후하방 회전근 개 파열과 상완이두박근 장두건 병변과의 연관 관계에 대한 후향적 분석 (A Retrospective Analysis of the Relationship Between Rotator Cuff Tear and Biceps Lesion)
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- Clinics in Shoulder and Elbow
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- 제14권1호
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- pp.13-19
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- 2011
목적: 후하방 회전근개 파열과 상완이두박근 장두건의 관계에 대해서 명백히 알려진 바가 없다. 후하방 회전근개 파열에서 회전근 파열의 개수 및 회전근개의 퇴화 정도에 따른 상완이두박근 장두건의 병변의 차이를 비교하여 후하방 회전근개의 파열이 상완이두박근 장두건에 미치는 영향에 대하여 알아보고자 하였다. 대상 및 방법: 2002년부터 2009년까지 수술을 받은 후하방 회전근개 파열인 65명을 연구의 대상으로 설정하였다. 회전근개의 역동적 안정화에 영향을 줄 뿐만 아니라 상완이두박근 장두건에도 영향을 줄 것으로 생각되는 인자로 회전근파열의 개수 및 회전근개의 퇴화 정도로 설정을 하였다. 결과: 회전근개 파열의 개수에 의하여 극상건만 파열이 있는 군에서는 상완이두박근 장두건의 병변이 동반된 경우는 51예 중에서 11예, 극하건, 소원형건까지 포함한 파열군에서는 14예 중 8예 동반되어 두 군간 통계적으로 유의한 차이를 보였다 (p=0.0095). 상완이두박근 장두건파열이 동반된 군에서 회전근개의 파열이 크게 발생하며 이것은 통계적으로 유의한 차이를 보였다(p=0.049). 또한 두 군간의 상완이두박근 장두건의 병변의 분포를 보았을 시 제 2형 전후 관절와 순 병변은 통계적으로 유의한 차이를 보였다 (p=0.0073). Tangent sign 및 Goutallier classification을 통한 회전근 개 퇴행성 변화와 상완이두박근 장두건 병변은 통계적으로 유의한 관련을 보이지 않았다. 결론: 후상방 회전근개 파열은 상완이두박근 장두건에 영향을 미칠것으로 사료되며, 특히 이환된 회전근개의 개수가 상완이두박근 장두건의 병변에 높은 영향을 미칠것으로 생각되나 퇴행성의 정도는 영향을 미치지 않을 것으로 사료된다.
본 논문에서는 지하수 수자원의 부존 및 대수층의 역학적 변화를 원격 탐사 방법으로 해석한 연구사례를 고찰하였다. 지질 분포, 지표수 및 지형 고도차, 식생 분포, 강수량과 증발산량의 변화를 측정하는 기법에는 항공 자력 탐사 분석에 의한 지질 선구조 해석, DEM, 엽면적지수, 정규 식생 지수 및 지표면 에너지 밸런스 계산 등이 있으며, 모두 원격 탐사로 수득된 자료에 기반하며, 광역적 차원에서의 지하수 수자원 부존 여부를 정성적으로 분석할 수 있다. 위성 센서 자료의 직접 이용을 통한 지하수 부존 및 동력학의 정량적 해석은 현재까지 GRACE와 InSAR가 가장 각광받는 탐사 방법임을 알 수 있었다. GRACE는 미소 중력장 변화를 지구 표면 및 내부 수체의 질량 변화로 전환할 수 있는 센서 보유 위성으로서, 센서 자료의 보정이 필요 없고, 지하수 부존 정량 분석을 위한 보조 자료를 모두 다른 위성 센서 자료에서 수득할 수 있으며, 자료처리 알고리즘의 지속적인 개선이 진행되고 있어서, 전세계적으로 수많은 연구가 수행되었다. 그러나, 위성센서의 검출 한계로 인해 협소한 지역에서의 지하수 질량 변화 정량이 부정확할 수 있고, 현장 조사 자료와 연동할 경우 과대 추정된 결과가 도출될 수 있다. InSAR는 특정 대수층에서 지표의 수직 변위가 지하수위와 비례한다는 원리를 이용, mm 단위의 지표 수직 변위를 측정하여 대수층 및 대수층 내 지하수의 물리적 특징을 정량화할 수 있다. 그러나, 지표의 토지 피복이 단순한 건조-반건조 기후 지역에 한정되어 적용되고 있으며, 지표면과의 긴밀도 값 손실이 우려되는 지역에서는 적용이 힘들다. 상기 두 위성을 이용하여 우리나라 지하수 수자원의 질량 변화 및 흐름 특징을 광역적으로 정량화하기 위해서는 우리나라의 지형 및 지질, 자연 조건에 알맞은 자료 전처리 알고리즘 개발 및 적용이 선행되어야 할 것이다.
길항균 Trichoderma spp.가 입고병 및 식물토양병 방제에 효과적이었으므로 T. hamatum strain Tr-5와 Rhizoctonia solani 사이의 토양근권내의 상호작용을 구명하고, 생물학적 방제로서의 활용성을 알고저 기초적인 실험을 하였다. 길항성이 우수한 Trichoderma spp.의 토양내 분포비를 구명하고저 채집한 토양시료에서 길항균과 토양 미생물의 분포를 조사하였다. 전세균, 전진균, 방선균 및 Trichodema spp.의 분포비는 65%, 8.8%, 25.9% 및 0.28%로 세균이 많고 Trichoderma spp.의 분리비는 가장 적었다. Trichoderma spp.를 분리하여 동정한 결과 T. koninggii, T. pseudokoninggii, T. aureoviride, T. hamatum 및 T. viride의 5종이 동정되었고, 이중 균주 Tr-5인 T. hamatum을 공시하여 균기생성여부를 관찰한 결과 R. solani에 대한 기생성을 관찰하였으며 효소적으로 균사가 용균되어 파괴됨을 관찰하였다. Trichoderma spp.의 토양내 발아력을 조사한 결과 자연토양에서 Trichoderma spp. 모든 종은
This paper complies the results of the studies so far made on the subsoil improvement of subsurface drainage systems for wet paddy fields (those were located in the Gum-Ho area in Kyung Buk province) which had poor permeability and a high water table. In general, a drainage problem is an excess of water on the ground surface which can effect the productivity and bearing capacity of the soil. With drain pipe systems, (According to their depths and spacing) it may be possible to correct that problem. The experimentation consisted of three test plots, two of which included drain pipe systems with varing depths and width spacing of the pipes. The third plot (C) was an ordinary plot being exempt of a drain pipe system. In detail, the depth of plot A was 80 cm, and the width spacings began at 2. Om and increased by 2. Om up to 10. 0m. The depth of plot B was 60cm and the width spacing was the same as plot A. These tests were performed to research specific details; such as crop yeild, bearing capacity of the soil, the amount of underdrainage, surface cracks, root distribution, the water table level, the consumptive water depth and the soil moisture content. The test period lasted three years, from 1977 thru 1979. The results obtained were as follows: 1. During the test period, the weather conditions for the area tested were in accordance with the annual average for that area. Furthermore the precipitation factor during the spring cultivation season, the intermediate drainage period and the harvest drainage period was of optimum conditions for controling surface cracks, because of less precipitation than evaporation. 2. The difference in the level of the ground water table in plots A and B was hardly noticable, but the difference in the test plots and the ord. plot was greatly noticable. The test plots (A, B) were 30 to 40cm lower than the ordinary plot. On the whole, the ground water table of the ord. plot always stayed at a level of 15-20cm beneath the surface of the soil, the ground water table of the test plot A showed The difference in the depth of the pipe lower than the test plot B, while the test plots showed a remarkable descending effect. 3. The soil temperature in plot A was slightly core than in plot B with a difference of 0. 47
본 연구는 고강도 고함량 고로슬래그 콘크리트의 특성에 미치는 석회석 미분말과 실리카퓸의 영향을 검토하기 위해 50%에서 최대 80%까지 고로슬래그를 다량 혼합하고, 석회석 미분말을 최대 20%, 실리카퓸을 최대 10%까지 혼합한 물-결합재비 20%의 고강도 시멘트 모르터의 유동성, 강도발현, 수화 및 포졸란 반응 특성, 공극율 및 공극 크기 분포 등을 분석하였다. 실험결과에 따르면 고함량 고로슬래그 배합은 포틀랜드 시멘트 배합에 비해 고로슬래그의 낮은 표면 마찰로 유동성이 크게 향상되고, 시멘트 수화에 필요한 자유수가 많아져 수화반응이 촉진되면서 초기강도가 증가하나, 너무 낮은 물-결합재비와 단위시멘트량으로 인해 수산화칼슘의 생성량이 부족하여 포졸란 반응이 충분히 활성화되지 못함에 따라 장기강도 발현이 억제된다. 석회석 미분말은 유동성에는 큰 영향을 주지 않고, 역시 시멘트의 초기 수화를 촉진하는 것으로 나타났으나, 수화를 가속하는 효과는 고로슬래그보다 높지 않고, 고로슬래그와 달리 수경성이 없기 때문에 오히려 석회석 미분말의 치환율이 높아질수록 압축강도가 낮아지는 것으로 나타났다. 또한 고분말의 고로슬래그를 사용하거나, 또는 실리카퓸으로 고로슬래그를 치환하는 경우 시멘트 수화에 필요한 자유수를 더 많이 흡착함으로써 유동성과 강도를 저하시키는 것으로 나타났다. 또한 고로슬래그를 사용한 배합의 공극율이 보통 포틀랜드 시멘트 배합보다 낮게 나타났으나, 석회석 미분말은 공극율에 뚜렷한 영향을 나타내지 않았고 실리카퓸은 낮은 시멘트 수화도로 인해 공극율을 오히려 증가시키는 것으로 나타났다. 반면 공극 크기 분포에 있어서는 고로슬래그와 실리카퓸를 혼합한 경우 미세공극이 증가하는 것으로 나타났다.
전주 지역에 거주하는 65세 이상 노인 230명 (남자 73명 (31.7%) 여자 157(68.3%))을 대상으로 식생활 조사를 실시하여 식사의 질을 평가, 분석한 결과는 다음과 같다. 교육수준은 남자는 중-고졸이 47.9%, 여자는 초등졸 이하가 55.4% (p<0.001), 가구소득은 남자는 51~150만원이 49.3%, 여자는 50만원 이하가 54.3% (p<0.001), 용돈은 남자는 6~10만원이 31.5%, 여자는 5만원 이하가 30.2% (p<0.001), 가족형태가 43.3%로 각각 가장 높은 빈도를 보여 유의적인 차이(p<0.001)가 있었다. 하루에 섭취한 식품가지수인 DVS는 남녀 각각 19.6, 17.7로 남자가 여자보다 유의하게 높았다(p<0.05). 평균 1일 식품 총 섭취량은 남녀 각각 1492.5, 1204.2g으로, 당류, 채소류, 음료, 난류, 어패류, 유제품은 남자가 여자보다 (p<0.05~p<0.001), 해조류는 여자가 남자보다 유의적으로 많이 섭취하였다(p<0.05). 식물성;동물성 식품비율은 남녀 각각 85 : 15, 89 : 11로 식물 비율이 남녀 모두 높았다. DDS(곡류, 육류, 유제품, 채소류, 과일류)의 식품군별 패턴에서 남녀 모두 11011 (유제품만 섭취하지 않음)이 각각 47.9, 33.8%로 가장 많았으며, KDDS(곡류, 육류, 채소류, 유제품, 유지류)의 식품군별 패턴 1위는 11100 (곡류, 육류, 채소류는 섭취하고 유제품, 유지류는 섭취하지 않음)으로 남녀 각각 46.6, 31.8%였다. DDS는 남녀 각각 4.0, 3.7 (p<0.05), KDDS는 각각 3.5, 3.2 (p<0.01)로 KDDS가 DDS보다 낮았다. KDDS를 끼니별로 적용한 Meal balance 분류에서 very bad(
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70