• 한국강구조학회 논문집
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• 제10권3호통권36호
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• pp.553-564
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• 1998

최근도심지의 극심한 교통체증의 해소를 위한 방안으로 2층도로 강구조 덱 시스템의 채택이 증가하고 있다. 그 주된 이유는 신속한 시공과 콘크리트덱에 비하여 자중의 감소효과가 크고 보다 큰 강도와 효율적인 가설이 가능하기 때문이다. 본 연구의 목적은 강구조 덱 시스템의 최적설계프로그램을 이용한 2층도로용 강구조 덱 시스템의 가장 합리적인 형식 결정에 관한 연구이다. 최적화의 목적함수는 최소 초기비용으로 정식화하였다. 설계 제약조건은 도로교시방서의 ASD설계기준에 맞추어 정식화하였으며 최적설계과정은 두 단계로 이루어져 있다. 첫 번째 단계는 박스 또는 플레이트주형에 대한 강구조 덱 시스템의 최적설계가 수행된다. 그리고 두 번째 단계에서 개단면 또는 폐단면리브를 갖는 강상판에 대하여 최적설계를 한다. 최적설계 프로그램의 구조해석은 주형에 대하여 격자해석 모델링을 이용하였고 강상판에 대해서는 Pelican-Esslinger법을 사용하였다. 최적화 기법은 SQP를 이용하였다. 적용 예의 각 형식별 강구조 덱 시스템의 최적설계 결과의 비교를 통하여 비용의 효율성을 검토하였고 폐단면리브를 가지는 직선 형상의 박스거더 형식이 가장 효율적이고 경제적으로 판단된다.

• Asian-Australasian Journal of Animal Sciences
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• 제27권2호
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• pp.187-193
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• 2014

As a result of the cost of grains, the replacement of grains by co-products (i.e. DDGS) in feedlot diets is a common practice. This change produces diets that contain a lower amount of starch and greater amount of fibre. Hypothetically, combining feed grade urea (U) with slow release urea (Optigen) in this type of diet should elicit a better synchrony between starch (high-rate of digestion) and fibre (low-rate of digestion) promoting a better microbial protein synthesis and ruminal digestion with increasing the digestible energy of the diet. Four cannulated Holstein steers ($213{\pm}4$ kg) were used in a $4{\times}4$ Latin square design to examine the combination of Optigen and U in a finishing diet containing different starch:acid detergent fibre ratios (S:F) on the characteristics of digestive function. Three S:F ratios (3.0, 4.5, and 6.0) were tested using a combination of U (0.80%) and Optigen (1.0%). Additionally, a treatment of 4.5 S:F ratio with urea (0.80% in ration) as the sole source of non-protein nitrogen was used to compare the effect of urea combination at same S:F ratio. The S:F ratio of the diet was manipulated by replacing the corn grain by dried distillers grain with solubles and roughage. Urea combination did not affect ruminal pH. The S:F ratio did not affect ruminal pH at 0 and 2 h post-feeding but, at 4 and 6 h, the ruminal pH decreased as the S:F ratio increased (linear, p<0.05). Ruminal digestion of OM, starch and feed N were not affected by urea combination or S:F ratio. The urea combination did not affect ADF ruminal digestion. ADF ruminal digestion decreased linearly (p = 0.02) as the S:F ratio increased. Compared to the urea treatment (p<0.05) and within the urea combination treatment (quadratic, p<0.01), the flow of microbial nitrogen (MN) to the small intestine and ruminal microbial efficiency were greater for the urea combination at a S:F ratio of 4.5. Irrespective of the S:F ratio, the urea combination improved (2.8%, p = 0.02) postruminal N digestion. As S:F ratio increased, OM digestion increased, but ADF total tract digestion decreased. The combination of urea at 4.5 S:F improved (2%, p = 0.04) the digestible energy (DE) more than expected. Combining urea and Optigen resulted in positive effects on the MN flow and DE of the diet, but apparently these advantages are observed only when there is a certain proportion of starch:ADF in the diet.

• 한국도로학회논문집
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• 제17권1호
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• pp.129-142
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• 2015

PURPOSES : The purpose of this study is to suggest a basis for setting appropriate safety goals specifically related to the threshold zone luminance in a vehicular traffic tunnel. METHODS : In the test, drivers were divided into two groups. One group consisted of all drivers (average drivers) group with an age ratio of drivers holding domestic driver's license and driver group by age to produce threshold zone luminance in the tunnel. The threshold zone luminance produced as a result was used to analyze how it affects the safety level of each driver group and provide a basis for setting an appropriate safety criterion that can be used to determine threshold zone luminance. We used test equipment, test conditions, and ananalysis of threshold zone luminance identical to that reported by ChoandJung(2014) but the values of adaptation luminance in our analys is were expanded to range from100 to $10,000cd/m^2$. RESULTS : Adaptation luminance and threshold zone luminance are found to be related by a quadratic function. The threshold zone luminance needed by older drivers to ensure a certain safety level is significantly higher than that for drivers of other age brackets when adaptation luminance increases. 56% of older drivers are at an increased risk of an accident at the same luminance for which the safety level of average drivers is 75%. The safety level that can be achieved for older drivers increases to above 60% when threshold zone luminance level is set with the goal of attaining a safety level of more than 85% for average drivers. The safety level that can be attained for average drivers is above 90% when the threshold zone luminance is high enough to ensure over 75% in the safety level of older drivers. Results of this study are applicable to highways and others whose designed speed is 100 km/h. CONCLUSIONS : Threshold zone luminance determined on the basis of drivers having average visual ability is of limited value as a performance standard for ensuring the safety of older drivers. Hence, safety level for older drivers should be considered separately from safety levels for drivers with an average ability to avoid risk. Upward adjustment of older drivers' safety level in the process of determining appropriate threshold zone luminance in a vehicular traffic tunnel may bring both tangible and intangible benefit as a result of reducing accidents. However, there is an associated dollar cost arising from installing and operating lights. As a result, the economic impact of these trade-offs should also be considered.