• Journal of Korean Society of Forest Science
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• v.86 no.1
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• pp.69-79
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• 1997

The purpose of this study is to acquire essential data to reduce the amount of woody debris resulted from the debris flow. This research examined topographic characteristics of the channelbed affecting generation, movement and storage of woody debris and woody characteristics related to number, sizes, shapes, decay, storage direction to mountainous stream. 1. The number of woody debris had a tendency to increase in proportion to stream width, but it was hardly affected by longitudinal gradient of stream. Especially, the greater amount of woody debris was stored at wide section of the stream with compound channel, and it was found in deposits of channelbed rather than in the present channel. 2. Total woody debris over 10cm in diameter and over 2m in length was 402 units and storage number was 35.3 units per 100m of stream. Average diameter of breast height and length were 14cm and 4m, respectively. The woody debris appeared shorter in length and greater in diameter at down-stream than up-stream. 3. Since woody debris met sediments and bed-materials of great roughness in moving, the greater amount of woody debris without root was found in up-stream and down-stream, but deformed woody debris was discovered in upper stream. Decay of woody debris was more severe in down-stream and woody debris on rotting process was found down-stream. 4. Storage direction of woody debris was mainly parallel to center line of stream, and rate of parallel and perpendicularity was 276 and 126 units, respectively. But, as woody debris storing to the perpendicular direction was unstable, the traveling debris could easily be stored. Therefore, some counterplan was required to prevent the traveling woody debris. 5. Tree species of woody debris was mainly larch, which occupied about two third of total woody debris(256 units). The woody debris of larch is easy to move due to hitting of channelbed materials or lower channelbed fluctuation because the lower part of larch is weaker than its upper part. Therefore, the section of the tree species planting in the riparian vegetation needs much more carefulness.

• Journal of the Korean Institute of Gas
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• v.15 no.5
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• pp.13-18
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• 2011

Experimental studies were carried out to investigate the characteristics of explosion mitigations by varying concentrations of agar gel barriers in an explosion chamber, 1400 mm in length, with a square cross-section of $100{\times}100mm^2$. Another extension chamber, $100{\times}100{\times}300mm^3$, was made to hold a gel barrier. Four different gel concentrations were used in the measurements: 2, 3, 4, 5 %(by weight of gel). Displacement of the gel barrier was measured using a high speed camera, and pressure development was measured using pressure transducers and a data acquisition system. It was found that as the concentrations of the gel barriers increased, the gel rupture time and the time taken to reach the maximum pressure increased. It was also found that the increment of gel concentrations increased the reduction percentage in the maximum pressure between before and after gel barrier.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.5
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• pp.2474-2480
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• 2013

A stress ribbon pedestrian bridge is the structure in which the axial force of prestressed deck, which is developed by introducing prestressed force into the thin deck with the very low value of span to deck-depth ratio which is installed on bearing cables with the specified sag, resists most of external loadings. Since the design of stress ribbon pedestrian bridges should be conducted by assuming the cross-section of deck, the area of bearing cables and post-tensioning cables, and the prestressed force of post-tensioning cables, it requires much more iterative processes than the design of general bridges. In this research, to minimize such iteration processes, regression equations which can reasonably assume the area of bearing cables and post-tensioning cables, and the prestressed force of post-tensioning cables, are suggested for the bridge length of 80m with the sag-span ratios of 1/30, 1/40, and 1/50.

• Korean Journal of Oriental Medicine
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• v.18 no.2
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• pp.131-137
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• 2012

Objectives : Primo vascular system is known to new circulatory system and suggested as a anatomical structure of meridian system. Primo-vessels are present throughout the whole body. The purpose of this study is to identify primo tissues taken from falciform ligament and to compare with organ surface primo tissue, blood vessel and lymph vessel. Methods : Male Sprague-Dawley rats (8weeks old, 250~320g) used for this study. The medial line of the abdomen was dissected and searched for primo tissues in falciform ligament and on the internal organs using stereomicroscope. We performed serial cross section and histological investigations. The tissues were stained with hematoxylin-eosin and Masson's trichrome. Results : 1. The primo tissues attached on the falciform ligament had white color and length of 5~8mm. 2. We could observe primo tissues are classified with ligament tissues. 3. Histologically, primo tissue on falciform ligament and organ surface primo tissue could be considered same tissue. Conclusions : In this study, we observed primo tissue discovered on the falciform ligament. And we also histologically compared such discovered primo tissue with organ surface primo tissue. Consequently, we could consider that two tissues have histological similarity and possibility of connection in one network system.

• Journal of the Korean Institute of Gas
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• v.17 no.1
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• pp.13-18
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• 2013

Experimental studies were carried out to investigate the interactions between the propagating flame fronts and different multiple obstacles within an explosion chamber. The explosion chamber is 600 mm in height, $700{\times}700mm^2$ in cross-section and has a H/L value of 0.86. Three different multiple obstacles with the blockage ratio of 0.43 were replaced within the chamber. The results showed that relatively higher local flame displacement speed was observed with the triangular obstacle while the lower was observed with the circular one. It was found that the local flame displacement speeds behind the obstacle were largely dependent on the obstacle types. It was also found that as the flame interacted with the flow field generated behind the obstacle, the probability density functions(PDFs) of the local flame displacement speed were extensively distributed toward higher speeds.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.40 no.9
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• pp.613-620
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• 2016

In order to scrutinize the fluid conductivity effects on the electromagnetic flowmeter(EMF) characteristics, a small scale EMF was designed and fabricated. The measuring tube has a $3mm{\times}4mm$ rectangular cross-section, 9 mm length, and a $2mm{\times}3mm$ plate electrode and a ${\Phi}1.5mm$ point electrode. The design parameters, such as the magnetizing frequency and the number of coil turns, and the diameter were optimized. The EMF was tested with a gravimetric calibrator and showed good linearity in the range of 0 to $1.17{\times}10^{-5}m^3/s$. The fluid conductivity was varied between 3 and $11{\mu}S/cm$, and the magnitude of the flow signal was proportional to the fluid conductivity and the wetted area of the electrode. The design information and the test results provide flow measurement techniques for very low flowrate.

• Journal of the Korean Wood Science and Technology
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• v.48 no.2
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• pp.196-205
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• 2020

The purpose of this study was to investigate a method for improving the physical and mechanical properties of laminated board made from oil palm trunk (OPT). The effects of pretreating the lamina with heat-pressure and altering the lamina composition of the laminated board were investigated. The outer third of OPT in cross-section had high-density wood, while the underlying third had low to medium density. The hot press was applied to pretreat the lamina that had low to medium density. The lamina were 1.5 cm in thickness, 5 cm in width, and 65 cm in length. The hot press was applied at 2.94 MPa or 4.41 MPa at 150 ℃ for 60 minutes, and the target thickness of the lamina was 1 cm. The three layers of the laminated board samples were bonded with isocyanate adhesive at a glue spread of 300 g/㎡ and cold pressed at 0.98 MPa for 3 h. The laminated board samples were tested according to Japanese Agricultural Standard (JAS) 234-2003. The results showed that the densification of the inner lamina did not significantly affect the physical-mechanical properties of the laminated board produced. However, the laminated board made with high-density laminas for the outer layers fulfilled the JAS 234-2003 standard for the modulus of elasticity and the modulus of rupture.

• Steel and Composite Structures
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• v.23 no.3
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• pp.273-283
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• 2017

In this paper, it is aimed to present a detail investigation related to structural behavior of laterally unrestrained steel cantilever roof of tribune with slender cross section. The structure is located in Tutak town in $A{\breve{g}}r{{\i}}$ and collapsed on October 25, 2015 at eastern part of Turkey is considered as a case study. This mild sloped roof structure was built from a variable I beam, and supported on steel columns of 5.5 m height covering totally $240m^2$ closed area in plan. The roof of tribune collapsed completely without any indication during first snowfall after construction at midnight a winter day, fortunately before the opening hours. The meteorological records and observations of local persons are combined together to estimate the intensity of snow load in the region and it is compared with the code specified values. Also, the wide/thickness and height/thickness ratios for flange and web are evaluated according to the design codes. Three dimensional finite element model of the existing steel tribune roof is generated considering project drawings and site investigations using commercially available software ANSYS. The displacements, principal stresses and strains along to the cantilever length and column height are given as contour diagrams and graph format. In addition to site investigation, the numerical and analytical works conducted in this study indicate that the unequivocal reasons of the collapse are overloading action of snow load intensity, some mistakes made in the design of steel cantilever beams, insufficient strength and rigidity of the main structural elements, and construction workmanship errors.

• Bulletin of the Society of Naval Architects of Korea
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• v.4 no.1
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• pp.49-54
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• 1967

The authors considered the effects of trim in the small coastal passenger boat upon resistance in this paper. Any change of trim no matter how small, necessarily produces some effect upon resistance. The relations between the resistance coefficients and trim were investigated through the towing test of the Model $MCI-P_1-65$, Korean Standardized Ship, GT 70 tons passenger boat in the gravitational tank. The Lines of the Model are given in Fig. 1. Principal dimensions and other characteristics vary with the trim in general. Those values varied with the trim for $MCI-P_1-65$ are tabulated in table 1. The resistance was measured at five conditions such as even keel, 0.0273L, (original designed trim) 0.0473L, 0.0663L, 0.0873L trim by the stern, fixing the displacement corresponding to the designed load water line. Model was made of wood in length of 3.5 feet coated with varnish, and without appendages. As the artificial turbulent stimulator, the sand strip method was used. The results of model towing tests, correcting to water temperature of $70^{\circ}F$, were expanded to full scale using the Schoenherr's friction formula and surface roughness allowance coefficient of 0.0004. The authors point out, the following results. 1) Optimum trim which gives the minimum resistance exists for every speed at constant displacement and each comes to the same value. For $MCI-P_1-65$ optimum trim is 0.0673L trim by the stern(Fig.4-The cross curves of the resistancecoefficients). 2) At constant displacement, when LCB(longitudinal position of center of buoyancy) varies with the trim, there exists optimum value of LCB which gives minimum resistance for every speed and each comes to the same value. For $MCI-P_1-65$ optimum position of LCB is 8%L aft from midship section (Fig.6).

• Smart Structures and Systems
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• v.14 no.3
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• pp.479-499
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• 2014

This paper illustrates the damages of reinforced concrete and masonry minarets during October 23 (Erciş) and November 9 (Edremit), 2011 Van earthquakes in Turkey. Erciş and Edremit are townships located 90km and 18km from Van city center in Turkey, respectively. Ground accelerations and response spectrums for these earthquakes are given in this paper. A total of 63 reinforced concrete and masonry minarets are heavily damaged or collapsed in the city center and villages nearby after both earthquakes. Because of the fact that there is no Turkish standard and specification directly related to design of minarets, nearly all of the constructions are carried out by workers using only their own technical knowledge. So, all of the non-engineering reinforced concrete and masonry minarets completely collapsed or damaged heavily. From the study, it is seen that the damages are due to several reasons such as site effect, location, and length of the fault, reduction in cross section and formation of the discontinuity, use of plain reinforcement steel, use of concrete with insufficient strength, existence of short lap splices and incorrect end hook angle, larger mass and stiffness concentrations on some region, longitudinal reinforcements discontinuity, cracks at the cylindrical body, and damage of spire and end ornament. In addition to these reasons, the two earthquakes hit the minarets within seventeen days, causing progressive damage. So, the existing design and construction practices should be improved to provide sufficient earthquake performance. Also, it is recommended that there should be a safe distance between the minaret and surrounding structures to reduce the loose of life after earthquake.