• Journal of Korea Water Resources Association
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• v.53 no.9
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• pp.661-670
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• 2020

The water supply system has a wider installation range and various components of it than other infrastructure, making it difficult to secure stability against earthquakes. Therefore, it is necessary to develop methods for evaluating the seismic performance of water supply systems. Ground Motion Prediction Equation (GMPE) is used to evaluate the seismic performance (e.g, failure probability) for water supply facilities such as pump, water tank, and pipes. GMPE is calculated considering the independent variables such as the magnitude of the earthquake and the ground motion such as PGV (Peak Ground Velocity) and PGA (Peak Ground Acceleration). Since the large magnitude earthquake data has not accumulated much to date in Korea, this study tried to select a suitable GMPE for the domestic earthquake simulation by using the earthquake data measured in Korea. To this end, GMPE formula is calculated based on the existing domestic earthquake and presented the results. In the future, it is expected that the evaluation will be more appropriate if the determined GMPE is used when evaluating the seismic performance of domestic waterworks. Appropriate GMPE can be directly used to evaluate hydraulic seismic performance of water supply networks. In other words, it is possible to quantify the damage rate of a pipeline during an earthquake through linkage with the pipe failure probability model, and it is possible to derive more reasonable results when estimating the water outage or low-pressure area due to pipe damages. Finally, the quantifying result of the seismic performance can be used as a design criteria for preparing an optimal restoration plan and proactive seismic design of pipe networks to minimize the damage in the event of an earthquake.

• Korean Journal of Forensic Psychology
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• v.13 no.1
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• pp.1-22
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• 2022

This study tested the effect of the verdict category of lay-participation trial in Korea on the legal decision of layperson and the role of representation of 'innocent' in the process. Representation of 'innocent' refers to a psychological threshold for deciding someone's innocence (no fault or sin) in a general sense. The functions as a threshold for a legal decision of 'beyond a reasonable doubt (BRD)' and the individual threshold (IT), regarded as a standard for judgment of guilt established by law and an estimate of an individual's threshold, respectively, were compared. This study used a 2×2 complete factorial design in which the verdict category (guilty/innocent vs. guilty/not guilty) and the defendant's likelihood of guilt (low vs. high) were manipulated. Data from 137 lay-people who voluntarily participated in the online experiment was analyzed. The experiment's procedure was in the order of measuring 'representation of innocent' and the likelihood of guilt of an accused, presenting one of four trial vignettes, and obtaining legal decisions (verdict confidence and estimation of the likelihood of guilt for the defendant). As a result, it was found that the verdict category did not significantly affect the legal decision of layperson. However, the guilty verdict rate of the 'guilty/innocent' condition tended to be higher than those of the 'guilty/not guilty' condition. The layperson's representation of 'innocent' and the verdict category had an interaction effect on the difference between BRD and IT (threshold change) at the significance level of .1. In the 'guilty/innocent' condition, the threshold change varying with layperson's representation of 'innocent' was larger than in the 'guilty/not guilty' condition. In comparing the function of BRD and IT, IT significantly predicted the lay person's legal decision at the significance level of .1 by interacting with the likelihood of guilt for the defendant. Therefore, it could be said that IT was a better threshold estimator than BRD. The implication of this study is that it provided experimental evidence for the effect of the verdict category of lay-participation trial in Korea, which is a problem often raised among lawyers, and suggested logical reasoning and empirical grounds for the psychological mechanism of the possible effect.

• Proceedings of the KOR-KST Conference
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• 1995.02a
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• pp.101-113
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• 1995

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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.5
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• pp.847-856
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• 2016

Recently, with a high level of economic growth, rapid urbanization, population, environment and housing problems were accompanied in Korea. In particular, the traffic problem has become a serious social problem. As the current transportation policy has been carried out, concentrating on traffic flow, in 2015, death rate for pedestrians while walking (1,795 persons) is 38.8% compared to entire death rate in car accident (4,621 persons), so there is need to solve it. Although, crosswalk should make pedestrian cross it safely, it has been made on the basis of the width of road without exact standard for current width of the crosswalk and the location of stop line. Moreover, in the area around many campuses or commercial facilities, crosswalks are set with not considering pedestrian passage, but designed uniformly. Therefore, the purpose of this study is to estimate reasonable dimension of crosswalk considering pedestrian traffic and walking speed and it makes the accident rate lower in the crosswalk, which has a lot of problems including decisions of vehicle traffic signal time, lack of pedestrian's signal timing, pedestrian's crossing of long-distance. The following are the methodology of the study. Firstly, for crosswalk calculation of specifications, examination relating existing regulations and researches dealing with crosswalk, pedestrians and stop line is needed. After analyzing problems of current width of crosswalk and stop line, present the methodology to calculation of specifications and basing on these things, calculation of specifications for crosswalk will be decided. In conclusion, the calculation of specification and improvement of stop line for crosswalk laid out in this study are expected to be utilized as base data in case of establishing relevant safety facilities and standards.

• Journal of Yeungnam Medical Science
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• v.16 no.2
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• pp.342-346
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• 1999

Background: Delays in breast cancer diagnosis may occur in young women due to a low index of suspicion. The purpose of this study was to compare mammography and breast sonography in detection of breast cancer and to suggest a reasonable guideline for breast cancer screening examination. Materials and Methods: Among 820 patients, 102 patients were under 35 years and 122 patients were above 60 years of age. We reviewed medical records, mammograms and/or ultrasonography of 49 patients under 35 years and 48 patients above 60 years of age with pathologically-proven breast cancer. Pathological reports were as follows Invasive ductal carcinoma(IDC) was present 61.2% of patients in the young age group and ductal carcinoma in situ(DCIS) in 16.3%. IDC was present in 66.6% of the patients in the old age group, and DCIS in 8.33%. We analyzed mammography and ultrasonography to evaluate their usefulness in detecting breast cancer in patients under 35 years and over 60 years of age. Results: The mammographic results are as follows : 1) detection rate of lesion: 83.8%(under 35yrs), 100%(over 60yrs) 2) sensitivity of cancer: 67.6%(under 35yrs), 91.2%(over 60yrs) The ultrasonographic results are as follows : 1) detection rate of lesion: 100% 2) sensitivity of cancer: 87.2%(under 35yrs), 96.7%(over 60yrs) The breast cancer detection rate in women under 35 years old was comparable to that of women above 60 years old in our study. Conclusion: A striking histologic finding in the two groups was a higher incidence of nuclear Grade II and III tumors. This finding correlates with the reported increased incidence of high grade tumors in young women and may correlate with the poorer prognosis of breast cancer in young patients. We conclude that early screening examination is helpful for early detection of breast cancer in women under age 35.

• Journal of Chest Surgery
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• v.43 no.2
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• pp.127-132
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• 2010

Background: Femoropopliteal artery bypss grafting is an effective form of treatment for infrainguinal artery occlusive disease in those patients who have either intermittent claudication or resting critical ischemia. The objective of this analysis was to evaluate the long-term patency of a femoropopliteal bypass graft that is classified as an above-the-knee saphenous vein graft or an above-the-knee PTFE (polytetrafluoroethylene) graft. Material and Method:From January 1998 to February 2005, 103 above-the-knee femoro-popliteal bypasses were performed on 87 patients. There were 74 male and 13 female patients with a mean age of $65.7{\pm}9.69$ (range: 31~82). The surgical indications were intermittent claudication in 65 cases (74.7%), foot ulceration in 2 cases (2.3%), foot necrosis in 10 ases (11.5%) and toe necrosis in 10 cases (11.5%). For the bypass graft, a reversed saphenous vein was used in 31 limbs and a polytetrafluoroethylene (PTFE) prosthesis was used in 72 limbs (6 mm: 27 limbs, 8 mm: 45 limbs). The perioperative risk factors were diabetes mellitus in 33 cases (37.9%), hypertension in 47 cases (54.0%), a history of ischemic heart disease in 13 cases (14.9%) and smoking in 72 cases (82.8%). Result:There were three perioperative deaths (3.4%) and seven late deaths (8.3%). Major leg amputation was necessary in 12 patients (13.8%) during the entire course of the study. The primary patency rate at 5 years for the vein grafts, the 8 mm-PTFE grafts and the 6 mm-PTFE grafts were 84.7%, 77.4% and 74.2%, respectively and the overall primary patency rate was 78.7%, and there were no significant statistical differences among the graft groups. By using multivariate analysis, the number of patent tibial arteries was determined to be a significant factor that influenced the primary graft patency rate (p<0.005), but risk factors such as diabetes mellitus, ischemic heart disease, smoking and age had no statistically significant affect on the primary graft patency rates. Conclusion: The great saphenous vein is considered the most durable conduit for infrainguinal revascularization, but the overall results of this study show that saphenous vein and PTFE grafts have comparable patency rates when used above the knee in patients with claudication or critical ischemia. The use of PTFE above the knee is a reasonable alternative for a femoro-poplitael bypass and it is associated with acceptable long term patency rates.

• Journal of Biosystems Engineering
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• v.3 no.2
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• pp.35-61
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• 1978

To find out the power tiller's travel and tractive characteristics on the general slope land, the tractive p:nver transmitting system was divided into the internal an,~ external power transmission systems. The performance of power tiller's engine which is the initial unit of internal transmission system was tested. In addition, the mathematical model for the tractive force of driving wheel which is the initial unit of external transmission system, was derived by energy and force balance. An analytical solution of performed for tractive forces was determined by use of the model through the digital computer programme. To justify the reliability of the theoretical value, the draft force was measured by the strain gauge system on the general slope land and compared with theoretical values. The results of the analytical and experimental performance of power tiller on the field may be summarized as follows; (1) The mathematical equation of rolIing resistance was derived as $$Rh=\frac {W_z-AC \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\] sin\theta_1}} {tan\phi \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]+\frac{tan\theta_1}{1}$$ and angle of rolling resistance as $$\theta _1 - tan^1\[ \frac {2T(AcrS_0 - T)+\sqrt (T-AcrS_0)^2(2T)^2-4(T^2-W_2^2r^2)\times (T-AcrS_0)^2 W_z^2r^2S_0^2tan^2\phi} {2(T^2-W_z^2r^2)S_0tan\phi}\] $$and the equation of frft force was derived as$$P=(AC+Rtan\phi)\[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]cos\phi_1 \ulcorner \frac {W_z \ulcorner{AC\[ [1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]sin\phi_1 {tan\phi[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\]+ \frac {tan\phi_1} { 1} \ulcorner W_1sin\alpha $$The slip coefficient K in these equations was fitted to approximately 1. 5 on the level lands and 2 on the slope land. (2) The coefficient of rolling resistance Rn was increased with increasing slip percent 5 and did not influenced by the angle of slope land. The angle of rolling resistance Ol was increasing sinkage Z of driving wheel. The value of Ol was found to be within the limits of Ol =2\ulcorner "'16\ulcorner. (3) The vertical weight transfered to power tiller on general slope land can be estim ated by use of th~ derived equation: $$R_pz= \frac {\sum_{i=1}^{4}{W_i}} {l_T} { (l_T-l) cos\alpha cos\beta \ulcorner \bar(h) sin \alpha - W_1 cos\alpha cos\beta$$The vertical transfer weight $R_pz$ was decreased with increasing the angle of slope land. The ratio of weight difference of right and left driving wheel on slop eland,$\lambda= \frac { {W_L_Z} - {W_R_Z}} {W_Z} $, was increased from ,$\lambda$=0 to$\lambda$=0.4 with increasing the angle of side slope land ($\beta = 0^\circ~20^\circ) (4) In case of no draft resistance, the difference between the travelling velocities on the level and the slope land was very small to give 0.5m/sec, in which the travelling velocity on the general slope land was decreased in curvilinear trend as the draft load increased. The decreasing rate of travelling velocity by the increase of side slope angle was less than that by the increase of hill slope angle a, (5) Rate of side slip by the side slope angle was defined as $ S_r=\frac {S_s}{l_s} \times$ 100( %), and the rate of side slip of the low travelling velocity was larger than that of the high travelling velocity. (6) Draft forces of power tiller did not affect by the angular velocity of driving wheel, and maximum draft coefficient occurred at slip percent of S=60% and the maximum draft power efficiency occurred at slip percent of S=30%. The maximum draft coefficient occurred at slip percent of S=60% on the side slope land, and the draft coefficent was nearly constant regardless of the side slope angle on the hill slope land. The maximum draft coefficient occurred at slip perecent of S=65% and it was decreased with increasing hill slope angle $\alpha$. The maximum draft power efficiency occurred at S=30 % on the general slope land. Therefore, it would be reasonable to have the draft operation at slip percent of S=30% on the general slope land. (7) The portions of the power supplied by the engine of the power tiller which were used as the source of draft power were 46.7% on the concrete road, 26.7% on the level land, and 13~20%; on the general slope land ($\alpha = O~ 15^\circ ,\beta = 0 ~ 10^\circ$) , respectively. Therefore, it may be desirable to develope the new mechanism of the external pO'wer transmitting system for the general slope land to improved its performance.l slope land to improved its performance.

• Journal of Biosystems Engineering
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• v.3 no.2
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• pp.34-34
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• 1978

To find out the power tiller's travel and tractive characteristics on the general slope land, the tractive p:nver transmitting system was divided into the internal an,~ external power transmission systems. The performance of power tiller's engine which is the initial unit of internal transmission system was tested. In addition, the mathematical model for the tractive force of driving wheel which is the initial unit of external transmission system, was derived by energy and force balance. An analytical solution of performed for tractive forces was determined by use of the model through the digital computer programme. To justify the reliability of the theoretical value, the draft force was measured by the strain gauge system on the general slope land and compared with theoretical values. The results of the analytical and experimental performance of power tiller on the field may be summarized as follows; (1) The mathematical equation of rolIing resistance was derived as $$Rh=\frac {W_z-AC \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\] sin\theta_1}} {tan\phi \[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]+\frac{tan\theta_1}{1}$$ and angle of rolling resistance as $$\theta _1 - tan^1\[ \frac {2T(AcrS_0 - T)+\sqrt (T-AcrS_0)^2(2T)^2-4(T^2-W_2^2r^2)\times (T-AcrS_0)^2 W_z^2r^2S_0^2tan^2\phi} {2(T^2-W_z^2r^2)S_0tan\phi}\] $$and the equation of frft force was derived as$$P=(AC+Rtan\phi)\[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]cos\phi_1 ? \frac {W_z ?{AC\[ [1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\)\]sin\phi_1 {tan\phi[1+ \frac{sl}{K} \(\varrho ^{-\frac{sl}{K}-1\]+ \frac {tan\phi_1} { 1} ? W_1sin\alpha $$The slip coefficient K in these equations was fitted to approximately 1. 5 on the level lands and 2 on the slope land. (2) The coefficient of rolling resistance Rn was increased with increasing slip percent 5 and did not influenced by the angle of slope land. The angle of rolling resistance Ol was increasing sinkage Z of driving wheel. The value of Ol was found to be within the limits of Ol =2? "'16?. (3) The vertical weight transfered to power tiller on general slope land can be estim ated by use of th~ derived equation: $$R_pz= \frac {\sum_{i=1}^{4}{W_i}} {l_T} { (l_T-l) cos\alpha cos\beta ? \bar(h) sin \alpha - W_1 cos\alpha cos\beta$$The vertical transfer weight $R_pz$ was decreased with increasing the angle of slope land. The ratio of weight difference of right and left driving wheel on slop eland,$\lambda= \frac { {W_L_Z} - {W_R_Z}} {W_Z} $, was increased from ,$\lambda$=0 to$\lambda$=0.4 with increasing the angle of side slope land ($\beta = 0^\circ~20^\circ) (4) In case of no draft resistance, the difference between the travelling velocities on the level and the slope land was very small to give 0.5m/sec, in which the travelling velocity on the general slope land was decreased in curvilinear trend as the draft load increased. The decreasing rate of travelling velocity by the increase of side slope angle was less than that by the increase of hill slope angle a, (5) Rate of side slip by the side slope angle was defined as $ S_r=\frac {S_s}{l_s} \times$ 100( %), and the rate of side slip of the low travelling velocity was larger than that of the high travelling velocity. (6) Draft forces of power tiller did not affect by the angular velocity of driving wheel, and maximum draft coefficient occurred at slip percent of S=60% and the maximum draft power efficiency occurred at slip percent of S=30%. The maximum draft coefficient occurred at slip percent of S=60% on the side slope land, and the draft coefficent was nearly constant regardless of the side slope angle on the hill slope land. The maximum draft coefficient occurred at slip perecent of S=65% and it was decreased with increasing hill slope angle $\alpha$. The maximum draft power efficiency occurred at S=30 % on the general slope land. Therefore, it would be reasonable to have the draft operation at slip percent of S=30% on the general slope land. (7) The portions of the power supplied by the engine of the power tiller which were used as the source of draft power were 46.7% on the concrete road, 26.7% on the level land, and 13~20%; on the general slope land ($\alpha = O~ 15^\circ ,\beta = 0 ~ 10^\circ$) , respectively. Therefore, it may be desirable to develope the new mechanism of the external pO'wer transmitting system for the general slope land to improved its performance.

• Journal of Chest Surgery
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• v.29 no.2
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• pp.177-184
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• 1996

Between 1987 and 1994, 21 patients were treated surgically for aortic aneurysm involving the thoracoabdominal aorta. There were 11 males and 10 females, and their age ranged from 20 to 67 years old and mean age was 41.5 years. Many complained of back pain, chest pain or discomfort, and flank pain, but three patients were asymptomatic. 15 patients had chronic dissection (71.4%) and 6 had nondissecting fusiform or saccular aneurysm(28.5%), and of those 15 patients with chronic dissection, 6(28.5%) had atherosclerosis assniated with hypertension, 5 (23.8%) were Martian syndrome, and 2 (9.5%) were associated with pregnancy. The diameter of an aneurysm ranged from 6cm to 12cm, and their extent was classified as type I in 7(33.3%), type II in 8(38.1%), type III in 3(14.3%), and type IV in 3(14.3%) patients based on Crawford classification for TAA . Diseased aorta was replaced with artificial vascular graft in all but one patient. In whom the aortic tear site due to pseudoaneurysm was closed by primary suture. For the spinal cord protection during the operation, we used partial cardiopulmonary bypass (FV-FA or PA-FA bypass) in 12 patients (57.1%), Biopump (LA-FA bypass) in 4(19.0%), total circulartory arrest and CPB in 2 (9.5%), Gott's heparinized shunt in 1(4.7%), and simple aortic cross clamping in 2 (9.5%). The most common complication after the operation was hoarseness due to unilateral vocal cord palsy which onured in 5 patients (23.8%), and the next common complication was wound infection in 4 patients(19.0%), paraplegia in 2 patients (9.5%), chylothorax in 1 patient(4.7%). The hospital mortality rate was 9.5% (2deaths), and there was no late death. Our experience shows that the graft replacement of TAAA had reasonable rate of mortality, low rate of serious complication, and provided good post operative state of the pati nts, and since the thoracoabdominal aortic operation is not a high risky procedure anymore, we recommend a radical operation for the indicated patients.

• Journal of Korean Society of Environmental Engineers
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• v.34 no.7
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• pp.495-503
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• 2012

The water quality of Gul-po Stream, the subject of this study, has been deteriorating because of the inflow of domestic sewage and the industrial wastewater due to industrialization and the problems relating to the structure of river including slow flow rate and the covering of river. In particular, the domestic sewage from small-medium sized factories by the river and large-scale industrial complex by the upper and middle streams of the river, and the domestic sewage from increasing population due to the regional development are the main pollution sources. Thus, this study aims to survey the water quality and the sediment affecting Gul-po Stream; monitor the state of pollution in water body; assess the yield of sediment and investigate the water quality of river and the problems arising from sediment; and then suggest reasonable ways to improve the situation. The findings from surveying pollution load shows the discharge increases up to average 72.8 times from the upper stream to the downstream of Gul-po Stream, and pollution load increases up to: SS 111 times, BOD 150 times, COD 145 times, the nutrient T-N 222 times and T-P 312 times on an average basis. As for the pollution concentration range, ignition loss is 1.29~12.43%; COD is 4,015~37,547 kg/day; T-N and T-P 94.8~352.5 kg/day and 81.8~372.3 kg/day, respectively. As for the releasing rate of sediment, T-N is -14.46~$156.61mg/m^2/day$; T-P is -11.53~$26.10mg/m^2/day$, indicating the likelihood of internal contamination due to the elution of sediment. This study is expected to be used as basic data to manage Gul-po Stream basin.