• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2012.10a
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• pp.655-658
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• 2012

Optimal net residual dispersion (NRD) and distribution pattern of (SMF) length and residual dispersion per span (RDPS) in optical transmission links with artificial distribution of SMF length and RDPS required to flexibly design of optical links in dispersion management (DM) technique for compensating the distorted 960 Gbps optical signals due to interaction of group velocoty dispersion (GVD) and optical nonlinear effects are induced.

• The Journal of Advanced Prosthodontics
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• v.5 no.2
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• pp.118-125
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• 2013

PURPOSE. The purpose of this study was to evaluate the effect of the span length on the fit of zirconia framework fabricated using CAD/CAM system. MATERIALS AND METHODS. Abutments for single, 4-unit and 6-unit fixed partial prostheses were fabricated. Ten zirconia frameworks were fabricated for each group. The marginal and internal gap were presented by means of replica technique and measured by measuring microscope ($AXIO^{(R)}$, Carl Zeiss, Rochester, NY) and software (I-$solution^{(R)}$, IMT i-solution Inc., Vancouver, BC, Canada). The results were statistically analyzed by multivariate analysis test and Dunnett T3 test for post hoc test (${\alpha}$=.05). RESULTS. There were statistically significant differences at 2, 4, 7, 8 points (mesio-distal section) and b, d, e, f, g (labio-lingual section). In some marginal reference points of 6-unit group (P<.05), the marginal gap were larger than 120 ${\mu}m$. CONCLUSION. Span length of zirconia core may have an influence on marginal and internal fit. Within the limitation of this study, the increase of span length of zirconia framework of 6 or more-unit fixed partial denture may decrease the marginal and internal fit.

• Wind and Structures
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• v.21 no.4
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• pp.407-424
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• 2015

To explore the favorable structural system of cable-stayed bridges with ultra-kilometer main span, based on a fully self-anchored cable-stayed bridge with 1400 m main span, a partially earth-anchored cable-stayed bridge scheme with the same main span is designed. Numerical investigation on the dynamic characteristics, aerostatic and aerodynamic stability of both two bridge schemes is conducted, and the results are compared to those of a suspension bridge with similar main span, and considering from the aspect of wind stability, the feasibility of using partially earth-anchored cable-stayed bridge in super long-span bridges with ultra-kilometer main span is discussed. Moreover, the effects of structural design parameters including the length of earth-anchored girder, the number of auxiliary piers in side span, the height and width of girder, the tower height etc on the dynamic characteristics, aerostatic and aerodynamic stability of a partially earth-anchored cable-stayed bridge are analyzed, and their reasonable values are proposed. The results show that as compared to fully self-anchored cable-stayed bridge and suspension bridge with similar main span, the partially earth-anchored cable-stayed bridge has greater structural stiffness and better aerostatic and aerodynamic stability, and consequently becomes a favorable structural system for super long-span bridges with ultra-kilometer main span. The partially earth-anchored cable-stayed bridge can achieve greater stiffness and better wind stability under the cases of increasing the earth-anchored girder length, increasing the height and width of girder, setting several auxiliary piers in side span and increasing the tower height.

• Structural Engineering and Mechanics
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• v.78 no.1
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• pp.87-102
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• 2021

Long span cross-rope suspension structure is an innovative structural system evolved from typical Cross-Rope Suspension (CRS) guyed tower, a type of supporting system with short span suspension cable supporting overhead power transmission lines. In mountainous areas, the span length of suspension cable was designed to be extended to hundreds or over one thousand meters, which is applicable for crossing deep valleys. Vortex Induced Vibration (VIV) of overhead power transmission lines was considered to be one of the major factors of its fatigue and service life. In this paper, VIV and its controlling by Stockbridge damper for long span CRS was discussed. Firstly, energy balance method and finite element method for assessing VIV of CRS were presented. An approach of establishing FE model of long span CRS structure with dampers was introduced. The effect of Stockbridge damper for overall vibration of CRS was compared in both theoretical and numerical approaches. Results indicated that vibration characteristics of conductor in long span CRS compared with traditional tower-line system. Secondly, analysis on long span CRS including Stockbridge damper showed additional dampers installed were essential for controlling maximum dynamic bending stresses of conductors at both ends. Moreover, factors, including configuration and mass of Stockbridge damper, span length of suspension cable and conductor and number of spans of conductor, were assessed for further discussion on VIV controlling of long span CRS.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1526-1532
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• 2011

Railway bridges are highly susceptible to resonance due to the equidistant axle load with constant speed of train. Thus, it is necessary to verify dynamic characteristics and quantities against dynamic guidelines. Recently, many newly developed bridge systems have been developed for medium span length between 30m and 40m. However, less variety of bridge systems are available for span length between 45m and 50m. Steel box girder is considered as an alternative for span length between 45m and 50m. This study is to investigate the dynamic properties and safety of steel box railway bridge. Modal properties are extracted and moving load analyses are performed using mode superposition method. The results are then compared to various standards.

• Proceedings of the Korean Geotechical Society Conference
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• 2005.03a
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• pp.1476-1483
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• 2005

This paper presents the results of small scale model tests on the behavior of propped wall and ground movements during deep excavation. Small scale model tests were performed in order to investigate the effects of various influencing factors on the deep excavation, such as stiffness of ground and unsupported span length. The results of model tests indicated that the wall behavior is significantly influenced not only by the stiffness of ground but by the over-excavation, and that the wall behavior can be reduced by decreasing the unsupported span length and increasing the stiffness of ground.

• Journal of the Korean Society for Railway
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• v.8 no.2
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• pp.137-144
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• 2005

The possibility of resonance exists always in railway bridges unlike highway bridges because railway bridges are loaded repeatedly by specific trains which has equidistant wheel loads. Resonance phenomenon of the bridge can be broken out when exciting frequencies by tram determined from the speed and effective beating internal coincides with natural frequencies of the bridge Excessive fluctuations of dynamic displacements and accelerations by resonance cause unpleasant passenger comfort and instability of railway structures. On the other hand, resonance suppression phenomenon that all the previous loads which pass through the bridge sum to zero can be occurred. In case we apply this resonance suppression properly, design of stable railway bridge from dynamics point of view can be made. In the present study, most dominant beating internal of conventional trams will be find. A(ter that. specific span length of the bridge which derives resonance suppression can be selected for railway bridges which accomplishes superior dynamic behavior.

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.1209-1214
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• 2005

Prestressed concrete girder(PSC girder) bridges have been used widely at the railway as well as highway because they are great in the functional and economical efficiency. Also they have the advantage of convenience of design and construction. Generally, the PSC girder railway bridges with span length 25m are adopted in the country and it could be easily verified that the section of PSC girder using railway bridge is excessive design, which has much redundancy against design loads. Thus, in this paper the optimum design for PSC girder railway bridge with span length 30m is performed. And from the results of analysis it is suggested to denote the optimum section which satisfies the structural safety and economical efficiency all together.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.530-537
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• 2006

Recently, the railroad route plan is trying to minimize the damage of the local resident which is caused by railroad construction. For this reason, reducing the banking height of soil roadbed, lowering the bridge girder height of a solid intersection and a part of cross river, the through bridge type which can achieve a required span length must apply. The representative through bridges of railroad are arch bridges, truss bridges and plate girder bridges, the through plate girder bridge of variable section can apply that the span length of these bridges is about $30{\sim}50m$, namely, middle span length bridge types, and that can satisfy structural capacity and beauty of railroad at the same time. This paper introduces plan and design process of the Su-eo cheon bridge applied by a through plate girder bridge type of the Jinju-Gwangyang double track 6th construction ordered at Korea Rail network Authority in 2005.

• Journal of the Korean Society for Advanced Composite Structures
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• v.4 no.4
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• pp.30-36
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• 2013

Partially earth anchored (PEA) can improve the structural safety and economic feasibility of multiple span cable stayed bridge (CSB). The PEA-CSB can restrain axial compressive load acting on a tower and reduce the global buckling length of a stiffened girder. For these reasons, structural members subject to axial forces can be effectively utilized and material quantity required for a steel deck can be reduced to save construction cost. In this study, the PEA system was verified for its application on a multiple span CSB. The CSB is a four-tower multi-span bridge which has a main span length of 500 m. As high tensile stress was generated at the top of the bridge decks at the mid-span between two main columns, a hybrid deck system for enhancing the bridge deck sections was proposed. While the composite sections made of concrete and steel were used near to the main columns, steel sections were used at the mid-span between two main columns.