Toxicological Relevance of Transporters

Maeng, Han-Joo,Chung, Suk-Jae Korean Society of ToxicologyKorea Environmental Mu 2007 Toxicological Research Vol.23 No.1

Transporters are membrane proteins that mediate the transfer of substrate across the cellular membrane. In this overview, the characteristics and the toxicological relevance were discussed for various types of transporters. For drug transporters, the overview focused on ATP-binding cassette transporters and solute carrier family 21A/22A member transporters. Except for OCTN transporters and OATP transporters, drug transporters tend to have broad substrate specificity, suggesting drug-drug interaction at the level of transport processes (e.g., interaction between methotrexate and non-steroidal anti-inflammatory agents) is likely. For metal transporters, transporters for zinc, copper and multiple metals were discussed in this overview. These metal transporters have comparatively narrow substrate specificity, except for multiple metal transporters, suggesting that inter-substrate interaction at the level of transport is less likely. In contrast, the expressions of the transporters are often regulated by their substrates, suggesting cellular adaptation mechanism exists for these transporters. The drug-drug interactions in drug transporters and the cellular adaptation mechanisms for metal transporters are likely to lead to alterations in pharmacokinetics and cellular metal homeostasis, which may be linked to the development of toxicity. Therefore, the transporter-mediated alterations may have toxicological relevance.

고대 이탈리아에서 상품의 수송로

배은숙 호남사학회 2009 역사학연구 Vol.35 No.-

Transport over land was much more expensive than transport by sea. While the cost of sea transport was 1.3 denarius, the cost of land transport was 36.2~54.3 denarius per 100 Roman mile. Although we have to think over the costs transported goods to a harbour, the risk of a sea route, the possibility of a shipwreck, and the misfortune of being robbed of goods by pirates in the case of sea transport, sea transport was more profitable than land transport. The time of transporting goods by sea was much more quicker than land transport. Under favourable wind conditions the ancient vessels could navigate 333km in a day, but if they were working against the wind, they could sail 92.5km at a minimum. In the case of land transport, the time of transporting was various in accordance with the weight of burden. Animals could draw to 108km per day at a maximum, but when they transported a heavy, or bulky goods such as marbles, grain, wine, and oil, they moved to 25.2km at a minimum, to 44.4km on the average. And aspect to the transport capacity, land transport could not be compared with sea transport. When Romans attempted to transport by land the goods that could load in a vessel, they had to prepare for hundreds of carts. But whatever the weaknesses of land transport, it played an important role in the region of being distant from river, or sea, in the occasion to have to carry loads from a producing district to a harbour, and in the winter of a storm arising. When the traders and the cultivators transported heavy and bulky goods such as building materials, wine, oil, and timber from a producing center to a selling district, it was a land route that they used first of all. Therefore, sea and land transport was the concept of not mutual opposition but mutual supplementation. 수송 비용에 관해서는 육로 수송이 해로 수송보다 비싸다는 것이 대체적인 견해이다. 다만 단편적인 문헌에 의존하다보니 대략적인 비용만 파악하고 있을 뿐이었다. 그렇다고 하더라도 대략적인 수송 비용만으로 수송로를 결정할 수는 없다. 수송 거리와 시간, 수송 방법의 편리성이 함께 고려되어야 수익성을 평가할 수 있다. 100만 명이 거주하는 로마시가 티레니아 해에서 내륙으로 35.2㎞ 들어간 지점에 있었기 때문에 티베르 강은 로마시와 바다를 연결하는 주요 통로였다. 그러나 해로 수송에 필수적인 안전한 항구가 티베르 강 하구에 없어서 거룻배를 주로 활용하다가 오스티아에 거대한 인공 항구인 포르투스 항과 티베르 강에 내항이 건설되면서 해로 수송이 훨씬 용이해졌다. 육로 수송은 주로 소, 당나귀, 노새와 같은 동물의 힘에 의존했다. 마구가 발명되지 않아 소에게 사용하는 멍에를 당나귀나 노새에도 동일하게 사용하여 끄는 힘이 크지 않았지만 여러 개의 멍에를 사용하면 육로로도 상품 수송이 가능했다. 또 군인과 군수품을 원활하게 수송하기 위해 잘 포장되고 사방으로 나 있는 가도가 있었고, 가도마다 이정표가 있어서 육로 수송을 위한 제반 여건은 충분히 조성되어 있었다. 수송 비용과 수송 시간을 고려하면 육로보다 해로가 훨씬 유익했다. 육로의 경우 밀 1모디우스를 수송할 때 100로마마일 당 구입 가격의 36.2~54.3%가 수송 비용으로 소요되는 반면, 해로의 경우 구입 가격의 1.3%가 수송 비용이었다. 수송 시간 역시 육로의 경우 하루 평균 최소한 17로마마일(25.2㎞) 이상, 일반적으로 24~30로마마일(35.5~44.4㎞)을 움직이는데 반해, 해로의 경우 하루 평균 92.5~333㎞를 항해할 수 있었다. 해로의 경우 난파 가능성, 해적에 의한 약탈 가능성, 겨울 항해의 어려움 등 여러 변수가 있지만 육로 역시 적은 수송량, 도적에 의한 약탈 가능성이라는 약점이 있으므로 수송 방법과 비용, 시간을 모두 고려하면 해로 수송을 선호하는 것이 당연했다. 다만 이탈리아의 모든 지역이 강이나 바다를 끼고 있지 않으므로 강이나 바다로 가기까지, 내륙의 시장까지 가기 위해서는 수송 비용이 비싸고, 느리더라도 육로를 이용할 수밖에 없었다. 해로 아니면 육로를 선택하는 것이 아니라 여건에 따라 해로와 육로를 모두 이용했다.

Cost Evaluation for Transport of the Decommissioning Waste of Kori 1 According to Transport Modes

Sanghyeon Eom,Wooyong Kim,Moonoh Kim 한국방사성폐기물학회 2022 한국방사성폐기물학회 학술논문요약집 Vol.20 No.1

Radioactive waste generated during the decommissioning of Kori Unit 1 can be packaged in a transport container under development and transported to a disposal facility by sea transport or land transport. In this study, the cost of each transport method was evaluated by considering the methods of land transport, sea transport, and parallel transport of the radioactive waste dismantled at Kori Unit 1. In evaluating the shipping cost, the shipping cost was evaluated by assuming the construction of a new ship without considering shipping by CHEONG JEONG NURI, which is currently carrying operational waste. Since the cargo hold of CHEONG JEONG NURI was built to fit the existing operating waste transport container and is not suitable for transporting the transport container currently under development, sea transport using CHEONG JEONG NURI was excluded in this paper. In the case of on-road transportation, the final fare for each distance was calculated in accordance with the Enforcement Decree of the Freight Vehicle Transportation Business Act, and the cost of onroad transportation was evaluated by estimating the labor cost of the input manpower required for onroad transportation. The cost of on-road transportation was estimated to be approximately KRW 510 million, the product of the total number of transports 459 times the sum of the cost of transportation vehicle freight cost of about KRW 720,000 and the labor cost of input personnel of KRW 380,000. It is difficult to predict the cost of building a new ship at this point, as the cost of building new ship is determined by the cost of number of items such as ship design specifications and material prices, labor costs, and finance costs at the time of construction. Accordingly, considering the 2% annual inflation rate based on the shipbuilding cost (about KRW 26 billion) and financing cost (about KRW 12 billion) at the time of construction of the CHEONG JEONG NURI (2005 yr.), decommissioning of Kori Unit 1 (2025 yr.) construction cost finance cost was estimated and evaluated. According to the result of comparing the transport cost for each transport scenario, land transport is about 510 million won, which is advantageous in terms of economic feasibility compared to the sea transport scenario. However, when transporting by land, it is disadvantageous in terms of acceptability of residents because it is transported multiple times on general roads. The cost of building a new ship is about KRW 56.4 billion, which is disadvantageous in terms of the cost of transporting waste from the dismantling of Kori Unit 1. But, in the future, cost reduction can be expected if waste materials issued when dismantling nuclear power plants are transported.

대한민국 임시정부 초기의 상해(上海)-국내(國內)간 교통· 통신망

김은지 ( Kim Eun-jee ) 동국역사문화연구소(구 동국사학회) 2020 동국사학 Vol.69 No.-

대한민국 임시정부는 수립 초기 국내에 대해 다양한 활동을 모색하였다. 국내를 대상으로 한 활동은 어느 한 부서에 국한되지 않고 내무부, 교통부, 군무부, 재무부, 지방선전부를 통해 전개되는 것으로 전방위적인 측면에서 이루어졌다. 각 부서에서 국내활동을 전개하기 위해서는 상해와 국내를 오갈 수 있는 안전한 교통망과 통신망이 구비되어야 했다. 이를 담당한 부서는 교통부로 국내에 임시교통사 무국과 관할 교통사무지국을 설치하는 작업을 하였다. 그 결과 중국과 국내의 경계에 있는 안동현 내 안동교통사무국이 설치될 수 있었다. 안동교통사무국의 설치는 안동현 내 이륭양행과 쇼라는 든든한 지원군이 있었기에 가능한 것이었다. 안동교통사무국은 상해와 국내 각지를 오가는 중간 거점으로서 그 몫을 해냈다. 많은 임시정부원들이 이곳을 통해 국내로 들어가거나 상해로 되돌아왔다. 임시정부원이 이용한 잠입 경로에는 커다란 특징이 있다. 주로 출신지역을 기준으로 목적지가 결정되었다는 것이다. 안동교통사무국 관할 지국으로는 의주교통지국, 선천교통지국, 평양교통지국, 사리원교통지국이 있었다. 이는 경의선 철길을 따라 설치된 것으로 임시정부의 철도를 따라 통신망을 구축하고자 한 결과이다. 또한 해당 지역 내 비밀결사를 이용 하여 안전한 인적 네트워크를 활용하여 교통지국을 설치했다는 특징도 있다. 다량의 임시정부 문서들을 국내로 보내기 위해선 반드시 안동교통사무국으로 송달해야 하였다. 안동교통사무국에 도착한 문서들은 관할 지국으로 전달되어 국내 각지에 배달되었다. 이러한 선전물은 임시정부가 군자금을 모집하거나 다양한 독립운동을 하는데 있어서 중요한 선전물이 되었다. 그 결과 국내에서는 임시정부를 신뢰하고 임시정부를 지원하기 위한 인식이 자리 잡게 되었다. The Provisional Government of the Republic of Korea sought various activities in Korea in the early days of its establishment. Activities targeting the nation were carried out in all directions, not limited to one department, but through the Interior Ministry, Transportation Ministry, Military Affairs Department, Treasury Department and Local Propaganda Department. In order to carry out domestic activities in each department, safe transportation and communication routes were needed to travel between Shanghai and Korea. The department in charge of this was responsible for establishing a temporary transportation office and a competent transportation office in Korea by the Ministry of Transportation. As a result, the Andong Transportation Office in Andong Prefecture, located on the border between China and Korea, could be established. The establishment of the Andong Transportation Office was possible due to the strong support of Yi Leungyang and Shora in Andong Prefecture. The Andong Office of Transportation has done its part as a middle ground between Shanghai and other parts of the country. Many temporary government officials entered the country or returned to Shanghai through the site. The infiltration routes used by temporary government officials have great characteristics. The destination was determined mainly based on the area of origin. Among the jurisdictions of the Andong Transportation Secretariat were the Uiju Transportation Bureau, the Cheoncheon Transportation Bureau, the Pyongyang Transportation Bureau, and the Sariwon Transportation Bureau. This was established along the Gyeongui Line railroad, which was the result of the provisional government’s attempt to establish a communication line along the railway. It is also characterized by the establishment of a transportation bureau by utilizing a secure human network using confidential associations within the area. In order to send large amounts of temporary government documents to the Andong Transportation Office, they had to be delivered to the Andong Transportation Office. Upon arrival at the Andong Transportation Office, the documents were delivered to the competent authorities and delivered to various parts of the country. These propaganda materials have become important propaganda for the provisional government to raise military funds or engage in various independence movements. As a result, there is a perception in Korea to trust the provisional government and support the provisional government.

전시하 만철의 수송전(1937~1945) -수송통제와 그 실태-

임채성 ( Chaisung Lim ) 연세대학교 국학연구원 2015 동방학지 Vol.170 No.-

본고의 목적은 전시하 만철을 대상으로 수송력 부족에 직면하여 단계적으로 취해진 수송전(transportation war)의 실태를 밝히어 그것이 철도수송방식과 내부경영에 미친 영향을 경제사적 관점에서 고찰하는 것이다. 만철은 중일전쟁의 발발과 더불어, 전시동원되어 화북점령철도의 운영을 담당하는 한편, 만주내 객화수송에 임하였다. 군용품을 필두로 철도수송이 급속히 증가하자, 이로 인한 체화의 대량발생은 피할 수 없었다. 이에 대한 대책으로서채택된 것이 철도수송력의 사전적 할당이었다. 군, 만철, 통제기관이 참가하여, 통제수송회의를 열어, 수송계획을 책정, 실시한 것이다. 이와 더불어, 차량운용의 효율화 조치도 광범하게 실시되었다. 이로 인해, 물자수급의 조정이 원활하게되어, 체화 또한 급속히 처리될 수 있었지만, 민간물자를 중심으로 한 수송제한이 실시되었다. 이러한 계획수송을 더욱 강화한 것이 관동군특종연습이었다. 수송력의 절반이 군사수송에 할당되어 철도수송의 수급압박이 더욱 심각해졌기 때문에, 수요측과의 협의를 통한 수송력의 사전적 배분체제가 더욱 강화된 것이다. 이와 더불어 증가된 수송업무를 반영하여, 철도관리소가 철도국과 역.구 간에 설치되었고, 군사.통제수송 등에 임하는 신경(현재의 장춘)지사가 설치되었다. 한편, 전장이 북방이 아니라 남방으로 확대되어, 선박의 손실이 심각해지자, 전시육운비상체제가 실시되어, 대륙물자의 조선경유육운전가수 송이 개시되었다. 이에 따라, 대륙철도 간에는 대륙철도수송협의회가 설치되었고, 그 중심적 역할을 수행한 것이 바로 만철이었다. 대규모 물자수송으로 만철의 수송축은 남북루트에서 동서루트로 바뀌어, 만철은 해당철도에 대한 철도투자에 집중하는 한편, 철도운영에서도 노동집약형 철도운영방식을 채택하였다. 그럼에도 불구하고, 수송력 부족을 피할 수 없어, 특급여객열차의 운행정지와 여행증명제도가 실시되었고, 당연히 저운임의 중량화물의 증가는 만철 경영을 악화시켰다. 이러한 육운전이수송조차 조선남해안 항구에 대한 배선의 감소, 조선국철의 연료부족, 만철과 화북교통에 대한 공습 격화, 항일게릴라 활동의 증가, 그리고 화북교통에 대한강추위가 내습하자, 1944년 중반부터 수송위기가 찾아왔다. 이에 대해 만철은 관동군에 밀착되어 결전태세를 취했지만, 사실상 일소개전 후 소련군에 의한 만철 접수가 이루어지게 되었다. 이상과 같이, 전시하 수송전은 전쟁의 확대와 함께 시작되었고, 만철은 그 자체 수송체제를 개편함으로써 대응할 수 있었다. 그러나 육운전가 수송의 개시는 만철만의 수송효율성 추구를 불가능하게 하였고 대륙철도와의 협조가 필요하게 되었다. 이로 인한 과도한 부담으로 만철에의해 축적된 철도운영방식은 효율성을 잃기 시작하였다. The purpose of this paper is to examine the transportation war of the South Manchuria Railway (SMR) that evolved in phases to cope with the shortage of transportation capacity and to inquire into its impact on the railroad transportation system and internal management structure. With the outbreak of the Sino-Japanese War, SMC was mobilized to take charge of the requisitioned North China Railways as well as passenger and freight transportation in Manchuria. Railroad transportation, including troops and military supplies, rapidly increased and a great accumulation of freight took place. The countermeasure established to address this difficult situation was the ex-ante allocation of railroad capacity. The Kwantung Army, SMR, and control agencies for resources opened the Control Transport Conference, working out and executing the transportation plan. After the outbreak of the Pacific War, given that the loss of maritime transportation became serious, the relay land transportation of continental resources via the Korean Peninsula started to substitute for marine transportation. The Continental Railroad Transport Committee was established among continental railways for this purpose. However the transportation crisis broke out from mid-1944. SMR was actually taken over by the Soviet Red Army. The relay land transportation operations did not permit SMR to pursue only its efficiency. The railroad management system accumulated by SMR began to lose its efficiency due to the excessive burden which originated from this.

교통 취약지역의 접근성 향상을 위한 정책연구

기정훈 명지대학교(서울캠퍼스) 정부혁신연구소 2019 정부행정 Vol.15 No.-

Transportation rights refer to the basic rights of transport: the right to move, which is essential to people's lives. The perception that access to traffic can affect life opportunities has spread and discussions about areas vulnerable to public transport have been made based on perceptions of transport rights. In this study, the theoretical review and status analysis of the basic transportation rights, the transport vulnerable areas, and the traffic vulnerable classes are analyzed, and the case of Jin-An County in Jeollanam-do with demand responsive transit (DRT) is developed into three types of measures to improve the current traffic accessibility, the operation of transport means and mid- to long-term strategies. First, investment in public transportation should be provided with a legal and institutional basis to support it from the point of view of the idea of investing in the welfare sector, not the concept of construction investment. Second, in terms of operation of transportation means that the current method of improving access to traffic is designed to understand the demand of the weak first and require customized services accordingly. Third, for strategies to improve medium and long-term public transport, the goal should be to reduce vulnerable or blind areas by expanding demand-response public transport, along with the need for a public transportation model tailored to the traffic status and demographic changes in the region.

Transport losses in finisher pigs: impact of transport distance and season of the year

Voslarova, Eva,Vecerek, Vladimir,Passantino, Annamaria,Chloupek, Petr,Bedanova, Iveta Asian Australasian Association of Animal Productio 2017 Animal Bioscience Vol.30 No.1

Objective: The death of animals during transport for slaughter is a major factor indicating the level of welfare in transported animals. The aim of this study was to assess mortality related to the commercial transport of finisher pigs for slaughter in the Czech Republic. Methods: The inspectors of the State Veterinary Administration of the Czech Republic recorded the numbers of finisher pigs transported to processing plants in the Czech Republic for slaughter and the mortality in these pigs in relation to transport in the period from 2009 to 2014. Results: Our results show that the likelihood of death losses in transported pigs increases with increasing transport distance. The transport-related mortality ranged from 0.049% in pigs transported for distances below 50 km to 0.145% in pigs transported for distances exceeding 300 km. The impact of external air temperature on the transport-related mortality found in our study clearly shows that current transport practices fail to ensure the welfare of pigs transported under other than moderate weather. Particularly cold temperatures below $-2^{\circ}C$ were associated with increased death losses in winter transport. Conclusion: Despite a decreasing trend in the mortality of finisher pigs transported for slaughter in Europe, our study suggests that current transport conditions are not efficient at ensuring the welfare of pigs during transport for longer distances and the protection of pigs against the negative impact of extreme ambient temperatures. Further research should focus on developing practical guidelines to improve the welfare of pigs in transit accordingly.

ANALYSIS OF THE TRANSPORTATION LOGISTICS FOR SPENT NUCLEAR FUEL IN KOREA

Lee, Hyo-Jik,Ko, Won-Il,Seo, Ki-Seok Korean Nuclear Society 2010 Nuclear Engineering and Technology Vol.42 No.5

As a part of the back-end fuel cycle, transportation of spent nuclear fuel (SNF) from nuclear power plants (NPPs) to a fuel storage facility is very important in establishing a nuclear fuel cycle. In Korea, the accumulated amount of SNF in the NPP pools is troublesome since the temporary storage facilities at these NPP pools are expected to be full of SNF within ten years. Therefore, Korea cannot help but plan for the construction of an interim storage facility to solve this problem in the near future. Especially, a decision on several factors, such as where the interim storage facility should be located, how many casks a transport ship can carry at a time and how many casks are initially required, affect the configuration of the transportation system. In order to analyze the various possible candidate scenarios, we assumed four cases for the interim storage facility location, three cases for the load capacity that a transport ship can carry and two cases for the total amount of casks used for transportation. First, this study considered the currently accumulated amount of SNF in Korea, and the amount of SNF generated from NPPs until all NPPs are shut down. Then, how much SNF per year must be transported from the NPPs to an interim storage facility was calculated during an assumed transportation period. Second, 24 candidate transportation scenarios were constructed by a combination of the decision factors. To construct viable yearly transportation schedules for the selected 24 scenarios, we created a spreadsheet program named TranScenario, which was developed by using MS EXCEL. TranScenario can help schedulers input shipping routes and allocate transportation casks. Also, TranScenario provides information on the cask distribution in the NPPs and in the interim storage facility automatically, by displaying it in real time according to the shipping routes, cask types and cask numbers that the user generates. Once a yearly transportation schedule is established, TranScenario provides some statistical information, such as the voyage time, the availability of the interim storage facility, the number of transported casks sent from the NPPs, and the number of transported casks received at the interim storage facility. By using this information, users can verify and validate a yearly transportation schedule. In this way, the 24 candidate scenarios could be constructed easily. Finally, these 24 scenarios were compared in terms of their operation cost.

Active biotelemetry를 이용한 젖소의 스트레스 반응 측정: II. 수송 스트레스 감소를 위한 수액투여 효과

이수한,이병한,임좌진,김진영,이동희,김재경,최농훈,정순욱,정병현,Lee, Su-han,Lee, Byeong-han,Lim, Joa-jin,Kim, Jin-young,Lee, Dong-hee,Kim, Jae-kyung,Choe, Nong-hoon,Jeong, Soon-wuk,Chung, Byung-hyun 대한수의학회 2001 大韓獸醫學會誌 Vol.41 No.4

A transport stress is one of the main causes of economic losses and physiological dysfunction. The present study has been performed to suggest a method to decrease the adverse effects above mentioned from transport. The groups were prepared as follows; (1) Control group : 4 cattle transported for 5 hrs (274 km) without any treatment, (2) Treatment group : 4 cattle treated with electrolyte-mineral solution (I.V.) at 1 hr before the enrollment of transport under same experimental condition with Control group. The blood specimens were collected at 1 hr before transport, 2.3 hrs (135 km) and 5 hrs (274 km) after the enrollment of transport, and 1, 6 and 18 hrs after fulfillment of transport. The collected blood specimens were analyzed for cortisol and epinephrine. Core temperature and heart rate were measured with active biotelemetry in every 30 minutes from 0.5 hr before the start of transport to 18 hrs after the end of transport. In results, the level of cortisol considerably increased to the peak either in Control group ($5.3{\pm}1.3{\mu}g/d{\ell}$) and in Treatment group ($4.0{\pm}2.6{\mu}g/d{\ell}$) at 2.3 hrs in transport. The concentration of epinephrine of Treatment group had been higher than that of Control group from the start of transport to 18 hrs after the fulfillment of transport. Particularly there was the biggest gap between Control and Treatment groups, $424.0{\pm}194.1pg/m{\ell}$ and $209.1{\pm}65.1pg/m{\ell}$ respectively, at 6 hrs after the end of transport. The heart rates were considerably increased either in Control group ($81.5{\pm}18.5$ to $126.3{\pm}7.8beats/min$) and in Treatment group ($114.3{\pm}14.4$ to $140.8{\pm}22.4beats/min$) with the enrollment of transport. These results indicate that the concentration of cortisol and the heart rate were pertinent to cognitive parameters to evaluate physiological responses against stress such as transport. In addition, the intravenous administration of electrolyte-mineral solution could be suggested as the method to decrease the adverse effects from a transport stress.

Determination of Transporter and Transportation Time considering Multi-Load Automated Material Handling System

Jungdae Suh 보안공학연구지원센터 2016 International Journal of Software Engineering and Vol.10 No.11

This study develops the process to determine the transportation equipment and the transportation time to handle unload requests of a lot and the buffer’s load requests in a semiconductor line where groups of similar equipment with similar functions are grouped in the bay. The transporter covered in this paper is multi-load transporter capable of transporting multiple lots, and uses information on the availability of the transporter to select transporter and transportation time, as well as using information on transportation time from the starting point to departure point, and future transportation schedule. The expected results of this study is the reduction of the average flow time of the lot, average vehicle utilization, average WIP level during operation, and maximum stocker inventory level as well as assuring the efficient use of transporters.