• The korean journal of orthodontics
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• v.35 no.3 s.110
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• pp.216-226
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• 2005

The purpose of this study was to test and compare the accuracy and reliability of soft tissue profile predictions generated from two computer software programs (Quick Ceph Image $Pro^{TM}$ (ver 3.0) and $V-Ceph^{TM}$(ver 3.5)) for mandibular set-back surgery. The presurgical and postsurgical lateral cephalograms of 40 patients (20 males and 20 females) were traced on the same acetate paper with the reference taken as the cranial base outline. The presurgical skeletal outlines were digitized onto each computer program and the mandible was moved to mimic the expected surgical procedure with reverence to the mandibular anterior border and lower incisor position of the actual postsurgical skeletal outline. The soft tissue profile was generated and the amount and direction of skeletal movement was calculated with each software. The predicted soft tissue profile was compared to the actual postsurgical soft tissue profile. There were differences between the actual and the predicted surgical soft tissue profile charges in the magnitude and direction, especially the upper lip. lower lip and the soft tissue chin (P<0.05). Quick Ceph had more horizontal measurement errors and thickness errors for the upper lip and lower lip, but V-Ceph had more vertical measurement errors of the lower lip (P<0.05). There was a positive correlation between the prediction errors and the amount of mandibular movements in the vertical position of Sn, the horizontal position of Ls and the upper lip thickness for V-Ceph, and there was a negative correlation in the horizontal position and the thickness of the lower lip for Quick Ceph (P<0.05). However all of the Prediction errors of both imaging softwares were ranged within 3mm, and this was considered to be allowable clinically.

• Journal of the Korean Society of Hazard Mitigation
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• v.8 no.6
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• pp.61-66
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• 2008

In railroad operation, turnout is the device designed to provide very critical functions of moving the train to the neighboring rail. It's the only movable section among the rail and track equipment, which has a complicated structure and as rapid movement between the wheel and rail during operation is unavoidable, the safety and the vibration caused by the impact load of the passing train becomes always the major concern. Response to rail vibration tends to vary depending on physical properties of the rail, rail base and the ground, making it difficult to estimate the quantitative outcome through the measurement. Thus, experimental or empirical approach, rather than an analytic method, has been more commonly employed to deal with the ground vibration. To predict the vibration of the turnout, an experimental value and the measured values are applied in parallel to the factors with a high degree of uncertainty. This study hence was intended to compare and analyze the vibration values measured at the crossing part of manganese turnout by type of train and turnout and distance, as well as predict the intensity of vibration generated at the crossing part of manganese turnout when tilting train accelerates.

• Computers and Concrete
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• v.8 no.2
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• pp.125-142
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• 2011

In the present paper, a numerical simulation method based on mesoscopic composite structure of concrete, the truss network model, is developed to evaluate the diffusivity of concrete in order to account for the microstructure of concrete, the binding effect of chloride ions and the chloride concentration dependence. In the model, concrete is described as a three-phase composite, consisting of mortar, coarse aggregates and the interfacial transition zones (ITZs) between them. The advantage of the current model is that it can easily represent the movement of mass (e.g. water or chloride ions) through ITZs or the potential cracks within concrete. An analytical method to estimate the chloride diffusivity of mortar and ITZ, which are both treated as homogenious materials in the model, is introduced in terms of water-to-cement ratio (w/c) and sand volume fraction. Using the newly developed approaches, the effect of cracking of concrete on chloride diffusion is reflected by means of the similar process as that in the test. The results of calculation give close match with experimental observations. Furthermore, with consideration of the binding capacity of chloride ions to cement paste and the concentration dependence for diffusivity, the one-dimensional nonlinear diffusion equation is established, as well as its finite difference form in terms of the truss network model. A series of numerical analysises performed on the model find that the chloride diffusion is substantially influenced by the binding capacity and concentration dependence, which is same as that revealed in some experimental investigations. This indicates the necessity to take into account the binding capacity and chloride concentration dependence in the durability analysis and service life prediction of concrete structures.

• Journal of the Korean Society of Clothing and Textiles
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• v.17 no.2
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• pp.291-299
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• 1993

In this study, bedclimate was investigated depending on three bedquilts used on ondol in winter. The environmental room condition and the ondol surface temperature were maintained $20{\pm}1^{\circ}C$, $50{\pm}3%R$. H and $30{\pm}1^{\circ}C$, respectively. The materials of the experimental quilts were not different from each other. But the weights of cotton filler were 1.5, 3.0, and 4.5kg for the bedquilts. Two healthy young women were subjected for seven hour's sleep with two replications for this study. The results are as follows. 1) The range of temperature under the mattress was higher($38.5{\sim}43.2^{\circ}C$) than that of the temperature on the mattress($32.4{\sim}37.0^{\circ}C$) or that of the temperature inside the bedquilts($30.2{\sim}34.5^{\circ}C$). The humidity inside the bedquilts was 40~73%R.H. 2) The range of bedclimate which subjects feel comfortable were $33.6{\sim}37.1^{\circ}C$ on the mattress, $30.2{\sim}33.6^{\circ}C$, 42~67%R.H. inside the bedquilts. At this range, the mean skin temperature of the subjects was was $34.7{\sim}35.6^{\circ}C$. 3) When there was heating, the weight of mattress increased due to evaporation by heat from below, while wehght of other bedding increased. 4) The lower limbs are noted to be a good representative for the prediction of the skin temperature during sleep. 5) The thicker the bedquilt, the warmer and more humid the bedquilt, which induce frequent body movement during sleep, hence inferior comfort properties of bedquilts.

• Atmosphere
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• v.19 no.1
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• pp.37-51
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• 2009

Kinematic characteristics of a heavy rainfall event occurred in Changma front are analyzed using synoptic weather charts, satellite imagery and NCEP(National Centers for Environmental Prediction) / NCAR(National Centers for Atmospheric Research) reanalysis data. The heavy rainfall is accompanied with mesoscale rain clouds developing over the Southwest region of Korea during the period from 0300 LST to 2100 LST 25 June 2006. The surface cyclone in the Changma front is generated and developed rapidly when it meets following vertical conditions: The maximum value of relative vorticity is appeared at 700 hPa and is extended gradually near the surface. It is thought that the vertical structure of relative vorticity is closely related with the descent of strong wind zone exceeding $10ms^{-1}$. The jet core at 200 hPa is shifted southward and extended downward and the low-level jet stream associated with upper-level jet stream appeared at 850 hPa. Kinematic features of heavy rainfall system at cyclone-generating point are as follows: In the generating stage of cyclone, the relative vorticity below 850 hPa increased and the convergence below 850 hPa and the divergence at 400 hPa are intensified by southward movement of jet core at 200 hPa. The heavy rainfall system seems to locate to the south of the exit region of upper-level jet streak; In the developing stage of cyclone, the relative vorticity below 850 hPa and the convergence near surface are further strengthened and upward vertical velocity between 850 hPa and 200 hPa is increased.

• Journal of Chest Surgery
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• v.50 no.6
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• pp.424-429
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• 2017

Background: The surgical treatment of secondary spontaneous pneumothorax (SSP) can be complicated by fragile lung parenchyma. The preoperative prediction of air leakage could help prevent intraoperative lung injury during manipulation of the lung. Common sites of bulla development and ruptured bullae were investigated based on computed tomography (CT) and intraoperative findings. Methods: The study enrolled 208 patients with SSP who underwent air leak control through video-assisted thoracoscopic surgery (VATS). We retrospectively reviewed the sites of bulla development on preoperative CT and the rupture sites during VATS. Results: Of the 135 cases of right-sided SSP, the most common rupture site was the apical segment (31.9%), followed by the azygoesophageal recess (27.4%). Of the 75 cases on the left side, the most common rupture site was the apical segment (24.0%), followed by the anterior basal segment (17.3%). Conclusion: The azygoesophageal recess and parenchyma along the cardiac border were common sites of bulla development and rupture. Studies of respiratory lung motion to measure the pleural pressure at the lung surface could help to determine the relationship between cardiogenic and diaphragmatic movement and bulla formation or rupture.

• Aerospace Engineering and Technology
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• v.2 no.2
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• pp.105-114
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• 2003

It is conducted to analyze vibration loads on the 1st stage of KSR-III(KSR : Korea Sounding Rocket) during their ground transportation and various handling process. These loads may be different from the real flight environment. Inadequate assessment of these loads can cause not only local damages on the rocket system but also the critical problem like flight mission failure. Therefore, transportation and handling loads must be considered during design and attenuated to ensure that the rocket structural damage does not occur. This work is concerned with the generation of criteria and prediction of transportation and handling loads for KSR-III. The results show that the shipping container is well designed to satisfy the design requirements. The maximum vibration level recorded during whole transportation and handling for KSR-III is less than 2g, the criteria of KSR-III movement condition.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.44 no.3
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• pp.229-238
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• 2008

This paper describes on the consolidation of AIS and ARPA radar positions by comparing the AIS and ARPA radar information for the tracked ship targets using a PC-based ECDIS in Busan harbor, Korea. The information of AIS and ARPA radar target was acquired independently, and the tracking parameters such as ship's position, COG, SOG, gyro heading, rate of turn, CPA, TCPA, ship s name and MMSI etc. were displayed automatically on the chart of a PC-based ECDIS with radar overlay and ARPA tracking. The ARPA tracking information obtained from the observed radar images of the target ship was compared with the AIS information received from the same vessel to investigate the difference in the position and movement behavior between AIS and ARPA tracked target ships. For the ARPA radar and AIS targets to be consolidated, the differences in range, speed, course, bearing and distance between their targets were estimated to obtain a clear standards for the consolidation of ARPA radar and AIS targets. The average differences between their ranges, their speeds and their courses were 2.06% of the average range, -0.11 knots with the averaged SOG of 11.62 knots, and $0.02^{\circ}$ with the averaged COG of $37.2^{\circ}$, respectively. The average differences between their bearings and between their positions were $-1.29^{\circ}$ and 68.8m, respectively. From these results, we concluded that if the ROT, COG, SOG, and HDG informations are correct, the AIS system can be improved the prediction of a target ship's path and the OOW(Officer of Watch) s ability to anticipate a traffic situation more accurately.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.32 no.5
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• pp.515-525
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• 2014

Recently, because of increasing in downpour and typhoon, which are caused by climate changes, those sedimentation disasters, such as landslide and debris flow, have become frequent. Those sedimentation disasters take place in natural slope. In order to predict debris flow damage range within wide area, the response model is more appropriate than numerical analysis. However, to make a prediction using Random Walk Model, the regional parameters is needed to be decided, since the regional environments conditions are not always same. This random Walk Model is a probability model with easy calculation method, and simplified slope factor. The objective of this study is to calculate the optimal parameters of Random Walk Model for Umyeon mountain in Seoul, where the large debris flow has occurred in 2011. Debris flow initiation zones and sedimentation zones were extracted through field survey, aerial photograph and visual reading of debris flow before and after its occurrence via LiDAR DEM.

• International Journal of Highway Engineering
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• v.3 no.1 s.7
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• pp.165-176
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• 2001

Joints in jointed concrete Pavement are designed to control against randomly occurred cracks within slabs, which may be caused by temperature or moisture variation. The advantage of these artificial cracks (joints) over naturally occurred cracks are easy access of protections, such as installation of joint seal and load transfer mechanism. The potential benefits of joint seals are to prevent infiltration of surface water through the joint into underlying soil and intrusion of incompressible materials (debris, fine size aggregate) in to the joint, which may prevent weakening of underlying soils and spallings due to excessive compressive stress, respectively. For the adequate design of joint seal, horizontal variation of joint widths (horizontal joint movements) are essential inputs. Based on long-term in-situ joint movement data of sixteen jointed concrete pavement sections in Long Term Performance Pavement Seasonal Monitoring Program (LTPP SMP), it was indicated that considerable Portion of joints showed no horizontal movements with change in temperature. This Phenomenon is called 'Joint Freezing'. Possible cause for joint freezing is that designed penetrated cracks do not occur at a joint. In this study, a model for the prediction of the ratio of freezing joints in a particular pavement sections is proposed. In addition, possible effects of joint freezing against pavement performance are addressed.