• Journal of the Society of Disaster Information
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• v.8 no.4
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• pp.347-361
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• 2012

To find out the major factors affecting the pedestrian satisfaction, the quantitative evaluation on the walking environment were carried out using questionnaire with the 5-point Likert scale in the selected 6 community roads in Seoul. Data were analyzed using descriptive, correlation, and regression analysis. One of main findings reported that pedestrians are not satisfied yet with pedestrian environment(Mean=2.88, S.D.=1.12). The correlation analysis reported 'Safe to walk' (R=.640,p=.001), 'Feel like walking' (r=.603, p=.001), 'Enjoyable to walk'(R=.601,p=.001), and 'Adequate for walking & dialogue'(R=.586,p=.001), are top four factors that positively correlate with overall pedestrian satisfaction. Results indicate that safety should be considered in priorities but amenity development be thought to be important in pedestrian improvement projects. And a broad public participation in decision-making is needed for the effectiveness of the project.

• Journal of the Society of Disaster Information
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• v.19 no.1
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• pp.231-240
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• 2023

Purpose: The purpose of this study is to analyze air quality and carbon emissions in developing countries, particularly Myanmar, and explore the impact of transportation on CO2 emissions during peak hours relative to free-flow conditions. Method: This study conducted a traffic survey in two major cities in Myanmar to quantify carbon dioxide emissions from the transportation sector, using IPCC's tier 1 and tier 2 approaches, with statistical analysis performed using Python 3 and Microsoft Excel for comparative analysis of critical factors in CO2 emissions. Result: The result of this study is an estimate of the vehicle kilometers traveled (VKT) and fuel consumption in Yangon city for the year 2019, based on data from various sources including the Myanmar Statistical data base, YUTRA project survey, and Ministry of Electric and Energy. The study also analyzes the average travel time index (TTI) for the four roads in Yangon, which indicates the impact of congestion on vehicle travel time and CO2 emissions. Overall, the study provides important insights into the transport sector in Yangon city and can be used to inform policies aimed at reducing greenhouse gas emissions and improving traffic conditions. Conclusion: The study concludes that congestion plays a significant role in increasing fuel use and emission levels in the road transport sector in Myanmar. The analysis provides valuable insights into the impact of the sector on the environment and emphasizes the importance of addressing congestion to reduce fuel use and emissions. However, the study's scope is limited to Yangon city and Mandalay city, and some mean values may not accurately represent the entire country and other developing countries.

• Journal of Korean Society of Water and Wastewater
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• v.25 no.3
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• pp.407-417
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• 2011

Nowadays, the high land use, mainly used for urbanization, is affecting runoff loads of non-point pollutants to increase. According to this fact, increasing runoff loads seems like to appear that it contributes to high ratio of pollution loads in the whole the pollution loads and that this non-point source is the main cause of water becoming worse quality. Especially, concentrated pollutants on the impermeable roads run off to the public water bodies. Also the coefficient of runoff from roads is high with a fast velocity of runoff, which ends up with consequence that a lot of pollutants runoff happens when it is raining. Therefore it is very important project to evaluate the quantity of pollutant loads. In this study, I computed the pollutant loadings depending on time and rainfall to analyze characteristics of runoff while first flush storm water and evaluated the runoff time while first flush storm water and rainfall based on the change in curves on the graph. I also computed contribution ratio to identify its impact on water quality of stream. I realized that the management and treatment of first flush storm water effluents is very important for the management of road's non-point source pollutants because runoff loads of non-point source pollution are over the 80% of whole loads of stream. Also according to the evaluation of runoff loads of first flush storm water for SS, run off time was shown under the 30 minute and rainfall was shown under the 5mm which is less than 20% of whole rainfall. These are under 5mm which is regarded amount of first flush storm water by the Ministry of Environment and it is judged to be because run off by rainfall is very fast on impermeable roads. Also, run off time and rainfall of BOD is higher than SS. Therefore I realized that the management of non-point source should be managed and done differently depending on each material. Finally, the contribution ratio of pollutants loads by rainfall-runoff was shown SS 12.7%, BOD 12.7%, COD 15.9%, T-N 4.9%, T-P 8.9%, however, the pollutants loads flowing into the steam was shown 4.4%. This represents that the concentration of non-point pollutants is relatively higher and we should find the methodical management and should be concerned about non-point source for improvement on water quality of streams.

• Journal of the Korean association of regional geographers
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• v.10 no.1
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• pp.83-95
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• 2004

Chilgok District is a historical area, which has had a certain amount of development. It has its own regional characteristics originating from its isolation from the existing built up area of Daegu City by the Kumho River This study explores the historical development processes and pending development issues of Chilgok District. In 1640 after the Japanese invasion of Korea in 1592, the district upgraded into Chilgok Dohobu due to its importance as a transportation hub of Youngnamdaero(the main road of Youngnam province in Chosun Dynasty). In its early stages, the government office was located in Kasan fortress, later the of office was moved to Eupnae-Dong. The Chilgok district has experienced a developmental lag resulting from the office's removal to Waegwan, located on the Kyungbu railroad since 1914. Later, due to the increasing influence of nearby Daegu City, urbanization continued gradually. Finally in 1981 Chilgok district was officially incorporated into Daegu Metropolitan City. In the later 1980s, the housing land development project was applied into the district centered on the alluvial plain of Palgeo-Cheon(stream) of the Northern part of Taejun-Bridge. Although the old built up zone was excluded from public sector development projects, private sector development has made the zone a modern town. Now, Chilgok district has transformed into a high-density residential new town in which high-rise apartment complexes mingle with numerous houses. As the district has developed, traffic jams have become a hot issue and it is going to get worse than now as the development continues. To solve this problem, Daegu city needs to swiftly construct the fourth belt way and the third subway line.

• International Journal of Highway Engineering
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• v.16 no.6
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• pp.137-147
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• 2014

PURPOSES : Daejeon is basically divided into an old downtown and a new downtown, and the recent relocation of the Chungcheongnam-do Provincial Government of Republic of Korea from the old downtown and the opening of governmental buildings in the new downtown as well have made this new downtown only densely populated with industrial and business facilities. Such changes in the downtowns have promoted the conditions of the new downtown while, consequently, dragging down the old downtown. Out of concern for those unbalanced developments of the two downtowns, Daejeon is now carrying out several city projects to revive the old downtown. In the light of that, as a part of the project to promote the old downtown, this study aims to conduct an evaluation on landscape of the culture and arts street in Daeheungdong which was built upon those ideas of a theme street project by Daejeon. METHODS : Based on the findings from the questionnaire not only on the components that would design the streetscape of the culture and arts street but also on the public satisfaction with the streetscape, the study defined how those changes in the components affect emotional factors of the pedestrians. In order to achieve the research goal, the study made changes in D/H ratio of the street structural components as well as the roadside trees. In terms of the questionnaire method, the study used the SD scale, and proceeded with its investigation through the frequency analysis, the principal component analysis (the factor analysis) and the structural equation model. RESULTS : According to the results from the factor analysis and the regression analysis, of those three factors, such as the openness, the comfortable sensation and the safety, the openness followed by the comfortable sensation and the safety was determined to have the most positive influence on the total satisfaction. The structural model analysis reported that the D/H and the structural components of the roadside trees and planting have a positive effect on the emotional image, and this emotional image also appeared to be positively related to the total satisfaction. CONCLUSIONS : This study looked into how the changes in the street structural components of the culture and arts street in Daeheungdong would affect the satisfaction with the streetscape, and finally confirmed that the D/H and the planting are what would have a positive effect on this satisfaction. What has been learned from this study will be the basic data to figure out how to promote and improve the culture and arts street in Daeheung-dong as this data will also help designing and developing of those specialized streets in other regions.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.182-199
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• 2023

Since 2021, government departments have been promoting Automated Driving Technology Development and Innovation Project as national research and development(R&D) project. The automated vehicles and service technologies developed as part of these projects are planned to be subsequently provided to the public at the selected Living Lab City. Therefore, it is important to determine a spatial area and operation section that enables safe and stable automated driving, depending on the purpose and characteristics of the target service. In this study, the static Operational Design Domain(ODD) elements for Level 4 automated driving services were reclassified by reviewing previously published papers and related literature surveys and investigating field data. Spatial analysis techniques were used to consider the reclassified ODD elements for level 4 in the real area of level 3 automated driving services because it is important to reflect the spatial factors affecting safety related to real automated driving technologies and services. Consequently, a total of six driving mode changes(disengagement) were derived through spatial information analysis techniques, and the factors affecting the safety of automated driving were crosswalk, traffic light, intersection, bicycle road, pocket lane, caution sign, and median strip. This spatial factor analysis method is expected to be useful for determining special areas for the automated driving service.

• The Korean Journal of Ecology
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• v.28 no.6
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• pp.395-404
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• 2005

A project has recently begun to reintroduce endangered Asiatic black bears to the Jirisan National Park. However, information on home range that is necessary to maintain the Minimum Viable Population (MVP) of those bears does not exist. Based on point data of two bears that were released for trial in Jirisan in 2001, we identified the movement pattern of bears and estimated their home ranges with two different methods Finally, the possibility of conserving the MVP of bears was evaluated by comparing the location and size of the home range with habitats which have been found to be suitable for bears. The frequency of bears' appearance reduced drastically as road densities of both paved roads and legal trails increased. The midpoint of home ranges of the two bears was 376.85 $km^2$ and 50.76 $km^2$ based on 100% MCP (Minimum Convex Polygon) and 95% AK (Adaptive Kernel Home Range Method), respectively, with an overlapped area of 126.0 $km^2$ and 3.99 $km^2$ each. The core areas of their home ranges are located not in the no-entry zone, where major trails were open to the public - despite being designated as no -entry zone - but in areas where most trails were closed to the public. A discrepancy between core areas of home ranges and potentially suitable habitats suggests the effects of vehicles and tracking people through roads within the park. Thus, for the success of in situ conservation of endangered bears, well-planned management of habitats is needed to protect bears and to ensure the home ranges to support the MVP.

• Journal of the Korean Vacuum Society
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• v.19 no.6
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• pp.423-431
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• 2010

In order to teach the accumulated knowledge of nanoscience, nanoengineering and nanotechnology to graduate school students and young scientists with the sense of public engagement, Osaka University started from 2004 to prepare and offer various kinds of education and training programs such as trans-disciplinary graduate-school minor program, evening course refresher program, short-term international research training program, etc. It offers a series of lectures, partly broadcasted live to satellite classrooms. In addition, the students can join intensive hands-on training programs using modern facilities, allowing them to design, fabricate, measure, characterize and functionalize nanomaterials and nanodevices. In addition, there are four specially designed lectures and research training programs aimed for nanocommunication including social, legal and ethical relationship: "Nanotechnology Career-up Lectures", "Social Engagement on Nanotechnology", "Road Map Design on Nanotechnology", and "Project-Aimed Learning and Training Programs (PAL)". The outline of the whole programs is described together with the specialized programs for nanocommunication.

• Journal of Ecology and Environment
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• v.45 no.3
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• pp.105-116
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• 2021

Background: The creation of the National Institute of Ecology began as a national alternative project to preserve mudflats instead of constructing the industrial complexes by reclamation, and achieve regional development. On the other hand, at the national level, the research institute for ecology was needed to cope with the worsening conditions for maintaining biodiversity due to accelerated climate change such as global warming and increased demand for development. In order to meet these needs, the National Institute of Ecology has the following objectives: (1) carries out studies for ecosystem change due to climate change and biodiversity conservation, (2) performs ecological education to the public through exhibition of various ecosystem models, and (3) promotes regional development through the ecological industry. Furthermore, to achieve these objectives, the National Institute of Ecology thoroughly followed the basic principles of ecology, especially restoration ecology, in the process of its construction. We introduce the principles and cases of ecological restoration applied in the process. Results: We minimized the impact on the ecosystem in order to harmonize with the surrounding environment in all the processes of construction. We pursued passive restoration following the principle of ecological restoration as a process of assisting the recovery of an ecosystem degraded for all the space except in land where artificial facilities were introduced. Reference information was applied thoroughly in the process of active restoration to create biome around the world, Korean peninsula forests, and wetland ecosystems. In order to realize true restoration, we pursued the ecological restoration in a landscape level as the follows. We moved the local road 6 and high-voltage power lines to underground to ensure ecological connectivity within the National Institute of Ecology campus. To enhance ecological diversity, we introduced perch poles and islands as well as floating leaved, emerged, wetland, and riparian plants in wetlands and mantle communities around the forests of the Korean Peninsula in the terrestrial ecosystem. Furthermore, in order to make the public aware of the importance of the intact nature, the low-lying landscape elements, which have disappeared due to excessive land use in most areas of Korea, was created by imitating demilitarized zone (DMZ) landscape that has these landscape elements. Conclusions: The National Institute of Ecology was created in an eco-friendly way by thoroughly reflecting the principles of ecology to suit its status and thus the impact on the existing ecosystem was minimized. This concept was also designed to be reflected in the process of operation. The results have become real, and a result of analysis on carbon budget analysis is approaching the carbon neutrality.

• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.