• Korean Journal of Environmental Agriculture
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• v.34 no.2
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• pp.134-138
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• 2015

BACKGROUND: In recent years, several researchers have focused on odour control methods to remove the harmful chemicals from chemical accidents and incidents. The present work deals with the system development of the hazardous. METHODS AND RESULTS: For on-site removal of hazardous gaseous materials from chemical accidents, mobile vortex wet scrubber was designed with water vortex process to absorb the gas into the water. The efficiency of the mobile vortex wet scrubber was evaluated using water spray and 25% ammonia solution. The inlet air velocity (gas flow rate) was according to the damper angle installed within the hood and with increase of gas flow rate, consequently the absorption efficiency was markedly decreased. In particular, when 25% ammonia solution was exposed to the hood inlet for 30 min, the water pH within the scrubber was changed from 7 to 12. Interestingly, although the removal efficiency of ammonia gas exhibited approximately 80% for 5 min, its efficiency in 10 min showed the greatest decrease with 18%. Therefore, our results suggest that the ammonia gas may be absorbed with the driving force of scrubbing water in water vortex process of this scrubber. CONCLUSION: When chemical accidents are occurred, the designed compact scrubber may be utilized as effective tool regarding removal of ammonia gas and other volatile organic compounds in the scene of an accident.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.1
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• pp.203-211
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• 2014

Tunnel reduces travel time as and it is essential facilities for the eco-friendly road construction. In recent years, It has been accelerating the tunnel construction to provide a higher level of traffic service but a driver driving in the narrow and dark tunnel takes characteristically psychological anxiety and the restriction of the sight. Moreover, A driver passing through more than 1,000m long tunnel, as to pass inside the monotonous form of the tunnel for a long time can cause drowsiness and increase the driver load. This driver load can degrade road-holding of the inside of the long tunnel highly and pose a high risk of accidents. Accordingly, In this study is to present the proper length of the Tunnel, considering the characteristics of traffic accident. For this, this study is that the long tunnel that affects traffic safety traffic safety variables are selected and classified. Traffic safety variables are classified in detail as a variable of the traffic accident and velocity one, the applicable variables the number of the traffic accident, the ratio of the traffic accident, driving velocity, the individual vehicle velocity etc. Traffic safety variables are categorized as more than a pole length of the tunnel in order to examine its impact on correlation analysis. The results indicate significant results in traffic accidents in accordance with traffic accidents, traffic safety, selects the variable was Variable depending on the length of the tunnel traffic safety point of significantly increasing the possibility of an accident can be seen as a high point. And the point of the Distribution of selected variables in order to create a traffic safety was a significant increase in traffic safety variables was set at critical intervals. Before reaching the critical point and the corresponding length of the long tunnel was set at the proper length. In this study, the optimum length of the proposed long tunnel through the long tunnel that occur in the future to contribute to reducing traffic accidents would be able to be determined.

• Korean Journal of Remote Sensing
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• v.33 no.5_1
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• pp.469-480
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• 2017

This study aims to understand the relationship between lineaments and epicenters in Geochang region, Gyungsangnam-do, South Korea. An instrumental observation of earthquakes has been started by Korea Meteorological Administration (KMA) since 1978 and there were 6 earthquakes with magnitude ranging 2 to 2.5 in Geochang region from 1978 to 2016. Lineaments were extracted from LANDSAT 8 satellite image and shaded relief map displayed in 3-dimension using Digital Elevation Model (DEM). Then, lineament density was statistically examined by hotspot analysis. Hexagonal grids were generated to perform the analysis because hexagonal pattern expresses lineaments with less discontinuity than square girds, and the size of the grid was selected to minimize a variance of lineament density. Since hotspot analysis measures the extent of clustering with Z score, Z scores computed with lineaments' frequency ($L_f$), length ($L_d$), and intersection ($L_t$) were used to find lineament clusters in the density map. Furthermore, the Z scores were extracted from the epicenters and examined to see the relevance of each density elements to epicenters. As a result, 15 among 18 densities,recorded as 3 elements in 6 epicenters, were higher than 1.65 which is 95% of the standard normal distribution. This indicates that epicenters coincide with high density area. Especially, $L_f$ and $L_t$ had a significant relationship with epicenter, being located in upper 95% of the standard normal distribution, except for one epicenter in $L_t$. This study can be used to identify potential seismic zones by improving the accuracy of expressing lineaments' spatial distribution and analyzing relationship between lineament density and epicenter. However, additional studies in wider study area with more epicenters are recommended to promote the results.

• Korean Chemical Engineering Research
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• v.55 no.3
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• pp.322-331
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• 2017

District heating was first introduced in Korea in 1985. As the service life of the underground thermal piping network has increased for more than 30 years, the maintenance of the underground thermal pipe has become an important issue. A variety of complex technologies are required for periodic inspection and operation management for the maintenance of the aged thermal piping network. Especially, it is required to develop a model that can be used for decision making in order to derive optimal maintenance and replacement point from the economic viewpoint in the field. In this study, the analysis was carried out based on the repair history and accident data at the operation of the thermal pipe network of five districts in the Korea District Heating Corporation. A failure probability model was developed by introducing statistical techniques of qualitative analysis and binomial logistic regression analysis. As a result of qualitative analysis of maintenance history and accident data, the most important cause of pipeline damage was construction erosion, corrosion of pipe and bad material accounted for about 82%. In the statistical model analysis, by setting the separation point of the classification to 0.25, the accuracy of the thermal pipe breakage and non-breakage classification improved to 73.5%. In order to establish the failure probability model, the fitness of the model was verified through the Hosmer and Lemeshow test, the independent test of the independent variables, and the Chi-Square test of the model. According to the results of analysis of the risk of thermal pipe network damage, the highest probability of failure was analyzed as the thermal pipeline constructed by the F construction company in the reducer pipe of less than 250mm, which is more than 10 years on the Seoul area motorway in winter. The results of this study can be used to prioritize maintenance, preventive inspection, and replacement of thermal piping systems. In addition, it will be possible to reduce the frequency of thermal pipeline damage and to use it more aggressively to manage thermal piping network by establishing and coping with accident prevention plan in advance such as inspection and maintenance.

• Journal of Aquaculture
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• v.13 no.4
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• pp.339-351
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• 2000

Optimal environmental conditions, that sustained fastest growth, lowest mortality and abnormality of the scallop Patinopecten yessoensis, were identified from field experiments undertaken at Chumunjin during 1991-1998. Temperature within the water column 10~30 m depth ranged between 5 and 23$^{\circ}C$; high temperature and daily fluctuation resulted in growth retardation and heavy mortality of the scallop. Optimal salinity range was between 31.5 and 34.5%0 and water transparency 6.0 and 18.1 m, which was significantly affected by phytoplankton density. Chlorophyll concentration ranged between 0.04 and 3.51 f.lgfL. Low temperature and high chlorophyll concentration appear to support faster growth of the scallop. Optimal periods of transplantation for intermediate culture were between mid July and early November: cultured under high density during July-August as a first step and under low density during mid September through early November as a second step. Optimal stocking density in square net cage (<35${\times}$35 em) for intermediate culture was 30-40 individuals per cage for main culture using lantern net and 80 -100 individuals of the size of 1.5 ~ 3.0 em shell height per cage for sowing culture. During the intermediate culture, the highest growth was realized, when the cage was held at water depth between 10 and 15 m. Water depth below 25 m, however, was best to avoid mass mortality during the periods of abnormally high water temperature and high variation of water temperature. The daily growth rate during the intermediate culture was between 0.019~0.381 mm; low in January and February but high in March and April. It is suggested that the main culture is commenced before June under low stocking density to avoid the possibility of mass mortality during summer by high water temperature.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.441-448
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• 2015

This study aims to suggest a reasonable signal operation method for right-turn traffic management. It was found that the right-turn vehicle supplementary signal is currently operated without clear regulations or criteria. It was also analyzed that right-turn supplementary signals are used without consistency, there is a risk of traffic accidents due to the discordance between supplementary signals and traffic signals of forward vehicles, there is a lack of basis for prohibition of a right turn when right-turn vehicle's supplementary signal is red and the flashing red signal is used in a different sense from the law. In order to see the effect of the installed right-turn vehicle supplementary signals on traffic signal violation, a field investigation was conducted. As the result, there was a high proportion of signal violation on the approach lane with right-turn supplementary signals and this means that right-turn supplementary signals hardly influenced the reduction in proportion of signal violation during a right turn. Additionally, a survey was carried out to see if there were differences in driver's interpretation of traffic signals depending on the installation of right-turn supplementary signals. As the result of the survey, there were no differences in interpretation of traffic signals depending on the installation of right-turn supplementary signals or the types of right-turn supplementary signals. A right turn when the signal was red did not lead to serious traffic accidents, so it is thought that there should be a careful consideration of a total ban on a right turn when the signal is red, in order to prevent driver's confusion due to the change of the signal system. Unless there is a disturbance to cars and pedestrians after a temporary stop when the signal is red, there is a need to specify that vehicles must stop temporarily in the Road Traffic Act to facilitate a right turn. What this study finally suggested is to use tri-colored arrow signals for right-turn car supplementary signals to convey a signal to a driver clearly.

• Journal of Chest Surgery
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• v.37 no.8
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• pp.672-683
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• 2004

Background: The treatment results of the advanced lung carcinoma is not satisfactory with the present therapeutic modalities: surgical resection, anti-cancer chemotherapy, and radiotherapy or combination therapy. To predict the prognosis of the non-small-cell lung carcinoma, TNM classification has been was as the basic categorization; however, it has been not satisfactory. It is necessary to consider the causes and the prognosis of the lung carcinoma from another points of view rather the conventional methods. We intended to find out the relationship between the major apoptotic factor, p53 gene and the prognosis of the patient with lung carcinoma. Material and Method: Three hundreds and fifty-nine patients with lung carcinoma who underwent surgery were analysed. We observed p53 protein accumulated in the cellular nuclei. The p53 protein was detected by immuno-histo-chemical method. We collected information of the patient retrospectively. Result: p53 protein densities were observed in 40% in average as a whole. The protein density was 44 percent in man, 25 percent in woman, 49 percent in the squamous cell carcinoma, and 38 percent in the adenocarcinoma. There were significant correlations between the p53 protein density and the mortality in the squamous cell carcinoma (p=0.025), follow-up duration in TNM stage I group (p=0.010), and follow-up duration in the lobectomy patient group (p=0.043), and tumor cell differentiation (p=0.009). p53 protein densities were significantly different between the lobectomy and the pneumonectomy group (p=0.044). Conclusion: The authors found that p53 protein had some correlations with the prognosis of the lung cancer partially in some factors. We suggest the p53 protein density could be used as a marker of prognosis in the non-small-cell lung carcinoma.

• Journal of Chest Surgery
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• v.36 no.4
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• pp.261-266
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• 2003

Background: Surgery of abdominal aortic aneurysm revealed high operative mortality. We reviewed our 11-years' experiences of abdominal aortic aneurysm operation and wish to obtain information on the treatment. Material and Method: From Jan. 1990 to Dec. 2000, 48 patients were operated due to abdominal aortic aneurysm in Yonsei Cardiovascular Center Mean age was $62.8{\pm}12.7$ and there were 40 males and 8 females. Among 48 patients, nine patients had ruptured abdominal aortic aneurysm, and mean aneurysm diameter of non-ruptured cases was $8.8{\pm}2.4$cm. Result: There were 6 early deaths, and early mortality was 12.5%. Among 9 patients of preoperative aneurysm rupture, three patients died (33.3%), and among 39 patients of non-ruptured cases, 3 patients died (7.7%). Among preoperative variables, age (p<0.05), preoperative BUN level (p<0.05), and DM (p<0.05) were risk factors of early mortality. Among discharged 42 patients, 40 patients were followed up (f/u rate=95.2%) and mean follow up was $3.6{\pm}0.2$ years. During follow up periods, five patients died (late mortality=11.9%), and Kaplan-Meier survival analysis revealed $81.7{\pm}7.6$% survival rate at five and ten year. Linealized incidence of graft related event was 3.53% per patient-year. Conclusion: Surgical mortality of ruptured abdominal aortic aneurysm was higher than non-ruptured cases; therefore, early resection of the aneurysm can decrease the surgical mortality.

• Korean Security Journal
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• no.23
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• pp.21-39
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• 2010

The dangerous impact on the traffic flows of cars is caused by no only the construction on the street but diverse construction sites. This in turn substantially influence on the citizens and pedestrians, thereby bring about the possibility of giant incidents. As the countermeasure for the problem in advanced countries, particularly in Japan "traffic inducement security system" has been implemented. It is analyzed that the death toll from traffic accidents has considerably declined. In the case of South Korea the system has not been administered but restrictively executed at some construction sites; however proceeding it with the lack of professionalism. The introduction of traffic inducement security system would be the opportunity for South Korea to make a progress in the safety culture such as traffic security and traffic jam. This study thus aims at analyzing the advanced countries' cases, conducting comparative analysis with Korea's scheme, and establishing the plan to adopt the traffic inducement security system. Through the output of this study followings were proposed as plans of introducing the traffic inducement security system. First of all, legal assessments regarding traffic inducement operation, for example adding the operation of the system into the category of security service, need to be preceded prior to its introduction secondly, the traffic inducement security is the institution which can contribute to the improvement of traffic safety, and also internalizing social cost. therefore, it needs to be equipped with the new qualification such as the instruction with the standardized traffic safety map, instruction system, curriculum and the publication of teaching materials. thirdly, the education for the guard should be proceeded with dividing academic and technical ones with specific curriculum. At the fourth, the securement of the venue for the driving training, the determination on technical instruction contents and the training professional instructor needs for the method of administration. In addition, the efforts on the overal standardization of traffic inducement security is necessary, and it also requires constant collaboration among private security industry, academia, professionals, relavant research institutes, etc. At the last but the least, henceforth it is prerequisite that the networking system with a diverse array of associated entities due to its social ripple effect and job creation effect.

• Journal of the Korean Institute of Landscape Architecture
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• v.40 no.1
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• pp.92-99
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• 2012

Many wildlife habitats have been destroyed and fragmented during the rapid industrialization and urbanization process in Korea. It is essential to connect these fragmented habitats to reduce road-kill of many types of endangered urban wildlife. The site selection for wildlife passages must take into account the behavior of the wildlife species for safe crossing utilizing many artificial barriers in urban areas. This study attempted to identify potential wildlife passage sites for the endangered and protected leopard cats of Gangseo Ecological Park in Seoul, Korea. A space syntax analysis, an analytical technique to objectively evaluate the spatial configurations related to passage selection, found that the integration value represents the accessibility and connectivity of spaces. In this paper, this means that the bigger the integration value, the more frequently the leopard cat passes through. The leopard cats were captured and radio-tracked for 72 hours once a month from March to June of 2009. The ArcGIS and Animal Movement of Hawth Tools were used to analyze the home range and movement paths, and Axwoman 4.0 was used to analyze space syntax. The daily average movement distance was $2.099{\pm}1.08km$. During the survey period, the leopard cats crossed over an urban expressway more than 20 times, running the risk of road-kill. The range of global integration values was 0.458~1.834, while that of the local integration was 0.210~6.061. Five sites that met across the leopard cats' movement routes and roads were selected to measure the local and global integrate values. Among these sites, the higher the integration value, the higher the road-kill possibility. Thus, two of five sites with high global and local integration values were suggested as potential wildlife passage sites for the leopard cats. Now, three tunnel passages are under construction at the suggested sites for which local integration value was highest (LI=4.369). Further studies are scheduled to verify these potential sites as suitable wildlife passages.