• Journal of the Korean GEO-environmental Society
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• v.21 no.12
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• pp.17-21
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• 2020

Over 60% of South Korea's land consists of mountainous topography, and recently, due to earthquakes, localized heavy rains and road development, the risks of rockfalls are getting higher. As of now, rockfall prevention facilities are being constructed in 70% of Korean roads cut slope and rockfall protections account for about 20% of them. Rockfall protection's supporting capacity is defined by combining performance of wire mesh, pillars and wire ropes. For the existing constructed rockfall protection, standards of pillars that can absorb 48~61 kJ amount of energy, wire ropes and wire mesh are presented in Guidelines for the installation and management of traffic safety facilities, Rockfall prevention facilities by Ministry of Land, Transport and Maritime Affairs (2008). However, each factor's correlation of absorption energy is not presented so it is uncertain. This study will conduct vertical drop test and identify adequacy of rockfall protection net of displacement quantity calculation factor which is delta and evaluate rockfall protection net's absorbable energy through standards of overseas performance evaluation criteria.

• Journal of Korean Society of Environmental Engineers
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• v.39 no.1
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• pp.19-25
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• 2017

In this study, a electrostatic filter which could be applicable to road environment was developed and evaluated in adsorption capacity. The evaluation were performance for removal by particle size and adsorption amount by pressure using ASERAE 52.1 and 52.2. The range of size for removal test was $0.3{\mu}m{\sim}10.0{\mu}m$ which had 12 steps. The filter showed 91.3% removal efficiency from $2.5{\mu}m$ and under the size, average 53.5% proportional to decreasing size value. The weight removal was 96.7% from 22.6 mmaq, initial pressure to 35 mmaq, end pressure with $715.9g/m^2$, the adsorption amount. The shape of isotherm was expressed as Langmuir's one. After washing saturated filter with dust to end pressure, the initial pressure and adsorption amount of the filter showed a light drop with no removal efficiency decline.

• International Journal of Computer Science & Network Security
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• v.23 no.1
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• pp.153-163
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• 2023

This study is situated in the context of intelligent transport systems, where in-vehicle devices assist drivers to avoid accidents and therefore improve road safety. The vehicles present in a given area form an ad' hoc network of vehicles called vehicular ad' hoc network. In this type of network, the nodes are mobile vehicles and the messages exchanged are messages to warn about obstacles that may hinder the correct driving. Node mobilities make it impossible for inter-node communication to be end-to-end. Recognizing this characteristic has led to delay-tolerant vehicular networks. Embedded devices have small buffers (memory) to hold messages that a node needs to transmit when no other node is within its visibility range for transmission. The performance of a vehicular delay-tolerant network is closely tied to the successful management of the nodes' transit buffer. In this paper, we propose a message transit buffer management model for nodes in vehicular delay tolerant networks. This model consists in setting up, on the one hand, a policy of dropping messages from the buffer when the buffer is full and must receive a new message. This drop policy is based on the concept of intermediate node to destination, queues and priority class of service. It is also based on the properties of the message (size, weight, number of hops, number of replications, remaining time-to-live, etc.). On the other hand, the model defines the policy for selecting the message to be transmitted. The proposed model was evaluated with the ONE opportunistic network simulator based on a 4000m x 4000m area of downtown Bouaké in Côte d'Ivoire. The map data were imported using the Open Street Map tool. The results obtained show that our model improves the delivery ratio of security alert messages, reduces their delivery delay and network overload compared to the existing model. This improvement in communication within a network of vehicles can contribute to the improvement of road safety.

• Smart Structures and Systems
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• v.25 no.3
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• pp.265-277
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• 2020

Recently, the concept of "drive-by" bridge monitoring system using indirect measurements from a passing vehicle to extract key parameters of a bridge has been rapidly developed. As one of the most key parameters of a bridge, the natural frequency has been successfully extracted theoretically and in practice using indirect measurements. The frequency of bridge is generally calculated applying Fast Fourier Transform (FFT) directly. However, it has been demonstrated that with the increase in vehicle velocity, the estimated frequency resolution of FFT will be very low causing a great extracted error. Moreover, because of the low frequency resolution, it is hard to detect the frequency drop caused by any damages or degradation of the bridge structural integrity. This paper will introduce a new technique of bridge frequency extraction based on Hilbert Transform (HT) that is not restricted to frequency resolution and can, therefore, improve identification accuracy. In this paper, deriving from the vehicle response, the closed-form solution associated with bridge frequency removing the effect of vehicle velocity is discussed in the analytical study. Then a numerical Vehicle-Bridge Interaction (VBI) model with a quarter car model is adopted to demonstrate the proposed approach. Finally, factors that affect the proposed approach are studied, including vehicle velocity, signal noise, and road roughness profile.

• Land and Housing Review
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• v.10 no.4
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• pp.41-50
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• 2019

This study was started to study the buffer zone of Daejeon metropolitan city in order to study the policy and environment for the suitability evaluation of the use of green buffer zone. The target of the study was selected as the buffer zone of western buffer, which is frequently used in the Daejeon Metropolitan City, and a preliminary index was selected to evaluate the suitability of the green buffer zone. AHP analysis was conducted to increase the reliability of the preliminary indicators and the weight was analyzed by questionnaires to experts and practitioners. In addition, based on the existing statistical data, we rebuilt the green buffer zone and investigated the current condition, and compared and analyzed the green buffer zone and the places where they did not. The results are as follow. First, unlike the statute interpretation that construction can not be done in buffered green spaces, green buffer zones have been utilized in various ways. However, the lack of advanced citizen consciousness of the residents, the responsibility of the responsible person, and the problem of the management office alone are causing problems. Second, according to the results of AHP questionnaire analysis, functional and stability among the appropriateness indexes of green buffer zone utilization were evaluated highly. Park accessibility and utilization potential also weighed somewhat, and it was judged that the epochal trend was more important in the use of green buffer zones. Third, analysis of the status of Western green buffer zones in Daejeon showed that the utilization rate was more than half. This suggests the necessity of judging the appropriateness of the application of the green buffer zone effectively due to the change of the perception of the green buffer zone of the residents. Fourth, as a result of comparing and analyzing the site where the site is used and the site where it is not, it is found that it is used within a range that does not greatly affect each index. However, as the stability has decreased, we have decided that the utilization method is most damaging to the green zone, and we should strive to improve the stability in future. Finally, the analysis of a red clay road and a red clay road sites decreased from Class I of stability to Grade II. However, the fall figure showed a difference between the 13 % drop rate of the target location and the 5% decline rate of utilization. The difference was analyzed as the difference of width of a red clay road. This can be regarded as one of the ways of damaging the green zone to the minimum extent, which is a great advantage in selecting the future utilization plan.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.11 no.5
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• pp.1791-1798
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• 2010

This research predicted the change and characteristics of space structure by new residential area development through objective and quantitative analysis of urban spatial configuration using space syntax and associated the prediction with the city status statistics data and quantitative analysis, and the results are summarized as follows: (1) If large scale new residential area of Dongnae township proceeds to be developed according to present plan, accessibility to the new residential area will drop, and also as the outside space ripple effects by new residential area development also are anticipated small, the new residential area apprehensibly will not succeed to play the role of integrating the entire city structurally, but will cause structural problem, severing the city structure. (2) If the city planned road between existing urban center planned based on 2004 Chuncheon city plan overall drawing and main road which is the entrance road of the planned new residential area is developed together, the accessibility to the entire space of Chuncheon city and the new residential area will be easy, allowing the new residential area properly integrated into the entire space of Chuncheon city, consequently giving a prediction that classification of land use between the central part of Chuncheon city and surrounding residential area would become conspicuous.

• Journal of Korea Water Resources Association
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• v.49 no.10
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• pp.809-821
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• 2016

The study area is local river of 671 (total length 3,741 km) in Gyeongnam prefecture, the results are as follows. Total number of river-crossing structures was investigated as 7,730, and it was found that structures were installed in 2.1 sites per 1 km (river length) on average. Diversion weirs for agriculture were 4006 (51.82%) and drop structures for channel bed maintenance were 3670 (47.48%), but the rest (riverbed road etc.) were 54 (0.70%). The number of high structures (height > 1.0 m) that affect many impact in upstream and downstream was investigated as 3,897 (51%), and the number of low structures (height < 0.5 m) that affect negligibly was 1109 (14%). Fish ladders have been installed on 640 (8%) structures in 153 (23%) rivers. In flood control and environment conservation, river-crossing structures brought about various impact that flood water level is raises and the eco-corridor is intercept. In order to improve these problems, we proposed a few engineering measures that can be realize with respect to river-crossing structures.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.479-492
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• 2014

In this study, was proposed a numerical scheme imposing exact solutions as the internal boundary conditions for the shallow-water flows over a discontinuous transverse structure such as a step. The HLLL approximate Riemann solver with the MUSCL was used for the test of the proposed scheme. Very good agreement was obtained between simulations and exact solutions for various problems of the shallow-water flows over a step. In addition, results by the numerical model showed good agreement with those of dam-break experiments over a step and stepped chute one. Developed model can simulate the shallow-water flows over discontinuous bottom such as a drop structure without additional rating curve or topography smoothing. Given the proper evaluations for the flow resistance by a step and the energy loss by the nappe flow in the future, could be simulated flooding and drying of the shallow-water flows over discontinuous topography such as a weir or the river road with retaining wall.

• Proceedings of the KIEE Conference
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• 2004.11c
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• pp.532-534
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• 2004

The advancement of electronics and telecommunication technologies has forced the risk management system for underground metallic structures to evolve into the remote monitoring and control system. Especially, facilities such as gas pipelines, oil pipelines and water distribution lines might make hazardous effect on human safety without continuous monitoring and control. As a result, pipeline engineers have applied cathodic protection system to prevent the degradation of their facilities by corrosion and carried out a periodic monitoring of the pipe-to-soil (P/S) potentials at numberous test boxes along their pipelines. The latter action on a road in downtowns, however, is so much dangerous that the inspectors should be ready to suffer the threatening of their lives and maintenance. In order to minimize these social costs and hazards, a stand-alone type corrosion monitoring equipment which can be installed in test box, store the P/S data for given Belied and send the data by wired/wireless telecommunications is under development. In order to obtain the exact P/S data, however, a reference electrode should be located as close to the pipeline as possible. Actually, the measured potential by a conventional portable reference electrode contain inevitably an IR drop portion caused by the current flow from the cathodic protection rectifier or the subway railroad. To minimize this error, it is recommended that the reference electrode should be buried within 10 cm from the pipeline. In this paper, we describe the design parameters for fabricating the permanent type reference electrode and the characteristics of the developed reference electrode.

• International Journal of Highway Engineering
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• v.9 no.2 s.32
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• pp.39-49
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• 2007

The objective of this study was to investigate features of transverse crack occurrence and propagation in continuously reinforced concrete pavement(CRCP) when subjected to environmental loading. The finite element model of CRCP was developed and the element removal method was implemented to predict the crack propagation process. To investigate the effect of the type of environmental loading on the CRCP behavior and cracking aspects, the following three different cases were considered: (1) the temperature gradient between top and bottom of the slab does not vary and the constant temperature drop throughout the depth occurs; (2) the temperature at the slab bottom does not vary and the temperature gradient increases; and (3) the temperature between the mid-depth and the bottom of the slab is the same and does not vary and the temperature at the top decreases. The analysis results showed that the crack occurrence and propagation through the depth of the slab in CRCP were significantly affected by the type of environmental loading. The changes in stress distribution and displacements during the crack occurrence and propagation process could also be investigated.