• The Korean Journal of Air & Space Law and Policy
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• v.35 no.2
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• pp.169-195
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• 2020

With the increase in air transportation, air delays are inevitable, and the damage of air consumers is also increasing. In Korea, the Ministry of Land, Infrastructure and Transport announced 「the Criteria for Protection of Users of Air Transportation」, but the Criteria does not include aviation delays except Tarmac delay, but this criteria is a only public notice, not an Act. Lately, a clause about Tarmac delay was newly established as Article 61bis of the Aviation Business Act, and was enacted from May 27, 2020. The Air carriers' Tarmac delay are subject to mandatory regulations. This research showed how lawsuits were implemented for the protection of aviation consumers related to aviation delays prior to the imposition of this article. In addition, the study examined at the public law level, whether the protection rights of aviation consumers is the fundamental right under the Constitution and whether the government should be the main subjects of consumer protection. And then we studied the effect of enforcement about the Tarmac Delay Rule of the United States. This rule acts as a federal regulation. Subsequently, the Biscone case presented that it was not easy for the US court to accept a lawsuit against the passengers for tarmac delay. There are limitations in remedying the damages of airline consumers due to delays either in Korea trial or the U.S. trial. Finally it needs strengthening the penalty to secure the effectiveness of the Tarmac delay clause regulations. In order to protect airline consumers, it was proposed that the protection of aviation consumer law should be established through the revision as the Enforcement Rules of the Airline Business Act.

• Magazine of the Korean Society of Agricultural Engineers
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• v.28 no.3
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• pp.79-88
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• 1986

Drought occurs most frequently and severely around transplanting season of the rice plants in Korea. Shortage of water due to drought for the paddy fields often delays transplanting, and less often the rice plants are subjected to water stress after delayed transplanting. The present study aimed at quantification of the rice crop loss due to delayed transplanting, different inten3ity of water stress, and the combined effect of delay in transplanting followed by water stress for better use of limited water for irrigation under drought. The rice variety Chucheong, a japonica, and Nampung, an indica x japonica, were grown, transplanted to 1/200 a plastic pots, and subjected to different timing of transplanting and degree of water stress under a rainfall autosersing, sliding clear plastic roof facility with completely randomized arrangement of 5 replications. The results obtained are summarized as follows: 1.Twelve days or 22 days delay in transplanting without water stress reduced rice yield by 25% and 43% in the japonica variety, and by 15% and 60% in the indica x japonica variety. 2.The 10 days or 20 days water stress developed without irrigation after drainage in the rice plants transplanted at proper time lowered the water potential at the paddy soil 10cm deep to -4 bar, and -12 bar and caused rice yield reduction by 14%, and 45% in the japonica variety and by 8%, and 50% in the indica X japonica variety. 3.The 12 days delay in transplanting and 10 days or 20 days water stress reduced rice yield by 39% and 59% in the japonica variety, and by 38% and 52% in the indica x japonica variety. The 22 days delay in transplanting plus 10 days water stress caused yield reduction by 76%, i.e. meaningless yield, in both varieties. 4.The intermittent irrigation just to wet the soil body for 10 days after 10 days water stress without irrigation increased rece yield by 12 to 16% compared to the rice plants water stessed without irrigation continuously for 20 days in both varieties respectively. 5.The above results suggest strongly 1) to transplant the rice plants at proper .time even with some water stress rather than delay for sufficient water from later rainfall, and 2) to distribute insufficient irrigation water to broader area of transplanted rice with limited irrigation for better use of limited irrigation water. A greater sensitivity of japonica variety to a moderate water stress than the indica X japonica variety during initial rooting and tillering stage was noticed. To cope with frequent drought in rice culture, firstly the lasting time of transplanting without yield reduction should be clarified by region and variety, and secondly a scheme of rational distribution of limited water should be developed by region with better knowledge on the varietal distribution of limited water should be developed by region with better knowledge on the varietal responses to varying intensity of water stress.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.478-487
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• 2015

This study proposed a Variable Speed Limits(VSL) algorithm to use traffic information based on Cumulative Demand-Capacity Analysis and evaluated its performance. According to the analysis result, the total of delay consisted of 3 separate parts. There was no change in total travel time although the total of delay decreased. These effects was analysed theoretically and then, evaluated through VISSIM, a microscopic simulator. VISSIM simulation results show almost same as those of theoretical analysis. Furthermore in SSAM analysis with VISSIM simulation log, the number of high risk collisions decreased 36.0 %. However, the total delay decrease effect is not real meaning of decrease effect because the drivers' desired speed is same whether the VSL model is operated or not. Nevertheless this VSL model maintains free flow speed for longer and increases the cycle of traffic speed fluctuation. In other words, this is decrease of delay occurrence and scale. The decrease of speed gap between upstream and downstream stabilizes the traffic flow and leads decrease number of high risk collision. In conclusion, we can expect increase of safety through total delay minimization according to this VSL model.

• Clean Technology
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• v.25 no.3
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• pp.238-244
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• 2019

In this study, the ignition characteristics of petroleum-based aviation fuel (Jet A-1), bio aviation fuel (Bio-6308), and blended aviation fuel (50:50, v:v) were analyzed in accordance with change of temperature and pressure. The ignition delay time of each aviation fuel was measured by combustion research unit (CRU) and the compositions of the fuels were analyzed by GC/MS and GC/FID for qualitative and quantitative results. From the results, it was confirmed that the ignition delay times of all aviation fuels were shortened with increasing temperature and pressure. In particular, the effect of temperature was larger than the effect of pressure. Also, the ignition delay time of Jet A-1 was the longest at all measurement conditions, and it was judged that this result is because of the structurally stable characteristics of the benzyl radical generated during the oxidation reaction of the aromatic compound (about 22.48%) in Jet A-1. Also, it was confirmed that Jet A-1 had no section where the degree of shortening of ignition delay time was decreased by increasing temperature, which was because the benzyl radical inhibits the response that can affect the negative temperature coefficient (NTC). The ignition characteristics of blended aviation fuel (50:50, v:v) showed a similar tendency to those of Jet A-1, rather than to those of Bio-6308, so that the blended aviation fuel (50:50, v:v) can be applied to the existing system without any change.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.4
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• pp.30-44
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• 2020

The application of PPLT is difficult to analyze and judge only from the effects of the delay time. In this study, the application of PPLT was proposed using not only the delay time of PLT and PPLT due to the change in traffic volume and the number of opposite straight lanes but also the traffic volume of passing a left turn and the number of conflict risks as indicators. According to the analysis, the more left-turn traffic than capacity and the less opposite-straight volume, the greater the PPLT effect. On the other hand, if the left-turn traffic is below capacity, the delay time will be reduced partially, but the overall passing left turn volume will not increase, and the conflict risk will increase. In addition, the conflict risk increases in the third lane or higher. Moreover, the difference of passing left-turn volume between PLT and PPLT showed a pattern similar to the delay time difference, and the PPLT coverage was wider than the difference in delay time and was associated more with the conflict risk numbers. Therefore, it would be reasonable to use passing left-turn traffic primarily, consider the delay time below the left-turn capacity, and consider the conflicting risk numbers simultaneously at or above the opposite straight three lanes.

• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.131-139
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• 1999

The quality of progression at signalized intersection has the largest potential effect. TRANSYT-7F is widely used to estimate the signal progression delay, but the progress of collecting and executing the compute program appears to be rather cumbersome. The research is to develop the analytical and progressing platoon delay model that is as simple as the methodology of HCM and familiar with the output of simulation model. The general approach to this research was conducted to examine the Rouphail and NCHRP 339 methodology together with the existing progression delay model (TRANSYT-7F. HCM). The scope is contained to be applicable only to cycles with no overflow queue and to obtain a comprehensive evaluation of the effects of changes in the quality of traffic signal progression on stopped delay and to be analyzed a simple mathematical method. The principle assumption for this model is that secondary flows is dispersed and partly mixed with average flow of the primary progressed flow. A second assumption is that through flow is consisted with the part of saturation flow at the front of it and the part of average flow at the rear of it. The delay equations vary for two arrival. The conclusion of this study could be summarized as 1)The evaluation of this model was consistently similar to that of TRANSYT-7F, 2) Platoon pattern has the real traffic flow characteristics. 3) The computing process of progression delay is made to have simple logic and easy calculation by integration, 4) This model could be estimated to be applied in almost all case.

• Journal of Trauma and Injury
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• v.23 no.2
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• pp.113-118
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• 2010

Purpose: Prolonged stay in the emergency department (ED), which is closely related with the time interval from the ED visit to a decision to admit, might be associated with poor outcomes for trauma patients and with overcrowding of the ED. Therefore, we examined the factors affecting the delay in the decision to admit severe trauma patients. Also, a multidisciplinary department system was preliminarily evaluated to see if it could reduce the time from triage to the admission decision. Methods: A retrospective observational study was conducted at a tertiary care university hospital without a specialized trauma team or specialized trauma surgeons from January 2009 to March 2010. Severe trauma patients with an International Classification of Disease Based Injury Severity Score (ICISS) below 0.9 were included. A multivariable logistic regression analysis was used to find independent variables associated with a delay in the decision for admission which was defined as the time interval between ED arrival and admission decision exceeded 4 hours. We also simulated the time from triage to the decision for admission by a multidisciplinary department system. Results: A total of 89 patients were enrolled. The average time from triage to the admission decision was $5.2{\pm}7.1$ hours and the average length of the ED stay was $9.0{\pm}11.5$ hours. The rate of decision delay for admission was 31.5%. A multivariable regression analysis revealed that multiple trauma (odds ratio [OR]: 30.6, 95%; confidence interval [CI]: 3.18-294.71), emergency operation (OR: 0.55, 95%; CI: 0.01-0.96), and treatment in the Department of Neurosurgery (OR: 0.07, 95%; CI: 0.01-0.78) were significantly associated with the decision delay. In a simulation based on a multidisciplinary department system, the virtual time from triage to admission decision was $2.1{\pm}1.5$ hours. Conclusion: In the ED, patients with severe trauma, multiple trauma was a significant factor causing a delay in the admission decision. On the other hand, emergency operation and treatment in Department of Neurosurgery were negatively associated with the delay. The simulated time from triage to the decision for admission by a multidisciplinary department system was 3 hours shorter than the real one.

• Journal of Biomedical Engineering Research
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• v.25 no.6
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• pp.565-573
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• 2004

In this paper, we proposed a heart activity control model for simulation of the aortic sinus baroreceptor, which was the most representative baroreceptor sensing the variance of pressure in the cardiovascular system. And then, the heart activity control model composed electric circuit model of the cardiovascular system with baroreflex control and time delay sub-model to observe the effect of time delay in heart period and stroke volume under the regulation of baroreflex in the aortic sinus. The mechanism of time delay in the heart activity baroreflex control model is as follows. A control function is conduct sensing pressure information in the aortic sinus baroreceptor to transmit the efferent nerve through central nervous system. As simulation results of the proposed model, we observed three patterns of the cardiovascular system variability by the time delay. First of all, if the time delay over 2.5 second, aortic pressure and stroke volume and heart rate was observed non-periodically and irregularly. However, if the time delay from 0.1 second to 0.25 second, the regular oscillation was observed. And then, if time delay under 0.1 second, then heart rate and aortic pressure-heart rate trajectory were maintained in stable state.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.26 no.4
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• pp.397-405
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• 2008

The position accuracy is primarily dependent on the satellite position and signal delay caused by several elements. To know the effect of the delay on the estimated positions, we simulated GPS raw data (RINEX) with GPS errors using Bernese ver5.0. GPS errors used in this paper are Ionospheric delay, Cycle slip, Troposphere, DOP and Random error. If the baseline is short, the position error according to TEC is not large, since the ionospheric delay effect can be removed by ion-free combination. However, if the baseline is long, 3 dimensional position error up to 10cm is occurred. The 3D position error of coordinates with cycle slip is hardly ever changed up to 60% of cycle slip. Because the simulated cycle slips are equally distributed on satellites, the positioning was not seriously affected by the cycle slip. Also, if percentage of cycle slip is 60%, three dimensional error is sharply increased over 1m. The position error is calculated by using the observation data (2 hours) which was selected by DOP less than 3. And its accuracy is more improved about $3{\sim}4cm$.

• The Journal of Korean Institute of Electromagnetic Engineering and Science
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• v.13 no.5
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• pp.426-435
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• 2002

In this paper we present an indoor propagation model for indoor wireless LAN service in the ISM band. We primarily use a 3D ray tracing as well as a patch scattering model in order to take into account the indoor fixtures. Therefore input parameters such as indoor environment parameters and antenna's types, polarizations are considered. As the results, we present fading characteristics and rms delay spread from time delay spread. In order to investigate the accuracy of the presented model, comparisons of predictions with measurement and simulations are performed in indoor wireless LAN service environments. The results show that measurements and simulations are very similar. Therefore in this paper, the effect of presented indoor propagation model is confirmed.