• Journal of The Geomorphological Association of Korea
• /
• v.20 no.3
• /
• pp.95-107
• /
• 2013

In order to examine the temperature regime responsible for periglacial processes, air and ground temperatures were monitored from October 2010 to May 2011 at a subalpine bare patch (1,710m asl) of Mt. Halla. Four thermistor sensor probes were installed at 55 cm above a ground surface and depths of 2 cm, 10 cm, and 20 cm, respectively. A mean air temperature is $-0.1^{\circ}C$, while mean ground temperatures are $1.8^{\circ}C$ at 2 cm, $2.6^{\circ}C$ at 10 cm and $3.2^{\circ}C$ at 20 cm deep. A mean monthly ground temperature at 2 cm deep demonstrates below $0^{\circ}C$ successively from January to March, while those at 10 cm and 20 cm deep show no sub-zero temperature. A total of 72 freeze-thaw cycle was observed in air temperature. However, the numbers in ground temperature reduced into 17 at 2 cm, 8 at 10 cm, and 3 at 20 cm deep. The cycles of air temperature and ground temperature at 2 cm deep mostly fluctuated diurnally, while those of ground temperature at 10 cm and 20 cm deep exhibited a several-daily oscillation. Snow cover over 55 cm high remained from January to early April, and it seemed to disappear completely on April 16. A seasonal frost of at least 2 cm thick was formed on late December and the isotherm of $0^{\circ}C$ descended slowly into 10 cm deep on late March to early April due to the insulating snow cover. It showed the maximum freezing depth of 20 cm on April 7 to 14 and then thawed rapidly so that the frozen ground did not longer after April 17. Periglacial processes are predominant during a freezing period than a thawing period when the ground surface is still covered with snow. The periglacial mass movement in the subalpine zone of Mt. Halla is mainly generated by frost creep in terms of the occurrence depth of diurnal freeze-thaw cycle and the maximum freezing depth of ground.

• Journal of the Korean Institute of Landscape Architecture
• /
• v.51 no.2
• /
• pp.28-41
• /
• 2023

The objective of the study was to develop an Urban Windway Forest Creation Planning Technique for the Improvement of the Urban Environment using the case of Daejeon Metropolitan City. Through a spatial analysis of fine dust and heat waves, a basin zone, in which the concentration was relatively serious, was derived, and an area with the potential of cold air flow was selected as the target area for the windway forest development by analyzing the climate and winds in the relevant zone. Extreme fine dust areas included the areas of the Daejeon Industrial Complex Regeneration Business District in Daedeok-gu and Daedeok Techno Valley in Yuseong-gu. Heat wave areas included the areas of Daedeok industrial Complex in Moksang-dong, the Daejeon Industrial Complex Regeneration Business District in Daehwa-dong, and the high-density residential area in Ojeong-dong. As a result of measuring the wind speeds in Daejeon with an Automatic Weather System, the average wind speeds during the day and night were 0.1 to 1.7 m/s,, respectively. So, a plan of for a windway forest that smoothly induces the movement of cold air formed in outer forests at night is required. The fine dust/heat wave intensive management zones of Daejeon Metropolitan City were Daejeoncheon, Yudeungcheon, Gapcheon-Yudeungcheon, and Gapcheon. The windway forest formation plan case involved the old city center of Daejeon Metropolitan City among the four zones, the Gapcheon-Yudeungcheon area, in which the windway formation effect was presumed to be high. The Gapcheon-Yudeungcheon area is a downtown area that benefits from the cold and fresh air generated on Mt. Gyejok and Mt. Wuseong, which are outer forests. Accordingly, the windway forest was planned to spread the cold air to the city center by connecting the cold air generated in the Seosa-myeon forest of Mt. Gyejok and the Namsa-myeon forest of Mt. Wuseong through Gapcheon, Yudeungcheon, and street forests. After selecting the target area for the wind ventilation forest, a climate map and wind formation function evaluation map were prepared for the area, the status of variation wind profiles (night), the status of fine dust generation, and the surface temperature distribution status were grasped in detail. The wind ventilation forest planning concept and detailed target sites by type were identified through this. In addition, a detailed action plan was established according to the direction of creation and setting of the direction of creation for each type of wind ventilation forest.

• Journal of rehabilitation welfare engineering & assistive technology
• /
• v.8 no.4
• /
• pp.251-258
• /
• 2014

A wheelchair is a typical mobility aid for the physically disabled or the old and the weak, and is the most commonly used rehabilitation aid. In general, most of users of manual wheelchair have difficulty though vocational rehabilitation and independent living is possible. The reason is that long-distance movement is always accompanied with wheelchair transfer problem because a wheelchair is used as direct means of transport. Hence, the wheelchair transfer problem should be first solved in order that a wheelchair user can independently live. Therefore, this study examined and analyzed the domestic and overseas launched products and patented technologies of wheelchair transfer system for vehicle, and proposed a wheelchair transfer mechanism of a new system for vehicle. This study proposed a wheelchair transfer mechanism for vehicle in order to remove the disadvantage of wheelchair transfer system for vehicle to support the conventional wheelchair user's movement, and in order to conform with the structure of domestic welfare vehicle for the disabled. Because a difference between storage space installed in the roof of vehicle and storage space for leisure, which is generally utilized, gets to disappear by applying this proposed mechanism, popularity among users can be increased. And storage space that has become smaller like this will be capable of decreasing the disadvantage of air resistance in traveling. Besides, because of getting to conform with the structure of welfare vehicle, restrictions on the application range will disappear from small sedan to SUV. Therefore, users can have more choices.

• The Korean Journal of Pain
• /
• v.20 no.1
• /
• pp.50-53
• /
• 2007

Background: Continuous epidural catheterization is a popular and effective procedure for postoperative analgesia. However, continuous epidural catheterization has associated complications such as venous puncture, dural puncture, subarachnoid cannulation, suboptimal catheter placement, and paresthesia because the tip of the epidural catheter touches thenerves of the dura in the epidural space. In this study, we compared the incidence of paresthesia in two different lengths of epidural catheter insertion. Methods: One hundred women undergoing gynecologic or orthopedic surgery were enrolled in this prospective, double-blinded, randomized study. All patients were randomly divided into two groups based on the insertion length of the epidural catheter 2 cm (group A) or 4 cm (group B). A Tuohy needle was inserted in the lumbarspinal region with a bevel directed cephalad by use of the median approach, and then the epidural space was confirmed by the loss of resistance technique with air. While the practitioner inserted an epidural catheter into the epidural space, a blind observer checked for paresthesia or withdrawal movement. Results: In 97 included patients, 30.6% of the patients in group A (n = 49) had paresthesia, versus 31.3% in group B (n = 48). Withdrawal movements were represented in 2% and 6% of the patients in group A and group B, respectively. There was no difference in the incidence of paresthesia and withdrawal movement between the two groups. Conclusions: There is no clear relationship for the incidence of catheter-related paresthesia according to the catheter length inserted into the epidural space for epidural analgesia.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
• /
• 2013.10a
• /
• pp.686-686
• /
• 2013

Automotive turbochargers have become common in gasoline engines as well as diesel engines. They are excellent devices to effectively increase fuel efficiency and power of the engines, but they unfortunately cause several noise problems. The noises are classified into mechanical noises induced from movement of a rotating shaft and aerodynamic noises by air flow in turbochargers. In addition to, there is a mechanical noise caused from movement of an actuator, electronically controlling a wastegate valve. It is called as valve rattle noise. The actuator is connected to a valve through a linkage. The noise occurs only if the valve is open, where the linkage is freely contact to neighbor structures without being constrained by any external forces. This condition allows impacts by the pulsation of exhaust gas, and the vibration from the impacts spreads out through turbine housing, causing the rattle noise. The noise is not in mechanical operating wastegate turbochargers because the linkage of an actuator is strongly connected by actuating force. For the electronic wastegate turbocharger, this paper proposed a test device to show the noise generating mechanism with a small vibration motor having an unbalanced shaft. It also shows how to reduce the noise - reduction of linkage clearances, inserting wave washers into a connection, and applying loose fitting in bushing embracing a valve lever to turbine housing.

• Journal of Korea Port Economic Association
• /
• v.39 no.3
• /
• pp.47-60
• /
• 2023

A thorough inventory of ship emissions, particularly ship's emission of in-port area is necessary to identify significant sources of exhaust gases such as NOx, SOx, PM, and CO₂ and trends in emission levels over time, and reduce their serious effects on the environment and human health. Therefore, the goal of this study is to assess the volume of emissions from ships in Mokpo port, which serves as a gateway to the southwest coast of Korea, using a bottom-up methodology and data from the automatic identification system (AIS) and the Korean Port Management Information System (Port-MIS). In this work, an analysis of ship movement utilizing AIS data and an actual set of data on ship specification were gathered. By examining ship movement using AIS data, We also proposed a new approach for identifying cruising/maneuvering mode. Finally, the results were classified by ship operating mode, by exhaust gas, by ship type, and by berth, which provides a thorough and in-depth analysis of the air pollution caused by ships in Mokpo port.

• Korean Journal of Soil Science and Fertilizer
• /
• v.19 no.4
• /
• pp.339-344
• /
• 1986

Frost damage which can reduce yields, impair fruit quality and cause loss of trees is closely related to the occurrence of daily minimum temperature. Horizontal distribution of air temperature minima can be characterized by conditions of radiational cooling and gravitational movement of cold air, which are influenced by the regional topographic features. Observations were made on the air temperature minima over Yangpyeong area, to delineate potential effects of topography on the temperature pattern during spring season. Two routes were selected for the observation. Liquid glass minimum thermometers were installed at 17 sites through the old peach orchards which had been closed due to the frequent freeze-frost hazards during the recent years. This route was 8.5km long and the highest point was 350m above mean sea level. The other route, which was 2.5km in distance, was run with a digital resistance thermometer during the hour just before sunrise. Observations were made both on a calm-clear day (April 30, 1986) and a windy-overcast day (May 1, 1986). The temperature on April 30 was in increasing trend with elevation but this was modified at near the riverside and the downtown area. An orchard lying on a hilltop showed the temperature $1^{\circ}C$ higher than near by lowland of which elevation was about 30m lower. The minimum temperature on the overcast day was little affected by terrestrial conditions but by the atmospheric lapse condition. The peach orchards severely damaged by cold air were found in the area where the lowest minimum temperature was observed. The results may be useful for selection of the proper orchard location to be developed in an area.

• Proceedings of the KSEEG Conference
• /
• 2001.05b
• /
• pp.42-63
• /
• 2001

The detail survey on the Songsanri tomb site including the Muryong royal tomb was carried out during the period from May 1 , 1996 to April 30, 1997. A quantitative analysis was tried to find changes of tomb itself since the excavation. Main subjects of the survey are to find out the cause of infiltration of rain water and groundwater into the tomb and the tomb site, monitoring of the movement of tomb structure and safety, removal method of the algae inside the tomb, and air controlling system to solve high humidity condition and dew inside the tomb. For these purposes, detail survery inside and outside the tombs using a electronic distance meter and small airplane, monitoring of temperature and humidity, geophysical exploration including electrical resistivity, geomagnetic, gravity and georadar methods, drilling, measurement of physical and chemical properties of drill core and measurement of groundwater permeability were conducted. We found that the center of the subsurface tomb and the center of soil mound on ground are different 4.5 meter and 5 meter for the 5th tomb and 7th tomb, respectively. The fact has caused unequal stress on the tomb structure. In the 7th tomb (the Muryong royal tomb), 435 bricks were broken out of 6025 bricks in 1972, but 1072 bricks are broken in 1996. The break rate has been increased about 250% for just 24 years. The break rate increased about 290% in the 6th tomb. The situation in 1996 is the result for just 24 years while the situation in 1972 was the result for about 1450 years. Status of breaking of bircks represents that a severe problem is undergoing. The eastern wall of the Muryong royal tomb is moving toward inside the tomb with the rate of 2.95 mm/myr in rainy season and 1.52 mm/myr in dry season. The frontal wall shows biggest movement in the 7th tomb having a rate of 2.05 mm/myr toward the passage way. The 6th tomb shows biggest movement among the three tombs having the rate of 7.44mm/myr and 3.61mm/myr toward east for the high break rate of bricks in the 6th tomb. Georadar section of the shallow soil layer represents several faults in the top soil layer of the 5th tomb and 7th tomb. Raninwater flew through faults tnto the tomb and nearby ground and high water content in nearby ground resulted in low resistance and high humidity inside tombs. High humidity inside tomb made a good condition for algae living with high temperature and moderate light source. The 6th tomb is most severe situation and the 7th tomb is the second in terms of algae living. Artificial change of the tomb environment since the excavation, infiltration of rain water and groundwater into the tombsite and bad drainage system had resulted in dangerous status for the tomb structure. Main cause for many problems including breaking of bricks, movement of tomb walls and algae living is infiltration of rainwater and groundwater into the tomb site. Therefore, protection of the tomb site from high water content should be carried out at first. Waterproofing method includes a cover system over the tomvsith using geotextile, clay layer and geomembrane and a deep trench which is 2 meter down to the base of the 5th tomb at the north of the tomv site. Decrease and balancing of soil weight above the tomb are also needed for the sfety of tomb structures. For the algae living inside tombs, we recommend to spray K101 which developed in this study on the surface of wall and then, exposure to ultraviolet light sources for 24 hours. Air controlling system should be changed to a constant temperature and humidity system for the 6th tomb and the 7th tomb. It seems to much better to place the system at frontal room and to ciculate cold air inside tombs to solve dew problem. Above mentioned preservation methods are suggested to give least changes to tomb site and to solve the most fundmental problems. Repairing should be planned in order and some special cares are needed for the safety of tombs in reparing work. Finally, a monitoring system measuring tilting of tomb walls, water content, groundwater level, temperature and humidity is required to monitor and to evaluate the repairing work.

• 한국해양학회지
• /
• v.26 no.1
• /
• pp.1-12
• /
• 1991

A multi-disciplinary geophysical study including gravity, magnetic, and seismic reflection profiling was carried out in the area between the Clarion fracture zone and the Clippertone fracture zone o the northeastern equatorial Pacific basin. There are small free-air gravity anomalies of less than 20 mgal over seamounts and the east-west trending abyssal hills. The negative residual gravity anomalies over seamounts may indicate the existence of low density seamount roots compared to surrounding oceanic crust. Non-existence of magnetic lineations and the magnetic anomalies of small smplitude with no polarity change in the east-west direction support that the study area belongs to the Cretaceous magnetic quite zone. Positive magnetic anomalies over seamounts offset 100 km in the east-west direction in the southern part of the study area suggest a possibility of left-lateral movement of those seamounts along unknown fractures. The sedimentary section in the study area can be divided into three units (Unit I, unit IIA, and Unit IIB) n the basis of reflection characteristics. the total thickness of sedimentary section varies from 200 to 400 meters and the sedimentary section is thicker in the southern area of rough topography near the seamount belt than in the northern flat area. Manganese nodules are abundant in the southern part of the study area where the ridges are developed and the Unit I layer is thicker than 100 meters.

• Journal of the military operations research society of Korea
• /
• v.2 no.1
• /
• pp.127-143
• /
• 1976

The purpose of this thesis is to study the optimal arrangement of aircraft instrument panels through the human factors approach. Human factors engineering is the process of effectively fitting the human component to the machine component in any man-machine system. The human factors. are especially important to an aircraft pilot who must constantly shift his attention between the instrument panel within the cockpit and the surrounding area of the aircraft. The preliminary part of this study is to find the general patterns of the Korean pilot's eye movements during their various flying maneuvers, and which instruments require the most attention while in flight. It is assumed that all pilots have a general pattern of eye movement when observing the aircraft instrument panel and that an optimum arrangement would be to minimize the eye travel distance between instruments. In this thesis the arrangements of instruments is taken to be the independent variable and the eye travel distance between instruments the dependent variable. la order to compile the information necessary for this study, sixty Korean Air Force pilots were interviewed and requested to complete information forms. These information forms listed various flying maneuvers and listed each instrument used on the instrument panel. The compilation of the information on these completed forms listed the instruments most frequently used by the pilots. The second part of this study was to determine the optimum instrument arrangement. It was necessary to study the various number of possible arrangements of instruments depending upon the number of instruments involved. Therefore, these instruments are grouped by two major functions, The flight instruments were subdivided into three groups, and the engineering instruments were subdivided into six groups. With this subdivision we arrive at the possible number of arrangements of 4,320. Through the simulation method, total eye travel distance for each of these 4,320 arrangements is calculated and the arrangement which appears to be of optimum distance between the most frequently used aircraft instruments is determined. The results of this study indicate that the optimum distance between instruments would be 33,028cm and that the corresponding distance of the instrument panel now being used is 34,288cm. Therefore, an increased efficiency of $3.8\%$ would be realized if the existing aircraft instrument panel were re-arranged according to layout proposed in this thesis.