• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.6
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• pp.727-736
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• 2021

Road tunnel lengths are increasing. Some 1,300 tunnels with 1,102 km in length had been increased till 2019 from 2010. There are 64 tunnels over 3,000 m in length, with their total length adding up to 276.7 km. Safety facilities in the event of a tunnel fire are critical so as to prevent large-scale casualties. Standards for installing disaster prevention facilities are being proposed based on the guidelines of the Ministry of Land, Infrastructure and Transport, but they may be limited to deep underground tunnels. This study was undertaken to provide guidelines for the spacing of evacuation connection passages and the widths of evacuation connection doors. Evacuation with various spacing and widths was simulated in regards to evacuation time, which is the measure of safety, using the evacuation analysis simulation software EXODUS Ver.6.3 and the fire/smoke analysis software SMARTFIRE Ver.4.1. Evacuation connection gates with widths of 0.9 m and 1.2 m, and spacings of 150 m to 250 m, were set to every 20 m. In addition, longitudinal slopes of 6 % and 0 % were considered. It was determined to be safe when the evacuation completion time was shorter than the delay diffusion time. According to the simulation results, all occupants could complete evacuation before smoke spread regardless of the width of the evacuation connection door when the longitudinal slope was 6 % and the interval of evacuation connection passage was 150 m. When the evacuation connection passage spacing was 200 m and the evacuation connection gate width was 1.2 m, all occupants could evacuate when the longitudinal slope was 0 %. Due to difference in evacuation speed according to the longitudinal slope, the evacuation time with a 6 % slope was 114 seconds shorter (with the 190 m connection passage) than with a 0 % slope. A shorter spacing of evacuation connection passages may reduce the evacuation time, but this is difficult to implement in practice because of economic and structural limitations. If the width of the evacuation junction is 1.2 m, occupants could evacuate faster than with a 0.9 m width. When the width of a connection door is 1.2 m with appropriate connection passage spacing, it might provide a means to increase economic efficiency and resolve structural limitations while securing evacuation safety.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.527-536
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• 2022

The purpose of this study is to predict changing traffic environments and related economic effects by reflecting the changed KTDB and socio-economic indicators pertaining to Mulgeum station, a general railway stop, when it is confirmed as a KTX stop. To analyze the data of this study, socioeconomic indicators and the general status of transportation facility operations were investigated with reference to related statistical data, centered on the country overall and on Yangsan city in particular. In addition, we investigated and referenced the railroad facility construction plan and train operation plan, which are national high-level plans related to land development and transportation network construction. Currently, there are only ITX trains (4 times/day) and Mugunghwa trains (29 times/day) that stop at Mulgeum station in Yangsan, meaning that passengers cannot use KTX trains in the Yangsan area. In particular, the need for a KTX stop at Mulgeum station has been continuously raised because train users in the Yangsan area have inconvenient transportation in that they must travel 40 minutes to Ulsan station or 30 minutes to Gupo station to use the KTX. As a result of analyzing railroad transportation demand that will change in the future as the KTX stop at Mulgeum station is confirmed, the number of passengers boarding and arriving at Mulgeum station is predicted to be 1,674 passengers/day by 2025. In addition, the numbers of train passengers that are converted from Ulsan and Gupo stations due to the stop at Mulgeum station are predicted to be 594 passengers/day boarding and 562 passengers/day arriving by 2025. In the future, if Yangsan citizens use the KTX Mulgeum station, the access time to Mulgeum station can be shortened to 22 minutes from 65 minutes, and it is predicted that the inconvenience of transferring between railroads will be resolved, with the waiting time for transfers reduced by up to a maximum of 40 minutes. Therefore, the economic effect of creating a KTX stop at Mulgeum station was analyzed to be B/C=1.823 when general railroad operating costs are not taken into account and B/C=2.127 when general railroad operating costs are considered. In conclusion, when using KTX trains to visit the Seoul Metropolitan Area, it takes 2 hours and 43 minutes to use Mulgeum station without using Ulsan station or Gupo station, which is considered to be very effective for reducing travel times and improving the economic feasibility of this development; it is also expected that Yangsan city will be able to improve accessibility and mobility to the Seoul Metropolitan Area by breaking free from the disgrace of being a remote location given its link to KTX in the future.

• Journal of the Korean Institute of Landscape Architecture
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• v.50 no.5
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• pp.40-53
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• 2022

This study carried out to provide the methodology and basic status material of using Korean national statistics needed to find the actual state of the landscape architecture industry. The landscape architecture industry was classified into 'Design', 'Construction Management', 'construction', 'Maintenance & Management', 'Materials', 'Research', 'Education', and 'Administration' areas. In each field, business types were systemized and associated in accordance with Korean standard industrial classification and legislations pertinent to construction. Among them, the business types directly defined in the construction related legislations under the Ministry of Land, Infrastructure and Transport were focused on, and the establishment, association, integration, distribution, duplication, and omission of national statistics were analyzed. As a result, the business types of statistical analysis were selected. In order for commonality of statistical items and minimized error of interpretation, semantic analysis was conducted. Finally, the number of registered business types, the number of workers, and sales were selected. Based on them, the analysis framework applicable to fundamental analysis and evaluation of the actual state of the industry was proposed. Actual national statical data were applied for analysis and evaluation. In 2019, the number of registered business types related to the landscape architecture industry was 12,160, the number of workers by business type was 106,296, and the sales by business type were 8,308.5 billion KRW. The number of registered business types and the number of workers had been on the rise from 2017, whereas the sales had been on the decrease. It is required to come up with a plan for industrial development. This study was conducted with the national statistics established by multiple public institutions, so that there are limitations in securing consistency and reliability. Therefore, it is necessary to establish systematic and consistent national statistics in accordance with 「Landscaping Promotion Act」. In the future, it will planned to research application and development plans of national statistics according to subjects including park and green.

• Journal of Wetlands Research
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• v.25 no.2
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• pp.99-110
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• 2023

Non-point source (NP) pollutants in an agricultural landuse are discharged from a large area compared to those in other land uses, and thus effective source control measures are needed. To develop appropriate control measures, it is necessary to quantify discharge load of each source and evaluate the degree of water quality improvement by implementing different options of the control measures. This study used Hydrological Simulation Program-FORTRAN (HSPF) to quantify pollutant discharge loads from different sources and effects of different control measures on water quality improvements, thereby supporting decision making in developing appropirate pollutant control strategies. The study area is the Gyeseong river watershed in Changnyeong county, Gyeongsangnam-do, with agricultural areas occupying the largest proportion (26.13%) of the total area except for the forest area. The main pollutant sources include chemical and liquid fertilizers for agricultural activities, and manure produced from small scale livestock facilities and applied to agriculture lands or stacked near the facilities. Source loads of chemical fertilizers, liquid fertilizers and livestock manure of small scale livestock facilities, and point sources such as municipal wastewater treatment plants (WWTPs), community WWTPs, private sewage treament plants were considered in the HSPF model setup. Especially, NITR and PHOS modules were used to simulate detailed fate and transport processes including vegitation uptake, nutrient deposition, adsorption/desorption, and loss by deep percolation. The HSPF model was calibrated and validated based on the observed data from 2015 to 2020 at the outlet of the watershed. The calibrated model showed reasonably good performance in simulating the flow and water quality. Five Pollutants control scenarios were established from three sectors: agriculture pollution management (drainge outlet control, and replacement of controlled release fertilizers), livestock pollution management (liquid fertilizer reduction, and 'manure management of small scale livestock facilities) and private STP management. Each pollutant control measure was further divided into short-term, mid-term, and long-term scenarios based on the potential achievement period. The simulation results showed that the most effective control measure is the replacement of controlled release fertilizers followed by the drainge outlet control and the manure management of small scale livestock facilities. Furthermore, the simulation showed that application of all the control measures in the entire watershed can decrease the annual TN and TP loads at the outlet by 40.6% and 41.1%, respectively, and the annual average concentrations of TN and TP at the outlet by 35.1% and 29.2%, respectively. This study supports decision makers in priotizing different pollutant control measures based on their predicted performance on the water quality improvements in an agriculturally dominated watershed.

• Korean Journal of Construction Engineering and Management
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• v.24 no.6
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• pp.24-35
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• 2023

Recently, the Ministry of Land, Infrastructure and Transport presented the '6th Construction Technology Promotion Basic Plan' and 'Smart Construction Revitalization Plan (2022.7.20)'. Off-Site Construction (OSC), which involves construction and production of PC (Precast Concrete) and Modular, etc., has advantages in shortening the construction period, reducing costs, improving quality, reducing construction waste, and reducing safety accidents. However, the construction cost is high compared to the traditional RC construction method, which has hindered its utilization and spread. In this study, OSC utilization was improved. An economic analysis indicator and methodology that can support decision-making in the planning and design stages for multi-unit housing were proposed. The factors used in the economic analysis of OSC (based on the PC method) of apartment houses were reviewed. As for the indicators used in the cost and benefit section, 'Construction Period', 'Disaster Occurrence', 'Waste Generation', and 'Greenhouse gas Emission', which reflect the technical advantages of OSC, were derived. In addition, a scenario analysis was conducted based on actual apartment housing case data for the presented economic analysis indicators and benefit calculation standards. The level of benefit that offsets the difference between the existing RC construction method and the construction cost was reviewed. In future studies, it will be necessary to conduct additional case studies to apply the measurement criteria for detailed indicators and supplement the benefit indicators.

• The Korean Journal of Air & Space Law and Policy
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• v.32 no.2
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• pp.101-127
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• 2017

Even with the most advanced aviation technology benefits, aircraft accidents are constantly occurring while air passenger transportation volume is expected to double in the next 15 years. Since it is not possible to secure aviation safety only by the post aircraft accident safety action of accident investigations, it has been recognized and consensus has been formed that proactive and predictive prevention measures are necessary. In this sense, the aviation safety management system (SMS) was introduced in 2008 and has been carried out in earnest since 2011. SMS is a proactive and predictive aircraft accident preventive measure, which is a mechanism to eliminate the fundamental risk factors by approaching organizational factors beyond technological factors and human factors related to aviation safety. The methodology is to collect hazards in all the sites required for aircraft operations, to build a database, to analyze the risks, and through managing risks, to keep the risks acceptable or below. Therefore, the improper implementation of SMS indicates that the aircraft accident prevention is insufficient and it is to be directly connected with the aircraft accident. Reports of duty performance related hazards including their own errors are essential and most important in SMS. Under the policy of just culture for voluntary reporting, the guarantee of information providers' anonymity, non-punishment and non-blame should be basically secured, but to this end, under-reporting is stagnant due to lack of trust in their own organizations. It is necessary for the accountable executive(CEO) and senior management to take a leading role to foster the safety culture initiating from just culture with the safety consciousness, balancing between safety and profit for the organization. Though a Ministry of Land, Infrastructure and Transport's order, "Guidance on SMS Implementation" states the training required for the accountable executive(CEO) and senior management, it is not legally binding. Thus it is suggested that the SMS training completion certificates of accountable executive(CEO) and senior management be included in SMS approval application form that is legally required by "Korea Aviation Safety Program" in addition to other required documents such as a copy of SMS manual. Also, SMS related items are missing in the aircraft accident investigation, so that organizational factors in association with safety culture and risk management are not being investigated. This hinders from preventing future accidents, as the root cause cannot be identified. The Aircraft Accident Investigation Manuals issued by ICAO contain the SMS investigation wheres it is not included in the final report form of Annex 13 to the Convention on International Civil Aviation. In addition, the US National Transportation Safety Board(NTSB) that has been a substantial example of the aircraft accident investigation for the other accident investigation agencies worldwide does not appear to expand the scope of investigation activities further to SMS. For these reasons, it is believed that investigation agencies conducting their investigations under Annex 13 do not include SMS in the investigation items, and the aircraft accident investigators are hardly exposed to SMS investigation methods or techniques. In this respect, it is necessary to include the SMS investigation in the organization and management information of the final report format of Annex 13. In Korea as well, in the same manner, SMS item should be added to the final report format of the Operating Regulation of the Aircraft and Railway Accident Investigation Board. If such legal and institutional improvement methods are complemented, SMS will serve the purpose of aircraft accident prevention effectively and contribute to the improvement of aviation safety in the future.