• Journal of Korean Tunnelling and Underground Space Association
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• v.11 no.4
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• pp.327-351
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• 2009

Laboratory tests are performed in this paper to investigate the brittle failure characteristics of over-stressed rocks taken in deep depth. Also, numerical simulation performed using that the so-called CWFS(Cohesion Weakening Frictional Strengthening) model is known to predict brittle failure phenomenon reasonably well. The most typical rock types of Korean peninsula - granite and gneiss - were used for testing. Results of uniaxial compression tests showed that the crack initiation stress was about 41 % to 42% of the uniaxial compressive strength regardless of rock types, where as, the crack damage stress of granite was about 75%, and that of gneiss was about 97%. Through the damage-controlled test, strength parameters of each rock were obtained as a function of damage degree. After the peak, the crack damage stress and the maximum stress were decreased, The cohesion was decreased and the friction angle was increased with increase of rock damage. Before reaching the peak, the elastic modulus was slightly increased, while decreased after the peak. Poisson's ratio was increased as the damage of rock proceeds. Comparison of uniaxial compression tests and damage-controlled tests shows the crack initiation stress estimated from the damage-controlled test fluctuated within the range of crack initiation stress obtained from the uniaxial compression test; the crack damage stress was less than that estimated from the uniaxial compression test. In order to predict the critical depth that brittle failure occurs, numerical simulations using the CWFS model were performed for an example site. Material parameters obtained from the laboratory tests mentioned above were used for CWFS simulation. Comparison between the critical depth predicted from the numerical simulation using the CWFS model and that predicted by using the damage index proposed by Martin et al.(l999), showed that critical depth cannot be reasonably predicted by the currently used damage index except for circular tunnels. A modified damage index was proposed by the author which takes the shape of tunnels other than circular into account.

• Tunnel and Underground Space
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• v.13 no.1
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• pp.52-63
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• 2003

Discontinuities such as faults, fractures and joints in rock mass play the dominant role in the mechanical and hydraulic properties of the rock mass. The key factors that influence on the flow of groundwater are hydraulic and geometric characteristics of discontinuities and their connectivity. In this study, a program that analyzes groundwater flow in the 3D discontinuity network was developed on the assumption that the discontinuity characteristics such as density, trace length, orientation and aperture have particular distribution functions. This program generates discontinuities in a three-dimensional space and analyzes their connectivity and groundwater flow. Due to the limited computing capacity In this study, REV was not exactly determined, but it was inferred to be greater than 25$\times$25$\times$25 ㎥. By calculating the extent of aperture that influences on the groundwater flow, it was found that the discontinuities with the aperture smaller than 30% of the mean aperture had little influence on the groundwater flow. In addition, there was little difference in the equivalent hydraulic conductivity for the the two cases when considering and not considering the boundary effect. It was because the groundwater flow was mostly influenced by the discontinuities with large aperture. Among the parameters considered in this study, the length, aperture, and orientation of discontinuities had the greatest influence on the equivalent hydraulic conductivity of rock mass in their order. In case of existence of a fault in rock mass, elements of the equivalent hydraulic conductivity tensor parallel to the fault fairly increased in their magnitude but those perpendicular to the fault were increased in a very small amount at the first stage and then converged.

• Korean Journal of Agricultural and Forest Meteorology
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• v.8 no.3
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• pp.190-198
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• 2006

Radiation use efficiency (RUE), the amount of biomass produced per unit intercepted photosynthetically active radiation (PAR), constitutes a main part of crop growth simulation models. The objective of the present study was to evaluate the variation of RUE of rice plants under various nitrogen nutritive conditions. from 1998 to 2000, shoot dry weight (DW), intercepted PAR of rice canopies, and nitrogen nutritive status were measured in various nitrogen fertilization regimes using japonica and Tongil-type varieties. These data were used for estimating the average RUEs before heading and the relationship between RUE and the nitrogen nutritive status. The canopy extinction coefficient (K) increased with the growth of rice until maximum tillering stage and maintained constant at about 0.4 from maximum tillering to heading stage, rapidly increasing again after heading stage. The DW growth revealed significant linear correlation with the cumulative PAR interception of the canopy, enabling the estimation of the average RUE before heading with the slopes of the regression lines. Average RUE tended to increase with the increased level of nitrogen fertilization. RUE increased approaching maximum as the nitrogen nutrition index (NNI) calculated by the ratio of actual shoot N concentration to the critical N concentration for the maximum growth at any growth stage and the specific leaf nitrogen $(SLN;\;g/m^2\;leaf\;area)$ increased. This relationship between RUE (g/MJ of PAR) and N nutritive status was expressed well by the following exponential functions: $$RUE=3.13\{1-exp(-4.33NNNI+1.26)\}$$ $$RUE=3.17\{1-exp(-1.33SLN+0.04)\}$$ The above equations explained, respectively, about 80% and 75% of the average RUE variation due to varying nitrogen nutritive status of rice plants. However, these equations would have some limitations if incorporated as a component model to simulate the rice growth as they are based on relationships averaged over the entire growth period before heading.

• Korean Journal of Food Science and Technology
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• v.25 no.1
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• pp.28-32
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• 1993

In order to elucidate the temperature and pressure effect on the oil expression of perilla seed, recovery of expressed oil (REO) and volumetric strain of both roasted and unroasted perilla seeds were observed at different temperature, pressure and for different periods of press. In this experiment, moisture content of perilla seed was adjusted to 2.5% and temperature used were 30, 40, 50 and $60^{\circ}C$. Pressure applied were 10, 30, 50 and 70 MPa, and periods of press were 5, 7, 9 and 11 min. As temperature and pressure were increased or periods of press was lengthened, REO and volumetric strain of pressed cake were increased. Maximum REO of unroasted perilla seeds were found to be 85.59% and those of roasted perilla seeds be 85.30%, at 70 MPa, $60^{\circ}C$, and for 11 min. Viscosity of expressed oil were exponentially dependent on temperature and REO were increased as viscosity was decreased. From statistical analysis between effects of expression factors and REO and volumetric strain of pressed cake, importance of their effects was decreased in the order of pressure, temperature, $temperature{\times}pressure$ and periods of press. The multiple regression equation between REO(Y) and temperature (T), pressure (P), and periods of press (D) were as follows; $Y=7.95+36.85P+1.12T^2-0.55TP-5.08P^2\;r^2=0.97$ for unroasted perilla seed (p<0.01), $Y=4.50T+39.23P+0.83T^2-1.71P-5.07P^2\;r^2=0.99$ for roasted perilla seed (p<0.01).

• Journal of Korean Society of Transportation
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• v.23 no.2
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• pp.117-130
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• 2005

In both deteministic user Optimal Traffic Assignment Model (UOTAM) and stochastic UOTAM, travel time, which is a major ccriterion for traffic loading over transportation network, is defined by the sum of link travel time and turn delay at intersections. In this assignment method, drivers actual route perception processes and choice behaviors, which can become main explanatory factors, are not sufficiently considered: therefore may result in biased traffic loading. Even though there have been some efforts in Stochastic UOTAM for reflecting drivers' route perception cost by assuming cumulative distribution function of link travel time, it has not been fundamental fruitions, but some trials based on the unreasonable assumptions of Probit model of truncated travel time distribution function and Logit model of independency of inter-link congestion. The critical reason why deterministic UOTAM have not been able to reflect route perception cost is that the route perception cost has each different value according to each origin, destination, and path connection the origin and destination. Therefore in order to find the optimum route between OD pair, route enumeration problem that all routes connecting an OD pair must be compared is encountered, and it is the critical reason causing computational failure because uncountable number of path may be enumerated as the scale of transportation network become bigger. The purpose of this study is to propose a method to enable UOTAM to reflect route perception cost without route enumeration between an O-D pair. For this purpose, this study defines a link as a least definition of path. Thus since each link can be treated as a path, in two links searching process of the link label based optimum path algorithm, the route enumeration between OD pair can be reduced the scale of finding optimum path to all links. The computational burden of this method is no more than link label based optimum path algorithm. Each different perception cost is embedded as a quantitative value generated by comparing the sub-path from the origin to the searching link and the searched link.

• Journal of KIISE:Computer Systems and Theory
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• v.34 no.5_6
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• pp.202-213
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• 2007

A network is an important model widely used in natural and social science as well as engineering. To analyze these networks easily it is necessary that we should layout the features of networks visually. These Graph-Layout researches have been performed recently according to the development of the computer technology. Among them, the Scale-free Network that stands out in these days is widely used in analyzing and understanding the complicated situations in various fields. The Scale-free Network is featured in two points. The first, the number of link(Degree) shows the Power-function distribution. The second, the network has the hub that has multiple links. Consequently, it is important for us to represent the hub visually in Scale-free Network but the existing Graph-layout algorithms only represent clusters for the present. Therefor in this thesis we suggest Graph-layout algorithm that effectively presents the Scale-free network. The Hubity(hub+ity) repulsive force between hubs in suggested algorithm in this thesis is in inverse proportion to the distance, and if the degree of hubs increases in a times the Hubity repulsive force between hubs is ${\alpha}^{\gamma}$ times (${\gamma}$??is a connection line index). Also, if the algorithm has the counter that controls the force in proportion to the total node number and the total link number, The Hubity repulsive force is independent of the scale of a network. The proposed algorithm is compared with Graph-layout algorithm through an experiment. The experimental process is as follows: First of all, make out the hub that exists in the network or not. Check out the connection line index to recognize the existence of hub, and then if the value of connection line index is between 2 and 3, then conclude the Scale-free network that has a hub. And then use the suggested algorithm. In result, We validated that the proposed Graph-layout algorithm showed the Scale-free network more effectively than the existing cluster-centered algorithms[Noack, etc.].

• Journal of the Korean Society of Urban Environment
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• v.18 no.4
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• pp.473-483
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• 2018

In this study, we have developed a lab scale bioreactor to identify the characteristics of nitrification reaction according to operation condition (temperature, inhibitor (as Cl), activated nitrifying bacteria (ANB). etc) to improve nitrification efficiency at low temperature. Recovery rate of nitrification took about 4 days to reach the normal level by injected ANB after inhibition shock of CI injection at $20^{\circ}C$, when measured the concentration of $NO_2{^-}-N+NO_3{^-}-N$ in the effluent. In the case of $10^{\circ}C$, recovery of nitrification rate took about 4 days to reach the level of half to the normal level and 7 days for complete recovery which took 3 days more than those at $20^{\circ}C$. At $10^{\circ}C$ considering the winter season, the specific nitrification rate(SNR) of the from 1 day to 6 days after injected ANB according to its operation condition increased from 0.029 to 0.767 mgN/gSS/hr. The simulated SNR for the 8th day after the injected ANB at $10^{\circ}C$ was 0.840, 3.625 mgN/gSS/hr, respectively as linear function and exponential function, expecting to exceed level of 2.592 mgN/gSS/hr at normal condition. It was confirmed that injection of ANB during low temperature operation has many effects for improving nitrification efficiency through this study. In future studies, if further studies are carried out the determination of ANB injection and the design of efficient ANB reactor considering the changes of operating characteristics by site, it will contribute to the improvement of nitrification efficiency in winter season.

• Journal of Korea Port Economic Association
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• v.29 no.3
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• pp.159-174
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• 2013

This paper mainly deals with the appropriation of ship voyage allocation, using a heuristic regression model, in order to reduce total costs incurred in port, yard and at sea under the specific port condition. Because of different behavior of costs incurred in port, yard and at sea, an effort to minimize these costs by adjusting the number of voyages for three ship classes(50,000, 100,000, and 150,000-ton) should be made. For instance, if the port managers attempt to reduce the sea transport cost by increasing the annual allocated number of ship voyages classed 150,000-ton for economies of scale, they have no choice but to suffer a significant increase in queueing cost due to port congestion. To put it differently, there are trade-off relationships among the costs incurred in port, yard, and at sea. We utilized a computer simulation result to perform a couple of regression analyses in order to figure out the appropriate range of allocated number of voyages of each ship class using a heuristic approach. The detailed analytical results will be shown at the main paper. We also suggested a net present value(NPV) model to make a proper investment decision for an additional berth of 200,000-ton class that alleviates port congestion and reduces transport cost incurred both in port and at sea.

• Journal of Korean Society of Forest Science
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• v.88 no.2
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• pp.255-265
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• 1999

This study deals with forest soil characteristics and their effects on the trafficability of logging vehicles. The study area is the national experimental forest located in Kwangnung. This site has 20m length and is equally divided by 5 surveying ranges with 4m width, on which a tractor(FIATAGRI) attached with logging boogie can drive in 4 driving types, namely 1time-return unload, 1time-return with load of 780-790kg weight of 3 logs, 5 and 10times-return with same load. After one driving type on all surveying ranges, the soil hardness is surveyed 5 times with 3 several type tools, SHM-1 type, lang penetrometer(L-PNTM), and clegg impact soil tester(CIST). A disturbed degree of cover vegetation and sliding conditions of vehicle are also observed. As results, the soil type of the test site was SC by USCS and dry brown forest soil. The cover vegetation is gotten trambled under driving after 3-5 times-return, shrubs leaves are fully fallen and their bark are peeled, and after 10 times-return the cover vegetations were nearly disappeared. The test vehicle has neither slided nor was overthrown. The wheel tracks in the 1-3 ranges, of which unit weight(gd, gt) is high and soil moisture content(MC) is low, were only 1-2cm deep, but those in the 4-5 ranges, of which the gd, gt is low and the MC is high, were 5-7cm deep. In the soil hardness test, which was established in 5 test ranges by types of driving, the more driving times, the higher the hardness. The soil hardness surveyed by L-PNTM has changed slowly and that surveyed by SHM-1 type has risen sharply. In the ranges with higher specific gravity(Gs), higher unit weight, lower MC and higher liquid limit(LL) and plasticity index(PI) was the soil hardness high and the trafficability was good. In the ranges with opposite conditions, also in the ranges of the lower soil hardness, the trafficability must be not good, because the wheel track may be deep. The results from CIST attached with 4kg hammer was not better than expected. So it is recommended to use CIST with 2.5kg or 0.5kg hammer.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.33 no.5
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• pp.448-454
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• 2000

This study was to examine the physicochemical characteristics of coagulation reaction between ignited oyster shell powder (IOSP) and red tide organisms (RTO), and its feasibility, in developing a technology for the removal of RTO bloom in coastal sea,IOSP was made from oyster shell and its physicochemical characteristics were examined for particle size distribution, surface characteristic by scanning electron microscope, zeta potential, and alkalinity and pH variations in sea water. Two kinds of RTO that were used in this study, Cylindrotheca closterium and Skeletonema costatum, were sampled in Masan bay and were cultured in laboratory. Coagulation experiments were conducted using various c(Incentrations of IOSP, RTO, and a jar tester. The supernatant and RTO culture solution were analyzed for pH, alkalinity, RTO cell number, IOSP showed positive zeta potentials of $11.1{\~}50.1\;mV\;at\;pH\;6.2{\~}12.7$, A positive zeta potential of IOSP slowly decreased with decreasing pNa 4,0 to 2,0. When pNa reached zero, the zeta potential approached zero, When a pMg value was decreased, the positive zeta potential of IOSP increased until pMg 3.0 and decreased below pMg 3.0. IOSP showed 4.8 mV of positive zeta potential while RTO showed -9.2 mV of negative zeta potential in sea water. A positive-negative EDL (electrical double-layer) interaction occurred between $Mg(OH)_2$ adsorption layer of IOSP and RTO in sea water so that EDL attractive force always worked between them. Hence, their coagulation reaction occurred at primary minimum on which an extreme attractive force acted because of charge neutralization by $Mg(OH)_2$ adsorption layer of IOSP. As a result, the coagulation reaction was rapidly processed and was irreversible according to DLVO (Deriaguin-Landau-Verwey-Overbeek) theory. Removal rates of RTO were exponentially increased with increasing both IOSP concentration and G-value. The removal rates were steeply increased until 50 mg/l of IOSP and reached $100{\%}\;at\;400\;mg/l$ of IOSP. Removal rates of RTO were $70.5,\;70.5,\;81.7,\;85.3{\%}$ for G-values of $1,\;6,\;29,\;139\;sec^(-1)$at IOSP 100 mg/l, respectively. This indicated that mixing (i.e., collision among particles) was very important for a coagulation reaction.