• Economic and Environmental Geology
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• v.40 no.4
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• pp.403-418
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• 2007

The objective of this research was to characterize the fate and transport of Cr(VI) contaminated groundwater in the Daejeon industrial area. Five subsidiary monitoring wells were newly installed and two existing wells were utilized for the investigation and the reduction process of Cr(VI) contaminated groundwater of the Daejeon(Mun-pyeong) national groundwater monitoring station. The Cr(VI) concentrations at the shallow aquifer well of the station were in the range of 3.2-4.5 mg/L indicating continuous contamination. However, Cr was not detected at the deep bedrock well and the other monitoring wells except MPH-1 and 3. The Cr(VI) concentrations of MPH-1 and MPH-3 were below the drinking water guideline value (0.05 mg/L). Therefore, the plume of the Cr(VI) contaminated groundwater was predicted to be confined within the narrow boundary around the station. The soluble/exchangeable Cr(VI) concentrations were below the detection limit in all core and slime samples taken from the five newly installed wells. Although the exact source of contamination was not directly detected in the study area, the spatial Cr(VI) distribution in groundwater and characteristics of the core samples indicated that the source and the dispersion range were confined within the 100 m area from the monitoring station. The contamination might be induced from the unlined landfill of industrial wastes which was observed during the installation of an subsidiary monitoring well. For the evaluation of the natural attenuation of Cr(VI), available reduction capacities of Cr(VI) with an initial concentration of 5 mg/L were measured in soil and aquifer materials. Dark-gray clay layer samples have high capacities of Cr(VI) reduction ranging from 58 to 64%, which is obviously related to organic carbon contents of the samples. The analysis of reduction capacities implied that the soil and aquifer materials controlled the dispersion of Cr(VI) contamination in this area. However, some possibilities of dispersion by the preferential flow cannot be excluded due to the limited numbers of monitoring wells. We suggest the removal of Cr(VI) contaminated groundwater by periodical pumping, and the continuous groundwater quality monitoring for evaluation of the Cr(VI) dispersion should be followed in the study area.

• Journal of Korean Society of Transportation
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• v.22 no.1 s.72
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• pp.43-62
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• 2004

Conventionally the estimation method of the origin-destination Matrix has been developed by implementing the expansion of sampled data obtained from roadside interview and household travel survey. In the survey process, the bigger the sample size is, the higher the level of limitation, due to taking time for an error test for a cost and a time. Estimating the O-D matrix from observed traffic count data has been applied as methods of over-coming this limitation, and a gradient model is known as one of the most popular techniques. However, in case of the gradient model, although it may be capable of minimizing the error between the observed and estimated traffic volumes, a prior O-D matrix structure cannot maintained exactly. That is to say, unwanted changes may be occurred. For this reason, this study adopts a conjugate gradient algorithm to take into account two factors: estimation of the O-D matrix from the conjugate gradient algorithm while reflecting the prior O-D matrix structure maintained. This development of the O-D matrix estimation model is to minimize the error between observed and estimated traffic volumes. This study validates the model using the simple network, and then applies it to a large scale network. There are several findings through the tests. First, as the consequence of consistency, it is apparent that the upper level of this model plays a key role by the internal relationship with lower level. Secondly, as the respect of estimation precision, the estimation error is lied within the tolerance interval. Furthermore, the structure of the estimated O-D matrix has not changed too much, and even still has conserved some attributes.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.119-129
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• 2004

This paper is designed to report the results of development and validation procedures in relation to the Freeway Incident Management System (FIMS) prototype development as part of Intelligent Transportation Systems Research and Development program. The central core of the FIMS is an integration of the component parts and the modular, but the integrated system for freeway management. The whole approach has been component-orientated, with a secondary emphasis being placed on the traffic characteristics at the sites. The first action taken during the development process was the selection of the required data for each components within the existing infrastructure of Korean freeway system. After through review and analysis of vehicle detection data, the pilot site led to the utilization of different technologies in relation to the specific needs and character of the implementation. This meant that the existing system was tested in a different configuration at different sections of freeway, thereby increasing the validity and scope of the overall findings. The incident detection module has been performed according to predefined system validation specifications. The system validation specifications have identified two component data collection and analysis patterns which were outlined in the validation specifications; the on-line and off-line testing procedural frameworks. The off-line testing was achieved using asynchronous analysis, commonly in conjunction with simulation of device input data to take full advantage of the opportunity to test and calibrate the incident detection algorithms focused on APID, DES, DELOS and McMaster. The simulation was done with the use of synchronous analysis, thereby providing a means for testing the incident detection module.