• Korean Journal of Ecology and Environment
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• v.54 no.1
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• pp.24-38
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• 2021

Microhabitat In the upper stream is created by various environment variables such as the bottom substrate and the physicochemical factors, and may influence the distribution of benthic macroinvertebrates. We investigated the bottom substrate and environmental variables influencing the distribution of benthic macroinvertebrate in 26 stream-type waterways established at upper reaches of Geum River. During study period, total 85 families, 160 species, 9305 individuals of benthic macroinvertebrates were recorded. The stream-type waterways, where the bottom substrates consist mainly of pebble (16~64 mm) and cobble (64~256 mm) or with rapid water velocity (more than 0.2 m/s) and high dissolved oxygen (more than 120%), were supported by high species diversity of benthic macroinvertebrate. Hierological cluster analysis and the nonparametric multidimensional scale (NMDS) divided 26 stream-type waterways into a total of three clusters. In Cluster 1, the invertebrate species, such as Branchiura sowerbyi, Cloeon dipterum, Ischnura asiatica, Paracercion calamorum, and Radix auricularia, closely related to aquatic macrophytes, and Chironomidae spp., Limnodrilus gotoi, and Tanypodinae sp. were abundant in waterways, with high coverage of silt and clay as well as high turbidity and total nitrogen. The benthic macroinvertebrate species (Cheumatopsyche brevilineata, Drunella ishiyamana, Dugesia japonica, Ephemera orientalis, Gumaga KUa, Macrostemum radiatum, Potamanthus formosus, Semisulcospira libertine, Stenelmis vulgaris, and Teloganopsis punctisetae) included in Cluster 2 were dominated in sites with high cover rates of pebble and gravel. Cluster 3 was predominantly covered by the Cobbles, was supported by Simulium sp. Such a clear distinction in the study sites means that each stream-type waterways is governed by a clear habitat environment. In the case of some sites with low species diversity, improvement measures are required to restore nature, such as improving the function of inflows and outflows, creating meandering channel, and inducing the settlement of littoral vegetation.

• Journal of the Mineralogical Society of Korea
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• v.24 no.4
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• pp.301-312
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• 2011

The study on the atomic structure of iron-bearing silicate glasses has significant geological implications for both diverse igneous processes on Earth surface and ultra-low velocity zones at the core-mantle boundary. Here, we report experimental results on the effect of iron content on the atomic structure in iron-bearing alkali silicate glasses ($Na_2O-Fe_2O_3-SiO_2$ glasses, up to 16.07 wt% $Fe_2O_3$) using $^{29}Si$ and $^{17}O$ solid-state NMR spectroscopy. $^{29}Si$ spin-lattice ($T_1$) relaxation time for the glasses decreases with increasing iron content due to an enhanced interaction between nuclear spin and unpaired electron in iron. $^{29}Si$ MAS NMR spectra for the glasses show a decrease in signal intensity and an increase in peak width with increasing iron content. However, the heterogeneous peak broa-dening in $^{29}Si$ MAS NMR spectra suggests the heterogeneous distribution of $Q^n$ species around iron in iron-bearing silicate glasses. While nonbridging oxygen ($Na-O-Si$) and bridging oxygen (Si-O-Si) peaks are partially resolved in $^{17}O$ MAS NMR spectrum for iron-free silicate glass, it is difficult to distinguish the oxygen clusters in iron-bearing silicate glass. The Lorentzian peak shape for $^{29}Si$ and $^{17}O$ MAS NMR spectra may reflect life-time broadening due to spin-electron interaction. These results demonstrate that solid-state NMR can be an effective probe of the detailed structure in iron-bearing silicate glasses.

• Journal of Korean Society of Transportation
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• v.19 no.4
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• pp.35-47
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• 2001

Traffic represents one of the largest sources of primary air pollutants in urban area. As a consequence. numerous abatement strategies are being pursued to decrease the ambient concentration of pollutants. A characteristic of most of the these strategies is a requirement for accurate data on both the quantity and spatial distribution of emissions to air in the form of an atmospheric emission inventory database. In the case of traffic pollution, such an inventory must be compiled using activity statistics and emission factors for vehicle types. The majority of inventories are compiled using passive data from either surveys or transportation models and by their very nature tend to be out-of-date by the time they are compiled. The study of current trends are towards integrating urban traffic control systems and assessments of the environmental effects of motor vehicles. In this study, a methodology of motor vehicle emission calculation by using real-time traffic data was studied. A methodology for estimating emissions of CO at a test area in Seoul. Traffic data, which are required on a street-by-street basis, is obtained from induction loops of traffic control system. It was calculated speed-related mass of CO emission from traffic tail pipe of data from traffic system, and parameters are considered, volume, composition, average velocity, link length. And, the result was compared with that of a method of emission calculation by VKT(Vehicle Kilometer Travelled) of vehicles of category.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.8-8
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100μm and 11mm/sec, and were the smallest at the compass deck with 3μm and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.23 no.2
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• pp.54-60
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• 1987

This paper describes on the distribution of the vibration and the noise produced on a skipjack pole and line training ship M/S Pusan 403 (243GT, 1,000ps) under the cruising or drifting condition. The vibration and the noise level were measured by use of protable vibration analyzer (B and K 3513) and sound level meter (B and K 2205), and so the vibration level was converted into dB unit. The check points were set through every decks and around important places of the ship. The results obtained can be summarized as follows: 1. The vibration and the noise level 1) On the main deck, both the vibration and the noise level were highest at the vertically above the main engine, whereas the vibration level was the lowest in the bow store and the noise level beneath the bridge. 2) Under cruising condition, the vibration level around the cylinder head of main engine, port side of the engine room, on the shaft tunnel was 80, 67, 65 dB and the noise level 104, 87, 86 dB, respectively. 3) The vibration level on the vertical line passing through the bridge was the highest at the orlop deck with 60 dB and the lowest on the bridge deck with 55 dB, whereas the noise level the highest at the compass deck with 75 dB and the lowest at the orlop deck with 53 dB. 4) The vibration and the noise level on the open decks were the highest with 65 dB and 84 dB on the boat deck, whereas the vibration level was the lowest at the lecture room with 51 dB and the noise level the lowest at the fore castle deck with 57 dB. 5) On the orlop decks, both the vibration and the noise level were the highest at the engine room with 65 dB and 85 dB, and the lowest at bow store with 54 dB and 52 dB, respectively. Comparing with the vibration level and the noise level, the vibration level was higher than the noise level in the bow part and it was contrary in the stern part of the ship. 2. Vibration analysis 1) The vibration displacement and the vibration velocity were the greatest at the cylinder head of main engine with 100$\mu$m and 11mm/sec, and were the smallest at the compass deck with 3$\mu$m and 0.07mm/sec. They were also attenuated rapidly around the frequency of 100Hz and over. 2) The vibration acceleration was the greatest at the cylinder head with the main frequency of 1KHz and the acceleration of 1.1mm/sec super(2), and the smallest at the compass deck with 30KHz and 0.05mm/sec super(2).

• Journal of Korean Society of Environmental Engineers
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• v.36 no.4
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• pp.295-302
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• 2014

This study demonstrates a double-path CDI as an alternative of advanced wastewater treatment process. While the CDI typically consists of many pairs of electrodes connected in parallel, the new double-path CDI is designed to have series flow path by dividing the module into two stages. The CFD model showed that the double-path had uniform flow distribution with higher velocity and less dead zone compared with the single-path. However, the double-path was predicted to have higher pressure drop(0.7 bar) compared the single-path (0.4 bar). From the unit cell test, the highest TDS removal efficiencies of single- and double-path were up to 88% and 91%, respectively. The rate of increase in pressure drop with an increase of flow rate was higher in double-path than single-path. At 70 mL/min of flow rate, the pressure drop of double-path was 1.67 bar, which was two times higher than single-path. When the electrode spacing was increased from 100 to $200{\mu}m$, the pressure drop of double-path decreased from 1.67 to 0.87 bar, while there was little difference in TDS removal. When proto type double-path CDI was operated using sewage water, TDS, $NH_4{^+}$-N, $NO_3{^-}$-N and $PO_4{^{3-}}$-P removal efficiencies were up to 78%, 50%, 93% and 50%, respectively.

• Journal of the Korean earth science society
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• v.33 no.3
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• pp.259-268
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• 2012

To investigate the fluctuation of marine aerosol number concentration at each different size with vertical winds in ocean area, aerosol particles and vertical wind components were measured in the Ieodo Ocean Research Station, which is located to 419 km southwest of Marado, the southernmost island of Korea, from 8 to 22 June 2009. The Laser Particle Counter (LPC) and ultrasonic anemometer were used to measure the number of aerosol particles and vertical wind speed. Surface weather chart, NCEP/NCAR reanalysis data and sounding data were used to analyze the synoptic condition. The distribution of aerosol number concentration had a large fluctuation of bigger particles more than 1.0 ${\mu}m$ in diameter by vertical wind speed during precipitation. The aerosol particles larger than 1.0 ${\mu}m$ in diameter increased as the wind changed from downward to upward during precipitation. The aerosol number concentration of bigger size than 1.0 ${\mu}m$ in diameter increased about 5 times when vertical velocity was about 0.4 $ms^{-1}$. In addition, the accumulation and coarse mode aerosol number concentration decreased about 45% and 92%, respectively compared to concentrations during precipitation period. It is considered that vertical wind plays an important role for the increasing of coarse mode aerosol number concentration compared to the large aerosol particles sufficiently removed by the scavenging effect of horizontal winds. Therefore, the upward vertical winds highly contribute to the formation and increase in aerosol number concentration below oceanic boundary layer.

• Journal of The Korean Astronomical Society
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• v.29 no.spc1
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• pp.63-64
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• 1996

The nature of distant faint blue field galaxies remains a mystery, despite the fact that much attention has been devoted to this subject in the last decade. Galaxy counts, particularly those in the optical and near ultraviolet bandpasses, have been demonstrated to be well in excess of those expected in the 'no-evolution' scenario. This has usually been taken to imply that galaxies were brighter in the past, presumably due to a higher rate of star formation. More recently, redshift surveys of galaxies as faint as B$\~$24 have shown that the mean redshift of faint blue galaxies is lower than that predicted by standard evolutionary models (de-signed to fit the galaxy counts). The galaxy number count data and redshift data suggest that evolutionary effects are most prominent at the faint end of the galaxy luminosity function. While these data constrain the form of evolution of the overall luminosity function, they do not constrain evolution in individual galaxies. We are carrying out a series of observations as part of a long-term program aimed at a better understanding of the nature and amount of luminosity evolution in individual galaxies. Our study uses the luminosity-linewidth relation (Tully-Fisher relation) for disk galaxies as a tool to study luminosity evolution. Several studies of a related nature are being carried out by other groups. A specific experiment to test a 'no-evolution' hypothesis is presented here. We have used the AUTOFIB multifibre spectro-graph on the 4-metre Anglo-Australian Telescope (AAT) and the Rutgers Fabry-Perot imager on the Cerro Tolalo lnteramerican Observatory (CTIO) 4-metre tele-scope to measure the internal kinematics of a representative sample of faint blue field galaxies in the red-shift range z = 0.15-0.4. The emission line profiles of [OII] and [OIII] in a typical sample galaxy are significantly broader than the instrumental resolution (100-120 km $s^{-l}$), and it is possible to make a reliable de-termination of the linewidth. Detailed and realistic simulations based on the properties of nearby, low-luminosity spirals are used to convert the measured linewidth into an estimate of the characteristic rotation speed, making statistical corrections for the effects of inclination, non-uniform distribution of ionized gas, rotation curve shape, finite fibre aperture, etc.. The (corrected) mean characteristic rotation speed for our distant galaxy sample is compared to the mean rotation speed of local galaxies of comparable blue luminosity and colour. The typical galaxy in our distant sample has a B-band luminosity of about 0.25 L$\ast$ and a colour that corresponds to the Sb-Sd/Im range of Hub-ble types. Details of the AUTOFIB fibre spectroscopic study are described by Rix et al. (1996). Follow-up deep near infrared imaging with the 10-metre Keck tele-scope+ NIRC combination and high angular resolution imaging with the Hubble Space Telescope's WFPC2 are being used to determine the structural and orientation parameters of galaxies on an individual basis. This information is being combined with the spatially resolved CTIO Fabry-Perot data to study the internal kinematics of distant galaxies (Ing et al. 1996). The two main questions addressed by these (preliminary studies) are: 1. Do galaxies of a given luminosity and colour have the same characteristic rotation speed in the distant and local Universe? The distant galaxies in our AUTOFIB sample have a mean characteristic rotation speed of $\~$70 km $s^{-l}$ after correction for measurement bias (Fig. 1); this is inconsistent with the characteristic rotation speed of local galaxies of comparable photometric proper-ties (105 km $s^{-l}$) at the > $99\%$ significance level (Fig. 2). A straightforward explanation for this discrepancy is that faint blue galaxies were about 1-1.5 mag brighter (in the B band) at z $\~$ 0.25 than their present-day counterparts. 2. What is the nature of the internal kinematics of faint field galaxies? The linewidths of these faint galaxies appear to be dominated by the global disk rotation. The larger galaxies in our sample are about 2"-.5" in diameter so one can get direct insight into the nature of their internal velocity field from the $\~$ I" seeing CTIO Fabry-Perot data. A montage of Fabry-Perot data is shown in Fig. 3. The linewidths are too large (by. $5\sigma$) to be caused by turbulence in giant HII regions.

• Journal of Bio-Environment Control
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• v.23 no.4
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• pp.293-302
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• 2014

This study was carried out to develop rain shelter which can make an appropriate size and environment for Chinese cabbage rainproof cultivation. Fifty three farms with chinese cabbage rainproof cultivation system have been investigated to set up width and height of rain shelter. Mostly the width of 6m was desired for rain shelter and the height of 1.6m for their eaves, so these values were chosen as the dimensions for rain shelter. After an analysis of their structural safety and installation costs by the specifications of the rafter pipe, Ø$25.4{\times}1.5t$ and 90cm have been set as the size of rafter that such size costs the least. This size is stable with $27m{\cdot}s^{-1}$ of wind velocity and 17cm of snow depth. Therefore it is difficult to apply this dimension to area with higher climate load. In order to sort out such problem, the rain shelter has been designed to avoid damage on frame by opening plastic film to the ridge. Once greenhouse band is loosen by turning the manual switch at the both sides of rain shelter and open button of controller is pushed then switch motor rises up along the guide pipe and plastic film is opened to the ridge. Chinese cabbage can be damaged by insects if rain shelter is opened completely as revealed a field. To prevent this, farmers can install an insect-proof net. Further, the greenhouse can be damaged by typhoon while growing Chinese cabbage therefore the effect of an insect-proof net on structural safety has been analyzed. And then structural safety has been analyzed through using flow-structure interaction method at the wind condition of $40m{\cdot}s^{-1}$. And it assumed that wind applied perpendicular to side of the rain shelter which was covered by insect-proof net. The results indicated that plastic film was directly affected by wind therefore high pressure occurred on the surface. But wind load on insect-proof net was smaller than on plastic film and pressure distribution was also uniform. The results of structural analysis by applying pressure data extracted from flow analysis indicated that the maximum stress occurred at the end of pipe which is the ground part and the value has been 54.6MPa. The allowable stress of pipe in the standard of structural safety must be 215 MPa or more therefore structural safety of this rain shelter is satisfied.

• Korean Journal of Ecology and Environment
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• v.47 no.4
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• pp.247-257
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• 2014

The construction of eight large weirs in the Nakdong River, Korea, caused a decrease in the water flow velocity and several physical changes to the water environment. Here, changes in phyto- and zooplankton communities and water quality in the areas near the eight weirs were investigated from 2011 to 2013, and relationships between phytoplankton abundances and environmental factors were analyzed. Special emphasis was given to the succession patterns in algal abundance based on temperature fluctuations. At the eight weirs, 24 dominant species were found. The most abundant phytoplankton species was Stephanodiscus sp. (39.4% of dominant frequency). Cyanobacteria of the genus Microcystis dominated during the summer, with an dominant frequency of 8.5% and cell abundance ratio of 36.6%. Significant correlations were observed between temperature and abundance of eight of the main dominant species; seven species showed positive correlations with temperature. Stephanodiscus sp., however, showed a negative correlation with temperature (r=-0.26, p<0.01). In addition, this species showed a significant negative correlation with the dominant algal species-Aulacoseira granulata and Aphanizomenon flos-aquae, with the zooplankton Copepoda and with Cladocera. On the contrary, seven other dominant species of algae showed significant positive correlations with zooplankton. Thus, we showed that the seasonal succession of plankton communities in the Nakdong River was related to the water temperature changes.