• Advances in concrete construction
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• v.15 no.5
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• pp.333-348
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• 2023

Fast infrastructure development boosts the demand for shotcrete. Despite sand and stone being the most common coarse and fine aggregates for shotcrete, excessive exploration of these materials challenges the ecological environment. This study utilized an industrial solid waste, high-titanium heavy slag, blended with steel fibers to form Wet Shotcrete of Steel Fiber-reinforced High-Titanium Heavy Slag (WSSFHTHS). It investigated its workability, shotcrete performance and mechanical properties under different water-to-cement ratios, fly ash content, superplasticizer dosage, and steel fiber content. The tunnel excavation and support were investigated by conducting finite element numerical simulation analysis and was used in 3 tunnel lining pipes in Zhonggouwan tailing pond. The major findings are as follows: (1) The water-to-cement ratio (w/c ratio) significantly impacted the compressive strength of WSSFHTHS. The highest 28-day compressive strength of 60 MPa was achieved when the w/c ratio was 0.38; (2) Adding fly ash improved the workability and shotcrete performance and strength development of WSSFHTHS. The best anti-permeability performance was achieved when the fly ash constituted 15%, with the lowest permeability coefficient of 4.596 × 10-11 cm/s; (3) The optimum superplasticizer dosage for WSSFHTHS is 0.8%. It provided the best workability and shotcrete performance. Excessive dosage resulted in water bleeding and poor aggregate encapsulation, while insufficient dosage decreased flowability and adversely affected shotcrete performance; (4) The dosage of steel fibers significantly impacted the flexural and tensile strength of WSSFHTHS. When the steel fiber dosage was 45 kg/m³, the 28-day flexural and tensile strengths were 8.95 MPa and 6.15 MPa, respectively; (5) By integrating existing shotcrete techniques, the optimal lining thickness was 80 mm for WSSFHTHS per simulation. The results revealed that after using WSSFHTHS, the displacement of the tunnel surrounding the rock significantly improved, with no cracks or hollows, similar to the simulation results.

• Journal of Cadastre & Land InformatiX
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• v.49 no.2
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• pp.83-92
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• 2019

The particulate matters show high values in winter and spring season, it has a bad influence on the outdoor people. That's why government needs to come up with countermeasures for social weak people like elementary school students. In this paper, new particulate matter stations select ed about elementary schools using spatial analysis. Seoul city areas were divided with 608 hexagon grids(500m), and then implement spatial analysis such as kernel analysis. Finally, new particulate matter stations select through the results of kernel density analysis and point displacement. The results show that, 10 hexagon grids about new particulate matter stations were selected and listed 15 elementary schools including 10 hexagon grids. The 15 elementary schools were including Gangbuk gu, Eunpyeong gu, Guro gu, Dong gu, Geumcheon gu, Dongdaemun gu, Gangdong gu, Songpa gu, Gwangjin gu and Gangnam gu. The results suggests a new management plan direction according to the spatial analysis, result in the process of selecting the measures for the '2018 School Fine Dust Comprehensive Management Measures' announced by the Ministry of Education. Also, this study can be expanded by adding specific buildings as well as the school.

• Journal of the Korea institute for structural maintenance and inspection
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• v.13 no.2 s.54
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• pp.172-180
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• 2009

Normally in order to build a semi-active control system equipped with MR damper, the dynamic modeling of the damper is required to numerically predict its dynamic damping force and also its behavioral characteristics. For the dynamic modeling of the MR damper, this paper attempts to predict and evaluate its dynamic behavior by applying specifically both a power model and a Bingham model. Dynamic loading tests were performed on the squeeze type of damper specially designed for this research, and force-displacement hysteresis loops confirmed the effectiveness of the damper as a semi-active control device. In the meantime, in order to evaluate the effectiveness of each model applied, the model parameter for each model was identified. On the basis of the parameter, we derived the error ratio of the force-velocity relationship curve and the dynamic damping force, which was contrasted and compared with the experimental results of the squeeze type of damper. Finally, the squeeze type of MR damper developed in this research was proved to be valid as a semi-active control device, and also the evaluation of the two dynamic models showed they were working fine so that they were likely to be easily utilized to numerically predict the dynamic characteristics of any dampers with MR fluid as well as the squeeze type of MR damper.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.21 no.2
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• pp.145-151
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• 2008

The research so far has primarily analyzed efficiency improvement but in this research, it analyzes the characteristics of earthquake behavior, with changed pier heights, through ordinary and seismic analysis. For this, the kind of bridge bearing has been changed against PSC I-shaped bridge, which is mostly used in practice, and at all times earthquake analysis has been performed with through height of pier. Especially considering sectional power resulting from earthquake analysis, displacement of PSC I-shaped bridge bearing, diameter of pier pillar by earthquake load, and upper spare gap have been analyzed. In case of high-pear, seismic isolated device is decided as proper for cars' driving and for management of bridge since it decreases movement of upper structure, than elastic bearing, reducing size of elastic connect device, and it's been analyzed it is effective for improvement of fine view and economic efficiency reducing section of lower bridge structure. Finally, when design PSC I-shaped bridge bearing, for the proper structure and high-pier side, applying seismic isolated device through precise inner analysis is proper than applying equal elastic bearing.

• 한국해양학회지
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• v.28 no.3
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• pp.212-228
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• 1993

A chenier, about 860 m long, 30 to 60 m wide and 0.6∼1.6 m high, occurs on the upper muddy tidal flat in the Gomso bay, western coast of Korea, It consists of medium to fine sands and shells with small amounts of subangular gravels. Vertical sections across the chenier show gently landward dipping stratifications which include small-scale cross-bedded sets. the most probable source of the chenier is considered to be the intertidal sandy sediments. Vibracores taken along a line transversing the tidal flat reveal that the intertidal sand deposits are more than 5 m thick near the low-water line and become thinner toward the chenier. The most sand deposits are undertrain by tidal muds which occur behind the chenier as salt marsh deposits. C-14 age dating suggests that the sand deposits and the chenier are younger than about 1,800 years B.P. The chenier has originated from the intertidal sand shoals at the lower to mid sand flat, and has continuously moved landward. A series of aerial photographs (1967∼1989) reveal that intertidal sand shoals (predecessor of the western part of chenier) on the mid flat have continuously moved landward during the past two decades and ultimately attached to the eastern part of the chenier already anchored at the present position in the late 1960s. Repeated measurements (four times between 1991 and 1992) of morphological changes of the chenier indicate that the eastern two thirds of the chenier, mostly above the mean high water, has rarely moved whereas the western remainder below the mean high water, has moved continuously at a rate of 0.5 m/mo during the last two years (1991∼1992). This displacement rate has been considerably accelerated up to 1.0 m/mo in winter, and during a few days of typhoon in the summer of 1992 the displacement amounted to about 8∼11 m/mo for the entire chenier. these facts suggest that macro-tidal currents, coupled with winter-storm waves and infrequent strong typhoons, should play a major role for the formation and migration of chenier after 1,800 B.P., when the sea level already rose to the present position and thereafter remained constant.

• Journal of Korean Society of Occupational and Environmental Hygiene
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• v.16 no.1
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• pp.44-53
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• 2006

This study purposed to investigate air pollution in car shipping yards and, for this purpose, we selected an outdoor open-air yard and an indoor ramp into the ship and measured the concentrations of sulfur dioxide, nitrogen dioxide, carbon monoxide, PM10, PM2.5 and heavy metals in the air. The results of this study are as follows. No significant difference was observed in temperature and humidity between the outdoor and indoor workshop, and the average air flow was 0.52 m/s in the indoor workshop, which is higher than 0.19 m/s in the outdoor workshop(p<0.01). The average concentrations of sulfur dioxide, nitrogen dioxide, carbon monoxide, PM10 and PM2.5 according to workplace were 0.03 ppm(${\pm}0.01$), 0.03 ppm(${\pm}0.01$), 0.46 ppm(${\pm}0.22$), $39.44{\mu}g/m^3$(${\pm}2.45$) and $5.45{\mu}g/m^3$(${\pm}1.15$) respectively in the outdoor workshop, and 0.15 ppm(${\pm}0.05$), 0.22 ppm(${\pm}0.06$), 8.85 ppm(${\pm}3.35$), $236.39{\mu}g/m^3$(${\pm}58.21$) and $152.43{\mu}g/m^3$(${\pm}35.42$) respectively in the indoor workshop. Thus, the concentrations of gaseous substances in the indoor workshop were 4.9-19.2 times higher than those in the outdoor workshop, and the concentrations of fine dusts were 5.9-27.9 times higher(p<0.01). In addition, according to the result of investigating pollutant concentrations according to displacement and the number of car loaded when shipping gasoline cars into the ship, no significant relation between the number of cars loaded and pollutants was observed in shipping passenger cars, but the concentrations of nitrogen dioxide and carbon monoxide got somewhat higher with the increase of the number of cars loaded(p<0.05). In addition, the concentrations of nitrogen dioxide, carbon monoxide, PM10 and PM2.5 in the air were significantly higher when shipping recreational vehicles, the displacement of which is larger than passenger cars, than when shipping passenger cars(p<0.01). On the other hand, the average heavy metal concentrations of the air in indoor workshop were: lead $-0.05{\mu}g/m^3$(${\pm}0.10$); chromium $-0.90{\mu}g/m^3$(${\pm}0.18$); zinc $-0.38{\mu}g/m^3$(${\pm}0.24$); copper $-0.18{\mu}g/m^3$(${\pm}0.22$); and manganese and cadmium not detected. In addition, the complaining rates of 'asthma,' a major symptom of chronic respiratory diseases, were 18.5% and 22.5% respectively in indoor workers and outdoor workers. Thus the rate was somewhat higher in indoor workers but the difference was not statistically significant. The complaining rates of 'chronic cough' and 'chronic phlegm' were very low and little different between indoor and outdoor workers. The results of this study show that the reason for the higher air pollution in indoor than in outdoor workshop is incomplete combustion of fuel due to sudden start and over-speed when cars are driven inside the ship. In order to prevent high air pollution, efficient management measures should be taken including the observance of the optimal speed, the improvement of old ships and the installation of efficient ventilation system.