• International conference on construction engineering and project management
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• 2005.10a
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• pp.655-661
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• 2005

For a hydro power plant project, the headrace tunnel having a finished diameter of 3.3m was constructed in volcanic rocks with well-developed vertical joint and high groundwater table. The intake facility was located 20.3 km upstream of the powerhouse and headrace tunnel of 20 km in length and penstock of 440 m in height connected the intake and the powerhouse. The typical caldera lake, Lake Toba set the geology at the site; the caving of the ground caused tension cracks in the vertical direction to be developed and initial stresses at the ground to be released. High groundwater table(the maximum head of 20 bar) in the area of well-connected vertical joints delayed the progress of tunnel excavation severely due to the excessive inflow of groundwater. The excavation of tunnel was made using open-shield type TBM and mucking cars on the rail. High volume of water inflow raised the water level inside tunnel to 70 cm, 17% of tunnel diameter (3.9 m) and hindered the mucking of spoil under water. To improve the productivity, several adjustments such as modification of TBM and mucking cars and increase in the number of submersible pumps were made for the excavation of severe water inflow zone. Since the ground condition encountered during excavation turned out to be much worse, it was decided to adopt PC segment lining instead of RC lining. Besides, depending on the conditions of the water inflow, rock mass condition and internal water pressure, one of the invert PC segment lining with in-situ RC lining, RC lining and steel lining was applied to meet the site specific condition. With the adoption of PC segment lining, modification of TBM and other improvement, the excavation of the tunnel under severe groundwater condition was successfully completed.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.5A
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• pp.551-555
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• 2009

This study is performed to apply a standard to evaluate fire protection assessment for tunnel structures when a fire breaks out in the road tunnel. Recently, a number of road tunnels have been rapidly increased and fire risk also multiplyed according to extend tunnel length, due to natural features and environmentally-friendly road construction in Korea. But we have not yet been prescribed appropriate time-temperature curve for tunnel fire. Therefore, we presented fire design model and investigated time-temperature curve proposed by a foreign country considering traffic, a kinds of vehicles which are a basis of heat rate. At the end, Hydrocarbon modified curve applied as design fire model by using numerical analysis and presented design fire model and examined the effects of tunnel structures.

• Tunnel and Underground Space
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• v.13 no.3
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• pp.235-243
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• 2003

Recent worldwide trends show that tunnel length is getting longer, and the demand for longitudinal ventilation system with jet-fans in highway tunnels has also increased mainly due to the economic reasons. Improvements in vehicle engine subsequently reduced required ventilation rate(Qreq) which is the decisive factor in choosing the optimal ventilation system. Qreq contour map is a graph that defines the relationship among tunnel length, grade and required ventilation rate. It is important to understand the variation of Qreq in order to evaluate the characteristics of ventilation system with jet fans. Therefore this study aims at studying a graphical method for determining the characteristics of jet-fm ventilation system using Qreq contour map. Also, this study focuses on traffic composition on local highways.

• Korean Journal of Materials Research
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• v.10 no.5
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• pp.369-374
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• 2000

In order to investigate the effects of addition of 1M sulfuric acid to the etching solution or 1M hydrochloric acid on the etching behavior of aluminum foil for electrolytic capacitors, the changes in the density of etch pit, the length and diameter of etch tunnels and the capacitance were analyzed using SEM, TEM, LCR meter etc. Sulfate ion as a corrosion inhibitor was contributed to the increase of the surface area comparing with chloride ion. By adding sul-furic acid the density of etch pit and the length of etched tunnel increased and the diameter of the tunnel decreased, resulting in the increase of capacitance. It was also shown that the capacitance decreased when the current density was below $0.9A/\textrm{cm}^2$, while remarkably increased in the other case.

• Journal of Korean Neurosurgical Society
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• v.61 no.4
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• pp.509-515
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• 2018

Objective : In Asians, kneeling and squatting are the postures that are most often induce common peroneal neuropathy. However, we could not identify a compatible compression site of the common peroneal nerve (CPN) during hyper-flexion of knees. To evaluate the course of the CPN at the popliteal area related with compressive neuropathy using magnetic resonance imaging (MRI) scans of healthy Koreans. Methods : 1.5-Tesla knee MRI scans were obtained from enrolled patients and were retrospectively reviewed. The normal populations were divided into two groups according to the anatomical course of the CPN. Type I included subjects with the CPN situated superficial to the lateral gastocnemius muscle (LGCM). Type II included subjects with the CPN between the short head of biceps femoris muscle (SHBFM) and the LGCM. We calculated the thickness of the SHBFM and posterior elongation of this muscle, and the LGCM at the level of femoral condyles. In type II, the length of popliteal tunnel where the CPN passes was measured. Results : The 93 normal subjects were included in this study. The CPN passed through the "popliteal tunnel" formed between the SHBFM and the LGCM in 36 subjects (38.7% type II). The thicknesses of SHBFM and posterior portions of this muscle were statistically significantly increased in type II subjects. The LGCM thickness was comparable in both groups. In 78.8% of the "popliteal tunnel", a length of 21 mm to <40 mm was measured. Conclusion : In Korean population, the course of the CPN through the "popliteal tunnel" was about 40%, which is higher than the Western results. This anatomical characteristic may be helpful for understanding the mechanism of the CPNe by posture.

• Journal of the Korean Society for Railway
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• v.12 no.2
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• pp.309-314
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• 2009

When a train enters into a tunnel, a compression wave is generated by a front nose and a expansion wave is generated by a rear tail respectively. The interaction between pressure waves and the train makes the internal and external pressure of the train change dramatically. In this paper, we had measured the internal and external pressure variations of TTX and analyzed the pressure variations as the tunnel length. Also, the rate of internal pressure variations were investigated with the current airtight condition of TTX. In short tunnels, the internal and external pressure variation were not large because the superposition of pressure waves was not happened. In long tunnels, however, the rapid and large pressure variations were shown because of the superpositions between the same sort of pressure waves, such as expansion wave and expansion wave or compression wave and compression wave. In specific length tunnels, the pressure variation and the pressure variation rates were largely lessened because the compression wave and expansion wave were superposed.

• Journal of Korean Tunnelling and Underground Space Association
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• v.11 no.4
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• pp.419-425
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• 2009

Recently, the number of shallow tunnel construction increases to improve the structural safety and environment-friendliness. In Semi-Cut and Cover Method, ground is excavated to the crown arch level and braced rib arch is set to backfill before the excavation of lower face. Semi-Cut and Cover Method is proposed to solve the problems occurred by the conventional Cut and Cover Method, such as unstability, high-cost and the large cutting slope to be reinforced. In this paper, the behaviors of Braced Rib Arch in shallow tunnel excavated by semi-cut and cover method was studied. Model tests in 1:10 Scale were performed in real construction sequences. The distance between supports of rib arch was 1.8 m and the length of spacer was 1.0 m. the size of test pit was 4.0 m (width)$\times$3.3 m (length) 4.0 m (height) in dimension. Tests results show that backfill load acting on arch was smaller than that in the conventional Open-Cut Method.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2008.03a
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• pp.51-68
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• 2008

When the train enters into a tunnel a high speed, pressure waves are generated inside the tunnel. The pressure waves at propagate in a form of compression wave toward the tunnel exit and a fraction of the compression waves that arrives at the exit of the tunnel are discharged to outside of the tunnel and the remainder is reflected into the tunnel as expansion waves. The compression waves emitted from the tunnel does not radiate in a specific direction but in all directions. If the amplitude of the compression wave is great, it causes noise and vibration, and it is called "Micro-Pressure Wave." "Micro-Pressure Wave" must be considered as a decision for the optimum tunnel cross-section as the amplitude of the compression wave depends on train speed, tunnel length, area of tunnel and train. Therefore, this paper introduces the case study of Micro-Pressure Wave characteristics for determination of tunnel cross section in Honam high speed railway, the pressure inside the tunnel and the micro-pressure waves at tunnel exit were measured at Hwashin 5 tunnel in Kyungbu HSR line. At the same time. a test of train operation model was performed and then the measurement results and test results were compared to verify that the various parameters used as input conditions for the numerical simulations, which were appropriate. Also a model test was performed, in order to analysis of the Micro-Pressure Wave Mitigation Performance by Type of Hood at Entrance Portal.

• Journal of Magnetics
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• v.7 no.3
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• pp.98-100
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• 2002

Tunnel magnetoresistive devices using an individual multi-walled carbon nanotube were fabricated and their low-temperature electrical transport propertiers were investigated. With the ferromagnetic Co electrodes, the multi-walled carbon nanotube exhibited hysteretic magnetoresistance curve at low temperatures. Depending on the temperature and the bias current, the magnetoresistance ratio can be as high as 16% at the temperature of 2.2 K. Such high magnetoresistance ratio indicates a long diffusion length of the multi-walled carbon nanotube.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.31 no.8
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• pp.680-687
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• 2007

The paper presents a numerical simulation of flow of a turbulent boundary layer, representing a typical wind environment and matching a series of wind tunnel observations. The simulations are carried out at a Reynolds number of 20,000, based on the velocity U at a pseudo-height h, and large enough that the flow be effectively Reynolds number independent. Some wall models are proposed for the LES(Large Eddy Simulation) of the turbulent boundary layer over a rough surface. The Jenson number, $J=h/z_0$, based on the roughness length $z_0$, is 600 to match the wind tunnel data. The computational mesh is uniform with a spacing of h/32, as this aids rapid convergence of the multigrid solver, and the governing equations are discretised using second order finite differences within a parallel multiblock environment. The results presented include the comparison between wind tunnel measurements and LES computations of the turbulent boundary layer over rough surface.