• Asian-Australasian Journal of Animal Sciences
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• v.23 no.3
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• pp.379-384
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• 2010

The principal objective of this experiment was to determine the effects of dietary betaine on IGF-I, IGFBP-3 and IGFBP-1 secretion and IGF-I mRNA gene expression in the serum and liver of laying hens. A total of 72 ISA-Brown laying hens were fed with four different levels of betaine (0, 300, 600, 1,200 ppm) based on a corn-soybean meal diet containing 2,800 kcal/kg of metabolizable energy (ME) and 16% crude protein (CP) for four weeks. The results indicated significantly higher serum and liver IGF-I concentrations in the laying hens fed with 600 and 1,200 ppm betaine (p<0.05) compared to controls. IGF-I gene expression in liver showed a statistically correlated increase in 600 and 1,200 ppm betaine-fed groups as compared to the controls (p<0.05). Serum IGFBP-3 concentrations were elevated significantly in the groups fed 600 ppm of betaine. However, the secretion of IGFBP-1 in the liver of laying hens fed on 600 and 1,200 ppm of betaine was significantly lower than in the controls (p<0.05). The results of this experiment showed that dietary betaine supplementation plays a pivotal role in changes of the IGFs system in laying hens.

• Journal of the Ergonomics Society of Korea
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• v.19 no.2
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• pp.15-31
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• 2000

The aim was to evaluate the prevailing ergonomic and psychosocial conditions regarding low back injury in an automobile assembly system. This study consisted of two parts. In the first part of the study, analytic biomechanical model and NIOSH guidelines were applied to evaluate risk levels of low back injury for automobile assembly jobs. Total of 246 workers were analysed. There were 20 jobs having greater back compressive forces than 300kg at L5/S1. Also, there were 44 jobs over Action Limit with respect to 1981 NIOSH guidelines. This might in part be explained by the ergonomic conditions of the company analysed generally being good, with a relatively low duration of 'combined' extreme work posture. The relationship between psychosocial factors and low back injury was examined in the second part of the study. It has recently been recognized that overall reaction to working conditions was influenced by a range of factors, some of which were physical and some psychosocial. The psychosocial environment surrounding the work place may contribute to the perception of risk and eventual ill-health. A battery of questionnaires concerning the psychosocial stress based on PWI(Psychosocial Well-being Index) and musculoskeletal pain symptoms at low back was completed by 246 workers at the same plant. Results showed that 207 out 246 workers experienced the symptoms and 27 workers were diagnosed as patients. Two groups(low stressed, high stressed) based on PWI score had no significant relationships with both symptoms and results of diagnosis. However, sensitivities for symptoms and diagnosis by PWI were 91.3% and 92.6% respectively. Finally, relationships between physical work load and psychosocial stress were analysed. Specifically, some postural factors {vertical deviation angle of forearm, horizontal deviation angle of upperarm, vertical deviation angle of thigh, etc) were highly correlated with psychosocial stress. The results illustrated that PWI scores were associated with some physical workloads. However, psychosocial stress levels couldn't be well related with the pain symptom as well as the actual incidence of low back injury since pain or discomfort regarding low back injury were more complex than that of other musculoskeletal disorders.

• Journal of Digital Convergence
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• v.10 no.10
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• pp.295-300
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• 2012

Various forward collision warning algorithms have studied in order to protect a car accident. For this, in general, algorithms using an external device such as a camera and sensor generate a forward collision warning. However, if using the external device, it can occur errors due to device characteristics when there is rain or fog. Also, the prevention of a chain-reaction collision is insufficient because the system generates a warning in case of only vehicle having a forward collision danger. If it combines the vehicle safety communications, the method becomes a solution to protect a chain-reaction collision. So, In this paper, we proposes a improved forward collision warning algorithm using the wireless communication technique, driver's information, breaking distance, and velocity. And we compare and analyze our algorithm and previous algorithms.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.46 no.1
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• pp.56-69
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• 2010

This study was intended to determine the maneuverability of the vessel CHARMBADA. When the rudder angle was at $10^{\circ}$, $20^{\circ}$ and $30^{\circ}$, the maximum advance by slow, half and full ahead were varied in the range of 523.6-131.3m, 528.8-177.2m and 530.6-219.7m, respectively. The maximum transfer was 799.9-181.3m, 792.1-232.8m and 807.7-316.9m, respectively. The turning circle ability was better during starboard turning. When the rudder angle was $10^{\circ}$, $20^{\circ}$ and $30^{\circ}$, variation in the maximum advances was 392.0m, 245.0m and 153.0m. The maximum transfer was 528.0m, 339.0m and 218.0m, respectively based on the regression equations. As the rudder angle became bigger, the maximum advance or maximum transfer became smaller by the exponential function. The advance inertia took 127sec, 145sec, 181sec each until the vessel speed was 7.0konts, 12.0konts, 17.0konts. The static inertia took 245sec, 269sec, 300sec each until the vessel speed was under 2.0konts and the advance distance was 114.4m, 181.2m, 197.0m each. Accordingly, the static inertia was inclined to increase to scale according to the increase in vessel speed. For the CHARMBADA, the smaller the rudder angle was, the much bigger the turning circle became due to adhesion to the skeg, thereby lowering the vessel's turning ability.

• International Journal of Concrete Structures and Materials
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• v.8 no.1
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• pp.83-97
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• 2014

This paper presents the results of an investigation aimed at developing reinforced concrete beams consisting of precast permanent U-shaped reinforced mortar forms filled with different types of core materials to be used as a viable alternative to the conventional reinforced concrete beam. To accomplish this objective, an experimental program was conducted and theoretical model was adopted. The experimental program comprised casting and testing of thirty beams of total dimensions $300{\times}150{\times}2,000mm$ consisting of permanent precast U-shaped reinforced mortar forms of thickness 25 mm filled with the core material. Three additional typical reinforced concrete beams of the same total dimensions were also cast to serve as control specimens. Two types of single-layer and double-layers steel meshes were used to reinforce the permanent U-shaped forms; namely welded wire mesh and X8 expanded steel mesh. Three types of core materials were investigated: conventional concrete, autoclaved aerated lightweight concrete brick, and recycled concrete. Two types of shear connections between the precast permanent reinforced mortar form and the core material were investigated namely; adhesive bonding layer between the two surfaces, and mechanical shear connectors. The test specimens were tested as simple beams under three-point loadings on a span of 1,800 mm. The behavior of the beams incorporating the permanent forms was compared to that of the control beams. The experimental results showed that better crack resistance, high serviceability and ultimate loads, and good energy absorption could be achieved by using the proposed beams which verifies the validity of using the proposed system. The theoretical results compared well with the experimental ones.

• Atmosphere
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• v.24 no.3
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• pp.343-364
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• 2014

This study presents local and synoptic conditions associated with extreme heavy snowfall events in the Yeongdong region, as well as the temporal and spatial variability of these conditions. During the last 12 years (2001~2012), 3 extreme snowfall events occurred in the Yeongdong region, which recorded daily snowfall greater than 50 cm, respectively. In these events, one of the noticeable features is the occurrence of heavy hourly snowfall greater than 10 cm. It was reported from satellite analysis that these heavy snowfall may be closely related to mesoscale convective clouds. In this paper the 3 extreme events are examined on their synoptic environments associated with the developments of mesoscale convective system using numerical model output. These 3 events all occurred in strongly forced synoptic environments where 500 and 300 hPa troughs and 500 hPa thermal troughs were evident. From the analysis of diagnostic variables, it was found in all 3 events that absolute vorticity and cold air advection were dominant in the Yeongdong region and its surrounding sea at upper levels, especially at around 500 hPa (absolute vorticity: $20{\sim}60{\times}10^{-5}s^{-1}$, cold air advection: $-10{\sim}-20^{\circ}C$ $12hr^{-1}$). Moreover, the spatial distributions of cold advection showed mostly the shape of a narrow band along the eastern coast of Korea. These features of absolute vorticity and cold advection at 500 hPa were sustained for about 10 hours before the occurrence of maximum hourly snowfall.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.30 no.3
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• pp.133-138
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• 2017

We evaluated the structural, electrical and optical properties of tungsten (W)-doped $Ge_8Sb_2Te_{11}$ thin films. In a previous work, GeSbTe alloys were doped with different materials in an attempt to improve thermal stability. 200 mm thick $Ge_8Sb_2Te_{11}$ and W-doped $Ge_8Sb_2Te_{11}$ films were deposited on p-type Si (100) and glass substrates using a magnetron co-sputtering system at room temperature. The fabricated films were annealed in a furnace in the $0{\sim}400^{\circ}C$ temperature range. The structural properties were analyzed using X-ray diffraction (X'pert PRO, Phillips). The results showed increased crystallization temperature ($T_c$) leading to thermal stability in the amorphous state. The optical properties were analyzed using an UV-Vis-IR spectrophotometer (Shimadzu, U-3501, range : 300~3,000 nm). The results showed an increase in the crystalline material optical energy band gap ($E_{op}$) and an increase in the $E_{op}$ difference (${\Delta}E_{op}$). This is a good effect to reduce memory device noise. The electrical properties were analyzed using a 4-point probe (CNT-series). This showed increased sheet resistance ($R_s$), which reduces programming current in the memory device.

• Applied Microscopy
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• v.31 no.4
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• pp.315-323
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• 2001

In situ TEM heating experiments utilizing kaolinite powder samples result in the following facts. (1) The water recirculation system adopted in the Gatan's heating holder is required to prevent specimen drift above $500^{\circ}C$. (2) Since the degree of phase changes depends on the thickness of powders below $600^{\circ}C$, examinations of both thin and thick specimens are required. (3) Sample preparation using Mo-grids is required for TEM heating experiments above $900^{\circ}C$. At these temperature ranges the effect of heating rate and holding time on the phase transition process increases drastically, so that a programmed temperature control is required. (4) TEM heating experiments of the embedded powders by epoxy for the cross-sectional view was limited due to the severe epoxy movement during heating above $300^{\circ}C$. Better methods of sample preparation are required to overcome this problem.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.41 no.2
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• pp.95-100
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• 2005

In order to improve the gill nets for croaker, Miichthys miiuy which is proper to the fishermen's income ans fisheries resource management, we had studied to the net height of present gill nets (mesh size 160mm, 50 mesh in depth), experimental gill nets-I(mesh size 150mm, 68 mesh in depth) and experimental gill nets-II(mesh size 142mm, 75 mesh in depth) in wter using the gill nets design ans analysis simulation system, and then investigated and analyzed the catch efficiency of each gill nets through the field fishing experiments. The net height of emperimental gill nets-I and experimental gill nets-II in water were estimated respectively about 1.5 times and 1.3 times higher than present gill nets which the net height is about 3.5m as the results of simulation considering the current of fishing fields. Total number of croakers which were caught by the persent gill nets was 62(body length 300~1,200mm), total catch weight was 398.7kg (mean 0.6kg/sheet). Total number of croakers which were caught by the experimental gill nets- I was 68(body length 600~1,100mm), total catch weight was 391.6kg (mean 1.2kg/sheet). Total number of croakers which were caught by the experimental gill nets-II was 28(body length 400~900mm), total catch weight was 99.2kg (mean 0.3kg/sheet).

• Structural Monitoring and Maintenance
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• v.1 no.4
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• pp.371-392
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• 2014

Long-span cable-supported bridges are flexible structures vulnerable to unsymmetric loadings such as railway traffic and strong wind. The torsional dynamic response of long-span cable-supported bridges under running trains and/or strong winds may deform the railway track laid on the bridge deck and affect the running safety of trains and the comfort of passengers, and even lead the bridge to collapse. Therefore, it is eager to figure out the torsional dynamic response of long-span cable-supported bridges under running trains and/or strong winds. The Tsing Ma Bridge (TMB) in Hong Kong is a suspension bridge with a main span of 1,377 m, and is currently the world's longest suspension bridge carrying both road and rail traffic. Moreover, this bridge is located in one of the most active typhoon-prone regions in the world. A wind and structural health monitoring system (WASHMS) was installed on the TMB in 1997, and after 17 years of successful operation it is still working well as desired. Making use of one-year monitoring data acquired by the WASHMS, the torsional dynamic responses of the bridge deck under rail traffic and strong winds are analyzed. The monitoring results demonstrate that the differences of vertical displacement at the opposite edges and the corresponding rotations of the bridge deck are less than 60 mm and $0.1^{\circ}$ respectively under weak winds, and less than 300 mm and $0.6^{\circ}$ respectively under typhoons, implying that the torsional dynamic response of the bridge deck under rail traffic and wind loading is not significant due to the rational design.