• Asian Journal of Atmospheric Environment
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• v.4 no.2
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• pp.97-105
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• 2010

A quantitative single particle analytical technique, denoted low-Z particle electron probe X-ray microanalysis (low-Z particle EPMA), was applied to characterize particulate matters collected at two underground subway stations, Jegidong and Yangje stations, in Seoul, Korea. To clearly identify the source of the indoor aerosols in the subway stations, four sets of samples were collected at four different locations within the subway stations: in the tunnel; at the platform; near the ticket office; nearby outdoors. Aerosol samples collected on stages 2 and 3 ($D_p$: $10-2.5\;{\mu}m$ and $2.5-1.0\;{\mu}m$, respectively) in a 3-stage Dekati $PM_{10}$ impactor were investigated. Samples were collected during summertime in 2009. The major chemical species observed in the subway particle samples were Fe-containing, carbonaceous, and soil-derived particles, and secondary aerosols such as nitrates and sulfates. Among them, Fe-containing particles were the most popular. The tunnel samples contained 85-88% of Fe-containing particles, with the abundance of Fe-containing particles decreasing as the distances of sampling locations from the tunnel increased. The Fe-containing subway particles were generated mainly from mechanical wear and friction processes at rail-wheel-brake interfaces. Carbonaceous, soil-derived, and secondary nitrate and/or sulfate particles observed in the underground subway particles likely flowed in from the outdoor environment by human activities and the air-exchange between the subway system and the outdoors. In addition, since the platform screen doors (PSDs) limit air-mixing between the tunnel and the platform, samples collected at the platform at the Yangjae station (with PSDs) showed a marked decrease in the relative abundances of Fe-containing particles compared to the Jegidong station (without PSDs).

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.51-62
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• 2007

Recently, the pavement distresses in the bridge deck have seriously affected the durability of bridge deck and driver's safety. The existing asphalt materials have the limitations in reducing the pavement distresses of brides deck. To protect the bridge deck and withstand the high deflection, it is necessary to develop the asphalt materials with good fatigue resistance for bridge deck pavement. The asphalt binder combined with SBS and two other admixtures has been developed for improving the resistance to fatigue cracking, productivity, and workability for bridge deck pavement. Based on the various binder test results, the developed binder is found to be PG 70-34 indicating very higher resistance against fatigue cracking. Fatigue testing, wheel tracking testing, and moisture susceptibility testing have been conducted to evaluate the performance of asphalt mixtures developed in this study. Laboratory test results show that the developed asphalt material has three times higher fatigue lives than the typical modified asphalt mixture. Full scale accelerated testing was also performed on the typical asphalt mixture and newly developed asphalt mixture to evaluate the full scale performance of asphalt mixtures. Test results indicate that the length of cracking on the new materials is only 38% of the typical material at the 250,000 load repetitions.

• Korean Journal of Medicinal Crop Science
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• v.2 no.2
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• pp.105-109
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• 1994

This experiment was conducted to know the labor saving effect and reducing production cost by agricultural mechanization in the cultivation of Bupleurum falcatum. Labor reducing effects of the drilling seeder by hand and the machine attached to two wheel tiller were 97%, but emergency rate was highest in the former. Dry root yield per plant was increased by low amount of seed sowing but that yield per unit area was increased at much seeding amount in the seeder attached to the tiller. The drilling seeder by hand was showed highest standing ratio of seedling and produced yield to 84.1kg of root yield per 10a. Labor saving effect was the best at the multipurposes mechanized harvester and labor saving and famer's income ratio were increased to 69% and 50% respectively. Labor time and cost were reduced to 74% and 69% respectively by mechanization of sowing and harvest cultivation practice on Bupleurum falcatum.

• International Journal of Highway Engineering
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• v.3 no.3 s.9
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• pp.119-133
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• 2001

The stiffness of chemcrete modified asphalt mixtures increase rapidly with time in the presence f oxygen and high temperature, Sometimes the asphalt pavements that have chemcrete modified asphalt mixture applied on the surface none show premature cracking because of the excessive increase in the stiffness f the asphalt mixtures. To mitigate this premature cracking, the chemcrete modified mixtures have been used as a base course material. In this study, the performance of the chemcrete modified asphalt binder and mixtures are investigated through a course of various laboratory tests including dynamic shear rheometer and bending beam rheometer tests for binders and uniaxial tensile fatigue, wheel tracking, and moisture damage tests for the mixtures. And also the resilient modulus of the conventional and chemcrete modified mixtures are compared based on the test results conducted on the specimens obtained from various in-situ test sections. It can be concluded from the tests results that the chemcrete modified mixtures show better rutting resistance than conventional mixtures. The chemcrete modified mixtures may have low temperature cracking when it is applied in the cold region. The stiffness of chemcrete modified mixtures is approximately 50 percent higher than that of conventional mixtures more than two years after the chemcrete modified mixture was applied in the base course.

• Journal of Veterinary Clinics
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• v.22 no.4
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• pp.377-381
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• 2005

We tried to extract bone morphogenetic protein (BMP) from the freeze-dried bovine cortical bone (FBCB) for bone graft, which were defatted with chloroform-methanol for 20 days, freeze-dried at $-80^{\circ}C$ for 7 days and sterilized by ethylene oxide gas. Two kg of FBCB were pulverized in a wheel mill to $0.5-2.0mm^3$ cubic in size. The bone particles were demineralized in 0.6N HCI for 10 days at chloroform-methanol$4^{\circ}C$ and defatted with chloroform-methanol for 6 hours at room temperature, which was going to be defatting and demineralized cortical bone (DDM). For extracting BMP, DDM was agitated continuously through 72 hours with magnetic stirrer at $4^{\circ}C$ into 12 times of volume of 6 M guanidine hydrochloride (Gdn-HCl) solution containing proteinase inhibitors to protect BMP such as 2mM N-ethylaleimide, 1mM iodoacetic acid, 1mM phenylmethylsulfonyl fluoride and a sterilizer, 1mM sodium azide. The extraction procedure was repeated for three times. All extracted solution was centrifuged at 10,000 rpm for 30 min and then, the supernatant was dialyzed with 12 times of volume of deionized water at $4^{\circ}C$ for 24-72 hours, which cut off below 6,000-8,000 molecular weight. The dialyzed specimen contained crude-BMP was centrifuged, freeze-dried, and weighted. Through these processing, we could obtained $84.9\%$ as FBCB, $17.8\%$ as DDM and $0.71\%$ as crude-BMP from the wet cortical bone without cancellous bone, marrow and muscles. The crude-BMP were obtained $68.3\%$ from the first extraction, $29.6\%$ from secondary and $2.1\%$ from tertiary, respectively. It was suggested that high yield of crude-BMP migth be explained by three-time repetition of the extraction processing for crude-BMP with Gdn-Hcl sol.

• Journal of the Korean Society of Safety
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• v.31 no.6
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• pp.45-51
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• 2016

The purpose of this study is to investigate the influence of train-induced end rotation of simple supported track girder on the performance of a direct fixation track system (DFTS) in Yeongjong grand bridge. In this study, the influences of deflection of a DFTS and track girder on dynamic rail-track girder interaction forces for the track girder ends currently employed in airport express lines were assessed by performing field tests using actual vehicles running along the service lines. Therefore, the dynamic displacement of rail and track girder and the fastener stress on the center and ends sections of DFTS were measured for two different trains (AREX and KTX) running in Yeongjong grand bridge. A three-dimensional finite element analysis (FEA) model using the time-history function based on the design wheel load was used to predict the train-induced track and track girder displacement, and the FEA and field test results were compared. The analytical results reproduced the experimental results well within about 3-7% difference in the values. Therefore, the FEA model of DFTS on track girder is considered to provide sufficiently reliable FEA results in the investigation of the behavior of DFTS. Using the analytical and experimental results, the influence of train-induced end rotation of simple supported track girder on the interaction behavior of rail and track girder installed on a simple supported track girder ends, i.e., upward displacement of rail-track girder and the fastener stress, was investigated. It was found that the train-induced end rotation effect of track girder was not significantly affected by the upward displacement of rails and the fastener stresses of track girder ends. Further, the interaction behavior of rail and track girder were similar to or less than that of the general railway bridge deck ends, nevertheless the vertical displacement of track was higher than that of conventional DFTS on the general railway bridge. From the results, the dynamic responses of the DFTS on track girder ends were not significantly affected by the safety and stability of DFTS ends.

• Journal of the Korean Society of Costume
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• v.22
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• pp.205-224
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• 1994

It was aimed to study the costume of Koryo dynasty based upon the thirty pictures of Bud-dha to hang on the wall among the existing Buddist paintings. The costume to study were made about 64 years during the King Chung-yol(1286) to the King Chung-jong(1350) which style was mostly related in Won Dynasty. 가) Men's wear ; 1. Hair style and hair dress ; Man tied up a top knot and they put on the hat such as a Kuan Kun and Mo. The young boys binds his hair up one, two, and three knot-s, and tied up with a hair ribbon, A kinds of Kuan-mo were Mine-lu-kuan Yuan-yu-kuan, Nong-kuan, Hae-chi-kuan Pok-du Yun-wha-kuan Yip-mo- and Tu-ku(Helmeto) 2. clothes ; 1) Colour of Koryo King's Mien-ku Kuan costume was not agree with blue and reddish black colour which was used in Yo, Song, Kum and Won Dynasty, however black and greenhish blue colour was agreed with. 2) The king wore T'ung-t'ien-kuan(Yuan-yu-kuan) and the government officials wore Chin-hien-kuan Hae-chi-kuan and Nong-kuan as a court dress. In general the king and the Crown Prince wore a hats which was used in T'ung-t'ien system however sometimes they wore small hats which was cited in literature. 3) Gate guard and upper garment wore colourful costume figured gold colour pattern which was distin-gtive costume system of Koryo. 4) A monk wore big sleeve long skirt big sleeve long jacket long skirt and shoulder scar-f full shoulder scarf or right hand shoulder opened scarf. 5) The Soldiers wore helmet shoulder or scarf pee-back hung-kap, pok-kap, yang-dan-g-kap we-yu-kap kun-kap, and boots and they carried arms. 6) The young boys wore scarf, loin cloth, long skirt, belt neckless, wan-silk, boots and foots wear and wristless. 나) Women's wear ; 1. Hair style and hairs and tied up with a hair ribbon and wore precious ston decorated hair dress wheel shape hair dress pan shaped head dress handkerchif covered hair dress decorated precious stone hair pin silk chippon made of head dress muf-fler shaped hairdress. Boots mocasin hae lee, suk and sandle wored as a shoes depends on the classes. They wore neckless, earing wres-tless and wan-pu-sik. 2. Closthe 1) High rank lade's wore un-kyun attached jacket and jacket sleeves decorated pleats and pleats decorated long skirt apron back apron knot belt, scarf this type is the same with Dang Dynasty five dynasty of china Song, Kum Won, Myung Dynasty and our cos-tume of Poe-hae, and Shilla Dynasty.

• International Journal of Highway Engineering
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• v.4 no.3 s.13
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• pp.43-49
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• 2002

Asphalt pavements have to perform under the conditions of heavily-loaded vehicles due to the industrialization and large temperature variance between the summer and the winter. Due to these factors, a characteristics change of early permanent deformation becomes a big issue, and to remedy this problem many research to use modified asphalt are being widely conducted. However, most of the modified asphalt is being paved after milling the surface course and applying tackcoating, and it is being used mostly for the repair and maintenance purpose rather than pavement of new national road. The purpose of this investigation is to obtain some fundamental data for the evaluation of the performance and long-term performance of the construction material mixtures by the laboratory test and field experiments. For the field experiment, 200m of two-lanes national road, that is being paved for the new national road under the direction of Pusan Regional Construction Management Office, was paved with SBS PMA and PSMA asphalt mixtures, which are an modified asphalt mixtures used for the surface course, on top of the base course paved with other modified asphalt mixtures. The remaining section of the new national road was paved with dense grade mixture. The laboratory tests assessed and analyzed the mixture characteristics by Marshall's stability test, strength tests and wheel-tracking test. On the basis of the evaluation result of the temperature control and roughness of the newly constructed road at the field experiment site, it is desired to evaluate and identify the most economic modified asphalt mixtures by long-term performance evaluation and LCC(Life Cycle Cost) analysis in order to apply the test result to the design of new road construction in the future.

• Journal of Conservation Science
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• v.31 no.2
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• pp.131-145
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• 2015

Cultural assets restoration is being considered highly as a practical way to extend the lifespan of damaged cultural assets and re-highlight their value. However, restoration process has been mostly dependent on the manual work involving the experience and skill of a person performing restoration, thereby requiring much time and effort. In recent, it became possible to apply a method allowing restoration to be performed more accurately and easily according to the material characteristics and shape of cultural assets. Namely, it is to use a method of printing out the 3D shape data computed in computer as real object by using 3D printer for the restoration that has been performed manually. The missing part of a cultural asset is computed into computer data first and is printed out by using 3D printer to undergo a simple shaping process. The result of 3D printer application showed that repetitive output and shape and figure revision of digital data were possible, and it was possible to improve the degree of completedness of restoration through test output using various types of restoration materials using various materials. For the purpose of verifying the possibility of applying 3D printer to restore missing part of earthenware, two pieces of modern reproductions, namely, the Seven Treasure Incense Burner and Earthenware with Wagon Wheel Decoration, were artificially damaged. The restoration result showed that compared to manual work, it showed better effectiveness in curtailing work time and reproducing accurate shape. On the other hand, secondary manual work was slightly needed for detailed binding and to vividly express surface texture.

• International Journal of Railway
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• v.1 no.4
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• pp.143-148
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• 2008

This paper is the output of a collaborative European project concerning the barrier free accessibility for disabled persons to regional and long distance trains in Europe. Disabled people represent around 13% of the population in Europe. This is approximately 63 million people. The range of disabilities includes people with reduced mobility including wheel chair users, viewing and hearing impaired people and other forms of impairment. Improving accessibility aims at contributing to the provision of public transport services to all citizens in an equitable way. The purpose of the project was to analyse and to evaluate the existing solutions at selected European railways for all required modules at the entrance (doors, information and safety solutions), to derive a design concept, to develop a mock-up in meeting the needs of rail travellers with the above mentioned impairments and to test it with user groups. The project also aims at deriving components for the determination of standards. The EUPAX Design Mock-up test was performed to verify the advantages of the layout of the train segment including the different modules such as access area (including the access door, gaps between platform and train as well as boarding aid devices), entrance vestibule, information systems inside and outside the train, emergency facilities, toilet with all conveniences and the additional test arrangements regarding push buttons, steps and emergency equipment. For this purpose a questionnaire was developed for the assessment of the EUPAX segment and the additional test arrangements. With the help of this questionnaire it was possible to execute a quantitative and qualitative evaluation. During three test phases 67 experts and handicapped persons from 6 countries have evaluated the Industrial Design mock-up based on this questionnaire. The test group covered persons from North (Denmark) to the South (Italy) and from the West (Spain) to the Middle of Europe (Germany). This is especially important for the generalization (harmonisation) of the results for all European countries. According to COST 335 the information for people with reduced mobility should be clear, concise, accurate and timely. So that all information can be received from persons, they must be transferred on at least two of the three possible ways (acoustical, visual, tactile), a so called "2-sense-principle". Based on the results ergonomic specifications/ solutions for the ergonomic design of the access area, the acoustic, visual and tactile information and the emergency devices including the emergency communication system were developed, related to the benefiting passenger groups.