• Proceedings of the Korean Institute Of Construction Engineering and Management
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• autumn
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• pp.180-185
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• 2003

The increase of traffic over a bridge has been emerged as one of the most severe problems in view of bridge maintenance, since the load effect caused by the vehicle passage over the bridge has brought out a long-term damage to bridge structure, and it is nearly impossible to maintain operational serviceability of bridge to user's satisfactory level without any concern on bridge maintenance at the phase of completion. Moreover, bridge maintenance operation should be performed by regular inspection over the bridge to prevent structural malfunction or unexpected accidents front breaking out by monitoring on cracks or deformations during service. Therefore, technical breakthrough related to this uninterested field of bridge maintenance leading the public to the turning point of recognition is desperately needed. This study has the aim of development on automated inspection system to lower surface of bridge superstructures to replace the conventional system of bridge inspection with the naked eye, where the monitoring staff is directly on board to refractive or other type of maintenance .vehicles, with which it is expected that we can solve the problems essentially where the results of inspection are varied to change with subjective manlier from monitoring staff, increase stabilities in safety during the inspection, and make contribution to construct data base by providing objective and quantitative data and materials through image processing method over data captured by cameras. By this system it is also expected that objective estimation over the right time of maintenance and reinforcement work will lead enormous decrease in maintenance cost.

• Journal of Navigation and Port Research
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• v.47 no.3
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• pp.147-154
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• 2023

This study aims to determine the necessity, role, utilization, and operation and management plan in relation to the underwater space platform where humans can newly reside. It provides a comprehensive opinion on the need for creating undersea space and operation plans based on opinions of industry-university-affiliated organizations involved in the R&D project of the Ministry of Maritime Affairs and Fisheries for the utilization of undersea space and external experts participating in marine technology development. In this study, a survey was conducted on researchers participating in the construction of a Korean submarine space platform. FGI was conducted on marine technology development experts. Results were then derived. As a result of the analysis, the need for subsea space construction was found to be high. As for the role of subsea space, the most common opinion was to develop technology for utilizing subsea space and to secure marine science research functions. It was found that the creation of subsea space would have a positive impact on the domestic industry, especially the deep-sea development industry and the shipbuilding/offshore structure industry. In terms of utilization, after the end of the seabed space test bed, the response to utilization as a marine observation base and marine ecosystem research had the highest proportion. As for expected inconvenience, discomfort in the psychological environment was the highest. Experts suggest that securing a continuous budget is most important for stable operation in the future and that securing a manpower budget is essential for itemized budgets. In addition, it was judged that it would be appropriate to establish a prior agreement from the time of the prior agreement and prepare a countermeasure before proceeding with the project in order to ensure ownership issues, consignment management issues, and cost issues when using the project after the end of the project.

• Proceedings of the Korea Water Resources Association Conference
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• 2015.05a
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• pp.237-237
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• 2015

The district of Marlborough has had more than its share of river management projects over the past 150 years, each one uniquely affecting the geomorphology and flood hazard of the Wairau Plains. A major early project was to block the Opawa distributary channel at Conders Bend. The Opawa distributary channel took a third and more of Wairau River floodwaters and was a major increasing threat to Blenheim. The blocking of the Opawa required the Wairau and Lower Wairau rivers to carry greater flood flows more often. Consequently the Lower Wairau River was breaking out of its stopbanks approximately every seven years. The idea of diverting flood waters at Tuamarina by providing a direct diversion to the sea through the beach ridges was conceptualised back around the 1920s however, limits on resources and machinery meant the mission of excavating this diversion didn't become feasible until the 1960s. In 1964 a 10 m wide pilot channel was cut from the sea to Tuamarina with an initial capacity of $700m^3/s$. It was expected that floods would eventually scour this 'Wairau Diversion' to its design channel width of 150 m. This did take many more years than initially thought but after approximately 50 years with a little mechanical assistance the Wairau Diversion reached an adequate capacity. Using the power of the river to erode the channel out to its design width and depth was a brilliant idea that saved many thousands of dollars in construction costs and it is somewhat ironic that it is that very same concept that is now being used to deal with the aggradation problem that the Wairau Diversion has caused. The introduction of the Wairau Diversion did provide some flood relief to the lower reaches of the river but unfortunately as the Diversion channel was eroding and enlarging the Lower Wairau River was aggrading and reducing in capacity due to its inability to pass its sediment load with reduced flood flows. It is estimated that approximately $2,000,000m^3$ of sediment was deposited on the bed of the Lower Wairau River in the time between the Diversion's introduction in 1964 and 2010, raising the Lower Wairau's bed upwards of 1.5m in some locations. A numerical morphological model (MIKE-11 ST) was used to assess a number of options which led to the decision and resource consent to construct an erodible (fuse plug) bank at the head of the Wairau Diversion to divert more frequent scouring-flows ($+400m^3/s$)down the Lower Wairau River. Full control gates were ruled out on the grounds of expense. The initial construction of the erodible bank followed in late 2009 with the bank's level at the fuse location set to overtop and begin washing out at a combined Wairau flow of $1,400m^3/s$ which avoids berm flooding in the Lower Wairau. In the three years since the erodible bank was first constructed the Wairau River has sustained 14 events with recorded flows at Tuamarina above $1,000m^3/s$ and three of events in excess of $2,500m^3/s$. These freshes and floods have resulted in washout and rebuild of the erodible bank eight times with a combined rebuild expenditure of $80,000. Marlborough District Council's Rivers & Drainage Department maintains a regular monitoring program for the bed of the Lower Wairau River, which consists of recurrently surveying a series of standard cross sections and estimating the mean bed level (MBL) at each section as well as an overall MBL change over time. A survey was carried out just prior to the installation of the erodible bank and another survey was carried out earlier this year. The results from this latest survey show for the first time since construction of the Wairau Diversion the Lower Wairau River is enlarging. It is estimated that the entire bed of the Lower Wairau has eroded down by an overall average of 60 mm since the introduction of the erodible bank which equates to a total volume of $260,000m^3$. At a cost of $$0.30/m^3$ this represents excellent value compared to mechanical dredging which would likely be in excess of $$10/m^3$. This confirms that the idea of using the river to enlarge the channel is again working for the Wairau River system and that in time nature's "excavator" will provide a channel capacity that will continue to meet design requirements.

• Journal of Fisheries and Marine Sciences Education
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• v.4 no.2
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• pp.109-120
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• 1992

The auther reported the distribution of fisheries high schools and arrangement of curriculum in Japan in the forward report, and describes on the outer apparance and substantiality of education of fisheries high schools in Japan in the present report. 1. The rate of population to the number of fisheries high school shows 2,350 thousands in Japan, compared with 3,250 thousands in Korea. Then the rate in Korea is 1.4 times as high as that in Japan. 2. The rate of pupil to the whole regular instructors for fundamental subjects and for vocational subjects in the fisheries high schools, and also the rate to the instructors for vocational subjects show 10.4 and 16.3 in Japan, compared with 18.2 and 30.2 in Korea. Then the rate in Korea is 1.8 times as high as that in Japan. In addition to the instructors for vocational subjects. trainer and assistants for technical training-are employed in Japan compared with no such instructors or assistants in Korea. Then the rate of pupil to the whole instructing staffs in Korea is 2.4 times as high as that in Japan. 3. 81 percents of training ships in Japan are larger than 400 gross tons, which is extremely higher to that in Korea. The rate of gross tonnage of the ships to the number of trainees shows 6.2 tons in Japan compared with 1.1 tons in Korea. Also such large dimensioned training ships are newly built every other 12 years. the construction cost per 1 gross ton of such ships are said as 2.5 to 3 million yen, which corresponds to 15 to 18 million wons, and is over 3 times as much as that in Korea. 4. The basic education on the marine field is widely diffused in Japan. For an example, swimming pools are prepared not only in fisheries high schools but also in primary schools although it is rate even in fisheries high schools or colleges in Korea. 5. Almost all provinces which locate on the seashore have at least one fisheries high school and the curriculum is arranged to match the needs of local districts, then the management of school is tightly linked to the local government. 6. Entrance system is also flexible and recommended entrance system for successors of fishermen is settled. 7. Re-education of instructors for the new subjects which should be prepared to match the demands of ages are supported by local government in the aspect of time and budget. 8. The special two-year course for advanced seamen' s education is attached to some fisheries high schools and the graduates are qualified to get the third grade marine officer's or engineer's liscence.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.2
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• pp.123-130
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• 2016

With the development of fast construction mode in shipbuilding market, the demand on accuracy management of hull is becoming higher and higher in shipbuilding industry. In order to enhance production efficiency and reduce manufacturing cycle time in shipbuilding industry, it is important for shipyards to have the accuracy of ship components evaluated efficiently during the whole manufacturing cycle time. In accurate shipbuilding process, block accuracy is the key part, which has significant meaning in shortening the period of shipbuilding process, decreasing cost and improving the quality of ship. The key of block accuracy control is to create a integrate block accuracy controlling system, which makes great sense in implementing comprehensive accuracy controlling, increasing block accuracy, standardization of proceeding of accuracy controlling, realizing "zero-defect transferring" and advancing non-allowance shipbuilding. Generally, managers of accuracy control measure the vital points at section surface of block by using the heavy total station, which is inconvenient and time-consuming for measurement of vital points. In this paper, a new measurement method based on point clouds technique has been proposed. This method is to measure the 3D coordinates values of vital points at section surface of block by using 3D scanner, and then compare the measured point with design point based on ICP algorithm which has an allowable error check process that makes sure that whether or not the error between design point and measured point is within the margin of error.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.28 no.4
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• pp.369-374
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• 2015

In this paper, an EM sensing based prestressing force estimation method is proposed, in which it can estimate tensile force of PS tendon for PSC girder. The PSC girder has more improved performance than the general concrete girder by introducing the prestressing to the concrete. Thus the PSC girder bridge is widely constructed due to its high performance and low cost. However, the prestressing force has not been managed nevertheless it is major factor for the maintenance of the PSC girder bridge. The prestressing force was just measured during construction using jacking device and after that, it can not be managed. For this reason, this paper proposes a tensile force estimation method of PS tendon based on EM sensor. The permeability of ferroelectric material is changed according to the induced stress to the material, in which it can be measured using EM sensor. To measure the permeability of PS tendon, the EM sensor was fabricated and verified by performing the MTS test. The test was performed using 7-wire steel tendon under the 0, 40, 80, 120, 160, 200 KN of tensile force. The permeability of PS tendon was gradually decreased according to the increasement of tensile force. The regression method was used to find the relation between permeability and stress. As a result, the permeability has linear relation with the tensile force of PS tendon and the pre-stressing force can be estimated by the derived estimation equation.

• Journal of the Korean Institute of Landscape Architecture
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• v.48 no.3
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• pp.1-11
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• 2020

Urban parks are important spaces of ecological and socio-cultural value to citizens who lead busy lives in increasingly complex and densely populated megalopolises. However, creating and maintaining city parks takes the will of the authorities to put it into practice and provide the attendant financial resources. That explains why we are focused on the budget aspects for the Seoul Metropolitan City in relation to creating park spaces. Our findings were as follows: 1) The overall city budget has steadily increased, but the budget allocated to Green Seoul Bureau and new park development has decreased since 2011. 2) As for elected officials, the budget grew during the time of the first, third, and fourth mayors as the creation of parks was considered to be a major priority, but after the sixth popularly elected mayor, the budget was sharply cut. 3) About 10% of the budget was allocated to the parks managed by the self-governing districts, compared to the ones under the direct management of the city. Furthermore, the analysis of the average annual budget for each park and how long (in terms of year) the budget for each park is invested showed that it was classified into three different types of category. Local governments adhere to the principle that their budget must be compiled and expended for a single year, which makes it hard to establish and push ahead with a long-term plan. However, as parks and green areas should not be approached from a short-term perspective for performance but from a long-term perspective, securing the consistent amount of budget is essential. This study has significance in that it attempted to analyze the budget issues related to parks, which has not been studied in depth so far, but the subject in this paper was limited to the budget for Green Seoul Bureau. Therefore, further research is needed because the parks managed by the self-governing districts were not considered.

• Journal of Korean Society of Transportation
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• v.23 no.7 s.85
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• pp.17-33
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• 2005

Highway design speed is a very important design element which determines highway design level. When determining highway design speed, one would estimate it utilizing the most likelihood of design speed and vehicle operating speed relationship. Existing operating speed prediction models only include highway geometric characteristics and their impacts on speed, which usually can not consider the impact of highway design speed on surrounding roadway environment and land use pattern. If this happens, excessive highway construction cost and huge environmental impact can occur. In this research project, a new vehicle operating speed prediction model was developed which can reflect the effect of surrounding roadway environment into vehicle speed prediction. The followings are the research findings : Firstly, highway terrain types and land use pattern on national roads were classified and integrated into drivers' visual recognition pattern. This was performed using a data management software. Secondly, the developed highway terrain types and land use pattern were related to vehicle speeds and it was found that there were significant statistical differences among vehicle speed for each different terrain and land use pattern. Thirdly. the General Linear Model analysis was employed to analyze the effects of highway geometric features, terrain types, and land use patterns. For two-lane highway and four-lane highway tested in this research project, it was found that R squares were 0.67 and 0.85, respectively. Additionally an optimal highway design speed range table, based on this research project. was proposed for practical use. This table can be reliably used on South Korean national road design, but discretion is required for applying this table to other types of highways including provincial roads and municipal roads.

• Proceedings of the Korean Society for Bio-Environment Control Conference
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• 1996.05a
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• pp.91-115
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• 1996

In the recent years, protected horticultural facilities have been modernized and glasshouses are also propagating in Korea, even most vegetables production are conducted in the traditional plastic houses covered with, for example, PVC film for just temperature keeping. It would limit the productivity and competitivity of the vegetable production industry without automatization and high quality year round production. A plant factory, aimed to produce vegetables in the limited areas, was initiated in Christensen farm, Denmark in 1957, and widely propagated in some developed countries. As it has the automatized system which enables to keep optimized environment conditions, it will be the best facility for high quality products as well as year round planned production. However, we have not even started the plant factory production. Since the plant factory is requiring lots of resources, besides plant cultivation technologies, such as environment control, automatic engineering and robotics, our approach to the development of plant factories should be minded on Practical Plant Factories considering our current farming practices and least capital needs rather than blindly employing the advanced technologies from developed countries. Thus, Korean plant factory development can be initiated with year round leaf vegetables production in NFT or DFT cultivation system instead of the moval bed system, in which aerial environment factors such as light, temperature, humidity and CO$_2$ concentration and root environment ones such as solution concentration, temperature, pH and water soluble oxygen shall be automatically controlled. And the seeding, seedling and transplanting operations shall be accomplished in the house entrance, and the harvesting and grading opreations shall be conducted in the house exit. For practical plant factories, environment control technologies including artificial light source, illumination and air conditioning, automatic management for nutrient solution and automatic production line of moval bed system, transplanting and harvest should be developed along with researches on the cost reduction of factory building construction.

• Steel and Composite Structures
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• v.34 no.5
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• pp.743-767
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• 2020

Due to the impressive flexural performance, enhanced compressive strength and more constrained crack propagation, Fibre-reinforced concrete (FRC) have been widely employed in the construction application. Majority of experimental studies have focused on the seismic behavior of FRC columns. Based on the valid experimental data obtained from the previous studies, the current study has evaluated the seismic response and compressive strength of FRC rectangular columns while following hybrid metaheuristic techniques. Due to the non-linearity of seismic data, Adaptive neuro-fuzzy inference system (ANFIS) has been incorporated with metaheuristic algorithms. 317 different datasets from FRC column tests has been applied as one database in order to determine the most influential factor on the ultimate strengths of FRC rectangular columns subjected to the simulated seismic loading. ANFIS has been used with the incorporation of Particle Swarm Optimization (PSO) and Genetic algorithm (GA). For the analysis of the attained results, Extreme learning machine (ELM) as an authentic prediction method has been concurrently used. The variable selection procedure is to choose the most dominant parameters affecting the ultimate strengths of FRC rectangular columns subjected to simulated seismic loading. Accordingly, the results have shown that ANFIS-PSO has successfully predicted the seismic lateral load with R² = 0.857 and 0.902 for the test and train phase, respectively, nominated as the lateral load prediction estimator. On the other hand, in case of compressive strength prediction, ELM is to predict the compressive strength with R² = 0.657 and 0.862 for test and train phase, respectively. The results have shown that the seismic lateral force trend is more predictable than the compressive strength of FRC rectangular columns, in which the best results belong to the lateral force prediction. Compressive strength prediction has illustrated a significant deviation above 40 Mpa which could be related to the considerable non-linearity and possible empirical shortcomings. Finally, employing ANFIS-GA and ANFIS-PSO techniques to evaluate the seismic response of FRC are a promising reliable approach to be replaced for high cost and time-consuming experimental tests.