• Korean Journal of Construction Engineering and Management
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• v.24 no.3
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• pp.12-19
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• 2023

In the case of the construction industry, the relationship between process and cost should be appropriately distributed so that the finished product can be delivered at the minimum fee within the construction period. At that time, it should be considered the size of the bridge, the construction method, the environment and production capacity of the factory, and the transport distance. However, due to various reasons that occur during the construction period, problems such as construction delay, construction cost increase, and quality and reliability degradation occur. Therefore, a systematic and scientific construction technique and process management technology are needed to break away from the conventional method. The prefab(Pre-Fabrication) is a representative OSC (Off-Site Construction) method manufactured in a factory and constructed onsite. This study develops a resource and process plan optimization system for the process management of the Nodular girder, a prefab bridge girder. A simulation algorithm develops to automatically test various variables in the personnel equipment mobilization plan to derive the optimal value. And, the algorithm was applied to the Paju-Pocheon Expressway Construction (Section 3) Dohwa 4 Bridge under construction, and the results compare. Based on construction work standard product calculation, actual input manpower, equipment type, and quantity were applied to the Activity Card, and the amount of work by quantity counting, resource planning, and resource requirements was reflected. In the future, we plan to improve the accuracy of the program by applying forecasting techniques including various field data.

• Korean Journal of Exercise Nutrition
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• v.16 no.2
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• pp.65-71
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• 2012

Oxygen is the final acceptor of electron transport from fat and carbohydrate oxidation, which is the rate-limiting factor for cellular ATP production. Under altitude hypoxia condition, energy reliance on anaerobic glycolysis increases to compensate for the shortfall caused by reduced fatty acid oxidation [1]. Therefore, training at altitude is expected to strongly influence the human metabolic system, and has the potential to be designed as a non-pharmacological or recreational intervention regimen for correcting diabetes or related metabolic problems. However, most people cannot accommodate high altitude exposure above 4500 M due to acute mountain sickness (AMS) and insulin resistance corresponding to a increased levels of the stress hormones cortisol and catecholamine [2]. Thus, less stringent conditions were evaluated to determine whether glucose tolerance and insulin sensitivity could be improved by moderate altitude exposure (below 4000 M). In 2003, we and another group in Austria reported that short-term moderate altitude exposure plus endurance-related physical activity significantly improves glucose tolerance (not fasting glucose) in humans [3,4], which is associated with the improvement in the whole-body insulin sensitivity [5]. With daily hiking at an altitude of approximately 4000 M, glucose tolerance can still be improved but fasting glucose was slightly elevated. Individuals vary widely in their response to altitude challenge. In particular, the improvement in glucose tolerance and insulin sensitivity by prolonged altitude hiking activity is not apparent in those individuals with low baseline DHEA-S concentration [6]. In addition, hematopoietic adaptation against altitude hypoxia can also be impaired in individuals with low DHEA-S. In short-lived mammals like rodents, the DHEA-S level is barely detectable since their adrenal cortex does not appear to produce this steroid [7]. In this model, exercise training recovery under prolonged hypoxia exposure (14-15% oxygen, 8 h per day for 6 weeks) can still improve insulin sensitivity, secondary to an effective suppression of adiposity [8]. Genetically obese rats exhibit hyperinsulinemia (sign of insulin resistance) with up-regulated baseline levels of AMP-activated protein kinase and AS160 phosphorylation in skeletal muscle compared to lean rats. After prolonged hypoxia training, this abnormality can be reversed concomitant with an approximately 50% increase in GLUT4 protein expression. Additionally, prolonged moderate hypoxia training results in decreased diffusion distance of muscle fiber (reduced cross-sectional area) without affecting muscle weight. In humans, moderate hypoxia increases postprandial blood distribution towards skeletal muscle during a training recovery. This physiological response plays a role in the redistribution of fuel storage among important energy storage sites and may explain its potent effect on changing body composition. Conclusion: Prolonged moderate altitude hypoxia (rangingfrom 1700 to 2400 M), but not acute high attitude hypoxia (above 4000 M), can effectively improve insulin sensitivity and glucose tolerance for humans and antagonizes the obese phenotype in animals with a genetic defect. In humans, the magnitude of the improvementvaries widely and correlates with baseline plasma DHEA-S levels. Compared to training at sea-level, training at altitude effectively decreases fat mass in parallel with increased muscle mass. This change may be associated with increased perfusion of insulin and fuel towards skeletal muscle that favors muscle competing postprandial fuel in circulation against adipose tissues.

• The Journal of the Convergence on Culture Technology
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• v.10 no.2
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• pp.407-417
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• 2024

The objective of this study is to predict and reduce potential damage caused by chlorine gas leaks, a hazardous material, when vehicles transporting it overturn due to accidents or other incidents. The goal is to forecast the anticipated damages caused by chlorine toxicity levels (ppm) and to design effective response strategies for mitigating them. To predict potential damages, we conducted quantitative assessments using the ALOHA program to calculate the toxic effects (ppm) and damage distances resulting from chlorine leaks, taking into account potential negligence of drivers during transportation. The extent of damage from toxic gas leaks is influenced by various factors, including the amount of the leaked hazardous material and the meteorological conditions at the time of the leak. Therefore, a comprehensive analysis of damage distances was conducted by examining various scenarios that involved variations in the amount of leakage and weather conditions. Under intermediate conditions (leakage quantity: 5 tons, wind speed: 3 m/s, atmospheric stability: D), the estimated distance for exceeding the AEGL-2 level of 2 ppm was calculated to be 9 km. This concentration poses a high risk of respiratory disturbance and potential human casualties, comparable to the toxicity of hydrogen chloride. In particular, leaks in urban areas can lead to significant loss of life. In the event of a leakage incident, we proposed a plan to minimize damage by implementing appropriate response strategies based on the location and amount of the leak when an accident occurs.

• Journal of Korea Soil Environment Society
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• v.2 no.3
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• pp.3-21
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• 1997

The remediation of contamiated sites using currently available remediation technologies requires long term treatment and huge costs, and it is uncertain to achieve the remediation goal to drop contamination level to either back-ground or health-based standards by using such technologies. Intrinsic remediation technology is the remediation technology that relies on the mechanisms of natural attenuation for the containment and elimination of contaminants in subsurface environments. Initial costs for the intrinsic remediation may be higher than conventional treatment technologies because the most comprehensive site assessment for intrinsic remediation is required. Total remediation cost, however may be the lowest among the presently employed technologies. The applicability of intrinsic remediation in the contaminated sites should be theroughly investigated to achieve the remedial goal of the technology. This paper provides the frame of the extended site assessment procedure based on knowledge of biodegradability to evaluate the applicability of intrinsic remediation. This site assessment procedure is composed of 5 steps such as preliminary site screening, assessment of the current knowledge of biodegradability, selecting the appropriate approach, analyzing the contaminant fate and transport and planning the monitoring schedule. In the step 1, followings are to be decided 1) whether to go on the the detailed assessment or not based on the rules of thumb concerning the biodegradability of organic compounds, 2) which protocol document is selected to follow for detailed site assessment according to the site characteristics, contaminants and the relative distance between the contamination and potential receptors. In the step 2, the database for biodegradability are searched and evaluated. In the step 3, the appropriate biodegradability pathways for the contaminated site is selected. In the step 4, the fate and transport of the contaminants at the site are analyzed through modeling. In the step 5, the monitoring schedule is planned according to the result of the modeling. Through this procedure, users may able to have the rational and systematic informations for the application of intrinsic remediation. Also the collected data and informations can be used as the basic to re-select the other remediation technology if it reaches a conclusion not to applicate intrinsic remediation technology at the site from the site assessment procedure.

• Journal of Navigation and Port Research
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• v.34 no.10
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• pp.781-786
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• 2010

In this study, a new concept of ocean transport system, called the mobile harbor serving for a short distance transport of containers with cargo handling cranes between mother containerships and coastal ports, is introduced. Instead of direct berthing a very large containership at the coastal port, Mobile Harbor is moving to the offshore mooring basin with enough water depth condition. Therefore, investigation of the coastal environment, technical condition and limitation of the domestic trade ports for the application of Mobile Harbor, is essential process. To figure out the accessibility of mobile harbor, the environmental conditions, the cargo handling capacity and marine traffic volume and flow pattern has been analyzed with the tools for marine traffic simulation and virtual navigation aids system. The most proper Mobile Harbor mooring areas among trade ports of the south and east coast are selected by analyzing the obtained information and evaluating its application: (1) Under natural environmental conditions such as air and sea weather, three candidate areas are selected such as Masan port, Ulsan port, and Busan(New port) port. (2) Under marine traffic and appropriateness of water facilities, three candidate areas are selected as Mokpo port, Busan(New port) port, and Donghae & Mookho port (3) For a region-based analysis considering handling capacity and the local managed trade ports in vicinity, three candidate areas are selected as Busan region, Yosu & KwangYang region, and Mokpo region. Through this study, the basic guideline for selection of optimum trade port and offshore mooring basin for mothership and Mobile Harbor is recommended. In order to apply the Mobile Harbor to the real water, navigaton aids as the virtual route identification with AIS must be introduced for maritime safety in the vicinity of Mobile Harbor area which berthing and cargo handling is being conducted.

• Journal of Korea Water Resources Association
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• v.42 no.7
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• pp.579-589
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• 2009

Hwang River in South Korea, has experienced channel adjustments due to dam construction. Hapcheon main dam and re-regulation dam. The reach below the re-regulation dam (45 km long) changed in flow regime, channel width, bed material distribution, vegetation expansion, and island formation after dam construction. The re-regulation dam dramatically reduced annual peak flow from 654.7 $m^3$/s to 126.3 $m^3$/s and trapped the annual 591 thousand $m^3$ of sediment load formerly delivered from the upper watershed since the completion of the dam in 1989. An analysis of a time series of aerial photographs taken in 1982, 1993, and 2004 showed that non-vegetated active channel width narrowed an average of 152 m (47% of 1982) and non-vegetated active channel area decreased an average of 6.6 km2 (44% of 1982) between 1982 and 2004, with most narrowing and decreasing occurring after dam construction. The effects of daily pulses of water from peak hydropower generation and sudden sluice gate operations are investigated downstream of Hapcheon Dam in South Korea. The study reach is 45 km long from the Hapcheon re-regulation Dam to the confluence with the Nakdong River. An analysis of a time series of aerial photographs taken in 1982, 1993, and 2004 showed that the non-vegetated active channel width narrowed an average of 152 m (47% reduction since 1982). The non-vegetated active channel area also decreased an average of 6.6 $km^2$ (44% reduction since 1982) between 1982 and 2004, with most changes occurring after dam construction. The average median bed material size increased from 1.07 mm in 1983 to 5.72 mm in 2003, and the bed slope of the reach decreased from 0.000943 in 1983 to 0.000847 in 2003. The riverbed vertical degradation is approximately 2.6 m for a distance of 20 km below the re-regulation dam. It is expected from the result of the unsteady sediment transport numerical model (GSTAR-1D) steady simulations that the thalweg elevation will reach a stable condition around 2020. The model also confirms the theoretical prediction that sediment transport rates from daily pulses and flood peaks are 21 % and 15 % higher than their respective averages.

• Journal of the Korean Society of Marine Environment & Safety
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• v.20 no.2
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• pp.143-156
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• 2014

We reviewed investigation status on turbidity plume in the statement of marine environmental survey(2008 to 2012) associated with marine sand extraction projects. The survey statement from seven marine sand extraction sites (extraction area of Southern EEZ, extraction area of Western EEZ, relocation zone in the Western EEZ, sea area under jurisdiction of Taean-gun, sea area under jurisdiction of Ansan City, and two discrete sea areas under jurisdiction of Ongjin-gun) in the nearshore and offshore of Korea showed that in situ observations were carried out for the dispersion and transport of suspended sediments on two areas (One is a extraction area in the EEZs, the other is an area of coastal sites). However, sampling station and range have not been selected considering physical, geographical factors (tide, wave, stratification, water depth, etc.) and weather conditions (wind direction and velocity, fetch, duration, etc). Especially turbidity plumes originating from three sources, which include suspended sediments in overflow(or overspill) discharged from spillways and reject chutes of dredging vessel, and resuspended sediments from draghead at the seabed, may be transported to a far greater distance outside the boundary of the extraction site and have undesirable impacts on the marine environment and ecosystem. We address that behaviour of environmental pollutants such as suspended solids, nutrients, and metals should be extensively monitored and diagnosed during the dispersion and transport of the plume. Finally we suggest the necessity to supplement the current system of the sea area utilization consultation and establish the combined guidelines on marine sand extraction to collect basic data, to monitor cumulative effects, and to minimize environmental damages incurred by the aftermath of sand extraction.

• The Korean Journal of Air & Space Law and Policy
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• v.34 no.1
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• pp.235-268
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• 2019

Under the Aviation Safety Act of Korea, any person who intends to operate a drone is required to follow the operational conditions listed below, unless approved by the Minister of Land, Infrastructure, Transport and Tourism; (i) Operation of drones in the daytime, (ii) Operation of drones within Visual Line of Sight, (iii) Maintenance of a certain operating distance between drones and persons or properties on the ground/ water surface, (iv) Do not operate drones over event sites where many people gather, (v) Do not transport hazardous materials such as explosives by drone, (vi) Do not drop any objects from drones. Requirements stated in "Airspace in which Flights are Prohibited" and "Operational Limitations" are not applied to flights for search and rescue operations by public organizations in case of accidents and disasters. This paper analyzes legal issues as to definition and regulations of drones in Korean Aviation Safety Act. This paper, also, offers some implications and suggestions for regulations of drones under Korean Aviation Safety Act by comparing the regulations of drones in Japanese Civil Aeronautics Act.

• Journal of the Korean earth science society
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• v.41 no.6
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• pp.557-574
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• 2020

The purpose of this study is to analyze the cause of high PM2.5 mass concentrations in Cheongju for the period of non-Asian dust days using the weather chart, the stream lines at 850 hPa, the backward trajectory, and the weather and air quality model. As a result of analyzing the time series of PM2.5 concentrations and weather charts for the episodic days in Cheongju, the weather patterns were shown in related to long-range transport of PM2.5 from China or surrounding areas. In fact, in the PM2.5 time series, 60-80 ㎍ m-3, which is more than 2-3 times higher than the concentration attributed to Cheongju activities, was observed as a background concentration related to long-range transport. The distribution of high PM2.5 concentration was typically dependent on the locations of the high and low pressures above the ground while the upper jet stream passed through the Korean Peninsula. Consequently, the high PM2.5 concentration in Cheongju is due to massive air pollutants in the form of smog originated from industrial, household and energy combustion sources of Beijing and other nearby regions of China. These air pollutants move along a fast zonal wind caused by the atmospheric pressure arrangement. high concentration of PM2.5 in Cheongju City is because the mass of air pollutants in the form of smog generated from industrial, household and energy combustion origins in Beijing or other nearby regions of China move along a fast wind speed zone according to the atmospheric pressure arrangement of long-distance transportation. Air pollutants including PM2.5 show an M-shaped pattern that passes through the topography of the Cheongju basin from north to south as a belt or band-shaped pollutant. The ground high pressure according to the above-ground high pressure expansion area and cut-off low or low pressure arrangement, or the bands in the form of river stems appear in a gradual incremental pattern that changes into a U-shape under the influence of the wind.

• Journal of Korean Society of Transportation
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• v.30 no.1
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• pp.7-18
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• 2012

This study suggested a method of forecasting market-share of each mode after introducing new urban rail transit lines. The study reflected the observed market share of presently operating urban rail transit into forecasting process in order to improve accuracy in predicting market share of each modes. For more realistic representation of the forecasting model, we categorized O/D pairs according to attributes of trip distance, access time and number of transfers. The analysis results of traveler's mode choice behavior with observed data showed that the trip distances are longer, the share of urban rail tends to be higher, and that the number of transfers is fewer and the access times are lesser, the share of urban rail also tends to be higher. Then, incremental logit model was used in estimating mode choice probabilities for O/D pairs along with rail transit lines while utilizing observed market shares of each modes and differences in transit service level. As the next step, the market share of rail transit after introducing new rail transit lines was forecasted by using incremental logit model with the intial share values calculated the previous analysis step. It also reflected changes in level of service for automobile in highway due to changes in highway systems and changes in mode shares after introducing new lines of rail transit. It can be expected that the proposed method would more realistically duplicates phenomena of mode choice behavior for rail transit and that it would be more theoretically logical than the typical existing methods using SP data and incremental logit model or using addictive logit model in this country.