• Journal of Korea Water Resources Association
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• v.43 no.5
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• pp.455-469
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• 2010

Changes of geomorphology in alluvial river and vegetation recruitment on its floodplain downstream from dams are investigated both qualitatively and quantitatively focusing on the downstream of Andong dam and Imha dam on the Nakdong River. Results of the analyses of river morphology and bed material in the study site show a general trend of riverbed degradation with a max scour of 3 m and bed material coarsening from pre-dam value of 1.5 mm in D50 to post-dam value of 2.5 mm. Decrease in bed shear stress due to the decrease in flood discharge have caused vegetation recruitment on the once-naked sandbars. As result, the ratio of area of vegetated bars over total area of bars has drastically changed from only 7% in 1971 before the Andong dam (constructed in 1976) to 25% after it, and increased to 43% only three year after the Imha dam (constructed in 1992) and eventually to 74% by 2005. Analysis of the vegetation succession at Wicjeol subreach, one of the three subreaches selected in this study for detailed investigation, has clearly shown a succession of vegetation on once-naked sand bars to a pioneering stage, reed and grass stage, willow shrub and eventually to willow tree stages. At the second subreach selected, two large point bars in front of Hahoe Village seem to have maintained their sand surfaces without a signifiant vegetation recruitment until 2005. The sand bars, however, seem to have been invaded by vegetation recently, which warns river managers to have a countermeasure to protect the sand bars from vegetation invasion in order to conserve them for the historical village of Hahoe. On the other hand, recruitment and establishment of vegetation on the sand bars by artificial disturbance of the river, such as damming, can create an unique habitat of backmarsh in the sandy river, as shown in the case of Gudam Wetland, and may increase the biodiversity as compared with relatively monotonous sand bars. Last, the premise in this study that decrease in flood discharge due to upstream dams and decrease in bed shear stress can induce vegetation recruitment on the naked sand bars in the river has been verified with the analyses of the distribution of dimensionless bed shear stress along the selected cross section in each subreach.

• Journal of Korean Tunnelling and Underground Space Association
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• v.17 no.6
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• pp.637-652
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• 2015

In the present work, a number of three-dimensional (3D) parametric numerical analyses have been carried out to study the influence of tunnelling on the behaviour of adjacent piles considering the transverse distance of the pile tip from the tunnel. Single piles and $5{\times}5$ piles inside a group with a spacing of 2.5d were considered, where d is the pile diameter. In the numerical modelling, several key issues, such as the tunnelling-induced pile settlements, the interface shear stresses, the relative shear displacements, the axial pile forces, the apparent factors of safety and zone of influence have been rigorously analysed. It has been found that when the piles are inside the influence zone, the pile head settlements are increased up to about 111% compared to those computed from the Greenfield condition. Larger pile settlements and smaller axial pile forces are induced on the piles inside the pile groups than those computed from the single piles since the piles responded as a block with the surrounding ground. Also tensile pile forces are induced associated with the upward resisting skin friction at the upper part of pile and the downward acting skin friction at the lower part of pile. On the contrary, when the piles were outside the influence zone, tunnelling-induced compressive pile forces developed. Based on computed load and displacement relation of the pile, the apparent factor of safety of the piles was reduced up to about 45%. Therefore the serviceability of the piles may be substantially reduced. The pile behaviour, when considering the single piles and the pile groups with regards to the influence zone, has been analysed by considering the key features in great details.

• International Journal of Highway Engineering
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• v.8 no.4 s.30
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• pp.49-62
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• 2006

The republic of korea has put a great emphasis on the role of the road as widening a social infra-structural facility. Thus, vast amount of money has been invested on the road establishment. As a result, there has been fruitful outcomes in establishing the road system of the nation especially for the flat road with ease. However, in order to have more systematic and sustainable road system, we should turn our attention to more painful and high-cost regions such as mountainous districts and those are to be developed effectively. The configuration of the road is an important factor to be considered in making a decision for the road planning. Nevertheless, current road planning criterion has no such clarified and objective judging standard for figuring the configuration of the road out and, as a result, speed planning can be decided incorrectly. our research has acknowledged the necessity of estimating the configuration of the road and aimed to make it organized and sorted according to the height, slope, and the vehicle's speed. The results are as follows. First, our research made use of GIS data and classified the road into 9 different areas according to the height and the slope. Also, road classification being matched to the data of vehicle's speed, it has been shown that those characteristics of different areas have made an influence on vehicle's speed. Secondly, based on the results of the similarity between geographical classification and, vehicle's speed of sorted groups according to the height and the slope, conclusively we have classified as flat, rolling region and mountain. Since our research has made use of vehicle's speed for National Highway, it is not applicable to different functional highways. However, for the highway to be established hereafter, it can be a standard for reflection geographical characteristics.

• Journal of the Korean Society of Marine Environment & Safety
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• v.29 no.5
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• pp.479-487
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• 2023

Recently, the destructive power of typhoons is continuously increasing owing to global warming. In a situation where the installation of floating wind turbines is increasing worldwide, concerns about the huge loss and collapse of floating offshore wind turbines owing to strong typhoons are deepening. A new type of disconnectable mooring system must be developed for the safe operation of floating offshore wind turbines. A new submersible mooring pulley considered in this study is devised to more easily attach or detach the floating of shore wind turbine with mooring lines compared with other disconnectable mooring apparatuses. To investigate the structural safety of the initial design of submersible mooring pulley that can be applied to an 8MW-class floating type offshore wind turbine, scale-down structural models were developed using a 3-D printer and structural tests were performed on the models. For the structural tests of the scale-down models, tensile specimens of acrylonitrile butadiene styrene material that was used in the 3-D printing were prepared, and the material properties were evaluated by conducting the tensile tests. The finite element analysis (FEA) of submersible mooring pulley was performed by applying the material properties obtained from the tensile tests and the same load and boundary conditions as in the scale-down model structural tests. Through the FEA, the structural weak parts on the submersible mooring pulley were reviewed. The structural model tests were conducted considering the main load conditions of submersible mooring pulley, and the FEA and test results were compared for the locations that exceeded the maximum tensile stress of the material. The results of the FEA and structural model tests indicated that the connection structure of the body and the wheel was weak in operating conditions and that of the body and the chain stopper was weak in mooring conditions. The results of this study enabled to experimentally verify the structural safety of the initial design of submersible mooring pulley. The study results can be usefully used to improve the structural strength of submersible mooring pulley in a detailed design stage.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.6
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• pp.120-129
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• 2023

To evaluate the vertical loads on railway bridges, conventional load tests are typically conducted. However, these tests often entail significant costs and procedural challenges. Railway conditions involve nearly identical load profiles due to standardized rail systems, which may appear straightforward in terms of load conditions. Nevertheless, this study aims to validate load tests conducted under operational train conditions by comparing the results with those obtained from conventional load tests. Additionally, static and dynamic structural behaviors are extracted from the measurement data for evaluation. To ensure the reliability of load testing, this research demonstrates feasibility through comparisons of existing measurement data with sensor attachment locations, train speeds, responses between different rail lines, tendency analysis, selection of impact coefficients, and analysis of natural frequencies. This study applies to the Dongho Railway Bridge and verifies the applicability of the proposed method. Ten operational trains and 44 sensors were deployed on the bridge to measure deformations and deflections during load test intervals, which were then compared with theoretical values. The analysis results indicate good symmetry and overlap of loads, as well as a favorable comparison between static and dynamic load test results. The maximum measured impact coefficient (0.092) was found to be lower than the theoretical impact coefficient (0.327), and the impact influence from live loads was deemed acceptable. The measured natural frequencies approximated the theoretical values, with an average of 2.393Hz compared to the calculated value of 2.415Hz. Based on these results, this paper demonstrates that for evaluating vertical loads, it is possible to measure deformations and deflections of truss railway bridges through load tests under operational train conditions without traffic control, enabling the calculation of response factors for stress adjustments.

• The Journal of the Petrological Society of Korea
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• v.27 no.3
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• pp.109-120
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• 2018

The distributional characteristics of fault segments in Cretaceous and Tertiary rocks from southeastern Gyeongsang Basin were derived. The 267 sets of fault segments showing linear type were extracted from the curved fault lines delineated on the regional geological map. First, the directional angle(${\theta}$)-length(L) chart for the whole fault segments was made. From the related chart, the general d istribution pattern of fault segments was derived. The distribution curve in the chart was divided into four sections according to its overall shape. NNE, NNW and WNW directions, corresponding to the peaks of the above sections, indicate those of the Yangsan, Ulsan and Gaeum fault systems. The fault segment population show near symmetrical distribution with respect to $N19^{\circ}E$ direction corresponding to the maximum peak. Second, the directional angle-frequency(N), mean length(Lm), total length(Lt) and density(${\rho}$) chart was made. From the related chart, whole domain of the above chart was divided into 19 domains in terms of the phases of the distribution curve. The directions corresponding to the peaks of the above domains suggest the directions of representative stresses acted on rock body. Third, the length-cumulative frequency graphs for the 18 sub-populations were made. From the related chart, the value of exponent(${\lambda}$) increase in the clockwise direction($N10{\sim}20^{\circ}E{\rightarrow}N50{\sim}60^{\circ}E$) and counterclockwise direction ($N10{\sim}20^{\circ}W{\rightarrow}N50{\sim}60^{\circ}W$). On the other hand, the width of distribution of lengths and mean length decrease. The chart for the above sub-populations having mutually different evolution characteristics, reveals a cross section of evolutionary process. Fourth, the general distribution chart for the 18 graphs was made. From the related chart, the above graphs were classified into five groups(A~E) according to the distribution area. The lengths of fault segments increase in order of group E ($N80{\sim}90^{\circ}E{\cdot}N70{\sim}80^{\circ}E{\cdot}N80{\sim}90^{\circ}W{\cdot}N50{\sim}60^{\circ}W{\cdot}N30{\sim}40^{\circ}W{\cdot}N40{\sim}50^{\circ}W$) < D ($N70{\sim}80^{\circ}W{\cdot}N60{\sim}70^{\circ}W{\cdot}N60{\sim}70^{\circ}E{\cdot}N50{\sim}60^{\circ}E{\cdot}N40{\sim}50^{\circ}E{\cdot}N0{\sim}10^{\circ}W$) < C ($N20{\sim}30^{\circ}W{\cdot}N10{\sim}20^{\circ}W$) < B ($N0{\sim}10^{\circ}E{\cdot}N30{\sim}40^{\circ}E$) < A ($N20{\sim}30^{\circ}E{\cdot}N10{\sim}20^{\circ}E$). Especially the forms of graph gradually transition from a uniform distribution to an exponential one. Lastly, the values of the six parameters for fault-segment length were divided into five groups. Among the six parameters, mean length and length of the longest fault segment decrease in the order of group III ($N10^{\circ}W{\sim}N20^{\circ}E$) > IV ($N20{\sim}60^{\circ}E$) > II ($N10{\sim}60^{\circ}W$) > I ($N60{\sim}90^{\circ}W$) > V ($N60{\sim}90^{\circ}E$). Frequency, longest length, total length, mean length and density of fault segments, belonging to group V, show the lowest values. The above order of arrangement among five groups suggests the interrelationship with the relative formation ages of fault segments.

• Journal of the Korean Association of Oral and Maxillofacial Surgeons
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• v.27 no.3
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• pp.239-249
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• 2001

The purpose of this study is to evaluate the relationship of the factors which could be influenced by orthognathic surgery especillay SSRO. We measured the amounts of the maximum opening, lateral movements, maximum velocity and pattern of mandibular path during the opening and closing of mandible at the following times ; preoperative, 1 month after operation, 6 months after operation respectively using MKG. And the results were compared according to the categorized subgroups. Following results were obtained : 1. The change of the amounts of mandibular lateral movement and maximum opening velocity were statistically different between male and female (p<0.05), but the others were not. 2. According to the method of operation, there was no difference in the change of the mandibular movements between the group of SSRO and SSRO plus LeFort I osteotomy (p>0.05). 3. According to the amounts of mandibular movement, the recovery of left lateral movement of the group of $6{\sim}10mm$ was better than the other groups (p<0.05). 4. In the frontal pattern of the opening and closing of the mandible, the complex deflected type (F5), simple deflected type (F4), complex deviated type (F3), simple deviated type (F2), straight type (F1) were obtained in order at the time of preoperative, simple deflected type, simple deviated type, complex deviated type, straight type, complex deflected type in order at the time of 1 month after surgery, and the result at the time of 6 months after surgery was the same with that of the time of preoperative. In the sagittal pattern, non-coincident type (S2) was predominant at the time of preoperative, and coincident type (S1) was predominant at the time of 1 month after surgery. After 6 months, the result was also the same with that of the preoperative in sagittal pattern. 5. There was not a statistical difference in the change of the mandibular movement between group of presence of the preoperative TMJ symptoms and non-presence group (p>0.05). 6. There was not a statistical difference in the change of the mandibular movement between repositioning device applied group and non-applied group (p>0.05). 7. Sixty three percents of the patients who had preoperative TMJ symptoms were improved after surgery and preoperative TMJ symptoms were more improved after operation in the repositioning device non-applied group statistically (p<0.05).