• Journal of the Korea Concrete Institute
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• v.18 no.5 s.95
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• pp.687-693
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• 2006

The Stone Powder Sludge(below SPS) is the by-product from the process that translates stone power of 8mm under as crushed fine aggregate. It is the sludge as like cake that has average particle size of $7{\mu}m$, absorbing water content of 20 to 60%, and $SiO_2$ content of 60% over. Because of high water content of SPS, it is not only difficult to handle, transport, and recycle, but also makes worse the economical efficiency due to high energy consuming to drying. This study is aim to recycle SPS as it is without drying. Target product is the lightweight foamed concrete that is made from the slurry mixed with pulverized mineral compounds and foams through hydro-thermal reaction of CaO and $SiO_2$. Although in the commercial lightweight foamed concrete CaO source is the cement and $SiO_2$ source is high purity silica powder with $SiO_2$ of 90%, we tried to use the SPS as $SiO_2$ source. From the experiments with factors such as foam addition rate and replacement proportion of SPS, we find that the lightweight foamed concrete with SPS shows the same trends as the density and strength of lightweight foamed concrete increases according to decrease of foam addition rate. But in the same condition, the lightweight foamed concrete with SPS is superior strength and density to that with high purity silica. This trends is distinguished according to increase of replacement proportion of SPS, also the analysis of XRF shows that the hydro thermal reaction translates SPS to tobermorite. Although SPS has low $SiO_2$ contents, the lightweight foamed concrete with SPS has superior strength and density, because it reacts well with CaO due to extremely fine particles. We conclude that it is possible to replace the high purity silica as SPS in the lightweight foamed concrete experimentally.

• Journal of the Institute of Electronics and Information Engineers
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• v.54 no.3
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• pp.3-9
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• 2017

Recently, in 3rd Generation Partnership Project(3GPP), there is a study of the Long Term Evolution(LTE) based vehicle communication which has been actively conducted to provide a transport efficiency, telematics and infortainment. Because the vehicle communication is closely related to the safety, it requires a reliable communication. Because vehicle speed is very fast, unlike the movement of the user, radio channel is rapidly changed and generate a number of problems such as transmission quality degradation. Therefore, we have to continuously updates the channel estimates. There are five types of conventional channel estimation scheme. Least Square(LS) is obtained by pilot symbol which is known to transmitter and receiver. Decision Directed Channel Estimation(DDCE) scheme uses the data signal for channel estimation. Constructed Data Pilot(CDP) scheme uses the correlation characteristic between adjacent two data symbols. Spectral Temporal Averaging(STA) scheme uses the frequency-time domain average of the channel. Smoothing scheme reduces the peak error value of data decision. In this paper, we propose the novel channel estimation scheme in LTE based Vehicle-to-Vehicle(V2V) environment. In our Hybrid Reliable Channel Estimation(HRCE) scheme, DDCE and Smoothing schemes are combined and finally the Linear Minimum Mean Square Error(LMMSE) scheme is applied to minimize the channel estimation error. Therefore it is possible to detect the reliable data. In simulation results, overall performance can be improved in terms of Normalized Mean Square Error(NMSE) and Bit Error Rate(BER).

• Korean Journal of Remote Sensing
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• v.36 no.2_2
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• pp.249-261
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• 2020

Coastal monitoring using multiple platforms/sensors is a very important tools for accurately understanding the changes in offshore marine environment and disaster with high temporal and spatial resolutions. However, integrated observation studies using multiple platforms and sensors are insufficient, and none of them have been evaluated for efficiency and limitation of convergence. In this study, we aimed to suggest an integrated observation method with multi-remote sensing platform and sensors, and to diagnose the utility and limitation. Integrated in situ surveys were conducted using Rhodamine WT fluorescent dye to simulate various marine disasters. In September 2019, the distribution and movement of RWT dye patches were detected using satellite (Kompsat-2/3/3A, Landsat-8 OLI, Sentinel-3 OLCI and GOCI), unmanned aircraft (Mavic 2 pro and Inspire 2), and manned aircraft platforms after injecting fluorescent dye into the waters of the South Sea-Yeosu Sea. The initial patch size of the RWT dye was 2,600 ㎡ and spread to 62,000 ㎡ about 138 minutes later. The RWT patches gradually moved southwestward from the point where they were first released,similar to the pattern of tidal current flowing southwest as the tides gradually decreased. Unmanned Aerial Vehicles (UAVs) image showed highest resolution in terms of spatial and time resolution, but the coverage area was the narrowest. In the case of satellite images, the coverage area was wide, but there were some limitations compared to other platforms in terms of operability due to the long cycle of revisiting. For Sentinel-3 OLCI and GOCI, the spectral resolution and signal-to-noise ratio (SNR) were the highest, but small fluorescent dye detection was limited in terms of spatial resolution. In the case of hyperspectral sensor mounted on manned aircraft, the spectral resolution was the highest, but this was also somewhat limited in terms of operability. From this simulation approach, multi-platform integrated observation was able to confirm that time,space and spectral resolution could be significantly improved. In the future, if this study results are linked to coastal numerical models, it will be possible to predict the transport and diffusion of contaminants, and it is expected that it can contribute to improving model accuracy by using them as input and verification data of the numerical models.

• Journal of the Korean Institute of Gas
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• v.23 no.6
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• pp.90-96
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• 2019

Natural gas has been regarded as one of major alternative fuels, because of the increment of mining shale gas and supplying PNG(Pipeline Natural Gas) from Russia. Thus, it needs to broaden the usage of natural gas as the increasing its supplement. In this situation, application of natural gas on the transport area is a good suggestion to reduce exhaust emissions such as CO₂(carbon dioxides) and soot from vehicles. For this reason, natural gas can be applied to SI(spark ignition) engines due to its anti-knocking and low auto-ignitibility characteristics. Recently, since turbocharged SI engine has been widely used, it needs to apply natural gas on the turbocharged SI engine. However, there is a major challenge for using natural gas on turbocharged SI engine, because it is hard to make natural gas direct injection in the cylinder, while gasoline is possible. As a result, there is a loss of fresh air when natural gas is injected by MPI (multi-point injection) method under the same intake pressure with gasoline-fueled condition. It brings the power reduction. Therefore, in this research, intake pressure was increased by controling the turbocharger system under natural gas-fueled condition to improve power output. The goal of improved power is the same level with that of gasoline-fueled condition under the maximum torque condition of each engine speed. As a result, the maximum power levels, which are the same with those of gasoline-fueled conditions, with improved brake thermal efficiency could be achieved for each engine speed (from 2,000 to 6,000 rpm) by increasing intake pressure 5-27 % compared to those of gasoline-fueled conditions.

• Journal of Korean Society of Transportation
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• v.33 no.4
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• pp.337-347
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• 2015

Since the application of roundabouts by 2010 have been started, more than 350 roundabouts were installed in Korea. Recently the types of constructed roundabouts become various, and the intersection conditions for installing roundabouts were also various. However, there were some difficulties to install roundabouts around school zone due to safety problems. In this study, appropriate distance from adjacent signal crosswalks to roundabouts were estimated for securing pedestrian safety and operation efficiency around school zone. With the analyses, the minimum distance standard was suggested to obtain operational effectiveness of roundabout according to traffic volume, traffic flow, pedestrian green time and secures pedestrian safety and convenience. In this paper, average delay of roundabout as various length of distances between an adjacent crosswalk and a roundabout as different pedestrian signal times, traffic volumes, traffic flow rates were analyzed. Through this study, it was found that about four times of delay in a roundabout was generated if there was adjacent signal crosswalk. However if there is enough distance between an adjacent crosswalk and a roundabout, the value of increasing delay on roundabouts with adjacent a signalized crosswalk can be considerably reduced. Critical value of the distance between a roundabout and a signal crosswalk in case of roundabouts within 200-500 vehicle/hour/lane entry traffic flow, 20-40% of left turn traffic, and over 15 seconds pedestrian green time was about 50 meters. In conclusion, if there is minimum 40 meter distance from roundabouts, adjacent signal crosswalks can be installed and operated for students' safety around school zone.

• Journal of Korea Water Resources Association
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• v.49 no.7
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• pp.625-634
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• 2016

Three leading agencies under different ministries - Korea Meteorological Administration (KMA) in the ministry of Environment, Han river control office in the Ministry of Land, Infrastructure and Transport (MOLIT) and Weather Group of ROK Air Force in the Ministry of National Defense (MND) - have been operated radars in the purpose of observing weather, hydrology and military operational weather in Korea. Eight S-band dual-pol. radars have been newly installed or replaced by these ministries over different places by 2015. However each ministry has different aims of operating radars, observation strategies, data processing algorithms, etc. Due to the differences, there is a wide level of accuracy on observed radar data as well as the composite images made of the cross governmental radar measurement. Gaining fairly high level of accuracy on radar data obtained by different agencies has been shared as a great concern by the ministries. Thus, "an agreement of harmonizing weather and hydrological radar products" was made by the three ministries in 2010. Particularly, this is very important to produce better rainfall estimation using the cross governmental radar measurement. Weather Radar Center(WRC) in KMA has been developed an empirical method using measurements observed by Yongin testbed radar. This study is aiming to examine the efficiency of the empirical method to improve the accuracies of radar rainfalls estimated from cross governmental dual-pol. radar measurements. As a result, the radar rainfalls of three radars (Baengnyeongdo, Biseulsan, and, Sobaeksan Radar) were shown improvement in accuracy (1-NE) up to 70% using data from May to October in 2015. Also, the range of the accuracies in radar rainfall estimation, which were from 30% to 60% before adjusting polarimetric variables, were decreased from 65% to 70% after adjusting polarimetric variables.

• Journal of the Korean Society for Marine Environment & Energy
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• v.15 no.2
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• pp.67-75
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• 2012

Carbon-dioxide capture and storage (CCS) process is consisted by capturing carbon-dioxide from large point source such as power plant and steel works, transporting and sequestrating captured $CO_2$ in a stable geological structure. During CCS process, it is inevitable of introducing impurities from combustion, capture and purification process into $CO_2$ stream. Impurities such as $SO_2$, $H_2O$, CO, $N_2$, Ar, $O_2$, $H_2$, can influence on process efficiency, capital expenditure, operation expense of CCS process. In this study, experimental apparatus is built to simulate the behavior of $CO_2$ transport under various impurity composition and process pressure condition. With this apparatus, $N_2$ impurity effect on $CO_2$ mixture transportation was experimentally evaluated. The result showed that as $N_2$ ratio increased pressure drop per mass flow and specific volume of $CO_2-N_2$ mixture also increased. In 120 and 100 bar condition the mixture was in single phase supercritical condition, and as $N_2$ ratio increased gradient of specific volume change and pressure drop per mass flow did not change largely compared to low pressure condition. In 70 bar condition the mixture phase changed from single phase liquid to single phase vapor through liquid-vapor two phase region, and it showed that the gradient of specific volume change and pressure drop per mass flow varied in each phase.

• Korean Journal of Environmental Agriculture
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• v.34 no.4
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• pp.268-273
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• 2015

BACKGROUND: Petroleum-contaminated soil from leaking above- and underground storage tanks and spillage during transport of petroleum products is widespread environmental problem in recent years. Application of compost may be the most promising, cost-effective, and eco-friendly technology for soil bioremediation because of its advantages over physical and chemical technology. The objective of this study was to evaluate effect of compost application on degradation of total petroleum hydrocarbon (TPH) in petroleum hydrocarbon-contaminated soil.METHOD AND RESULTS: An arable soil was artificially contaminated by diesel, and compost was applied at the different rate of 0, 10, 30, and 50 Mg/ha. Concentration of TPH in the soil decreased as application rate of compost increased. Degradation efficiency was highest at compost 30 Mg/ha; however, it slightly decreased with compost 50 Mg/ha. Kinetic modeling was performed to estimate the rates of chemical reaction. The correlation coefficient (R2) values for the linear plots using the second-order model were higher than those using the first-oder model. Compost 30 and 50 Mg/ha had the fastest TPH degradation rate in the second-order model. Change of microbial population in soil with compost application was similar to that of TPH. Microbial population in the soil increased as application rate of compost increased. Increasing microbial population in the contaminated soil corresponded to decreased in TPH concentration.CONCLUSION: Conclusively, compost application for soil bioremediation could be an effective response to petroleum hydrocarbon-contaminated soil. The increase in microbial population with compost suggested that compost application at an optimum rate might enhance degradation of TPH in soil.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.6
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• pp.727-736
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• 2021

Road tunnel lengths are increasing. Some 1,300 tunnels with 1,102 km in length had been increased till 2019 from 2010. There are 64 tunnels over 3,000 m in length, with their total length adding up to 276.7 km. Safety facilities in the event of a tunnel fire are critical so as to prevent large-scale casualties. Standards for installing disaster prevention facilities are being proposed based on the guidelines of the Ministry of Land, Infrastructure and Transport, but they may be limited to deep underground tunnels. This study was undertaken to provide guidelines for the spacing of evacuation connection passages and the widths of evacuation connection doors. Evacuation with various spacing and widths was simulated in regards to evacuation time, which is the measure of safety, using the evacuation analysis simulation software EXODUS Ver.6.3 and the fire/smoke analysis software SMARTFIRE Ver.4.1. Evacuation connection gates with widths of 0.9 m and 1.2 m, and spacings of 150 m to 250 m, were set to every 20 m. In addition, longitudinal slopes of 6 % and 0 % were considered. It was determined to be safe when the evacuation completion time was shorter than the delay diffusion time. According to the simulation results, all occupants could complete evacuation before smoke spread regardless of the width of the evacuation connection door when the longitudinal slope was 6 % and the interval of evacuation connection passage was 150 m. When the evacuation connection passage spacing was 200 m and the evacuation connection gate width was 1.2 m, all occupants could evacuate when the longitudinal slope was 0 %. Due to difference in evacuation speed according to the longitudinal slope, the evacuation time with a 6 % slope was 114 seconds shorter (with the 190 m connection passage) than with a 0 % slope. A shorter spacing of evacuation connection passages may reduce the evacuation time, but this is difficult to implement in practice because of economic and structural limitations. If the width of the evacuation junction is 1.2 m, occupants could evacuate faster than with a 0.9 m width. When the width of a connection door is 1.2 m with appropriate connection passage spacing, it might provide a means to increase economic efficiency and resolve structural limitations while securing evacuation safety.

• Journal of Korea Port Economic Association
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• v.37 no.4
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• pp.127-144
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• 2021

The purpose of this study is to derive service factors based on the "Rail Statistical Yearbook" data of railroad service providers from 1990 to 2019, and to analyze the effect of the service factors on the operating profit ratio(OPR), a representative management performance variable of railroad transport service providers. In particular, it has academic significance in terms of empirical research to evaluate whether the management innovation of the KoRail has changed in line with the purpose of establishing the corporation by dividing the research period into the first period (1990-2003) and the latter (2004-2019). The contents of this study investigated previous studies on the quality of railway passenger transportation service and analyzed the contents of government presentation data related to the management performance evaluation of the KoRail. As an empirical analysis model, a research model was constructed using OPR as a dependent variable and service factor variables of infrastructure, economy, safety, connectivity, and business diversity as explanatory variables based on the operation and management activity information during the analysis period 30 years. On the results of research analysis, OPR is that the infrastructure factor is improved by structural reform or efficiency improvement. And economic factors are the fact that operating profit ratio improves by reducing costs. The safety factor did not reveal the significant explanatory power of the regression coefficient, but the sign of influence was the same as the prediction. Connectivity factor reveals a influence on differences between first period and latter, but OPR impact direction is changed from negative in before to positive in late. This is an evironment in which connectivity is actually realized in later period. On diversity factor, there is no effect of investment share in subsidiaries and government subsidies on OPR.