the cyclonic gyre in the Yellow Sea. While in case of the time-periodic wind stress the appearance and disappearance of the patterns are repeated according to the time variation of the wind stress and the upwind flow accordingly varies with phase delay, mostly intensifying near the time when the wind forcing is approximately near the middle of the decaying stage.

• Journal of Korean Society of Transportation
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• v.32 no.5
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• pp.431-440
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• 2014

According to the State Safety Program (SSP) of the International Civil Aviation Organization (ICAO), it is essential to establish and manage Safety Performance Indicators (SPIs) which are used for monitoring the safety performance to achieve the national aviation safety goal. There have been enormous efforts to develop the framework of SPIs by considering the current status for each country. In case of Republic of Korea, however, there has been limited research and policy projects related to the framework for SPIs. Furthermore, Korea has used identical SPIs since the SSP was legislated in 2008. With this background, this research is, as part of strategy for the state level of SPI development, the study cases of advanced aviation countries for SPI development plans, such as the European Aviation Safety Agency (EASA) of the EU, the Civil Aviation Authority (CAA) of the UK, the Finish Transport Safety Agency (FTSA) of the Finland and the Federal Aviation Administration (FAA) of the U.S. The comparison between the foreign and domestic policies for SPI development strategies are provided in the conclusion of this study. The results and analyses of the case studies performed in this research will be helpful to provide some valuable development strategies for further SPI research in Korea.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.4 no.2
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• pp.107-116
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• 1999

To study the characters of surface sediment and to describe the seasonal depositional environment as a result of sedimentation process off Byun-San Peninsula, a total 61 samples of surface sediment (32 samples in summer; 29 samples in winter) were collected and analysed. A digitized depth data from sea chart and echosounding profiles along five trans-sections were helpful for understanding the morphological factors. The types classified by the characters of surface sediment are type I (sand, S), type II (silty sand, zS), and type ill (sandy silt, sZ). Mean grain size varies from 2.11 to 7.81 ${\Phi}$. The positive-skewness shows the typical tide-dominated environment. The sediment type of the northwestern stations is medium sand and the sorting value is 0.5~1.4 ${\Phi}$ of well/moderately sorted. Meanwhile, other stations are composed of muddy sands and sandy muds transported from rivers and offshore. These sediment types toward inshore change gradually from silty sand to sandy silt. According to the C/M diagram, there are three major transport modes of sediment: bed load (Mode A), graded suspension (Mode B), and suspension (Mode C), correlating with north-eastern sandy area, middle part of silty-sand area, and southern sandy-silt area, respectively. The result of Principal Component Analysis shows also similar pattern of sediment types. In result, sediment texture of type III tends to be finer and more poorly-sorted than that of type II and sediment facies are correlateed with sedimentation process.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.52 no.4
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• pp.364-371
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• 2016

The analysis on the international safety management code (ISM Code) and case of foreign national safety management for fishing vessel was conducted to serve as a basic data on the introduction of safety management system (SMS) for a deep-sea fishing vessel in Korea. As a result, Maritime New Zealand (MNZ) has managed operations of SMS in the maritime rules according to the Maritime Transport Act since 1994. MNZ underwent a safe ship management (SSM), which includes elements applied to shipping companies, ship and verification of the ISM Code for ships, except ISM Code application since 1998. In 2014 the introduction of the advanced maritime operator safety system (MOSS) superior to the SSM by MNZ was promoted actively switch and enforcement. Meanwhile, the safe operation manual of Japanese fishing vessel includes large part of the contents of the ISM Code, and voluntary implementation to fit the realities of the fishing vessel. The law application of SMS for a deep-sea fishing vessel after the newly establishment of the Ocean Industry Development Act to SMS would be advantageous to the schematic management, supervision, maintenance and application and, in 2016 from the implementation of maritime safety supervisor for a deep-sea fishing vessel that the management and supervision through the fishing vessel will be the efficient operation. The configuration of the safety management system in a deep-sea fishing vessel should be included as an element of ISM Code. The introduction of such a system is gradually applicable, such as nationality overseas vessel case study of the ISM Code, and vessels that are excluded from the application will be implemented as autonomous as Japan. The results are expected to contribute to sustainable development in the ocean industry safety culture spread throughout the ocean industry through the enhancement of safety fishing competency and safety management responsibility of fisher.

• Applied Biological Chemistry
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• v.28 no.2
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• pp.56-61
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• 1985

The mass balances of calcium salts during the manufacturing processes of Tofu were established by conductometric method and chemical analysis method. During the manufacturing processes of soy milk and Tofu, 66% of solid and 63% of calcium was transfered from soy-bean to the soy milk, and 47.8% of total solid from soybean was transfered to the Tofu, respectively. When the $CaCl_2$ was used as coagulant, calcium contents in Tofu $(Y_{Tofu},\;mg{\cdot}Ca/g{\cdot}Tofu,\;wet\;basis)$ and drained solution $(Y_{drained\;soln},\;mg{\cdot}Ca/ml{\cdot}drained\;soln.)$ were linearly increased with the amounts of $CaCl_2(C,g{\cdot}CaCl_2/ml{\cdot}soy\;milk)$ added in soy milk, and correlative equations between them were obtained as $Y_{Tofu}=0.3369\;C+1.2689$ for Tofu$(moisture\;content:\;81.5{\pm}0.5%)$ with r=0.9898, and $Y_{drained\;soln}= 0.2899C+0.0399$ for drained solution with r= 0.9991. It was proved that conductometric method was reasonably applicable to the measurement of calcium contents of the products from every processes of Tofu manufacture except soy-bean. However the conductometric method was not recomendable in the case of $CaSO_4$ as coagulant due to its low solubility ana uneven distribution in soy milk and Tofu tissue.

• Restorative Dentistry and Endodontics
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• v.31 no.1
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• pp.50-57
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• 2006

The purpose of this study was to investigate influence of each file step of $ProTaper^{(R)}$ system on canal transportation. Twenty simulated canals were prepared with either engine-driven $ProTaper^{(R)}$ or manual $ProTaper^{(R)}$, Group R-resin blocks were instrumented with rotary $ProTaper^{(R)}$ and group M-resin blocks were instrumented with manual $ProTaper^{(R)}$. Pre-operative resin blocks and post-operative resin blocks after each file step preparation were scanned. Original canal image and the image after using each file step were superimposed for calculation of centering ratio The image after using each file step alld image after using previous file step were superimposed for calculation of the amount of deviation. Measurements were taken horizontally at five different levels (1 2, 3, 4 and 5 mm) from the level of apical foramen. In rotary $ProTaper^{(R)}$ instrumentation group, centering ratio and the amount of deviation of each step at all levels were not significantly different (p>0.05). In manual $ProTaper^{(R)}$ instrumentation group, centering ratio and the amount of deviation of each step at all levels except of 1 mm were not significantly different (p>0.05). At the level of 1 mn, F2 file step had significantly large centering ratio and the amount of deviation (p<0.05). Under the condition of this study, F2 file step of manual ProTaper tended to transport the apical part of the canals than that of rotary $ProTaper^{(R)}$.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.163-191
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• 1989

The accident of the midair collision, passengers' falling or goods' dropping occurs or supersonic aircraft make a sonic boom during their conveying passengers or goods to the destination. The accident in transmit damages the their parties on the surface or their properties. In these cases, the third parties who were harmed to their lives or properties have the right to claim damages against the air carrier who caused them. These matters have become one of the important things since aircraft conveyed passengers and goods. Therefore, it is a great concern to settle these matters by law. But the Safety of the present aircraft has been much increased and the aircraft have become larger in size. Its flight altitude became higher than before. So the relationship of the aircraft to the third parties is much different from that of the earlier aircraft. The air transport is now indispensable to our life. It is not so easy to control these matters. In the early part of 20th century, when the third parties suffered the damage, many European countries made laws on the basis of the principle of liability without fault. But each country had a variety of its own law, and different kinds of difficulties have been brought about. Accordingly, the Rome Convention on Surface Damage (1933, 1952, 1978) has been made and revised. In spite of being revised, it contains many problems, and is not carried into effect world-wide. On the other hand, there are no regulations about the compensation of the third parties damaged in Korean existing laws. In case the damage is brought about to them, it is obviously true that the settlement of the liability of compensation for damage should be made by the general principle on the tort in domestic laws. At this point, it is urgent that we make a special law though the domestic legislation as a preliminary measure before we sign the international convention to save third damaged. It is desirable that we should, for the responsibility of the air carriage for the demage of the third parties on the surface, bring in the theory of the absolute liability in view of the legislation of many conutries. As the aircraft fly in the sky, their flight always contains some danger. It is very difficult to prove the fault, and the operator should suffer the principle of liability without fault or the similiar one. In case the liability without fault will be imposed upon the operator for the damage of the third parties, it is necessary to bring in the liability protection system for the protection and up upbringing of the air carriage. The Burden of danger of the air carriage will be reduced by introducing the system. A domestic legislation measure should be necessarily taken as soon as possible as a legal security measure on these matters.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.37 no.5B
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• pp.385-394
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• 2012

The tactical mobile communication network, which comprises a part of the next-generation Tactical Information and Communication Network (TICN), provides means of communication and control for Tactical Multi-Functional Terminals (TMFT) belonging to a Mobile Subscriber Access Point (MSAP). The next-generation of MSAP is capable of constructing a backbone network via LCTR and HCTR directional antennas. At the same time, WMN modules are used to create and manage a wireless mesh backbone. When directional antennas are used in mobile environments, seamless services cannot be efficiently supported as the movement of the node prevents the angle of the antenna to constantly match. Therefore, data communication through the wireless mesh networks is required to provide direct communication between mobile MSAPs. Accordingly, mutual authentication and data encryption mechanisms are required to provide reliable data transmission in this environment. To provide efficient mutual authentication between MSAP devices, the process of verifying a certificate of the other MSAP device through its own authentication server is required. This paper proposes mutual authentication mechanisms where the MSAP requiring authentication and the MSAP that permits it initiates low-cost and efficient authentication in a distributed way. More specifically, we propose a method of applying EAP-ELS (Extensible Authentication Protocol-Transport Layer Security) in the next-generation TICN.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.45 no.6
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• pp.34-51
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• 2008

Today, the Internet is a part of our life. For that reason, we regard revealing characteristics of Internet traffic as an important research theme. However, Internet traffic cannot be easily manipulated because it usually occupy huge capacity. This problem is a serious obstacle to analyze Internet traffic. Many researchers use various sampling techniques to reduce capacity of Internet traffic. In this paper, we compare several famous sampling techniques, and propose efficient sampling scheme. We chose some sampling techniques such as Systematic Sampling, Simple Random Sampling and Stratified Sampling with some sampling intensities such as 1/10, 1/100 and 1/1000. Our observation focused on Traffic Volume, Entropy Analysis and Packet Size Analysis. Both the simple random sampling and the count-based systematic sampling is proper to general case. On the other hand, time-based systematic sampling exhibits relatively bad results. The stratified sampling on Transport Layer Protocols, e.g.. TCP, UDP and so on, shows superior results. Our analysis results suggest that efficient sampling techniques satisfactorily maintain variation of traffic stream according to time change. The entropy analysis endures various sampling techniques well and fits detecting anomalous traffic. We found that a traffic volume diminishment caused by bottleneck could induce wrong results on the entropy analysis. We discovered that Packet Size Distribution perfectly tolerate any packet sampling techniques and intensities.