• Proceedings of the KSR Conference
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• 2004.10a
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• pp.733-738
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• 2004

Recently continuous welded rail is generally used to ensure running performances and to overcome the problems such as structural vulnerability and fastener damage at the rail expansion joint. Though the use of continuous welded rail on bridge has the advantage of decreasing the vibration and damage of rail, it still the risk of buckling and breaking of rail due to change of temperature, starting and/or breaking force, axial stress concentration and so on. So, VIC code and many methods has been developed by researchers considering rail-bridge interaction. Although there are many research concerning stability of continuous welded rail about temperature change on bridge and starting and/or breaking force, the study of continuous welded mil for earthquake load is still unsufficient. In this study, the nonlinear seismic response analysis of continuous welded rail on bridge considering soil-structure interaction, geotechnical characteristic of foundation and earthquake isolation equipment has been performed to examine the stability of continuous welded rail.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.781-787
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• 2004

Where the track is continuously welded over a bridge, the longitudinal force is interacted between the track and the sub-structure. Due to this respect, the expansion joint is used to decrease this force. But the expansion joint has several problems related to passenger comfort and maintenance etc. In this study, it is analysed about how the stability of the track is affected as the span length becomes longer in case of 2-span continuos bridge. It is found that there is no problem of an stability unless the span length is longer than 90m when the elastic shoe is used. And several parametric studies were also implemented.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.1306-1311
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• 2006

Most of design parameters of Railway Structures are determined by the serviceability requirements, rather than the structural safety requirements. The serviceability requirements come from Ensuring of Running Safety and Ride Comfort of Train, Reduction of Track Maintenance Work Track-Bridge Interaction should be considered in the design of railway structures. In this study, a numerical method which precisely evaluate an axial force in rail and a rail expansion and contraction when turnout exist in succession on a CWR on a ballasted or on a ballastless track of bridge is developed. From the parameter studies using the developed method, additional stress of stock rail almost 25% is generated due to stock and lead rail interaction, even embankment not bridge. In case of ballasted track, additional stress of stock rail on bridge is very greater than on embankment, and therefore require detailed review in bridge design with turnout. Stresses of turnout rails on bridge are very sensitive according to the installed positions. In case of ballastless track, Stresses of turnout rails are similar as those of normal track

• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.2
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• pp.169-177
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• 2016

Sliding slab track system, which consists of low friction sliding layer between track slab and bridge deck, is recently devised to reduce track-bridge interaction effect of continuously welded rail(CWR) without applying special devices such as rail expansion joint(REJ). In this study, a series of track-bridge interaction analyses of a long-span bridge with sliding slab track and REJ are performed respectively and the results are compared. The bridge model includes PSC box girder bridge with 9 continuous spans, and steel-concrete composite girder bridge with 2 continuous spans. The total length of the bridge model is 1,205m, and the maximum spacing between the two fixed supports is 825m. Analyses results showed that the sliding slab track system is highly effective on interaction reduction since lower rail additional axial stress is resulted than REJ application. Additionally, horizontal reaction forces in fixed supports were also reduced compared to the results of REJ application. However, higher slab axial forces were developed in the sliding slab track due to the temperature load. Therefore, track slab section of the sliding slab track system should be carefully designed against slab axial forces.

• Journal of Bio-Environment Control
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• v.11 no.2
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• pp.81-87
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• 2002

This study was conducted to investigate the cooling efficiency and growth of tomatoes by root zone cooling device using a pad-box and cultivated system. The structure of the root zone cooling system using a pad-box was four piece of pads bonded an the side and a fan set at the bottom. Cool wind was generated by the outside air which was punched at intervals of 10 cm along three rows. Cold wind flowed to the root zone in the culture medium. The root zone cooling efficiency of cold wind generation by using a pad-box flowing through a wet-pad was determined. Major characteristic of this cuttural system consist of bed filled with a perlite medium and a ventilation pipe using PVC. The cold wind generation by a pad box (CWP) was compared to that of cold wind generation by a radiator (CWR), cold water circulation using a XL-pipe (CWX) and the control (non-cooling). When the temperature of water supplied was 16.2-18.4$^{\circ}C$, temperatures in the medium were 20.5~23.2$^{\circ}C$ for CWP 22.7~24.2$^{\circ}C$ for CWR, 22.8~24.27$^{\circ}C$ for CWX and 23.1~-29.6$^{\circ}C$ for the control. The results show that the cold wind temperature using the pad-box was lower by 1~2$^{\circ}C$ than that of cold water circulation in the XL-pipe and lower by 5~6$^{\circ}C$ than that of the control. Growth such as leaf length, leaf width, fresh weight and dry weight, was greater in three root zone cooling methods than in the control. Root activity was higher in the rat zone cooling methods than in the control. However, there was no significant difference among root zone cooling methods.

• Journal of fish pathology
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• v.33 no.1
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• pp.77-81
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• 2020

This study was performed for screening yellow head virus(YHV) complex in 252 including 235 white leg shrimps (Litopenaeus vannamei) and 17 oriental shrimp (Fenneropenaeus chinensis) collected from 18 farms located in southwestern province of Korea. The virus complex was detected by nested reverse-transcriptase polymerase chain reaction (RT-PCR) assay. In the assay, amplicons were resulted in RNAs exracted from 38 shrimps (21 white leg shrimps and 17 oriental shrimps) obtained from 7 farms. In phylogenetic analysis using sequences of ORF1b gene, all 38 sequences obtained in this study formed an independent lineage with YHV-8 genotype firstly isolated in China, belonged to an YHV-8 clade.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.6
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• pp.4185-4191
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• 2015

The demand for improved rail transportation safety is growing due to the increased speeds of current railways. In addition, freight trains with heavier axle loads are required to run on conventional railways. In order to meet these requirements, increased rail weights and the application of a CWR system have been introduced on conventional railways. The H type sleeper, which has higher lateral resistance than the existing mono sleepers, has been recently developed to increase track stiffness and reduce track irregularities. In this paper, the effects of a H-type sleeper on track behavior were investigated by 3-Dimensional F.E. analysis.

• Journal of fish pathology
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• v.33 no.2
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• pp.139-143
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• 2020

This study investigated the disinfection effect of monopersulfate (MPS) compound against white spot syndrome virus (WSSV) by bioassay using kuruma shrimp (Marsupenaeus japonicas). A WSSV stock was prepared with muscle homogenate from WSSV-infected whiteleg shrimp (Penaeus vannamei) and its lethal dose 50% endpoint (LD50) and infectious dose 50% endpoint (SID50) were respectively determined as 10-5.63 and 10-6.79 in bioassay using kuruma shrimp, followed by PCR assays. The disinfective effect of MPS compound (1.2 ppm, 2.4 ppm, 4.8 ppm) was performed by bioassay using about 10-fold higher dilution (10-4) of WSSV homogenate. The compound resulted in WSSV inactivation by a concentration-dependent manner. In addition, 4.8 ppm of MPS completely prohibited WSSV infection. To our knowledge, this study is the first report about the usefulness of MPS as a disinfectant to WSSV.

• Journal of the Korean Society for Railway
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• v.13 no.2
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• pp.179-185
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• 2010

In order to secure safety for the buckling and fracture of continuous welded rail and improve the efficiency of maintenance work, it is very important that grasp the characteristics of rail temperature. Recently, the maximum air temperature in summer season rises gradually and the minimum air temperature in winter season is decreasing gradually due to the climate change. Therefore, these phenomenon influences in the change amount of yearly rail temperature and can cause change of laying and maintenance temperature. In this study, actual measurement of rail temperature including climatic factors is carried out by constructing the temperature and climate measurement system as realistic as possible. Through the intensive investigation of actual data, it is founded that the existing prediction formulas for rail temperature may be used only in certain climatic conditions (certain combination of climatic factors). It may be more reasonable that the rail temperature considering actual climatic factors in site is predicted on probabilistic approach.

• Journal of the Korean Society for Railway
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• v.12 no.6
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• pp.974-982
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• 2009

To improve the effectiveness and economics the bridge design methodology considering the bridge/rail longitudinal analysis and bridge/vehicle dynamic effect suggested in this study. The reliability-based Life-Cycle Costs(LCC) effective optimum design is applied to a 2-main steel girder bridge, 5$\times$(1@50m) for comparison with conventional design, initial cost optimization and equivalent LCC optimization. As a result of the optimum design based on reliability, it may be stated that the design of High-Speed railway bridges considering the bridge/rail longitudinal analysis and bridge/vehicle dynamic effect are more efficient than typical existing bridges and LCC optimization without respect to bridge/rail longitudinal analysis and bridge/vehicle dynamic effect. The result of optimization design considering the interaction, design methodology suggested in this study, is higher than result of initial cost optimization design in initial cost, but that has the advantage than result of initial cost optimization design in expected LCC.