• Journal of the Korean Institute of Landscape Architecture
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• v.44 no.4
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• pp.86-99
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• 2016

This study was for analyzing the external environment and internal space structure and improving the way of use efficiency in waterfront through the Dragon boat festival to utilize waterfront actively. Through from the four target area, Hongkong, Busan, Incheon and Daejeon, this study was for an importance and satisfaction analysis for users about the element effect on the waterfront use efficiency and the contribution to cultural contents revitalization of waterfront by giving basic data. The result is as follows. First, in the importance analysis about 12 items, modern cultural infra around the waterfront was ranked highest, 8.26 and waterfront landscape, square & openspaces, convenience facilities, transport, green area, quality of viewing space, historic resources, pedestrian, suitability of width, wave, depth, water quality, berth & mooring were ranked in descending order. Second, waterfront landscape was interpreted by rather the external environmental impact according to city size than the matter of spatial structure in target area and judged as an important factor effect on site selection for waterfront. In the analysis of waterfront landscape, the reason of the high satisfaction about domestic target area was that riverside parks were recently made considering their waterfront activities. Viewing space was major infra where people could experience the pleasant waterfront and watch dynamic water leisure sports like Dragon boat three dimensionally and was thought to be improved for the use efficiency. Third, tourism resources were very important element that affect the use efficiency of waterfront, so waterfront users react sensitively to modern tourism resources rather than to historic resources. This meant that tourism infrastructure for shopping and leisure of the young affected the use efficiency of waterfront, so Hongkong and Busan were in a better position in terms of using waterfront that was near the tourism infrastructure. Fourth, in the analysis of traffic accessibility, both Hongkong and Busan were high evaluated in terms of excellent traffic accessibility by subway. Daejeon was low rated in terms of the satisfaction of use efficiency, because of the relative lower place awareness compared with transportation infrastructure. In Hongkong, waterfront was connected with downtown and in Busan, housing complex and shopping centers were located in the place for users in an easily accessible on foot, so the satisfaction was high-pitched. Finally, in the importance of water surface width and the analysis of satisfaction, except Incheon, all the three were over 200m in width of water surface and this meant the surface width above certain level was interpreted to interrupt the concentration of enjoying the water leisure sports. In the analysis of surface condition such as water quality, water depth and wave, through a survey, Busan had a problem with water quality and Gapcheon in Daejeon had a problem with optimal water depth by the festival participants.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.2
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• pp.387-393
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• 2021

In this study, finite element analysis was performed to evaluate a method of increasing the fatigue life of the pipe connection structure commonly used in the topside structure of offshore platforms. MSC Patran/Nastran, a commercial analysis program, was used, and the critical structural model was selected from the global analysis. To realize the stress concentration phenomenon according to the load, modeling using 8-node solid elements was implemented. The main loads were considered to be two lateral loads and a tensile load on a diagonal pipe. To check the hotspot stress at the main location, a 0.01 mm dummy shell element was applied. After calculating the main stress at the 0.5-t and 1.5-t locations, the stress generated in the weld was estimated through extrapolation. In some sections, this stress was observed to be below the fatigue life that should be satisfied, and reinforcement was required. For reinforcement, a bracket was added to reduce the stress concentration factor where the fatigue life was insufficient without changing the thickness or diameter of the previously designed pipe. Regarding the tensile load, the stress in the bracket toe increased by 23 %, whereas the stress inside and outside of the pipe, which was a problem, decreased by approximately 8 %. Regarding the flexural load, the stress at the bracket toe increased by 3 %, whereas the stress inside and outside of the pipe, which was also a problem, decreased by approximately 48 %. Owing to the new bracket reinforcement, the stress in the bracket toe increased, but the S-N curve itself was better than that of the pipe joint, so it was not a significant problem. The improvement method of fatigue life is expected to be useful; it can efficiently increase the fatigue life while minimizing changes to the initial design.

• Journal of the Korean earth science society
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• v.43 no.1
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• pp.41-59
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• 2022

In accordance with the enactment of 'the Paris Agreement' in 2015 and 'the Framework Act on Carbon Neutrality and Green Growth for Response to the Climate Crisis' in 2021, each local government has set appropriate reduction target of greenhouse gas to achieve the nationally determined contribution (NDC, the reduction target of 40% compared to 2018) of greenhouse gas (GHG) emissions in 2030. In this study, the current distribution of GHG emissions was analyzed in a time series centered on the Chungbuk region for the period from 1990 to 2018, with the aim of reducing GHG emissions in Chungbuk by 2030 based on the 2030 NDC and scenario. In addition, the prospected reduction by 2030 was estimated considering the projected emissions according to Busines As Usual in order to achieve the target reduction of GHG emissions. Our results showed that GHG emissions in Chungbuk and Korea have been increasing since 1990 owing to population and economic growth. GHG emissions in 2018 in Chungbuk were very low (3.9 %) relative to the national value. Moreover, emissions from fuel combustion, such as cement and lime production, manufacturing and construction industries, and transportation industries, were the main sources. Furthermore, the 2030 target of GHG emission reduction in Chungbuk was set at 40.2% relative to the 2018 value, in accordance with the 2030 NDC and 2050 carbon-zero national scenario. Therefore, when projected emissions were considered, the prospected reduction to achieve the target reduction of GHG emissions was estimated to be 46.8% relative to 2018. The above results highlight the importance of meeting the prospected reduction of GHG emissions through reduction means in each sector to achieve the national and local GHG reduction target. In addition, to achieve the 2030 NDC and 2050 carbon zero, the country and each local government, including Chungbuk, need to estimate projected emissions by year, determine reduction targets and prospect reductions every year, and prepare specific means to reduce GHG emissions.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.6
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• pp.21-35
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• 2022

With the support of local and central governments, various incentive policies for "green" cars have been established, and the number of electric vehicle users has been rapidly increasing in recent years. As a result, much attention is being given to establishing a user-centered charging infrastructure. A standard for the number of electric vehicle chargers to be supplied is being prepared based on building characteristics, but there is quite limited research on the appropriate ratio of slow and fast chargers based on the characteristics of each place. Therefore, this study derived an appropriate penetration ratio based on data about the distribution ratio of common slow chargers. These data were collected using a survey of actual electric vehicle users. Next, an analysis was done on how to categorize the needs of charging environments and to determine what criteria or characteristics to use for categorization. Based on the results of the survey analysis, three types of places were derived. Type-1 places require 10% of chargers to be slow chargers, Type-2 places require 40-60% of chargers to be slow chargers (i.e., around equal distribution of slow and fast chargers), and Type-3 places require more than 80% of chargers to be slow chargers. The required levels of slow chargers were classified by place type and by individual using latent class cluster analysis, which made it possible to categorize them into five clusters related to socioeconomic variables, vehicle characteristics, traffic, and charging behaviors. It was found that there was a high correlation between charging behavior, weekend travel behavior, gender, and income. The results and insights from this study could be used to establish charging infrastructure policies in the future and to prepare standards for supplying charging infrastructure according to changes in the electric vehicle market.

• Journal of Bio-Environment Control
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• v.26 no.4
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• pp.378-385
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• 2017

In this study, we evaluated the changes of fruit quality indices during fruit development and ripening in Korean new pear cultivar 'Changjo', developed from a cross between 'Tama' and '81-1-27' ('Danbae' ${\times}$ 'Okusankichi') in 1995 and named in 2009, to determine appropriate harvest time and to enhance the market quality and broaden the cultivation area. The fruits of 'Changjo' pears harvested from 132 days after full bloom (DAFB) to 160 DAFB. Fruit growth and quality indices were monitored at 1 week interval by measuring fruit weight, length, diameter, firmness, and taste related quality indices. The calculated fruit fresh weight increased continuously with fruit development and reached to an average of 594g on Sep. 20 (160 DAFB). The ratio of length to diameter declines as fruit maturation progress, resulting in 0.898 for ripe fruit stage as a round oblate shape. Flesh firmness of 'Changjo' pears showed over 30N until 153 DAFB and then decreased abruptly with fruit ripening, reaching a final level of about 26.44N on 160 DAFB. Starch content of fruit sap was also decreased abruptly after 146 DAFB which decreased almost half of the fruits harvested at 139 DAFB. In parallel with the decrease of flesh firmness, ethanol insoluble solids (EIS) content decreased sharply with fruit ripens, only 50% of EIS was detected on the fruits harvested on 160 DAFB when compared to that of the fruits harvested on 139 DAFB (Aug. 30). The maximum value of soluble solids contents was observed in the fruits harvested on 153 DAFB, resulting in $14.2^{\circ}Brix$. The changes of skin color difference $a^*$ which means loss of green color occurred only after 139 DAFB, coincide with the decrease of SPAD value of the fruit skin. The sugars of the 80% ethanol soluble fraction consisted mainly of fructose, sorbitol, glucose and sucrose, also increased during maturation and ripening. Fructose and sucrose contents were larger than those of glucose and sorbitol in flesh tissues. These results were explained that stored starch is converted to soluble sugars during fruit maturation, mainly in fructose and sucrose increasing the sweetness of this cultivar. Total polyphenols were increased up to middle of fruit maturation (146 DAFB) and then decreased continuously until the end of fruit maturation. Consequently, our results suggested that the commercial harvest time of 'Changjo' pears should not be passed 153 DAFB and late harvest of this cultivar would not good for quality maintenance during shelf-life. As a result of the post-harvest low-temperature acclimation experiment during the short-term transportation period, fruits harvested at 146 DAFB tended to maintain higher firmness after 14 days of simulated marketing at $25^{\circ}C$ compared to fruits harvested at 153 DAFB regardless of temperature set. And, the slower the rate of decrease to the final transport temperature of $5^{\circ}C$, the higher the incidence of internal browning and ethylene production. Therefore, in order to suppress the physiological disorder and to maintain the fruit quality when exporting to Southeast Asia in the 'Chanjo' pears, it is desirable to lower the temperature of the fruits within a short time after harvest and to set the harvest time before 146 days after full bloom.