PURPOSES : Demonstrated performance degradation of LiDAR for vehicle and pedestrian dummy in rainy and foggy road conditions. METHODS : In real-scale rain and fog road conditions, adjust the distance between LiDAR and the measurement target from 10m to 70m (in 10m interval), measure LiDAR NPC (number of point cloud) and intensity, and compare the resulting numerical values. RESULTS : LiDAR's NPC and Intensity showed statistically significant differences by overall weather condition (normal, rain, fog), and the values were found to be larger in the order of normal>rainfall>fog. In the case of vehicles, sunder rain conditions, NPC and intensity are recognized even at 70m as in normal conditions, but under fog conditions, NPC and intensity are measured only up to 30m. In the case of pedestrians, the reflective area size is smaller than that of vehicles, so they are recognized only up to 30m in rainy conditions, and NPC and intensity are measured only up to 20m in fog conditions. CONCLUSIONS : It was confirmed that LiDAR performance deteriorates in rain and fog compared to normal.

PURPOSES : LED based Variable Message Signs(VMS) have been widely used to inform safety messages to the drivers in advance. Legibility Distance of VMS is the most important factor to provide the safety messages to drivers in timely and effective way. However, current National Standards on legibility distance design considers letter size only even there is a difficulty to read the signs at adverse weather conditions such as heavy fog. So, this study examined the legibility issue under fog by evaluating the legibility distance with two design factors such as letter size and luminance. METHODS : Two foggy weather conditions, intermediate and heavy fog, were simulated at real-road-scale Proving Ground. Legibility distance at daytime and nighttime was evaluated by test subjects. Subjects were asked to fill the legible distance on the test sheet and statistical significant was analysed at the lab. RESULTS : The legibility distance(LD) under fog was observed only 22 to 41% of LD observed under normal weather condition at daytime, and 26 to 45% at nighttime condition. Study results showed a consistent increase in LD with higher luminance even at same letter size and vice versa conditions, However, statically significant difference between groups was only revealed when both letter size and luminance level increased conditions. In order to apply the test results in terms of engineering benefits, LD results from significantly different groups was evaluated with relative to Stopping Sight Distance(SSD) within conceptual frame suggested in this study. CONCLUSIONS : From the study results, current National Standard on legibility distance design needs to consider letter size and luminance simultaneously to response the legibility issue in adverse weather conditions.

본 연구는 2019년 5월부터 2021년 5월까지 무인센서카메라를 이용하여 설악산과 지리산 국립공원에 서식하는 다람 쥐(Tamias sibiricus)의 연중 관찰 양상과 행동 패턴을 파악하기 위해 실시하였다. 주차별 관찰빈도를 지표로 하여 관찰빈도의 연중 변화를 파악하였고 봄과 여름, 가을의 시간별 관찰빈도를 이용하여 계절별 일일 행동 패턴을 분석하였 다. 다람쥐의 일일 행동 패턴은 지역 및 계절에 따른 차이 없이 주행성인 것으로 나타났다. 두 지역에 서식하는 다람쥐는 연중 관찰 기간에 차이가 있었다. 설악산에서 18~45주차에, 지리산에서는 7~48주차에 다람쥐가 관찰되었으며, 이는 동면시기에 영향을 받은 것으로 판단된다. 두 지역에서 다람쥐는 가을에 가장 많이 관찰되었다. 계절에 따른 다람쥐의 개체군 동태 및 활동량 변화가 무인센서카메라 관찰빈도에 반영되는 것으로 판단된다. 무인센서카메라의 관찰빈도는 간접적인 지표로서 대상종의 서식 밀도와 활동량을 구분해낼 수 없다는 한계점이 존재하지만, 방법이 쉽고 조사자에 따른 편차가 적어 효율적인 모니터링 방법으로 제시될 수 있을 것으로 판단된다.

본 연구는 장애인의 평생교육 참여의사에 영향을 미치는 요인을 밝히는 것에 주 목적이 있다. 이는 장애인 평생교육의 당위성과 실태에 관한 연구에 비해 상대적으로 부족한 장애인의 참여의사 영향요인을 통계적 으로 분석하는 연구의 필요성에서 출발하였다. 이를 위해 세종시 거주 성인 장애인 571명을 대상으로 설문조사를 실시하였고, 이 가운데 총 562부를 유효 설문지로 분석하였다. 로짓분석 결과 평생교육 참여 결정요인으로 장애인의 연령, 교육수준, 경제활동상태, 그리고 평생교육 참여경험 등이 통계적으로 유의미 하였다. 다음으로 장애유형별 로짓분석은 정신장애 유형을 제외한 모든 유형에서 평생교육 참여경험의 유의미성이 확인되었다. 이 같은 연구결과를 토대로 장애인의 평생교육 참여기회 제공을 위한 노력과 함께 장애유형에 따른 운영방안을 제안하였다.

본 연구는 온대 낙엽활엽수림의 하층식생 변화를 구명하여 산림생태계의 체계적 보전과 효율적 관리를 위한 기초자료를 제공하기 위하여 수행하였다. 2003년 경기도 포천 광릉 숲에 1ha 크기의 영구조사구를 설치하였으며, 영구조사구는 10×10m 크기의 부조사구 100개로 구성되었다. 영구조사구의 임분동태 및 하층식생은 2003년부터 2018년까지 5년 간격으로 조사되었다. 조사구에 출현하는 관속식물은 56과 128속 176종 18변종 4품종 1아종으로 총 199분류군 이었다. 관목층과 초본층의 종수는 시간이 경과함에 따라 모두 감소하는 경향을 보였다. MRPP-test 분석 결과 관목층의 종조성은 2008년-2013년을 제외한 모든 연도에서 유의한 차이가 있는 것으로 나타났으며, 초본층의 경우 모든 연도에서 유의한 차이가 있는 것으로 나타났다. 평균 중요치에서 관목층은 참회나무(18.23%), 당단풍나무(16.48%), 작살나무(13.85%)가 우점하는 것으로 분석되었으며, 초본층에서는 단풍취(23.41%), 애기나리(9.45%), 주름조개풀(5.62%)이 우점하는 것으 로 나타났다. 관목층은 상층 임분의 흉고단면적과 임분밀도가 높을수록 청미래덩굴, 청괴불나무, 고광나무의 풍부도가 높았으며, 흉고단면적과 임분밀도가 낮을수록 당단풍나무, 물참대, 산뽕나무, 산딸나무의 풍부도가 높았다. 시간이 경과 할수록 흉고단면적과 임분밀도는 초본층에 미치는 영향이 적은 반면, 관목층의 참회나무와 당단풍나무의 피도는 초본층 종 구성에 미치는 영향이 큰 것으로 분석되었다. 결론적으로 광릉 장기생태조사지의 하층은 종수가 지속적으로 감소하고 있으며, 이 과정은 상층 임분의 종다양성과 흉고단면적, 임분밀도가 하층식생 종조성에 영향을 주는 것으로 판단되었다.

This study was conducted in order to investigate the quality characteristics of MBA wine resulting from treatment with different oak barrel maturation methods. This study focused on the maturation of wine in five different types of barrels, including a stainless-steel maturation barrel, a foreign medium-toasted oak barrel, and domestic light, medium and heavy toasted oak barrels, and looked at the resulting differences in quality characteristics between the wines. All oak barrels used for this study had a capacity of 100 liters. The results of the study revealed that the pH content increased by up to 3.86~3.93% after 9 months, and then decreased after this point. The total anthocyanin content increased up to 152.52~174.95 mg/L during a 6 month maturation period, and thereafter began decreasing in concentration, with overall anthocyanin levels tending to be higher after maturation in foreign oak barrels. Overall, functional elements tended to measure higher after maturation in foreign oak barrels as opposed to maturation in domestic oak barrels. Therefore, these results indicate that it is necessary to improve the production of domestic oak barrels in the future in order to reliably produce wines with higher levels of functional elements.

본 연구는 수출 팽이버섯에서 L. monocytogenes가 검출되어 리콜 됨에 따라 팽이버섯의 안전성을 확보하기 위하여 유통 온도에 따른 팽이버섯 중 L. monocytogenes의 생존을 조사하고 유기산을 이용한 팽이버섯 중 L. monocytogenes 의 저감화 기술을 개발하였다. 저장 온도에 따른 팽이 버섯 중 L. monocytogenes의 생존을 조사하기 위하여 L. monocytogenes가 오염된 팽이버섯(초기 농도 4.5 Log CFU/g)을 1-35 ̊C에 각각 저장하고 균수변화를 조사하였다. 그 결과 팽이버섯을 1 ̊C에 저장하였을 때 L. monocytogenes 는 1개월 내에 증식하지 않았고 30 ̊C, 35 ̊C에서는 각각 36시간, 24시간이내에 3.0 log CFU/g 증가하였다. 팽이버섯 중 L. monocytogenes의 저감화를 위하여 1-3% 유기산 3종 (초산, 젖산, 말산)에 10-30분 동안 처리하였을 때 팽이버섯 중 L. monocytogenes는 초산보다는 말산, 젖산의 저감효과가 높았고 젖산과 말산의 처리 농도가 증가할수록 저감효과는 증가하는 것으로 나타났다. 3% 젖산과 말산을 10분 이상 처리하면 약 3.0 log CFU/g이상 감소하였다. 따라서 팽이버섯의 안전성을 확보하기 위해서는 수출할 때는 1 ̊C 내외의 저온을 유지하고 소비단계에서는 3% 젖산과 말산에서 10분 정도 처리 후 섭취하는 것이 필요하다.

PURPOSES : This study aimed to examine the relationship between discomfort glare and different types of lighting, including low-mounted lighting and conventional pole lighting. Although roadway lighting has been widely acknowledged as a countermeasure for nighttime traffic safety, discomfort glare, which is incidentally derived from lighting, is one of the key elements to overcome. METHODS : We selected the Unified Glare Rating (UGR), defined as a globally accepted lighting standard, as a measure of the effect of discomfort glare. Artificial rain and fog conditions were reproduced at the Center of Road Weather Proving Ground (CRPG). RESULTS : As a result, we found that the UGR of low-mounted lighting is reduced by 57.96% compared to pole lighting under rainy conditions, and by 39.12% in the case of fog conditions. CONCLUSIONS : It is proposed that discomfort glare was significantly reduced in the case of low-mounted lighting compared to pole lighting under both rain and fog conditions. Discomfort glare hinders the visual performance of drivers, so it may be related to delayed reaction time and inappropriate driving behavior. Therefore, low-mounted lighting is strongly recommended on road sections that have a high frequency of traffic accidents and adverse weather patterns.

PURPOSES : This study aimed to examine the effect of fog on the optical properties of taillights and the relationship between luminous intensity and the visibility distance of taillights on the road. METHODS : Changes in luminous intensity were measured using a light meter. Participants subjectively evaluated visibility distance. The artificial fog was reproduced using weather-generating facilities at the Center of Road Weather Proving Ground (CRPG). RESULTS : As expected, the average luminous intensity under intermediate fog conditions was reduced to 72% compared to normal weather conditions and 44% under heavy fog conditions in the case of the tail lamp-only lit condition. In the case of the tail lamp and brake lamp lit condition, the average luminous intensity was reduced to 76% under heavy fog conditions and 55% under intermediate fog conditions compared to normal dry conditions. In addition, the average visibility distance was reduced by 41% when fog conditions changed from intermediate to heavy in the case of the tail lamp-only lit condition and 39% in the case of the tail lamp and brake lamp lit conditions. Changes in visibility distance corresponding to the gradual change in luminous change were evaluated by participants, and the linearly regressed equations for the relationship between the intensity levels and the visibility distance were derived and examined for their meaning in terms of road traffic safety concerning stopping sight distance. CONCLUSIONS : Luminous intensities were suggested, given the design speeds, to satisfy the minimum stopping distances. In addition, the required speed reduction allowances were suggested given the design speeds if the luminous intensity remains unchanged.

PURPOSES : In this study, the relationship between the types of road pavement markings and the visibility distance under adverse weather conditions was evaluated. METHODS : Rainy and foggy conditions at the weather proving ground were replicated in this study. The researchers recorded the visibility distance corresponding to each experiment scenario comprising the weather conditions and pavement marking types. RESULTS : Visibility distances under adverse weather conditions decreased more than those of normal weather conditions. Under rainy conditions, the average visibility distance across all pavement markings decreased by 33%. However, the average visibility distance across all pavement markings foggy conditions decreased by 46.8%. Based on the test results of the visibility distance, the speed reduction rates corresponding to the adverse and normal weather conditions, i.e., 24% and 36% speed reduction under rainy and foggy conditions, respectively, were established. CONCLUSIONS : This study validated the reduction in the visibility distance affected by weather conditions by applying actual road scale weather proving ground. In addition, speed reduction was recommended for safe driving under adverse weather conditions.

PURPOSES : The purpose of this study is to analyze the impact of the level of the light-environment and the driver's visual ability on the change in the driver's perception of a forward curved section at night. The study also aims to identify factors that should be considered to ensure safety while entering curved sections of a road at night. METHODS : Data collected from a virtual driving experiment, conducted by the Korean Institute of Construction Technology (2017), were used. Logistic regression was applied to analyze the effects of changes in the light-environment factors (road surface luminance and glare) and the driver’s visual ability on a driver's perception of the road. Additionally, analysis of the moderated effect of visual ability on light-environment factors indicated that the difference in drivers’ visual abilities impact the influence of light-environment factors on their perception. A driver's ability to perceive, as a response variable, was categorized into 'failure' and 'success' by comparing the perceived distance and minimum reaction sight distance. Covariates were also defined. Road surface luminance levels were categorized into 'unlit road surface luminance' (luminance ≤ 0.1 nt) and 'lit road surface luminance' (luminance > 0.1 nt), based on 0.1 nt, which is the typical level observed on unlit roads. The glare level was categorized as 'with glare' and 'without glare' based on whether the glare was from a high-beam caused by an oncoming vehicle or not. The driver's visual ability level was categorized into 'low visual ability' (age ≥ 50) and 'high visual ability' (age ≤ 49), considering that after the age of 50, the drive’s visual ability sharply declines. RESULTS : The level of road surface luminance, glare, and driver's visual ability were analyzed to be significant factors that impact the driver's ability to perceive curved road sections at night. A driver's perception was found to reduce when the road surface luminance is very low, owing to the lack of road lighting ('unlit road luminance'), when glare is caused by oncoming vehicles ('with glare'), and if the driver's visual ability level is low owing to an older age ('low visual ability'). The driver's ability to perceive a curved section is most affected by the road surface luminance level. The effect is reduced in the order of glare occurrence and the driver's visual ability level. The visual ability was analyzed as a factor that impacts the intensity of the effect of change of the light-environment on the change of the driver's ability to perceive the road. The ability to perceive a curved section deteriorates significantly in 'low visual ability' drivers, aged 50 and above, compared to drivers with 'high visual ability,' under the age of 49, when the light-environment conditions are adverse with regard to the driver’s perception (road surface luminance: 'lit road surface luminance'→'unlit road surface luminance,' glare: 'without glare'→'with glare'). CONCLUSIONS : Supplementation, in terms of road lighting standards that can lead to improvements in the level of light-environment, should be considered first, rather than the implementation of restrictions on the right of movement, such as restricting the passage of low visual ability or aging drivers who are disadvantageous in terms of gaining good perception of the road at night. When establishing alternatives so that safety on roads at night is improved, it is necessary to consider improving drivers' perception by expanding road lighting installation. The road lighting criteria should be modified such that the glare caused by oncoming traffic, which is an influential factor in the linear change in perception, and the level of light-environment thereof are improved.

본 연구에서는 간벌 이후 지표 절지동물 군집의 장기적인 변화를 확인하기 위해, 잣나무조림지에서 간벌 전후에 조사되었던 과거 지표 절지동물 군집 자료와 간벌처리 10년 후인 2018년에 채집한 군집 자료를 비교하였다. 조사지역에서는 간벌 이후 10년이 지났으나 여전히 간벌처리에 따른 서식 환경 (유기물 깊이, 지표면 식생 피도, 울폐도)의 차이가 나타났다. 2018년 조사된 절지동물 군집은 곤충강 파리목, 벌목, 딱정벌레목, 톡토기강 톡토기목, 거미강 거미목 순으로 우점하였고, 간벌처리 조건 중 강도간벌에서는 거미강 거미목, 곤충강 딱정벌레목과 벌목이, 약도간벌에 서 톡토기강 톡토기목과 곤충강 파리목이 가장 많이 나타났다. 간벌 직후인 2008년에 비해 2018년 곤충강 딱정벌레목과 파리목, 벌목, 갑각강 등각목의 개체수는 감소하였고, 곤충강 노린재목과 메뚜기목의 개체수는 증가하였다. 2018년의 지표 절지동물 군집은 간벌 이전인 2006년 군집에 비해, 간벌 직후인 2008년 군집과 유사한 것으로 나타났다. 본 연구는 지표 절지동물 군집의 변화를 조사지역 및 간벌처리 조건에 따라 나타내어, 차후 산림 내 간벌 계획 작성 또는 간벌을 이용한 산림 자원 관리에 대한 기초 자료를 제공한다. 이후로 다양한 간벌처리지 내 조사 등이 수반된 추가 연구가 수행된다면, 간벌로 인한 산림 절지동물 군집 변화를 더욱 명확하게 규명할 수 있을 것이다.

PURPOSES : This study evaluated the effects of dynamic road marking (DRM) on the reduction in drivers’ workload under rainy conditions. Changes in workload in two cases were evaluated: only-lane marking and a combination of lane marking and DRM. METHODS : Rainy conditions were simulated by utilizing the full-scale road weather proving ground. Moreover, participants’ eye movements were used as the indicators for workload. RESULTS : Workload in case of the combination of lane marking and DRM was found to decrease by 44.6% compared to the case of onlylane marking, under the rain intensity of 15 mm/h. Moreover, workload decreased by 50.7% in case of the combination of lane marking and DRM compared to the only-lane marking case, under 30 mm/h rain intensity. CONCLUSIONS : This study validated the positive effects of the DRM in workload reduction under rainy conditions.

세척수에 포함된 무기물질의 함량이 먹는 물의 수질기준을 초과하여, 참외 GAP 인증을 받지 못하는 사례가 최근 들어 종종 발생하고 있다. 이에 농업현장에서는 껍질을 제거하여 먹는 참외의 소비특성을 감안하여 세척수 수질기준의 일부를 완화해 줄 것을 요청하고 있다. 이에, 본 연구에서는 성주 지역에서 2017-2019년 GAP 인증 참외의 세척에 이용되는 지하수 142건의 수질자료를 근거로 무기물질 4종(불소, 비소, 철, 망간)의 인체 위해성을 평가 하였다. 연구 결과, 성주 지역 GAP 참외의 세척에 사용 되는 지하수를 음용수 수준으로 섭취하는 우리나라 국민의 4종 무기물질에 대한 HQ는 모두 평균 0.10 이하로 안전한 수준이었다. 특히, 심미적 영향물질인 철, 망간의 경우 성주 지역 지하수를 음용수 수준으로 섭취하는 경우 HQ 가 평균 0.00. 과다노출군의 경우 0.01나타났는데, 일반 참외를 섭취하는 국민의 HQ(평균 0.01, 과다노출군 0.03)보다 낮은 수준이었다. 따라서, 성주 지역 지하수를 GAP 농산물의 세척에 활용하더라도 철, 망간을 포함한 4종 무기 물질이 인체에 미치는 영향은 미미할 것으로 생각된다.

농식품과 생산환경에서 대장균 오염여부를 휴대 전화에서 실시간으로 결과를 확인할 수 있는 IoT 기반 스마트 대장균 검출 장치를 개발하였다. 개발된 대장균 검출기는 온도 조절부, UV 램프, 고해상도 카메라 및 검출 여부를 판단할 수 있는 소프트웨어로 구성된 장치이다. 검출기의 성능을 평가하기 위하여 온도, 대장균 검출 시간 및 검출 한계를 측정하였는데, 개발 된 장치의 설정 온도와 실제 온도의 차이는 약 1.0oC 이내 였다. 또한 검출시간은 1 CFU / 100 mL일 때 15 시간이었고, 대장균 오염농도가 증가할수록 검출시간이 감소하였다. 개발된 스마트 대장균 검출기를 기구, 장갑, 관개 수, 종자 및 채소를 포함한 다양한 시료에 적용했을 때, 대장균의 검출율은 식품공전 법으로 분석하였을 때보다 높았다. 따라서 개발된 대장균 검출기술은 농식품 및 생산환경에서 대장균을 효율적으로 검출할 수 있을 것으로 판단된다.

PURPOSES: The objective of this study is to evaluate the shear and tensile strength properties of adhesive road studs in asphalt and concrete pavements. METHODS: The 300 mm×300 mm×50 mm rectangular specimens were fabricated using asphalt and concrete mixture for installation of road studs. Four 140-mm-radius circular areas were milled on each specimen with depth of 5 mm to install the adhesive road studs. About 100 g of thermal melting adhesive was applied on the milled area, and then the road stud was bonded onto the surface of the asphalt and concrete mixture. Direct shear testing was conducted at a speed of 5 mm/min on the interface between road stud and asphalt and concrete materials. Tensile strength testing was also conducted on the prepared specimens by applying load with increase of 50 kPa per second. These tests were performed not only in dry condition but also in wet condition to determine the effect of moisture on the shear and tensile strengths. RESULTS : According to the shear testing results, the average shear strength of asphalt samples in dry and wet conditions are 0.509 and 0.234 MPa, respectively. From this testing, the shear strength of wet sample was found to be decreased by 50% with respect to that of the dry sample. Similar trends can be observed on the concrete samples. The average tensile strength of asphalt samples was 0.187 MPa at 1.5 mm of displacement in dry condition. The concrete sample has a 0.222 MPa average tensile strength, which is slightly higher than that of the asphalt sample because of the rough surface characteristics of the concrete sample. CONCLUSIONS: It is determined from this study that the shear and tensile strengths of road stud bonded on the surface of asphalt mixture are slightly lower than those on concrete samples. Regardless of the pavement type, the wet conditioning of the sample can decrease the shear and tensile strength by 50% those of the dry sample. In the future, the quality improvement of adhesive and increase of specific surface area should be considered to improve the bonding property between road stud and pavement surface.

The purpose of this study was to investigate the quality characteristics and volatile flavor components of Doonuri wine, using freeze concentration. The freeze concentration can increase the sugar concentration in grape juice by reducing its water content. In this study, after eight days od fermentation, the alcohol content of freeze-concentrated Doonuri wines was 12.5~14.1%. The pH of the wine was 3.42~3.50 and the total acid content was 0.68~0.94 g/100 mL, respectively. The brghtness of freeze-concentrated Doonuri wines was 19.28~54.42, the redness was 41.98~49.58, and the yellowness was 36.16~42.36. The organic acid analysis of Doonuri wines was that most of the organic acids contain tartaric and malic acid. By using freeze concentration with grape juice, significant increase in the total polyphenol content of Doonuri wines was 122.40~137.26 mg/mL, the total anthocyanin content was 117.06~ 118.40 mg/L and the tannic acid content was 66.23~83.70 mg%. In GC/MS analysis, the volatile flavor component analysis of Doonuri wines identified six alcohols, five esters, two ketones, on acid, two alkanes, and four other compounds.