• Journal of the Korean Society of Hazard Mitigation
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• v.9 no.1
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• pp.21-25
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• 2009

The results of a recent case study for material characterizations and structural evaluation to design asphalt overlay thickness of William P Hobby airport in Houston, Texas are presented herein. The existing runway 12R-30L of Hobby airport consisted of thick asphalt overlay over Portland Cement Concrete (PCC) and the localized surface shoving as evident in the closure of surface groove has been observed recently. Using the field cored asphalt concrete mixtures, measurements of percent air voids, asphalt content and aggregate gradation were conducted to find out the causations of surface shoving and groove closure. The FAA layered elastic program, LEDFAA was utilized to evaluate pavement structural conditions for new asphalt overlay. Two different composition assumptions for existing pavement were made to evaluate the pavement as followings: 1) APC, Asphalt Concrete Overlay over PCC pavement and 2) AC, Asphalt Concrete pavement. Based on laboratory testing results, a ratio of percent passing #200 to asphalt content ranged 1.1 to 2.2, which is considered a high ratio and a tendency of tender mix design was observed. Thus, the localized surface shoving and groove closure of the runway 12R-30L could be attributed to the use of excessive fine contents and tender mix design. Based on the structural evaluation results, it was ascertained that the analysis assuming the pavement structure as AC pavement gives more realistic structural life when the asphalt overlay is thicker enough compared to PCC layer because the existing PCC pavement under asphalt overlay acts more like a high quality base material.

• The Journal of Engineering Geology
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• v.21 no.3
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• pp.239-246
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• 2011

Upon encountering weathering soil at a construction site, it may be necessary to change the design and construction plans for geotechnical structures. When weathering soil is exposed to air, the weathering process proceeds rapidly, resulting in significant damage to geotechnical structures, particle defects, and an increase in moisture sensitivity. The management of weathering-soil compaction is challenging. Because the engineering properties of weathering-soils vary regionally, it is important to report the result of research into the regional characteristics of such soils. At two locations of granite gneiss in the Gansung area of Gangwon-do, geological studies were performed at 22 and 8 sites, respectively. At each site, test samples were collected for analysis by XRD and to measure particle size, consistency, and compaction. To evaluate the suitability of the material for road subgrade, we examined the interrelationship between CBR value and the uniformity coefficient, the 200 sieve passing ratio and the aggregate ${\geq}$ 2 mm) content. We found that for the weathered granite soil, aggregate sized > 2 mm has a significant effect on the CBR value. In addition, the mixing of aggregate sized > 2 mm with sub-quality soil improves the soil condition.

• Korean Journal of Agricultural Science
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• v.10 no.1
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• pp.97-109
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• 1983

In this study, the effects on the soil compaction were investigated through the various testing method by changing the number of layers, the number of blows per layer and drop height. The results obtained in this study were summarized as follows. 1. Soil compaction was largely influenced by maximum grain size of soil in case of small testing mold diameter. 2. The compaction effect showed best in the well graded soil. In this test, compaction effect showed the best value in the soil which contained about 30~40% of particles finer than No. 200 sieves although it would vary according to the content of coarse grained soil. 3. Though the compaction method was changed at the level of compaction energy fixed, the effect of soil compaction showed little. 4. The increment of compaction energy increased the effect of soil compaction, but over a certain limit the soil compaction showed little on the effect. 5. In the method to increase the compaction energy for the purpose of the most reasonable effect, the soil compaction effect was differently shown according to the grain size distribution of the soil.

• Horticultural Science & Technology
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• v.33 no.4
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• pp.591-597
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• 2015

We determined the total C and N stocks in trees and soils after 1 year of fertilization in an experimental orchard with 16-year-old 'Niitaka' pear (Pyrus pyrifolia Nakai cv. Niitaka) trees planted at $5.0m{\times}3.0m$ spacing on a Tatura trellis system. Pear trees were fertilized at the rate of 200 kg N, 130 kg P and $180kg\;K\;ha^{-1}$. At the sampling time (August 2013), trees were uprooted, separated into six fractions [trunk, main branches, lateral branches (including shoots), leaves, fruit, and roots] and analyzed for their total C and N concentrations and dry masses. Soil samples were collected from 0 to 0.6 m in 0.1 m intervals at 0.5 m from the trunk, air-dried, passed through a 2-mm sieve, and analyzed for total C and N concentrations. Undisturbed soil core samples were also taken to determine the bulk density. Dry mass per tree was 5.6 kg for trunk, 12.0 kg f or m ain branches, 15.7 kg for lateral branches, 5.7 kg for leaves, 9.8 kg for fruits, and 10.5 kg for roots. Total amounts of C and N per tree were respectively 2.6 and 0.02 kg for trunk, 5.5 and 0.04 kg for main branches, 7.2 and 0.07 kg for lateral branches, 2.6 and 0.11 kg for leaves, 4.0 and 0.03 kg for fruit, and 4.8 and 0.05 kg for roots. Carbon and N stocks stored in the soil per hectare were 155.7 and 14.0 Mg, respectively, while those contained in pear trees were 17.8 and $0.2Mg{\cdot}ha^{-1}$ based on a tree density of 667 trees/ha. Overall, C and N stocks per hectare stored in the pear orchard were 173.6 and 14.2 Mg, respectively. Compared with results obtained in 2012, the amounts of C stocks have increased by $17.7Mg{\cdot}ha^{-1}$, while those of N stocks remained virtually unchanged ($0.66Mg{\cdot}ha^{-1}$).

• Culinary science and hospitality research
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• v.22 no.3
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• pp.11-21
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• 2016

This study investigated the quality characteristics and retarding retrogradation of sponge cakes made with red yeast rice (RYR) flour. RYR (Monascus nuruk) is known to help digestion, smooth blood flow, and have anti-cancer, anti-microbial, and inhibitory effects against biosynthesis of cholesterol and blood pressure. This studys aim' was to find the optimal proportion of RYR flour in sponge cake. RYR sponge cakes were prepared with various levels (0, 5, 10, 15 and 20%) replacement of wheat flour and were designated as the control (without RYR), RYR5, RYR10, RYR15 and RYR20 respectively. Specific gravity was the lowest in RYR15 at 0.57, and the baking loss rate was not significantly different among the samples (p<0.05). The dough yield was the highest in RYR15 at 96.61. The moisture contents was highest in order, control, RYR5, and RYR15 at 28.67%, 28.18%, and 26.82% respectively. The L-value of crust tended to increase according to the level of RYR, but the L-value of crumb decreased in accorddance with the the content of RYR. The a-value of crust also decreased according to the level of RYR, although the a-value of crumb increased in response to higher levels of RYR. The b-value tended to decrease with increases of RYR (p<0.05). RYR5 exhibited the highest pH at 8.63, compared with RYR15 (8.57). The hardness, which was measured after cooling for 1 hour, was the lowest in RYR15 at $163.33g/cm^2$ and the springiness was not different significantly (p<0.05). Cohesiveness was the highest in RYR10 at 133.06%. The chewiness was the highest in RYR10 at $391.63g{\cdot}cm$ and lowest in RYR15 ast $169.62g{\cdot}cm$. Avrami equation showed that RYR15 and RYR20 had the lowest Avrami exponent (n) at 0.0664 and 0.4983 respectively. Time constant (1/k) was the highest in RYR15 at 200.00. Sensory evaluation revealed that RYR15 was the highest in color (5.50), flavor (4.95), sweetness (4.90), chewiness (4.75), and overall acceptability (4.60).

• Journal of Korean Society of Transportation
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• v.24 no.5 s.91
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• pp.35-44
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• 2006

Acceleration and deceleration curves have been used for design purposes worldwide. The curve in design level has been regarded as an single deterministic curve to be used for design of climb lanes. It should be noted that the curve was originally made using ideal driving truck and that the curve is applied during design based on the assumption of no difference between ideal and real driving conditions. However. observations show that aged vehicles and lazy behavioring drivers nay make lower performance of vehicles than the ideal performance. The present paper provides the results of truck speeds at climbing lanes then probabilistic variation of acceleration and deceleration corves. For these purposes. a study about identification of vehicle makers, and weights for trucks at freeway toll gates and then observation of vehicle-following speed were performed. The 85%ile results obtained were compared with the deterministic performance curves of 180, 200, and 220 Ib/hp. It was identified that the performance of 85%ile results obtained from vehicle-following-speed observations were lower than one from deterministic performance curves. From these results, it may be concluded that at the beginning Point of climbing lanes additional $16.19{\sim}67.94m$ is necessary and that at the end point of climbing lanes $53.12{\sim}103.24m$ of extension is necessary.