• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.14 no.10
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• pp.999-1006
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• 2004

Recently, the ride comfort problem becomes increasingly important because of today's needs for train speedup. The railway has the track irregularities which cause vibrations, such as rail joints, turnout, level crossing, transition corves and super-elevation ramps, and variations in the track level(z-axis) and the gauge(y-axis). In Korea, the service run of the high speed train has been made since the 1st of April, 2004. The commercial high-speed trains must be run on the compound lines which are composed of high-speed line and conventional line. The high speed lines in both Kyoungbu line and Honam line have 57.5％ and 33.8％, respectively In this Paper, the ride comfort has been reviewed by the various experimental methods when the high-speed trains are operated on both Kyoungbu line and Honam line. The results show that the high-speed train has no problems from the viewpoint of the comfort ride during the operation on the high speed line and conventional line.

• Journal of the Korean Society for Precision Engineering
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• v.10 no.1
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• pp.126-133
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• 1993

Conventional cutting(CC) and Ultrasonic Vibration Cutting(UVC) of 20[KHz] are practised with standard lathe for fine ceramics(A1$_{2}$O$_{3}$. UVC is suggested to good cutting method for difficult-to-machine-materials and it is known to excellent cutting method to super precision cutting and elevation of productibility for general, nonferrous matals. In this research, main results to be obtained are as follows: 1. From the CC and UVC results by general lathe with sintering diamond tool, the surface roughness and roundness are improved in UVC. Also tool life is longer in UVC than CC. From the observation of machined surface, it is found that brittle fracutural material remove occured in fine ceramics cutting. 2. It is verified that the thrust force is the biggest in fine ceramics cutting, principal force is the next, and feed rate force the third and it is appear a little, on the other hand the principal force is the biggest in metal cutting, feed rate frece is the second, and thrust force is the next.

• International conference on construction engineering and project management
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• 2011.02a
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• pp.46-51
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• 2011

High-rise buildings are widely being constructed in the Middle-East, South-East, and East Asia. These buildings are usually willing to stand for the landmark of the region and, therefore, exhibit some extraordinary features such as super-tall height, elevation set-backs, overhangs, or free-form exterior surface, all of which makes the construction difficult, complex, and even unsafe at some construction stages. In addition to the elaborately planned construction sequence, prediction and monitoring of building's movement during construction and after completion are required for precise and safe construction. This is often called the Building Movement Control during construction. This study describes Building Movement Control of the KLCC Tower, a 58-story office building currently being built right next to the famous PETRONAS Twin Towers. The main items of the Building Movement Control for the KLCC Tower are axial shortening and verticality. Preliminary prediction of these items are already carried out by the structural design team but more accurate prediction based on construction stage analysis and combined with time-dependent material testing, field monitoring, and site survey is done by the main contractor. As of September 2010, the Tower is under construction at level 30, where the plan abruptly changes from rectangle to triangle. Findings and troubleshooting until the current construction stage are explained in detail and implementations are suggested for future applications.

• Journal of Korea Water Resources Association
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• v.50 no.1
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• pp.55-64
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• 2017

This study presents a numerical model for simulating turbidity currents using the ULTIMATE scheme. For this, the layer-averaged model is used. The model is applied to laboratory experiments, where the flume is composed of sloping and flat parts, and the characteristics of propagating turbidity currents are investigated. Due to the universal limiter of the ULTIMATE scheme, the frontal part of the turbidity currents at a sharp gradient without numerical oscillations is computed. Simulated turbidity currents propagate super-critically to the end of the flume, and internal hydraulic jumps occur at the break-in-slope after being affected by the downstream boundary. It is found that the hydraulic jumps are computed without numerical oscillations if Courant number is less than 1. In addition, factors that affect propagation velocity of turbidity currents is studied. The particle size less than $9{\mu}m$ does not affect propagation velocity but the buoyancy flux affects clearly. Finally, it is found that the numerical model computes the bed elevation change due to turbidity currents properly. Specifically, a discontinuity in the bed elevation, arisen from the hydraulic jumps and resulting difference in sediment entrainment, is observed.

• Journal of the Korean Society for Railway
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• v.7 no.4
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• pp.332-338
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• 2004

The two projects about the high speed train have been performed in Korea, one project is the commercial run of high speed train(KTX) from Seoul to Busan and the other is the development of original high speed train(HSR 350x). As the successful results, the service run of KTX had been launched on the 1st of April, 2004 and HSR 350x had been fabricated in June, 2002 and has been tested in the Kyoungbu line and Honam line since then. The railway has the track irregularities which cause vibrations, such as rail joints, turnout, level crossing, transition curves and super-elevation ramps, and variations in the track level(z-axis) and the gauge(y-axis). Generally, the ride comfort for railway is evaluated by using the vibrations. In this paper, the ride comfort indices according to mc 513R and ISO 10056 have been reviewed when the high-speed trains are operated on both Kyoungbu line and Honam line. Also, the ride characteristics for KTX and HSR 350x on the high speed line and the conventional line have been analyzed and evaluated. The results show that the high-speed train has no problem from the viewpoint of the comfort ride on the high speed line and the conventional line and the ride index for HSR 350x is same as that for KTX in the high speed(300 km/h).

• Proceedings of the KSRS Conference
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• 2003.11a
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• pp.453-454
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• 2003

Most research materials (data), which are used for the study of digital mapping and digital elevation model (DEM) in the field of Remote Sensing and Aerial Photogrammetry are aerial photographs and satellite images. Additionally, they are also used for National land mapping, National land management, environment management, military purposes, resource exploration and Earth surface analysis etc. Although aerial photographs have high resolution, the data, which they contain, are not used for environment exploration that requires continuous observation because of problems caused by its coastline, as well as single - spectral and long-term periodic image. In addition to this, they are difficult to interpret precisely because Satellite Images are influenced by atmospheric phenomena at the time of photographing, and have by far much lower resolution than existing aerial photographs, while they have a great practical usability because they are mulitispectral images. The PKNU 2 is an aerial photographing system that is made to compensate with the weak points of existing aerial photograph and satellite images. It is able to take pictures of very high resolution using a color digital camera with 6 million pixels and a color infrared camera, and can take perpendicular photographs because PKNU 2 system has equipment that makes the cameras stay level. Moreover, it is very cheap to take pictures by using super light aircraft as a platform. It has much higher resolution than exiting aerial photographs and satellite images because it flies at a low altitude about 800m. The PKNU 2 can obtain multispectral images of visible to near infrared band so that it is good to manage environment and to make a classified diagram of vegetation.

• Proceedings of the Korea Water Resources Association Conference
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• 2012.05a
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• pp.20-25
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• 2012

New Zealand suffers from regular floods, these being the most common source of insurance claims for damage from natural hazard events in the country. This paper describes the origin and distribution of the largest floods in New Zealand, and describes the systems used to monitor and predict floods. In New Zealand, broad-scale heavy rainfall (and flooding), is the result of warm moist air flowing out from the tropics into the mid-latitudes. There is no monsoon in New Zealand. The terrain has a substantial influence on the distribution of rainfall, with the largest annual totals occurring near the South Island's Southern Alps, the highest mountains in the country. The orographic effect here is extreme, with 3km of elevation gained over a 20km distance from the coast. Across New Zealand, short duration high intensity rainfall from thunderstorms also causes flooding in urban areas and small catchments. Forecasts of severe weather are provided by the New Zealand MetService, a Government owned company. MetService uses global weather models and a number of limited-area weather models to provide warnings and data streams of predicted rainfall to local Councils. Flood monitoring, prediction and warning are carried out by 16 local Councils. All Councils collect their own rainfall and river flow data, and a variety of prediction methods are utilized. These range from experienced staff making intuitive decisions based on previous effects of heavy rain, to hydrological models linked to outputs from MetService weather prediction models. No operational hydrological models are linked to weather radar in New Zealand. Councils provide warnings to Civil Defence Emergency Management, and also directly to farmers and other occupiers of flood prone areas. Warnings are distributed by email, text message and automated voice systems. A nation-wide hydrological model is also operated by NIWA, a Government-owned research institute. It is linked to a single high resolution weather model which runs on a super computer. The NIWA model does not provide public forecasts. The rivers with the greatest flood flows are shown, and these are ranked in terms of peak specific discharge. It can be seen that of the largest floods occur on the West Coast of the South Island, and the greatest flows per unit area are also found in this location.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.1B
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• pp.79-93
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• 2008

Water quality simulations on the Saemangeum inner reservoir have been carried out using EFDC model to understand water quality variations caused by abrupt physical changes due to closing of tidal barrier. According to hydrodynamic simulation, model reproduces not only outer regional dynamics but also inner superelevation very well. Calibration and verification of water quality models accomplished using observed data taken before closing. Also sensitivity tests regarding riverine discharges and tidal flats were done. Due to enlarging of always wet zone caused by super elevation on inner tidal flats, predicted DO decreases at that region as a result of SOD. Moreover shrink of mixing zone after closing of dike causes deteriorating of water quality showing DO as 2 mg/L during summer at Mangyeong and Dongjin estuaries, however it does not spread to middle part of the reservoir. Vertical stratification occurs after closing and shows vertical differences in DO concentration at least 6 mg/L to 7 mg/L in summer season. Most part of the reservoir is getting stratified and it leads to an oxigen deficit zone near bottom.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.2B
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• pp.199-209
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• 2010

A finite element model for analyzing surface water flow was developed. Shallow water equation was discretized and solved by Galerkin and Newton-Raphson method. Triangular or rectangular elements can be mixed together to construct meshes. The algebraic equation was solved by frontal method which is very efficient in finite element problem. The developed model was applied to rectangular meandering channel with two bends and transverse velocities and water depth distributions were examined. High velocity was located near the inner bank at the apexes of the bends and velocity distribution was symmetrical about the centerline at the midsection of two bend and super elevation also occurred. Simulation results showed very good agreement with measured data. Another numerical simulation was carried out in mild, steep, adverse and abrupt bottom change slope and channels with weir. 12 water surface profiles of gradually varied flow were correct in terms of hydraulic interpretation.

• The Korean Journal of Pharmacology
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• v.18 no.1
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• pp.23-31
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• 1982

1) Experiments were undertaken to elucidate the mechanism which elevates the systemic arterial blood pressure by cadmium (Cd). 2) The mean arterial pressure and peripheral resistance of central ear artery in Cd-poisoned rabbit were significantly increased in comparison with those in control. 3) The vascular pressure response to electrical stimulation in Cd-poisoned group was less than that in control. However, in the former group it showed the supersensitivity to norepinephrine. 4) The response to electrical stimulation was diminished by sodium arachidonate in the ear artery, on the contrary, it was rather enhanced in the vessel of Cd-poisoned group. The responses in both groups were reduced by pretreatment with either $PGE_2\;or\;PGF_{2{\alpha}}$. 5) The response to electrical stimulation was not affected in control, but enhanced in Cd-poisoned group by pretreatment with indomethacin. 6) When the ear artery of control group was perfused with physiological salt solution (PSS) the response to electrical stimulation was not changed by indomethacin, it was much enhanced without affecting on the response to norepinephrine when $K^+-free\;PSS$, was used. These results demonstrate the evidence that the alteration of regulatory mechanism on the vessels was causally related to the elevation of arterial pressure and the increase in peripheral resistance in Cd-poisoned rabbits.