• Proceedings of the Korean Institute Of Construction Engineering and Management
• /
• 2004.11a
• /
• pp.250-255
• /
• 2004

To analyze delay, Seoul - Daegu line of Korea High Speed Railway was divided into three sections and analyzed independently by the business characteristics. The analysis on the project delay reasons was performed on macro and micro scales. This analytic method was named as 'Macro-Micro Delay Analysis Method (MMDAM)'. The macro scale analysis has three approaches, which are (1) scheduling, (3) structural characteristic, (3) and responsibility of project administrative works. Micro analysis also has three, methodologies which are (1) As Planned Method, (2) As Built method, (3) Modified Time Impact Analysis for analyzing the most influential section which the largest delay occurred. Using elicited project delay reasons from above analysis, the questionnaire was carried out for analyzing the influence of project delay reason. The reasons of the delay were driven from two different aspects (1) structural characteristic and (2) responsibility of the people involved in the project. The reasons that were identified from aforementioned three sections are the factors of the delay of the large-scale government driven projects. Finally, the author suggested the methodology of identifying the project delaying factors. The author also analyzed delay reasons in both the overseas and domestic cases of high rapid railway construction and has elicited some benchmarks for the future projects.

• Journal of Preventive Medicine and Public Health
• /
• v.25 no.2 s.38
• /
• pp.141-147
• /
• 1992

This study was carried out not only to determine blood alcohol levels by time but also to examine the changes of working ability and reaction speed after ingestion of alcohol. Fifteen healthy students aged from 21 to 27 volunteered as subjects for this study, Liguor (Sojoo) in concentration of 25% ethyl alcohol was administrated with the amount of 1ml of ethyl alcohol per kg of body weight to the subjects. The concentration of alcohol in the blood were determined by the 'Alcohol Sensor 100' at 5, 30, 60 and 90 minutes after the administration of alcohol. Also, the choice reactiontest, the eye-hand coordination test and kraepelin test were examined at the same time after checking of alcohol concentration in the blood. The results of this study can be summarized as follows. 1. Mean blood alcohol level changes resulting from administration of 1ml of ethyl alcohol per kg of body weight were $0.16%(160{\pm}57mg/100ml,\;0.10%(100{\pm}42mg/100ml),\;0.08%(80{\pm}36mg/100ml)\;and\;0.03%(30{\pm}24mg/100ml)$ at the 3, 30, 60 and 90 minutes after the administration respectively The peak in the concentration of blood alcohol was 5 miniutes after the ingestion according to alcohol examination by the respiration. 2. As for choice reaction test, reaction times became prolonged as blood alcohol levels increased. The reaction time showed a significant changes when the blood alcohol concentration reached 0.08% or more after alcohol ingestion. 3. In eye and hand coordination test, the accuracy of the performance became decreased as blood alcohol levels increased. The difference of accuracy of the test was significantly shown when alcohol levels in the blood reached 0.08% or more after alcohol intake. 4. As for kraepelin test, the abilities of calculation also became lowered as blood alcohol levels increased. The abilities of calculation differed signigicantly from control group when alchool levels of 0.08% and more.

• Proceedings of the KACD Conference
• /
• 2008.05a
• /
• pp.177-183
• /
• 2008

It was reported that esthetic composite resin restoration reinforces the strength of remaining tooth structure with preserving the natural tooth structure. However, it is unknown how much the strength would be recovered. The purpose of this study was to compare the fracture resistance of three types of undermined cavity filled with composite resin with that of non-cavitated natural tooth. Forty sound upper molars were allocated randomly into four groups of 10 teeth. After flattening occlusal enamel. undermined cavities were prepared in thirty teeth to make three types of specimens with various thickness of occlusal structure (Group $1{\sim}3$). All the cavity have the 5 mm width mesio-distally and 7 mm depth bucco-lingually. Another natural 10 teeth (Group 4) were used as a control group. Teeth in group 1 have remaining occlusal structure about 1 mm thickness, which was composed of mainly enamel and small amount of dentin. In Group 2, remained thickness was about 1.5 mm, including 0.5 mm thickness dentin. In Group 3, thickness was about 2.0 mm, including 1 mm thickness dentin. Every effort was made to keep the remaining dentin thickness about 0.5 mm from the pulp space in cavitated groups. All the thickness was evaluated with radiographic Length Analyzer program. After acid etching with 37% phosphoric acid, one-bottle adhesive (Single $Bond^{TM}$, 3M/ESPE, USA) was applied following the manufacturer's recommendation and cavities were incrementally filled with hybrid composite resin (Filtek $Z-250^{TM}$, 3M/ESPE, USA). Teeth were stored in distilled water for one day at room temperature, after then, they were finished and polished with Sof-Lex system. All specimens were embedded in acrylic resin and static load was applied to the specimens with a 3 mm diameter stainless steel rod in an Universal testing machine and cross-head speed was 1 mm/min. Maximum load in case of fracture was recorded for each specimen. The data were statistically analyzed using one-way analysis of variance (ANOVA) and a Tukey test at the 95% confidence level. The results were as follows: 1. Fracture resistance of the undermined cavity filled with composite resin was about 75% of the natural tooth. 2. No significant difference on fracture loads of composite resin restoration was found among the three types of cavitated groups. Within the limits of this study, it can be concluded the fracture resistance of the undermined cavity filled with composite resin was lower than that of natural teeth, however remaining tooth structure may be supported and saved by the reinforcement with adhesive restoration, even of that portion consists of mainly enamel and a little dentin structure.

• Restorative Dentistry and Endodontics
• /
• v.33 no.3
• /
• pp.177-183
• /
• 2008

It was reported that esthetic composite resin restoration reinforces the strength of remaining tooth structure with preserving the natural tooth structure. However, it is unknown how much the strength would be recovered. The purpose of this study was to compare the fracture resistance of three types of undermined cavity filled with composite resin with that of non-cavitated natural tooth. Forty sound upper molars were allocated randomly into four groups of 10 teeth. After flattening occlusal enamel, undermined cavities were prepared in thirty teeth to make three types of specimens with various thickness of occlusal structure (Group $1{\sim}3$). All the cavity have the 5 mm width mesiodistally and 7 mm depth bucco-lingually. Another natural 10 teeth (Group 4) were used as a control group. Teeth in group 1 have remaining occlusal structure about 1 mm thickness, which was composed of mainly enamel and small amount of dentin. In Group 2, remained thickness was about 1.5 mm, including 0.5 mm thickness dentin. In Group 3, thickness was about 2.0 mm, including 1 mm thickness dentin. Every effort was made to keep the remaining dentin thickness about 0.5 mm from the pulp space in cavitated groups. All the thickness was evaluated with radiographic Length Analyzer program. After acid etching with 37% phosphoric acid, one-bottle adhesive (Single $Bond^{TM}$, 3M/ESPE, USA) was applied following the manufacturer's recommendation and cavities were incrementally filled with hybrid composite resin (Filtek $Z-250^{TM}$, 3M/ESPE, USA). Teeth were stored in distilled water for one day at room temperature, after then, they were finished and polished with Sof-Lex system. All specimens were embedded in acrylic resin and static load was applied to the specimens with a 3 mm diameter stainless steel rod in an Universal testing machine and cross-head speed was 1 mm/min. Maximum load in case of fracture was recorded for each specimen. The data were statistically analyzed using one-way analysis of variance (ANOVA) and a Tukey test at the 95% confidence level. The results were as follows: 1. Fracture resistance of the undermined cavity filled with composite resin was about 75% of the natural tooth. 2. No significant difference in fracture loads of composite resin restoration was found among the three types of cavitated groups. Within the limits of this study, it can be concluded the fracture resistance of the undermined cavity filled with composite resin was lower than that of natural teeth, however remaining tooth structure may be supported and saved by the reinforcement with adhesive restoration, even if that portion consists of mainly enamel and a little dentin structure.

• The Journal of Korean Academy of Prosthodontics
• /
• v.58 no.3
• /
• pp.177-184
• /
• 2020

Purpose: The purpose of this study was to compare and evaluate the tensile bond strength of chairside reline resin to denture base resin fabricated by different methods (subtractive manufacturing, additive manufacturing, and conventional heat-curing). Materials and methods: Denture base specimens were fabricated as cuboid specimens with a width of 25 mm × length 25 mm × height 3 mm by subtractive manufacturing (VITA VIONIC BASE), additive manufacturing (NextDent Base) and conventional heat-curing (Lucitone 199). After storing the specimens in distilled water at 37℃ for 30 days and drying them, they were relined with polyethyl methacrylate (PEMA) chairside reline resin (REBASE II Normal). The subtractive and additive manufacturing groups were set as the experimental group, and the heat-curing group was set as the control group. Ten specimens were prepared for each group. After storing all bound specimens in distilled water at 37℃ for 24 hours, the tensile bond strength between denture bases and chairside reline resin was measured by a universal testing machine at a crosshead speed of 10 mm/min. The fracture pattern of each specimen was analyzed and classified into adhesive failure, cohesive failure, and mixed failure. Tensile bond strength, according to the fabrication method, was analyzed by 1-way ANOVA and Bonferroni's method (α=.05). Results: Mean tensile bond strength of the heat-curing group (2.45 ± 0.39 MPa) and subtractive manufacturing group (2.33 ± 0.39 MPa) had no significant difference (P>.999). The additive manufacturing group showed significantly lower tensile bond strength (1.23 ± 0.36 MPa) compared to the other groups (P<.001). Most specimens of heat-curing and subtractive manufacturing groups had mixed failure, but mixed failure and adhesive failure showed the same frequency in additive manufacturing group. Conclusion: The mean tensile bond strength of the subtractive manufacturing group was not significantly different from the heat-curing group. The additive manufacturing group showed significantly lower mean tensile bond strength than the other two groups.

• Journal of Korean Society of Transportation
• /
• v.22 no.6
• /
• pp.133-144
• /
• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
• /
• 2004.11a
• /
• pp.169-174
• /
• 2004

To design ship channel is one of important factors for planning and developing a port. In most case, the core factors for designing ship channel are the layout and width of dvnnel provided the net underkeel clearance is assessed as safety. In this study, Variable Bumper Area(VBA) model is applied to design and assess ship channel. This model reflects ship's principle dimension, ship domain theory, ship speed, conning officer's ship handling skill and experience and all external forces which cause leeway, set and drift and the change of ship maneuvering characteristics. Full Mission Ship Handling Simulator is used to analyze ship dynamic data according to conning officer's ship control, external forces, etc. This model uses Domain-index for assessing the efficiency and safety of the channel. The proposed model is applied to Ulsan new port plan which has a channel width of 1.5 times the length if the largest vessel, a radius if 5 times the length of the largest vessel in a curve of 57 degree centerline angle and SBM facility adjacent to the lateral edge if channel. The result of this study shows tint the width and radius of channel curve are suitable for the target ship but the difficulty of ship handling is caused by the large course change and SBM located in the vicinity if channel.

• Journal of Physiology & Pathology in Korean Medicine
• /
• v.16 no.5
• /
• pp.976-988
• /
• 2002

The aim of this study was to examine the memory and attention enhancement effect of YMG-1 and YMG-2, which are modified herbal extracts from Yukmijihwang-tang (YMJ). YMJ, composing six herbal medicine, has been used for restoring the normal functions of the body to consolidate the constitution, nourishing and invigorating the kidney functions for hundreds years in Asian countries. A series of studies reported that YMJ and its components enhance memory retention, protects neuronal cell from reactive oxygen attack and boost immune activities. Recently the microarray analysis suggested that YMG-1 protects neurodegeneration through modulating various neuron specific genes. A total of 55 subjects were divided into three groups according to the treatment of YMG-1 (n=20), YMG-2 (n=20) and control (C; n=15) groups. Before treatments, all of subjects were subjected to the assessments on neuropsychological tests of K-WAIS test, Rey-Kim memory test, and psychophysiological test of Event-Related Potential (ERP) during auditory oddball task and repeated word recognition task. They were repeatedly assessed with the same methods after drug treatment for 6 weeks. Although no significant effect of drug was found in Rey-Kim memory test, a significant interaction (P = .010, P < 0.05) between YMG-2 and C groups was identified in the scores digit span and block design, which are the subscales of K-WAIS. The very similar but marginal interaction (P = .064) between YMG-1 and C groups was found too. In ERP analysis, only YMG-1 group showed decreasing tendency of P300 latency during oddball task while the others tended to increase, and it caused significant interaction between session and group (p= .004). This result implies the enhancement of cognitive function in due to consideration of relationship between P300 latency and the speed of information processing. However, no evidence which could demonstrate the significant drug effect was found in neither amplitude or latency. These results come together suggest that YMG-1, 2 may enhance the attention, resulting in enhancement of memory processing. For elucidating detailed mechanism of YMG on learning and memory, the further studies are necessary.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.33 no.1
• /
• pp.181-194
• /
• 2013

Landslides are known as gravitational mass movements that can carry the flow materials ranging in size from clay to boulders. The various types of landslides are differentiated by rate and depositional features. Indeed, flow characteristics are observed from very slow-moving landslides (e.g., mud slide and mud flow) to very fast-moving landslides (e.g., debris avalanches and debris flows). From a geomechanical point of view, shear-rate-dependent shear strength should be examined in landslides. This paper presents the design of advanced ring-shear apparatus to measure the undrained shear strength of debris flow materials in Korea. As updated from conventional ring-shear apparatus, this apparatus can evaluate the shear strength under different conditions of saturation, drainage and consolidation. We also briefly discussed on the ring shear apparatus for enforcing sealing and rotation control. For the materials with sands and gravels, an undrained ring-shear test was carried out simulating the undrained loading process that takes place in the pre-existing slip surface. We have observed typical evolution of shear strength that found in the literature. This paper presents the research background and expected results from the ring-shear apparatus. At high shear speed, a temporary liquefaction and grain-crushing occurred in the sliding zone may take an important role in the long-runout landslide motion. Strength in rheology can be also determined in post-failure dynamics using ring-shear apparatus and be utilized in debris flow mobility.

• Journal of Korean Society of Transportation
• /
• v.34 no.1
• /
• pp.68-80
• /
• 2016

Interest in freeway truck traffic has increased largely due to greater safety concerns regarding truck-related crashes. The negative interactions between slow-moving trucks and other vehicles are a primary cause of hazardous conditions, which lead to crashes with larger speed variations. To improve operational efficiency and safety, providing a climbing lane that separates slow-moving trucks from higher performance vehicles is frequently considered when upgrading geometrics. This study developed an operations strategy for freeway climbing lanes based on traffic conditions in real time. To consider traffic safety when designing a dynamic strategy to determine whether a climbing lane is closed or open, various factors, including the level of service (LOS) and the percentage of trucks, are investigated through microscopic simulations. A microscopic traffic simulator, VISSIM, was used to simulate freeway traffic streams and collect vehicle-maneuvering data. Additionally, an external application program interface, VISSIM's COM-interface, was used to implement the proposed climbing lane operations strategies. Surrogate safety measures (SSM), including the frequency of rear-end conflicts and, were used to quantitatively evaluate the traffic safety using an analysis of individual vehicle trajectories obtained from VISSIM simulations with various operations scenarios. It is expected that the proposed algorithm can be the backbone for operating the climbing lane in real time for safer traffic management.