• Journal of Fisheries and Marine Sciences Education
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• v.10 no.1
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• pp.1-14
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• 1998

Transportation provides an infrastructure vital to economic growth, and it is also an integral part of production. As a port is regarded as the interface between the maritime transport and domestic transport sectors, it certainly play a key role in any economic development. Ship's delay caused by port congestion has recently has recently attracted attended with the analysis of overall operation in port. In order to analyse complicated port operation which contains large number of variable factors, queueing theory is needed to be adopted, which is applicable to a large scale transportation system in chiding ship's delay in Inchon port in relation to ship's delay problem. The overall findings are as follows ; 1. The stucture of queueing model in this port can be represented as a complex of multi-channel single-phase 2. Ship's arrival and service pattern were Poisson Input Erlangian Service. 3. The suitable formula to calculate the mean delay in this port, namely, $W_q={\frac{{\rho}}{{\lambda}(1-{\rho})}}{\frac{e{\small{N}}({\rho}{\cdot}N)}{D_{N-1}({\rho}{\cdot}N)}}$ Where, ${\lambda}$ : mean arrival rate ${\mu}$ : mean servicing rate N : number of servicing channel ${\rho}$ : utilization rate (l/Nm) $e{\small{N}}$ : the Poisson function $D_{(n-1)}$ : a function of the cumulative Poisson function 4. The utility rate is 95.0 percents in general piers, 75.39 percents in container piers, and watiting time 28.43 hours in general piers, 13.67 hours in container piers, and the length of queue is 6.17 ships in general piers, 0.93 ships in container piers, and the ship turnaround time is 107.03 hours in general piers, 51.93 hours in container piers.

• Interdisciplinary Bio Central
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• v.3 no.3
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• pp.10.1-10.8
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• 2011

Introduction: Hash functions are computer algorithms that protect information and secure transactions. In response to the NIST's "International Call for Hash Function", we developed a biological hash function using the computing capabilities of bacteria. We designed a DNA-based XOR logic gate that allows bacterial colonies arranged in a series on an agar plate to perform hash function calculations. Results and Discussion: In order to provide each colony with adequate time to process inputs and perform XOR logic, we designed and successfully demonstrated a system for time-delayed bacterial growth. Our system is based on the diffusion of ${\ss}$-lactamase, resulting in destruction of ampicillin. Our DNA-based XOR logic gate design is based on the op-position of two promoters. Our results showed that $P_{lux}$ and $P_{OmpC}$ functioned as expected individually, but $P_{lux}$ did not behave as expected in the XOR construct. Our data showed that, contrary to literature reports, the $P_{lux}$ promoter is bidirectional. In the absence of the 3OC6 inducer, the LuxR activator can bind to the $P_{lux}$ promoter and induce backwards transcription. Conclusion and Prospects: Our system of time delayed bacterial growth allows for the successive processing of a bacterial hash function, and is expected to have utility in other synthetic biology applications. While testing our DNA-based XOR logic gate, we uncovered a novel function of $P_{lux}$. In the absence of autoinducer 3OC6, LuxR binds to $P_{lux}$ and activates backwards transcription. This result advances basic research and has important implications for the widespread use of the $P_{lux}$ promoter.

• Transactions of the Korean Society of Automotive Engineers
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• v.8 no.6
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• pp.182-193
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• 2000

Several metrics have been used in crash discrimination algorithms in order to have timely air bag deployment during all frontal crash modes. However, it is still challengine to have timely air bag deployment especially during the oblique, the pole and the underride crash mode. Therefore, in this paper a new crash discrimination algorithm was proposed, using the absolute value of the deceleration change multiplied by the velocity change as a metric, and processing the metric as a function of the velocity change. The new algorithm was applied for all frontal crash modes of a minivan and a sports utility vehicle, and it resulted in timely air bag deployment for all frontal crash modes including the oblique, the pole and the underride crash mode. Moreover, it was proposed that an accelerometer be installed at each side of the rails, rockers or pillars to assess the crash severity of each side and to deploy the frontal air bags at different time especially during an asymmetric crash such as an oblique and an offset crash. As an example, the deceleration pulses measured at the left and right B-pillar·rocker locations were processed through the new algorithm, and faster time-to-fires were obtained for the air bag at the struck side for the air bag at the other side.

• Journal of the Korean Institute of Illuminating and Electrical Installation Engineers
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• v.25 no.11
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• pp.39-49
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• 2011

Smart Grid has two main objectives on both supply and demand aspects which are to distribute the renewable energy sources on supply side and to develop realtime price responses on demand side. Renewable energy does not consume fossil fuels, therefore it improves the eco-friendliness and saves the cost of power system operation at the same time. Demand response increases the flexibility of the power system by mitigating the fluctuation from renewable energies, and reduces the capacity investment cost by shedding the peak load to off-peak periods. Currently Smart Grid technologies mainly focus on energy monitoring and display services but it has been proved that enabling technologies can induce the higher demand responses through many pilot projects in USA. On this context, this paper provides a price responsive algorithm for HEMS (home energy management system) on the real time pricing environment. This paper identifies the demand response as a core function of HEMS and classifies the demand into 3 categories of fixed, transferable, and realtime responsive loads which are coordinated and operated for the utility maximization or cost minimization with the optimal usage combination of three kinds of demand.

• Journal of Korean Society of Transportation
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• v.26 no.1
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• pp.145-153
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• 2008

Existing shortest-path algorithms mainly consider a single attribute. But traveler actually chooses a route considering not single attribute but various attributes which are synthesized travel time, route length, personal preference, etc. Therefore, to search the optimal path, these attributes are considered synthetically. In this study route searching algorithm which selects the maximum utility route using discrete choice model has developed in order to consider various attributes. Six elements which affect route choice are chosen for the route choice model and parameters of the models are estimated using survey data. A multinomial logit models are developed to design the function of route choice model. As a result, the model which has route length, delay time, the number of turning as parameter is selected based on the significance test. We use existing shortest path algorithm, which can reflect urban transportation network such as u-turn or p-turn, and apply it to the real network.

• Journal of Navigation and Port Research
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• v.41 no.3
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• pp.93-102
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• 2017

When VTSOs (Vessel Traffic Service Operator) determine the degree of collision risk for two vessels, they consider comprehensive information about each vessel's course, speed, DCPA, TCPA, and encountering situation. In this study, we proposed a utility function based on the risk attitudes of VTSOs toward the Risk Index (RI). The RI was calculated using the risk of encounter, the risk of approach, and the risk of time for two vessels in order to predict each ship's collision risk from the VTS viewpoint. We obtained each coefficient of the RI and the risk attitude through a survey of collision risks among VTSOs of Korea. In order to verify whether the proposed utility is reasonable, we validated by applying the degree of collision risk to some historical cases of accidents in Busan port along with the Ship of ES value($ES_S$) of ES(Environmental Stress) model.

• Investigative Magnetic Resonance Imaging
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• v.20 no.4
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• pp.231-240
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• 2016

Purpose: To determine whether liver stiffness (LS) measured by magnetic resonance elastography (MRE) can predict the outcome of radiofrequency ablation (RFA) in hepatocellular carcinoma (HCC) patients. Materials and Methods: A total of 107 patients with Child-Pugh class A liver function who were treated with RFA for single HCC and who had undergone a gradient-echo MRE within 6 months before RFA were included. We evaluated the relationship between the LS values and the ablation volume, local tumor progression (LTP), and intrahepatic distant recurrence (IDR). We also constructed receiver operating characteristic (ROC) curves to examine the role of LS in predicting liver function deterioration, which was defined as an increase of Child-Pugh score by one point or more at 1 year after RFA. Results: There was no significant correlation between LS and ablation volume, and neither time to LTP nor IDR was associated with LS. Among the 66 patients who did not have recurrence 1 year after RFA, 5 patients (7.6%) developed liver function deterioration. A high LS value was significantly associated with development of liver function deterioration after RFA and the area under the ROC curve was 0.764 (95% CI 0.598-0.929, P = 0.003). Conclusion: LS measured by MRE could not predict ablation volume and tumor recurrence. However, high LS values were significantly associated with development of liver function deterioration.

• Journal of Korean Society of Transportation
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• v.29 no.6
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• pp.97-106
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• 2011

Mode choice model is an essential element for estimating- the demand of new means of transportation in the planning stage as well as in the establishment phase. In general, current demand analysis model developed for the mode choice analysis applies common parameters of utility function in each region which causes inaccuracy in forecasting mode choice behavior. Several critical problems from using common parameters are: a common parameter set can not reflect different distribution of coefficient for travel time and travel cost by different population. Consequently, the resulting model fails to accurately explain policy variables such as travel time and travel cost. In particular, the nonlinear logit model applied to aggregation data is vulnerable to the aggregation error. The purpose of this paper is to consider the regional characteristics by adopting the parameters fitted to each area, so as to reduce prediction errors and enhance accuracy of the resulting mode choice model. In order to estimate parameter of each area, this study used Household Travel Survey Data of Metropolitan Transportation Authority. For the verification of the model, the value of time by marginal rate of substitution is evaluated and statistical test for resulting coefficients is also carried out. In order to crosscheck the applicability and reliability of the model, changes in mode choice are analyzed when Seoul subway line 9 is newly opened and the results are compared with those from the existing model developed without considering the regional characteristics.

• International Journal of Railway
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• v.1 no.1
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• pp.12-19
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• 2008

Starting her business operation on January 5 2007, Taiwan High Speed Rail(THSR) shapes a new time-space frame for Taiwan western corridor, where more than 90% of national population lives around and more than 95% gross domestic product created from. Comparing with the four-hour traveling time by highway before 2007, THSR reduces the time required to one and half hours from Taipei to Kaohsiung. It will not only benefit the communication along the island from north to south, but also change the location advantages/disadvantages for all cities in these regions. Therefore, this paper establishes a spatial computable general equilibrium model(SCGE Model) to simulate the economic effect of High Speed Rail(HSR). This SCGE model divides Taiwan economy into fifteen geographic regions and thirteen industries. Each region has three sectors: household sector, transportation sector, and industries sector. Following the behavior function of economic theories, the general equilibrium can be achieved simultaneously. Thus, gross regional product (GRP), capital formation, employment income and welfare/utility level can be all observed by calculating the different economic result between cases with-/ without-HSR. Besides, this model presents the social welfare benefit from HSR operation, the polarization phenomenon among regions and within certain region, unbalance distribution of welfare along the HSR line, and industries development divergence among regions etc. These major findings should be useful for regional development policy making.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1896-1912
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• 2007

Starting her business operation on January 5 2007, Taiwan High Speed Rail (THSR) shapes a new time-space frame for Taiwan western corridor, where more than 90% of national population lives around and more than 95% gross domestic product created from. Comparing with the four-hour traveling time by highway before 2007, THSR reduces the time required to one and half hours from Taipei to Kaohsiung. It will not only benefit the communication along the island from north to south, but also change the location advantages/disadvantages for all cities in these regions. Therefore, this paper establishes a spatial computable general equilibrium model (SCGE Model) to simulate the economic effect of High Speed Rail (HSR). This SCGE model divides Taiwan economy into fifteen geographic regions and thirteen industries. Each region has three sectors: household sector, transportation sector, and industries sector. Following the behavior function of economic theories, the general equilibrium can be achieved simultaneously. Thus, gross regional product (GRP), capital formation, employment income and welfare/utility level can be all observed by calculating the different economic result between cases with-/ without-HSR. Besides, this model presents the social welfare benefit from HSR operation, the polarization phenomenon among regions and within certain region, unbalance distribution of welfare along the HSR line, and industries development divergence among regions etc. These major findings should be useful for regional development policy making.