• Korean Journal of Ecology and Environment
• /
• v.44 no.3
• /
• pp.264-271
• /
• 2011

At the Jangheung multipurpose dam, which is on the Tamjin River, a trapping and trucking operation was established to maintain continuous upstream migration of fish,. To facilitate fish gathering, installation of an effective fishing trap was required. In this study, we evaluated the fish trap, established at the Jangheung dam, using PIT (Passive Integrated Transponder) telemetry. A total of 254 individuals from 15 species were monitored. Among these tagged species, 36 individuals from 6 species (Carassius auratus, C. cuvieri, Zacco temminckii, Z. platypus, Pungtungia herzi, and Pseudobagrus koreanus) were detected; a 14.2% detection rate. C. auratus recorded the highest detection rate of 44.2% while P. herzi was 14.3%. Z. temminckii and Z. platypus showed relatively low detection, 5% and 7.7% respectively. Some of individuals from C. auratus and Z. platypus did not pass through the antenna at the first attempt but were continuously detected on multiple days. There were no statistical differences in body size (total length, standard length and body weight) of individuals that did or did not swim into the trap (Mann-Whitney U test, p>0.05). Fish mainly swam into the trap during outflow of water from the dam (Mann-Whitney U test, p<0.001) and showed a higher detection frequency in daytime than nighttime (Mann-Whitney U test, p<0.001). Thus, for fish movement into the trap, external factors such as outflow from dam and time of day have important roles. Based on detection rate, not all fishes showed upstream migration but represented selective migration. Consequently, the establishment of flexible outflow strategies that take into consideration ecological characteristics of fishes should required for improving the efficiency of fishway.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.36 no.1
• /
• pp.97-104
• /
• 2016

In Korea, the number of crash accident victims per 100,000 population is three times higher than the average of OECD. In particular, 60% of it occurs on the community road. Thus, this study intends to analyze the causes of such accidents through a pedestrian and vehicle traffic survey. The purpose is to establish practical safety enhancement measures for community roads. In recent years, lots of changes have occurred in the pedestrian environment. A traffic survey shows that 65% of pedestrians walk on the right and 17% of people use smart-phones while walking. An eye camera experiment shows that the operation load of drivers on the community roads is more than 4 times higher than those in urban roads. According to a speed survey, 62% of vehicles drive at 30km/h or above. The characteristics of accidents on community roads are as follows. First, the ratio of accidents on the edge of the road is 2.3 times as high as those on other roads. Second, when people walk on the right, the ratio of accidents is 2.5 times as high as that of walking on the left. Third, it becomes more dangerous when people cross the road from the right to the left. The majority of accidents is caused by unsafe driving (84.4%). When a vehicle makes a left turn, the likelihood of accidents is 2.3 times as high as those caused by a right turn. The ratio of accidents caused by vehicles going backwards is 14% among all accidents. In community roads, the focus of drivers should be at least 4 times higher than those on urban roads. Thus, walking in the opposite direction of vehicles and careless behaviors are highly likely lead to accidents.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.10 no.1
• /
• pp.115-123
• /
• 1990

The purpose of this study was to examine the uses of coal ash as a type of construction material. The methods of examination were chemical anlysis, soil laboratory test and the soil vibration test. Materials used were coal ash obtained as a by-product from 5 thermal power plants in Yongdong, Yongwol, Sochon(anthracite coal) and in Samchonpo and Honam (bituminous coal). Over 70% of the coal ash consisted of silica and alumina. The fly ash grain size showed a uniform distribution from fine-sand to silt, and that of the bottom ash showed from sand to gravel. The specific gravity and density of the coal ash were low. The long term strength increased gradually due to the self-setting property resulting from pozzolanic activity. The shear strength was higher than that of general soil. Cohesion and optimum moisture content of anthracite coal ash were higher than bituminous coal ash, whereas the maximum dry density was higher in bituminous coal ash. The coal ash dynamic Young's modulous curve range was similar to that of general soil. Of the results from the soil vibration test by car-running, the size relative acceleration level in the ash pond was higher than that of natural ground, but the damping ratio was lower than that of natural ground near the ash pond. The coal ash has more advantageous engineering properties than general soil with particles of the same size. For example, the California Bearing Ratio of the bottom ash at both Yongdong and Yongwol was 77~137%. Therefore we expect that if further study is done, coal ash can be used as a construction material when reclaiming seashore, construction embankments, road construction, making right-weight aggregate, or as a general construction material.

• Proceedings of the KSR Conference
• /
• 2007.11a
• /
• pp.517-528
• /
• 2007

Domestic or international existing researches regarding rail damage factors are focused on laying, vehicle conditions, driving speed and driving habits and overlook characteristics of track structure (elasticity, maintenance etc). Also in ballast track, as there is no special lateral spring stiffness of track also called as ballast lateral resistance in concrete track, generally, existing study shows concrete track has 2 time shorter life cycle for rail replacement than ballast track due to abrasion. As a result of domestic concrete track design and operation performance review, concrete track elasticity is lower than track elasticity of ballast track resulting higher damage on rail and tracks. Generally, concrete track has advantage in track elasticity adjustment than ballast track and in case of Europe, in concrete track design, it is recommended to have same or higher performance range of vertical elastic stiffness of ballast track but domestically or internationally review on lateral spring stiffness of track is very minimal. Therefore, through analysis of service line track on site measurement and analysis on performance of maintenance, in this research, dynamic characteristic behaviors of commonly used ballast and concrete track are studied to infer elasticity of service line track and experimentally prove effects of track lateral spring stiffness that influence curved rail damage as well as correlation between track elasticity by track system and rail damage to propose importance of appropriate elastic stiffness level for concrete and ballast track.

• Economic and Environmental Geology
• /
• v.39 no.2 s.177
• /
• pp.111-128
• /
• 2006

Three dimensional crustal structure and source features of earthquake hypocenters on the Korean peninsula were investigated using P and S-wave travel time tomography. The main goal of this research was to find Vp/Vs anomalies at earthquake hypocenters as well as those of crustal structure of basins and deep tectonic settings. This allowed fer the extrapolation of more detailed seismotectonic force from the Korean peninsula. The earthquake hypocenters were found to have high Vp/Vs ratio discrepancies (VRD) at the vertical sections. High V/p/Vs ratios were also found in the sedimentary basins and beneath the Chugaryong Rift Zone (CRZ), which was due to mantle plume that subsequently solidified with many fractures and faults which were saturated with connate water. The hypocenters of most earthquakes were found in the upper crust for Youngwol (YE), Kyongju (KE), Hongsung (HE), Kaesong (KSE), Daekwan (DKE), and Daehung (DHE) earthquakes, but near the subcrust or the Moho Discontinuity for Mt. Songni (SE), Sariwon (SRE) and Mt. Jiri (JE) earthquakes. Especially, we found hot springs of the Daekwan, Daehung and Unsan regions coincide with high VRD. Also, this cannot rule out the possibility that there are some partial meltings in the subcrust of this region. High VRD might indicate that many faults and fractures with connate water were dehydrated when earthquakes took place, reducing shear modulus in the hypocenter areas. This is can be explained by due to the fact that a point source which is represented by the moment tensor that may involve changes in volume, shear fracture, and rigidity. High Vp/Vs ratio discrepancies (VRD) were also found beneath Mt. Backdu beneath 40 km, indicating that magma chamber existed beneath Mt. Backdu is reducing shear modulus of S-wave velocity.

• Journal of Korean Society of Transportation
• /
• v.35 no.6
• /
• pp.499-510
• /
• 2017

Traffic accident fatalities in Korea in 2016 was 4,292 and 1,732 cases were deaths of elderly people. In spite of this, the researches on behaviors of the elderly when crossing roads, are rather limited. The purpose of this study is to investigate and analyze road crossing behavior characteristics of the elderly, when crossing roads, especially focusing on the characteristics of pedestrians and vehicles. Cross-sectional data was collected from six different sites in two regions and the following results was identified. First, at road crossings, 528 cases(84.3%) out of 626 conflict situations of the elderly and 303 cases(63.3%) out of 478 conflict situations of the non-elderly pedestrians were found to be dangerous, respectively. The elderly tend to face a statistically significant risk of 3.11 times higher than that of non-elderly people. Second, 519 cases(82.9%) of jaywalking occurred in 626 conflict cases of the elderly and 375 cases(78.5%) of jaywalking in 478 conflict events of non-elderly persons, which indicates the elderly's 1.34 times higher trend compared with the non-elderly's. Third, the pedestrian safety margin (PSM) analysis showed that the PSM of the elderly and the non-elderly were 3.33 seconds and 4.04 seconds respectively, which is 17.5% high. Fourth, the difference in pedestrian safety interval was examined by dividing the speed of approaching vehicle into less than 30km/h, above 30km/h and less than 50km/h, and over 50km/h. There was no significant difference between the PSM of coming vehicles with the speed less than 30km/h and the PSM of approaching with the speed 30km/h~50km/h, but the conflicts with vehicle of the speed above 50km/h show significantly lower PSM than with vehicle speed of 30km/h~50km/h. Finally, when the risk threshold is set to less than 2.5 seconds, the analysis shows that older pedestrians tend to cross roads dangerously 1.59~2.53 times than younger pedestrians. The results set forth here can be used as a basis for constructing the elderly safety measures at present and a potential basis for autonomous vehicle safety application in the future for solving the issue of the difference in crossing behavior between elderly and non-elderly pedestrians.

• The Journal of the Korean bone and joint tumor society
• /
• v.20 no.2
• /
• pp.60-65
• /
• 2014

Purpose: To diagnose soft tissue tumor, such as lipoma and Schwannoma, magnetic resonance imaging (MRI) is sufficient in most cases. However, various characteristics are found in MRI images of Schwannoma, thus other type of tumors are often misdiagnosed as Schwannoma with MRI images. In this study, we evaluate the diagnostic value of specific MRI findings of Schwannoma. Materials and Methods: From January 2002 to May 2013, 104 patients who are suspected as Schwannoma rith MRI images are included in data, and the final diagnosis is confirmed with biopsy. Patients are divided into group 1 and group 2 who are confirmed as Schwannoma and other disease with biopsy, respectively. Results: 92 patients were diagnosed as Schwannoma (group 1) and 12 patients were diagnosed as other disease (group 2). We investigate the diagnostic value of specific MRI findings of Schwannoma. 41 patients of group 1 (45%) and 0 patients of group 2 (0%) showed target sign, 47 patients of group 1 (51%) and 2 patients of group 2 (17%) showed fascicular sign, 44 patients of group 1 (48%) and 5 patients of group 2 (42%) showed fat split sign, 28 patients of group 1 (30%) and 1 patients of group 2(9%) showed nerve entering and exiting sign, and 8 patients of group 1 (9%) and 6 patients of group 2 (50%) showed none of four specific findings on their MRI images. 52 patients of group 1 (57%) and 5 patients of group 2 (42%) have tumors on the pathway of nerve. Target sign could be considered as the best diagnostic value of the sign we investigate (p<0.05). Conclusion: Although specific MRI findings have powerful diagnostic value, patients are often misdiagnosed as Schwannoma with MRI findings. Therefore, if patients who are suspected as Schwannoma based on MRI findings have no target sign on their MRI images, we should consider the possibility of other disease.

• The Journal of the Acoustical Society of Korea
• /
• v.37 no.4
• /
• pp.223-231
• /
• 2018

Recently, due to various environmental problems, blast tracks in tunnel are replaced with concrete tracks, but they have more adverse effects on noise than blast tracks so that additional noise measures are needed. Among these measures, sound-absorbing blocks start to be used due to its easy and quick installation. However, the performance of sound absorption blocks need to be verified under real environmental and operational conditions. In this paper, interior noise levels in KTX train cruising in Dalseong tunnel are measured before and after the installation of sound-absorbing blocks and the measured data are analyzed and compared. Additionally, noise reduction are estimated by modeling the high speed train, the tunnel and absorption blocks. Measurement devices and methods are used according to ISO 3381 and the equivalent sound pressure levels during the cruising time inside the tunnel are computed. In addition to overall SPLs(Sound Pressure Levels), 1/3-octave-band levels are also analyzed to account for the frequency characteristics of sound absorption and equipment noise in a cabin. In addition, to consider the effects of train cruising speeds and environmental conditions on the measurements, the measured data are corrected by using those measured during the train-passing through the tunnels located before and behind the Dalseong tunnel. Analysis of measured results showed that the maximum noise reduction of 6.8 dB (A) can be achieved for the local region where the sound-absorbing blocks are installed. Finally, through the comparison of predicted 1/3-octave band SPLs for the KTX interior noise with the measurements, the understanding of noise reduction mechanism due to sound-absorbing blocks is enhanced.

• Proceedings of the KSR Conference
• /
• 2007.11a
• /
• pp.1379-1385
• /
• 2007

In domestic transitional zone design, there is regulation to prevent generation of irregular substructure behaviors that negatively influence in prevention of plasticity settlement on approach section and contact section as well as relieve overall track rigidity by reducing sectional foundation and track stiffness difference, but design guideline that considers dynamic behavior of transitional track in actual service line is very insignificant. Therefore in this study, characteristics of transitional track dynamic behaviors by substructure stiffness are researched and measured dynamic response of transitional track by substructure stiffness in order to prove correlation between substructure and track and calculate elasticity(stiffness) and track load of transitional track by using measurement and formula to provide basic information for developing design guideline considering dynamic behavior of service line transitional track.

• International Journal of Highway Engineering
• /
• v.10 no.4
• /
• pp.103-116
• /
• 2008

In this study, in-situ testing method, Dynamic Cone Penetration Test(DCPT) was presented to establish a new compaction control criteria with using mechanical property like elastic modulus instead of unit weight for field compaction control. Soil chamber tests and in-situ tests were carried out to confirm DCPT tests can predict the designed elastic modulus after field compaction, and correlation analysis among the DCPT, CBR and resilient modulus of sub grade were performed. Also, DCPT test spacing criteria in the construction site was proposed from the literature review. In the result of laboratory tests, Livneh's equation was the best in correlation between PR of DCPT and CBR, George and Pradesh's equation was the best in the predicted resilient modulus. In the resilient modulus using FWD, Gudishala's equation estimates little larger than predicted resilient modulus and Chen's equation estimates little smaller. And KICT's equation estimates the modulus smaller than predicted resilient modulus. But using the results of laboratory resilient modulus tests considering the deviatoric and confining stress from the moving vehicle, the KICT's equation was the best. In the results of In-situ DCPT tests, the variation of PR can occur according to size distribution of penetrate points. So DCPT test spacing was proposed to reduce the difference of PR. Also it was shows that average PR was different according to subgrade materials although the subgrade was satisfied the degree of compaction. Especially large sized materials show smaller PR, and it is also found that field water contents have influence a lot of degree of compaction but a little on the average PR of the DCPT tests.