• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.37 no.2
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• pp.66-73
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• 2019

The Royal Tomb of the Joseon Dynasty, which was listed as a UNESCO World Heritage site in 2009, is a cultural resource recognized for its 'outstanding universal value' around the world. The royal tomb of Joseon has been managed with an emphasis on the preservation of cultural assets since it was designated as a historical site in the 1970s, but it has received many visitors as a valuable historical and cultural resource and haven that connects the past and the present in today's bustling city. In order to investigate and analyze the current status of pavements in the royal palace in terms of quality and quantity, and to suggest the direction of improvement, this study conducted a complete survey of 53 royal palace viewing roads in 18 regions, and the results are as follows. First of all, problems are found in both the early Masato pavement of the creation, which was introduced with an emphasis on the preservation and protection of cultural assets, and the hardening pavement(KAP), which began to be used in the 1990s for the convenience of maintenance. In other words, the Masato pavement used to create a more environmentally friendly atmosphere of the Joseon royal tombs is showing a high percentage of use, but it lacks support for walking activities, such as the slippage of the pavement and water pooling during the rainy season or during the ice season. Also, hardening pavement introduced for convenience of maintenance, such as the movement of repair vehicles, is not functioning properly as it is damaged by physical deformation after construction. In addition, in awe zones such as parking lots, although the first image of the Joseon royal tombs is determined, the formation of the functional landscape centered on the carriageway does not harmonize with the traditional landscape, and, because of its lack of walking and environment-friendly features, there is a need for improvement, such as the experimental introduction of relevant pavement materials developed afterwards and continuous monitoring.

• Archives of design research
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• v.20 no.3 s.71
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• pp.191-202
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• 2007

In these days, open signboard system is controlled by administrative policy and law, but there is no consideration for different types of building. As such, this study aims to propose planning criteria for streetside commercial buildings, such as elevation and mass design of buildings, layout of signboard attached to the building elevation with consideration for streetscape. In mass planning for streetside commercial buildings, the building type with front open space keeps lower open signboard density than the building type directly leading to the street. It is desirable that open signboard of lower floor part is attached by a horizontal type, open signboard of low medium floor part by a projected vertical type, open signboard of high medium floor part and roof part with a minumum attachment of open signboard. As for elevation planning relative to open signboard, it is desirable that an irregular wall type is more useful than a regular wall type to control open signboard. And in all cases, horizontal element facade has a handicap to control the quantity of signboard. If the building has a corner, the piloti should be used in the corner of lower story for smooth circulation of pedestrians and emphasizing the transparency of elevation. Specially, in the case of a round corner, the corner should be emphasized by the composition of high transparent mass.

• Korean Journal of Applied Biomechanics
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• v.18 no.4
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• pp.109-114
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• 2008

The purpose of this study was to estimate the energy expenditure simply and practically during physical activities. The physical activity is quantified by the integration of the accelerometer signals obtained from the triaxial accelerometer attached at the waist level of the human body. To find a relationship between energy expenditure and accelerometer data, 6 male and 5 female subjects walked and ran on the treadmill with speeds of 1.5, 3.0, 4.5, 6.0, 6.5, 7.0, and 8.5 km/hr. Each subject performed walking at the speed lower than 6.0 km/hr and running at the speed higher than 6.5 km/hr. Actual energy expenditure was determined by a continuous direct gas analyzer. Two predictive equations of walking and running mode for energy expenditure which includes gender, body mass index(BMI) and data from accelerometer were developed using multiple regression analysis. The correlation coefficients and coefficients of determination between the estimated and measured energy expenditure were R=0.936, R2=0.876 and R=0.881, R2=0.776 in walking and running mode, respectively. For further study, experiments on a larger scale of test subjects are essential for acquiring more reliable results.

• Journal of Korean Society of Transportation
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• v.28 no.2
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• pp.99-108
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• 2010

In this paper I tried to find out changed and improved streetscape through the simulation using components of streetscape abstracted by factor analysis after analyzing present situation and problems of the streetscape for housing developments prepared on publis water surface. An analysis object is located in Haeundae Marine City in Busan. As a result of analysing the streetscape of marine city at present, I could see that main problems were discontinuous street space that did not reflect the characteristic of seashore, uncomfortable and insecure passage owing to coexistence street at seashore, insufficient street facilities for pedestrians, and disordered outdoor signboards. Therefore, I put the causal problems of marine city's streetscape in the insufficient street components, disharmony, and discontinuity so analysed the simulation elements applying selected street components and evaluated them to deduce demand factors having common meaning. As the result, the common demand factors were 'street furniture', 'harmonious streetscape with surrounding', 'landscape with natural openness', and 'landscape with dynamic symbol' in the order. So it needs to stress on a plan for proper arrangement of 'street facilities' and symbolic streetscape having continuity and harmony with surrounding so that the plan can proceed more properly for marine city's identity.

• Journal of the Korean Institute of Landscape Architecture
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• v.46 no.6
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• pp.60-74
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• 2018

This study was to investigate the pedestrian's thermal environments in the North Sidewalk of E-W Street during summer heatwave. We carried out detailed measurements with four human-biometeorological stations on Dongjin Street, Jinju, Korea ($N35^{\circ}10.73{\sim}10.75^{\prime}$, $E128^{\circ}55.90{\sim}58.00^{\prime}$, elevation: 50m). Two of the stations stood under one row street tree and hedge(One-Tree), two row street tree and hedge (Two-Tree), one of the stations stood under shelter and awning(Shelter), while the other in the sun (Sunlit). The measurement spots were instrumented with microclimate monitoring stations to continuously measure microclimate, radiation from the six cardinal directions at the height of 1.1m so as to calculate the Universal Thermal Climate Index (UTCI) from 24th July to 21th August 2018. The radiant temperature of sidewalk's elements were measured by the reflective sphere and thermal camera at 29th July 2018. The analysis results of 9 day's 1 minute term human-biometeorological data absorbed by a man in standing position from 10am to 4pm, and 1 day's radiant temperature of sidewalk elements from 1:16pm to 1:35pm, showed the following. The shading of street tree and shelter were mitigated heat stress by the lowered UTCI at mid and late summer's daytime, One-Tree and Two-Tree lowered respectively 0.4~0.5 level, 0.5~0.8 level of the heat stress, Shelter lowered respectively 0.3~1.0 level of the heat stress compared with those in the Sunlit. But the thermal environments in the One-Tree, Two-Tree and Shelter during the heat wave supposed to user "very strong heat stress" while those in the Sunlit supposed to user "very strong heat stres" and "exterme heat stress". The main heat load temperature compared with body temperature ($37^{\circ}C$) were respectively $7.4^{\circ}C{\sim}21.4^{\circ}C$ (pavement), $14.7^{\circ}C{\sim}15.8^{\circ}C$ (road), $12.7^{\circ}C$ (shelter canopy), $7.0^{\circ}C$ (street funiture), $3.5^{\circ}C{\sim}6.4^{\circ}C$ (building facade). The main heat load percentage were respectively 34.9%~81.0% (pavement), 9.6%~25.2% (road), 24.8% (shelter canopy), 14.1%~15.4% (building facade), 5.7% (street facility). Reducing the radiant temperature of the pavement, road, building surfaces by shading is the most effective means to achieve outdoor thermal comfort for pedestrians in sidewalk. Therefore, increasing the projected canopy area and LAI of street tree through the minimal training and pruning, building dense roadside hedge are essential for pedestrians thermal comfort. In addition, thermal liner, high reflective materials, greening etc. should be introduced for reducing the surface temperature of shelter and awning canopy. Also, retro-reflective materials of building facade should be introduced for the control of reflective sun radiation. More aggressively pavement watering should be introduced for reducing the surface temperature of sidewalk's pavement.

• The Journal of the Korean bone and joint tumor society
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• v.13 no.1
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• pp.48-54
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• 2007

Purpose: To evaluate clinical results of the tumor prosthetic replacement for pathologic fracture of the proximal femur with extensive bony destruction due to metastatic bone tumors. Materials and Methods: From 2005 October to 2006 October, resection of proximal femur and tumor prosthesis replacement was performed for metastatic bone tumors extensively involving trochanteric area in 6 patients. The mean age of overall patients was 61(range, 48~77). Mean clinical follow up was 10.5 months (range, 6~16). Primary tumor consisted with multiple myeloma in 2 patients, lung cancer in 1, breast cancer in 1, transitional cell carcinoma of the renal pelvis in 1, unknown origin in 1 patient. $MUTARS^{(R)}$ proximal femur (Implantcast, Munster, Germany) were used in all cases. The functional evaluation in the lower extremities was performed with Musculoskeletal Tumor Society 1993 scores. The degree of pain relief after surgical treatment was assessed with Visual Analogue Scale (VAS). Results: At the final follow up, all of the patients survived. The mean lower extremities functional score of Musculoskeletal Tumor Society 1993 was 17.8(59.3%)(range, 12~25). VAS was improved to 2.5 from 8.5 after the surgical treatment. Ambulation was encouraged as soon as possible and mean duration after surgery for ambulation was 7.3(range, 3~16) days. Post-operatively, there was no surgical infection, periprosthetic fracture or loosening. Dislocation occurred in one out of six cases. Conclusion: Resection of proximal femur and tumor prosthesis replacement for metastatic bone tumors around proximal femur extensively involving trochanteric area seems to be safe procedure in view of post-operative complication, and effective for functional restoration as well as pain relief. Thus, it is accordant to the treatment principle of the metastatic bone tumors.

• Transactions of the Korean Society of Mechanical Engineers A
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• v.34 no.10
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• pp.1359-1366
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• 2010

Recently, many electronic control techniques for vehicles have been developed and applied. One of the technologies can be X-by-wire such as throttle-by-wire, brake-by-wire, steer-by-wire, and etc, in which most of mechanical parts are replaced into electrical wire and actuators. In this study, the effect of throttle-by-wire and brake-by-wire control systems on vehicle velocity control, especially in a school zone, are taken into consideration. The number of accidents reported in school zones is higher than that in other places. The reason for this is that many vehicle drivers do not obey speed limit regulations. Moreover, some of the students are careless while crossing the streets. Therefore, in this study, we attempt to develop a method using throttle-by-wire and brake-by-wire control systems for automatically reducing the vehicle speed such that it will be within the speed limit. First, an engine model and a transmission system model are developed for a specific vehicle model. Second, speed reduction is carried out such that the reduction follows a pre-designed cubic spline trajectory; the trajectory is determined such that rapid deceleration, which causes discomfort to the driver and passengers, can be prevented, for which a fuzzy-PID control algorithm is applied for the trajectory following control. Finally, simulation results are presented to verify the performance of the proposed speed reduction control system.

• Journal of Veterinary Clinics
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• v.23 no.2
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• pp.190-193
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• 2006

Two weeks of therapy with intra-articular hyaluronic acid and oral caprofen failed to improve the clinical signs of hip osteoarthritis radiologically confirmed in a dog. Then, over the period of 30 days (7 sessions at 5-day intervals), bee- venom acupuncture (BV-AP, injection of bee venom at acupoints, also called apitoxin-aquapuncture) plus Trigger Point (TP) therapy was used. Five acupoints on the affected right limb were injected each time: GB30(as local point), plus ST35, GB33, BL40 and LIV08 (as distant points). The injection mixture (0.2 ml/point; total 1 ml/session) was saline + apitoxin + 2% lidocaine, so that the injected solution contained $100{\mu}g$ apitoxin diluted in 0.2% lidocaine-saline solution/ml. The total dose of apitoxin used was, therefore, $100{\mu}g/session$, divided over the 5 acupoints. One TP in the middle of the right quadriceps muscle was injected with 2% lidocaine (0.2 ml/point) each time. BV-AP improved the clinical signs rapidly; lameness and ataxia were disappear after 7 sessions (30 days); the right hind limb muscular atrophy was much improved and the hip radiograph was almost normal two weeks after 7 sessions (44 days). The present patient was a case with canine hip osteoarthritis which showed favorable therapeutic response by BV-AP plus TP therapy.

• Proceedings of the Korea Water Resources Association Conference
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• 2007.05a
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• pp.1302-1306
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• 2007

여름철의 강우시 저수지에 주로 유입되는 고탁수층은 저수지내의 수체에 대하여 밀도차와 유속차를 가지며, 난류혼합을 일으키면서 주변수를 유입하며 하류방향으로 이송 확산되어 간다. 임하댐과 같은 대형 저수지는 수심이 30 m가 넘는 관계로 여름철에 2개의 수온약층이 존재한다. 따라서 댐체에 도달한 고탁수층은 저수지내의 밀도성층으로 인하여 주로 중층에 분포하게 되며, 가을철에 발생하는 수평확산과 전도현상으로 인해 저수지 전역에 분포하게 되어 탁질입자의 분포에 따라 탁수현상의 장기화를 유발하기도 한다. 이와 같은 탁수문제의 저수지내 대책으로는 홍수기에 고탁수층을 우선적으로 취수하는 방법이 있다. 고탁수층은 이와같이 수온약층과 밀접한 관계를 가지며, 취수탑 주변의 선택취수 결과에 영향을 받는다. 형성된 탁수층을 효율적으로 선택배제하기 위해서는 취수시설에 접근하는 성층흐름을 정확하게 이해해야 한다. 본 연구에서는 3차원 CFD를 사용하여 밀도성층에 따른 취수탑 주변의 접근흐름을 수치해석하여 방류수심, 방류유속 및 밀도성층구조의 선택배제에 대한 영향을 분석하였다. 임하댐 취수설비에 적용한 결과에 의하면 상층, 중층, 하층에서 취수탑 문비를 개도하였을 경우, 취수탑 주변에서만 유속이 증가하였을 뿐 저수지 내에서는 유속이 크게 증가되지 않은 것으로 나타났다. 하지만 문비 개도구간의 변화에 따라 수심별 유속분포는 크게 변화하는 것을 확인할 수 있다. 따라서 문비를 조절하는 것은 저수지 전체의 유동을 깨뜨리지 않으면서 취수탑 인근에서 선택취수가 가능하다는 것을 확인할 수 있었다. 또한 본 연구에서는 정밀한 현장조사를 수행하여 저수지와 방류수의 탁도변화를 모니터링하였으며, 취수탑 개구부 주변의 연직 유속분포를 측정하였다. 3차원 수치모의 결과와 현장에서 관측한 유속장을 비교함으로써 본 연구에서 제시한 실제 탁수배제능력을 검증하였다.를 구축하였다는데 의의가 있다.로와 접하는 건물의 경우 모서리부 광고 효과가 지배적이며 대부분 곡선돌출형이 사용되고 있었다. 그러므로 모서리 저층부를 필로티로 계획하여 보행흐름을 원활하게 하고 대신 입면을 투명하게 하여 간접광고(내부전시) 효과를 유도하는 것이 좋다. 특히 원형모서리는 건물 특화 성격이 강하므로 불가피할 경우 소형 액센트 광고 위치를 미리 벽면으로 할애하는 것이 경관 및 입면계획에 유리한 것으로 분석되었다. 불확실도 해석모형 등의 새로운 기능을 추가하여 제시하였다. 모든 입출력자료는 프로젝트 단위별로 운영되어 data의 관리가 손쉽도록 하였으며 결과를 DB에 저장하여 다른 모형에서도 적용할 수 있도록 하였다. 그리고 HyGIS-HMS 및 HyGIS-RAS 모형에서 강우-유출-하도 수리해석-범람해석 등이 일괄되게 하나의 시스템 내에서 구현될 수 있도록 하였다. 따라서 HyGIS와 통합된 수리, 수문모형은 국내 하천 및 유역에 적합한 시스템으로서 향후 HydroInformatics 구현을 염두에 둔 특화된 국내 수자원 분야 소프트웨어의 개발에 기본 토대를 제공할 것으로 판단된다.았다. 또한 저자들의 임상병리학적 연구결과가 다른 문헌에서 보고된 소아 신증후군의 연구결과와 큰 차이를 보이지 않음을 알 수 있었다. 자극에 차이가 있지 않나 추측되며 이에 관한 추후 연구가 요망된다. 총대장통과시간의 단축은 결장 분절 모두에서 줄어들어 나타났으나 좌측결장 통과시간의 감소 및 이로 인한 이 부위의 통과시간 비율의 저하가 가장 주요하였다. 이러한 결과는 차가운 생수 섭취가 주로 결장 근위부를 자극하는 효과를 발휘하는 것이 아닌가 해석된다. 이와 같은 연구결과를 통해 생다시마를 주원료로 개발된 생다시마차와 생다시마 음료가 만성 기능성 변비 증세를 개선하는 효능이 잠재적으로 있음을 확인하였다. 그러나 생약제재의 변비약 수준으로

• 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.