• Spatial Information Research
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• v.20 no.2
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• pp.81-92
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• 2012

Recently, it is very important to create economic value as well as develop core algorithms and technologies in the field of R&D. Various R&D projects make an effort to do the technology commercialization of their results and, as part of efforts, many studies on business model(BM) are conducted to create economic benefits in using the developed technology. However, it is difficult to use the general business model methodologies, which are usually utilized for companies, to the government's research due to different processes and characteristics between them. And for the practical application of business models, it needs to systematize conceptual business models in technical perspective through technical architecture analysis. In this study, a business model development process and a technical architecture analysis for national R&D project is developed for the technology commercialization. In addition, the process is applied to Korean Land Spatialization Program (KLSP) organized by Ministry of Land, Transport and Maritime Affairs to verify the feasibility of its practical application.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.4
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• pp.343-351
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• 2010

Bending and axial compressive stresses are distributed across the whole upper flange of a box girder bridge which has the span-to-depth ratio (B/L) of below 0.5, according to Korea Bridge Design Specifications (Minister of Land, Transport and Maritime Affairs, 2005). Shear lag phenomenon, however, can take place in the construction phase of cable-stayed bridge, in which stresses combining bending moment due to dead weight and cable vertical compression are induced. This study aims to analyze the effective width of flange over which composite stresses are given, which should be calculated during the construction phase of stiffening girder of single plane cable-stayed box girder bridge. The study results indicate that the full width of stiffening girder can be regarded as the effective flange width when the span-to-depth ratio for the deck is below 0.38. In other words, the area, where shear lag is taken into consideration, is larger than the width of box girder in single plane cable-stayed box girder bridges. Therefore, the current practice of considering the full width as the effective flange width regardless of changes of the span-to-depth ratio during the construction stage can produce an unsafe bridge. If the effective flange width is determined according to the single span structural system in the early stage of construction when the span-to depth ratio for the deck is high and composite stresses of every part expect each end of the bridge are calculated, it can result in a safe structural design. Since the span-to-depth ratio gradually decreases, however, it is appropriate to determine the effective width of flange on the basis of the full width and the cantilever structural system.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.1
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• pp.59-67
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• 2020

In this study, a suitable algorithm for each BRT stop type is presented through the network construction and algorithm design effect analysis through the LISA, a traffic signal program, for the BRT stop type in the BRT Design Guidelines, Ministry of Land, Transport and Maritime Affairs, 2010.6. It was. The phase insert technique is the most effective method for the stop before passing the intersection, the early green technique for the stop after the intersection, and the extend green technique for the mid-block type stop. The extension green technique is used only because it consists of BRT vehicles, general vehicles and pedestrians. Analyzed. After passing through the intersection, the stop was analyzed as 56.4 seconds for the total crossing time and 29.8 seconds for the delay time. In the mid-block type stop, the total travel time of the intersection was 40.5 seconds, the delay time was 9.6 seconds, the average travel time of up and down BRT was 70.2 seconds, the delay time was 14.0 seconds, and the number of passages was 29.

• International Journal of Highway Engineering
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• v.17 no.4
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• pp.11-18
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• 2015

PURPOSES: This study aims to evaluate the runoff reduction with permeable pavements using the SWMM analysis. METHODS: In this study, simulations were carried out using two different models, simple and complex, to evaluate the runoff reduction when an impermeable pavement is replaced with a permeable pavement. In the simple model, the target area for the analysis was grouped into four areas by the land use characteristics, using the statistical database. In the complex model, simulation was performed based on the data on the sewer and road network configuration of Yongsan-Gu Bogwang-Dong in Seoul, using the ArcGIS software. A scenario was created to investigate the hydro-performance of the permeable pavement based on the return period, runoff coefficient, and the area of permeable pavement that could be laid within one hour after rainfall. RESULTS : The simple modeling analysis results showed that, when an impervious pavement is replaced with a permeable pavement, the peak discharge reduced from $16.7m^3/s$ to $10.4m^3/s$. This represents a reduction of approximately 37.6%. The peak discharge from the whole basin showed a reduction of approximately 11.0%, and the quantity decreased from $52.9m^3/s$ to $47.2m^3/s$. The total flowoff reduced from $43,261m^3$ to $38,551m^3$, i.e., by approximately 10.9%. In the complex model, performed using the ArcGIS interpretation with fewer permeable pavements applicable, the return period and the runoff coefficient increased, and the total flowoff and peak discharge also increased. When the return period was set to 20 years, and a runoff coefficient of 0.05 was applied to all the roads, the total outflow reduced by $5195.7m^3$, and the ratio reduced to 11.7%. When the return period was increased from 20 years to 30 and 100 years, the total outflow reduction decreased from 11.7% to 8.0% and 5.1%, respectively. When a runoff coefficient of 0.5 was applied to all the roads under the return period of 20 years, the total outflow reduction was 10.8%; when the return period was increased to 30 and 100 years, the total outflow reduction decreased to 6.5% and 2.9%, respectively. However, unlike in the simple model, for all the cases in the complex model, the peak discharge reductions were less than 1%. CONCLUSIONS : Being one of the techniques for water circulation and runoff reduction, a high reduction for the small return period rainfall event of penetration was obtained by applying permeable pavements instead of impermeable pavement. With the SWMM analysis results, it was proved that changing to permeable pavement is one of the ways to effectively provide water circulation to various green infrastructure projects, and for stormwater management in urban watersheds.

• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.4
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• pp.345-354
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• 2009

The review of statements and coastal development characteristics in South Korea were diagnosed by the consultation on the coastal area utilization in Korea. The occupation and the use of public water were dominated by installation of coastal structure and seawater supply and drainage whereas the reclamation areas were predominantly utilized for developing industrial complex, harbor, fishing port and road. The occupation and the use were dominant in western coast, but reclamation was dominant in southern coast of Korea. The number of utilization cases was particularly greater in Jeonnam, Gyeongnam, and Gyeonggi Province including Incheon. The number of the statements reviews increased by more than 200 cases in 2008 compared with 2007, and most of them were the simple statements. The statements related to ocean disposal of dredged sediment, reclamation, dredging sediment, seawater supply and drainage, and marine sand mining were submitted for review. Coastal utilization was especially active in the regions of seawater quality criteria I and II. In particular, special management sea areas designated under the relevant marine regulations were utilized mostly by reclamation for developing harbor, fishing port and coastal structure. Development activities in national parks comprised primarily structure installation and coastal maintenance. In the fisheries resources protection areas, 40% of the total cases accounted for coastal maintenance, 31% for structure installation, and 16% for seawater supply and drainage. In addition, alternative plans for the improvement in policies and system of marine environmental impact assessment were suggested to enhance the function and confidence of the consultation on the coastal area utilization in Korea.

• Journal of Korea Spatial Information System Society
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• v.10 no.4
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• pp.67-75
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• 2008

This study is for the effective training strategy of human resources for the u-City construction to support the u-City human resource development plan of the Ministry of Land, Transport and Maritime Affairs (MLTM). One of the biggest problems concerning u-City is the shortage of advanced human resources for the u-City constructions. The characteristic of u-City makes u-City related human resources had knowledge of various fields including IT, GIS, construction engineering, urban planning and so on. But, there are only a few programs to train u-City related human resources. Therefore, this research established the objective of the training strategy for u-City human resource development as "the training strategy of human resources for the successful u-City constructions". To achieve this objective, four different core strategies are established like followings: (1) demander-oriented education, (2) regional balanced education, (3) integration education of u-City related subjects, (4) u-City related education infrastructure development. These 4 different core strategies can be achieved from 5 sub projects like followings: (1) demand estimation of u-City human resources, (2) u-City education from selected regional core universities, (3) u-City education from u-City human resource education centers, (4) online education and (5) construction of education infrastructures. These 5 interrelated sub projects can be preconditions of the successful human resource strategy development.

• Journal of the Korean Crystal Growth and Crystal Technology
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• v.22 no.4
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• pp.183-189
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• 2012

Surface treatments and their effects on high temperature properties for the Hastelloy X, which is a promising candidate alloy for high temperature heat-transport system, have been evaluated. For TiAlN and $Al_2O_3$ overlay coatings, the two different PVD (physical vapor deposition) methods using an arc discharge and a sputtering, were applied, respectively. In addition, a different surface treatment method of the diffusion coating by a pack cementation of Al (aluminiding) was also adopted in this study. To achieve enhanced thermal oxidation resistance at $1000^{\circ}C$ by suppressing the inhomogeneous formation of thick $Cr_2O_3$ crust at the surface region, a study for the surface modification methods on the morphological and structural properties of Hastelloy X substrates has been conducted. The structural and compositional properties of each sample were characterized before and after heat-treatment at $1000^{\circ}C$ under air and He environment. The results showed that the Al diffusion coating showed the more enhanced high temperature properties than the overlay coatings such as the suppressed thick $Cr_2O_3$ crust formation and lower wear loss.

• Journal of the Korean GEO-environmental Society
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• v.10 no.4
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• pp.49-57
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• 2009

The governmental investment to SOC facilities currently has increasedthe construction of new roads and the consistent extension of already-existing roads or the line-shape revision of those roads. As a result, the road cut slopes have been increasingrapidly. Unfortunately, human-life damages and property damages frequently occur due to the rockfall and the landslide every year. To reduce those damages, many studies have been performed. The present regulation regarding rockfall protection facilities follows the "Guide for Installation and Management of Road Safety Facilities" issued by MLTM (the Ministry of Land, Transport, and Maritime Affairs) that indicates the standard size of facilities and energy absorbing efficiencies. Most domestic road slopes use standardized rockfall protection facilities based on the regulation. However, there have been doubted about the effectiveness of rockfall protection facilities and the damages caused by rockfalls havebeen increasedevery year. Thus, it seems that relevant studies are necessary on the rockfall protection net being capable of supporting rockfall energies. Accordingly, this study reviews previous literature to investigate the function and the feature of rockfall protection nets and analyzetheir limitations by each type. After that, by using the pullout test device for a rockfall protection net, an experiment on the PVC coating net and the expanded metal is performed under the exact same condition. Finally, the features of the Expended metal is explained with the comparison analysises of load-variation and the confirmation of damaged forms. As a result, there have been founded the problemsof net breaking down and not being able to support due to PVC coating net's material property of disintegration. On the other hand, the Expanded Metal might be expected as a substituteof rockfall protection net according to its capability of support and integration.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2008.10a
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• pp.249-260
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• 2008

Although the accident rate is lower than the road tunnel, fire in railway tunnel can bring large damage of human life. In the high speed railway tunnel, the possibility of the railway-disaster (fire) is growing in consideration of the speedy railway and the tunnel length. For that reason, MLTM (Ministry of Land, Transport and Maritime Affairs) published "Rules about the Safety Standard of Railroad (2005.10.27)" and "The Detailed Safety Standard of Railroad (2006.9.22)". According to those, QRA(Quantitative Risk Analysis) technique is recommended to be applied to railway tunnel design which is longer than 1km for assuring the safety function and estimating the risk. However, it is difficult to perform the disaster prevention design due to lack of the detailed standards about event scenario, fire intensity, incidence rate of accidents etc. Therefore, This paper introduces the case of tunnel design for disaster prevention of the Honam high speed railway including the detailed standards of QRA and reasonable safety facilities.

• Journal of Korea Water Resources Association
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• v.45 no.11
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• pp.1169-1186
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• 2012

Storage function method has been used for flood forecasting in the major rivers in Korea, however, the researches on the relationship between the parameters and runoff characteristics was not sufficient. In addition, there has been a controversy about the optimized parameters without the consideration of the physical characteristics of the basin. Therefore, in this study, the SCE-UA method is used to optimize the parameters and the proposed method was applied with two stage optimization in the Jeongseon and Yeongwol watersheds located in the most upstream in the South Han river. The contour map was developed to investigate parameters and the error surface calculated from the runoff. The proposed parameters is to provide a range of the possible parameter set in a watershed, rather than a specific value. However, the applicability is examined using the average value of the proposed ranged parameters. In this study, the criticism about the optimization technique to find an optimal value having no physical meaning on a watershed is tried to avoid. The objective of this study is to provide a range of parameters for the flood forecasting model and the intuition about the behavior of the parameters, so the efficiency of flood forecasting is increased.