• Water for future
• /
• v.26 no.4
• /
• pp.35-46
• /
• 1993

The variations of water surface elevation due to bridge are studied using one_dimensional dynamic wave equation. The preissmann scheme is used to solve the dynamic wave equation and the bridges was treated as internal boundary conditions. Main causes of bridge backwater are the proportion of the contracted area due to bridge, roughness coefficient and discharge coefficient. The effect of discharge coefficient in weir flow condition is comparatively small. This model is verified by applying to the Suyoung River. which suffered a severe damage by typoon Gladys. The rise of water level through bridge is 1.53-1.08m in the reach of 4.25-6.20km from the downstream of river. The simulation results of the model have good agreements with the observed data.

• Proceedings of the KSR Conference
• /
• 2010.06a
• /
• pp.979-983
• /
• 2010

In case a set of railway vehicles moves on a rail track, the end of each car in which a coupler is installed produces a complex movement depending on the displacement of a rail track, bogie and a coupler. Especially, the movement of an end of cars is hugely affected by a radius of gyration and gradient of a rail track, vertical and lateral movement of bogie, and compression of coupler. In this thesis, I present a simulation technic for easy input and change of displacement of a rail track, bogie and a coupler as well as visualization of movement of the end of cars on a rail track using CATIA V5, CAD software.

• Journal of the Korea Concrete Institute
• /
• v.18 no.5 s.95
• /
• pp.657-666
• /
• 2006

The precast concrete beam-column connectors to retrofit an apartment building were investigated experimentally. Five precast concrete beam-column connectors were considered to develop a modified model which was adapted to domestic construction conditions from the DDC(dywidag ductile connection) of Germany. Special H-shape steel hardware was used to decrease the width of column and beams for the construction of external frames in apartments. It was found that the DDC had high joint strength and ductility, however failed in inclined shear crackings in the columns. The modified one showed better behaviors in tests because they did not show critical column crackings at failure. The test result of modified one with grouting was compared to that of the one without grouting within the duct. The one with grouting showed higher strength and ductility in failure than that without grouting.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.16 no.5
• /
• pp.98-111
• /
• 2012

In this study, a longitudinal joint connection was proposed for the short-span slab-type precast modular bridges with rapid construction. The slab-type modular bridge consists of a number of precast slab modules and has the joint connection between the modules in the longitudinal direction of the bridge. The finite element based parameter analysis and the push-out test were conducted to design the shape and the dimensions of the longitudinal joint connection. Number of shear keys within the joint, height and depth of the shear key, tooth angle, and the spacing were considered as the design parameters. Using the local cracking load obtained from the analytical and experimental results, an efficiency factor was proposed to evaluate the effectiveness of the longitudinal joint connection. The dimensions of shear key were determined by comparing the efficiency factors.

• The korean journal of orthodontics
• /
• v.36 no.1 s.114
• /
• pp.30-44
• /
• 2006

This study was performed to investigate the location of the ideal bracket positioning plane in lingual orthodontics using the three-dimensional finite element method. Displacement of the anterior teeth were evaluated according to the vertical and the angular movements of the bracket positioning plane. To achieve the ideal movement of anterior teeth in the lingual central plane, the location of the force application point and the amount of the moment applied to the four incisors were evaluated. As the bracket positioning plane was moved parallel toward the incisal edge, uncontrolled tipping and extrusion of the maxillary and the mandibular incisors were increased. But lingual tipping of the crown was decreased in the maxillary and the mandibular canines. As the bracket positioning plane was inclined toward the incisal edge, lingual tipping was increased in the 6 anterior teeth and extrusion of incisors and intrusion of the canine was also increased. As the retraction hook of the canine bracket was elongated, lingual tipping and extrusion of the central incisor and mesial movement and extrusion of the lateral incisor were increased. In the canine, mesial and labial movements of the crown were increased. When the moment was applied to the 4 incisors of the maxillary and the mandibular arch in the lingual central plane, 280 gf-mm in the maxillary central incisor, 500 gf-mm in the maxillary lateral incisor, 170 gf-mm in the mandibular central incisor and 370 gf-mm in the mandibular lateral incisor produced bodily movement of the individual tooth.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.34 no.4
• /
• pp.1279-1287
• /
• 2014

The purpose of this study is to develop the U-turn accident model at signalized intersections in urban areas. The characteristics of the accidents which are associated with U-turn operation at 3 and 4-legged signalized intersections was analyzed and the U-turn accident model was developed by regression analysis in Changwon city. First, in order to analyze the effectiveness on traffic accidents by U-turn installation, the difference of mean of traffic accident number are measured between two groups which are composed by whether or not U-turn installation the groups by Mann-Whitney U test. The result of significance test showed that intergroup comparison on mean by accident types made difference except rear-end accident type and by accident locations exit section only showed difference in significance level at 4-legged intersections, so the accident number have more where the U-turn is permitted than not. Response measures about the number of accidents were classified by whether accidents occurred and accident model were constructed using binomial logistic regression analysis method. The developed models show that the variables of conflict traffic, number of opposing lane are adopted as independent variable for both intersections. The variables of longitudinal grade for 3-legged signalized intersection and number of crosswalk for 4-legged signalized intersection at which the U-turn is permitted is adopted as independent variable only. These study results suggest that U-turn would be permitted at the intersection where the number of opposing lane is more than 3.5 each, the longitudinal grade of opposing road is upward flow and there is need to establish the U-turn traffic sign at signalized intersections.

• Korean Journal of Environment and Ecology
• /
• v.31 no.1
• /
• pp.104-111
• /
• 2017

The construction of road tunnels and bridges have delivered driving efficiency and stability based on developed engineering technology. Tunnels have the advantage of reducing the deforested area compared with other road construction methods. Since a tunnel is an underground passageway dug through the surrounding soil/earth/rock and enclosed except for the entrance and exit, commonly at each end, it does not cause a large amount of deforestation. This study surveyed the deforested areas at each end of the tunnel by the design of the tunnel entrance and exit and forest topography to minimize the amount of deforestation caused by road construction. A survey was done on a total of 150 tunnels (300 entrances and exits) on several main roads in Korea. The deforested area of each tunnel was collected by a breakdown of the entrance area and the upper area of the tunnel. According to the results of Kruskal-Wallis analysis, it was found that there was statistically a significant relation between the location of tunnels and the amount of deforestation by the topographical access type of the tunnels. The tunnel with 'facing orthogonal to incline' type access caused the smallest deforestation while the the tunnel with 'facing to valley' and 'parallel with incline' type accesses caused large deforestation during tunnel construction. Tunnel positioning in the light of topography can reduce the deforested area by up to 1.5ha at each tunnel.

• Economic and Environmental Geology
• /
• v.54 no.1
• /
• pp.35-48
• /
• 2021

The Gumi basin, situated in the mid-southeastern Yeongnam Massif, has the Cretaceous stratigraphy that is divided into Gumi Formation, andesitic rocks (Yeongamsan Tuff, Busangni Andesite), rhyolitic rocks (Obongni Tuff, Doseongul Rhyolite, Geumosan Tuff) and Intrusives (ring dikes, other dikes) in ascending order. The Geumosan Tuff is composed mostly of many ash-flow tuffs which are associated with Geumosan caldera along with the ring dikes. The caldera is outlined by ring faults and dikes and has about 3.5 × 5.6 km in diameters. The intracaldera volcanics show a downsag structure that is dipped inward in their flow and welding foliations. The caldera block represent an asymmetric subsidence, which drops 350 m in the northern margin and 600 m in the southern one. Based on these data, the Geumosan caldera is geometrically classified as an asymmetric piston subsidence caldera that suggests a single caldera cycle. The caldera reflects the piston subsidence of the caldera block bounded by the outward-dipping ring faults following a voluminous eruption of magma from the chamber. The downsag in the caldera block refers to the downsagging during the initial subsidence at the same time as the full development of the bound fault. In the ring fissures following the sagging, magma was injected due to the overpressure of magma chamber caused by subsidence.

• The korean journal of orthodontics
• /
• v.25 no.4
• /
• pp.487-495
• /
• 1995

This study was undertaken to compare each maximum biting force and to investigate its relationship with the facial skeketal form, number and position of tooth contact between anterior openbite and normal occlusion adults, using the T-scan system and the lateral cephalogram. The subjects of this study consisted of a group of 25 individuals with normal occlusion and another group of 14 with anterior openbite. The obtained results of this study were as follows : 1. The maximum biting force of anterior openbite adults was less than that of normal occlusion adults. 2. In anterior openbite adults, there were negative correlations between the maximum, biting force and SN/MP, FMA, PP/MP mesurement of lateral cephalogram. 3. In anterior openbite adults, as the mesial angulation of lower first molar against the occlusal plane increased, the more the biting force decreased. 4. In both groups, the greater the number of tooth contact, the more the biting force increased. 5. In both groups, the center of effort for anteroposterior occlusal contact was located on the first molar region.

• Proceedings of the Korean Society for Rock Mechanics Conference
• /
• 2004.04a
• /
• pp.199-217
• /
• 2004

터널 설계에 있어 갱구부의 위치 및 갱문형식의 선정은 터널 및 갱구사면의 안정성뿐만 아니라, 주위환경과의 조화 및 자연환경 훼손 최소화 등과 같은 환경적인 측면에서도 매우 중요한 부분이다. 현행 국내의 경우 경제성과 시공성 위주의 갱구부 위치 선정으로 과다 절취구간이 발생되어 환경훼손, 민원문제 발생, 과다한 용지 매입비용 등의 여러 가지 부작용이 발생되고 있다. 또한, 갱문 형식의 선정에 있어서 갱구부의 지형여건 및 제반 환경적 영향을 고려하지 않고 원통절개형과 면벽식 갱문의 획일적인 적용으로 주변지형과의 부조화를 이루는 사례가 다수 발생하고 있으며, 갱구부 상단의 유실된 토석이 완충공간의 부족으로 도로 노면상에 낙하되는 사고가 발생하고 있어 그에 대한 대책이 필요한 실정이다. 이와 같은 문제점을 보완하기 위해 갱구부 절취구간 최소화를 위한 구체적인 최소토피고 기준을 마련하였으며, 갱구상단 지형경사의 완급, 갱문주위의 배수기능, 낙석${\cdot}$산사태 등의 발생가능성 등을 고려한 새로운 갱문형식을 제안하고 체계적인 검토를 수행하였다. 이를 통해 점차 강화되는 환경보호정책 방향에 부응하고 자연환경 훼손을 최소화하며, 특히 해빙기와 집중호우시 낙석${\cdot}$눈사태로부터 도로의 안전을 확보할 수 있는 터널 갱문부 설계기준을 제시하였다. 또한, 실제 고속도로 터널의 설계 적용사례를 통하여 본 설계기준의 적용성을 분석하였으며, 실제 갱문 시공사례를 소개하여 향후 설계 및 시공에 도움이 되고자 하였다.