• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2018.11a
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• pp.57-58
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• 2018

원해역에서 내습되는 파랑변형 및 근해역에서 그 응답은 국내 항만의 확장 및 보수를 위한 설계단계에서 정밀한 검토가 필수적이다. 항만의 설계검토는 비용 및 시간상 제약으로 평면 파랑모형을 통해 파악하고 있으며, 실제해상의 파랑형태와 유사한 불규칙파랑의 해석이 요구되고 있다. 파랑변형에 영향을 미치는 저면형상 및 마찰은 검토 대상해역의 해안선이나 근해의 순환적 패턴에 있어 중요한 요인이 된다. 다방향 불규칙파 모형에서 저면마찰은 사용자 지정의 상수로 적용되며, 적절한 적용으로 파랑의 특성을 재현할 필요가 있다. 본 연구에서는 불규칙 파랑 모형을 대상으로 저면마찰 상수 변화에 따른 기존수리실험과의 특성을 고찰하고 다방향 불규칙파의 정온도 해석시 저면마찰적용에 대한 기초자료를 제공하고자 한다.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2001.03a
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• pp.177-187
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• 2001

암반사면의 안정성은 암반 내에 발달한 불연속면의 방향성과 파괴특성에 지대한 영향을 받는다. 두 조의 연속성이 좋은 절리가 발달한 암반의 거동을 해석하기 위해 FLAC의 FISH 언어로 작성된 편재 절리모델을 사용하여 절리암반사면의 안정성을 평가하였다. 해석 결과는 절리의 간격과 방향성을 달리하면서 수행된 UDEC 해석과 저면 마찰 모델 시험결과와 비교하였다. UDEC 해석과 저면 마찰 모형시험 의해 발생된 파괴면의 형상은 유사하였으며, 이 결과로부터 편재절리모델에 의한 FLAC 해석에서의 파괴면은 두 조의 교차하는 절리를 따라 계단식으로 파괴면이 발생함을 추정할 수 있었다.

• 한국해양학회지
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• v.19 no.2
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• pp.141-152
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• 1984

In order to investigate the circulation dynamics of the Keum River estuary, 300velocity fields obtained at six sites over two tidal cycles by using instantaneous profiling technique were analyzed in detail. In this investigation, the variability of shear velocity, bottom shear stress, drag coefficient, and roughness length scale were confirmed. The measured values of the bottom boundary drag coefficient show wide range of variations, i.e., C$\_$100/=6.78${\times}$10$\^$-5/∼1.15${\times}$10$\^$-1/, and the mean of 300 measurements is 1.6${\times}$10$\^$-2/. The relationship between U* and C$\_$100/ also show the scatter in values. However, overall mean values over two tidal cycles at 6 stations show that if U* 1cm/s, C$\_$100/ is unpredictable, if U* 1cm/s, C$\_$100/ increase with U*. The values of Re$\_$100/ and C$\_$100/ have scatter. But the overall mean values over two tidal cycles show that if Re$\_$100/ 3.6${\times}$10$\^$5/, C$\_$100/ is unpredictable, if Re$\_$100/ 3.6${\times}$10$\^$5/, C$\_$100/=1.4${\times}$10$\^$-2/. Finally the flow regime of the Keum River estuary was classified as "subcritical fully turbulent" flow.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.12 no.4
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• pp.167-177
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• 1992

This study analyses theoretically the bearing capacity of shallow foundation, considering the effect of roughness of base. The new bearing capacity factors based on the concept of limit equlibrium are succesfully derived. The simplified formula corresponding to the newly derived expressions are developed as well. The results of the present study are comparable to the conventional theories i.e., Terzaghi's, Meyerhofs, Vesic's and Yamaguchi's. In conclusion it is recommended that the upper limit of friction angle of soil be ${\varphi}=40^{\circ}$, and the angle of base friction be adquetely used with various ranges of ${\varphi}$ for safe designs and constructions.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.6 no.1
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• pp.72-80
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• 1994

A discrete spectral model of wind waves for arbitrary depth and current is presented This model incorporates wave growth. decay by opposite int bottom friction and wave-current interaction. Depth dependent factor was also added to the fully developed spectrum in order to consider finite depth effects. The physical behavior for the effect of depth and bottom friction was analyzed for an artificially-imposed wind field.

• Proceedings of the Korean Geotechical Society Conference
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• 1997.09a
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• pp.21-50
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• 1997

• KSCE Journal of Civil and Environmental Engineering Research
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• v.7 no.3
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• pp.195-202
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• 1987

The flow characteristics in the shallow open channel bends are investigated, whose total angles were 30, 60, 90, 120, 150 and 180 in degree, and whose bed frictions were relatively rough(C=30) and smooth(C=60), respectively. The terms analyzed in this study are the water surface profile, the distribution of velocity and the flow direction, relating to the various total angles in the bends. The maximum depth in the bends could be found at the outside section of the location of $15^{\circ}$ local angle from the bend inlet, having no relation to the total angle and bed friction. It is supposed that the path of maximum velocities is especially influenced by the bottom friction when the total angles are bigger than 150 in degree, approximately. The ratio of the superelevation to the velocity head seems to increase as the total angle of the bends increases. The flow direction is skewed to the inner side at the bend inlet, and skewed to the outside at the bend outlet, regardless of their total angles.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2002.11a
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• pp.139-145
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• 2002

The flow zone through propeller jets are used in evaluating the environmental and constructional effects of navigation on the waterway. It relies on the characteristics of ships and water depth. A numerical model using the momentum theory of the propeller and Shield's diagram was developed in a restricted waterway. Equations for discharge are presented based on thrust coefficients and propeller speed and are the most accurate means of defining discharge. Approximate methods for discharge are developed based on applied ship's power. Equations for discharge are as a function of applied power, propeller diameter, and ship speed. Water depth of the waterway and draft of the shop are also necessary for the calculation of the grain size of the initial motion. The velocity distribution of discharge from the propeller was simulated by the Gaussian normal distribution function. The shear velocity and shear stress were from the Sternberg's formula. Case studies to show the influence of significant factors on sediment movement induced by the ship's propeller at the channel bottom are presented.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.2 no.3
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• pp.128-133
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• 1990

An equation is presented to calculate wave height due to shoaling, refraction and bottom friction. The equation in an integral form is evaluated by two different methods： A numerical method and an analytical method based on approximation. Both methods are used to calculate wave height and show very good agreement between their results. As shown in the figure of wave height variation vs. relative water depth, an increase of incident angle leads to a decrease in wave height. For the case of normal incident wave, the present equation can be reduced, under some assumptions, to the existing equation of Bretschneider and Reid (1954).

• Magazine of the Korean Society of Agricultural Engineers
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• v.26 no.1
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• pp.38-51
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• 1984

Mononobe-Okabe에 의해서 옹벽에 대한 동적 토압계산법이 개발된 이래 본론두중 옹벽의 과동에 의한 변위에 대해서는 많은 연구가 이루어졌으나 Mononobe-Okabe식이 원래 옹벽 자체의 관성을 고려치 아니하였고 또 동적 하중의 작용점을 제시하지 않으므로서 전도모멘트를 계산할 수 없게 하므로서 옹벽의 전도에 의한 변위에 대해서는 연구가 되지 아니하였다. 본 연구의 목적은 해석적 방법과 모형실험을 통해서 지진 및 폭파 등의 동적 하중에 의한 옹벽의 전도에 의한 변위를 고찰하고자 하는 바 그 결과를 요약하면 다음과 같다. 1. 활동에 대한 항복가속도가 있는 것과 마찬가지로 전도에 대한 항복가속도가 있다. 이 항복가속도는 옹벽의 안전율이 증가함에 따라 증가한다. 2. 이론치와 실험치는 경향으로 보아 일치한다. 실험치가 이론치보다 작은 것은 모형실험에서 옹벽측면과 컨테이너 사이의 마찰에 기인한 것으로 보아지며 마찰을 줄임으로써 이론치에 더 접근시킬 수 있을 것이다. 3. 옹벽의 회전각도의 크기는 지반가속도가 클수록, 옹벽저면이 작을수록 그리고 흙의 내부마찰각이 작을수록 크게 증가한다. 4. 실용적인 규격의 옹벽의 변위는 활동에 의한 것보다 전도에 의한 것이 훨씬 크며 전체 변위의 대부분을 차지한다. 5. 옹벽 상단의 횡적 변위는 옹벽 설계를 결정짓는 중요한 요소가 될 수 있다.