• Transactions of the Korean Society of Mechanical Engineers B
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• v.38 no.3
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• pp.263-270
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• 2014

A fluid transport technique is a key issue for the development of microfluidic systems. In this paper, a new concept for transporting a droplet without external power sources is proposed and verified numerically. The proposed device is a heterogeneous surface which has both hydrophilic and hydrophobic horizontal surfaces. The numerical simulation to demonstrate the new concept is conducted by an in-house solution code (PowerCFD) which employs an unstructured cell-centered method based on a conservative pressure-based finite-volume method with interface capturing method (CICSAM) in a volume of fluid (VOF) scheme for phase interface capturing. It is found that the proposed concept for droplet transport shows superior performance for droplet transport in microfluidic systems.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.4
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• pp.41-53
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• 2018

This study developed the optimization method to correct the measured traffic volume of the expressway that minimizes the measurement error and satisfies the traffic balancing with TCS. For this purpose, the model constructed in this study was compared and verified with the true traffic volume. Verification result of the model, it was found that the measurement error is reduced when the measured traffic volume is corrected for the traffic volume balance. As a result of applying it to 40 links of the Kyoungbu expressway, the measured traffic volume was corrected by -8.1%~9.6% and the measurement error was decreased as much as the corrected traffic volume. This research is meaningful in improving the accuracy of the measured traffic volume of the expressway, while the scale and role of the expressway are increasing.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.6
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• pp.882-889
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• 2022

In this study, to understand the factors influencing the flow change the Tsushima Warm Current (TWC), the correlation between the volume transport the TWC, El Niño Southern Oscillation (ENSO), and Pacific Decadal Oscillation (PDO) was analyzed. A calculation of the monthly volume transport of TWC for 25 years (1993-2018) revealed that the seasonal fluctuation cycle was the largest in summer and smallest in winter. Power spectrum analysis to determine the periodicity of the TWC volume transport, Oceanic Niño Undex (ONI), and PDO indicated that the TWC volume transport peaked at a one year cycle, but ONI and PDO showed no clear cycle. Further, to understand the correlation between the TWC transport volume and ONI and PDO, the coherence estimation method was used for analysis. The coherence of ONI and PDO had a high mutual contribution in long-period fluctuations of three years or more but had low mutual contribution in short-period fluctuations within one year. However, the coherence value between the two factors of the TWC volume transport and PDO was 0.7 in the 0.8-1.2 year cycle, which had a high mutual contribution. Meanwhile, the TWC volume transport and PDO have an inverse correlation between period I (1993-2002) and period III (2010-2018). When the TWC maximum transport volume (2.2 Sv or more) was high, the PDO index showed a negative value below -1.0, and the PDO index showed a positive value when the TWC maximum transport volume was (below 2.2 Sv). Therefore, using long-term PDO index data, changes in the TWC transport volume and water temperature in the East Sea coastal area could be predicted.

• Proceedings of the KSME Conference
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• 2008.11a
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• pp.1800-1805
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• 2008

A "finite volume method" is proposed to predict heat transport in a spherical enclosure at micro/nanoscale with the Boltzmann transport equation (BTE). The gray version of the BTE with the relaxation time approximation has been applied. Pointing out similarity between radiative transfer equation (RTE) and BTE, the mapping process in RTE is adopted to treat the angular derivative term and linear algebraic discretization equation is derived by using the established method which is used in 2-D BTE in cartesian coordinates. The simulation results are compared to exact solution to RTE for various acoustic thicknesses and ratio of radii. The comparison shows that this method is logical and accurate, and it is possible to easily adopt various models in spherical BTE.

• Journal of the korean society of oceanography
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• v.37 no.3
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• pp.196-200
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• 2002

The time variation in the Kuroshio is studied by use of nine observed distances of the main Kuroshio axis from the Japanese coast. The observed distances over 1975 - 1995 are estimated from the Prompt Report of Oceanographic Conditions published by Hydrographic Department of the Maritime Safety Agency of Japan. It is shown that large sea level difference between Naze and Nishinoomote, which represents the volume transport of the southern inflow south of Kyushu, coincides with larger distance of the Kuroshio in the upstream area from off Kyushu to off eastern Kii Peninsula and smaller distance in the downstream area from off Omae-zaki to off Boso Peninsula. In contrast, large sea level difference between Nishinoomote and Aburatsu, which represents the volume transport of northern inflow south of Kyushu, corresponds to smaller distance in the upstream area and larger distance in the downstream area. Path dynamics of the Kuroshio is discussed with reference to the variation in Volume transport south of Kyushu.

• 한국해양학회지
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• v.20 no.1
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• pp.50-55
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• 1985

With the serial observation data of the Fisheries Research and Development Agency in Korea and Japan Meteorological Agency from 1969 to 1974, the geostrophic current and volume transport were calculated in the Korea Strait and in the middle of the East Sea (Japan Sea), in order to compare the total volume transport in summer and winter seasons. The results are as follows. The annual mean of the net volume transport of the Korea Strait is 0.19${\times}$10$\^$6/m$\^$3/sec in winter season and 1.33${\times}$10$\^$6/m$\^$3/sec in summer season. The transport through the western and eastern channel of the Korea Srait is almost same in winter season, but the transport of the western channel is much larger than that of the eastern channel in summer season. The annual mean of the net volume transport of the middle section of the East Sea (Japan Sea) is 2.61${\times}$10$\^$6/m$\^$3/sec in winter season and 2.41${\times}$10$\^$6/m$\^$3/sec in summer season. Therefore the transorts are almost same in both seasons. Comparing the transports of the two sections, the transport through the middle section of the East Sea is 13.7 times as large as that of the Korea Strait in winter season and 1.8 times in summer season.

• Proceedings of the Membrane Society of Korea Conference
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• 2005.11a
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• pp.96-101
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• 2005

A theory for the material transports through ion exchange membrane has been developed on the basis of nonequilibrium thermodynamics by removing the assumption of solvent flow in the previous paper and applied to a detailed study of the ionic transport properties of new charged mosaic membrane(CMM) system. The CMM having two different fixed charges in the polymer membrane indicated unique selective transport behavior then ion-exchange membrane. The separation behavior of ion transport across the CMM with a parallel array of positive and negative functional charges were investigated. It was well-known the analysis of the volume flux and solute flux based on nonequilibrium thermodynamics. Our suggests preferential salt transport across the charged mosaic membranes. Transport properties of heavy metal ions, $Mg^{2+}$, $Mn^{2+}$and sucrose system across the charged mosaic membrane were estimated. As a result, we were known metal salts transport depended largely on the CMM. The reflection coefficient indicated the negative value that suggested preferential material transport and was independent of charged mosaic membrane thickness.

• Membrane and Water Treatment
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• v.12 no.1
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• pp.37-41
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• 2021

This paper presents the multiscale calculation results of the very fast volume transport in micro/nano cylindrical tubes with the wall slippage. There simultaneously occurs the adsorbed layer flow and the intermediate continuum fluid flow which are respectively on different scales. The modeled fluid is water and the tube wall is somewhat hydrophobic. The calculation shows that the power loss on the tube no more than 1.0 Watt/m can generate the wall slippage even if the fluid-tube wall interfacial shear strength is 1 MPa; The power loss on the scale 104 Watt/m produces the volume flow rate through the tube more than one hundred times higher than the classical hydrodynamic theory calculation even if the fluid-tube wall interfacial shear strength is 1 MPa. When the wall slippage occurs, the volume flow rate through the tube is in direct proportion to the power loss on the tube but in inverse proportion to the fluid-tube wall interfacial shear strength. For low interfacial shear strengths such as no more than 1 kPa, the transport in the tube appears very fast with the magnitude more than 4 orders higher than the classical calculation if the power loss on the tube is on the scale 104 Watt/m.

• KDI Journal of Economic Policy
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• v.35 no.4
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• pp.31-61
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• 2013

The purpose of this study is to calculate the economic value of transport demand forecasting risks in the road PPP project. Under the assumption that volatility of the road PPP project value occurs only in regard with uncertainty of traffic volume forecasting, this study calculates the economic value of the traffic forecasting risks in the case of the road PPP project. To that end, forecasted traffic volume is assumed to be a stochastic variable and to follow the Geometric Brownian motion as time passes. In particular, this study attempts to differentiate itself from existing studies that simply use an arbitrary assumption by presenting the application of different traffic volume growth volatility and the rates before and after the ramp-up period. Analysis of the case projects reveals that the risk premium related to traffic volume forecast of the project turns out as 7.39~8.30%, without considering option value-such as minimum revenue guarantee-while the project value volatility caused by transport demand forecasting risks is 17.11%. As the discount rate grows higher, the project value volatility tends to decrease and volatility in project value is always suggested to be larger than that in transport volume influenced by leverage effect due to fixed expenditure. The market value of transport demand forecasting risk-calculated using the project value volatility and risk premium-is analyzed to be between 0.42~0.50, implying that a 1% increase or decrease in the transport amount volatility would lead to a 0.42~0.50% increase or decrease in risk premium of the project.

• Journal of the Korean Society for Aviation and Aeronautics
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• v.23 no.2
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• pp.21-31
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• 2015

The world air transport industry has grown steadily with quantitative expansion. The volume of air transport in the world is skyrocketing with the open-sky trend. Air passengers from or to South Korea has shown 5% of annual growth for the last couple of decades which caused South Korea now ranking in 18th in the World for air transport market size. Quantitative expansion of Air transport affects in policy making of air transport operators, such as airports, airlines or authorities, directly and indirectly. Especially, Aviation Safety field should be supported by policy regime with the growth of air transport volume, assured resources for continuous monitoring is standing out as a vital factor. This study is to estimate social costs caused by aviation accidents and investment costs for aviation safety by airports, airlines and authorities as operators. Estimated investment costs for aviation safety verified by comparing and analysing them. Precedent studies were reviewed to refer research methodology to calculate aviation accident costs and safety costs of operators. Safety costs of operators was calculated with literature researches and interview surveys among professionals of each operators in rational range.