• Korean Journal of Fisheries and Aquatic Sciences
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• v.29 no.6
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• pp.787-796
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• 1996

The biodegradation experiment, the TOD analysis and the element analysis for dispersant, Bunker-A oil and Bunker-B oil were conducted to study the biodegradation characteristics of a mixture of Bunker-A oil with dispersant and a mixture of Bunker-B oil with dispersant in the seawater. The results of biodegradation experiment showed 1mg of dispersant to be equivalent to 0.26 mg of $BOD_5$ and to 0.60 mg of $BOD_{20}$ in the natural seawater. The results of TOD analysis showed each 1 mg of dispersant, Bunker-A oil and Bunker-B oil to be equivalent to 2.37 mg, 2.94 mg and 2.74 mg of TOD, respectively. The results of element analysis showed carbon, hydrogen, nitrogen and phosphorus contents of dispersant to be $82.1\%,\;13.8\%,\;1.8\%\;and\;2.2\%$, respectively. Carbon and hydrogen contents of Bunker-A oil were found to be $73.3\%\;and\;13.5\%$, respectively, and carbon, hydrogen and nitrogen contents of Bunker-B oil to be $80.4\%,\;12.3\%\;and\;0.7\%$, respectively. Accordingly, the detection of nitrogen and phosphorus in dispersant shows that dispersants should be used with caution in coastal waters, with relation to eutrophication. The biodegradability of dispersant expressed as the ratio of $BOD_5/TOD$ was found to be $11.0\%$. As the mix ratios of dispersant to Bunker-A oil (3 mg/l) and a mixture of Bunker-B oil (3mg/l) were changed from 1 : 10 to 5 : 10, the biodegradabilities of a mixture of Bunker-A oil with dispersant and Bunker-B oil with dispersant increased from $2.1\%\;to\;7.2\%$ and from $1.0\%\;to\;4.4\%$, respectively. Accordingly, the dispersant belongs to the organic matter group of middle-biodegradability while mixtures in the mix ratio range of $1:10\~5:10$ belong to the organic matter group of low-biodegradability. The deoxygenation rate constant $(K_1)$ and ultimate biochemical oxygen demand $(L_0)$ obtained from the biodegradation experiment and Thomas slope method were found to be 0.125/day and 2.487 mg/l for dispersant (4 mg/l), respectively. $K_1\;and\;L_0$, were found to be $0.079\~0.131/day$ and $0.318\~2.052\;mg/l$ for a mixture of Bunker-A oil with dispersant and to be $0.106\~0.371/day$ and $0.262\~1.106\;mg/l$ for a mixture of Bunker-B oil with dispersant, respectively, having $1:10\~5:10$ mix ratios of dispersant to Bunker-A oil and Bunker-B oil. The ultimate biochemical oxygen demands of the mixtures increased as the mix ratio of dispersant to Bunker-A, B oils changed from 1 : 10 to 5 : 10. This suggests that the more dispersants are applied to the sea for the cleanup of Bunker-A oil or Bunker-B oil, the more decreases the dissolved oxygen level in the seawater.

• Land and Housing Review
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• v.4 no.2
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• pp.167-176
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• 2013

The City Complex Development and TOD originated from the Compact City are entrenched domestically. The New Urban Development such as these changes Structure of Urban space from the Automobile to the Public Transportation. Also, Transit-Oriented Development is drawing attention as sustainability because it has effects of Environment as Green growth. However, An empirical Study is insufficient about Influence Factors of Transit Oriented Development. Therefore This study sets up the Density spaced 1000m apart of Transit Oriented than the existing and did 7 Types considered of Accessibility, Complexity and Design Element according to the Factorial analysis. As a result, this study drew that (1) 'intraregional accessibility of public transit', (2) 'degree of development', 'pedestrian-friendly facility', (3) 'interzonal accessibility of public transit', (4) 'land-use of the city centre', 'complex using of rail station area', 'complementary public transit' are related 201 in number of the Subway stations according to the Multi-dimensional scaling.

• Journal of Korean Philosophical Society
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• no.99
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• pp.69-100
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• 2012

Die Gegenwart steht den Tatsachen der Gewalt gegenüber. Wesentlich destruktive Techniken können den kollektiven Tod des Menschen als Gattung produzieren. Die Destruktivität dieser Techniken ist durch Skeptizismus geistesgeschichtlich gerechtfertigt. Ebelings Fundamentalpragmatik ist Reflexionstheorie der widerstandsfähigen Vernunft, welche einer Sozialisierung derjenigen Gewalt widersteht, die in einer gegenwärtigen Aussicht auf universale Selbstdestruktion des Menschen Tod produziert. Selbstbewußtsein (Apperzeption) ist bei Kant Selbstbewußtsein in Gegenstandsbewußtsein. Mit kritischer Auslegung von Kant zeigt Heidegger endlich, daß der Tod der Selbstbeziehung des konkreten Daseins als des In-der-Welt-seins gehört. Aber seine existenziale Analytik berücksichtigt nur individuelles Dasein zum Tode und vernachlässigt die Allgemeinheit des menschlichen Todes bzw. die dem allgemeinen Untergang widerstehende Vernunft. Apel kritisiert ein solipsistisches Erbe von Kants Bewußtseinsphilosophie und präsentiert ein Argument der Letztbegründung zur Überwindung des Skeptizismus. Aber seine Transzendentalpragmatik vernachlässigt die Endlichkeit des menschen und zeigt ein Defizit der fundamentalpragmatischen Vereinigung der Vernunft und des Todes. Aufgrund des gegenwärtigen Todesbewußtseins, das Heideggers Todesdeutung transformiert, rekonstruiert Ebelings Existentialpragmatik Heideggers Dasein zu Existenzsubjekt. Seine Fundamentalpragmatik vollzieht diejenige Erstbegründung, die zwischen der existentialpragmatischen Endbegründung des Todes und der transzendentalpragmatischen Letztbegründung vermittelt, und damit bestimmt sie Vernunft als Widerstandsbewußtsein (das bewußte Sein) gegen den Tod. Also ist sie neue transzendentalphilosophische Bewußtseinsphilosophie, die mit der neuen Selbstbestimmung der Vernunft entwickelt wird.

• Textile Coloration and Finishing
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• v.20 no.2
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• pp.29-37
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• 2008

Polar amino groups of the waste SS(silk-sericin) were modified by two isocyanate compounds of MOI[2-(methacryloyloxy)ethyl isocyanate] and AOI [2-(acryloyloxy)ethyl isocyanate]. When the MOISS (MOI-modified silk sericin) or AOISS(AOI-modified silk sericin) was pressed hot, vinyl groups in the MOI or AOI were polymerized and then the flexible and transparent films were obtained. Tensile moduli and strengths of the MOISS films were significantly improved as the MOI contents increased. By the addition of the isocyanate compounds, silk sericin films exhibited lower solubility to the distilled water($80^{\circ}C$) and also lower swell ratio to the distilled water(room temperature). In the effect of tensile properties and restraining the water swelling, MOI was better than AOI. BOD(biochemical oxygen demand)/TOD(theoretical oxygen demand) of the pure sericin film was almost 100% perfect level after 10 days immersion into the activated sludge. With increasing isocyanate content reacted with polar amino groups, BOD/TOD decreased. When more than 50 mol% of polar amino groups remained unreacted, sericin films could retain more biodegradability. Comparing with MOI from the viewpoint of biodegradability, AOI was more effective.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2010.05a
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• pp.84-86
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• 2010

Time information and time synchronization are fundamental building blocks in wireless sensor networks since many sensor network applications need time information for object tracking, consistent state updates, duplicate detection and temporal order delivery. Various time synchronization protocols have been proposed for sensor networks because of the characteristics of sensor networks which have limited computing power and resources. However, none of these protocols have been designed with time representation scheme in mind. Global time format such as UTC TOD (Universal Time Coordinated, Time Of Day) is very useful in sensor network applications. In this paper we propose time keeping and synchronization method for global time presentation in wireless sensor networks.

• Journal of the Korean Society of Food Science and Nutrition
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• v.29 no.5
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• pp.790-795
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• 2000

To establish the optimum conditions for the extraction of anthocyanin pigment from purple-fleshed sweet potato, a suitable extraction solvent with the optimum citric acid concentration for acidification of the solvent, and the optimum extraction time and temperature were determined. Twenty percent ethanol solution acidified with citric acid was found to be a good solvent for the extraction of the pigment from purple-fleshed sweet potato. About 10 hour extraction at room temperature was appropriate for the extraction. pH of the extract was below 3 when more than 0.7% citric acid was added. The higher the concentration of citric acid added was, the higher the total optical density (TOD) of the extract was. However, the increase in TOD of the extract was insignificant when more than 1% of citric acid was added. Therefore, addition of 1% citric acid was determined for acidification of the extracting solvent. Though the initial rate of the pigment extraction increased as the extracting temperature increased, extraction at higher temperatures of 60 or 8$0^{\circ}C$ for an extended time caused a decrease in the extraction yield due to degradation of the pigment. The optimum extraction temperature for the anthocyanin pigment from purple-fleshed sweet potato with the solvent used was determined as 4$0^{\circ}C$.

• Journal of Auto-vehicle Safety Association
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• v.13 no.3
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• pp.69-77
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• 2021

Although accident data from the National Police Agency and insurance companies do not know the vehicle safety, the damage level information can be obtained from the data managed by the bus credit association or the bus company itself. So the accident severity was analyzed based on the side impact accidents using accident repair cost. K-means clustering analysis separated the cost of accident repair into 'minor', 'moderate', 'severe', and 'very severe'. In addition, the side impact accident severity was analyzed by using an ordered logit model. As a result, it is appeared that the longer the repair period, the greater the impact on the severity of the side impact accident. Also, it is appeared that the higher the number of collision points, the greater the impact on the severity of the side impact accident. In addition, oblique collisions of the angle of impact were derived to affect the severity of the accident less than right angle collisions. Finally, the absence of opponent vehicle and large commercial vehicles involved accidents were shown to have less impact on the side impact accident severity than passenger cars.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.6
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• pp.101-111
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• 2017

This study propose a method to predict the bus arrival time by considering the signal delay time which is an element which can not be considered in the current bus arrival prediction information generation algorithm. In order to consider the signal delay time, travel time is divided into three components: service time, cruising travel time, and signal delay time. Signal delay time was estimated using intersection arrival time and TOD. The results show that most of the errors that occurred in predicting the arrival time are within about 30 seconds. Some of the estimates have large errors due to the nature of this methodology that uses the estimated value of the intersection arrival time rather than the observation value. It is also difficult to predict the arrival time of the express buses using this method. Future studies such as improving this through real-time location information will greatly improve the accuracy of the methodology.

• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.179-187
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• 2009

This study develops a real-time signal control algorithm based on sectional travel times and includes a field test and evaluation. The objective function of the signal control algorithm is the equalization of delay of traffic movements, and the main process is calculating dissolved time of the queue and delay using the sectional travel time and detection time of individual vehicles. Then this algorithm calculates the delay variation and a targeted red time and calculates the length of the cycle and phase. A progression factor from the US HCM was applied as a method to consider the effect of coordinating the delay calculation, and this algorithm uses the average delay and detection time of probe vehicles, which were collected during the accumulated cycle for a stabile signal control. As a result of the field test and evaluation through the application of the traffic signal control algorithm on four consecutive intersections at 400m intervals, reduction of delay and an equalization effect of delay against TOD control were confirmed using the standard deviation of delay by traffic movements. This study was conducted to develop a real-time traffic signal control algorithm based on sectional travel time, using general-purpose traffic information detectors. With the current practice of disseminating ubiquitous technology, the aim of this study was a fundamental change of the traffic signal control method.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.4D
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• pp.467-472
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• 2009

Even if Seoul City administration improved its public transportation service, transportation model share in seoul has not been increased. Subway user is also decreasing. Therefore, policy transition into TOD(Transit Oriented Development) should be applied in oder to enhance subway modal share. This paper develops a influencing model by using variables of transportation demand and supply. In addition, it provides major influencing factors for users in subway station area and level of transportation supply based on the analysis results. The results show that: first, cluster analysis presents that traffic pattern is proved to be different according to land use characteristics(residence, non-residence); second, main transportation variables such as transferring distance, the number of bus stop, the number of short distant bus lines, and the number of bicycle are more supplied in residential area compared to non-residential areas; third, the number of lines, bus dispatching interval, operating time, and distance between subway stations are more supplied in non-residential areas than residential areas. All in all, the results will be useful for providing priority of considerations in case of decision-making on public transportation policy in subway station area.