• Journal of Wetlands Research
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• v.14 no.1
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• pp.139-146
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• 2012

Stream ecosystems carry out significant functions such as water purification, especially denitrification. However, rapid landuse change since industrialization has altered ecological functions of streams. In this study, we aimed to investigate denitrification rates and their determinant factors in streams with different landuse patterns, and how denitrification rates vary with microtopology within streams. Ten fifth streams of each landuse were selected, and each stream was divided into four microtopological sites within streams - riparian zone, subsoil, and both head and tail parts of sand bars. In situ denitrification rates and physicochemical properties of soil were examined. Denitrification rates of agricultural, urban, and forest streams were $289.62{\pm}70.69$, $157.01{\pm}37.06$, $31.38{\pm}18.65mg$ $N_2O-N\;m^{-2}\;d^{-1}$ respectively. There were no significant differences in denitrification rates depending on microtopology, but the rates in riparian zone were the highest, and the rates in the head parts of sandbars were lower than those of tail parts. The determinant factors for denitrification rates included water temperature, silt and clay contents of soil, inorganic nitrogen, and organic carbon, and these factors all showed positive correlations with denitrification rates. Through this study, we find that landuse pattern in watershed region affects denitrification rates that is one of considerable functions of streams. In addition, estimation of denitrification rates taking into account for microtopology would contribute to developing ecological management and restoration strategy of streams.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.24 no.1
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• pp.79-85
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• 2011

Bridge Weigh-in-Motion(BWIM) system calculates a travelling vehicle's weight without interruption of traffic flow by analyzing the signals that are acquired from various sensors installed in the bridge. BWIM system or data accumulated from the BWIM system can be utilized to development of updated live load model for highway bridge design, fatigue load model for estimation of remaining life of bridges, etc. Field test with moving trucks including various load cases should be performed to guarantee successful development of precise BWIM system. In this paper, a numerical simulation technique is adopted as an alternative or supplement to the vehicle traveling test that is indispensible but expensive in time and budget. The constructed numerical model is validated by comparison experimentally measured signal with numerically generated signal. Also vehicles with various dynamic characteristics and travelling conditions are considered in numerical simulation to investigate the variation of bridge responses. Considered parameters in the numerical study are vehicle velocity, natural frequency of the vehicle, height of entry bump, and lateral position of the vehicle. By analyzing the results, it is revealed that the lateral position and natural frequency of the vehicle should be considered to increase precision of developing BWIM system. Since generation of vehicle travelling signal by the numerical simulation technique costs much less than field test, a large number of test parameters can effectively be considered to validate the developed BWIM algorithm. Also, when artificial neural network technique is applied, voluminous data set required for training and testing of the neural network can be prepared by numerical generation. Consequently, proposed numerical simulation technique may contribute to improve precision and performance of BWIM systems.

• Journal of the Korean GEO-environmental Society
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• v.21 no.8
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• pp.15-27
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• 2020

In the current paper, a series of advanced 3D finite element analyses have been performed on existing pieces of work of negative skin friction from a geotechnical centrifuge test and full-scale field measurements. From these analyses, key features of pile behaviour under the influence of negative skin friction which, previously, were not fully understood in existing studies, have been meticulously discussed. As such, it has been possible to successfully address several numerical modelling issues such as negative skin friction induced pile settlements and group effects (the shielding effect), the effect of sacrificial piles in groups and the interaction between the pile head and the cap, the effect of interface elements at the pile-soil interface and the time-dependent pile behaviour. During a geotechnical centrifuge test, substantial amounts of negative skin frictions were mobilised when centrifugal acceleration increased from 1g to a certain g-level due to an increase in the self-weight of soil. The behaviour of piles inside a group were heavily affected by the sacrificial piles and the connectivity between the pile head and the pile cap. In particular, as negative skin friction has time dependent qualities associated with consolidation, it was logical to perform coupled analyses when analysing piles in consolidating grounds. From the current work, several insufficiencies of previous researches have been addressed, and the engineering pile behaviour subjected to negative skin friction has been clarified.

• Journal of Korea Water Resources Association
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• v.37 no.12
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• pp.979-991
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• 2004

In this study, RMA2 and RMA4, the 2-D depth-averaged models, were employed to simulate the two-dimensional mixing characteristics of the pollutants in the natural streams. The velocity and depth were first calculated using RMA2, 2-D hydrodynamic model, and then the resulting flow field was inputted to RMA4, 2-D water quality model, to compute the concentration field. RMA models were verified using the velocity and concentration data measured in S-curved meandering channel. The results showed that the RMA2 model simulated well the phenomenon that the maximum velocity line is located at the Inner bank of meandering channel, and the RMA4 model was well adapted to reproduce the general mixing behavior and the separation of tracer clouds. Comparing model simulations with measured data in the field experiments, RMA2 model simulated well general flow field and tendency that the maximum velocity line skewed toward the outer bank which were found in field experiments. The simulations of RMA4 model showed that the center of the tracer cloud tends to follow the path in which the maximum velocity occurs. In this study, the dispersion coefficients are fine-tuned based on the measured coefficients calculated using field concentration data, and the results show reasonable agreement with predictive equations.

• Journal of Korean Society of Forest Science
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• v.105 no.3
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• pp.321-329
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• 2016

To estimate the sediment discharge controlled by sediment-filled check-dam and thereby enhancing factor for check-dam design and dredging criteria, we surveyed slope failures and stream-bed fluctuation caused by geomorphic disturbances (i.e., landslides and debris flows) in Inje, Gangwondo. In general, check-dams play roles for restraining and controlling sediment discharge within a section under the design equilibrium gradient and a section under the design flood gradient, respectively. The results in this study showed same pattern: that is, the closed type check-dam, which has a design restraint sediment discharge of $2,111m^3$, estimated to control a sediment discharge of $3,996m^3$ in the stream section within 250 m right upper area immediately after the disturbances occurred in 2006. As a result, a design control sediment discharge of the check-dam was larger than its design restraint sediment discharge. This represents that the check-dam is still having an own function for controlling sediment discharge although it exceeded the designed capacity by the sediment discharged from upstream during the disturbances. Our finding suggests that the sediment discharge controlling of check-dam may need to be evaluated separately from its sediment discharge restraint. Currently, the country, however, does not consider the design control (or restraint) sediment discharges, based on the actual field survey, as criteria for check-dam design and/or dredging work. Therefore, the accumulation of the quantitative data is required to support that check-dam has functions for both restraining and controlling sediment discharge. This would be a way to develop our erosion control technology to the scientific technology equipped with a more objective and systematic aspects.

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.864-868
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• 2006

댐과 양쪽의 산 능선에 감싸이어 있는 저수지의 모습은 이렇다할만한 특징을 찾아보기가 쉽지 않다. 우리나라의 각지에 건설되어진 다목적댐으로 인해 형성되어진 저수지들을 둘러보아도, 역시 주변의 지형을 자세히 비교해 보기 전에는 구별하기 힘들만큼, 그만큼 외관상으로는 닮아있다. 하지만, 이러한 저수지들이 보여주는 자연현상은 실제로는 너무나도 다양하다. 잔잔한 물 표면의 안쪽에 저마다 눈에 보이지 않는 특성들을 감추고 있으리라 추측해 본다. 하지만, 그 특성을 정량적으로 파악 하기란 좀처럼 쉽지가 않다. 영양염분의 과다 유입으로 부영양화가 초래되면 여기저기서 녹조를 발생 시키고, 또한 홍수나 상류 유역의 토사 붕괴로 인하여 좀처럼 침강되지 않는 미세 입자가 과다 유입되면, 1년 내내 누런 탁수로 몸살을 앓는다. 이처럼, 인간의 눈에 보여 지는 저수지는 '매우 닮은 모습에서 너무나 다른 모습'으로 '계단의 층계변화'와 같은 극단적인 상태 변화만이 파악되어진다. 최근에 들어서, 장비의 발달과 환경에 대한 관심의 고조로 한 달에 한번 많으면 일주일에 한 번씩 현장 조사를 수행하고는 있지만, 지속적으로 저수지를 파악하기 위한 '선형적인 현상'을 보여주기에는 충분하지가 않다. 본 연구에서는, 저수지 수온을 모니터링 함으로서, 홍수와 가뭄과 같은 이벤트 및 계절 변화로 인한 수체의 온도분포를 조사 하였다. 그 방법으로, 자체 개발한 써미스터체인을 용담호의 댐축 지점과 댐축으로부터 상류방향으로 6.6km 떨어진 유입지점의 두 곳에 설치하였으며, 연 중 10분 간격으로 수온데이터를 로거에 저장한 후, 두 달에 한번 정도로 센서 정비 및 데이터 수거를 실시하였다. 그 결과, 우리가 눈으로나 현지관측만으로는 파악할 수 없었던 수체내의 많은 특징을 파악 할 수 있었다.. 중랑천 유역의 소배수구역을 대상으로 연중 발생하는 큰 호우사상에 대해 임의의 강우관측소를 결측지점으로 가정하고 주변의 강우관측소로부터 각각의 방법을 이용해 가중치들을 산정하여 결측지점의 강우량 값을 보정하고자 하였다. 또한 각각의 방법을 이용하여 얻어진 결과에 대해 실측값과 보정값의 오차정도를 평균절대오차법(Mean Absolute Error)과 제곱평균제곱근오차법(Root Mean Squared Error)에 의해 산정하여 보정 방법간의 효율성을 검토하고자 하였다.9년, 그리고 2010년${\sim}$2019년까지 총 4구간으로 나누어 결과를 도출하였으며 예상한 바와 같이 후반기 20년 동안에 세 가지 지표가 취약해 지는 것을 확인할 수 있었고, 특히 2000년부터 2009년까지 10년 동안에는 더욱 취약해짐을 확인할 수 있었다.를 보임에 따라 그 정책적 효과는 때로 역기능적인 결과로 초래하였다. 그럼에도 불구하고 이 연구결과를 통하여 최소한 주식시장(株式市場)에서 위탁증거금제도는 그 제도적 의의가 여전히 있다는 사실이 확인되었다. 또한 우리나라 주식시장에서 통상 과열투기 행위가 빈번히 일어나 주식시장을 교란시킴으로써 건전한 투자풍토조성에 저해된다는 저간의 우려가 매우 커왔으나 표본 기간동안에 대하여 실증분석을 한 결과 주식시장 전체적으로 볼 때 주가변동율(株價變動率), 특히 초과주가변동율(超過株價變動率)에 미치는 영향이 그다지 심각한 정도는 아니었으며 오히려 우리나라의 주식시장은 미국시장에 비해 주가가 비교적 안정적인 수준을 유지해 왔다고 볼 수 있다.36.4%)와 외식을 선호(29.1%)${\lrcorner}$ 하기 때문에 패스트푸드를 이용하게 된 것으로 응답 하였으며, 남 여 대학생간에는 유의한 차이(p<0

• Proceedings of the Korea Water Resources Association Conference
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• 2006.05a
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• pp.1970-1974
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• 2006

Tank 모형은 유역을 임의의 저류탱크로 가정하여, 유출공의 높이를 초과하는 저류고를 방출함으로써 유출량을 모의한다. 유출분석의 목적에 따라 직렬 3단 혹은 4단의 탱크로 구성하여 적용하는 것이 일반적인데, 국내의 일 단위 장기유출분석 연구에서는 직렬 4단 Tank 모형이 널리 활용되고 있다. 이러한 Tank 모형은 유역의 강우-유출관계를 모의하는 과정에 black box적인 특성을 지니고 있다. 그러나 각 저류탱크와 관련된 매개변수를 최적화하기 위해서는 매개변수들의 물리적인 의미를 이해하여야 한다. 이런 점을 고려하여 일본의 Sugawara는 경험적으로 매개변수들이 결정되는 범위를 제시한 바 있다. 그러나 기저유출을 모의하는 Tank 모형의 최하단 탱크에서 이러한 매개변수 범위에서는 적합한 값을 갖으나 장기적인 모의시에 저류고 및 유출고가 계속 증가하여 물리적인 유출특성을 반영하지 못하는 문제점이 나타났다. 따라서 본 연구에서는 이러한 문제점의 원인을 분석하기 위해 장기간의 자료가 구축된 소양강댐을 적용 유역으로 선정하여 최하단탱크의 유출공계수의 변화에 따른 유출량과 저류고의 변화를 살펴보았다. 분석결과 매개변수가 $0.0001{\sim}0.001$의 범위에서 장기간의 지속적인 저류고와 유출량의 증가가 나타났다. 그리고 유출공계수가 증가함에 따라 최대저류고는 감소하고, 저류고가 증가하는 지속기간이 짧아지는 것으로 나타났다. 그러나 통계치 변화분석에서는 상관계수, 평균제곱근오차, 모형효율성계수에서 거의 변화가 없는 것으로 나타났으며, 유출용적오차에서도 최대 약 6% 정도 유출용적이 변화하는 것으로 나타났다.mber)과 동일한 위치의 수온자료를 기초로 회귀분석을 실시함으로써 수온추출 알고리즘을 도출하여, 분석데이터의 신뢰도를 검증하였으며, 수온, 클로로필, 투명도 등을 위성원격탐사 자료와 GIS를 이용하여 공간분석을 실시하고, 공간분포도를 작성함으로써 대상해역의 해양환경을 파악하였다. 본 연구결과, 분석된 위성자료가 현장조사에 의한 검증이 이루어지지 않을 경우, 영상자료분석을 통한 표층수온 추출은 대기 중의 수증기와 에어로졸에 의한 계산치의 오차가 반영되기 때문에 실측치 보다 낮게 평가 될 수 있으므로, 반드시 이에 대한 검증이 필요함을 알 수 있었다. 현지관측에 비해 막대한 비용과 시간을 절약할 수 있는 위성영상해석방법을 이용한 방법은 해양수질파악이 가능할 것으로 판단되며, GIS를 이용하여 다양하고 복잡한 자료를 데이터베이스화함으로써 가시화하고, 이를 기초로 공간분석을 실시함으로써 환경요소별 공간분포에 대한 파악을 통해 수치모형실험을 이용한 각종 환경영향의 평가 및 예측을 위한 기초자료로 이용이 가능할 것으로 사료된다.염총량관리 기본계획 시 구축된 모형 매개변수를 바탕으로 분석을 수행하였다. 일차오차분석을 이용하여 수리매개변수와 수질매개변수의 수질항목별 상대적 기여도를 파악해 본 결과, 수리매개변수는 DO, BOD, 유기질소, 유기인 모든 항목에 일정 정도의 상대적 기여도를 가지고 있는 것을 알 수 있었다. 이로부터 수질 모형의 적용 시 수리 매개변수 또한 수질 매개변수의 추정 시와 같이 보다 세심한 주의를 기울여 추정할 필요가 있을 것으로 판단된다.변화와 기흉 발생과의 인과관계를 확인하고 좀 더 구체화하기 위한 연구가 필요할 것이다.게 이

• International Journal of Highway Engineering
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• v.4 no.2 s.12
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• pp.33-42
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• 2002

The cracks in the pavements result from drying shrinkage, temperature change, repeated traffic loadings and so on. The reduction of soil support, spatting and many local failures are caused by water and incompressible foreign materials infiltrated into the cracks. In order to reduce this kind of problems the crack width must be controlled and managed by the accurate measurement. The current method is a visual survey using a microscope, which requires traffic blocking. The purpose of this study is to find the best condition to measure accurate crack width using automated pavement condition survey equipment running at the similar speed as other vehicles. In this study pavement surfaces are filmed on an enlarged scale by the camera with a zoom lens, and then the proper focal distance is determined according to the crack width through a pilot survey. The conditions for measurement of the accurate crack width using the image processing technique are suggested by comparing crack widths surveyed using a microscope in the field with those computed by various factors in the image processing program, STADI-2. In conclusion, the camera with a focal distance of 75m could detect crack range of 0.5mm$\sim$1.2mm In width with an accuracy of 80% for CRCP. The camera with a focal distance of 12.5mm could detect crack range of 1.8mm$\sim$3.3mm in width with an accuracy of 90% for asphalt pavement.

• Journal of the Korea Convergence Society
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• v.8 no.8
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• pp.255-265
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• 2017

The study analyzed previous studies on traditional markets and market modernization projects to analyze research trends and content related to traditional markets. Next, the study selected 4 traditional markets throughout the nation where there was promotion of market modernization projects to conduct field research and interviews about store modules, line of flow, facility configuration, and types of businesses. Empirical comparative analysis was conducted on construction hardware status through measurement and observation and data was collected on business environment and requirement characteristics by business type through interviews with merchant associations of the corresponding markets. Consistent standard was applied as much it was possible to comparatively analyze the 4 market modernization cases and on the unique characteristics of individual markets, the cause was determined in conjunction to the history of the business promotion process and regional characteristics. After the study, basic data to suggest guidelines in store modules by business type in traditional markets could be acquired and the study identified the facilities equipment standards that must be considered in future market modernization projects. Through this it will be possible to derive policy implications to minimize trial and error and guarantee business efficiency in future market modernization projects.

• Journal of the Korean Society for Railway
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• v.16 no.1
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• pp.40-46
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• 2013

Based on Korean railway design standards, the thicknesses of the reinforced roadbeds of conventional and high speed railways are different, and so too, for the size distribution of the ballast particles. Accordingly, considerable cost would be required to increase operating speeds of conventional lines, in particular related to changing from a ballasted track system to a ballastless one. In this study, applicability of a roadbed which supports conventional ballasted track, for use as a ballastless track for a high speed rail line was examined. A reinforced roadbed for a conventional railway is 20cm thick, and the type of material used for a conventional reinforced roadbed is M-40 (crushed gravel for road embankments). A dynamics test was conducted to evaluate the occurrence of the permanent settlement of the track substructure. These results suggest that, without changes to the track substructure, an operational speed of 400km/h is feasible with a ballastless track. This result; however, is from laboratory experiments. Further studies, such as numerical analyses or field validation, are required.