• Journal of the Korean Institute of Landscape Architecture
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• v.44 no.4
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• pp.66-74
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• 2016

In what way is the urban landscape of North Korea used today, and what features do people prefer in the North Korean landscape? This study analyzed the characteristics of Pyongyang landscapes and their effects, based on an analysis of Western tourists motivation for tourism in North Korea and preferred enjoyment-seeking experiences. Using data from the tourist agency specializing in Western tourism in North Korea and a location based photo-sharing service, the study interprets the visual distinctiveness of Pyongyang landscape. The study concluded that widely known risk to travelers in North Korea is in fact an attraction, making people want to visit directly. However, this risk was mitigated in practical experience by the overall intermediation of the tourism agency and locals' conscious behavior to keep their distance from foreigners. Next, the scope of National ritual attributes was expanded to the locals' daily life as well as large-scale events such as mass games and military parades only if for national holidays. Also, the most preferred factors contributing to North Korean tourism were based on departure from routine through mobilization of the residents. This indicates the extension that the nature of North Korea as a theater state. The Pyongyang landscape represents a world politically isolated, people's congregated motion to display to the world, and people's lives hidden beneath a veil. These visualities fulfill the fantasy of Westerners regarding North Korea. Furthermore, these are superficial images that help create a basis to maintain the North Korea regime.

• The KIPS Transactions:PartC
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• v.10C no.4
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• pp.471-478
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• 2003

Traditionally,, analysis, simulation and measurement have all been used to evaluate the performance of network protocols and functional entities that support mobile wireless service. Simulation methods are useful for testing the complex systems which have the very complicate interactions between components. To develop a mobile call simulator which is used to examine, validate, and predict the performance of mobile wireless call procedures must have the teletraffic model, which is to describe the mobile communication environments. Mobile teletraffic model is consists of 2 sub-models, traffic source and network traffic model. In this paper, we analyzed the network traffic data which are gathered from selected Base Stations (BSs) to define the mobile teletraffic model. We defined 4 types of cell location-Residential, Commercial, Industrial, and Afforest zone. We selected some Base Stations (BSs) which are represented cell location types in Seoul city, and gathered real data from them And then, we present the call rate per hour, cail distribution pattern per day, busy hours, loose hours, the maximum number of call, and the minimum number of calls based on defined cell location types. Those parameters are very important to test the mobile communication system´s performance and reliability and are very useful for defining the mobile network traffic model or for working the existed mobile simulation programs as input parameters.

• Journal of Nutrition and Health
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• v.51 no.1
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• pp.40-49
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• 2018

Purpose: The number of patients with dyslipidemia have been increasing steadily over the past few decades in South Korea. The association between the chromium level and chronic disease has attracted considerable interest, but few studies have been conducted on the Korean population. The aim of this study was to identify the dietary and non-dietary correlates of the toenail chromium level, and evaluate the association between the toenail chromium level and dyslipidemia. Methods: The baseline data of an ongoing prospective cohort study in Yeungnam area in South Korea were analyzed. A total of 500 participants aged 35 years or older who completed questionnaires on their demographics, lifestyle characteristics, and medical information were included. The toenail chromium level was analyzed by neutron activation analysis. The dietary intake was assessed using a validated 146-item semi-quantitative food frequency questionnaire. The blood lipid profiles were obtained from medical examinations conducted by the Korean National Health Insurance Service or medical institutions. Results: Higher chromium levels were associated with the residential area (urban), higher education level, higher intakes of noodles and vegetables, and lower intake of fruits. Multiple logistic regression analysis showed that the toenail chromium levels were not associated significantly with the prevalence of dyslipidemia (odds ratio: 0.99, 95% confidence interval: 0.61 ~ 1.60). Conclusion: This study is the first study in Korea to determine the independent correlates of the toenail chromium levels and the association between chromium exposure and dyslipidemia. These findings provide useful scientific evidence for the development of chromium intake guidelines for the Korean population.

• Journal of the Korean Association of Geographic Information Studies
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• v.22 no.2
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• pp.50-64
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• 2019

According to the Maritime Safety Act, there are all 34 routes including 5 traffic safety zones, 3 traffic separation schemes, 26 routes designated by regional maritime affairs departments in the Republic of Korea. In the SOLAS convention, the route information should be is effectively used for the safe navigation. However, the route information is complicatedly composed of the location of the route, the navigation rule by each route, the restriction of the navigation, and the anchorages. Moreover, the present method of providing information using the navigational chart and other publications is not effective for users to grasp the navigational information. Therefore, it was conducted to study the design of the S-100 based routing information data model developed by the International Hydrographic Organization to find ways to more effectively provide route information. To do this, the analysis of route requirement, selection of items, encoding test and users' review were carried out. Through expert user review, it was evaluated that the study on the design of the route information data model can be utilized as a good basic data for the route information integration service. Future research on the development of route information data models is expected to provide integrated route information services.

• Journal of the Korean Association of Geographic Information Studies
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• v.21 no.4
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• pp.132-144
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• 2018

3D Geo-spatial information models have been widely used in the field of Civil Engineering, Medical, Computer Graphics, Urban Management and many other. Especially, in surveying and geo-spatial field, the demand for high quality 3D geospatial information and indoor spatial information is so highly increasing. However, it is so difficult to provide a low-cost and high efficiency service to the field which demand the highest quality of 3D model, because pre-constructed spatial data are composed of different formats and storage structures according to the application purpose of each institutes. In fact, the techniques to construct a high applicable 3D geo-spatial model is very expensive to collect and analyze geo-spatial data, but most demanders of 3D geo-spatial model never want to pay the high-cost to that. This study, therefore, suggest the effective way to construct 3D geo-spatial model with low-cost of construction. In general, the effective way to reduce the cost of constructing 3D geo-spatial model as presented in previous studies is to combine the raw data obtained from point cloud observatory and UAV imagery, however this method has some limitation of usage from difficulties to approve the use of raw data because of those have been managed separately by various institutes. To solve this problem, we developed the linking & management system for unifying a high-Resolution raw geo-spatial data based on the point cloud DB and apply this system to extract the basic database from 3D geo-spatial mode for the road database registration. As a result of this study, it can be provided six contents of main entries for road registration by applying the developed system based on the point cloud DB.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.36 no.6
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• pp.601-609
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• 2018

The Smart City Plan specifies that it should reflect the content of the Smart City Comprehensive Plan, which is the upper plan while presenting the basic direction, promotion strategy, service establishment and operation plans of a smart city construction project. However, there are not enough empirical studies on whether plan contents are systematically established according to smart city planning hierarchy. In this study, we are to use the social network analysis to find out the local government's smart city plan is actually highly connected to the Smart City Comprehensive Plan, a master plan at national level. To this end, we conducted a social network analysis on Gwangmyeong and Chuncheon, which were recently approved for smart city planning. First, 108 keywords were derived from the 2nd Smart City Comprehensive Plan, and the connectivity between these keywords and Smart City Planning was analyzed. The results of the social network analysis showed that the total connections of Smart City Planning in Gwangmyeong was 371, which was higher than 307 in Chuncheon, and the average degree of connection per keyword and network density were also higher in the Gwangmyeong Smart City Planning than the Chuncheon Smart City Planning. The results of the study showed that the Smart City Planning actually had a high connectivity with the Smart City Comprehensive Plan, and the keywords with high connection centrality were different for each local government. The result of this study can be used as a basis for judging whether there is a high correlation between plans.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.12
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• pp.725-733
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• 2018

With urbanization projects involving trunk roads progressing, many simple interchanges, which separate passing traffic into the main traffic and access subtraffic, are being constructed to maximize the traffic capacity. Under the current Road Connection Rule, the access-prohibited section in an interchange is determined based on the access lane and limit distance in the complete interchange road, but separate criteria for the simple interchange are not defined. This may cause confusion in the Road Management Office's determination of the access-prohibited section in the simple interchange, or lead to the application of the criteria for the access-prohibited section in the complete interchange without considering the features of such interchange. This study conducted a comparative analysis of the domestic and overseas systems related to the installation of access section in trunk roads, such as general national roads. This paper presents a survey of the methods for applying the access-prohibited section in the interchange along with the actual cases and proposes improvement measures for a rational calculation of the access prohibited installation section in the simple interchange to minimize the downsides associated with the application of the extremely strict criteria. The proposed road connection rule improvement measures based on the consideration of the purpose of installing the simple interchange and on the consideration the features of the simple interchange are expected to prevent administration confusion by the field road management offices as well as the waste of unnecessary efforts and costs by petitioners so they can boost the service satisfaction for people and the administrative reliability.

• Journal of agricultural medicine and community health
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• v.46 no.2
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• pp.67-77
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• 2021

Objectives: This study aimed to identify the vaccination rate for pneumococcus among aged 65 or older, and at the same time to determine the reasons for vaccination or non-vaccination. Methods: The population of this study was aged 65 or older, with a total of 1,150 subjects to be analyzed and a computer assisted telephone interviewing was used. The survey included pneumococcal vaccination status, reasons of vaccination, sources of information on vaccination, reasons for not vaccination, and other related factors. Results: The vaccination rate for pneumococcus among aged 65 or older was 56.2 percent, lower than 69.0 percent in the U.S. (2017), and 69.2 percent in the U.K. (2019). Among the factors related to the pneumococcal vaccination, the groups with the high vaccination rate were women, low age groups, residents of urban areas, people without a job, people with high education, medical insurance subscribers, married people, and people who have family members. In addition, the groups with high vaccination rates were those with high awareness, those who received recommendations from doctors, those who had vaccination records, those who believed in vaccination effects, and those who saw public service advertisements. Conclusions: In the future, it is necessary to develop alternatives to accurately manage vaccination records for adults who are not eligible for state support, and regular adult vaccination rates should be calculated so that they can be used as evidence for the country's infection control policy.

• Journal of the Korean Institute of Landscape Architecture
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• v.49 no.1
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• pp.42-53
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• 2021

Street trees improve the cityscape and air quality, reduce heat islands, and create wildlife habitats. Hence, they are essential parts of a city's green infrastructure. Therefore, several trees that are well adapted to the urban environment were planted. However, this caused the problem of simple trees being planted around the world. This study is to select more various street trees. To accomplish this, evaluation criteria and detailed indexes were created. The importance was indicated through the Analytic Hierarchy Process. For commercial roads, the priority of landscape characteristics is 0.2640, and among detailed indicators, the priority of shape is 0.1245. For work roads, the priority of landscape characteristics is 0.2496, and among detailed indicators, the priority of shape is 0.1177. For work roads, the priority of characteristics of civil service is 0.2250, and among detailed indicators, the priority of shape is 0.1177. For general roads, the priority of maintenance characteristics is 0.2479, and among detailed indicators, the priority of shape is 0.1062. For historical and cultural roads, the priority of regional characteristics is 0.3488, and among detailed indicators, the priority of regional characteristics is 0.1643. For ecological roads, the priority of ecosystem characteristics is 0.3488, and among detailed indicators, the priority of the diversity of species is 0.1643. For automotive-only roads, the priority of the ecosystem characteristics is 0.4639, and among detailed indicators, the priority of reducing emissions is 0.1643. This study will provide objective criteria for the selection of street trees.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.43 no.2
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• pp.219-230
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• 2023

Cities are continued to be highly advanced and metropolitanized. Lands adjacent to road make entry/exit connection increase along with construction of facilities for various purposes. However, in the absence of specific installation standards of entry and exit connection, inappropriate access location, types of access, and operation methods are deteriorating the level of traffic services at existing roads and intersections. Therefore, in order to minimize the traffic impact from entrances connected to minor arterial roads and colletor roads, first, this study re-established the waiting length in the intersection of upstream and downstream and length required for changing lanes and between entrance/exit and connection, considering the road and traffic environment in contact with the entrance. Second, it is suggested that the operation method depending on the connection type and whether to install left turn lane and acceleration and deceleration lane can be determined quantitatively by relation with the service level of nearby intersection after calculating the threshold amount of business site through negative social cost, which is the difference between the installation cost of the left turn lane and the acceleration and deceleration lane according to the type of access to the entrance and exit.