• Journal of Communications and Networks
• /
• v.13 no.6
• /
• pp.602-611
• /
• 2011

The inter-domain routing scalability issue is a major challenge facing the Internet. Recent wide deployments of multihoming and traffic engineering urge for solutions to this issue. So far, tunnel-based proposals and compact routing schemes have been suggested. An implicit assumption in the routing community is that structured address labels are crucial for routing scalability. This paper first systematically examines the properties of identifiers and address labels and their functional differences. It develops a simple Internet routing model and shows that a binary relation T defined on the address label set A determines the cardinality of the compact label set L. Furthermore, it is shown that routing schemes based on flat address labels are not scalable. This implies that routing scalability and routing stability are inherently related and must be considered together when a routing scheme is evaluated. Furthermore, a metric is defined to measure the efficiency of the address label coding. Simulations show that given a 3000-autonomous system (AS) topology, the required length of address labels in compact routing schemes is only 9.12 bits while the required length is 10.64 bits for the Internet protocol (IP) upper bound case. Simulations also show that the ${\alpha}$ values of the compact routing and IP routing schemes are 0.80 and 0.95, respectively, for a 3000-AS topology. This indicates that a compact routing scheme with necessary routing stability is desirable. It is also seen that using provider allocated IP addresses in multihomed stub ASs does not significantly reduce the global routing size of an IP routing system.

• The Transactions of the Korea Information Processing Society
• /
• v.3 no.6
• /
• pp.1483-1492
• /
• 1996

In this paper, related on the postal business with the GIS(Geographics Information System), it discusses design and implementation of the PROS(Postal Route Optimization System) model and its main module, the shortest path generation algorithm, for supporting to postal route managements. It explains examples requirements of postal route system, and suggests the efficient PROS model using our developed shortest path generation algorithm. Because the shortest path algorithm adopts not only consider the Dijkstra algorithm of graph theory, but also the method with the direction property, PROS can be implemented with fast and efficient route search. PROS is mainly constituted of the Shortest Generator, the Isochronal Area Generator, and the Path Rearrangement Generator. It also exploits the GIS engine and the spatial DBMS (Data Base Management System) for processing coordinates in the map and geographical features. PROS can be used in the management of postal delivery business and delivery area and route, and in the rearrangement of route. In the near future, it can be also applied to commercial delivery businesses, guides of routs and traffic informations, and auto navigation system with GPS(Global Positioning System).

• Journal of the Computational Structural Engineering Institute of Korea
• /
• v.24 no.4
• /
• pp.439-447
• /
• 2011

Longitudinal cracks due to traffic truck loadings that are caused by local deformations of steel orthotropic bridge decks are sometimes observed in the wearing surface. So, underlying causes of the longitudinal pavement crack induced by structural behaviors of steel decks are investigated in this study. For this purpose, The rational finite element model of the steel deck and the pavement having the box girder is developed and a parametric study is performed by varying thickness or elastic modulus ratios of both the steel deck plate and the pavement. As a result, a large tensile strain above the webs of the u-rib and the box girder, which becomes the main cause of the cracks of the pavement, is detected from variation of the normal strain component of the wearing surface in the transverse direction.

• The KIPS Transactions:PartC
• /
• v.12C no.2 s.98
• /
• pp.267-280
• /
• 2005

In this paper, we implement and verify XMIP integrating IETF Mobile IP and the Explicit Multicast mechanism for a great number of small group multicast communications. U a source node sends Xcast packets explicitly inserting destination nodes into the headers, each Xcast router decides routes and forwards the packets toward each destination node based on unicast routing table without the support of multicast trees. n is a straightforward and simple multicast mechanism just based on a unicast routing table without maintaining multicast states because of the inheritance from the Explicit Multicast mechanism. This research modifies and extends the functionality of IETF Mobile IP's mobility agents, such as HA/FA to HA+/FA+ respectively, considering interworking with Xcast networks. Xcast packets captured by HA+ are forwarded into X-in-X tunnel interfaces for each FA+ referred to the binding table of HA.. This X-in-X tunneling mechanism can effectively solve the traffic concentration problem of IETF Mobile IP multicast services. Finally WLAN-based testbed is built and a multi-user Instant messenger system is developed as a Xcast application for finally verify the feasibility of the implemented XMIP/Xcast protocols.

• The KIPS Transactions:PartA
• /
• v.9A no.1
• /
• pp.29-36
• /
• 2002

For the efficient collaboration awareness, the CSCW (Computer-Supported Cooperative Work) systems provide functions such as telepointing, snap-shot, and document/project tracking. Among these, telepointing allows an event occurrence on the shared window of a local computing system to be presented in remote computing systems. Although telepointing has been mentioned in the literature, few research papers deal with the functional requirements and protocols for telepointing. This parer describes the functional requirements and payload format for RTP (Real-Time Transport Protocol)-based telepointing. In order to evaluate the performance of the proposed RTP-barred telepointing, we have implemented a whiteboard and compared it with that of the Microsoft Netmeeting. The evaluation results show that the proposed telepointing performs better in terms of CPU usage and the amount of network traffic.

• The Journal of the Korea Contents Association
• /
• v.3 no.2
• /
• pp.65-72
• /
• 2003

In this paper, the new scheme using a Combined Cache(CC) that combing the Paging and Routing Cache(PRC) and an alternative handoff method according to the type of data transmission for achieving the efficient realtime communication. The PRC and quasi-soft handoff method reduce the path duplication. But they increase the network traffic load because of the handoff state packet of Mobile Host(MH). Moreover the use the same handoff method without differentiating the type of transmission data. Those problems are solved by operating U with a semi-soft handoff method for realtime data transmission and with a hard handoff method for non-realtime data transmission. As a result or simulation a better performance is obtained because of the reduction of the number of control packet in case that the number of cells are below 20. And the packet arrival time and loss of packet decreased significantly for realtime data transmission.

• Journal of the Korea Institute of Information and Communication Engineering
• /
• v.11 no.11
• /
• pp.2072-2077
• /
• 2007

In driving a car, u-turn or left turn makes the speed of car decrease considerably or require more waiting time at the cross for the traffic signal to turn green. A more straight path, therefore, is probably fester to arrive at the destination than zig-zaged path with same distance. Previous works related to the path navigation do not consider the straightness of the path. In this paper, we have proposed the path navigation algorithm with turn heuristic for enhancing the straightness of a path. We have implement the proposed algorithm and compared it with a traditional $A^*$ algorithm. The experimental result shows that the degree of the straightness of a path is enhanced by 30% and the navigation distance of a path is deceased by 3.3%.

• Clinics in Shoulder and Elbow
• /
• v.22 no.2
• /
• pp.87-92
• /
• 2019

Background: This study was conducted to compare the radiological and clinical outcomes of internal fixation using a Polarus humeral nail for treatment of a humeral shaft fracture according to fracture types. Methods: From 43 patients, 13 were excluded and 30 patients were included. The 30 patients were divided into 2 groups: 15 in group I (Orthopaedic Trauma Association/Arbeitsgemeinschaft $f{\ddot{u}}r$ Osteosynthesefragen classification type A and B) and 15 in group II (type C). The mean age was 63.1 years (range, 20-87 years), and mean follow-up period was 2.3 years (range, 1.0-6.1 years). The causes of injuries were as follows: 12, traffic accidents; 14, simple slips; 2, simple falls; 2, contusions after lower energy trauma. Radiological and clinical evaluations were performed. Results: Radiological union was confirmed by plain anteroposterior and lateral radiographs on average of 5.0 months in group I, and 8.4 months in group II, respectively. Differences between the two groups were statistically significant (p<0.01). The clinical union value was 1.6 in group I, and 2.0 months in group II, but these values did not differ significantly (p=0.441). The mean Korean shoulder scoring system scores were 89.7 and 90.6, which did not differ significantly (p=0.352). Conclusions: Intramedullary nailing using the Polarus humeral nail is considered to be a good treatment modality for all types of humeral shaft fractures. Additionally, the Polarus humeral nail can be an optimal choice for the treatment of complex type fractures such as segmental or comminuted humeral shaft fractures.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.40 no.6
• /
• pp.563-569
• /
• 2020

Presenting the impact of meteorological disasters departs from the traditional weather forecasting approach for meteorological phenomena. It is important to provide impact forecasts so that precautions against disruption and damage can be taken. Countries such as the United States, the U.K., and France already conduct impact forecasting for heavy rain, heavy snow, and cold weather. This study improves and applies forecasts of the impact of heavy rain among various weather phenomena in accordance with domestic conditions. A total of 33 impact factors for heavy rain were constructed per 1 km grids, and four impact levels (minimal, minor, significant, and severe) were calculated using standard normal distribution. Estimated criteria were used as indicators to estimate heavy rain risk impacts for 6 categories (residential, commercial, utility, community, agriculture, and transport) centered on people, facilities, and traffic.

• Journal of Korean Port Research
• /
• v.10 no.1
• /
• pp.1-14
• /
• 1996

Rapid change in the technological environment of marine transportation and the development of the ocean shipping industry have fostered a revolution in the port system. This in turn has caused major changes in the function and use of port in Korea. Aside from this, Mokpo Port, however continues to decline, because the existing port facilities and related subsystem are already obsolete with no chance of regaining operational effectiveness and treatment for proper implementation. Although a few studies have been done on the Mokpo Port, has not been found, any reseach for the analytical approach to the transportation system of it. This paper aims to make an extensive analysis of the physical distribution system in Mokpo Port focusing on the coordination of subsystems such as navigational aids system. The base of introduced simulation tool here is the queueing theory. The overall findings are as follows: 1. Among those vessels called at Mokpo Port in 1994, 556 ships(2,736,669 G/T) are oceangoing while 8155 ships(2,587,217 G/T) are domestic. The average size of oceangoing vessels is 4,922,1 G/T, and the domestic is 317,8 G/T. The average arrival interval and service time of the domestic vessels are 6.0 hours and 24.1 hours respectively marking the berth occupation rate over 100%. Those for oceangoing vessels are 34.5 hours, 120.0 hours and 37.2%. In order to maintainin the berth occupation rate to 70% the capacity considering the 1994 of domestic piers must be extended to 145% and oceangoing vessels must be increased to 165%. 2. The capacity of approaching channel is enough to handle the total traffic volume of 3. Tugs are sufficiently being provided to handle all ships requiring their services 4. The capacity of storage and inland transportation systems are sufficient to handle the throughput and the yard stroage utilization rate of No.1 - No.5 is 4.5% and No.6 is 30% of 1993's. 5. The utilization rate of LLC(Level Looping Crane) and PNT(PNeumaTic) are 2.7% and 18.8%, respectively.