• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.6
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• pp.1-9
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• 2016

The paper aims at evaluating effects of preventive maintenance on life cycle cost(LCC) reduction of bridges. The preventive maintenance activities capable to delay bridge deteriorations can reduce overall maintenance costs and extend service life of a bridge by regularly providing maintenance activities and avoiding larger maintenance(repairs or rehabilitations) costs. Couple of prediction models were proposed in order to calculate LCC of a typical bridge: a health score model and repair rehabilitation cost model. In addition, the maintenance activities such as wash and painting were also suggested in order to consider effects of preventive maintenance in the analysis based on literature reviews. According to analysis results, new maintenance strategy(reactive maintenance + preventive maintenance) can save \0.5 billion per bridge for future life-cycle costs over 100 year analysis or \184 billion for entire HBMS(Highway Bridge Management System) inventory over 20 years. Small investments for preventive maintenance in improved bridge management can have a very significant return when considering the large bridge inventory.

• Proceedings of the Korean Operations and Management Science Society Conference
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• 2007.11a
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• pp.171-175
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• 2007

The Service sector has increased in importance over the last decade in troops. Military included public sector, but has very different peculiarity from other public institution. So it's necessary that developing an evaluation tool that measuring service quality and customer satisfaction for troops. This study was conducted to identify tile service quality factors which are utilized to measure military vehicle maintenance service quality and customer satisfaction. In this paper, developing a Structural Equation Model at 'three dimensional model of service quality', and it is applied to customers of military vehicle maintenance service.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.777-783
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• 2007

Life cycle costing is one of the most effective cost approaches when we choose a solution from series of alternative so the least long-term cost ownership is achieved. Life cycle costing in railway industry has been focused on the prediction of investment for railway vehicles. But in today, the life cycle cost, LCC, prediction on the aspect of operation and maintenance cost through whole life cycle is highly necessary. In this paper, we present a strategy for the development of life cycle cost estimation software on the aspect of maintenance strategies of railway vehicle. For this purpose, we suggested a structure of LCC software based on the UNIFE LCC model. And we developed a pilot version of software to evaluate the LCC model that we suggested for railway vehicle. We performed LCC analysis on the brake module of metro vehicle in case study and concluded that the software and model developed in this research could enough to support engineers in choosing better cost effective solutions from many alternatives.

• International Journal of Reliability and Applications
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• v.18 no.1
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• pp.1-8
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• 2017

In this paper, we study an extended warranty model under minimal repair-replacement warranty (MRRW) which is suggested by Park, Jung and Park (2013). Under MRRW policy, the manufacturer is responsible for providing the minimal repair-replacement services upon the system failures during the warranty period. And if the failure occurs during the extended warranty period, only the minimal repair is conducted. Following the expiration of extended warranty, the user is solely responsible for maintaining the system for a fixed length of time period and replaces the system at the end of such a maintenance period. During the maintenance period, only the minimally repair is given for each system failure. The main purpose of this article is to suggest the extended warranty and replacement model with MRRW. Given the cost structures incurred during the life cycle of the system, we formulate the expected cost and the expected length of life cycle to obtain the expected cost rate.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2013.11a
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• pp.114-115
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• 2013

The maintenance and repair period consists the largest part of a construction project life cycle cost. However, it has been analyzed that the repairing plan relies on regulations and the officers' experience mostly that sometimes lead to performing unnecessary work. Moreover, the data occurred during repairing have not been stored in a system that can be used in future plans. Therefore, the purpose of this study is to suggest a repairing cost and time predicting model by applying the properties of the building.

• Industrial Engineering and Management Systems
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• v.2 no.1
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• pp.63-70
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• 2003

In this study, we employed an arithmetic process (AP) approach to resolve gearbox maintenance problems. The approach is realistic and direct in modelling the characteristics of a deteriorating system such as a gearbox since a decreasing AP can model a gearbox's successive operating times and an increasing AP can model the corresponding consecutive repair times. First of all, two test statistics were used to check whether the process is arithmetic or not. Next, model parameters of the AP were estimated using the simple linear regression method. Finally, the optimal replacement policy based on minimising the long-run average cost per day was determined for each type of gearbox.

• Geomechanics and Engineering
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• v.29 no.3
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• pp.369-376
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• 2022

Accurately evaluating and predicting the performance of facilities is a key task in establishing a maintenance strategy for facilities. The importance of performance evaluation is becoming more pronounced, especially when the aging of facilities requires a huge budget. In this study, performance assessment models were developed for road and railway tunnels. Delphi analysis was performed to identify sub-elements necessary to evaluate the performance of a tunnel. The relative importance of the evaluation factors was derived from the AHP analysis. The correlation analysis was performed between each assessment factor and the final result to verify the significance of the model. For the correlation analysis, the survey data measured through precision safety diagnosis in tunnels in use was applied. The cost effectiveness analysis was also conducted according to the scenarios with different composition of performance factors in order to improve the practical applicability of the evaluation model developed in this study.

• Asian-Australasian Journal of Animal Sciences
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• v.10 no.1
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• pp.122-133
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• 1997

Purified diets containing 5 graded levels of threonine were fed to young, growing and finishing pigs to determine the threonine requirement for growth and maintenance. A model was developed to subdivide the threonine requirement for the maintenance from the requirement for growth. From this model, the threonine requirement for growth was 7.733, 10.968 and 11.235 g/kg live weight gain and the maintenance requirement was 0.118, 0.048 and 0.024 g per unit of metabolic body size at each stage of growth, respectively. In the young pigs, the threonine requirement for growth was 0.388 g/g N gain and the maintenance requirement was 0.122 g per unit of metabolic body size. The breakpoint of plasma threonine concentrations was 3.995, 7.933 and 7.738 g/d, respectively. Expected requirements obtained from these formulae were in general agreement with previous estimates. Based on the weight gain vs N gain equation, about 4.24% of the retained protein was comprised of threonine and compared to 3.81%, the mean threonine content of pig muscle CP.

• Asian-Australasian Journal of Animal Sciences
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• v.10 no.1
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• pp.86-97
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• 1997

Purified diets containing 5 graded levels of methionine + cystine were fed to young, growing and finishing pigs to determine the methionine + cystine requirement for growth and maintenance. A model was developed to subdivide the methionine + cystine requirement for maintenance from requirement for growth. From this model, the methionine + cystine requirement for growth was 8.633, 10.260 and 9.293 g/kg live weight gain and the maintenance requirement was 0.049, 0.016 and 0.019 g per unit of metabolic body size at each stage of growth, respectively. In the young pigs, the methionine + cystine requirement for growth was 0.491 g/g N gain and the maintenance requirement was 0.059 g per unit of metabolic body size. The breakpoint of plasma methionine + cystine concentrations was 3.888, 6.935 and 8.116 g/d, respectively. Expected requirements obtained from these formulae were in general agreement with previous estimates. Based on the weight gain vs N gain equation, about 4.44% of the retained protein was comprised of methionine + cystine and compared to 3.31%, the mean methionine + cystine content of pig muscle CP.

• Asian-Australasian Journal of Animal Sciences
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• v.10 no.1
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• pp.54-63
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• 1997

Purified diets containing 5 graded levels of lysine were fed to young and growing pigs to determine the lysine requirement for growth and maintenance. A model was developed to subdivide the lysine requirement for the maintenance from requirement for growth. From this model, the lysine requirement for growth was 18.018 and 19.431 g/kg live weight gain and the maintenance requirement was 0.115 and 0.033 g per unit of metabolic body size at each stage of growth, respectively. In the young pigs, the lysine requirement for growth was 0.950 g/g N gain and the maintenance requirement was 0.114 g per unit of metabolic body size. The breakpoint of plasma lysine concentrations was 8.695 and 13.464 g/d, respectively. Expected requirements obtained from these formulae were in general agreement with previous estimates. Based on weight gain vs N gain equation, about 7.92% of the retained protein was comprised of lysine as compared to 7.11%, the mean lysine content of pig muscle CP.