도로 주행의 안전성 측면에서 타이어-노면간 미끄럼 마찰력은 주행 차량의 제동거리와 직접적인 요인으로 작용한다. 포장재료와 공법은 노출되는 포장 표면에 적절한 노면의 조직(Texture)을 형성하여 노면의 미끄럼 마찰력을 증가시킨다. 도로 표면에 노출되는 사용골재의 크기와 종류를 달리하거나 인위적인 홈을 주어 Macrotexture와 Microtexture를 형성 한다. 형성된 노면 조직은 시간이 경과 됨에 따라 환경하중과 교통하중이 반복 재하되면서 표면마모가 급격히 진행된다. 교통량의 흐름에 따라 마모로 인해 Microtexture 뿐만 아니라 Macrotexture의 노면조직은 매끄러운 표면으로 변해간다. 교통량의 흐름은 다양하다. 교통량 통계자료에 따르면 고속도로 이용차량의 약 70%는 승용차와 같은 2축 1단위로 구성 된 1종 차량이 차지하고 있다. 이는 국내 교통 특성은 포장 마모에 취약한 환경임을 말해주고 있다. 주행 차량들의 좌/ 우 바퀴의 간격과 주행위치의 다른 궤적에 따라 차량바퀴의 횡방향 변동을 원더링(Wandering)이라하는데, 도로포장 분 야에서 교통특성이 포장에 미치는 영향으로 원더링에 대한 연구 많이 진행 되어왔다. 본 연구에서는 실제 고속도로와 시 험도로에서 횡방향 위치별 미끄럼 마찰을 반복 조사하여 차량의 원더링에 따라 미끄럼 마찰저항이 다르게 분포함을 정 량적으로 입증하였다.

In this paper, the adsorption removal characteristic for 10 species of perfluoroalkyl and polyfluoroalkyl substances (PFAS) was investigated using GAC and modified GAC (GAC-Cu). After modification with Cu(II), the amount of copper was to 1.93 and 4.73 mg/g for GAC and GAC-Cu, respectively. The total amount of 10 species of PFAS per specific area was obtained to 0.548 and 0.612 ng/m2 for GAC and GAC-Cu, respectively. A series of batch test confirmed lower efficiency was observed with a smaller number of carbon chain length and the removal efficiency of PFCA (perfluoroalkyl carboxylic acids) was lower than that of PFSA (perfluoroalkyl sulfonic acids) with the same carbon chain length. Regarding the pH effect, the adsorption capacity was decreased with increase of pH due to the increase of electrostatic repulsion. According to pseudo first and second order (PFO and PSO) kinetic models, while the values of equilibrium uptake and time did not show significant difference, a difference in uptake was observed between 24-48h. Furthermore, based on correlation analysis, Log Kow and uptake have a high correlation with molecular weight (M.W.) and initial concentration, respectively. These results show that long-chain PFAS have higher removal efficiency due to their increased hydrophobicity.

PURPOSES : Pavement surface friction depends significantly on pavement surface texture characteristics. The mean texture depth (MTD), which is an index representing pavement surface texture characteristics, is typically used to predict pavement surface friction. However, the MTD may not be sufficient to represent the texture characteristics to predict friction. To enhance the prediction of pavement surface friction, one must select additional variables that can explain complex pavement surface textures. METHODS : In this study, pavement surface texture characteristics that affect pavement surface friction were analyzed based on the friction mechanism. The wavelength, pavement surface texture shape, and pavement texture depth were hypothesized to significantly affect the surface friction of pavement. To verify this, the effects of the three abovementioned pavement surface texture characteristics on pavement surface friction must be investigated. However, because the surface texture of actual pavements is irregular, examining the individual effects of these characteristics is difficult. To achieve this goal, the selected pavement surface texture characteristics were formed quantitatively, and the irregularities of the actual pavement surface texture were improved by artificially forming the pavement surface texture using threedimensionally printed specimens. To reflect the pavement surface texture characteristics in the specimen, the MTD was set as the pavement surface texture depth, and the exposed aggregate number (EAN) was set as a variable. Additionally, the aggregate shape was controlled to reflect the characteristics of the pavement surface texture of the specimen. Subsequently, a shape index was proposed and implemented in a statistical analysis to investigate its effect on pavement friction. The pavement surface friction was measured via the British pendulum test, which enables measurement to be performed in narrow areas, considering the limited size of the three-dimensionally printed specimens. On wet pavement surfaces, the pavement surface friction reduced significantly because of the water film, which intensified the effect of the pavement surface texture. Therefore, the pavement surface friction was measured under wet conditions. Accordingly, a BPN (wet) prediction model was proposed by statistically analyzing the relationship among the MTD, EAN, aggregate shape, and BPN (wet). RESULTS : Pavement surface friction is affected by adhesion and hysteresis, with hysteresis being the predominant factor under wet conditions. Because hysteresis is caused by the deformation of rubber, pavement surface friction can be secured through the formation of a pavement surface texture that causes rubber deformation. Hysteresis occurs through the function of macro-textures among pavement surface textures, and the effects of macro-texture factors such as the EAN, MTD, and aggregate shape on the BPN (wet) are as follows: 1) The MTD ranges set in this study are 0.8, 1.0, and 1.2, and under the experimental conditions, the BPN (wet) increases linearly with the MTD. 2) An optimum EAN is indicated when the BPN (wet) is the maximum, and the BPN decreases after its maximum value is attained. This may be because when the EAN increases excessively, the space for the rubber to penetrate decreases, thereby reducing the hysteresis. 3) The shape of the aggregate is closely related to the EAN; meanwhile, the maximum value of the pavement surface friction and the optimum EAN change depending on the aggregate shape. This is believed to be due to changes in the rubber penetration volume based on the aggregate shape. Based on the results above, a statistical prediction model for the BPN (wet) is proposed using the MTD, EAN, and shape index as variables. CONCLUSIONS : The EAN, MTD, and aggregate shape are crucial factors in predicting skid resistance. Notably, the EAN and aggregate shape, which are not incorporated into existing pavement surface friction prediction models, affect the pavement surface friction. However, the texture of the specimen created via three-dimensional printing differs significantly from the actual pavement surface texture. Therefore, the pavement surface friction prediction model proposed in this study should be supplemented with comparisons with actual pavement surface data in the future.

Thermal cutting processes that can be applied to dismantling nuclear power plants include oxygen cutting, plasma cutting, and laser cutting. According to the global trend, research projects are being carried out in various countries to upgrade laser cutting, and many studies are also being conducted in Korea with plans to apply laser cutting processes when dismantling nuclear power plants. However, with the current technology level of the laser cutting process, the maximum thickness that can be cut is limited to 250 mm. Therefore, in this study, a laser-oxygen hybrid cutting process was implemented by adding a laser heat source to the oxygen cutting process that can cut carbon steel with a thickness of 250 mm or more (RV, beam, column, beam, etc.) when dismantling the nuclear power plant. This has the advantage of improving the cutting speed and reducing the cutting width Kerf compared to conventional oxygen cutting. In this research, the laser-oxygen hybrid cutting process consisted of laser cutting to which Raycus’ 8 kW Fiber Laser power source was applied and oxygen cutting to which hydrogen was applied with Fuel Gas. The oxygen torch was placed perpendicular to the test piece, and the laser head was irradiated by tilting 35° to 70°. The effects of cutting directions on quality and performance were studied, and cutting paths were selected by comparing cutting results. Thereafter, it was confirmed that there is an optimal laser output power according to the cutting thickness by studying the effect on the cutting surface quality by changing only the laser output power under the same cutting conditions. The results of this study are expected to be helpful in the remote cutting process using laser-oxygen hybrid cutting when dismantling domestic nuclear power plants in the future.

본 연구에서는 미국 해양 대기청(NOAA)의 NOAA-20 위성에 장착된 차세대 고해상도 복사계인 VIIRS로부터 산출된 적외 해수면온도의 자료를 수집하고, 실측 자료와의 일치점을 생산하여 한반도 주변 해역에서의 정확도를 검증 하였다. 2020년 5월부터 2023년 6월까지 최근 3년간의 자료를 사용하였고, 총 75,700개의 일치점을 생산하였다. NOAA-20/VIIRS 해수면온도는 표층 뜰개 부이 관측 해수면온도와 비교해보았을 때 약 0.52K의 평균 제곱근 오차와 – 0.12 K의 평균 편차를 보였고, 이는 전구 해역을 대상으로 한 기존의 정확도 검증 연구 결과값을 상회하는 수치였다. NOAA-20 해수면온도의 오차 특성 분석 결과 겨울과 봄에는 음의 편차가, 여름철에는 양의 편차를 보이는 계절적 특 성이 나타났으며, 15-16시에 최대 평균 제곱근오차, 최대 양의 편차 및 22-24시에 최소 평균제곱근오차, 최소 편차를 가지는 일간 변화를 보였다. 이외에도 NOAA-20 해수면온도의 오차는 풍속, 위성 천정각, 연안으로부터의 거리, 해수면 온도의 공간 구배 크기에 영향을 받아 변동하는 특성이 나타났다. 전반적으로 위성 해수면온도의 편차값은 14ms1 이 상의 풍속 범위에서 풍속이 커질수록 양의 방향으로 증가하는 경향을 보였으며, 5 m s1 이하의 낮은 풍속 범위에서는 풍속이 약해질수록 낮/밤 자료에 따라 각각 양의 방향, 음의 방향으로 편차가 증가하였다. 위성 천정각이 커질수록 해 수면온도의 오차 범위는 급격하게 증가하였으며, 연안에 근접할수록 (<300 km) 위성 해수면온도의 오차가 증가하는 것 을 확인할 수 있었다. 해수면온도의 공간 구배는 그 크기가 커질수록 위성 해수면온도의 평균 제곱근 오차를 증폭시키 는 경향이 나타났다. 국지적인 해역에서의 위성 해수면온도 정확도 및 오차 특성은 전구 해역에서의 전반적인 특성과는 다르게 나타날 수 있다는 점을 고려할 때 본 연구는 향후 한반도 주변해에서 VIIRS 해수면온도를 활용하기 위한 선행 연구로 해수면온도 오차의 변동 특성 및 분포에 대한 깊은 이해가 필요함을 시사한다.

대조차 개방형 조간대 퇴적물에 대한 태풍 효과를 한국 서해안 고창 동호리 조간대에서 연구하였다. 2010년 태 풍 곤파스 전·후와 2018년 솔릭 전·후에 나타난 표층 퇴적물 조직, 집적률, 퇴적상 변화를 관측하였다. 두 개의 태풍 곤파스와 솔릭은 각각 2010년 9월 1일과 2일, 2018년 8월 23일과 24일 사이에 한반도 남서부 연안에 상륙하여 내륙을 관통하였다. 태풍 곤파스 전·후와 솔릭 전·후에 고창 동호리 조간대의 측선을 따라 30m 간격으로 표층 퇴적물을 채취 하고 집적률을 측정하였다. 동호리 조간대를 평균고조면, 평균해수면, 평균저조면을 기준으로 고조대, 중조대, 저조대로 세분하여 연구하였다. 두 태풍 모두 태풍 후에 고조대는 퇴적되었고 중조대와 저조대는 침식되었다. 고조대에서 저조대 방향으로 갈수록 집적률이 감소하였다. 고조대의 표층 퇴적물 조직은 두 태풍 모두 태풍 후에 평균 입도는 세립해지고 분급은 양호해졌다. 중조대의 표층 퇴적물 조직은 변화가 거의 없었으며, 저조대는 일부 구간에서 태풍 후에 띠 형태의 퇴적체가 나타났다.

Carbon steel pipes, which are essentially used in the manufacturing industry, are used in various fields due to the advancement of the industry, and a cutting process is essentially applied to pipes manufactured in a nominal size. The cutting process is the most basic and first process used to obtain a material in a desired shape, and it can affect the quality of subsequent processes such as welding or painting, so high-quality cutting surfaces are essential. Therefore, due to the advantage of improving productivity, it is essential to study to secure the appropriate quality of the cutting surface of the plasma cutting process, which is widely used in the industrial field. In this study, the effect of cut surface quality according to process parameters in the plasma cutting process for carbon steel pipe materials was analyzed. The surface roughness was measured to determine the quality of the cut surface, and the relationship between the surface roughness and the process variables was confirmed by selecting the arc current and cutting speed, which are identified as the main factors forming the surface roughness, as process variables.

In order to apply to high-nickel cathodes for high-capacity and stability enhancement of lithium-ion batteries, the characteristics of the coating film were reviewed using the conventional nickel plating method. The surface morphology of the plating layer and the measurement of the surface roughness were analyzed according to scan size and rate using the contact mode of Atomic Force Microscopy. The hydrogen ion concentration (pH) of the electrolyte played an important role in shaping the metal ion plating. As the overpotential of the surface increased during plating, the crystals grew in a direction other than the main crystal growth direction. The increase in on-time during pulse plating appears to result in coarse particles as much of the applied current is consumed by the reduction of hydrogen ions, resulting in lower current efficiency. From the AFM image, it was confirmed that the blackening of the plated film was due to a partial overvoltage phenomenon during electrolytic degreasing. In order to be used as a high-nickel cathode, it seems that the current must be uniformly distributed on the surface of the substrate during plating.

위성 해수면온도 합성장은 수치예보모델의 입력 자료 및 지구온난화와 기후 변화 연구에 활용되는 중요한 자료이다. 본 연구에서는 2007년부터 2018년까지 6종류의 위성 해수면온도 합성장 자료를 수집하여 한반도 주변 해역에서 각 해수면온도 합성장 자료의 공간 분포 특성을 분석하였다. 기상청 해양기상부이 실측 수온 자료와 해수면온도 합성장 자료의 시계열을 비교하고 오차의 최대값 및 최대값이 나타나는 시기를 분석하였다. 황해 연안에 위치한 덕적도와 칠발도 부이에서 위성 해수면온도 합성장과 실측 수온의 차는 1년주기 또는 반년주기의 높은 변동성을 보였다. 포항 부이 에서는 강한 용승에 의해 냉수대가 발생한 2013년 여름철에 높은 수온 차가 나타났다. 해수면온도 자료의 시계열을 활용하여 스펙트럼 분석을 수행한 결과, 일별 위성 해수면온도 합성장은 약 1개월 이상의 주기에서는 실측 자료와 유사 한 스펙트럼 에너지를 보였다. 반면 위성 해수면온도 합성장과 실측 수온의 스펙트럼 에너지의 차는 시간 주파수가 증 가할수록 증가하는 경향을 보였다. 이는 위성 해수면온도 합성장 자료가 연안 부근 수온의 시간적 변동성을 적절하게 표현하지 못하였을 가능성을 시사한다. 위성 해수면온도 영상의 해양 전선은 공간 구조와 강도의 측면에서 위성 해수면 온도 합성장 자료 간 차이점을 보였다. 해수면온도 합성장에서 표현되는 공간 규모 또한 공간 스펙트럼 분석을 통해 조사하였다. 그 결과 고해상도 해수면온도 합성 영상이 저해상도 해수면온도 영상보다 상대적으로 중규모 해양 현상의 공간 구조를 더 잘 표현하였다. 따라서 실제 중규모 해양 현상을 보다 구체적으로 표현할 수 있는 위성 해수면온도 합성장 생산을 위한 고도의 기술 개발이 필요하다.

For the purpose of manufacturing a high efficiency TiO2 photocatalyst, B-doped TiO2 photocatalysts are synthesized using a plasma electrolytic oxidation method in 0.5 M H2SO4 electrolyte with different concentrations of H3BO3 as additive. For the B doped TiO2 layer fabricated from sulfuric electrolyte having a higher concentration of H3BO3 additive, the main XRD peaks of (101) and (200) anatase phase shift gradually toward the lower angle direction, indicating volume expansion of the TiO2 anatase lattice by incorporation of boron, when compared with TiO2 layers formed in sulfuric acid with lower concentration of additive. Moreover, XPS results indicate that the center of the binding energy peak of B1s increases from 191.45 eV to 191.98 eV, which suggests that most of boron atoms are doped interstitially in the TiO2 layer rather than substitutionally. The B doped TiO2 catalyst fabricated in sulfuric electrolyte with 1.0 M H3BO3 exhibits enhanced photocurrent response, and high efficiency and rate constant for dye degradation, which is ascribed to the synergistic effect of the new impurity energy band induced by introducing boron to the interstitial site and the improvement of charge transfer reaction.

Numerous chemical modifications on activated carbon such as acidic conditioning, thermal treatment and metal impregnation have been investigated to enhance adsorption capacities of micropollutants in water treatment plants. In this study, chemical modification including acidic, alkaline treatment, and iron-impregnation was evaluated for adsorption of 2,4-dichlorophenol (2,4-DCP). For Fe-impregnation, three concentrations of ferric chloride solutions, i.e., 0.2 M, 0.4 M, and 0.8 M, were used and ion-exchange (MIX) of iron and subsequent thermal treatment (MTH) were also applied. Surface properties of the modified carbons were analyzed by active surface area, pore volume, three-dimensional images, and chemical characteristics. The acidic and alkaline treatment changed the pore structures but yielded little improvement of adsorption capacities. As Fe concentrations were increased during impregnation, the active adsorption areas were decreased and the compositional ratios of Fe were increased. Adsorption capacities of modified ACs were evaluated using Langmuir isotherm. The MIX modification was not efficient to enhance 2,4-DCP adsorption and the MES treatment showed increases in adsorption capacities of 2,4-DCP, compared to the original activated carbon. These results implied a possibility of chemical impregnation modification for improvement of adsorption of 2,4-DCP, if a proper modification procedure is sought.

본 연구에서는 낙동강 수계 8개의 보 구간에서 퇴적물의 변화에 대하여 알아보았다. 보 구간의 퇴적물을 채취하여 유기물, 영양염류, 금속류 항목을 분석하였으며, 시간의 흐름에 따른 변화를 알아보았다. 보를 기준으로 상류부에는 퇴적물이 세립해지거나 세립한 퇴적물이 증가와 감소를 반복하는 것으로 나타났으며, 하류부에서 조립한 퇴적물을 유지하는 것으로 나타났다. 퇴적물의 유기물 및 영양염류는 입도와 강한 상관성을 보이고 있으며, 조립한 상태를 유지하는 지점보다 퇴적물이 세립해지는 지점에서 증가하였다. 유기물과 영양염류의 농도가 증가하는 지점이 있었으나 하천·호소 퇴적물 오염평가 기준의 기준치를 넘는 지점이 없어 유기물, 영 양염류에 대하여 오염 정도가 미약한 상태로 보인다. 금속류의 경우 전반적으로 농도가 증가하는 것으로 나타났으며, 입도 및 유기물, 영양염류와 상관성이 미약하였다. 일부 금속이 독성이 나타날 가능성이 있는 II등급에 속하는 지점이 있으나 I등급과 농도 차이가 많지 않으며 대부분의 금속이 I등급 을 유지하여 금속류에 대한 오염정도는 미약한 것으로 판단 된다. 본 연구결과가 낙동강 수계의 퇴적물 변화를 모두 대표 할 수는 없지만 보 구간의 퇴적물 변화 특성을 이해하는 자료로 활용이 가능할 것으로 생각되며, 향후 독성평가를 진행 하거나 보 구간에서 입도와 금속류의 분포 및 상관관계에 대한 지속적인 연구가 진행되어야 할 것으로 보인다.

Temporal and spatial fluctuations of surface water temperature in Yeosu Bay for the period from 2010 to 2011 were studied using the data from temperature monitoring buoys deployed at 32 stations in the south coast of Korea. Temperatures in the northern part of the bay are higher in summer and lower in winter than in the southern part of the bay. The lowest and highest temperature of the annual mean are found at the eastern coast of POSCO and at the west of Dae Island, respectively. Cold water masses appear at estuarine area when the discharge of Sumjin river is affluent. Amplitude of temperature fluctuation whose period is less than semi-diurnal is largest at Hadong coast and around Dae Island. Spectral analysis of surface water temperature shows a significant peak at a periodic fluctuation of 0.5 to 24 days and about 15-day period of predominant fluctuation is most frequent in Yeosu Bay. From the cross-correlation analysis of temperature fluctuations, Yeosu Bay can be classified into six areas; the south area affected by South Sea of Korea, the mixed area in the center of the bay, the estuarine area affected by river discharge at the north of the bay, the hot waste water area near Hadong coast, the area around Dae Island and the area near Noryang Channel affected by the water in Jinju Bay, respectively.

The accuracy of satellite-observed sea surface salinity (SSS) was evaluated in comparison with in-situ salinity measurements from ARGO floats and buoys in the seas around the Korean Peninsula, the northwest Pacific, and the global ocean. Differences in satellite SSS and in-situ measurements (SSS errors) indicated characteristic dependences on geolocation, sea surface temperature (SST), and other oceanic and atmospheric conditions. Overall, the root-mean-square (rms) errors of non-averaged SMOS SSSs ranged from approximately 0.8-1.08 psu for each in-situ salinity dataset consisting of ARGO measurements and non-ARGO data from CTD and buoy measurements in both local seas and the ocean. All SMOS SSSs exhibited characteristic negative bias errors at a range of −0.50- −0.10 psu in the global ocean and the northwest Pacific, respectively. Both rms and bias errors increased to 1.07 psu and −0.17 psu, respectively, in the East Sea. An analysis of the SSS errors indicated dependence on the latitude, SST, and wind speed. The differences of SMOS-derived SSSs from in-situ salinity data tended to be amplified at high latitudes (40-60°N) and high sea water salinity. Wind speeds contributed to the underestimation of SMOS salinity with negative bias compared with in-situ salinity measurements. Continuous and extensive validation of satellite-observed salinity in the local seas around Korea should be further investigated for proper use.

PURPOSES : This study investigates the abrasion characteristics of coarse aggregate using the Los Angeles (L.A.) abrasion test and the accelerated polishing machine (APM) test. The coarse aggregates are randomly exposed on the surface of asphalt concrete pavements and on exposed aggregate concrete pavements. The exposed aggregates play a very important role in providing skid resistance. Therefore, the adequate abrasion resistance of coarse aggregate must be ensured to maintain the skid resistance during service life. In Korea, the LA abrasion test is conducted according to the KS F 2508 standard for the evaluation of the abrasion resistance of coarse aggregate. However, the road surface abrasion is caused by the friction between the tire and the road surface structure; hence, whether the LA abrasion test, which evaluates the abrasion caused by the impact of coarse aggregates and steel balls, can evaluate the road surface abrasion is questionable. A comparison and an analysis between the APM and LA abrasion tests were conducted herein to evaluate the road abrasion. An analysis was also performed to analyze whether the abrasion characteristics appeared depending on the type of coarse aggregate. METHODS: The results of the APM and LA abrasion tests for various aggregate types were obtained through a series of experiments and literature reviews. The correlation between the LA abrasion loss and the PV data was derived. In addition, the influence of the aggregate type on the abrasion resistance was investigated. RESULTS : An abrasion resistance database was established, and the relationship between the rock types and the abrasion resistance was statistically determined. The results showed that the PV was increased to 0.54 along with a 1% increasing rate of the LA abrasion loss with a 0.67 coefficient of determination. The abrasion resistance was also influenced by the aggregate type, which was found to be statistically significant. CONCLUSIONS: A good relationship between the PV and the LA abrasion loss was obtained, allowing the use of the LA abrasion test (KS F 2508) alone, to reasonably evaluate the abrasion resistance of the exposed aggregate texture. The aggregate types were also found to have an impact on the abrasion resistance.