• International Journal of Highway Engineering
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• v.11 no.3
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• pp.97-109
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• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.

• KSBB Journal
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• v.10 no.5
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• pp.561-567
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• 1995

Using superoxide dismutase (SOD)-deficient mutants of Saccharomyces cerevisiae, the oxygen toxicity induced by paraquat was studied. In aerobic culture condition, yeasts lacking MnSOD (milochondrial SOD) showed more significant growth retardation than CuZnSOD (cytoplasmic SOD)-deficient yeasts. However, not so big differences in growth pattern of those mutants compared with wild type were observed under anaerobic condition. When exposed to paraquat, the growth of yeasts lacking CuZnSOD was severely affected by higher than 0.01mM of paraquat in culture medium. By the analysis of several cellular components ivolved in free radical generating and scavenging system, it was found that, under aerobic condition, the content of lipid peroxides in cell membrane as well as cellular activity of glutathion peroxidase of CuZnSOD-deficient mutants was increased in the presence of paraquat, although significant decrease of catalase activity was observed in those stratns. In MnSOD-deficient yeast, however, increment in cellular activity of glutathion peroxldase and catalase by paraquat was observed without any deterioration of membrane lipid. It implies that the lack of mitochondrial SOD could be compensated by both of glutathion peroxldase and catalase, but that only glutathion peroxidase might act for CuZnSOD in cytoplasm. In contrast, all of SOD-deficient mutants showed a significant decrease in catalase activity, but slight increase in the activities of glutathion peroxidase, when cultivated anaerobically in the medium containing paraquat. Nevertheless, any significant changes of lipid peroxides in cell membranes were not observed during anaerobic cultivation of SOD-deficient mutants. It suggests that a little amount of free radicals generated by paraquat under anaerobic condition could be sufficiently overcome by glutathion peroxidase but not by catalase.

• International Journal of Highway Engineering
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• v.11 no.4
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• pp.69-78
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• 2009

Korea has achieved significant economic growth with building the Gyeongbu Expressway. As the number of new road construction projects has decreased, it becomes more important to maintain optimal status of the current road networks. One of the best ways to accomplish it is weight enforcement as active control measure of traffic load. This study is to develop High-speed Weigh-in-motion System in order to enhance efficiency of weight enforcement, and to analyze patterns of overloaded trucks on highways through the system. Furthermore, it is to review possibilities of developing overweight control system with application of the HS-WIM system. The HS-WIM system developed by this study consists of two sets of an axle load sensor, a loop sensor and a wandering sensor on each lane. A wandering sensor detects whether a travelling vehicle is off the lane or not with the function of checking the location of tire imprint. The sensor of the WIM system has better function of classifying types of vehicles than other existing systems by detecting wheel distance and tire type such as single or dual tire. As a result, its measurement errors regarding 12 types of vehicle classification are very low, which is an advantage of the sensor. The verification tests of the system under all conditions showed that the mean measurement errors of axle weight and gross axle weight were within 15 percent and 7 percent respectively. According to the WIM rate standard of the COST-323, the WIM system of this study is ranked at B(10). It means the system is appropriate for the purpose of design, maintenance and valuation of road infrastructure. The WIM system in testing a 5-axle cargo truck, the most frequently overloaded vehicle among 12 types of vehicles, is ranked at A(5) which means the system is available to control overloaded vehicles. In this case, the measurement errors of axle load and gross axle load were within 8 percent and 5 percent respectively. Weight analysis of all types of vehicles on highways showed that the most frequently overloaded vehicles were type 5, 6, 7 and 12 among 12 vehicle types. As a result, it is necessary to use more effective overweight enforcement system for vehicles which are seriously overloaded due to their lift axles. Traffic volume data depending upon vehicle types is basic information for road design and construction, maintenance, analysis of traffic flow, road policies as well as research.

• Korean Journal of Heritage: History & Science
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• v.36
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• pp.5-38
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• 2003

The history of Baekje Kingdom, one of the Three kingdoms, is divided into three periods to the change of sociopolitical center, including its capital as follows: Hanseong Period (18 BC ~ AD 475), Ungjin Period (AD 475~538), and Sabi Period (AD 538~660). Though the Hanseong Period of Baekje Kingdom covers more than two thirds of the whole history of Baekje Kingdom (493 years), history and archaeological culture of the Hanseong Period is still unclear and even ambiguous comparing to the Ungjin and Sabi periods. Most of all, it is because of quite limited historical records and archaeological data available. In addition, negative attitude of the Korean academic circles to the early records of Samguksaki(三國史記) has been a critical obstacle to the study of early history of the Three kingdoms, including the Hanseong Period of Baekje kingdom. Author, who has attempted to combine historical records and archaeological data in order to reconstruct the history and archaeological culture of the early Baekje, specifically the Hanseong Period, has held positive attitude to the early records of the Samguksaki as far as possible. He(Author) came to realize that comprehensive understanding of Mahan (馬韓) society, one of the Three Han (三韓) Society was more than essential in the study of Baekje. According to historical records and archaeological data, Mahan Society represented by Mojiguk(目支國) ruled by King Jin(辰王) has been located in the middle and/or southwestern parts of the Korean peninsula from the 3rd~2nd century BC through the end of the 5th century or early 6th century AD. Mahan already occupied central portion of the Korean Peninsula, including the Han River Valley when King Onjo(溫祖王) first set up the capital of Baekje Kingdom at Wiryeseong (慰 禮城) considered to be modern Jungrang~Songpa-gu area of Han River Valley. From the beginning of the Baekje history, there had been quite close interrelationships between Baekje and Mahan, and the interrelationships had lasted for around 500 years. In other words, it is impossible to attempt to understand and study Hanseong period of Baekje, without considering the historical and archaeological identity of Mahan. According to the Samguksaki, Baekje moved its capital three times during the Hanseong Period (18 BC ~ AD 475) within the Han River Valley as follows: Wiryeseong at Jungrang-gu area of the Han River (河北慰禮城, 18 ~ 5 BC), Wiryeseong at Songpa-gu area of the Han River(河南慰禮城, 5 BC ~ AD 371), Hansan at Iseongsan fortress site(Historical site No. 422, 漢山, AD 371~391), and Hanseong at Chungung-dong of Hanam city(漢城, AD 391~475). Before 1990s, archaeological data of the Hanseong Period was quite limited, and archaeological culture of Mahan was not well defined. Only a few burial and fortress sites were reported to be archaeological remains of the early Baekje, and a few settlement and jar burial sites were assumed to be those of Mahan without clear definition of the Mahan Culture. Since 1990s, fortunately, a number of new archaeological sites of Hanseong Baekje and Mahan have been reported and investigated. Thanks to the new discoveries, there has been significant progress in the study of early Baekje and Mahan. In particular, a number of excavations of Pungnap-dong Fortress site(Historical site NO. 11, 1996~2003), considered to be the Wiryeseong at south of the Han River, the second capital of the Hanseong Baekje, provided critical archaeological evidence in the study of Hanseong Period of Baekje. Since the end of the 1990s, a number of sites have been reported in Gyeonggi, Chungcheong, and Jeolla provinces, as well. From these sites, archaeological features and artifacts representing distinctive cultural tradition of Mahan have been identified such as unstamped fortresses, pit houses cut into the rock, houses with lifted floor(掘立柱 건물), and potteries decorated with toothed wheel and bird's footprint designs. These cultural traditions reflected in the archaeological remains played a critical role to define and understand archaeological identity of the Mahan society. Moreover, archaeological data from these new sites reported in the middle and southwestern parts of the Korean Peninsular made it possible to postulate a hypothesis that the history of Mahan could be divided into three periods to the change of its sociopolitical center in relation with the Baekje Kingdom's political Situation as follows: Cheonan (天安) Period, Iksan(益山) Period, and Naju(羅州) Period. The change of Mahan's sociopolitical center is closely related to the sociopolitical expansion of the Hanseong Baekje.

• Korean Journal of Agricultural Science
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• v.5 no.2
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• pp.149-157
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• 1978

This study was carried out to obtain basic data for the type selection of furrow openers for the no-tillage soybean planter trailed by the two-wheel tractor from the standpoint of minimum draft and good performance of furrowing. For this study, two models of furrow opener, hoe and disc type, were tested on the artificial soil stuffed in the moving soil bin. The results obtained were as follows. In the case of disc furrow opener, the drafts were measured according to various diameters of discs under the condition of disc angle $8^{\circ}$ and $16^{\circ}$, working depth 3cm and 6cm, working speed 2.75cm/sec. Minimum draft appeared when the diameter of disc was about 28cm and the drafts increased as the diameter of discs became larger or smaller than this diameter. Specific draft showed almost same tendencies as above but showed the minimum when the diameter was about 30cm. For the purpose of controlling the seeding depth, the relationships between draft and working depths, 3cm and 6cm, were tested. The variations of draft concerning the various working depths showed linear changes and were affected in higher degree by depths than other factors. There were general tendencies at both working depths, 3cm and 6cm, that total draft showed the minimum with the disc diameter of about 28cm and specific draft showed it with the disc diameter of about 30cm regardless of disc angle and working speed. For the purpose of controlling the working width and speed, the relationships among drafts, disc angle and working speed were investigated and there were general tendencies that the draft increased as the angle and speed were increased and the draft was affected more by speed than by angle. To compare the hoe-type with disc-type opener, the specific drafts of hoe openers were compared with those of disc opener of $16^{\circ}$ angle and 30cm diameter. The specific draft of disc-type opener with the diameter of 30cm was $0.35{\sim}0.5kg/cm^2$, while $0.71{\sim}1.02kg/cm^2$ in the case of hoe type with the lift angle of $20^{\circ}$ which is 2 times as much as that of disc type in average value. And the furrows opened by disc openers were cleaner than those opened by hoe openers.

• Journal of Biosystems Engineering
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• v.6 no.2
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• pp.20-32
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• 1982

This survey was conducted to investigate the present status of farm tractor utilization for obtaining a basic reference to the establishment of the government's agricultural mechanization strategies. Thirty two counties from the eight provinces except Jeju were covered in this study. From these selected areas, 433 sample farms having farm tractor were taken to obtain the general informations by the enquete, and 93 sample farms among them to investigate the status of daily tractor use in the year of 1980. The analyzed results are summarized as follows: 1. Farm tractors owned by the rice-oriented farms holds 71.5 percent of the total number of tractors the livestock-oriented farms 17.0 percent, and the orchard-oriented farms 7.0 percent. Among the farm tractors 64.3 percent was a large size (46ps) and 35.7 percent a small size(19~23ps). 2. Most of the tractors surveyed were equipped with the essential attachments such as plow and rotavator. About 18 percent of the tractor owners had no trailer, which seemed too high considering the large percentage of tractor use for transportation. The availability of other attachments was very low except a grader on the rice-oriented farms and a hay harvester and a front loader on the livestock-oriented farms. 3. The average size of farm was 3.9 hectare for the rice-oriented farms, 13.9 hectare for the livestock-oriented farms and 7.4 hectare for the orchard-oriented farms. It was obious that the average farm size of was too small compared to the theoretical machine capacity of the tractors. 4. About 70 percent of the tractor operators were in the age of twenties and thirties. About 90 percent of them had an educational level of middle school graduate or above even though their technical level was very low. 5. Any particular problem in tractor use was not found in this survey. From the farmer's preference for purchasing a new tractor, however, it is estimated the demand on a 20-30ps tractor will be more increased. 6. The average annual use of tractor was of about 100 days or 400 hours. It appeared that the rice-oriented farms used most with 412.4 hours per year, and followed by the livestock-oriented farms with 403.6 hours, the orchard oriented farms with 377.7 hours. 7. Among the total hours of tractor use, 47.3 percent was for transportation, and 41.6 percent was for plowing and rotary tillage. The largest portion of the annual tractor use was taken by transportation on the livestock-oriented farms, by land preperation on the rice-oriented farms, and by loading and chemical spraying on the orchard-oriented farms. 8. The hours of tractor use had a peak in May. The hours of use for own farm was remarkably different among the different farm oriented, but there was no considerable difference between the too different sizes of tractor. 9. The hours of tractor use decreased as the age of the operator or the educational level increased. The reason might be that the operators who had a high educational level or were older had a tendency of disliking custom works. 10. The average custom use of tractor was 171.3 hours per year, and the ratio of custom work was 63.7 percent on the rice-oriented farms, 31.7 percent on the livestock-oriented farms and 22.4 percent on the orchard-oriented farms. Among the custom works, the most popular one was the grader leveling. 11. The charge on custom work was about 40,000 Won per hectare for plowing and rotary tillage, and it was the most expensive in the southeastern region, and next followed by the southwestern region. 12. The average plowing capacity of the small tractor was 7.8 hours per hectare in the paddy field, and that of the large tractors was 4.3 hours per hectare. The average rotary-tilling capacities of the small and the large tractors were 6.5 and 4.3 hours per hectare, in the paddy field respectively.