• Economic and Environmental Geology
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• v.49 no.6
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• pp.417-432
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• 2016

It was firstly revealed in this research that the marine terrace of the Ijin-ri (Bukpyung-myeon, Haenam-gun) was formed during the last interglacial (Marine Isotope Stage 5e; MIS 5e). The marine terrace totally ranging from 4.8 m (asl) to 8.8 m (asl) is subdivided into 4 units; Unit I ranges 4.8-5.3 m, unit II ranges 5.3-6.9 m, unit III ranges 6.9-8.3 m, and unit IV ranges 8.3-8.8 m. Strong evidences that units II and III were formed during MIS5e were obtained based on OSL dating, the physical characterizations such as particle size distribution, magnetic susceptibility and water content, principal element and trace element analyses, and quantitative clay mineral analysis for samples at the 30 cm intervals. The rounded gravels on the marine terrace are regarded to be originated from the clastic materials transported directly from the surrounding mountains toward the marine and abraded in the coastal area, without any fluvial processes. During the warmest period (125k, unit II), the increase in rainfall, along with the rapid rise in sea level, was likely caused the high amount of clastic materials transported to the upper part of the beach. As a result of comparing clay mineral ratios of study site with those derived from sediments of either tidal flats, or the Yellow Sea, it is interpreted that the sediments of study site were influenced from the marine. The results will be used to investigate the hydrological activity and sedimentary environment during the high sea level in the past.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.480-493
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• 2007

Many railway-advanced countries are using the various types of track to reduce the track maintenance and repair cost according to the improvement of velocity. It spends on much maintenance and repair cost for ballast track due to abrasion of ballast, track irregularity and unisotropical ballast-support stiffness. The ballast track on railway bridge is accelerating the deterioration of ballast according to interaction of railway bridge and track. As continuing the deterioration, it is caused dynamic loads. Due to these effects, it increases negative loads of track and bridge. However, when designing the railway bridge, the effect of ballast track was applicate only dead load, so elastic behavior effect of ballast track is not influenced. Therefore, this paper presumes the stiffness of ballast track on railway bridge considering dynamic behavior of railway bridge, it was evaluated that effect on dynamic behaviors of railway bridge according to ballast track stiffness.

• The Journal of Korean Academy of Prosthodontics
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• v.46 no.2
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• pp.137-147
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• 2008

Statement of problem: Dental implant procedure has been recognized as a very effective treatment to rehabilitate fully or partially edentulous patients. However, mechanical failures such as screw loosening, screw fracture have been still reported frequently. Purpose: The purpose of this study was to evaluate the influence of tungsten carbide/carbon coating, which has superior hardness and frictional wear resistance, on implant-abutment screw loosening of three different joint connections after one million cyclic loading. Material and methods: The values of detorque before and after loading were measured in three different joint connections (Osstem Implant, Korea), one external butt joint, US II implant system and two internal cones, SS II and GS II system. The values of detorque before loading was analyzed by one-way ANOVA, and two-way ANOVA and Scheffe' test were performed for the value of detorque after loading. Results: 1. The values of initial detorque of tungsten carbide/carbon coated Ti alloy screw were smaller those of Ti alloy screw (P<.01), and there were no differences among implant systems in each screw (P>.05). 2. In comparison of loss rate of detorque value after cyclic loading, US II system was greater than SS II and GS II system but there was no difference between SS II and GS II system (P<.01). 3. Loss rates of detorque value after cyclic loading decreased consistently at tungsten carbide/carbon coated Ti alloy screw comparing with Ti alloy screw in all implant systems (P<.01), and there were no differences among three systems in reduction of loss rates by using tungsten carbide/carbon coated Ti alloy screw (P>.05). Conclusion: Tungsten carbide/carbon coating to increase preload with reduction of friction resistance was a effective way to decrease screw loosening by functional loading.