• Journal of the Korea Convergence Society
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• v.12 no.8
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• pp.171-177
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• 2021

The Southeastern economic zone was centered on small and medium-sized manufacturing, but industrial changes and corona 19 caused the local economic downturn. This study presented the difficulties of companies related to the aviation specialization industry and suggested ways to revitalize the local economy in order to revitalize the local economy in the southeast region. First, aeronautical specialized parts companies need various support to improve the structural problems of passive industries. Second, the industry needs a systematic education system that develops products and technologies that meet international standards and conducts international certification education to support stable supply and demand of human resources by cultivating professional manpower for systematic project performance. Third, the industry needs financial and administrative support from the government to develop technologies and products that meet high standardization standards. In addition, it is necessary to provide support to systematically improve the limitations and difficulties of companies, such as finding and expanding customers of small and medium-sized companies and supporting investment for cost reduction.

• Journal of the Korean Association of Geographic Information Studies
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• v.15 no.4
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• pp.124-137
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• 2012

Climate analysis is important in urban planning for human comfort. Synoptic weather conditions can only resolve the 30% of local variance of wind conditions whereas 70% of the variance arise from local terrain, buildings, and other small scale thermal conditions. Climate Analysis Seoul (CAS) was developed to resolve such micro-scale climate. The Local-scale air temperature Deviation (LD) analysis map from CAS showed the co-existence of built-up and suburban areas in the study region (CR, Cold-air analysis Region) despite its small extent. Temperature, humidity, wind speed, and wind direction were monitored in CR. Hourly observed cooling rate agreed well with LD. Cold air production, transportation, and stagnation was visualized by the observed Vertical Temperature Gradient (VTG) along the small stream in CR. VTG observed at the upper-most stream can be divided into two components: radiative cooling and cold air inflow from outside. Radiative cooling exists regardless of the wind speed whereas cold air inflow occurs only with calm wind. From the regression analyses based on the wind speed, the inflow portion was determined as 84% of radiative cooling. Climate analysis in the future will be able to characterize the changes in cold air by urban development plan to support the human comfort.

• Journal of Korean Society for Atmospheric Environment
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• v.19 no.6
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• pp.625-637
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• 2003

This study was performed to examine the relationship between air pollution exposure and mortality in Seoul for the years of 1998∼2001. Daily counts of death were analyzed by general additive Poisson model, with adjustment for effects of seasonal trend, air temperature, humidity, and day of the week as confounders in a nonparametric approach. Daily death counts were associated with CO (current day),O$_3$ (current day), PM$_{10}$ (current day), NO$_2$ (1 day before), SO$_2$ (1 day before). Increase of 41.71 $\mu\textrm{g}$/㎥ (interquartile range) in PM$_{10}$ was associated with 1.3% (95% CI = 0.7∼1.9％) increase in the daily number of death. $O_3$ concentrations resulted in an increased risk of 1.3% for 23.86 ppb in all-aged mortality [RR = 1.013 (1.004-1.023)1. This effect was greater in children (less than 15 aged) and elderly (more than 65 aged). After ozone level exceeds 25 ppb, the dose-response relationship between mortality and ozone was almost linear. We concluded that Seoul had 1∼5％ increase in mortality in association with IQR (interquartile range) in air pollutants. Daily variations in air pollution within the range currently occurring in Seoul might have an adverse effect on daily mortality. These findings also support the hypothesis that air pollution, at levels below the current ambient air quality standards of Korea, is harmful to sensitive subjects, such as children or elderly.rly.

• Asian Journal of Atmospheric Environment
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• v.12 no.3
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• pp.232-243
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• 2018

The construction, development and maintenance of an economically, environmentally and socially sustainable campus involves the integration of measuring tools and technical information that invites and encourages the community to know the actual state to generate positive actions for reducing the negative impacts over the local environment. At the Universidad Nacional de Colombia - Campus $Bogot{\acute{a}}$, a public area with daily traffic of more than 25000 people, the Environmental Management Bureau has committed with the monitoring of the noise pollution and air quality, as support to the campaigns aiming to reduce the pollutant emissions associated to the student's activities and campus operation. The target of this study is based in the implementation of mobile air quality and sonometry monitoring equipment, the mapping of the actual air quality and noise pollution inside the university campus as a novel methodology for a sub-area inside a megacity. This results and mapping are proposed as planning tool for the institution administrative sections. A mobile Kunak$^{(R)}$ Air & OPC air monitoring station with the capability to measure particulate matter $PM_{10}$, $PM_{2.5}$, Ozone ($O_3$), Sulfur Oxide ($SO_2$), Carbon Monoxide (CO) and Nitrogen Oxide ($NO_2$) as well as Temperature, Relative Humidity and Latitude and Longitude coordinates for the data georeferenciation; and a sonometer Cirrus$^{(R)}$ 162B Class 2 were used to perform the measurements. The measurements took place in conditions of academic activity and without it, with the aim of identify the impacts generated by the campus operation. Using the free code geographical information software QGIS$^{(R)}$ 2.18, the maps of each variable measured were developed, and the impacts generated by the operation of the campus were identified qualitative and quantitively. For the measured variables, an increase of around 21% for the $L_{Aeq}$ noise level and around 80% to 90% for air pollution were detected during the operation period.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.78
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• pp.1-29
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• 2018

This article demonstrates that both the Warsaw Convention Systemand the Montreal Convention are not designed for multimodal transport, let alone for "Door to Door" transport. The polemic directed against the "Door to Door" application of the Warsaw Convention systemand the Montreal Convention is predominantly driven by the text and the drafting philosophy of the said Contentions that since 1929 support unimodalism-with the rule that "the period of the carriage by air does not expend to any carriage by land, by sea or by inland waterway performed outside an airport" playing a profound role in restricting their multimodal aspirations. The drafters of the Montreal Convention were more adventurous than their predecessors with respect to the boundaries of the Montreal Convention. They amended Art. 18(3) by removing the phrase "whether in an aerodrome or on board an aircraft, or, in the case of landing outside an aerodrome, in any place whatsoever", however, they retained the first sentence of Art. 18(4). The deletion of the airport limitation fromArt. 18(3) creates its own paradox. The carrier can be held liable under the Montreal Convention for the loss or damage to cargo while it is in its charge in a warehouse outside an airport. Yet, damage or loss of the same cargo that occurs during its surface transportation to the aforementioned warehouse and vice versa is not covered by the Montreal Convention fromthe moment the cargo crosses the airport's perimeter. Surely, this result could not have been the intention of its drafters: it certainly does not make any commercial sense. I think that a better solution to the paradox is to apply the "functional interpretation" of the term"airport". This would retain the integrity of the text of the Montreal Convention, make sense of the change in the wording of Art. 18(3), and nevertheless retain the Convention's unimodal philosophy. English courts so far remain loyal to the judgment of the Court of Appeal in Quantum, which constitutes bad news for the supporters of the multimodal scope of the Montreal Convention. According the US cases, any losses occurring during Door to Door transportation under an air waybill which involves a dominant air segment are subject to the international air law conventions. Any domestic rules that might be applicable to the road segment are blatantly overlooked. Undoubtedly, the approach of the US makes commercial. But this policy decision by arguing that the intention of the drafters of the Warsaw Convention was to cover Door to Door transportation is mistaken. Any expansion to multimodal transport would require an amendment to the Montreal Convention, Arts 18 and 38, one that is not in the plans for the foreseeable future. Yet there is no doubt that air carriers and freight forwarders will continue to push hard for such expansion, especially in the USA, where courts are more accommodating.

• Journal of the Korea Computer Graphics Society
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• v.25 no.5
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• pp.11-20
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• 2019

With the development of deep learning technology, research is being actively carried out on user-friendly interfaces that are suitable for use in virtual reality or augmented reality applications. To support the interface using the user's hands, this paper proposes a deep learning-based fingertip detection method to enable the tracking of fingertip coordinates to select virtual objects, or to write or draw in the air. After cutting the approximate part of the corresponding fingertip object from the input image with the Grad-CAM, and perform the convolution neural network with Atrous Convolution for the cut image to detect fingertip location. This method is simpler and easier to implement than existing object detection algorithms without requiring a pre-processing for annotating objects. To verify this method we implemented an air writing application and showed that the recognition rate of 81% and the speed of 76 ms were able to write smoothly without delay in the air, making it possible to utilize the application in real time.

• Advances in aircraft and spacecraft science
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• v.2 no.2
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• pp.169-182
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• 2015

Aeronautics engine cooling is one of the biggest problems that engineers have tried to solve since the beginning of human flight. Systems like radiators should solve this purpose and they have been studied extensively and various solutions have been found to aid the heat dissipation in the engine zone. Special interest has been given to air coolers in order to guide the air flow on engine and lower the high temperatures achieved by the engine in flow conditions. The aircraft companies need faster and faster tools to design their solutions so the development of tools that allow to quickly assess the effectiveness of an cooling system is appreciated. This paper tries to develop a methodology capable of providing such support to companies by means of some application examples. In this work the development of a new methodology for the analysis and the design of oil cooling systems for aerospace applications is presented. The aim is to speed up the simulation of the oil cooling devices in different operative conditions in order to establish the effectiveness and the critical aspects of these devices. Steady turbulent flow simulations are carried out considering the air as ideal-gas with a constant-averaged specific heat. The heat exchanger is simulated using porous media models. The numerical model is first tested on Piaggio P180 considering the pressure losses and temperature increases within the heat exchanger in the several operative data available for this device. In particular, thermal power transferred to cooling air is assumed equal to that nominal of real heat exchanger and the pressure losses are reproduced setting the viscous and internal resistance coefficients of the porous media numerical model. To account for turbulence, the k-${\omega}$ SST model is considered with Low- Re correction enabled. Some applications are then shown for this methodology while final results are shown in terms of pressure, temperature contours and streamlines.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.34 no.11A
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• pp.844-851
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• 2009

Handover is needed in multi-hop relay systems to support mobility. The main purpose of handover is to provide the continuous connection when a MS migrates from the air-interface of one BS to another air-interface provided by another BS. Especially the handover between different systems is essential to next generation network. Vertical Handover technology in Mobile WiMAX MMR system is very useful for operators to introduce to Mobile WiMAX system in an overlaid cell environment. This technology will be applied to technology which hands MRS(Mobile Relay Station) over to different systems for system performance enhancement in Ubiquitous environment overlaid between Micro ce11(Frequency 1,FA1) and Macro cell(Frequency 2,FA2). In this paper, FA1 and FA2 are used in order to perform Vertical Handover of MRS(Mobile Relay Station) according to suggested conditions. interferences from neighboring BS or other sectors of 6 macro cells surrounding center Macro cell are analyzed and throughputs are measured according to suggested conditions.

• Journal of Preventive Medicine and Public Health
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• v.39 no.1
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• pp.53-58
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• 2006

Objectives: We wanted to evaluate the main route of exposure to lead and cadmium for the general population in Korea by using multi-route and multi-media exposure assessment Methods: Samples of air at the homes, samples of the food and water and peripheral blood samples were collected from thirty volunteers living in Seoul (the metropolitan area), Yong-in (the suburban area) and Ansan (the industrial area) in 2001. Graphite furnace atomic absorption spectrometric methods were used for the determination of the Pb and Cd levels in the air, food, water and blood samples. Results: The average intake of lead through the air, drinking water and food were $5.06{\mu}g/day\;(26.3%)\;0.002{\mu}g/day\;(0.1%),\;and\;16.4{\mu}g/day\;(73.6%)$, respectively. The average intake of cadmium through the air, drinking water and food were $0.082{\mu}g/day\;(0.9%),\;0.001{\mu}g/day\;(0.007%),\;and\;12.61 {\mu}g/day\;(99.0%)$, respectively. The blood lead level was statistically higher in the male subjects than in the female subjects (3.39 and $2.22{\mu}g/dl$, respectively), and only gender was a significant variable on the multiple regression analysis for blood lead. Conclusions: This study showed that the intake of lead and cadmium through food was the major route of exposure. A policy to reduce the pollutants according to the exposure routes should be established. However, more studies will be needed to support these data for the general population.

• Tribology and Lubricants
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• v.35 no.5
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• pp.300-309
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• 2019

Gas foil thrust bearings (GFTBs) support axial loads in oil-free, high speed rotating machinery using air or gas as a lubricant. Due to the inherent low viscosity of the lubricant, GFTBs often have super-laminar flows in the film region at operating conditions with high Reynolds numbers. This paper develops a mathematical model of a GFTB with turbulent flows and validates the model predictions against those from the literature. The pressure distribution, film thickness distribution, load carrying capacity, and power loss are predicted for both laminar and turbulent flow models and compared with each other. Predictions for an air lubricant show that the GFTB has high Reynolds numbers at the leading edge where the film thickness is large and relatively low Reynolds numbers at the trailing edge. The predicted load capacity and power loss for the turbulent flow model show little difference from those for the laminar flow model even at the highest speed of 100 krpm, because the Reynolds numbers are smaller than the critical Reynolds number. On the other hand, refrigerant (R-134a) lubricant, which has a higher density than air, had significant differences due to high Reynolds numbers in the film region, in particular, near the leading and outer edges. The predicted load capacity and power loss for the turbulent flow model are 2.1 and 2.3 times larger, respectively, than those for the laminar flow model, thus implying that the turbulent flow greatly affects the performance of the GFTB.