• Journal of the Korean earth science society
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• v.36 no.2
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• pp.139-157
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• 2015

We investigated the relative errors of satellite-observed Surface Skin Temperature (SST) data caused by sea ice in the northern hemispheric ocean ($30-90^{\circ}N$) during April 16-24, 2003-2014 by intercomparing MODerate Resolution Imaging Spectroradiometer (MODIS) Ice Surface Temperature (IST) data with two types of Atmospheric Infrared Sounder (AIRS) SST data including one with the AIRS/Advanced Microwave Sounding Unit-A (AMSU) and the other with 'AIRS only'. The MODIS temperatures, compared to the AIRS/AMSU, were systematically up to ~1.6 K high near the sea ice boundaries but up to ~2 K low in the sea ice regions. The main reason of the difference of skin temperatures is that the MODIS algorithm used infrared channels for the sea ice detection (i.e., surface classification), while microwave channels were additionally utilized in the AIRS/AMSU. The 'AIRS only' algorithm has been developed from NASA's Goddard Space Flight Center (NASA/GSFC) to prepare for the degradation of AMSU-A by revising part of the AIRS/AMSU algorithm. The SST of 'AIRS only' compared to AIRS/AMSU showed a bias of 0.13 K with RMSE of 0.55 K over the $30-90^{\circ}N$ region. The difference between AIRS/AMSU and 'AIRS only' was larger over the sea ice boundary than in other regions because the 'AIRS only' algorithm utilized the GCM temperature product (NOAA Global Forecast System) over seasonally-varying frozen oceans instead of the AMSU microwave data. Three kinds of the skin temperatures consistently showed significant warming trends ($0.23-0.28Kyr^{-1}$) in the latitude band of $70-80^{\circ}N$. The systematic disagreement among the skin temperatures could affect the discrepancies of their trends in the same direction of either warming or cooling.

• Archives of design research
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• v.18 no.2 s.60
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• pp.155-164
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• 2005

Home-service robots need to have sufficient spatial information about the surroundings for interacting with human intelligently and performing services efficiently. It is very important to investigate the efficient interaction style that supports map building task through human-robot collaboration. We first analyzed map building task with a cleaning robot and drew 4 design factors and tentative solutions, including map building procedure (task-preferred procedure/space- preferred procedure), LCD display installation (robot/robot+remote control), navigation method (push type/pull type), feedback modality(GUI/GUI+TTS). The design factors and tentative solutions were defined as independent variables and levels. This research investigated how those variables affect to the human task performance and behavior in map building tast. 8 kinds of experiment prototypes were built and usability test among 16 house wives was conducted for acquiring empirical data. As the experiment result, in terms of map building procedure, space-preferred procedure indicated better task performance than task-proffered procedure as we expected. For the LCD display installation factor, remote control with LCD display indicated higher task performance and subjective satisfaction. In robot navigation method, it was very difficult to find a significant difference between push type and pull type which contrary to our expectation. In fact, push type indicated higher subjective satisfaction. Also in feedback modality, we have acquired negative feedback an additional TTS operation guidance. It seems that robot's autonomy before achieving spatial information is rudiment condition which means users are just interacting with a mobile appliance. Thus they prefer remote-control-based interaction style in robot map building process as they used in traditional appliance control.

• Journal of Korean Tunnelling and Underground Space Association
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• v.20 no.5
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• pp.855-867
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• 2018

When a weak zone exists ahead of tunnel face, the stress in the adjacent area would increase due to the longitudinal arching effect and the stability of the tunnel is affected. Therefore, it is critical to prepare a countermeasure through the investigation of the frontal weakness zone of the excavated face. Although there are several researches to predict the existence of weak zone ahead of tunnel face, such as geophysical exploration, numerical analysis and tunnel support, lack of studies on the relaxation zone depending on the width or distance from the vulnerable area. In this study, the impact of the weak zone on the formation of the relaxation zone was investigated. For this purpose, a series of laboratory test were carried out varying the width of the weak zone and the separation distance between tunnel face and weak zone. In the model test, sand with a water content of 3.8% was used to form a model ground. The model weak zone was constructed with dry sand curtains. The tunnel face was adjusted to allow a sequential excavation of upper and lower half part. load cells were installed on the bottom of the foundation and the tunnel face and measuring instruments for displacement were installed on the surface of the model ground to measure the vertical stress and surface displacements due to tunnel excavation respectively. The test results show that the width of weak zone did not affect the ground settlement while the ground subsidence drastically increased within 0.25D. The vertical stress and horizontal stress increased from 0.5D or less. In addition, the longitudinal arching effect is likely within the 1.0D zone ahead of the tunnel face, which may reduce the vertical stress in the ground following tunneling direction.

• The Korean Journal of Air & Space Law and Policy
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• v.30 no.2
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• pp.311-336
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• 2015

This article surveys the current international law with respect to RPAS from both the public air law and private air law perspectives. It then reviews current and proposed Australian domestic RPAS regulation while emphasizing the peculiar risks in operation of RPAS; and how they affect concepts of liability, safety and privacy. While RPAS operations still constitute only a small portion of total operations within commercial aviation, international pilotless flight for commercial air transport remains a future reality. As the industry is developing so quickly the earlier the pursuit of the right policy solutions begins, the better the law will be able to cope with the technological realities when the inevitable risks manifest in accidents. The paper acknowledges that a domestic or regional approach to RPAS, typified by the legislative success of the Australian experience, is and continues to be the principal measure to deal with RPAS issues globally. Furthermore, safety remains the foremost factor in present and revised Australian RPAS regulation. This has an analogue to the international situation. Creating safety-related rules is imperative and must precede the creation or adoption of liability rules because the former mitigates the risk of accidents which trigger the application of the latter. The flipside of a lack of binding airworthiness standards for RPAS operators is potentially a strong argument that the liability regime (and particularly strict liability of operators) is unfair and unsuited to pilotless flight. The potential solutions the authors raise include the need for revised ICAO guidance and, in particular, SARPs with respect to RPAS air safety, airworthiness, and potentially liability issues for participants/passengers, and those on the ground. Such guidance could then be adapted swiftly for appropriate incorporation into domestic laws bypassing the need for or administrative burden and time it would take to activate the treaty process to deal with an arm of aviation that states know all too well is in need of safety regulation and monitoring.

• The Korean Journal of Air & Space Law and Policy
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• v.26 no.2
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• pp.149-179
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• 2011

Statistics of aviation accident in Korea show that safety level of training flights is high. However, more than 80% of aviation accidents happen owing to human factors. And because most reasons of them are concerned with pilot error, it is very important for student pilots who will transport a lot of passengers to develop the knowledge of safety and abilities of risk management for preventing accidents. In this study, in order to investigate the Human Factors which affect safety in training student pilots for flight, verified the correlationbetween experiences of accident, the differences according to the experience level of training flight and the differences between college student pilots and ordinary student pilots on the basis of human factors that composes the SHELL models. For the study, Using SPSS 17.0, conducted Correlation Analysis, Analysis of Variance(ANOVA) and t-test. To sum up the result of this study, student pilot's ability and equipment in the cockpit are the important factors for safety when pilots are training flight. Also the analysis of the differences between human factors according to the characters of student pilots' groups shows that college student pilots are affected by immanent factors and organizational cultures. So far, there haven't been any accidents which is related with human casualties when training at the ATO(Approved Training Organization). But accidents can occur at any time and anywhere. Especially the human factors which comprises most of aviation accident have a wide reach and are impossible to be eliminated, therefore, it is best to minimize them. Because ATO is the starting point to lead the aviation industry of Korea, we will have to be aware of problems and improve education/training of human factors.

• The Journal of Korean Academy of Prosthodontics
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• v.48 no.1
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• pp.69-74
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• 2010

Purpose: The purpose of this study was to analyze the influence of palatal height on Korean vowels and speech intelligibility in Korean adults and to produce baseline data for future prosthodontic treatment. Material and methods: Forty one healthy Korean men and women who had no problem in pronunciation, hearing, and communication and had no history of airway disease participated in this study. Subjects were classified into H, M, and L groups after clinical determination of palatal height with study casts. Seven Korean vowels were used as sample vowels and subjects'clear speech sounds were recorded using Multispeech software program on computer. The F1 and the F2 of 3 groups were produced and they were compared. In addition, the vowel working spaces of 3 groups by /a/, /i/, and /u/ corner vowels were obtained and their areas were compared. Kruskal-Wallis test and Mann-Whiteny U test were used as statistical methods and P < .05 was considered statistically significant. Results: There were no significant differences in formant frequencies among 3 groups except for the F2 formant frequency between H and L group (P = .003). In the analysis of vowel working space areas of 3 groups, the vowel working spaces of 3 groups were similar in shape and no significant differences of their areas were found. Conclusion: The palatal height did not affect vowel frequencies in most of the vowels and speech intelligibility. The dynamics of tongue activity seems to compensate the morphological difference.

• The Korean Journal of Air & Space Law and Policy
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• v.21 no.1
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• pp.135-167
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• 2006

Air service agreements between EU Member States and third countries concluded by Sweden, Finland, Belgium, Luxembourg, Austria, the Netherlands, Denmark and the United Kingdom after the Second World War infringe EU law. They authorize the third countries to withdraw, suspend or limit the traffic rights of air carriers designated by the signatory States. According to the Court of Justice of the European Communities (CJEC), these agreements infringe EU law in two respects. On the one hand, the presence of nationality clauses infringes the right of European airlines to non-discriminatory market access to routes between all Member States and third countries. On the other hand, only the EU has the authority to sign up to this type of commitment where agreements affect the exercise of EU competence, i.e. involve an area covered by EU legislation. The Court held that since the third countries have the right to refuse a carrier, these agreements therefore constitute an obstacle to the freedom of establishment and freedom to provide services, as the opening of European skies to third countries' companies is not reciprocal for all EU airlines. In the conclusion, in order to reconstruct these public international air law, The new negotiations between EU member states and third countries, especially the US, must be designed to ensure an adequate set of principles, so that Member States, in their bilateral relations with third countries in the area of air service, should consider following three models. The 1st, to develop a new model of public international air law such as a new Bermuda III. The 2nd, to reconstruct new freedoms of the air, for example, the 7th, 8th, and 9th freedoms. The 3rd, to explore new approaching models, such as complex system theory explored in the recent social sciences, to make access world-wide global problems instead of bilateral problems between EU member states and United States. The example will show any lessons to air talks between European Union and ROK.

• Journal of Intelligence and Information Systems
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• v.27 no.3
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• pp.113-137
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• 2021

According to the clear potential of mobile banking growth, many studies related to this are being conducted, but in Korea, it is concentrated on the analysis of technical factors or consumers' intentions, behaviors, and satisfaction. In addition, even though it has a strong customer base of 20s, there are few studies that have been conducted specifically for this customer group. In order for mobile banking to take a leap forward, a strategy to secure various perspectives is needed not only through research on itself but also through research on external factors affecting mobile banking. Therefore, this study analyzes impulsiveness, credit card use, and SNS addiction among various external factors that can significantly affect mobile banking in their 20s. This study examines whether the relationship between impulsiveness and mobile banking usage depends on whether or not a credit card is used, and checks whether a customer's impulsiveness is possible by examining whether a credit card is used. Based on this, it is possible to establish new standards for classification of marketing target groups of mobile banking. After finding out the static or unsuitable relationship between whether to use a credit card and impulsiveness, we want to indirectly predict the customer's impulsiveness through whether to use a credit card or not to use a credit card. It also verifies the mediating effect of SNS addiction in the relationship between impulsiveness and mobile banking usage. For this analysis, the collected data were conducted according to research problems using the SPSS Statistics 25 program. The findings are as follows. First, positive urgency has been shown to have a significant static effect on mobile banking usage. Second, whether to use credit cards has shown moderating effects in the relationship between fraudulent urgency and mobile banking usage. Third, it has been shown that all subfactors of impulsiveness have significant static relationships with subfactors of SNS addiction. Fourth, it has been confirmed that the relationship between positive urgency, SNS addiction, and mobile banking usage has total effect and direct effect. The first result means that mobile banking usage may be high if positive urgency is measured relatively high, even if the multi-dimensional impulsiveness scale is low. The second result indicates that mobile banking usage rates were not affected by the independent variable, negative urgency, but were found to have a significant static relationship with negative urgency when using credit cards. The third result means that SNS is likely to become addictive if lack of premeditation or lack of perseverance is high because it provides instant enjoyment and satisfaction as a mobile-based service. This also means that SNS can be used as an avoidance space for those with negative urgency, and as an emotional expression space for those with high positive urgency.

• Journal of the Korean Institute of Landscape Architecture
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• v.51 no.1
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• pp.56-71
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• 2023

Citizens' needs for urban green spaces are on the rise due to improved quality of life and increased interest in environments. The garden is noteworthy because it is small in size, making it less controversial to create in the city, and it is adjacent to the residential area, improving citizens' daily environment. Moreover, recently gardens is attracting attention as a tool for urban regeneration, such as being created in declining areas as part of a government project. Therefore, it is time to study the role and value of urban gardens in deteriorated areas in terms of space welfare. However, there are few studies that quantitatively evaluate the effects of gardens, and many prior studies are limited to focusing the green space larger than a certain size (e.g., parks and forests). Therefore, the aim of this study is to examine the effect of garden and gardening quantitatively, paying attention to social aspects such as life satisfaction and community of inhabitants. The study was conducted in an old row housing complex in Gojan1-dong, Ansan-si, Gyeonggi-do. In there, some of the dwellers voluntarily created outdoor gardens and engaged in gardening for a long time. In addition, after the 2017 Gyeonggi-do Garden Fair, several gardens have been maintained and used by residents there. For the first step, the field trip was done to research the status of the garden in the area, and then, a survey was conducted on whether or not gardening has an impact on the life satisfaction and community of residents. The results were analyzed by t-test and ANOVA. As a result, residents who are engaged in gardening are more active in the "neighborhood exchange" and "resident participation" than those who are not engaged in gardening. In addition, if residents voluntarily create a garden, the level of "satisfaction of life" is higher than those staying in the garden which is constructed by the government. And a resident who is gardening in the complex shows higher life satisfaction than those who garden outside of the complex. These results confirmed that the garden has positive effects promoting "exchanges with neighbors", "participation in the community", and "life satisfaction" of residents. It shows that it is important to ensure the right of residents to participate in the garden-making process as much as possible, and the garden's location should be paid attention to maximize the positive effect of gardens.

• Land and Housing Review
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• v.14 no.4
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• pp.77-93
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• 2023

The COVID-19 pandemic has brought about significant social changes through government prevention and control measures, changes in people's risk perceptions, and lifestyle changes. In response, urban inhabitants changed their behaviors significantly, including their preferences for transportation modes and urban spaces in response to government quarantine policies and concerns over the potential risk of infection in urban spaces. These changes may have long-lasting effects on urban spaces beyond the COVID-19 pandemic or they may evolve and develop new forms. Therefore, this study aims to explore the potential for urban spaces to adapt to the present and future pandemics by examining changes in urban residents' preferences in travel modes and urban space use due to the COVID-19 pandemic. This study found that overall preferences for travel modes and urban spaces significantly differ between the pre-pandemic, pandemic, and post-pandemic periods. During the pandemic, preferences for travel modes and urban spaces has decreased, except for privately owned vehicles and green spaces, which are perceived to be safe from transmission, show more favorable than others. Post-pandemic preferences for travel modes and urban spaces are less favorable than pre-pandemic with urban spaces being five times less favorable than transportation. Although green spaces and medical facilities that were positively perceived during the pandemic are expected to return to the pre-pandemic preference level, other factors of urban spaces are facing a new-normal. The findings suggest that the COVID-19 pandemic has had a significant impact on urban residents' preferences for travel modes and urban space use. Understanding these changes is crucial for developing strategies to adapt to present and future pandemics and improve urban resilience.