• Korean Journal of Applied Biomechanics
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• v.14 no.3
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• pp.83-98
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• 2004

The purpose of this study was to investigate the test-retest of plantar pressures using the F-Scan system over speeds and plantar regions. 6 healthy female subjects in 20's were recruited for the study. Plantar pressure measurements during locomotor activities can provide information concerning foot function, particularly if the timing and magnitude of the loading profile can be related to the location of specific foot structures such as the metatarsal heads. The Tekscan F-Scan system consists of a flexible, 0.18mm thick sole-shape having 1260 pressure sensors, the sensor insole was trimmed to fit the subjects' right. left shoes - sneakers shoes & dress shoes. It was calibrated by the known weight of the test subject standing on one foot. The Tekscan measurements show the insole pressure distribution as a function of the time. This finding has important implications for the development of plantar pressure test protocols where the function of the forefoot is important. According to the result of analysis it is as follows 1) Center of force trajectory in women's dress shoes display direct movement, compare with center of force trajectory in Sneaker shoes displays a little bit curved slow pronation movement. Sneaker shoes in forefoot part display very quick supination movement, therefore, this shoes effects negative effectiveness for ankle's stability Considering center of force trajectory analyzing the more center of force close straight line, the more movement can be quick movement for locomotion. For foot pressure distribution, center of force trajectory in locomotion is better to curved trajectory with pronation movement. So sneaker shoes style is good shoes considering center of pressure distribution trajectory compare with women's dress shoes. 2) Women's dress shoes increased peak pressure in medial, this is effected by high hill's height. The more increased women's dress shoes's height, the more women's peak pressure will increase, pronation can increase compare with before. Supination movement increase, this focused pressure in lateral, also, supination increased more. If the supination movement increased, foot pressure focused in lateral, therefore, it is appeared force distribution in gait direction. This is bad movement in foot's stability. 3) Women's dress shoes in landing phase displayed a long time, this is when women's dress shoes wear, gait movement is unbalance, so, landing phase displayed a long time. For compensation in gait, swing phase quick movement. 4) Women's dress shoes displayed peak pressure distribution in lateral of rearfoot part, Sneakers shoes displayed peak pressure distribution in medial of forefoot part. Its results has good impact absorption compare with women's dress shoes. In forefoot part, sneakers shoes has good propulsive force compare with women's dress shoes.

• Journal of the Korean Dietetic Association
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• v.11 no.1
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• pp.86-94
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• 2005

This study was conducted to examine bone mineral density and factors which effect on bone mineral density such as daily nutrients intake, age, menarch age and physical condition among healthy female college students in Daegu area from April 20, to May 20, 2004. 1. Average age was 20.5$\pm$0.96 years old, average height was 160.9$\pm$4.30㎝, and average weight was 55.9$\pm$7.67㎏. Body mass index was 21.6$\pm$2.91㎏/㎡, body fat was 25.6$\pm$5.79％, menarche age was average 12.5$\pm$1.1 years old and WHR(waist/hip circumference ratio) was 0.8$\pm$0.01㎝/㎝. 2. Average level of bone mineral density(T-score -0.56$\pm$0.91) was in normal range. But, 11 persons(24.4％) are over T-score -1.0, 33 persons(73.4％) were within -1.0 - -2.5 and one person(2.2％) was under -2.5. It is very anxious level for Osteopenia-low bone mass, as research result shows 73.4% of the subject of examine on the level of Osteopenia. 3. Daily calorie intake was 2,550㎉ and each nutrient intake, compared to the seventh recommended dietary allowances for korean, was as follows ; Calorie 112％, protein 123％, calcium 78％, phosphorus 137％, iron 68％, vitamin A 101％, vitamin $B_1$ 141％, vitamin $B_2$ 95％, niacin 107％, vitamin C 128％ and zinc 120％. The ratio of calcium to phosphorus(Ca/P) is 0.66, low compared to RDA, but phosphorus intake is so high compared to RDA that precautions should be taken. The ratio of calcium to protein(Ca/Protein) is 8.55. 4. Menarche age and bone mineral density of calcaneus showed positive correlation and body mass index(BMI) indicated positive correlation. Age, height, weight. WHR and physical activity coefficient all do not indicate any significant correlation with bone mineral density. 5. Intake of Calorie, Ca, Ca/p ratio, carbohydrate and fat intake were positively correlated and, protein was negatively correlated, and Fe, Na, P and cholesterol were negatively correlated with BMD. These results indicate that average bone mineral density of subjects was in normal range, but subjects in the stage of osteopenia-low bone mass are many and bad effects are expected to have on their bone mineral density after menopause. Therefore, in order reach maximal bone mineral density, they should improve the balance between calcium and phosphorus and reduce salt intake. And it is thought that education and profound studies on relevant factors affecting the genesis of bone mineral density should be made.

• Journal of the Korean Society of Marine Environment & Safety
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• v.16 no.4
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• pp.393-399
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• 2010

Recently, a vessel's maneuvering performance is considered to be an important subject as marine pollution from the ships that stranded on a rock becomes more severe. So, IMO(International maritime organization) has adopted Resolution MSC.l37 to enhance international standards of ship's maneuverability. There's more than one way to improve ship's maneuverability. This research focused on improving ship's maneuverability by high-lift rudder. To predict the maneuverability, the numerical simulation model was used. The evaluation of maneuverability was carried out by turning test and zig-zag test. The results obtained with these simulation showed that the high-lift rudder would be effective in improving the turning ability of the ship. But it was clarified that there Has a possibility that course changing ability night become bad through an increase of rudder lift.

• Journal of the Korea Institute of Information and Communication Engineering
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• v.19 no.12
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• pp.2917-2923
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• 2015

In spite of a recent trend of container ships becoming larger in size, the current circumstance is that managing reefer containers marine transportation is being mostly dependent upon manpower. Particularly, in the case of bad weather or nighttime, reefer containers are not being monitored due to lack of safety device. For the purpose of reducing such risk, IMO is recommending a system using PLC but the system is not being used. In addition, they are still relying on manpower for control and reliability of freight in transit is decreasing due to lack of information during marine transportation for every subject related to freight as well as shipper. Accordingly, the purpose of this paper is to propose a real-time reefer container management system to effectively control all reefer containers widely being used across the world.

• Korean Journal of Health Education and Promotion
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• v.11 no.2
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• pp.87-106
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• 1994

Owing to the use of many cultural facilities, the elevation of life standards and the high level progress of industry, visual impairment was on increasing trends. Especially due to studying for many hours, the myopia of adolescents became a serious social issue. The purpose of this study was to understand adolescent's wearing glasses and eyesight condition, whether the primary myopia factor and the subjective symptoms were different between the myopia group and the normal group, between the wearing glasses group and the non-wearing glasses group, and the effect on physical, mental and study activity of myopia. The subject of investigation was 627 middle school students in Seoul and the investigation was accomplished from July 7th, 1993 to July 12th, 1993. The data were analyzed by the percentage, x²-test, t-test and ANOVA of SPSS. The results were as followed; 1. The rate of the right and left eyesights higher than 0.8 in the normal group was 47.0%, and those less than 0.7 in the myopia group was 53.0%. In the boy students, the normal group was 54.1%, the myopia group was 45.9%. In the girl students, the normal group was 39.2%, the myopia group was 60.8%. Therefore the girl students' myopia rates were higher than the boy students', and this result was significant(p<0.01). 2. The rate of wearing glasses of the middle school students was 44.6%. The rate of wearing glasses of the girl students was 56.8%. The rate of wearing glasses of the girl students was higher than that of the boy students 43.2%. The rate of necessary glasses of the middle school students was 6.1% and the rate of necessary glasses of the boy students was 7.9%, the rate of necessary glasses of the girl students was 4.1%. 3. In case of a family member of the student wear glasses, the rate of wearing glasses was higher. 4. In the myopia group, the main reason for not wearing glasses was "Uncomfortable"(63.3% in the boy students, 40% in the girl students). In case of the girl students, "Nonpermission of their parents" was 18.7% and remarkably higher than 5.1% in case of the boy students. 5. The factor of myopia was that "The bad attitude of watching TV closely" was 19.9%, that "The dimly-lit room" was 6.6%. 6. In order to protect eyesight, the rate of the students who practiced "Looking at something from afar 3∼4times a day" was 37.3%, the rate of the students who did "Eye exercise" was 17.5%, the rate of the students who took "A medicine for promoting nutrition" was 12.9%. The rate of taking the medicine was higher than 3.5% in the normal eyesight group. 7. After near working, the point of subjective symptoms was higher in the myopia group than in the normal group and in the wearing glasses group than in the unwearing group and in the girl students than in the boy students. 8. The longer time to watch TV, the higher point of subjective symptoms. The longer distance to watch TV, the lower point of subjective symptoms(p<0.05).

• Journal of Korean Clinical Health Science
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• v.1 no.2
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• pp.1-9
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• 2013

Purpose: The purpose of this study was to provide basic data of oral health policy and effective nonsmoking educational the basic data comparing the subjective oral health recognition and tooth brushing pattern by smoking whether or not, the subjects were adults to visit dental clinic. Methods: The subjects were a total of about 245 adults visited dental clinics in Busan metropolitan city and Gyeongnam province some areas. The datas were collected from December 17, 2012 to February 17, 2013. Data analyses were done with SPSS program through frequency analysis and chi-square test. Results: The tooth brushing pattern of non-smokers were more brushing after meals and snacks, and then brushing within three minutes before bedtime and brushing with more than 3 minutes, brushing with rotating method is pretty more, smokers were not brushing after the meal, a snack, and then within 3 minutes before going to bed without brushing, more than three minutes brushing with rotation method. Subjective oral health status of non-smokers, the more awareness is pretty healthy, but smokers were the more unhealthy side, the greater the smoking amount among smokers subjective oral health were recognized as a bad side. Conclusion: It was necessary to recognize subjective oral health status and to provide a way to practice corrective brushing pattern according to smoking or not and smoking amount. Subjective oral health awareness and brushing pattern directly related to the smoking or not and smoking amounts of the subject, so when dental care, it should be followed to recognize exactly what to give oral health status of subjects and provide a way of effective oral health management in order to improve the oral health and quality of life.

• The Journal of the Korea Contents Association
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• v.16 no.1
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• pp.179-189
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• 2016

The aim of this study was to find out the possibilities of humanistic education through text analysis of the picture books of Korean fairy tales dealing with poverty and to discuss the educational implications. For this, the two researchers drew the literal roles of poverty and property in the common narrative structure of seven subject books and discussed the humanistic educational implications. The results are as follows. Firstly, the poverty of a main character was related to good personalities rather than negative personalities such as indolent disposition and formed affirmative values. Secondly, divine existence or animal helpers offered property to the good man in a unrealistic manner so that it emphasized the meaning of reward on their good nature. Thirdly, the bad character of wicked men following the good men was focussed on and their greed for property was the evidence of their wickedness. Most of them were punished because of the wicked motive so that it apparently highlighted the lesson of the good triumphing over the evil by the binary opposition structure. Fourthly, all the fairy tales made the characters treated based on the each personality: punishment or reward. However, the reward was usually property so that the property itself was depicted as a kind of blessings. Based on those findings, some humanistic educational implications were discussed.

• 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.

• Land and Housing Review
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• v.7 no.2
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• pp.77-85
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• 2016

The government has switched the purpose of housing policy, from the 'housing supply' to 'housing welfare', with the Housing Laws established in 2015 under evaluation that resident stability and resident standard were improved. But, as 'affordable' housing is gradually decreasing, residential environment has become more poor. Residential environment is a basic element for the child safety, health, and better education. This study explored that the poor resident environment had effect on the child, figured out the situation on housing poverty of domestic child and searched the situation of the residential policy of domestic and foreign child. The main results are as follows. First, the poor resident environment of childhood has a bad effect on the physical health, mental health, academic achievement and cognitive development. Second, 1.29 million children (11.9%) are living in condition of housing poverty below minimum resident standard and are concentrated in certain areas. Third, the policy on housing poverty of domestic child is almost absent and focuses on the elderly, young people. this study discussed political and practical solutions based on these research results. On the basis of these research results, as policy suggestions we proposed housing policy making based on the UN Convention on the Rights of the Child, evidence-based housing policy enforcement and, residential policy suggestions under the responsibility of central government, and as practical suggestions community working as the subject and related agency's solidarity from prevention activity of housing poverty and child advocacy point and we discussed way for issue and analyzed related laws, policies, commitments.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.45
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• pp.85-109
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• 2010

L/C provides the exporter and the importer with safe assurance in the exchange of goods for payment in international trade. It involves a number of parties. Although the parties may have confidence in their client, bad faith or ignorance of international banking practice by any of these parties could cause the failure of transaction, which makes international trade a risky business. Most of the risks are found in transport document, which can cause disputes. There are many factors in the risk of transport documents under L/C transaction. One most common risk factor for the beneficiary in all transport documents is even if there is no discrepancy in document, the issuing bank or the applicant refuses to pay or delay payment insisting there is a discrepancy. In some very rare cases, the beneficiary may not get paid due to unfair injunction of the local court of the applicant. For the applicant, most common risk factors are fake bill and fraud. Risks classified according to the sorts of transport documents are as follows. 1. In B/L, payment can be refused because it is regarded as charter party B/L, although there is no real charter party contract. And the applicant can bear the potential risk of the loss or deterioration of cargo through transhipment of the cargo loaded on board in container if transhipment is prohibited without excluding of UCP 600 article 20 (c). 2. In charter party B/L, the applicant may take delivery without paying when charter party B/L is signed by charterer, which can result in a big loss for the beneficiary and the negotiating bank. And risks may arise when cargo is seized because the charterer does not pay the hire. The applicant and the issuing bank are also vulnerable to a risk - Against whom should they file a suit when cargo gets damaged during transportation? 3. In multimodal transport document, which is subject to a conflict because there is a big difference in viewpoints between transport industry and banks, conflicts may also arise when L/C requires ocean B/L and accepts multimodal transport document at the same time, but does not specify the details. 4. In air waybill, where the consignee is not the issuing bank but the applicant, risks may take place to the beneficiary when the applicant takes delivery but refuses to pay asserting minor discrepancies in document. The applicant may also bear the risk when cargo may not be loaded because air waybill is a received bill. Another risk may arise when although the applicant prohibits transhipment without excluding UCP 600 article 23 (c), the cargo may be transhipped, provided that the entire carriage is covered by one and the same air waybill.