• Journal of Life Science
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• v.20 no.2
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• pp.314-320
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• 2010

As the nature of triathlons is competition in three successive sports, triathletes experience elevated levels of stress on the body that are absent in single-sport athletic events, and consequently there are more potential medical problems to prepare for. Triathletes can also experience problems such as hypothermia, heat illness, excessive exposure to ultraviolet radiation, musculoskeletal injuries and trauma, immunosuppression, and haemolysis. Depending on the potentiality of such above-listed problems occurring in any given race, race organizers will prepare preventative measures and treatments accordingly. Olympic distance is not the only triathlon racing distance. Sprints, which are normally around half the Olympic distance, are common distances, as well as Long (2 km swim, 80 km bike, 20 km run), Ironman (3.8 km swim, 180 km bike, 42 km run), and ultra-distance events varying in length. Races of longer duration normally result in a higher percentage of athletes experiencing the above-mentioned medical problems, as well as inducing additional health risks such as hyponatraemia. Minimizing the occurrences of serious health issues is possible through the following means: carefully preparing for the probable race-day weather conditions; proper management and organization of the race; preparing an extensive water-safety and ground-course safety plan; distributing necessary nutrition along the course; and stressing the importance for athletes to have proper knowledge concerning race nutrition, biomechanical technique, physical preparation, and utilization of safe equipment. While risks of competing in triathlon are many, the instances of such medical problems are not excessive, and the triathlon has a reputation of being a reasonably safe sport as long as athletes with high risk take added precautions.

• Research in Plant Disease
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• v.22 no.4
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• pp.217-226
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• 2016

Seasonal prevalence of bacterial canker of kiwifruit caused by Pseudomonas syringae pv. actinidiae (Psa) was investigated at a naturally infected orchard in Boseong, Jeonnam in 2014 and 2015. Stem canker began to occur in mid-February in 2014 and early March in 2015. Bacterial ooze was observed on canes, leaders and trunks until late May and gradually disappeared thereafter. The percentages of infected trees were 44.7% and 69.7% in 2014 and 2015, respectively. Trees with trunk canker in a previous year died in 2015. Leaf canker symptoms began to appear as brown spots with chlorotic halos in early May and irregular dark brown spots without halos were observed under humid conditions. Leaf canker progressed until mid-July in 2014 and late July in 2015. No Psa was detected from the leaf lesions on leaves thereafter, but new infection of Psa was observed on leaves in late October. Infected blossoms with blighted calyx were sometimes observed from mid-May. Optimal monitoring period to detect Psa was May when it could be easily detected from stems, leaves and blossoms. Disease cycle of bacterial canker of kiwifruit modified for Korea was proposed based on the seasonal prevalence of bacterial canker analyzed according to weather data in Boseong, Jeonnam over 2 years.

• Journal of the Korean Society of Marine Environment & Safety
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• v.22 no.5
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• pp.417-422
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• 2016

Aids to Navigation (AtoN) are marine traffic facilities to improve the safety and efficiency of shipping. "New Dangers" should be appropriately marked using lateral, cardinal or isolated danger marks or by using an Emergency Wreck Marking Buoy. However, Emergency Wreck Marking Buoys are difficult to implement in terms of speed and accuracy of installation. In the case of sinking accidents, it is often difficult to immediately install an Emergency Wreck Marking Buoy because of weather conditions, the marine environment or accident positioning. This study concerns Auto-Releasing Emergency Wreck Marking Buoys, which should be installed in all vessel for safe marine navigation and efficient maritime transport with reference to the Maritime Buoyage System (MBS). Auto-Releasing Emergency Wreck Marking Buoys include an auto-release unit, auto reel chain and auto lighting lantern. These buoys can be automatically released from the deck of a vessel and will float in the water for quick installation at the scene of an accident, even in the case of sinking accidents. Auto-Releasing New Mark Buoys are expected to reduce to installation process, prevent secondary accidents by the risk of navigation and be search and rescue rapidly.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.6
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• pp.646-653
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• 2018

Marine accidents caused by dragging anchors occur constantly due to enlargement of ships' size and unusual weather conditions. Nevertheless, vessel operators rely on their experience because the calculations of actual holding power and external forces are complex and inconvenient. The purpose of this study was to propose a program for the anchor dragging risk assessment in order to provide crew and VTSO with the information to determine easily the danger of dragging and take appropriate action. The input data in this program were composed of the ship's basic particulars, anchoring condition, and external environment etc. on calculating for the wind pressure, frictional force, drift force, and holding power. Three dragging anchor accidents were applied to the program's data input at the time of the day, then the result was assessed by 'warning', which was verified with a high confidence. As a result, the risk of dragging anchors can be predicted in advance through this program. In further studies, it is necessary to simplify the input data and improve user convenience through automatic input from various equipment.

• Wind and Structures
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• v.27 no.1
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• pp.11-27
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• 2018

The straight-cone steel cooling tower is a novel type of structure, which has a distinct aerodynamic distribution on the internal surface of the tower cylinder compared with conventional hyperbolic concrete cooling towers. Especially in the extreme weather conditions of strong wind and heavy rain, heavy rain also has a direct impact on aerodynamic force on the internal surface and changes the turbulence effect of pulsating wind, but existing studies mainly focus on the impact effect brought by wind-driven rain to structure surface. In addition, for the indirect air cooled cooling tower, different additional ventilation rate of shutters produces a considerable interference to air movement inside the tower and also to the action mechanism of loads. To solve the problem, a straight-cone steel cooling towerstanding 189 m high and currently being constructed is taken as the research object in this study. The algorithm for two-way coupling between wind and rain is adopted. Simulation of wind field and raindrops is performed with continuous phase and discrete phase models, respectively, under the general principles of computational fluid dynamics (CFD). Firstly, the rule of influence of 9 combinations of wind sped and rainfall intensity on flow field mechanism, the volume of wind-driven rain, additional action force of raindrops and equivalent internal pressure coefficient of the tower cylinder is analyzed. On this basis, the internal pressures of the cooling tower under the most unfavorable working condition are compared between four ventilation rates of shutters (0%, 15%, 30% and 100%). The results show that the 3D effect of equivalent internal pressure coefficient is the most significant when considering two-way coupling between wind and rain. Additional load imposed by raindrops on the internal surface of the tower accounts for an extremely small proportion of total wind load, the maximum being only 0.245%. This occurs under the combination of 20 m/s wind velocity and 200 mm/h rainfall intensity. Ventilation rate of shutters not only changes the air movement inside the tower, but also affects the accumulated amount and distribution of raindrops on the internal surface.

• Spatial Information Research
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• v.22 no.1
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• pp.75-84
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• 2014

Power lines are one of the main obstacles causing an aircraft crash and thus their realtime detection is significantly important during flight. To avoid such flight obstacles, the use of LIDAR has been recently increasing thanks to its advantages that it is less sensitive to weather conditions and can operate in day and night. In this study, we suggest a fast method to detect power lines from LIDAR data for flight obstacle avoidance. The proposed method first extracts non-ground points by eliminating the points reflected from ground surfaces using a filtering process. Second, we calculate the eigenvalues for the covariance matrix from the coordinates of the generated non-ground points and obtain the ratio of eigenvalues. Based on the ratio of eigenvalues, we can classify the points on a linear structure. Finally, among them, we select the points forming horizontally long straight as power-line points. To verify the algorithm, we used both real and simulated data as the input data. From the experimental results, it is shown that the average detection rate and time are 80% and 0.2 second, respectively. If we would improve the method based on the experiment results from the various flight scenario, it will be effectively utilized for a flight obstacle avoidance system.

• KOREAN JOURNAL OF CROP SCIENCE
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• v.40 no.4
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• pp.437-443
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• 1995

Concerns on use of excess amount of chemical fertilizier and pesticide in current farming system turns both of the producer and consumer of agricultural products to an organic farming which use a less chemicals and more natural manure. Rice-duck farming system is one of the strategy to meet the purpose and this experiment was carried out to find the effect of the rice-duck farming system on the quality and yields of rice. 20day-old rice seedling were mechanically transplanted in sandy-loam paddy field and 21 day-old ducks were raised from 3 weeks after transplanting with population of 30 heads per 10a. The plots were consists of reduce fertilizer(70%) with and without duck-raising. The conventional fertilizer treatment without duck-raising was used as check. The results obtained are summarized as follows. The weeds population of test plots which were raised with duck for 3 consecutive years was less than that of test plots without duck-raising, though a speciffic population of Echinochola crusgallis were increased. The weed control effect was higer in duck-raising than in check at the maximum tillering stage but, not at later stages of rice plant. It was found that the small animals and insects inhibiting in the rice field were reduced by duck-treatment, however, there were also damages of grass leaf roller at booting stage in the plots of duck-raising. In rice-duck plot, dark green leaf color were found: 41.8 of SPAD value than 38.6 of SPAD in check plot. Higher root activity and surface soil oxidation were also observed in rice-duck plot than check plot. 3% of the increase in yield was observed by duck-treatment. However, the expected increase of the palatability wsa not observed. This may be due to the unfavorable weather conditions during the rice growing in this expriment.

• Proceedings of the Korean Society of Crop Science Conference
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• 2017.06a
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• pp.77-77
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• 2017

The sensitivities to photoperiod and temperature give guidance to choose an adaptable genotype for specific area in soybean production. However, there is insufficient information about the variation of sensitivities to photoperiod and temperature with wide genetic background. We investigated the sensitivities to photoperiod and temperature using 82 soybean mini core collection lines provided by NIAS gene bank of Japan. The seeds were sown on 28 May and 4 August in 2015, 24 May and 5 August in 2016 at field in Saga, Japan ($33^{\circ}$ 14' 32'' N, $130^{\circ}$ 17' 28'' E) for the early (average photoperiod and temperature: 15.2 h and $25.1^{\circ}C$) and late (13.6 h and $27.2^{\circ}C$) sowing respectively. The plants were also grown in the growth chamber under 12 h photoperiod with three temperature regimes (day/night temperature: $25/18^{\circ}C$, $28/22^{\circ}C$ and $33/28^{\circ}C$). Emergence date, days to first flower were recorded with 10 plants in the field and 2 plants in the growth chamber for each line. The data for daily average temperatures and photoperiodic hours were collected from weather station. The days from emergence to first flower open (DEF) were varied from 23-92 (2015 and 2016) in early sowing whereas 18-68 (2015) and 18-59 (2016) in late sowing. The shortened DEF in late sowing could be caused by both short photoperiod and high temperature in late sowing. However, the accumulated temperatures during emergence to first flower open (ATEF) were less variable in comparison with DEF, suggesting the ATEF is dependent mostly on the photoperiod. The ATEF were found same between early and late sowing in some early flowering lines (e.g. $686.7^{\circ}C$ and $687.6^{\circ}C$ in HEUKDAELIPS, $728.8^{\circ}C$ and $706.3^{\circ}C$ in WILLIAMS'82) which indicated that these would be insensitive to day length. In the growth chamber experiment, the variation in both DEF and ATEF was a little greater at low temperature ($25/18^{\circ}C$) but almost same at middle ($28/22^{\circ}C$) and high ($33/28^{\circ}C$) temperatures. Since the less differences in ATEF were found between the three temperatures, it is suggested that the temperature plays only a quantitative effect on the flower initiation, and the large ATEF in some lines may indicate the stronger photosensitivity even at 12 h or longer juvenile phase. Some lines with the lowest ATEF regardless of growth conditions, such as FISKEBY V, KE 32 (ATEF: 559.6-666.5, 587.7-709.5) might lack the sensitivities to both photoperiod and temperature. The results suggested that soybean genotypes has wider variation in sensitivity to photoperiod, whereas less variation to temperature.

• Design & Manufacturing
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• v.14 no.1
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• pp.8-14
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• 2020

In general, auto parts production assembly line is assembled and produced by automatic mounting by an automated robot. In such a production site, quality problems such as misalignment of parts (doors, trunks, roofs, etc.) to be assembled with the vehicle body or collision between assembly robots and components are often caused. In order to solve such a problem, the quality of parts is manually inspected by using mechanical jig devices outside the automated production line. Automotive inspection technology is the most commonly used field of vision, which includes surface inspection such as mounting hole spacing and defect detection, body panel dents and bends. It is used for guiding, providing location information to the robot controller to adjust the robot's path to improve process productivity and manufacturing flexibility. The most difficult weighing and measuring technology is to calibrate the surface analysis and position and characteristics between parts by storing images of the part to be measured that enters the camera's field of view mounted on the side or top of the part. The problem of the machine vision device applied to the automobile production line is that the lighting conditions inside the factory are severely changed due to various weather changes such as morning-evening, rainy days and sunny days through the exterior window of the assembly production plant. In addition, since the material of the vehicle body parts is a steel sheet, the reflection of light is very severe, which causes a problem in that the quality of the captured image is greatly changed even with a small light change. In this study, the distance between the car body and the door part and the door are acquired by the measuring device combining the laser slit light source and the LED pattern light source. The result is transferred to the joint robot for assembling parts at the optimum position between parts, and the assembly is done at the optimal position by changing the angle and step.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.16 no.1
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• pp.14-26
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• 2011

Surface currents were observed by high-frequency (HF) radars off the Keum River estuary from December 2008 to February 2009. The dataset of observed surface currents had data gaps due to the interference of electromagnetic waves and the deteriorating weather conditions. To fill the data gaps an optimal interpolation procedure was developed. The characteristics of spatial correlation in the surface currents off the Keum River estuary were investigated and the spatial data gaps were filled using the optimal interpolation. Then, the temporal and spatial distribution of the interpolated surface currents and the patterns of interpolation error were examined. The correlation coefficients between the surface currents in the coastal region were higher than 0.7 because tidal currents dominate the surface circulation. The sample data covariance matrix (C), spatially averaged covariance matrix with localization ($C^G_{sm}$) and covariance matrix fitted by an exponential function ($C_{ft}$) were used to interpolate the original dataset. The optimal interpolation filled the data gaps and suppressed the spurious data with spikes in the time series of surface current speed so that the variance of the interpolated time series was smaller than that of the original data. When the spatial data coverage was larger (smaller) than 70% of the region, the interpolation error produced by $C^G_{sm}$ ($C_{ft}$) was smaller compared with that by C.