• Journal of Fashion Business
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• v.10 no.6
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• pp.52-62
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• 2006

The purpose of this study is to investigate the changes of modern Korean men's pants design from 1962 to 1998 by reviewing fashion magazine advertisements and pictorials. For theoretical study, the characteristics and the importance of apparel advertisements and the changes of modern Korean men's fashion trend were reviewed. For sample selection, first, 932 pictorials of men';s wear designs from Joongang Magazine, Shin Dong-A, Bokjangwolbo, Meot, Men's Life, WWD, and SFAA's photograph album, published from 1962 to 1998 were selected and then excluded some samples that could not clearly identify the pants design. Content analysis method was used to analyze the content of magazines and pictorials. The final samples are classified into pattern, color, length, silhouette, and existence or non-existence of turn-up. Frequency and $x^2$-test were conducted using a SAS statistics package to analyse the data. The results were as follows. ; (1) Solid pattern was the most prevailed throughout the last four decades and followed by stripe, check, the others, abstract, dot and floral. There is no significant difference in the type of men's pants pattern between each decade. (2) It showed a significant difference in colors of men's pants between decades. The colors in men's wear are divided into nine categories and the order of occurrence are as follows; multi-color is the most frequently shown and followed by brown, gray, blue, black, green, pink, yellow, and red. More various colors appeared over the period, however, multi color was the most popular in all decades but in the 60s. (3) Full length of pants style occupied more than 96% throughout all four decades. Due to the popularity of sports wear in men's fashion during the 90s, the shorts style appeared not only in sports wear and casual wear but also in suit style. (4) There is a significant difference in silhouette of men's pants between decades. The silhouette of men's pants were divided into four types and their order of occurrence are as follows; basic, baggy, fitted, and loose silhouette. Basic silhouette was the most prevailed throughout the whole four decades. (5) A significant difference was shown in the existence or non-existence of turn-up of men's pants between decades. Non-existence of turn-up of men's pants was the most prevailed throughout the whole four decades.

• Korean Journal of Microbiology
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• v.28 no.1
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• pp.76-82
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• 1990

In samples taken from mouth of the Nakdong River, mercury-resistant bacteria grown on the media supplemented with over 20 ppm of mercuric chlorice were below 0.3% of all aerobic heterotrophs. Among them, seven strains grown over 100 ppm of mercuric chloride were isolated and all were identified as Pseudomonas. The toxic effect of mercury on the growth of the most resistant strain N14 was influenced by the organic compounds and concentration. The growth and physiological activity to N14 strain were affected by toxic mercury in the early stage: The viable count and glucose turn over rate of N14 strain dropped to the lowest level as soon as the bacteria came into contact with mercury. During the extended lag period, however, bacteria accommodated to the stress and the viable count and glucose turnover rate increased. After the lag period, bacteria began to proliferate and their growth reached similar level to that of control. In crude extracts of N14 strain grown in nutrient browth containing. $10{\mu}M$ $HgCl_{2}$, a mercuric ion dependent oxidation of NADPH was demonstrated. Therefore the mechanism of mercury-resistance of the N14 strain involved the elimination of the mercury from growth media. In the N14 strain which a wide range of resistance to antibiotics was observed in, four multiple plasmids were detected. As a result, the supposition that N14 strain has a plasmid-encoded enzyme system may be quite within the realms of possobility.

• Journal of the Korean Institute of Navigation
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• v.1 no.1
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• pp.27-44
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• 1977

The Maneuvering Indices of a ship are the values that decide the quantity of her motion in turning when her rudder is turned over to an angle to the starboard or the port. They consist of two kinds of indices, one of which is called index K and the other, index T. Index K decides a ship's turning ability and index T does the length of time delay of a normal turning motion after her rudder has finished the turn of an ordered angle. Generally, the values of the indices are calculated through some mathematic formulas with figures of her heading degrees recorded at a fixed time intervals during her Z test. The values of the same kind index of a ship appear differently according to the ship'sspeed, trim, rudder angle and loaded condition, etc. In this paper, the author analyzed all the amthematic formulas required to calculate the values of the indices in their forming process and examined them from the point of mathematics and dynamics and also actually figured out the values of maneuvering indices of the M.S. "HANBADA", the training ship of Korea Merchant Marine College through her Z test. The author supposed a case in which two same typed ships as the "HANBADA" in size, shape and conditions were approaching each other in meeting end on situation and each ship turned her rudder hard over to the starboard respectively when they approached to the distance of 3 times as long as the ship's length. The author worked out mathematic formulas calculating forward and transverse ship's motions within the above mentioned situation for the quantative analysis of the collision avoding action to certify whether they are in collision status or not. Applying the calculated values of the maneuvering indices of the "HANBADA" to the motion calculating formulas, the author found out the two ships were passing over each other with the clearing distance o 39m between their port quarters. With the above mentioned examinations and explanations, the author demonstrated that a ship's motion in any collision avoiding action can be shown with quantities of time and distance within reliable limit.istance within reliable limit.

• Journal of Korean Society for Atmospheric Environment
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• v.27 no.5
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• pp.580-602
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• 2011

Volatile organic compound (VOC) emissions in the 2007 CAPSS (Clean Air Protection Supporting System) emissions inventory are chemically speciated for the SAPRC99 (Statewide Air Pollution Research Center 99) mechanism, following the Source Classification Code (SCC) matching method to borrow the U.S.EPA's chemical speciation profiles. CMAQ simulations with High-order Direct Decoupled Method (HDDM) are in turn applied to evaluate uncertainty in the method by comparing the simulated model VOC species to the observations in the Seoul Metropolitan Area (SMA) for a 2007 June episode. Simulations under-predicted ALK1 to ALK4 in SAPRC99 by a factor of 2 to 5 and over-predicted ALK5 by a factor of 7.5 while ARO1, ARO2, OLE1, and ethylene (ETH) are comparable to the observations, showing relative difference by 10 to 30%. OLE2 emissions are roughly 4 times overestimated. Emission rates for individual VOC model species are revised referring to the ratio of simulated to observed concentrations. Impact of the VOC emission changes on the overall ozone prediction was insignificant for the days of which 1-hr maximum ozone are lower than 100 ppb. However, simulations showed ozone difference by 5 to 10 ppb when high ozone above 120 ppb was observed in the vicinity of Seoul. This result suggests that evaluations on individual model VOC emissions be necessary to lead ozone control plans to the right direction. Moreover, the simulated ratios of ARO1 and ARO2 to $NO_x$ are roughly 50% lower than the observed ones, which imply that adjustment in $NO_x$ and VOC emission rates may be required to mimic the real VOC/$NO_x$ condition over the area.

• Journal of the Institute of Electronics Engineers of Korea CI
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• v.39 no.5
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• pp.21-31
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• 2002

As the MPEG streaming traffics are transmitted over the Internet, MPEG packet losses cause error propagation in both spatial and temporal domains which in turn leads to severe degradation in image quality. This image degradation is become worse by the bursty packet loss at the network. In this paper, we propose a new error spreading method to reduce the effects of bursty packet losses over the Internet. The proposed error spreading method spreads out the not utilize packet losses widely, and can be used for videocasting and video-broadcasting that do not utilize the ARQ method. The proposed method can not only reduce the consecutive losses of image blocks, but also improve the performance of error concealment. Experimental results show that the deterioration of MPEG video quality can be reduced by spreading out the MPEG packet losses.

• Journal of the Korean Society of Safety
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• v.33 no.4
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• pp.111-118
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• 2018

Korea is facing a surge in the aging population, showing that population aged 65 and above will be accounted for 42.5% of the total population in 2065 with the emphasis on the over-80 population consisting of 19.2%. In response to this abrupt change in population structure, the number of traffic fatality accident referring to older driver as aged 65+ years had been increasing from 605 fatalities in 2011 to 815 fatalities in 2015 resulting in increases in 34.7% in oppose to happening to decreases in 17.2% about non-older driver. With Logit analysis based on Newton-Raphson algorithm utilizing older driver's traffic fatality data for the 2011-2015 years, it was found that the likelihood of an accident resulting in a fatality for super older driver aged 80 years and above considerably increased compared to other older driver with aging classification: 2.24 times for violation of traffic lane, 2.04 times for violation of U-turn, 1.48 times for violation of safety distance, 1.35 times for violation of obstacle of passing; also average annual increase of traffic accident cost related to super older driver was fairly increased rather than other older driver groups. Hence, this study proposes that improving and amending transport safety system and Road Traffic Act for super older driver needs to be urgently in action about license management, safe driving education, etc. when considering the increase of over-80 population in the near future. Also, implementing a social agreement with all ages and social groups to apply with advanced driver assistance system for older driver groups will be able to become a critical factor to enhance safe driving over the face of the country.

• Membrane and Water Treatment
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• v.15 no.2
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• pp.59-66
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• 2024

This study evaluated the performance of a membrane aerated biofilm reactor (MABR) for nitrogen removal from a high-strength ammonia nitrogen-containing wastewater. The experimental setup consisted of four compartments that are sequentially anaerobic and aerobic to achieve complete nitrogen removal. The last compartment of the reactor setup contained a membrane bioreactor (MBR) to reduce sludge production in the system and to obtain a better-quality effluent. Continuous experiment over a period of 47 days showed that MABR exhibited excellent NH₄⁺-N removal efficiency (99.5%) compared to the control setup without MABR (56.5%). The final effluent NH₄⁺-N concentration obtained in the MABR was 2.99±1.56 mg/L. In contrast to NH₄⁺-N removal, comparable TOC removal values in the MABR and the control reactor (99.2% and 99.3%, respectively) showed that air supply through MABR is much more critical for denitrification than for organic removal. Further study to understand the effect of air supply rate and holding pressure on NH₄⁺-N removal in MABR revealed that an increase in both these parameters positively impacted reactor performance. These parameters are related to oxygen supply to the biofilm formed over the membrane surface, which in turn influenced NH₄⁺-N removal in MABR. Among the two different strategies to control biofilm over the membrane surface, results showed that scouring for a duration of 10 min on a weekly basis, along with mixing air supply, could be an effective method.

• Journal of Climate Change Research
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• v.34 no.22
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• pp.8829-8840
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• 2021

Recent studies have highlighted that a primary mechanism of the East Asian summer monsoon (EASM) is the fluid dynamical response to the Tibetan Plateau (TP), that is, orographically forced Rossby waves. With this mechanism in mind, this study explores how changes in the location of the TP affect the EASM precipitation. Specifically, the TP is moved in the four cardinal directions using idealized general circulation model experiments. The results show that the monsoon aspects are entirely determined by the location of the TP. Interestingly, the strongest EASM precipitation occurs when the TP is situated near its current location, a situation in which downstream southerlies are well developed from the surface to aloft. However, southerlies into the EASM region weaken as the TP moves, which in turn reduces the precipitation. Nevertheless, as long as it moves in the east-west direction, the TP is likely to force the stationary waves that induce precipitation over the midlatitudes (not necessarily over East Asia). In contrast, moving the TP well north of its original location does not induce strong monsoon flows over the EASM region, resulting in the driest case. Meanwhile, although the southward movement of the TP triggers downstream southerlies to some extent, it does not lead to an increase in the precipitation. Overall, these results show that the location of the TP is crucial in determining the EASM precipitation, and the latter is much more sensitive to the displacement of the TP in the meridional direction than in the zonal direction.

• Parasites, Hosts and Diseases
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• v.21 no.2
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• pp.135-141
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• 1983

The epidemiological relationship between the current prevalence and monthly reinfection rate of Ascaris lumbricoides was observed in rural communities in Korea by means of blanket mass chemotherapy and worm collection for measurement of the prevalence and reinfection rates. During the period from 1975 to 1980, a total of 4,466 inhabitants in 10 different localities were treated with 10 mg/kg of pyrantel pamoate and 2 days' whole stools were collected from 2,547 inhabitants. The stools were examined for the presence of expelled adult and/or young worms, which represent the prevalence and reinfection rates for past 2 months respectively. After then, the obtained rates were correlated each other applying the timeprevalence curve proposed by Hayashi. It was observed that the prevalence (overall worm positive rate) and worm burden per individual ranged by areas from 13. 6 to 72. 3% and 1.4~10. 2 respectively. The calculated monthly reinfection rates (X) (from young worm positive rates) according to areas were in the range, 2.6~16.2%, and clearly correlated with the current prevalence (Y) under the equation, $Y=1-(l-X)^{7.2}$ where 7.2 is time in month. The equation means that after one time mass chemotherapy the period needed to attain equilibrium of prevalence again would be about 7~8 months. And it is inferred that the majority of reinfected worms in human host turn over every 7~8 months.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.1
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• pp.373-381
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• 2017

Kyeonggi Provincial Government is considering double decker bus service to solve the problem of heavy rush hour traffic. However, the height-to-width ratio is more than 1.16 times larger than that of a general high-speed single decker bus, and the center of gravity is higher. This could cause driving stability problems, such as turnover and breakaway from the lane, especially under strong side-wind conditions at high speed. In this numerical study, the driving characteristics of a model double decker bus were reviewed under side-wind and superelevation conditions at high driving speed. The rolling, pitching, and yawing moment of the model bus were calculated with CFD numerical simulation, and the results were compared to the recovery angular moments of the model bus to evaluate the dynamic stability under given driving conditions. As the model vehicle moves on a straight level road, it is stable under any side-wind conditions. However, on a curved road under side-wind conditions, it could reach unstable conditions dynamically. There is a chance that the bus will turn over when it moves on a curved road with a radius of gyration less than 100 m under side-wind (15 m/s). However, there is a very small chance of breakaway from the lane under any driving conditions.