• Journal of Life Science
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• v.23 no.3
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• pp.448-461
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• 2013

Inflammatory bowel disease, known as Crohn's disease and ulcerative colitis, is an unexplained disease characterized by chronic inflammation that repeats a cycle of relapse, improvement, and complications. The cause of inflammatory bowel disease is not clearly known, but it is predicted that a complex of various factors precipitate its occurrence. In particular, inflammatory mediators, such as cytokine, induce an increase in cell-mediated inflammatory responses. Focal tissue damage then occurs in the intestinal mucosa because of the weakening of the immune-modulating functions of cotton. Immune and inflammatory responses do not decrease appropriately but continue until they lead to chronic inflammation. Current research has focused on the cytokine genes, which have important roles in these inflammatory responses. Cytokine is a glycoprotein that is produced mostly in activated immune cells. It connects the activation, multiplication, and differentiation between immune cells, which causes focal tissue damage and inflammatory response. Moreover, butyrate, which originates in dietary fiber and plays an important role in the structure and function of the intestinal area, shows control functions in the intestinal immune system by decreasing the proinflammatory cytokine and increasing the anti-inflammatory cytokine. Therefore, this research investigated the molecular mechanism of the anti-inflammatory effects of butyrate to comprehend the cytokine controlling abilities of butyrate in the immune cells. Butyrate is expected to have potential in new treatment strategies for inflammatory bowel disease.

• Korean journal of applied entomology
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• v.52 no.2
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• pp.93-100
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• 2013

In this study, the distribution of Cantao ocellatus in Korea occurred at Jindo, Tongyoung, Gwangju and Taean including Jejudo in 2012 and was coincidentally in accordance with the distribution of Mallotus japonicus as a host plant. The adult emerges in M. japonicus occur from late June to early July and can be observed until the end of October. The investigation of the female and male was measured, developmental characteristics, host plant and oviposition preference under the conditions of temperature $25^{\circ}C({\pm}2)$, humidity 65%(${\pm}2$), day length 16L:8D, by indoor breeding. For females and males respectively, average body lengths were 26.20 mm and 23.88 mm, body widths 11.35 mm and 10.57 mm, head widths 3.84 mm and 3.64 mm, probosics lengths 7.90 mm and 7.27 mm, antennal lengths 9.87 mm and 9.69 mm, anterior leg lengths 12.50 mm and 12.27 mm, intermediate leg lengths 14.61 mm and 13.12 mm, posterior leg lengths 16.90 mm and 16.53 mm, and fresh weights 0.46 g and 0.31 g. It was seen that two kinds of C. ocellatus had prickles at the end of the pronotum which had developed in the fifth instars. The female is distinguished from the male by the reproductive organ and the spotted pattern on the abdominal segment. The preference of drinks was fruit, leafstalk, midrib, and branch in Mallotus japonicus (Thunb.) Muell. Arg., Mallotus japonicus 'Variegatus', Ricinus communis L., Lonicera japonicus var. repens (Siebold) Rehder, Citrus sinensis (L.) Osbeck and Zelkova serrata (Thunb.) Makino.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.6D
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• pp.587-598
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• 2012

Successful implementation of infrastructure asset management system can be started with rich and reliable data. However, measurement errors in the data have always existed in the real world caused for many unknown reasons. It disturbs maintenance activities of agencies, and makes negative effects to reliability of research results on forecasting deterioration process and life cycle cost. Above all, it makes a contradiction that road agencies cannot believe their inspection data surveyed by their hands. It is particularly serious in the road pavement management field. Although road agencies are well recognized the fact, inspecting without measurement error would be a great challenge. Considering the facts, this paper aimed to suggest statistical error processing methods to correct latent error included in pavement surface inspection data. As alternatives, this paper suggested two methods based on probability distribution to consider structure of error and reliability of the data. The suggested methods were empirically tested by using pavement inspection data from Korean National Highway. As the result, this paper confirmed that conventional error processing that just removes only visible errors is not enough to cover uncertainty in pavement deterioration process. The suggested methods would be useful for improving reliability of analysis results required for road infrastructure asset management.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.783-796
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• 2006

Rut-resistance pavement is adopted to prevent pavement from plastic deformation since 1998. The objective of this paper is to investigate performance and economic efficiency between rut-resistance pavement and conventional hot-mix asphalt(HMA) on national highway. The pavement deterioration models incorporated in HDM-4 have been calibrated and adapted to local road conditions based on observed pavement rut-depth data. Based on calibration result of HDM-4, the economic evaluation including road agency cost and user cost is performed for 34 road pavement sections. Furthermore, we presented optimal timing for maintenance and performance levels subject to different budget. We found that rut-resistance pavement is performing better than conventional hot-mix asphalt in most road sections. Furthermore, we confirmed that the application of HDM-4 is useful for pavement project planning and evaluation. More investigation is needed to enlarge the scope of the pavement data and to explore more deeply socio-environmental cost and delay cost.

• 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.

• Journal of the Korean Recycled Construction Resources Institute
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• v.10 no.3
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• pp.293-299
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• 2022

Recently, various stakeholder are interested in microplastic to cause pollution of the marine's ecosystem and effort to conduct study of product's life cycle to reduce pollution of marine's ecosystem. The micorplastic refer to materials of the nano- to micro- sized units and it can be classified into primary and secondary. The primary microplastic mean the manufactured for use in the specific field such as the microbead of the cosmetic or cleanser. also, secondary mean the unintentionally generated during use of the product such as the textile crumb by the doing the laundry. Tire and Road Wear Particles(TRWPs) are also defined as secondary microplastic. Typically, TRWPs are created by friction between the tread compound's rubber of the tire and the surface of the road du ring the driving cars. Most of the generated TRWPs exist on the roadside and some of them were carried to marine by the rainwater. In this study, we perform the quantitative analysis of the TRWPs existed in fine dust at the roadside. So, we collected the dust from the roadside in Chungcheongnam-do's C site with a movement of 1,300 cars per the hour. The collected samples were separated according to size and density. And shape analysis was performed using the Scanning Electron Microscope(SEM). We were possible to discover a lot of TRWPs at the fine dust of the 100 ± 20 ㎛. And we analysis it u sing the Thermo Gravimetric Analysis(TGA) and Gas Chromatography/Mass Spectrometer(GC/MS) for the quantitative components from the tire. As a result, it was confirmed that TRWPs generated from the roadside fine dust were included the 0.21 %, and the tire and road components in the generated TRWPs consisted of the 3:7 ratio.

• Proceedings of the Korean Reliability Society Conference
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• 2001.06a
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• pp.277-278
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• 2001

The successful operation of a product In service depends upon the effective provision of logistic support in order to achieve and maintain the required levels of performance and customer satisfaction. Logistic support encompasses the activities and facilities required to maintain a product (hardware and software) in service. Logistic support covers maintenance, manpower and personnel, training, spares, technical documentation and packaging handling, storage and transportation and support facilities.The cost of logistic support is often a major contributor to the Life Cycle Cost (LCC) of a product and increasingly customers are making purchase decisions based on lifecycle cost rather than initial purchase price alone. Logistic support considerations can therefore have a major impact on product sales by ensuring that the product can be easily maintained at a reasonable cost and that all the necessary facilities have been provided to fully support the product in the field so that it meets the required availability. Quantification of support costs allows the manufacturer to estimate the support cost elements and evaluate possible warranty costs. This reduces risk and allows support costs to be set at competitive rates.Integrated Logistic Support (ILS) is a management method by which all the logistic support services required by a customer can be brought together in a structured way and In harmony with a product. In essence the application of ILS:- causes logistic support considerations to be integrated into product design;- develops logistic support arrangements that are consistently related to the design and to each other;- provides the necessary logistic support at the beginning and during customer use at optimum cost.The method by which ILS achieves much of the above is through the application of Logistic Support Analysis (LSA). This is a series of support analysis tasks that are performed throughout the design process in order to ensure that the product can be supported efficiently In accordance with the requirements of the customer.The successful application of ILS will result in a number of customer and supplier benefits. These should include some or all of the following:- greater product uptime;- fewer product modifications due to supportability deficiencies and hence less supplier rework;- better adherence to production schedules in process plants through reduced maintenance, better support;- lower supplier product costs;- Bower customer support costs;- better visibility of support costs;- reduced product LCC;- a better and more saleable product;- Improved safety;- increased overall customer satisfaction;- increased product purchases;- potential for purchase or upgrade of the product sooner through customer savings on support of current product.ILS should be an integral part of the total management process with an on-going improvement activity using monitoring of achieved performance to tailor existing support and influence future design activities. For many years, ILS was predominantly applied to military procurement, primarily using standards generated by the US Government Department of Defense (DoD). The military standards refer to specialized government infrastructures and are too complex for commercial application. The methods and benefits of ILS, however, have potential for much wider application in commercial and civilian use. The concept of ILS is simple and depends on a structured procedure that assures that logistic aspects are fully considered throughout the design and development phases of a product, in close cooperation with the designers. The ability to effectively support the product is given equal weight to performance and is fully considered in relation to its cost.The application of ILS provides improvements in availability, maintenance support and longterm 3ogistic cost savings. Logistic costs are significant through the life of a system and can often amount to many times the initial purchase cost of the system.This study provides guidance on the minimum activities necessary to Implement effective ILS for a wide range of commercial suppliers. The guide supplements IEC60106-4, Guide on maintainability of equipment Part 4: Section Eight maintenance and maintenance support planning, which emphasizes the maintenance aspects of the support requirements and refers to other existing standards where appropriate. The use of Reliability and Maintainability studies is also mentioned in this study, as R&M is an important interface area to ILS.

• Tuberculosis and Respiratory Diseases
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• v.41 no.4
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• pp.339-353
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• 1994

Background : The p53 gene codes for a DNA-binding nuclear phosphoprotein that appears to inhibit the progression of cells from the G1 to the S phase of the cell cycle. Mutations of the p53 gene are common in a wide variety of human cancers, including lung cancer. In lung cancers, point mutations of the p53 gene have been found in all histological types including approximately 45% of resected NSCLC and even more frequently in SCLC specimens. Mutant forms of the p53 protein have transforming activity and interfere with the cell-cycle regulatory function of the wild-type protein. The majority of p53 gene mutations produce proteins with altered conformation and prolonged half life; these mutant proteins accumulate in the cell nucleus and can be detected by immunohistochemical staining. But protein overexpression has been reported in the absence of mutation. p53 protein overexpression or gene mutation is reported poor prognostic factor in breast cancer, but in lung cancer, its prognostic significance is controversial. Method : We investigated the p53 abnormalities by nucleotide sequencing, polymerase chain reaction-single strand conformation polymorphism(PCR-SSCP), and immunohistochemical staining. We correlated these results with each other and survival in 75 patients with NSCLC resected with curative intent. Overexpression of the p53 protein was studied immunohistochemically in archival paraffin- embedded tumor samples using the D07(Novocastra, U.K.) antibody. Overexpression of p53 protein was defined by the nuclear staining of greater than 25% immunopositive cells in tumors. Detection of p53 gene mutation was done by PCR-SSCP and nucleotide sequencing from the exon 5-9 of p53 gene. Result: 1) Of the 75 patients, 36%(27/75) showed p53 overexpression by immunohistochemical stain. There was no survival difference between positive and negative p53 immunostaining(overall median survival of 26 months, disease free median survival of 13 months in both groups). 2) By PCR-SSCP, 27.6%(16/58) of the patients showed mobility shift. There was no significant difference in survival according to mobility shift(overall median survival of 27 in patients without mobility shift vs 20 months in patients with mobility shift, disease free median survival of 8 months vs 10 months respectively). 3) Nucleotide sequence was analysed from 29 patients, and 34.5%(10/29) had mutant p53 sequence. Patients with the presence of gene mutations showed tendency to shortened survival compared with the patients with no mutation(overall median survival of 22 vs 27 months, disease free median survival of 10 vs 20 months), but there was no statistical significance. 4) The sensitivity and specificity of immunostain based on PCR-SSCP was 67.0%, 74.0%, and that of the PCR-SSCP based on the nucleotide sequencing was 91.8%, 96.2% respectively. The concordance rate between the immunostain and PCR-SSCP was 62.5%, and the rate between the PCR-SSCP and nucleotide sequencing was 95.3%. Conclusion : In terms of detection of p53 gene mutation, PCR-SSCP was superior to immunostaining. p53 gene abnormalities either overexpression or mutation were not a significant prognostic factor in NSCLC patients resected with curative intent. However, patients with the mutated p53 gene showed the trends of early relapse.