• Journal of Energy Engineering
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• v.17 no.1
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• pp.15-22
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• 2008

This study was carried out to investigate physical and chemical characteristics of the distillates and residue of Athabasca oilsand bitumen obtained from Canada, using a vacuum distillation unit. The distillates and residue produced from the vacuum distillation were characterized through atomic analysis, SARA analysis, and measurement of boiling point distribution, molecular weight, and API gravity. The vacuum distillation equipment consisted of a 6-litter volume vessel, a glass-packed column, a condenser, a reflux device, a flask fer collecting distillates, and a temperature controller. The cutting of distillates was performed with four steps under the condition of full vacuum and maximum temperature of $320^{\circ}C$. The results showed that the sulfur amount and average molecular weight of the distillates were significantly reduced compared to those of oilsand bitumen. As the cutting temperature increased, the hydrogen amount decreased but the sulfur amount and average molecular weight increased in the distillates.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.497-507
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• 2015

Nonrecurrent congestion of freeway was primarily caused by incident. The main cause of incident was known as a traffic accident. Therefore, accurate prediction of traffic incident clearance time is very important in accident management. Traffic accident data on freeway during year 2008 to year 2014 period were analyzed for this study. KNN(K-Nearest Neighbor) algorithm was hired for developing incident clearance time prediction model with the historical traffic accident data. Analysis result of accident data explains the level of accident significantly affect on the incident clearance time. For this reason, incident clearance time was categorized by accident level. Data were sorted by classification of traffic volume, number of lanes and time periods to consider traffic conditions and roadway geometry. Factors affecting incident clearance time were analyzed from the extracted data for identifying similar types of accident. Lastly, weight of detail factors was calculated in order to measure distance metric. Weight was calculated with applying standard method of normal distribution, then incident clearance time was predicted. Prediction result of model showed a lower prediction error(MAPE) than models of previous studies. The improve model developed in this study is expected to contribute to the efficient highway operation management when incident occurs.

• Journal of Korean Society of Transportation
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• v.33 no.5
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• pp.488-496
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• 2015

The main reason to install pedestrian pushbuttons is improving traffic operations. The current guideline for the installation of signal systems with pedestrian pushbuttons is car-oriented. It is difficult to clearly understand the guideline because there isn't an in-depth study to compare the pros and cons of the pedestrian- and vehicle-oriented methods in terms of waiting time. Thus, this study aims to estimate the waiting times of pedestrians and vehicles. The two delay times are compared considering the hypothetical circumstances such as geometry, pedestrian crossing time, pedestrian/vehicle counts and arrival distribution. The results show that when the pedestrian traffic volume exceeds 97 ped/h in the case of a two-lane road (one lane in each direction) the pushbutton system is effective and beneficial to pedestrians. It means that the total waiting time of pedestrians is less than the one of vehicles. Additional four scenarios are designed and tested by varying the number of lanes and design speeds. In conclusion, the pushbutton signal is more beneficial for pedestrians when the number of pedestrians is less than or equal to 85, 70, and 70 ped/h for the three-lane scenario, the four-lane with the design speed of 80km/h scenario, and the four-lane with the design speed of 100km/h, respectively.

• Journal of Korean Society of Transportation
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• v.35 no.5
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• pp.434-446
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• 2017

This study was carried out to suggest new indicators to be used at airports. Generally, passengers and cargo will be handled at the airport, and the airport will achieve revenues through them. However, all airports can not have the same distribution of passenger and cargo throughput. When comparing and analyzing several airports, a uniform result can be expected only if a unit airport throughput indicator is applied. The 'Work Load Unit' is an indicator that integrates passengers and cargo into one, and assumes that the value of one passenger is equivalent to the cargo volume of 100kg. The existing WLU was set up based on the experience at the airport rather than being established through reasonable grounds or analysis, so there was a lot of controversy. The purpose of this study is to overcome these limitations and to suggest new index. In this study, we applied a method to compare the relative value of cargo and passenger to airport revenue. In order to analyze cargo value and passenger value, airport revenues are classified into aircraft operation related revenues, passenger handling related revenues, and commercial revenues. A total of 50 airports were selected, including 14 airports in Asia, 18 airports in Europe and 18 airports in North America. According to the final analysis results, it is concluded that the cargo is equivalent to 280kg of cargo based on the contribution of one passenger averagely. This is higher than the value of 100Kg cargo per passenger.

• Korean Journal of Clinical Pharmacy
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• v.8 no.1
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• pp.13-18
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• 1998

The purpose of this study was to determine pharmacokinetic parameters of vancomycin using the compartment model dependent and compartment model independent analysis in 6 Korean normal volunteers and 8 ovarian cancer patients. Vancomycin was administered 1.0 g bolus by IV infusion over 60 minutes. The elimination rate constant ($\beta$), volume of distribution (Vd), total body clearance (CLt), and area under the plasma level-time curve (AUC) of vancomycin in normal volunteers using the compartment model dependent analysis were $0.150\pm0.030\;hr^{-1},\;32.9\pm2.81\;L/kg,\;5.36\pm0.63\;L/hr,\;and\;186.5\pm20.5\;{\mu}g/ml{\cdot}hr$, respectively. The $\beta$, Vd, CLt, and AUC of vancomycin in ovarian cancer patients using the compartment model dependent analysis were $0.109\;0.008\;hr^{-1},\;41.5\pm3.01\;L/kg,\;4.58\pm0.57\;L/hr\;and\;218.3\pm22.9\;{\mu}g/ml{\cdot}hr$, respectively. There were significant differences (p<0.05,\;p<0.01) in $\beta$, Vd, CLt, and AUC between normal volunteers and ovarian cancer patients. The elimination rate constant (Kel), CLt, and AUC of vancomycin in normal volunteers using the compartment model independent analysis were $0.152\pm0.022\;hr^{-1},\;5.77\pm0.75\;L/hr,\;and\;173.2\pm22.5;{\mu}g/ml{\cdot}hr$, respectively. The Kel, CLt, and AUC of vancomycin in ovarian cancer patients using the compartment model independent analysis were $0.126\pm0.012\;hr^{-1},\;4.96\pm0.55\;L/hr,\;and\;201.7\pm25.6;{\mu}g/ml{\cdot}hr$, respectively. There were significant differences (p<0.05, p<0.01) in Kel, CLt, and AUC between normal volunteers and ovarian cancer patients. And also, there was significant difference (p<0.05) in Kel of vancomycin in ovarian cancer patients between the compartment model dependent and independen analysis. It is necessary for effective dosage regimen of vancomycin in ovarian cancer patient to use these population parameters.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.26 no.4
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• pp.291-306
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• 2021

From the climate change scenario experiments of 21 models participating in Coupled Climate Model Inter-comparison Project Phase 6, future changes of sea surface temperature (SST) and Kuroshio in the Northwest Pacific were analyzed. The spatial feature of SST change was found to be related to the change of the current speed and spatial distribution of Kuroshio. To investigate the relationship between the change in latitude of the Kuroshio extension region, which flows along the boundary between the subtropical gyre and the subarctic gyre in the North Pacific, and the large-scale atmospheric circulation due to global warming, the zero-windstress curl line for each climate change experiment from 9 out of 21 models were compared. As the atmospheric radiative forcing increases due to the increase of greenhouse gases, it was confirmed that the zero-windstress curl line moves northward, which is consistent with the observation. These results indicate that as the Hadley Circulation expands to the north due to global warming, the warming of the mid-latitudes to which the Korean Peninsula belongs may be accelerated. The volume transport and temperature of the Tsushima Warm Current flowing into the East Sea through the Korea Strait also increased as the atmospheric radiative forcing increased.

• Korean Chemical Engineering Research
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• v.52 no.6
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• pp.807-813
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• 2014

The Ag-impregnated activated carbon was produced from bamboo activated carbon by soaking method of silver nitrate solution. The carbonization and activation of raw material was conducted at $900^{\circ}C$. Soaking conditions are the variation of silver nitrate solution concentration (0.002~0.1 mol/L) and soaking time (maximum 24 h). The specific surface area and pore size distribution of the prepared activated carbons were measured. Also, NO and activated carbon reaction were conducted in a thermogravimetric analyzer in order to use for de-NOx agents of used activated carbon. Carbon-NO reactions were carried out with respect to reaction temperature ($20{\sim}850^{\circ}C$) and NO gas partial pressure (0.1~1.8 kPa). As results, Ag amounts are saturated within 2h, Ag amounts increased 1.95 mg Ag/g (0.2%)~ 88.70 mg Ag/g (8.87%) with the concentration of silver nitrate solution in the range of 0.002~0.1 mol/L. The specific volume and surface area of bamboo activated carbon of impregnated with 0.2% silver were maximum, but decreased with increasing Ag amounts of activated carbon due to pore blocking. In NO reaction, the reaction rate of impregnated bamboo activated carbon was retarded as compare with that of bamboo activated carbon. Measured reaction orders of NO concentration and activation energy were 0.63[BA], 0.69l[BA(Ag)] and 80.5 kJ/mol[BA], 66.4 kJ/mol[BA(Ag)], respectively.

• Journal of the Korean Electrochemical Society
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• v.7 no.3
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• pp.131-137
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• 2004

Sol-gel method which provides better electrochemical and physiochemical properties compared to the solid-state method was used to synthesize the material of $LiFe_yMn_{2-y}O_4$. Fe was substituted to increase the structural stability so that the effects of the substitution amount and sintering temperature were analyzed. XRD was used for the structural analysis of produced material, which in turn, showed the same cubic spinel structure as $LiMn_2O_4$ despite the substitution of $Fe^{3+}$. During the synthesis of $LiFe_yMn_{2-y}O_4$, as the sintering temperature and the doping amount of Fe(y=0.05, 0.1, 0.2)were increased, grain growth proceeded which in turn, showed a high crystalline and a large grain size, certain morphology with narrow specific surface area and large pore volume distribution was observed. In order to examine the ability for the practical use of the battery, charge-discharge tests were undertaken. When the substitution amount of $Fe^{3+}\;into\;LiMn_2O_4$ increased, the initial discharge capacity showed a tendency to decrease within the region of $3.0\~4.2V$ but when charge-discharge processes were repeated, other capacity maintenance properties turned out to be outstanding. In addition, when the sintering temperature was $800\~850^{\circ}C$, the initial capacity was small but showed very stable cycle performance. According to EVS(electrochemical voltage spectroscopy) test, $LiFe_yMn_{2-y}O_4(y=0,\;0.05,\;0.1,\;0.2)$ showed two plateau region and the typical peaks of manganese spinel structure when the substitution amount of $Fe^{3+}$ increased, the peak value at about 4.15V during the charge-discharge process showed a tendency to decrease. From the previous results, the local distortion due to the biphase within the region near 4.15V during the lithium extraction gave a phase transition to a more suitable single phase. When the transition was derived, the discharge capacity decreased. However the cycle performance showed an outstanding result.

• International Journal of Highway Engineering
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• v.8 no.1 s.27
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• pp.89-98
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• 2006

The weight-to-power ratio of the standard truck for the climbing lane design is known to be 200lb/hp. The value was known to be assumed based on constant trucks' capability and regional distributions in stead of widely varied distributions region by region. Additionally, this value was assumed after investigating registered vehicles' statistics instead of investigating real portions of truck volumes. Therefore, it may be said that the value of the current standard truck does not reflect regional or industrial diversity and proportions of truck volumes. To resolve these issues, the present paper studies diversified standard trucks which consider regionally or industrially diversified and observed-volume based weigh-to-power ratios. For this purpose, individual trucks' weigh-to-power ratios obtained at toll-gates of national expressways were used. For regionally based study, the whole nation are divided into 8 regions, then each region is characterized by a unit of a weigh-to-power ratio. The applicability of each value is provided. Results show that the single value for the nationwide standard truck may be 208 lb/hp, 8 lb/hp higher than the current value of 200 lb/hp. Results also show that regional values ranged widely from 170 lb/hp to 230 lb, 30 lb/hp higher/lower than the current value. Conclusively, regional diversity of trucks' weigh-to-power ratios was identified then three types of standardized weigh-to-power ratios which may represent regional characteristics were suggested. As the diversified standard truck are applied to the design standard, two benefits are expected such as decrease of rear-end accident rates or decrease of climb lane construction costs.

• Applied Biological Chemistry
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• v.43 no.4
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• pp.271-276
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• 2000

Dry noodles were prepared with wheat flour and immature Rubes coreanus (Bogbunja) powder, and the effects of added immature bogbunja powders on dough rheology and noodle quality were examined. Particle size distribution of immature bogbunja powder ranged from 0.04 to $500\;{\um}m$, which was different from that of wheat flour. The initial pasting temperature, peak and final viscosities as well as setback increased in amylograph with the increase of immature bogbunja powder. The water absorption and dough development time increased, but the dough stability decreased in farinograph with the increase of immature bogbunja powder. Decrease of L and b values and increase of a value were shown with the increase of immature bogbunja powder in wheat flour-immature bogbunja powder composite as well as dry noodles. The cooked weight and volume of noodles decreased, but the cooking loss increased with the addition of immature bogbunja powder. Most of texture parameters (hardness, cohesiveness, chewiness, gumminess and tension) of cooked noodles decreased with the addition of immature bogbunja powder. From the result of sensory evaluation, dry noodles containing 1 and 2% immature bogbunja powder were rated as higher quality dry noodles than the others.