• Journal of Korean Society of Environmental Engineers
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• v.30 no.4
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• pp.393-400
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• 2008

1,4-Dioxane($C_4H_8O_2$), which is used as a solvent stabilizer, could make harmful effects on ecosystem because of its higher solubility, toxicity and carcinogenic by US EPA. From 2011, its discharge limit to waterbody will be regulated at 5 mg/L by Ministry of Environment Republic of Korea. It was thus to investigate that the currently operating activated sludge in polyester manufacturing processes in Gumi can properly treat it to meet with the regulation standard. For that purpose, the removal rate of 1,4-dioxane and its microbial properties were assessed for a few companies(i.e. K, H and T). Its removal efficiency was the most highly recorded in H as 98% and then 77% for K, which met with the regulation standard. However, concentration of 1,4-dioxane of T was 23 mg/L in the effluent, which is more than the regulation standard. Aside from, microbial degradation test was done for 100 ppm of 1,4-dioxane in BSM (Basal salt medium) inoculated with each of activated sludge. After 7 days, 1,4-dioxane was completely removed in the test bottle inoculated with H sludge, 67% in T and 52% in K, which could confirm that the given activated sludge might have different biodegradability against the amount of 1,4-dioxane. Therefore, microbial diversity in each company was investigated by 16s rDNA cloning methods where a species, e.g. Methylibium petroleiphilum PM1, was the greatest observed from H and in lesser from K, but it was not detected from T. Methylibium petroleiphilum PM1 is known to efficiently degrade ether like methyl tertiary-butyl ether(MTBE). It is concluded that the activated sludge in H can be most effectively adopted for a biodegradation of 1,4-dioxane in the concern of industrial sector.

• Proceedings of the Korean DIstribution Association Conference
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• 2002.05a
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• pp.31-59
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• 2002

Recently there are many changes of logistics environment Such as integrated logistics information system, the rapid growth of the domestic and international small package express service and third party logistics with Electronic Commerce. At this time it is very important to deliver to customers the goods sold through EC speedy, accurately and safely. That is to say, the role of small package express service is very important at EC times. The bottlenecks of small package express service in the circumstances of EC are the weakness of EC operating company and small package express service provider the shortage of distribution centre and cargo terminal, the shortage of skilled man with related small package express service etc. So, I suggested that for activation of EC it is necessary to strengthen the strategic alliances, introduce GPS and use the third party logistics positively in the side of small package express service provider. And it is necessary to prepare for the settlements of traffic problems, support the introduction of integrated logistics service, logistics information system, deregulate restriction such as weight limit of vehicles in the side of the government. And to government support throughout extending nation's SOC, deregulation, support to small package express service terminal, permit to stopping & parking in downtown, abolishing a no passing zone, permit to being employed foreigner. Also this service involves ensuring that the product will arrive when wanted, and in an undamaged condition.

• Journal of the Korean Society of Marine Environment & Safety
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• v.26 no.1
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• pp.103-113
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• 2020

Jack-up drilling rigs are widely used in the offshore oil and gas exploration industry. Although originally designed for use in shallow waters, trends in the energy industry have led to a growing demand for their use in deep sea and harsh environmental conditions. To extend the operating range of jack-up units, their design must be based on reliable analysis while eliminating excessive conservatism. In current industrial practice, jack-up drilling rigs are designed using the working(or allowable) stress design (WSD) method. Recently, classifications have been developed for specific regulations based on the load and resistance factor design (LRFD) method, which emphasises the reliability of the methods. This statistical method utilises the concept of limit state design and uses factored loads and resistance factors to account for uncertainly in the loads and computed strength of the leg components in a jack-up drilling rig. The key differences between the LRFD method and the WSD method must be identified to enable appropriate use of the LRFD method for designing jack-up rigs. Therefore, the aim of this study is to compare and quantitatively investigate the differences between actual jack-up lattice leg structures, which are designed by the WSD and LRFD methods, and subject to different environmental load-to-dead-load ratios, thereby delineating the load-to-capacity ratios of rigs designed using theses methods under these different enviromental conditions. The comparative results are significantly advantageous in the leg design of jack-up rigs, and determine that the jack-up rigs designed using the WSD and LRFD methods with UC values differ by approximately 31 % with respect to the API-RP code basis. It can be observed that the LRFD design method is more advantageous to structure optimization compared to the WSD method.

• The Korean Society of Law and Medicine
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• v.18 no.1
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• pp.297-341
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• 2017

We searched out court rulings on medical affairs through court library search sites and specialized articles on medically relevant judgments sentenced in 2016. And we selected and analyzed the judgements of the court we considered important as follows. In relation to the medical civil judgements, (1) In the case of applying surgery for female infertility during cesarean section operation but it has not been done, we expressed the regret for the lack of judgment in the process of entering the medical contract, introducing the rights infringed and the scope of compensation, (2) We pointed out that the ruling on the medical malpractice estimation goes out of limit of negligence estimation doctrine, and that the court asked very high degree duty of the traditional Korean medicine doctors to cooperate with Western medicine doctors. (3) In the case of admitting hospital's 100% responsibility, we pointed out the court overlooked the uncertainty and good intention of the medical practice. (4) Additionally, We introduced the cases admitted the hospital's responsibility in the accident related to the psychiatric patients in closed ward. Relating to a medical criminal ruling, we analyzed the supreme court decision about whether the dentist's Botox injection on the patient's face is a medical practice within the scope of the license from the viewpoint whether it is within the possible range of the word. And, concerning decisions on healthcare administration, (1) we analyzed the case about when medical personnel operate multiple medical institutions, whether it is possible to get back medical care costs under the National Health Insurance Law, (2) We commented on the ruling regarding explanation obligation in terms of object, degree, subject of explanation as a prerequisite for permissible arbitrary uninsured benefits. Finally, we reviewed the decision of the Constitutional Court about the Article 24 of the Mental Health Law, which it had allowed for a mental patient to be hospitalized forcibly by the consent of two guardians and a diagnosis of a psychiatrist. Also we indicated the problems of the revised Mental Health Law.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.6
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• pp.1075-1082
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• 2016

In order to calculate the optimum installation interval between a speed hump and hump type crosswalk that are installed continuously in succession, this study examined the speed of a vehicle that passes different intervals between speed humps and hump type crosswalks from the approach section of a roundabout having a maximum speed limit of 30km/h; analyzed the effects of speed humps and hump type crosswalks installed continuously in succession on vehicle driving speed; and simulated the optimum installation height of hump type crosswalk. As a result, the following conclusion was drawn. First, it was found that the optimum interval between a speed hump and hump type crosswalk, which are the representative traffic calming techniques for reducing vehicle speed, to control vehicle speed under 30km/h is 30m. Second, as a result of comparing the deceleration of a vehicle that pass hump type crosswalks, it was found that if the installation interval is 65 m and above, a speed hump and hump type crosswalk had no effect. Therefore, it is desirable that the maximum installation interval between a speed hump and hump type crosswalk for controlling vehicle speed within a fixed road section should not exceed 65m. Third, the analysis showed that the optimum installation height of hump type crosswalk is 6-8cm in case vehicle speed at the approach section is 20km/h or lower, 8-10cm in case of 30km/h, and 10cm in case of 30km/h or higher, respectively. Fourth, even at a road section on which a speed hump and hump type crosswalk are installed, speed reduction effects may sometimes be insignificant due to a driver's studying effect, traffic conditions and so on. Thus, it is judged that speed reduction effects will be greater if several traffic calming techniques such as speed hump, chicane, and choker are applied at the same time. Therefore, in case of applying traffic calming techniques for the purpose of reducing vehicle speed in order to promote pedestrian safety, the composite application of several techniques should be considered.

• Journal of the Korean Institute of Navigation
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• v.13 no.1
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• pp.21-53
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• 1989

In the past twenty years, there has been a rapid increase in the volume of traffic in Korea due to the Korean great growth of the Korean economy. Since transformation provides an infrastructure vital to economic growth, it becomes more and more an integral part of the Korea economy. The importance of coastal shipping stands out in particular, not only because of the expansion limit on the road network, but also because of saturation in the capacity of rail transportation. In spite of this increase and its importance, coastal shipping is falling behind partly because it is givenless emphasis than ocean-going shipping and other inland transportation systems and partly because of overcompetition due to excessive ship tonnage. Therefore, estimating and planning optimum ship tonnage is the first take to develop Korean coastal shipping. This paper aims to estimate the optimum coastal ship tonnage by computer simulation and finally to draw up plans for the ship tonnage balance according to supply and demand. The estimation of the optimum ship tonnage is peformed by the method of Origin -Destimation and time series analysis. The result are as follows : (1) The optimum ship tonnage in 1987 was 358, 680 DWT, which is 54% of the current ship tonnage (481 ships, 662, 664DWT) that is equal to the optimum ship tonnage in 1998. this overcapacity result is in excessive competition and financial difficulties in Korea coastal shipping. (2) The excessive ship tonnage can be broken down into ship types as follows : oil carrier 250, 926 DWT(350%), cement carrier 9, 977 DWT(119%), iron material/machinery carrier 25, 665 DWT(117%), general cargo carrier 17, 416DWT(112%). (3) the current total ship crew of 5, 079 is more than the verified optimally efficient figure of 3, 808 by 1271. (4) From the viewpoint of management strategy, it is necessary that excessive ship tonnage be reduced and uneconomic outdated vessels be broken up. And its found that the diversion into economically efficient fleets is urgently required in order to meet increasing annual rate in the amounts of cargo(23, 877DWT). (5) The plans for the ship tonnage balance according to supply and demand are as follows 1) The establishment of a legislative system for the arrangement of ship tonnage. This would involve; (a) The announcement of an optimum tonnage which guides the licensing of cargo vessels and ship tonnage supply. (b) The establishment of an organization that substantially arrangement tonnage in Korea coastal shipping. 2) The announcement of an optimum ship tonnage both per year and short-term that guides current tonnage supply plans. 3) The settlement of elastic tariffs resulting in the protect6ion of coastal shipping's share from other tonnage supply plans. 4) The settlement of elastic tariffs resulting in the protection of coastal shipping's share from other transportation systems. 4) Restriction of ocean-going vessels from participating in coastal shipping routes. 5) Business rationalization of coastal shipping company which reduces uneconomic outdated vessels and boosts the national economy. If we are to achieve these ends, the followings are prerequisites; I) Because many non-licensed vessels are actually operating and threatening the safe voyage of the others in Korea coastal routes, it is necessary that those ind of vessels be controlled and punished by the authorities. II) The supply of ship tonnage in Korean coastal routes should be predently monitored because most of the coastal vessels are to small to be diverted into ocean-going routes in case of excessive supply. III) Every ship type which is engaged in coastal shipping should be specialized according to the characteristics of its routes as soon possible.

• Clean Technology
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• v.27 no.4
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• pp.350-358
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• 2021

The results of this study shows that the combustor temperature ranged from 848.27 to 1,026.80 ℃, averaging about 976.61 ℃, and the NOx concentration increased as the temperature increased. The urea usage ranged from 291.00 to 693.00 kg d^-1, averaging about 542.34 kg d^-1, and the NOx concentration decreased as the urea usage increased. Residence time was about 3.38 to 9.17 s, averaging about 5.22 s, about 2.61 times larger than the 2 s of the design details. This is 1,086 kg h^-1, averaging about 55.71%, compared to the 1,950 kg h^-1 SRF input permission standard. The combustion chamber area is constant, but the residence time is shown to increase with the decrease of exhaust gas. The O₂/CO ratio was 847.05 to 14,877.34, averaging about 3,111.30, and the NOx concentration slightly increased as the O₂/CO ratio increased. As the combustor temperature and O₂/CO ratio increased, the combustion reaction with nitrogen in the air increased and the NOx concentration slightly increased. As the urea usage and residence time increased, the NOx concentration decreased slightly with an increase in reactivity with NOx. The NOx concentration at the stack ranged from 7.88 to 34.02 ppm with an average of 19.92 ppm, and was discharged within the 60 ppm emission limit value. The NOhx emission factor was 1.058 to 1.795 kg ton^-1, averaging about 1.450 kg ton^-1. This value was about 24.87% of the maximum emission factor of 5.830 kg ton^-1 of other solid fuels. Other synthetic resins and industrial wastes were 79.80% and 43.65% compared to 1.817 kg ton^-1 and 3.322 kg ton^-1, respectively. This value was similar to 1.400 kg ton^-1 of RDF in the NIER notice (2005-9), 10.98% compared to the maximum SRF of 13.210 kg ton^-1. Therefore, the NOx emission factor had a large deviation.

• Journal of Korea Water Resources Association
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• v.52 no.1
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• pp.51-60
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• 2019

The major purpose of this study is to construct an in-situ soil moisture verification network employing Frequency Domain Reflectometry (FDR) sensors for Cosmic-ray soil moisture observation system operation as well as long-term field-scale soil moisture monitoring. The test bed of Cosmic-ray and FDR verification network system was established at the Sulma Catchment, in connection with the existing instrumentations for integrated data provision of various hydrologic variables. This test bed includes one Cosmic-ray Neutron Probe (CRNP) and ten FDR stations with four different measurement depths (10 cm, 20 cm, 30 cm, and 40 cm) at each station, and has been operating since July 2018. Furthermore, to assess the reliability of the in-situ verification network, the volumetric water content data measured by FDR sensors were compared to those calculated through the core sampling method. The evaluation results of FDR sensors- measured soil moisture against sampling method during the study period indicated a reasonable agreement, with average values of $bias=-0.03m^3/m^3$ and RMSE $0.03m^3/m^3$, revealing that this FDR network is adequate to provide long-term reliable field-scale soil moisture monitoring at Sulmacheon basin. In addition, soil moisture time series observed at all FDR stations during the study period generally respond well to the rainfall events; and at some locations, the characteristics of rainfall water intercepted by canopy were also identified. The Temporal Stability Analysis (TSA) was performed for all FDR stations located within the CRNP footprint at each measurement depth to determine the representative locations for field-average soil moisture at different soil profiles of the verification network. The TSA results showed that superior performances were obtained at FDR 5 for 10 cm depth, FDR 8 for 20 cm depth, FDR2 for 30 cm depth, and FDR1 for 40 cm depth, respectively; demonstrating that those aforementioned stations can be regarded as temporal stable locations to represent field mean soil moisture measurements at their corresponding measurement depths. Although the limit on study duration has been presented, the analysis results of this study can provide useful knowledge on soil moisture variability and stability at the test bed, as well as supporting the utilization of the Cosmic-ray observation system for long-term field-scale soil moisture monitoring.

• Economic and Environmental Geology
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• v.54 no.3
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• pp.373-387
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• 2021

In this study, the impact of clustered groundwater usage facilities and the proper amount of groundwater usage in the Daejeong-Hangyeong watershed of Jeju island were evaluated based on the data-driven analysis methods. As the applied data, groundwater level data; the corresponding precipitation data; the groundwater usage amount data (Jeoji, Geumak, Seogwang, and English-education city facilities) were used. The results show that the Geumak usage facility has a large influence centering on the corresponding location; the Seogwang usage facility affects on the downstream area; the English-education usage facility has a great impact around the upstream of the location; the Jeoji usage facility shows an influence around the up- and down-streams of the location. Overall, the influence of operating the clustered groundwater usage facilities in the watershed is prolonged to approximately 5km. Additionally, the appropriate groundwater usage amount to maintain the groundwater base-level was analyzed corresponding to the precipitation. Considering the recent precipitation pattern, there is a need to limit the current amount of groundwater usage to 80%. With increasing the precipitation by 100mm, additional groundwater development of approximately 1,500m³-1,900m³ would be reasonable. All the results of the developed data-driven estimation model can be used as useful information for sustainable groundwater development in the Daejeong-Hangyeong watershed of Jeju island.

• Korean Journal of Heritage: History & Science
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• v.55 no.1
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• pp.111-132
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• 2022

The comprehensive examination on tendering system has been introduced to the Cultural Heritage repair and restoration field since 2016 to remedy the repair issues of South Gate in 2014. The Cultural Heritage Administration tried to attain the high performance of the cultural heritage repair and restoration works securing the proper payment for the repair and restoration works. It is high time to review the operating performance of the comprehensive examination on tendering system (hereinafter referred to as the "CEOTS"), as the system has been run for over 5 years to correspond with its original goal, i.e., "The Proper Payment in return for the High Performance of Repair and Restoration works." This study intends to analyze 114 tenders of CEOTS from 2016 to 2020. As a result of the analysis of 114 tenders, firstly, more than half of bid winners were in the top 20% of repair & restoration capacity disclosure amount list, which mostly fulfilled the goal of 'attaining high performance.' Secondly, as the winning bid rate is decreasing from 86.847% in 2017 to 85.488% in 2020, the goal of 'guarantee of a proper payment' is not achieved yet. Thirdly, the influence of Economic Evaluation section in CEOTS has been grown since the change of scoring system in CEOTS in 2019. This study identifies two reasons why the winning bid rate of CEOTS has decreased. Firstly, it is caused by the fact that 'the group that got more than 1st place' and 'the first place group' that are more than half of the total bidders have the decreasing bidding rate trend as the years go by. Secondly, the exclusion rate of 'the group that got more than 1st place' is higher than the exclusion rate of 'the group that got less than 1st place', which means the expected winning rate would be lowered. It is proposed that the revision of CEOTS code is needed, i.e. easing the strict rule concerning the exclusion rate as well as setting up the lower bidding limit to prevent the excessive decreasing winning bid rate.