• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.33 no.5
• /
• pp.2049-2056
• /
• 2013

With the advance in information communication, the information age has come, and desire of human being in increasing. In this circumstance, the necessity for design for building of superhighways is arising to improve the mobility in the field of transportation, too. This study was conducted to analyze if driver can drive at a design speed on a superhighway with a design speed exceeding 120km/h. For this study, it was experimented if the running speed that makes a driver feel anxious, increased, when road alignment and standard improved, due to the differences of design speed. For the experiment, 30 subjects were asked to attach brain wave analyzers to bodies. Then, this study compared powers of ${\beta}$ waves generated, when they felt anxious, driving on the roads with different design speeds, and driving virtually through a simulator. Here, Kangbyeonbukro (90km/h), Jayuro(100km/h), Joongang Expressway(110km/h), and Seohaean Expressway(120km/h) were selected as experimental sections. While drivers drove on the Kangbyeonbukro and Jayuro at a speed of 80km/h - 130km/h, on the Joongang Expressway at a speed of 100km/h - 150km/h, and Seohaean Expressway at a speed of 110km/h - 180km/h, powers of anxiety EEGs(electroencephalogram) were compared, and during the simulation driving at the same speed of 110km/h - 180km/h, powers of anxiety EEGs were compared and analyzed. Moreover, the speed when anxiety EEGs increased, was statistically verified through paired t-test. As the result, the speed when anxiety EEGs increased during the simulation driving was nearly 30km/h higher than when they increased during the actual driving on the expressways, and anxiety EEGs increased at the same speed, when subjects drove on the roads with a design speed of 90km/h and 100km/h. It means that there were small differences in road alignment and standard. However, the running speed to make drivers feel anxious was increased at both roads with a design speed of 110km/h and 120km/h. It implies that drivers can drive at a higher speed, as road alignment and standard improve.

• Journal of Korean Society for Atmospheric Environment
• /
• v.15 no.2
• /
• pp.89-100
• /
• 1999

The rain water samples were collected at Chunchon and Seoul by using wet only automatic sampler from January 1996 through 1997. The daily base rain water samples collected over than 95% rainy events components, $SO_4^{-2}$, $NO_3^-$, $CI^-$, NH_4^+$, $Ca^{2+}$, $Mg^{2+}$, $Na^+$, and $K^+$, by ion chromatography. In 1996, about 77% of sampled rain water showed below pH 5.6 and the 60% of rain water was lower than pH 5.0. The volume weighted average pH was 4.7 at all sites. In 1997, the volume weighted average pH was 4.6 and 4.9 at Seoul and Chunchon, respectively. Among the rain water samples,, 87% and 55% fo samples showed below than pH 5.6 and 5.0, respectively. The pH value of Chunchon was significantly (p＜0.05) lower than Seoul at the rain samples for less than 20mm rainfall. However conductivity of the rain samples were 20.9$\mu$S/cm for 1996 and 27.7$\mu$S/cm for 1997 at Seoul, and 19.1$\mu$S/cm for 1996 and 14.1$\mu$S/cm for 1997 at Chunchon. $H_2SO_4$ and $HNO_3$ contributed 65.9% and 29.6% of free acidity at Seoul, respectively. The ratio of [$NO_3^-$]/[nss-$SO_4^{-2}$] were 0.43 at Seoul and 0.51 at Chunchon for rain samples for less than 20mm rainfall. The annual wet deposition of $CI^-$, $NO_3^-$, $SO_4^{-2}$, $H^+$M, $Na^+$, NH_4^+$, $K^+$, $Mg^{2+}$, and $Ca^{2+}$, respectively, 568.8kg/$ extrm{km}^2$, 1489.3kg/$\textrm{km}^2$, 3184.8kg/$\textrm{km}^2$, 20.9kg/$\textrm{km}^2$, 249.4kg/$\textrm{km}^2$, 1091.2kg/$\textrm{km}^2$, 189.8kg/ $\textrm{km}^2$, 90.2kg/$\textrm{km}^2$ and 702.4kg/$\textrm{km}^2$ at Seoul for 1996; 656.4kg/$\textrm{km}^2$, 2029.7kg/$\textrm{km}^2$, 3280.7kg/$\textrm{km}^2$, 27.2kg /$\textrm{km}^2$, 229.4kg/$\textrm{km}^2$, 1063.9kg/$\textrm{km}^2$, 106.9kg/$\textrm{km}^2$, 78.2kg/$\textrm{km}^2$, 645.3kg/$\textrm{km}^2$ at Seoul for 1997; 116.9kg/ $\textrm{km}^2$, 983.3kg/$\textrm{km}^2$, 1797.0kg/$\textrm{km}^2$, 21.4kg/$\textrm{km}^2$, 83.2kg/$\textrm{km}^2$, 648.1kg/$\textrm{km}^2$, 78.0kg/$\textrm{km}^2$, 22.2kg/$\textrm{km}^2$, 368.8kg/$\textrm{km}^2$ at chunchon for 1996; 100.2kg/$\textrm{km}^2$, 1077.6kg/$\textrm{km}^2$, 1754.0kg/$\textrm{km}^2$, 13.4kg/$\textrm{km}^2$, 146.0kg/$\textrm{km}^2$, 602.3kg/$\textrm{km}^2$, 88.8kg/$\textrm{km}^2$, 16.2kg/$\textrm{km}^2$ and 206.8kg/$\textrm{km}^2$ at chunchon for 1997.

• Proceedings of the KSR Conference
• /
• 2001.05a
• /
• pp.273-280
• /
• 2001

In this study, a comparison between the structural design criteria for a catenary system with the maximum design speed of 100km/h and that of 300km/h was performed in order to establish that of 200km/h. According to the result, catenary design criteria for 300km/h operation is more conservative than that for 100km/h operation. This result shows that higher wind pressure and safety factor are adopted to catenary design for 300km/h operation. So, for the purpose of the economic structural design for catenary system, it is necessary to review the adoption possibility of catenary system for 100km/h operation first. In order to review the adoption possibility for catenary system for 100km/h operation, design criteria for 300km/h operation should be chosen for safer catenary structure.

• Economic and Environmental Geology
• /
• v.28 no.1
• /
• pp.79-88
• /
• 1995

The gravity measurment has been carried out at 48 gravity stations with intervals of 1.0~1.5 km along the survey line between Samcheog, Gosari and Taebaek to study subsurface geology and geologic structure in the northeastern part of the Ockchon zone. The Bouguer gravity anomaly values were obtained from the measured gravity values through the gravity corrections. The subsurface geology and geologic structure were interpreted quantitatively by means of the Fourier series method and Talwani method for 2.5 dimensional body. In the study area, the depth of Conrad discontinuity is about 10 km at Samcheog, northeastern end of the survey line, and it is increased rapidly to about 12.5 km at Miro, 15 km at Gosari and 15.5 km at Dongjeom, southwestern end of the survey line, respectively. The depth of the basement of the Ockchon zone exposed at Samcheog is increased smoothly to about 2 km at 5 km from Samcheog along the survey line, and is exposed again in the area between Singiry and Gosari. Beyond Gosari its depth is increased to about 1.7 km, and displaced 2.3 km downward by Osipcheon fault near Dogyeri and 0.5 km by Baeksan thrust near Cheolam, respectively. Many V-shaped low Bouguer gravity anomalies resulted from the fracture zone associated with faults imply the existence of Osipcheon fault and several inferred faults. The low Bouguer gravity anomaly zone between Tongdong and Dongjeom is caused by Jurassic gneissose granite. A local high Bouguer gravity anomaly at 35 km along the survey line from Samcheog is interpreted by the effect of iron deposit of high density existed at subsurface. The thickness of Great Limestone Group varies from 0.5 km to 1.4 km, that of Pyeongan Supergroup from 0.4 km to 0.9 km, and that of Yangdeog Group is about 0.3 km. The thickness of Jurassic gneissose granite varies from 1.5 to 3.0 km.

• Economic and Environmental Geology
• /
• v.35 no.2
• /
• pp.163-170
• /
• 2002

The purpose of this study is to analyze the relationship between geology and geothermal gradient in South Korea using GIS. For the analysis, 352 temperature logging wells were constructed to spatial database and the relationships beween geothermal gradient and geological time and lithology were analyzed using the overlay the wells layer and 1:1,000,000 scale geological map layer. The average of the geothermal aradient of South Korea is 29.34$^{\circ}C$/km. In the geologic sequence, Cenozoic strata has 39.7$0^{\circ}C$/km, Mesozoic strata has 30.63$^{\circ}C$/km , Paleozoic strata has 22.32$^{\circ}C$/km, Proterozoic strata 23.15$^{\circ}C$/km geothermal gradient value. In the lithological aspect, plutonic rocks 33.96$^{\circ}C$/km, sedimentary rocks have 24.78$^{\circ}C$/km and sedimentary and volcanic rocks have 26.85$^{\circ}C$/km geotermal gradient value. The result can be used to develop geothermal energy and hot spring as a reference.

• Knowledge Management Research
• /
• v.3 no.2
• /
• pp.85-101
• /
• 2002

Theoretical foundations of the knowledge management(KM) have been perceived still developing in the field. And, the literature shows many key success factors for KM, but, in more conceptual and abstract term. Companies interested in knowlege management demand for practical guidelines. Based on the constituent elements of KM, this study classifies key success factors identified from thirty three success cases, domestic and in other countries. Further, fifteen propositions are suggested and discussed for future research and project management in KM.

• Journal of the Korean Society for Railway
• /
• v.19 no.3
• /
• pp.288-296
• /
• 2016

A 400km/h simple catenary system was constructed as a test line in Korea. In the design stage of this system, the pre-sag was one of the engineering issues most focused on. It is known that the pre-sag improves the current collection performance in a certain band of high speed. However, the effect of pre-sag at 400km/h has not yet been established. To grasp a better pre-sag in the 400km/h catenary, we transacted the dynamic performance prediction simulation between catenary and pantograph under conditions of 0 and 1/3000 pre-sag. The level of 0 pre-sag was adapted for the 400km/h catenary design after reviewing predictions. We constituted the 1/3000 pre-sag sample section (about 1km) while constructing the 400km/h catenary test-bed (28km) of 0 pre-sag. With a HEMU-430X train, the contact forces were measured in the test-bed including the pre-sag sample section. In this paper, the predicted and measured dynamic performance values (contact forces) for 0 and 1/3000 pre-sag are described and compared. It is conclusively confirmed by analytical and experimental examination that the non pre-sag showed better dynamic (current collection) performance than that of the 1/3000 pre-sag for the 400km/h catenary system.

• Geophysics and Geophysical Exploration
• /
• v.13 no.2
• /
• pp.153-158
• /
• 2010

To investigate the velocity structure in the central and southern parts of the Korean peninsula, a 299-km NW-SE seismic refraction profile KCRT-2008was obtained across major tectonic boundaries. Seismic waves were generated by detonating 250 ~ 1500 kg explosives at depths of 50 ~ 100 m in eight drill holes located at intervals of 21 ~ 113 km. The seismic signals were detected by 4.5 Hz geophones at a nominal interval of 500 m. The first-arrival times were inverted to derive a velocity tomogram. The raypaths indicate several mid-crust interfaces including those at approximate depths of 2 ~ 3, 11 ~ 13, and 20 km. The Moho discontinuity with refraction velocity of 7.7 to 8.1 km/s has a maximum depth of 34.5 km under the central portion of the peninsula. The Moho becomes shallower as the Yellow Sea and the East Sea are approached on the west and east coasts of the peninsula, respectively. The depth of the 7.6 km/s velocity contour varies from 31.3 km to 34.4 km. The velocity tomogram shows the existence of a 129 km wide low-velocity zone centered at 7.2 km depth under the Okchon fold belt and Gyeonggi massif and low-velocity(< 5.4 km/s) rocks in the Gyeongsang sedimentary basin with a maximum thickness of 2.6 km

• 한국지구물리탐사학회:학술대회논문집
• /
• 2007.12a
• /
• pp.43-51
• /
• 2007

In order to investigate the velocity structure of the southern part of the Korean peninsula, exploded seismic signals were recorded for 120 s along a 294-km WNW-ESE line and 150 s along a 335-km NNW-SSE line in 2002 and 2004, respectively. Velocity tomograms were derived from inverting P-wave and S-wave first arrival times. The raypaths indicate several midcrust interfaces. The shallowest one is at the approximate depth of $2{\sim}3\;km$ with refraction velocities of approximately Vp=6.0 and Vs=3.5 km/s, respectively. The second one of $15{\sim}17\;km$ depth has refraction velocities of approximately Vp=7.1 and Vs=3.7 km/s, respectively. The deepest significant interface varies in depth from 30.8 km to 36.1 km. The critically refracting Vp of $7.8{\sim}8.1\;km/s$ and Vs of $4.2{\sim}4.6\;km/s$ along this interface which may correspond to the Moho discontinuity. The velocity tomograms show (1) existence of a low-velocity zone centered at $6{\sim}7\;km$ depth under the Okchon fold belt and the Yeongnam massif, (2) extension of the Yeongdon fault down to greater than 10 km, and (3) existence of high-velocity materials under the Gyeongsan basin less than 4.2 km thick.

• 한국지구물리탐사학회:학술대회논문집
• /
• 2005.05a
• /
• pp.103-107
• /
• 2005

In order to investigate the velocity structure of the southern part of the Korean peninsula, exploded seismic signals were recorded for 120 s along a 294-km WNW-ESE line and 150 s along a 335-km NNW-SSE line in 2002 and 2004, respectively. Velocity tomograms were derived from inverting first arrival times. One-dimensional velocity models derived by joint analyses of teleseismic receiver functions and surface wave dispersion at several stations near the profiles were uesd to build initial models. The raypaths indicate several midcrust interfaces including ones at approximate depths of 2.0 and 14.9 km with refraction velocities of approximately 6.0 and 7.1 km/s, respectively. The deepest significant interface varies in depth from 30.8 km to 36.1 km. The critically refracting velocity varies from 7.8 to 8.1 km/s along this interface which may correspond to the Moho discontinuity. The velocity tomograms show (1) existence of a low-velocity zone centered at 6-7 km depth under the Okchon fold belt, (2) extension of the Yeongdon fault down to greater than 10 km, and (3) existence of high-velocity materials under the Gyeongsan basin whose thickness is less than 4.2 km.