• Tunnel and Underground Space
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• v.15 no.6 s.59
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• pp.432-440
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• 2005

Baehuryeong tunnel connects Chuncheon with Hwacheon in Kangwon, Korea, This tunnel is a single tunnel with 5,057 m long and two bidirectional lanes which will be extended into low lanes in the future. The estimated construction period of Baehuryeong tunnel is approximately 55 months. This tunnel will become the longest bidirectional roadway tunnel in Korea. Compared to a twin tunnel, a bidirectional single tunnel has two major disadvantages with regard to the ventilation system and ease of escape during fire. For these reasons, a service tunnel and the transverse ventilation system are planned first time in Korea. In case of fire, the tunnel ventilation design aims to maintain a smoke free layer for passenger evacuation. The geology of Baehuryeong tunnel site is mainly composed of gneiss and granite. Baehuryeong fault is a mainly large scale fault which stands vertical and parallels with tunnel direction. The influenced zone of this fault is within 70 m. Baehuryeong tunnel was designed that it was separated with the distance of more than 100 m from Baehuryeong fault for its safety.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.1
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• pp.13-25
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• 2005

In general, tunnel ventilation is analyzed with the assumption of equal vehicular speed for both directions in bidirectional traffic tunnels. This practice is likely to result in minimizing the piston effects and cannot take into consideration the effects of real situations, since in most cases, speeds of vehicles moving in opposite directions are not equal. Therefore, The ultimate goal of this study is to review the effects of unequal vehicular speeds on the planning of local bidirectional tunnel ventilation. To apply unequal vehicular speed for the bidirectional tunnel ventilation plan, the following requirements are necessary; (1) Adoption of strict smoke concentration standards for 'free-flow & congested' traffic conditions, (2) Selection of an appropriate ratio of heavy directional traffic volume, and (3) Selection of reasonable stepwised magnitude of speed difference. Based on the importance of research topic, this study aims at comparing the differences of the capacity of ventilation equipment for the cases with equal and unequal vehicular speeds in local bidirectional tunnels.

• Journal of Korean Tunnelling and Underground Space Association
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• v.21 no.1
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• pp.155-166
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• 2019

It is necessary to construct underground in the metropolis. Road traffic has reached saturation point. The city has several underground road construction projects. In abroad, double deck tunnels are planned and constructed. It is attained a high level of underground development technology. In case the double deck tunnel (2 lane) is planed instead of the bidirectional tunnel (2 lane), excavation area is similar. But tunnel width is decreased. The reduced width can cut cost for the tunnel reinforcement. This study evaluates the stability of excavation on double deck tunnel. By the assessment of the strength-stress ratio and strength reduction method, quantitative analysis is conducted between double deck tunnel and the bidirectional tunnel.

• Tunnel and Underground Space
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• v.15 no.6 s.59
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• pp.452-461
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• 2005

In a bidirectional tunnel, the accident rate is 1.5 times as high as that of one directional tunnel , the risk of a fire is increased. On fire, there is a problem that the jet fan should not be operated until completion of refuge. To be special, as the great damages occur owing to the expansion of smoke in long tunnels, there is a need to minimize fatality by constructing cross passage and smoke removal system. This study aims at verifying the efficiency of smoke exhaust system through fire propagation simulation as well as scale model test. The results show that completion of escape through emergency exit requires 335 seconds, while addition of smoke exhaust system reduce the escape time to 185 seconds. Also, near the fire source temperature decreased by about $60^{\circ}C$. Without the exhaust system, fire propagation speed was in the range of 0.36 and 0.82 m/s, and it dropped to $0.27\~0.58\;m/s$ with the exhaust system on. Taking into account the escape speed of tunnel users, usually $0.7\~1.0\;m/s$, the emergency exit built every 150m is sufficient for the safe egress. The ultimate goal of this study is to provide fundamental information for the smoke exhaust system in bidirectional tunnels.

• Journal of the Korean Society of Safety
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• v.21 no.4 s.76
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• pp.7-12
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• 2006

Recently, the application of transverse ventilation system with oversized exhaust ports has been increased in bidirectional road tunnel in order to improve smoke exhaust ability. Therefore, in this study, for decision of the optimal smoke exhaust rates in the transverse ventilation system, several standards of nations are compared and numerical simulations with variations of exhaust flow rates are carried out in terms of smoke spread distance by FDS ver. 3.1. As results, in the case of no internal longitudinal air velocity in tunnel, the smoke exhaust rate of $80m^{3}/s$ (the smoke generation rate at HRR of 20MW) is sufficient enough to limit the smoke spread within 250m in 6 minutes after the fire. However, in the case of the internal longitudinal air velocity at 2.5m/s, the smoke exhaust rate should be increased $130m^{3}/s$.

• Fire Science and Engineering
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• v.22 no.2
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• pp.38-43
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• 2008

Recently, the application of transverse ventilation system in accordance with oversized exhaust ports has been increased in bidirectional road tunnel in order to improving smoke exhaust ability. In this study, numerical simulations were carried out by using FDS (ver. 4.0) which includes variations of exhaust flow rates and heat release rate of fire to obtain the optimal smoke exhaust rate in case of fire in the transversely ventilation system. As a result, smoke exhaust amount tends to increase when the inner velocity is existing in the tunnel. In case of internal longitudinal air velocity 2.5m/s face to the fire, smoke moving distance should be restricted within 250m when the smoke exhaust rate which exceeds $244.8m^3/s$.

• Journal of Korean Tunnelling and Underground Space Association
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• v.16 no.6
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• pp.561-571
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• 2014

The standards of ventilation system for bi-directional tunnel have not been established now. For this reason, with regard to the bi-directional tunnel below 1km, some problems have been appeared in ventilation capacity designing and in determining whether the mechanical ventilation system is needed or not for each case. In this study, we examine the characteristics of natural ventilations, analyze ongoing ventilation design cases for bi-directional tunnels and classify those cases into two groups. This study is carried out about the capability of using natural ventilating system by calculation of reasonable ventilation capacity in bi-directional tunnel and review of relationship between natural wind speed ($Vr^*$) and required speed(Vreq). This paper aims at providing a basis data for bi-directional tunnel ventilation design standards.

• Journal of the Institute of Electronics Engineers of Korea SD
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• v.45 no.8
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• pp.1-10
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• 2008

In this paper, we describe a design of a 128bit MRAM based on a new switching architecture which is Local Field Switching(LFS). LFS uses a local magnetic field generated by the current flowing through an MTJ. This mode reduces the writing current since small current can induce large magnetic field because of close distance between MTJ and the current. It also improves the cell selectivity over using conventional MTJ architecture because it doesn't need a digit line for writing. The MRAM has 1-Transistor 1-Magnetic Tunnel Junction (IT-1MTJ) memory cell structure and uses a bidirectional write driver, a mid-point reference cell block and a current mode sense amplifier. CMOS emulation cell is adopted as an LFS-MTJ cell to verify the operation of the circuit without the MTJ process. The memory circuit is fabricated using a $0.18{\mu}m$ CMOS technology with six layers o) metal and tested on custom board.

• Wind and Structures
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• v.26 no.5
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• pp.279-292
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• 2018

Inspired by the energy harvesting eel, a flexible flag behind a D-shape cylinder in a uniform viscous flow was simulated by using the immersed boundary method (IBM) along with low-speed wind tunnel experimentation. The flag in the wake of the cylinder was strongly influenced by the vortices shed from the upstream cylinder under the vortex-vortex and vortex-body interactions. Geometric and flow parameters were optimized for the flexible flag subjected to passive flapping. The influence of length and bending coefficient of the flexible flag, the diameters (D) of the cylinder and the streamwise spacing between the cylinder and the flag, on the energy generation was examined. Constructive and destructive vortex interaction modes, unidirectional and bidirectional bending and the different flapping frequency were found which explained the variations in the energy of the downstream flag. Voltage output and flapping behavior of the flag were also observed experimentally to find a more direct relationship between the bending of the flag and its power generation.

• Journal of Chest Surgery
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• v.31 no.5
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• pp.472-480
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• 1998

We reviewed the surgical results of intracardiac lateral tunnel Fontan procedure for the repair of functional single ventricles. Between 1990 and 1996, 104 patients underwent total cavopulmonary anastomosis. Patients' age and body weight averaged 35.9(range 10 to 173) months and 12.8(range 6.5 to 37.8) kg. Preoperative diagnoses included 18 tricuspid atresias and 53 double inlet ventricles with univentricular atrioventricular connection and 33 other complex lesions. Previous palliative operations were performed in 50 of these patients, including 37 systemic to pulmonary artery shunts, 13 pulmonary artery bandings, 15 surgical atrial septectomies, 2 arterial switch procedures, 2 resections of subaortic conus, 2 repairs of total anomalous pulmonary venous connection and 1 Damus-Stansel-Kaye procedure. In 19 patients bidirectional cavopulmonary shunt operation was performed before the Fontan procedure and in 1 patient a Kawashima procedure was required. Preoperative hemodynamics revealed a mean pulmonary artery pressure of 14.6(range 5 to 28) mmHg, a mean pulmonary vascular resistance of 2.2(range 0.4 to 6.9) wood-unit, a mean pulmonary to systemic flow ratio of 0.9(range 0.3 to 3.0), a mean ventricular end-diastolic pressure of 9.0 (range 3.0 to 21.0) mmHg, and a mean arterial oxygen saturation of 76.0(range 45.6 to 88.0)%. The operative procedure consisted of a longitudinal right atriotomy 2cm lateral to the terminal crest up to the right atrial auricle, followed by the creation of a lateral tunnel connecting the orifices of either the superior caval vein or the right atrial auricle to the inferior caval vein, using a Gore-Tex vascular graft with or without a fenestration. Concomitant procedures at the time of Fontan procedure included 22 pulmonary artery angioplasties, 21 atrial septectomies, 4 atrioventricular valve replacements or repairs, 4 corrections of anomalous pulmonary venous connection, and 3 permanent pacemaker implantations. In 31, a fenestration was created, and in 1 an adjustable communication was made in the lateral tunnel pathway. One lateral tunnel conversion was performed in a patient with recurrent intractable tachyarrhythmia 4 years after the initial atriopulmonary connection. Post-extubation hemodynamic data revealed a mean pulmonary artery pressure of 12.7(range 8 to 21) mmHg, a mean ventricular end-diastolic pressure of 7.6(range 4 to 12) mmHg, and a mean room-air arterial oxygen saturation of 89.9(range 68 to 100) %. The follow-up duration was, on average, 27(range 1 to 85) months. Post-Fontan complications included 11 prolonged pleural effusions, 8 arrhythmias, 9 chylothoraces, 5 of damage to the central nervous system, 5 infectious complications, and 4 of acute renal failure. Seven early(6.7%) and 5 late(4.8%) deaths occured. These results proved that the lateral tunnel Fontan procedure provided excellent hemodynamic improvements with acceptable mortality and morbidity for hearts with various types of functional single ventricle.