• Geomechanics and Engineering
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• v.36 no.3
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• pp.259-276
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• 2024

The undrained shear strength is widely acknowledged as a fundamental mechanical property of soil and is considered a critical engineering parameter. In recent years, researchers have employed various methodologies to evaluate the shear strength of soil under undrained conditions. These methods encompass both numerical analyses and empirical techniques, such as the cone penetration test (CPT), to gain insights into the properties and behavior of soil. However, several of these methods rely on correlation assumptions, which can lead to inconsistent accuracy and precision. The study involved the development of innovative methods using extreme gradient boosting (XGB) to predict the pile set-up component "A" based on two distinct data sets. The first data set includes average modified cone point bearing capacity (q_t), average wall friction (f_s), and effective vertical stress (σ_vo), while the second data set comprises plasticity index (PI), soil undrained shear cohesion (S_u), and the over consolidation ratio (OCR). These data sets were utilized to develop XGBoost-based methods for predicting the pile set-up component "A". To optimize the internal hyperparameters of the XGBoost model, four optimization algorithms were employed: Particle Swarm Optimization (PSO), Social Spider Optimization (SSO), Arithmetic Optimization Algorithm (AOA), and Sine Cosine Optimization Algorithm (SCOA). The results from the first data set indicate that the XGBoost model optimized using the Arithmetic Optimization Algorithm (XGB - AOA) achieved the highest accuracy, with R2 values of 0.9962 for the training part and 0.9807 for the testing part. The performance of the developed models was further evaluated using the RMSE, MAE, and VAF indices. The results revealed that the XGBoost model optimized using XGBoost - AOA outperformed other models in terms of accuracy, with RMSE, MAE, and VAF values of 0.0078, 0.0015, and 99.6189 for the training part and 0.0141, 0.0112, and 98.0394 for the testing part, respectively. These findings suggest that XGBoost - AOA is the most accurate model for predicting the pile set-up component.

• Journal of Cadastre & Land InformatiX
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• v.52 no.2
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• pp.67-80
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• 2022

This study proposes a legal limit from the administrative and management standpoint of the city hall/county office/gu office, which is the cadastral authority, in relation to the discrepancy between the actual land use status and the cadastral study that has been continuously raised. And also, from the point of view of civil complaints such as landowners, this study tried to evaluate the practical problems of the current land category system from the point of view of civil complaints such as landowners and to derive a solution to these problems. Therefore, this study indicates how the category of land use is classified, and how land use is restricted by the laws of Registration & Management of public cadastre. Also, it shows the reasons why discrepancy between the land use fixed by the law and the current state of actual use of land occurs. Addtionally, This study suggests a plan to reorganize the Land Category system and it includes consolidation and subdivision of land. The study also describes a way to minimize the targets for conversion of land under control of Land Category System as well as to improve the law that protects the people's property rights.

• Journal of the Korea Concrete Institute
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• v.20 no.1
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• pp.67-75
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• 2008

An engineered cementitious composite produced with slag particles (Slag-ECC) had been developed based on micromechanical principle. Base grain ingredients were properly selected, and then the mixture proportion was optimized to be capable of achieving robust tensile ductility in the hardened state. The rheological design is performed in the present study by optimizing the amount of admixtures suitable for self-consolidating casting and shotcreting process in the fresh state. A special focus is placed on the rheological control which is directly applicable to the construction in field, using prepackaged product with all pulverized ingredients. To control the rheological properties of the composite, which possesses different fluid properties to facilitate two types of processing (i.e., self-consolidating and shotcreting processing), the viscosity change of the cement paste suspensions over time was initially investigated, and then the proper dosage of the admixtures in the cement paste was selected. The two types of mixture proportion were then optimized by self-consolidating & shotcreting tests. A series of self-consolidating and shotcreting tests demonstrated excellent self-consolidation property and sprayability of the Slag-ECC. The rheological properties altered through this approach were revealed to be effective in obtaining Slag-ECC hardened properties, represented by pseudo strain-hardening behavior in uniaxial tension, allowing the readily achievement of the desired function of the fresh Slag-ECC. These ductile composites with self-consolidating and shotcreting processing can be broadly utilized for a variety of applications, e.g., in strengthening seismic resistant structures with congested reinforcements, or in repairing deteriorated infrastructures by shotcreting process.

• Korean Journal of Cleft Lip And Palate
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• v.8 no.2
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• pp.71-79
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• 2005

Purpose: Maxillary hypoplasia is a common developmental problem of cleft lip and palate. Fair results with distraction osteogenesis have been reported especially when these patients need a large amount of maxillary advancement, instead of orthognathic surgery. The purpose of this study is to evaluate the clinical results with a relatively new distractor, $TS-MD^{(R)}$ (Trans-sinusoidal maxillary distractor, KLS Martin, Tuttlingen, Germany) which was used for the advancement of the maxilla in the cleft patients. Patients and Method: Distraction osteogenesis using $TS-MD^{(R)}$ was performed for four CLP patients (three males and one female) who had maxillary hypoplasia. All patients were over 16 years old. As three patients showed mandibular prognathism as well, bilateral sagittal split ramus osteotomy for mandibular setback was performed at the same time. After consolidation periods of 4 to 12 weeks, the distraction devices were removed and miniplates were placed for simultaneous internal fixation. Results: Three patients showed a large amount of incisal overbite but one patient did not have sufficient maxillary advancement. Le Fort I osteotomy, maxillary advancement and internal fixation should have been performed for the patient when removing the distraction devices. Different from the $clinician{\box}s$ expectation, the amount of maxillary advancement using $TS-MD^{(R)}$ was not sufficient, although the device has rigid mechanical property. Rotation of maxilla during distraction forward and downward was also observed. Conclusion: Even though the maxillary advancement with $TS-MD^{(R)}$ device could be achieved, the clinical control of some characteristics related with the device was necessary. More clinical studies on $TS-MD^{(R)}$ should be performed.

• Journal of the Korean Geosynthetics Society
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• v.22 no.3
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• pp.37-46
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• 2023

In this paper, the physical properties, stress deformation and strength characteristics, density and permeability characteristics of silty sand (SM) by fines content were analyzed through indoor tests. also based on the results of the indoor tests, a compact analysis was performed according to the content of SM, and the applicability of SM ground to the compacted target layer was evaluated by comparing it with the measurement data of the actual problem site. As a result of indoor tests and compression analysis, SM changed its mechanical properties from sandy soil to viscous soil when the fine particle content was 35% or higher, and using field measurement data, SM was found to have a higher compression tendency than direct subsidence. Therefore, the mechanical characteristics of SM above Fc 35% are considered to be similar to that of viscous soil, which is different from the compression characteristics of the tendency of immediate subsidence to conventional sandy soil, so it is necessary to present the mechanical characteristics of SM through further research. The research findings highlight the importance of considering consolidation settlement in silty sand (SM) when evaluating soft soil conditions. These findings can aid in revising criteria for assessing weak ground conditions by providing essential engineering property data based on varying fines content in silty sand.

• Journal of the Korean Geotechnical Society
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• v.22 no.6
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• pp.27-40
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• 2006

Damage of cut-and-cover tunnel lining can be attributed to physical and mechanical factors. Physical factors include material property, reinforcement corrosion, etc. while mechanical factors include underground water pressure, vehicle loads, etc. This study is limited to the modeling of rigid circular cut and cover tunnel constructed at a depth of $1.0{\sim}1.5D$ in loose sandy ground and subjected to a vibration frequency of 100 Hz. In this study, only damages due to mechanical factors in the form of additional loads were considered. Among the different types of additional, excessive earth pressure acting on the cut-and-cover tunnel lining is considered as one of the major factors that induce deformation and damage of tunnels after the construction is completed. Excessive earth pressure may be attributed to insufficient compaction, consolidation due to self-weight of backfill soil, precipitation and vibration caused by traffic. Laboratory tunnel model tests were performed in order to determine the earth pressure acting on the tunnel lining and to investigate the applicability of existing earth pressure formulas. Based on the difference in the monitored and computed earth pressure, a factor of safety was recommended. Soil deformation mechanism around the tunnel was also presented using the picture analysis method.

• The Korean Journal of Air & Space Law and Policy
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• v.18
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• pp.9-39
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• 2003

The rule of the Warsaw Convention of 1929 are well known and still being all over the world. The Warsaw Convention is undoubtedly the most widely accepted private international air law treaty with some 140 countries. In the international legal system for air transportation, the Warsaw Convention has played a major role for more than half century, and has been revised many times in consideration of the rapid developments of air high technology, changes of social and economic circumstances, need for the protection of passengers. Some amendments became effective, but others are still not effective. As a result, the whole international legal system for air transportation is at past so complicated and tangled. However, the 'Warsaw system' consists of the Warsaw Convention of 1929 the Guadalajara Convention of 1961, a supplementary convention, and the following six protocols: (1) the Hague Protocol of 1955, (2) the Guatemala Protocol of 1971, (3) the Montreal Additional Protocols, No.1, (4) the Montreal Additional Protocol No.2, (5) the Montreal Additional Protocol No.3, and (6) the Montreal Additional Protocol No.4. of 1975. As a fundamental principle of the air carrier's liability in the international convention and protocols, for instance in the Warsaw Convention and the Hague Protocol, the principle of limited liability and a presumed fault system has been adopted. Subsequently, the Montreal Inter-carrier Agreement of 1966, the Guatemala City Protocol, the Montreal Additional Protocol No.3, and the Montreal Additional Protocol No. 4 of 1975 maintained the limited liability, but substituted the presumed liability system by an absolute liability, that is, strict liability system. The Warsaw System, which sets relatively low compensation limits for victims of aircraft accidents and regulates the limited liability for death and injury of air passengers, had become increasingly outdated. Japanese Airlines and Inter-carrier Agreement of International Air Transport Association in 1995 has been adopted the unlimited liability of air carrier in international flight. The IATA Inter-Carrier Agreement, in which airlines in international air transportation agree to waive the limit of damages, was long and hard in coming, but it was remarkable achievement given the political and economic realities of the world. IATA deserves enormous credit for bringing it about. The Warsaw System is controversial and questionable. In order to find rational solution to disputes between nations which adopted differing liability systems in international air transportation, we need to reform the liability of air carriers the 'Warsaw system' and fundamentally, to unify the liability system among the nations. The International Civil Aviation Organization(ICAO) will therefore reinforce its efforts to further promote a legal environment that adequately reflects the public interest and the needs of the parties involved. The ICAO Study Group met in April, 1998, together with the Drafting Committee. The time between the "Special Group on the Modernization and Consolidation of the 'Warsaw system'(SGMW)" and the Diplomatic Conference must be actively utilized to arrange for profound studies of the outstanding issues and for wide international consultations with a view to narrowing the scope of differences and preparing for a global international consensus. From 11 to 28 May 1999 the ICAO Headquarters at Montreal hosted a Diplomatic Conference convened to consider, with a view to adoption, a draft Convention intended to modernize and to integrate replace the instruments of the Warsaw system. The Council of ICAO convened this Conference under the Procedure for the Adoption of International Conventions. Some 525 participants from 121 Contracting States of ICAO attended, one non-contracting State, 11 observer delegations from international organizations, a total of 544 registered participants took part in the historic three-week conference which began on 10 May. The Conference was a success since it adopted a new Convention for the Unification of Certain Rules for International Carriage by Air. The 1999 Montreal Convention, created and signed by representatives of 52 countries at an international conference convened by ICAO at Montreal on May 28, 1999, came into effect on November 4, 2003. Representatives of 30 countries have now formally ratified the Convention under their respective national procedures and ratification of the United States, which was the 30th country to ratify, took place on September 5, 2003. Under Article 53.6 of the Montreal Convention, it enters into force on the 60th day following the deposit of the 30th instrument of ratification or acceptation. The United States' ratification was deposited with ICAO on September 5, 2003. The ICAO have succeeded in modernizing and consolidating a 70-year old system of international instruments of private international law into one legal instrument that will provide, for years to come, an adequate level of compensation for those involved in international aircraft accidents. An international diplomatic conference on air law by ICAO of 1999 succeeded in adopting a new regime for air carrier liability, replacing the Warsaw Convention and five other related legal instruments with a single convention that provided for unlimited liability in relation to passengers. Victims of international air accidents and their families will be better protected and compensated under the new Montreal Convention, which modernizes and consolidates a seventy-five year old system of international instruments of private international law into one legal instrument. A major feature of the new legal instrument is the concept of unlimited liability. Whereas the Warsaw Convention set a limit of 125,000 Gold Francs (approximately US$ 8,300) in case of death or injury to passengers, the Montreal Convention introduces a two-tier system. The first tier includes strict liability up to l00,000 Special Drawing Rights (SDR: approximately US$ 135,000), irrespective of a carrier's fault. The second tier is based on presumption of fault of a carrier and has no limit of liability. The 1999 Montreal Convention also includes the following main elements; 1. In cases of aircraft accidents, air carriers are called upon to provide advance payments, without delay, to assist entitled persons in meeting immediate economic needs; the amount of this initial payment will be subject to national law and will be deductable from the final settlement; 2. Air carriers must submit proof of insurance, thereby ensuring the availability of financial resources in cases of automatic payments or litigation; 3. The legal action for damages resulting from the death or injury of a passenger may be filed in the country where, at the time of the accident, the passenger had his or her principal and permanent residence, subject to certain conditions. The new Montreal Convention of 1999 included the 5th jurisdiction - the place of residence of the claimant. The acceptance of the 5th jurisdiction is a diplomatic victory for the US and it can be realistically expected that claimants' lawyers will use every opportunity to file the claim in the US jurisdiction - it brings advantages in the liberal system of discovery, much wider scope of compensable non-economic damages than anywhere else in the world and the jury system prone to very generous awards. 4. The facilitation in the recovery of damages without the need for lengthy litigation, and simplification and modernization of documentation related to passengers. In developing this new Montreal Convention, we were able to reach a delicate balance between the needs and interests of all partners in international civil aviation, States, the travelling public, air carriers and the transport industry. Unlike the Warsaw Convention, the threshold of l00,000 SDR specified by the Montreal Convention, as well as remaining liability limits in relation to air passengers and delay, are subject to periodic review and may be revised once every five years. The primary aim of unification of private law as well as the new Montreal Convention is not only to remove or to minimize the conflict of laws but also to avoid conflict of jurisdictions. In order to find a rational solution to disputes between nations which have adopted differing liability systems in international air transport, we need fundamentally to reform their countries's domestic air law based on the new Montreal Convention. It is a desirable and necessary for us to ratify rapidly the new Montreal Convention by the contracting states of lCAO including the Republic of Korea. According to the Korean and Japanese ideas, airlines should not only pay compensation to passengers immediately after the accident, but also the so-called 'condolence' money to the next of kin. Condolence money is a gift to help a dead person's spirit in the hereafter : it is given on account of the grief and sorrow suffered by the next of kin, and it has risen considerably over the years. The total amount of the Korean and Japanese claims in the case of death is calculated on the basis of the loss of earned income, funeral expenses and material demage (baggage etc.), plus condolence money. The economic and social change will be occurred continuously after conclusion of the new Montreal Convention. In addition, the real value of life and human right will be enhanced substantially. The amount of compensation for damage caused by aircraft accident has increased in dollar amount as well as in volume. All air carrier's liability should extend to loss of expectation of leisure activities, as well as to damage to property, and mental and physical injuries. When victims are not satisfied with the amount of the compensation for damage caused by aircraft accident for which an airline corporation is liable under the current liability system. I also would like to propose my opinion that it is reasonable and necessary for us to interpret broadly the meaning of the bodily injury on Article 17 of the new Montreal Convention so as to be included the mental injury and condolence. Furthermore, Korea and Japan has not existed the Air Transport Act regulated the civil liability of air carrier such as Air Transport Act (Luftverkehrsgestz) in Germany. It is necessary for us to enact "the Korean Air Transport Contract Act (provisional title)" in order to regulate the civil liability of air carrier including the protection of the victims and injured persons caused by aircraft accident.