• Journal of the Korean Association of Geographic Information Studies
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• v.20 no.2
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• pp.60-74
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• 2017

To facilitate prevention of highly pathogenic avian influenza (HPAI), a GIS is widely used for monitoring, investigating epidemics, managing HPAI-infected farms, and eradicating the disease. After the outbreak of foot-and-mouth disease in 2010 and 2011, the government of the Republic of Korea (ROK) established the GIS-based Korean Animal Health Integrated System (KAHIS) to avert livestock epidemics, including HPAI. However, the KAHIS is not sufficient for controlling HPAI outbreaks due to lack of responsibility in fieldwork, such as sterilization of HPAI-infected poultry farms and regions, control of infected animal movement, and implementation of an eradication strategy. An outbreak prediction model to support efficient HPAI control in the ROK is proposed here, constructed via analysis of HPAI outbreak patterns in the ROK. The results show that 82% of HPAI outbreaks occurred in Jeolla and Chungcheong Provinces. The density of poultry farms in these regions were $2.2{\pm}1.1/km^2$ and $4.2{\pm}5.6/km^2$, respectively. In addition, reared animal numbers ranged between 6,537 and 24,250 individuals in poultry farms located in HPAI outbreak regions. Following identification of poultry farms in HPAI outbreak regions, an HPAI outbreak prediction model was designed using factors such as the habitat range for migratory birds(HMB), freshwater system characteristics, and local road networks. Using these factors, poultry farms which reared 6,500-25,000 individuals were filtered and compared with number of farms actually affected by HPAI outbreaks in the ROK. The HPAI prediction model shows that 90.0% of the number of poultry farms and 54.8% of the locations of poultry farms overlapped between an actual HPAI outbreak poultry farms reported in 2014 and poultry farms estimated by HPAI outbreak prediction model in the present study. These results clearly show that the HPAI outbreak prediction model is applicable for estimating HPAI outbreak regions in ROK.

• Journal of Korean Society of Transportation
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• v.24 no.2 s.88
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• pp.65-78
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• 2006

This paper investigates the cost structure ot the Korea and Japan railroad industry with respect to density, scale and scope economies as well as productivity growth rate using a generalized trans)og multiproduct cost function model. The paper then assumes that the Korea and Japan railway companies pi·educe three outputs (incumbent railway passenger-kilometers. Shinkansen passenger-kilometers, ton-kilometers of freight) using four input factors (labor, fuel, maintenance, rolling stock and capital). The specified cost function includes foul other independent variables: track lengths to reflect network effects, two dummies to reflect nation and ownership effects, and time trend as a proxy for technical change. The simultaneous equation system consisting of a cost function and three input share equations is estimated with the Zellner's iterative seemingly unrelated regression. The unbalanced panel data used in the paper, a total of 154 observations. are collected from the annual records of the Korea National Railroad (KNR) for the yews $1977{\sim}2003$, Japan National Railways (JNR) for the years $1977{\sim}1984$. seven Japan Railways (JR's) for the years $1987{\sim}2003$. The findings show that the Korean and Japanese railways exhibit product-specific and overall economies of density but product-specific diseconomies of scale with respect to incumbent railway passenger-kilometers, Shinkansen-kilometers and ton-kilometers. However, the railways experience mild overall economies of scale which result from economies of scope associated with the joint production of incumbent railway/Shinkansen and feight, freight/incumbent railway and Shinkansen except Shinkansen/incumbent railway and freight. In addition, the economies of density and scale in the KNR, JR east, JR central, and JR west companies at the point of the years $1990{\sim}2003$ average is generally analogous to the above results at the point of sample average. There also appear to be economies of ssope associated with the joint Production of the incumbent railway and Shinkansen in JR central but diseconomies of scope in JR East and JR West. The findings also indicate that the productivity growth rate of the privately-owned JR's is larger than that of the government-owned KNR.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.8 no.6
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• pp.1572-1578
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• 2007

The specified wastes consist of waste acid, waste alkali, waste oil, waste organic solvent, waste resin, dust, sludge, infectious waste, and others. Among these specified wastes, a great portion is liquid phase wastes. The purpose of this study is to develop the high temperature and high pressure (HTHP) treatment system for decomposition of the liquid phase specified waste (LPSW). For this, we analyzed the physical and chemical properties of the LPSW such as density, proximate analysis, ultimate analysis, heating values, and designed 0.3 ton/day HTHP treatment system. The LPSW tested in this experiment were prepared by adding TCE(trichloroethylene) and toluene to liquid phase waste which was brought into the commercial waste treatment company. The average density of waste oil (25 samples), waste resin (5 samples), and waste solvent (12 samples) was 0.99 g/mL, 0.91 g/mL, and 0.93 g/mL, respectively. And the average lower heating value of waste oil, waste resin, and waste solvent was 8,294 kcal/kg, 5,809 kcal/kg, and 7,462 kcal/kg, respectively. The DRE (Destruction & Removal Efficiency) of TCE and toluene were 99.95% and 99.73% at atmospheric pressure conditions and that were 99.99% and 99.82% at pressurized conditions, respectively. These results showed that TCE/toluene mixtures were properly decomposed over about 99.73% of DRE by the HTHP treatment system and pressurized conditions were more effective to destroy those pollutants than atmospheric pressure conditions. Also these systems could be directly applied to industries which try to treat the liquid phase specified waste within the regulation limit.

• Korean Journal of Heritage: History & Science
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• v.46 no.1
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• pp.268-289
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• 2013

The Dinosaur tracksite at Jeori, Geumseongmyeon, Euiseonggun, Gyeongsangbukdo, Korea (National Monument No. 373) has been studied in the aspects of location, stratigraphy, sedimentology, fossil occurrence, unique geological records, literature, significance in natural history, preservation, and management. On the basis of these features, the Jeori tracksite has been assessed semiquantitavely. The Jeori tracksite occurs in the Sagok Formation (Albian) of the Euiseong sub-basin, and over 300 footprints forming 12 sauropod trackways, 10 ornithopod trackways, and 1 theropod trackways are preserved in this tracksite. The track-bearing deposits consist of tabular-bedded medium- to fine-grained arkose with mudstone drape, interlaminated fine-grained sandstone to siltstone and mudstone, and shaly mudstone. The dinosaur tracks are preserved in the interlaminated fine-grained sandstone to siltstone and mudstone, and most of them are observed as underprints. The track-bearing deposits are interpreted as sheetflood deposits on the floodplain under a seasonal paleoclimatic condition with alternating of wetting and drying periods. Multiple tension fractures with NE strike were formed in the track-bearing bed, which resulted in that tracks seem to occur in several horizons. The significance in natural history of the tracksite can be summarized as follows: 1) the historical implication of the Jeori tracksite as the firstly designated National Monument of dinosaur fossil sites, 2) the high density of the occurrence of diverse footprints (over 300) within small area (about $1,600m^2$), and 3) the significance of the tension fractures associated with the track-bearing bed as geoeducational records for the understanding the development of fault. In order to share the value of the Jeori tracksite in the aspect of natural history with the community and public, the interpretive panel should be modified to include figures explaining paleoenvironment and tension fault development. In addition it is recommended that a brochure be published briefly explaining the tracksite and to educate the residents about the natural and social significance of the tracksite. For the safety of visitors it would be desirable for the road in front of the tracksite to be moved at least 10 m southward, which could mitigate the shaking of the track bed caused by traffic.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.3
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• pp.282-288
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• 2023

In this study, we analyzed the amount of roadside fine dust generated from newly constructed specially modified asphalt pavement and general asphalt pavement from existing roads. We collected the 1,000 g (100 g/day) of dust samples from the roadside of the express bus terminal and commercial facility area in Chungcheongnam-do's C site at three-day intervals during the summer of 2022 and 2023. The collected samples were separated from fine dust according to size in the 75-150 ㎛ range and, were separated only from Tire and Road Wear Particles through density separation. No.1-3 are general asphalt pavement section as an existing road. Fine dust and Tire and Road Wear Particles in No.1-3 were 24.27 g, 24.36 g, 0.53 g, and 0.53 g, respectively, and the quantitative results for 2022 and 2023 were similar. On the other hand, No.4-6 are newly constructed specially modified asphalt pavement section. Fine dust decreased by 14.8 % and tire and road wear particles decreased by 29.6 % in 2023 compared to 2022 in No.4-6. In addition, according to the results of thermogravimetric analysis, Tire and road wear particles in No.1-3 are tire and road components at 30 % and 70 %, respectively. And Tire and road wear particles in No.4-6 are tire and road components at 35 % and 65 % in 2023, respectively. From these results, it was confirmed that the newly constructed specially modified asphalt pavement can be effective in reducing roadside fine dust and Tire and Road Wear Particles. However, there may be some shortcomings in conclusive research results due to limited space and sample collection period. In the future, we plan to conduct various case studies.