• Journal of the Korea Concrete Institute
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• v.29 no.2
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• pp.179-187
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• 2017

The design provisions for the maximum steel ratio in reinforced concrete flexural members is normally provided to ensure sufficient ductility and economy by steel yielding at member failure. In the Concrete Structural Design Code (2012), the maximum steel ratio is expressed in terms of a net strain in tensile steel, and leading to very high steel ratio in the case of using high strength materials. Thereby, this may result in difficulty to satisfy a required workability at concrete placing. On the contrary, in the Korean Highway Bridge Design Code (Limit State Design) the maximum steel ratio is given in terms of the maximum neutral axis depth ratio that is 0.4. From these results, a rational model for the maximum steel ratio is suggested so as to satisfy a ductility as well as a workability.

• Journal of Korean Society of Coastal and Ocean Engineers
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• v.6 no.1
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• pp.88-93
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• 1994

This study is concerned with an analytic derivation of the probability density function applicable for wave heights in finite water depth using two different methods. As the first method of the study, a probability density function is developed by applying a series of polynomials which is orthogonal with respect to Rayleigh probability density function. The newly derived probability density function is compared with the histogram constructed from wave data obtained in finite water depth which indicate strong non-Gaussian characteristics. Although the probability density represents the histogram very well. it has negative density at large values. Although the magnitude of the negative density is small. it negates the use of the distribution function fer estimating extreme values. As the second method of the study, a probability density function of wave height is developed by applying the maximum entropy method. The probability density function thusly derived agrees very well with the wave height distribution in shallow water, and appears to be useful in estimating extreme values and statistical properties of wave heights in finite water depth. However, a functional relationship between the probability distribution and the non-Gaussian characteristics of the data cannot be obtained by applying the maximum entropy method.

• Journal of the Korean Society for Precision Engineering
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• v.16 no.2 s.95
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• pp.23-30
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• 1999

This paper investigates the radial performance of self-acting spiral-grooved air bearing, used to support small high-speed rotating bodies. Repeatable runout, nonrepeatable runout, stiffness and supporting load are selected as the performance. The clearance between rotor and stator, the stator groove depth, and the rotating speed are chosen as three main parameters affecting the performances. Force application and displacement measurement are done in a noncontact manner, in order not to disturb operation: electromagnetic force is applied to the rotor and gap sensors are used to measure the displacement of the rotor. Experimental results show that repeatable runout decreases as speed, groove depth and clearance decrease. Nonrepeatable runout decreases as clearance decreases, and it has a minimum value at $5.5{\mu}m$ of grove depth and a maximum value at speed of 18.000rpm. Stiffness increases as speed increases and clearance decreases, and has a maximum value around $5.5{\mu}m$ of groove depth. The relationship between force and displacement is linear for small displacement, but becomes nonlinear for large displacement. Supporting load is linearly proportional to the stiffness, and it is a maximum value around $4.75{\mu}m$ of clearance.

• Journal of Korea Water Resources Association
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• v.37 no.9
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• pp.781-787
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• 2004

The variation of channel bed which shows the complex hydraulic characteristics at channel junction was investigated by variation of discharge ratio and location of pier. As discharge ratio increase, the depth and width of erosion region become bigger to point of 63% of channel width in case of 1:0.5 discharge ratio. It was observed that the maximum scour depth at the point of 0.5 times of the channel width in the channel junction as 2.5 times bigger than straight channel. It means that the maximum scour depth at the channel junction is 2 times greater than by experimental formulas which are widely used in practical engineering, location of pier should be determined when it is installed in channel junction.

• 한국해양학회지
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• v.30 no.1
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• pp.39-56
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• 1995

A warm eddy was continuously observed to the east of Sokcho, Korea from March to June 1992. This warm eddy had been formed in 1991, wintered to the east of Sokcho, and moved northward a little during April-June 1992. The diameter and the depth of the eddy were respectively about 160 km and about 330 m in March. The homogeneous (mixed) layer of 10$^{\circ}C$ and 34.2 psu water was found at the upper layer with the maximum size of about 130 km and maximum depth of about 230 m in March. The size of the eddy and homogeneous layer decreased in June. Maximum current velocity of the eddy was about 65 cm/s at the surface layer and exceeded20 cm/s at 200 m depth. It is shown that the flow field was nearly in geostrophic balance, but there was a little difference in the current velocity between ADCP and geostrophic calculation in June. The surface velocity of the East Korean Warm Current(EKWC) was 50∼70cm/s which was very similar to the northward current velocity of the eddy. The EKWC water appeared in the layer upper than 200 m depth.

• Water for future
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• v.27 no.2
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• pp.111-120
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• 1994

In this experimental research, the maximum scour depth at pier was studied. The model of the pier of San Gye bridge in the Bocheong stream was set for experimental pier scour studies. Several model verification processes were conducted through the roughness comparisons between model and prototype, pursuring scour depth variations with time depending upon channel bed variation, the comparison of the ratio between falling velocities and shear velocities in the model and prototype, and the comparison of pier scour between experimental data and field measuring data. The experiments were conducted in the free flow conditions and pressure flow conditions. The maximum scour depth at piers in the pressure flow conditions is twice as much as compared to the free flow conditions. Also, the maximum scour depth variations are indicated in the figures based on the Froude numbers, opening ratios, water depths and approaching angles in the free surface flow conditions.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 1996.04a
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• pp.662-666
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• 1996

The variations of the surface topographical parameters for the analysis of the pedestrian slip and fall accidents during the sliding friction between the specially prepared floor specimens and three working shoes were investigated. The profile ordinate data for each flooring specimen were obtained at 1.1 .mu.m intervals using a laser scanning confocal microscope system along to the direction of sliding. A number of surface roughness parameters, that is, the centre line average (c.l.a.) and root mean square (r.m.s.) roughness, maximum height (Rtm), maximum mean peak height (Rpm), maximum mean depth (Rvm), and average asperity slope were calculated using a computer program and compared with the dynamic friction results. The analysis showed that the surface parameters undergo marked variations during the sliding process, but the variations were statistically significant. It was found that amongst various surface parameters, the maximum depth (Rvm) and the average asperity slope of the asperities were the biggest variation during the sliding proceeding. This result confirms the previous study and may suggests a new approach to monitoring the flooring environments with their service as the effort to reduce the pedestrain slip accident.

• Proceedings of the Korea Water Resources Association Conference
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• 1995.05a
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• pp.42-47
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• 1995

• Proceedings of the Korean Geotechical Society Conference
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• 2005.03a
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• pp.667-676
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• 2005

In this research, the reasonable local scour estimates considered conditions of the bed material and the flow was accomplished on two piers P14 and P17 of Il-san bridge. Especially, the Il-san bridge was located on the lower Han-river where is influenced by the tides of In-chon, and it has hydraulic condition that can cause the bridge piers local scour because of tides at ordinary times, as well as a flood. Therefore, the local scour depth has been presented influenced by the maximum velocity of the flow when a flood after construction and the tides on construction on the basis of the standards of river design and road design, furthermore, the results was made a comparative analysis. According to the results, the local scour depth on the basis of the standards of river design was higher than it on the basis of the standards of road design(SRICOS), and the local scour depth influenced by the maximum velocity of the flow when a flood after construction was determined the final local scour depth of P14 and P17 at the Il-san bridge. It was ascertained that the local scour depth did not exceed the inserted depth of bridge foundation.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.52 no.1
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• pp.1-8
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• 2016

In this study, numerical method was used to assess technical properties and improve the Vietnamese tuna purse seine. The data were extracted from the two national level projects. The study results showed that average lead-line sinking speed reached 0.139 m/s and 0.143 m/s and maximum sinking depth was 61.6 m and 65.8 m for The gears 2003 and 2014 respectively. The maximum tension on ring line of The gear 2003 was 4,742 kgf and 2014 was 4,219 kgf. The improved tuna purse seines I, III and IV showed similar sinking speed results with 0.220 m/s, 0.219 m/s and 0.219 m/s respectively. The average lead-line sinking speed of the improved gear II was lowest with 0.215 m/s. The maximum lead-line sinking depth of the four improved gears I, II, III and IV were 116 m, 112 m, 115 m and 114.9 m respectively. Maximum tension on ring line of the improved gears I, II, III and IV were 5,657 kgf, 5,406 kgf, 5,645 kgf and 5,654 kgf respectively. The improved tuna purse seine IV is the most suitable for Vietnamese tuna purse seine fishery, Which corresponds with tuna purse seiner scale and its fishing supporting equipment at the present.