• Journal of Biosystems Engineering
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• v.36 no.1
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• pp.15-22
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• 2011

An experimental variable rate nursery sprayer was developed to adjust application rates for canopy volume in real time. The sprayer consisted of two vertical booms integrated with ultrasonic sensors, and variable rate nozzles coupled with pulse width modulation (PMW) based solenoid valves. A custom-designed microcontroller instructed the sensors to detect canopy size and occurrence and then controlled nozzles to achieve variable application rates. A spray delivery system, which consisted of diaphragm pump, pressure regulator and 4-cycle gasoline engine, offered the spray discharge function. Spray delay time, time adjustment in spray trigger for the leading distance of the sensor, was measured with a high-speed camera, and it was from 50 to 140 ms earlier than the desired time (398 ms) at 3.2 km/h under indoor conditions. Consequently, the sprayer triggered 4.5 to 12.5 cm prior to detected targets. Duty cycles of the sprayer were from 20 to 34 ms for senor-to-canopy (STC) distance from 0.30 to 0.76 m. Outdoor test confirmed that the nozzles were triggered from 290 to 380 ms after detecting tree canopy at 3.2 km/h. The spray rate of the new sprayer was 58.4 to 85.2% of the constant application rate (935 L/ha). Spray coverage was collected at four areas of evergreen canopy by water sensitive papers (WSP), and ranged from 1.9 to 41.1% and 1.8 to 34.7% for variable and constant rate applications, respectively. One WSP area had significant (P < 0.05) difference in mean spray coverage between two application conditions.

• International Journal of Highway Engineering
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• v.18 no.1
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• pp.99-107
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• 2016

PURPOSES : This study was initiated to estimate expressway traffic congestion costs by using Vehicle Detection System (VDS) data. METHODS : The overall methodology for estimating expressway traffic congestion costs is based on the methodology used in a study conducted by a study team from the Korea Transport Institute (KOTI). However, this study uses VDS data, including conzone speeds and volumes, instead of the volume delay function for estimating travel times. RESULTS : The expressway traffic congestion costs estimated in this study are generally lower than those observed in KOTI's method. The expressway lines that ranked highest for traffic congestion costs are the Seoul Ring Expressway, Gyeongbu Expressway, and the Youngdong Expressway. Those lines account for 64.54% of the entire expressway traffic congestion costs. In addition, this study estimates the daily traffic congestion costs. The traffic congestion cost on Saturdays is the highest. CONCLUSIONS : This study can be thought of as a new trial to estimate expressway traffic congestion costs by using actual traffic data collected from an entire expressway system in order to overcome the limitations of associated studies. In the future, the methodology for estimating traffic congestion cost is expected to be improved by utilizing associated big-data gathered from other ITS facilities and car navigation systems.

• Journal of Korean Society for Geospatial Information Science
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• v.5 no.2 s.10
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• pp.131-144
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• 1997

Traffic jam densified day by day is phenomenon to occur lack of the road capacity in comparison with traffic density, but lack of the road cannot be concluded by main cause of traffic ism. Because the central function of a city would be concentrated upon the downtown and traffic demand would not be evenly distributed by the classification of an hour. Therefore, this study based on the fact that each driver will select the route generating traffic delay very low when path choice from origin to destination in travel plan estimating the quality of passage could be maintained the speed he want will approach to a characteristic grasp of a road, traffic, driver changing every moment by traffic-demand of road increased as a geometrical series with analysis a classification of a street, a intersection along the path on traffic density and highway capacity analysis the path using GIS techniques about complex street network, also will get the path of actual optimum for traffic delay trend creating under various condition the classification per a hour, a day of week and an incident through network such as analysis for traffic generation zone adjacent about street, intersection, afterward will expect the result increasing efficiency of the road-use through a good distribution of traffic by optimum-path choice, accordingly will prepare the scientific, objective, appropriate basis to decide the reasonable time of a road-widen and expansion through section analysis along a rate of traffic volume vs. road capacity.

• Journal of Korean Society for Atmospheric Environment
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• v.21 no.4
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• pp.401-411
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• 2005

This study was conducted to develop a method to be able to estimate the vehicular emissions according to spatial scales-Seoul province, 25 counties and hundreds of grids $(1km{\times}1km)$. First, the emissions at each spatial scale was calculated by using the road network and the travel volume and speed of each link modeled by travel demand model (TDM). Second, the emission at each spatial scale was calculated on the basis of average speeds estimated by using three kinds of averaging method. These are called the provincial, volume-delay function (VDF) and zonal method, respectively. Third, three kinds of emissions and those by TDM are compared each other at three spatial scales. In Seoul (provincial scale), three kinds of emissions are less than those by TDM, but the differences of TDM from three speed averaging methods (SAMs) are small. The relative ratios of three SAMs to TDM are $88\~90\%\;in\;CO,\;99\~100\%\;in\;NOx,\;84\~85\%$ in VOCs. At county scale, NOx among three pollutants showed the highest correlation between TDM and three SAMs and the zonal method among three SAMs was proven to be the highest correlation with TDM. NOx showed the coefficients $(R^2)$ greater than 0.9 in all three SAMs but CO and VOC showed the coefficients $(R^2)$ greater than 0.9 in only zonal method. Slopes of co..elations of all pollutants showed the values close to '1' in zonal method. In the other two SAMs, slopes of NOx showed the values close to '1', but those of CO and VOC showed the values less than 0.85. At grid scale, correlations between TDM and three SAMs were not high. CO showed $0.68\~0.77\;in\;R^2s\;and\;58\~0.68$ in slopes. NOx showed $0.90\~0.94\;in\;R^2s\;and\;0.86\~0.94$ in slopes. VOC showed $0.56\~0.70\;in\;R^2s\;and\;0.48\~0.57$ in slopes. There are not high correlations between TDM and three SAMs in grid scale. This study showed that there is the most suitable method for calculating the average travel speed at each spatial scale and it is thought that the zonal method is more suitable than the VDF or provincial method.

• The Korean Journal of Nuclear Medicine
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• v.37 no.6
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• pp.355-363
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• 2003

Purpose: Regional contractility can be calculated using the regional volume change of left ventricle measured by gated myocardial SPECT image and curve of central artery pressure obtained from radial artery pressure data. In this study, a program to obtain the regional contractility was developed, and reproducibility of regional contractility measurement was assessed. Materials and Methods: Seven patients(male:female=5:2, $58{\pm}11.9$ years) with coronary artery diseases underwent gated Tc-99m MIBI myocardial SPECT twice without delay between two scans. Regional volume change of left ventricle was estimated using CSA (Cardiac SPECT Analyzer) software developed in this study. Regional contractility was iteratively estimated from the time-elastance curve obtained using the time-pressure curve and regional time-volume curve. Reproducibility of regional contractility measurement assessed by comparing the contractility values measured twice from the same SPECT data and by comparing those measured from the pair of SPECT data obtained from a same patient. Results: Measured regional contractility was $3.36{\pm}3.38{mm}Hg/mL$ using 15-segment model, $3.16{\pm}2.25{mm}Hg/mL$ using 7-segment model, and $3.11{\pm}2.57{mm}Hg/mL$ using 5-segment model. The harmonic average of regional contractility value was almost identical to the global contractility. Correlation coefficient of regional contractility values measured twice from the same data was greater than 0.97 for all models, and two standard deviations of contractility difference on Bland Altman plot were 1.5%, 1.0%, and 0.9% for 15-, 7-, and 5-segment models, respectively. Correlation coefficient of regional contractility values measured from the pair of SPECT data obtained from a same patient was greater than 0.95 for all models, and two standard deviations on Bland Altman plot were 2.2%, 1.0%, and 1.2%. Conclusion: Regional contractility of left ventricle measured using developed software in this study was reproducible. Regional contractility of left ventricle will be a new useful index for myocardial function after analysis of the clinical data.

• The Korean Journal of Nuclear Medicine
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• v.1 no.1
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• pp.1-19
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• 1967

The effects of X-ray irradiation and the thyroid gland on the erythropoietic system were studied in the white male rabbits. The total body irradiation was done in doses of 250 r and 500 r to each of 5 rabbits for 10days. The factors were 220KV, 10mA, FLI/4 Cu+1 mmAI(HVL:2.0 mm Cu) 50 cm F.S.D. The thyroid dysfunction was experimentally induced, by giving 2mg of thyroid tablets per kg body weight for 15 days in 5 rabbits for hyperthyroidism and by giving 1.5 mC of $^{131}I$ per kg body weight in another 5 rabbits for hypothyroidism. Fourteen healthy rabbits were used as control. The hematologic changes and ferrokinetic data obtained from $^{59}Fe$ and apparent half survival of the red blood cells obtained from $^{51}Cr$ were compared. Following were the results: A. X-ray irradiated group; 1. There were no significant changes in hematologic findings except for leucopenia. A slight decrease of red blood cells was observed in 500 r irradiated animals. 2. The decreases in the iron turnover rates of the plasma and red blood cells as well as in the red cell renewal rate were found in both groups. A :significant decrease of the red cell iron utilization rate was observed in the 500 r irradiated animals. 3. The apparent half survival times of the red blood cells were slightly, in the 250 r ($12.1{\pm}0.80$ days), and markedly shortened in the 500 r irradiated animals ($9.8{\pm}1.38$ days), the normal being $14.0{\pm}1.6$ days. 4. It appears, therefore, that the anemia caused by X-ray irradiation is due to the inhibition of hemopoietic function and the excess destruction of the red blood cells. B. Thyroid dysfunction group; 1. The slight increases of the red blood cell count and circulating blood volume with the normal serum iron level were observed in the hyperthyroid group, while the decreases of the red and white blood cell counts, hemoglobin and hematocrit values with a marked decrease of the serum iron level in the hypothyroid group. 2. A marked decrease of the plasma iron disappearance rate with increases of plasma iron turnover, red cell iron utilization and red cell iron turnover were observed in the hyperthyroid group, while the marked delay and decreases in the hypothyroid group. 3. The apparent half survival times of the red blood cells were almost the same with the control in the hyperthyroid group, ($14.0{\pm}1.58$ while a marked shortening in the hypothyroid group $10.6{\pm}0.30$. 4. It was reconfirmed that the thyroid hormones bear a close relationship with the erythropoietic system, namely, the latter is stimulated by the former. The lack of the thyroid hormones thus induces the bone marrow depression leading to anemia the major cause of which, therefore, is not hemolysis.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.5
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• pp.14-28
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• 2018

Thanks to technical improvement on the vehicle to vehicle communication and the intelligent transportation system, gradual introduction of the autonomous vehicles is expected soon in the market. The study analyzes the autonomous vehicles' impacts on the network efficiencies. In order to measure the network efficiencies, the study applies the sequential procedures that combines the microscopic and macroscopic simulations. The microscopic simulation attends to the capacity changes due to the autonomous vehicles' proportions on the roadway while the macroscopic simulation utilizes the simulation results in order to identify the network-wide improvement. As expected, the autonomous vehicles efficiently utilizes the existing capacity of the roadway than the human driving does. Particularly, the maximum capacity improvements are expected by the 190.5% on the expressway. The significant capacity change is observed when the autonomous vehicles' proportions are about 80% or more. These improvements are translated into the macroscopic model, which also yields overall network efficiency improvement by the autonomous vehicles' penetration. However, the study identifies that the market debut of the autonomous vehicles does not promise the free flow condition, which implies the possible needs of the system optimal routing scheme for the era of the autonomous vehicles.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.131-137
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• 2004

Conventional traffic signal optimization models assume that green intervals for pedestrian crossings are given as exogenous inputs such as minimum green intervals for straight-ahead movements. As the result, in reality, the green intervals of traffic movements may not distribute adequately by the volume/saturation-flow of them. In this paper, we proposed signal optimization models formulated in BMILP to integrate pedestrian crossings into traffic movements under under-saturated traffic flow. The model simultaneously optimizes traffic and pedestrian movements to minimize weighted queues of primary queues during red interval and secondary queues during queue clearance time. A set of linear objective function and constraints set up to ensure the conditions with respect to pedestrian and traffic maneuvers. Numerical examples are given by pedestrian green intervals and the number of pedestrian crossings located at an arm. Optimization results illustrated that pedestrian green intervals using proposed models are greater than those using TRANSYT-7F, but opposite in the ratios of pedestrian green intervals to the cycle lengths. The simulation results show that proposed models are superior to TRANSYT-7F in reducing delay, where the longer the pedestrian green interval the greater the effect.

• Journal of Chest Surgery
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• v.32 no.3
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• pp.224-236
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• 1999

Background: To evaluate the short-term effect of dynamic cardiomyoplasty on circulatory function and detect the related factors that can affect it, experimental cardiomyoplasties were performed under the state of normal cardiac function and heart failure. Material and Method: A total of 10 mongrel dogs weighing 20 to 30kg were divided arbitrarily into two groups. Five dogs of group A underwent cardiomyoplasty with latissimus dorsi(LD) muscle mobilization followed by a 2-week vascular delay and 6-week muscle training. Then, hemodynamic studies were conducted. In group B, doxorubicin was given to 5 dogs in an IV dose of 1 mg/kg once a week for 8 weeks to induce chronic heart failure, and simultaneous muscle training was given for preconditioning during this period. Then, cardiomyoplasties were performed and hemodynamic studies were conducted immediately after these cardiomyoplasties in group B. Result: In group A, under the state of normal cardiac function, only mean right atrial pressure significantly increased with the pacer-on(p<0.05) and the left ventricular hemodynamic parameters did not change significantly. However, with pacer-on in group B, cardiac output(CO), rate of left ventricular pressure development(dp/dt), stroke volume(SV), and left ventricular stroke work(SW) increased by 16.7${\pm}$7.2%, 9.3${\pm}$3.2%, 16.8${\pm}$8.6%, and 23.1${\pm}$9.7%, respectively, whereas left ventricular end-diastole pressure(LVEDP) and mean pulmonary capillary wedge pressure(mPCWP) decreased by 32.1${\pm}$4.6% and 17.7${\pm}$9.1%, respectively(p<0.05). In group A, imipramine was infused at the rate of 7.5mg/kg/hour for 34${\pm}$2.6 minutes to induce acute heart failure, which resulted in the reduction of cardiac output by 17.5${\pm}$2.7%, systolic left ventricular pressure by 15.8${\pm}$2.5% and the elevation of left ventricular end-diastole pressure by 54.3${\pm}$15.2%(p<0.05). With pacer-on under this state of acute heart failu e, CO, dp/dt, SV, and SW increased by 4.5${\pm}$1.8% and 3.1${\pm}$1.1%, 5.7${\pm}$3.6%, and 6.9${\pm}$4.4%, respectively, whereas LVEDP decreased by 11.7${\pm}$4.7%(p<0.05). Comparing CO, dp/dt, SV, SW and LVEDP that changed significantly with pacer-on, both under the state of acute and chronic heart failure, augmentation widths of these left ventricular hemodynamic parameters were significantly larger under the state of chronic heart failure(group B) than acute heart failure(group A)(p<0.05). On gross inspection, variable degrees of adhesion and inflammation were present in all 5 dogs of group A, including 2 dogs that showed no muscle contraction. No adhesion and inflammation were, however, present in all 5 dogs of group B, which showed vivid muscle contractions. Considering these differences in gross findings along with the following premise that the acute heart failure state was not statistically different from the chronic one in terms of left ventricular parameters(p>0.05), the larger augmentation effect seen in group B is presumed to be mainly attributed to the viability and contractility of the LD muscle. Conclusion: These results indicate that the positive circulatory augmentation effect of cardiomyoplasty is apparent only under the state of heart failure and the preservation of muscle contractility is important to maximize this effect.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.161-173
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• 2021

The shipping industry plummeted and was depressed due to the global economic crisis caused by the bankruptcy of Lehman Brothers in the US in 2008. In 2020, the shipping market also suffered from a collapse in the unstable global economic situation due to the COVID-19 pandemic, but unexpectedly, it changed to an upward trend from the end of 2020, and in 2021, it exceeded the market of the boom period of 2008. According to the Clarksons report published in May 2021, the decrease in cargo volume due to the COVID-19 pandemic in 2020 has returned to the pre-corona level by the end of 2020, and the tramper bulk carrier capacity of 103~104% of the Panamax has been in the ports due to congestion. Earnings across the bulker segments have risen to ten-year highs in recent months. In this study, as factors affecting BDI, the capacity and congestion ratio of Cape and Panamax ships on the supply side, iron ore and coal seaborne tonnge on the demand side and Granger causality test, IRF(Impulse Response Function) and FEVD(Forecast Error Variance Decomposition) were performed using VAR model to analyze the impact on BDI by congestion caused by strengthen quarantine at the port due to the COVID-19 pandemic and the loading and discharging operation delay due to the infection of the stevedore, etc and to predict the shipping market after the pandemic. As a result of the Granger causality test of variables and BDI using time series data from January 2016 to July 2021, causality was found in the Fleet and Congestion variables, and as a result of the Impulse Response Function, Congestion variable was found to have significant at both upper and lower limit of the confidence interval. As a result of the Forecast Error Variance Decomposition, Congestion variable showed an explanatory power upto 25% for the change in BDI. If the congestion in ports decreases after With Corona, it is expected that there is down-risk in the shipping market. The COVID-19 pandemic occurred not from economic factors but from an ecological factor by the pandemic is different from the past economic crisis. It is necessary to analyze from a different point of view than the past economic crisis. This study has meaningful to analyze the causality and explanatory power of Congestion factor by pandemic.