We report a new route of akaganéite (β-FeOOH) formation and maghemite (γ-Fe2O3) formation. Akaganéite can be produced by stirring Fe2+ at room temperature for a day under mild conditions. We used FeCl2 ·4H2O as the precursor and mixed it with the Na-rich particle from the oxidation debris solution. The role of the concentration ratio between graphene oxide (GO) and NaOH was addressed to generate oxidation debris (OD) on the surface. In particular, the characterization of OD by transmission electron microscope (TEM) imaging provides clear evidence for the crystal formation of Na-rich particle under electron beam irradiation. For the base treatment process, increasing the concentration of a NaOH in Na-rich solution contributed primarily to the formation of γ-Fe2O3. The characterization by scanning electron microscope (SEM) and TEM showed that the morphology was changed from needle-like to small-oval form. In addition, β-FeOOH can be effectively produced directly using GO combined with FeCl2 ·4H2O at room temperature. More specifically, the role of parent material (Hummer's GO and Brodie's GO) was discussed, and the crystal transformation was identified. Our results concluded that β-FeOOH can be formed in basic and acidic conditions.

해사 분야에 관련한 광범위한 여러 법규들을 통틀어 해사법규라고 할 수 있다. 국내 법규에도 해사법규라고 할 수 있는 상당수 의 법규들이 제정되어 시행되고 있다. 해사법규를 포함한 모든 법에 있어 법을 준수해야 하는 자, 법을 공부하는 자, 법을 집행하는 자 등 을 위해 법규 조문은 그 의미가 명료해야 한다. 그럼에도 불구하고 여러 해사법규에 명시되고 규정되어 있는 ‘항로’와 관련하여 그 정의도 규정되어 있지 않고, 실질적으로 법규 조문의 내용상 정확한 의미 파악이 어려운 경우나 다양한 의미로 해석될 수 있는 경우가 많아 상당 히 혼란을 일으킬 소지가 크다. 또한 유사한 의미를 가지고 있는 다른 용어들을 혼용하여 사용하고 있음으로 인해 더욱 혼란을 가중시키 고 있다. 해사 분야가 더욱 다양해지고 변화하고 있는 상황에서 이를 반영하기 위해 많은 관련 해사법규들이 제정되거나 개정되고 있는 시점에 개별 법규에 명확한 항로 정의를 명시하는 방안과 불필요한 오해를 일으킬 수 있는 부분은 유사 용어로 대체할 수 있는 방안을 제 시하였다. 이러한 개정이 이루어진다면 법을 준수하고 집행하는데 혼란을 최소화할 수 있을 것으로 판단된다.

PURPOSES : This study aims to examine actual cases of providing detour information in accidental situations such as traffic accidents and road construction through a VMS installed on national highways in metropolitan areas with alternative routes, as well as cases of simultaneously providing travel time information on parallel paths such as national and regular highways. For each case, we analyzed whether the provision of VMS traffic information leads to route changes and substantial effects. METHODS : To analyze traffic changes on the main and detour roads based on the detour information provided on traffic accidents in actual cases, the traffic volume and speed on the accident day were compared with those on the same days and at the same time of the day (regular days) based on the VDS data of the main and detour roads. Cases providing more detour information on road construction were investigated by examining three time periods: one week from construction initiation and one week before and after the construction period (regular days). The traffic volume and speed on the main road were compared based on the VDS data, and those on the detour road were compared based on data made available by private entities. Regarding the cases of simultaneously providing drivers with comparative information on travel time over parallel sections of national and regular highways, traffic situation changes in highways were analyzed in the following special traffic control periods (New Year's Day, NY Day), during which congestion is expected due to heavy traffic: before and after the provision of comparative information for 2015 New Year's Day and 2016 NY Day. RESULTS : The detour rate related to route changes based on the detour information for traffic accidents was 35%. On the detour route, the traffic volume increases as traffic from the main road is absorbed. However, the average travel speeds did not differ significantly. When further detour information regarding a road construction project was provided, the detour rate from the main road was 21%. The travel speeds were similar, except on the first day of construction. Almost no changes were observed in the first section of the detour. The speed slightly decreased in the second section but did not significantly hinder the traffic flow. When comparative traffic time information on parallel routes (national highways and expressways) was provided, the traffic volume increased to some extent after the report was provided for every case. However, the data frequency rate in the 5-min unit, which was still under the congestion speed standard (40 km/h), decreased. This indicates that traffic congestion was significantly relieved. CONCLUSIONS : Previous studies on detour rates or route changes based on VMS traffic information have focused on VMS instruments on expressways. Although their estimates were based on simulated situations, this study used actual VMS installed on national highways. In addition, this study utilizes the existing case records of national highway ITS centers, covering traffic situation monitoring, measures for accidental situations, etc., in regular times or special traffic control periods, as well as statistical data, including ITS real-time traffic information. The analysis results of this study accurately represent situations on actual roads and can be utilized to analyze future ITS operation and installation project effects.

본 연구는 경로의존성과 정책선도자의 개념으로 최근의 주요 경비업 법 개정 관련 논란 및 사태 등을 살펴, 10.29 참사 이후 경비업법 개 정 관련 논의를 하고자 한다. 이를 위해 각종 논문 및 학술자료와 신문 기사 등 자료를 통한 문헌분석 방법을 통해 살펴본다. 경비업법은 경비 업 제한(지도와 감독, 규제와 처벌 논리)법으로서 기능을 하여 왔으며, 경비업의 권한 남용의 방지에 관한 광범위한 기술적인 규정을 두는 경 로의존성을 지니고 있으며, 경비업법에서 정책선도자인 행정안전부(경 찰청)의 역할과 기능은 매우 중요함을 알 수 있었다. 결국, 경비업법의 경로의존성은 개정 입법 논의의 한계로 작용하고 정책선도자인 행정안 전부(경찰청)의 의지에 달렸다. 최근 10.29 참사로 인해 경비업법의 개 정에 대한 정책의 창이 열렸다. 그간의 경비업법 개정 과정 분석을 통 해 경로의존성과 정책선도자의 특성을 고려해 본다면, 개정의 논의가 순탄치 않음을 탐색해 볼 수 있다.

In order to understand the tide and current around the sea route of Jinhae and Masan passages, tide measurement and 2D numerical model experiments of tidal current and residual flow were carried out. Tide is composed of 84% of semi-diurnal tide, 11% of diurnal tide and 4% of shallow water tide, respectively. Phase lags of the major components for the tide around the study area have little differences. The flows are reversing on the whole, but have rotational form around Jamdo Island, south of Masan passage in spring tide and Ungdo Island, north of Masan passage in middle and neap tide. Current flows the speed of 50 cm/s in the sea areas near small islands, 5 cm/s in Jinhae harbor, Hangam bay and near Jinhae industrial complex and 20-30 cm/s in Jinhae passage, Budo channel and Masan passage. Tide-induced topographical eddies are formed near small islands, but few eddies exist and the flow rate of less than 5 cm/s tidal residual current formed in Jinhae and Masan passages. The flows in Jinhae and Masan passage give a good condition for a passage into Jinhae and Masan harbor.

The bone cement used for vertebroplasty must be sufficiently injectable. The introduction of granules reduces the amount of liquid required for liquefaction, implying that higher fluidity is achieved with the same amount of liquid. By employing β-tricalcium phosphate granules with an average diameter of 50 μm, changes in injectability are observed based on the paste preparation route and granular fraction. To obtain acceptable injectability, phase separation must be suppressed during injection, and sufficient capillary pressure to combine powder and liquid must work evenly throughout the paste. To achieve this, the granules should be evenly distributed. Reduced injection rates are observed for dry mixing and excessive granular content, owing to phase separation. All these correspond to conditions under which the clustered granules weakened the capillary pressure. The injected ratio of the paste formed by wet mixing displayed an inverted U-type shift with the granular fraction. The mixture of granules and powder resulted in an increase in the solid volume fraction, and a decrease in the liquid limit. This resulted in the enhancement of the liquidity, owing to the added liquid. It is inferred that the addition of granules improves the injectability, provided that the capillary pressure in the paste is maintained.

PURPOSES : The purpose of this study is to estimate the reduction of traffic noise in a double-layered specific porous pavement based on the traffic speed variation. METHODS : The close-proximity method was used in noise measurement, and the running speed was measured at 10 km/h and from 50 to 80 km/h. RESULTS : From the quantitative analysis, it was found that the double-layered porous pavement reduced by 9.4 dB (A) on the average and 9.16 dB (A) at a 95% confidence level. CONCLUSIONS : The use of porous pavements have been recommended to minimize traffic noise. In this study, it is quantitatively demonstrated that the double-layered porous pavement can reduce the traffic noise by more than 9.0 dB(A).

제주도는 섬이라는 지리적 특성 때문에 해운항만산업이 매우 중요하다. 그러인프라 시설, 항만배후단지와 같은 항만 부대 산업, 해운산업과 관련된 법과 정책에 대한 개선이 필요하다. 특히 2014년 세월호 사고 이후 비표준 철재상자, 화물자동차 등의 적재와 고박을 포함하는 화물고박기준에 대한 수용가능성과 적용 여부 등과 관련하여 선박안전법제와 화물취급실무 간의 괴리로 다양한 문제가 대두되었다. 그 이유는 선박운항자 등이 화물적재와 고박의 안전 확보에 대한 행위에 대하여 정부가 신뢰하지 못함에 기인한다. 따라서 이 연구는 선박운항의 현실에 적합하면서도 미래지향적인 다양한 적재와 고박 방법을 반영한 화물적재고박기준에 관한 개정안을 제시하였다. 또한 선사 및 화주들이 화물 적재와 고박의 안전에 대한 일차적인 책임자임을 자각함으로써 화물적재와 고박 안전에 관한 기준을 철저히 준수하여야 한다는 점을 지적하였다.