• Journal of Embryo Transfer
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• v.16 no.1
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• pp.53-60
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• 2001

This study was conducted to evaluate whether \"Royal jelly\" (RJ) added to Tris-buffer dilute contributed to supporting post-thaw viability and longevity of frozen canine spermatozoa. Two Japanese spitzs (2 to 4 years of age) were used as a semen donor. Semen was collected by manual masturbation and separated into 3 fractions. Only the sperm-rich fraction having sperm motility of more than 70%, containing sperm concentration of 2~4$\times$10$^{8}$ cells/ml and having dead or abnormal spermatozoa of less than 15% was used for the experiment. Each ejaculated semen was centrifuged at 400 $\times$ g for 5 min and then diluted in a Tris-buffer supplemented with 20 ml egg yolk (Ext I), 4% glycero1 and 1% Equex STM Paste (Ext II) or g1ycero1, Equex STM paste and RJ of various concentrations (Ext II-RJ). After freezing and thawing, viability of spermatozoa in Ext II -RJ containing 1% RJ immediately after thawing (67.5$\pm$9.6) was significantly lower than that of Ext II , Ext II -RJ containing 0.01 or 0.1% RJ (77.5$\pm$12.5, 78.7$\pm$8.2 and 80.0$\pm$6.3). However, Ext II-RJ containing 0.1% RJ yielded higher viability than Ext II, Ext II-RJ containing 0.01% at or 1% 1 h after thawing (69.5$\pm$8.1 vs. 55.0$\pm$12.9, 57.5$\pm$9.6 and 41.5$\pm$12.6; P<0.05). At 1 h after thawing, the viability of spermatozoa thawed in 7$0^{\circ}C$ (68.8$\pm$12.5) was significantly higher than that of spermatozoa thawed in 38$^{\circ}C$ (48.8$\pm$16.3), although there was no difference in the viability between both groups immediately after thawing (77.5$\pm$9.6 and 81.3$\pm$8.1). Post-thaw viability and longevity of post-thaw spermatozoa in Ext II-RJ containing 0.1% RJ was higher in those in Ext II at 1 h (65.0$\pm$12.9 vs. 42.5$\pm$12.6), 2 h (52.5$\pm$12.6 vs. 27.5$\pm$17.1) and 3 h (40.0$\pm$14.1 vs. 20.0$\pm$12.1) after thawing. These results indicated that addition of 0.1% af to Tris-buffer enhanced post-thaw viability and longevity of canine spermatozoa and this additive can be used for increasing the possibility of collision between spermatozoa and ova during insemination.emination.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.1 no.1
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• pp.58-69
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• 2002

Most of the traffic accidents are a rear-end collision and a clash generated in the signalized intersection on the local roads. So, it is demanded that the high-quality of signal control and dilemma zone control. According to the cases generated by foreign countries, we established the strategies which are composed of Volume-Density Control, strategy of the dilemma zone control using R-detector (microwave detector) In Japan and EC-DC Control. MOEs(Measure of effectiveness) are car numbers in the dilemma zone , max-out probability in the safe side and the average stopping delay in the progress side. We choose a signalized intersection in rural highway to analyze the effect of the strategies and practiced an on-the-spot survey. The result of the survey is applied to the basic data in the simulator. Consequently, strategy of the dilemma zone control using R-detector(microwave detector) in Japan is the best effective in the safe side and EC-DC control is the best in the progress side. Based on the result, we developed the effective strategy of the signal control . This strategy is composed of the strategy of Japan and the detector on the stopping line used in the EC-DC control. On the result of the analysis, new strategy is the best effective in two sides.

• The Korean Journal of Air & Space Law and Policy
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• v.1
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• pp.163-191
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• 1989

The accident of the midair collision, passengers' falling or goods' dropping occurs or supersonic aircraft make a sonic boom during their conveying passengers or goods to the destination. The accident in transmit damages the their parties on the surface or their properties. In these cases, the third parties who were harmed to their lives or properties have the right to claim damages against the air carrier who caused them. These matters have become one of the important things since aircraft conveyed passengers and goods. Therefore, it is a great concern to settle these matters by law. But the Safety of the present aircraft has been much increased and the aircraft have become larger in size. Its flight altitude became higher than before. So the relationship of the aircraft to the third parties is much different from that of the earlier aircraft. The air transport is now indispensable to our life. It is not so easy to control these matters. In the early part of 20th century, when the third parties suffered the damage, many European countries made laws on the basis of the principle of liability without fault. But each country had a variety of its own law, and different kinds of difficulties have been brought about. Accordingly, the Rome Convention on Surface Damage (1933, 1952, 1978) has been made and revised. In spite of being revised, it contains many problems, and is not carried into effect world-wide. On the other hand, there are no regulations about the compensation of the third parties damaged in Korean existing laws. In case the damage is brought about to them, it is obviously true that the settlement of the liability of compensation for damage should be made by the general principle on the tort in domestic laws. At this point, it is urgent that we make a special law though the domestic legislation as a preliminary measure before we sign the international convention to save third damaged. It is desirable that we should, for the responsibility of the air carriage for the demage of the third parties on the surface, bring in the theory of the absolute liability in view of the legislation of many conutries. As the aircraft fly in the sky, their flight always contains some danger. It is very difficult to prove the fault, and the operator should suffer the principle of liability without fault or the similiar one. In case the liability without fault will be imposed upon the operator for the damage of the third parties, it is necessary to bring in the liability protection system for the protection and up upbringing of the air carriage. The Burden of danger of the air carriage will be reduced by introducing the system. A domestic legislation measure should be necessarily taken as soon as possible as a legal security measure on these matters.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2002.05a
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• pp.485-489
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• 2002

The concepts from OOP have been integrated in a concurrency, leading to the emergence of concurrent OOP. Concurrency of concurrent OOP and various model technique of OOP language are integrated had been proposed. Concurrent programming and OOP technique unite that can gain various kinds advantage to develop concurrency application program. There have been a number of models proposed for integrating concurrency and OOP However, concurrency and inheritance are two paradigms which are difficult to combine in a suitable manner. The inheritance anomaly is the conclicted phenomena, which occurs only when concurrency is integrated with inheritance. The inheritance anoay is referred to as the serious difficulty in integrating inheritance and concurrency in a simple and efficient manner within a concurrent OOP. Concurrency and inheritance with integrated that Drop reusability of object remarkably and require re-justice of code that is inherited in subclass. So concurrency and inheritance with integrated Collision that happen between two special qualitys or Interference phenomenon is inheritance anomaly. Effect of inheritance anomaly minimum Much study findings announced about access method to improve code reusability. Wish to approach in paper that is division by synchronization code and method code to solve interference problem between and concurrency.

• Nuclear Engineering and Technology
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• v.19 no.2
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• pp.85-98
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• 1987

To analyze the aerosol dynamics in severe accidents of LMFBR, a new computer code entitled MCAD (Multicomponent Aerosol Dynamics) has been developed. The code can treat two component aerosol system using relative collision probability of each particles as sequences of accident scenarios. Coagulation and removal mechanisms incorporating Brownian diffusion and gravitational sedimentation are included in this model. In order to see the effect of particle geometry, the code makes use of the concept of density correction factor and shape factors. The code is verified using the experimental result of NSPP-300 series and compared to other code. At present, it fits the result of experiment well and agrees to the existing code. The input variables included are very uncertain. Hence, it requires uncertainty and sensitivity analysis as a supplement to code development. In this analysis, 14 variables are selected to analyze. The input variables are compounded by experimental design method and Latin hypercube sampling. Their results are applied to Response surface method to see the degree of regression. The stepwise regression method gives an insight to which variables are significant as time elapse and their reasonable ranges. Using Monte Carlo Method to the regression model of LHS, the confidence level of the results of MCAD and their variables is improved.

• Nuclear Engineering and Technology
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• v.53 no.9
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• pp.3068-3084
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• 2021

Investigations of large commercial aircraft impact effect on nuclear power plant (NPP) buildings have been drawing extensive attentions, particularly after the 9/11 event, and this paper aims to experimentally assess the damage and vibrations of NPP buildings subjected to aircraft crash. In present Part I, two shots of reduce-scaled model test of aircraft impacting on NPP building were carried out. Firstly, the 1:15 aircraft model (weighs 135 kg) and RC NPP model (weighs about 70 t) are designed and prepared. Then, based on the large rocket sled loading test platform, the aircraft models were accelerated to impact perpendicularly on the two sides of NPP model, i.e., containment and auxiliary buildings, with a velocity of about 170 m/s. The strain-time histories of rebars within the impact area and acceleration-time histories of each floor of NPP model are derived from the pre-arranged twenty-one strain gauges and twenty tri-axial accelerometers, and the whole impact processes were recorded by three high-speed cameras. The local penetration and perforation failure modes occurred respectively in the collision scenarios of containment and auxiliary buildings, and some suggestions for the NPP design are given. The maximum acceleration in the 1:15 scaled tests is 1785.73 g, and thus the corresponding maximum resultant acceleration in a prototype impact might be about 119 g, which poses a potential threat to the nuclear equipment. Furthermore, it was found that the nonlinear decrease of vibrations along the height was well reflected by the variations of both the maximum resultant vibrations and Cumulative Absolute Velocity (CAV). The present experimental work on the damage and dynamic responses of NPP structure under aircraft impact is firstly presented, which could provide a benchmark basis for further safety assessments of prototype NPP structure as well as inner systems and components against aircraft crash.

• Journal of Korean Theatre Studies Association
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• no.52
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• pp.359-397
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• 2014

This paper describes dramatherapy with a bulmina nervosa patient. She was in her early 20s and has been under the various psychotherapies for cure of deep depression since 2005. We had 24 sessions and 3 persons - the patient, the therapist, and the assist-therapist- participated in dramatherapy. I found there's a big collision between her important roles in the course of initial interview and diagnosis. Those roles are 'a good daughter of mom' and 'an independent adult'. Therefore I defined her bulmina nervosa as 'an symbolic behavior repeats compulsively the failure of separation from her mother.' And I set the general goals, the separation from her mother, the awareness and expression of negative emotions, and the diminuation of overeating and vomiting. To attain these object, we had many different dramatic experiences in dramatherapy. We made a self-portrait, the mask of bulmina nervosa, family sculpture, figure work, the past I and the present I, psychodramatic scene and several stories. In order to objective assessment, I used behavioral observation and 6PSM(6 Pieces Story Making) analysis. First of all the most noticeable change was a rapid decrease in over-eating and vomiting. Before the dramatherapy she had overeaten 30 times per week. At the closure it has fallen off to 1 time per week. Another behavioral changes were shift of outward appearance, not going church, working for living, and having a date with only one. She made 3 stories on 1th session, 13th session, and 23th session. And I comparatively analysed those stories with both qualitative and quantitative method. For qualitative analysis, I classified 5 structures according to the substantial similrarity. On protagonist structure, there's no difference. Three protagonists are dead things. The type of task structure is changed from an escape, a traveling, to metamorphosis. The type of obstruction structure is changed from the protagonist to an outside object. The type of closure structure is changed from an exaggerated happy ending, sad ending to probable happy ending. To quantitify the aspects of transformation, I developed an assesment tool using likert scale. It is composed of 4 sub-categories-reality testing, imagination, ego-strength, optimism problem-solving. In reality testing category, a shift of score was 9-11-15, imagination 2-5-5, ego strength 3-2-2, optimism 6-3-7, and total score 20-21-29. This change of score reflects the growth of problem solving capacity. Viewed in this light, dramatherapy with this girl was successful on the whole. The thing had significant effect on it was psycho-dynamic approach focused on separation from her mother and defence mechanism to avoid negative emotion. And assessment method used in this case will be full of suggestions to researches to come.

• Journal of Navigation and Port Research
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• v.46 no.4
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• pp.321-330
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• 2022

Busan New Port manages the largest volume of traffic among Korean ports, and accounts for 68.5% of the total volume of the Busan port. Due to this increase in volume, ultra large container ships call at Busan New Port. When the additional south container terminal as well as ongoing construction project of the west container terminal are completed, various encounters may occur at the Busan New Port entrance, which may cause collision risk.s Thus, the purpose of this study was to provide a plan to improve the safety of vessel traffic, in the in/out bound fairway of Busan New Port. For this purpose, the status of arrivals and departures of vessels in Busan New Port, was examined through maritime traffic flow analysis. Additionally, risk factors and safety measures were identified, by AHP analysis with ship operators of the study area. Also, based on the derived safety measures, scenarios were set using the Environmental Stress model (ES model), and the traffic risk level of each safety measure was identified through simulation. As a result, it is expected that setting the no entry area for one-way traffic would have a significant effect on mitigating risks at the Busan New Port entrance. This study can serve as a basis for preparing safety measures, to improve the navigation of vessels using Busan New Port. If safety measures are prepared in the future, it is necessary to verify the safety by using the traffic volume and flow changes according to the newly-opened berths.

• Journal of Korea Water Resources Association
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• v.56 no.10
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• pp.667-678
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• 2023

In this study, quasi-3D inundation flow simulations were conducted for a simplified subway station configuration. The effects of variations in rainwater inflow locations and discharge were investigated, analyzing the resulting inundation flow patterns and flood risk. The inundation simulation results calculated the incipient velocities for slipping and toppling accidents to assess pedestrian safety. The results indicated that velocities exceeding the incipient velocity for slipping accidents mainly occurred on the flooded staircase. Meanwhile, velocities surpassing the incipient toppling accidents were observed around the staircase and the corridor near the staircase leading to B2F. This observation is consistent with the results from the specific force distribution analysis. To provide detailed flood risk assessments, the Flood Hazard Degree (FD) was applied with four levels of criteria, along with the Flood Intensity Factor (FIF). The results demonstrated that FD identified a broader area at risk of flood-induced consequences compared to FIF. When comparing the different inundation risk assessment methods, the specific force method tended to overestimate the risk area, whereas FIF tended to underestimate it. Furthermore, among all assessment methods, the influence of rainwater discharge was found to have a more dominant effect on flood risk assessment compared to the number of rainwater inflow locations. Additionally, the direction of inundation flow influenced the assessed risk, with collision-induced flow patterns leading to higher flood risk than those with identical flow directions.

• Journal of Korean Tunnelling and Underground Space Association
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• v.26 no.2
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• pp.91-111
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• 2024

Most of utility cable tunnels are constructed utilizing shield TBM as part of the underground transmission line project. The TBM chamber is the only space inside the tunnel that encounters rock and soil, and is the place with the highest frequency of accident exposure, such as collapse and collision accidents. Since there is currently no way to measure the disc cutter wear from outside the chamber, frequent inspection by workers is essential. Accordingly, in this study, in order to prevent safety accidents inside the TBM chamber and expect the effect of shortening the construction period by reducing the number of chamber openings, the concept of disk cutter wear measurement technology was established and a prototype was produced. By considering prior technology and determining that magnetic sensors are most suitable for the excavation environment, wear measurement sensor package were developed integrating magnetic sensors, wireless communication modules, power supply, external casing, and monitoring systems. To verify the performance of the prototype in an actual excavation environment, a full-scale tunnelling test was performed using a 3.6 m EPB shield TBM. Based on the full-scale tests, five prototypes were operated normally among eight prototypes. It was analyzed that sensor measurement, wireless communication, and durability performance were secured within a maximum thrust of 3,000 kN and a rotation speed of 1.5 RPM.