• Proceedings of the Acoustical Society of Korea Conference
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• 1994.06a
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• pp.722-727
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• 1994

In two previous papers [1], [2], we presented the validity of a method that calculated the Leq values along High Speed Train (TGV in french) lines from the level/time evolution of moving trains. Tanks to this method, it is now possible to compute specific time-related effects such as interactions between train bodies and close obstacles. This paper lists important parameters to be considered within TGV studies and presents the various levels of study, starting from the research of the best traject (extensive studies), passing through noise impact studies (intensive studies) of the chosen traject to the dimensionning of antinoise devices (final design), and all this to guarantee precise respect of noise criteria. A theoretical comparison study conducted on about 80 different types of antinoise devices including earthberms and noise barriers of different forms, dimensions and materials is also presented. At last a "final design" study using all benefits of the method (full 3D and time representation) is presented.presented.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.20 no.10
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• pp.968-975
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• 2010

The high interest for the ground vibrations which is caused by the train service is risen. When the trains are passed, a serious force is applied to ground and the caused vibration is propagated to the area of the building by the ground and rocks. This vibration comes to feel in the residents with the direct vibration, it is radiated in sound. The caused vibration and radiated sound affect the human's life, and this vibration brings about the operation interruption of the equipment which is sensitive to the vibration, or will bring about the structural damage of the building. In this study, the effect of the vibrations caused by the passing trains on the railway station and buildings is investigated by vibration measurement. Indoor and outdoor measurement is carried out by each trains.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.30-38
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• 1998

Nowadays, the environmental vibration criteria has been severely restricted from the viewpoint of recipient. The vibration created by urban transit systems can be an important source of community discontent, and can have influence on high technology equipments. This has led to a desire of transit system operators to reduce vibration and to minimize community exposure to vibration. Recent research in this area has significantly increased for transit system engineers to reduce vibration. Unlike other material, soil has a complicated characteristic and it is very difficult to prevent vibration from transmitting. Generally, the trench can use to breaking propagation of vibration on passing way but needs much too maintenance. Therefore, the filled materials for trench had successfully developed and the characteristic test for the filled material had conducted during this term. Finally, we had executed analyses of real characteristic through the propagation test of ground vibration.

• Journal of the Regional Association of Architectural Institute of Korea
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• v.9 no.1
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• pp.79-88
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• 2007

Recently a lot of changes take place in the field of architecture. Among them the preparation for architectural accrediting program and qualifying examination system for the registered architects are remarkable. The aim of this study is to inspect carefully the changes of qualifying examination system for the registered architects since 2001 and to recognize how to research consistently for the future. Especially passing system classified by subjects begins in 2005 influenced by U.S.A. and many specialists concerned have made effort to erect more objective and fair standards. It is also necessary to conduct the differentiated researches on the exams system & the criteria of questions for exams because the candidates completed the architectural accrediting program will take the first exams in 2010. To do this, the importance is that we have to understand a series of continuity such as education-training-examination and to establish the closer relationship between educational curriculum for the students and qualifying examination for the registered architects.

• Journal of Korean Society of Steel Construction
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• v.28 no.3
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• pp.163-171
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• 2016

For railway bridges, serviceabilities such as passenger comfort and train riding safety are important design requirements as well as the structural safety of the bridge. In this paper, dynamic responses of a steel box girder bridge by actual passing trains were measured and analyzed by probabilistic method. Deflections and accelerations data at center of side span were collected for about a month by various types of actual passenger and freight trains. Effects by axle weights, types of trains were analyzed. 100 and 200 years maximum values were estimated by Gumbel probability paper and compared with corresponding requirements in the current design code. Except for some cases of accelerations, estimated values were well below the criteria and exceedance probabilities were very low. More data for longer term and other types of bridges are needed to perform comprehensive analysis on the serviceability of railway bridges.

• Progress in Medical Physics
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• v.29 no.2
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• pp.53-58
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• 2018

This paper evaluates patient-specific quality assurance (PSQA) in the treatment of small and multiple tumors by the CyberKnife system with fixed collimators, using an ion chamber and EBT3 films. We selected 49 patients with single or multiple brain tumors, and the treatment plans include one to four targets with total volumes ranging from 0.12 cc to 3.74 cc. All PSQA deliveries were performed with a stereotactic dose verification phantom. The A16 microchamber (Standard Imaging, WI, USA) and Gafchromic EBT3 film (Ashland ISP Advanced Materials, NJ, USA) were inserted into the phantom to measure the point dose of the target and the dose distribution, respectively. The film was scanned 1 hr after irradiation by a film digitizer scanner and analyzed using RIT software (Radiological Imaging Technology, CO, USA). The acceptance criteria was <5% for the point dose measurement and >90% gamma passing rate using 3%/3 mm and relative dose difference, respectively. The point dose errors between the calculated and measured dose by the ion chamber were in the range of -17.5% to 8.03%. The mean point dose differences for 5 mm, 7.5 mm, and 10 mm fixed cone size was -11.1%, -4.1%, and -1.5%, respectively. The mean gamma passing rates for all cases was 96.1%. Although the maximum dose distribution of multiple targets was not shown in the film, gamma distribution showed that dose verification for multiple tumors can be performed. The use of the microchamber and EBT3 film made it possible to verify the dosimetric and mechanical accuracy of small and multiple targets. In particular, the correction factors should be applied to small fixed collimators less than 10 mm.

• International Journal of Highway Engineering
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• v.14 no.3
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• pp.59-67
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• 2012

This study presents the evaluation of the patching materials that are used to repair the distress of asphalt pavement. Four kinds of patching materials currently used in practice were tested in both laboratory and field. The laboratory tests included the dry and soaked Marshall stability test, indirect tensile test, wheel tracking test and adhesive strength between the asphalt pavement and the repairing material was tested as a performance test. The field study was conducted using the slab samples placed on the location of vehicle tire passing and the performance of the repairing materials were investigated as passing the traffic load. The result of the laboratory tests were satisfied with the current design criteria and material standard except for water-immersion stability. Type C patching material showed the highest adhesive shear strength among the patching materials tested. However, the mature distress, such as rutting and stripping were monitored after construction in 10 days. It was found that performance of patching material is lack of quality behavior when they were applied in the field and required to develop and applu to prevent the mature distress of the current patching materials.

• Magazine of the Korean Society of Agricultural Engineers
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• v.23 no.3
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• pp.65-77
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• 1981

The Compaction of fill dam is very important for increasing of the safty of dam. Vibration roller is used for the compaction of pervious materials such as sand and gravel. The principal objects of this study are to give a comstruction criteria of vibration roller and to find out the relationship between dry density and permeabity of pervious soil after compaction. The results in this study are summerized as follows. 1.The relationship between maximum dry density (Υdmax) and optimum moisture content(Wo) of modified compaction test is Υdmax=2. 74-0. 064w0 2.The maximum dry density decrease with increasing fine particle(n) and the relative formular is n==ae-brdmax 3.The maximum dry density is influenced more by passing rate of number 200 sieve than 4 sieve. 4.The coefficient of permeability are similar when the degrees of compaction are equal even though the spreading thickness of soil are different. 5.The coefficient of permeability(K)is greatly influence by fine particle passing number 200 sieve, and those relationship is inversely proportionate. 6.The K values of pervious soil are from 10-0 cm/sec to 10-4 cm/sec when degree of compaction by a modified method is from 90 to 95percent. 7.The coarser material is little influenced on the permeability with different density. 8.The increasing rate of permeability with decreasing degree of compaction is more influened by fine pacticle than number 200 sieve. When degree of compaction decrease from 100 percent to 90 percent the K values of SM and GM increase about 20 times but GW increase 6 times only. 9.The effect of compaction by vibration roller is greatly influenced by 6 passes and the increasing rate of the effect is decraased at 8 passes. 10. In order to get the degree of compaction of 95 percent or more, 6 to 8 passes of roller are generall required with 30 cm thickeness of soil for 4.5 ton to 6.5 ton vibration roller and 7 to 8 passes is required with 50cm thickness for 8 to 12 ton roller.

• Archives of Craniofacial Surgery
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• v.24 no.1
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• pp.18-23
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• 2023

Background: When performing reduction of zygomatic arch fractures, locating the inward portion of the fracture can be difficult. Therefore, this study investigated the discrepancy between the locations of the depression on the soft tissue and bone and sought to identify how to determine the inward portion of the fracture on the patient's face. Methods: We conducted a retrospective review of chart with isolated zygomatic arch fractures of type V in the Nam and Jung classification from March 2013 to February 2022. For consistent measurements, a reference point (RP), at the intersection between a vertical line passing through the end point of the root of the ear helix in the patient's side-view photograph and a transverse line passing through the longest horizontal axis of the external meatus opening, was established. We then measured the distance between the RP and the soft tissue depression in a portrait and the bone depression on a computed tomography (CT) scan. The discrepancy between these distances was quantified. Results: Among the patients with isolated zygomatic arch fractures, only those with a fully visible ear on a side-view photograph were included. Twenty-four patients met the inclusion criteria. There were four types of discrepancies in the location of the soft tissue depression compared to the bone depression: type I, forward and upward discrepancy (7.45 and 3.28 mm), type II, backward and upward (4.29 and 4.21 mm), type III, forward and downward (10.06 and 5.15 mm), and type IV, backward and downward (2.61 and 3.27 mm). Conclusion: This study showed that discrepancy between the locations of the depressions on the soft tissue and bone exists in various directions. Therefore, applying the transverse and vertical distances measured from a bone image of the CT scan onto the patient's face at the indicated RP will be helpful for predicting the reduction location.

• Journal of the Korean Society for Railway
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• v.17 no.3
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• pp.193-200
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• 2014

In this study, fatigue tests on existing continuous welded rail (CWR) on a concrete track were carried out. Based on the test results, a S-N curve expressing the remaining life of the CWR at a fracture probability of 50% was obtained using weighted probit analysis suitable for small-sample fatigue data sets. As rails had different histories in terms of accumulated passing tonnage, the test data were corrected to average out the accumulated passing tonnage. The remaining service life for the CWR on the concrete track in an urban railway was estimated using the prediction equation for the bending stress of rail developed in the past to estimate rail base bending stress and taking the surface irregularities into consideration. Estimating the remaining service life of the CWR in an urban railway showed that the rail replacement period could be extended over 200MGT. In addition, comparing the concrete track to the ballast track, the fatigue life of rail was analyzed as approximately 300MGT higher than. Therefore, the rail replacement criteria needs to distinguish between the ballast track and the concrete track, and not the criteria needs to be changed as a target for the maintenance, although it is necessary to remove longitudinal rail surface irregularities at welds by grinding.