• Korean Journal of Construction Engineering and Management
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• v.19 no.6
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• pp.46-54
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• 2018

In the 21st century, the Earth has continued its efforts to reduce carbon emissions to overcome the crisis caused by climate change. The construction industry, which is a representative industry that produces large amounts of the environmental load during construction, should actively reduce the amount of the environmental load. From the planning stage of the construction facility, it is necessary to consider the environmental load such as route selection and structure type selection to reduce the environmental load. However, the environmental load can be estimated based on the input resource amount. However, in the planning stage, it is difficult to accurately calculate the environmental load due to lack of information on the construction amount. The purpose of this study is to select the environmental load factors for IPC girder bridges to be used in the environmental load estimation model in the planning stage. Specific information related to the environmental load was selected from a list of information available in the planning stage, reflecting the Life Cycle Assessment(LCA), correlation, principal components analysis and expert opinion. The list of selected planning stage information is 10 such as span length and bridge extension, and it is expected to be used as a basic data for the future development of environmental load estimation model.

• Journal of the Korean Society for Marine Environment & Energy
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• v.15 no.4
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• pp.292-301
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• 2012

The rise in sea surface temperature (SST) as a global warming enhance overall typhoon activity. We assumed that there exist thermodynamic limits to intensity that apply in the absence of significant interaction between storms and their environment. The limit calculations depend on SST and atmospheric profiles of temperature and moisture. This approach do appear to provide resonable upper bounds on the intensities of observed storms and may even be useful for predicting the change in intensity over a long period time. The maximum storm intensities was estimated through the global warming scenarios from IPCC-AR4 report over the North-East Asia. The result shows stronger intensities according to scenarios for increase of carbon dioxide levels. And storm surge simulations was performed with the typhoons which were combined route of the typhoon Maemi (2003) and intensity as climate change scenarios. The maximum increase of storm surge heights was shown about 29~110 cm (36~65%) regionally. Especially at Masan, the result of simulated maximum surge height exceed the 200 years return period surge.

• Proceedings of the Korean Environmental Health Society Conference
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• 2005.12a
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• pp.4-15
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• 2005

Methylmercury (MeHg) is an environmental pollutant with neurotoxic effects on the central nervous system. The major exposure route of MeHg to humans is via consumption of fish and shellfish which accumulate the chemical through the food web in an aquatic environment. Hair mercury level is an excellent marker for MeHg exposure. We have been conducting a survey on hair mercury contents among general populations from 14 districts to estimate the current Japanese MeHg exposure level. Total mercury levels of all hair samples collected (12923 in total) were analyzed by the oxygen combustion-gold amalgamation method using an atomic absorption mercury detector. Multiple regression analysis revealed that mercury levels were significantly correlated with several covariates, such as sex, age, the amount of daily intake of total fish/shellfish, a preference for certain fish such as tuna or bonito, and artificial waving. The geometric means for the population without artificial waving were 2.47 and 1.65 ${\mu}g/g$ for males (n = 5623) and females (n = 3470), respectively. Hair mercury levels varied with age, and the variations were more significant in males. Since the difference between sexes was not evident at younger ages, some hormonal control might also be involved in the mercury uptake by human hair. The average mercury levels in our hair samples varied among the sampling districts. Tuna is a major carnivorous fish with high mercury accumulations that is often consumed in Japan. The amount of fish consumption and the preference rate far tuna would appear to be responsible far the regional variation in hair mercury levels in Japan. Recently, a provisional tolerable weekly intake (PTWI) of MeHg was revised by 61st JECFA to 1.6 ${\mu}g/kg/week$, which was about half that of the Japanese standard, and corresponded to a hair level of 2.2 ppm. The distribution of hair mercury levels in Japanese populations in the present study indicated that 25% of the Japanese females of child-bearing age were estimated to be exposed to MeHg over the PTWI level. This would reflect the high Japanese consumption of marine products. However, not only mercury contamination, but also the nutritional benefit may have to be considered when discussing the risk involved in the current level of fish and shellfish consumption in Japan.

• Journal of Korean Society of Transportation
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• v.24 no.6 s.92
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• pp.89-102
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• 2006

The purpose of this paper is to develop a dynamic OD estimating model to overcome the limitation of depicting teal situations in dynamic simulation models based on static OD trip. To estimate dynamic OD matrix we used the hybrid discrete choice model(called the 'Demand Simulation Model'), which combines travel departure time with travel mode and travel path. Using this Demand Simulation Model, we deduced that the traveler chooses the departure time and mode simultaneously, and then choose his/her travel path over the given situation In this paper. we developed a hybrid simulation model by joining a demand simulation model and the supply simulation model (called LiCROSIM-P) which was Previously developed. We simulated the hybrid simulation model for dependent/independent networks which have two origins and one destination. The simulation results showed that AGtt(Average gap expected travel time and simulated travel time) did not converge, but average schedule delay gap converged to a stable state in transportation network consisted of multiple origins and destinations, multiple paths, freeways and some intersections controlled by signal. We present that the hybrid simulation model can estimate dynamic OD and analyze the effectiveness by changing the attributes or the traveler and networks. Thus, the hybrid simulation model can analyze the effectiveness that reflects changing departure times, travel modes and travel paths by demand management Policy, changing network facilities, traffic information supplies. and so on.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.17 no.1
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• pp.68-80
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• 1984

Garolim Bay is not only important fishing ground but also expected area for the tidal power plant. The construction and operation of tidal power plant will make change the ecosystem of this bay. Therefore, the actual fisheries stocks should be precisely understood for the effect estimation and overall utilization of the bay after the construction of the tidal power plant. During the study period from January through December in 1981, forty-six adult fishes species, 3 species of fish egg and 25 fishes larvae species have occurred in the bay. Considering the result on monthly distribution of eggs and larvae, the inner area of the bay seems to be important as nursing ground of larvae spawned at the outside bay in winter, e. g., Ammodytes personatus, and Enedrias sp. This inner bay is also major spawning ground for many species spawning in spring and summer, e. g., Gobiidae, Konosirus punctatus, Engraulis japonica, etc. Taking into consideration the annual mean production for three years($1978{\sim}1980$), there are two major fishing seasons. The one is in May-June for Enedrias larvae stock, and the another in October-November for big eyed herring stock. For the mariculture stocks, short necked clam, oyster and laver are important species. After construction of the tidal power plant, the migratory species, i. e., larvae of Enedrias and Ammodytes personatus, Mugil cephalus, Konosirus punctatus, etc. will be directly damaged by the interuption of migration route. On the otter hand, the change of physico-chemical factors of seawater will also affect the ecosystem of the bay. Consequently, for the overall utilization of the bay after construction, the actual ecosystem including the fisheries stocks, must bs precisely revealed, and the mechanical designs, e. g., sluice position and its demension, should be also considered with these biological characters of the bay.

• Journal of Korean Society of Environmental Engineers
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• v.22 no.7
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• pp.1345-1355
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• 2000

The main route of exposure of the human population to polychlorinated dibenzop-dioxins(PCDDs) and polychlorinated dibenzofurans(PCDFs) is through the diet. However in Korea, there are few studies on PCDDs/PCDFs levels in environmental samples and foods. The purpose of this study is to analyze concentration of PCDDs/PCDFs in Korean retail foods and to estimate dietary daily intake of them. 9 samples from animal food and 10 samples from plant food were analysed for PCDDs/PCDFs. Concentrations of PCDDs/PCDFs ranged from 0.02(milk) to 5.39(anchovy)pg/g. TEQ levels appeared in order of fish/shellfish, meat, vegetable, cereal, fruit and milk, and these values ranged from 0.0008 to 0.3153pgTEQ/g. The daily intake of PCDDs/PCDFs via food was calculated to be about 37.7pgTEQ/day and these values are equivalent to 0.75 pgTEQ/kg b.w./day, under consideration of 50kg for body weight. The daily intake of PCDDs/PCDFs via food was lower than that in other countries. From these results, it is important to note that fish/shellfish intake is one of the main sources of PCDDs/PCDFs exposure in Korea.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.1
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• pp.71-78
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• 2018

Transportation is gradually changing into the era of V2X and autonomous cars. Accurate judgement of traffic conditions is an important indicator of route choice or autonomous driving. There are many ways to use probes car such as taxis, as a way to identify accurate traffic conditions. These methods may vary depending on the characteristics of the probe vehicle, and there is a problem with the cost. The V2X vehicle can solve these problems and collect traffic information in real time. If all vehicles are of V2X vehicle, these issues are expected to be resolved briefly. However, if the communication information of a V2X vehicle is represented by a traffic representative in a traffic with only V2X, the traffic information of some V2X vehicles will be able to collect traffic information. To accomplish this, a virtual network and transport were created and various scenarios were performed through SUMO simulations. It has been analyzed that 3-5 % of V2 vehicles are capable of representative the road traffic characteristics. In the future, various follow-up studies are planned.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.7-15
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• 2011

The travel time value is important factor for the evaluation of feasibility the transportation facility investment. The existing method for calculation of the travel time for each mode uses daily average trip purpose. So the value of travel time is constant because it is estimated with only daily average proportion. This daily constant time value can distort the results of future demands of toll roads or economic appraisals for the projects. The proportion of the trip purpose varies by time periods. Accordingly the value of travel time also varies by time periods. In this study, times periods are classified as morning peak, evening peak, business time off-peak, and non-business time off-peak. And trip purpose proportions are sorted by each time period from raw data of Seoul household trip study, then the value of travel time for each time period is estimated with these sorted purpose proportions. A case study of Seoul Jung-gu and Yongsan-gu performed with newly estimated time value by time periods. The result of benefit calculation with the daily constant time value is overestimated approximately annual 2.5 billion Won compared by time values by time periods. The demands of toll roads are also overestimated with the existing daily constant time value by daily 3,500 vehicles and total revenue of toll roads are overestimated by annually 1 billion Won. In conclusion, the value of travel time by each time period enables the more precise economic evaluation of the transportation facility investment projects, mode choice behavior, and route choice behavior especially for toll roads.

• Journal of Korean Society of Transportation
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• v.20 no.4
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• pp.27-38
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• 2002

VTIS(Value-added Traffic Information System), among the sub-systems of ATIS, is an Advanced Traffic System which innovates efficiency and safety. And this system, having marketability and publicness, is very important. Moreover, This system offers definite traffic information according to the demand of specified users. And it is expected to produce additional spread effects because of high participation rate of private sector. However, the VTIS service media are varied and there are varied optimal Prices and payment methods according to each medium. Because of that, there needs the study on these problems or optimal criteria. But because existing studies were devoted to estimate the optimal route, the study toward the optimal price which was considered part of user and service use demand do not exist. Accordingly, we surveyed under imaginary alternative pricing scenarios and forecasted the use demand of VTIS by using Binary Logit model. Also, for the users who answered that they would use VTIS service in survey, we classified their use's behaviors as four categories and estimated the use ratio to each category by using Ordered Probit model. Last, using sensitivity analysis for results form above, we derived the optimal price that is 2800won in monthly. 145won in payment per call. Then, VTIS service use rate is respectively 65%, 75%.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.41 no.12
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• pp.1969-1977
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• 2016

We study the connection time of vehicle-to-mobile roadside unit (V2MR) communications which can reduce the significant cost of the fixed RSU by installing a gateway of mobile network into a transit bus called the mobile RSU. In the V2MR communications, the connectivity of a commute vehicle can be improved via ad-hoc connection to a nearby mobile RSU. In this paper, we present a new analysis model to estimate the connection time between a commute vehicle and a mobile RSU, when there is a bus station in the overlapping route. Since the connection time between two vehicles is highly dynamic and unpredictable, our analysis will provide a fundamental basis of connection-time estimation of V2MR communications. Numerical results obtained from VEINS simulation show that our analysis can estimate the connection time of V2MR communications with the average error below 1.0 percent. Moreover, we show that the average connection time of V2MR communications can be extended to approximately 3.85 times of that of V2R communications.