• Journal of the Korean Chemical Society
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• v.40 no.1
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• pp.28-36
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• 1996

The pentanuclear complexes have been obtained by the reactions of molybdenum(VI) and tungsten(VI) polynuclear complexes with molybdenum(O) and tungsten(O) dinitrosyl mononuclear complexes, and methylthioamidoxime. The prepared complexes (n-Bu4N)2[Mo4O12Mo(NO)2{CH3SCH2C(NH2)NHO}2{CH3SCH2C(NH)NO}2](1), (n-Bu4N)2[W4O12Mo(NO)2{CH3SCH2C(NH2)NHO}2{CH3SCH2C(NH)NO}2](2), (n-Bu4N)2[Mo4O12W (NO)2{CH3SCH2C(NH2)NHO}2{CH3SCH2C(NH)NO}2] (3) have been characterized by elemental analysis, infrared, UV-visible and 1H NMR spectra. The complexes are elucidated the cis-{M(NO)2}2+(M = Mo, W) unit and a slight delocalization by spectroscopy. The structure of (n-Bu4N)2[W4O12Mo(NO) 2{CH3SCH2C(NH2)NHO}2{CH3SCH2C(NH)NO}2] was determined by X-ray single crystal diffraction. Crystal data are follows: Monoclinic, $P21}a$, a = 22.14(2) $\AA$, b = 14.93(1) $\AA$, c = 23.20(1) $\AA$, $\beta$ = 111.08(6) $\AA$, V = 7155(9) $\AA$, Z = 4, final R = 0.072 for 6191(I > $3\sigma(I)).$ The structure of complex forms two dinuclear [W2O5{CH3SCH2C(NH2)NHO}{CH3SCH2C(NH)NO}] and a central {Mo(NO)2} 2+ core. The geometric structure of the {Mo(NO)2} 2+unit is the formally cistype and C2v symmetry.

• Journal of The Korean Astronomical Society
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• v.43 no.1
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• pp.9-23
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• 2010

In this paper we examined the association of Infrared Dark Cloud (IRDC) cores with YSOs and the geometric properties of the IRDC cores. For this study a total of 13,650 IRDC cores were collected mainly from the catalogs of the IRDC cores published from other studies and partially from our catalog of IRDC cores containing new 789 IRDC core candidates. The YSO candidates were searched for using the GLIMPSE, MSX, and IRAS point sources by the shape of their SED or using activity of water or methanol maser. The association of the IRDC cores with these YSOs was checked by their line-of-sight coincidence within the dimension of the IRDC core. This work found that a total of 4,110 IRDC cores have YSO candidates while 9,540 IRDC cores have no indication of the existence of YSOs. Considering the 12,200 IRDC cores within the GLIMPSE survey region for which the YSO candidates were determined with better sensitivity, we found that 4,098 IRDC cores (34%) have at least one YSO candidate and 1,072 cores among them seem to have embedded YSOs, while the rest 8,102 (66%) have no YSO candidate. Therefore, the ratio of [N(IRDC core with protostars)]/[N(IRDC core without YSO)] for 12,200 IRDC cores is about 0.13. Taking into account this ratio and typical lifetime of high-mass embedded YSOs, we suggest that the IRDC cores would spend about $10^4\sim10^5$ years to form high-mass stars. However, we should note that the GLIMPSE point sources have a minimum detectable luminosity of about $1.2 L_{\odot}$ at a typical IRDC core's distance of ~4 kpc. Therefore, the ratio given here should be a 100ver limit and the estimated lifetime of starless IRDC cores can be an upper limit. The physical parameters of the IRDC cores somewhat vary depending on how many YSO candidates the IRDC cores contain. The IRDC cores with more YSOs tend to be larger, more elongated, and have better darkness contrast than the IRDC cores with fewer or no YSOs.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.655-666
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• 2014

Recently, as the appearance and exterior design of the construction structure are highlighted, the irregularly shaped structures are increasing in a construction facility. Many softwares provide a quantity take-off function of 3D object under BIM environment, however, they are focused on the limited function based on the solid modeling method. Because the vast geometric information of the curved surface is difficult to extract in the 3D objects that consist of major changes in vertical section shape as the irregularly shaped structures, it is difficult to express a 3D object as a solid model. On the other hand, the irregularly shaped structures can be expressed in relatively free in the surface model because the surface model consists of points, lines and surfaces. Accordingly, the surface modeling method is suitable for the modeling of large irregularly shaped structures. This study suggests a quantity take-off algorithm for the irregularly shaped structures using the surface modeling approach that is beneficial in the design work of structures. Some case projects are used for verifying the accuracy of the proposed method.

• International Journal of Highway Engineering
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• v.13 no.3
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• pp.157-165
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• 2011

With respect to the trend of highway traffic accident, highway accident is in decline, whileas, the fatality is on an increasing trend. Thus, many efforts to decrease highway traffic accidents and improve the safety, are required. In particular, in case of highway, the management standard by grade for accident black spot is designated. Thus, investing the effect factors by grade for highway traffic accident is required in detail. Thus, in this study, the factors affecting the traffic accidents among the environmental factors based on the graded data for the accident black spot in the applicable section targeting the Seoul-Pusan Express Highway, were reviewed; accident forecasting model which would analyze the characteristics of the accidents for determining the accident grade, was developed. As a result of establishing a model by using Quantification Theory of Type II, considering the characteristics of the dependent and independent variables based on the geometric structure, 'the fixed variable' among the variables relating to the accident, for the variables influencing over the accident grade, 'the type of vans, a chassis and people', 'the trailers, special vehicles and chassis people' and 'the negligence of watching and cloudy weather' were analyzed as common factors, in case of 'horizontal alignment', 'longitudinal slope' and, 'barricade' respectively.

• Journal of the Korean Association of Geographic Information Studies
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• v.9 no.4
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• pp.12-21
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• 2006

Recently, Very large and high resolution geological data from aerial or satellite imagery are available. Many researches and applications require to do realtime visualization of interest geological area or entire planet. Important operation of wide-spreaded terrain realtime visualization technique is the appropriate model resolution selection from pre-processed multi-resolution model hierarchy depend upon participant's view. For embodying such realtime rendering system with large geometric data, Preprocessing multi-resolution hierarchy from large scale geological information of interest area is required. In this research, recent Cubic multiresolution 4-8 tile hierarchy is selected for global planetary applications. Based upon the tile hierarchy, It constructs the selective terminal level tile mesh for original geological information area and starts to sample individual generated tiles for terminal level tiles. It completes the hierarchy by constructing intermediate tiles with low pass filtering in bottom-up direction. This research embodies series of efficient cubic 4-8 tile hierarchy construction mechanism with out-of-core storage. The planetary scale Mars' geographical altitude data and image data were selected for the experiment.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.4
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• pp.587-593
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• 2018

The current road traffic noise prediction programs of Korea, which are widely used, are based upon foreign prediction model. Thus, it is necessary to verify foreign prediction models to find out whether they are suitable for the domestic road traffic environment. In addition, an analysis and an in-depth study on the main factors should be conducted in advance as the influence factors on the occurrence of traffic noise vary for each prediction model. Therefore, this study examined the influence factors and the existing prediction models used to forecast road traffic noise. Also, analyzed their relationship with the factors influencing the noise generated by driving vehicles through multiple regression analysis using a prediction model, taking into consideration of the traffic environment and the road geometric structure. In addition, this study will apply experimental values to the existing road traffic noise prediction model (NIER, RLS-90) and the deducted road traffic noise prediction model. As a result, the order of the absolute value sum of the errors are NIER, RLS-90, model value. Through comparison and verification, developed models are to be analyzed for providing basic research results for future study on road traffic noise prediction modeling.

• Maxillofacial Plastic and Reconstructive Surgery
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• v.30 no.1
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• pp.52-59
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• 2008

The geometric design of an implant surface may play an important role in affecting early osseointegration. It is well known that the porous surfaced implant had much benefits for the osseointegration and the early stability of implant. However, the porous surfaced implant had weakness from the transgingival contamitants, and it resulted in alveolar bone loss. The other problem identified with porous surface implant is the loss of physical properties resulting from the bead sintering process. In this study, we developed the new bead coating implant to overcome the disadvantages of porous surfaced implant. Ti-6Al-4V beads were supplied from STARMET (USA). The beads were prepared by a plasma rotating electrode process (PREP) and had a nearly spherical shape with a diameter of 75-150 ${\mu}m$. Two types of titanium implants were supplied by KJ Meditech (Korea). One is an external hexa system (External type) and the other is an internal system with threads (Internal type). The implants were pasted with beads using polyvinylalcohol solution as a binder, and then sintered at 1250 $^{\circ}C$ for 2 hours in vacuum of $10^{-5}$ torr. The resulting porous structure was 400-500 ${\mu}m$ thick and consisted of three to four bead layers bonded to each other and the implant. The pore size was in the range of 50-150 ${\mu}m$ and the porosity was 30-40 % in volume. The aim of this study was to evaluate the osseointegration of the newly developed dental implant. The experimental implants (n=16) were inserted in the unilateral femur of 4 mongrel dogs. All animals were killed at 8 weeks after implantation, and samples were harvested for hitological examination. All bead coated porous implants were successfully osseointegrated with peripheral bone. The average bone-implant contact ratios were 84.6 % (External type) and 81.5 % (Internal type). In the modified Goldner's trichrome staining, new generated mature bones were observed at the implant interface at 8 weeks after implantation. Although, further studies are required, we could conclude that the newly developed vacuum sintered Ti-6Al-4V bead coating implant was strong enough to resist the implant insertion force, and it was easily osseointegrated with peripheral bone.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.2
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• pp.397-407
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• 2017

This study investigated current status of rest area for drowsy drivers on the highways and drew the related issues to define specifications and design criteria regarding expressway rest area for drowsy drivers on the highways. Based on the investigation result, geometric structure specifications and improvement plans are suggested. The entry part of a rest area for drowsy drivers on the highways was divided into deceleration transition section, deceleration lane and entry connection road while the exit part was divided into exit connection road, acceleration lane and acceleration transition section. The optimum length was estimated by considering the main lane vehicle traveling speed, traveling speed at the beginning/end point of entry/exit connection roads, deceleration and acceleration. In addition, reasonable design criteria were suggested by dividing the parking section of rest area for drowsy drivers according to parking style and cross-section composition, and length of parking space and then considering the ratio of vehicles using rest area for drowsy drivers, the ratio of heavy vehicles, and the design speed within a rest area for drowsy drivers. It is believed that the suggested design criteria on rest area for drowsy drivers on the highways can be utilized in the future planning and maintenance of rest area for drowsy drivers. Additionally, the defined criteria on installing rest area for drowsy drivers on the highways will prevent traffic accidents in resting facilities and highways as well as improve usage and safety of them.

• Journal of Korean Society of Steel Construction
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• v.22 no.1
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• pp.13-20
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• 2010

Seismic risk assessment of railway bridges is an important issue for a transportation network, because loss of functionality of railway bridges could result in severe disruption of the railway line, as no redundant routing systems generally exist. Although many studies have been conducted by numerous researchers regarding fragility analyses of bridge structure, little or no studies have been done for fragility analyses of a class of bridge structures considering their geometric variability. This study performs a fragility analysis for Track-on Steel-Plate-Girder (TOSPG) railway bridges in Korea considering their span variability. Seismic fragility curves are developed for a series of bridges with different spans varying from 2 to 15. At last, the fragility curves for the whole TOSPG bridges in Korea are also developed using the total probability theorem. This study is expected to effectively contribute to the seismic risk assessment of railway lines, where a number of bridges are present.

• The Journal of Engineering Geology
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• v.20 no.3
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• pp.329-338
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• 2010

The foundation area for tram contains biotite gneiss, quartzo-feldspathic gneiss, calc-silicate rock, and porphyroblastic gneiss of the pre-Cambrian Kyeonggi gneiss complex. These rocks record at least three stages of deformation, as indicated by fold sets of contrasting orientations (D1-D3). Joints are generally steeply dipping and strike NW-SE to WNW-ESE. The Gonjiam Fault, which strikes WNW-ESE, follows a river in the area. The fault possesses a 3-m-wide fracture zone, a 10-m-wide damage zone, and is 15 km long. Two tunnels have been constructed through the biotite gneiss. The geometric relationship between discontinuities (e.g., joints and foliation) and tunneling direction reveals that set 3 of the AA tunnel is unstable but that BB tunnel is relatively safe.