병충해의 조기 발견과 그에 따른 조치의 중요성은 농업 및 생태계 보전에 있어서 핵심적이다. 그러나 초기에는 일반적인 카메라나 센서로는 변화의 정도를 관측하기 어렵다. 이러한 한계를 극복하기 위해 초분광 모듈을 활용하여 파장대별 식 물 데이터를 관측함으로써, 딥러닝 모델을 통해 가로수 식생의 건강 상태를 판별, 병충해 여부를 초기에 확인 가능하다. 이를 통해 조기에 병충해에 대해 조치함으로써 더 큰 피해를 방지할 수 있다. 이러한 접근 방식은 농업 및 생태학 분야 에서 식물의 건강을 모니터링하고 보전하는 데 적극적으로 연구되고 있다.

도로에서 발생하는 대기오염의 주요 원인은 자동차 등의 연료연소로 인해 발생하는 미세먼지(PM), 질소산화물(NOX), 황산화물(SOX), 암모니아(NH3), 오존(O3) 등이며, 특히 미세먼지와 질소산화물은 도로를 이용하는 운전자와 보행자의 건강에 부정적인 영향을 미치는 것으로 알려져 있다. 본 연구에서는 버스정류장에 설치되는 미세먼지 저감시설의 미세먼지 저감효과를 분석하기 위하여 미세먼지 저 감능력을 실증할 수 있는 실대형 미세먼지 실증인프라와 실규모의 버스정류장을 이용하였다. 미세먼지 실증인프라에서 미세먼지 저감 시설이 설치되는 실험군(2곳)과 미설치되는 대조군(1곳)을 대상으로 미세먼지(PM10) 발생농도를 측정하였으며, 미세먼지 저감시설의 미 세먼지 저감효과를 분석하기 위하여 미세먼지(PM10)의 발생확률과 확률밀도함수를 산정할 수 있는 통계학적 방법인 Anderson-Darling 테스트(AD 테스트)를 이용하여 분석하였다. 미세먼지 저감시설의 미세먼지 저감효과는 대기질지수(AQI)의 기준을 준용하여 실험군ㆍ 대조군의 미세먼지 농도발생확률을 비교하여 정량적ㆍ정성적으로 분석하였다. 미세먼지(PM10) 농도발생확률 산정결과, AQI ‘보통’의 경우, 실험군 측정지점 1, 2와 대조군의 농도발생확률은 각각 77.24%, 63.26%, 0.00%로 대조군에 비해 실험군의 측정지점 1, 2에서 높 게 나타났으며, AQI ‘나쁨’의 경우, 실험군 측정지점 1, 2와 대조군의 농도발생확률은 각각 21.70%, 35.09%, 100.00%로 나타나 실험군 내의 미세먼지(PM10) 발생농도가 대조군과 비교해 개선되는 것으로 분석되었으며, 대조군 내부의 미세먼지 농도의 변화는 거의 없는 것으로 나타났다. 일반적으로 미세먼지를 측정하는 방식인 중량법과 베타선법을 통한 미세먼지 저감효과 분석방법은 시간당 평균으로 측정한 미세먼지 농도만 비교 가능하므로 정성적인 효과분석이 미비해 본 연구를 통해 소개한 통계학적 방법이 정량적 분석 뿐만 아 니라 정성적 분석에도 효과적일 것으로 기대하고 있다.

이 연구의 목적은 기금조성용 옥외광고 산업의 현재를 분석하고, 산업 의 발전을 저해하는 요인으로 평가받는 불법 도로변 야립광고에 대한 해 법을 제시하고자 하는 것이다. 이를 위하여 전문가를 대상으로 하는 심 층 인터뷰를 실시하여 그 내용을 분석하였다. 이를 통해 본 연구는 기금 조성용 옥외광고가 옥외광고 산업의 발전에 중요할 역할을 했음을 확인 하였으나, 시스템과 비즈니스 차원에서 해결해야 할 여러 문제점이 있음 을 발견하였다. 또 불법 도로변 야립광고의 난립을 방지하기 위해 법적, 기술적, 경제적, 사회적 해법에 대한 전문가들의 다양한 의견을 수집함으 로써 관련 산업 정책에 대한 의미있는 기초자료를 제공한다는데 의의가 있다.

Black carbon (BC), which is mainly contained in fine particulate matters, is one of the typical anthropogenic air pollutants that are generated from the incomplete combustion process and discharged into the atmosphere, and its various health effects particularly on children have been a growing concern. In this study, BC and particulate matters were closely analyzed in an elementary school adjacent to a high- traffic road in a large metropolitan city. The investigation showed that black carbon behaved similarly to ultrafine dust of 0.3 μm or less in the air, accounting for 20%-40% of it. The occurrence of high concentration outdoor pollution influences the BC content in indoor particulate matters. The average I/O value was 0.7 during the class-hours, and 0.8 without students. However, when students played in the classroom, the range of BC concentrations varied from 0.25 to 1.15, wider than 0.41-1.13 without students. Although this study was conducted with regard to just one elementary school, it can be considered to represent the typical air quality status of domestic schools, and it is believed to present valuable data which can be utilized to assist with preparing measures to enhance the air quality management of schools.

PURPOSES : High concentrations of particulate matter (PM) are emitted or generated from vehicle emissions in urban roads with dense transient populations. To reduce the effect of PM emission on bus stop users at roadsides, a plan to reduce PM emitted from the roadside must be devised. In this study, an atmospheric environment at a roadside is simulated in a large-scale environment chamber, and a test for reducing PM around the bus stop is conducted by installing a bus stop adapted to a PM reduction system. METHODS : Exhaust gas is injected into the experimental and reference chambers using diesel and gasoline vehicles for roadside airquality simulations. The two vehicles are operated in an idle state without an acceleration operation to emit exhaust gas uniformly, and the initial conditions are achieved by injecting car emissions for approximately 40 min. The initial condition is set to 1 ppm of NOx concentration in the environment chamber. Between the two environment chambers, a bus stop adapted to the PM reduction system is installed in the experimental chamber to conduct a PM reduction experiment pertaining to the air quality around the roadside. The experimental progress is set as the start time of the experiment based on the time at which the initial conditions are achieved; simultaneously, the PM reduction system in the experimental chamber is operated. After the simulation is commenced, the PM concentration, which changes over time, is measured using a high-resolution time-of-flight aerosol mass spectrometer (HR-ToF-AMS) without additional injection of car emissions or pollutants. The HR-ToF-AMS measures the chemical composition of non-refractory PM1.0 (NR-PM1.0) in real time. RESULTS : The NR-PM1.0 compound (organic aerosol (OA), NO3 -, SO4 2-) increases by 160% compared with the simulated initial concentration up to T90min in both environmental chambers; this is speculated to be due to secondary formation. The reference chamber indicates a slight decrease or a steady-state after T90min, whereas the experimental chamber indicates a gradually decrease as the experiment progresses. The bus stop adapted to the PM reduction system reduces the amount of black carbon in the experimental chamber by 37% at 200 min. This implies that the PM emitted from the roadside is filtered via the PM reduction system installed at the bus stop, and cleaner air quality can be provided to passengers. CONCLUSIONS : The PM reduction system evaluated in this study can be detached from and attached to the outdoor billboard of a bus stop. Since it adopts air filtration technology that uses a high-efficiency particulate air filter, it can be maintained and managed easily. In addition, it can provide an atmospheric environment with reduced PM emission to passengers as well as provide a better air-quality condition to passengers waiting for public transportation near roadsides.

PURPOSES : For vehicle-alone accidents with a high mortality rate, it is necessary to analyze the factors influencing the severity of roadside fixed-object traffic accidents. METHODS : A total of 313 roadside fixed obstacle traffic accidents, variables related to fixed obstacles, and variables related to road geometry were collected. The estimation model was constructed with data collected using an ordinal probit regression model. RESULTS : Piers, vertical slopes, and distances between roads and objects were the primary causes of increased accident severity. CONCLUSIONS : Countermeasures, such as object removal, relocation, clear zones, frangibles, breakaway poles, etc., are required for accident-prone or dangerous points.

PURPOSES : A pilot experimental study on the formation of fine particulate matter through photochemical reactions using precursor gas species (volatile organic compounds (VOCs), NH3, SO2, and NOx) was conducted to evaluate the large-scale environment chamber for investigating the pathway of aerosol formation and the subsequent assessment techniques used for reducing fine particulate matter. Two small-scale environment chambers (one experimental group and one control group), each with a width, depth, and height of 3 m, 2 m, and 2.3 m, respectively, were constructed using ethylene tetrafluoroethylene (ETFE) films. METHODS : The initial conditions of the fine particles and precursor gases (NOx and VOCs) for the small-scale environment chamber were set up by injecting diesel vehicle exhaust. NH3 and H2O2 were added to the small-scale environment chamber for the photochemical reaction to form organic and inorganic aerosols. The gas phase of the VOCs and the chemical compositions of aerosols were investigated using a proton transfer reaction time-of-flight mass spectrometer and the aerodyne high-resolution time-of-flight aerosol mass spectrometer at 1 and 10 s time resolutions, respectively. Gas phases of NO and NO2 were measured using Serinus 40 NOx at a 20 s time resolution. RESULTS : The small-scale environment chambers built using ETFE films were proved to supply sufficient natural sunlight for the photochemical reaction in the environment chambers at an average of approximately 89% natural sunlight transmission at 300–1000 nm. When the intermediates of NH3 and H2O2 for the atmospheric chemical reaction were injected for the initial condition of the small-scale environment chamber, nitrate and ammonium in the experimental group increased to 4747% and 1837%, respectively, compared to the initial concentrations (5.4 μg/m3 of nitrate and 5.2 μg/m3 of ammonium), indicating the formation of secondary inorganic aerosols of ammonium nitrate (NH4NO3). This implies that it is necessary to inject intermediates (NH3 and H2O2) for the formation of fine particulate matter when simulating the atmospheric photochemical reaction for assessing the environment chamber. CONCLUSIONS : This study has shown that small-scale environment chambers can simulate the atmospheric photochemical reaction for the reduction of fine particulate matter and the formation of the aerosol pathway. The results of this study can be applied to prevent time and economic losses that may be incurred in a full-scale environment chamber.

PURPOSES : The purpose of this study is to estimate the reduction in traffic noise in a double-layered specific porous pavement at roadsides based on variations in traffic volume and driving speed. METHODS : A statistical pass-by (SPB) method was employed in this study to measure noise. Variations in the following parameters were measured: running speed, heavy traffic percentage, and traffic volume. RESULTS : Quantitative analysis revealed that the double-layered porous pavement reduced noise levels by 9.16 dB(A) at a 95% confidence level at the sides of roads. CONCLUSIONS : As a countermeasure of traffic noise, porous pavement has been recommended. This research quantitatively proved that double-layered porous pavement can reduce traffic noise by more than 9.0 dB(A) at roadsides

PURPOSES : Over the years, the concentration of fine dust is gradually increasing, thereby aggravating the seriousness of the situation. Accordingly, this study intends to install a clean road system using low impact development (LID) techniques on the roadside in order to reduce the scattering of dust on roads effectively. This system stores rainwater collected through gutters in rainy weather and sprays water onto the pavement surface to reduce the scattering of road dust. METHODS : The developed clean road system consists of a water tank, controller, rain detection sensor, and solar cell. Based on this, a test-bed construction was used to evaluate its applicability. By applying the developed system, actual applicability was evaluated through total suspended solid (TSS) test and fine dust measurement. TSS test was conducted to measure the reduction rate of scattering dust on the road owing to the water injected by the clean road system. A spray nozzle was used for the TSS test, and a nebulization nozzle was used for the measurement of fine dust. In order to increase the reliability of the test, three measurements were taken each, for normal road as well as unfavorable conditions road that reproduced the construction site. RESULTS : In this study, fine dust concentration measurement and TSS test were conducted to evaluate the practical applicability of the developed clean road system. From the TSS test, it was found that for both general roads and roads depicting bad conditions, the TSS value after the first spray was the highest, and the value after the second spray was sharply reduced, such that most of the re-dispersed dust was washed out after the first spray, and similar TSS value results were obtained after the third spray. Based on this result, the result of fine dust measurement showed similar fine dust reduction effect of 9%-15.9% regardless of the concentration of fine dust in the atmosphere. These results indicate that the concentration of fine dust in the atmosphere does not significantly affect of the degree of reduction in fine dust. CONCLUSIONS : In this study, a clean road system for reducing fine dust on the road was developed and its applicability was evaluated. In a future study, we intend to check the performance of the drainage pavement through performance evaluation of water permeability coefficient test and performance test in the form of drainage pavement. Through this, we intend to evaluate the applicability of the clean road system to which drainage pavement is applied. Moreover, we will develop a clean road system that applies drainage packaging, and analyzes the degree of fine dust reduction according to the spray angle, spray amount, and spray time of the clean road system in order to study the spray system with the optimum amount of fine dust reduction. In addition, in order to reduce fine dust in the winter, when fine dust is mainly generated, it is planned to install heating wires in spray pipes where freezing is expected. Lastly, the black ice prevention effect will be analyzed by mixing a certain amount of sodium chloride when spraying water.

PURPOSES: The purpose of this study is to analyze characteristics of concentrations of fine particulate matter (PM2.5) among 3 different types of bus stops, specifically partially closed bus stop with front & back partition, partially closed bus stop with back partition, and bus stop with open space (referred to as bus stop types Ⅰ, Ⅱ, and Ⅲ, respectively) at urban roadside, using the Anderson-Darling test as statistical method. METHODS: For the purpose of this study, first of all, data on concentrations of PM2.5 on the 3 types of bus stops at urban roadside were acquired for certain days, with different levels of air quality index (AQI). Secondly, this study accomplished the data processing of removing outliers from acquired data, and the Anderson-Darling test was conducted to estimate probabilities of occurrence for concentrations of PM2.5 in the 3 types of bus stops. RESULTS : The average concentrations of PM2.5 for AQI‘ Very High’for bus stop types Ⅰ, Ⅱand Ⅲare 46-179㎍/m3, 66-194㎍/m3, 42- 134㎍/m3, respectively, and for AQI ‘High’for bus stop typesⅠ, Ⅱ and Ⅲ are 16-71㎍/m3, 26-84㎍/m3, and 14-69㎍/m3, respectively. Furthermore, probabilities of occurrence for concentration levels of PM2.5 in AQI were estimated for given measurement dates using the Anderson-Darling test as statistical method. As a result, for AQI ‘Very High,’the probabilities of occurrence for concentration levels ‘Very High’and‘ High’were determined more likely to occur regardless of bus stop type. With respect to each type of bus stop, the probabilities of ‘Very High’for bus stop type Ⅱ were 93.37% and 98.92%, higher than for the other bus stop types. For AQI ‘High’the probabilities of occurrence for concentration levels‘ Good’were found to be very low, at 0.00% to 3.07%, and occurred mainly for‘ Moderate’and‘ High’in this study. In particular, the probabilities of occurrence for concentration level‘ High’for bus stop type Ⅱwere analyzed to be greater than 90%, compared to those for the other bus stop types. CONCLUSIONS: Based on the result of this study, when PM2.5 is analyzed on certain days, probabilities of occurrence for concentration levels in AQI should be considered for each type of bus stop.

PURPOSES: The purpose of this study is to compare the concentrations of fine particulate matter (PM2.5) at different types of roadside bus stops in an urban environment, and analyze the tendencies in PM2.5 concentrations according to the air quality index. METHODS : To compare and analyze the characteristics of fine particulate matter at roadside bus stops, we collected data such as PM2.5 concentration, temperature, humidity etc., and performed a comparative analysis of their concentration levels at different types of bus stops (a partially closed bus stop with a front and back partition, a partially closed bus stop with only a back partition, and a bus stop with an open space). In addition, the daily variation in fine particulate matter concentration was analyzed. RESULTS: The average daily concentration levels of fine PM2.5 in the target area for a partially closed bus stop with a front and back partition, a partially closed bus stop with a back partition, and a bus stop with an open space were 18.40㎍/㎥ to 108.27㎍/㎥, 22.81㎍/㎥ to 135.51㎍/㎥, and 16.62㎍/㎥ to 81.52㎍/㎥, respectively. According to air quality index levels during the target measurement period, the bus stop with an open space had the least concentration levels of PM2.5 compared to the other bus stops. Furthermore, this study revealed that the PM2.5 concentration levels usually increased during the peak hour period in the morning and gradually increased after 2 pm until the end of the peak hour period at night, regardless of the bus stop type. CONCLUSIONS: Based on the results of this study, we demonstrated the effect of PM2.5 concentration levels on the atmospheric, weather, environmental, and transportation conditions in a target area, and the variation in concentration levels depending on the type of bus stop.