• Structural Monitoring and Maintenance
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• v.1 no.4
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• pp.371-392
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• 2014

Long-span cable-supported bridges are flexible structures vulnerable to unsymmetric loadings such as railway traffic and strong wind. The torsional dynamic response of long-span cable-supported bridges under running trains and/or strong winds may deform the railway track laid on the bridge deck and affect the running safety of trains and the comfort of passengers, and even lead the bridge to collapse. Therefore, it is eager to figure out the torsional dynamic response of long-span cable-supported bridges under running trains and/or strong winds. The Tsing Ma Bridge (TMB) in Hong Kong is a suspension bridge with a main span of 1,377 m, and is currently the world's longest suspension bridge carrying both road and rail traffic. Moreover, this bridge is located in one of the most active typhoon-prone regions in the world. A wind and structural health monitoring system (WASHMS) was installed on the TMB in 1997, and after 17 years of successful operation it is still working well as desired. Making use of one-year monitoring data acquired by the WASHMS, the torsional dynamic responses of the bridge deck under rail traffic and strong winds are analyzed. The monitoring results demonstrate that the differences of vertical displacement at the opposite edges and the corresponding rotations of the bridge deck are less than 60 mm and $0.1^{\circ}$ respectively under weak winds, and less than 300 mm and $0.6^{\circ}$ respectively under typhoons, implying that the torsional dynamic response of the bridge deck under rail traffic and wind loading is not significant due to the rational design.

• Journal of Environmental Science International
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• v.12 no.12
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• pp.1245-1254
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• 2003

A numerical simulation for 11 February 1996 has been done to grasp main mechanisms of the occurrence of strong downslope winds near Gangnung area. The simulation performed by using ARPS (Advanced Regional Prediction System) showed that enhanced surface winds were not related with a reflection of vertically propagating gravity waves. Froude numbers were about 1.0, 0.4 and 0.6 for the atmosphere above Daekwanryoung and above a place located 220km upstream, and above another place located 230km downstream from the Taebak mountains, respectively. This suggested that as a subcritical flow ascended the upslope side of the Taebak mountains, Froude numbers would tend to increase according to the increase in wind speed, and near the crest the flow would become supercritical and continue to accelerate as it went down the downslope side until it was adapted back to the ambient subcritical conditions in a turbulent hydraulic jump. Simulated Froude numbers corroborated the hydraulic jump nature of the strong downslope wind. In addition, the inversion was found near the mountain top height upstream of the mountains, and it was favorable for the occurrence of strong downslope winds.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.75-87
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• 2004

Along the seashore regions in Korea, though strong winds with very large strength are frequently witnessed, no system which can provide appropriate speed information for driving vehicle has been introduced. The driving against strong winds could be very dangerous because of the high possibility of accidents such as rollover and collision. These accidents usually resulted from driver's forced driving try even in difficult situation for steering vehicle, and sometimes overspeed without consideration of wind impact to the vehicles. To reduce accident caused by strong winds, it is important to inform drivers of appropriate driving speeds by perceiving strong winds. By setting up WIS at the main points where strong winds frequently appear and using the variable message sign(VMS) connected to the on-line whether information system, it tis possible to provide desired speed information, which can maintain vehicles' tractive force and maximum running resistance. The case study is conducted on the case of Mokpo-Big-Bridge, which is under construction at Mokpo city. The result show that in case the annual average direction of wind is South and the wind speed is over 8m/hr, the desired speed, which is required in order for vehicles running to South direction to maintain the marginal driving power, is 60km/hr. In addition, for the case of a typhoon such as Memi generated in 2003 year, if wind speed had been 18m/sec in Mokpo city at that time, the running resistance at the speed of 40km/hr is calculated as 1131N. This resistance can not be overcome at the 4th gear(1054N) level, therefore, the gear of vehicles should be reduced down to the 3rd level. In this case, the appropriate speed is 40km/h, and at this point the biggest difference between running resistance and tractive force is generated.

• Wind and Structures
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• v.6 no.3
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• pp.179-196
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• 2003

A long suspension bridge is often located within a unique wind environment, and strong winds at the site seldom attack the bridge at a right angle to its long axis. This paper thus investigates the buffeting response of long suspension bridges to skew winds. The conventional buffeting analysis in the frequency domain is first improved to take into account skew winds based on the quasi-steady theory and the oblique strip theory in conjunction with the finite element method and the pseudo-excitation method. The aerodynamic coefficients and flutter derivatives of the Tsing Ma suspension bridge deck under skew winds, which are required in the improved buffeting analysis, are then measured in a wind tunnel using specially designed test rigs. The field measurement data, which were recorded during Typhoon Sam in 1999 by the Wind And Structural Health Monitoring System (WASHMS) installed on the Tsing Ma Bridge, are analyzed to obtain both wind characteristics and buffeting responses. Finally, the field measured buffeting responses of the Tsing Ma Bridge are compared with those from the computer simulation using the improved method and the aerodynamic coefficients and flutter derivatives measured under skew winds. The comparison is found satisfactory in general.

• Journal of The Korean Astronomical Society
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• v.47 no.6
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• pp.219-233
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• 2014

The main site of dust formation is believed to be the cool envelopes around AGB stars. Nearly all AGB stars can be identified as long-period variables (LPVs) with large amplitude pulsation. Shock waves produce by the strong pulsation and radiation pressure on newly formed dust grains drive dusty stellar winds with high mass-loss rates. IR observations of AGB stars identify various dust species in different physical conditions. Radio observations of gas phase materials are helpful to understand the overall properties of the stellar winds. In this paper, we review (i) classification of AGB stars; (ii) IR two-color diagrams of AGB stars; (iii) pulsation of AGB stars; (iv) dust around AGB stars including dusty stellar winds; (v) dust envelopes around AGB stars; (vi) mass-loss and evolution of AGB stars; and (vii) contribution of AGB dust to galactic environments. We discuss various observational evidences and their theoretical interpretations.

• Proceedings of the Korean Environmental Sciences Society Conference
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• 2003.11a
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• pp.37-42
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• 2003

We have analyzed the characteristics of the sea surface winds and wind waves near the Korean marginal seas on the basis of prediction results of the sea surface winds from MM5/KMA model, which is being used for the operation system at the Korea Meteorological observation buoy data to verify the model results during Typhoon events. The correlation coefficients between the models and observation data reach up to about 95％, supporting that these models satisfactorily simulate the sea surface winds and wave heights even at the coastal regions. Based on these verification results, we have carried out numerical experiments about the wave modulation. When there exist an opposite strong current for the propagation direction of the waves or wind direction, wave height and length gets higher and shorter, and vice versa. It is proved that these modulations of wave parameters are well generated when wind speed is relatively week.

• Ocean and Polar Research
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• v.43 no.4
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• pp.205-217
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• 2021

A shallow channel between Jeju and Udo Islands, which is located in the northeastern Jeju Island, is influenced by storm- or typhoon-induced currents and surface waves as well as strong tidal currents. This study examines the typhoon-induced current and wave patterns in the channel, using Acoustic Doppler Current Meter (ADCP) measurements and an ocean-wave coupled modeling experiment. Three typhoons were chosen - Chaba (2016), Soulik (2018), and Lingling (2019) - to investigate the responses of currents and waves in their pathways. During the pre-typhoon periods, dominant northward flow and wave propagation were observed in the channel due to the southeasterly winds before the three typhoons. After the passage of Chaba, which passed over the eastern side of Jeju Island, the northward flow and wave propagation were totally reversed to the opposite direction, which was attributed to the strong northerly winds on the left side of the typhoon. In contrast, in the cases of Soulik and Lingling, which passed over the western side of Jeju Island, strong southerly winds on the right side of the typhoons continuously intensified the northward current and wave propagation in the channel. The model-simulated current and wave fields reasonably coincided with observational data, showing southward/northward flow and wave propagation in response to the right/left side of the typhoon pathways. Typhoon-induced downwind flows, and surface waves could enhance up to 2m/s and 3m due to the strong winds that lasted for more than 12 hours. This suggests that the flow and wave patterns in the Udo channel are highly sensitive to the pathway of typhoons and accompanying winds; thus, this may be a crucial factor with regard to the movement of seabed sediments and subsequent coastal erosion.

• Wind and Structures
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• v.39 no.4
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• pp.305-311
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• 2024

This paper reviews measurements of wind profiles in the atmospheric boundary layer in strong wind (thermally neutral) conditions over open water and the ocean, and the variation of the roughness parameters with mean wind speed. Based on the wind data recorded on the coast of the island of Frøya (Norway) in the 1980s, and dropwindsonde profiles in hurricanes, the paper shows that 'capping', or saturation, of the surface drag coefficient becomes apparent at a mean wind speed at 10m height of about 25 m/s. Wind speed models used in the offshore industries were investigated, (the ISO model, the API 'tropical cyclone' model and the IEC model). The ISO model, although based on good quality data from Frøya, does not allow for the saturation of the roughness above about 25-30 m/s, even though that was apparent in the Frøya data. 'Capping' of the aerodynamic roughness length for wind speeds greater than 28 m/s is represented appropriately in the API 'tropical cyclone'model, and hence the model represents the mean wind properties reasonably well in severe tropical cyclone conditions. However, the turbulence intensities in the API 'tropical cyclone' model, based on over-land measurements (ESDU), are overpredicted for winds over the ocean, at heights above 20m. The IEC models are entirely based on over-land measurements, and hence are not representative of over-water conditions such as those required for offshore wind farms. New model profiles for over-ocean strong winds are proposed for wind speeds up to hurricane strength, based on the ISO profiles, but with capping of the surface drag coefficient at a value of 0.0025, at a mean wind speed at 10m height of 25 m/s. The proposed turbulence intensity model is also a revision of the ISO profile, also with capping above 25 m/s. The proposed model profiles are in better general agreement with recorded data in strong winds than those currently specified in international standards, and are applicable to all wind speeds in synoptic-scale events, including those in tropical cyclones, typhoons and hurricanes. As well as the Frøya data, the revised strong-wind models are supported by measurements from Atlantic hurricanes, gales in the North Sea, landfalling typhoons in Japan and Cyclone 'Yasi' in Queensland, Australia.

• Ocean Science Journal
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• v.42 no.4
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• pp.241-246
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• 2007

Northern Arabian Sea (NAS) between $17^{\circ}N-20.5^{\circ}N$ and $59^{\circ}E-69^{\circ}E$ was observed by using Argo float daily data fur about 9 months, from April 2002 through December 2002. Results showed that during April - May mixed layer shoaled due to light winds, clear sky and intense solar insolation. Sea surface temperature (SST) rose by $2.3^{\circ}C$ and ocean gained an average of 99.8 $Wm^{-2}$. Mixed layer reached maximum depth of about 71 m during June - September owing to strong winds and cloudy skies. Ocean gained abnormally low $\sim18Wm^{-2}$ and SST dropped by $3.4^{\circ}C$. During the inter monsoon period, October, mixed layer shoaled and maintained a depth of 20 to 30 m. November - December was accompanied by moderate winds, dropping of SST by $1.5^{\circ}C$ and ocean lost an average of 52.5 $Wm^{-2}$. Mixed layer deepened gradually reaching a maximum of 62 m in December. Analysis of surface fluxes and winds suggested that winds and fluxes are the dominating factors causing deepening of mixed layer during summer and winter monsoon periods respectively. Relatively big]h correlation between MLD, net heat flux and wind speed revealed that short term variability of MLD coincided well with short term variability of surface forcing.

• Bulletin of the Korean Space Science Society
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• 2003.10a
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• pp.34-34
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• 2003

To better understand how high-latitude electric fields influence thermospheric dynamics, we study winds in the high-latitude lower thermosphere using the Thermosphere-Ionosphere-Electrodynamics General Circulation Model of the National Center for Atmospheric Research (NCAR/TIEGCM). In order to compare with Wind Imaging Interferometer (WINDII) observations the model is run for the conditions of 1992-1993 southern summer. The association of the model results with the interplanetary magnetic field (IMF) is also examined to determine the influences of the IMF-dependent ionospheric convection on the winds. The wind patterns show good agreement with the WINDII observations, although the model wind speeds are generally weaker than the observations. It is confirmed that the influences of high-latitude ionospheric convection on summertime thermospheric winds are seen down to 105 km. For negative and positive IMF By the difference winds, with respect to the wind during null IMF conditions, show significantly strong anticyclonic and cyclonic vortices, respectively, down to 105 km. For positive IMF Bz the difference winds are largely confined to the polar cap, while for negative IMF Bz they extend to subauroral latitudes. The IMF Bz-dependent diurnal wind component is strongly correlated with the corresponding component of ionospheric convection velocity down to 108 km and is largely rotational. The influence of IMF By on the lower thermospheric summertime zonal-mean zonal wind is substantial at high latitudes, with maximum wind speeds being 60 m/s at 130 km around 77 magnetic latitude.