• Journal of IKEEE
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• v.19 no.3
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• pp.415-423
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• 2015

The DO-178C guide, which is referenced as the software development guide when a certification of the airworthiness in the commercial airplane is acquired by FAA in US, is recently referenced for the local military aircraft airworthiness. This indicates that when the auditor of the military aircraft airworthiness looks over the software development documents, the auditor reviews if all of the documents are verified in accordance with the DO-178C guide. However, when we developed the military aircraft intercom, We developed its control software in accordance with the CMMI level 3, since there were no requirements for the compliance of the DO-178C guide. Therefore, When we consider the airworthiness of this intercomm system, The analysis for how much the software development based on the CMMI level 3 is different from the DO-178C guide is needed to prepare the essential software documents additionally. Thus, This study analyzes the differences between CMMI level 3 and DO-178C guide and provides that which data on the CMMI level 3 is necessary for the compliance of the aircraft airworthiness comparing with the DO-178C. The analyzed result can be applied at the software development of the other military aircraft avionics equipment based on the CMMI model environment considering the compliance of the military aircraft airworthiness.

• International Journal of Highway Engineering
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• v.19 no.3
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• pp.19-30
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• 2017

PURPOSES : This study proposes the road asset valuation approach using alternative depreciation methods. It has become necessary to have asset management system according to the adoption of accrual basis accounting for governmental financial reporting and the amendment of the road act. Therefore, it is very important to analyze the effect of depreciation methods on road asset value as a basic research for road asset management system. METHODS : The Ministry of Strategy and Finance (MOSF) has mainly performed road asset valuation based on Write down Replacement Cost and Straight Line depreciation method. This study suggests some appropriate asset valuation methods for road assets through case analysis using three depreciation methods: Consumption-based depreciation method, Condition-based depreciation method, and Straight Line depreciation method. A road asset valuation data of national highway route 1 (year 2014) is used to analyze the effect of three depreciation methods on the road asset value. Road assets include land and structures (pavement, bridge, and tunnel). This study mainly focuses on structures such as bridges and tunnels, because according to governmental accounting standards, land and road pavement assets do not depreciate. RESULTS : The main results of this study are as follows. Firstly, overall asset value of national highway route 1 was estimated at 6.97 trillion KRW when MOSF's method (straight-line depreciation method) is applied. Secondly, asset value was estimated at 4.85 trillion KRW on application of consumption-based depreciation method. Thirdly, asset value was estimated at 4.37 trillion KRW when condition-based depreciation method is applied. Therefore, either consumption-based or condition-based depreciation methods would be more appropriate than straight-line depreciation method if we can use the condition data of road assets including land that are available in real time. CONCLUSIONS : Since road assets such as pavements, bridges, and tunnels have various patterns of deterioration and condition monitoring period, it is necessary to consider a specific valuation method according to the condition of each road asset. Firstly, even though road pavements do not depreciate, asset valuation through condition-based depreciation method would be more appropriate when requirements for application of non-depreciation approach are not satisfied. Since bridge and tunnel facilities show various patterns of deterioration and condition monitoring period by type and condition level, consumption-based depreciation method based on deterioration model would be appropriate. Therefore, it is necessary to have a reasonable asset management system to apply condition-based depreciation method and a periodic condition investigation to manage road assets well.

• Journal of the Institute of Electronics Engineers of Korea TC
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• v.49 no.1
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• pp.1-10
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• 2012

Mobility and quality of service (QoS) are becoming the more important issues in wireless communications. The traditional Internet service is expanding into new access media and applications. Since wireless communication services are accompanied by frequent handovers at remote sites, scalable and fast handover has become a prerequisite for ubiquitous communication. In this paper, the differentiated service (Diffserv) model is deployed in heterogeneous proxy mobile IPv6 (PMIPv6) networks to satisfy the QoS guaranteed service and fast handover requirements. The operational procedures for QoS guaranteed global roaming are presented. In addition, QoS management and handover cost evaluation schemes based on a mobile host's movement scope are proposed. This paper analyzes the reduction in handover delay in a network-based localized mobility management framework. We propose and analyze a PMIPv6 optimized with a global mobile access gateway (G-MAG), which is a network-based entity, to further improve the handover performance in terms of handover delay while maintaining minimal signaling overhead in the air interface among converged heterogeneous wireless networks. The handover signaling procedures with host-based MIPv6 are compared with network-based proxy MIPv6 (PMIPv6) and fast PMIPv6 assisted by G-MAG to show how much handover delay reduction can be achieved. Analytical results show that the handover delay is significantly reduced.

• Journal of Information Technology and Architecture
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• v.9 no.2
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• pp.155-166
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• 2012

Recently EA(Enterprise Architecture) has been receiving growing attentions again from the public sectors. It is because EA maturity result is reflected to the organization's informatization level and EA maturity ratio has been enlarged. There has been more participation from the Chief Information Officers of the public sectors. EA research in the public sectors has influenced IT environment since the research started in late '90, the legislation work done in '05, and the maturity model developed in '06. However, there are some remaining tasks to solve. EA policy is introduction oriented, its contribution to the consecutive the best UN e-Government rank is limited, and its user-friendly responding system is still lacking. Related research outcomes are rather microscopic focusing only on the models and maturity than implicating on the public policy in a macroscopic manner. In this respect, this study will provide the implication on how EA policy should be. Requirements derived from EA stakeholders and the tasks will be arranged in accordance with its domain, then the performance and tasks will be demonstrated. As guiding EA stake holders and information related officers to setup the EA policy with these results, this study is expected to support information the policy drivers.

• Asian-Australasian Journal of Animal Sciences
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• v.24 no.3
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• pp.303-321
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• 2011

The availability and efficient use of the feed resources in Asia are the primary drivers of performance to maximise productivity from animals. Feed security is fundamental to the management, extent of use, conservation and intensification for productivity enhancement. The awesome reality is that current supplies of animal proteins are inadequate to meet human requirements in the face of rapidly depleting resources: arable land, water, fossil fuels, nitrogenous and other fertilisers, and decreased supplies of cereal grains. The contribution of the ruminant sector lags well behind that of non-ruminant pigs and poultry. It is compelling therefore to shift priority for the development of ruminants (buffaloes, cattle, goats and sheep) in key agro-ecological zones (AEZs), making intensive use of the available biomass from the forage resources, crop residues, agro-industrial by-products (AIBP) and other non-conventional feed resources (NCFR). Definitions are given of successful and failed projects on feed resource use. These were used to analyse 12 case studies, which indicated the value of strong participatory efforts with farmers, empowerment, and the benefits from animals of productivity-enhancing technologies and integrated natural resource management (NRM). However, wider replication and scaling up were inadequate in project formulation, including systems methodologies that promoted technology adoption. There was overwhelming emphasis on component technology applications that were duplicated across countries, often wasteful, the results and relevance of which were not clear. Technology delivery via the traditional model of research-extension linkage was also inadequate, and needs to be expanded to participatory research-extension-farmer linkages to accelerate diffusion of technologies, wider adoption and impacts. Other major limitations concerned with feed resource use are failure to view this issue from a farming systems perspective, strong disciplinary bias, and poor links to real farm situations. It is suggested that improved efficiency in feed resource use and increased productivity from animals in the future needs to be cognisant of nine strategies. These include priorities for feed resource use; promoting intensive use of crop residues; intensification of integrated ruminant-oil palm systems and use of oil palm by-products; priority for urgent, wider technology application, adoption and scaling up; rigorous application of systems methodologies; development of adaptation and mitigation options for the effects of climate change on feed resources; strengthening research-extension-farmer linkages; development of year round feeding systems; and striving for sustainability of integrated farming systems. These strategies together form the challenges for the future.

• THE INTERNATIONAL COMMERCE & LAW REVIEW
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• v.13
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• pp.131-149
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• 2000

In connection with international commercial arbitration the need to seek interim relief is generally recognized. Interim reliefs address the requirements of a party for immediate and temporary protection of rights or property pending a decision on the merits by the arbitral tribunal. The most common forms of interim relief are attachments and injunctions. If the arbitral tribunal has not yet been appointed, an application for interim relief must usually be addressed to the local courts at the place of commercial arbitration. If the arbitral tribunal has been appointed, the application for interim relief is first made to the arbitral tribunal. Interim relief by the arbitral tribunal is in the form of a direction to the parties. Since the arbitral tribunal has no enforcement power, it may be necessary to have a arbitral tribunal's direction confirmed by a local court which can enforce its order. The New York Convention does not provide for interim reliefs. The question is whether Article II(3) of the New York Convention that the court "shall, at the request of one of the parties, refer the parties to arbitration" denies jurisdiction to courts to grant interim reliefs in international commercial arbitration. Some cases have indicated that the U. S. court have no power to grant interim relief. Other cases have indicated that the U. S. courts do have the power to grant interim relief. It is unlikely that a U. S. court will order interim relief in relation to an commercial arbitration in a foreign country. Article 26 of the UNCITRAL Arbitration Rules provides with respect to interim measures of protection. Section 1 of Article 26 of UNCITRAL Arbitration Rules provides that the arbitral tribunal may take any interim measures it deems necessary in respect of the subject matter of the dispute, including measures for the conservation of the goods forming the subject matter in dispute. This article gives the arbitral tribunal the broadest authority, not limited to safeguarding property. Article 17 of the UNCITRAL Model Law on International Commercial Arbitration provides that the arbitral tribunal may order any party to take such interim measure of protection as the arbitral tribunal may consider necessary in respect of the subject matter of the dispute. It may be noted that the article does not deal with enforcement of such measures. The International Chamber of Commerce Rules of Conciliation and Arbitration do not expressly empower the arbitral tribunal to grant interim reliefs. However, Article 8.5 of the ICC Rules of Conciliation and Arbitration provides that the parties shall be at liberty to apply to any competent judicial authority for interim measures. In conclusion, the power of the arbitral tribunal to provide interim reliefs is generally recognized in the arbitration rules of arbitral institutions. However, the arbitral tribunal's authority is limited by its lack of enforcement mechanisms. It is generally recognized that the local courts have power to grant interim reliefs in aid of an commercial arbitration. However, local courts are reluctant to grant interim reliefs if that decision requires an adjudication of issues within the special competence of the arbitral tribunal.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.10
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• pp.547-557
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• 2020

In this study, damping control devices were applied to the suspension system of a capsule train, and the effects were investigated to improve the ride comfort. The superconductor electrodynamic suspension (SC-EDS) method is used for the capsule train levitation. This method has advantages such as no gap control and a large gap. However, the SC-EDS method has disadvantages such as large gap variation and small damping characteristics against outer vibration, which causes degradation of the ride comfort. In this study, the damping control devices in the primary and secondary suspension were considered to improve the ride comfort in the capsule train. Damping control devices in the primary and secondary suspension can reduce the vibration transmission from outer disturbances to the bogie and from the bogie to the car body, respectively. Simulations for dynamic characteristics analyses were conducted based on the capsule train dynamic model to investigate the effects of the damping control devices on the ride comfort. As a result, it was confirmed that the ride comfort requirements according to the ISO standard can be satisfied by applying the damping control in the capsule train suspension.

• The KIPS Transactions:PartD
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• v.13D no.7 s.110
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• pp.889-900
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• 2006

Even though sensor networks are different in user requests and data characteristics depending on each application area, the existing researches on stream data transmission problem focus on the performance improvement of their methods rather than considering the original characteristic of stream data. In this paper, we introduce a hierarchical or distributed sensor network architecture and data model, and then evaluate the multivariate data reduction methods suitable for user requirements and data features so as to apply reduction methods alternatively. To assess the relative performance of the proposed multivariate data reduction methods, we used the conventional techniques, such as Wavelet, HCL(Hierarchical Clustering), Sampling and SVD (Singular Value Decomposition) as well as the experimental data sets, such as multivariate time series, synthetic data and robot execution failure data. The experimental results shows that SVD and Sampling method are superior to Wavelet and HCL ia respect to the relative error ratio and execution time. Especially, since relative error ratio of each data reduction method is different according to data characteristic, it shows a good performance using the selective data reduction method for the experimental data set. The findings reported in this paper can serve as a useful guideline for sensor network application design and construction including multivariate stream data.

• The KIPS Transactions:PartD
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• v.12D no.7 s.103
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• pp.947-956
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• 2005

Software(S/W) reengineering is one of the effective technologies to produce a business worth and en and the S/W ROI continuously. In spite of, S/W reengineering has been recognized a cost-consumptive works with inefficient productivity. In fact we have used to transform to confusion system with destructive system architecture by extending and updating legacy system in a temporary expedients. Moreover it is impossible to provide the time-market products for coping with rapid changeable system environment and meeting to complicated customer's requirements. Therefore, we need a systematic reengineering methodology to fulfill the changeable environment, as appearance of new IT techniques, various alteration of business information model, and increment of business logic. Legacy systems can be utilized as the core property in business organization through reengineering methodology. In this paper, we target to establish the reengineering process, proposed MaRMI-RE consisting of initial Planning phase, reverse engineering and component transformation phase. To describe the MaRMI-RE, we presented the concrete tasks and techniques and artifacts per individual phase in process, and the case study is showed briefly.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.42 no.5
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• pp.1009-1019
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• 2017

Mobile Edge Computing(MEC) is a emerging technology to cope with mobile traffic explosion and to provide a variety of services having specific requirements by means of running some functions at mobile edge nodes directly. For instance, caching function can be executed in order to offload mobile traffics, and safety services using real time video analytics can be delivered to users. So far, a myriad of methods and architectures for personalized service recommendation have been proposed, but there is no study on the subject which takes unique characteristics of mobile edge computing into account. To provide personalized services, acquiring users' context is of great significance. If the conventional personalized service model, which is server-side oriented, is applied to the mobile edge computing scheme, it may cause context isolation and privacy issues more severely. There are some advantages at mobile edge node with respect to context acquisition. Another notable characteristic at MEC scheme is that interaction between users and applications is very dynamic due to temporal relation. This paper proposes the local service recommendation platform architecture which encompasses these characteristics, and also discusses the personalized service recommendation mechanism to be able to mitigate context isolation problem and privacy issues.