• Journal of Life Science
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• v.34 no.7
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• pp.453-464
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• 2024

The fermentation of ganjang is known to be greatly influenced by the microbial communities derived from its primary ingredients, meju and sea salt. This study investigated the effects of changes in meju size on the distribution and correlation of microbial communities in ganjang fermentation, to enhance its fermentation process. Ganjang was prepared using whole meju and meju divided into thirds, and samples were collected at 7-day intervals over a period of 28 days for microbial community analysis based on 16S rRNA gene sequencing. At the genus level, during fermentation, ganjang made with whole meju exhibited a dominance of Chromohalobacter (day 7), Pediococcus (day 14), Bacillus (day 21), and Pediococcus (day 28), whereas ganjang made with meju divided into thirds consistently showed a Pediococcus predominance over the 28 days. Beta-diversity analysis of microbial communities in ganjang with different meju sizes revealed significant separation of microbial communities at fermentation days 7 and 14 but not at days 21 and 28 across all experimental groups. The linear discriminant analysis effect size (LEfSe) was determined to identify biomarkers contributing to microbial community differences at days 7 and 14, showing that on day 7, potentially halophilic microbes such as Gammaproteobacteria, Firmicutes, Oceanospirillales, Halomonadaceae, Bacilli, and Chromohalobacter were prominent, whereas on day 14, lactic acid bacteria such as Pediococcus acidilactici, Lactobacillaceae, Pediococcus, Bacilli, Leuconostocaceae, and Weissella were predominant. Furthermore, correlation analysis of microbial communities at the genus and species levels revealed differences in correlation patterns between meju sizes, suggesting that meju size may influence microbial interactions within ganjang.

• Proceedings of the Korea Water Resources Association Conference
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• 2019.05a
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• pp.240-244
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• 2019

본 연구에서는 2차원 수치모형(Nays2DH)을 적용하여 금강 상류에 건설된 세종보를 중심으로 보 개방 후에 홍수량 변화에 의한 하도의 지형변화 과정을 분석하였다. 수치모의를 위한 홍수량은 금남수위표에서 2018년 1월부터 2018년 12월까지 각 시간별 유량을 일반화(normalizing) 하여 하였다. 부정류 홍수량은 2018년 7월의 홍수량 $3,341m^3/s$을 적용하였으며, 부정류의 첨두유량($3,341m^3/s$)이 발생시간은 28시간이고 유출량은 $108.1m^3/s$으로 설정하였다. 수치모의 시간은 120시간으로 설정하여 사주의 발달, 이동, 사주의 형상 및 하도 지형변화를 분석하였다. 첨두유량은 $2,281m^3/s$, 2차 첨두유량은 $3,515m^3/s$, 3차 첨두유량은 $4,259m^3/s$으로 각각 26시간, 107시간, 200시간 동안 발생하는 부정류를 적용하였다. 수치모의 구간은 세종보를 중심으로 상하류 6.5 km 구간을 설정하였으며, 보는 완전히 개방된 것으로 설정하였다. 단일 홍수가 유입될 때 보다, 3개의 홍수가 연속으로 유입될 때에는 보 상류에서 사주의 크기가 크고, 사주의 수가 증가하며, 저수로의 변화가 다양하였다. 흐름이 집중되는 구간에서 하상은 깊게 세굴 되어 하천구조물의 안정과 주의가 필요하다. 그러나 하도의 다양성과 역동성이 크게 개선되는 특성을 보여주었다. 하상의 종방향 특성을 고려할 때, 세종보 하류에서는 하상고가 상승하는 특성을 보여 주었으나, 하상고가 불규칙한 특성을 보여주었다. 이는 단일홍수에 비해하여 하도의 역동성이 큰 것을 의미한다, 사주의 이동속도는 1차 첨두유량일 때 가장 빠르게 나타났지만, 이후 2차 및 3차의 유량이 더 많았지만 사주의 이동속도가 감소하였다. 보를 완전개방 하였을 때는 흐름이 안정화 되어 이동속도 변동폭이 작아졌다.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.1
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• pp.105-122
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• 2022

According to the statistics about the fatal crashes that have occurred on the expressways for the last 5 years, those who died on the shoulders of the road has been as 3 times high as the others who died on the expressways. It suggests that the crashes on the shoulders of the road should be fatal, and that it would be important to prevent the traffic crashes by cracking down on the vehicles intruding the shoulders of the road. Therefore, this study proposed a method to detect a vehicle that violates the shoulder lane by using the Faster R-CNN. The vehicle was detected based on the Faster R-CNN, and an additional reading module was configured to determine whether there was a shoulder violation. For experiments and evaluations, GTAV, a simulation game that can reproduce situations similar to the real world, was used. 1,800 images of training data and 800 evaluation data were processed and generated, and the performance according to the change of the threshold value was measured in ZFNet and VGG16. As a result, the detection rate of ZFNet was 99.2% based on Threshold 0.8 and VGG16 93.9% based on Threshold 0.7, and the average detection speed for each model was 0.0468 seconds for ZFNet and 0.16 seconds for VGG16, so the detection rate of ZFNet was about 7% higher. The speed was also confirmed to be about 3.4 times faster. These results show that even in a relatively uncomplicated network, it is possible to detect a vehicle that violates the shoulder lane at a high speed without pre-processing the input image. It suggests that this algorithm can be used to detect violations of designated lanes if sufficient training datasets based on actual video data are obtained.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.6 no.3
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• pp.57-66
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• 2007

Weaving is defined as the crossing of two or more traffic streams traveling in the same general direction along a significant length of highway without the aid of traffic control devices. Compared with other freeway sections, perturbation is easy to happen at weaving section. Because there are a lot of lane-changing maneuvers at the weaving section, traffic is subject to turbulence in excess of that normally presents on freeway basic section. This turbulence causes operational problems and its impact must be considered. The purpose of this paper is to perform a basic study on flow characteristics by lane, which can be achieved through analyzing breakdown phenomenon in the microscopic approach. The study made use of data derived from the aerial photography for the microscopic analysis. This research produced the 30-second interval data such as flows, speeds, and densities for the macroscopic analysis and derived the vehicular data to draw time-space diagram for the microscopic analysis. The paper analyzed the traffic characteristics using flows, speeds and densities variation and investigated the conditions of breakdown occurrence with the time-space diagrams. The breakdown phenomenon was identified at weaving section and the propagation from free flow to synchronized flow was observed in this study. In the future, the findings help develop the traffic operational algorithm to manage the traffic congestion under ubiquitous circumstance since the conditions of breakdown Phenomenon can be understood more.

• Journal of the Korean earth science society
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• v.42 no.3
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• pp.264-277
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• 2021

This study analyzed the relationship between the total precipitable water vapor in the atmosphere and the moving speed of recent typhoons. This study used ground observation data of air temperature, precipitation, and wind speed from the Korea Meteorological Administration (KMA) as well as total rainfall data and Red-Green-Blue (RGB) composite images from the U.S. Meteorological and Satellite Research Institute and the KMA's Cheollian Satellite 2A (GEO-KOMPSAT-2A). Using the typhoon location and moving speed data provided by the KMA, we compared the moving speeds of typhoon Bavi, Maysak, and Haishen from 2020, typhoon Tapah from 2019, and typhoon Kong-rey from 2018 with the average typhoon speed by latitude. Tapah and Kong-rey moved at average speed with changing latitude, while Bavi and Maysak showed a significant decrease in moving speed between approximately 25°N and 30°N. This is because a water vapor band in the atmosphere in front of these two typhoons induced frontogenesis and prevented their movement. In other words, when the water vapor band generated by the low-level jet causes frontogenesis in front of the moving typhoon, the high pressure area located between the site of frontogenesis and the typhoon develops further, inducing as a blocking effect. Together with the tropical night phenomenon, this slows the typhoon. Bavi and Maysak were accompanied by copious atmospheric water vapor; consequently, a water vapor band along the low-level jet induced frontogenesis. Then, the downdraft of the high pressure between the frontogenesis and the typhoon caused the tropical night phenomenon. Finally, strong winds and heavy rains occurred in succession once the typhoon landed.

• Journal of Korean Society of Forest Science
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• v.85 no.2
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• pp.288-299
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• 1996

This is the basic study to investigate the amount of transpirational water loss in thrifty mature Quercus mongolica stand by the heat pulse method. The differences of heat pulse velocity by direction and depth, differences of heat pulse velocity by dominant, codominant and suppressed trees, diurnal changes of heat pulse velocity due to the change of leaf water potential, vapor pressure deficit and radiation, and sap flow path way in sapwood by dye penetration were measured in stems. Finally the amounts of daily and annual transpiration in stand were calculated by the heat pulse velocity. The results obtained were summarized as follows : 1. Relationship between heat pulse velocity(V) and sap flow rate(SFR) was obtained as a equation of SFR=1.37V. 2. The sap flow rate was high in the order of dominant, codominant, and suppressed trees. The daily heat pulse velocity changed with radiation, temperature and vapor pressure deficit. 3. The heat pulse velocity showed the similar diurnal variation as the leaf water potential change. 4. The heat pulse velocity showed the highest value in May(4.0cm/hr in average), the lowest one in July(2.9cm/hr in average). 5. The heat pulse velocity in the same stem presented the highest value in the northern direction, medium in western, and the lowest in southern and eastern. 6. The heat pulse velocity in stem was highest in 0.5cm, medium in 1.0cm, and lowest in 1.5cm depth from the surface of stem. 7. The sap flow path way in stem showed sectorial straight ascent pattern in four sample trees. 8. The amount of sap flow(SF) was presented as a equation of $SF=1.37A{\cdot}V$(A: the cross-sectional area of sapwood, V: heat pulse velocity), and especially SF was larger in dominant tree than codominant and suppressed trees. 9. The amount of daily transpiration was 5.6ton/ha/day, and its composition ratio was 72% at day and 28% at night. 10. The amount of stand transpiration per month was largest in May(168ton/ha/month), lowest in July(125ton/ha/month). The amount of stand transpiration per year was 839ton/ha/year.

• Journal of Korean Society of Transportation
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• v.23 no.7 s.85
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• pp.17-33
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• 2005

Highway design speed is a very important design element which determines highway design level. When determining highway design speed, one would estimate it utilizing the most likelihood of design speed and vehicle operating speed relationship. Existing operating speed prediction models only include highway geometric characteristics and their impacts on speed, which usually can not consider the impact of highway design speed on surrounding roadway environment and land use pattern. If this happens, excessive highway construction cost and huge environmental impact can occur. In this research project, a new vehicle operating speed prediction model was developed which can reflect the effect of surrounding roadway environment into vehicle speed prediction. The followings are the research findings : Firstly, highway terrain types and land use pattern on national roads were classified and integrated into drivers' visual recognition pattern. This was performed using a data management software. Secondly, the developed highway terrain types and land use pattern were related to vehicle speeds and it was found that there were significant statistical differences among vehicle speed for each different terrain and land use pattern. Thirdly. the General Linear Model analysis was employed to analyze the effects of highway geometric features, terrain types, and land use patterns. For two-lane highway and four-lane highway tested in this research project, it was found that R squares were 0.67 and 0.85, respectively. Additionally an optimal highway design speed range table, based on this research project. was proposed for practical use. This table can be reliably used on South Korean national road design, but discretion is required for applying this table to other types of highways including provincial roads and municipal roads.

• Korean Journal of Poultry Science
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• v.17 no.3
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• pp.141-156
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• 1990

The experiments were conducted to investigate the possibility of improving the effectiveness of the existing method to estimate the edible meat weight in the live broiler chicken. A total of 360 birds, five male and female chicks from each line were sacrificed at Trial 1 (body weight 900-1, 000g), Trial 2 (body weight 1.200-1, 400g), Trial 3(body weight 1, 600-1, 700), and Trial 4(body weight 2, 000g) in order to measure the body weight, edible meat weight of breast, thigh and drumsticks, and various components of body weight. Each line was reared at the Poultry Breeding Farm, Seoul National University from the second of july, 1987 to the thirteenth of September, 1987. The results obtained from this study were summarized as follows ： 1. The average body weights of each line( H. T, M, A) were $2150.5\pm$34.9, $2133.0\pm$26.2, $1960.0\pm$23.1, and $2319.3\pm$27.9, respectively. at 7 weeks of age. The feed to body weight eain ratio for each line chicks was 2.55, 2.13, 2.08, and 2.03, respectively, for 0 to 7 weeks of age. The viability of each line was 99.7. 99.7, 100.0, and 100.0%, respectively, for 0 to 7 weeks of age.01 was noticed that A Line chicks grow significantly heavier than did T, H, M line chic ks from 0 to 7 weeks of age. The regression coefficients of growth curves from each line chicks were bA＝1.015, bH＝0.265, bM＝0.950 and bT＝0.242, respectively. 2. Among the body weight components, the feather. abdominal fat, breast, and thigh and drumsticks increased in their weight percentage as the birds grew older, while neck. head, giblets and inedible viscera decreased. No difference wat apparent in shank, wings and hack. 3. The weight percentages of breast in edible part for each line thicks were 19.2, 19.0, 19.9 and 19.0% at Trial 4, respectively. The weight percentages of thigh and drumsticks in edible part for each line chicks were 23.1, 23.3, 22.8, and 23.0% at Trial 4. respective1y. 4. The values for the percentage meat yield from breast were 77.2. 78.9 73.5 and 74.8% at Trial 4 in H, T, M and A Line chicks. respectively. For thigh and drumstick, the values of 80.3, 78.4. 79.7 and 80.2% were obtained. These data indicate that the percentage meat yield increase as the birds grow older. 5. The correlation coefficients between body weight and blood. head, shanks. breast. thigh-drumstick were high. The degree if correlation between abdominal fat(%) and percentage of edible meat were extremely low at all times, but those between abdominal fat (%) and inedible viscera were significantly high.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.3
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• pp.1131-1142
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• 2013

This study aims to verify the applicability of TRANSIMS (TRansportion ANalysis SIMulation System) in interrupted traffic flow through calibration and validation process based on observation data; such as headway, traffic volume, speed, and travel time from Dalguberl Boulevard in Dae-gu metropolitan city. On this study, several micro-simulation parameters are derived from the calibration and validation process through performing a headway comparison and applying an ID back tracking methodology. As a result, it is figured out that actual circumstances of Korean roadway; for example, traffic volume per lane, speed, and travel time, can be applied on the TRANSIMS. Especially, it was possible to find out the influence of cell size parameter to traffic flow characteristic of simulation. However, it is hard to conclude that TRANSIMS is applicable to Korean roadway environment with studying particular target area. Therefore, additional studies; such as more case studies with various types of road, signal, and land use, will be required to localize TRANSIMS to Korea.

• Journal of Korean Society of Transportation
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• v.20 no.1
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• pp.19-38
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• 2002

To evaluate the effects of transportation system operation, usually measures of effectiveness(MOE) such as travel time, space mean speed, stop/delay ratio have been used. But, energy consumption as well as the existing MOE in transportation receives more attention as an alternative MOE in transportation operation. The purpose of this study is a development of procedure, which could measure the relative energy consumption for each alternative and compare the results. A mesoscopic simulator called INTEGRATION is used to evaluate the operation of high occupancy vehicle lane, signal optimization, lane expansion, and the application of ITS. Among those, the application of ITS shows the greatest effectiveness in energy reduction, and then lane expansion, signal optimization, and the operation of high occupancy vehicle lane in the order named. Because we don't consider the characteristics of vehicle class, Potential demand and the simulation time is just for an hour. it is recommended that a procedure for precise economic analysis and an improvement in methodology are needed in the future for the expanded application of this study.