• Journal of Soil and Groundwater Environment
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• v.7 no.3
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• pp.85-94
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• 2002

Overall objective of this study was to evaluate the electrochemical characteristics of fine soils during the electrokinetic(EK) remediation. Zeta potential of kaolinite as a function of solution pH and surfactant concentration was investigated to make a relationship with electroosmotic flow direction and rate. During the EK experiments, pH of pore solution, electroosmotic permeability($k_e$), electric conductivity($\delta_e$) and voltage distribution was measured, respectively, The point of zero charge(PZC) of kaolinite was estimated to be about 4.2 and the zeta potential of kaolinite above PZC was more negative as solution pH increased. Sorption of surfactants on the kaolinite altered the zeta potential of kaolinite. resulting from the variation of electrochemical characteristics of kaolinite surface. hs the EK experiment progressed, low pH was predominant over most of the kaolinite specimen and thus resulted in very low mass and charge flow. The $k_e$ and $\delta_e$ was also affected by the variation of voltage drop across the EK column with time. Results from this study implied that zeta potential of kaolinite affected by the pH variation of pore solution and voltage distribution in soil column played important role in the determination of mass and charge flow during EK process. It was also suggested that pH adjustment or addition of suitable sorbates could alter the electrochemical characteristics of soil surface and thus maintain high mass and charge flow rate with time.

• Applied Chemistry for Engineering
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• v.3 no.4
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• pp.730-738
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• 1992

Filtration characteristics according to membrane materials were studied In the ultrafiltration of anaerobic digestion broth as a post treatment method. A series of resistances for different membranes were quantitatively assessed on the basis of the resistance-in-series model. Flux behavior observed with the digestion broth was irrelevant to initial water permeabilities of each membrane. The fluoro polymer membrane showed the most significant improvement of flux with increase of cross-flow velocity, which suggests that the cake layer formed on this membrane is more weakly attached to the membrane surface than those on the other membranes. Flux reduction during longtime running was attrib-used to the polarization layer resistance ($R_p$) as well as the fouling layer resistance($R_f$). Continuous increase of $R_p$ may reflect the variation in the characteristics of cake layers, which could result from size, shape, and structure changes due to lysis and growth of biomass. Hydrophilic cellulosic membrane had a much lower fouling tendency than hydrophobic polysulfone membrane. The depressurization method induced a small increase in flux of $5-10L/m^2/h$. During washing and cleaning, filtrability of each membrane was rapidly recovered within 15 minutes until a stationary value was reached.

• Journal of Nuclear Fuel Cycle and Waste Technology(JNFCWT)
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• v.2 no.3
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• pp.201-209
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• 2004

Important operation parameters and performance of a high temperature ceramic candle filter system were evaluated through a series of demonstration tests at a pilot-scale vitrification plant. At the initial period of each test, due to the growth of dust cake on the surface of ceramic candles, the pressure drop across the filter media increased sharply. After that it became stable to a certain range and varied continuously proportion to the face velocity of off-gas. On the contrary, at the initial period of each test, the permeability of filter element decreased rapidly and then it became stable. Back flushing of the filter system was effective under the back flushing air pressure range of 3∼5 bar. Based on the dust concentrations measured by iso-kinetic dust sampling at the inlet and outlet point of HTF, the dust collection efficiency of HTF evaluated. The result met the designed performance value of 99.9%. During the demonstration tests including a hundred hour long test, no specific failure or problem affecting the performance of HTF system were observed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.5
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• pp.22-33
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• 2021

In the case of open phase faults caused by the disconnection of distribution feeders interconnected to a PV system, many problems can occur depending on the core type and wiring method of the grid-connected transformers. Moreover, open phase faults are difficult to detect because the open phase voltage of the existing protection relay (Open Phase Relay (47)) can be maintained, even though a disconnection fault occurred, depending on the wiring method and the iron core type of the grid-connected transformer for a PV system. Therefore, this paper proposes a novel algorithm to detect open phase faults by comparing the currents and phases between the primary and secondary sides of a grid-connected transformer. In addition, this paper presents the modeling of a distribution system and protection devices for detecting open phase faults using PSCAD/EMTDC S/W, and implements a test protection device for detecting open phase faults based on the above-mentioned modeling. The simulation and test results confirmed that the proposed algorithm is useful for detecting open phase faults according to the wiring method and iron core type of grid-connected transformer for a PV system because operation slope and unbalance rate of the primary current exceed the setting value (30[%]) of the protection device.

• Journal of the Korean Institute of Gas
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• v.27 no.3
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• pp.1-10
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• 2023

Due to the development of the industrial revolution, regulations on exhaust emissions have been continuously strengthened to reduce the rapidly increasing greenhouse gas emissions. The use of environmentally friendly fuels is essential to meet these regulations. Hydrogen has been attracting attention as a future environmentally friendly fuel, but due to its material properties, it faces significant challenges in handling and storage. As an alternative, ammonia has been proposed. Ammonia can be easily liquefied at room temperature compared to hydrogen and has a high energy density. In order to examine the applicability of ammonia as an engine fuel, experiments were conducted to investigate the effects of changes in combustion control parameters in a direct injection ammonia combustion engine. The experiments were conducted by varying two variables: spark timing and excessive air ratio. Observations were made on combustion stability and the trends of exhaust emissions such as nitrogen oxides and unburned ammonia under the conditions of an engine speed of 1,500 rpm and medium to high loads (brake torque of 200 Nm). By optimizing the combustion control parameters, conditions for stable combustion even when using ammonia as the sole fuel were identified, and plans are underway to apply strategies for future expansion of the operating range.

• Journal of the Korea Society of Computer and Information
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• v.29 no.4
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• pp.115-123
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• 2024

In this paper, we propose a vibration notification system that combines navigation information and wearable bands to ensure safe driving for the transportation vulnerable. This system transmits navigation driving information to a linked application, converts it into a vibration signal, and provides notifications through a wearable band. Existing navigation systems focus on providing route guidance and location information, so the driver's concentration is dispersed, and safety and convenience are deteriorated, especially for those with mobility impairments, due to standard vision and delayed recognition of stimuli, resulting in an increasingly high traffic accident rate. To solve this problem, navigation driving information is converted into vibration signals through a linked application, and vibration notifications for events, left turns, right turns, and speeding are provided through a wearable band to ensure driver safety and convenience. In the future, we will use cameras and vehicle sensors to increase awareness of safety inside and outside the vehicle by adding a function that provides notifications with vibration and LED when the vehicle approaches or recognizes an object, and we will continue to conduct research to build a safer driving environment. plan.

• Journal of the Korean Professional Engineers Association
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• v.28 no.4
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• pp.54-75
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• 1995

This synthesis has been prepared from a review of literature on Truck Escape Ramps technology and a survey of current practice by state department of transportation. Their locations have been determined usually from a combination of accident experience and en-gineering judgement, but new tools are emerging that can identify needs and sites without waiting for catastrophic accidents to happen. The Grade Severity Rating Systems holds promise in this regard. Design Procedures for truck excape ramps continue to evolve. Gravel arrester beds are clearly the preferred choice across the country Rounded aggregate, uniformly graded in the approximate size range of 13 to 18mm. Tech-nical publications typically have dassified TER types as paved gravity, sandpile, and ar-rester bed ramps. The design speed for vehicle entry into the ramp in critical to the deter-mination of ramp length. An escape ramp should be designed for a minimum entry speed of 130km/hr, a 145km/hr design being preferred. The ramps should be straight and their angle to the roadway align-ment should be as possible. The grade of truck escape ramps show the adjustment of ramp design to local topography, such as the tradeoff of ramp length against earthwork requirements. A width of 9 to 12m would more safety acommodate two or more outof con-trol vehicles. Reguarding comments on the most effective material, most respondents cited their own specification or referred to single graded, rounded pea gravel. The consensus essentially Is that single graded, well -rounded gravel is the most desirable material for use in arrester beds. The arrester beds should be constructed with a minimum aggregate depth of 30cm. Successful ramps have used depths between 30 and 90cm.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.6 no.4
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• pp.21-28
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• 1986

Conversion of anaerobic mesophilic digestion to thermophilic range has been investigated using a synthetic sludge. When temperature was raised at a rate of 2, 1, and $0.5^{\circ}C$ per day with continuous feeding, a lower reaction rate was observed with a high rate of temperature change. Although methane fermentation ceased completely for an digesters at thermophilic temperature, acid fermentation continued. Methane fermentation was never achieved even with neutralization during 6 months of resting. The methane formers were completely inactivated by the temperature shock and accumulation of volatile acids due to continuous feeding, while the acid formers lost biological activity quickly, but gradually acclimated to a high temperature. When temperature was raised without feeding, successful thermophilic digestion was achieved with 1 day of resting at thermophilic temperature at a rate of $1^{\circ}C$ per day, and also achieved with 20 days of resting at a direct increase. Conversion to a thermophilic range is easily achieved with resting. A short period of resting is required at a low rate of temperature increase, while a long period of resting enough to balance methane formers with acid fermers makes a conversion possile when temperature is raised at a high rate. Soured thermophilic digesters were recovered after seeding of mesophilic sludges, and sludge seeding could be a good method of start-up, conversion, or recovery of a thermophilic digester. Significant amount of thermophiles seemed to be present in the mesophilic digesters.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.

• Journal of Practical Agriculture & Fisheries Research
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• v.16 no.1
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• pp.193-206
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• 2014

The objectives of the project are to increase farmers' income through GAP and to reduce the loss of agricultural produce, for which the Korean partner takes a role of transferring needed technologies to the project site. To accomplish the project plan, it is set to implement the project with six components: construction of buildings, installation of agricultural facilities, establishment of demonstration farms, dispatching experts, conducting training program in Korea and provision of equipments. The Project Management Committee and the Project Implementation Team are consisted of Korean experts and senior officials from Department of Agriculture, Myanmar that managed the project systematically to ensure the success of the project. The process of the project are; the ceremony of laying the foundation and commencing the construction of training center in April, 2012. The Ribbon Cutting Ceremony for the completion of GAP Training Center was successfully held under PMC (MOAI, GAPI/ARDC) arrangement in SAl, Naypyitaw on June 17, 2012. The Chairman of GAPI, Dr. Sang Mu Lee, Director General U Kyaw Win of DOA, officials and staff members from Korea and Myanmar, teachers and students from SAl attended the ceremony. The team carried out an inspection and fixing donors' plates on donated project machineries, agro-equipments, vehicles, computers and printer, furniture, tools and so forth. Demonstration farm for paddy rice, fruits and vegetables was laid out in April, 2012. Twenty nine Korean rice varieties and many Korean vegetable varieties were introduced into GAP Project farm to check the suitability of the varieties under Myanmar growing conditions. Paddy was cultivated three times in DAR and twice in SAl. In June 2012, vinyl houses were started to be constructed for raising seedlings and finished in December 2012. Fruit orchard for mango, longan and dragon fruit was established in June, 2012. Vegetables were grown until successful harvest and the harvested produce was used for panel testing and distribution in January 2013. Machineries for postharvest handling systems were imported in November 2012. Setting the washing line for vegetables were finished and the system as run for testing in June 2013. New water tanks, pine lines, pump house and electricity were set up in October 2013.