• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.23 no.3
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• pp.173-181
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• 2017

This study was conducted to investigate the packaging characteristics including pack sources and pack components of processed foods in Korea. For the survey, 704 food package samples were selected based on the consumption of top 10 brackets in each food item. They were consisted of 1,245 packaging components. Seven specific items were firstly investigated including product name, capacity of the food, package component, package source, food contact area, food contact ratio, and package thickness. The processed foods in Korea can be classified into 16 pack sources and 21 pack components, respectively. By using this information, the data were analyzed specifically. The collected data were analyzed in 8 major categories: frequency of use by pack components and pack sources, pack components by the products, pack sources by the products and pack components, pack thickness/food contact ratio by the products, food contact ratio by pack components and pack sources. Consequently, this survey will provide various information of the packaging characteristics of processed foods in Korea.

• International Journal of Highway Engineering
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• v.14 no.3
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• pp.25-32
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• 2012

The thickness of anti-freezing layer has been empirically determined using the frost depth obtained from the freezing index and has not been generally considered as a structural layer in pavement design procedure. In fact, the anti-freezing layer makes a role in structural layer and enables to reduce the total thickness of pavement system. The objective of this study is to develop the statistical regression model for evaluating the structural capacity of anti-freezing layer using Falling Weight Deflectormeter(FWD) test data in asphalt pavements. The FWD testing was conducted at the embankment, cutting, and boundary area of various test sections to estimate the structural capacity of anti-freezing layer in different foundation condition. It is observed from this testing that the center deflections of pavement structure with anti-freezing layer are smaller than those without anti-freezing layer ranging from 0.4 to 82.6%. To determine the variables of statistical model, the correlation study has been conducted between various FWD deflection indexes and the anti-freezing layer thickness. It is found that the ${\Delta}BDI$(%)(${\Delta}Basin$ Damage Index(%)) is highly correlated with anti-freezing layer thickness. The ${\Delta}BDI$(%) model were developed for evaluating structural capacity of anti-freezing layer using linear mixed-effect models.

• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.25 no.1
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• pp.11-16
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• 2019

This study analyzed various packaging materials and types for frozen foods and the effects of packaging materials on temperature changes during frozen process. Pouches with different film thickness were prepared and placed in an IQF freezer, then the temperature inside pouches measured using a deep thermometer. The most common types of primary packaging for frozen foods in the market was plastic pouches with polyethylene or polyamide/polyethylene multilayer materials. The temperature change inside of packaging was delayed with film thickness increased. As the size of packaged food increased, the temperature change inside the food was slowed down. In addition, the pouches with air inside took more time to reach $-30^{\circ}C$ compared to pouches with less air during frozen process. This study provides information on packaging materials and types for frozen foods and preliminary data of temperature change by different types of packaging.

• 한국도로학회:학술대회논문집
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• 1999.11a
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• pp.45-50
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• 1999

• Journal of the Society of Disaster Information
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• v.16 no.3
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• pp.449-457
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• 2020

Purpose: The Seoul Metropolitan Government classifies the cavity risks into emergency, priority, general, and observation grades in consideration of the cavity size, asphalt pavement thickness, and pavement depth based on the cavity management grade criteria of Seoul. In this study, the depth of cracking was measured at 17 cracks identified by checking the pavement condition of the cavity at 265 cavities found in the 2019 cavity investigation service. Method: In the first phase, crack width and depth were measured using a vernier caliper, taper gauge, and depth gauge to check the cracks of the identified cavities. In the second phase, the location of the largest crack in the upper road surface was confirmed, and A.C. was drilled to further measure the crack depth. Results: As a result, the cavity management level was raised in nine of the 17 test cavity identified. Therefore, in case of emergency and priority recovery, the grade should be adjusted according to the depth of pavement crack and the thickness of residual A.C. pavement. Conclusion: In the case of cracks in the upper part of the cavity, the crack progression must be determined through the perforation and the remaining asphalt concrete thickness must be determined to determine the cavity grade.

• Proceedings of the Korea Water Resources Association Conference
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• 2016.05a
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• pp.166-166
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• 2016

국내에서는 기후변화로 인해 집중호우 및 태풍 발생이 증가하고 있으며, 이는 자연재해의 발생뿐만 아니라 차량 및 항공 운항의 어려움을 야기한다. 차량 및 항공 운항의 안정성 확보를 위해서는 노면의 마찰저항을 유지하는 것이 중요한데, 강수로 인해 형성되는 수막두께는 노면의 마찰저항을 감소시키므로 포장설계시 고려해야 할 주요소이다. 특히, 물적/인적 이동이 많은 공항은 기상조건에 더욱 취약하며, 기후변화로 인한 강수특성 변화로 활주로의 수막두께 증가 및 운항의 차질이 우려되고 있다. 따라서 본 연구에서는 과거 및 미래 강우조건에 따라 활주로 노면의 수막두께를 산정하고, 기후변화에 따른 수막두께의 변화를 평가하고자 한다. 과거 관측 및 기후변화 시나리오를 이용하여 강우자료를 생산하였고, 이를 강우-유출 모형의 강우 입력 자료로 활용하였다. 과거 강우자료는 인천지점의 기상청 관측자료를 수집하였으며, AR5 RCP 시나리오(RCP4.5, RCP8.5) 기반의 적정 GCMs 결과를 활용하여 미래 강우시나리오를 산정하였다. 강우의 재현기간 및 지속시간에 따른 수막두께의 변화를 분석하기 위해 인천지역의 과거 및 미래 확률강우량을 산정하였다. 수막두께를 산정하기 위해 활주로 폭, 경사 등 활주로 제원을 수집하고, 유출 모형의 입력자료를 구축하였다. 과거 및 미래 확률강우량을 SWMM 모형에 적용하여 유출량을 산정하였으며, 유속과 흐름폭으로 나누어 활주로의 수막두께를 산정하였다. 산정결과, 강우량이 증가함에 따라 수막두께는 증가하고, 강우의 지속시간이 증가함에 따라서는 감소하는 것으로 분석되었다. 미래의 경우, 기후변화의 영향에 따라 강수량이 증가하여 수막두께가 과거에 비해 증가하였다.

• KOREAN JOURNAL OF PACKAGING SCIENCE & TECHNOLOGY
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• v.8 no.1
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• pp.15-22
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• 2002

We received 2 types flexible packaging films from two companies that laminated PET $16{\mu}m/dry$ lamination/aluminium foil $7{\mu}m/dry$ lamination/CPP $80{\mu}m$ films. For the reason of hot sealing's trouble through filling process, We separated each layer and compared thicks, film types and tested IR, DSC and sensory test. At the result, one sample's thick is different but film types is same between samples. Optimum hot-sealing conditions between two samples is $195^{\circ}C\;and\;210^{\circ}C$. The difference is $15^{\circ}C$. According to test of direct filling packaging process by four face fluid filling machine, two sample's sealing strength of hot-sealing is $4.76kg/cm2/15mm$(sample of optimum hot-sealing condition is $195^{\circ}C$) and $3.84kg/cm2/15mm(210^{\circ}C)$.

• Journal of the Korean Society of Food Science and Nutrition
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• v.31 no.4
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• pp.621-628
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• 2002

Effect of the thickness of packaging film on the ripening of mature-green mume (Prunus mume Sieb. et Zucc) fruit was investigated by measuring physicochemical changes of the fruit during storage. Fruits were packaged using low density polyethylene (LDPE) films with thicknesses of 20, 30, and 40$\mu$m and stored at the room temperature. The physicochemical properties such as contents of various pectic substances, molecular weight distribution of soluble pectic substances, and surface image of the fruit were determined during storage of 8 days. In general, regardless of the thickness of the films applied, a content of water-soluble pectin (WSP) in the fruit was increased during storage, but both contents of HCI- soluble pectin (HSP), and Ca and Mg in total alcohol-insoluble solids were decreased. Sephacryl S-300 gel filtration study revealed that fractions of high molecular weight HSP and WSP decomposed into lower molecular weight pectins during storage. The scanning electronic microscope also identified a significant structural change of the fruit skin over the storage time. It could be concluded from the results that fruits packaged with LDPE 30${\mu}{\textrm}{m}$ film maintained the highest physicochemical quality of green mume fruit during storage.

• Journal of Korean Society of Transportation
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• v.6 no.2
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• pp.21-33
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• 1988

부적정한 도로포장 구조물의 설정 및 유지보수의 적정관리 미흡으로 표면의 피해와 소성변형이 장기간 발생된다. 이로 인한 가요성 통제 구조물의 파괴 원인은 일반적으로 포 장재료의 동질성, 선형탄성 상태의 가정 하에서 분석되었다. 그러나 아스팔트 재료의 특성은 엄밀히 분석해서 완전한 선형탄성이라고는 볼 수 없음은 잘 알려져 있다. 따라서 근본적으 로 포장체의 수명과 파양 예측에 오류 발생가능성이 높다 하겠다. 금번 연구는 이와 같은 종전의 경험적인 선형탄성 방법이 아닌 탄성일소성 상태하의 격자(mechano-lattice) 이론이란 새로운 기법을 도입하였다. 특히 마이너(Miner's Law) 이론의 누적손실과 확률을 적용하여 포장체의 피노수명과 손실을 예측할 수 있다. 금번 이론은 실제로 호주 빅토리아주의 멜보른(Melbourne)시 일부 지역구간을 모형으 로 선정되었다. 분석결과 가장 최적화된 도로포장 각층의 두께와 재료 선정을 하기 위하여 일정기간의 교통량, 상대적 손실지수와 잔여응력 및 표면 변위, 대기온도 그리고 습도의 영 향을 종합적으로 고려하여야 한다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.3D
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• pp.421-431
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• 2011

In this paper, actual bridges constructed with SMA (Stone Mastic Asphalt) deck pavement and virtual bridges substituted the deck pavement with polymer concrete under the same conditions were statically analyzed to investigate applicability of the thin polymer concrete bridge deck pavements. PSC (prestressed Concrete) girder bridge, steel box girder bridge, PSC box girder bridge, and RC (Reinforced Concrete) rahmen bridge constructed with the SMA deck pavement were analyzed and compared to evaluate various types of the bridge. The bridge deck and pavement were assumed to be fully bonded and the stress and deformation during the construction were ignored while those due to pavement weight and vehicle loading were analyzed. According to the analysis results, the stress and deformation of the bridges using the polymer concrete due to the pavement weight were smaller than those using the SMA because of smaller self weight due to lighter unit weight and thinner thickness of the pavement. The stress and deformation of the bridges using the polymer concrete due to the vehicle loading were larger than those using the SMA because of the smaller area moment of inertia due to the thinner pavement thickness. In case that the pavement weight and vehicle loading applied simultaneously, the stress and deformation of the bridges using the polymer concrete were smaller because effect of self weight reduction was more dominant. Investigation of performance of the bridge deck pavement and analysis of economical efficiency are warranted.