• Korean Journal of Remote Sensing
• /
• v.11 no.3
• /
• pp.101-116
• /
• 1995

The fact that the demands on traffic data collection are imposed by economic and safety considerations raisese the question of the potential for complementing existing traffic data collection programs with satellite data. Evaluating and monitoring traffic characteristics is becoming increasingly important as worsening congestion, declining economic situations, and increasing environmental sensitivies are forcing the government and municipalities to make better use of existing roadway capacities. The present system of using automatic counters at selected points on highways works well from a temporal point of view (i.e., during a specific period of time at one location). However, the present system does not cover the spatial aspects of the entire road system (i.e., for every location during specific periods of time); the counters are employed only at points and only on selected highways. This lack of spatial coverage is due, in part, to the cost of the automatic counters systems (fixed procurement and maintenance costs) and of the personal required to deploy them. The current procedure is believed to work fairly well in the aggregate mode, at the macro level. However, at micro level, the numbers are more suspect. In addition, the statistics only work when assuming a certain homogenity among characteristics of highways in the same class, an assumption that is impossible to test whn little or no data is gathered on many of the highways for a given class. In this paper, a remote sensing system as complement of the existing system is considered and implemented. Since satellite imagery with high resolution is not available, digitized panchromatic imagery acquired from an aircraft platform is utilized for initial test of the feasibility and performance capability of remote sensing data. Different levels of imagery resolutions are evaluated in an attempt to determine what vehicle types could be classified and counted against a background of pavement types, which might be expected in panchromatic satellite imagery. The results of a systematic study with three different levels of resolutions (1m, 2m and 4m) show that the panchromat ic reflectances of vehicles and pavements would be distributed so similarly that it would be difficult to classify systematically and analytically remotely sensing vehicles on pavement within panchromatic range. Anaysis of the aerial photographs show that the shadows of the vehicles could be a cue for vehicle detection.

• Journal of Digital Convergence
• /
• v.20 no.2
• /
• pp.9-20
• /
• 2022

Supply chain attacks target critical infrastructure, causing large amounts of damage and evolving into a threat to public safety and national security. Accordingly, when establishing cybersecurity strategies and policies, supply chain risk management is specified to enhance security, and the US Biden administration recently issued the Executive Order on Improving the Nation's Cybersecurity, SBOM was mentioned as part of the guidelines for strengthening software supply chain security. If the government mandates SBOM and uses it as a security verification tool for supply chains, it can be affected by the domestic procurement system in the future and can be referenced when establishing a security system for domestic supply chains according to the progress of policy implementation. Accordingly, in this paper, countries that are promoting the SBOM policy as a way to strengthen the security of the software supply chain were selected and analyzed with a focus on related cases. In addition, through comparison and analysis of foreign SBOM policy trends, methods for using domestic SBOM in terms of technology, policy, and law were considered. As the value of using SBOM as a supply chain integrity/transparency verification tool is expected in the future, it is necessary to continuously identify trends in the establishment of international standardization and policy development for SBOM and study the standard format.

• Journal of dental hygiene science
• /
• v.8 no.2
• /
• pp.65-71
• /
• 2008

The purpose of this study was to examine people's awareness of health insurance in a bid to help improve the management of dental health insurance coverage. The subjects in this study were 1,036 people who included experts in that field and medical consumers. The findings of the study were as follows: 1. In regard to the demographic characteristics of the expert group including gender and age, the female experts outnumbered the males, as the former accounted for 84.7 percent. And the experts in their 20s made up the largest age group, followed by the 30-39 age group and those in their 40s. As to the demographic characteristics of the medical consumers, the rates of the men and women stood at 49.8 percent and 50.2 percent respectively, which were similar. By age, the largest number of the medical consumers were in their 20s, followed by in their 30s and in their 40s. 2. Concerning opinions on the procurement of finance for health insurance, many respondents in both groups agreed that the health insurance coverage should be enlarged by securing more finance, and that items involved in the coverage should be prioritized again. Regarding a means of securing financial resources, the experts placed the most emphasis on extended budgetary support from the government, followed by establishing a social security system and budget compilation by local governments. The medical consumers attached the most importance to extended budgetary backing from the government, followed by budget compilation by local governments and determining contribution according to income level. 3. As for general view of the dental health insurance, the experts believed that the amounts of copayment and self-payment by the insured were appropriate(2.47), and they found the number of benefitted items to be proper(2.29) as well. The medical consumers thought that the benefit percentage of the dental health insurance in the overall health insurance budget was appropriate(2.26), and they also considered the number of benefitted items adequate(2.16). But this group didn't give a lot of marks to the appropriateness of those things. 4. As to perception about the dental health insurance, both groups took a similar view of it. Specifically, they felt the strong need for a dental health insurance system. In terms of satisfaction level, both groups were dissatisfied with it, and there was a strong tendency for them to be discontented with the health insurance coverage.

• Proceedings of the Korean Reliability Society Conference
• /
• 2001.06a
• /
• pp.277-278
• /
• 2001

The successful operation of a product In service depends upon the effective provision of logistic support in order to achieve and maintain the required levels of performance and customer satisfaction. Logistic support encompasses the activities and facilities required to maintain a product (hardware and software) in service. Logistic support covers maintenance, manpower and personnel, training, spares, technical documentation and packaging handling, storage and transportation and support facilities.The cost of logistic support is often a major contributor to the Life Cycle Cost (LCC) of a product and increasingly customers are making purchase decisions based on lifecycle cost rather than initial purchase price alone. Logistic support considerations can therefore have a major impact on product sales by ensuring that the product can be easily maintained at a reasonable cost and that all the necessary facilities have been provided to fully support the product in the field so that it meets the required availability. Quantification of support costs allows the manufacturer to estimate the support cost elements and evaluate possible warranty costs. This reduces risk and allows support costs to be set at competitive rates.Integrated Logistic Support (ILS) is a management method by which all the logistic support services required by a customer can be brought together in a structured way and In harmony with a product. In essence the application of ILS:- causes logistic support considerations to be integrated into product design;- develops logistic support arrangements that are consistently related to the design and to each other;- provides the necessary logistic support at the beginning and during customer use at optimum cost.The method by which ILS achieves much of the above is through the application of Logistic Support Analysis (LSA). This is a series of support analysis tasks that are performed throughout the design process in order to ensure that the product can be supported efficiently In accordance with the requirements of the customer.The successful application of ILS will result in a number of customer and supplier benefits. These should include some or all of the following:- greater product uptime;- fewer product modifications due to supportability deficiencies and hence less supplier rework;- better adherence to production schedules in process plants through reduced maintenance, better support;- lower supplier product costs;- Bower customer support costs;- better visibility of support costs;- reduced product LCC;- a better and more saleable product;- Improved safety;- increased overall customer satisfaction;- increased product purchases;- potential for purchase or upgrade of the product sooner through customer savings on support of current product.ILS should be an integral part of the total management process with an on-going improvement activity using monitoring of achieved performance to tailor existing support and influence future design activities. For many years, ILS was predominantly applied to military procurement, primarily using standards generated by the US Government Department of Defense (DoD). The military standards refer to specialized government infrastructures and are too complex for commercial application. The methods and benefits of ILS, however, have potential for much wider application in commercial and civilian use. The concept of ILS is simple and depends on a structured procedure that assures that logistic aspects are fully considered throughout the design and development phases of a product, in close cooperation with the designers. The ability to effectively support the product is given equal weight to performance and is fully considered in relation to its cost.The application of ILS provides improvements in availability, maintenance support and longterm 3ogistic cost savings. Logistic costs are significant through the life of a system and can often amount to many times the initial purchase cost of the system.This study provides guidance on the minimum activities necessary to Implement effective ILS for a wide range of commercial suppliers. The guide supplements IEC60106-4, Guide on maintainability of equipment Part 4: Section Eight maintenance and maintenance support planning, which emphasizes the maintenance aspects of the support requirements and refers to other existing standards where appropriate. The use of Reliability and Maintainability studies is also mentioned in this study, as R&M is an important interface area to ILS.

• The Korean Journal of Air & Space Law and Policy
• /
• v.20 no.2
• /
• pp.59-158
• /
• 2005

When a military aircraft suffers damages due to the defects in its design, manufacturing or notification, all of which are generally understood as products liability defects, the obvious compensation is sought as it would in other consumer good case. However, there exist clear yet unappreciated difference between general consumer goods and military aircraft, as far as products liability law is concerned - some sort of recovery should be obtained even when there exist only defects, not damages, to the aircraft because of the implication of defective parts is much grave than what can be expected in a consumer goods case. While certain anticipatory measures do exist in manual or at negotiation stages for the safety of military aircraft, such measures are ineffective, if not ambiguous, in recovery effort in the post-accident stage In another word, the standardized military procurement contract manuals and boilerplate forms do not appreciate the unique and dangerous military nature of military aircraft. There are many unique legal issues which can arise when trying to prevent defective aircraft or parts, or to recover compensations for accident due to such defects. At two-level, the government should establish legal system (or countermeasures if you'd like) for purchasing safer military aircraft. First, one should be able to work with legal ground and policy that allows selecting and purchasing safer goods - the purpose of such contract is not litigious, but rather in acquiring what are most reliable. Second, in case the defects do arise and lead to damages, solid legal principles and instructions should be established for effectively pursuing appropriate company, (usually a aerospace industry giant with much experience) for products liability - the purpose of such pursuit is inevitable for a public official, since he or she is no private business man with much flexibilities, even to the point of waiving such compensatory right for future business purposes. This article tries to identify problems in methods of procuring military aircraft or parts - after reviewing on how the military can improve on legal and policy grounds for procuring what will be the focus of future military strength, it will offer some of the ways to effectively handling and resolving a liability issues.

• Korean Journal of Heritage: History & Science
• /
• v.54 no.4
• /
• pp.192-211
• /
• 2021

In Seongju, Gyengsangbuk-do, the Placenta Chamber (胎室, Taesil) of 18 sons and a son of the crown prince of King Sejong(世宗大王) is located in one place. Taesil refers to the place where the umbilical cord and placenta, which are separated when the baby is born, are placed in a jar made of pottery and stone box and then buried on the ground. The placenta chamber in Seongju has the Buncheong ware (粉靑沙器) cover buried on the ground to protect the baby's placenta. These covers are all hemispherical, with a diameter of more the 20cm. The decorations were made using black and white inlaid techniques only on the outside. The Buncheong ware cover with this shape and pattern has been confirmed only in the placenta chamber in Seongju. This study targets 6 of the Buncheong ware cover whose owners were identified, when and where they were prepared, what the stylistic features and meanings are, and where it was produced. The results of the study are as follows. First, ss a result of reviewing the production background and procurement system of this bowl, it was inferred that it was sourced from Jangheunggo (長興庫) at the central government office, between 1436 and 1439, when the event to bury the placenta of royal members in the ground was the most active. Second, it analyzed the unique features of this cover, such as the shape, pattern, and baked traces. The shape and pattern were compared to the ritual objects contained in the Sejong Silok Oryeui (『世宗實錄』 「五禮」, Five Rites of King Sejong Chronicle) and the lid of the royal placenta jar made in the 15th and 16th centuries. Third, this study suggests that the baking method was based on the shape and location of the traces remaining outside the cover. Finally, the following data were used to estimate the production site: the relationship with the 'Jagiso (磁器所, ceramic workshop) registered in the Sejong Silok Jiriji (『世宗實錄』 「地理志」, Geographical Appendix of King Sejong Chronicle); various records of contribution and dedication about the Buncheong ware made here; and the Buncheong ware and related tools excavated from the kiln site in the area. The place where the Buncheong ware cover was produced is estimated to be the most likely production site for the kiln site in Chunghyo-dong Kiln Site, located in Jeolla-do province by synthesizing the data above.

• Korean Journal of Heritage: History & Science
• /
• v.53 no.4
• /
• pp.136-149
• /
• 2020

It is generally believed that Douglas Fir timber imported from North America is used in repair work for Korean wooden heritage sites due to an insufficient supply of extra-large sized Korean pine timber. Based on this understanding in the cultural heritage repair field, Cultural Heritage Repair Business Entities ("CHRBE") prefer North American Douglas Fir timber which is more easily acquired on the market than large Korean pine timber. However, if CHRBE use large quantities of foreign-origin wood in the heritage repair field, this presents the threat of negative domestic impacts on cultural heritage such as breaching the preservation principal and ultimately weakening material authenticity. Therefore, this study aims to investigate the current supply status of large Korean pine timber through examination of existing research, interviews with experts engaged in CHRBE, and timber mills. With this information, the authors seek to identify whether the market supply of large Korean pine timber is indeed insufficient or not. In addition to this, this paper identifies the reasons why large Korean pine timber is not widely used if such timber supply is actually sufficient. In order to propose suggestions regarding the issues above, the authors study the distribution channel for large Korean pine timber and the price spectrum of this timber through examination of price information from the public agencies under the Korea Forest Service, research papers from the Cultural Heritage Administration, and estimation documents from timber mills. This paper also identifies two main opinions about why Korean timber has not been commonly used in the Korean heritage repair field. The first opinion is that the supply of large Korean pine timber really is insufficient in Korea. However, the second opinion is that it is hardly used due to inappropriateness of the government's procurement and estimation system, despite the fact that the supply of the timbers on the market is actually sufficient. Through the aforementioned research, this paper comes to the conclusion that the second opinion has strong grounds in many aspects. In terms of suggestions, alternative routes are proposed to stimulate the use of large Korean pine timber via supply by the 'Korea Foundation for Traditional Architecture and Technology' and surveys of the price spectrum of the timber, etc.

• The Korean Journal of Air & Space Law and Policy
• /
• v.35 no.2
• /
• pp.247-280
• /
• 2020

For customs-free and liberalization on the trade of aircraft parts, the WTO Agreement on Trade in Civil Aircraft was separately concluded as plurilateral trade agreement at the time of launching WTO in 1995, and currently 33 countries including the United States and the EU are acceded but Korea does not. Major details of the Agreement on Trade in Civil Aircraft include product coverage, the elimination of customs duties and other charges, the prohibition of government-directed procurement of civil aircraft, the application of the Agreement on Subsides and Countervailing Measures, and the consultation on issues related to this Agreement and dispute resolution. Article 89 paragraph 6 of the current Customs Act was newly established on December 31, 2018, and the tariff reduction rate for imports of aircraft parts will be reduced in stages from May 2019 and the tariff reduction system will be abolished in 2026. Accordingly, looking at the impact of the Agreement on Trade in Civil Aircraft on the aviation industry, first, as for the impact on the air transport industry, an tariff allotment of the domestic air transport industry is expected to reach about 160 billion won a year from 2026, and upon acceding to the Agreement on Trade in Civil Aircraft, the domestic air transport industry will be able to import aircraft parts at no tariff, so it will not have to pay 3 to 8 percent import duties. Second, as for the impact on the aviation MRO industry, if the tariff reduction system for aircraft parts is phased out or abolished in stages, overseas outsourcing costs in the engine maintenance and parts maintenance are expected to increase, and upon acceding to the Agreement on Trade in Civil Aircraft, the aviation MRO industry will be able to import aircraft parts at no tariff, so it will reduce overseas outsourcing costs. If the author proposes a policy direction for the trade liberalization of aircraft parts to ensure competitiveness of the aviation industry, first, as for the tariff reduction by the use of FTA, in order to be favored with the tariff reduction by the use of FTA, it is necessary to secure the certificate of origin from foreign traders in the United States and the EU, and to revise the provisions of Korea-Singapore and Korea-EU FTA. Second, as for the push of acceding to the Agreement on Trade in Civil Aircraft, it would be resonable to push the acceding to Agreement on Trade in Civil Aircraft for customs-free on the trade of aircraft parts, as the tariff reduction method by the use of FTA has limits. Third, as for the improvement of the tariff reduction system for aircraft parts under the Customs Act, it is expected that there will take a considerable amount of time until the acceding to the Agreement on Trade in Civil Aircraft, so separate improvement measures are needed to continue the tariff reduction system of aircraft parts under Article 89 paragraph 6 of the Customs Act. In conclusion, Korea should accede to the WTO Agreement on Trade in Civil Aircraft to create an environment in which our aviation industry can compete fairly with foreign aviation industries and ensure competitiveness by achieving customs-free and liberalization on the trade of aircraft parts.