본 연구에서는 현장에서 실측된 유량 및 수위로부터 산정된 조도계수의 오차를 분석하고 그 타당성과 한계를 검토하였다. 자연 하천흐름을 등류로 가정하여 산정된 조도계수는 저유량 규모에서 부등류로 계산된 조도계수와 큰 차이를 나타내었으며, 이는 속도수두의 차이보다 평균 단면적, 동수반경 등 단면정보에 크게 영향을 받았다. 상대적으로 긴 구간에서 홍수량 규모의 평균 조도계수 산정에서는 구간 상하류만의 수위 자료를 이용하여 조도계수를 산정하는 수정 Newton-

본 연구는 자갈하천에서 실측한 자료를 사용하여 유량 변화에 따른 조도계수의 변화를 분석하고, 기존 조도계수 경험식의 적용성을 검토하는 것이 목적이다. 실측자료를 이용한 조도계수의 산정을 위하여 미 지질조사국의 NCALC 모형을 이용하여 대상구간의 조도계수를 산정하였고, 산정된 결과를 4가지 경험적인 방법에 의해 산정된 조도계수와 비교하였다. 분석결과 기존의 경험적 방법들은 홍수기에 국한하여 근사적인 해를 제공할 수 있으나 판단의 주관성, 방법에 따른 결

본 연구는 자갈하천에서 하상에 분포하는 입자에 작용하는 전단력을 이용하여 등가조도를 산정할 수 있는 모형을 개발하였다. 산정된 등가조도는 수위-유량자료가 부재한 하천에서 유량에 대한 수위를 산정하고 조도계수를 산정하는데 이용하였다. 대상하천은 섬진강의 중 하류부인 구례수위표와 송정수위표 구간으로 선정하였다. 등가조도는 개발된 모형에 의해 구례수위표지점에서 0.194m가 산정되었다. 산정된 등가조도를 흐름모형에 적용하여 계산된 수위유량자료를 관측된 자료와

공간적 위치 및 유량 값에 따라 각 계산점마다 조도계수의 값이 달리 주어질 수 있도록 하는 가변 조도변수 부정류 계산모형을 수립하였다. 유량과 조도계수의 관계식으로는 계단함수 또는 멱함수를 적용할 수 있도록 하였다. 수립된 모형을 충주댐부터 팔당댐까지의 남한강 구간에 적용하여 최적화에 의한 매개변수의 추정을 수행하였다. 가변 매개변수 모형의 보정 결과, 계단함수 도형 및 멱함수 모형 모두 유량이 커질수록 조도계수가 감소하는 경향이 일관되게 나타났다. 이

Effects of surface conditions (temperature and roughness) of test specimens, when measuring emissive power of far-infrared ray, have been investigated using FT-IR spectrometer. Element metal zinc (Zn) was selected in this study as representative specimen of materials consisting of simple element. The zinc specimens were heated to four temperatures, i.e., 333K, 353K, .373K, and also their surface was finished with SiC abrasive papers of 100, 220, 360, 400, 600, 800, and 1000 mesh in size. The results shows that the emissive power (W/㎡) of the far-infrared ray increases with temperature for a given roughness and its relationship may be expressed by the following equations: Yη=1.0=0.142.T-0.937 for η=1.0, and Yη=10=0.016.T-1.286 for η=10. The emissive power is also known to increase with surface roughness for a given temperature. Their relationship can be represented by the following equations: YT=313K=0.234.ln(η)+3.53, at 313K, YT=353K=0.234.ln(η)+4.02 at 353K and YT=393K=0.243.ln(η)+4.62 at 393K.

This paper discussed effect of the surface roughness and the hydrophobicity of support material on the microbial attachment in a rotating biological contactor. The hydrophobicity of each support material was determined by the measurement of contact angle of water and the surface roughness was measured by the surface roughness instrument. Microorganisms have well attached on the surface of more hydrophilic support material like Nylon6 than that of the hydrophobic support material like PE. When the relatively hydrophilic surface was roughen, the microbial attachment was increased but when the relatively hydrophobic surface was roughen, the attachment was slightly increased because the hydrophobicity of support material was increased by roughening the hydrophobic surface. Although both variables, the surface hydrophobicity and the surface roughness, have influenced the microbial attachment, the influence of the surface roughness overruled that of the surface hydrophobicity. Support material whose surfaces were roughened about l㎛, 6㎛ and 11㎛ were allowed for attached 3, 7 and 24hr, but the differences of maximum and minimum attachment of each material gave nearly constant values and similar trend with time.

Hull roughness due to corrosions of outer hull and had applications on outer hull paints was analyzed theoretically. It's value which was gainable practically, was studied, and estimated power penalty formular correspon-ding to that value were reviewed. Local roughness penalty and roughness texture penalty that paint manahers in ship yard can easily were compared and studied by dotting actual ships in the issued curves. Losses and benifits of hull roughness & the specification choise of A/F paint which managers of ship maintenance were much interested in have been calculated through actual ships. The paper is illustrating that how much the specification choise and managing of A/F paint have effects on fuel consumption of ship in program. It is urgently required that recent developed antifouling paints of new A/F generation should be adopted to new ship building by big shipping companies in view of the environmental protection and the economical maintenance of ships.

This paper deals with the method of determining the drag of hull surface which has any quality of roughness. The method consists mainly of the theoretical point of view, then the theory enables the drag coefficient to be calculated at full scale. The hydrodynamical roughness function of hull surface △U+, affected by the hull roughness are considered as to two cases, smooth surface and rough surface case separately. The inadequacy of a single parameter to define hull roughness is discussed and thus an as additional texture parameter is proposed.