• Korean Journal of Environment and Ecology
• /
• v.37 no.1
• /
• pp.70-75
• /
• 2023

This study was conducted from October 2021 to October 2022 at Gulup island, Incheon, South Korea, to identify activity patterns of Formosan sika deer (Cervus nippon taiouanus) introduced in island areas, using camera trapping. We described the daily activity patterns of Formosan sika deer in each season by analyzing kernel density estimates of capture frequency and checked seasonal differences in daily activity patterns by analyzing the overlap coefficient between seasons. Formosan sika deers introduced to Gulup island showed a crepuscular behavior pattern only in winter and no distinct pattern from spring to fall. The crepuscular behavior pattern is typical for deers to reduce the risk of predation, and it is determined that Formosan sika deers introduced to Gulup island were affected by population control of the species by the local government in the winter. It was in contrast to the fact that human activities, such as backpacking, frequently carried out from spring to fall, did not affect the behavior of Formosan sika deers. Moreover, low winter temperatures have been shown to affect the nocturnal activities of Formosan sika deers in winter. The behavior patterns of Formosan sika deers overlapped least between summer and winter due to cold winter weather and population control. The relationship between the temporal status of Formosan sika deers and seasonal temperature confirmed in this study can be important basic ecological data for establishing control measures of Formosan sika deers introduced not only in islands but also in inland.

• Journal of the Korean Society of Marine Environment & Safety
• /
• v.29 no.4
• /
• pp.307-315
• /
• 2023

Korea controls the departure of vessels based on the Maritime Safety Act such that only ships with seaworthiness can navigate in bad weather, but scientific evaluation results and quantitative basis for the designation of ships subject to control are insufficient. Opinions for improvement are being raised for a reasonable departure control operation. The purpose of this study is to evaluate the adequacy of the current departure control standards through actual measurement of tugboats, which are the type of vessels subject to control when a wind and wave advisory is effective, and to present quantitative grounds for improvement of controls. A sensor was installed on the tugboat to measure the ship's three-axis motion and hull acceleration, and the hull motion performance was measured by operating in the sea area with a significant wave height of 3 m. The measured values were compared and analyzed based on seaworthiness evaluation factors and limit value standards. The actual ship was excluded from the current control standard according to tonnage, but as a result of the analysis, the pitch value exceeded the operation standard, and a risk to navigation safety existed. The results of this study suggest the need for additional actual measurement studies that can represent various ship types and specifications and review ship departure control targets.

• The Journal of the Convergence on Culture Technology
• /
• v.10 no.2
• /
• pp.407-417
• /
• 2024

The objective of this study is to predict and reduce potential damage caused by chlorine gas leaks, a hazardous material, when vehicles transporting it overturn due to accidents or other incidents. The goal is to forecast the anticipated damages caused by chlorine toxicity levels (ppm) and to design effective response strategies for mitigating them. To predict potential damages, we conducted quantitative assessments using the ALOHA program to calculate the toxic effects (ppm) and damage distances resulting from chlorine leaks, taking into account potential negligence of drivers during transportation. The extent of damage from toxic gas leaks is influenced by various factors, including the amount of the leaked hazardous material and the meteorological conditions at the time of the leak. Therefore, a comprehensive analysis of damage distances was conducted by examining various scenarios that involved variations in the amount of leakage and weather conditions. Under intermediate conditions (leakage quantity: 5 tons, wind speed: 3 m/s, atmospheric stability: D), the estimated distance for exceeding the AEGL-2 level of 2 ppm was calculated to be 9 km. This concentration poses a high risk of respiratory disturbance and potential human casualties, comparable to the toxicity of hydrogen chloride. In particular, leaks in urban areas can lead to significant loss of life. In the event of a leakage incident, we proposed a plan to minimize damage by implementing appropriate response strategies based on the location and amount of the leak when an accident occurs.

• Economic and Environmental Geology
• /
• v.57 no.2
• /
• pp.107-117
• /
• 2024

The objective of this study is to estimate riverbed fluctuations and the volume of aggregate extraction attributable to climate change. Rainfall-runoff modeling, utilizing the SWAT model based on climate change scenarios, as well as long-term riverbed fluctuation modeling, employing the HEC-RAS model, were conducted for the Nonsan River basin. The analysis of rainfall-runoff and sediment transport under the SSP5-8.5 scenario for the early part of the future indicates that differences in annual precipitation may exceed 600 mm, resulting in a corresponding variation in the basin's sediment discharge by more than 30,000 tons per year. Additionally, long-term riverbed fluctuation modeling of the lower reaches of the Nonsan Stream has identified a potential aggregate extraction area. It is estimated that aggregate extraction could be feasible within a 2.455 km stretch upstream, approximately 4.6 to 6.9 km from the confluence with the Geum River. These findings suggest that the risk of climate crises, such as extreme rainfall or droughts, could increase due to abnormal weather conditions, and the increase in variability could affect long-term aggregate extraction. Therefore, it is considered important to take into account the impact of climate change in future long-term aggregate extraction planning and policy formulation.

• Journal of Intelligence and Information Systems
• /
• v.21 no.4
• /
• pp.1-16
• /
• 2015

Traffic accident is one of the major cause of death worldwide for the last several decades. According to the statistics of world health organization, approximately 1.24 million deaths occurred on the world's roads in 2010. In order to reduce future traffic accident, multipronged approaches have been adopted including traffic regulations, injury-reducing technologies, driving training program and so on. Records on traffic accidents are generated and maintained for this purpose. To make these records meaningful and effective, it is necessary to analyze relationship between traffic accident and related factors including vehicle design, road design, weather, driver behavior etc. Insight derived from these analysis can be used for accident prevention approaches. Traffic accident data mining is an activity to find useful knowledges about such relationship that is not well-known and user may interested in it. Many studies about mining accident data have been reported over the past two decades. Most of studies mainly focused on predict risk of accident using accident related factors. Supervised learning methods like decision tree, logistic regression, k-nearest neighbor, neural network are used for these prediction. However, derived prediction model from these algorithms are too complex to understand for human itself because the main purpose of these algorithms are prediction, not explanation of the data. Some of studies use unsupervised clustering algorithm to dividing the data into several groups, but derived group itself is still not easy to understand for human, so it is necessary to do some additional analytic works. Rule based learning methods are adequate when we want to derive comprehensive form of knowledge about the target domain. It derives a set of if-then rules that represent relationship between the target feature with other features. Rules are fairly easy for human to understand its meaning therefore it can help provide insight and comprehensible results for human. Association rule learning methods and subgroup discovery methods are representing rule based learning methods for descriptive task. These two algorithms have been used in a wide range of area from transaction analysis, accident data analysis, detection of statistically significant patient risk groups, discovering key person in social communities and so on. We use both the association rule learning method and the subgroup discovery method to discover useful patterns from a traffic accident dataset consisting of many features including profile of driver, location of accident, types of accident, information of vehicle, violation of regulation and so on. The association rule learning method, which is one of the unsupervised learning methods, searches for frequent item sets from the data and translates them into rules. In contrast, the subgroup discovery method is a kind of supervised learning method that discovers rules of user specified concepts satisfying certain degree of generality and unusualness. Depending on what aspect of the data we are focusing our attention to, we may combine different multiple relevant features of interest to make a synthetic target feature, and give it to the rule learning algorithms. After a set of rules is derived, some postprocessing steps are taken to make the ruleset more compact and easier to understand by removing some uninteresting or redundant rules. We conducted a set of experiments of mining our traffic accident data in both unsupervised mode and supervised mode for comparison of these rule based learning algorithms. Experiments with the traffic accident data reveals that the association rule learning, in its pure unsupervised mode, can discover some hidden relationship among the features. Under supervised learning setting with combinatorial target feature, however, the subgroup discovery method finds good rules much more easily than the association rule learning method that requires a lot of efforts to tune the parameters.

• Korean Journal of Environmental Agriculture
• /
• v.37 no.4
• /
• pp.302-311
• /
• 2018

BACKGROUND: Dithianon (75%) formulation were mixed and sprayed as closely as possible by normal practice on the ten farms located in the Mungeong of South Korea. Patches, cotton gloves, socks, masks, and XAD-2 resin were used for measurement of the potential exposure of dithianon on the applicators wearing standardized whole-body outer and inner dosimeter (WBD). This study has been carried out to determine the dermal and inhalation exposure to dithianon during preparation of spray suspension and application with a power sprayer on a apple orchard. METHODS AND RESULTS: A personal air monitor equipped with an air pump, IOM sampler and cassette, and glass fiber filter was used for inhalation exposure. The field studies were carried out in a apple orchard. The temperature and relative humidity were monitored with a thermometer and a hygrometer. Wind speed was measured using a pocket weather meter. All mean field fortification recoveries were between 85.1% and 99.1% in the level of 100 LOQ (limit of quantification), while the LOQ for dithianon was $0.05{\mu}g/mL$ using HPLC-DAD. The exposure to dithianon on arms of the mixer/loader (0.0794 mg) was higher than other body parts (head, hands, upper body, or legs). The exposure to dithianon on the applicator's legs (3.78 mg) was highest in the body parts. The dermal exposures for mixer/loader and applicator were 10 and 8.10 mg, respectively, from a grape orchard. The inhalation exposure during application was estimated as 0.151 mg, and the ratio of inhalation exposure was 11.2% of the dermal exposure (inner clothes). CONCLUSION: The dermal and inhalation exposure on the applicator appeared to be 4.203 mg - 25.064 mg and $0.529{\mu}g-116.241{\mu}g$, respectively. The total exposures on the agricultural applicators were at the level of 2.596 mg - 25.069 mg to dithianon during treatment for apple orchard. The TER showed 3.421 (>1) when AOEL of dithianon was used as a reference dose for the purpose of risk assessment of the mixing/loading and application.

• The Korean Journal of Air & Space Law and Policy
• /
• v.9
• /
• pp.85-143
• /
• 1997

The main purpose of the investigation of an accident caused by aircraft is to be prevented the sudden and casual accidents caused by wilful misconduct and fault from pilots, air traffic controllers, hijack, trouble of engine and machinery of aircraft, turbulence during the bad weather, collision between birds and aircraft, near miss flight by aircrafts etc. It is not the purpose of this activity to apportion blame or liability for offender of aircraft accidents. Accidents to aircraft, especially those involving the general public and their property, are a matter of great concern to the aviation community. The system of international regulation exists to improve safety and minimize, as far as possible, the risk of accidents but when they do occur there is a web of systems and procedures to investigate and respond to them. I would like to trace the general line of regulation from an international source in the Chicago Convention of 1944. Article 26 of the Convention lays down the basic principle for the investigation of the aircraft accident. Where there has been an accident to an aircraft of a contracting state which occurs in the territory of another contracting state and which involves death or serious injury or indicates serious technical defect in the aircraft or air navigation facilities, the state in which the accident occurs must institute an inquiry into the circumstances of the accident. That inquiry will be in accordance, in so far as its law permits, with the procedure which may be recommended from time to time by the International Civil Aviation Organization ICAO). There are very general provisions but they state two essential principles: first, in certain circumstances there must be an investigation, and second, who is to be responsible for undertaking that investigation. The latter is an important point to establish otherwise there could be at least two states claiming jurisdiction on the inquiry. The Chicago Convention also provides that the state where the aircraft is registered is to be given the opportunity to appoint observers to be present at the inquiry and the state holding the inquiry must communicate the report and findings in the matter to that other state. It is worth noting that the Chicago Convention (Article 25) also makes provision for assisting aircraft in distress. Each contracting state undertakes to provide such measures of assistance to aircraft in distress in its territory as it may find practicable and to permit (subject to control by its own authorities) the owner of the aircraft or authorities of the state in which the aircraft is registered, to provide such measures of assistance as may be necessitated by circumstances. Significantly, the undertaking can only be given by contracting state but the duty to provide assistance is not limited to aircraft registered in another contracting state, but presumably any aircraft in distress in the territory of the contracting state. Finally, the Convention envisages further regulations (normally to be produced under the auspices of ICAO). In this case the Convention provides that each contracting state, when undertaking a search for missing aircraft, will collaborate in co-ordinated measures which may be recommended from time to time pursuant to the Convention. Since 1944 further international regulations relating to safety and investigation of accidents have been made, both pursuant to Chicago Convention and, in particular, through the vehicle of the ICAO which has, for example, set up an accident and reporting system. By requiring the reporting of certain accidents and incidents it is building up an information service for the benefit of member states. However, Chicago Convention provides that each contracting state undertakes collaborate in securing the highest practicable degree of uniformity in regulations, standards, procedures and organization in relation to aircraft, personnel, airways and auxiliary services in all matters in which such uniformity will facilitate and improve air navigation. To this end, ICAO is to adopt and amend from time to time, as may be necessary, international standards and recommended practices and procedures dealing with, among other things, aircraft in distress and investigation of accidents. Standards and Recommended Practices for Aircraft Accident Injuries were first adopted by the ICAO Council on 11 April 1951 pursuant to Article 37 of the Chicago Convention on International Civil Aviation and were designated as Annex 13 to the Convention. The Standards Recommended Practices were based on Recommendations of the Accident Investigation Division at its first Session in February 1946 which were further developed at the Second Session of the Division in February 1947. The 2nd Edition (1966), 3rd Edition, (1973), 4th Edition (1976), 5th Edition (1979), 6th Edition (1981), 7th Edition (1988), 8th Edition (1992) of the Annex 13 (Aircraft Accident and Incident Investigation) of the Chicago Convention was amended eight times by the ICAO Council since 1966. Annex 13 sets out in detail the international standards and recommended practices to be adopted by contracting states in dealing with a serious accident to an aircraft of a contracting state occurring in the territory of another contracting state, known as the state of occurrence. It provides, principally, that the state in which the aircraft is registered is to be given the opportunity to appoint an accredited representative to be present at the inquiry conducted by the state in which the serious aircraft accident occurs. Article 26 of the Chicago Convention does not indicate what the accredited representative is to do but Annex 13 amplifies his rights and duties. In particular, the accredited representative participates in the inquiry by visiting the scene of the accident, examining the wreckage, questioning witnesses, having full access to all relevant evidence, receiving copies of all pertinent documents and making submissions in respect of the various elements of the inquiry. The main shortcomings of the present system for aircraft accident investigation are that some contracting sates are not applying Annex 13 within its express terms, although they are contracting states. Further, and much more important in practice, there are many countries which apply the letter of Annex 13 in such a way as to sterilise its spirit. This appears to be due to a number of causes often found in combination. Firstly, the requirements of the local law and of the local procedures are interpreted and applied so as preclude a more efficient investigation under Annex 13 in favour of a legalistic and sterile interpretation of its terms. Sometimes this results from a distrust of the motives of persons and bodies wishing to participate or from commercial or related to matters of liability and bodies. These may be political, commercial or related to matters of liability and insurance. Secondly, there is said to be a conscious desire to conduct the investigation in some contracting states in such a way as to absolve from any possibility of blame the authorities or nationals, whether manufacturers, operators or air traffic controllers, of the country in which the inquiry is held. The EEC has also had an input into accidents and investigations. In particular, a directive was issued in December 1980 encouraging the uniformity of standards within the EEC by means of joint co-operation of accident investigation. The sharing of and assisting with technical facilities and information was considered an important means of achieving these goals. It has since been proposed that a European accident investigation committee should be set up by the EEC (Council Directive 80/1266 of 1 December 1980). After I would like to introduce the summary of the legislation examples and system for aircraft accidents investigation of the United States, the United Kingdom, Canada, Germany, The Netherlands, Sweden, Swiss, New Zealand and Japan, and I am going to mention the present system, regulations and aviation act for the aircraft accident investigation in Korea. Furthermore I would like to point out the shortcomings of the present system and regulations and aviation act for the aircraft accident investigation and then I will suggest my personal opinion on the new and dramatic innovation on the system for aircraft accident investigation in Korea. I propose that it is necessary and desirable for us to make a new legislation or to revise the existing aviation act in order to establish the standing and independent Committee of Aircraft Accident Investigation under the Korean Government.