• The Korean Journal of Pharmacology
• /
• v.7 no.1
• /
• pp.67-76
• /
• 1971

The excretion of uric acid in man has been of great interest because of its importance as an end product in purine metabolism as well as of its role in causing gout. There are many differences in the modes of renal handling of urate among various species of animals. Uric acid actively secreted by the renal tubules of most vertebrate including amphibians, reptiles, and birds. On the other hand, in most mammals net tubular reabsorption of urate appears to be occurred with some exception, such, as Dalmatian dog. In the rabbits, however, the mechanism of renal excretion of uric acid has long been a subject of controversial results. Within a given group it was possible to find individuals with either net secretion or net reabsorption of urate depend on the experimental conditions. Excretion of urate can be depressed or enhanced by a variety of drugs belonging mainly to the aromatic acid group. Diodrast, probenecid, cinchophen and salicylates have been reported as uricosuric agents, on the other hand, lactate, benzoate, pyrazinoic acid, acetazolamide and chlorothiazide are known to be contraindicated to use for the patient with gout since these agents depress the excretion of uric acid from the kidney. However, complex and sometimes the paradoxical effects on the urate excretion by those above mentioned drugs are not uncommon. The experiments were designed to investigate the mechanisms of renal handling of urate as well as the effects of variety of drugs on the tubular transport of uric acid in the rabbits. Male or female white rabbits, from 1.5 to 2.5 kg in weight, were used. The experimental methods used in these studies were clearance, stop-flow, and retrograde injection techniques. The effects of saline, salicylate, chlorothiazide and probenecid were investigated in each experimental conditions. Results of the experiments were summarized as follows; 1. In the rabbits, the rate of urate clearance was always lower than the rate of inulin clearance. The filtration fraction of the urate was one third on an average, therefore, it is estimated that approximately two thirds of filtered urate was reabsorbed. 2. In the kidneys of rabbits, the urate clearance was increased significantly by administration of chlorothiazide and decreased by probenecid. The administration of salicylate had no effect on the rate of urate clearance. The filtration fraction of urate was increased by chlorothiazide and decreased by probenecid. 3. In the stop-flow studies, the U/P ratio of urate was higher than the U/P ratio of inulin in the proximal region, indicating the secretion of uric acid in the proximal tubules. The proximal peak was increased by chlorothiazide and inhibited by probenecid.4. In the retrograde injection studies, the reabsorption of urate in the proximal region was observed, and these reabsorptive transport of urate was depressed by either probenecid or by chlorothiazide. 5. No distal tubular activity was observed under any of these experimental conditions concerning urate transport. The results of these experiments show that probenecid inhibits both secretory and reabsorptive transport of uric acid in the kidney of the rabbits. The enhancement of secretory transport of urate by chlorothiazide in the clearance study was due to the secondary action of chlorothiazide which inhibits the reabsorptive transport of urate in the proximal tubules. It is evident that the urate transport in the kidneys of rabbits is bidirectional nondiffusive flux both secretory and reabsorptive directions in the proximal tubules.

• Nutrition Research and Practice
• /
• v.11 no.5
• /
• pp.402-411
• /
• 2017

BACKGROUND/OBJECTIVES: The role of a school's nutrition environment in explaining students' eating behaviors and weight status has not been examined in an Asian setting. The purpose of this study was to create a school nutrition environment index and to pilot test the index in elementary and middle schools in urban South Korea. SUBJECTS/METHODS: This study used a mixed-methods approach. Environment assessment tools were developed based on formative research, which comprised literature reviews, in-depth interviews, and focus group discussions. Key elements from the formative research were included in the assessment tool, which consisted of a structured survey questionnaire for school dietitians. Fifteen school dietitians from 7 elementary and 8 middle schools in Seoul completed the questionnaire. RESULTS: The formative research revealed four main sections that guided a summary index to assess a school's nutrition environment: resource availability, education and programs, dietitians' perceptions and characteristics, and school lunch menu. Based on the literature reviews and interviews, an index scoring system was developed. The total possible score from the combined four index sections was 40 points. From the 15 schools participating in the pilot survey, the mean school nutrition-environment index was 22.5 (standard deviation ${\pm}3.2$; range 17-28). The majority of the schools did not offer classroom-based nutrition education or nutrition counseling for students and parents. The popular modes of nutrition education were school websites, posters, and newsletters. CONCLUSIONS: This paper illustrates the process used to develop an instrument to assess a school's nutrition environment. Moreover, it presents the steps used to develop a scoring system for creation of a school nutrition environment index. As pilot testing indicated the total index score has some variation across schools, we suggest applying this instrument in future studies involving a larger number of schools. Future studies with larger samples will allow investigation of the validity and reliability of this newly developed tool.

• Journal of the Economic Geographical Society of Korea
• /
• v.9 no.3
• /
• pp.379-395
• /
• 2006

The purpose of this study is to analyze the spatial characteristics of travel patterns and travel behaviors of transit users in the Metropolitan Seoul area. We apply the data mining techniques to explore the travel patterns of transit users from the T-money card database which has been produced over 10,000,000 transaction records per day. The database contains the information of locations and times of origin, transfer, and destination points for each transaction as well as the informations of transit modes taken via the transaction. We develop an data mining algorithm to explore traversal patterns from the enormous information. The algorithm determines the travel sequences of each passenger, and produce the volumes of support on each points (stops) of transportation networks in the Metropolitan Seoul area. In order to visualize the spatial patterns of travel demands for transit systems we apply GIS techniques, and attempt to investigate the spatial characteristics of travel patterns and travel demand. Subway stops located in the Gangnam area appear the highest peak for the travel origin and destination, while the CBD in the Gangbuk stands at the second position. Two or three sub-peaks appear at the densely populated residential areas developed as the high-rise apartment complex. Subway stations located along the Subway Line 2, especially from Guro to Samsung receive heavy travel demand (total support), while bus stops located at the CBD in the Gangbuk stands the highest travel demand by bus.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
• /
• 2009.04a
• /
• pp.108-108
• /
• 2009

The main object of this research is to minimize the shock effects which frequently result in fatal damage in wind met mast on impact of barge. The collision between wind met mast and barge is generally a complex problem and it is often not practical to perform rigorous finite element analyses to include all effects and sequences during the collision. LS-dyna generally purpose explicit finite element code, which is a product of ANSYS software, is used to model and analyze the non-linear response of the met mast due to barge collision. A significant part of the collision energy is dissipated as strain energy and except for global deformation modes, the contribution from elastic straining can normally be neglected. On applying impact force of a barge to wind met mast, the maximum acceleration, internal energy and plastic strain were calculated for each load cases using the finite element method and then compare it, varying to the velocity of barge, with one varying to the thickness of rubber fender conditions. Hence, we restrict the present research mainly to the wind met mast and also parametric study has been carried out with various velocities of barge, thickness of wind met mast, thickness and Mooney-Rivlin coefficient of rubber fender with experimental data. The equation of motion of the wind met mast is derived under the assumption that it was ignored vertical movement effect of barge on sea water. Such an analyzing method which was developed so far, make it possible to determine the proper size and material properties of rubber fender and the optimal moving conditions of barge, and finally, application method can be suggested in designing process of rubber fender considering barge impact.

• Smart Structures and Systems
• /
• v.10 no.2
• /
• pp.131-154
• /
• 2012

In this paper, it is aimed to determine the seismic behaviour of highway bridges by nondestructive testing using ambient vibration measurements. Eynel Highway Bridge which has arch type structural system with a total length of 216 m and located in the Ayvaclk county of Samsun, Turkey is selected as an application. The bridge connects the villages which are separated with Suat U$\breve{g}$urlu Dam Lake. A three dimensional finite element model is first established for a highway bridge using project drawings and an analytical modal analysis is then performed to generate natural frequencies and mode shapes in the three orthogonal directions. The ambient vibration measurements are carried out on the bridge deck under natural excitation such as traffic, human walking and wind loads using Operational Modal Analysis. Sensitive seismic accelerometers are used to collect signals obtained from the experimental tests. To obtain experimental dynamic characteristics, two output-only system identification techniques are employed namely, Enhanced Frequency Domain Decomposition technique in the frequency domain and Stochastic Subspace Identification technique in time domain. Analytical and experimental dynamic characteristic are compared with each other and finite element model of the bridge is updated by changing of boundary conditions to reduce the differences between the results. It is demonstrated that the ambient vibration measurements are enough to identify the most significant modes of highway bridges. After finite element model updating, maximum differences between the natural frequencies are reduced averagely from 23% to 3%. The updated finite element model reflects the dynamic characteristics of the bridge better, and it can be used to predict the dynamic response under complex external forces. It is also helpful for further damage identification and health condition monitoring. Analytical model of the bridge before and after model updating is analyzed using 1992 Erzincan earthquake record to determine the seismic behaviour. It can be seen from the analysis results that displacements increase by the height of bridge columns and along to middle point of the deck and main arches. Bending moments have an increasing trend along to first and last 50 m and have a decreasing trend long to the middle of the main arches.

• Journal of Radiation Protection and Research
• /
• v.25 no.2
• /
• pp.75-80
• /
• 2000

The predicted results of INDAC code were compared with measured $^3H$ concentrations in air and pine-needle around the Wolsung site. The optimal sets of input data to INDAC were in addition selected by comparing the measured values with the predicted values of INDAC based on various conditions such as the release modes of effluents into the environment, the classification of wind classes, and the consideration of terrain. The predicted $^3H$ concentrations in air and pine-needle were shown to have good agreement with measured values, although there are some limitations such as uncertainties in measured values, complex topology around the site, and the land-sea breeze effects. The assumption on the $^3H$ behavior in vegetables or plants that the ratio of $^3H$ concentration in plant water to $^3H$ concentration in atmospheric water is 1/2 was shown to be conservative in terms of the audit calculation performed by the regulator. It was also found that data sets based on mixed mode and no terrain data were not appropriate for the audit calculation ensuring the compliance with regulations. Thus, if the mixed mode is considered as the release mode of effluents into the environment, meteorological data measured at 58 m height and terrain data should be used to evaluate the atmospheric dispersion factor.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.10 no.4
• /
• pp.24-35
• /
• 2011

This paper demonstrates a methodology of integrated operation and management system for intermodal connectivity center (ICC), which is planning to be build up as a large scale public transit facilities for green growth strategy by the national government. The ICC needs to be capable of providing the integrated location based information for the public transit users in terms of collaborating a variety of transit modes and complex facility in a large scale center. Recently, the upcoming information and communication technologies enable to come up with real time information provision on nomadic and portable devices, i.e. smart phones and/or tablet PCs, as what the users actually need to get on demand. In order to provide the public transit users in ICC with the integrated information on their smart phones for example, the integrated operation and management system plays a key role to collect the data utilizing the wireless communication with real time location tracking and to manage them to be effective and operational sources for applicable personalized services. Thus, this paper defines a type of services, subsystems, and relevant technologies for the system integration so called a "Smart Garatagi Service" and shows a filed test demonstration case in the existing airport terminal, Gimpo Domestic.

• Journal of the Korean Chemical Society
• /
• v.40 no.6
• /
• pp.445-452
• /
• 1996

Catalytic hydrogenation of ketones and aldehydes by RuH(NO)$L_3$ ($L_3$: $PPh_3$, PhP($CH_2CH_2PPh_2$)$_2$(etp)) was investigated to examine the reaction mechanism and the competence of hydridonitrosyl complexes as catalysts for organic synthesis. RuH(NO)$L_3$ showed catalytic activity for the hydrogenation and the activities of catalysts were dependent on the steric and electronic factors. The less the steric demands of the substrates become, the more activity the catalysts show. For the electronic effect, the more the partial positive charge on the carbonyl carbon atom in ketones becomes and the more the double bond character of carbonyl group in aldehydes becomes, the more active the catalysts are. These results reflect the difference of reaction mechanisms of two substrates, ketones and aldehydes. Catalytic activities of RuH(NO)(etp) and RuH(NO)($PPh_3$)$_3$ in the presence of extra $PPh_3$ toward hydrogenation showed the existence of a reaction pathway accompanied with the change of the bonding modes of NO ligand. The roles of excess $PPh_3$ change with increase of the mole ratio of $PPh_3$ to catalysts; prevention of ligand dissociation from comlexes → bases → ligands. The activity of RuH(NO)(etp) was lower than that of RuH(NO)($PPh_3$)$_3$ toward the hydrogenation of the same substrates mainly due to the structural difference. These catalysts showed the selectivity toward olefin hydrogenation over carbonyl groups in the competitive reaction.

• Korean Chemical Engineering Research
• /
• v.56 no.1
• /
• pp.133-138
• /
• 2018

Safety management has become even more important because of the safety and environmental issues that have arisen since the 2000s. However, the safety study requires many empirical data, so there are many limitations. In the case of pipe safety, simulation programs exist, but it is difficult to get data about the pipe internal erosion of the pipe. In this study, the erosion rate of the pipe elbow was simulated using computational fluid dynamics (CFD). Also, the failure period of the pipe was calculated by the limit state function using erosion rate. In the case of CFD pipe, a sample which is actually operated in Yeosu industrial complex was used, and the geometry and mesh formation were rationalized in terms of typical fluid dynamics simulations. Using the Discrete Phase Model (DPM) and the corrosion model, the erosion rate ($3.09227mm{\cdot}yr^{-1}$) was obtained from CFD simulations. As a result of applying the erosion rate to the limit state function, we obtained the pipe failure period value, 14.2 years to trigger a leak and 28.2 years to trigger a burst. Through these processes, we concluded that pipe erosion is one of the major failure modes. In addition to the results, this study has significance for suggesting the methodology of the pipe safety study.

• Journal of the Korean Society for Railway
• /
• v.18 no.6
• /
• pp.630-638
• /
• 2015

The total number of passengers on the KTX since its construction in 2004 surpassed 500 million in October, 2015. The operation of KTX made it possible to reach anywhere in a country in half a day, which subsequently altered people's lifestyle. As the KTX has become an important mode of transportation, there is a growing interest in the optimal size and location of its stations. Currently, the stations are constructed through public-private partnerships since a sufficient amount of budget is hard to secure only from the public sector; however, because railway stations are traditionally aimed at promoting public interests, an emphasis on the profitability of the private sector could compromise public interests. At this juncture, this study separately computes the number of users based on each of the two primary functions of the stations-as a railway station and as a sales facility-and estimates the numbers of people according to various transportation modes that are taken to access the stations. This estimation is applied to the case of Dongdaegu Station, which will open in 2016. Such an application helps to predict and respond to possible congestion as brought about by the expansion of the sales facility.