• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.6
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• pp.715-725
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• 2021

When constructing railway stations, gates shall be located in appropriate locations for convenient use. However, to reduce construction costs, the number of gates was minimized and the location was not appropriately placed to the direction of many users. This study proposed a method to calculate the benefits of additional gate installations using the improvement of pedestrian traffic flow, occupied area and travel time as economic effects. In particular, a method of estimating the percentage of people using certain gates and the number of people by route within the station was proposed. This method was applied to analyze the effect of additional gates to Gwang-myeong Station on the Shinansan Line, which is to be opened in 2025. The effect has only improved in mobility. The first year of its opening was estimated at 5.91 billion won for mobility and 75.8 billion won for cost, and the B/C was 1.21 for 30 years after its opening. It is expected that this method will be applied to systematic effect analysis when additional gates are installed at unopened railway stations as well as existing railway stations.

• Journal of the Korean GEO-environmental Society
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• v.24 no.1
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• pp.37-44
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• 2023

In this study, the performance of the support modular system, as substructure of the proposed sustainable-perpetual modular road system to reduce road construction time and maintenance costs was evaluated. A modular road system consisting of 4 support modular cross-beams with a lower curved surface was constructed on the test-bed. Six load cells and eight LVDTs were installed in the center part of two cross-beam support modular systems. Two loads, 50kN and 100kN, were applied to 15 points on the pavement slab to measure the load and displacement occurring in the modular road system. The measured displacements were less than 1 mm, so it is considered that there was no problem in the stability of the actual road. When comparing the two applied loads and the measured loads in the field test, it was considered that the load transmitted to the ground under the support modular system is very small. It is considered that the modular road system with the support modular system is applicable to the actual road site.

• 제어로봇시스템학회:학술대회논문집
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• 2003.10a
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• pp.1927-1932
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• 2003

In a previous study, the authors have proposed the Cooperative Collision Avoidance (CCA) method which enables mobile robots to cooperatively avoid collisions, by extending the concept of the Velocity Obstacle to multiple robot systems. The method introduced an evaluation function considering an operation objective so that each robot can choose the velocity which optimizes the function. As the evaluation function could be of an arbitrary type, this method is applicable to a wide variety of tasks. However, it complicates the optimization of the function especially in real-time. In addition, construction of the evaluation function requires an operation objective of the other robot which is very hard to obtain without communication. In this paper, the CCA method is improved considering such problems for implementation. To decrease computational costs, the previous method is simplified by introducing two essential assumptions. Then, by treating the desired direction of locomotion for each robot as the operation objective, an operation objective estimator which estimates the desired direction of the other robot is introduced. The only measurement required is the other robot's relative position, since the other information can be obtained through the estimation. Hence, communicational devices that are necessary for most other cooperative methods are not required. Moreover, mobile robots employing the method can avoid collisions with uncooperative robots or moving obstacles as well as with cooperative robots. Consequently, this improved method can be applied to general dynamic environments consisting of various mobile robots.

• Journal of Korean Society on Water Environment
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• v.21 no.5
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• pp.464-469
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• 2005

In the nonwoven fabric filter bioreactor (NFBR), both the construction and the operation costs could be saved because a high concentration of microorganism can be maintained in the reactor as in the membrane bioreactor. However, the NFBR process has been investigated only under aerobic and/or anoxic conditions, In this research, a basic anaerobic treatment experiment was performed at $35^{\circ}C$ by feeding an airtight NFBR with a concentrated synthetic organic wastewater. The organic loading rate (OLR) of the NFBR was increased stepwise from $0.25kg\;COD/m^3-day$ to $0.77kg\;COD/m^3-day$ by gradually decreasing the hydraulic retention time from 20 days to 13 days. The results of the research showed that the best COD removal efficiency achieved at the OLR of $0.67kg\;COD/m^3-day$ with a value of 99.3%. The methane content of the produced gas was highest with a value of 61.2% at the OLR of $0.33g\;COD/m^3-day$. The highest methane production rate was $0.89g\;COD/m^3-day$ at the same OLR. The operation was terminated at the OLR of $0.77kg\;COD/m^3-day$ because of the deterioration in COD removal efficiency, gas production rate, and the methane content of the gas. Further researches are recommended for the NFBR to be employed for anaerobic treatment of organic wastewaters.

• 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 Korea Port Economic Association
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• v.36 no.3
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• pp.99-114
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• 2020

Overseas advanced ports are promoting smartification, as well as full automation of the terminals surrounding container terminals. A smart port can be defined as a comprehensive concept that pursues increased operational efficiencies, maximization of profit, efficient use of energy, and construction of eco-friendly ports with the introduction of fourth-industrial-revolution technology, including port automation. However, Korea is making efforts to introduce fourth-industrial-revolution technology into ports, but indications are that they are somewhat insufficient compared to advanced ports abroad. Therefore, this study conducted a survey about operators and users of container terminals in Gwangyang Port by deriving the factors determining the introduction of smart ports, such as cost, service, time, safety, and environment, from previous studies. This study analyzed the factors determining the introduction of smart ports and moderating effects when the adjustment variables of operators and users were applied to the pros and cons. As a result of the analysis, it was found that port operators and users have a moderating effect on cost, time, safety, and environmental factors, but not on service factors. These results indicate that port operators try to reduce costs through efficient operation, time management, and by reducing safety accidents by building smart ports, but analysis showed that the negative effects of smart ports have affected port users. The results of this study were derived through a moderated regression analysis and suggested implications for introducing smart ports in the conclusion.

• Korean Chemical Engineering Research
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• v.62 no.3
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• pp.214-224
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• 2024

Valves play an essential role in a chemical plant such as regulating fluid flow and pressure. Therefore, optimal selection of the valve size and type is essential task. Valve size and type have been selected based on theoretical formulas about calculating valve sizing coefficient (Cv). However, this approach has limitations such as requiring expert knowledge and consuming substantial time and costs. Herein, this study developed a model for predicting valve sizes and types using machine learning. We developed models using four algorithms: ANN, Random Forest, XGBoost, and Catboost and model performances were evaluated using NRMSE & R² score for size prediction and F1 score for type prediction. Additionally, a case study was conducted to explore the impact of phases on valve selection, using four datasets: total fluids, liquids, gases, and steam. As a result of the study, for valve size prediction, total fluid, liquid, and gas dataset demonstrated the best performance with Catboost (Based on R², total: 0.99216, liquid: 0.98602, gas: 0.99300. Based on NRMSE, total: 0.04072, liquid: 0.04886, gas: 0.03619) and steam dataset showed the best performance with RandomForest (R²: 0.99028, NRMSE: 0.03493). For valve type prediction, Catboost outperformed all datasets with the highest F1 scores (total: 0.95766, liquids: 0.96264, gases: 0.95770, steam: 1.0000). In Engineering Procurement Construction industry, the proposed fluid-specific machine learning-based model is expected to guide the selection of suitable valves based on given process conditions and facilitate faster decision-making.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.11
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• pp.731-739
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• 2017

As Additive Manufacturing (AM), so-called 3D printing technology, has become visualized, its potential for Mass-Customization, production costs and time savings has extended the scope of utilization to the architecture domain. Several cases that produced facilities, building elements and components using 3D printing technology have been announced mainly on the outside. There is also the development of foundation technologies including 3D printing-specific materials and equipment in Korea. As 3D printing technology in the architecture domain is currently in the early stages of adoption, realistic and systematic strategies are needed to advance it to the commercialization stages, considering the current circumstances of the industry. With this background, this study surveyed experts to investigate the status of the perception of 3D printing technology for adoption in domestic architecture industry. 3D printing technology is expected to be commercialized in areas of irregular-shape buildings and interior markets rather than general construction area. 3D printed products expected to be commercialized are limited to the level of building elements and the aesthetic factor is regarded as the most competitive factor. To enhance the possibility of the commercialization of 3D printed products, the 3D printing-specific construction method, related policies and systems are required along with the performance and stability of the materials and equipment.

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.139-148
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• 2011

Asphalt concrete overlay method is used by general maintenance and rehabilitation of construction for aged concrete pavement in Korea. However, in case of the AC overlay method to extend service life of the existing concrete pavements, various distresses of reflection crack, pothole and rutting are the typical problems of the asphalt overlay on existing concrete pavement since it has different physical characteristics between asphalt overlay and existing concrete pavement. To achieve this, application of concrete overlay method is required instead of AC overlay method. Concrete overlay method has advantages that can reduce maintenance cycle and costs since it has excellent bearing value for heavy vehicles and no rutting. However, technical problems of detour road construction, traffic control and other disadvantages happened by long curing time. Thus, in this study and experimental research were launched to evaluate the workability, durability and resistance against environmental loading of Very Rapid Hardening Acrylic Polymer Modified Concrete(VRH-APMC) for application of bonded concrete overlay method. Test results showed that the compressive and bond strength were exceed 21MPa and 1.4MPa of target strength after four hours for rapid traffic opening properties. And tests of resistance against environmental loading results showed that VRH-APMC secured excellent durability. Thus, it was known that VRH-APMC was suitable material for large scale bonded concrete overlay method, and it was possible to use maintenance and rehabilitation method which needs enough workability and rapid traffic opening.

• Korean Journal of Construction Engineering and Management
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• v.20 no.6
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• pp.57-65
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• 2019

If aging apartments are left unimproved through remodeling, the city will be eventually slum. As the government recognizes remodeling as an alternative to reconstruction, the law has been revised mainly to increase the housing area, increase the number of house and allow the vertical extension for making remodeling costs. However, the remodeling is still not activated yet in the market. Therefore, this study analyzes the decision factors of apartment remodeling in Seoul metropolitan area based on Heckman two-stage analysis considering sampling error. Research findings indicate that the decision for remodeling is determined by the characteristics of the household, housing, and time-lapse variables. And also the number of household members, net assets, housing satisfaction, the 11-20, 21-30, and more than 30 years of building are identified as the significant variables as a result of remodeling choice probability analysis. It is noteworthy that the significant variables from then remodeling cost analysis are net assets, area, more than 30 years of building, and unit housing price. It is also notable that the policy, which extend the housing area to cover remodeling cost, are not actually effective to activate the remodeling, and the age in the case of elderly people in Seoul and Gyeonggi-do who are expected to have high net assets and income is not significant variables. This study is expected to provide more objective and reliable implication to the policy makers, the home owner and the investors on the decision making process related to the remodeling project.