• 한국건설관리학회논문집
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• 제14권3호
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• pp.134-145
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• 2013

국내에서 시행되는 대형 도로건설사업은 공구별로 분리 발주되고 개별 시공사는 단절된 형태로 시공을 하게 된다. 공구별 공종 및 활용 장비는 유사하나, 공구 간 장비의 공유는 비공식적이고 부분적으로만 일어난다. 이로 인해 도로 현장에서 사용되는 고가의 장비들은 낮은 가동률을 보이며 임대비용이 공사비의 높은 비중을 차지한다. 본 연구에서는 린 건설과 프로그램 매니지먼트의 이론에 근거하여 개별 공구에서 발생하는 유휴 및 부족 장비를 전체 사업 차원에서 공유함으로서 장비 생산성을 향상 시킬 수 있는 방안을 모색하였다. 개발된 장비공유시스템은 정의된 기준(최단거리, 연속성, 빈도 및 일대일) 및 일련의 절차에 따라 공구들의 장비 수급현황을 바탕으로 비용을 최소화하면서 가동률을 높여주는 조건하에 두 공구 간 장비의 매칭(matching)을 자동화해준다. 본 시스템을 실제 도로공사 현장 4개 공구에 3개월 간, 3개 장비를 대상으로 시뮬레이션을 실시한 결과, 다공구에서의 생산성을 측정하는 지표인 nDPR이 향상되었으며, 장비 비용 또한 4.45% 개선되었다. 더불어, 공유횟수가 많은 장비일수록 nDPR 및 비용이 비례적으로 개선되는 것을 관찰할 수 있어 장비의 공유를 통한 긍정적 효과를 입증하였다. 본 연구의 결과는 개별 사업이 아닌 전체사업 차원의 관리를 통해 증대되는 사업 가치를 정량적으로 제시함으로서 프로그램 차원의 사업관리모델을 조기 도입하는데 일조할 수 있을 것으로 사료된다.

• 대한교통학회지
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• 제13권1호
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• pp.5-33
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• 1995

This paper addresses the outlines of the traffic signal timing principles engaged in TRACS and the results of field test. Research team, encompassing research institute, university, and electronic company, conducted the three-year project for developing the new system, named TRACS(Traffic Adaptive Control System). The project was successfully completed in 1994. TRACS aims at accomplishing the objectives of better traffic adaptability and more reliable travel time prediction. TRACS operates in real-time adjusting signal timings throughout the system in response to variations in traffic demand and system capacity. The purpose of TRACS is to control traffic on an area basis rather than on an isolated intersection basis. An other purpose of TRACS is to provide real-time road traffic information such as volume, speed, delay , travel time, and so on. The performance of the first version of TRACS was compared to the conventional TOD control through field test. The test result was promi ing in that TRACS consistantly outperformed the conventional control method. The change of signaltiming reacted timely to the variation of traffic demand. Extensive operational test of TRACS will be conducted this year, and some functions will be enhanced.

• 국제초고층학회논문집
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• 제4권3호
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• pp.199-207
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• 2015

Abeno Harukas is the tallest building in Japan and is located in Abeno, which is one of the three main railway transport nodes in Osaka. This building has a height of 300 meters, and its lowest levels are 30 meters below ground. It contains a department store, museum, offices, a hotel, and an observatory. In this urban renewal project, a section of the department store that encloses the station was dismantled and replaced by a supertall building complex, while infrastructure was simultaneously constructed, including: upgrades to the station and the existing department store, improved connections to the subway and pedestrian bridges, and a new pedestrian walkway over the road. In this paper, the ingenious erection processes, newly developed technologies, and precise construction management techniques are introduced for Japan's tallest building.

• 환경영향평가
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• 제13권6호
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• pp.295-305
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• 2004

After the Rio declaration on environment and development in 1992, developed countries are undertaking "environmentally sustainable transportation (EST)" projects. To meet the needs for EST, current transportation policies in Korea are rapidly reforming and one of its concerns is modernizing and upgrading railway freight system. Planning new railroad construction projects is increasing and subsequent environmental impact assessment (EIA) demands improvements, especially in both the EIA and decision making systems. In this paper, we discuss the present status of EIA for railroad construction projects, especially, by analyzing the EIA documents for the last six years. The EIA for railroad construction projects accounts for only 4.9% of total 918 project EIAs during 1998-2003, and the portion is gradually increasing. Major environmental concerns for EIA in railroad construction projects were geomorphological and ecological changes, protection of rare organisms, air pollution, water pollution, waste management, and noise, etc. We compared characteristics of environmental impacts of railroad construction with those of vehicle road construction, based on environmental and construction-planning indicators appeared in Environmental Impact Statements. Railroad construction usually requires longer tunnels and bridges for a given length than those for vehicle road construction. In addition, the amounts of geomorphological and ecological changes (road-cutting, embankment, devegetation, etc.) in railroad construction were generally less than 50% of those in vehicle road construction. To develop environmentally friendly railway systems, monitoring studies for environmental impacts of railroads such as habitat fragmentation and road kills, dispersal of alien plants, tunnelling effects on groundwater and vegetation, and noise impacts are highly recommended.

• 한국지반공학회:학술대회논문집
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• 한국지반공학회 2010년도 추계 학술발표회
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• pp.1302-1313
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• 2010

The west express way is notorious for extremely heavy traffic area in the west of Seoul, South Korea. Hence, the city government recently initiated a new underground BTO (Build-Transfer-Operate) road project to solve traffic congestion and a high construction cost. The proposed underground express road being designed is the first double-level tunnel ever designed in South Korea and using Conventional tunnelling method (NATM). A total length of tunnel for light vehicles is 10.91km long including both open cut structures and concrete lining with middle-deck in bored tunnel. There are also 4 ventilation shafts for ventilation and evacuation on emergency. Many design issues had been aroused during the preliminary design phase and detail design phase is currently going on. This paper discusses design focuses including excavation methods, ground water issues, a deck slab installation, and a construction cost etc. for the double level road tunnel design of urban area.

• 기술사
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• 제42권4호
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• pp.45-50
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• 2009

The modal split structure of the Korea's transportation system has been dominated by road-oriented structure. The shortage of the inftrastructure to accommodate the rapidly increasing travel demand has brought about socio-economic losses such as severe traffic congestion and high logistic costs, and thereby weakened the competitiveness of the country. Highway transportation sector is more vulnerable to energy consumption comparing with railway sector since the highway sector is dependent mostly on fossil fuels for its energy source. In 2006 annual road cogestion costs in Korea reached 24.6 trillion won, with an average annual growth rate of 5.4%. The annual road congestion cost of intercity highways were 9.2 trillion won. As the new cities that recently developed are located far from Seoul area, the boundary of commuting in Seoul metropolitan area is extended. It makes passengers have longer trips with longer travel time, and the congestion problem to be more serious. In this regards, Gyeonggi Provincial Government proposed a deeper underground metropolitan express train system for the greater Metropolitan area. which is named as GTX. Gyeonggi Province suggested 3 key underground lines, based on the outcome of the feasibility study conducted by the Korea Society of Transportation, and submitted to the Ministry of Land Transportation and Maritime Affairs for its review. If the project is approved for construction and completed in 2016, the daily volume of surface traffic bound for Seoul will be reduced substantially and therefore the users will be benefitted for time savings by an annual amount of 2 trilion won every year.

• 한국건축시공학회:학술대회논문집
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• 한국건축시공학회 2020년도 봄 학술논문 발표대회
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• pp.155-156
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• 2020

Unlike new construction projects, road paving maintenance work shows large productivity discrepancies depending on the conditions of the worksite. The current construction cost calculation scheme, however, only provides daily construction volume categorized by work scope and scale: There are no detailed standards that can be implemented on various types of worksites. To develop standards that enable the calculation of appropriate construction costs by taking into account worksite conditions, the current study conducted on-site surveys and interviews. The on-site research and analysis revealed that location, construction width, the day's worksite lot, work scope, and construction objectives were found to cause differences in construction volume. In addition to the existing work scope and work scape variables, the current study added weight constants reflecting the daily work volume based on movement conditions at site and the size of the worksite lot. In this process, the current study found that even one type of construction project can have fifteen different levels of daily construction volume. Such detailed classification was deemed to enable the proper calculation of construction costs based on worksite conditions.

• 한국지반공학회:학술대회논문집
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• 한국지반공학회 2010년도 추계 학술발표회
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• pp.1314-1321
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• 2010

The west express way which links south west area of the central city of Seoul has been notorious for extremely heavy traffics since its first opening in 1991(i.e. the average vehicle speed is less than 25km/h, a daily traffic is 112,000 and among them, more than 94% of the vehicles are the light vehicles). The city government recently initiated a new BTO(Build-Transfer-Operate) project as an alternative in releasing heavy traffic and a high construction cost. The proposed underground express road is the first double-level tunnel (i.e. a total length of road is 10,91km and the tunnel is 9.308km long) ever built in South Korea, while such tunnel system is not new worldwide as such A86 East tunnel in France, SMART tunnel in Malaysia, and Fuxing tunnel in China. This paper discusses major design issues regarding the internal structures such as deck slab, and secondary liner.

• 한국도로학회논문집
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• 제20권1호
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• pp.1-8
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• 2018

PURPOSES : Case studies of an asphalt-overlay project with a performance-based contract method were conducted on a national highway in Korea to evaluate the effect of the method on asphalt pavement maintenance. This study evaluated the procedure of the performance-based contract method. METHODS : In this study, an asphalt-pavement maintenance project for a national highway was assessed with a performance-based contract to investigate the advantage of the new contract procedures. This is the first trial applying the performance-based contract to a pavement-rehabilitation project in Korea. In the four case studies, the warranty period of the performance-based contract was designed for seven years. The research team monitored the construction site to compare the normal contract method with the performance-based contract method. The case studies' project sites were investigated after the end of the construction. RESULTS : Based on the limited case studies, the performance-based contract method could extend the service life of the asphalt pavement and reduce the pavement-maintenance budget because the quality control was well managed by the contractors. However, a few construction laws would be necessary to apply the performance-based contract method in the future. CONCLUSIONS : Using the performance-based contract, the construction company made great efforts to guarantee the warranty period and to apply the optimal maintenance method, based on the pavement distress condition. The contractor and the agency would need to understand the new performance-based contract system for it to be activated. Therefore, a proper education program for the performance-based contract system would be needed to educate the stakeholders regarding the procedures and their effects on the pavement management and maintenance.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.761-767
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• 2011

Since the "Low Carbon, Green Growth" as a social requirements is attracted public attention, the policies and investments of the railway which have been less estimated than road is re-considered. Since the starting the commercial service (2004. April), the KTX have been operated successfully while transport passengers over 100million for years. And also the project for development of KHST (Korea High Speed Train ; G7) had been accomplished with a good result, the first trainset of KTX-II which base on G7 project was manufactured and testing now. On the other hand, the world's technology of the high speed train is more faster, and changing to a distributed traction system. To catch up the world's leading technology, the HEMU(High-speed Electric Multiple Unit) project will secure new technology and aims to promote the technology of domestic high-speed train. The authors indicates the result of detail review such as a curve, slope of the track and electrical dead section of the catenary to test at 400kph and also the performance simulation of the developed rolling stock in this paper. As the result, the authors devise the test scenario to perform a maximum speed test (stability at max. speed, acceleration & deceleration etc) with the restricted conditions such as track length, track available time etc by considering above result.