• Journal of Korean Society for Atmospheric Environment
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• v.8 no.3
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• pp.169-178
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• 1992

Dispersion of pollutant in a mountainous area is simulated in a wind tunnel. In the northwest side of the terrain model, the sea level is assumed. Wind from the sea initially confronts hills along the shoreline, a line of large buildings next, and finally a valley between high mountains in the south and in the east. In the northwest wind conditions, severe flow separation occurs in the lee side of hills, even beyond the building area. Pollutant from the buildings is trapped in this region and its concentration is the highest. In the west wind conditions, pollutant from the buildings flows along the hills aslant the main wind direction in this case. Since large valley is located in the downstream, pollutant tends to disperse along the valley.

• Proceedings of the Korean Geotechical Society Conference
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• 2005.10a
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• pp.550-555
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• 2005

In vicinity of Seoul, there has been water service tunnel that classified into 1st grade facility by special act for the safety control of public structures and with providing capacity equals to $1,543{\times}10^3$(ton/day) and inner pressure equals to $2.5-3.5kg/cm^2$. In this research, site investigation and stability analysis for water tunnel caused by new construction of road tunnel were carried out. the ground near water tunnel were zoned into spatial area having similar geotechnical characteristics and estimating geotechnical properties for each area. The site for analysis consists of banded biotite gneiss, biotite schist and granite gneiss with spatial non-homogeneity, and for that reason weathering and fault zone were distributed with large scale. It's important thing to consider spatial ground zone and their geotechnical properties properly into stability analysis at design and construction stage. Also, using results of site investigation, stability of existing tunnel have been analyzed for Hydraulic Fracture/Jacking and deformation in detail.

• Proceedings of the KIEE Conference
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• 2003.07c
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• pp.1964-1966
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• 2003

Lighting in the tunnel makes for safe driving of cars taking into account of change in perception arisen in the sight of drivers of cars entering into and passing tunnel, drivers' mental reaction and unique circumstances of a tunnel. There are many variables to satisfy safe driving in the tunnel. Since tunnels are mostly located in the mountainous area and illumination at the approach part differs largely depending on the surrounding circumstances, a standard different from that of common lighting is applied. An accidentin the tunnel, which involves same danger as in underground, may lead to a large mishap. Therefore, control by sensors inside and outside of tunnel ensures prevention of an accident through control of illumination at the approach part and inside of tunnel. It is very important in the aspect of saving energy since such control is available to reduce depreciation factor resulted from early excessive intensity of illumination.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.21 no.9
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• pp.1139-1148
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• 1997

Compression waves propagating in a high-speed railway tunnel develops large pressure fluctuations on the train body or tunnel structures. The pressure fluctuations would cause an ear discomfort for the passengers and increase the aerodynamic resistance of trains. As a fundamental research to resolve the pressure wave phenomenon in the tunnel, experiments were carried out by using a shock tube with an open end. A blockage to model trains inside the tunnel was installed on the lower wall of shock tube, thus forming a sudden cross-sectional area reduction. The compression waves were obtained by the fast opening gate valve instead of a conventional diaphragm of shock tube and measured by the flush mounted pressure transducers with a high sensitivity. The experimental results were compared with the previous theoretical analyses. The results show that the ratio of the reflected to the incident compression wave at the sudden cross-sectional area reduction increases but the ratio of the passing to the incident compression wave decreases, as the incident compression wave becomes stronger. This experimental results are in good agreements with the previous theoretical ones. The maximum pressure gradient of the compression wave abruptly increases but the width of the wave front does not vary, as it passes over the sudden cross-sectional area reduction.

• Journal of the Korean GEO-environmental Society
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• v.3 no.3
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• pp.5-13
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• 2002

In tunnel design, geotechnical survey of over 200m tunnel depth is required because of its characteristical topography. For this reason, there are difficulties in collecting information of basic data in tunnel design because of large-scale costs in borehole tests, of limits to a geotechnical analysis by the existing refraction seismic survey and of analytical errors in steep mountainous area. Seismic tomography has many advantages as follows; 1) seismic velocity as absolute value is more reliable than electrical resistivity, 2) geotechnical analysis in deep tunnel depth is available by seismic velocity, 3) analytical errors is reduced in steep mountainous area. In this paper, it was found out a correlation of seismic velocity and Q in tunnel design in the neighborhood of the National Capital region and the reduction effect of tunnel construction cost using reliable rock quality by seismic tomography compared with by borehole data and electricity resistivity data.

• Explosives and Blasting
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• v.26 no.2
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• pp.99-107
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• 2008

This study, to reduce a ground vibration damage of the structures in an area adjacent to housing structures located closely above the tunnel section, is the ground vibration reduction instance of a tunnel blasting selectively applied the ground vibration-controlled blasting method (delay time applied blasting method, large center hole cut method, Line Drilling method, etc) with an originally planned blasting method connected, but with it's workability and economic efficiency is satisfactory, so, the results says the ground vibration-controlled blasting method on a similar condition is very effective, even if the applicability is depend on the blasting method and ground condition of the work area.

• Wind and Structures
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• v.12 no.4
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• pp.383-400
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• 2009

Low rise building roofs can be subjected to large fluctuating pressures during a tropical cyclone resulting in fatigue failure of cladding. Following the damage to housing in Tropical Cyclone Tracy in Darwin, Australia, the Darwin Area Building Manual (DABM) cyclic loading test criteria, that loaded the cladding for 10000 cycles oscillating from zero to a permissible stress design pressure, and the Experimental Building Station TR440 test of 10200 load cycles which increased in steps to the permissible stress design pressure, were developed for assessing building elements susceptible to low cycle fatigue failure. Recently the 'Low-High-Low' (L-H-L) cyclic test for metal roofing was introduced into the Building Code of Australia (2007). Following advances in wind tunnel data acquisition and full-scale wind loading simulators, this paper presents a comparison of wind-induced cladding damage, from a "design" cyclone proposed by Jancauskas, et al. (1994), with current test criteria developed by Mahendran (1995). Wind tunnel data were used to generate the external and net pressure time histories on the roof of a low-rise building during the passage of the "design" cyclone. The peak pressures generated at the windward roof corner for a tributary area representative of a cladding fastener are underestimated by the Australian/New Zealand Wind Actions Standard. The "design" cyclone, with increasing and decreasing wind speeds combined with changes in wind direction, generated increasing then decreasing pressures in a manner similar to that specified in the L-H-L test. However, the L-H-L test underestimated the magnitude and number of large load cycles, but overestimated the number of cycles in the mid ranges. Cladding elements subjected to the L-H-L test showed greater fatigue damage than when experiencing a five hour "design" cyclone containing higher peak pressures. It is evident that the increased fatigue damage was due to the L-H-L test having a large number of load cycles cycling from zero load (R=0) in contrast to that produced during the cyclone.

• Proceedings of the Korean Geotechical Society Conference
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• 2004.03b
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• pp.938-945
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• 2004

In order to cope with ever growing traffic flow and complexity in the urban area, construction demands for expanding and realigning of existing urban roads and massive development of underground space within the urban area are in its increasing trend, it is fact that, mainly due to lack of statistical data accumulation through real construction, technology and construction practice to support such demands can hardly be said to have been established enough and leave many things still to be developed. These circumstances therefore came to motivate me to get into a study for a particular subject of "Design Basics for Closely Neighbored Twin Tunnel" among others, and also to put forward subjects required to be further studied in this connection in the future as follows: 1) To make a new economical design model for closely neighbored twin tunnel not only to make a drain for center perfect but also a tunnel construction safe. 2) Further efforts should be exerted for establishment of general standards for design and construction of various types of large cross-section tunnels including Twin structure.

• Proceedings of the KSME Conference
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• 2000.11b
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• pp.447-452
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• 2000

In this study, the design of Free-Fall Simulator was carried out using concept of vertical wind tunnel. Free-Fall Simulator is not an experimental equipment but a training equipment. Therefore Free-Fall Simulator needs a large training section compared with test section of wind tunnel and has critical limit of height. These limits bring about the difficulty of design for a return passage. Due to small area ratio, the downstream flow of training section with high speed is not decelerated adequately to the fan section. High-speed flow leads to great losses in the small area ratio diffuser and corner. So design of diffusers and corners located between training section and fan section has a great effect on the Free-Fall Simulator performance. This study used an estimation method of subsonic wind tunnel performance. It considered each section of Free-Fall Simulator as an independent section. Therefore loss of one section didn't affect loss of other sections. Because losses of corner with vane and $1^{st}$ diffuser are most parts of overall Free-Fall Simulator, this study focused on the design of these sections.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.4
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• pp.305-316
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• 2022

Hydrogen energy is emerging as an alternative to the depletion of fossil fuels and environmental problems, and the use of hydrogen vehicles is increasing in the automobile industry as well. However, since hydrogen has a wide flammability limit of 4 to 75%, there is a high concern about safety in case of a hydrogen car accident. In particular, in semi-enclosed spaces such as tunnels and underground parking lots, a fire or explosion accompanied by hydrogen leakage is highly likely to cause a major accident. Therefore, it is necessary to review hydrogen safety through analysis of flammability areas caused by hydrogen leakage. Therefore, in this study, the effect of the air velocity in the tunnel on the flammability area was investigated by analyzing the hydrogen concentration according to the hydrogen leakage conditions of hydrogen vehicles and the air velocity in the tunnel in a road tunnel with standard section. Hydrogen leakage conditions were set as one tank leaking and three tanks leaking through the TPRD at the same time and a condition in which a large crack occurred and leaked. And the air velocity in the tunnel were considered 0, 1, 2.5, and 4.0 m/s. As a result of the analysis of the flammability area, it is shown that when the air velocity of 1 m/s or more exists, it is reduced by up to 25% compared to the case of air velocity of 0 m/s. But there is little effect of reducing the flammability area according to the increase of the wind speed. In particular, when a large crack occurs and completely leaks in about 2.5 seconds, the flammability area slightly increases as the air velocity increases. It was found that in the case of downward ejection, hydrogen gas remains under the vehicle for a considerably long time.