• International Journal of Highway Engineering
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• v.8 no.3 s.29
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• pp.129-141
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• 2006

The vertical soil pressure developed in the granular layer of asphalt pavement system is influenced by various factors, including the wheel load magnitude, the loading speed, and asphalt pavement temperature. This research observed the distribution of vertical soil pressure in pavement supporting layer by investigating measured data from soil pressure gage in the KHC Test Road. The existing specification of subbase and subgrade compaction was also evaluated with measured vertical pressure. The finite element analysis was conducted to verify the accuracy of results with measured data because it can maximize research capacity without significant field test. The test data was collected from A5, A7, A14, and A15 test sections at August, September, and November 2004 and August 2005. Those test sections and test data were selected because they had best quality. The size of influence area was evaluated and the vertical pressure variation was investigated with respect to load level, load speed, and pavement temperature. The lower speed, higher load level, and higher pavement temperature increased the vertical pressure and reduced the area of influence. The finite element result showed the similar trend of vertical pressure variation in comparison with measured data. The specification of compaction quality for subbase and subgrade is higher than the level of vertical pressure measured with truck load so that it should be lurker investigated.

• Journal of the Korea Institute of Building Construction
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• v.9 no.5
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• pp.79-86
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• 2009

In a steel structure, spray-applied fire resistive materials are crucial in preventing structural strength from being weakened in the event of a fire. The quality control of such materials, however, is difficult for manual workers, who can frequently be in short supply. These skilled workers are also very likely to be exposed to environmental hazards. Problems with construction work such as this, which are specifically the difficulty of achieving quality control and the dangerous nature of the work itself, can be solved to some degree by the introduction of automated equipment. It is, however, very difficult to automate the work process, from operation to the selection of a location for the equipment, as the environment of a construction site has not yet been structured to accommodate automation. This is a fundamental study on the possibility of the automation of spray-applied fire resistive coating work. In this study, the linkability of the cutting-edge RTLS to an automation system is reviewed, and a scenario for the automation of spray-applied fire resistive coating work and system composition is presented. The system suggested in this study is still in a conceptual stage, and as such, there are many restrictions still to be resolved. Despite this fact, automation is expected to have good effectiveness in terms of preventing fire from spreading by maintaining a certain level of strength at a high temperature when a fire occurs, as it maintains the thickness of the fire-resistive coating at a specified level, and secures the integrity of the coating with the steel structure, thereby enhancing the fire-resistive performance. It also expected that if future research is conducted in this area in relation to a cutting-edge monitoring TRS, such as the ubiquitous sensor network (USN) and/or building information model (BIM), it will contribute to raising the level of construction automation in Korea, reducing costs through the systematic and efficient management of construction resources, shortening construction periods, and implementing more precise construction

• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.517-528
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• 2007

Domestic or international existing researches regarding rail damage factors are focused on laying, vehicle conditions, driving speed and driving habits and overlook characteristics of track structure (elasticity, maintenance etc). Also in ballast track, as there is no special lateral spring stiffness of track also called as ballast lateral resistance in concrete track, generally, existing study shows concrete track has 2 time shorter life cycle for rail replacement than ballast track due to abrasion. As a result of domestic concrete track design and operation performance review, concrete track elasticity is lower than track elasticity of ballast track resulting higher damage on rail and tracks. Generally, concrete track has advantage in track elasticity adjustment than ballast track and in case of Europe, in concrete track design, it is recommended to have same or higher performance range of vertical elastic stiffness of ballast track but domestically or internationally review on lateral spring stiffness of track is very minimal. Therefore, through analysis of service line track on site measurement and analysis on performance of maintenance, in this research, dynamic characteristic behaviors of commonly used ballast and concrete track are studied to infer elasticity of service line track and experimentally prove effects of track lateral spring stiffness that influence curved rail damage as well as correlation between track elasticity by track system and rail damage to propose importance of appropriate elastic stiffness level for concrete and ballast track.

• Geophysics and Geophysical Exploration
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• v.10 no.3
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• pp.173-182
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• 2007

It is well known that manganese nodules enriched with valuable metals are abundantly distributed in the abyssal plain area in the Clarion-Clipperton (C-C) fracture zone of the northeast Pacific. Previous studies using deep-sea camera (DSC) system reported different observations about the relation of seafloor topographic change and nodule abundance, and they were sometimes contradictory. Moreover, proper foundation on the estimation of DSC underwater position, was not introduced clearly. The variability of the mining condition of manganese nodule according to seafloor topography was examined in the Korea Deep Ocean Study (KODOS) area, located in the C-C zone. In this paper, it is suggested that the utilization of deep towing system such as DSC is very useful approach to whom are interested in analysing the distributional characteristics of manganese nodule filed and in selecting promising minable area. To this purpose, nodule abundance and detailed bathymetry were acquired using deep-sea camera system and multi-beam echo sounder, respectively on the seamount free abyssal hill area of southern part ($132^{\circ}10'W$, $9^{\circ}45'N$) in KODOS regime. Some reasonable assumptions were introduced to enhance the accuracy of estimated DSC sampling position. The accuracy in the result of estimated underwater position was verified indirectly through the comparison of measured abundances on the crossing point of neighboring DSC tracks. From the recorded seafloor images, not only nodules and sediments but cracks and cliffs could be also found frequently. The positions of these probable unminable area were calculated by use of the recorded time being encountered with them from the seafloor images of DSC. The results suggest that the unminable areas are mostly distributed on the slope sides and hill tops, where nodule collector can not travel over.

• Journal of the Korean Geotechnical Society
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• v.15 no.2
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• pp.43-71
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• 1999

This research is an experimental work of developing a construction material using municipal wastewater sludge as liner and cover materials for waste disposal landfill. Weathered granite soil and flyash, produced as a by-product in the power plant, were used as the primary additives to improve geotechnical engineering properties of sludge. For secondary additives, bentonite and cement were mixed with sludge to decrease the permeability and to increase the shear strength, respectively. Various laboratory test required to evaluate the design criteria for liner and cover materials, were carried out by changing the mixing ratio of sludge with the additives. Basic soil properties such as specific gravity, grain size distribution, liquid and plastic limits were measured to analyze their effects on permeability, compaction, compressibility and shear strength properties of mixtures. Laboratory compaction tests were conducted to find the maximum dry densities and the optimum moisture contents of mixtures, and their effectiveness of compaction in field was consequently evaluated. Permeability tests of variable heads with compacted samples, and the stress-controlled consolidation tests with measuring permeabilities of samples during consolidation process were performed to obtain permeability, and to find the compressibility as well as consolidational coefficients of mixtures, respectively. To evaluate the long term stability of sludges, creep tests were also conducted in parallel with permeability tests of variable heads. On the other hand, for the compacted sludge decomposed for a month, permeability tests were carried out to investigate the effect of decomposition of organic matters in sludges on its permeability. Direct shear tests were performed to evaluate the shear strength parameters of mixed sludge with weathered granite, flyash and bentonite. For the mixture of sludge with cement, unconfined compression tests were carried out to find their strength with varying mixing ratio and curing time. On the other hand, CBR tests for compacted specimen were also conducted to evaluate the trafficability of mixtures. Various test results with mixtures were assessed to evaluate whether their properties meet the requirements as liner and cover materials in waste disposal landfill.

• Journal of Korean Tunnelling and Underground Space Association
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• v.19 no.6
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• pp.915-936
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• 2017

In this study, current status of Korean hazard mitigation guideline for tunnel operation is summarized. It shows that requirement for CCTV installation has been gradually stricted and needs for tunnel incident detection system in conjunction with the CCTV in tunnels have been highly increased. Despite of this, it is noticed that mathematical algorithm based incident detection system, which are commonly applied in current tunnel operation, show very low detectable rates by less than 50%. The putative major reasons seem to be (1) very weak intensity of illumination (2) dust in tunnel (3) low installation height of CCTV to about 3.5 m, etc. Therefore, an attempt in this study is made to develop an deep-learning based tunnel incident detection system, which is relatively insensitive to very poor visibility conditions. Its theoretical background is given and validating investigation are undertaken focused on the moving vehicles and person out of vehicle in tunnel, which are the official major objects to be detected. Two scenarios are set up: (1) training and prediction in the same tunnel (2) training in a tunnel and prediction in the other tunnel. From the both cases, targeted object detection in prediction mode are achieved to detectable rate to higher than 80% in case of similar time period between training and prediction but it shows a bit low detectable rate to 40% when the prediction times are far from the training time without further training taking place. However, it is believed that the AI based system would be enhanced in its predictability automatically as further training are followed with accumulated CCTV BigData without any revision or calibration of the incident detection system.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.3
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• pp.247-262
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• 2022

In domestic tunnels, it is mandatory to install CCTVs in tunnels longer than 200 m which are also recommended by installation of a CCTV-based automatic accident detection system. In general, the CCTVs in the tunnel are installed at a low height as well as near by the moving vehicles due to the spatial limitation of tunnel structure, so a severe perspective effect takes place in the distance of installed CCTV and moving vehicles. Because of this effect, conventional CCTV-based accident detection systems in tunnel are known in general to be very hard to achieve the performance in detection of unexpected accidents such as stop or reversely moving vehicles, person on the road and fires, especially far from 100 m. Therefore, in this study, the region of interest is set up and a new concept of inverse perspective transformation technique is introduced. Since moving vehicles in the transformed image is enlarged proportionally to the distance from CCTV, it is possible to achieve consistency in object detection and identification of actual speed of moving vehicles in distance. To show this aspect, two datasets in the same conditions are composed with the original and the transformed images of CCTV in tunnel, respectively. A comparison of variation of appearance speed and size of moving vehicles in distance are made. Then, the performances of the object detection in distance are compared with respect to the both trained deep-learning models. As a result, the model case with the transformed images are able to achieve consistent performance in object and accident detections in distance even by 200 m.

• Magazine of the Korean Society of Agricultural Engineers
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• v.15 no.3
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• pp.3059-3088
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• 1973

The Object of research was laid on the dry paddy field which had a low level of underground water, rather than on a paddy field with a high level of underground water. In the treatment of the clay paddy field before transplanting we employed 3 kinds of methods; deep plowing, development of cracks by drying the surface of the field under which pipe drain was built. This study was to find which one, among these three methods, is the most effective to let roots extend to deep zone and increase the yield of rice and at the same time, for trafficability of large scale machinery which will be introduced to the harvest, in the light of the earth bearing capacity in relation with underground drainage. In the treatments of plots, 1) the kyong plot was plowed 39 days before transplanting and dried, 2) the kyun plot was plowed again 2days before transplanting after plowing 39 days before transplanting, leveling field surface in the saturation with water and developing the cracks by drying, 3) the kyunam plot was plowed again 2 days before transplanting after setting the drainage pipe and at the same time plowing 39 days before transplanting, leveling field surface in the saturation with water and developing the cracks by drying. Also each plot above had three different levels of soil depth, respectively; that is 15cm, 25cm, 35cm. The kyong plot with 15cm-depth was he control. The results obtained were as follows; 1. The kyunam plot showed a remarkably lager amount of water consumption by better underground drainage than the kyong and the kyun plot, and the kyong plot indicated a greater amount of water consumption than the kyun plot. Therefore the amount of available rainfall was decreased in the order of kyunam>kyong>kyun. The net duty of water decreased in the order of kyunam>kyong>kyun and its showed about 105cm in depth at the kyunam plot, about 70cm in depth at the kyong plot and about 45cm in depth at kyun plot, regardless of soil depth. 2. According to the tendency that the weight of the total root was effected by the maximum depth of the crack, it seemed that the root development was more affected by the depth of the crack than by only the crack itself. The weight of the total roots tended to increase as the depth of the crack got deeper and deeper, and the weight of the total roots was increased in the order of kyun<kyunam<kyong. 3. In the growing of the plant height, the difference did not appear at the beginning of growing(peak period of tillering) of any plot, But for the mid period of growing(ending period of tillering) to the period of young panicle formation, the deeper the depth of plot is, the more the growing goes down. On the contrary at the late period of growing, growth was more vigorous in the plot with deep depth than in the plot with shallow depth. Since the midperiod of growing, in the light of experimental treatment, the kyun plot was not better in growing than the other two plots and no remarkable defference was shown between the kyunam and the kyong plot, but the kyunam plot had the tendency of superiority in growing plant height. 4. As the depth of plot went deeper, the decreasing tendency was shown in the number of tillers through a whole period of growingi. When the above results were observed concering each plot of experimental treatment, the kyun plot was always smaller in the number of tiilers than the kyunam and the kvong plot, and the kyong plot was slightly larger than the kyunam plot in the number of tillers. 5. When each plot of the different experimental treatments was compared with the control plot(15-kyong), yield(weight of grains) was increased by 17% for the 35-kyong plot, by 10% for the 35-kyunam and yields for the other plots were less or nomore than the control plot. On the whole, as the depth of plot went deeper, yields for plots was increased in the order of kyong>kyunam>kyun. 1% of significance between the levels of depths and 5% of significance between the treatments were shown. 6. The depth of consumptive water which was more effective on the weight of grains is that of the last half period. When the depth of consumptive water was increased at the range of less than 2.7cm/day in the 15cm plot, 3.0cm/day in the 25cm plot and 3.3cm/day in the 35cm plot, the weight of grains was increased, and at the same time the weight of grains was increased as the depth of plot went deeper. The deeper plots was of advantage to the productivity at the same depth of consumptive water. 7. The increase in the weight of grains in propertion to the weighte of root showed a tendency to increase depending on the depth of plot at each plot of the same weight of roots. The weight of roots and grains together increasezd in the order of kyun>kyunam>kyong, considering each treatment of experimental plot. The weight of grains was in relation to the minimum water content ratio during the midperiod of surface drainage and the average earth temperature was mainly affected by the minimum water content ratio because it was relatively increased in proportion to the water content ratio(at less than 40%) 8. The weight ratio of straw to grain showed an increasing tendency at the plot of shallow depth and had a relation of an inversely exponental function to the weight of roots. At the same depth of plot except the 15cm plot, the weight ratio of straw to grain was increased in proportion to the depth of consumptive water. The weight of grains was increased as the depth of consumptive water was increased to some extent, but at the same time the weight of ratio of straw to grain was increased. 9. At a certain texture of soils the increase in the amount of the cracks depends on meteorological conditions, especially increase in amounts of pan evaporation. So if it rains during the progressing of field drying the cracks largely decrease. The amount of cracks of clay soil had relation of inversely exponental function to the water content ratio(at more than 25%). The maximum depth of crack kept generally a constant value at less than 30% of water content ratio. 10. The cone index showed the tendency that it was propertional to the amount of cracks within a certain limit but more or less inversely proportional over a certain limit. The water content ratio at the limit may be about 25%. 11. The increase in the cone index with the progressing of time after final surface drainage showed the tendency that it was proportional to the depth of consumptive water at the last half of growing period. Based on the same depth of if the cone index in the kyunam plot was much larger than in the other two plots and that in the kyong plot was much smaller than in the kyun plott, as long as the depth of plot was deeper, especially in the 35-kyong plot. 12. In the light of a situation where water content ratio of soil decreased and the cone index increased after final surface drainage the porogress of the field dryness was much more rapid in the kyunam plot than in the kyong plot and the kyun plot, especially slowest in the kyong plot. In the plot with deeper zone the progress was much slower. The progress requiring the value of the cone index, $2.5kg/cm^2$, that working machinary can move easily on the field changed with the time of final surface drainage and the amount of rainfall, but without nay rain it required, in the kyunam plot, about 44mm in total amount of pan evaporation and more than 50mm in the other two plots. Therefore the drying in the kyunam plot was generally more rapid in the kyunam plot was generally more rapid over 2days than in the kyun plot, and especially may be more rapid over 5days than in the 35-kyong plot.