• Proceedings of the SAREK Conference
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• 2008.11a
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• pp.67-70
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• 2008

As a part of the project on road tunnel fire safety system development, Quantitative Risk Assessment program was developed. In this study, We carried out Quantitative Risk Assessment with this program by using a factor of cross passage interval, warning announcement time and congestion ratio etc for 1km tunnel with natural ventilation. In the case of 250m below of cross passage interval, Risk value due to warning announcement time was a slightly changed. but if cross passage interval is more than 250m, expected fatalities in the same HRR(heat release rate) was sharp increased. As a result, Quantitative Risk Assessment program which was developed in this research project is possible to risk assessment with ventilation type, cross passage for evacuation and detection system response property etc. hereafter, this program look forward to use as a tool for road tunnel performance based design.

• Journal of Korean Tunnelling and Underground Space Association
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• v.12 no.1
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• pp.43-49
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• 2010

The escape connecting gallery in a tunnel on a road is one of emergency equipment to ensure safety for passer in the tunnel against the tunnel fire. Government stipulate over 500m tunnel has the cross passage at intervals of less then 250 m. However, this lump estimated interval is generated the concerns of exaggeration and under construction because peculiarity of the tunnel ex. The velocity of the tunnel airflow, an incline, degree of a fire, and innering area are not considered. The study indicate the way to estimate of the cross passage considered an incline and the velocity of the tunnel airflow for efficient application of cross passage on the tunnel design. As a result, in 0.0 m/s and 1.0 m/s of the velocity of the tunnel airflow case, the movement of smoke is influenced by the incline however, in 20 m/s case, it isn't influenced by incline much. According to the velocity of tunnel airflow and the incline, optimum interval of cross passage is not corresponded. Therefore established lump estimate that has 250 m intervals would be changed to estimate of optimum interval of cross passage that considered about the properties of tunnel, the velocity of the tunnel airflow, incline, degree of a fire and innering area of the tunnel.

• Journal of computational fluids engineering
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• v.19 no.4
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• pp.86-93
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• 2014

Increased demand of power-transformer's capacity inevitably results in an excessive temperature rise of transformer components, which in turn requires improved radiator design. In this paper, numerical simulation of the cooling performance of an ONAN-type (Oil Natural Air Natural) radiator surrounded by air was performed by using CFX. The natural convection of the air was treated with the full-model. The present parametric study considers variation of important variables that are expected to affect the cooling performance. We changed the pattern and cross-sectional area of flow passages, the fin interval, the flow rate of oil and shape of flow passages. Results show that the area of flow passage, the fin interval, the flow rate of oil and shape of flow passages considerably affect the cooling performance whereas the pattern of flow passages is not so much influential. We also found that for the case of the fin interval smaller than the basic design, the temperature drop decreases while a larger interval gives almost unchanged temperature drop, indicating that the basic design is optimal. Further, as the flow rate of oil increases, the temperature drop slowly decreases as expected. On the other hand, when the shape of flow passages are changed, temperature drop is increased, indicating that the cooling performance is enhanced thereupon.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.22 no.10
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• pp.665-671
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• 2010

In the present study a 1D-3D numerical simulation was performed to analyze the fire safety in a rescue station of a long railroad tunnel equipped with a mechanical ventilation. The behavior of hot air was studied for the emergency operation mode of ventilation system in case of fire in the rescue station. The 1D simulation was carried out for entire tunnel region. Detailed 3D CFD simulation was performed for the rescue station area in the central region of the tunnel by using the result of the 1D simulation as the boundary condition of the 3D simulation. Various type of cross passage installation were evaluated for the prevention of smoke diffusion to suggest the optimized interval of the cross passages in the rescue tunnel.

• Journal of Korean Tunnelling and Underground Space Association
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• v.17 no.3
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• pp.249-256
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• 2015

Quantitative Mokpo-Jeju undersea tunnel is currently on the basis plan for reviewing validation. As for the cross section shape for express boat of 105 km line, sing track two tube is being reviewed as the Euro tunnel equipped with service tunnel. Also, 10 carriage trains have been planned to operate 76 times for one way a day. So, in this study, quantitative risk assessment method is settled, which is intended to review the optimal space between evacuation connection hall of tunnel by quantitative risk analysis method. In addition to this, optimal evacuation connection hall space is calculated by the types of cross section, which are Type 3 (double track single tube), Type 1 (sing track two tube), and Type 2 (separating double track on tube with partition). As a result, cross section of Type 2 is most efficient for securing evacuation safety, and the evacuation connection space is required for 350 m in Type 1, 400 m in Type 2, and 1,500 m in Type3 to satisfy current domestic social risk assessment standard.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.6
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• pp.727-736
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• 2021

Road tunnel lengths are increasing. Some 1,300 tunnels with 1,102 km in length had been increased till 2019 from 2010. There are 64 tunnels over 3,000 m in length, with their total length adding up to 276.7 km. Safety facilities in the event of a tunnel fire are critical so as to prevent large-scale casualties. Standards for installing disaster prevention facilities are being proposed based on the guidelines of the Ministry of Land, Infrastructure and Transport, but they may be limited to deep underground tunnels. This study was undertaken to provide guidelines for the spacing of evacuation connection passages and the widths of evacuation connection doors. Evacuation with various spacing and widths was simulated in regards to evacuation time, which is the measure of safety, using the evacuation analysis simulation software EXODUS Ver.6.3 and the fire/smoke analysis software SMARTFIRE Ver.4.1. Evacuation connection gates with widths of 0.9 m and 1.2 m, and spacings of 150 m to 250 m, were set to every 20 m. In addition, longitudinal slopes of 6 % and 0 % were considered. It was determined to be safe when the evacuation completion time was shorter than the delay diffusion time. According to the simulation results, all occupants could complete evacuation before smoke spread regardless of the width of the evacuation connection door when the longitudinal slope was 6 % and the interval of evacuation connection passage was 150 m. When the evacuation connection passage spacing was 200 m and the evacuation connection gate width was 1.2 m, all occupants could evacuate when the longitudinal slope was 0 %. Due to difference in evacuation speed according to the longitudinal slope, the evacuation time with a 6 % slope was 114 seconds shorter (with the 190 m connection passage) than with a 0 % slope. A shorter spacing of evacuation connection passages may reduce the evacuation time, but this is difficult to implement in practice because of economic and structural limitations. If the width of the evacuation junction is 1.2 m, occupants could evacuate faster than with a 0.9 m width. When the width of a connection door is 1.2 m with appropriate connection passage spacing, it might provide a means to increase economic efficiency and resolve structural limitations while securing evacuation safety.

• Tunnel and Underground Space
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• v.28 no.3
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• pp.247-257
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• 2018

High-speed trains have been developed widely in many countries in order to transport large quantity of people and commodities rapidly. When a high speed train enters a tunnel, aerodynamic resistance is generated suddenly. The resistance caused from air pressure induces micro pressure wave and discomfort to passengers in a train. Therefore, a pressure relief system should be installed in a tunnel to reduce the resistance acting against the running train in a tunnel. Additionally, the shape of a grain should be streamlined in order to reduce aerodynamic resistance caused by a high-speed train. The cross-section of a tunnel also should be carefully designed to reduce discomfort of passengers. This study represents the effect of pressure relief ducts installed between two running tunnels. The pressure relief duct was integrated with a cross-passage in order to save cost and construction time. One-dimensional network numerical simulations were carried out in order to estimate the effect of pressure relief systems.

• The Bulletin of The Korean Astronomical Society
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• v.37 no.2
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• pp.116.1-116.1
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• 2012

When an interplanetary (IP) shock passes over the Earth's magnetosphere, the geosynchronous magnetic field strength near the noon is always enhanced, while the geosynchronous magnetic field near the midnight decreases or increases. In order to understand what determines the positive or negative magnetic field response at nightside geosynchronous orbit to sudden increases in the solar wind dynamic pressure, we have examined 120 IP shock-associated sudden commencements (SC) using magnetic field data from the GOES spacecraft near the midnight (MLT = 2200~0200) and found the following magnetic field perturbation characteristics. (1) There is a strong seasonal dependence of geosynchronous magnetic field perturbations during the passage of IP shocks. That is, the SC-associated geosynchronous magnetic field near the midnight increases (a positive response) in summer and decreases (a negative response) in winter. (2) These field perturbations are dominated by the radial magnetic field component rather than the north-south magnetic field component at nightside geosynchronous orbit. (3) The magnetic elevation angles corresponding to positive and negative responses decrease and increase, respectively. These field perturbation properties can be explained by the location of the cross-tail current enhancement during SC interval with respect to geosynchronous spacecraft position.

• The Korean Journal of Physiology
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• v.2 no.2
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• pp.33-43
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• 1968

Histamine, 0.5 mg as histamine base in 4 ml of normal saline solution, was injected into rabbits anesthetized with nembutal and the mean blood pressure was kept in the range of $52{\sim}80\;mmHg$ for over one hour by supplemental additions. Following the injection of the test substances, 300 mg of urea and 200 mg of antipyrine intravenously, serial blood samples were obtained from the femoral artery and the internal jugular vein at $0.5{\sim}3$ minutes interval. The decreasing patterns in the concentrations of arterial and venous blood plasma samples were compared with each other. The ratio of the concentration of brain tissue to that of the final arterial plasma was also studied. By these measures the degrees of penetration of the test substances in the brain in the control and in the histamine treated rabbits were observed. The concentrations of antipyrine and urea in the arterial blood plasma were decreasing exponentially with respect to the time elapsed. The venous concentrations were anticipated to increase initially and to cross the arterial concentration curve in the point of equlibrium between the plasma and the tissue. On the contrary to the expectation venous concentration also revealed the decreasing tendency similar to that of arterial plasma. The similarity between these two curves, arterial and venous, would be atributable to the fact that the cerebral blood flow rate was large enough and the rising phase in the venous concentration curve was instantly over before serial blood samples were taken. Inspite of some similarity in the decreasing tedency in both concentration curves there were appreciable discrepancies between the arterial and venous plasma which would reflect the situation far from the equlibria among several compartments in the brain. Changes in plasma potassium levels caused by the injection of histamine or bleeding were observed, too. Using 8 rabbits as the control and 12 rabbits for the histamine treated group following results were obtained: 1. Both of the concentration curves, arterial and venous, declined rapidly at_first and slowly later on and approached same equilibrium concentration with the passage of time after a single injection. The time at which attained the same concentration was $2.0{\pm}0.54\;min.$ in the control and $4.3{\pm}1.92\;min.$ in the histamine treated group with respect to antipyrine. On the other hand in the case of urea they were $2.4{\pm}0.59\;min.$ in the control and $4.4{\pm}1.31\;min.$ in the histamine group, respectively. In the histamine treated group enlarged spaces for distribution of test substances were postulated. 2. The concentration of antipyrine in the brain tissue water revealed no significant differences between the control and experimental groups, showing $212{\pm}40.2\;mg/l$ in the control and $206{\pm}64.1\;mg/l$ in the histamine treated group. On the other hand urea revealed higher value in the histamine treated group than in the control, showing an enhanced penetration of urea into the tissue after injection of histamine. Urea concentration in the brain water was $32.3{\pm}3.36\;mg%$ in the control and $39.2{\pm}4.25\;mg%$ in the histamine treated group. 3. The distribution ratio of antipyrine in the brain tissue was very close to unity in the histamine treated animals as well as in the control. 4. The average of the distribution ratio of urea in the control animals was 0.77 and it showed the presence of blood-brain barrier with regard to urea. However in the histamine treated animals the distribution ratios climbed up to 0.86 and they were closer to unity than in the control animals. Out of 12 cases 5 were greater than 0.9 and 8 exceeded 0.85. It appeared that histamine enhanced the penetration of urea through the barrier. 5. Histamine injection and or hemorrhage caused an elevation of the concentration of potassium in plasma. In the event that histamine and hemorrhage were applied together the elevation of potassium exceed the elevation seen at the histamine alone. There was no evidence that the leakage of potassium from the brain tissue was dominant in comparison with the general leakage from the whole body.