• Journal of Korean Tunnelling and Underground Space Association
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• v.22 no.5
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• pp.515-528
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• 2020

Underground concrete structures are usually designed to be used for decades, but in recent years, many of them are nearing their original life expectancy. As a result, it is necessary to promptly inspect and repair the structure, since it can cause lost of fundamental functions and bring unexpected problems. Therefore, personnel-based inspections and repairs have been underway for maintenance of underground structures, but nowadays, objective inspection technologies have been actively developed through the fusion of deep learning and image process. In particular, various researches have been conducted on developing a concrete crack detection algorithm based on supervised learning. Most of these studies requires a large amount of image data, especially, label images. In order to secure those images, it takes a lot of time and labor in reality. To resolve this problem, we introduce a method to increase the accuracy of crack area detection, improved by 0.25% on average by applying adversarial learning in this paper. The adversarial learning consists of a segmentation neural network and a discriminator neural network, and it is an algorithm that improves recognition performance by generating a virtual label image in a competitive structure. In this study, an efficient deep neural network learning method was proposed using this method, and it is expected to be used for accurate crack detection in the future.

• Proceedings of the Korean Institute Of Construction Engineering and Management
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• 2007.11a
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• pp.446-449
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• 2007

For the restoration of construction industry, the government have offered the policy since the end of 1990. It has offered to develop the world-class technology and establish the effective production structure. In the government policy, the delivery and contracting method has improved so that construction industry could be recognized. Foreign countries have conducted the R&D and application of Innovative Contracting for improvement of facilities, reduction of LCC and innovation of contractor. Among the Innovative Contracting, 'Performance Warranty Contracting' is defined that A guarantee of the integrity of a product and of the makers responsibility for the replacement or repair of deficiencies. Performance Warranty Contracting is used for technology developments of contractor, improvement of quality, reduction of LCC, prevention of early deficiencies and reduction of owner's inspection works. This paper analyzes concept and effects of Performance Warranty Contracting and presents considerations according to the introduction.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.39-46
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• 2010

In 2007, Iowa department of transportation (DOT) initiated to run the falling weight deflectometer (FWD) network-level testing along Iowa highway and road systems and to build a comprehensive database of deflection data and subsequent structural analysis, which are used for detecting pavement structure failure, estimating expected life, and calculating overlay requirements over a desired design life. Iowa's current FWD networklevel testing protocol requires that pavements are tested at three-drop level with 8-deflection basin collected at each drop level. The test point is determined by the length of the tested pavement section. However, the current FWD network-level program could cover about 20% of Iowa's highway and road systems annually. Therefore, the current FWD network-level test protocol should be simplified to test more than 20% of Iowa's highway and road systems for the network-level test annually. The main objective of this research is to investigate if the minimum number of drop levels and test points could be reduced to increase the testing production rate and reduce the cost of testing and traffic control without sacrificing the quality of the FWD data. Based upon the limited FWD network-level test data of eighty-three composite pavement sections, there was no significant difference between the mean values of three different response parameters when the number of drop levels and test points were reduced from the current FWD network-level testing protocol. As a result, the production rate of FWD tests would increase and the cost of testing and traffic control would be decreased without sacrificing the quality of the FWD data.

• Journal of the Korean Society of Marine Environment & Safety
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• v.27 no.1
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• pp.172-178
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• 2021

In the ship repair market, interest in maintenance and repair is steadily increasing due to the reinforcement of prevention of environmental pollution caused by ships and the reinforcement of safety standards for ship structures. By reflecting this effect, the number of requests for repairs by foreign shipping companies increases to repair shipbuilders in the Southwest Sea. However, because most of the repair shipbuilders in the southwestern area are small and medium-sized companies, it is difficult to lead to the integrated synergy effect of the repair shipbuilding companies. Moreover, the infrastructure is not integrated; hence, using the infrastructure jointly is a challenge, which acts as an obstacle to the activation of the repair shipbuilding industry. Floating docks are indispensable to operating the repair shipbuilding business; in addition, most of them are operated through renovation/repair after importing aging caisson docks from overseas. However, their service life is more than 30 years; additionally, there is no structure inspection standard. Therefore, it is vulnerable to the safety field. In this study, the finite element analysis program of ANSYS was used to evaluate the structural safety of the modified caisson dock and obtain additional structural reinforcement schemes to solve the derived problems. For the floating docks, there are classification regulations; however, concerning structural strength, the regulations are insufficient, and the applicability is inferior. These insufficient evaluation areas were supplemented through a detailed structural FE-analysis. The reinforcement plan was decided by reinforcing the pontoon deck and reinforcement of the side tank, considering the characteristics of the repair shipyard condition. The final plan was selected to reinforce the side wing tank through the structural analysis of the decision; in addition, the actual structure was fabricated to reflect the reinforcement plan. Our results can be used as reference data for improving the structural strength of similar facilities; we believe that the optimal solution can be found quickly if this method is used during renovation/repair.