• Journal of Environmental Science International
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• v.15 no.4
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• pp.359-364
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• 2006

Two sites with different average daily traffic volume at an intersection were selected in order to investigate water quality of the first flushes in the surface runoffs. The effects of rainfall intensities and accumulated non-rainy days before rainfall events on the water quality were also delineated. Samples were collected at every 2 min. interval from each first flush from February to May, 2004 for 4 major rainfall events. $COD_{cr}$ or SS concentrations at the site with an average daily traffic volume (ADTV) of 23,000 vehicles were 2-7 times higher than those at the site with an ADTV of 1,400 vehicles. The longer the accumulated non-rainy days were, the higher the concentration of heavy metals were than those of $COD_{cr}$ and SS in the first flushes.

• The Journal of the Korea Contents Association
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• v.12 no.4
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• pp.380-389
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• 2012

This study aims to argue fundamental issues on factors associated with revenues of hand injury patients to effectively manage hospitals specialized in hand injuries. The study employes 2,461 patients who entered S hospital from 2008 to 2010 with hand injuries. The followings are the results of the study. First, there is significant difference among occurrence of hand injuries with regard to demographics of patients. That is, it is likely to have longer average length of stay(ALOS) of male over female, of the elderly over infants and toddlers, and vice versa on average daily patient revenues. Also, compared to patients with traffic and labor insurance, patients with health insurance is likely to stay longer at lower daily cost. Fifth, demographics and incidence of hand injuries were significantly associated with average length of stay(ALOS) and average daily patient revenues. That is, male over female, age over 60 over any other age categories, patients with traffic and labor insurances over one with health insurance, cases with laceration, avulsion and bone transplantation over any other types of hand injury patients were factors significantly related to ALOS and average daily patient revenues. In sum, it is needed to focus on education and campaign to raise attentions on preventing various hand injuries. Also, managers at hospitals specialized in hand injuries should pay attention on issues such as reducing ALOS to run the organization effectively.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.6D
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• pp.759-766
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• 2008

Road classification system is the first step for determining the road function and design standards. Currently, roads are classified by various indices such as road location and function. In this study, we classify road using various traffic indices as well as to identify traffic characteristics for each type of road. To accomplish the objectives, mixture model was applied for classifying road and analyzing traffic characteristics using traffic data that observed at permanent traffic count stations. A total of 8 variables were applied: annual average daily traffic(AADT), $K_{30}$ coefficient, heavy vehicle proportion, day volume proportion, peak hour volume proportion, sunday coefficient, vacation coefficient, and coefficient of variation(COV). A total of 350 permanent traffic count points were categorized into three groups : Group I (Urban road), Group II (Rural road), and Group III (Recreational road). AADT were 30,000 for urban, 16,000 for rural, and 5,000 for recreational road. Group III was typical recreational road showing higher average daily traffic volume during Sunday and vacational periods. Group I showed AM peak and PM peak, while group II and group III did not show AM peak and PM peak.

• Journal of environmental and Sanitary engineering
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• v.14 no.2
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• pp.68-74
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• 1999

The atmospheric concentrations of Nitrogen Dioxide ($NO_2$) and Total Suspended Particulates (TSP) at the traffic road side were measured n Asan area, Choongchumg-namdo during May 1998 and January, 1999.The results of the study are as follows;1. The aversge value of airbone $NO_2$ and TSP levels were 28.5ppb and 5.9mg/me in Asan area. 2. The concentration distribution of NO2 and TSP is high for the season of winter. On a daily pattern, somewhat high value is appeared in the afternoon. 3. For the station, terminal, and Shinchang, the average value of $NO_2$ is 33.6ppb, 27.9ppb and 24.1ppb in sequence, and the ones of TSP is 6.3mg/m3, 6.0mg/m3 and 5.3mg/m3 in order.4. The high levels of $NO_2$ and TSP were positively related to traffic volume.

• Korean Journal of Health Education and Promotion
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• v.6 no.1
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• pp.91-105
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• 1989

The purpose of this study is to identify the body images of patints with low back pain and their status on adjustment of daily living. The data were collected from 11 general hospitals during Feburary 2, 1987 through May 30,1987. One hundred and ninety five subjects having physical therapy treatment because of low back pain were analyzed. For measurement of body image, 11 pairs of adjectives were used on semantic differential scale, and for measurement of adjustment of daily living, 10 items were used on a likert type scale. Results of the study are summerised as follows. 1. The average patient age were 34yeats and 62% of the patients were men. High school grade completed were 43.1% and Cause of Low Back Pain were respctively;Unknown etiology 31.8%, lifting heavy objects 27.7%, Traffic accident and injury 17.9%. Types of treatment were;medication plus physical therapy 54.9%, physical therapy only 22.6%. Average treatment duration were 24.5 months. 2. There were significant difference in the body image between before low back pain and after low back pain. The body image before low back pain were 59.89(Mean) but after low back pain were 37,24(Mean) and two groups were statistically significant (t=21.3, p<0.00l). 3. there were no significant difference in the body image between the male and female.(t=1.49, p＞0.05) 4. The correlation between body image and adjustment of daily living. in both sexes showed positive correlation coefficient; male(r=0.4648, p<0.00l) female(r=0.4516, p<0.00l) respectively. It means that patients with positive body image can adjust well in daily living. 5. The relation between the body image and general variables revealed sigificant difference with occupation and age.(F=2.12 p<0.05, F=3.48 p<0.05). That is different occupation and different age groups can show different body image. In conculsion with the above results, It is my strong belief that multidisciplinary approach including the concept of body image and patient education about postural care, activities of daily living, lifting mechanics should be applied in treating and dealing with those patients.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.51 no.3
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• pp.461-473
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• 2015

Jinhae Bay located in the southern of Korean Peninsular is an important spawning area in Korea. By some preliminary studies it was measured several times that adult Pacific codes (Gadus microcephalus) were passed (swimming layer: 15 to 18 m) over a submerged sea tunnel (sea bottom: about 30 m) rather than another immigration route when the Pacific codes were tagged surgically with an acoustic transmitters and released inside of the Bay. There is a possibility that the Pacific codes and the other fishes use the route on the sea tunnel as an immigration route are affected by a human-generated underwater noise around the sea tunnel due to the sea tunnel traffic. On this study the 25-hour measurements of the underwater noise level by water layer were conducted with a hydrophone attached on a portable CTD and an underwater noise level meter during four seasons, and the acoustical characteristics of the underwater noise was analyzed. The mean traffic volume for one hour at the sea tunnel on the spring was shown the largest value of 1,408 [standard deviation (SD): 855] vehicles among four seasons measurement. The next one was ordered on the autumn [1,145 (SD: 764)], winter [947 (SD: 598)] and summer [931 (SD: 558)] vehicles. Small size vehicle was formed 84.3% of the traffic volume, and ultra-small size, medium size, large size and extra-large size of the vehicle were taken possession of 8.7%, 3.2%, 2.0% and 1.8%, respectively. On the daily change of the noise level in vertical during four seasons the noise level of 5 m-layer was shown the highest value of 121.2 (SD: 3.6) dB (re $1{\mu}Pa$), the next one was 10 m-layer [120.7 (SD: 3.5)], 2 m- and 15 m-layer [120.3 (SD: 3.5 to 3.7)] and 1 m-layer [119.2 (SD: 3.6)] dB (re $1{\mu}Pa$). In relation with the seasonal change of the noise level the average noise level measured during autumn was shown the highest value of 123.9 (SD: 2.6) dB (re $1{\mu}Pa$), the next was during summer [121.4 (SD: 3.2)], spring [118.0 (SD: 3.4)] and winter [116.5 (SD: 5.1)] dB (re $1{\mu}Pa$). In results of eigenray computation when the real bathymetry data (complicate shape of sea bed) was applied the average number of eigenray was 2.68 times (eigenrays: 11.03 rays) higher than those of model bathymetry (flat and slightly sloped sea bottom). When the real bathymetric data toward inside (water depth becomes shallow according to a distance between the source of noise and hydrophone) of the Bay was applied on the eigenrays calculation the number of the eigenray was 1.31 times (eigenrays: 12.49 rays) larger than the real bathymetric data toward outside (water depth becomes deep with respect to the distance). But when the model bathymetric data toward inside of the Bay was applied the number of the eigenray was 1.05 times (eigenrays: 4.21 rays) larger than the model bathymetric data toward outside.

• Asian Journal of Atmospheric Environment
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• v.6 no.2
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• pp.96-103
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• 2012

Ambient particulate matter (PM) and particle-bound polycyclic aromatic hydrocarbon (PAH) concentrations were measured continuously for 70 days at a Korean elementary school located near a highway. The $PM_{10}$, $PM_{2.5}$, and $PM_1$ values were measured with a light-scattering, multi-channel, aerosol spectrometer (Grimm, Model 1.107). The number concentrations of the particles were measured using a scanning mobility particle sizer and counter (SMPS+C) which counted particles from 11.1 to 1083.3 nm classified in 44 channels. Particle-bound PAHs were measured with a direct reading, photoelectric aerosol sensor. The daily $NO_2$, $SO_2$, and CO concentrations were obtained from a national air-monitoring station located near the school. The average concentrations of $PM_{10}$, $PM_{2.5}$, and $PM_1$ were 75.3, 59.3, and $52.1{\mu}g/m^3$, respectively. The average number concentration of the ultrafine particles (UFPs) was $46,307/cm^3$, and the averaged particle-bound PAHs concentration was $17.9ng/cm^3$ during the study period. The ambient UFP variation was strongly associated with traffic intensity, particularly peak concentrations during the traffic rush hours. Particles <100 nm corresponded to traffic-related pollutants, including PAHs. Additional longterm monitoring of ambient UFPs and high-resolution traffic measurements should be carried out in future studies. In addition, transient variations in the ambient particle concentration should be taken into consideration in epidemiology studies in order to examine the short-term health effects of urban UFPs.

• International Journal of Highway Engineering
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• v.19 no.5
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• pp.49-58
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• 2017

PURPOSES : The objective of this study is to develop a simple regression model in designing the asphalt concrete (AC) overlay thickness using the Mechanistic-empirical pavement design guide (MEPDG) program. METHODS : To establish the AC overlay design equation, multiple regression analyses were performed based on the synthetic database for AC thickness design, which was generated using the MEPDG program. The climate in Seoul city, a modified Hirsh model for determining dynamic modulus of asphalt material, and a new damaged master curve approach were used in this study. Meanwhile, the proposed rutting model developed in Seoul city was then used to calibrate the rutting model in the MEPDG program. The AC overlay design equation is a function of the total AC thickness, the ratio of AC overlay thickness and existing AC thickness, the ratio of existing AC modulus and AC overlay modulus, the subgrade condition, and the annual average daily truck traffic (AADTT). RESULTS : The regression model was verified by comparing the predicted AC thickness, the AADTT from the model and the MEPDG. The regression model shows a correlation coefficient of 0.98 in determining the AC thickness and 0.97 in determining AADTT. In addition, the data in Seoul city was used to validate the regression model. The result shows that correlation coefficient between the predicted and measured AADTT is 0.64. This indicates that the current model is more accuracy than the previous study which showed a correlation coefficient of 0.427. CONCLUSIONS:The high correlation coefficient values indicate that the regression equations can predict the AC thickness accurately.

• Journal of Korean Society of Transportation
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• v.31 no.6
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• pp.22-33
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• 2013

Currently average daily traffic using Hi-pass has increased over 3 times that of 2008 and more than half of highway traffic now uses High-pass. At this juncture, reassessment on the overall operation of Hi-pass is required to improve the safety aspect of toll booths and the flow of traffic. Although existing Hi-pass operation manual presents the methods of alignment, they do not reflect actual forms of vehicles and do not properly take the safety of toll booth and flow of the traffic into consideration. In order to compensate these problems, this study classifies highway tollbooths into two categories of mainline type and interchange type, and establishes the standard of lane alignment by traffic conflict analysis based on the types divided according to geometric structure or environment around the tollbooths. In addition, traffic flows around the tollbooths were reflected with the stage to arrange Hi-pass lanes according to the volume of traffic on the lanes for Hi-pass.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1D
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• pp.23-30
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• 2006

The variation in the traffic volume on any given roads is the reflection of its user's economic activities and life patterns. And traffic volume flows in every hour usually take different charateristics depending on the location and the function of the roads. This study produced the Monthly Adjustment Factor, Weekly Adjustment Factor and Design hourly Factor, each of which is the index indicating the traffic volume charaterirstics on the highways leading to the recreation areas in the mountainous and seaside tourist sites. Applying these results, it might be possible to calculate the optimal AADT (Annual Average Daily Traffic) and DHV (Design Hour Volume), also be a help to establish a traffic management policy. Finally, it hopes to promote new version of KHCM (Korea Highway Capacity Manual) which includes traffic volume characteristics on recreation areas.