• Journal of Korean Tunnelling and Underground Space Association
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• v.21 no.6
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• pp.887-895
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• 2019

Recently, the number of underground road development projects has been increasing to solve traffic problems in the national capital region and metropolitan areas with intensified overcrowding, and there has been a tendency to plan underground roads by applying a double-deck tunnel technology that has advantages in constructability and economical efficiency. The double-deck tunnel has a structure where one excavation section is divided into two parts and used as up and down lines, and is mainly used as a road for small vehicles only due to its low floor height. In addition, due to the small cross-sectional area, it has characteristics different from those of general road tunnels in terms of ventilation and disaster prevention. In this regard, this study proposed an operational plan that applies an oversized exhaust system, which is one of semi-transverse ventilation systems, to small cross-sectional tunnels like double-deck tunnel with low floor height, and a comparative analysis between smoke exhaust characteristics according to the fire occurrence locations and oversized exhaust systems was conducted using the Fire Dynamics Simulator (FDS). The results showed that unlike uniform exhaust, intensive smoke exhaust using the oversized exhaust port maximized the delay effect of smoke diffusion and limited the smoke within 50 m above and below the fire point.

• Journal of dental hygiene science
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• v.16 no.4
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• pp.257-262
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• 2016

The purpose of this study was to assess the correlation between integrated mineral loss (volume % mineral${\times}{\mu}m$, ${\Delta}Z_{TMR}$) determined using transverse microradiography (TMR) and integrated reflectivity ($dB{\times}{\mu}m$, ${\Delta}R_{OCT}$) determined using optical coherence tomography (OCT) for detecting early dental caries with lesion depth more than $200{\mu}m$. Sixty tooth specimens were made from sound bovine teeth. They were immersed in a demineralized solution for 20, 30, and 40 days. The ${\Delta}R_{OCT}$ was obtained from the cross-sectional OCT image. The ${\Delta}Z_{TMR}$ was obtained from the TMR image. The correlation between ${\Delta}R_{OCT}$ and ${\Delta}Z_{TMR}$ was examined using Pearson correlation. The Bland-Altman plot was constructed using the ${\Delta}R_{OCT}$ and ${\Delta}Z_{TMR}$ values. A significant correlation between ${\Delta}R_{OCT}$ and ${\Delta}Z_{TMR}$ was confirmed (r=0.491, p=0.003). Moreover, most of the difference between ${\Delta}R_{OCT}$ and ${\Delta}Z_{TMR}$ was included in the error section of the Bland-Altman plot. Therefore, OCT could be used as a substitute for TMR when analyzing mineral loss in early dental caries.

• Journal of the Korea institute for structural maintenance and inspection
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• v.21 no.1
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• pp.1-8
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• 2017

Three small scale hollow circular reinforced concrete columns with aspect ratio 4.5 were tested under cyclic lateral load with constant axial load. Diameter of section is 400 mm, hollow diameter is 200 mm. The selected test variable is transverse steel ratio. Volumetric ratios of spirals of all the columns are 0.302~0.604% in the plastic hinge region. It corresponds to 45.9~91.8% of the minimum requirement of confining steel by Korean Bridge Design Specifications, which represent existing columns not designed by the current seismic design specifications or designed by seismic concept. The longitudinal steel ratio is 2.017%. The axial load ratio is 7%. This paper describes mainly crack behavior, load-displacement hysteresis loop, seismic performance such as equivalent damping ratio, residual displacement and effective stiffness and flexural over-strength of circular reinforced concrete bridge columns with respect to test variable. The regulation of flexural over-strength is adopted by Korea Bridge Design Specifications (Limited state design, 2012). The test results are compared with nominal strength, result of nonlinear moment-curvature analysis and the design specifications such as AASHTO LRFD and Korea Bridge Design Specifications(Limited state design).

• Journal of the Korea Concrete Institute
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• v.26 no.6
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• pp.687-694
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• 2014

This study established a displacement ductility ratio model for ductile design for the boundary element of shear walls. To determine the curvature distribution along the member length and displacement at the free end of the member, the distributions of strains and internal forces along the shear wall section depth were idealized based on the Bernoulli's principle, strain compatibility condition, and equilibrium condition of forces. The confinement effect at the boundary element, provided by transverse reinforcement, was calculated using the stress-strain relationship of confined concrete proposed by Razvi and Saatcioglu. The curvatures corresponding to the initial yielding moment and 80% of the ultimate state after the peak strength were then conversed into displacement values based on the concept of equivalent hinge length. The derived displacement ductility ratio model was simplified by the regression approach using the comprehensive analytical data obtained from the parametric study. The proposed model is in good agreement with test results, indicating that the mean and standard deviation of the ratios between predictions and experiments are 1.05 and 0.19, respectively. Overall, the proposed model is expected to be available for determining the transverse reinforcement ratio at the boundary element for a targeted displacement ductility ratio.

• Korean Journal of Veterinary Research
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• v.36 no.4
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• pp.973-990
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• 1996

To investigate diagnostic imaging of cystitis and to apply it to the small animal practice, ultrasonogram of urinary bladder with moderate distension(4ml/kg) and with complete distension(9ml/kg) to evaluate the irregularity and thickness of bladder, radiography and histopathological examination were performed after experimental cystitis induction. On double contrast cystography, mucosal membrane of the urinary bladder was smooth and thickening urinary bladder wall was not found before cystitis induction. At 3rd day post induction(PI), mucosal irregularity was noted at the cranioventral region of the urinary bladder. Thickening of the urinary bladder wall and filling defect was observed as well. Cystographic findings of 7, 10, 15, 21 day PI were similar to that of 3rd day PI. On ultrasonographic findings of the mural thickness in induction group, it was ascertain that the mural thickness with moderate distention was more thickened than with complete distention at transverse scan. Ultrasonographic findings at longitudinal scan were similar to those of transverse scan. On ultrasonographic findings of mucosal irregularity in induction group, from PI to 7 day PI, mucosal irregularity with moderate distention was more irregular than mucosal irregularity with complete distention. At 10 day PI, there was similarity between moderate distention and complete distention. On histopathologic examination of a section of urinary bladder taken 3 day PI, the mucosal and submucosa were infiltrated by a mixture of thick inflammatory exudate which was composed of neutrophil, plasma protein, bacterial colony and necrotic cells. Congestion, hemorrhage and edema were also observed in the submucosa. At 7th day PI, the mucosal change was similar to that of 3rd day PI, but neovascularization and fibroplasia were observed in the submucosa. At 15th and 21th day PI, mild hyperplasia of mucosal epithelium was observed in the mucosa. Deposition of collagen, neovascularization and severe diffuse infiltration of lymphocyte were observed. These results suggest that ultrasonographic examination with moderate distention is considered to be a more simple, rapid, noninvasive, sensitive and useful diagnostic method than other diagnostic methods for the diagnosis of the cystitis and the differential diagnosis of urinary tract infection.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.11
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• pp.697-704
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• 2017

This study was carried out to investigate and alleviate the vibration problem of commercial high-speed trains. First, the measurement of the carbody vibration was performed, in order to determine the vibration level of the high-speed train. The measurement result showed that the vibration level of the driver cab was higher than that of the passenger car and that the vibration became bigger toward the trailing end of the train. The vertical vibration of the driver cab and passenger car was larger than the transverse vibration, and the maximum value of the vibration in the ballast section was larger than that in the concrete section. A dynamic analysis was carried out to improve the vibration of the KTX-Sancheon train. The results of the analysis showed that it is necessary to reduce the vibration of the driver cab and both ends of the passenger cars. To reduce the vibration of the driver cab, it was recommended that the stiffness of the secondary coil spring be reduced and the damping coefficient of the secondary vertical damper be increased. It was found that the failure of the suspension system could be the origin of the vibration problem of the high-speed train. The proper management of wheel wear plays an important role in the improvement of the operation efficiency and reduction of the carbody vibration of high-speed trains, and research is underway to change the present wheel profile to increase the mileage between wheel turning.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.12
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• pp.53-59
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• 2019

To reduce the vibrations and shocks during the cargo transportation of high value-added goods, the vibration history was measured on the truck transportation section (Asan-Uiwang) and the freight train transportation section (Uiwang-Pusan). The internal vibrations of the container were obtained by attaching acceleration sensors in three axis directions (longitudinal, lateral. and vertical directions) on the front and rear bogies. The rail vibration profile (0.29Grms) proposed in ASTM D-4169 was approximately 50% higher than the truck vibration profile (0.54Grms). The overall vibration was 16% and 33 % lower in the longitudinal and transverse directions, respectively, compared to the ASTM truck transport vibration profile. On the other hand, the vertical vibration measurement history partially exceeded the ASTM truck transport vibration profile over the range, 4 - 15Hz, and over 60Hz. The vibration measurement history of the cargo train was similar to that of the road. The longitudinal and lateral vibration history was lower than the ASTM D-4169 rail vibration profile, while the vertical history was over 30Hz.

• Journal of Ocean Engineering and Technology
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• v.30 no.2
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• pp.91-99
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• 2016

The global demand for oil and natural gas has increased, and resource development is moving to the deep sea. Floating and flexible offshore structures such as semi-submersible, spar, and FPSO structures have been widely used. The major equipment of floating structures is always exposed to waves, currents, and other marine environmental factors, which cause structural damage. Moreover, flexible risers are susceptible to an exciting force due to the motion of the floating body. The inline and transverse responses from the three-dimensional behavior of a floating structure occur because of various forces. Typical risers are made of steel pipe and applied in the oil and gas development field, but flexible materials such as polyethylene are suitable for OTEC risers. Consequently, the optimal design of a flexible offshore plant requires a dynamic behavior analysis of slender bodies made of the different materials commonly used for offshore flexible risers. In this study, a three-dimensional motion measurement device was used to analyze the displacements of riser models induced by external force factors, and forced oscillation of a riser was linked to forced oscillation under a steady flow and regular wave condition.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.3
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• pp.62-74
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• 2020

Although the government and local governments devote efforts to activate bicycles, they only access to the supply infrastructure such as bike lanes and the public bicycle rental service centers without considering the measures to overcome the geographical constraints of slope. Therefore, this study constructs bicyclist's energy consumption estimation model through experimental methods of slope gradient and heart rate measurement and suggest the bicycle route choice model which could minimize the energy by the slope gradient. After calculating the RMSE of the estimated energy consumption by applying this model to the simulation section, it is confirmed to be 41% better than the model which does not reflect slope gradient. The results of this study are expected to be applied to the bicycle infrastructure planning that considers both longitude and transverse of bike lanes and the algorithm of bicycle route guidance system in the future.

• Journal of Korean Academy of Nursing
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• v.1 no.1
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• pp.103-110
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• 1970

It is important to point out that the percental mortality rate of the multiple pregnancy is almost twice of the single pregnancy due mainly to their prematurity and the mothers of twins will also be suffered from the plural births to nurse and take care of them. We therefore studied the incidence, the sex ratio, the types of deliveries, the complications and the percental mortality rate of the twin deliveries in order to promote the development of our field of maternal and child nursing. We selected our materials from the 112 patients who had been admitted and delivered twins in the department of OB. & Gyn. of the S.N.U. Hospital from Jan. 1962 to Dec. 1969. The abstructed results of this study were as follows. 1. The incidence of twins among 7, 731 births was 1:69 2. The occurrence of twins from elder multigravida was 4 to 6 times higher than younger primigravida mothers under 35 years of age. 3. The generational length of 45.5% of all twins was under 38 weeks and the mean birth weight of 1st and 2nd twins were 2, 354.7gm and 2, 215.8gm respectively. 4. The sex ratio of twins was 99 males and 124 females. 5. Presentation of twins: 59 cases (52.69%) were in both vertex. 37 cases (33.03%) in vertex plus breech. 15 cases (13.39%) in both breech and one case (0.89%) in transverse presentation. 6. For the types of deliveries Spontaneous deliveries were in 90 babies (40.6%) Breech extraction in 60 babies (26.3%) Vacuum used in 33 babies (15.0%) Cesarean section in 33 babies (9.8%) Forceps in 9 babies (4.2%) and others such as version and destructive measures in 9 babies (4.1%) 7. Intervals between the 1st and 2nd delivery were analyzed and 93% of 2nd twins were delivered within minutes after 1st delivery. 8. The main complications of twin deliveries were totemic (45.5%), second was postmarital hemorrhage (19.6%) and third was hydrations (7.1%) 9. The mean percental mortality of 1st and 2nd twins was 12.52% and 16.96% respectively of which main cause of death were their prematurity.