• Journal of the Korea Academia-Industrial cooperation Society
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• v.12 no.8
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• pp.3547-3554
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• 2011

The aim of this study is to take hold of the present situation as well as the perspective of the domestic alcohol specialized hospitals. The structured questionnaire was prepared to understand the type of services, manpower and systematic programs. Among eight hospitals that stand for the alcohol addiction specialized hospitals, six hospitals agreed to participate in the survey, which was made from Jun. 17 to July 15, 2010. The average number of beds of the surveyed hospitals was 208. They were mostly private ones(66.7%), located in urban area(50%), and had experiences of alcohol treatment less than five years(50%). While all of them practiced both the inpatient and outpatient services, only 33% provided the systematic outpatient program that was at least 2 or 3 hours per week. All hospitals practiced the physical and individual psychological evaluations, but only 16.1% had the daytime programs. The beds of protective ward were 72% of all beds, and the beds of night and day occupied 7.6% and 2.6% respectively. It was found that although the average number of mental health social worker and mental health nurse was larger than that required in the regulation of mental health law there are significant deviations between hospitals. However, the manpower of psychiatrists and nurses were comparatively large. The first problem indicated by clinical experts was the patient's refusal of care, which results in an inefficiency in the treatment. The next problem was the lack of local health care institutions that can attend on the discharged patients were important issues. Also the low reimbursement and indifferences to the alcohol abuse were considered as important issues.

• Journal of Korean Society of Steel Construction
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• v.29 no.2
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• pp.111-122
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• 2017

In this paper, the applicability of a 1900mm-deep concrete-filled U-shaped composite beam to composite ordinary moment frames (C-OMFs) was investigated based on existing test results from smaller-sized specimens and supplemental numerical studies since full-scale seismic testing of such a huge sized beam is practically impossible. The key issue was the web local buckling of concrete-filled U section under negative bending. Based on 13 existing test results compiled, the relationship between web slenderness and story drift capacity was obtained. From this relationship, a 1900mm-deep mega beam, fabricated with 25mm-thick plate was expected to experience the web local buckling at 2% story drift and eventually reach a story drift over 3%, thus much exceeding the requirements of C-OMFs. The limiting width to thickness ratio according to the 2010 AISC Specification was shown to be conservative for U section webs of this study. The test-validated supplemental nonlinear finite element analysis was also conducted to further investigate the effects of the horizontal stiffeners (used to tie two webs of a U section) on web local buckling and flexural strength. First, it is shown that the nominal plastic moment under negative bending can be developed without using the horizontal stiffeners, although the presence of the stiffeners can delay the occurrence of web local buckling and restrain its propagation. Considering all these, it is concluded that the 1900mm-deep concrete-filled U-shaped composite beam investigated can be conservatively applied to C-OMFs. Finally, some useful recommendations for the arrangement and design of the horizontal stiffeners are also recommended based on the numerical results.

• Journal of Korean Society of Transportation
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• v.20 no.3
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• pp.149-158
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• 2002

For the purpose of preciously describing real time traffic pattern in urban road network, dynamic network loading(DNL) models able to simulate traffic behavior are required. A number of different methods are available, including macroscopic, microscopic dynamic network models, as well as analytical model. Equivalency minimization problem and Variation inequality problem are the analytical models, which include explicit mathematical travel cost function for describing traffic behaviors on the network. While microscopic simulation models move vehicles according to behavioral car-following and cell-transmission. However, DNL models embedding such travel time function have some limitations ; analytical model has lacking of describing traffic characteristics such as relations between flow and speed, between speed and density Microscopic simulation models are the most detailed and realistic, but they are difficult to calibrate and may not be the most practical tools for large-scale networks. To cope with such problems, this paper develops a new DNL model appropriate for dynamic traffic assignment(DTA), The model is combined with vertical queue model representing vehicles as vertical queues at the end of links. In order to compare and to assess the model, we use a contrived example network. From the numerical results, we found that the DNL model presented in the paper were able to describe traffic characteristics with reasonable amount of computing time. The model also showed good relationship between travel time and traffic flow and expressed the feature of backward turn at near capacity.

• Journal of Korean Society of Transportation
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• v.34 no.5
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• pp.437-448
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• 2016

Some previous researches suggested a transit trip destination inference method by constructing trip chains with incomplete(missing destination) smart card dataset obtained on the entry fare control systems. To explore the feasibility of the transit trip destination inference method, the transit trip chains are constructed from the pre-paid smart card tagging data collected in Busan on October 2014 weekdays by tracing the card IDs, tagging times(boarding, alighting, transfer), and the trip linking distances between two consecutive transit trips in a daily sequences. Assuming that most trips in the transit trip chains are linked successively, the individual transit trip destination zones are inferred as the consecutive linking trip's origin zones. Applying the model to the complete trips with observed OD reveals that about 82% of the inferred trip destinations are the same as those of the observed trip destinations and the inference error defined as the difference in distance between the inferred and observed alighting stops is minimized when the trip linking distance is less than or equal to 0.5km. When applying the model to the incomplete trips with missing destinations, the overall destination missing rate decreases from 71.40% to 21.74% and approximately 77% of the destination missing trips are the single transit trips for which the destinations can not be inferable. In addition, the model remarkably reduces the destination missing rate of the multiple incomplete transit trips from 69.56% to 6.27%. Spearman's rank correlation and Chi-squared goodness-of-fit tests showed that the ranks for transit trips of each zone are not significantly affected by the inferred trips, but the transit trip distributions only using small complete trips are significantly different from those using complete and inferred trips. Therefore, it is concluded that the model should be applicable to derive a realistic transit trip patterns in cities with the incomplete smart card data.

• Journal of Korean Society of Environmental Engineers
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• v.29 no.8
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• pp.950-955
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• 2007

Non-point source control system which had been designed only for oil-water separation in the fields of oil refinery and garage was upgraded in this research for the removal of runoff pollutants in impervious urban area. Pollutants including oil from driveway and bridge were eliminated by two types of pathway in the system. One is the coalescence mechanism that the oil droplets in the runoff come into contact with each other in the spiral buoyant media surface and form larger coalesced droplets of oil that are carried upstream to the oil layer. The other is the precipitation that solids in runoff were settled by gravity in the system. In this research, coalescing characteristics of oil and water separation were investigated through image analyses, and efficiencies of the non-point source control system were evaluated using dust in driveway and waste engine oil. Media made of high density and high molecular weight polyethylene was indeterminate helical shape and had sleek surface by analysing SEM photographs and BET. Surface area and specific gravity of media which were measured directly were 1,428 $mm^2$ and 45.3 $kg/m^3$ respectively. From the image analyses of the oil droplets photographs which were taken by using microscope, it was proved clearly that the coalescence was the main pathway in the removal of oil from the runoff. Finally, the performances of the non-point source control system filled up with the media were suspended solid $86.6\sim95.2%$, $COD_{Cr}$, $87.3\sim95.4%$, n-Hexane extractable materials $71.8\sim94.8%$ respectively.

• Journal of the Korean Society of Marine Environment & Safety
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• v.14 no.4
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• pp.257-266
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• 2008

PAHs are of mainly anthropogenic origin from urban runoff, oil spill and combustion of fossil fuels. Some PAHs are potentially carcinogenic and mutagenic to aquatic organisms. This study was carried out to survey the contamination of PAHs in the column sediments around Gwangyang bay. Yeosu petrochemical industrial complex, POSCO(Pohang steel compony) and Gwangyang container harbor are located near the bay. The column sediments were collected at 4 stations(A, B, C and D) and fractionated at intervals of two-centimeter depth on July 29, 1999. PAHs in colmn sediment samples were extracted in soxhlet extractor and were identified and quantified by GC-MS. PAHs compounds were analyzed and found to be 13 species. Total PAHs concentrations in the column sediments ranged from 275.04 to 2,838.64${\mu}g/kg$ dry wt. Naphthalene had the highest concentration in the range of 40.60 to 2,294.06${\mu}g/kg$ dry wt. and Anthracene had the lowest concentration in the range of 2.63 to 11.30${\mu}g/kg$ dry wt. The correlation coefficients between individual PAHs and total PAHs in the column sediments were relatively higher in the low molecular compounds such as Naphthalene, Acenaphthylene and Phenanthrene. The relationship between the P/A(Phenanthrene/Anthracene)ratio and F/P(Fluoranthene/Pyrene)ratio showed that P/A ratio was generally above 10 and F/P ratio was above 1 in all sediment samples. These data indicate that PAHs in the column sediments around Gwangyang bay seem to be of both pyrolytic and petrogenic origin The values of PAHs in the column sediments were lower than the biological effect guidelines.

• Journal of Korean Society of Environmental Engineers
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• v.29 no.12
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• pp.1360-1365
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• 2007

The purpose of this study is to present the basic data for nonpoint pollutant loads from bridge road drainage sediments using the results to analyze organic matter and heavy metals from the four bridge drainage sampling sites with sediments of different particle size ranges. The sediment sample was collected from the bridge road drainage and the masses of nine sediments fractions were obtained after drying the separated sediment in an over at $85^{\circ}C:>2,000{\mu}m$, $1,000\sim2,000{\mu}m$, $850\sim1,000{\mu}m$, $425\sim850{\mu}m$, $212\sim425{\mu}m$, $125\sim212{\mu}m$, $90\sim125{\mu}m$, $75\sim90{\mu}m$, $<75{\mu}m$. The sediment extract was analyzed water quality constituents, including chemical oxygen demand(COD), total nitrogen(T-N), total phosphorus(T-P), heavy metals and particle size distribution. The results indicate that most of particle size ranges of the bridge road sediments was $125\sim425{\mu}m$, and portion of $<75{\mu}m$ was low. But most of the pollutants are associated with the finer fractions of the load sediments. As the results of analysis, the range and average values of COD, T-N, T-P, Fe, Cu, Cr, and Pb were $177\sim198.8$ mg/kg(77.6 mg/kg), $23\sim200$ mg/kg(83 mg/kg), T-P $18\sim215$ mg/kg(129 mg/kg), and $1,508\sim5,612$ mg/kg(3,835 mg/kg), $9.2\sim69.3$ mg/kg(49 mg/kg), $19.1\sim662.2$ mg/kg(214 mg/kg), and $28.4\sim251.4$ mg/kg(114 mg/kg), respectively. The relationship between sediment size and pollutants concentration have an inverse proportion. The removal of road sediments with frequently could be reduced the significant nonpoint pollutant load, because of the bridge road sediment contains considerable micro-particles and heavy metals.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.2
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• pp.56-63
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• 2018

The management of Combined Sewer Overflows(CSOs) and Separated Sewer Overflows(SSOs) discharge directly to the effluent system in an untreated state, which occurs when the facility capacity is exceeded due to heavy rain, has become an important issue in recent years as the heavy rain becomes a regular phenomenon. Despite the continuous development of filtration technology, targeting densely populated urban areas, CSOs are rarely applied. Therefore, this study was carried out to optimize the process to apply CSOs in a pilot-scale horizontal flow filtration system with a rope-type synthetic fiber. The research was carried out in two steps: a preliminary study using artificial samples and a field study using sewage. In the preliminary study using an artificial sample, head loss of the filter media itself was analyzed to be approximately 1.1cm, and the head loss was increased by approximately 0.1cm as the linear velocity was increased by 10m/hr. In addition, the SS removal efficiency was stable at 81.4%, the filtration duration was maintained for more than 6 hours, and the average recovery rate of 98% was obtained by air backwashing only. In the on-site evaluation using sewage, the filtration duration was approximately 2 hours and the average removal efficiency of 83.9% was obtained when belt screen (over 450 mesh) was applied as a pre-treatment process to prevent the premature clogging of filter media. To apply the filtration process to CSOs and SSOs, it was concluded that the combination with the pre-treatment process was important to reinforce the hydraulic dimension for the stable maintain of operation period, rather than efficiency. Compared to the dry season, the quality of incoming sewage was lower in the rainy season, which was attributed to the characteristics of the drainage area with higher sanitary sewerage. In addition, the difference in removal efficiency according to the influent quality of the wet season and dry season was small.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.12 no.1
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• pp.288-293
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• 2011

This study was conducted to investigate the elementary school students' consciousness of safety, activities to prevent their accidents and factors causing such accidents. For this aim, a research was conducted from Nov. 19 through Dec. 22, 2007 by means of questionnaires distributed to 800 students enrolled in the 5th and 6th grades of 4 elementary schools in a urban-rural combined city. Out of the questionnaires distributed, 785 were collected and put to analysis by using SPSS 13.0 program to determine t-test, ANOVA, logistic regression, etc. 1. The maximum scores of safety consciousness revealing relatively high level of safety consciousness. There was, however, statistically significant difference by grade, type of residence, school life and academic achievements. In detail, 5th graders featured higher level of safety consciousness and those who live in apartments, lead a pleasant life at school and get better academic scores tended to keep higher level of safety consciousness. 2. The subjects of the high scored of activities to prevent accidents, with a statistically significant difference by gender, grade and individual personality. Females, 5th graders and active students were found to be more conscious of preventive activities for accidents. 3. In general, 6th graders and active students turned out to have experienced more accidents. 4. The main factors exerting influence on occurrence of accidents on the part of elementary school students are known to be preventive actions and consciousness of traffic safety in the category of safety consciousness. The significant variable in preventive actions was preventive actions of traffic accidents, burns and intoxication by category of accidents, but individual personality by category of general characters. Sixth graders and male students experienced more accidents, without significantly significant difference, though. As a result, From the above findings, prevention of safety accidents is found to be very important for elementary school students. It is therefore suggested that schools as well as homes should continue to conduct practical education to prevent accidents with priority placed on familiarizing students with preventive activities in daily life in consideration of their personal characters.

• Korean Journal of Health Education and Promotion
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• v.2 no.1
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• pp.93-106
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• 1984

Today, elderly people has desperately felt isolation and desolation due to the loss of activity at home and society by the change of social structure and the tendancy of nuclear family. The mutual-relationship between parants and their children is important to solve the problem of eldery people's isolation and desolation. The present study was conducted to investigate the status of mutual-communication by visiting, telephone and letter on 678 parents over 55 years of age and 1,316 their adult children from September 1st to 30th, 1982. It was investigated with questionaire by students. The frequency of communication from children to parents was highest in 25.4% by telephone and 21.6% by visiting, 4 times a month. Correspondence of letter showed only 18.1% in a year. The frequency of communication from parents to children was highest 16.1％ by telephone and 15.6％ by visiting, 4 times a month. Correspondence of letter showed only 11.3％ in a year. Urban parents showed higher frequency than rural parents by visiting and telephone, but lower by letter. The older age group of children showed higher frequency than the younger by visiting and telephone but 3rd decade was highest by letter. The younger age group of parents showed higher frequency than older age group. Mother was showed higher frequency than father by visiting and telephone, but father by letter. Higher education level group showed higher frequency than lower education level group. Merchants and factory workers showed the highest frequency by visiting and telephone, but officials by letter. Upper class group in socio-economic status showed higher frequency than lower class group generally, but lower class group dy letter from parents to children. The group within samedistrict between parents and children showed the highest frequency by visiting and telephone, but the group within long distance by letter.