시화 간척지에서 월동 사료작물의 초종 및 품종에 따른 생육특성 및 생산성 (Agronomic Characteristics and Productivity of Winter Forage Crop in Sihwa Reclaimed Field)
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- 한국초지조사료학회지
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- 제40권1호
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- pp.19-28
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- 2020
본 시험은 간척지에서의 월동 사료작물의 초종 및 품종에 따른 생육특성 및 생산성을 비교하기 위하여 수행하였다. 본 시험에 이용된 월동 사료작물은 국립식량과학원에서 육성한 품종을 대상으로 실시하였다. 귀리(삼한, 조풍, 태한, 다경 및 하이어리), 청보리(영양, 유연, 유진, 다청 및 연호), 호밀(곡우, 조그린 및 대곡그린) 그리고 트리티케일(신영, 세영, 조영, 신성, 민풍 및 광영)에 대하여 2018년 가을에 경기도 화성에 위치한 시화지구 간척지에 파종하여 각각의 표준 재배법을 이용하여 재배하였으며 2019년 5월에 수확을 하였다. 출현율은 호밀이 가장 낮았으며(84.4%), 청보리, 귀리 및 트리티케일은 비숫한 수준(92.8~98.8%)을 보였다. 분얼수에 있어서는 트리티케일이 가장 적었으며(416 tiller/㎡) 귀리가 가장 많았다(603 tiller/㎡). 출수기에 있어는 호밀이 가장 빠랐고(4월 21일) 트리티케일이 4월 26일이었으며 귀리와 청보리는 5월 초순(5월 2일 및 5월 5일)으로 늦은 편이었다. 초장은 호밀이 가장 컷으며(95.6 cm) 트리티케일과 청보리는 비숫하였고(76.3 및 68. cm) 귀리가 가장 작았다(54.2 cm). 건물함량은 호밀이 평균 46.04%로 가장 높았으며 나머지 초종은 35.09~37.54%로 비슷한 수준이었다. 생산성에 있어서는 초종 및 품종 간 차이가 많았는데 초종별로는 청보리의 건물수량이 가장 높았고(4,344 kg/ha) 귀리는 비숫한 수준이었으며 호밀과 트리티케일은 가장 낮은 수치를 나타내었다. 품종에 있어서도 귀리는 다경 및 하이어리가 높았으며(4,283 및 5,490 kg/ha) 청보리는 연호, 유진 및 다청 품종(4,888, 5,433 및 5,582 kg/ha)이 높은 수량을 보였다. 사료가치에 있어서 귀리의 조단백질 함량(6.58 %)이 가장 높은 경향을 보였으며 TDN 함량(63.61 %)도 다른 초종에 비해 높았다. RFV에 있어서는 귀리가 평균 119로 높게 나타났으며 다른 3개 초종은 평균 92~105로 비슷한 수준이었다. 천립중은 트리티케일이 가장 높았으며(43.03 g) 호밀(31.61 g)이 가장 낮았다. 염농도에 따른 발아율 평가에 있어서 0.2~0.4%까지는 발아율이 80% 정도를 유지하였고 그 이상에서는 현저하게 낮아졌다. 발아율과 염농도간의 상관계수는 귀리와 보리가 -0.91 및 -0.92로 높았으며 호밀은 -0.66로 가장 낮았다. 이상의 결과를 종합하여 볼 때 간척지에서는 청보리와 귀리가 우수한 생산성을 보였으,며 품종간에도 적응성이 달라 간척지에서 사료작물을 재배할때는 적응성이 높은 초종과 품종의 선택이 권장되었다.
본도(本稻)에 심층추비(深層追肥)를 하여 초기무효분벽(初期無效分蘗)을 억제(抑制)하고 유효경비율(有效莖比率)을 높여 생육후기(生育後期)까지 지속적(持續的)인 질소공급(窒素供給)으로 수량증수(收量增收)를 위하여 품종(品種)은 동일(統一)과 진흥(振興), 토양(土壤)은 식양토(埴壤土)와 사양토(砂壤土), 배수조건(排水條件)은 무배수(無排水) 배수(排水)로 구분(區分)하여 질소질비료(窒素質肥料)를 표준시비(표층추비)標準施肥(表層追肥)와 대비(對比)하여 추비비율(追肥比率)을 50%액비(液肥), 50%단자비(團子肥) 80%단자비(團子肥)로 하여 출수(出穗) 35일전(日前) 12cm의 토양(土壤)깊이로 심층추비(深層追肥)하여 얻은 결과(結果)를 요약(要約)하면 다음과 같다. 1. 가) 생육시기별(生育時期別) 경수변화(莖數變化)를 보면 진흥(振興)은 표층추비(表層追肥)에서 경수(莖數)가 급격(急激)히 증가(增加)하다가 감소경향(減少傾向)도 심(甚)하여 유효경비율(有效經比率)이 낮으며 심층추비(深層追肥)에서는 경수(莖數)의 증감(增減)이 완만(緩慢)하여 유효경비율(有效經比率)이 현저(顯著)하게 높았다 나) 통일(統一)에서는 진흥(振興)처럼 표층추비(表層追肥)와 심층추비간(深層追肥間)의 경수증감(莖數增減)의 폭(幅)이 크지않으나 80%단자심층추비(團子深層追肥)는 유효경비율(有效經比率)이
본 연구는 서울 지역에 거주하는 일부 여대생을 대상으로 식생활 평가를 기준으로 두 그룹으로 분류하여 식생활 습관, 신체 발달, 건강습관 및 혈액 인자를 비교하여 건강상 문제를 일으킬 수 있는 원인을 찾아내어 문제점을 해결할 수 있는 방안을 제시하고자 실시하였다. 전체 조사 대상자의 신장과 체중의 평균값은 각각
갈색 침전물의 생성은 우리나라 지하수의 개발 및 공급에 있어 흔히 발생하는 문제 중의 하나인데, 이에 따라 색도, 맛, 탁도 및 용존 철 함량 등의 항목에 있어 먹는 물 수질 기준을 초과하게 되고, 물 공급 시스템에 스케일링의 문제를 야기하게 된다. 경기도 파주 지역 지하수의 경우에도 양수 후 몇 시간 내에 갈색 침전물이 형성되어 수질을 악화시키고 있다. 본 연구에서는 지하수의 탁도를 유발하는 원인과 지화학적 반응 경로를 이해하고자, 평형열역학 및 반응속도론적 접근을 통하여 갈색 침전물의 형성과정을 파악하였다. 본 연구결과는 침전물의 형성을 최소화하기 위한 적정 양수 기법은 물론 수질 향상을 위한 최적 수처리 기법을 설계하는데 있어 중요한 자료로 활용될 것이다. 파주 지역의 암반 지하수는 물/암석(편마암)반응에 의해 Ca-
톱밥을 보드에 활용(活用)하기 위한 방안(方案)으로서, 톱밥자체의 약(弱)한 결집력(結集力)과 치수불량성(不良性)을 개선(改善)하기 위하여 비(非) 목질계(木質系) 재료(材料)인 폴리프로필렌 사(絲)칩과 배향사(配向絲)를 혼합(混合) 결체(結締)함에 다른 보드의 기초성질(基礎性質)로서 물리적(物理的) 기계적(機械的) 성질(性質)을 고찰(考察)하였는 바, 현재(現在) 제재용(製材用)으로 많이 이용(利用)되고 있는 나왕재(羅王材)(white meranti)의 톱밥에 개질재료(改質材料)로서 비(非) 목질(木質) 계(系) 플라스틱 물질(物質)인 폴리프로필렌 사(絲)를 칩상(狀) 또는 배향사(配向絲)의 형태(形態)로 조제(調製)하여 일반(一般) 성형법(成型法)을 적용(適用)함으로써 톱밥과 결체(結締) 구성(構成)한 톱밥보드를 제조(製造)하였다. 12 및 15%로 하여 구성(構成)하였다. 배향사(配向絲)는 보드폭방향(幅方向)으로 0.5, 1.0 및 1.5cm의 일정(一定)한 간격(間隔)으로 배열(配列)하였다. 위의 조건(條件)에 의(依)해 단(單) 2 3층(層)으로 각기(各己) 구분(區分)제조된 사(絲)칩 또는 배향사(配向絲) 구성(構成) 톱밥보드의 물리적(物理的) 및 기계적(機械的) 성질(性質)을 구명(究明)하였는 바, 그 주요(主要)한 결론(結論)을 요약(要約)하면 다음과 같다. 1. 사(絲)칩 혼합(混合) 단층구성(單層構成)보드의 두께 팽창율(膨脹率)은 톱잡대조(對照)보드의 팽창율보다 모두 낮았다. 사(絲)칩 함량(含量)을 증가(增加) 시킴에 따라서 두께 팽창율은 점차(漸次) 감소(減少)하는 경향이 뚜렷하였다. 한편, 2층구성(層構成)보드는 단층(單層) 구성(構成)보드보다 높은 팽창율을 나타냈으나 대부분이 톱밥대조(對照)보드 보다 팽창율이 낮았다. 3층(層)으로 사(絲)칩구성(構成)한 보드는 톱밥대조(對照)보드보다도 모두 낮은 두께 팽창율을 나타냈다. 2. 사(絲)칩 배향사(配向絲) 구성(構成)보드의 두께 팽창율은 0.5cm 배향간격에서 사(絲)칩함량(含量) 12%와 15%의 길이 1.0cm와 1.5cm로 구성함으로써 단층(單層) 및 3층구성(層構成)보드의 최저치(最低値)보다 더 낮았다. 3. 단층구성(單層構成)보드의 휨강도는 비중(比重) 0.51 구성(構成)보드의 경우 사(絲)칩함량(含量) 3%에서 톱밥대조)對照)보드보다 높은 강도를 나타냈으나, KS F 3104 의 파티클보드 100타입 기준(基準) 값인 80 kgf/
본 연구는 서울시에 거주하는 남자 중 고생을 대상으로 흡연과 음주 현황을 조사하여 흡연 유무에 따라 비흡연군 (199명), 흡연군(11명), 흡연 음주군(52명)으로 분류하였으며, 설문을 통해 흡연과 음주습관, 식생활 관련사항 및 영양섭취상태 등을 조사하여 흡연과 음주습관이 식생활 습관, 영양소 섭취상태 및 건강상태에 어떠한 영향을 미치는지를 조사하였다. 전체 조사대상자의 신장 및 체중은 각각
The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70
The wall shear stress in the vicinity of end-to end anastomoses under steady flow conditions was measured using a flush-mounted hot-film anemometer(FMHFA) probe. The experimental measurements were in good agreement with numerical results except in flow with low Reynolds numbers. The wall shear stress increased proximal to the anastomosis in flow from the Penrose tubing (simulating an artery) to the PTFE: graft. In flow from the PTFE graft to the Penrose tubing, low wall shear stress was observed distal to the anastomosis. Abnormal distributions of wall shear stress in the vicinity of the anastomosis, resulting from the compliance mismatch between the graft and the host artery, might be an important factor of ANFH formation and the graft failure. The present study suggests a correlation between regions of the low wall shear stress and the development of anastomotic neointimal fibrous hyperplasia(ANPH) in end-to-end anastomoses. 30523 T00401030523 ^x Air pressure decay(APD) rate and ultrafiltration rate(UFR) tests were performed on new and saline rinsed dialyzers as well as those roused in patients several times. C-DAK 4000 (Cordis Dow) and CF IS-11 (Baxter Travenol) reused dialyzers obtained from the dialysis clinic were used in the present study. The new dialyzers exhibited a relatively flat APD, whereas saline rinsed and reused dialyzers showed considerable amount of decay. C-DAH dialyzers had a larger APD(11.70