RCP 시나리오에 따른 미래 전지구 육상탄소순환 변화 전망 (Future Changes in Global Terrestrial Carbon Cycle under RCP Scenarios)
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- 대기
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- 제24권3호
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- pp.303-315
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- 2014
HadGEM2-CC 모델에서의
아열대산 MK-T2의 생태적 특성조사, 발근 특성 그리고 오디의 형태와 이화학적 특성, 사료가치 검정 평가, MK-T2로 사육한 5령3일차 누에의 아미노산 분석과 누에 에탄올 추출액의 약리효과에 대한 연구를 하여 다음과 같은 결과를 얻어 잎과 오디 등 다용도
본 연구에서는 연잎의 다양한 효능을 가공식품에 활용하여 기능성 식품으로 연잎 분말의 첨가량에 따른 청포묵의 수분, 색도, 저장기간에 따른 색도, 이수율, Texture, 총 페놀성 화합물 함량, DPPH 소거능, 기호도 조사를 분석 실시하였다. 연잎 분말 첨가량에 따른 청포묵의 저장기간에 따른 Texture의 경우, 경도(hardness)는 제조한 직후에 Control 첨가구는
Vitamin D의 주된 작용은 칼슘과 인의 흡수증가로 인한 골의 무기질화이며 vitamin D 결핍 시 에는 소아에서는 연골에 석회 침착이 안되어 구루병을 일으키고 성인에서는 골연화증 또는 골다공증이 생긴다. 또한 최근 이슈가 되고 있는 모든 암세포의 성장을 억제하고 심장병 등도 예방한다는 역학 연구 결과들이 발표되어 혈중 최적의 vitamin D농도에 관한 연구가 지속되고 있지만 일반적으로는 20~32 ng/mL의 농도가 최적의 농도라고 여겨지고 있다. 이에 우리 한국인들의 25-Hydroxy vitamin
본 연구는 시설재배 고추, 오이, 토마토를 대상으로 토양 및 식물체 중 미량원소 함량을 조사하여 미량원소의 적정시비관리를 위한 자료로 활용하고자 수행하였다. 일반작물에 대한 평균적인 토양 중 적정 미량원소 함량기준과 비교하면, Fe, Mn, Zn의 함량은 조사된 대부분의 토양에서 과잉상태이었고 Cu 또한 고추 재배지를 제외하면 대부분 과잉 상태이었다. 고추 재배지에서 Cu 함량이 적정 수준이하인 토양 비율이 30%정도였다. B는 다른 미량원소에 비하여 과잉상태인 토양 비율이 상대적으로 낮았으나 고추 재배지의 경우에는 부족 토양 비율이 상대적으로 많았다. 작물 잎 중의 미량원소 함량은 원소별 또는 작물별로 매우 넓은 범위에 분포하였다. B, Fe, Mn은 대부분이 적정 함량 범위에 있었으나, Cu와 Zn은 적정 함량 이하인 경우가 많았다. 그러나 농가조사에서 미량원소의 가시적인 과잉 또는 결핍 증상은 발견되지 않았다. 토양 중의 가용성 미량원소 함량과 작물 잎 중의 미량원소 함량 사이에는 유의한 상관관계가 없었고, 작물별 또는 미량원소별로 토양중의 가용성 함량이 적정수준 이상임에도 불구하고 잎 중의 미량원소 함량이 매우 낮은 경우도 많았다. 이러한 결과는 조사된 농가별로 토양 특성이 다양하고 시비관리 및 수분관리 방법 등이 크게 다르기 때문일 것이다. 대부분 농가에서 토양 중의 미량원소 함량이 과잉임을 고려하면 뿌리를 통한 작물의 미량원소 흡수가 원활히 이루어질 수 있도록 미량원소의 흡수에 장애가 될 수 있는 다량 원소의 과다시비나 염류집적 문제의 해결을 포함한 시비 및 토양관리에 주의를 기울일 필요가 있을 것이다. 또한 토양검정과 작물체 분석 자료를 확보하여 작물생육에 기여하지 못하는 과잉의 미량원소 시비 관행의 문제점을 보다 철저히 검토해야 할 것으로 판단된다.방제가를 보였다. 초기 이병엽율이 약 16% 정도였을 때 공시약제를 처리한 결과 boscalid와 metrafenone 처리구는 각각 100% 및 97.5%의 방제가를 보였다. 그러나 triflumizole 및 fenarimol는 비교적 낮은 30.8% 및 51.6%의 방제가를 보였다. 공시약제를 흰가루병이 발생한 다음 처리한 후 이병엽을 염색하여 흰가루 병균의 균사생장과 포자형성 등을 관찰한 결과 균사가 용균되는 것을 볼 수 있었으며, 균사의 용균정도와 분생포자형성 억제 정도는 병 방제효과와 일치하는 경향을 보였다.을 의미한다. IV형은 가장 후기에 포획된 유체포유물이며, 광산 주변에 분포하는 석회암체 등의 변성퇴적암류로부터
삼요소(三要素) 단순시험(單純試驗) 포장(圃場)을 대상으로 지엽(止葉) 및 하위엽(下位葉) 분석(分析)에 의(依)한 수도(水稻)의 영양진단(營養診斷) 척도(尺度)를 찾고자 하했던 바 다음과 같은 결과(結果)를 얻었다. 1. 어떤 영양(營養)이 결핍(缺定)한 토양(土壞)의 무비구(無認區) 결핍구(缺乏區) 및 시비구(施肥區)에서 유인결핍(誘引缺乏), 염계결핍(鹽界缺乏), 잠재결핍(潛在缺乏) 치사흡수(侈奢吸收) 과잉장해(過剩障害)의 제단계(諸段階) 척도(尺度)를 추정(推定)할 수 있었다. 2. 수확기(收穫期) 지엽중(止葉中) 질소함량(窒素含量)이 1% 이하(以下)이면 유인결핍(誘引缺乏)이고
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 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.
1994년 가을 한국을 방문하였을 때 놀란 것 온 도시 근교에 숲과 같이 세워진 고층 아파트 단지와 그 수요의 배경이 된 서울, 수원을 비롯한 수도권의 인구 집중이었다. 이러한 인구 집중을 가져온 것은 바로 제2차, 3차 산업의 발달이었다. 그 이후 6년만인 2000년 3월에 다시 농촌과 농촌지도사업의 변화 동향을 살펴보기 위하여 농가 방문, 도 농업기술원 및 시
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