• International Journal of Highway Engineering
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• v.18 no.5
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• pp.57-62
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• 2016

PURPOSES : The objective of this study is to evaluate the effect of size and depth of cavities on the pavement failure using the full-scale accelerated pavement testing. METHODS : A full-scale testbed was constructed by installing the artificial cavities at a depth of 0.3 m and 0.7 m from the pavement surface for accelerated pavement testing. The cavities were made of ice with a dimension of 0.5 m*0.5m*0.3m, and the thickness of asphalt and base layer were 0.2 m and 0.3 m, respectively. The ground penetrating radar and endoscope testing were conducted to determine the shape and location of cavities. The falling weight deflectometer testing was also performed on the cavity and intact sections to estimate the difference of structural capacity between the two sections. A wheel loading of 80 kN was applied on the pavement section with a speed of 10 km/h in accelerated pavement testing. The permanent deformation was measured periodically at a given number of repetitions. The correlation between the depth and size of cavities and pavement failure was investigated using the accelerated pavement testing results. RESULTS : It is found from FWD testing that the center deflection of cavity section is 10% greater than that of the intact section, indicating the 25% reduction of modulus in subbase layer due to the occurrence of the cavity. The measured permanent deformation of the intact section is approximately 10 mm at 90,000 load repetitions. However, for a cavity section of 0.7 m depth, a permanent deformation of 30 mm was measured at 90,000 load repetitions, which is three times greater than that of the intact section. At cavity section of 0.3 m, the permanent deformation reached up to approximately 90 mm and an elliptical hole occurred at pavement surface after testing. CONCLUSIONS : This study is aimed at determining the pavement failure mechanism due to the occurrence of cavities under the pavement using accelerated pavement testing. In the future, the accelerated pavement testing will be conducted at a pavement section with different depths and sizes of cavities. Test results will be utilized to establish the criteria of risk in road collapse based on the various conditions.

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.51-62
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• 2007

Recently, the pavement distresses in the bridge deck have seriously affected the durability of bridge deck and driver's safety. The existing asphalt materials have the limitations in reducing the pavement distresses of brides deck. To protect the bridge deck and withstand the high deflection, it is necessary to develop the asphalt materials with good fatigue resistance for bridge deck pavement. The asphalt binder combined with SBS and two other admixtures has been developed for improving the resistance to fatigue cracking, productivity, and workability for bridge deck pavement. Based on the various binder test results, the developed binder is found to be PG 70-34 indicating very higher resistance against fatigue cracking. Fatigue testing, wheel tracking testing, and moisture susceptibility testing have been conducted to evaluate the performance of asphalt mixtures developed in this study. Laboratory test results show that the developed asphalt material has three times higher fatigue lives than the typical modified asphalt mixture. Full scale accelerated testing was also performed on the typical asphalt mixture and newly developed asphalt mixture to evaluate the full scale performance of asphalt mixtures. Test results indicate that the length of cracking on the new materials is only 38% of the typical material at the 250,000 load repetitions.

• International Journal of Highway Engineering
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• v.3 no.3 s.9
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• pp.119-133
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• 2001

The stiffness of chemcrete modified asphalt mixtures increase rapidly with time in the presence f oxygen and high temperature, Sometimes the asphalt pavements that have chemcrete modified asphalt mixture applied on the surface none show premature cracking because of the excessive increase in the stiffness f the asphalt mixtures. To mitigate this premature cracking, the chemcrete modified mixtures have been used as a base course material. In this study, the performance of the chemcrete modified asphalt binder and mixtures are investigated through a course of various laboratory tests including dynamic shear rheometer and bending beam rheometer tests for binders and uniaxial tensile fatigue, wheel tracking, and moisture damage tests for the mixtures. And also the resilient modulus of the conventional and chemcrete modified mixtures are compared based on the test results conducted on the specimens obtained from various in-situ test sections. It can be concluded from the tests results that the chemcrete modified mixtures show better rutting resistance than conventional mixtures. The chemcrete modified mixtures may have low temperature cracking when it is applied in the cold region. The stiffness of chemcrete modified mixtures is approximately 50 percent higher than that of conventional mixtures more than two years after the chemcrete modified mixture was applied in the base course.

• Proceedings of the Korean Society of Crop Science Conference
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• 2017.06a
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• pp.233-233
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• 2017

Algal communities are important to maintain the aquatic ecosystems function. Algae have short life cycles, they respond quickly to environmental change and their diversity and density can indicate and the quality of their habitat. The bloom forms before the rice seedings have emerged, it may present a physical barrier that prevents the seedlings from penetrating the floodwater. Wind may also move the algal bloom, pushing the young plants beneath the surface. Another harmful action develops when the water dries up and the algae form a layer at the bottom of the field. The layer envelops the seedlings, which are not yet deeply rooted, and drag them to the surface when the water is let in again. Soil utilization pattern can be the mail facter affecting soil physico-chemical properties, especially in soil phosphorus (P). Solid content of the algae culture solution increased with the increase in the nitrogen rather the phosphors concentration. Phosphoric acid was treated with conventional treatments (100-0%, before transplanting time-tillering stage), 50-50%, 0-100%, and un-treated. The herbicide was treated on the 7 DAT (day after transplanting). Green algae samples were collected 20 DAT. Total phosphoric acid was the highest at 0.06 in 50-50% treatment in 20 DAT. The amount of green algae was about twice (9.8 mg/20ml) that of un-treated. Total number of green algae was 54 species(Green algae 35 species, Euglena 9 species, Stone wheel 10 species). Among the phosphoric acid treatment methods, the number of occurrences of green algae were the highest with 39 species in 0-100%, followed by 50-50%, 28 species, conventional treatments, 22 species, non-treatment, 18 species, respectively. Rice Yield was not significantly different by phosphoric treatment time, but slightly higher than un-treated. The maximal algal biomass was observed about 2weeks or 1 month after transplanting; the subsequent decrease of the biomass was related to the consumption by grazers and to a deficient light under the rice canopy. Maximal algal growth was observed just before tillering. To estimate the suitable method of phosphorus application in puddled-soil drill seeding of rice, available phosphorus appearance of algal water bloom, and rice yield were investigated in paddy soil of rice-barley double cropping system.

• The Journal of Internal Korean Medicine
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• v.19 no.1
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• pp.57-72
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• 1998

This study has been carried out to investigate the effects of Ukgansan(UGS) extract on anti-convulsive, antipyretic, analgesic, sedative and GABAergic system of experimental animals. The results of this study were as follows : 1. UGS extract prolonged significantly the beginning time to convulsion and death induced by strychnine. 2. UGS extract prolonged significantly the time to death induced by electrical shock of ECT unit.(3 sec, 200 F, 25 mA) 3. On the experiment of hypothermic effects of UGS extract on the rectal temperature of mouse, UGS extract decreased significantly the rectal temperature of mouse 4. On the experiment of antipyretic effects of UGS extract on the febrile induced by the subcutaneous injection of $150\;{\mu}g/kg$ endotoxin in mouse, UGS extract decreased significantly the rectal temperature of mouse. 5. On the experiment of analgesic effects of UGS extract on the writhing syndrome induced by intraperitoneal injection 0.7% acetic acid 1 ml/100g in mouse, the writhing syndrome induced by acetic acid was reduced significantly by administration of UGS extract. 6. On the experiment of effects of UGS extract on spontaneous motor activity measured by wheel cage method in mice, the spontaneous motor activity was reduced significantly by administration of UGS extract. 7. On the experiment of effects of UGS extract on the activity of GABA-transaminase(GABA-T) in mouse brains after 21 days of oral administration of UGS extract. the activity of GABA-T was reduced significantly by administration of UGS extract. 8. On the experiment of effects of UGS extract on the activity concentration of GABA in mouse brain after 21 days of oral administration of UGS extract, the activity concentration of GABA was reduced significantly by administration of UGS extract. 9 On the experiment of effect of UGS water extract on the activity of GAD in mouse brain after 21 days of oral administration of UGS extract, the activity of GAD was reduced significantly by administration of UGS extract. According to the these results, Ukgansan extracts reveal the effects on the anti-convulsive, antipyretic, analgesic, sedative and GABAergic system.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.40 no.1
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• pp.54-59
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• 2004

Experiments were carried out to measure the variation of the compass error on ship's head up bearing by magnetic compass and electromagnetic compass on berthing at the pier in order to obtain a basic information on the utilization of autopilot system using electromagnetic compass in fishing boat. The wooden fishing boat, turned on attracting fish lamps of power consumption 85kW, steering magnetic compass and electromagnetic compass indicated westerly compass error with 7$^{\circ}$ and 13 $^{\circ}$~16$^{\circ}$ respectively. The FRP fishing boat, turned on attracting fish lamps of power consumption 130kW, electromagnetic compass indicated easterly compass error 19$^{\circ}$~23$^{\circ}$. The steel fishing boat, turned on ship's navigation equipments of power consumption 225kW, steering magnetic compass indicated westerly compass error with 16$^{\circ}$. While the difference of compass error using electromagnetic compass indicated westerly compass error with 68$^{\circ}$ on the upper deck when the navigation and fishing equipment turn on compare to turn off the equipment, it had easterly compass error with 16$^{\circ}$, 32$^{\circ}$, 20$^{\circ}$ on the forecastle deck, wheel house and compass deck respectively.

• International Journal of Highway Engineering
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• v.4 no.3 s.13
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• pp.43-49
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• 2002

Asphalt pavements have to perform under the conditions of heavily-loaded vehicles due to the industrialization and large temperature variance between the summer and the winter. Due to these factors, a characteristics change of early permanent deformation becomes a big issue, and to remedy this problem many research to use modified asphalt are being widely conducted. However, most of the modified asphalt is being paved after milling the surface course and applying tackcoating, and it is being used mostly for the repair and maintenance purpose rather than pavement of new national road. The purpose of this investigation is to obtain some fundamental data for the evaluation of the performance and long-term performance of the construction material mixtures by the laboratory test and field experiments. For the field experiment, 200m of two-lanes national road, that is being paved for the new national road under the direction of Pusan Regional Construction Management Office, was paved with SBS PMA and PSMA asphalt mixtures, which are an modified asphalt mixtures used for the surface course, on top of the base course paved with other modified asphalt mixtures. The remaining section of the new national road was paved with dense grade mixture. The laboratory tests assessed and analyzed the mixture characteristics by Marshall's stability test, strength tests and wheel-tracking test. On the basis of the evaluation result of the temperature control and roughness of the newly constructed road at the field experiment site, it is desired to evaluate and identify the most economic modified asphalt mixtures by long-term performance evaluation and LCC(Life Cycle Cost) analysis in order to apply the test result to the design of new road construction in the future.

• International Journal of Automotive Technology
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• v.4 no.2
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• pp.77-86
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• 2003

How to compare the environmental damage caused by vehicles with different foe]s and drive trains\ulcorner This paper describes a methodology to assess the environmental impact of vehicles, using different approaches, and evaluating their benefits and limitations. Rating systems are analysed as tools to compare the environmental impact of vehicles, allowing decision makers to dedicate their financial and non-financial policies and support measures in function of the ecological damage. The paper is based on the "Clean Vehicles" research project, commissioned by the Brussels Capital Region via the BIM-IBGE (Brussels Institute for the Conservation of the Environment) (Van Mierlo et at., 2001). The VriJe Universiteit Brussel (ETEC) and the universite Libre do Bruxelles (CEESE) have jointly carried out the workprogramme. The most important results of this project are illustrated in this paper. First an overview of environmental, economical and technical characteristics of the different alternative fuels and drive trains is given. Afterward the basic principles to identify the environmental impact of cars are described. An outline of the considered emissions and their environmental impact leads to the definition of the calculation method, named Ecoscore. A rather simple and pragmatic approach would be stating that all alternative fuelled vehicles (LPG, CNG, EV, HEV, etc.) can be considered as ′clean′. Another basic approach is considering as ′clean′ all vehicles satisfying a stringent omission regulation like EURO IV or EEV. Such approaches however don′t tell anything about the real environmental damage of the vehicles. In the paper we describe "how should the environmental impact of vehicles be defined\ulcorner", including parameters affecting the emissions of vehicles and their influence on human beings and on the environment and "how could it be defined \ulcorner", taking into account the availability of accurate and reliable data. We take into account different damages (acid rain, photochemical air pollution, global warming. noise, etc.) and their impacts on several receptors like human beings (e.g., cancer, respiratory diseases, etc), ecosystems, or buildings. The presented methodology is based on a kind of Life Cycle Assessment (LCA) in which the contribution of all emissions to a certain damage are considered (e.g. using Exposure-Response damage function). The emissions will include oil extraction, transportation refinery, electricity production, distribution, (Well-to-Wheel approach), as well as the emission due to the production, use and dismantling of the vehicle (Cradle-to-Grave approach). The different damages will be normalized to be able to make a comparison. Hence a reference value (determined by the reference vehicle chosen) will be defined as a target value (the normalized value will thus measure a kind of Distance to Target). The contribution of the different normalized damages to a single value "Ecoscore" will be based on a panel weighting method. Some examples of the calculation of the Ecoscore for different alternative fuels and drive trains will be calculated as an illustration of the methodology.

• Investigative Magnetic Resonance Imaging
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• v.14 no.2
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• pp.126-133
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• 2010

Purpose : The study was to evaluate the localization of the abnormal gyral and sulcal patterns obtained by means of brain surface rendering imaging. Materials and Methods : Nineteen patients with cortical dysplasia who underwent brain surface rendering MR imaging were included in this study. We acquired MP-RAGE sequence and created the 3-D surface rendering MR images by using $VoxelPlus^{(R)}$. Anatomical locations and configurations of abnormal gyri and sulci were reviewed. Results : Abnormal gyral and sulcal patterns were seen 18 in 19 patients. The configuration and orientation of affected gyri and sulci were clearly evaluated in the brain surface rendering images. In a lissencephaly, the a cortex was not delineated and showed markedly thick and smooth gyral pattern. In a schizencephaly, there were wheel shaped broad gyral pattern around the cleft. In a hemimegalencephaly, an affected hemisphere were enlarged and displayed thick and wide gyral pattern. In CBPS, the insular cortex was exposed and the gyri of the lesion were thickened. In focal cortical dysplasia, there were irregular serrated or thick and enlarged gyri. Conclusion : Brain surface rendering MR imaging is useful for the evaluation of a detailed gyral pattern and accurate involvement site of abnormal gyri.

• International Journal of Railway
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• v.2 no.3
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• pp.124-126
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• 2009

Energy savings can be achieved with optimum energy consumptions, brake energy regeneration, efficient energy storage (onboard, line side), and primarily with light weight vehicles. Over the last few years, the rolling stock industry has experienced a marked increase in eco-awareness and needs for lower life cycle energy consumption costs. For rolling stock vehicle designers and engineers, weight has always been a critical design parameter. It is often specified directly or indirectly as contractual requirements. These requirements are usually expressed in terms of specified axle load limits, braking deceleration levels and/or demands for optimum energy consumptions. The contractual requirements for lower weights are becoming increasingly more stringent. Light weight vehicles with optimized strength to weight ratios are achievable through proven design processes. The primary driving processes consist of: $\bullet$ material selection to best contribute to the intended functionality and performance $\bullet$ design and design optimization to secure the intended functionality and performance $\bullet$ weight control processes to deliver the intended functionality and performance Aluminium has become the material of choice for modern light weight bodyshells. Steel sub-structures and in particular high strength steels are also used where high strength - high elongation characteristics out way the use of aluminium. With the improved characteristics and responses of composites against tire and smoke, small and large composite materials made components are also found in greater quantities in today's railway vehicles. Full scale hybrid composite rolling stock vehicles are being developed and tested. While an "overdesigned" bodyshell may be deemed as acceptable from a structural point of view, it can, in reality, be a weight saving missed opportunity. The conventional pass/fail structural criteria and existing passenger payload definitions promote conservative designs but they do not necessarily imply optimum lightweight designs. The weight to strength design optimization should be a fundamental design driving factor rather than a feeble post design activity. It should be more than a belated attempt to mitigate against contractual weight penalties. The weight control process must be rigorous, responsible, with achievable goals and above all must be integral to the design process. It should not be a mere tabulation of weights for the sole-purpose of predicting the axle loads and wheel balances compliance. The present paper explores and discusses the topics quoted above with a view to strengthen the recommendations and needs for the weight optimization by design approach as a pro-active design activity for the rolling stock industry at large.