• Journal of the Korean Institute of Landscape Architecture
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• v.39 no.4
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• pp.98-106
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• 2011

Establishing conservation programs to protect and maintain populations of endangered species are not only a global trend, but also a pursuit endorsed by the Korean Environmental Conservation Act. This study evaluates the feasibility of alternative habitat patches for the endangered butterfly Parnassius bremeri. A portion of habitat of P. bremeri is expected to be fragmented and damaged due to the scheduled construction of the Sangju-Yongduk Highway. A trans fer of the habitat patches of P. bremeri is also scheduled. In order to select an alternative habitat patch, the Mark-Release-Recapture (MRR) method was used to simulate a patch transfer model. The connectedness between habitat are as and the survival of local populations were evaluated for each candidate habitat. It was found that metapopulations with patch distances of <250m showed a 50% connectedness and survival rate in local populations. P. bremeri were expected to migrate at an average distance of 300m. In addition, P. bremeri formed a metapopulation that exhibited intimate patch dynamics that promoted persistence among these patches. Possible candidate habitats including those recommended by local governing bodies were evaluated along with habitats that may counter problems arising from the damage done to the original habitat and habitats that may have a compensatory value equal to that of the original habitat. Based on these criteria, Ansa-myeon township office was selected due to its high scores. This scoring was based on a consideration of a wide range of variables that mark a successful transfer of habitat. These include the amount of funding available, the governing bodies of the possible alternative habitat, and the Expected collaborative effort of local citizens. This decision was collaborated on by incorporating the expertise of various fields of study including biology, ecology, biogeography, ecological engineering, landscape architecture, and social sciences. Therefore, it is suggested that in order to evaluate an alternative habitat for organisms, many social issues as well as ecological issues must be considered.

• International Journal of Highway Engineering
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• v.7 no.4 s.26
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• pp.151-162
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• 2005

Variable Message Sign (VMS), which provides drivers with direct information about state of traffic congestion and for prevent an accident, is the most effective method among the methods of providing information in Advanced Transportation Management System. Currently establishment and the VMS which is operated foundation lets in Guidelines on the use of Variable message sign (a book of the VMS) of 1999 November the Ministry Construction & Transportation, these contents mean main viewpoint on physical part such as message special quality variable (font, character size and line space, word interval) and position mainly among standard about establishment in general. But, it is true that using without effect verification on the character of VMS display and that using mode of stationary-centered. In this paper, it executed significance test to effort verification on the character of VMS display for more practical and effective information transmission based on the driver viewpoint For the researches; develop 3D-Simulation, select characteristics of driver's visual cognition behavior (the conspicuity, the legibility and the comprehensibility), evaluation each issue (day or night, 80km/h or 100km/h). Especially, that used the Eye Marker Recorder to measure of reading-time (legibility) thus, confirmed objectivity and reduce an observational error. The results showed that the conspicuity is Flashing> Stationary>Scroll. The legibility is not deference that Flashing between stationary form. Also the comprehensibility result showed that Flashing> Stationary>Stroll form.

• Journal of Environmental Policy
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• v.11 no.3
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• pp.25-47
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• 2012

This research is to suggest an ecological management methods by classification of biotope type and its mapping for Tricholoma matsutake. The target area was construction site of the East Hongchun - Yangyang Highway (Yangyang section) where massive production of Tricholoma matsutakes is in place. Specifically, the 700 m long range of area around the road route, Yangyang section, which is over a total area of $19,79km^2$. The flow of this research was as follows: first studied were the characteristics of the Yangyang Tricholoma matsutakes; second, reviews on previous studies on Tricholoma matsutakes; third, the formulation of standards and processes of biotope type considering Tricholoma matsutake production; and fourth, mapping of biotope considering the production area of Tricholoma matsutake. In 24.77% of the region, slope angle measured $30{\sim}40^{\circ}C$, which is suitable for Tricholoma matsutake production. Also, 17.44% of the region had southward vegetation structures, and as for the Pinus densiflora; 26.00% had average receipts; the tree ages was $38{\pm}8.34$ years; and the average density of canopy layer was $9.55{\pm}4.89/100m^2$. The soil acidity (pH) values of 5.0 to 5.6(47.96%) > 5.6 to 7.0(42.90%) > 4.0 to 5.0(9.14%) were slightly high for Tricholoma matsutake growth; but 57.10% of the area had a soil pH of 4.0-5.6. The organic horizon (A0 layer) was $3.39{\pm}2.14cm$, and the mean depths were 4-6cm(78.03%) > 0-2cm(18.10%) > 2-4cm(3.87%). Based on the results of previous studies and field researches on the presence of vegetation (the pine dominance ratio), the topographic structure (the terrain characteristics and slopes), the receipt, the soil structure (the soil acidity and the organic layers interposed between the depths), and the vegetation density, six clusters based on the identified types of biotopes are produced in this paper. Area of distribution according to the type of biotope was Tricholoma matsutake of the potential-production (II) biotope (32.86%) > Tricholoma matsutake of the inadequate-production biotope (22.17%) > Tricholoma matsutake of the adequate (II)-production biotope (17.79%) > Tricholoma matsutake of the adequate (I)-production biotope (14.86%) > Tricholoma matsutake of the potential-production (I) biotope (9.77%) > Tricholoma matsutake of the produced biotope (2.55%).

• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.55-62
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• 2006

Transverse cracks in continuously reinforced concrete pavement (CRCP) occur at early ages due to temperature and moisture variations. The width and spacing of transverse cracks have a significant effect on pavement performance such as load transfer efficiency and punchout development. Also, crack widths in CRCP depend on 'zero-stress temperature,' which is defined as a temperature where initial concrete stresses become zero, as well as drying shrinkage of concrete. For good long-term performance of CRCP, transverse cracks need to be kept tight. To keep the crack widths tight throughout the pavement life, zero-stress temperature must be as low as practically possible. Thus, temperature control at early ages is a key component In ensuring good CRCP performance. In this study, concrete temperatures were predicted using PavePro, a concrete temperature prediction program, for a CRCP construction project, and those values were compared with actual measured temperatures obtained from field testing. The cracks were also surveyed for 12 days after concrete placement. Findings from this study can be summarized as follows. First, the actual maximum temperatures are greater than the predicted maximum temperature in the ranges of 0.2 to 4.5$^{\circ}C$. For accurate temperature predictions, hydration properties of cementitious materials such as activation energy and adiabatic constants, should be evaluated and accurate values be obtained for use as input values. Second, within 24 hours of concrete placement, temperatures of concrete placed in the morning are higher than those placed in the afternoon, and the maximum concrete temperature occurred in the concrete placed at noon. Finally, from the 12 days of condition survey, it was noted that the rate of crack occurrence in the morning placed section was 25 percent greater than that in the afternoon placed section. Based on these findings, it is concluded that maximum concrete temperature has a significant effect on crack development, and boner concrete temperature control is needed to ensure adequate CRCP performance.

• Journal of Korean Society of Transportation
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• v.33 no.4
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• pp.337-347
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• 2015

Since the application of roundabouts by 2010 have been started, more than 350 roundabouts were installed in Korea. Recently the types of constructed roundabouts become various, and the intersection conditions for installing roundabouts were also various. However, there were some difficulties to install roundabouts around school zone due to safety problems. In this study, appropriate distance from adjacent signal crosswalks to roundabouts were estimated for securing pedestrian safety and operation efficiency around school zone. With the analyses, the minimum distance standard was suggested to obtain operational effectiveness of roundabout according to traffic volume, traffic flow, pedestrian green time and secures pedestrian safety and convenience. In this paper, average delay of roundabout as various length of distances between an adjacent crosswalk and a roundabout as different pedestrian signal times, traffic volumes, traffic flow rates were analyzed. Through this study, it was found that about four times of delay in a roundabout was generated if there was adjacent signal crosswalk. However if there is enough distance between an adjacent crosswalk and a roundabout, the value of increasing delay on roundabouts with adjacent a signalized crosswalk can be considerably reduced. Critical value of the distance between a roundabout and a signal crosswalk in case of roundabouts within 200-500 vehicle/hour/lane entry traffic flow, 20-40% of left turn traffic, and over 15 seconds pedestrian green time was about 50 meters. In conclusion, if there is minimum 40 meter distance from roundabouts, adjacent signal crosswalks can be installed and operated for students' safety around school zone.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.103-116
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• 2008

In this study, in-situ testing method, Dynamic Cone Penetration Test(DCPT) was presented to establish a new compaction control criteria with using mechanical property like elastic modulus instead of unit weight for field compaction control. Soil chamber tests and in-situ tests were carried out to confirm DCPT tests can predict the designed elastic modulus after field compaction, and correlation analysis among the DCPT, CBR and resilient modulus of sub grade were performed. Also, DCPT test spacing criteria in the construction site was proposed from the literature review. In the result of laboratory tests, Livneh's equation was the best in correlation between PR of DCPT and CBR, George and Pradesh's equation was the best in the predicted resilient modulus. In the resilient modulus using FWD, Gudishala's equation estimates little larger than predicted resilient modulus and Chen's equation estimates little smaller. And KICT's equation estimates the modulus smaller than predicted resilient modulus. But using the results of laboratory resilient modulus tests considering the deviatoric and confining stress from the moving vehicle, the KICT's equation was the best. In the results of In-situ DCPT tests, the variation of PR can occur according to size distribution of penetrate points. So DCPT test spacing was proposed to reduce the difference of PR. Also it was shows that average PR was different according to subgrade materials although the subgrade was satisfied the degree of compaction. Especially large sized materials show smaller PR, and it is also found that field water contents have influence a lot of degree of compaction but a little on the average PR of the DCPT tests.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.1 no.1
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• pp.3-17
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• 1998

The purposes of this study is to investigate the possibility of planting trees at space land in the riverside. The space land is for the green space. Calculating the plantable space in the representation section and the flood flowing stability of the existing banks based on the hydrological and meteorological data of the Kap-Chon riverbasin located in Tae-jon, the following results are drawn. (1) The flood discharges in each flow section are $698.7m^3/s$ in section 1, $654.6m^3/s$ in section 2, and $1353.3m^3/s$ in section 3 during 100 years recurrence interval. Because the designed-flood discharges in those sections are $1719.9m^3/s$, $2119.7m^3/s$, and $1512.8m^3/s$ respectively, safety for flood flowing is sufficient in existing banks. (2) The possible clearance for planting trees is 1.80m in section 1, 3.90m in section 2, and 0.01m in section 3. Planting clearance is enough in section 1 and 2. However, planting should be planned after estimating a rise-height due to the bridge piers, because many piers under riverine-highway are now on the construction in section 2. The section 3 does not have sufficient clearance for planting trees, but the planting is possible after getting enough flow area with slope by cutting the terrace land on the river artificially heightened. (3) In case of planting a tree 70cm diameter in $1m^2$ in section 1, the water level increases by 0.60m. Planting a tree in a $48m^2$ area increases the water level by 0.90m. Considering that plantable clearance is 1.8m in section 1, it is sufficient to flow safely. But if the trees are planted so compactly from the upper stream, expected heavy resistance is expected due to caught materials on the trees. So, trees have to be planted widely in upper streams but compactedly in lower streams. (4) The river width without changing, Kap-Chon's flow channel can be snaked in accordance with the nature law the wide terrace land in the riverside. Decreased flow area due to planting trees will be compensated by the inclination of terrace land. And, it is theoretically proved that the flood discharge is safe even though the terrace land on the river is parked similar to the nature. Planting trees in the terrace land of the Kap-chon river to the extent that flood flowing is not adversely affected, we can get the enjoyable park to citizens not spending expensive cost. It also contributes to the recovery of ecosystem, which gives the natural beauty of river and shade to citizens and becomes good natural-educational places for children.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.1
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• pp.35-50
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• 2022

After the introduction of the central bus lane system, bus traffic was prioritized. This resulted in improved trust from bus users. However, the low capacity at the central bus stop reduces traffic speed and punctuality. In addition, physical constraints are inevitable because the construction of central bus lanes and bus stops considers the city's road geometry. Therefore, this study attempted to optimize the effective green time of the traffic signal system at the entrance and exit of the central bus stop to remedy its insufficient operational capacity. The Transit Capacity and Quality of Service Manual and Korea Highway Capacity Manual were used as the analysis methodologies. The number of stop areas for central bus stops to be built was determined by excluding variable physical factors, and field survey data collected from nine randomly selected central bus stops currently installed in Seoul were used. A scenario analysis was conducted on the central bus stops with insufficient capacity by adjusting the effective green time, and the capacity of the central bus stop was set as the dependent variable. According to the results, 26.7 percent of the central bus stops with insufficient capacity can solve the problem of insufficient capacity. Therefore, the results of this study can be verified by improving the operation level, and it can be effective even if the number of central bus stops calculated by engineering is not guaranteed during the planning stage of the central bus stop. As the number of central bus stops is expected to increase further as the number of central bus stops increases, it is necessary to improve the number of central bus stops. Therefore, it is hoped that the results presented in this study will be used as basic data for the improvement plan at the operational level before introducing the physical improvement plan.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.885-894
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• 2006

The purpose of this study is focused on the development of the effective classification technique using ultra multiband of hyperspectral image. This study suggests the classification technique using canonical correlation analysis, one of multivariate statistical analysis in hyperspectral image classification. High accuracy of classification result is expected for this classification technique as the number of bands increase. This technique is compared with Maximum Likelihood Classification(MLC). The hyperspectral image is the EO1-hyperion image acquired on September 2, 2001, and the number of bands for the experiment were chosen at 30, considering the band scope except the thermal band of Landsat TM. We chose the comparing base map as Ground Truth Data. We evaluate the accuracy by comparing this base map with the classification result image and performing overlay analysis visually. The result showed us that in MLC's case, it can't classify except water, and in case of water, it only classifies big lakes. But Canonical Correlation Classification (CCC) classifies the golf lawn exactly, and it classifies the highway line in the urban area well. In case of water, the ponds that are in golf ground area, the ponds in university, and pools are also classified well. As a result, although the training areas are selected without any trial and error, it was possible to get the exact classification result. Also, the ability to distinguish golf lawn from other vegetations in classification classes, and the ability to classify water was better than MLC technique. Conclusively, this CCC technique for hyperspectral image will be very useful for estimating harvest and detecting surface water. In advance, it will do an important role in the construction of GIS database using the spectral high resolution image, hyperspectral data.

• Magazine of the Korean Society of Agricultural Engineers
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• v.13 no.4
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• pp.2456-2470
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• 1971

Compaction of soil is very important for construction of soil structures such as highway fills, embankment of reservoir and seadike. With increasing compaction effort, the strength of soil, interor friction and Cohesion increas greatly while the reduction of permerbilityis evident. Factors which may influence compaction effort are moisture content, grain size, grain distribution and other physical properties as well as the variable method of compaction. The moisture content among these parameter is the most important thing. For making the maximum density to a given soil, the comparable optimum water content is required. If there is a slight change in water content when compared with optimum water content, the compaction ratio will decrease and the corresponding mechanical properties will change evidently. The results in this study of soil compaction with different water content are summarized as follows. 1) The maximum dry density increased and corresponding optimum moisture content decreased with increasing of coarse grain size and the compaction curve is steeper than increasing of fine grain size. 2) The maximum dry density is decreased with increasing of the optimum water content and a relationship both parameter becomes rdam-max=2.232-0.02785 $W_0$ But this relstionship will be change to $r_d=ae^{-bw}$ when comparable water content changes. 3) In case of most soils, a dry condition is better than wet condition to give a compactive effort, but the latter condition is only preferable when the liquid limit of soil exceeds 50 percent. 4) The compaction ratio of cohesive soil is greeter than cohesionless soil even the amount of coarse grain sizes are same. 5) The relationship between the maximum dry density and porosity is as rdmax=2,186-0.872e, but it changes to $r_d=ae^{be}$ when water content vary from optimum water content. 6) The void ratio is increased with increasing of optimum water content as n=15.85+1.075 w, but therelation becames $n=ae^{bw}$ if there is a variation in water content. 7) The increament of permeabilty is high when the soil is a high plasticity or coarse. 8) The coefficient of permeability of soil compacted in wet condition is lower than the soil compacted in dry condition. 9) Cohesive soil has higher permeability than cohesionless soil even the amount of coarse particles are same. 10) In generall, the soil which has high optimum water content has lower coefficient of permeability than low optimum water content. 11) The coefficient of permeability has a certain relations with density, gradation and void ratio and it increase with increasing of saturation degree.