• ALGAE
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• v.28 no.2
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• pp.173-183
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• 2013

Sodium hypochlorite (NaOCl) is widely used to disinfect seawater in power plant cooling systems in order to reduce biofouling, and in ballast water treatment systems to prevent transport of exotic marine species. While the toxicity of NaOCl is expected to increase by ongoing ocean acidification, and many experimental studies have shown how algal calcification, photosynthesis and growth respond to ocean acidification, no studies have investigated the relationship between NaOCl toxicity and increased $CO_2$. Therefore, we investigated whether the impacts of NaOCl on survival, chlorophyll a (Chl-a), and effective quantum yield in three marine phytoplankton belonging to different taxonomic classes are increased under high $CO_2$ levels. Our results show that all biological parameters of the three species decreased under increasing NaOCl concentration, but increasing $CO_2$ concentration alone (from 450 to 715 ${\mu}atm$) had no effect on any of these parameters in the organisms. However, due to the synergistic effects between NaOCl and $CO_2$, the survival and Chl-a content in two of the species, Thalassiosira eccentrica and Heterosigma akashiwo, were significantly reduced under high $CO_2$ when NaOCl was also elevated. The results show that combined exposure to high $CO_2$ and NaOCl results in increasing toxicity of NaOCl in some marine phytoplankton. Consequently, greater caution with use of NaOCl will be required, as its use is widespread in coastal waters.

• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.401-406
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• 2019

The three-dimensional precision numerical analysis was performed using the finite element model applied with the railway track model consisting of rails, sleepers, and track elastic springs(ballast, rail pad). As a result of analyzing the track deformation level of the existing tracks due to the excavation work adjacent to the railway facilities, it was found that the track irregularity evaluation criteria (allowed values) of both conventional and high-speed railways lines were satisfied. Based on the numerical analysis using the track model, it was analyzed that the results of the prediction of the track irregularity due to the excavation work and the level of the track deformation occurring at the actual site could be approximated as closely as possible.

• Journal of the Korea Society for Simulation
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• v.25 no.4
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• pp.77-84
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• 2016

This paper proposes a methodology for creating a function based reliability prediction model. Although, there are various works for reliability prediction, one of the features of their research is that the research is based on hardware-centered reliability prediction. Reliability is often defined as the probability that a device will perform its intended function, under operating condition, for a specified period of time, there is a profound irony about reliability prediction problem. In this paper, we proposed four-phase modeling procedure for function-centered reliability prediction. The proposed modeling procedure consists of four models; 1) structure block model, 2) function block model, 3) device model, and 4) reliability prediction model. We performed function-centered reliability prediction for electronic ballast using the proposed modeling procedure and MIL-HDBK-217F which is the military handbook for reliability prediction of electronic equipment.

• Journal of the Society of Naval Architects of Korea
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• v.31 no.4
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• pp.66-72
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• 1994

For the reliable prediction of maneuverability of a ship, lots of captive model tests have been carried out for over 10 years. But the parameters appearing in the mathematical model are so versatile and showing complex characteristics, and it is still hard to establish the useful formulae that we can adopt directly in the design stage. In this paper, the most important parameters in the mathematical model. i.e.($1-\omega_P$) the effective wake fraction at propeller, and $\delta_R(\beta_R)$), the effective rudder inflow angles are investigated by the captive model tests at the circulating water channel. The model is tested at designed speed and at low speed, and the drafts at both full load and ballast load conditions are taken. Propeller thrusts and rudder normal forces are measured at the given drift angle and propeller revolution. These forces are used for the analysis of the effective flow velocity or flow direction, to the propeller or rudder.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1169-1177
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• 2008

The system of the railway signaling using the track transmits the approved speed to the location of a train and it. Referring to the way of transmitting train control information, there are the one transmitting it to the on-board system of a train using the direct track, the another transmitting it establishing an instrument, and the other transmitting an instrument by a railway track. The one is the method using the direct track as a conductor for composing the part of the track and attaining the information controlling a train by transmitting a signal to the track. It is used for the high-speed railway and the subway. The method using the track attains information by transmitting it to returned information, and the on-board system of a train attains it by magnetic coupling. Because many reinforcing bars on the concrete slab track are used, interaction between a rail and a reinforcing bar that is not produced on ballast track is made. Due to the interaction, the electric characteristic of rail is changed. In the current paper, we numerically computed the coupling coefficient between the rail and the reinforcing bar based on the concrete slab track throughout the model related to the rail and the reinforcing bar using the concrete slab track that is used in the second interval of the Gyeongbu high-speed railway, and we defined the coupling coefficient not changed in the electric characteristic of rail in the condition that there is no interaction between the rail and the reinforcing bar.

• Ocean Systems Engineering
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• v.8 no.4
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• pp.427-439
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• 2018

Floating Production Storage and Offloading (FPSO) units have the advantages of their ability to provide storage and offloading capabilities which are not available in other types of floating production systems. In addition, FPSOs also provide a large deck area and substantial topsides payload capacity. They are in use in a variety of water depths and environments around the world. It is a good solution for offshore oil and gas development in fields where there is lack of an export pipeline system to shore. However due to their inherently high motions in waves, they are limited in the types of risers they can host. The Low Motion FPSO (LM-FPSO) is a novel design that is developed to maintain the advantages of the conventional FPSOs while offering significantly lower motion responses. The LM-FPSO design generally consists of a box-shape hull with large storage capacity, a free-hanging solid ballast tank (SBT) located certain distance below the hull keel, a few groups of tendons arranged to connect the SBT to the hull, a mooring system for station keeping, and a riser system. The addition of SBT to the floater results in a significant increase in heave, roll and pitch natural periods, mainly through the mass and added mass of the SBT, which significantly reduces motions in the wave frequency range. Model tests were performed at the Korea Research Institute of Ships & Ocean Engineering (KRISO) in the fall of 2016. An analytical model of the basin model (MOM) was created in Orcaflex and calibrated against the basin-model. Good agreement is achieved between global performance results from MOM's predictions and basin model measurements. The model test measurements have further verified the superior motion response of LM-FPSO. In this paper, numerical results are presented to demonstrate the comparison and correlation of the MOM results with model test measurements. The verification of the superior motion response through model test measurements is also presented in this paper.

• Journal of Environmental Science International
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• v.28 no.3
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• pp.291-301
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• 2019

This study was conducted to investigate the effect of salt concentration and turbidity on the inactivation of Artemia sp. by electrolysis, UV photolysis, electrolysis+UV process to treat ballast water in the presence of brackish water or muddy water caused by rainfall. The inactivation at different salt concentrations (30 g/L and 3 g/L) and turbidity levels (0, 156, 779 NTU) was compared. A decrease in salt concentration reduced RNO (OH radical generation index) degradation and TRO (Total Residual Oxidant) production, indicating that a longer electrolysis time is required to achieve a 100% inactivation rate in electrolysis process. In the UV process, the higher turbidity results in lower UV transmittance and lower inactivation efficiency of Artemia sp. Higher the turbidity resulted in lower ultraviolet transmittance in the UV process and lower inactivation efficiency of Artemia sp. A UV exposure time of over 30 seconds was required for 100% inactivation. Factors affecting inactivation efficiency of Artemia sp. in low salt concentration are in the order: electrolysis+UV > electrolysis > UV process. In the case of electrolysis+UV process, TRO is lower than the electrolysis process, but RNO is more decomposed, indicating that the OH radical has a greater effect on the inactivation effect. In low salt concentrations and high turbidity conditions, factors affecting Artemia sp. inactivation were in the order electrolysis > electrolysis+UV > UV process. When the salt concentration is low and the turbidity is high, the electrolysis process is affected by the salt concentration and the UV process is affected by turbidity. Therefore, the synergy due to the combination of the electrolysis process and the UV process was small, and the inactivation was lower than that of the single electrolysis process only affected by the salt concentration.

• Advances in concrete construction
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• v.11 no.5
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• pp.419-428
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• 2021

The pH of cement-based materials (CBMs) is an important factor for their durability, sustainability, and long service life. Currently, the use of supplementary cementitious materials (SCMs) is becoming mandatory due to economic, environmental, and sustainable issues. There is a decreasing trend in pH of CBMs due to incorporation of SCMs. The determination of numerical values of pH is very important for various low and high volume SCMs blended cement mortars for the better understanding of different defects and durability issues during their service life. In addition, the effect of cement hydration and pozzolanic reaction of SCMs on the pH should be determined at initial and later ages. In this study, the effect of low and high-volume fly ash (FA) and ground granulated ballast furnace slag (GGBFS) cement mortars in different curing conditions on their pH values has been determined. Thermal gravimetric analysis (TGA) was carried out to support the findings from pH measurements. In addition, thermal conductivity (k-value) and strength activity indices of these cement mortars were discussed. The results showed that pH values of all blended cement mortars were less than ordinary Portland cement (OPC) mortar in all curing conditions used. There was a decreasing tendency in pH of all mortars with passage of time. In addition, the pH of cement mortars was not only dependent on the quantity of Ca(OH)₂. The effect of adding SCMs on the pH value of cement mortar should be monitored and measured for both short and long terms.

• International journal of steel structures
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• v.18 no.5
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• pp.1617-1630
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• 2018

The crucial differences between conventional rail with split-type connectors and continuous welded rails are axial stress in the longitudinal direction and stability, as well as other issues generated under the influence of loading effects. Longitudinal stresses generated in continuously welded rails on railway bridges are strongly influenced by the nonlinear behavior of the supporting system comprising sleepers and ballasts. Thus, the track structure interaction cannot be neglected. The rail-support system mentioned above has properties of non-uniform material distribution and uncertainty of construction quality. The linear elastic hypothesis therefore cannot correctly evaluate the stress distribution within the rails. The aim of this study is to apply the nonlinear finite element method using the nonlinear coupling interface between the track and structural model and to illustrate the welded rail behavior under the loading effect and uncertain factors of the ballast. Numerical results of nonlinear finite analysis with a three-dimensional solid and frame element model are presented for a typical track-bridge system. A composite plate girder, modeled by solid and shell elements, is also analyzed to consider the behavior of the welded rail. The analysis result showed buckling under the independent calculations of load cases, including 'temperature change', 'bending of the supporting structure', and 'braking' of the railway vehicle. A parametric study of the load combination method and the loading sequence is also included in this analysis.

• The Journal of the Convergence on Culture Technology
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• v.7 no.3
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• pp.517-522
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• 2021

In this study, the causes of damage to the concrete sleepers in a ballast track with under sleeper pads attached to the base of the sleepers installed in the sharp curved track(R=180m) of the urban railway bridge were analyzed. The damage types of concrete sleepers were investigated, and the correlation with track irregularity was reviewed. Also, stress generated in the concrete sleeper was reviewed through structural analysis. As a result, most of the cracks of the sleepers occurred in the section with severe track irregularity. In addition, as a result of the analysis, the stress generated in the track components and the sleepers was found to be reduce in the fastening system using the 4-anchor.