• Journal of the Korean Society for Marine Environment & Energy
• /
• v.11 no.1
• /
• pp.50-54
• /
• 2008

There are several basic classes of recycling methods for FRP boats. The main one is 'Mechanical recycling' which involves shredding and grinding of the scrap FRP in a new product. That is one of the simpler and more technically proven methods. It recently has been reported that FRP can be recycled by separating into layers instead of crushing into powder. Many researchers should be more interested in these mechanical recycling for the eligibility. Nevertheless, because resins is very useful renewable energy, most of waste FRP regenerating methods depend on incineration (reclamation) or thermal recycling (pyrolysis). FRP is made up of laminated glass- fiber (roving cloth layer) which is also very unlikely to break into each layer. If there is an extracting method which is efficient and environment friendly removing glass fiber from waste FRP, it should also solve the another urgent problem. Laminated glass-fiber which is very limited renewable, is a serious barrier to wast FRP boat regenerating. This study is to propose a new extracting method which is efficient and environment friendly waste FRP regenerating system. And it should be applied to renewable energy applications with the waste resins of FRP. Also recycling glass fiber obtained by the separation of the roving layer from waste FRP will be consider to be useful for concrete products or structures.

• Journal of Navigation and Port Research
• /
• v.30 no.6 s.112
• /
• pp.447-455
• /
• 2006

Together with the trend of enhancement in domestic industrial development and economic progress due to import and export, the demand for construction of the roads, bridges, especially port facilities, and several coastal protection and ocean structures is increasing rapidly. MOMAF of Korean Government is driving construction cf 9 new ports and renovation cf the existing fishery ports. Among these structures most of bridge base, wharves, dolphins, quays, and jetties are being newly built cf steel or concrete pile. As the base, supporting bulkheads, and piles are underwater after construction, it is difficult to figure out the status of structures and not enough to get maintenance and strengthen the structures. Every year, moreover, these works suck the government budget due to higher incomplete maintenance expense for protection from corrosions cf structures and increased underwater construction period. For the purpose cf cutting down the expense cf government budget, it is necessary to extend the life cycle of the existing structures. Therefore, we developed a new method for maintenance of submerged structures near the waterline by allowing dry work environment with the floating caisson. The method shows easy to move around the working area and handle. It also showed not only a significant reduction of maintenance expenses and time for anti-corrosion work but also better protection This will be a milestone to reduce the maintenance and construction expenses for the shore and water structures.

• Journal of the Korean Society for Railway
• /
• v.16 no.1
• /
• pp.40-46
• /
• 2013

Based on Korean railway design standards, the thicknesses of the reinforced roadbeds of conventional and high speed railways are different, and so too, for the size distribution of the ballast particles. Accordingly, considerable cost would be required to increase operating speeds of conventional lines, in particular related to changing from a ballasted track system to a ballastless one. In this study, applicability of a roadbed which supports conventional ballasted track, for use as a ballastless track for a high speed rail line was examined. A reinforced roadbed for a conventional railway is 20cm thick, and the type of material used for a conventional reinforced roadbed is M-40 (crushed gravel for road embankments). A dynamics test was conducted to evaluate the occurrence of the permanent settlement of the track substructure. These results suggest that, without changes to the track substructure, an operational speed of 400km/h is feasible with a ballastless track. This result; however, is from laboratory experiments. Further studies, such as numerical analyses or field validation, are required.

• International Journal of Highway Engineering
• /
• v.17 no.2
• /
• pp.55-62
• /
• 2015

Cracking is an inevitable fact of asphalt concrete pavements and plays a major role in pavement deterioration. Pavement cracking is one of the main factors determining the frequency and method of repair. Cracks can be treated with a number of preventative maintenance actions, including overlay surface treatments such as slurry sealing, crack sealing, or crack filling. Pavement cracks can show up as one or all of the following types: transverse, longitudinal, fatigue, block, reflective, edge, and slippage. Crack sealing is a frequently used pavement maintenance treatment because it significantly extends the pavement service life. However, crack sealant often fails prematurely due to a loss of adhesion. Because current test methods are mostly empirical and only provide a qualitative measure of the bond strength, they cannot accurately predict the adhesive failure of the sealant. This study introduces a laboratory test aimed at assessing the bonding of hot-poured crack sealant to the walls of pavement cracks. A pneumatic adhesion tensile testing instrument (PATTI) was adopted to measure the bonding strength of the hot-poured crack sealant as a function of the curing time and temperature. Based on a limited number of test results, the hot-poured crack sealants have very different bonding performances. Therefore, this test method can be proposed as part of a newly developed performance-based standard specification for hot-poured crack sealants for use in the future. PURPOSES : The purpose of this study was to evaluate both the adhesion and failure performance of a crack sealant as a function of its curing time and curing temperature. METHODS: A pneumatic adhesion tensile testing instrument (PATTI) was adopted to measure the adhesion performance of a crack sealant as a function of the curing time and curing temperature. RESULTS: With changes in the curing time, curing temperature, and sealant type, the bond strengths were found to be significantly different. Also, higher bond strengths were measured at lower temperatures. Different sealant types produced completely different bond strengths and failure behaviors. CONCLUSIONS: The bonding strength of an evaluated crack sealant was shown to differ depending on various factors. Two sealant types, which were composed of different raw materials, were shown to perform differently. The newly proposed test offers the possibility of evaluating and differentiating between different crack sealants. Based on alimited number of test results, this test method can be proposed as part of a newly developed performance-based standard specification for crack sealants or as part of a guideline for the selection of hot-poured crack sealant in the future.

• Korean Journal of Agricultural Science
• /
• v.5 no.2
• /
• pp.120-126
• /
• 1978

Comparative studies have been carried out to elucidate effects of 3 types of Japanese hardening agents and cement on the compressive and tensil strength of solidified briquette ashes with different ages, when various mixing ratio were applied. 1. The hardening agent, especially type C, were appeared to be better than the cement to obtain higher compressive and tensil strength of the products. 2. The compressive strength when mixing ratio of 1 : 3 applied were : $177.6kg/cm^2$. for type C; $168.6kg/cm^2$ for type A; and $155.94kg/cm^2$ for type B. 3. The tensil strength when mixing ratio of 1 : 3 applied were: $24.63kg/cm^2$ for type C ; $23.14kg/cm^2$ for type B; and $22.45kg/cm^2$ for type A. 4. Although the solidified briquette ashes were found to be not as strong as cement mortar, it is (considered that they could be used instead of low-strength concrete, and that they could contribute to reduce the amount of terminal city-wastes then to reduce pollutions caused by the wastes.

• Journal of the Korean Recycled Construction Resources Institute
• /
• v.5 no.3
• /
• pp.84-93
• /
• 2010

Compaction of backfill material of Underground power lines is difficult, especially under pipeline. so it could cause structural problem because of low compaction efficiency. So various methods have been taken to solve the problem and one of them is CLSM(Controled low-strength material accelerated flow ability). But In other countries, these are already in progress for a long time to research and development and recently on practical steps. But, in our country, study for only general structures, not for underground power line structure that is being constructed at night rapidly. In this study, we performed property tests and indoor & outdoor test (3 cases). The tests showed flow ability reached at the limit construction(160 mm) flowability by 9 to 15 minute after starting to mix, and construction buoyant is lowering after placing CLSM by 70 % of theoretical buoyant that is calculated by unit weight of material. In this paper, we performed indoor tests and outdoor tests to estimate mechanical properties and to suggest construction method(using batch plant, setting spacer at 1.8 m and placing at 2m) for CLSM that using surplus soil. And the test showed good results for construction quality, workability and structure safety.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
• /
• 1993.04a
• /
• pp.40-45
• /
• 1993

일반적으로 건물 구조물에 전달되는 기계진동을 감소시키기 위해서 기계와 기초사이에 유연한 방진소자를 삽입하여 기계가진력(exciting force)의 전달 률을 줄인다. 또한 구조물의 고유진동수와 진동원의 가진주파수가 일치할 경 우, 가진주파수를 변화시키거나, 구조물의 동특성을 변화시키는 방법을 사용 한다. 어떠한 방안을 선택하든 효과적이고 정량적인 방진 시스템을 구성하고 구조물의 정확한 진동상태를 예측하기 위해서는 진동원의 가진특성과 구조 물의 동특성에 대한 정보가 요구된다. 일반적으로 방진설계를 위해 필요한 진동원의 가진특성은 제조회사의 사양이나 측정을 통하여 비교적 쉽게 얻을 수 있다. 복합재료, 다양한 경계조건, 복잡한 대형구조물등은 수치해석을 이 용하여 해석적인 방법으로 동특성을 구할 경우, 신뢰성 있는 정보를 얻기에 는 많은 노력이 요구된다. 더우기 현장에서 발생하는 진동문제는 대부분 복 잡하고 시간적으로 시급히 해결해야 하기 때문에 효율적인 절차를 구성하여 구조물의 동특성을 해석하는 방법을 사용할 필요가 있다. 구조물의 동특성은 실험적인 방법을 통하여 구하고 그 외의 필요한 계산들은 해석을 통하여 얻 는 것이 효율적일 수 있다. 실험적 동특성해석은 입력하중에 대한 응답의 크 기와 위상 비를 주파수별로 나타내는 전달함수를 측정하는 방법으로서 가진 장치 및 여러 측정/분석 장비가 필요하며, 철교, 교량, 건물의 철골 및 콘크 리트 슬라브등 다양한 중대형의 구조물을 Signal/Noise비가 좋도록 가진 시 켜야 할 필요성이 있다. 본 연구에서는 이러한 실험적 방법의 현장 적응성과 신뢰성을 확보하기 위해 대형충격기(large impact hammer, max, peak force 약 10000N, time duration 약 20ms)를 제작하고 실험/분석 시스템 및 구조물 의 진동제어를 위한 절차를 Fig.1과 같이 구성하고 이를 철근콘크리트 건물 에 설치한 기계식 주차설비의 진동제어에 적용하였다.force response simulation)를 수행하여 임의의 좌표 공간에 대한 진동수준을 해석적으로 예측할 뿐만 아니라 구조물의 진동제어 를 위한 동적인자를 변경시킬 수 있는 정보를 제공하며 장비를 방진할 경우 신뢰성 있는 전달률을 결정할 수 있다. 실험적으로 철교, 교량이나 건물의 철골구조 및 2층 바닥 등 대,중형의 복잡한 구조물에 대항 동특성을 나타내 는 모빌리티를 결정할 경우 충격 가진 실험이 사용되는 실험장비 측면에서 나 실험을 수행하는 과정이 대체적으로 간편하다. 그러나 이 경우 대상 구조 물을 충분히 가진시킬수 있는 용량의 대형 충격기(large impact hammer)가 필요하게 된다. 이러한 동적실험은 약 길이 61m, 폭 16m의 4경간 교량에 대 하여 동적실험을 수행하여 가능성을 확인하였다. 여기서는 실험실 수준의 평 판모델을 제작하고 실제 현장에서 이루어질 수 있는 진동제어 구조물에 대 한 동적실험 및 FRS를 수행하는 과정과 동일하게 따름으로써 실제 발생할 수 있는 오차나 error를 실험실내의 차원에서 파악하여 진동원을 있는 구조 물에 대한 진동제어기술을 보유하고자 한다. 이용한 해마의 부피측정은 해마경화증 환자의 진단에 있어 육안적인 MR 진단이 어려운 제한된 경우에만 실제적 도움을 줄 수 있는 보조적인 방법으로 생각된다.ofile whereas relaxivity at high field is not affected by τS. On the other hand, the change in τV does not affect low field profile but strongly in fluences on both inflection fie이 and the maximum relaxivity value. The results shows a fluences on both inflection field and the maximum relaxivity value. The results shows

• Journal of Korean Tunnelling and Underground Space Association
• /
• v.8 no.3
• /
• pp.259-271
• /
• 2006

This paper aims to predict the corrosion of a fully cement-grouted rockbolt induced by chloride diffusion in a cement mortar grout. From the viewpoint of the long-term durability, a rockbolt may be deteriorated by chemical components, such as sulphate and chloride, in groundwater. Especially, the steel rod of a rockbolt is corroded mainly by chloride. The rockbolt corrosion results in the volume expansion of a rod and then the cracking of a cement grout. In this study, the chloride diffusion coefficient of a cement mortar grout was used to evaluate the possibility of rockbolt corrosion by chloride, and to predict the long-term durability of a rockbolt. The electric acceleration test method was adopted to measure the chloride diffusion coefficient. In addition, a simple pullout testing system was newly proposed to measure the pullout capacity of a rockbolt more easily in a laboratory condition. From the experiments, it was showed that the chloride could diffuse in the cement grout more easily than in ordinary concrete materials. As a result, it was considered that a rockbolt might be easily corroded in a short term by the diffusion of chemical components with high concentration, although it was fully grouted.

• Journal of Animal Environmental Science
• /
• v.15 no.3
• /
• pp.241-250
• /
• 2009

This study was conducted to develop an prototype automatic feeder (AF) for growing-finishing pigs. The main components of AF were a feed storage hopper, a feeding motor, a feed agitator, a control box and a programmable IC, which were controlled by a personal computer. The powder type feed transfer rate of AF was average $9.83{\pm}0.4\;g\;s^{-1}$. In feeding test, growing pigs (Landrace) of about 43 kg live weight were used in the study, and was fed over a 6 weeks in pens with solid concrete floors. For feeding trials with AF, the operation time of the feeding motor was set to 2, 3, 4, 5, and 6 seconds per feeding. Pigs frequently used AF from 05:00 to 11:00 and from 11:00 to 17:00 without relationship to the operation time of the feeding motor. The AF operation time of the feeding motor to minimize feed loss was between 2 and 4 seconds. Pigs fed with AF had same or slightly higher average daily gam (0.8~0.9 kg) than that with a commercial feeder, and average daily feed intake (2.76~2.93 kg) and feed conversion ratio (3.10~3.66) of pigs fed with AF were same or lower than those with the commercial feeder except the operation time of the feeding motor set to 6 seconds. As a result, AF would help to use and improve the productivity of growing-finishing pigs.

• Journal of Distribution Science
• /
• v.6 no.2
• /
• pp.5-19
• /
• 2008

This study aims to provide the present general state of basic data about refrigeration and freezing warehouses scold storages because basic data about refrigeration and freezing warehouses are insufficient and imperfect at the moment. Research contents include the present general state of cold storages such as sales amount, capital(money invested), storage possession state by type, keeping area, cold storage facility capacity, and facility state such as existence of rack, building structure and floor height, and possessed facility state. According to research results, it was found that 86.7% of refrigeration and freezing warehouses are located in the capital region and Busan region in terms of regional distribution, and the average keeping area was found to be bigger in these two regions than that of other regions. In addition, the research shows that more than 80% of companies possess bonded warehouses and there was no big difference in the size and capacity of refrigeration and freezing warehouses. Regarding building structure, most of them were found to be reinforced concrete. However, only 25% of companies installed racks, but there was no statistical significance between existence of rack and the amount of capital and sales. Possessed facilities were found in the order of freight elevator, information system and dock. When it comes to cargo gear, companies were found to possess 9.1 units of forklift and 2.2 units of reach stacker in average. This research is expected to lay a basis for investigating, predicting and developing the local cold storage industry, and more detailed studies will be needed in the future.