• Journal of Animal Science and Technology
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• v.54 no.2
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• pp.141-147
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• 2012

The present survey was conducted to provide basic information on Hanwoo calf management. Eight hundred and sixty-two Hanwoo breeding farms from all nine provinces were surveyed via personal interviews. The percentages of farms categorized by herd size were 30.5%, 32.8%, 26.0% and 10.7% for <50 heads, 51-100 heads, 101-200 heads, and >200 heads, respectively. More than 50% of farms offered calf starter at 6-10 days of age, showing that calf starter was offered relatively at an earlier age. Calf starter was replaced every three days by 30.1% of farms. The percentages of farms replacing starter weekly (19.2%) were even higher than those of replacing starter daily (18.8%), suggesting that the frequency of replacing starter needs to be increased to maintain starter freshness and to increase starter intake. About one-third of farms offered forage at 6-10 days of age and 21% of farms offered even at 1-5 days of age although it has been well known that forage does not contain either nutrient density or nutrient profile necessary to stimulate rumen papillae development, especially before weaning. Furthermore, about half of farms used rice straw with calf starter. Water was offered relatively at an earlier age (1-5 days of age) by 55% of farms. Deciding when to wean calves should be based on starter intake rather than age but less than 50% of farms decided weaning age by starter intake. In conclusions, to reduce weaning age of Hanwoo calves by rapid rumen papillae development it is necessary to provide fresh starter and water by increasing frequency of starter replacing and water trough cleaning and not to feed forage before weaning.

• Journal of the Korean Society of Food Science and Nutrition
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• v.38 no.10
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• pp.1362-1372
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• 2009

This study was carried out to broadly profile the dietary pattern of elderly who consumed a higher amount of sodium compared to lesser sodium consumers. Na index 14, an instant food frequency questionnaire (IFFQ) of 40 items characterizing a high amount of sodium and a food frequency questionnaire of 63 food items that were used in nationwide surveys were adopted for the assessment of dietary characteristics of the subjects. The Na index 14 consisted of food items such as kimchi stew, bean paste stew, cooked spinach dish, seaweed soup, fish stew, roasted anchovy, and seasoned vegetables. Also, the survey constructs included nutritional knowledge and anthropometric measurements of the subjects. Out a total of 135 participants, 58 elderly were determined as the high sodium intake group (HSIG) and the other 77 were the control group, via a formerly validated Na index and sodium-associated dietary habits scale (SDH). Dietary habits of "add salt or soy sauce to foods", "drink up the broth of soups and stews", and "brined fishes and vegetables daily" were among the most significant differences between HSIG and control group in SDH assessment. In addition, the HSIG were less likely to have regular meals, adequate amount of meals, and nutritionally balanced meals than the control, with the differences manifesting more in females than males. Additional findings included that the HSIG possessed a poorer nutritional knowledge and obtained much higher scores on the IFFQ. Taken together, the study urges the needs of nutrition education for the elderly who habitually salt their foods and maintain a less desirable dietary style.

• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

• Journal of the Korean earth science society
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• v.21 no.3
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• pp.287-301
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• 2000

In order to investigate the factors and processes affecting the vertical distributions of ozone, we analyzed the ozone profile data measured using ozonesonde from 1995 to 1997 at Pohang city, Korea. In the course of our study, we analyzed temporal and spatial distribution characteristics of ozone at four different heights: surface (100m), troposphere (10km), lower stratosphere (20km), and middle stratosphere (30km). Despite its proximity to a local, but major, industrial complex known as Pohang Iron and Steel Co. (POSCO), the concentrations of surface ozone in the study area were comparable to those typically observed from rural and/or unpolluted area. In addition, the findings of relative enhancement of ozone at this height, especially between spring and summer may be accounted for by the prevalence of photochemical reactions during that period of year. The temporal distribution patterns for both 10 and 20km heights were quite compatible despite large differences in their altitudes with such consistency as spring maxima and summer minima. Explanations for these phenomena may be sought by the mixed effects of various processes including: ozone transport across two heights, photochemical reaction, the formation of inversion layer, and so on. However, the temporal distribution pattern for the middle stratosphere (30km) was rather comparable to that of the surface. We also evaluated total ozone concentration of the study area using Brewer spectrophotometer. The total ozone concentration data were compared with those derived by combining the data representing stratospheric layers via Umkehr method. The results of correlation analysis showed that total ozone is negatively correlated with cloud cover but not with such parameter as UV-B. Based on our study, we conclude that areal characteristics of Pohang which represents a typical coastal area may be quite important in explaining the distribution patterns of ozone not only from surface but also from upper atmosphere.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.31 no.6
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• pp.434-449
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• 2019

In this study, we develop a new cross-shore sediment module which takes the effect of infra-gravity waves of bound mode, and boundary layer streaming on the sediment transport into account besides the well-known asymmetry and under-tow. In doing so, the effect of individual random waves occurring during the unit observation period of 1 hr on sediment transport is also fully taken into account. To demonstrate how the individual random waves would affect the sediment transport, we numerically simulate the non-linear shoaling process of random wavers over the beach of uniform slope. Numerical results show that with the consistent frequency Boussinesq Eq. the application of which is lately extended to surf zone, we could simulate the saw-tooth profile observed without exception over the surf zone, infra-gravity waves of bound mode, and boundary-layer streaming accurately enough. It is also shown that when yearly highest random waves are modeled by the equivalent nonlinear uniform waves, the maximum cross-shore transport rate well exceeds the one where the randomness is fully taken into account as much as three times. Besides, in order to optimize the free parameter K involved in the long-shore sediment module, we carry out the numerical simulation to trace the yearly shoreline change of Mang-Bang beach from 2017.4.26 to 2018.4.20 as well, and proceeds to optimize the K by comparing the traced shoreline change with the measured one. Numerical results show that the optimized K for Mang-Bang beach would be 0.17. With K = 0.17, via yearly grand circulation process comprising severe erosion by consecutively occurring yearly highest waves at the end of October, and gradual recovery over the winter and spring by swell, the advance of shore-line at the northern and southern ends of Mang-Bang beach by 18 m, and the retreat of shore-line by 2.4 m at the middle of Mang-Bang beach can be successfully duplicated in the numerical simulation.

• The Korean Journal of Pesticide Science
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• v.2 no.1
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• pp.46-52
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• 1998

The hydrolysis rate of insecticidal buprofezin(IUPAC : tert-butylimino-3-isopropyl-5-phenylperhydro-1,3,5-thiadiazin-4-one) in the range of pH 2.0 and 12.0 have been examined in 15%(v/v) aqueous dioxane at $45^{\circ}C$. The hydrolysis mechanism of buprofezin is proposed from the pH-effect, solvent effect(${\ell}{\gg}m$), thermodynamic parameter(${\Delta}H^{\neq}$=11.12 $Kcal{\cdot}mol^{-1}$ &, ${\Delta}S^{\neq}=5.0e.u.$), rate equation and hydrolysis product, l-isopropyl-3-phenyl urea. General acid catalyzed hydrolysis and specific acid catalyzed($k_{H3O+}$) hydrolysis through $A-S_{E}2$ and A-2(or $A_{AC}2$) reaction mechanism with orbital-control reaction proceed below pH 8.0 and above pH 9.0, the nucleophilic addition-elimination, $Ad_{N}-E$ mechanism via tetrahedral($sp^{3}$) intermediate is initiation by general base catalyzed($k_{H2O}$) reaction. Buprofezin was more stable in alkaline ($k=10^{-8}sec.^{-1}$) than acid solutions from the sigmoid pH-rate profile. And the half-life($t=\frac{1}{2}$) of hydrolysis reaction in neutral aqueous solution(pH 7.0) at $45^{\circ}C$ was about 3 months.