The objectives of this study was to evaluate the degradability and digestibility of crude protein (CP), rumen undegradable protein (RUP), and individual amino acids (AA) on six by-product feedstuffs (BPF) (rice bran, RB; wheat bran, WB; corn gluten feed, CGF; tofu residue, TR; spent mushroom substrate from Pleurotus ostreatus, SMSP; brewers grain, BG) as ruminants feed. Three Hanwoo steers (40 months old, 520 ± 20.20 kg of body weight) fitted with a permanent rumen cannula and T-shaped duodenal cannula were used to examine of the BPF using in situ nylon bag and mobile bag technique. The bran CGF (19.2%) and food-processing residue BG (19.7%) had the highest CP contents than other feeds. The RUP value of bran RB (39.7%) and food-processing residues SMSP (81.1%) were higher than other feeds. The intestinal digestion of CP was higher in bran RB (44.2%) and food-processing residues BG (40.5%) than other feeds. In addition, intestinal digestion of Met was higher in bran RB (55.7%) and food-processing residues BG (44.0%) than other feeds. Overall, these results suggest that RB and BG might be useful as main raw ingredients in feed for ruminants. Our results can be used as baseline data for ruminant ration formulation.

Chlorine dioxide gas is a relatively new sanitizer in the food industry and has more accessibility than its aqueous form. Depending on the generation method of ClO2, there can be byproducts like chlorite and chlorate ions that can decrease the disinfectant efficacy and purity of ClO2. Recently, a new technology has been developed that generates chlorine dioxide without using chlorine gas. This new electrochemical method generates gaseous chlorine dioxide from aqueous sodium chlorite (NaClO2). Unlike earlier methods, there is reduced generation of byproducts, including chlorite and chlorate. Additionally, the purity of ClO2 obtained by this method can be as high as 98%. The aim of this study was to evaluate the effect of ClO2 gas, generated by the electrochemical method, against the foodborne microorganisms occurring on slaughter equipment and livestock carcasses. Using AISI 304 stainless steel in livestock processing equipment, the disinfectant effect of chlorine dioxide gas, in presence of organic matter such as yeast extract and feces, on E. coli and S. typhimurium contamination, was examined. Both E. coli and S. typhimurium counts were reduced by more than 5 log cycles in presence of 2.5% and 5% feces. When beef, pork skin, and chicken wings were treated with chlorine dioxide gas, despite significant differences in comparison with the control group, the microbial count was reduced by less than 2 log cycles. Overall, our results confirmed the applicability of gaseous chlorine dioxide as a disinfectant in livestock processing equipment and livestock products.

In recent years, pavement distresses have been caused by diverse factors such as spalling, deterioration of repaired sections, blow-up, and alkali aggregate reaction due to changing climate environment of a concrete pavement and its construction and maintenance conditions (supply of materials, increase in use of de-icers, etc,). As a leading repair method for deteriorated concrete pavements, partial-depth repair is implemented in accordance with guidelines of material properties for joints of a concrete pavement and field application evaluation systems, but still some of the repaired sections become deteriorated again at an early stage due to poor construction quality and failure of response to environmental impacts. Distresses that can be corrected with partial-depth repairs are largely divided into those of repair materials and of the existing pavement bonded to repair materials, and combined distress of repair materials and the existing pavement. Although re-repair methods should be different by distress type and scale than conventional pavement repair methods, appropriate repair methods and guidance for re-repairs have not been in place so far, and therefore currently, re-repair practices follow the existing manual of partial depth repairs. Therefore, this study evaluated concrete bond characteristics by removing method and repair scope for an experimental section of frequently distressed pavements to determine a re-repair scope and method for deteriorated partial depth repair sections of concrete pavement, the number of which has increased over time.

The Semi-Rigid Pavement (SRP) mixture is composed of Gap Graded Asphalt (GGA) mixture (air void = 20~28%) and cement paste. By inserting cement paste into voids in GGA mixture, SRP can provide not only flexibility but also rigidity characteristics on pavement performance. SRP can mitigate pavement surface temperature increase during summer session, provide better smoothness and mitigate rutting distress due to heavy weight vehicles, successfully. In Japan, SRP is widely applied in cross section area, heavy vehicle parking lot and highway ticketing booth in highway network system. In South Korea, SRP was introduced and applied since 2005. However, still more researches and studies are needed to understand material characteristics and improve performance of SRP. Moreover, the current SRP system in South Korea merely follows and adapts the aggregate gradation information from Japan which needs to be amended and customized into original material (i.e. aggregate, binder and cement) situation of South Korea. In this paper, SRP system based on Stone Mastic Asphalt (SMA) mixture design originated from Korea Expressway Corporation (KEC) and enhanced cement paste with addition of fly-ash and slags was developed. In addition, an optimized proportion between asphalt mixture air voids and cement paste amount with consideration of economic benefit was introduced. Based on field evaluation process it can be said that the newly developed SRP system can successfully adapted not only in static site on highway: parking lots or ticketing booth, but also in dynamic site on highway: driving and wheel path.

The ride quality (i.e. smoothness) is a key factor for evaluating the construction quality of expressway asphalt pavement. Conventionally, three paving devices are widely used to control the surface layer thickness: leveling sensor (i.e. LS), short-range-surfacing-contact-ski (i.e. SSCS) and long-range-surfacing-contact-ski (i.e. LSCS). However, each of these levelling tools presents one major drawback. In the case of LS, if the original sub-layer evenness is poor, the final asphalt pavement surface and its smoothness will be negatively affected. The SSCS cannot assure satisfactory smoothness when relatively long paving section (in the order of 10 km) are paved. While the LSCS would reduce the drawback of the SSCS, its weight on the one hand and its length on the other discourage its use in the paving site especially for curved sections. In this paper, a next generation pavement smoothness leveling equipment, known as non-contact-digital-ski (i.e. NCDS) was implemented, evaluated and compared to the conventional equipment leveling device. The international Roughness Index (IRI m/km) was measured on sections paved with and without NCDS and the results visually and statistically compared. In addition, for the same sections, the modulus of the pavement layers was computed and compared by means of Falling Weight Deflectometer (i.e. FWD). It was observed that when NCDS is used for asphalt pavement overlay of existing concrete pavement, significant improvement in IRI (i.e. IRI<1.0m/km) and consistently uniform elastic modulus could be achieved compared to the conventional levelling and paving method.

In case of performing asphalt pavement overlay on existing concrete pavement layer, applying asphalt emulsion tack-coating or spreading prime-coating is considered to improve adhesion between asphalt and concrete layer. After coating work is done a curing process is considered not only for promoting evaporation process in coated (and/or spread) asphalt emulsion, but also for generating a membrane which can act as a bonding agent. Finally, asphalt overlay construction is performed when this curing process is completely done. However, during asphalt overlay construction process remarkable amount of spread tack-coating layer is lost due to asphalt material transfer vehicles (e.g. trucks, approximately 40~50% of total spread tack coating material is lost). In this paper, a new pavement equipment contains simultaneous asphalt emulsion spreading ability and corresponding construction techniques are introduced. Through applying this equipment, non-stop two step sequent working process: spreading asphalt emulsion on to existing concrete pavement layer then paving asphalt material for overlay construction, is available. During pavement working process temperature of asphalt material was kept with ranged between 130ºC and 170ºC. After performing field performance evaluation, it was found that crucial improvement in pavement layer adhesion, crack and rutting resistant ability were observed compared to the conventional paving method.