• Journal of the Korea institute for structural maintenance and inspection
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• v.26 no.3
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• pp.103-110
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• 2022

The purpose of this study is to experimentally evaluate the stiffness and strength reduction according to the reinforcing bar details of the vertically divided reinforced concrete shear walls. To confirm the effect of reducing strength and stiffness according to vertical division, four real-scale specimens were fabricated and repeated lateral loading tests were performed. As a result of the experiment, it was confirmed that the strength and stiffness were decreased according to the vertical division. In particular, as the stiffness reduction rate is greater than the strength reduction rate, it is expected that safety against extreme strength can be secured when the load is redistributed according to vertical division. As a result of checking the crack pattern, a diagonal crack occurred in the wall subjected to compression control among the divided walls. It was confirmed that two neutral axes occurred after division, and the reversed strain distribution appeared in the upper part, showing the double curvature pattern. In future studies, it is necessary to evaluate the stiffness reduction rate considering the effective height of the wall, to evaluate additional variables such as wall aspect ratio, and to conduct analytical studies on various walls using finite element analysis.

• Steel and Composite Structures
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• v.47 no.1
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• pp.91-102
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• 2023

To study the evaluation standard and control limit of mortar filling layer void length, in this paper, the train sub-model was developed by MATLAB and the track-bridge sub-model considering the mortar filling layer void was established by ANSYS. The two sub-models were assembled into a train-track-bridge coupling dynamic model through the wheel-rail contact relationship, and the validity was corroborated by the coupling dynamic model with the literature model. Considering the randomness of fastening stiffness, mortar elastic modulus, length of mortar filling layer void, and pier settlement, the test points were designed by the Box-Behnken method based on Design-Expert software. The coupled dynamic model was calculated, and the support vector regression (SVR) nonlinear mapping model of the wheel-rail system was established. The learning, prediction, and verification were carried out. Finally, the reliable probability of the amplification coefficient distribution of the response index of the train and structure in different ranges was obtained based on the SVR nonlinear mapping model and Latin hypercube sampling method. The limit of the length of the mortar filling layer void was, thus, obtained. The results show that the SVR nonlinear mapping model developed in this paper has a high fitting accuracy of 0.993, and the computational efficiency is significantly improved by 99.86%. It can be used to calculate the dynamic response of the wheel-rail system. The length of the mortar filling layer void significantly affects the wheel-rail vertical force, wheel weight load reduction ratio, rail vertical displacement, and track plate vertical displacement. The dynamic response of the track structure has a more significant effect on the limit value of the length of the mortar filling layer void than the dynamic response of the vehicle, and the rail vertical displacement is the most obvious. At 250 km/h - 350 km/h train running speed, the limit values of grade I, II, and III of the lengths of the mortar filling layer void are 3.932 m, 4.337 m, and 4.766 m, respectively. The results can provide some reference for the long-term service performance reliability of the ballastless track-bridge system of HRS.

• Geomechanics and Engineering
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• v.35 no.2
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• pp.195-208
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• 2023

The nodular diaphragm wall (NDW) is a novel type of foundation with favorable engineering characteristics, which has already been utilized in high-rise buildings and high-speed railways. Compared to traditional diaphragm walls, the NDW offers significantly improved vertical bearing capacity due to the presence of nodular parts while reducing construction time and excavation work. Despite its potential, research on the vertical bearing characteristics of NDW requires further study, and the investigation and visualization of its displacement pattern and failure mode are scant. Meanwhile, the measurement of the force component acting on the nodular parts remains challenging. In this paper, the vertical bearing characteristics of NDW are studied in detail through the indoor model test, and the displacement and failure mode of the foundation is analyzed using particle image velocimetry (PIV) technology. The principles and methods for monitoring the force acting on the nodular parts are described in detail. The research results show that the nodular part plays an essential role in the bearing capacity of the NDW, and its maximum load-bearing ratio can reach 30.92%. The existence of the bottom nodular part contributes more to the bearing capacity of the foundation compared to the middle nodular part, and the use of both middle and bottom nodular parts increases the bearing capacity of the foundation by about 9~12% compared to a single nodular part of the NDW. The increase in the number of nodular parts cannot produce a simple superposition effect on the resistance born by the nodular parts since the nodular parts have an insignificant influence on the exertion and distribution of the skin friction of NDW. The existence of the nodular part changes the displacement field of the soil around NDW and increases the displacement influence range of the foundation to a certain extent. For NDWs with three different nodal arrangements, the failure modes of the foundations appear to be local shear failures. Overall, this study provides valuable insights into the performance and behavior of NDWs, which will aid in their effective utilization and further research in the field.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.1
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• pp.203-211
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• 2014

Tunnel reduces travel time as and it is essential facilities for the eco-friendly road construction. In recent years, It has been accelerating the tunnel construction to provide a higher level of traffic service but a driver driving in the narrow and dark tunnel takes characteristically psychological anxiety and the restriction of the sight. Moreover, A driver passing through more than 1,000m long tunnel, as to pass inside the monotonous form of the tunnel for a long time can cause drowsiness and increase the driver load. This driver load can degrade road-holding of the inside of the long tunnel highly and pose a high risk of accidents. Accordingly, In this study is to present the proper length of the Tunnel, considering the characteristics of traffic accident. For this, this study is that the long tunnel that affects traffic safety traffic safety variables are selected and classified. Traffic safety variables are classified in detail as a variable of the traffic accident and velocity one, the applicable variables the number of the traffic accident, the ratio of the traffic accident, driving velocity, the individual vehicle velocity etc. Traffic safety variables are categorized as more than a pole length of the tunnel in order to examine its impact on correlation analysis. The results indicate significant results in traffic accidents in accordance with traffic accidents, traffic safety, selects the variable was Variable depending on the length of the tunnel traffic safety point of significantly increasing the possibility of an accident can be seen as a high point. And the point of the Distribution of selected variables in order to create a traffic safety was a significant increase in traffic safety variables was set at critical intervals. Before reaching the critical point and the corresponding length of the long tunnel was set at the proper length. In this study, the optimum length of the proposed long tunnel through the long tunnel that occur in the future to contribute to reducing traffic accidents would be able to be determined.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.1
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• pp.78-91
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• 2018

In order to understand the distributions of organic matter and heavy metal concentrations in the surface sediment of Jaran Bay, we measured the grain size, total organic carbon (TOC), total nitrogen (TN), and heavy metals (As, Cd, Cr, Cu, Fe, Hg, Mn, Pb, and Zn) in surface sediments collected at 15 stations in this bay in November 2014. The sediment consisted of finer sediment such as mud and clay, with 8.6-9.8Ø($9.3{\pm}0.3$Ø) of mean grain size. The concentrations of TOC and TN in the sediment ranged from 1.51-2.39 % ($1.74{\pm}0.22%$) and 0.20-0.33 % ($0.23{\pm}0.03%$), respectively, and did not show spatial difference. The carbon to nitrogen ratio (C/N ratio) ranged from 5-10, indicating that organic matter in the sediment originated from oceanic sources such as animal by-products from fish and shellfish farms. The concentrations of Cr, Fe, and Mn were much higher in the mouth of the bay than in the inner bay, and the concentrations of As, Cd, Cu, Hg, Pb, and Zn showed an opposite distribution pattern. Based on the results of the sediment quality guidelines (SQGs), enrichment factor (EF), geoaccumulation index ($I_{geo}$), pollutant load index (PLI), and ecological risk index (ERI), the surface sediment in Jaran Bay is not polluted or only slightly polluted with Cd, Cr, Cu, Hg, Pb, and Zn, whereas it is moderately to strongly polluted with As. In particular, some regions in the bay were identified as having a considerable risk status, indicating that metal concentration in the sediment could impact benthic organisms. Thus, the systematic management for marine and land sources of organic matter and heavy metals around Jaran Bay is necessary in order to ensure seafood safety and maintain sustainable production on shellfish farms.

• Journal of the Korean earth science society
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• v.28 no.3
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• pp.311-323
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• 2007

The Yellow and East China seas received a vast amount of sediment $(>10^9ton/yr)$, which comes mainly from the Changjiang and Huanghe rivers of China and the Korean rivers. However, there are still no direct sedimentological-geochemical indicators, which can distinguish these two end-members (Korean and Chinese river sources) in these seas. The purpose of this study is to provide the potential geochemical-tracers enabling these river materials to be identified within the sediment load of the Yellow and East China seas. The compositions of major elements (Al, Fe, Mg, K, Ca, Na, and Ti) of Chinese and Korean river sediments were analyzed. To minimize the grain-size effect, furthermore, bulk sediments were separated into two groups, silt $(60-20{\mu}m)$ and clay $(<20{\mu}m)$ fractions, and samples of each fraction were analyzed for major and strontium isotope $(^{87}Sr/^{86}Sr)$ compositions. In this study, Fe/Al and Mg/Al ratios in bulk sediment samples, using a new Al-normalization procedure, are suggested as an excellent tool for distinguishing the source of sediments in the Yellow and East China seas. This result is clearly supported by the concentrations of these elements in silt and clay fraction samples. In silt fraction samples, Korean river sediments have much higher $^{87}Sr/^{86}Sr$ ratio $(0.7229{\sim}0.7253)$ than Chinese river sediments $(0.7169{\sim}0.7189)$, which suggests the distribution pattern of $^{87}Sr/^{86}Sr$ ratios as a new tracer to discriminate the provenance of shelf sediments in the Yellow and East China seas. On the basis of these geochemical tracers, clay fractions of southeastern Yellow Sea mud (SEYSM) patch may be a mixture of two sediments originated from Korea and China. In contrast, the geochemical compositions of silt fractions are very close to that of Korea river sediments, which indicates that the silty sediments of SEYSM are mainly originated from Korean rivers.

• The Sea:JOURNAL OF THE KOREAN SOCIETY OF OCEANOGRAPHY
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• v.9 no.2
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• pp.64-72
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• 2004

We measured the vertical profiles of $O_2$, H$_2$S, and pH in sediment pore water beneath marine cage fish farms using a microsensor with a 25 ${\mu}{\textrm}{m}$ sensor tip size. The sediments are characterized by high organic material load. The oxygen consumption, hydrogen sulfide oxidation, and sulfate reduction rates in the microzonations (derived from the vertical distribution of chemical species concentration) were estimated by adapting a simple one-dimensional diffusion-reaction model. The oxygen penetration depth was 0.75 mm. The oxic microzonations were divided into upper and lower layers. Due to hydrogen sulfide oxidation within the oxic zone, the oxygen consumption rate was higher in the lower layer. The total oxygen consumption rate integrated with reaction zone depth was estimated to be 0.092 $\mu$mol $O_2$cm$^{-2}$ hr$^{-1}$ . The total hydrogen sulfide oxidation rate occurring within 0.7 mm thickness was estimated to be 0.030 $\mu$mo1 H$_2$S cm$^{-2}$ hr$^{-1}$ , and its turnover time in the oxic sediment layer was estimated to be about 2 minutes. This suggests that hydrogen sulfide was oxidized by both chemical and microbial processes in this zone. The molar consumption ratio, calculated to be 0.84, indicates that either other electron accepters exit on hydrogen sulfide oxidation, or elemental sulfur precipitation occurs near the $O_2$- H$_2$S interface. Total sulfate reduction flux was estimated to be 0.029 $\mu$mol cm$^{-2}$ hr$^{-1}$ , which accounted for more than 60% of total $O_2$ consumption flux. This result implied that the degradation of organic matter in the anoxic layer was larger than in the oxic layer.

• Bulletin of the Society of Naval Architects of Korea
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• v.25 no.4
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• pp.69-80
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• 1988

This paper proposes simple formulae for buckling and ultimate strength estimation of plates subjected to water pressure and uniaxial compression. For the construction of a formula for elastic buckling strength estimation, parametric study for actual ship plates with varying aspect ratios and the magnitude of water pressure is carried out by means of principle of minimum potential energy. Based on the results by parametric study, a new formula is approximately expressed as a continuous function of loads and aspect ratio. On the other hand, in order to get a formula for ultimate strength estimation, in-plane stress distribution of plates is investigated through large deflection analysis and total in-plane stresses are expressed as an explicit form. By applying Mises's plasticity condition, ultimate strength criterion is then derives. In the case of plates under relatively small water pressure, the results by the proposed formulae are in good agreement compared with those by other methods and experiment. But present formula overestimates the ultimate strength in the range of large water pressure. However, actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming etc.. Therefore, it is considered that present formulae can be applied for the practical use.