• Journal of Korean Public Health Nursing
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• v.3 no.1
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• pp.74-100
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• 1989

Inspite of the lots of studies on the harmfulness of cigarette smoking to the body published by many researchers since 1950, cigarette smoking people are increasing in number especially, cigarette smoking by young and women causes a serious problem. Examining the physiological motives of youth shows that, impulse which the youth want to immitate the adults, alluring curiousity, and defiant physiology of escaping from the norm of traditional groups which has been banned are cooperated well compoundly. As the period of the youth is the one which they accumulate knowledge and charactor by learning as well as the period of growth mentally, and physically they should be rightly educated about smoking before they addicted to smoking and it is desirable for us to make the youth to understand how harmfully the smoking is to effect to their growth and mental soundness simply not as a social norm which they should not smoke. The main motive of this study on the attitude of smoking by the youth is to give basic materials related on this field. For this study, 647 questionnaires were used as studying material which were able to analyze among 720 questionnaires of 2 classes of each grade of 3 high schools among the high schools of boys, girls and co-educated in Seoul from Oct. 21, 1988 through Oct. 26, 1988. Study Instrument are graded in Likert's 5 point from 40 questions which are 20 questions m affirmations and 20 questions in negations after analyzing the factors on 60 simple sentence questions which the students showed in preliminary studies. And these are systemized to be measured from 1 point which means they think smoking IS very bad to 5points which means they think smoking is really good. In these collected materials, technical statistics of frequency. percentage, average, standard deviation are used for general character and smoking attitude, $X^2-test$ for examinning Independant variables of physical. emotional, ethical and other areas pearson's coefficient of correlation for related direction and degree" and step­regression analysis for the degree of relative contribution of all variables which effect smoking attitude. The results of this study are as follows; 1. The smoking attitude of high school boys and girls showed average of 1.78 in physical area, 2.63 in emotional area, 2.61 in ethical area, 2.29 in other area respectively in a negative attitude generally also the negative attitude are expressed most strongly in physical area. I've can also say by this results that smoking is harmful to their health and further more it can be judged that this proves the youth in the period of preparation be adults have a strong curiousity in the emotional, ethical and other areas. 2. The most influential variables in each field as related factors effecting smoking attitude of the student can be explained from 13.2 in physical area the lowest experienced variables to 25.2 in emotional area the highest of degree of smoking experience. The fact that the more the smoking experienced students are increasing in number the higher tendency which accept the' smoking tells as the importance of health education about the population of latest student's smoking as important variables shown equally in each area. Those of grade, age, numbers of smoking people in house are showed meaningful in pure interrelation. Those related to the acceptance of teacher's smoking, sex, mothors education are shown meaningful in opposite interrelations. This means that the' increasing number' of smoking people in grade age, the number of smoker in family have a affirmative attitude. And people who are not interested in teacher's smoking wants to quit it, and whose mother's education is higher have a negative attitude. 3. The most negatively answered questions of the smoking attitude In physical, emotional, ethical and other areas are as belows; Firstly too much smoking is harmful to our health is 1.12 point. Secondly smoking have a ill-effect on pregnancy and embryo is 1.13 point. Thirdly smoking is harmful· to our health is 1.27 point. Fourthly smoking in crowed area with the people such as In a bus or subway should be prohibited is 1.27point. Fifthly smoking can ruin lungs is 1.31 point. And the most affirmatively answered questions are also as below; Firstly we showed smoke depending on time and place is 3.96 points. Secondly smoking is just habit is 3.83 points. Thirdly smoking people seem to be unable and deplorable is 3.69 point. Fourthly smoking should be prohibited by law is 3.56 points. Fifthly high school student's smoking is immitation of adults is 3.52 points.

• Proceedings of the Korean Institute of Intelligent Systems Conference
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• 1993.06a
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• pp.975-976
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• 1993

This talk presents the overview of the author's research and development activities on fuzzy inference hardware. We involved it with two distinct approaches. The first approach is to use application specific integrated circuits (ASIC) technology. The fuzzy inference method is directly implemented in silicon. The second approach, which is in its preliminary stage, is to use more conventional microprocessor architecture. Here, we use a quantitative technique used by designer of reduced instruction set computer (RISC) to modify an architecture of a microprocessor. In the ASIC approach, we implemented the most widely used fuzzy inference mechanism directly on silicon. The mechanism is beaded on a max-min compositional rule of inference, and Mandami's method of fuzzy implication. The two VLSI fuzzy inference chips are designed, fabricated, and fully tested. Both used a full-custom CMOS technology. The second and more claborate chip was designed at the University of North Carolina(U C) in cooperation with MCNC. Both VLSI chips had muliple datapaths for rule digital fuzzy inference chips had multiple datapaths for rule evaluation, and they executed multiple fuzzy if-then rules in parallel. The AT & T chip is the first digital fuzzy inference chip in the world. It ran with a 20 MHz clock cycle and achieved an approximately 80.000 Fuzzy Logical inferences Per Second (FLIPS). It stored and executed 16 fuzzy if-then rules. Since it was designed as a proof of concept prototype chip, it had minimal amount of peripheral logic for system integration. UNC/MCNC chip consists of 688,131 transistors of which 476,160 are used for RAM memory. It ran with a 10 MHz clock cycle. The chip has a 3-staged pipeline and initiates a computation of new inference every 64 cycle. This chip achieved an approximately 160,000 FLIPS. The new architecture have the following important improvements from the AT & T chip: Programmable rule set memory (RAM). On-chip fuzzification operation by a table lookup method. On-chip defuzzification operation by a centroid method. Reconfigurable architecture for processing two rule formats. RAM/datapath redundancy for higher yield It can store and execute 51 if-then rule of the following format: IF A and B and C and D Then Do E, and Then Do F. With this format, the chip takes four inputs and produces two outputs. By software reconfiguration, it can store and execute 102 if-then rules of the following simpler format using the same datapath: IF A and B Then Do E. With this format the chip takes two inputs and produces one outputs. We have built two VME-bus board systems based on this chip for Oak Ridge National Laboratory (ORNL). The board is now installed in a robot at ORNL. Researchers uses this board for experiment in autonomous robot navigation. The Fuzzy Logic system board places the Fuzzy chip into a VMEbus environment. High level C language functions hide the operational details of the board from the applications programme . The programmer treats rule memories and fuzzification function memories as local structures passed as parameters to the C functions. ASIC fuzzy inference hardware is extremely fast, but they are limited in generality. Many aspects of the design are limited or fixed. We have proposed to designing a are limited or fixed. We have proposed to designing a fuzzy information processor as an application specific processor using a quantitative approach. The quantitative approach was developed by RISC designers. In effect, we are interested in evaluating the effectiveness of a specialized RISC processor for fuzzy information processing. As the first step, we measured the possible speed-up of a fuzzy inference program based on if-then rules by an introduction of specialized instructions, i.e., min and max instructions. The minimum and maximum operations are heavily used in fuzzy logic applications as fuzzy intersection and union. We performed measurements using a MIPS R3000 as a base micropro essor. The initial result is encouraging. We can achieve as high as a 2.5 increase in inference speed if the R3000 had min and max instructions. Also, they are useful for speeding up other fuzzy operations such as bounded product and bounded sum. The embedded processor's main task is to control some device or process. It usually runs a single or a embedded processer to create an embedded processor for fuzzy control is very effective. Table I shows the measured speed of the inference by a MIPS R3000 microprocessor, a fictitious MIPS R3000 microprocessor with min and max instructions, and a UNC/MCNC ASIC fuzzy inference chip. The software that used on microprocessors is a simulator of the ASIC chip. The first row is the computation time in seconds of 6000 inferences using 51 rules where each fuzzy set is represented by an array of 64 elements. The second row is the time required to perform a single inference. The last row is the fuzzy logical inferences per second (FLIPS) measured for ach device. There is a large gap in run time between the ASIC and software approaches even if we resort to a specialized fuzzy microprocessor. As for design time and cost, these two approaches represent two extremes. An ASIC approach is extremely expensive. It is, therefore, an important research topic to design a specialized computing architecture for fuzzy applications that falls between these two extremes both in run time and design time/cost. TABLEI INFERENCE TIME BY 51 RULES {{{{Time }}{{MIPS R3000 }}{{ASIC }}{{Regular }}{{With min/mix }}{{6000 inference 1 inference FLIPS }}{{125s 20.8ms 48 }}{{49s 8.2ms 122 }}{{0.0038s 6.4㎲ 156,250 }} }}

• Journal of the Korean association of regional geographers
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• v.2 no.1
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• pp.133-150
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• 1996

This study is to clarify the market cycle of travelling merchants and the spatial behavior of consumer's commodity purchasing. its reasons and purchasing region of each commodity in Chongsan of Chongsan Myun(village) periodic markets, that is one of the lowest central places in Okchon county. The data used are the results of interviews with 58 travelling merchants on June 22 and July 17, 1994, and questionaire survey taken to parents of students of Chongsan middle school of Chongsan Myun in Okchon county. Study area is typical agricultural regions taking the role of central places to provide rural service and is comparatively important periodic markets. Some of findings are summarized as follows: (1) Until 1980's. appearance of closed periodic markets is caused by the population decrease in rural region, income increase, and rising of living level according to the Five Years Planning of Economic Development, appearance of chain stores of agricultural co-coperative and of supermarkets,. changes in distribution mechanisim by increasing consignment volume of agricultural products through agricultural co-coperative, and the development of transportation in Okchon county. These, too, became the reasons for the decline of the Chongsan periodic markets in Okchon county. (2) Most of the travelling merchants visiting the Chongsan periodic markets are in their 50's of age, and they sell the miscellaneous commodities and agricultural products. And about one-fourths of travelling merchants reside in regions with periodic markets and in Okchon of higher order central places. (3) Travelling routes visting periodic markets can be simplified to five types. Major types of travelling routes are Chongsan periodic market$\rightarrow$Wonnam$\rightarrow$Boun, and Chongsan periodic market$\rightarrow$Yungdong$\rightarrow$Yongsan. The patterns of travelling merchants visiting periodic markets are classified into the type of everyday visiting of periodic markets over three days of five days from merchant's residence to market, and the type of merchants or consumers visiting one day's of five days. On days that travelling merchants don't visit periodic markets they purchase the commodities in Seoul, Taejon and Chongju. (4) Consumers who use periodic markets are from thirties to fifties years of age and most of them are employed in agriculture. Consumers visit periodic markets on foot or by bus, and visit two or three times in a month, and mainly purchase the commodities for one or two hours from about ten o'clock in the morning. (5) Consumers purchase the necessaries of life in periodic markets, and other commodities are purchased in Taejon city, Youngdong, and Boun Eup(town). But consumers purchase the goods(convenience goods, shopping goods, and specialied goods) largerly in Chongsan, because additional expense and disadvantage after service with poor transportation service for purchased goods in others regions. Therefore, the hierarchies of central places by the consumer's purchasing behaviour can not be seem in dewellers in Chongsan and Chongseong Myun.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.6
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• pp.1297-1308
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• 2015

In Korea, the local traffic safety master plan has been established and implemented according to the Traffic Safety Act. Each local government is required to establish a customized traffic safety policy and share roles for improvement of traffic safety and this means that local governments lead and promote effective local traffic safety policies fit for local circumstances in substance. For implementing efficient traffic safety policies, which accord with many-sided characteristics of local governments, the prediction of community-based traffic accidents, which considers local characteristics and the analysis of accident influence factors must be preceded, but there is a shortage of research on this. Most of existing studies on the community-based traffic accident prediction used social and economic variables related to accident exposure environments in countries or cities due to the limit of collected data. For this reason, there was a limit in applying the developed models to the actual reduction of traffic accidents. Thus, this study developed a local traffic accident prediction model, based on smaller regional units, administrative districts, which were not omitted in existing studies and suggested a method to reflect traffic safety facility and policy variables that traffic safety policy makers can control, in addition to social and economic variables related to accident exposure environments, in the model and apply them to the development of local traffic safety policies. The model development result showed that in terms of accident exposure environments, road extension, gross floor area of buildings, the ratio of bus lane installation and the number of crossroads and crosswalks had a positive relation with accidents and the ratio of crosswalk sign installation, the number of speed bumps and the results of clampdown by police force had a negative relation with accidents.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.6D
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• pp.679-686
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• 2012

KTX step 1 April 2004, after the opening, the second phase of the project was opened in November 2010. High-speed rail after the opening and continue to increase the demand of high-speed rail, Have the speed of competitive advantage compared too the means of transportation. The opening of these high-speed rail has led to changes of the move, the company's position, and the spatial structure of the population of reorganization, such as the social, economic, transportation. In this study, survey data using the High Speed Rail Station EMME/2 of the program to take advantage of the 2-Dimentional Blancing trip distribution to investigate the passage through the trip distribution by the estimation of the parameters of the model to estimate the distribution of the means of access and high-speed rail station to reproduce and Analysis of the results by means of access parameters (${\theta}$) autos 0.0395, buses 0.0390, subway 0.0650, taxi 0.0415, the frequency distribution (Trip Length Frequency Distribution: TLFD) were analyzed survey data value model with the results of comparing $R^2$ cars analysis and model values similar survey data 0.909 bus 0.923, subway 0.745 to 0.922, taxi, F test P value analysis is smaller than 0.05 at the 95% confidence level as a note that was judged to have been. Trip frequency distribution analysis, but in the future, set the unit to 5km-trip frequency distribution middle zone Units from small zone units (administrative district) segmentation research is needed, and can reflect the trip distance 0~5 km interval combined function to take advantage of the gravity model and the 3-Dimentional Blancing applied research is needed to be considered.

• Journal of the Economic Geographical Society of Korea
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• v.21 no.1
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• pp.20-33
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• 2018

Population distribution in urban space varies with transportation flow changing along time of day. Transportation flow is directly affected by the activities of urbanites and the distribution of related facilities, since the flow is the result of moving to the point where the facilities associated with their activities are located. It is thus necessary to analyze the spatio-temporal characteristics of the urban population distribution by integrating the distribution of activity spaces related to the daily life of urbanites and the flow of transportation. The purpose of this study is to analyze the population distribution in urban space with daily and weekly time bases using the building database and T-card database in the city of Seoul, which is rich in information on land use and transportation flow. For a time-based analysis that is difficult to grasp by general statistical techniques, a four-dimensional visualization method combining time and space using a Java program is devised. Dynamic visualization in the four-dimensional space and time allows intuitive analysis and makes it possible to understand more effectively the spatio-temporal characteristics of population distribution. For this purpose, buildings are classified into three activity groups: residential, working, and commercial according to their purpose, and the number of passengers traveling to and from each stop site of bus and subway networks in the T-card database for one week is calculated in one-minute increments, Visualizing these and integrating transportation and land use, we analyze spatio-temporal characteristics of the population distribution in Seoul. As a result, it is found that the population distribution of Seoul displays distinct spatio-temporal characteristics according to land use. In particular, there is a clear difference in the population distribution pattern along the time axis according to the mixed aspects of working, commercial, and residential activities. The results of this study can be very useful for transportation and location planning of city facilities.

• Journal of Distribution Science
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• v.10 no.5
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• pp.37-44
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• 2012

In this paper, we investigate several factors that affect the locational decision of discount stores by using previous studies on the marketing area and the location of commercial facilities. We selected 21 primary variables that are expected to influence the decision of store location and, by factor analysis, grouped them into five underlying factors. Among these, the demographic factor, which shows the potential purchasing power level, had the greatest impact on the locational decision for the store. However, we found individual stores positioned according to unique locational characteristics in addition to the demographic factor. It means that we have to additionally consider if the vicinity of the market is based on any physical properties. Many previous studies proposed four decision factors for store location: the economic factor, the demographic factor, the land utilization factor, and traffic factor. However, the fivefold factors-our distinctive contribution-are more concrete and persuasive according to Korean reality. We show that location preference is based on the following criteria: (1) the area is densely populated, (2) houses stand close together, (3) residents have a high income level, (4) road traffic is developed and easy to access, and (5) public transportation is well developed. The demographic factor has the greatest impact on the location of a discount store. The number of households has a greater relevance to the demographic factor than does the individual consumer. Second, discount stores relatively prefer places where houses are located close together because such places offer easy access to the market. Third, a place whose residents have a high income level will be preferred, with its large cars and excellent traffic conditions. Fourth, a location would be highly rated if the roads around commercial facilities are well developed and their accessibility is good. Finally, discount stores must be located close to bus stops because female consumers, including housewives-the most important customers-evaluate stores based on distance. In this research, the variable of consumer attitude and preference was excluded, and the location factors of discount stores were analyzed according to a microscopic view through physical spatial data. In the future, the opening of new discount stores based on the five factors indicated above will require a comparatively shorter time from the first project feasibility analysis. In addition, the result of our study can be applied to the field of public policy for constructing and attracting large-scale distribution facilities.

• 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.

• Journal of Internet Computing and Services
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• v.14 no.5
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• pp.69-76
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• 2013

The incidence of globally infectious and pathogenic diseases such as H1N1 (swine flu) and Avian Influenza (AI) has recently increased. An infectious disease is a pathogen-caused disease, which can be passed from the infected person to the susceptible host. Pathogens of infectious diseases, which are bacillus, spirochaeta, rickettsia, virus, fungus, and parasite, etc., cause various symptoms such as respiratory disease, gastrointestinal disease, liver disease, and acute febrile illness. They can be spread through various means such as food, water, insect, breathing and contact with other persons. Recently, most countries around the world use a mathematical model to predict and prepare for the spread of infectious diseases. In a modern society, however, infectious diseases are spread in a fast and complicated manner because of rapid development of transportation (both ground and underground). Therefore, we do not have enough time to predict the fast spreading and complicated infectious diseases. Therefore, new system, which can prevent the spread of infectious diseases by predicting its pathway, needs to be developed. In this study, to solve this kind of problem, an integrated monitoring system, which can track and predict the pathway of infectious diseases for its realtime monitoring and control, is developed. This system is implemented based on the conventional mathematical model called by 'Susceptible-Infectious-Recovered (SIR) Model.' The proposed model has characteristics that both inter- and intra-city modes of transportation to express interpersonal contact (i.e., migration flow) are considered. They include the means of transportation such as bus, train, car and airplane. Also, modified real data according to the geographical characteristics of Korea are employed to reflect realistic circumstances of possible disease spreading in Korea. We can predict where and when vaccination needs to be performed by parameters control in this model. The simulation includes several assumptions and scenarios. Using the data of Statistics Korea, five major cities, which are assumed to have the most population migration have been chosen; Seoul, Incheon (Incheon International Airport), Gangneung, Pyeongchang and Wonju. It was assumed that the cities were connected in one network, and infectious disease was spread through denoted transportation methods only. In terms of traffic volume, daily traffic volume was obtained from Korean Statistical Information Service (KOSIS). In addition, the population of each city was acquired from Statistics Korea. Moreover, data on H1N1 (swine flu) were provided by Korea Centers for Disease Control and Prevention, and air transport statistics were obtained from Aeronautical Information Portal System. As mentioned above, daily traffic volume, population statistics, H1N1 (swine flu) and air transport statistics data have been adjusted in consideration of the current conditions in Korea and several realistic assumptions and scenarios. Three scenarios (occurrence of H1N1 in Incheon International Airport, not-vaccinated in all cities and vaccinated in Seoul and Pyeongchang respectively) were simulated, and the number of days taken for the number of the infected to reach its peak and proportion of Infectious (I) were compared. According to the simulation, the number of days was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days when vaccination was not considered. In terms of the proportion of I, Seoul was the highest while Pyeongchang was the lowest. When they were vaccinated in Seoul, the number of days taken for the number of the infected to reach at its peak was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days. In terms of the proportion of I, Gangneung was the highest while Pyeongchang was the lowest. When they were vaccinated in Pyeongchang, the number of days was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days. In terms of the proportion of I, Gangneung was the highest while Pyeongchang was the lowest. Based on the results above, it has been confirmed that H1N1, upon the first occurrence, is proportionally spread by the traffic volume in each city. Because the infection pathway is different by the traffic volume in each city, therefore, it is possible to come up with a preventive measurement against infectious disease by tracking and predicting its pathway through the analysis of traffic volume.

• Proceedings of the KOR-BRONCHOESO Conference
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• 1972.03a
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• pp.5-6
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• 1972

Noise and air pollution, which accompany the development of industry and the increase of population, contribute to the deterioration of urban environment. The air pollution level of Seoul has gradually increased and the city residents are suffering from a high pollution of noise. If no measures were taken against pollution, the amount of emission of pollutant into air would be 36.7 thousand tons per year per square kilometer in 1975, three times more than that of 1970, and it would be the same level as that of United States in 1968. The main sources of air pollution in Seoul are the exhaust has from vehicles and the combustion of bunker-C oil for heating purpose. Thus, it is urgent that an exhaust gas cleaner should be instaled to every car and the fuel substituted by less sulfur-contained-oil to prevent the pollution. Transportation noise (vehicular noise and train noise) is the main component of urban noise problem. The average noise level in downtown area is about 75㏈ with maximum of 85㏈ and the vehicular homing was checked 100㏈ up and down. Therefore, the reduction of the number of bus-stop the strict regulation of homing in downtown area and a better maintenance of car should be an effective measures against noise pollution in urban areas. Within the distance of 200 metres from railroad, the train noise exceeds the limit specified by the pollution control law in Korea. Especially, the level of noise and steam-whistle of train as measured by the ISO evaluation can adversely affect the community activities of residents. To prevent environmental destruction, many developed countries have taken more positive action against worsening pollution and such an action is now urgently required in this country.