• Journal of the Korean Geosynthetics Society
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• v.15 no.4
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• pp.71-78
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• 2016

In this study, execution costs of the foundation system are compared with PHC and steel pile in the same soil layers and load condition. Steel piles installed on the thin weathered rock are reduced as 12.5% in comparison with the number of PHC piles. Steel piles installed on the soft rock through weathered rock with 1.7m of thickness reduce the number of piles as 35.7% (STK 400) and 46.4% (STK 490), respectively, in comparison with PHC piles installed on the weathered rock. Also, they reduce the number of piles as 26.5% (STK 400) and 38.8% (STK 490), respectively, in comparison with steel piles (STK 400) installed on the weathered rock. When the thickness of footings is constant, steel piles installed on the soft rock may reduce the area of footings up to 12.2% (STK 400) and 45.4% (STK 490), respectively, in comparison with PHC piles installed on the weathered rock. Total cost of foundation system installed on the soft rock with steel piles (STK 400) increases as 12%, whereas in case of replaced with steel piles (STK 490), it reduces as 16% in comparison with PHC piles installed on the weathered rock. This is because the cost reduction due to the number of piles and footing area is more effective despite high cost of steel piles (STK 490). When the thickness of weathered rock is less than 5m, installing steel piles (STK 490) on the soft rock through it is more economic in comparison with installing PHC piles on the weathered rock.

• International Journal of Highway Engineering
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• v.11 no.3
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• pp.97-109
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• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.

• Journal of the Korean Society for Marine Environment & Energy
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• v.12 no.2
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• pp.84-90
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• 2009

We incubated marine columnar sediments at $25^{\circ}C$ for 230 days to simulate the responses of phosphorus in the sediment which was exposed to freshwater. The incubation was composed of three different treatments (FW: freshwater, FWA: freshwater under anoxic condition, and SW: seawater as a Control). Six particulate fractions of phosphorus in sediment were obtained through sequential extraction and, for comparison, phosphate concentrations in porewater and superlying water were also determined. After the incubation, evidently higher concentrations of phosphate were found in FW and FWA compared to SW. Mass extinction of living organisms in marine sediment from freshwater shock and consequent decay of their corps probably contributed such high phosphate spike in the overlying water. Higher concentrations of BD-P(lron-bound P) were found in FW compared to SW. After exposure to the freshwater, we could determine that penetration depth of dissolved oxygen in marine sediment will be deeper. A result of increases of ferrous compounds in freshwater where contained less sulfide has been obtained. Because of these phenomena, BD-P was increased in FW. On the contrary, BD-P was decreased in FWA since poor dissolved oxygen concentration. In FWA, total amount of Leachable P(SUM of LOP) has been remarkably increased through the experiment, which strongly suggested the easy conversion of the leachable P into reactive P. This experiment has shown that most of diverse P species in marine sediment were leachable under freshwater and low oxygen condition. Therefore reclamation of natural tidalfalt and consequent freshwater introduction seems to trigger the conversion of diverse P-species to leachable P in the marine sediments, which will exert high benthic load of phosphate to the overlying water.

• Journal of the Korean Society for Marine Environment & Energy
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• v.9 no.1
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• pp.45-54
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• 2006

The study was to review methods by which a ship can unfold and tow an oil boom by attaching the opening apparatus to an oil boom through experiments. The shape and dimension of the opening apparatus were designed with the measurement value of the towing tension load of the oil boom and the dimension of winch drum of the oil boom installed in the ship considered. For the field experiment to identify the performance of the opening apparatus, opening apparatuses were prepared to have the dimension of $3.0m^2$ and $6.0m^2$ which is 91% and 75% of the calculation value for type B and C respectively. As a result, T(kg), the value of tension in type B oil boom according to the towing speed(v) change when two ships are towed together were proved to be $T=920v^{1.1}\;and\;T=500v^{0.9}$ in case the distance is 100 m and 50 m. Based on the result, the dimension of the opening apparatus for type B and C oil boom was calculated as $3.3m^2$ and $8.0m^2$ respectively. When unfolding and towing by attaching the opening apparatus and 200 m of towing line at both ends of type B and type C oil boom, the maximum width of the opening apparatus was shown as 114 m and 95 m in average(width of opening/total length of oil boom: 33% and 57%) in the towing speed of 1.5 kt. It was evaluated that the opening apparatus could concentrate the spilled oil in a good performance. However as far as the increase rate of oil boom opening width according to the length of the towing line is debatable, the increase rate is remarkably reduced when it is lengthened from 100 m to 150 m and to 200 m although it showed extreme increase of 31% and 40% when the length of the towing line was changed from 50 m to 100 m. Therefore, it is inferred that the towing line should be maintained more or less 100 m to get good spread efficiency of the opening apparatus. Additionally, if the towing speed is faster than 1.5 kt, the opening width was narrowed because of the reduced spread efficiency and the shape of the oil boom can be unstable because of the partial sinking of the oil boom, run over waves, or flap of skirt. Thus the reasonable towing speed can be within 1.5 kt for the operation of the opening apparatus.

• Bulletin of the Society of Naval Architects of Korea
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• v.25 no.4
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• pp.69-80
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• 1988

This paper proposes simple formulae for buckling and ultimate strength estimation of plates subjected to water pressure and uniaxial compression. For the construction of a formula for elastic buckling strength estimation, parametric study for actual ship plates with varying aspect ratios and the magnitude of water pressure is carried out by means of principle of minimum potential energy. Based on the results by parametric study, a new formula is approximately expressed as a continuous function of loads and aspect ratio. On the other hand, in order to get a formula for ultimate strength estimation, in-plane stress distribution of plates is investigated through large deflection analysis and total in-plane stresses are expressed as an explicit form. By applying Mises's plasticity condition, ultimate strength criterion is then derives. In the case of plates under relatively small water pressure, the results by the proposed formulae are in good agreement compared with those by other methods and experiment. But present formula overestimates the ultimate strength in the range of large water pressure. However, actual ship plates are subjected to relatively small water pressure except for the impact load due to slamming etc.. Therefore, it is considered that present formulae can be applied for the practical use.

• The Journal of Korean Academy of Prosthodontics
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• v.50 no.4
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• pp.243-248
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• 2012

Purpose: The purpose of this study is to compare the removal torque between prefabricated and customized implant abutment screw. Materials and methods: Three types of implant system (Osstem, Astra, Zimmer) were used. For each system, prefabricated abutment screw (control group) and customized abutment screw (test group) were used to connect the fixture and the abutment (n = 6). Digital torque gauze was used to control the tightening torque and the screws were tightened under each manufacturer's recommendation. 10 minutes after the connection the same tightening torque was applied, and 5 minutes after the second connection, the removal torque was measured. This procedure was repeated 10 times. In the cyclic loading test, 10 minutes after the first connection to the 6 groups (n = 3), the same tightening torque was applied, and a total of 1,000,000 time loading was applied at 30 degree angle to long axis with 50 N load. Repeated measures of ANOVA test (${\alpha}$=.05) was used as statistics to evaluate the effect of repeated loading number on the removal torque. Independent t-test was used to evaluate the difference in removal torque after cyclic loading. Results: The removal torque significantly decreased as the number of loading repetition increased (P<.05). In the 10 time repetition test, there was no significant difference between the prefabricated and customized implant abutment screw of the 3 implant system (P<.05). Also in the cyclic loading test, there was no significant difference between the prefabricated and customized implant abutment screw of the 3 implant system (P<.05). Conclusion: Within the limitation of this study, there was no significant difference in the removal torque between the prefabricated abutment screw and customized abutment screws.

• Journal of the Korean Geographical Society
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• v.51 no.6
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• pp.779-797
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• 2016

A calibrated hydrological model is a useful tool for quantifying the impacts of the climate variations and land use/land cover changes on sediment load, water quality and runoff. In the rainy season each year, the Xe Bang Fai river basin is provisionally flooded because of typhoons, the frequency and intensity of which are sensitive to ongoing climate change. Severe heavy rainfall has continuously occurred in this basin area, often causing severe floods at downstream of the Xe Bang Fai river basin. The main purpose of this study is to investigate the climate change impact on river discharge using a Soil and Water Assessment Tool (SWAT) model based on future climate change scenarios. In this study, the simulation of hydrological river discharge is used by SWAT model, covering a total area of $10,064km^2$ in the central part of country. The hydrological model (baseline) is calibrated and validated for two periods: 2001-2005 and 2006-2010, respectively. The monthly simulation outcomes during the calibration and validation model are good results with $R^2$ > 0.9 and ENS > 0.9. Because of ongoing climate change, three climate models (IPSL CM5A-MR 2030, GISS E2-R-CC 2030 and GFDL CM3 2030) indicate that the rainfall in this area is likely to increase up to 10% during the summer monsoon season in the near future, year 2030. As a result of these precipitation increases, the SWAT model predicts rainy season (Jul-Aug-Sep) river discharge at the Xebangfai@bridge station will be about $800m^3/s$ larger than the present. This calibrated model is expected to contribute for preventing flood disaster risk and sustainable development of Laos

• Tuberculosis and Respiratory Diseases
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• v.44 no.3
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• pp.574-582
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• 1997

Background : Normal humans meet the increased ventilatory need during exercise initially by the increase of tidal volume (TV) and later by the increase of respiratory frequency (Rf). And the inspiratory duty cycle (Ti/Ttot) is also increased more than 50% for the compensation of the decrease of respiratory cycle provoked by the increase of respiratory frequency. The patients with chronic airflow obstruction show rapid and shallow breathing pattern during exercise because of the decreased ventilatory capacity and the increased dead space ventilation. However, the studies about the change of inspiratory duty cycle are only a few and there is no literature about the relationship between the change of inspiratory duty cycle and the degree of airflow obstruction. Methods : The subjects were the twelve patients with chronic airflow obstruction (CAO) and ten normal people. The incremental exercise test was done. The increase of work load was 10 W in CAO group and 25 W in normal control group. The analysis of the results was done by the comparison of the parameters such as minute ventilation (VE), TV, Rf, physiologic dead space (Vd/Vt), and inspiratory duty cycle between the two groups. Each parameters were compared after transformation into % control duration base that means dividing the total exercise time into five fractions and % control duration data were obtained at rest, 20%, 40%, 60%, 80%, and max. Statistical analysis was done by repeated measure ANOVA using SAS program. Results : The changes of VE and TV were significantly different between two groups while the change of Rf was not significant. The decrease of Vd/Vt was significantly low in CAO group. Ti/Ttot was markedly increased from 38.4 + 3.0% at rest to 48.6 + 4.5% at max in normal control group while Ti/Ttot showed little change from 40.5 + 2.2% at rest to 42.6 + 3.5% at max. And the change of inspiratory duty cycle showed highly good correlation with the degree of airflow obstruction (FEV1%). (r=0.8151, p < 0.05). Conclusions : The increase of Ti/Ttot during exercise observed in normal humans is absent in the patients with CAO and the change of Ti/Ttot is well correlated with the degree of airflow obstruction.

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.6
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• pp.135-146
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• 2011

Steel structures have been generally painted to prevent corrosion damage. However, the painted film is deteriorated with increase in service life, and then corrosion damage resulting in cross sectional area occurs on steel surface. As a result, the buckling strength of steel structures can be decreased due to the corrosion damages. The evaluation method of the axial buckling strength of columns about a variety of section shapes and supporting conditions have been presented, but evaluation method of buckling strength about irregular nonprismatic columns is not established. In this study, the axial buckling strength of corroded steels was evaluated based on the buckling test results of corroded steel specimens that were cut off at a temporary steel structure. The corroded specimens were picked up total 10 specimens according to various slenderness ratio from the web of a temporary structure's main beam. The length of specimens is 200, 300, 400, 500 and 600mm respectively. The rust productions were removed by the chemical treatment. Then, the surface geometry was measured at intervals of $1{\times}1mm$ by using the optical 3D digitizing system, and the residual thickness of the specimens was calculated. The axial buckling test was performed on 10 corroded specimens and 12 non-corroded specimens under the fixed-fixed support condition. From the test results, the effect of corrosion damages on axial buckling load was investigated. Regardless of corrosion damage degree, the axial buckling strength of corroded specimens and non-corroded specimens was evaluated identically by using minimum average residual thickness or average residual thickness to minus its standard deviation. Reasonable measuring intervals of residual thickness was proposed by using the results to apply for practical works.

• The Korean Journal of Nuclear Medicine
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• v.11 no.1
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• pp.17-32
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• 1977

The present study was undertaken to evaluate the significance of the insulin and the C-peptide rseponse to oral glucose loads in normal and diabetic subjects and to establish the effects of the obesity. In this study, the authors have measured plasma insulin and C-peptide by means of radioimmunoassay in 10 nonobese normal, 5 obese normal, 13 nonobese moderate diabetic patients, 9 obese moderate diabetic patients and 9 severe diabetic patients. The results obtained were as follows; 1. In 10 nonobese normal subjects, the plasma insulin level at fasting state and at 30, 60, 90, and 120 min after oral glucose loads were $15.7{\pm}3.4,\;48.3{\pm}9.8,\;40.4{\pm}6.7,\;37.4{\pm}6.5\;and\;26.0{\pm}4.2uU/ml(Mean{\pm}S.E.)$ and C-peptide were $1.9{\pm}0.3,\;3.9{\pm}0.6,\;6.3{\pm}0.6,\;5.7{\pm}0.5\;and\;4.0{\pm}0.5ng/ml$. The change of C-peptide was found to go almost parallel with that of insulin and the insulin value reaches to the highest level at 30 min whereas C-peptide reaches to its peak at 60min. 2. The plasma insulin level in 5 obese normal subjects were $38.9{\pm}12.3,\;59.5{\pm}12.3,\;59.2{\pm}17.1,\;56.1{\pm}20.0\;and\;48.4{\pm}17.2uU/ml$ and the C-peptide were $5.5{\pm}0.4,\;6.8{\pm}0.5,\;7.9{\pm}0.8,\;7.9{\pm}0.8\;and\;7.8{\pm}2.0ng/ml$. The insulin response appeared to be greater than nonobese normal subjects. 3. In 13 nonobese moderate diabetic patients, the plasma insulin levels were $27.1{\pm}4.9,\;44.1{\pm}6.0,\;37.3{\pm}6.6,\;35.5{\pm}8.1\;and\;34.7{\pm}10.7uU/ml$ and the C-peptide levels were $2.7{\pm}0.4,\;4.9{\pm}0.7,\;6.5{\pm}0.5,\;7.0{\pm}0.3\;and\;6.7{\pm}1.0ng/ml$. There was little significance compared to nonobese normal groups but delayed pattern is noted. 4. In 9 obese moderated diabetic patients, the plasma insulin levels were $22.1{\pm}7.9,\;80.0{\pm}19.3,\;108.0{\pm}27.0,\;62.0{\pm}17.6\;and\;55.5{\pm}10.1uU/ml$ and the C-peptide levels were $5.2{\pm}0.4,\;8.0{\pm}1.0,\;10.4{\pm}1.6,\;10.4{\pm}1.7\;and\;10.1{\pm}1.0ng/ml$ and its response was also greater than that of nonobese moderate diabetic patients. 5. The plasma insulin concentrations in 9 severe diabetic subjects were $8.0{\pm}3.8,\;12.1{\pm}3.5,\;16.8{\pm}4.6,\;19.6{\pm}5.2\;and\;15.0{\pm}5.0uU/ml$ and the C-peptide levels were $1.6{\pm}0.3,\;2.4{\pm}0.4,\;4.1{\pm}0.6,\;4.0{\pm}0.8\;and\;4.5{\pm}0.7ng/ml$ and the insulin and C-peptide responses were markedly reduced in severe diabetic groups. 6. There were-significant differences between each groups of patients on the magnitude of total insulin or C-peptide areas, the insulinogenic index and the C-peptide index.