• Journal of Korean Society on Water Environment
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• v.23 no.4
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• pp.474-481
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• 2007

With population growth, industrialization, and urbanization within the watershed, the hydrologic response changed dramatically, resulting in increases in peak flow with lesser time to peak and total runoff with shortened time of concentration. Infiltration is directly affected by initial soil moisture condition, which is a key element to determine runoff. Influence of the initial soil moisture condition on hydrograph analysis should be evaluated to assess land use change impacts on runoff and non-point source pollution characteristics. The Long-Term Hydrologic Impact Assessment (L-THIA) model has been widely used for the estimation of the direct runoff worldwide. The L-THIA model was applied to the Little Eagle Creek (LEC) watershed and Its estimated direct runoff values were compared with the BFLOW filtered direct runoff values by other researchers. The $R^2$ value Was 0.68 and the Nash-Sutcliffe coefficient value was 0.64. Also, the L-THIA estimates were compared with those separated using optimized $BFI_{max}$ value for the Eckhardt filter. The $R^2$ value and the Nash-Sutcliffe coefficient value were 0.66 and 0.63, respectively. Although these higher statistics could indicate that the L-THIA model is good in estimating the direct runoff reasonably well, the Antecedent Moisture Condition (AMC) was not adjusted in that study, which might be responsible for mismatches in peak flow between the L-THIA estimated and the measured peak values. In this study, the L-THIA model was run with AMC adjustment for direct runoff estimation. The $R^2$ value was 0.80 and the Nash-Sutcliffe coefficient value was 0.78 for the comparison of L-THIA simulated direct runoff with the filtered direct runoff. However there was 42.44% differences in the L-THIA estimated direct runoff and filtered direct runoff. This can be explained in that about 80% of the simulation period is classified as 'AMC I' condition, which caused lower CN values and lower direct runoff estimation. Thus, the coefficients of the equation to adjust CN II to CN I and CN III depending on AMC condition were modified to minimize adjustments impacts on runoff estimation. The $R^2$ and the Nash-Sutcliffe coefficient values increase, 0.80 and 0.80 respectively. The difference in the estimated and filtered direct runoff decreased from 42.44% to 7.99%. The results obtained in this study indicate the AMC needs to be considered for accurate direct runoff estimation using the L-THIA model. Also, more researches are needed for realistic adjustment of the AMC in the L-THIA model.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.436-440
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• 2008

Monorail is a type of LRT that a train, made with $2{\sim}4$ cars runs on single track. Monorail can be divided into two types - straddled type, running on track beam and suspended type, running suspended from track beam. After Wuppertal, world's first monorail in German, many monorails are currently operated in Australia, U.S.A, Japan etc. In macountry, it was decided to introduce monorail to 3rd line of Daegue. Daegue's 3rd line is public financial project and supported about 60% of total project cost by central government. The central government announced a standard for rubber-wheel type LRT and steel-wheel type LRT. It becomes a guide to local government willing to introduce this type of LRT. The standard for monorail hasn't announced yet although the necessity of research has grown. Korea Railroad Research Institute which has been asked to research by Ministry of Land Transport and Maritime Affairs has carried out research on standard of monorail considering domestic condition. The on-going research is described in this paper. We wish that it becomes national standard and a good guide for local government.

• The Journal of the Convergence on Culture Technology
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• v.8 no.5
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• pp.369-375
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• 2022

Due to the so-called COVID-19 pandemic, railway service management has also faced an unprecedented situation over the past. This study conducted a survey of customers using high-speed railways during the COVID-19 pandemic to explore the impact of infectious diseases on the railway service customer experience. As a result, customer satisfaction and loyalty increase as customers are more aware of the quarantine-related services provided by railway operators. The moderating role of customer's COVID-19 risk perception was examined as well because there are individual differences in the level of thinking dangerously about Covid-19. As a result, the perceived level of the service's quarantine-related services has a significant impact on customer satisfaction when the customer's risk perception of Covid-19 is at an appropriate level, but its impact is relatively weak when the customer's risk perception is significantly high. Eventually, only the complete extinction of COVID-19 risk will bring a complete recovery to the service industry. Nevertheless, during the epidemic period, it was confirmed that the main service characteristics are that the service operator thoroughly conducts quarantine activities and faithfully communicates with customers.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.6
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• pp.4335-4347
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• 2015

The objective of this study was to investigate $PM_{10}$ and $CO_2$ concentrations in the classrooms of 286 elementary schools in Suwon, Ansan, and Hwaseong in the province of Gyeonggi between August 2008 and December 2012. By gaining an understanding of the environmental factors that influence these concentrations, this study also aimed to establish a management plan for indoor air quality in schools, which substantially affects the health of elementary students. When the schools were classified by region, no statistically significant difference in $PM_{10}$ concentration was observed. However, $PM_{10}$ concentration was relatively high in industrial areas and low in rural areas. No difference in $CO_2$ concentration was observed among the surveyed cities. Analysis of annual $PM_{10}$ concentration showed that the highest values for Suwon and Hwaseong occurred in 2008 and 2009, respectively (p<0.01). In the case of Ansan, the highest concentration occurred during 2009, but the difference was not significant compared to the other years. Analysis of the annual $CO_2$ concentration of each city shows no significant difference among the cities (p-value=0.366,0.730,0.210). According to a time series analysis of $PM_{10}$ and $CO_2$ by season, from autumn 2008 to winter 2012, $PM_{10}$ concentration was high during 2009, then it gradually decreased until 2012, and started to increase again. While no difference in annual $CO_2$ concentration was observed, the concentration had a tendency to be higher in spring and winter than in summer. By analyzing the relationship between $PM_{10}$ and $CO_2$ and the environmental factors (years of construction, average students of classroom, temperature, and humidity), it showed a significant negative correlation was found between $CO_2$ and the environmental temperature and humidity, at -0.329 and -0.188, respectively (p<0.01).

• Journal of Nutrition and Health
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• v.24 no.3
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• pp.230-242
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• 1991

This research was conducted on the 10 take-out boxed-lunches commercially prepared in the department stores. chain stores. and the public railroad trains in Korea. Sampling was conducted from February 1990 to March 1990. Nutritive values and sodium contents of the 10 boxed-lunch samples are summarized as follows : 1) The average weight(percentage) of the cooked rice and the side dishes were 304.6g(49.4) and 312.4(506%), respectively. The weight of these samples were significantly heavier than that of Japanese style boxed-lunches. 2) The average number of the side dishes was 12. The average numbers of food items classified by the five food groups were 6.1 in protein food group, 0.3 in calcium food group. 6.0 in vitamin and mineral food group. 1.5 in carbohydrate food group, and 1.5 in oil and fat food group. 3) They contained on the average 840.7kcal of energy, 38.9g of protein, 22.7g of fat, 120.4g of carbohydrate. 300.8mg of calcium. 410.8mg of phosphours, 6.61 mg of iron. 219.8 R.E. of vitamin A, 0.46mg of thiamin, 0.67mg of riboflavin, 10.5mg of niacin, 27.5mg of ascorbic acid. Thus. except vitamin t the content of all the nutrients were higher than the value of 1/3 of the RDA for adults. 4) The high priced group(group 2) had more protein, calcuim. iron and niacin contents than the cheaper group(group 1). Probably, it's because the group 2 had more animal foods than the group 1. 5) The average energy content per unit price(100 won) was 37.3kcal and the average protein content per unit price(100 won) was 1.64g. Korena style boxed-lunches had higher energy and protein contents per unit price than Japanese style, and the group 1 higher than the group 2. 6) The average energy Proportions of Protein, carbohydrate. and fat were 18.3%, 57.4%, and 24.3%, respectively. These proportions are good enough. 7) Frequency of cooking methods for the side dishes were found in the decreasing order : pan-frying, frying, braising, seasoning, kimchi, grilling, pickling, stir-frying, steaming and fermenting. Generally simple cooking methods were used, thus the menus were lack or varieties. 8) Frequency of colors for the side dishes were found in the decreasing order : red, brown. yellow, green, black, white. Too much red pepper was used. 9) The average capacity of the containers for the staples and the side dishes were 468.1ml and 590.6ml, respectively. And the containers could not keep the food items well seperated. 10) The average contensts of sodium and salt were 2.287mg and 5.76g, in the range of 1, 398mg to 3, 489mg and 3.53g to 8.80g, respectively. These are much higher values than the recommended amount of salt.

• Journal of Korean Society of Transportation
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• v.21 no.4
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• pp.113-132
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• 2003

Using nonradial data envelopment analysis(DEA) under assumptions of strong disposability and variable returns scale, this paper annually estimates productive. technical and allocative efficiencies of three publicly-owned rail transit properties which are different in terms of organizational type: Seoul Subway Corporation(SSC, local public corporation), the Seoul Metropolitan Electrified Railways sector (SMESRS) of Korea National Railroad(the national railway operator controlled by the Ministry of Construction and Transportation(MOCT)), and Busan Urban Transit Authority (BUTA, the national authority controlled by MOCT). Using the estimation results of Tobit regression analysis. the paper next computes their true productive, true technical and true allocative efficiencies, which reflect only the impacts of internal factors such as production activity by removing the impacts of external factors such as an organizational type and a track utilization rate. And the paper also computes an organizational efficiency and annually gross efficiencies for each property. The paper then conceptualized that the property produces a single output(car-kilometers) using four inputs(labor, electricity, car & maintenance and track) and uses unbalanced panel data consisted of annual observations on SSC, SMESRS and BUTA. The results obtained from DEA show that, on an average, SSC is the most efficient property on the productive and allocative sides, while SMESRS is the most technically-efficient one. On the other hand. BUTA is the most efficient one on the truly-productive and allocative sides, while SMESRS on the truly-technical side. Another important result is that the differences in true efficiency estimates among the three properties are considerably smaller than those in efficiency estimates. Besides. the most cost-efficient organizational type appears to be a local public corporation represented by SSC, which is also the most grossly-efficient property. These results suggest that a measure to sort out the impacts of external factors on the efficiency of rail transit properties is required to assess fairly it, and that a measure to restructure (establish) an existing(a new) rail transit property into a local public corporation(or authority) is required to improve its cost efficiency.

• Journal of the Korean Society for information Management
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• v.38 no.3
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• pp.23-39
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• 2021

This study aims to explore research trends in Blockchain studies in South Korea using dynamic topic modeling and network analysis. To achieve this goal, we conducted the university & institute collaboration network analysis, the keyword co-occurrence network analysis, and times series topic analysis using dynamic topic modeling. Through the university & institute collaboration network analysis, we found major universities such as Soongsil University, Soonchunhyang University, Korea University, Korea Advanced Institute of Science and Technology (KAIST) and major institutes such as Ministry of National Defense, Korea Railroad Research Institute, Samil PricewaterhouseCoopers, Electronics and Telecommunications Research Institute that led collaborative research. Next, through the analysis of the keyword co-occurrence network, we found major research keywords including virtual assets (Cryptocurrency, Bitcoin, Ethereum, Virtual currency), blockchain technology (Distributed ledger, Distributed ledger technology), finance (Smart contract), and information security (Security, privacy, Personal information). Smart contracts showed the highest scores in all network centrality measures showing its importance in the field. Finally, through the time series topic analysis, we identified five major topics including blockchain technology, blockchain ecosystem, blockchain application 1 (trade, online voting, real estate), blockchain application 2 (food, tourism, distribution, media), and blockchain application 3 (economy, finance). Changes of topics were also investigated by exploring proportions of representative keywords for each topic. The study is the first of its kind to attempt to conduct university & institute collaboration networks analysis and dynamic topic modeling-based times series topic analysis for exploring research trends in Blockchain studies in South Korea. Our results can be used by government agencies, universities, and research institutes to develop effective strategies of promoting university & institutes collaboration and interdisciplinary research in the field.

• Journal of the Korea Concrete Institute
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• v.25 no.3
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• pp.321-329
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• 2013

Recently, the medium-low level radioactive waste from nuclear power plant must be transported from temporary storage to the final repository. Medium-low level radioactive waste, which is composed mainly of the liquid ion exchange resin, has been consolidated with cementitious material in the plastic or iron container. Since cementitious material is brittle, it would generate cracks by impact load during transportation, signifying leakage of radioactive ray. In order to design the safety transporting equipment, there is a need to check the compressive strength of the current waste. However, because it is impossible to measure strength by direct method due to leakage of radioactive ray, we will estimate the strength indirectly by the dynamic modulus of elasticity. Therefore, it must be identified the relationship between of strength and dynamic modulus of elasticity. According to the waste acceptance criteria, the compressive strength of cement based solid is defined as more than 3.44 MPa (500 psi). Compressive strength of the present solid is likely to be significantly higher than this baseline because of continuous hydration of cement during long period. On this background, we have tried to produce the specimens of the 28 day's compressive strength of 3 to 30 MPa having the same material composition as the solid product for the medium-low level radioactive waste, and analyze the relationship between the strength and the dynamic modulus of elasticity. By controling the addition rates of AE agent, we made the mixture containing the ion exchange resin and showing the target compressive strength (3~30 MPa). The dynamic modulus of elasticity of this mixtures is 4.1~10.2 GPa, about 20 GPa lower in the equivalent compressive strength level than that of ordinary concrete, and increasing the discrepancy according to increase strength. The compressive strength and the dynamic modulus of elasticity show the liner relationship.

• Korean Journal of Heritage: History & Science
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• v.52 no.1
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• pp.272-287
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• 2019

The Korean Demilitarized Zone (DMZ) was established in 1953 by the Korean War Armistice Agreement. It extends from the estuary of the Imjin River, in the west, to the coast of the East Sea. It is 4 km in width and 148 km in length. However, the ecosystems of the civilian control zone (CCZ) located between the southern border of the DMZ and the civilian control line (CCL) and the CCZ in the estuary of the Han River and the Yellow Sea are similar to those in the DMZ, and, therefore, the ecosystems of the DMZ and the CCZ are collectively known as the "ecosystems of the DMZ and its vicinities." The flora in the DMZ and its vicinities is composed of 1,864 species, which accounts for about 42% of all the vascular plant species on the Korean Peninsula and its affiliated islands. Conducting a detailed survey on the vegetation, flora, and fauna in the DMZ is almost impossible due to the presence of landmines and limitations on the time allowed to be spent in the DMZ. However, to assess the environmental impact of the Munsan-Gaesong railroad reconstruction project, it was possible to undertake a limited vegetation survey within the DMZ in 2001. The vegetation in Jangdan-myeon, in Paju City within the DMZ, was very simple. It was mostly secondary forests dominated by oaks such as Quercus mongolica, Q. acutissima, and Q. variabilis. The other half of the DMZ in Jangdan-myeon was occupied by grassland composed of tall grasses such as Miscanthus sinensis, M. sacchariflorus, and Phragmites japonica. Contrary to the expectation that the DMZ may be covered with pristine mature forests due to more than 60 years of no human interference, the vegetation in the DMZ was composed of simple secondary forests and grasslands formed on former rice paddies and agricultural fields. At present, the only legal protection system planned for the DMZ is the Natural Environment Conservation Act, which ensures that the DMZ would be managed as a nature reserve for only two years following Korean reunification. Therefore, firstly, the DMZ should be designated as a site of domestic legally protected areas such as nature reserve (natural monument), scenic site, national park, etc. In addition, we need to try to designate the DMZ as a UNESCO Biosphere Reserve or as a World Heritage site, or as a Ramsar international wetland for international cooperation. For nomination as a world heritage site, we can emphasize the ecological and landscape value of the wetlands converted from the former rice paddies and the secondary forests maintained by frequent fires initiated by military activities. If the two Koreas unexpectedly reunite without any measures in place for the protection of nature in the DMZ, the conditions prior to the Korean War, such as rice paddies and villages, will return. In order to maintain the current condition of the ecosystems in the DMZ, we have to discuss and prepare for measures including the retention of mines and barbed-wire fences, the construction of roads and railroads in the form of tunnels or bridges, and the maintenance of the current fire regime in the DMZ.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.6
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• pp.53-62
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• 2018

Follofwing the accelerating speed-up of trains and rising demand for large-volume transfer capacity, not only in Korea, but also around the world, track structures for trains have been improving consistently. Precast concrete slab track (PST), a concrete structure track, was developed as a system that can fulfil new safety and economic requirements for railroad traffic. The purpose of this study is to provide the information required for the development and design of the system in the future, by analyzing the behavior of each structural member of the PST system. The stress distribution result for different combinations of appropriate loads according to the KRL-2012 train load and KRC code was analyzed by conducting a three-dimensional finite element analysis, while the result for different thicknesses of the grouting layer is also presented. Among the structural members, the largest stress took place on the grouting layer. The stress changed sensitively following the thickness and the combination of loads. When compared with a case of applying only a vertical KRL-2012 load, the stress increased by 3.3 times and 14.1 times on a concrete panel and HSB, respectively, from the starting load and temperature load. When the thickness of the grouting layer increased from 20 mm to 80 mm, the stress generated on the concrete panel decreased by 4%, while the stress increased by 24% on the grouting layer. As for the cracking condition, tension cracking was caused locally on the grouting layer. Such a result indicates that more attention should be paid to the flexure and tension behavior from horizontal loads rather than from vertical loads when developing PST systems. In addition, the safety of each structural member must be ensured by maintaining the thickness of the grouting layer at 40 mm or more.