개인화된 뉴스 서비스를 위한 소셜 네트워크 기반의 콘텐츠 추천기법 (Content-based Recommendation Based on Social Network for Personalized News Services)
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- 지능정보연구
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- 제19권3호
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- pp.57-71
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- 2013
세계에는 수많은 사람들이 살아가고 있고, 사람들의 일상으로부터 매일, 매 시간 단위로 새로운 뉴스가 발생한다. 발생되는 뉴스는 예정된 일과 예상하지 못한 일들을 포함하고 있다. 발생하는 뉴스의 거대한 양과 이를 전달하는 수많은 미디어들로 인해 사람들은 뉴스 콘텐츠를 이용하는데 많은 시간을 소비하게 된다. 하지만 미디어에 시시각각 나타나는 속보와 실시간 이슈의 대부분이 가십 기사로 이루어져 있어 사용자들이 자신의 성향에 맞는 뉴스를 선별하고, 뉴스로부터 정보를 획득하는 것은 쉽지 않은 일이다. 또한 사용자의 관심사가 시간에 따라 변하기 때문에 뉴스 제공에 있어 사용자의 변하는 관심사를 반영하는 것이 요구된다. 본 논문에서는 사용자의 최근 관심사를 기반으로 사용자 선호도에 맞는 뉴스를 제공하기 위한 콘텐츠 기반의 추천 기법 및 시스템을 제안한다. 사용자의 최근 선호도를 파악하기 위하여 소셜 네트워크 서비스인 Facebook 사용자의 정보와 최근 게시글을 이용하여 동적으로 사용자 프로파일을 생성하여 이를 뉴스 서비스에 활용하고, 사용자 선호도에 적합한 뉴스를 추출하기 위해서 뉴스 콘텐츠의 분석을 요구한다. 뉴스 콘텐츠 분석을 위해 미디어에서 제공되는 뉴스의 카테고리를 사용하고, 뉴스 방송원고의 분석 및 주요 키워드 추출을 통해 뉴스 프로파일을 생성한다. 사용자 프로파일과 뉴스 프로파일 간의 유사도 측정을 위해서는 두 프로파일 간 형식의 일치화가 요구되므로 사용자 프로파일을 뉴스 프로파일과 동일한 형태로 생성한다. 사용자가 시스템에 접속하면 시스템은 사용자 프로파일에 명시된 선호도를 기반으로 뉴스 프로파일과의 유사도를 측정하고, 사용자 선호도에 가장 적합한 뉴스들을 제공하게 된다. 또한 사용자에게 제공된 뉴스 프로파일과 다른 뉴스 프로파일들 간에 유사도를 측정하여 유사도가 높은 관련된 뉴스들을 제공하게 된다. 제안한 개인화된 뉴스 서비스의 성능을 평가하기 위해 사용자에게 추천된 뉴스에 대한 사용자 평가와 시스템 예측값의 오차를 기반으로 6Sub-Vectors 벤치마크 알고리즘과 성능 평가를 수행하였고, 실험 결과를 통해 제안한 시스템의 우수성을 입증하였다.
본 연구는 전통적 방법으로 간장 및 어육장을 제조하고 담근 용기는 투명유리 용기를 사용하여 숙성온도(4
매체의 발달과 함께 무형문화재에 대한 기록도 여러 가지 방법으로 시도되고 있는데, 과거에는 문자 기록에만 의존하던 것에서 최근에는 사진, 음원 및 영상 등을 많이 활용하게 되었고, 그 방식에 있어서도 아날로그 방식에서 디지털 방식으로 이행하고 있는 추세이다. 이러한 변화의 과정에서 모션캡쳐를 이용한 무형문화재의 기록은 3차원적 기록을 필요로 하는 무용종목 등에서 주목을 받고 있다. 모션캡쳐란 움직이는 물체에 공간상의 위치를 표시하는 센서를 부탁시키고 시간의 흐름에 따라 센서의 위치를 컴퓨터의 좌표공간에 치환하여 기록하는 시스템으로, 모션캡쳐를 이용한 무형문화재의 기록은 형체가 없이 사람의 기예에 의해서 전승되고 있는 무형문화재의 신체적 표현을 디지털화 된 데이터로 나타내줌으써 무형문화재의 보존을 위한 과학적 자료를 제공해 준다. 국립문화재연구소는 멀티미디어 및 디지털 시대에 대응하기 위해 무형문화재에 대한 새로운 기록방안 개발을 목적으로 영화 및 게임 등의 CG제작 현장에서 널리 사용되고 있는 모션캡쳐(Motion Capture) 장비를 이용하여 국가지정의 중요무형문화재에 대한 기록 작업을 실시하고 있다. 본 사업은 복권기금을 사용하여 2005년부터 2007년까지 3개년에 걸쳐서 국가지정의 중요무형문화재 중 신체적 동작이 중요하게 표현되고 있는 무용 7개 종목 11건의 모션캡쳐 작업을 실시할 예정이다. 이미 1차 년도인 2005년에는 승무, 살풀이춤, 태평무 등 기술적 난이도가 낮은 독무(獨舞)를 중심으로 데이터 축적작업을 실시하였고, 2차 년도인 2006년에는 진주검무, 승전무, 처용무 등 군무(群舞)의 데이터를 축적할 예정이며, 3차 년도인 2007년에는 학연화대합설무의 데이터 축적과 함께 축적된 데이터를 이용한 무형문화재의 비교 분석 및 전승을 위한 교육용 프로그램과 대국민 서비스를 위한 3차원 콘텐츠 등을 개발할 계획이다. 본 보고서에서는 사업 초년도인 2005년도에 실시된 보유자 이매방, 이애주, 정재만의 승무, 이매방의 살풀이춤, 강선영의 태평무 등의 모션캡쳐 작업에 대하여 기술하고 있다. 이를 통하여 무형문화재에 대한 새로운 기록 방안을 모색하기 위한 시도를 소개하려고 한다. 이번 사업에서는 기술적으로 다음과 같은 두 가지 문제가 제기되었다. 첫 번째, 장시간(20~30분 가량)의 보유자의 춤을 끊김 없이 모션캡쳐 받을 수 있는가라는 문제였다. 수 차례의 사전 모의테스트를 통해 사업수행 적합성 판단을 마쳤고, 결국 사업수행을 무사히 마칠 수 있었다. 두 번째, 리타겟팅(RE-Targeting)이 없이 정확한 모션캡쳐 동작을 가공해 낼 수 있는가라는 문제였다. 모션캡쳐 데이터에서 국내 최초로 보유자의 골격구조 역추출 방식을 도입하여 최대한 정확한 보유자의 춤 동작을 구현해낼 수 있었다. 이번 작업에서는 이매방, 이애주, 정재만, 강선영 네 보유자의 전신 삼차원 스캔을 통해 정확한 삼차원 신체 모델링을 얻었고, 보유자 본인의 춤사위 동작을 그대로 모션캡쳐에 적용함으로써 최대한 정확도를 유도할 수 있었다.
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
본 연구는 최근 사회경제적 이슈가 되고 있는 동반성장의 개념과 실천 방향에 대해 논의하고자 한다. 이를 위해 동반성장의 정책적 개념을 살펴보고 유사한 개념인 상생협력과 공생발전과도 비교 분석하고자 한다. 또한 동반성장을 통해 글로벌 경쟁력을 만들어 낸 선진국 사례들로부터 교훈을 찾아내고 우리의 사회 문화적 특성에 맞는 한국형 모델을 제안하고자 한다. 한국형 동반성장 모델은 미국의 시장중심형, 일본의 문화기반형, 유럽의 정책주도형 등의 장점을 융합할 필요가 있다. 이를 위해 한국형 모델은 공동체적 에너지를 창출해내는 한국인의 잠재력 활용, 통제와 자율의 융합형 제도 개선, 미래지향적 협력관계를 위한 기업들의 행동변화 등 세 가지 요인을 핵심으로 할 필요가 있다. 한국형 모델의 실현을 위해 필요한 정부의 역할과 과제, 그리고 동반성장위원회의 역할에 대해서도 논의하고자 한다.
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70