• Journal of the Institute of Electronics Engineers of Korea SC
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• v.39 no.5
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• pp.18-25
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• 2002

In this paper, a novel computational approach for the stability analysis of the linguistic fuzzy system is proposed. The suggested analysis method is easily implemented by the recently spotlighted convex optimization techniques called Linear Matrix Inequalities (LMI). Compared with the previous works, the new method proposed herein is more relaxed and is applicable to not only the stabilization problem but also to the set-point regulation problem. Finally, the applicability of the suggested methodology is highlighted via computer simulations.

• Journal of Cadastre & Land InformatiX
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• v.46 no.2
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• pp.313-323
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• 2016

Recently, "Cadastral Confirmation Surveying" has been established to promote efficiently and systematically its work. To do so, it is necessary that cadastral control point should be set up and transverse grid coordinates should be determined for high accuracy and boundary restoration based on the cadastral control point. This study expects the potentially institutional problem of detail surveying and the limitation of Network-Real Time Kinematic, introduced to measure the cadastral control point first in the issued regulation, and thus presents the improvement and the management of the block boundary of larger parcel as solutions. This can be applied promptly, when the location difference of ground and border, registered in cadastral record for quake and others, occurs. Thus, the public confidence of cadastral record may become higher and relevant social costs get reduced by the advanced prevention effect of boundary dispute, which represents much to the management of cadastral institution. Provided cadastral confirmation surveying is implemented with the management of the block boundary of larger parcel, proposed in this study.

• Journal of the Korean Association of Geographic Information Studies
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• v.16 no.2
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• pp.129-140
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• 2013

This study reviewed different results according to the selection of viewpoints and considerations of the neighborhood in the analysis of view to regulate the height of buildings. To do this, 4 cases were set according to the analytical methodology and a GIS simulation was performed. Characteristics of each methodology were compared and analyzed by simulated values with ANOVA(analysis of variance) and post-hoc analysis. First, the method using moving viewpoints was found to be appropriate for the regulation of building height as it could reflect basic characteristics of landscape which was sequential and it did not show big difference in analysis result according to situational setting. Second, the method using grid viewpoints showed a problem that viewpoints at left and right sides viewed ridges of other mountains than the background mountains of the target land. Additionally, the simulation method that induces three-dimensional cross-sections between multiple sight-surface and virtual construction points created at viewpoints used in this study was found to be useful in the simulation review with various settings as it induced the marginal height of the spot quantitatively.

• The Korean Journal of Air & Space Law and Policy
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• v.4
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• pp.7-35
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• 1992

The expansion of air transport on a global scale with ever increasing traffic densities has brought about problems that must be solved through new multilateral mechanisms. Looking to the immediate future, air transport will require new forms of international cooperation in technical and economic areas. Air transport by its very nature should have been a counterforce to nationalism. Yet, the regulatory system in civil aviation is still as firmly rooted in the principle of national sovereignty as when it was first proclaimed at t-11e Paris Convention of 1919 and reaffirmed in the Chicago Convention. Sovereignty over the airspace has remained the cornerstone of relations between states in all respects of air transport. The importance of sovereignty over air space embodied in article 1 of the Chicago Conrenton also is responsible for restricting the authority of ICAO as an intergovernmental regulatory agency. The Orgenization, for all its extensive efforts, has only limited authority. ICAO sets standards but cannot enforce them; it devises solutions but cannot impose them. To implement its rules ICAO most rely not so much on legal requirements as on the goodwill of states. It has been forty-eight years since international community set the foundations of the international system in civil aviation action. Profound political, economic and technological changes have taken place in air transport. The Chicago Convention is living proof that staes can work together to make air transport a safe mode of travel. The law governing international civil auiation is principally based on international treaties and on other regulation agreed to by governments, for the most part through the mechanism of ICAO. The role of ICAO international standards and recommended practices and procedures dealing with a broad range of technical matters could hardly be overestimated. The organization's ability to develop these standards and procedures, to adapt them continuously to the rapid sate of change and development of air transport, should be particularly stressed. The role of ICAO in the area of the development of multilateral conventions on international air law has been successful but to a certain degree. From the modest starting-point of the Tokyo Convention, we have seen more adequate international instruments prepared within the scope of ICAO activities, adopted: the Hague Convention of 1970 for the suppression of Unlawful Seizure of Aircraft and the Montreal Convention of 1971 for the Suppression of Unlawful Acts against the Safety of Civil Aviation. The work of ICAO in the new domain of international law conventions concerning what has been loosely termed above as the criminal problems connected with international air transport, in particular the problem of armed aggression against aircraft, should be positively appreciated. But ICAO records in the domain of developing a uniform legal system of international carriage by air are rather disappointing. The problem of maintaining and developing the uniformity of this regulation exceeds the scope of interest and competence of governmental transport agencies. The expectations of mankind linked to it are too great to give up trying to restore the uniform legal system of international air carriage that would create proper conditions for its further growth. It appears that ICAO has, at present, a good opportunity for doing this. The hasty preparation of ICAO draft conventions should be definitely excluded. Every Preliminary draft convention ought to be sent to Governments of all member-States for consideration, So that they could in form ICAO in due time of their observation. The problom of harmonizing a uniform law of international air carriage with that of other branches of international transport should demand more and more of its attention. ICAO cooperation with other international arganization, especially these working in the field of international transport, should be strengthened. ICAO is supposed to act as a link and a mediator among, at times the conflicting interests of member States, serving the happiness and peace of all of the world. The transformation of the contemporary world of developing international relations, stimulated by steadily growing international cooperation in its various dimensions, political, economic, scientific, technological, social and cultural, continuously confronts ICAO with new task.