• 대한지리학회지
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• 제33권3호
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• pp.435-446
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• 1998

본 논문은 좁은 폭이지만 장거리에 걸쳐있는 지상목적물 (15m 폭에 400km길이)에 대한 새로운 원격탐사 및 GIS기법의 개발을 보고한다 (송유관건설로 파괴된 식생의 복원실태를 모니터링하고자). 비디오는 visual 또는 quantitative해석방식에서 신뢰할만한 정확도를 가지고 복원된 주요식생군락을 분별해냈다. 또한 GIS환경에서 digital change-detection 기법을 통해 복원된 식생의 공간적인 patch dynamics의 분포실태를 평가하는 도구로서 비디오가 아주 유용하게 사용될 수 있음을 보여주었다. 본 연구의 결론은 비디오선형지도화가 송유관선로의 환경감시를 위해 현실운용이 가능한 기술이다는 것이며. 여타의 선형목적물에 대한 환경감시를 위해서도 효율적으로 사용될 수 있음을 보여준다.

• 한국안전학회지
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• 제28권3호
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• pp.118-122
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• 2013

For safe evacuation in the fire disaster, the evacuees must find the exit and evacuate quickly. Especially, if the evacuees don't know the location of the exit, they have to depend on the evacuation guidance system. Because the more smoke spread, the less visibility is decreasing, it is difficult to find the way to the exit by the naked eye. For theses reasons, the evacuation guidance system is highly important. However, the evacuation guidance system without change of direction has the risk that introduce to the dangerous area. In the evacuation safety assessment scenario by the evacuation simulation has the same problem. Because the evacuee in the simulation evacuate by the shortest route to the exit, the simulation result is same like the evacuation without the evacuation guidance system. In this study, it was used with MAS (Multi Agent System)-based simulation program including the evacuation guidance system to implement the change of evacuation by fire. Using this method, confidence of evacuation safety assessment can be increase.

• 한국도로학회논문집
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• 제15권6호
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• pp.49-60
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• 2013

PURPOSES : The evaluation of the pavement condition of the asphalt concrete pavement of No. 2 runway of Inchon International Airport through PMS, a supporting system for making a decision of pavement, maintenance and repair, was made, and the proper time for repair according to the PCI reduction rate was suggested. METHODS : By comparing and analyzing the evaluation results of pavements built in 2009, 2010, 2011, PCI change in each facility (No. 2 runway, C parallel taxiway, connection taxiway) was calculated. By applying the calculated change to PCI deduction rate model, the pavement condition of the target sections was estimated, and then the necessary section and time for repair were chosen. RESULTS : After careful consideration of the time for pavement and maintenance, based on the result of PCI prediction, it was estimated that the southern takeoff and landing section of No. 2 runway was required to be repaired in 2012; connection taxiway in 2013; and C parallel taxiway in 2014; however, the section which is the main moving route of connection taxiway and C parallel taxiway was needed to be repaired in 2012. CONCLUSIONS : For maintenance and repair of airport pavements, the optimal alternative should be chosen by considering economics and operability, via examining the time for repair and the aspect of management all together on the basis of this study.

• 국제학술발표논문집
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• The 9th International Conference on Construction Engineering and Project Management
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• pp.1017-1023
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• 2022

Past research shows that the construction of new infrastructure accelerates economic growth in the region by attracting more people and commodities. However, the previous studies only considered large-scale infrastructures such as sea-cross bridges and channel tunnels. There is a paucity of literature on regional infrastructure and its impact on socio-economic indicators. This paper explores the impact of new bridge construction on the human population, particularly focusing on regional bridges constructed during the 2000s in the state of Georgia. The human population at a county level was selected as a single socio-economic factor to be evaluated. A total of 124 cases were investigated as to whether the emergence of a new bridge affected the population change. The interrupted time series analysis was used to statistically examine the significance of population change due to the construction by treating each new bridge as an intervention event. The results show that, out of the 124 cases, the population of 67 cases significantly increased after the bridge construction, while the population of 57 cases was not affected by the construction at a significance level of 0.05. The 124 cases were also analyzed by route type, functional class, and traffic volume, but the results revealed, unlike large-scale infrastructure, that no clear evidence was found that a new bridge would bring an increase in the human population at a county level.

• 대한토목학회논문집
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• 제26권4D호
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• pp.559-564
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• 2006

본 연구에서는 교통정보 제공의 부정적 영향을 최소화하면서 VMS 통행시간 정보를 제공하기 위하여 민감도 분석을 이용하여 링크 통행시간의 변화에 따른 링크 통행량의 변화를 추정하여 총 통행시간이 최소로 될 수 있도록 도로 이용자의 통행패턴을 유도하기 위한 정보제공 전략을 제시하였다. 이러한 분석의 틀은 최근에는 게임이론으로 확장되어 생각되어지고 있다. 실험의 결과에서 제시된 통행시간 정보제공 알고리즘이 총 통행시간을 감소시킬 수 있고 시스템 최적에 근접한 통행패턴을 유도할 수 있음을 확인할 수 있었다. 또한 정보 제공시 어떠한 경로의 통행시간 정보를 제공하는가가 중요한 문제가 될 수 있음을 확인하였다.

• 한국도로학회논문집
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• 제18권4호
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• pp.1-8
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• 2016

PURPOSES : This study evaluates the reliability of the patterns of changes in the road surface temperature during winter using a statistical technique. In addition, a flexible road segmentation method is developed based on the collected road surface temperature data. METHODS : To collect and analyze the data, a thermal mapping system that could be attached to a survey vehicle along with various other sensors was employed. We first selected the test route based on the date and the weather and topographical conditions, since these factors affect the patterns of changes in the road surface temperature. Each route was surveyed a total of 10 times on a round-trip basis at the same times (5 AM to 6 AM). A correlation analysis was performed to identify whether the weather conditions reported for the survey dates were consistent with the actual conditions. In addition, we developed a method for dividing the road into sections based on the consecutive changes in the road surface temperature for use in future applications. Specifically, in this method, the road surface temperature data collected using the thermal mapping system was compared continuously with the average values for the various road sections, and the road was divided into sections based on the temperature. RESULTS : The results showed that the comparison of the reported and actual weather conditions and the standard deviation in the observed road surface temperatures could produce a good indicator of the reliability of the patterns of the changes in the road surface temperature. CONCLUSIONS : This research shows how road surface temperature data can be evaluated using a statistical technique. It also confirms that roads should be segmented based on the changes in the temperature and not using a uniform segmentation method.

• 대한한방부인과학회지
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• 제20권2호
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• pp.164-175
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• 2007

Purpose: The purpose of this study was to investigate the relationships between the herbal medicines used for women in puerperium on postpartum care, Kami-Saenghwatang(SHT) and Kami-Bohertang(BHT) and postpartum body composition change. We also examined the influence of gestational age, the number of parity and the route of delivery for gestational weight gain and postpartum weight loss. Methods: 239 women followed by postpartum care center. Variety factor s were conformed and then checked body composition analysis. 8 weeks later, we followed up body composition of 36 women among the former checked. and additionally asked the body weight of another 42 former checked women by telephone call. Results: $Mean{\pm}S.D$(standard deviation) of pre-pregnancy weight is $55.22{\pm}8.98kg$, $Mean{\pm}S.D$ of gestational maximun weight is $69.26{\pm}9.77kg$, $Mean{\pm}S.D$ of weight loss in postpartum 8 weeks(means sub-tract postpartum 1 week weight from postpartum 8 week weight) is $57.86{\pm}8.60kg$. The number of parities had corrrelation with gestational weight gain. Age, number of parities and route of delive were not significantly correlated with postpartum weight loss during 8 weeks after delivery, and also it was not correlated with body water mass, body fat mass, body mass index and body weight on postpartum 8 weeks whether they treated with SHT and BHT. conclusion: It was not correlated with body water mass, body fat mass, body mass index and body weight on 8 weeks postpartum whether they treated with SHT and BHT.

• 한국의류학회지
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• 제8권3호
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• pp.31-42
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• 1984

This paper is a research on the origins and the developing process of $Dan-Ry\={o}ng$ centering on the change of its form. From the beginning of A. D era Central Asia had played the important role of a traffic route connecting China and its western adjacent world. Through this route $Dan-Ry\={o}ng$ was introduced into China (South-North Dynasty era). The form of $Dan-Ry\={o}ng$ in early period was Ban-Gum-Po (Open-collared costume that turn down the collar to the outside), and it could be worn close-collared or open-collared. From the fact that the people who wore $Dan-Ry\={o}ng$ in early period were mainly Iranian and that it was also worn by lower class like a waiting maid, it can be said that $Dan-Ry\={o}ng$ was not the costume of Han race. In early period the motif of the inside of collar was Persian style, and the people of central Asia was mostif Iranian. In short, $Dan-Ry\={o}ng$ was the costum of the people lived in the adjacent world west of China, particulary Iranians. The form of $Dan-Ry\={o}ng$ changed from Ho-Bok to Ban-Gum-Po owing to the differences in climate. In conclusion, $Dan-Ry\={o}ng$ originated in Ho-Bok ana was introduced into the world west of china by the movement of Horrse-riding Race. Then its form was changed owing to the factors like climate, natural and cultural features, and consepuently it was introduced into China by way of Centeral Asia. In China it was settled as $Dan-Ry\={o}ng$ through the ages of T'ang dynasty, Sung dynasty, Ming dynasty.

• 한국항해학회지
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• 제19권2호
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• pp.23-75
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• 1995

A major change occuring in the workplace is the willingness of union leaders, managers, and workers to experiment with various work schedules and to work toward the improvement in the QWL(quality of work life). In this study, the writer measures the level of QWL, embodies components of QWL, testifies the difference of QWL according to the demographical traits, and develops some scales to measure QWL in merchant ships. To achieve objectives of the paper, 11 hypotheses were established and a questionnaire was used, 894 proper data was obtained from 2, 910 Korean seamen working in merchant ships. Results of analyses are as follows : 1) The components of QWL in merchant ships are job, employee satisfaction, wage, welfare, working condition, supervise, colleague relations, initiative, and organization management. 2) Seamen of merchant ships are satisfied with job, supervise, colleague relations, and organization management. They are dissatisfied employee satisfaction, wage, welfare, and working condition. 3) According to demographical traits, the number of the factors significant difference(P<0.05) among components of QWL are 9 for type of ships, 8 ages of seamen, 7 for married or single, nationality of ships, and education level respectively, 5 for seamen career, for 4 rank on board and trading route of ships respectively, 2 for whether union or not and whether union involvement or not respectively, and 1 for department on board. 4) Results which tested hypotheses are as follows : For the components of QWL, married men are more satisfactory than an unmarried men, officers are more dissatisfactory than ratings, old men are more satisfactory than young men, men in high education level are more dissatisfactory than men in low education level, those who are much careers as a seaman are more satisfactory than those who are little careers as a seaman. There are significant differences in the components of QWL according to nationality and type of ships. There are insignificant differences in the components of QWL according to the shipboard department, whether union is or not, whether union involvement is or not, and trading route of ships.

• 대한미생물학회지
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• 제18권1호
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• pp.91-98
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• 1983

The effect of subcutanecus injection of Corynebacterium parvum($700{\mu}g$) on cellular and humoral immune responses when given at various time relative to sheep red blood cell(SRBC) sensitization were studied by the evaluation of Arthus, delayed-type hypersensitivity(DTH), rosette forming cell, hemagglutinin and hemolysin reactions. Arthus reactivity(3 hours) developed in control mice and test mice pretreated with C. parvum 8 days prior to intravenous sensitization with SRBC were similar. However, there was slight depression of reactivity when C. parvum was given subcutaneoutly(s.c.) 4 or 2 days prior to SRBC sensitization. Arthus reactivity was significantly depressed when C. parvum was given s.c. either at the same time as, or 2 days later than, antigen. DTH reaction was net depressed significantly when C. parvum was injected 8 or 2 days prior to SRBC sensitization or at the same time as antigen. In contrast DTH was significantly augmented when C. parvum given s.c. 4 days prier to SRBC sensitization. DTH was depressed when C. parvum was given s.c. 2 days after antigen. No significant change occurred in rosette forming percetages of spleen cell when C. parvum was given s.c. 8, 4 or 2 days before SRBC sensitization. In contrast, a significant reduction in percentages of rosette forming cell occurred when C. parvum was given s.c. either at the same time as, or 2 days later than, antigen. Serum hemaggulutinin and hemolysin titers were not significantly affected by subcutaneous injection of C. parvum regardless of time relative to SRBC sensitization. However, mercaptoethanol-resistant hemaggulutinin and hemolysin(IgG) titers were somewhat augmented when C. parvum was given 2 days after antigen. It is concluded from these results that depending on the time and route of inoculation, C. parvum can enhance or depress immune responses in mice, suggesting the time and route of C. parvum inoculation is an important point of concern about clinical use of C. parvum for the treatment of cancer.