• Proceedings of the Korea Water Resources Association Conference
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• 2018.05a
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• pp.442-442
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• 2018

강의 하도와 연결되어 간헐적으로 침수되는 홍수터는 가장 생산적인 육역 서식처 중 하나이다. 하지만 도시 개발과 농업이용은 강의 하도와 홍수터와의 연결을 제한함으로써 그 기능이 상당부분 축소되었다. 이에 기존 홍수터 서식처를 특성화하고 미래 홍수터 복원을 계획하는 것은 하천관리 및 생태계 회복을 위해서도 매우 중요하다고 할 수 있다. 따라서 본 연구에서는 홍수 흐름의 규모, 시기, 기간, 빈도 등을 포함한 하천 유황 특성과 생태적 반응이 나타나는 홍수터 영역과 흐름 특성을 연계함으로써 서식처를 정량화 하고자 하였다. 이를 위한 홍수터 복원의 시나리오는 현재 지형(기존 홍수터), 제방후퇴, 제방후퇴/구하도 복원, 제방후퇴/배후습지 조성으로 설정하였다. 홍수터 서식처를 정량화하기 위한 방법으로는 일 유량의 수문통계학적 분석, 수리학적 모델링을 통한 범람 분석, 어류 물리서식처 모델링을 통한 가중가용면적 분석 등을 수행하였다. 그 결과 잠재복원영역(Potential Restored Area)에서 연중 기대되는 서식처 면적(Expected Annual Habitat Area)의 크기는 제방후퇴/배후습지 조성, 제방후퇴/구하도 복원, 제방후퇴, 기존 홍수터 순으로 나타났다. 본 연구에서 제안된 홍수터 복원에 따른 서식처 정량화 방안은 홍수터 복원 계획 설계 시 시나리오 별 서식처 복원효과를 예측 평가함으로써 보다 효과적인 방안을 마련할 수 있을 것으로 기대된다.

• Journal of the Korean Geographical Society
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• v.28 no.3
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• pp.247-267
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• 1993

According to developing international economy since the World War II, the increase and competition of the national business is so empha-sized tht both the interest and the necessity about marine transportation playing the impor-thant role of international transportation are increased. Today, the container transportation, as called the innovation of marine transport has been prevailed since the 1970's. The purpose of this paper is to grasp the spatial structure of the hinterlands and forelands, its object is export container cargo at Pusan Export Port, as known for the transportation node of modern containerlization. In this study, for the purpose of grasping the relation between hinterlands and forelands of Korean export container cargo, first, I researched the transition of carloading about container cargo, the bistribution channel of cargo, the change of the items of container and the carlo-adings about transport route, secondly, I used the cluster analysis so as to group hinterlands according to the items of goods and forelands. The object of the analysis is container cargo of Choyang Line, Hanjin Shipping and Hyundai Merchant Marine of National Frag Carriers. The source materials used in this study are Trucking Data of Hanjin Co., Container Ren-tal Data of Samik Transport Co. and Transpor-ting Present Condition Tables of Hyundai Mer-chant Marine. 1. There are two kinds of the transport classi-fied by its form: FCL and LCL. In Pusan Con-tainer Export, a lot of textile goods, clothings and furniture, compound, electric goods, and so on are dealed with but the rate of occupation of the transport is getting lower while that of occupation of equipment, papers and agricultu-ral, mineral and livestock industry higher. 2. In 1990, the transports of container cargo in Korea consist of 7 services and round-the world lines. We can list North America lines, East-South Asian lines, Japan lines and Inter European lines, in order of the quantity of tran-sport form the largest to the smaller. We can have another list that Japan lines, North Ame-rica lines and East-South lines in order of the rate participation of national flag carriers, be-cacuse Korean foreign trade lay disproportionate emphasis on East-South Asian lines. Japan lines among them is the biggest import-export market. Since the rationlization policy of marine tran-sport in 1984, each of national flag carriers have its own lines. Hanjin Shipping predominates over North America lines, Choyang Line over New Zealand, Inter European and Austria lines and Hyundai Merchant Marine over Center-South America lines, in terms of the volume of transport. And small-to-medium sized shippers are prevailing in lines which are adjacent to Korea, Such as Japan lines and East-South Asian lines. 3. In relation to hinterlands and forelands of Choyang Line, the light industry goods, electric goods and machinary produced in Seoul and Pusan are exported to the major ports in Europe and Japan, the same produces in Suwon, Ulsan, Kumi are exported to European Ports, and those in Incheon and Kwangju Austrian and Japanese ports, and those in the rest regions to the major port in Japan. 4. In relation to hinterlands and forelands of Hanjin Shipping, the light industry goods pro-ducing in Seoul and Pusan, the electric goods and machinary in Incheon and Pyeongteck, are exported to New York and Los Angeles. Electric goods and machinary Masan, Anyang, Cheona, Cheongju and Incheon, Electric goods machinary and light industry goods in Kwangju and non mental goods in Pohang, are exported New York, Los Angeles and Oakland. 5. In relation to hinterlands and forelands of Hyundai Merchant Marine, the region of Seoul, Pusan and Incheon closely related with the main ports in U.S.A. The rest regions with Montreal. The hinterlands of export container cargo can be classified by its export items into three kinds: the large city, industrial city and the rest city. Choyang Line's forelands are European lines, Japan lines and Austria lines, and Hanjin Shipping's forelands are North America lines, and Hyundai Merchant Marine's forelands are North America lines and Japan line. 3 National flag carriers' major forelands are determined by the size of port and the shipper's convenient use of the port terminal.

• The Korean Journal of Nuclear Medicine
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• v.34 no.3
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• pp.243-251
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• 2000

Purpose: This prospective study was performed to evaluate the usefulness of preoperative radioimmunoscintigraphy and intraoperative scintimetric examination (radioimmunoguided surgery: RIGS) using $^{99m}Tc-anti-CEA\;F(ab')_2$ fragment. Materials and Methods: Nineteen patients with rectal cancer underwent preoperative whole body planar scintigraphy at 4 hours after injection of $^{99m}Tc-anti-CEA\;F(ab')_2$ fragment and SPECT imaging at 18 hours. Surgical operation was performed at 24 hours after injection. During laparotomy, radioactivities from intraabdominal viscera were measured by gamma probe. The radioactivities from excised tumor and lymph nodes were also measured and compared with pathology. Results: All nineteen patients were confirmed to have adenocarcinomas in the rectum. Twenty-seven of 97 excised lymph node groups had metastasis and 2 patients had liver metastasis in pathology Preoperative radioimmunoscintigraphy detected primary tumors in 11 patients (sensitivity 55%) and it could not detect any lymph nodes or liver metastasis. All patients showed high radioactivity in the kidneys, liver, spleen, and major vessels in intraoperative measurement by gamma probe, and tumor activity was not discriminated from background activity However, radioactivity from excised tumor was higher than normal rectum (T/B ratio; $3.47{\pm}2.25$). When excised lymph node activity/background activity ratio >1.5 was considered as positive criteria of metastasis, sensitivity, specificity, positive and negative predictive values were 78.6%, 73.9%, 55.0% and 89.5%, respectively. Conclusion: Radioimmunoscintigraphy using $^{99m}Tc-anti-CEA\;F(ab')_2$ has no additional value for preoperative staging and use of early RIGS using $^{99m}Tc-anti-CEA\;F(ab')_2$ is inappropriate. For early RIGS using $^{99m}Tc$ labeled antibodies in rectal cancer patients, further development of more specific antibodies and methods to reduce background activity are needed.

• The Korean Journal of Nuclear Medicine Technology
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• v.17 no.1
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• pp.67-70
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• 2013

Purpose: Surge in patients with hepatocellular carcinoma, hepatic artery chemical embolization is one of the effective interventional procedures. The PET/CT examination plays an important role in determining the presence of residual cancer cells and metastasis, and prognosis after embolization. The other hand, the hepatic artery chemical embolization of embolic material used lipiodol produced artifacts in the PET/CT examination, and these artifacts results in quantitative evaluation influence. This study, the radioactivity density and the percentage error was evaluated by the extent of the impact of lipiodol in the image of PET/CT. Materials and Methods: 1994 NEMA Phantom was acquired for 2 minutes and 30 seconds per bed after the Teflon, water and lipiodol filled, and these three inserts into the enough to mix the rest behind radioactive injection with $20{\pm}10MBq$. Phantom reconfigure with the iterative reconstruction method the number of iterations for two times by law, a subset of 20 errors. We set up region of interest at each area of the Teflon, water, lipiodol, insert artifact occurs between regions, and background and it was calculated and compared by the radioactivity density(kBq/ml) and the% Difference. Results: Radioactivity density of the each region of interest area with the teflon, water, lipiodol, insert artifact occurs between regions, background activity was $0.09{\pm}0.04$, $0.40{\pm}0.17$, $1.55{\pm}0.75$, $2.5{\pm}1.09$, $2.65{\pm}1.16 kBq/ml$ (P <0.05) and it was statistically significant results. Percentage error of lipiodol in each area was 118%, compared to the water compared with the background activity 52%, compared with a teflon was 180% of the difference. Conclusion: We found that the error due to under the influence of the attenuation correction when PET/CT scans after lipiodol injection performed, and the radioactivity density is higher than compared to other implants, lower than background. Applying the nonattenuation correction images, and after hepatic artery chemical embolization who underwent PET/CT imaging so that the test should be take the consideration to the extent of the impact of lipiodol be.

• Journal of Korea Port Economic Association
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• v.30 no.3
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• pp.163-185
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• 2014

The growth of a city requires substantial resources, an appropriate environment, and the alignment of several factors. City growth also evolves through changes in its history, culture, economics, societies, groups, and government systems. However, current port city development plans designed to encourage the growth of local businesses fail to provide the support needed for both the city and businesses. The recent actions of urban administrations and federal and local governments have revealed that they have yet to create a mature decentralized management system, or perhaps have ignored the reality of needing one. Taking a clear look at the differences between port regions, such as Gwangyang and Pyeongtaek, and understanding their effect on city growth would be a prudent course of action when preparing for future developments. The purpose of this study is to determine the relationship between ports and cities by analyzing the effect of port characteristics on nearby city growth. This study used a comparison analysis to determine how port characteristics affected the growth of Pyeongtaek and Gwangyang. One result of this analysis showed that an increase in the number of goods being imported or exported had a positive effect on the growth of both port cities, In this respect, an aggressive plan and cooperation between the federal and local government should occur simultaneously. Furthermore, efficient local policies that focus on the increase of personnel and material resources should be pursued as a standard strategy, which would also promote the international status of these locations. The results of this study show the importance of government cooperation. The federal government should lead with aggressive strategies that aim to optimize efficiency, while the local government should provide the necessary assistance and coordination in order to achieve optimal results.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.1
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• pp.125-132
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• 2017

The development project of Busan New Port aims to be Logistics Hub Port but there are too many things to deal with ; enlargement of harbour, interport competition, modernization of harbour loading equipment and so on. At present, 23 berths of North and South container quay are in operation and 22 berths will be constructed on west and south-side by 2020. Namely, Busan New Port will operate 45 berths in 2020. When it comes to port distripark, a large-scale of Port distripark project is underway, such as Ung-Dong district 1,2 phase, West container 1,2phase, North distripark and so on. This study is to deduce traffic system problem of Busan New Port which is caused by the development project through predicting traffic need considering the development project. According to study, there are three main problems of traffic system : 1. traffic congestion caused on main crossroad, connecting second harbour back road. 2. It has been predicted that South-North road and traffic capacity of New Port road would lack compared to traffic volume-to-be-increased. Moreover, the detour volume of traffic is caused because New Port's 1st avenue and route 2 were not connected directly. Thus, this study suggests three kinds of improvement plan for smoother traffic flow. 1st. Operate roundabout on major intersection, for example, second harbour back road, west container wharf's subway corridors(South to North), and permit only right turn on sub-intersection. 2nd. Extend New Port road(North container's port road) by utilizing side walk and median. 3rd. Install exit ramp which utilizes Route 2 connecting New Port's 1st avenue and local road 1042. The method we used to analyze the effect of improvement is Vissim of Mircro Simulation Package.

• Korea Trade Review
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• v.48 no.3
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• pp.217-242
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• 2023

This study aims to analyze the factors influencing the logistics demand of inland ports along the Yangtze River and predict future port logistics demand based on these factors. The logistics demand prediction using system dynamics techniques was conducted for a total of six ports, including Chongqing and Yibin ports in the upper reaches, Jingzhou and Wuhan ports in the middle reaches, and Nanjing and Suzhou ports in the lower reaches of the Yangtze River. The logistics demand for all ports showed an increasing trend in the mid-term prediction until 2026. The logistics demand of Chongqing port was mainly influenced by the scale of the hinterland economy, while Yibin port appeared to heavily rely on the level of port automation. In the case of the upper and middle reach ports, logistics demand increased as the energy consumption of the hinterland increased and the air pollution situation worsened. The logistics demand of the middle reach ports was greatly influenced by the hinterland infrastructure, while the lower reach ports were sensitive to changes in the urban construction area. According to the sensitivity analysis, the logistics demand of ports relying on large cities was relatively stable against the increase and decrease of influential factors, while ports with smaller hinterland city scales reacted sensitively to changes in influential factors. Therefore, a strategy should be established to strengthen policy support for Chongqing port as the core port of the upper Yangtze River and have surrounding ports play a supporting role for Chongqing port. The upper reach ports need to play a supporting role for Chongqing port and consider measures to enhance connections with middle and lower reach ports and promote the port industry. The development strategy for inland ports along the Yangtze River suggests the establishment of direct routes and expansion of the transportation network for South Korean ports and stakeholders. It can suggest expanding the hinterland network and building an efficient transportation system linked with the logistics hub. Through cooperation, logistics efficiency can be enhanced in both regions, which will contribute to strengthening the international position and competitiveness of each port.

• Journal of the Korean Institute of Landscape Architecture
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• v.39 no.5
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• pp.48-56
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• 2011

The objective of this study is to develop quantitative criteria for setting reasonable standards and regulations for building heights in collective facility districts inside national parks or those connected to their borders. Heights of all building sin collective facility districts were simulated in order to determine heights of ridge lines of sight passing the upper parts of buildings from a main view point. Where a facility's zone is located at the inside or boundary of inland mountainous national parks, and there are coastal type national parks with mountains in the background, the study recommended assigning the maximum allowable height of a building as 8.82m if national park authorities intend to preserve the ridges at three-tenths the height of a mountain. It amounts to 3 or 3.5 stories when it is converted into the number of floors. It is desirable to apply this standard to accommodations like a hotel except lodge or cottage as the maximum allowable height of a building. Nevertheless, when there aren't back mountainous areas among coastal-type national parks, there is a need for applying a separate standard. If an equal and uniform standard is applied to all collective facility districts, it becomes difficult to address local differences when managing landscape. There must be flexibility when applying a standard, depending on variables such as location of view points, differences in the methods of selection of view points, and differences in view angles, etc. Thus, there is a need for different landscape management strategies that address the unique natural environment of different zones.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.16 no.3
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• pp.121-129
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• 2004

The different types of coastal souctures have been constructed for the protection of coastal region from the incident waves. Among them. the permeable submerged breakwater has been widely used as a wave dissipater and sediment transport controller because of its excellent advantages in scenery effects, construction efficiency and environment aspects. This study numerically investigated the characteristics of wave energy variations and transmission coefficient at the rear of the permeable submerged breakwater installed in the irregular wave field. To analyze it's performance numerically, a two-dimensional numerical wave flume based on VOF method was used. A frequency spectral analysis showed that the spectral peak moved to the short-period in the one-row submerged breakwater, and the wave energy was distributed evenly for the whole period in the two-row submerged breakwater in the case of breaking on the submerged breakwater. The spectral peak was shown to be converged within the significant wave period at the rear of the permeable submerged breakwater in the case of non-breaking conditions. From the result of transmission coefficients analysis. it was confirmed that a considerable quantity of wave energy was transmitted to the rear of the permeable submerged breakwater in the case of non-breaking rather than breaking.

• Journal of Korea Port Economic Association
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• v.26 no.1
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• pp.195-221
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• 2010

Kunsan port based on the selection of Kunsan Free Trade Area is expected to develop into a regional beach-head port and foreign investment area, and as the result it will play a great role in accelerating the coming age of the west sea. To promote the foreign competitiveness of Kunsan port as a central container port it can be pointed out that 1) to raise up the utilization ratio of Kunsan port as the front base of export and import by multinational corporations, 2) to hustle up the development of Kunsan container port toplay the central role as the composite container linkage central port, 3) to strengthen the attraction activities of foreign investment into the Kunsan Free Trade Area for the balanced development between regions in nation, 4) the support of both central and local governments to accelerate the comingage of the west sea are necessary.