2008 국토해양r&d 국제심포지엄 발표자료집 by 이화진

Keynote Speeches

International Symposium on Land, Transport and Marine Technology

국토해양기술을 통한 미래 신성장동력 창출 Land, Transport & Marine Technology: New Growth Engine for the Future

일 시 Date

2008년 11월 6일(목) Nov. 6, 2008

장 소 Venue

한국과학기술회관 KOFST, Seoul, Korea

International Symposium on Land, Transport and Marine Technology•5

International Symposium on Land, Transport and Marine Technology

Program at a Glance Nov. 6, 2008

KOFST International Convention Center

PROGRAM

TIME

LOCATION

Registration

10:00 ~ 11:00

B1 Lobby

Welcome Speech

11:00 ~ 11:10

Congratulatory Speech

11:10 ~ 11:20

Keynote Speech 1, 2

11:20 ~ 12:30

Luncheon

12:30 ~ 14:00

Session 1

14:00 ~ 14:50

Session 2

14:50 ~ 15:40

Coffee Break

15:40 ~ 16:00

Session 3

16:00 ~ 16:50

Session 4

16:50 ~ 17:40

PROGRAM

TIME

LOCATION

Exhibition

10:30 ~18:00

B1 Lobby

6•2008국토해양 R&D 국제심포지엄

B1 Main Auditorium

Division 1 Division 2 Division 3 Division 4 Division 5 Division 6

(B1) Main Auditorium (B1) Auditorium1 (B1) Auditorium2 (12F) Anaise Hall (B1) Seminar Room 2 (B1) Seminar Room 1

Venue

KOFST International Convention Center B1 Main Auditorium Seminar Room 1 Seminar Room 2

Seminar Room 3 Main Auditorium Seminar Room 4 Rest Room(W)

TIME

Opening Ceremony

11:00 ~ 12:30

Division 1 High-Tech City Technologies

14:00 ~ 18:00

Auditorium 1 PROGRAM

TIME

Opening Ceremony

11:00 ~ 12:30

Division 2 14:00 ~ 18:00 Construction·Plant Technologies

Lobby

Rest Room(M)

Auditorium 1

Registration Desk

PROGRAM

Auditorium 2

◀Entrance

Auditorium 2 PROGRAM

TIME

Opening Ceremony

11:00 ~ 12:30

Division 3 Future Rail Transportation Technologies

14:00 ~ 18:00

Seminar Room 1 PROGRAM

TIME

Division 6 Marine Biotechnology

14:00 ~ 18:00

Seminar Room 2 PROGRAM

TIME

Division 5 Marine Resources·Energy

14:00 ~ 18:00

Lobby PROGRAM

TIME

Exhibition

14:00 ~ 18:00

KOFST International Convention Center 12F Anaise Hall PROGRAM

TIME

Division 4 Transportatiom System -Aviation 14:00 ~ 18:00 Technologies Anaise Hall

International Symposium on Land, Transport and Marine Technology•7

International Symposium on Land, Transport and Marine Technology

Contents 6• 7• 13 • 27 •

43 •

Program at a Glance Venue Keynote Speaker Ocean 2.0 : Resources and Challenges for the 21st Century Tony Haymet Director, Scripps Institution of Oceanography, USA Trends and Technology Issues in the Construction and Transportation Area to Meet the Climate Change Jerome C. Glenn President, The Millennium Project World Federation of UN Associations, USA DIVISION 1. High-Tech City Technologies Sustainable Urban Regeneration Model : Cases and Lessons in Europe Jürgen Pietsch Professor, HefenCity University Hamburg, Germany

57 •

The Evolution of Bathymetric LIDAR

71 •

Urban Management Revolution : Intelligent Management System for Ubiquitous Cities Tan Yigitcanlar Professor, Queensland University of Technology, Australia

91 •

U-City Philosophy, Vision and Demand Jung Hoon Han Professor, Griffith University, Australia

109 •

Grady Tuell Managing Director, Optech International, USA

DIVISION 2. Construction·Plant Technologies Trend and Future of Seawater RO Desalination Technology Hiroshi Iwahori Senior Consultant, Nitto Denko Corporation, Japan

121 •

Development of Gladstone LNG Project Paul Bridgwood CTO, LNG International Limited, Australia

143 •

Economical Steel Bridge Systems Atorod Azizinamini Professor, University of Nebraska-Lincoln, USA

158 •

183 • 191 •

8•2008국토해양 R&D 국제심포지엄

Fabrications of High Performance Steel Bridges Ronald Medlock Vice President, High Steel Structures, Inc., USA DIVISION 3. Future Rail Transportation Technologies History of Transrapid : Lessons from the Recent Maglev Development in Germany Peter-J. Gaede Engineering Director, Hyundai–Rotem, Germany The Development and Operation Status of European High Speed Railway Ulrich Weber Senior Expert, TÜV SÜD Rail GmbH, Germany

Contents

211 • Maglev Activities in US

In Kun Kim Engineer, General Atomics, USA

227 • A Braking System for the Shinkansen of the Power Dispersion Method in Japan Nagano Mitsumasa Technical Advisor, YUJIN Machinery Ltd., Japan DIVISION 4. Transportation System·Aviation Technologies

261 • An Automatic Guidance System of Multi-Modal Travel Information Akimasa Fujiwara Professor, Hiroshima University, Japan

277 • Assessing the Utility of a Ubiquitous Transportation Network Using Computer Simulation Nagui Rouphail Professor, North Carolina State University, USA

295 • Aircraft Design and Certification for Light Jet Business Aircraft Brian Eggleston Consultant, Canada

311 • Next Generation of Commercial Aircraft

Shlomo Tsach Director, Israel Aerospace Industries, Israel DIVISION 5. Marine Resources·Energy

335 • Trace Metals in Ferromanganese Crusts and their Economic Potential Peter E. Halbach Emeritus Professor, Free University of Berlin, Germany

350 • Strategic R&D Visions in Deep-sea Mineral Resources Developments Tetsuo Yamazaki Professor, Osaka Prefecture University, Japan

370 • Marine Energy Development in the UK and Europe

Paul O’Brien Senior Executive, Scottish Development International, UK

385 • Tide and Tidal Current Energy Development in Korea.

Kwang Soo Lee Principal Research Scientist, KORDI, Korea DIVISION 6. Marine Biotechnology

413 • Marine Biotechnology in the Americas

John Peter van der Meer President, Pan-American Marine Biotechnology Association, Canada

434 • Marine-BT R&D Investment in Korea

Hae Young Oh Team Director, KISTEP, Korea

451 • Recent Challenge of Marine Biotechnology in Japan

Tadashi Matsunaga Vice President, Tokyo University of Agriculture and Technology, Japan

472 • Trends & Vision of Marine Biotechnology Research in Korea Sang Jin Kim Principal Research Scientist, KORDI, Korea

International Symposium on Land, Transport and Marine Technology•9

International Symposium on Land, Transport and Marine Technology

Division 1

40•2008국토해양 R&D 국제심포지엄

DIVISION 1. High-Tech City Technologies

High-Tech City Technologies Sustainable Urban Regeneration Model : Cases and Lessons in Europe JĂźrgen Pietsch

Professor, HefenCity University Hamburg, Germany

The Evolution of Bathymetric LIDAR Grady Tuell

Managing Director, Optech International, USA

Urban Management Revolution : Intelligent Management System for Ubiquitous Cities Tan Yigitcanlar

Professor, Queensland University of Technology, Australia

U-City Philosophy, Vision and Demand Jung Hoon Han

Professor, Griffith University, Australia

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘41

DIVISION 1. High-Tech City Technologies

Sustainable Urban Regeneration Model : Cases and Lessons in Europe

Jürgen Pietsch Professor, HefenCity University Hamburg, Germany

Abstract In Europe we have mature Cities with an increasing elderly population like Zürich, Hamburg, Amsterdam, not growing Cities like Dubai or Mumbai. Against this background I will give you about some aspects and ways of sustainable urban regeneration. Also I will give you some explenations about about Sustainable DevelopmentGenerations, fields of cultivation and aspects of sustainable ubiquitous.

International Symposium on Land, Transport and Marine Technology•43

International Symposium on Land, Transport and Marine Technology

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What kind of sustainability should be achieved? “SD 3.0” or „about generations“ Before Rio 1992 books like “The limits of growths” (1972) broach the issue of sustainability. Since 1990 the goal of sustainable development affected greatly the particular concepts of urban regeneration. Mostly, the underlying understanding of “sustainability” have been images of their time. Principially formed by the historical condition these different models of sustainability have been developed before differing societal and economical backgrounds. Since the Rio declaration a continuing part of this background was the industrial society. Hence the understanding of sustainability appears more consistent than you should expect. This will change rapidly in a world of knowledge-based economies and a competition of cities more than a competition of nations.

44•2008국토해양 R&D 국제심포지엄

DIVISION 1. High-Tech City Technologies

Neverthelesseven evenunder underthese these coherent conditions three different generations Nevertheless coherent conditions three different generations of of sustainableDevelopments Developmentshave have evolved. sustainable evolved.

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International Symposium on Land, Transport and Marine Technology•45

International Symposium on Land, Transport and Marine Technology

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46•2008국토해양 R&D 국제심포지엄

DIVISION 1. High-Tech City Technologies

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For this purpose, there is a need to go beyond the boundaries of conventional technologies of construction and structural design and to integrate the following technologies:

International Symposium on Land, Transport and Marine Technology•47

International Symposium on Land, Transport and Marine Technology

(1) Technology concerned with environmental and risk management (2) Technology of conservation and regeneration with due consideration to the local characteristics of existing structures including historical and cultural resources (3) Technologies of communication, consensus building, plan making and space management to coordinate and integrate the individual activities initiated by various actors of society Up to now, architecture, civil engineering, and urban engineering in their respective fields have, while dealing with different time-space scales and structures, accumulated cutting-edge knowledge and contributed to the formation of favorable urban spaces. In the past, when em-phasis was put on developing new residential areas and constructing new structures, develop-ment and advancement of such specialized disciplines were found to be the most effective. However, current problems confronting urban development can be highlighted by the fact that a set of optimum solutions drawn from the best practices of each discipline is not necessarily the best solution. This is especially true where there are relationships of trade-offs among such issues as human risk and environmental load. In this way, the integration of the above three disciplines is strongly called for. G { G G G G l ’ G G G G G G G G G G G G G G G G G G G G Gl G G G UGk G G G G G G G G G G G G G G G G G G G G G G UG j G G G G G G SG G UG G p G G G pG G G G G G G G G G G GzkGYUWT G G G~ UG G G~ G G ~ G G G G G G G G G G G G SG G G G G G G G G G G G G G UG{ G G G G ~ G O ¡ G G XWWG PG G G G G G G G T G G G G G X``W UG m G G G G G G G

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DIVISION 1. High-Tech City Technologies

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International Symposium on Land, Transport and Marine Technology•49

International Symposium on Land, Transport and Marine Technology

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50•2008국토해양 R&D 국제심포지엄

DIVISION 1. High-Tech City Technologies

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The Project "Sustainable Model District Vauban" In the South of Freiburg, on the former area of a French barrack site, Vauban, a new district is being developed for more than 5,000 inhabitants and 600 jobs. In 1993 the planning for the district started and in 2006, after three development sections, the district (38 hectares) will be completed. The City of Freiburg has bought the area from the Federal Authorities and paid for this 20,000,000 €. As owner of the Vauban area, the City is responsible for its planning and development. The principle "Learning while Planning" adopted by the city allowed flexibility in reacting to new developments. This allowed an extended citizen participation that went far beyond the legal requirements and enabled citizens to participate even in the planning process. The citizen's association "Forum Vauban e.V." applied to coordinate the participation process and was recognized as its legal body by the City of Freiburg in 1995. From the very beginning, Forum Vauban did not want to restrict itself to merely organizing but also developed own suggestions for the planning and building of the district. Therefore the project was created and implemented together with the City of Freiburg and several other partners.

International Symposium on Land, Transport and Marine Technology•51

International Symposium on Land, Transport and Marine Technology

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52•2008국토해양 R&D 국제심포지엄

DIVISION 1. High-Tech City Technologies

Individual knowledge for planners and citizens m G G T G G G G G G G G G G G SG T G G G G G G G G G UG j G G„ G G G“SG G G G G G“| G “G G G G T G G G G G SG G G G G G G G T UG T G G G G G G T G G G G G UG m G ¡ SG G G G G G G G G G G G G G G G G UG G G

International Symposium on Land, Transport and Marine Technology•53

International Symposium on Land, Transport and Marine Technology

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DIVISION 1. High-Tech City Technologies

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International Symposium on Land, Transport and Marine Technology•55

DIVISION 1. High-Tech City Technologies

The Evolution of Bathymetric LIDAR

Grady Tuell Managing Director, Optech International, USA

Abstract This presentation introduces principle of bathymetric lidar system, historical progress of lidar technology, state-of-the-art SHOALS (Scanning Hydrographic Operational Airborne Lidar Survey), REA (Rapid Environmental Assessment) software and future of bathymetric lidar. Optech International has developed cutting-edge SHOALS systems and data processing software for newly emerging applications. The new SHOALS has improved capability in data collection with high accuracy, increased resolution, directional independency, and better performance in both shallow and turbid waters. REA software functionality has capability of providing various products by multi-level data fusion processing SHOALS and Casi data. The products from REA include depth, seafloor reflectance, intensity, seafloor classification, water attenuation, CHL concentration and so on. As for the directions of bathymetric lidar system, following issues are to be considered: Growing market and users, system performance, integration of topographic and bathymetric data, high spectral resolution, active and passive data fusion, 3D water column analysis, and new 3D visualization.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘57

International Symposium on Land, Transport and Marine Technology

Optech INTERNATIONAL

The Evolution off Bathymetic y Lidar Grady Tuell, Ph.D.

2008 International Symposium y p on Land,, Transport p & Maritime Technology gy November 6, 2008 Seoul, Korea

www.optechint.com

Optech

Concept of Bathymetric Lidar

INTERNATIONAL

photoelectrons

150.0

112.5

75.0

37.5

0 1 5 9 14 21 28 35 42 49 56 63 70 77 84 91 98 106 115 124 133 142 151 160 169 178 187 196 time (ns)

GOAL: IHO Order 1:

D Detect 2.0m cube

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www.optechint.com

DIVISION 1. High-Tech City Technologies

Optech INTERNATIONAL

Typical accuracies achieved with SHOALS Fort Lauderdale, Florida comparison to acoustic data

1 2 3 10 4 9

Optech INTERNATIONAL

10386 points;

www.optechint.com

Histogram: SHOALS - acoustic data

mean difference = 0.145m; sigma = 0.188m

www.optechint.com

International Symposium on Land, Transport and Marine Technology•59

International Symposium on Land, Transport and Marine Technology

Optech

SHOALS Accuracies (2 sigma)

INTERNATIONAL

1.00 0.90 0.80 0.70 0.60 0.50 0.40 0.30 0.20 0.10 0.00 0

Depth (m)

Optech

www.optechint.com

State of the technology in 2008

INTERNATIONAL

Manufacturers: Owners:

Optech: SHOALS Tenix: LADS II AHAB: Hawkeye II NASA/USGS: EAARL Fugro Pelagos BLOM Tenix Lads U.S. Army Corps of Engineers U.S. Navy Oceanographic Office Royal Australian Navy Swedish Hydrographic Department Japan Coast Guard

60•2008국토해양 R&D 국제심포지엄

http://www.optechint.com

DIVISION 1. High-Tech City Technologies

Optech

Evolutionary paths

INTERNATIONAL

New business models

New Information

What’s next

New systems

Optech INTERNATIONAL

http://www.optechint.com

Evolution of the lidar business Customers will be increasingly interested in environmental applications of 3D data

New business models

New vendors and new partnerships will emerge

In the U.S., an Academic Center of Excellence will emerge

http://www.optechint.com

International Symposium on Land, Transport and Marine Technology•61

International Symposium on Land, Transport and Marine Technology

Optech

Evolution of information from lidar data

INTERNATIONAL

Topo/bathy DEMs Topo/bathy reflectance images Benthic and beach classifications

New Information

Auto-extracted vector data (shorelines; building footprints) Sea surface information New 3D visualizations (auto-stereo; water column volume displays) Water column characterizations (chlorophyll concentration; CDOM; suspended sediment) (data fusion)

Optech

http://www.optechint.com

Prototype Hardware

INTERNATIONAL

Compact Hydrographic Airborne Rapid Total Survey (CHARTS)

SHOALS 3000 T20

Casi 1500

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www.optechint.com

DIVISION 1. High-Tech City Technologies

Optech

CHARTS

INTERNATIONAL

www.optechint.com

Optech

Direction Independent

INTERNATIONAL

New Information

www.optechint.com

International Symposium on Land, Transport and Marine Technology•63

International Symposium on Land, Transport and Marine Technology

Optech INTERNATIONAL

Topo/bathy green reflectance @ 3m resolution

New Information

Optech INTERNATIONAL

www.optechint.com

Water column volume visualizer and editor

New Information

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www.optechint.com

DIVISION 1. High-Tech City Technologies

Optech

Volume Visualizer and Editor

INTERNATIONAL

New Information

Optech

www.optechint.com

Spectral Optimization Algorithm

INTERNATIONAL

New Information

Find that minimizes the objective function

while all the elements of the p are physically meaningful!

bottom

Atmosphere

www.optechint.com

International Symposium on Land, Transport and Marine Technology•65

International Symposium on Land, Transport and Marine Technology

Optech

REA Functionality

INTERNATIONAL

SHOALS Depth SHOALS a+bb"

New Information

SHOALS Reflectance Casi Surface Reflectance

CHL concentration a CDOM bb particles Casi seafloor ref.

Class Map

www.optechint.com

Optech

Evolution of systems

INTERNATIONAL

New systems in the mJ class: (SHOALS #5; LADS-III; CZMIL)

New Systems

New systems in the uJ class: (EAARL-II; ALTM-g; CATS)

Offering: increased resolution and better performance in shallow, turbid waters

66•2008국토해양 R&D 국제심포지엄

http://www.optechint.com

DIVISION 1. High-Tech City Technologies

Optech

Evolution of airborne lidar technology

INTERNATIONAL

profilers

scanners

multi-pulse

200000

9457

447

100 uJ 21

3 mJ

2011

2010

2009

2008

2007

2006

2005

2004

2003

2002

2001

2000

1999

www.optechint.com

Optech

The next three years

INTERNATIONAL

scanners

1998

1997

1996

1995

1994

1993

1992

1991

1990

1989

1988

1987

1986

1985

1984

ALTM-NGg (hypothetical

multi-pulse

160 uJ; 50 KHz)

ALTMg (hypothetical 54 uJ; 50 KHz)

10000

CZMIL 3.5 mJ; 10 Khz

1000

EAARL-II 700/3 uJ; 10 100

Khz * 3

Hawkeye-II

1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010

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International Symposium on Land, Transport and Marine Technology•67

International Symposium on Land, Transport and Marine Technology

Optech

CZMIL CONOPS: refractive circular scan

INTERNATIONAL

New System

www.optechint.com

Optech

CZMIL Timeline

INTERNATIONAL

2008

2009

2010

2011

Hardware CZMIL DAS SHOALS GCS REA beta

REA

Software

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www.optechint.com

CZMIL DPS

DIVISION 1. High-Tech City Technologies

Optech INTERNATIONAL

Summary: directions for bathymetric lidar

• More systems and more users • Improved performance in shallow, turbid waters • Simultaneous topo/bathy data for shoreline mapping • Higher spatial resolution data in shallow water • Active/passive data fusion for water column properties • Active/passive data fusion for seafloor classifications • Move from point clouds to raster and volume processing • 3D water column analysis

http://www.optechint.com

Optech INTERNATIONAL

THANK YOU !

http://www.optechint.com

International Symposium on Land, Transport and Marine Technology•69

DIVISION 1. High-Tech City Technologies

URBAN MANAGEMENT REVOLUTION: INTELLIGENT MANAGEMENT SYSTEMS FOR UBIQUITOUS CITIES Tan Yigitcanlar Professor, Queensland University of Technology, Australia

Abstract A successful urban management support system requires an integrated approach. This integration includes bringing together economic, socio-cultural and urban development with a well orchestrated transparent and open decision making mechanism. The paper emphasises the importance of integrated urban management to better tackle the climate change, and to achieve sustainable urban development and sound urban growth management. This paper introduces recent approaches on urban management systems, such as intelligent urban management systems, that are suitable for ubiquitous cities. The paper discusses the essential role of online collaborative decision making in urban and infrastructure planning, development and management, and advocates transparent, fully democratic and participatory mechanisms for an effective urban management system that is particularly suitable for ubiquitous cities. This paper also sheds light on some of the unclear processes of urban management of ubiquitous cities and online collaborative decision making, and reveals the key benefits of integrated and participatory mechanisms in successfully constructing sustainable ubiquitous cities.

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International Symposium on Land, Transport and Marine Technology

URBAN MANAGEMENT REVOLUTION: INTELLIGENT MANAGEMENT SYSTEMS FOR UBIQUITOUS CITIES G

Tan Yigitcanlar Queensland University of Technology/School of Urban development

1. Introduction During the last few decades rapid urbanisation trends changed urban system and structures across the globe dramatically (Yeung, 2000). Urban systems now have become increasingly complex and large in scale as local urban economies, social and political structures, transportation systems, and infrastructure requirements evolve hastily. Sustainable and efficient usage of scarce resources together with competing economic and social priorities are now parts of everyday decisions required to be made by local governments, which oblige a sound urban management system that increases the understanding of, and capacity to undertake, the strategic management of urban areas. Urban management is basically a process of deliberately directing and facilitating urban development, and also an integration of the traditional ideas of planning, with its physical, economic and social concerns, and recently latched to management with its emphasis on efficiency (Davey, 1993). The application of innovative systems to support urban management and collaborative decision making offers considerably new opportunities particularly for ubiquitous cities, where such cities provide ubiquitous infrastructure and services for their residents and visitors (Galloway, 2003). In ubiquitous cities, like any other city, urban and infrastructure planning, development and management require complex information and input from institutions, stakeholders and users to deal with spatial, social, economic, and also multi-dimensional and complex characteristics of urban and environmental phenomena and problems (Lee et al., 2008a). { G G G G G G G G UG p G G G G G G G G G G G UG { G G G G G G G G G G G G G G G G G G SG G G G G G G G G G G G G G G G UG m G G G G G G G G G

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G SG SG G G UG { G G G G G G G G G G G G G UG{ G G G G G G G G G G G G G G G UG m G G G G G G G G GlT G G G G G UGz G G G G z G j T G p G npzG G G G G G G G G G G G G G UG m G G G G G G G G G UG G

2. Towards ubiquitous cities, infrastructures, services and technologies The rapid growth of cities has been associated with many economic, social and environmental problems. In addition to increasing demands on scarce energy resources, these costs include deterioration in environmental quality, traffic congestion, accidents, misuse of scarce urban land and sprawling greenfield development. Under these circumstances, strategic planning for sustainable and intelligent cities is a crucial challenge for urban policy makers and planners (Kim, 2008). In reality all urban activities are unsustainable since they consume resources. However, there is an acceptable level of social costs associated with daily activities and the physical movement of people or goods by utilising the emergence of pervasive information and communication technologies (ICTs) to identify ways for existing cities to grow in a more sustainable and intelligent manner. The rapid convergence of ubiquitous technology, ICTs and geographic information systems (GIS), is raising the possibility of dramatically transforming the way people perceive urban environments, and how they interact with each other in urban spaces (Kim, 2008). Endless possibilities for ubiquitous technologies are currently being developed promises increased convenience, awareness, transparency, and access to information and social opportunities that break traditional power structures by receiving and delivering services anywhere and anytime (Townsend, 2005). As Lee et al. (2008a) define ubiquitous cities (U-cities) are cities that provide ubiquitous infrastructure (U-infrastructure) and ubiquitous services (U-services) for their residents and visitors by utilising a range of ubiquitous technologies (Utechnologies). Life in an U-city can be exemplified by imagining “public recycling bins that use radio-frequency identification technology to credit recyclers every time they toss in a bottle; pressure-sensitive floors in the homes of older people that can detect the

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International Symposium on Land, Transport and Marine Technology

impact of a fall and immediately contact help; cell phones that store health records and can be used to pay for prescriptions” (O'Connell, 2005: 1). Similar to the ‘just-in-time’ delivery system, which saves time and monetary cost by delivering materials when they are readily needed and by eliminating storage space otherwise needed to stockpile them, urban resources could be conserved in U-cities by delivering and receiving services right in time with the support of a wired and wireless integrated network equipped with digital home systems and intelligent building systems (Kim, 2008). Examples of Uservices to be provided in U-cities include but not limited to:

Integrated facility management; Concierge-type information technology service; Security; Education; and Healthcare.

Abovementioned services would only be provided by the development of the following systems, where such systems form the backbone of U-cities (Figure 1).

U-life portal system; Facility management system; Integrated payment system; Digital information system; U-healthcare system; U-education system; Smart card system; and Data collection and management centre.

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Figure 1. Ubiquitous city framework (Lee et al. 2008a: 156) Figure 1. Ubiquitous city framework (Lee et al. 2008a: 156)

As U-technologies ICTs play an increasingly important role in the planning, As U-technologies ICTs play an increasingly important role in the planning, management and use of urban physical infrastructure in the areas of transport systems, management use of and urban physical infrastructure the areas transport systems, power supply,and sewerage waste treatment and waterinsupply and of management. The power supply, sewerage and waste treatment and water supply and management. Republic of Korea, followed by Japan, is a world leader in the use of ICTs in urbanThe Republic of Korea, followed by Japan, is(Cohen, a world2004). leaderOver in the ICTs in urban infrastructure planning and management theuse lastoftwo decades, infrastructure planning developed and management (Cohen, the last two decades, Korea has continuously local, regional and 2004). nationalOver strategies for knowledgeKorea and has continuously developed local, regional and national strategies forICTs. knowledgebased sustainable urban development by incorporating state of the art The based and sustainable urban development by incorporating state of the art ICTs. country’s U-Korea and U-city agendas aim to increase the use of ICTs in theThe country’s U-Korea and U-city of agendas to for increase the useand of sustainable ICTs in the development and management urban aim space prosperous development (Lee andet management of urban space for prosperous and sustainable development al. 2008c).

development (Lee et al. 2008c). In the 21st Century, technological developments in the areas of remote sensing, GIS and In the 21st Century, technological developments areasofoftremendous remote sensing, GISinand wireless communications have made huge strides in as the a result changes mobile – mobile phones, vehicle cards personal changes tracking in wirelessnetworks communications have made hugenavigation, strides assmart a result of and tremendous systems. In particular, mobile phonesvehicle have become intelligent used not fortracking only mobile networks – mobile phones, navigation, smart devices, cards and personal inter-personal communication also have to access information and servicesused provided systems. In particular, mobile but phones become intelligent devices, not forvia only the internet (Lee, 1999). These wireless and advanced U-technologies provide inter-personal communication but also to access information and services provided via opportunities a person to communicate not only other people but also withprovide any the internet for (Lee, 1999). These wireless and with advanced U-technologies product or service the existing urban infrastructure, waterany opportunities for aelements person toofcommunicate not only with othernotably people transport, but also with

supply, parkselements and route if the objects contain sensors, product public or service of directions the existing urban infrastructure, notablyprocessors transport, and water software (Lee et al., and 2008c). physical infrastructure itemssensors, and mobile objects,and supply, public parks routeThese directions if the objects contain processors

software (Lee et al., 2008c). These physical infrastructure items and mobile objects,

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International Symposium on Land, Transport and Marine Technology

such as cars on the road, oil running through a pipeline and electricity flows in a power supply line, can be self-monitored, controlled and protected by digital networks (Lee et al., 2008b). U-infrastructure uses sensors and sensor networks to continually communicate with wired and/or wireless computer devices embedded in personal devices (i.e. mobile phones and personal digital devices), buildings, infrastructure, and any feature or object of the urban space. This allows ubiquitous communication of person-to-person, personto-object, and object-to-object even though computers or devices are invisible to users. U-infrastructure improves the effectiveness of urban infrastructure planning, management and use in many ways. U-infrastructure also contributes to the creation of an environmentally friendly, sustainable and smart city by making ubiquitous computing available for the public, allowing them to report environmental hazards immediately to the environmental protection agency, for instance, and leads to a significant shift to a new paradigm of urban infrastructure planning and provision in Korea and potentially elsewhere (Lee et al., 2008a). U-infrastructure can make the management of urban facilities more efficient and provision of services less expensive. For instance, people can access information without searching for information via the internet and objects share data with other objects without inputting data from people (Lee et al. 2008c). Further, U-infrastructure also helps to realise U-democracy by encouraging citizens to participate in the decision making processes using personal devices such as mobile phones, personal digital devices (PDAs), and sometimes by automatic recognition via radio frequency identification or sensors. Policy experiment and simulations through Uinfrastructure also provide a fair and transparent participation opportunity for stakeholders (Lee et al. 2008c). Using policy experiment and simulations, a policy maker can test various policy options and evaluate current policies according to the economic and market performance, which diminishes the challenges of policy and market failure (Lee, 2004). However, recent developments in U-technologies and progress towards the development of U-infrastructures and U-services have revealed that without an efficient urban management system it is not possible to form U-cities.

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3. Intelligent urban management systems The changing context, in which our societies are evolving, places new pressures on all the professionals engaged in managing urban and regional development and the built and natural environments. Today, and into the future, planners and managers of urban and regional development face, on the behalf of our governments and communities, the complex demands of (Neilson, 2002: 97):

The scale of demographic changes underway in our societies and the way these may impact upon our cities and regions; An increasing recognition that in modern globalised economies our cities are the ‘engines’ of economic growth; The need to manage urban growth and change to increase our cities’ and regions’ capacity to compete in globalised markets; and The need to create ‘learning cities’ capable of operating in the rapidly expanding world of knowledge economy and utilising information and knowledge to advance economic, environmental and social progress.

Around the globe increasing awareness of the complexity of the modern urban setting and abovementioned demands have led to the questioning of management approaches founded on traditional institutional, administrative and geographical compartmentalisation (Stubbs et al., 2000). Urban environments act as ‘crucibles’, where a multitude of interactions not only take place, but also ‘make place’ for large numbers of individuals (Giddens, 1984) and therefore managing such places plays a critical role in establishing sustainable cities. It has been proved that traditional urban management practices lack of comprehensively tackling urban, economic, social and environmental problems (Jones et al., 2002). Starting from late 1970s it is clearly accepted that automated information systems or intelligent management systems in local governments contribute significantly to the decision process of top policy making and management team by providing them with accurate information and decision directions (Dutton and Kraemer, 1977). In recent years, the growing need for an effective urban management approach led into the development of the notion of ‘intelligent urban management’. This new urban management approach rises from improving communication within and between agencies and the public about the highly connected and emergent nature of problems which management responsibility has been assumed (Stubbs et al., 2000).

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International Symposium on Land, Transport and Marine Technology

Regardless of whether intelligent or not a sound urban planning and management system should provide: safe, healthy and cohesive communities; sustainable natural resource management; a supportive environment within which business can develop and which assists in opportunities for economic growth; and appropriate urban structure and form so as to provide equitable access to service and amenities. Jones et al. (2002) summarise the important aspects of shaping the new (or intelligent) planning and urban management systems. These key aspects include (p.190-191):

Changing attitude and understanding in urban development and economic growth; Coordinating and planning the development through a professional and resourced single body; Increasing participation in the planning process; Providing equal access to services such as education and health; Supporting systems for service planning and delivery; Strengthening and providing coordinated urban management services between key infrastructure providers; Meeting the demands of varying interest groups; Operating a regulatory framework for the control, monitoring and assessment of the development; Considering all the costs of urban growth such as financial, social and environmental; and Bringing transparency and accountability to the management system.

Additionally, much like in the case of U-cities an intelligent urban management system as support systems highly benefits from the state of the art technologies in planning, decision making and management. These advanced technologies include U-technologies, ICTs, decision support systems, digital information systems, strategic choice tools, and E-service technologies (i.e. for E-commerce, E-government and E-education). In recent years such technologies made online and web-based platforms and decision support systems accessible for technicians, policy makers and the public for urban planning, development and management purposes.

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4. Urban management support systems A successful urban management support system requires an integrated approach to governance. This integration includes bringing together economic, socio-cultural and urban development with a well orchestrated transparent and open decision making mechanism. Such decision making mechanism could only be achieved with a broad public and stakeholder participation. In the age of information era, already upon us, to encourage wide participation urban administrations have started to benefit from the opportunities those U-technologies are providing (i.e. computer supported collaborative work environments, web-based platforms). However providing an online platform for public and stakeholder participation and technicians collaboration is not solely enough for coming up with the most suitable decisions. At that point accessing accurate and real-time information plays a big role. As static urban management systems proved in time to be unsuccessful as the last step of the planning or management process, which is monitoring and re-evaluating the decisions, were neglected mostly. This is to say in the 21st Century urban planning, development and management cannot deal with urban ills and problems by continuing its traditional static and slow in action characteristics. Particularly the new trend of U-cities provide an avenue to turn urban planning, development and management into a fully dynamic process by benefiting from real-time information collected through various U-technologies and also benefiting from real-time strategic decision/choice mechanisms (Lee et al., 2008a). Additionally, it is widely accepted that only fully transparent and democratic urban governance can provide such dynamic governance and management system that an intelligent urban management system aims to establish. Therefore, adapting a U-democracy mechanism into online urban management support systems, as well as into the whole decision making process, is crucial. Especially recent online urban environmental management systems practice help in democratising the process and set a good sample for intelligent planning and management systems.

5. Online urban environmental management systems Environmental information and environmental information systems (EIS) play a major role in urban planning, decision making and management. EIS briefly is a collection of datasets and information that have some relevance for studying, monitoring and exploring the environment. The term EIS is used to describe a collection of socio-

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economic indicators; a contact list of consultants or a list of chemicals that are used in the production cycle. It can be a set of data files, or a highly integrated information system; a standalone system, running on a personal computer; or a sophisticated system, based on super-computers (Hakay, 1999). EIS relies on technologies – such as a database management system running on a mainframe computer or based on the latest web technology or based on U-technologies (Yigitcanlar et al., 2008a). Its scale can be as wide as global, national, local, or it might not relate to any geographical scale. Since the early 1990s, a new field of research has been created for EIS research, named ‘environmental informatics’ which is the field that deals with the development, management and research on EIS (Avouris and Page, 1995). It is an operational combination of remote sensing and GIS technologies. They play a facilitator role in the collection as well as the integration and analysis of the up-to-date spatial and aspatial database with the existing datasets to generate application specific strategic datasets for technological adjustment and social adaptations with future perspective, towards (Chakrabarti and Nag, 2002):

Environmentally sound land use/land cover practices; Minimising the adverse effects of natural hazards, land degradation and so on; and Easy to use data format in digital mode to enable E-governance especially in rural poverty alleviation and biodiversity conservation.

Though the term EIS is still widely in use when referring to these systems, they have moved away from being pure information systems. Most of them handle and manipulate datasets. As computing power increases, EIS are used for complex analysis operations and evaluation of possible scenarios (Yigitcanlar et al., 2008a). This transforms EIS into exploration tools where the users evaluate and analyse underlying datasets while constricting their knowledge and meaning of the problem at hand (Checkland and Holwell, 1998). An EIS is comprised of three parts – the input to the system, running and operating EIS, and its outputs. These are the core elements of the environmental information and they form the traditional content of EIS. However, this core is surrounded by a wide range of topics of environmental information (Yigitcanlar et al., 2008a). This includes geographic information about the built and natural environment; information about

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public transport, traffic and alternative transport means; information about recreational activities; health related information or information about food production and content (Haklay, 2001). The spatial element of environmental information promotes the use of GIS as a pivotal tool in EIS that serves many roles. Historically, GIS started as a repository for environmental information. It then evolved into a management tool with modelling and analysis capabilities added or connected to it later (Rhind, 1996). The use of ICT in environmental decision making brings several specific issues. The continual updates and changes in technology combine with the costs of software and hardware to make it expensive and difficult to maintain an operative EIS. There is also a continual need to follow changes in technology, particularly in U-technologies, and to adopt existing systems to these changes. Such changes include the move from central, mainframe computers to distributed computing and from text-based terminals to the multimedia environment of internet (Haklay, 1999), where such move helps in establishing new U-environmental management services. The involvement of individuals in interest groups in environmental decision making via online EIS enables group members, i.e. stakeholders, technicians and the public, to share information amongst the broader group (Yigitcanlar et al., 2008a). Such groups are usually formed to a specific set of social and political goals. Naturally, there are other social/political/economic entities which such groups are debating and might be in conflict. Each group can collate and use environmental information according to its own filters (Haklay, 2001). As most of environmental information is stored in computerised information systems, and with accordance to the growing demand for public access to this information, there is a growing need for online EIS for managing the environment effectively (Yigitcanlar et al., 2008a). A review of the latest EIS will reveal a set of seven assertions (Figure 2) that seem to underlie recent initiatives (Haklay, 2000):

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Figure 2: E-government and online EIS assertions (Yigitcanlar et al., 2008a: 695)

Although E-government is a relatively new and expensive application, many countries around the world have shown remarkable ingenuity in creating E-government services. In most of these countries’ E-government services also included environmental services such as online EIS (Yigitcanlar et al., 2008a). The following projects (Table 1) can be provided as some of the good practices on the integration of online EIS in an Egovernment platform, which are also good examples that can be adopted by cities aiming to develop U-infrastructure and services (i.e. U-environmental management service).

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Table 1: Good practices in E-government and online EIS (Yigitcanlar et al., 2008a: 695)

6. The Shibuya Community-based Internet GIS Project So far, around the world a number of successful online urban planning and management support systems developed, particularly focusing on the urban environmental decision making issues. One of these good practices is a public oriented interactive environmental decision support system developed by the author for the Shibuya City, Japan. Community-based Internet GIS (CIGIS) is a web-based support system to facilitate discussion and collaborative decision making. It enables various users, such as the public, technicians and politicians to interactively obtain and share information on the environment at different levels, scales, aspects and details. Users can access to the platform via any electronic device (i.e. desktop/laptop computers, PDAs, mobile phones). It also facilitates the collaboration of these users in problem solving throughout various decision making stages of the community-based planning process. CIGIS is a mechanism to support sustainable development related thinking, identify community goals, draw up planning guidelines and collect data and store them in a decision support system environment (Yigitcanlar, 2008). Furthermore, the main steps of participatory decision making, collaboration, negotiation and consensus building are integrated into this system (see Figure 3 for the system flow chart of CIGIS).

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The CIGIS model is applied to a pilot project in Tokyo, Japan – The Shibuya Community-based Internet GIS project. This project is developed to raise awareness on urban and environmental planning and sustainable urban development issues among the residents of Shibuya, Tokyo. The pilot project aims to provide an easy access to urban and environmental data and to create environmental awareness among the public for achieving sustainable urban development in and around Shibuya. This project develops a comprehensive integrated web-based information sharing platform for the collaborators (i.e. community and stakeholders). Together with U-technology and decision making components, it creates and promotes awareness on sustainable urban development and urban and environmental planning issues, community-government relationships, virtual community and trust online.

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Figure 3. System flow chart of CIGIS (Yigitcanlar, 2008: 356) International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘85

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As part of this pilot project, U-technologies for accessing information in the database via the internet were set up. The system uses ESRI ArcIMS technology to enable the presentation of the tabular information, interactive maps and videos. The system permits viewing the data anytime from anywhere in the world by using any device that can access to web browsers. Participants can view the map of the city, perform zoom and pan operations to assist in visualisation and navigation, ask questions/queries and then make suggestions about specific features identified from the map. All user input is stored in the web access logs and is then used for future analysis and feedback into the planning and decision making process. In this manner a community database is created, representing a range of views and feelings about environmental and planning issues of the Shibuya City (Yigitcanlar, 2008). A schematic diagram of the system architecture of the CIGIS used for the Shibuya City is illustrated in Figure 4. The system architecture includes ‘Computer Supported Collaborative Work Systems (CSCW)’ and specific applications to support collaboration. The system constructs a trio of communication, collaboration and coordination among all of the participants and contains forms and common gateway interfaces that the user can interact with to provide information and feedback.

Figure 4. System architecture of CIGIS (Yigitcanlar, 2008: 353)

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The Shibuya Community-based Internet GIS pilot project has shown that online urban environmental management support systems could be developed and accessed by the wider community to strengthening of cities sustainability bases. Additionally further development of such or similar projects lead into the development of U-environmental management services.

7. Conclusion In the 21st Century global and local forces, such as climate change, resource consumption and depletion, energy security and oil vulnerability, globalisation and knowledge economy, and technological developments, are rapidly re-shaping our cities. In this reshaping process developing pathways towards sustainable urban development has been one of the most crucial topics in recent years (see Newton, 2008). In this regard ubiquitous city, infrastructure, service and technology developments offer new opportunities. Such developments will revolutionise the urban planning, development and management by providing a new direction for intelligent urban management. For example intelligent management of urban infrastructure and services will provide justin-time delivery of goods and services and will contribute significantly to the sustainable development of our cities by mainly minimising unnecessary resource use. Similarly U-infrastructure and services by improving community and environmental health will contribute to the formation of healthy cities. Along with these opportunities, and many more, intelligent management systems for Ucities also presents a number of challenges. These challenges include: strategically planning every stage of the U-city development process; significant financial commitment to invest on developing, equipping and retrofitting new U-technologies to urban environments; developing a system that is resilient to adopt new technological changes quickly; and securing and safe guarding the whole system from external and internal security treats. Beyond technology revolutionising urban management for U-cities also requires several key instruments. These instruments include: a strong administration and will to plan and develop sound policies; legislations and regulations to legitimise and empower the process; a fiscal system based on â&#x20AC;&#x2DC;user paysâ&#x20AC;&#x2122; principle rather than tax payers funding of all services; strong financial and institutional structure to realise and coordinate U-

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infrastructure and services; capability to manage both assets and knowledge that is key for the knowledge-based and sustainable development of cities (Yigitcanlar et al., 2008b; 2008c); and embracing an advocating, transparent and participatory approach for development. Lastly, for a successful urban management strategic visioning and planning, as Neilson (2002) highlights, linking strategy and practice play a key role.

References Avouris, N. and Page, B. (1995). Environmental informatics: methodology and applications of environmental information processing, Boston: Kluwer Academic. Chakrabarti, P. and Nag. S. (2002). Geoinformatics: spatiothematic information for natural hazard/disaster mitigation. Resources & Environmental Monitoring, 34(7): 1198-1201. Checkland, P. and Holwell, S. (1998). Information, systems and information system making sense of the field, Chichester: Wiley & Sons. Cohen, G. (2004). Modelling ICT perceptions and views of urban front-liners, Urban Studies 41(13): 2647-2667. Davey, K. (1993). Elements of urban management, New York: World Bank. Dutton, W. and Kraemer, K. (1977). Technology and urban management: the power payoffs of computing. Administration & Society, 9(3): 305-340. Galloway, A. (2003). Resonances and everyday life: ubiquitous computing and the city. Accessed on 6 Oct 2003 from www.purselipsquarejaw.org/mobile/cult_studies_draft.pdf. Giddens, A. (1984). The constitution of society: outline of the theory of structuration. Cambridge: Polity Press. Haklay, M. (1999). From environmental information systems to environmental informatics - evolution and meaning. London: UCL, Centre for Advanced Spatial Analysis. Haklay, M. (2000). Public access to environmental information: challenges and research directions. Paper presented at the 4th International Conference on Integrating GIS and Environmental Modelling. Alberta, Canada, September 2-8, 2000. Haklay, M. (2001). Conceptual models of urban environmental information systems: toward improved information provision, Working Paper Series, 38. UCL Centre for Advanced Spatial Analysis.

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Jones, P., Taule’elo, T., and Kohlhase, J. (2002). Growing pacific town and cities: Samoa’s new planning and urban management system. Australian Planner, 39(4): 186-193. Kim, T. (2008). Planning for knowledge cities in ubiquitous technology spaces, In Creative Urban Regions: Harnessing Urban Technologies to Support Knowledge City Initiatives, edited by T. Yigitcanlar, K. Velibeyoglu and S. Baum. London: Information Science Reference, pp. 218-230. Lee, S., Yigitcanlar, T., Hoon, H., and Taik, L. (2008c). Ubiquitous urban infrastructure: infrastructure planning and development in Korea, Innovation: Management, Policy & Practice, 10(3), accepted for publication on Sep 2008. Lee, S., Hoon, H., Yigitcanlar, T., and Taik, L. (2008b). Ubiquitous infrastructure: urban infrastructure planning and management experience of Korea, Subtropical Cities 2008 Conference, 3-6 Sep 2008, Brisbane, Australia, pp. 23-33. Lee, S., Han, H., Leem Y. and Yigitcanlar, T. (2008a). Towards ubiquitous city: concepts, planning and experiences in the Republic of Korea’, In KnowledgeBased Urban Development: Planning and Applications in the Information Era, edited by T. Yigitcanlar, K. Velibeyoglu and S. Baum. London: Information Science Reference, pp. 148-170. Lee, S. (1999). Internet based planning methodology: experimental urban planning. The Journal of Korean Planners Association 34(3): 49-60. Lee, S. (2004). Policy experiment and simulation system: policy experiment and simulation system through fair and transparent public participation on the internet, The Journal of Korea Planners Association 39(1): 59-71. Neilson, L. (2002). Instruments of governance in urban management. Australian Planner, 39(2): 97–102. Newton, P. (2008).Transitions: pathways towards sustainable urban development in Australia. Melbourne: Springer. O'Connell, P. (2005). Korea's high-tech utopia, where everything is observed. New York Times, 5 October 2005, http://www.nytimes.com/2005/10/05/technology/techspecial/05oconnell.html?ex= 1286164800&en=4a368c49e8f30bd2&ei=5088. Rhind. D. (1996). Economic, legal, and public policy issues influencing the creation, accessibility, and use of GIS databases, Transactions in GIS, 1(1): 3-12. Stubbs, M., Lemon, M. and Longhurst, P. (2000). Intelligent urban management: learning to manage and managing to learn together for a change. Urban Studies 37(10): 1801-1811.

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International Symposium on Land, Transport and Marine Technology

Townsend, A. (2005). Seoul searching: cybernomads and the ubiquitous city. Receiver. Vol. 13, Vodafone Group, Plc. Retrieved on 15 February 2006 from http://www.receiver.vodafone.com/13/articles/index02.html. Yeung, Y. (2000). Globalization and networked societies: urban-regional change in Pacific Asia. Hawaii: University of Hawaii Press. Yigitcanlar, T. (2008). A public oriented interactive environmental decision support system, In GIS and Evidence-Based Policy Making, edited by S. Wise and M. Craglia. London: Taylor and Francis, pp. 347-366. Yigitcanlar, T., Velibeyoglu, K. and Baum, S. (Eds.) (2008c). Knowledge-based urban development: planning and applications in the information era, London: Information Science Reference. Yigitcanlar, T., Velibeyoglu, K. and Baum, S. (Eds.) (2008b). Creative urban regions: harnessing urban technologies to support knowledge city initiatives, London: Information Science Reference. Yigitcanlar, T., Han, H. and Lee, S., (2008a). Online environmental information systems, In Encyclopedia of Decision Making and Decision Support Technologies, edited by F. Adam. London: Information Science Reference, Volume II, pp. 691698. Yigitcanlar, T. (2006). Australian local governments’ practice and prospects with online planning, URISA, 18(2): 7–17. Yigitcanlar, T. (2005). Is Australia ready to move planning to an online mode?, Australian Planner, 42(2): 42–51. Yigitcanlar, T., Baum, S. and Stimson, R. (2003). Analysing the patterns of ICT utilisation for online public participatory planning in Queensland, Australia, Assessment, 10(2): 5–21. G

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DIVISION 1. High-Tech City Technologies

U-city Philosophy, Vision and Demand

Jung Hoon Han Professor, Griffith University, Australia

Abstract The rapid technology development in digital networks and telecommunications has a significant effect on the contemporary analysis of cities in the world. To dates cities are increasingly becoming infused with a wide range of new telecommunications, networks and infrastructures. A new and novel concept of ‘U-City’ to urban and regional planning has been adopted in the Republic of Korea that allowed new forms of urban development, which often encumbered with its proponents to resolve chronic urban problems for a sustainable development. This is partially attributed to the fact that a philosophy, vision and demand for ubiquitous technologies and cities remain immature and sometime inadequately focused. Despite a groundswell of the technology-oriented approach to a digital city development, there is a lack of discussion of U-city’s philosophy how U-city could contribute to a humanoriented and environmentally sound sustainable development and its vision how U-city is moving forward, and demand how U-city is actually involved in meeting specific urban needs. Arguably, while U-city could lead to a mega-trend of urban development by decreasing the trip distance, and energy and land consumption, and the spread of this practice which helps in environmentally sound sustainable development for the future, ubiquitous computing technologies could be harmful if misused such as well-known problems of loss of confidentiality and privacy breech of personal tracking and security systems. It is within the context of philosophy, vision and demand of U-city that this paper heavily stresses.

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International Symposium on Land, Transport and Marine Technology

Introduction Human-oriented and environmentally friendly technologies for sustainable urban and regional development have long been a motto for our contemporary society. Geographer, planner and architect continuously develop its philosophy, visions and goals to improve the quality of life for sustainable urban futures. Recently the concept of U-city is proposed to alleviate chronic urban problems and to create an innovative and creative city.

A range of governments, research centers and universities

investigate the ways in which the technologies are meaningful and beneficial to promoting a sustainable urban development. However it had to go through long conceptual and hypothetical stages to reach the current visions of U-city development. In the mid-late 19th Century, the invention of electricity has a significant impact on human activities extending to night hours. This later led us to a mass production and consumption society, which boosted the manufacturing industries and generated a massive scale surplus. In the early 20th century, radio and telegraphy was widely used as the first age of telecommunication. This basic form of telecommunication has evolved to contemporary digital world with the latest technology of ubiquitous computing.

“Slowly but surely, a skin, increasingly referred to as ‘The Cloud’, is forming around the globe which enables instantaneous transmission and access to digital resources wirelessly from any place to anywhere at any time”.

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(Batty, 2007 p. 947)

DIVISION 1. High-Tech City Technologies

This passage of ubiquitous computing finally empowers us to move from the box into real environment. We can imagine the vision of ‘ubiquitous city’ appearing in the development of wireless infrastructure around the globe.

Despite a groundswell of the

technology-oriented approach to ubiquitous city development, there is a lack of discussion of U-city’s philosophy, how U-city could contribute to a human-oriented and environmentally friendly sustainable development, and its vision, how U-city is moving forward, and demand, how U-city is actually involved in meeting specific urban needs. Scholars in the Republic of Korea pointed out the urgent attention needs to pay the fact that a philosophy, vision and demand for ubiquitous technologies and cities remain immature and sometime inadequately focused (Byun, 2005; Lee and Leem, 2007). Arguably, while U-city could lead to a mega-trend of urban development, competing to other metropolitan cities by decreasing the trip distance, and energy and land consumption, and the spread of this practice, ubiquitous computing technologies could be harmful if misused such as well-known problems of loss of cultural identity, confidentiality and privacy breech. In particular there are uncertainties behind its cultural and social impacts on daily life for the future generation. Within the context this paper will first provide a philosophical perspective to U-city development in terms of its rationale and evolution, and propose visions of U-city for sustainable urban development and finally emphasize area-specific demands. U-city’s Philosophy Contemporary cities in the world where have different history, culture and topology have been evolved with the ways in which new telecommunications, networks and infrastructures are newly adopted. Changes in telecommunication services and facilities play a significant role in determining the physical form of a city. In line with this,

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confidentiality and privacy breech. In particular there are uncertainties behind its cultural and social impacts on daily life for the future generation. Within the context this paper will first provide a philosophical perspective to U-city development in terms of its

International Symposium on Land, Transport and Marine Technology

rationale and evolution, and propose visions of U-city for sustainable urban development and finally emphasize area-specific demands. U-city’s Philosophy Contemporary cities in the world where have different history, culture and topology have been evolved with the ways in which new telecommunications, networks and infrastructures are newly adopted. Changes in telecommunication services and facilities play a significant role in determining the physical form of a city. In line with this, early Gottman (1983) developed the popular notion of the ‘transactional city’. As he G anticipated, the modern telecommunicationYtechnologies such as fiber optics, GPS and

wireless networks accelerate the complexity of spatial transformation known as spatial deconcentration, fragmentation and recombination (Chhetri and Han 2008; Baum et al 2006). Accessibility to computer network and quality network service became a critical urban element for analyzing cognitive human behavior, mobility and location decision. Internet café known as ‘PC bang’ throughout Korea became one of the major IT service facilities where locate near schools and subway stations, corner of commercial block and building underground. Though internet café have thrived in many cities around the worlds, the Korean version significantly differs in both its cultural origins as well as its role in urban social life (Townsend, 2007). When ubiquitous computing is fully embedded in Korea cities and towns, the current ‘PC bang’ will transformed to somewhat different place or maybe disappeared. It is because the mainframe service provider such as ‘PC bang’ is hosted by a single computer system shared between hundreds of users, and the PC had provided ‘a computer on every desktop’, however, in ubiquitous computing environment, each user will be served by tens or hundreds of computational devices, located not simply on the desktop but spread throughout the environment (Dourish and Bell, 2007). The philosophy of U-city therefore should be discussed with the ways in which the shift of paradigm could impact on our daily life and for next generation (Fig1).

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DIVISION 1. High-Tech City Technologies

m XUGw Gz G Gj Gl aG|Tj Go G G

GG Alvin The Toffler, a totally new era Information era 'the third wave' Alvin Toffler, dawnThe of adawn totallyof new Information 'the third wave' IBM,Pervasive IBM,Pervasive

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Mark Weiser,

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Fast, Always Everywhere On, Easy and Convenient, Intelligent and Natural

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Cross-disciplinary researches, Computer scientists, Urban and Architecture

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z aGs G G UGOYWW_ PG McCullough (2003) emphasized a human side of infrastructure as everyday spaces are not simply spaces for working and meeting, but spaces for waiting, for reading, for

McCullough (2003) emphasized a human side of infrastructure as everyday spaces are

loitering, for watching, for loving, for remembering, and more. Within the ubiquitous

not simply spaces for working and meeting, but spaces for waiting, for reading, for

computing environment the area of these interactions with computation will appear

loitering, for watching, for loving, for remembering, and more. Within the ubiquitous

everywhere.

The philosophy of U-city should guide the ways in which the fabric and

computing environment the area of these interactions with computation will appear

contents of human behaviors are augmented with computational capacities, questioning

everywhere. The of U-city interventions should guide ways in which theis fabric and the meanings shift withphilosophy these new technology andthe augmentations. Space contents of behaviors augmented computational capacities, questioning organized nothuman just physically butare culturally and with historically. The U-city philosophy begins with cultural understandings, which provides a mainframe encountering Space is the meanings shift with these new technology interventions andforaugmentations. space as meaningful coherent, and relating itand to human activitiesThe (Dourish organized not justand physically but for culturally historically. U-cityandphilosophy Bell, 2007). U-city philosophy needs to show how the organization of space becomes an

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as meaningful and coherent, and[ for relating it to human activities (Dourish and

Bell, 2007). U-city philosophy needs to show how the organization of space becomes an G

[

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International Symposium on Land, Transport and Marine Technology

infrastructure for the collective production and enactment of cultural meaning. The Ucity philosophy therefore should be rooted in a human-oriented and environmentally sustainable manner.

U-city’s Vision Information and telecommunication technologies are becoming ubiquitous and getting embedded in physical environment. One of the major visions of U-city is that we move from systems we built on the wired Internet to those that we experience through wireless and mobile networks is that we are creating not a virtual but a thoroughly physical infrastructure (Dourish, 2001).

The vision must show how the U-city is

interwoven with the existing physical structure of space in an environmentally sustainable and human oriented manner.

Although the early Weiser’s vision of

ubiquitous computing environment (Weiser, 1991) has become one of the major phases in U-city agendas in terms of the design and engineering of computer systems, the implications of Weiser’s arguments are yet to foresee. There is incredibly modest volume of academic researches that discuss the vision of U-city but says something likely happening in the spaces when computation moves off the desktop. What our vision really takes care is the practical and cultural impacts by which those spaces are evolved and how spatial arrangements provide an urban infrastructure by corrective actions over time. The pervasive computing technologies will bring with a spatial reconfiguration of activities at different levels- home, suburbs, cities and nations. Subsequently different levels of municipalities, administrations, and people and space need different visions of U-city in accordance with the U-city’s philosophy.

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DIVISION 1. High-Tech City Technologies

Thrift and French (2002) discussed one of the fascinating visions of U-city by pinpointing the changing nature and ‘automatic production of space’ resulting in differing ‘geographies of software’ such as programmable spaces. This means that the notions of space and geography turn to non-cognitive beyond our living. Within the ubiquitous environment planners and developers will have much flexible design and development options by providing mobile and built infrastructure to the public as the urban system is now becoming more dynamic and programmable (i.e. ubiquitous digital street) (Lee et al. 2008b). Programmable space is one of the visions of U-city, which provides experimental urban planning opportunities. Planners are also better equipped to encourage public participation in planning decisions in the use of programmable public spaces fuelled by the fast data acquisition, monitoring and experimental computer simulations (Lee 2004). Additionally, the integrated ubiquitous infrastructure network management centre plays a core role in collecting, inter-correlating, analyzing and distributing real-time city information (Lee et al. 2008b).

U-city’s Demand U-city demand is generated by the experience of everyday life, making daily life at home, and the movement through space, a cultural and historical experience. Identifying demand of U-city should be rooted in people’s experience and need from the past.

Their experience is embedded in physical space, which in turn becomes a way to

maintain connection to the past and to the events that shaped present experience (Dourish and Bell, 2007). The opportunities provided by ubiquitous computing

]

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International Symposium on Land, Transport and Marine Technology

technologies allow for a reinterpretation and reencounter with the demand of space for its inhabitants. U-city development should focus on brining ubiquitous technologies out of the traditional computation and into the spaces beyond. For instance, technological advances and the benefits resulting from the use of these technologies in urban planning resulted in the emergence of new forms of urban infrastructure such as driverless transport systems, smart cards and intelligent traffic control systems (Cohen & Nijkamp 2002). Because the demands emerge from and are sustained by the embodied practices of the people who populate and inhabit the space. The spatial demands are strongly correlated with the philosophy and vision of U-city that provides information with ‘anytime and anywhere’ in an environmentally sustainable and human oriented manner within the ubiquitous-computing environment. In the Korean led U-city development planners and architectures need to interpret the demand of U-city ‘anytime and anywhere’ not as ‘right now and right here’.

Information and communication technologies (ICTs) will be increasingly demanded in the areas of transport systems, power supply, sewerage and waste treatment and water supply and management (Lee et al. 2008b). The Republic of Korea, followed by Japan, is a world leader in the use of ICTs in urban infrastructure planning and management (Cohen 2004).

Our daily life will demand more robust and complex ubiquitous

technologies in the areas of remote sensing, geographic information systems and wireless communications. U-city development has made huge strides as a result of tremendous changes in mobile networks – mobile phones, vehicle navigation, smart cards and personal tracking systems (Lee et al. 2008b).

In particular, the demand of

mobile (cellular) phones have dramatically increased and have become intelligent

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DIVISION 1. High-Tech City Technologies

devices, used not for only inter-personal communication but also to access information and services provided via the internet (Lee 1999). These wireless and advanced technologies provide opportunities for a person to communicate not only with other people but also with any product or service elements of the existing urban infrastructure, notably transport, water supply, public parks and route directions if the objects contain sensors, processors and software. These physical infrastructure items and mobile objects, such as cars on the road, oil running through a pipeline and electricity flows in a power supply line, can be self-monitored, controlled and protected by digital networks (Lee et al. 2008a).

U-city uses sensors and sensor networks to continually communicate with wired and/or wireless computer devices embedded in personal devices (mobile phones, personal digital devices), buildings, infrastructure, and any feature or object of the urban space (Lee et al. 2008a). This allows ubiquitous communication of person-to-person, personto-object, and object-to-object even though computers or devices are invisible to users. The demand of U-city can be maximized by improving the effectiveness of urban infrastructure planning, management and use in many ways. U-cityâ&#x20AC;&#x2122;s demand is not limited to individual needs but also governments and public agencies where ubiquitous computing is available for the public, allowing them to alert public attentions such as climate changes, environmental hazards and national securities. Rising demands in ubiquitous computing technology within the U-city eventually lead to a significant shift to a new paradigm of urban design and planning strategy in Korea and potentially elsewhere (Lee et al. 2008a). The new planning approach will heavily stress to make a conventional way of the urban management more efficient and provision of services less

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International Symposium on Land, Transport and Marine Technology

expensive. For instance, people can access information without searching for information via the internet and objects share data with other objects without inputting data from people (Lee et al. 2008b).

The demand of U-city also appears in the area of U-democracy by encouraging citizens to participate in the decision-making processes using personal devices such as mobile phones, personal digital devices (PDAs), and sometimes by automatic recognition via radio frequency identification or sensors (Lee et al, 2008b). Policy experiment and simulations through ubiquitous environments also provide a fair and transparent participation opportunity for stakeholders. Using policy experiment and simulations, a policy maker can test various policy options and evaluate current policies according to the economic and market performance, which diminishes the challenges of policy and market failure (Lee 2004; Lee et al 2008a, 2008b). Arguably ubiquitous computing technologies could be harmful if misused (e.g. loss of confidentiality and privacy breech of personal tracking and government security systems) so access limitations and protection walls are among the important security measures of the ubiquitous infrastructure system capacity, they may turn out to be as yet invisible golden geese of the system (Lee et al. 2008b). These concerns about surveillance or the overprogramming of activities can be addressed through a greater vision of U-city that must show how design type and social dynamics give inferred protocols to everyday life.

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Conclusion Recognizing some of the foregoing urban issues in the Republic of Korea, both the public and private sectors have proposed a human oriented and environmentally sustainable urban development.

This paper discussed the ways in which the vision of

U-city moves from a human-oriented philosophy to testing under controlled ubiquitous computing technologies and clarifications in U-city demands by disseminating physical spaces and practical technologies. In light of the vision of U-city the paper argues that we need to be able to understand how pervasive computing might support rather than diminish the inherently fragmented nature of social and cultural encounters embedded in spaces. The philosophy of U-city needs to be consolidated with the lynchpin of sustainable urban development in the coming years.

In a successful U-city, innovative changes in urban form and land use patterns are achieved through the planning and development of built ubiquitous computing environment. Ubiquitous computing technologies create programmable spaces which are built as flexible and modular spaces that can be changed into other uses when needed.

Programmable land use planning can make lands and buildings more

effectively satisfy user demands, by bringing new uses for a land use and programmable space can decrease the trip distance, and energy and land consumption, and the spread of this practice helps in sustainable development of urban regions (Lee et al. 2008b). The demand of U-city can be derived from any space where information need, such as urban utilities and real-time monitoring of the environment. This real-time planning and management in turn can contribute to conservation of urban natural resources, urban

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growth management and sustainable urban development (Yigitcanlar et al. 2007).

A concluding remark raises the awareness of an increasingly complex interaction between person, space, infrastructure, culture, and experience. Physical environment becomes meaningful when new technologies are embedded. Such technologies may or may not be appreciated in the interactions cultural meaning and social patterns. The vision of U-city should be formulated not simply for something likely happening, but for the dynamic process by which technological innovation and spatial meaning evolve and adjust to our urban philosophy. Our vision to U-city helps to qualify this paradigm shift toward a more creative interaction of existing social and cultural contexts.

References Baum S, Gallcum Y, Haynes M, Han J (2006) ‘Advantage and Disadvantage across Australia’s Extended Metropolitan Regions: A Typology of Socio-Economic Outcomes’, Urban Studies 43 (9): 1549-1579 Betty M (2007) The real-time academy: anyplace, anywhere, anytime, Environment and Planning B: Planning and Design 34: 947-948 Byun B (2005) Planning for sustainable Eco-city, Geographical Research 39(4): 491500 Chhetri P, Han J, Corcoran J.(2008) ‘Modelling Spatial Fragmentation of the Brisbane Housing Market, forthcoming in Urban Policy and Research

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Cohen G (2004) Modelling ICT Perceptions and Views of Urban Front-liners, Urban Studies 41(13): 2647-2667 Cohen G and Nijkamp P (2002) Information and communication technology policy in European cities: a comparative approach, Environment and Planning B: Planning and Design 29(1): 729-755 Dourish P (2001) Where the action is: The foundations of embodied interaction (MIT Press, Cambridge, MA) Dourish P and Bell G. (2007) The infrastructure of experience and the experience of infrastructure: meaning and structure in everyday encounters with space, Environment and Planning B: Planning and Design 2007, 34 (3): 414 - 430 Gottman J (1983) The Coming of theTransactional City (University of Maryland, College Park, MD) Lee S (1999) Internet Based Planning Methodology: Experimental Urban Planning. The Journal of Korean Planners Association 34(3): 49-60. Lee S (2004) Policy Experiment and Simulation System: Policy Experiment and Simulation System through Fair and Transparent Public Participation on the Internet, The Journal of Korea Planners Association 39(1): 59-71. Lee S and Leem Y (2007) Concepts and planning strategies for U-Eco City, Land and Technology 72: 133-167 Lee S, Han J, Leem Y and Yigitcanlar T (2008a) Towards ubiquitous city: Concept, planning and experiences in the Republic of Korea, in Yigitcanlar T, Velibeyoglu K and Baum S (eds), Knowledge Based Urban Development: Planning and

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Applications in the Information Era. London: Information Science Reference, pp. 148-170. Lee S, Yigitcanlar T, Han J and Leem Y (2008b) Ubiquitous urban infrastructure: Infrastructure planning and development in Korea, forthcoming, Innovation and the City – Innovative Cities, Innovation: Management, Policy & Practice Lee S, Han J, Yigitcanlar T and Taik L (2008c) Ubiquitous infrastructure: urban infrastructure planning and management experience of Korea, In the proceedings of the Subtropical Cities 2008 Conference, 3-6 Sep 2008, Brisbane, Australia, pp. 23-33. McCullough M (2003) On digital ground: Architecture, pervasive computing, and environmental knowing (MIT Press, Cambridge, MA) Thrift and French (2002) The automatic production of space, Transactions of the Institute of British Geographers, New Series 27: 309-355 Townsend A (2007) Seoul: birth of a broadband metropolis 396 – 413 Environment and Planning B: Planning and Design 34 (3): 396-413 Weiser M (1991) The computer for the 21st century, Scientific American 265: 94-104 Yigitcanlar T, Fabian L and Coiacetto E (2007) Urban transport sustainability in the Gold Coast, Australia, ABACUS Journal 2(1): 50–66.

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International Symposium on Land, Transport and Marine Technology

Division 2

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DIVISION 2. Construction·Plant Technologies

Construction · Plant Technologies Trend and Future of Seawater RO Desalination Technology Hiroshi Iwahori

Senior Consultant, Nitto Denko Corporation, Japan

Development of Gladstone LNG Project Paul Bridgwood

CTO, LNG International Limited, Australia

Economical Steel Bridge Systems Atorod Azizinamini

Professor, University of Nebraska-Lincoln, USA

Fabrications of High Performance Steel Bridges Ronald Medlock

Vice President, High Steel Structures, Inc., USA International Symposium on Land, Transport and Marine Technology•107

DIVISION 2. ConstructionÂˇPlant Technologies

Trend and Future of Seawater RO Desalination Technology

Hiroshi Iwahori Senior Consultant, Nitto Denko Corporation, Japan

Abstract This presentation reviews a brief history of seawater RO desalination technology, in particular, an evolution of RO membrane performance and mainly refers to our experienced technical examples such as Okinawa, Fukuoka, Larnaka, Fujairah and Kindasa seawater Project, etc. As to trends of seawater RO desalination, I would like to talk about firstly UF/MF membrane pretreatment, secondarily high boron rejection process with 2-pass or 3-pass RO system, and thirdly a new hybrid system of NF membrane pretreatment and seawater RO membrane followed by thermal desalination process to achieve high recovery operation, as examples of integrated membrane solutions. And finally I would like to focus on a risk management how to operate seawater desalination plants stable on the stand point of RO membrane supplier.

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International Symposium on Land, Transport and Marine Technology

“International Symposium on Land, Transport and Maritime Affairs R&D Business” 䇭 6th of November, 2008 (10:30 ~ 12:30)

NITTO DENKO CORPORATION

Trend and Future of Seawater RO Desalination Technology Hydranautics & Membrane Division Nitto Denko Corporation 䇭䇭Hiroshi Iwahori䇭P.E.Jp

-1-

Profile of Nitto Denko Corporation Establishment: October 25, 1918 – 90 year-anniversary Capital:

US$ 255 million (June 2007)

Non-consolidated Sales: US$ 3.8 billion Consolidated Sales: Employees:

US$ 6.5 billion 3,490 people

(non-consolidated basis as of March, 2007)

24,776 people

Products: Organic synthetic polymer compounds,

Processing, Application technology-based functional industrial materials – Approx. 13,500 items are produced and provided. Curre ncy Exchange rate: US$1 = 105 Jp Yen

-2-

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DIVISION 2. Construction·Plant Technologies

Contents:

Introduction䇭䇭䇭䇭䇭䇭䇭 History of SWRO Current status of SWRO Evolution of SWRO performance IMS: Split part. 2-Pass SWRO Design IMS: UF pretreatment + SWRO Example-1, Okinawa SWRO Example-2, Larnaca SWRO Example-3, Fujairah SWRO Example-4, Kindasa SWRO Example-5, Rabigh SWRO New trend of SWRO performance New trend of high boron rejection Energy recovery device (ERD) Risk management of SWRO Conclusion -3-

Introduction Hydranautics was founded in 1963 and entered into the Reverse osmosis (RO) water treatment field in 1970, and became part of Nitto Denko, a multi-bilion dollar corporation headquartered in Osaka Japan in 1987. Since then, Hydranautics is globally providing not only RO membrane element products, but also membrane separation technology related O&M services to clean membrane surface and recover membrane performance. A goal of Nitto Denko global membrane division is becoming a provider of total membrane technology solutions for membrane users to apply the most suitable water treatment process. RO membrane technology is now recognized to be a feasible process to convert water quality from seawater/sewage grade to freshwater/high purity grade-water. As a measures against water shortage, seawater desalination has been adopted for drinking water and industrial utility by using thermal and /or RO process. Latest New Products Specialty

Products For seawater desalination

SWC5䇭 Produce Reasonable & Clean water World's highest salt rejection 99.80% 䇭䇭䇭 + (other A : 99.75% other B: 99.70%) High permeability

PROC10䇭 Produce Reasonable & Clean water User-friendly RO World's highest salt rejection 99.75% For Industrial use 䇭䇭䇭 + Thicker feed channel 16 inch element䇭 For Large scale plant 4 times membrane surface area compared with existing lines

Launching New advanced products mainly for seawater desalination and municipal sewage/ wastewater reclamation.

In my talk, I would like to show several examples of seawater desalination technology with RO and briefly a example of UF membrane in pretreatment for seawater treatment process.

-4-

International Symposium on Land, Transport and Marine Technology•111

International Symposium on Land, Transport and Marine Technology

䋱䋮History of SWRO 320 BC 䋭 Greek philosopher Aristotle writes of seawater distillation 1962: Loeb and Sourirajan invented asymmetric CA membrane casting process 1963: First practical use spiral-wound CA RO element was produced by Genaral Atomics 1966: Desalination Systems,Inc is founded by Donald T. Bray 1972: First Industrial CA RO Desal(R) Element 1973: Hydranautics started CA RO Element of commercial production 1974: First SWRO plant commissioned using DuPont B10 elements in Bermuda by Polymetrics 1977: Seawater RO Field tests were started at Chigasaki Coastal Research Laboratory using Japan made RO 1978: Cadotte receives ‘344’ patent for first fully aromatic TFC membrane and assigns to FilmTech 1979: 12,000m3/d Jeddah 2-pass SWROcommissioned using spiral-wound(PA300) membrane by Fluid Systems 1985: FilmTec was acquired by Dow Chemical 1987: 1,553 m3/d Chevron’s Oil Refinery Ca. USA 1-pass SWRO plant commissioned using Hydranautics SWC 1989: 56,800 m3/d Jeddah SWRO commissioned using hollow fiber CTA membrane by Toyobo 1997: 40,000m3/d Okinawa SWRO plant commissioned using spiral-wound membranes from Nitto Denko / Toray 2000: DuPont abandons desalination membrane business 2003: High performance seawater composite RO (SWC3) membrane introduced by Hydranautics 283,875 m3/d MSF & 170,000SWRO(s.c.Ondeo) hybrid system Fujairah plant by Doosan commissioned 2005: 274,000 m3/d Ashkelon plant is Israel’s first larrge-scale seawater RO producing water at $0.50/m3 2008: Kuwait’s first large-scale SWRO- the 136,260m3/d Shuwaikh project – awarded to Doosan

Source: IDA Desalination Yearbook and Nitto Denko / HY internal memorandum

-5-

2䋮Current status of SWRO

RO Membrane technology has enabled the creation of new water resources.

Table of Typical Large-scale sea water desalination RO Plants, where Nitto Denko-Hydranautics supplied RO products Country

City or Plant name

Production (m3/d)

UAE

Fujairah

170,000

2003

Seawater / SWC

Spain Spain Spain Spain Chile Cyprus Spain

Carboneras Las Palmas III Cartagena Marbella Antofagasta Larnaca Almeria

120,000 75,000 65,000 55,000 52,000 51,000 50,000

2001 1997 2005 1997 2003 2001 2002

Seawater / SWC Seawater / SWC Seawater / SWC Seawater / SWC Seawater / SWC Seawater / SWC, ESPA Seawater / SWC

Japan

Okinawa

40,000

1997

Seawater / SWC

Saudi Arabia

Kindasa

25,500

2006

Seawater / SWC

Japan

Fukuoka

50,000

2005

Seawater 2nd RO/ ES-20B

Saudi Arabia

Rabigh

170,000

2007

Seawater 2nd, 3rd RO/ ESPA2+

Algeria

Skikda/Beni Saf

300,000

2009

Seawater / SWC

Australia

Gold coast

132,500

2008

Seawater/SWC, ESPA2+

-6-

112•2008국토해양 R&D 국제심포지엄

Start up Feed source / Membrane type

DIVISION 2. ConstructionÂˇPlant Technologies

3ä&#x2039;ŽEvolution of SWRO performance

Targeting higher and higher performance of both flux and rejection, we has achieved continuous improvement. Boron Rejection

During 10-year period, SWRO is making great progress in performances

Flux (GPD)

Boron Rejection(%)

ä&#x201A;šFluxä&#x2039;şä&#x2021;1.5 times

ä&#x2021;(6,000GPDă¸˘9,000GPD)

ä&#x201A;š Boron passageä&#x2039;ş1/2

Flux

ä&#x2021;( Rejection 85%ă¸˘93%)

year

Progress of SWRO Performance

': 0KVVQ&GPMQâ&#x20AC;&#x2122;U 41

Test conditionsä&#x2039;şNaCl 3.2%, Boron 10mg/L, 5.5MPa, ä&#x2021;ä&#x2021;ä&#x2021;ä&#x2021;ä&#x2021;ä&#x2021; pH6.5, Recovery10%, 25ăˇ&#x201E;, by 8-inch 1element -7-

4ä&#x2039;ŽIMS: Split part. 2-Pass SWRO Design (SP2P-SWRO Design) Concentrate to dispose

Low salinity Permeate

Conventional partial 2-pass(CP2P) RO need more 2nd RO membrane area to treat 2nd stage feed to produce 2-pass product than split partial 2-pass(SP2P) RO system.

Total Permeate

2nd Pass RO

1st Pass RO

Ex. In case the high salinity flow fraction is 60%, with the same blended flow TDS product, conventional 2-pass RO and SP2P need to treat 1-pass permeate as following capacities:

High salinity Permeate

Feed

Partial two pass system design, Feed salinity 40,200ppm TDS, 28 oC Seawater split partial two pass system. First pass feed: 40, 120 Conventional ppm TDS, 50% recovery, Second pass 90% recovery two pass

Split partial 2-pass RO system flow Concentrate to dispose

Total Permeate

1st Pass RO Permeate 1st RO-feed

2nd

Pass RO Concentrate

Conventional partial 2-pass RO system flow

High salinity flow fraction (feed to 2nd pass RO), %

2nd Pass RO

1st Pass RO

Feed

SP2P new system 54; Conventional 2-pass 76.

2nd Pass RO Concentrate

1st RO-feed

Low salinity

fraction, 2nd pass capacity, % ppm, TDS

High salinity fraction, ppm, TDS

Blended flow salinity

ppm, TDS

2nd pass RO capacity required, %

90 80

81 72

108 108

351 383

18 31

87 84

113

422

60 50

54 45

125 134

469 532

60 78

76 72

152

609

102

173

717

131

203

879

172

249

1149

232

ŕ˛´ŕą&#x2013;ä&#x2039;ş M. Wilf,ä&#x2021;The Guide to Membrane desalination Technology 2007 Balaban Desalination Publications, ISBN 0-86689-065-3

-8-

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘113

International Symposium on Land, Transport and Marine Technology

5䋮IMS: UF pretreatment + SWRO UF/MF membrane pretreatment of SWRO is now growing due to following reason: z

enabling easier operation and maintenance than conventional DMF etc.,;

reducing cleaning frequency;

stabilizing a long term RO operation. UF/MF in pretreatment for seawater desalination by supplier (2002-2008, Unit:MLD䋩

200

400

Shuwaikh

600

800

Palm Jumeirah

X-Flow

50% Fukuoka Kindasa

Ad Dur

NITTO

28%

Shuaibah

Yuhuan

Barge

Zenon

16% Yueqin

Asahi

share%

㪤㪣㪛㪑㪤㫀㫃㫃㫀㫆㫅㩷㪣㪼㫋㫋㪼㫉㩷㫇㪼㫉㩷㪛㪸㫐㪪㫆㫌㫉㪺㪼㪑㩷㪞㪮㪠㪄㪡㫌㫃㫐㪉㪇㪇㪏㩷㩽㩷㪚㫆㫄㫇㪸㫅㫐

-9-

6䋮Ex-1, Okinawa SWRO

8-RO Trains were installed

Sludge dehydrator Fresh water reservoir

H2SO4 storage NaHSO3 storage

ERT

FeCl3 storage

Highpressure Pump

NaOCl storage NaOH

storage

st e Wa

t er wa

ent at m t re

Primary DMF

Intake Pump Intake Pit

Screen

Safety filter

RO Train

Pretreated water tank

RO Feed pump

Secondary Sand filter

Okinawa Seawater Desalination Water Supply Start-up: 1996 Location: Okinawa, Japan Feed Water, Source: Open intake seawater TDS (mg/L): 37,000 mg/L Pre-treatment: pH adjustment, Chlorine sterilization + SBS dechlorination, Dual media filter + Sand Filter Post-treatment: Blending with Surface fresh water, Cl2 RO System: Capacity: 5,000 m3/day ( Total 40,000 m3/day ) Train: 2 in total 8 trains, (RO: Nitto Denko) Array: 63 (6M) per train No. of RO elements: 378 per train, RO membrane: NTR70SWC (SWC3) Recovery(%): 40 Designed Feed Pressure: 6MPa Permeate: TDS is reduced less than 360 ppm. ( less than 190ppm Cl- ion)

The data shows that train B has more stable rejection Arrangement of the main equipment performance than train A. in Okinawa RO Seawater Desalination Plant

Source: H. Iwahori, et. al.

Rejection (%) as 㱘S/cm

Figure-1

(Figure 7)

+ Train A

Train B

E.C.- Rejection performance of train vs. time -10-

114•2008국토해양 R&D 국제심포지엄

IDA 2005 Singapore , SP05-209 “Over-8-year Operation and Maintenance of 40,000m3/d seawater RO Plant”

DIVISION 2. Construction·Plant Technologies

7䋮Ex-2, Larnaca SWRO

Larnaka Cyprus SWRO

Larnaca seawater project is the first large-scale SWRO system in which the split partial 2-pass RO system from Hydranautics/Nitto Denko RO membranes were applied.

8 M Ve s s e ls Flux: 7.2 gfd

S WC3

Co ncentrate 50 % Re c o very

RO Feed 80000 m3/d 5.5 ppm B 40,000 ppm TDS

75 % Pro duct 0.75 ppm B 300 mg /L TDS

CP A3

This project is the First SWRO plant with a permeate boron requirement.

2nd Pass pH 9.5 1.2 ppm B

25 % Pro duc t 0.8 ppm B

Split Partial 2-Pass RO System Pre-treatment water

5 mg/L

1st. RO 1st.

1.2 mg/L

0.75 mg/L To final water tank

㪥㪸㪦㪟

2nd. 2nd. RORO

0.8 mg/L To product storage tank

Product water: 54,000 m3/d Boron rejection (mg/L)

䊶䇭10 yr BOOT awarded to IDE in 1999 䊶䇭54,000 m3/d SWRO plant starts 䇭䇭in mid 2001 䊶䇭Initially, 5,760 SWC3, 320 ESPA2 䇭䇭䇭and 160 CPA3 elements in 2 pass 䇭䇭䇭design

1st. RO:䇭Seawater Desalination RO䇭4,800 pc 2nd. RO:䇭Ultra-low pressure RO䇭 320 pc -11-

8䋮Ex-3, Fujairah SWRO

Fujairah Water and Power plant,

RO system flow diagram of Fujairah Seawater Desalination

installed by Ondeo-Degremont Start-up: 2003 Location: Qidfa, Fujairah, UAE Feed Water, Source: Open intake seawater TDS (mg/L): 40,000 mg/L Pre-treatment: pH adjustment, Chlorine sterilization + SBS dechlorination, Dual media filter + Cartridge filter (5micron) Feature: Combination of RO with MSF ensures uniform water supplies with

Pelton wheel

Specific Energy Consumption: 4.8kWh/m3

< 180 mg/L

< 590 mg/L

2nd pass product TDS

1st pass product TDS

Ref. Jean-Marie Rovel, et al, Bahamas IDA Congress

large fluctuations of electricity consumption between summer and winter.

RO System: 䊶Capacity: 170,000 m3/day (45 MGD) 284,000 m3/day(75 MGD) of MSF 䊶RO Array: Split-Partial 2-Pass system 䊶No. of RO elements: 17,136 (SWC3) in First Pass (17+1) trains 3,920 (ESPA1) in Second Pass 8 trains

䊶Recovery(%): 41% as a total recovery; First-pass RO permeate, of which 20% is by-passed, is blended with Secondpass RO permeate. 䊶RO

Product Salinity: less than 180 ppm as TDS

-12-

International Symposium on Land, Transport and Marine Technology•115

International Symposium on Land, Transport and Marine Technology

KINDASA SWRO PLANT COMPUTER OVERVIEW – IMS Seawater RO Desalination

9䋮Ex-4, Kindasa SWRO 䇭Kindasa phase-B Project details: •

Capacity 25500 m3/day at 95% availability

•

Feed Salinity 42500 mg/l

•

Potable Water TDS < 250 mg/l

•

Feed Temperature Range 25 – 35·C

•

Number of Trains -3 ( Infrastructure for 4th Train)

Kindasa Plant: Actual vs Design 8

Flux: 13.4 lmh (7.9 gfd) 2

Array: 87:60 (1st Pass)

Recovery: 50% . Design:

2 806.9 60.9 42501.5

Flow m3/hr Pressure bar TDS (ppm)

Actual

Check & Record

Particle Counts

Particle/ ml

Units RO Feed

Turbidity

3 4

3 512.7 59.5 66697.5 SDI

Fe/SDI

NTU 0.05

4 512.7 72.9 66697.5

5 401.8 71.2 84870.7

UV-254

Cond.

Abs.

ȝS/cm

59.2

146

µg/pad 0.4

cm-1

mS/cm

ORP

6 294.1 0 335.5 pH

6.7

7 110.9 0 826

8 405 0 469.8 = 1000 uS

Boost

deg.C

m /h

bars

32.6

806

56.92

Cond.

bars

calc. ȝS/cm

288.6

616.7

n.a.

116.5

1584.3

405.1

1011.7

519.4

68.70

401.7

67.12

-13-

13.38

4 Auto Strainers 100 microns

•

8 UF Hydracap Blocks

•

3 First Pass Two Stage Trains

•

3 Second Pass Two Stage Trains

•

Recovery 1st Pass 50%

– 28+10 PV’s - ESPA 2

1.596

Permeate Stage 2

Reject Stage 2

•

– 87+60 PV’s – SWC 3

n.a.

Reject Stage 1

5 Rapid DMF’s – coarse pre-filtration

Permeate Stage 1

Permeate Total

•

and 2nd Pass 90%

1.582

10䋮Ex-5, Rabigh SWRO

Flow diagram of Rabigh Desalination plant Normal Operation H2SO4 SBS

FeCl3 NaOCl

DMF

Sea water (Red sea) (PETRO Rabigh)

Micron Cartridge Filter(10㱘m) P

Clear well

1st RO

(Toyobo) HL10155EI

1st Brine Wastewater

2nd RO

Re-circulate the 2nd Brine

(NITTO) ESPA2+

Drawback tank

NaOH P

3rd RO (NITTO) ESPA2+

NaOH SBS P

Re-circulate the 3rd Brine

Product (for Boiler)

(RAWEC) : Rabigh Arabian Water Electric Company

<Plant design> 䇼䊒䊤䊮䊃䈱․ᓽ䇽 1䋩 Number of RO units䋨1st , 2nd & 3rd䋩 : 16units䋨2units S/BY䋩䋱䋩㪉㫅㪻㪩㪦䈫㪊㫉㪻㩷㪩㪦䈱Ớ❗᳓䉕೨Ბ䈮䍶䍞䍎䍻 2䋩 Final Product : 504t/hr/1units 䋲䋩 ਛ㑆䍞䍻䍖䈏ή䈇䈢䉄䈮ㆇォ䍝䍪䍢䈏ⶄ㔀䈪䈅䉍䇮䍢䍵䍪䍼䍷ᤨ䈮䈲ో♽೉஗ᱛ 3䋩 Performance warranty : 8-years 䋨12.5% of annual replacement䋩 -14-

116•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

11䋮New trend of SWRO performance

99.9

High Rejection

SWC3+

High Flow

High

SWC5

SWC4+ SWC4+

Rejecito

SWC4+

Element Performance

99.5 99.0

5000

N/HY

3.2%NaCl 800psi 8(10)% Recovery

6000

7000

8000

Maximizing SWC5 Max

SWC3 SWC3

SWC3+ SWC3+

SWC5 SWC5

9000 10000 11000

Perm. Flow Rate (gpd)

low Low

Permeate Flow

High

Test conditions: 5.5 MPa, 32,000 ppm NaCl, 10% recovery, 25 deg.C

SWC5 has higher water permeabilities about 30%, Than that of its conventional product, SWC3+, t under same operation condition. 䇭

-15-

12䋮New trend of SWRO (2): High boron rejection process

[Fukuoka RO Desalination system in Japan] 92,000 m3/day

Turbid removal

Infiltration intake

Genkai-Sea

54,000 m3/day

Seawater RO Boron removal

Rec.96%

Rec.60%

NITTO RS50

TOYOBO 䋨HB10255FI 䋩 1,000mod

3,060ele [12unit]

The second Pass RO (ESPA-B) reduce boron concentration of Toyobo’s CTA-HF-RO to meet drinking standard after blending surface water source as follow: Boron concentration; Feed=2.5-3.3 mg/L; and Perm=0.6-1.2mg/L.

Rec.85%

Alkali

[5unit]

NITTO ESPA-B 1,200ele [5unit]

54,000 m3/day

Ground water

Drinking water 108,000 m3/day

Operating pH = 8.8-9.3

-16-

International Symposium on Land, Transport and Marine Technology•117

International Symposium on Land, Transport and Marine Technology

13䋮Energy recovery device (ERD)

Summary of power calculation for different configuration of pump / EDR Pump with Power

recovery

turbine

Isobaric Pressure Exchanger: ERI

High efficiency Pump with

High efficiency

pressure exchanger

Pump with

Pelton

Pump efficiency, %

Energy conversion efficiency , %

Electric motor efficiency, %

High pressure pump, kWh/m3

4.34

4.14

2.08

Power recovery,

-1.37

-1.45

+0.19

consumption (1)

0.71

0.68

Total power, kWh/m3

3.68

3.37

2.95

kWh/m3

Other power (kWh/m3)

Isobaric Pressure Exchanger: DWEER Centrifugal Direct cuooled: Pelton wheel

Centrifugal Turbo charger: Pump Engineering

(Remark 1䋩 : Other power consumption with permeate-side lost pressure, transfer pump, Auxiliary equipment -17-

14䋮Risk management of SWRO

RO elements were damaged at startstart-up Start-up

Excessive flow rate

1st element

:Air

2nd element

:Water

Final element

Rapid pressure increase

Vessel

If the pressure is increased rapidly at start-up, the air that exists in the space between the vessel and the element can not be vented. An abnormal big differential pressure is applied from inside to outside of the element. ( Abnormal ǍP㧩Pin - P1, or - P2)

(Typical Ex.)

Very often trouble occurs at commissioning operation. Air purging practice is a key factor to a success. Otherwise, a high risk exists in this operation as shown in the follow.

-18-

118•2008국토해양 R&D 국제심포지엄

Mechanical Damage occurred at outwrap-FRP appearing to explode from the inside of the RO element

DIVISION 2. Construction·Plant Technologies

15䋮 Conclusion

䊶 RO process becomes a feasible technology to create precious water from seawater or waste water to be disposed. 䊶 We can select RO process to get high quality water in an arid area or a situation of fresh water shortage, although introduction of RO process sometimes creates a trading off relation between economics and safety. 䊶 Generally, RO process should be more energy saving and user-friendly for our sustainable society in near future. 䊶 Combining conventional unit operation and RO process as a hybrid process of pre-and/or post- treatment will become the most appropriate solution for energy saving and user friendly water treatment. -19-

Thank you for your attention! For more details, visit our Membranes Technology Site

-20-

International Symposium on Land, Transport and Marine Technology•119

DIVISION 2. Construction·Plant Technologies

Development of Gladstone LNG Project

Paul Bridgwood CTO, LNG International Limited, Australia

LIQUEFIED NATURAL GAS LIMITED Development of Gladstone LNG Project Abstract

Business Plan To reduce the cost of LNG production and improve efficiency by applying proven but innovative and fit-for-purpose solutions Gladstone LNG Project

First LNG Project to use coal seam gas as feedstock Most efficient LNG process by 30% (7% of feedgas for fuel) Lowest capital cost LNG project by 50% ($350/tpa) Fastest project schedule of 28 months (usually 40+ months)

International Symposium on Land, Transport and Marine Technology•121

International Symposium on Land, Transport and Marine Technology

LIQUEFIED NATURAL GAS LIMITED

    www.LNGlimited.com.au



      

122•2008국토해양 R&D 국제심포지엄

      

DIVISION 2. Construction·Plant Technologies



   

    





   

         





International Symposium on Land, Transport and Marine Technology•123

International Symposium on Land, Transport and Marine Technology



   

 Existing and Planned LNG Facilities

124•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies



  

  

  

 

International Symposium on Land, Transport and Marine Technology•125

International Symposium on Land, Transport and Marine Technology









 





   

      



 







 





















  

   



  



 



  

126•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies





    

    



International Symposium on Land, Transport and Marine Technology•127

International Symposium on Land, Transport and Marine Technology



Arrow's Coal Seam Gasfields

100

200 km

Gladstone LNG Plant





  

      

         

128•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

 Gasfield/Pipeline Arrow

LNG Facility Gladstone LNG

Port Modifications Gladstone Port Corporation

Gasfield Development

LNG Plant Facilities

Targinnie Channel &

Gas Delivery via

LNG Storage

Jetty No. 5 civil, structural and marine facilities

Gas Gate Station (incl metering) at LNG Plant

Jetty/Platform LNG Facilities

Central Qld Gas Pipeline

Berth Dredging







   



  



     

International Symposium on Land, Transport and Marine Technology•129

International Symposium on Land, Transport and Marine Technology

 LNG train capacity growth – history and expectation



 

  OSMR PROCESS CHP Plant

BFW Pump

Plant Pow er

Once Through Steam Genertor

ACC

ST G

Process Steam

Suction Scrubber (x2)

A ux B o il er

Mixed Refrigerant System

Inlet Air Chiller

MR Cooler (x2) Gas Turbine Com pressor (x2)

Auxiliary Refrigeration Plant

HP Fuel

Am m onia Refrigerant

Dehydration Plant

Chiller

Feedgas

MR Make-up

Am ine Regen

CO 2

H20

Gas Sweatening Plant

H20

Cold Box (x2)

Heater Marine Flare BOG Com pressor (x2)

LNG Storage & Loading Ship Loading

130•2008국토해양 R&D 국제심포지엄

LNG Tank LNG Pum ps (x4) LNG

LP Fuel ( A ux B o i l er )

DIVISION 2. Construction·Plant Technologies

 

Process

 Efficiency Efficiency Feedgas % (Shaft Power) (Fuel) used for fuel Power

Train Capacity

kW/tpd

MJ/t

Propane-MR

12.5

3,870

6.6%

150

12,000

OSMRTM

13.8

3,435

5.9%

4,500

Process

Notes

tpd

 Efficiency Efficiency Feedgas % (Shaft Power) (Fuel) used for fuel Power

Train Capacity

Notes

kW/tpd

MJ/t

Propane-MR

17.6

5,450

9.1%

220

tpd

12,000

OSMRTM

17.3

3,940

6.8%

4,500

   



 

  

International Symposium on Land, Transport and Marine Technology•131

International Symposium on Land, Transport and Marine Technology





         



     



          





      



      



     



    



   

 

  



   

   

132•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

 Typical SMR process Typical APCI propane - mixed refrigerant process

Phillips' optimized cascade process.



International Symposium on Land, Transport and Marine Technology•133

International Symposium on Land, Transport and Marine Technology

 

  

     

 



    



   



    

  

  

 

  

      

   

134•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies



 

International Symposium on Land, Transport and Marine Technology•135

International Symposium on Land, Transport and Marine Technology





136•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies



  

   





  



                                                              

International Symposium on Land, Transport and Marine Technology•137

International Symposium on Land, Transport and Marine Technology











 

 

  



  



  



  



  



  

 

138•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies



         

  





























 

  



      

        





International Symposium on Land, Transport and Marine Technology•139

International Symposium on Land, Transport and Marine Technology



       

         



Gas Sales Agreement Gas Sales Agreement



LNG Offtake Agreement LNG Offtake Proposal Received Select Preferred LNG Offtaker Detailed Term Sheet LNG Sales Agreement Construction Contract Select Preferred Construction Contractor Detailed Term Sheet Detailed FEED Design EPC Contract Pre-Construction Design Work Port Agreements Licence Agreement Agreement to Lease First draft Term Sheet (GPC) Term Sheet Agreement First draft Agreement to Lease (GPC) Agreement to Lease Commercial Port Users Agreement (PUA) First draft Term Sheet (GPC) Term Sheet Agreement First draft PUA (GPC) Commercial Port Users Agreement



 

    

Wharf Modifications Program Initial Design / Cost Estimate Detailed Design Construction Contract



Dredging Works Program Simulation Work (Shipping) Approval Review Initial Design / Cost Estimate Detailed Design Dredging Contract



Soil Improvement Work Soil Improvement Work



Financial Close Financial Close LEGEND Activity Progressing Agreement Signed Potential Slippage in Schedule

140•2008국토해양 R&D 국제심포지엄



Jun

May

Apr

Mar

Feb

Jan

Dec

Nov

2009 Oct

Sep

Aug

Jul

2008 Environmental Approvals Submit EIS EPA decides if EIS proceeds EIS public submission period LNGI responds to comments Final Risk Assessment Report EPA prepares EIS Assessment Report Environmental Authority Petroluem Facilities Licence

DIVISION 2. Construction·Plant Technologies

 LNG PLANT CAPITAL COST BREAKDOWN

BUDGET US$,000 5,200 3,200 4,500 10,500 42,000 2,400

Equipment Items Amine Package Dehydration Package Vessels Coldbox (2) MR Compressor and GT (2) MR Air Cooler (2) CHP Package Steam Generator (2) Steam Turbine Generator Steam Condensor Feedwater Pumps (2) Ammonia Refrigeration Package BOG Compressor (2) LNG Loading Pumps (4) LNG Loading Arms (3) Fuel Gas Package Gas Turbine Inlet Air Chiller (2) Plant/Inst Air/Nitrogen Package Process Flare K. O. Drum Process Flare Tip Marine Flare MR Buffer Vessel Ethane Storage Vessel Butane Storage Vessel Miscellaneous

Sub-Total Construction Items (including material, labour and indirect costs) Civil Works LNG Storage Tank Buildings Mechanical, Piping and Structural Works Instrument and Control System Works Electrical Works Fire Gas & Safety Freight Construction Contractors Margin Sub-Total Other Costs Project Development Cost to Financial Close Project Management and Engineering Commissioning Sub-Total Escalation Contingency TOTAL PROJECT COST

15.0%

5.0% 5.0% 15.0%

5,800 6,200 4,000 500 14,000 4,000 2,500 3,500 800 800 400 500 200 300 800 250 70 1,200 113,620 US$,000 12,000 120,000 3,000 38,000 7,000 9,000 6,000 14,000 31,350 240,350 5,000 17,699 3,500 26,199 19,008 59,877 459,053



  

    

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   

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 







International Symposium on Land, Transport and Marine Technology•141

International Symposium on Land, Transport and Marine Technology



   

 

142•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

Economical Steel Bridge Systems (Innovative Bridge Systems For Steel Bridges in U.S.)

Atorod Azizinamini Professor, University of Nebraska-Lincoln, USA

Abstract In recent years, FHWA in U.S. has been promoting use of advanced material, such as High Performance Steel (HPS) to achieve long life. Several Major initiatives have resulted in design, fabrication and construction of many bridges with HPS. Another major point of emphasis for FHWA in U.S. has been reducing the interruption to traffic that accompanies the repair or replacement of bridges. The major objective is to reduce the construction activities at the bridge site. The design process, fabrication process or even the total construction time may remain the same. Steel bridges offer an excellent alternative for accelerating bridge construction and reducing the interruption to traffic. Steel bridges are several times lighter than concrete bridges and more importantly do not experience creep related deflection. A class of bridges called “Adjacent Girder Technology” offers steel industry with an opportunity to achieve all the objectives stated above while producing long service life. In this paper an specific example of “Adjacent Girder Steel Bridge System is described, which could also provide an attractive alternative for Korea. Also various systems that can be applied for short span bridge will be introduced.

International Symposium on Land, Transport and Marine Technology•143

International Symposium on Land, Transport and Marine Technology

Economical Steel Bridge Systems By

Atorod Azizinamini, Ph.D., P.E. Endowed University Professor And Director of National Bridge Research Organization (NaBRO) Civil Engineering Department University of Nebraska-Lincoln Introduction In recent years Federal Highway Administration (FHWA) has set, as a priority, to emphasis, two subjects when it comes to bridge construction- Use of advanced material and reducing the interruption to traffic. This paper briefly provides the discussions of these issues along with specific innovative ideas being that are being used in U.S. Background Past experiences have provided us with lessons that could help us to do to a better job when it comes to bridge design, fabrication, construction and maintenance. There are many bridges in service that have lasted more than 100 years. However, these bridges are exception and not the norm. One factor that have allowed for few bridges to last more than 100 plus years is the very large factors of safeties that were used in the original design. Brooklyn Bridge, shown n Figure 1, is such an good example, where use of large factors of safeties along with use of innovative ways for preventing corrosion of cables have resulted in a long life.

Figure 1. The Brooklyn Bridge

144•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

For the Brooklyn Bridge, its famous designer, John Augustus Roebling, chose a coating of graphite to protect the individual wires of the bridge cable from corrosion. (This choice proved to provide over 100 years of corrosion protection.) In recent years, FHWA in U.S. has been promoting use of advanced material, such as High Performance Steel (HPS) to achieve long life. Several Major initiatives have resulted in design, fabrication and construction of many bridges with HPS. Another major point of emphasis for FHWA in U.S. has been reducing the interruption to traffic that accompanies the repair or replacement of bridges. The major objective is to reduce the construction activities at the bridge site. The design process, fabrication process or even the total construction time may remain the same. What is reduced is the amount of time the roadways needs to be closed and minimizing the interruption to traffic. This objective is currently achieved by building the bridge at some remote location and transfer it to its final location. The requirement for such approach is to have an access to heavy moving equipment and nearby staging area that could be used to construct the bridge and temporally store it until it is moved to its final location. In U.S. State of Utah is taking a lead and is planning to make accelerated bridge construction the way of building bridges. There are several ways for reducing the construction time needed on bridge site. One approach, as mentioned before is to built the entire bridge off site and then move it to its final location. Another approach could be to built large pieces of the bridge off site and transport the components to final site and then attaché it together to form the bridge. Steel bridges offer an excellent alternative for accelerating bridge construction and reducing the interruption to traffic. Steel bridges are several times lighter than concrete bridges and more importantly do not experience creep related deflection. A class of bridges called “Adjacent Girder Technology” offers steel industry with an opportunity to achieve all the objectives stated above while producing long service life. In this paper an specific example of “Adjacent Girder Steel Bridge System is described, which could also provide an attractive alternative for Korea. Brief Description of the System The system to be described in this paper uses simple for dead and continuous for live load system in conjunction with adjacent girder technology. This section, first briefly describes the simple for dead load and continuous for live load system followed by description of the adjacent girder technology.

International Symposium on Land, Transport and Marine Technology•145

International Symposium on Land, Transport and Marine Technology

Continuous steel bridges are usua Continuous steel bridges are usually constructed so that the system provides forcontinuity non-composite dead loads in a steel dead bridges are usually constructed so that the system provides continuity for Continuous non-composite loads in addition to superimposed dead load andFigure live loads. 2 shows a conventional tw for non-composite dead loads intwo addition to superimposed dead load andproportion livea loads. Figure 2 shows a conventional span continuous steel bridge girder. For large of the bridges the cons Figure 2 shows a conventional two span continuous steel bridge girder. For a large proportion of the bridges the construction sequence consists of first placing a middle segment over the interior support an proportion of the the interior bridges support the construction sequence consists placing middle segment over and then connecting the two of endfirst pieces using bolted fieldaasplice or welded field splice. T segment over interior the two endrequires pieces using a bolted field splice or the welded fieldsupport splice. and Thisthen typeconnecting of construction often two site cranes with a on possible interruption to tr field splice or welded field splice. This type often requires cranes on The intent of this ap site with a possible interruption to traffic dueof toconstruction temporary supports at one two or both of the splice points. site with a possible interruption traffic due supports one or both of splice points. The intent of thistoapproach is to temporary locate the splice at aatlocation where the strength demand is at a minimum. splice points. The intent of this approach is to locate the splice at a location where the strength demand is at a minimum. Field Splice strength demand is at a minimum. Field Splice

Field Splice

Restricted Traffic Restricted Traffic

Pier

Restricted Traffic

Pier Falsework Falsework

Figure 2. Conventional Two Sp Figure 2. Conventional Two Span Continuous Bridge Girder and Typical Splice Detail Figure 2. Conventional Two Span Continuous Bridge Girder and Typical Splice Detail The detail being presented, which The Detail detail being presented, which is simple for live load and continuous for deadthe load, places splice location directly a

The the detail beinglocation presented, which simple for support. live load and continuous for dead load, places splice directly at isthe interior Girders are placed spanning directly from abutment to pier wi places the splice location directly at the interior support. Girders are placed spanning directly from abutment to pier within each span. The individual spanssupported are simply when the deck is cast. On directly pier within each The individual are provides simply supportedfrom whenabutment the deck to is cast. Once the deckspan. is in place, reinforcing spans steeldeck cast into the continuity of the tens supported whencontinuity the deck is Once forces the deck in place, reinforcing steel(weight cast into deck provides of cast. the tensile forislive load and superimposed dead loads ofthebarrier and future wear deck provides continuity of thewearing tensile forces for only. live load andcompressive superimposed dead loads (weight of barrier and future surfaces) The component is transferred through direct bearing o (weight of through barrier and future wearing surfaces) transferred direct bearing of the bottom only. flanges.TheAncompressive example ofcomponent this detail is shown in Figure 3. This is similar transferred through flanges. example of prestress this is shown in Figure 3. direct This isbearing similaroftothe thebottom practice that hasAn been used for yearsdetail by concrete the industry. The m shown in Figure 3. This is similar to the practice that has been used for years by the prestress concrete industry. The major difference is that the compressive prestress forces in system pass through a con prestress system concretepass industry. major difference that the forces inends the Due to the relative throughThe a concrete diaphragmiswhich has compressive been cast around thegirders. of the prestress system Due pass to through a concrete diaphragm caststeel around the ends of the girders. the relatively small bottom which flange has areabeen of the girders this results in crushing same approach of the approach girders. results Due to inthecrushing relatively bottom diaphragm. flange area of the steel girders this directly or through e same of small the concrete Bearing offlanges, the bottom either same approach results or in through crushingend of the concrete Bearing oflast theOver bottom flanges, either directly bearing platesdiaphragm. eliminates this problem. eight the years, extensive research flanges, or through plates out eliminates this problem. last eighteither years,directly extensive researchend hasbearing been carried by the author and students his Over graduate tothe develop details that could last eighttoyears, extensive research been to carried outthe bygirders the author his graduate students develop details that couldhas be used connect over and the piers. These students to develop details that could be used to connect the girders over the piers. These

146•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

studies have included addressing conventional type construction and accelerated construction techniques.

Figure 3.

Simple for Dead and Continuous for Live Detail

The research performed at the University of Nebraska has included both numerical simulation and laboratory testing. Three full scale test specimens have been used to comprehend the force transfer mechanism over the pier and develop economical details. These specimens were subjected to both high cycle fatigue loading to simulate a lifetime of traffic and ultimate strength loading where the specimens were loaded until failure. Figure 4 shows one of the full scale test specimens used in the experimental phase of the study. Figure 5 shows the load deflection characteristics of the three test specimens investigated obtained from the ultimate load tests. Inset figures at the bottom of Figure 5 show the detail used in each test specimen. The bottom flange of specimen one was welded providing complete continuity. Additional bearing plates were also welded to the beam ends as shown in the lower left hand inset of Figure 5. This detail provides the best performance and was meant to provide an upper bound for the expected results. This detail is not practical, however, since welding the bottom flanges of girder in the field condition is extremely difficult. Conversely, Test 2 was meant to provide a lower bound reference. In Test 2, the girders were simply embedded in the concrete without any attachment details. As shown in Figure 5, this specimen provided the lowest capacity. The main reason was that concrete against the compression flange crushed before yielding occurred in the reinforcing bars located in the slab, over the pier. Test three used the detail similar to Test 1, except that the bottom flange was not welded and the compressive force was transferred to the diaphragm concrete by the end plates only. The performance of this specimen was almost equal to specimen 1 and was judged to be satisfactory.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘147

International Symposium on Land, Transport and Marine Technology

Figure 4.

Cyclic Loading of Test Specimen

Figure 4.

7000 Cyclic LoadingL of Test Specimen

Moment=M Moment=M (kips-ft)(kips-ft)

6000 7000

Test 3 Test 1 Test 3

5000 6000

Test 2

4000 5000

Test 2

3000 4000 2000 3000 1000 2000 0 1000

0.005

0.01

0.015

0.02

0.025

0.005

0.01

0.015

0.02

0.025

Figure 5.

Test 1

Drift= D/L (in/in) Drift= D/L (in/in)

Comparing Performances of Various Details

Based on the research results and considering practical issues, the detail shown in Figure 5. developed Comparingand Performances of Various Details Figure 6 was has been used for number of both I-Girder and Box girder Based on the research results and considering practical issues, the detail shown in Figure 6 was developed and has been used for number of both I-Girder and Box girder

148•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

bridges is several states. Two of these bridges, a box girder bridge and an I-girder bridge, have been continuously monitored since their construction and are behaving as predicted.

Figure 6.

Sprague Bridge Pier Detail

DESCRIPTION OF ADJACENT GIRDER TECHNOLOGY: I OR BOX GIRDER

Accelerated bridge construction is a response to public demand that traffic interruption should be avoided. The inherently modular nature of the simple for dead load continuous for live load system provides attractive opportunities for accelerating the construction process. This objective could be achieved in several ways. One approach is to use Adjacent Girder Technology. The adjacent box concept utilizes prefabricated units consisting of an individual steel box girder topped by a portion of deck slab, see Figure 7. These units are prefabricated and then shipped to the job site. The portion of the deck shown in Figure 7 is cast at the fabrication shop or temporary staging location. Once onsite, the individual units are set into place on the supports adjacent to one another, see Figure 8. A longitudinal deck closure strip between the individual units is then cast, thereby joining them together. At the same time the turndown over then interior support is cast. The interior turndown connects the spans together and provides continuity between the spans for subsequent loading (live load). Step by step details of the procedure are provided below.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘149

International Symposium on Land, Transport and Marine Technology

Figure 7. Single (Interior) Box Girder and Deck Unit Figure 7. Single (Interior) Box Girder and Deck Unit

Figure 8. Three Adjacent Box Girder Units Figure 8. Three Adjacent Box Girder Units

Construction Sequence of Simple for Dead and Continuous for Live Construction Sequence of Girder Simple technology for Dead and Continuous for Live Load System using Adjacent Load System using Adjacent Girder technology

Step 1 -- Steel Girder Fabrication Step 1 -- Steel Girder Fabrication Webs are fabricated perpendicular to flanges. This allows fabricators to use standard I Webs are fabricated flanges. standard girder techniques and jigs. perpendicular Often, webs oftobox girdersThis are allows sloped,fabricators which cantobeuse costly to I girder techniques and jigs. Often, webs of box girders are sloped, which can be costly to fabricate, often requiring special modifications to equipment. fabricate, often requiring special modifications to equipment. Step 2 -- Cast Deck onto Girders Step 2 -- Cast Deck onto Girders The operation could be performed within a pre-cast concrete facility, or some other The location. operationTwo could be performed within pre-cast concrete facility, orjacks, someorother temporary options for formwork area available, conventional form temporary location. Two options for formwork are available, conventional form jacks, shored deck bed. The chosen system depends on fabricator preference and the nature of or shored deck bed. The chosen system depends on fabricator preference and the nature of the job. the job. Given the inherent stability of the steel box section, conventional form jacks can be Given inherent stability the steel conventional jacks and can be used for the the deck forming. The ofsteel girderbox is section, placed on temporary form supports used for the deck forming. The steel girder is placed on temporary supports construction process is carried out using conventional construction methods. Depending and construction is carried out using could conventional construction on the fabricatorsprocess preference, the segments be constructed one atmethods. a time orDepending all at on the fabricators preference, the segments could be constructed one at a time or all at once. This system best suited for structures with a small number of units. once. This system best suited for structures with a small number of units.

150•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

Due to the modularity of the system, a fixed casting bed may be considered as well. In this system, the deck forming is self-supporting. The steel girder is inserted into the bed, receives the deck and the completed unit is removed. This process is repeated for each girder unit. This option would be best suited for multi-span structures with a very large number of identical units. Step 3 -- Temporary Storage and Transportation As mentioned above, one advantage of the system is a reusable casting bed. However, in production throughput is important meaning the completed girder assembly will be moved as soon as possible resulting in loads applied to green concrete. The individual units are relatively lightweight and relatively easy to transport. One disadvantage is that the units will need to be individually transported. Step 4 â&#x20AC;&#x201C; Placement of Girders on Supports Again, the individual units are relatively lightweight; typically less than 100 tons (Each ton is 2000 pounds) for spans of 140 ft. Use of light weight concrete can reduce this total weight, if necessary. The disadvantage is that still some have questions about long term performance of light weight concrete. This falls well within the capacity of most cranes commonly used in bridge construction. Step 5 -- Cast Closure Region and Interior Splice Figure 9 below shows the closure region detail. The looped bars from each unit will be staggered to avoid interference during girder placement. Steel bars will be placed within the overlapped loops to provide longitudinal reinforcement for the closure region. The looped bars shown work well for thick slabs. A second alternate is headed reinforcement. Figure 10 shows the headed bar alternative for use in the closure region. The advantage of headed bar detail is that the bars extending from each unit could be developed over a very small length (less than 12 inches). Temporary formwork is placed underneath below the closure region. This can simply be suspended from the looped reinforcement. The forming would be attached to the first girder set and once the next girder was placed, the suspending wires would be tightened to seal the joint.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘151

International Symposium on Land, Transport and Marine Technology

Figure 9. Closure Region Detail Figure 9. Closure Region Detail

Figure 10 – Headed Bar Detail Figure 10 – Headed Bar Detail The Figure 11 shows rendering of the closure splice region over the interior support The Figure 11 shows rendering of the closure splice region over the interior support (formwork and cage reinforcement is not shown). The hooked bar ends from each span (formwork and cage reinforcement is not shown). The hooked bar ends from each span anchor the longitudinal reinforcement into the turndown and provide continuity over the anchor the longitudinal reinforcement into the turndown and provide continuity over the support. A similar detail (prior to placement of reinforcement) is shown in Figure 12. support. A similar detail (prior to placement of reinforcement) is shown in Figure 12.

152•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

Cope Top Flange Cope Top Flange

Longitudinal Longitudinal Reinforcement Deck Reinforcement Deck

Girder Girder Bearing Blocks Bearing Blocks Figure Detail Figure1111-Interior InteriorSupport SupportContinuity Continuity Detail

Figure 12- Interior Support Detail Showing Multiple Girders Figure 12- Interior Support Detail Showing Multiple Girders Step 6 -- Traffic Barrier Step 6 -- Traffic Barrier The traffic barrier can be cast over reinforcement stubbed out of the deck units similar to conventional practice. shows the reinforcement could units be used The traffic barrier can Figure be cast13 over reinforcement stubbeddetails out ofthat the deck similar for edge girder. Figure 13 shows a girder prior to casting the deck in the fabrication to conventional practice. Figure 13 shows the reinforcement details that couldshop. be used for edge girder. Figure 13 shows a girder prior to casting the deck in the fabrication shop.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘153

International Symposium on Land, Transport and Marine Technology

Figure 13- Reinforcement Detail for Edge Girder Alternatively, the traffic barrier could be pre-cast and then bolted to the deck. Figure 14 shows a pre-fabricated barrier system that is developed at University of NebraskaLincoln that could be used in conjunction with the systems described above.

Figure 14- New precast bridge rail

Step 7 – Overlay The final step is the application of final wearing surface overlay. An epoxy overlay is preferred as this will seal the construction joints associated with the closure and interior splice operations.

Alternatively, a reduced initial deck thickness could be employed followed by a thicker concrete overlay. This would provide an excellent finished product due to its ability to even out any potential irregularities. An additional benefit would be a lower

154•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

initial weight. However, the thicker overlay would take additional time compared to the epoxy option.

Alternative Girder System for Short Span Bridges (Less than 60 ft.) The system described above uses steel box sections. Wide flange I girder section could use exactly the same concept. A recent development is to replace the I or box sections with Folded Plate Girders. In this system the construction sequence is exactly the same as that described above, except that each girder is made of steel plates, folded to a particular shape (C Shape, or inverted box section). The advantage is the elimination of fabrication process as each girder is built by bending plates using break press. Figure 15 shows one folded plate girder during bending process using 55 ft. long break press.

Figure 15- Making of one Folded Plate Girder Figure 16 shows a 42 ft. long Folded Plate girder with shear studs on the top flange, ready for experimental testing in the structural laboratory of University of NebraskaLincoln.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘155

International Symposium on Land, Transport and Marine Technology

Figure 16 – Folded plate Girder in the Structural Laboratory

FILED APPLICATION A Federally funded project led by the author is currently underway to use the accelerated system described above to replace an existing bridge over a major highway (I-80). Each of the two spans will be 140 feet (total bridge length of 160 ft.) and the cross section will be composed of three steel box girders. In order to evaluate the performance of the connection detail that will be used to connect the adjacent girder over the pier a full scale test specimen simulating the pier detail has been tested. Figure 17, shows the pier detail before casting the concrete. The reinforcement in the slab are developed by hooking the bars into concrete diaphragm. Cyclic and ultimate load tests were carried out demonstrating the suitability of the detail.

156•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

Figure 17- Pier Detail for Accelerated Construction Case

SUMMARY AND CONCLUSIONS: This paper presented, briefly, the description of steel bridge systems that are suited for accelerated construction and long life. Joints are the main reason for reduced service life of bridges. The system described above eliminates all joints and bolts. The end result is a system that could provide a long service life. ACKNOWLEDGEMENTS The funding to conduct most of the research studies presented above were provided by Federal Highway Administration and Nebraska Department of Roads, for which the author is greatly appreciated. REFERENCES Azizinamini, A., Vender Veen, L., “Simple-Made-Continuous,” Steel Bridge News, 5(4), October, 2004, pp. 6-7. Lampe, N., “Steel Girder Bridges Enhancing the Economy,” Master Thesis, University of Nebraska, Lincoln, 2001. AASHTO (2004). LRFD Bridge Design Specifications, Third Edition, American Association of State Highway Transportation Officials, Washington, D.C.

International Symposium on Land, Transport and Marine Technology•157

International Symposium on Land, Transport and Marine Technology

Fabrications of High Performance Steel Bridges (Fabrications and Erection of using High Performance Steel HPS70W) Ronald Medlock Vice President, High Steel Structures, Inc., USA

Abstract High Performance Steel (HPS) was introduced into the United States steel bridge market to provide steel with improved strength, toughness, weldability, and durability. This presentation will discuss steel bridge fabrication using this material. High Steel has fabricated over 100 bridge using this material and various case studies will be presented. Fabrication of HPS70W compared to A588 regular steel will be discussed. Also, application of HPS100W will be presented.

158•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

High Steel Structures 

Started in 1931 as High Welding – – –



Complete bridge fabrication company – – – –



Fabricator of steel bridge superstructures 4 fabrication facilities 18 state market area Engineering Fabrication Transportation Field Erection

Fabricated more than 100 HPS 70W structures

International Symposium on Land, Transport and Marine Technology•159

International Symposium on Land, Transport and Marine Technology

New York State Thruway 

5 HPS 70W bridge replacement structures. –



All 5 bridges were the similar (cookie cutter)

Shallower depth of girder for increased (9”) vertical clearance Little or no modification to the approaches

Massachusetts DPW Route 3 Project   



27 HPS 70W bridges. Design/Build concept Various lengths, flange/web thickness, and weights. 1 project: Bottom flange HPS 70W. – – –

160•2008국토해양 R&D 국제심포지엄

Top flange and web A-588. Length - 84’ Weight - 41,000 lbs.

DIVISION 2. Construction·Plant Technologies

New Jersey DOT HPS 70W (Route 130)  



4 HPS 70W FCM box girders Box girder shown is 89’ long with 1-3/8” top and bottom flanges and 3/4” web. Weight - 112,000 lbs.

Pennsylvania Turnpike Mingo Creek Mon/Fayette Expressway       

Owner: Pennsylvania Turnpike Commission Designer: Gannett Fleming, Inc. General Contractor: Dick Corporation Construction Manager: Trumbull corporation Steel Detailer: High Steel Structures, Inc. Fabricator: High Steel Structures, Inc. Steel Erector: Structural Services, Inc.

International Symposium on Land, Transport and Marine Technology•161

International Symposium on Land, Transport and Marine Technology

Mingo Creek -- Description

  

2,400 foot long dual expressway viaduct 2nd tallest roadway in Pennsylvania 6,154 tons of partially coated weathering steel

–

10 foot deep girders Girder lengths: HPS 70W=90 feet 50W=120 feet Assorted flange thickness (3” - 1-3/4”) Average girder weight 69,000 lbs.

–

Crane brought to site on 65 tractor trailer beds.

– – –



 

Girder erection: used unique crane with capacity of 1,00 tons and a boom height of more than 300 feet (one of 3 such cranes in the USA) 260 feet in the air 251 truck loads to deliver steel to job-site

NSBA Long Span Bridge Award Winner

162•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

International Symposium on Land, Transport and Marine Technology•163

International Symposium on Land, Transport and Marine Technology

164•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

Pennsylvania DOT Wintergreen Gorge Bridge 

Hybrid Section at Piers. Grade HPS 70W Flanges. –

   

Grade 50W Web

14’ web depth 105’ length 4”, 3-1/2”, and 3” HPS 70W flanges Girder weight is about 198,000 lbs.

Wintergreen Gorge HPS 70W Girder Ready for Delivery  



13 Axles Rear axle assembly is a steerable dolly. Dolly is also pendant controlled for job-site maneuvering. Hydraulically controlled center triaxle assembly.

International Symposium on Land, Transport and Marine Technology•165

International Symposium on Land, Transport and Marine Technology

Wintergreen Gorge HPS 70W Erected Girders

166•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

West Virginia Route 50 over Little Kanawha River

HPS 70W Web and Bottom Flange used at pier

International Symposium on Land, Transport and Marine Technology•167

International Symposium on Land, Transport and Marine Technology

Examples of HPS 70W Projects Fabricated by High Steel Structures Structure

Owner

Comments

Muitzes Kill

NYS Thruway

1st HPS project 100% Q&T HPS (including stiffeners)

Exit 54 Interchange

NYS Thruway

Compound camber – 900°F (now 1100°F)

Mingo Creek

PA Turnpike

1st TMCP project (6,154 tons)

West Buckeye

WV DOH

FCM box girders

Evolution in HPS 70W Fabrication

Material

Then

Now

Q&T (only steel option)

TMCP (<=2”) or Q&T

Length

50’

Hybrid material (A-588 to HPS70W)

168•2008국토해양 R&D 국제심포지엄

Available length similar to A-588 Yes

DIVISION 2. Construction·Plant Technologies

Welding and Heating Then

Now

Welding Consumable

LA-100 wire Mil800H Flux

LA-85 wire Mil800HP-Ni1

Under-matched Weld

Yes

Heat (camber)

900°F (max.)

1100°F (max.)

THE BIGGEST CHANGE

Designer, Owner, Shop Fear of HPS 70W

Then

Now

YES!!!!!!

International Symposium on Land, Transport and Marine Technology•169

International Symposium on Land, Transport and Marine Technology

Shop Fabrication 

Burning – –



Camber (heat adjustments) –



Flanges and webs are flame cut using automated burning equipment with oxygen/natural gas. No difference in burning speeds or cut-quality when compared to A-588 Similar to A-588 in expected movement of girder with heat application

Blast Cleaning – –

Blasted to an SSPC-SP6 condition using a shot/grit mixture. Similar to A-588

Drilling/Reaming HPS 70W 

Drill equipment and bit manufacturers contacted for recommendations – –



Evaluated feed and speed Evaluated various bits and sharpening methods

Results of research –

Developed guidelines for drill feeds, speeds, and holes drilled per re-sharpen based on material thicknesses 

Eliminated burning of bits. Able to re-sharpen bits rather than scrap Established most efficient bit angle

 

The hole is continually flooded with coolant (drilling) The reamer bit is continually lubricated.



– –

Drilling is slightly slower than A-588 Lubrication is critical

170•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

HPS 70W Guide Specification 2nd Edition 

 

Was addendum to the AWS D1.5 Bridge Welding Code; now incorporated into the Code Commentary on base metal, welding, and fabrication experiences. Suggested Special Provisions – – – – – –

Structural Steel Welding Filler metal requirements Preheat/Heat corrections Matching/under-matching fillet welds Heat Input

Fabrication using HPS 70W 

Full penetration groove welds (flange and web splices) –

HPS 70W to HPS 70W 

LA85 wire / Mil800HPNi flux –

–

50W to HPS 70W 



1/4” or 5/16” single pass fillet welds 

 

AWS Table 4.1 for grade 50W (Standard welding consumables and procedures for 50W)

Fillet welds (web to flange, stiffener/web, stiffener/flange) –



Maximum/Minimum heat input limitations (40-90 kilojoules) Preheat/Interpass temperature limitations (400°-450° depending on thickness)

AWS Table 4.1 for grade 50W (Standard welding consumables and procedures for 50W)

Heating – limited to 1,100°F maximum PQR test plates require UT inspection Magnetic Particle Inspection – Yoke only

International Symposium on Land, Transport and Marine Technology•171

International Symposium on Land, Transport and Marine Technology

Fabrication using HPS 70W  



Costs –

HPS costs about 20% more than traditional steel

– –

Delivery of HPS is 6 to 7 months; can be 9 months during periods of high demand Traditional bridge steels are about 5 to 8 weeks

–

ESW-NG cannot be used on Q&T and TCMP steels

Delivery

Electro-slag Welding

What’s Next? 

Lehigh University Project –

4 HPS 100W girders    

Top flange (10” tube) 1/4” Web 9” x 3/4” Bottom flange 3/4” Stiffeners

172•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

Corrugated Web Girders Built at High Steel Structures 

   

6 girders built as research project for Drexel University 1/2” x 6” flange plates 20’ length 3mm web thickness (<1/8”) 20” web height

Corrugated Webs

International Symposium on Land, Transport and Marine Technology•173

International Symposium on Land, Transport and Marine Technology

Sine wave Shape Corrugated Web Girder

Trapezoid Shape Corrugated Web Girders

174•2008국토해양 R&D 국제심포지엄

DIVISION 2. Construction·Plant Technologies

Robotic Welding 

Gas Metal Arc Welding -- GMAW –

–



Also called MIG (metal inert gas) or MAG (metal active gas) Gas shielded, solid wire

Low diffusible hydrogen

Completed GMAW Web to Flange Weld

International Symposium on Land, Transport and Marine Technology•175

International Symposium on Land, Transport and Marine Technology

HPS 70W Corrugated Web Girders

Bridge project for Pennsylvania DOT  S.R. 2024 over the Towanda Creek 

–

253’ between abutments 65-1/2” deep girders ¼” HPS 70W corrugated webs 1” x 16” HPS 70W top and bottom flanges

–

2-1/4” x 16” HPS top and bottom flanges

– – –

 End

girders

 Center

girders over the piers

HPS 70W Corrugated Web Girders 

Corrugated webs – – – –



Corrugated prior to splicing 3 web splices per girder at end girders 2 web splices per girder at center girders Web to flange fillet welds -- undermatched SAW

2 bolted field splices per girder line

176•2008국토해양 R&D 국제심포지엄

DIVISION 2. ConstructionÂˇPlant Technologies

Corrugated Web Pedestrian Bridge

Asterix Bridge, France A-1 Motorway Interchange Designed by Campenon Bernard

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘177

International Symposium on Land, Transport and Marine Technology

Cognac Bridge over the Charente River, France Designed by Campenon Bernard



 

1st prestressed hybrid structure with corrugated steel webs. Built between June 1985 and July 1986 Concrete bottom flange

Maupre Viaduct Charolless, France Designed by Campenon Bernard     

178•2008국토해양 R&D 국제심포지엄

Built in 1987 Unusual triangular cross section 1,064’ long, 7 span Bottom flange is steel pipe with reinforced concrete Webs - 8mm thick and welded to pipe

DIVISION 2. Construction·Plant Technologies

Corrugated Web Girders in Use

Questions ??

International Symposium on Land, Transport and Marine Technology•179

International Symposium on Land, Transport and Marine Technology

Division 3

180•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Future Rail Transportation Technologies History of Transrapid : Lessons from the Recent Maglev Development in Germany Peter-J. Gaede

Engineering Director, Hyundai – Rotem, Germany

The Development and Operation Status of European High Speed Railway Ulrich Weber

Senior Expert, TÜV SÜD Rail GmbH, Germany

Maglev Activities in US In Kun Kim

Engineer, General Atomics, USA

A Braking System for the Shinkansen of the Power Dispersion Method in Japan Nagano Mitsumasa

Technical Advisor, YUJIN Machinery Ltd., Japan

International Symposium on Land, Transport and Marine Technology•181

DIVISION 3. Future Rail Transportation Technologies

History of Transrapid : Lessons from the Recent MAGLEV Development in Germany Peter-J. Gaede Engineering Director, Hyundai–Rotem, Germany

Abstract In March 2008, the German Ministry of transportation cancelled the one and only remaining German High Speed MAGLEV project which had been prepared as a link between the airport of Munich and the city center. The reason: Cost “Explosion”. After presenting a brief review of the history of the TRANSRAPID development, based upon experiences obtained from it, conclusions will be derived, which could be considered as some kind of lessons and which might be helpful to the development of the Korean Commercial MAGLEV project. The presentation will address technical, commercial and legal aspects.

International Symposium on Land, Transport and Marine Technology•183

International Symposium on Land, Transport and Marine Technology

        

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



 











 

 YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi

184•2008국토해양 R&D 국제심포지엄



DIVISION 3. Future Rail Transportation Technologies



  YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



                          

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



International Symposium on Land, Transport and Marine Technology•185

International Symposium on Land, Transport and Marine Technology





      



  



  



   

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



    

   



  



   

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi

186•2008국토해양 R&D 국제심포지엄



DIVISION 3. Future Rail Transportation Technologies

 

                                                              YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



        

     

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



International Symposium on Land, Transport and Marine Technology•187

International Symposium on Land, Transport and Marine Technology

                



YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi





        



   

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi

188•2008국토해양 R&D 국제심포지엄



DIVISION 3. Future Rail Transportation Technologies

          YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



   



      

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi



International Symposium on Land, Transport and Marine Technology•189

International Symposium on Land, Transport and Marine Technology

  

YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi YWW_Gp Gz G Gs G{ G Gt Gh GyMkGi

190•2008국토해양 R&D 국제심포지엄



DIVISION 3. Future Rail Transportation Technologies

The Development and Dperation Dtatus of European High Speed Railway (Procedure of TSI Conformity Certification and Case Study of Netherland High Speed Line) Ulrich Weber Senior Expert, TÜV SÜD Rail GmbH, Germany

Abstract Recently the major high-speed-train manufacturers such as SIEMENS, ALSTHOM, TALGO have been developing faster trains as they compete against each other. Especially, Europe is compliance with TSI (Technical specification for interoperability) in order to operate trains in many European countries without changing a locomotive or other systems. Additionally, it has been studied that safety activities and measures which is able to generated according to speed-up of a train. In this presentation, European high speed rail is illustrated to the procedure of TSI approval and the case study of Netherland high speed line.

International Symposium on Land, Transport and Marine Technology•191

International Symposium on Land, Transport and Marine Technology

The development and operation status of European high speed railway (Procedure of TSI Conformity Certification and Case Study of Netherland High Speed Line) Nov. 6th 2008 Speaker : Ulrich Weber TÜV SÜD Korea Ltd.

Department 30 October 2008

TSI’s Conformity Certification Process

TÜV SÜD Korea Ltd.

192•2008국토해양 R&D 국제심포지엄

Department October 27, 08

DIVISION 3. Future Rail Transportation Technologies

Principles of certification process

TÜV SÜD Korea Ltd.

Department October 27, 08

Principles of certification process

TÜV SÜD Korea Ltd.

Department October 27, 08

International Symposium on Land, Transport and Marine Technology•193

International Symposium on Land, Transport and Marine Technology

Principles of certification process

TÜV SÜD Korea Ltd.

Department October 27, 08

Principles of certification process

• Subsystem rolling stock • Subsystem rolling stock noise TÜV SÜD Korea Ltd.

194•2008국토해양 R&D 국제심포지엄

Department October 27, 08

DIVISION 3. Future Rail Transportation Technologies

Interoperability constituents

TÜV SÜD Korea Ltd.

Department October 27, 08

Rolling stock subsystem

TÜV SÜD Korea Ltd.

Department October 27, 08

International Symposium on Land, Transport and Marine Technology•195

International Symposium on Land, Transport and Marine Technology

How to proceed…

Modular way… Design h phase

Module B

Module A

Production phase

Module Module H1 H2 Module C

Module D

Module F

Module A Module B C FDH1 Module Module Module H2 Module Module Fullquality qualitymanagement manag. system Full Internal production control Conformity toquality type Production TypeProduct examination with design examination system for design, verification for design, development formanagement production phase system g design, and for design for development development and for production phase and production f production for d phases ti phase h development phases and production production phasesphases TÜV SÜD Korea Ltd.

Department 28 October 2008

How to proceed…

Interoperability constituents Manufacturer

Notified Body

< Apply on EC-verification>

Assessment of conformity < Certificate of conformity>

< Declaration of conformity>

Document is supported from manufacture when product is brought into European market or integrated in a subsystem

TÜV SÜD Korea Ltd.

196•2008국토해양 R&D 국제심포지엄

Registration for information of Notified Bodies

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

How to proceed…

Subsystem rolling stock Manufacturer

Notified Body

< Apply on EC-certífication>

Execution of EC-assessment < EC-Certificate of conformity >

< Declaration of EC verification >

Registration for information of Notified Bodies

Documents given to National Safety Authority for registration of a train set

A-A

TÜV SÜD Korea Ltd.

Department October 28, 08

How to proceed…

Subsystem rolling stock Manufacturer

National Safety Authority A-A

Apply for registration and implementation < Declaration of EC verification > < technical dossier > Verification of “declaration of EC verification” with technical dossier and “national deltas” < approval for implementation>

Official allowance for user for specified service

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•197

International Symposium on Land, Transport and Marine Technology

High Speed Line (HSL)

All interoperability constituents incorporated into the subsystems together with the additional systems make a HSL.

A HSL could look like this:

TÜV SÜD Korea Ltd.

Department October 28, 08

High Speed Railway (HSR) HSR parts

TÜV SÜD Korea Ltd.

198•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

High Speed Railway (HSR) Interfaces

TÜV SÜD Korea Ltd.

Department October 28, 08

Case Study of Netherland HSL Safety Case – Derailment Risk Management and Mitigation

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•199

International Symposium on Land, Transport and Marine Technology

Background • Infraspeed is a sub-system of the transport level System • Infraspeed has specific targets for safety risk as well as functional performance • Contractual obligation to produce and submit a DPSC and APSC • As part of DPSC Infraspeed proposed to HABO to produce a sub-DPSC safety case on derailment mitigation measures • The product you have is that safety case

TÜV SÜD Korea Ltd.

Department October 28, 08

Key Functional Requirements FS50

The Infrastructure Provider shall provide all derailment provisions to the track, so that derailed rolling stock: ! follows the track ! does not enter the Free Space Profile of an adjacent track, as defined in the Interface Specification (Rolling Stock) ! remains upright ! does not encounter fixed points, other than those forming the derailment provisions, ! as are necessary for compliance with the Safety and Health Requirements Specification and to achieve acceptance of the Safety Case.

FS51

The Infrastructure Provider shall provide all necessary provisions to the Special Track work, so that derailed rolling stock: ! passes the Special Track work and safely enters the derailment provisions of the track at the other side of the Special Track work ! remains upright ! does not encounter fixed points, other than those forming the derailment provisions, ! as are necessary for compliance with the Safety and Health Requirement Specification and to achieve acceptance of the Safety Case.

TÜV SÜD Korea Ltd.

200•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

Key Safety Requirements HS30

Probability of derailment on the HSL Assets due to factors other than non-attributable events shall be not more than 10-9 per train.km for the track on average, and shall not be more than 10-8 per train.km for any kilometre track length.

HS31

The Infrastructure Proposals and the HSL Assets will ensure that the probability of failure of derailment provisions to limit the consequences of derailment on any location of the track on the HSL Assets shall be less than 0.01.

HS31a

Infrastructure Proposals and the HSL Assets will ensure that the frequency (1/year) of derailments with more than N passengers and/or train staff being killed (N >= 10) shall be no more than 0.13/N2 for HSL(RA) and 0.12/N2 for HSL(BR).

TÜV SÜD Korea Ltd.

Department October 28, 08

Summary of Societal Risk Criteria

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•201

International Symposium on Land, Transport and Marine Technology

Compliance with Targets Compliance with each HS requirement with regard to derailment Req.

Outcome

Compliance

HS30

< 4.4 10E-10 train km per year average for the line < 1.0E-09 train km per year per km line

Yes

HS31

8 % for the escalation factor and 87.5 % for the estimated effectiveness of the concrete plinth gives a probability of failure of 0.01 of the derailment containment function.

Yes, if phase 3 assumptions are used

HS31a

When including the measures taken into the quantitative risk model and applying state of the art technology and best practices for design, construction, operation and maintenance; Implementing the specific derailment measures as mentioned above; Installing a concrete plinth on a significant part of the line being the high risk areas identified through quantitative analysis; it is concluded that HS31a requirement of the Restated Implementation Agreement can be achieved.

Yes

HS42

Attachment A of the derailment safety case shows the identification of causes and mitigations to be ALARP as produced as part of the Hazard management process (from the hazard log)

Yes

FS50/FS51

State of the art solutions are investigated and laid down in several reports. Next to that international experiences and reviews are taken into account.

Yes

TÜV SÜD Korea Ltd.

Department October 28, 08

How have got there?

• Structured approach to hazard identification and risk management • Extensive review of industry trends and practices • Innovative thinking • Following safety principles – remove the hazard, where applicable; or – reduce the likelihood of the hazard occurring; or – reduce the consequences of that hazard; or lastly, – provide protection measures for residual risks. • Careful consideration of option and the appraisal

TÜV SÜD Korea Ltd.

202•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

Process for producing the Safety Case

• EN 50129 structure ( HS 6) • Quantitative risk analysis • Site visits / workshops • Collection of design evidence TÜV SÜD Korea Ltd.

Department October 28, 08

Safety Risk Management

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•203

International Symposium on Land, Transport and Marine Technology

Quantitative Risk Assessment

TÜV SÜD Korea Ltd.

Department October 28, 08

Significant Derailment Hazard • failure to prevent unauthorised access to track, tunnels and buildings resulting in vandalism • loss of free space profile through large objects across or near track resulting in derailment due to e.g. buildings, moving water barrier, flood doors, landslide • loss of free space profile through objects on track resulting in derailment due to e.g. vehicles, equipment (maintenance), TPD OCS failure, fences, screens, track parts, animals • undetected erroneous movement authority/train protection resulting in derailment or collision • undetected erroneous route protection resulting in derailment • undetected flooding of tunnel, cutting or open track leading to train derailment • undetected wrong side switch failure leading to train derailment • failure of track leading to train derailment • failure to protect civil assets • inadequate maintenance resulting in train derailment TÜV SÜD Korea Ltd.

Department October 28, 08

204•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Fault Tree Analysis

TÜV SÜD Korea Ltd.

Department October 28, 08

Mitigating Measures (design) Perimeter fencing

Fencing on the whole line, where possible 130 km of perimeter fencing and 320 access gates.

Fencing on overbridges

on overbridges which are not yet equipped with appropriate fencing

Concrete Plinth on Rheda track Guidance rail on ballast track

Will be provided on specific locations as determined by means of the quantitative kilometre by kilometre risk analysis.

Bridge Movement Detection

At Hollands Diep Bridge, subject to risk assessment.

Free-space Profile Intrusion Detection System

High risk areas, subject to risk assessed

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•205

International Symposium on Land, Transport and Marine Technology

Mitigating Measures (Operation & Maintenance) •

• • • • •

Use of clearance vehicles prior to passenger operations to ensure that the sections of the infrastructure where maintenance works were carried out were clear again. Frequent use of video matching techniques to ensure any minor alterations to the infrastructure are identified and inspected. Use of latest technology to inspect Rolling Contact Fatigue faults within the rail. Use of trend analysis to determine the rate of any degradation of the track structure. Use of fixed monitoring equipment to inspect for wheel flats, hot axle boxes and wheel profiles, and; Use of fixed point monitoring equipment

TÜV SÜD Korea Ltd.

Department October 28, 08

Fencing on Overbridges

TÜV SÜD Korea Ltd.

206•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

Free Space Profile Intrusion Detection

To detect (falling) objects in high risk areas such as tunnel entrances or overbridges

For example by means of • Radar • Wire grid

TÜV SÜD Korea Ltd.

Department October 28, 08

Bridge Movement Detection System

To detect collisions of ships with bridge structures that could exceed the structural integrity of the bridge beyond the point of maintaining the required track geometry or provide sufficient support for a train crossing the bridge.

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•207

International Symposium on Land, Transport and Marine Technology

Concrete plinth for Rheda track

TÜV SÜD Korea Ltd.

Department October 28, 08

Derailment Provision -Concrete plinth – end sections stirrup !16 stirrup !12

4 !16 per sleeper

500 mm

200 mm 1:75

4!12 per sleeper

7500 11250

normal width derailment provision 500

sleepers

inner width axle = 1437 – 37 (flange) = 1400 minimum width derailment 2x (1400-1300)=200 half width Rheda = 1300

TÜV SÜD Korea Ltd.

208•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

Derailment Provision - Balises & Axle counters

reinforcement ! 12-170

650 balise 9 5

170

LONGITUDINAL SECTION

Recess in derailment provision for balises TÜV SÜD Korea Ltd.

Department October 28, 08

Briefing on Derailment Safety Case

Application of plinth : – In front of each object (viaducts, tunnel entrances) next to the track with a high (catastrophic) collision risk 1000 m of concrete derailment plinth is installed; – Main driving direction (> 90% of the trains) is considered; – The concrete plinth ends where the object of potential risk starts; – No derailment plinth at switch areas

TÜV SÜD Korea Ltd.

Department October 28, 08

International Symposium on Land, Transport and Marine Technology•209

International Symposium on Land, Transport and Marine Technology

Conclusions

• Infraspeed has carried out extensive international research in to current options available to achieve demanding targets set by State • We have concluded that our design presents the greatest safety benefit given the conditions and thus meets the ALARP principle • Assuming the 8% escalation factor and the 87,5% estimated effectiveness of the plinth it can be demonstrated that Infraspeed meet the targets set.

TÜV SÜD Korea Ltd.

Department October 28, 08

Risk, Tips and Tricks • The “problems” mostly occur at the interfaces. Try to have as least interfaces as possible and make sure those interfaces which are left are managed. Who cuts has to mend it again. • If you have to split-up the project do it into logical parts • Make sure the results can be measured, this will prevent contract discussions. The contractor has to proof that he fulfilled his obligations • Safety Management is 1% of the project budget but is responsible for 95% of the planning risks in relation with the commissioning date. TÜV SÜD Korea Ltd.

210•2008국토해양 R&D 국제심포지엄

Department October 28, 08

DIVISION 3. Future Rail Transportation Technologies

Maglev Activities in US

In Kun Kim Engineer, General Atomics, USA

Abstract The United States has a long tradition of leadership in technological development. However, “maglev” technology has not been a priority in the U.S. The current leaders of maglev technology development are in Germany and Japan. The German “Transrapid” and Japanese HSST are in commercial operations in Shanghai, China and Nagoya, Japan, respectively. Korea is expected to be the next country to commercialize its UTM in Inchon airport, in 2012. There are several maglev programs in the US, some development and a few deployment programs; however, they are not close to commercial operation A review of maglev history finds that US inventors first advanced the idea of maglev around the turn of the century (1910). These American inventors were R. Goddard and Barclet. These early US contributions gave birth to the creation of the “modern maglev”, and even continue to the present time. The modern maglev was born in the early 1960s when high field super conducting magnets became available with the invention of NbTi wire. US scientist James Powell and Gordon Danby used the newly developed high field magnets to design a high speed (300mph) levitated transportation system. The maglev development activities ceased in US after 1975, but Germany and Japan carried their respective development work into successful revenue systems. Very little maglev development work was done in the US after the government funding stopped in 1975, but government support is returning through congressional transportation bills, namely TEA21 and TEA-LU. With government support returning, new maglev activities are currently gaining some momentum. A few government funded maglev projects are in various stages of development along with some activity in a few deployment projects. A few of the development systems employ promising new topologies which have not been tried before. These systems use NbFeB permanent magnets in their levitation and propulsion systems. Also, the deployment of the German Transrapid maglev system is in the planning stage for a few corridors. While government funding supports passenger maglev, the use of a maglev vehicle for the movement of cargo containers is being promoted by the LA and Long Beach port authorities and surrounding local governments. The noise and pollution problems due to the existing cargo moving system, mainly trucks, reached a point where alternative systems should be considered. Maglev technology is prominently considered as a leading alternative to these current systems.

International Symposium on Land, Transport and Marine Technology•211

International Symposium on Land, Transport and Marine Technology

Maglev Activities in US In-Kun Kim Nov 6, 2008

History & Present Status

• Early Maglev Ideas (~1910) - Repulsive maglev – R. Goddard, E. Bachellet

• Dawn of Modern Maglev(1963 - 1975) - SC EDS/LSM - James Powell, Gordon Danby,--• National Maglev Initiative( 1990 – 1993) - Technology Evaluation - Maglev Technology Advisory Committee

• Present Activities (1998- ) - Technology : EMS/LIM, PM EDS/LSM, PM EMS/LSM, SC EDS - Application : High Speed, Low Speed, Passenger, Cargo

212•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Maglev Activities are Funded Thru Congressional Acts

• HSGTA(1965-1975)! High Speed Ground Transportation Act/FRA • NMI(1990-1993)-$36M ! National Maglev Initiative/FRA,USAEC,DOE • TEA-21(1998-2003)-$90M !

Transportation Equity Act for 21st Century/FRA, FTA

• TEA-LU(2004- 2009)-$90M ! !

Safe, Accountable, Flexible, E"cient Transportation Equity Act: A Legacy for Users/FRA, FTA

• Next Transportation Bill (2010-2016 )-?? 3

Dawn of Modern Maglev(1963-1975)

• Took advantage of newly developed S/C magnet technology -1960s • Laid out foundation for S/C EDS/LSM maglev system • Designed 300mph prototype system • Mostly theoretical, little experimental work • Technology transferred to Japanese MLU • Government support stopped in 1975

International Symposium on Land, Transport and Marine Technology•213

International Symposium on Land, Transport and Marine Technology

NMI

• !

Purpose To evaluate the potential for maglev to improve intercity transportation and to develop the information necessary for the Administration and Congress to determine the appropriate role for the Federal Government in advancing this technology.

• ! ! !

Conclusions - US industry can develop an advanced maglev system (USML). - The high initial investment will require substantial public assistance

• !

Recommendation - Initiate a prototype development program 5

Present Activities Summary

•

Technology

! -EMS/LIM – American Maglev Technology (AMT) ! !

- SC EDS/LSM – Maglev 2000 - PM EDS/LSM -General Atomics Low Speed Maglev(GA)

- PM EMS/LSM – MagneMotion Maglev(M3)

- EMS/LSM - California-Nevada Interstate Maglev Project (CNIMP)

•

Application

-Passenger Maglev

! !

-GA (Urban)-AMT (Urban)

! !

-MagneMotion (urban) -CNIMP(High speed deployment)

! !

-Cargo Maglev/ LA, Long Beach ! -GA, AMT

! 6

214•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The General Atomics Urban Maglev Team Project Leader, Levitation, Propulsion, Control Systems Demonstration Site Host Transportation Studies

WPMDC Commercialization

Civil Engineering Levitation Systems

Vehicle

Communications & Signaling

Civil Construction Systems Engineering Electrical Magnetics

GA Low Speed Urban Maglev • • • ! ! ! ! • • • • •

Started 1999 Funded thru TEA21/FTA Technology - PM EDS/LSM - Low Speed(<100mph) - 25mm Gap - Lift o# at 6m/s Test Vehicle- 1 Bogie (7-10 Ton), 2nd bogie being constructed Test Track @ GA campus :120m Bogie Test Complete 2007 Demonstration-California University Shuttle System(2.5mile) Commercial Operation – Pittsburg(10.5mile)

International Symposium on Land, Transport and Marine Technology•215

International Symposium on Land, Transport and Marine Technology

ì Staircaseî Towards Deployment p y Deployment Deployment Demonstration Demonstration System System

Prototype yp Prototype Prototype Component Development Component Design Design (Completed) (Completed) (Completed)

Production Prototype Prototype Development Component Component Test Testing Track Testing (In ((InProcess) Process))

Concept Concept Development Development (Completed) (Completed)

Test Track Uses Full-Scale ì Building g Blocksî

Completed Test Track and Team (September 2004) 10

216•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

GA Cargo Maglev

Chassis Unit Details VehicleChassis Interface Power Pick-Up

Longitudinal Strut Integrated Module Airbag

Landing Wheel Service Brake Elastomeric Connection

Lateral Damper

Vertical Damper

Vertical Stops

Structure Emergency Brake Magnet Module

Brushes 12

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘217

International Symposium on Land, Transport and Marine Technology

CUP Demonstration System-2.5miles

James Adamson Stadium

Student Housing

Overlooking the Bluff

• Demonstrates 1.6-km 7% Grade and AllWeather Operation • Serves a University Transportation Need • Total 2.5miles • Routing and EIS complete

Convocation Center Site

• Funding: Next Transportation Bill

Financing • Total project cost is estimated at $188M(~ $80M/mile) • Funding for the CUP demonstration system construction is expected to be included in the next transportation bill in 2009. • The project will be administered by the FTA. • The federal funding share is 80%; the remaining 20% will be cost share from the Pennsylvania Department of Transportation and local sources.

218•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Deployment Under Consideration: Pittsburgh

American Maglev Technology ,Inc

• • • • ! ! •

Since 1995 Privately Funded Technology : EMS/LIM Low Speed Applications -Passenger -Cargo Provided technology to Old Dominion Maglev

International Symposium on Land, Transport and Marine Technology•219

International Symposium on Land, Transport and Marine Technology

AMT Vehicle and Appliations

AMT Test Track at Atlanta, Georgia(500m)

220•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

MagneMotion Maglev M3

MagneMotion Maglev Technolgies

LSM -based technology developer Maglev activity funded thru TEA-21/FTA Low Speed Urban Applications (>100mph) Permanent magnet Electromagnetic Suspension(EMS) ! - Each magnet contribute to force in all directions • • • • ! ! !

- Active suspension control improves ride quality - Magnetic Gap 20mm - Very little power required for levitation

• LSM Propulsion • Scale model being tested 20

International Symposium on Land, Transport and Marine Technology•221

International Symposium on Land, Transport and Marine Technology

M3 Suspension Coil

California-Nevada Interstate MaglevProject (CNIMP)

Current Developments in High-Speed Maglev Systems

January 14, 2008

222•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

CNIMP Project Status (1999 – 2005) 1998-2003 U.S. Congress Funding Bill – Transportation Equity Act 21st Century (TEA- 21), Magnetic Levitation Transportation Technology Deployment Program • Pre-construction Planning Studies (Feasibility, Major Investment, & Environmental Impact Studies) • Total funding for this study phase $19.85M 2004-2009 U.S. Congress Funding Bill - “Safe, Accountable, Flexible, Efficient Transportation Equity Act – A Legacy for Users” (SAFE TEA-LU) - Funding Authorized in 2008 • Specific Activities Include:

Environmental Approval Financial Plans Finalize Alignment Capture Lessons Learned Engineering Plan

• Funding :

$45 M for Las Vegas to Primm $45 M for Maglev in Eastern U.S.

California Nevada Interstate Maglev

Segment

Las Vegas (SRC) to Primm

Anaheim to Ontario

Las Vegas to Anaheim

Distance - km (miles)

56 (37)

52 (32)

420 (260)

Travel time – minutes

12.0

14.5

87.5

14.3M

13.9M

42.9M

Projected annual riders year 2025 24

International Symposium on Land, Transport and Marine Technology•223

International Symposium on Land, Transport and Marine Technology

TRI High Speed Maglev Selected for CNIMP

Early studies selected Transrapid for CNIMP: • Shorter trip time compared to wheel-on-rail systems • More profitable due to large volume of passenger throughput • Greatest promise for commercialization over any other high speed Maglev system. 25

CNIMP Team

224•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Capital Construction Costs (Full Corridor) 10%

1% 1% 1% 13%

3% 4%

Vehicles Propulsion Sytem Energy Supply Ops., Com, & Control Guideway Infrastructure Stations O & M Facilities Right of way Engineering & Management

58% Guideway Infrastructure

Total construction cost for Anaheim to Las Vegas: $12.1B (2000$); Guideway Infrastructure is large fraction of capital cost of High Speed Maglev 27

Funding Structure for CNIMP

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘225

International Symposium on Land, Transport and Marine Technology

Conclusions • Stronger government leadership and steady funding is key for the success • Diverse technologies and new topologies are being tried.

! !

-PM EDS(GA) -PM EMS(M3)

• Strong interest in application.

! -CNIMP-Transrapid ! !

-Colorado Maglev Project(I-70 Corridor)-HSST -Cargo Maglev

226•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

A Braking System for the Shinkansen of the Power Dispersion Method in Japan

Nagano Mitsumasa Technical Advisor, YUJIN Machinery Ltd., Japan

Abstract At first I am very pleased to introduce a braking system of Shinkansen which is a Japanese high-speed train. It has been over 40 years for the Japanese Shinkansen to be operated. It has been begun from 1964. Shinkansen is operated by latest technology & service and transports passengers on the basis of more than 40 yearsâ&#x20AC;&#x2122; experiences. Though a high-speed train is being operated in Korea and a next generation high speed train is now being developed, there are somewhat (a few) differences between existing high speed train and being developed next generation high speed train. Because the brake system which will be adopted to the next generation high speed train is similar to Shinkansen brake system, I would like to introduce the brake system of Shinkansen. I will be glad if these contents would be helpful to you

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘227

International Symposium on Land, Transport and Marine Technology

Division 3 Next Generation high speed train

A braking system of the brakes Shinkansen of the power dispersionmethod in Japan áŁŁá§&#x201E;ä&#x2C6;ŽáŁ&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;&#x17D;ŕľ&#x2021;ŕ´&#x153;ŕ˛˝á˘&#x201D;áŁ&#x2021;á&#x2018;źä&#x2C6;ą ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨áŁ&#x201A;á?&#x2122;â&#x153;˘ä&#x2C6;ąä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2030;˛ä&#x2030;´ä&#x160; ŕĄ&#x201C;

ŕ˘&#x2021;â&#x20AC;Ť ŰßŞŕ˘&#x17D; ßťŘżâ&#x20AC;ŹŃÔŹŮ&#x201D;â&#x20AC;Ťŕ˘ź Ý˘Ű&#x152;â&#x20AC;ŹŃ â&#x20AC;ŤÝŁâ&#x20AC;ŹÉťŰąŕĄż ŕ˘źŃâ&#x20AC;ŤÝ&#x2DC;ÝĄâ&#x20AC;ŹŕŠŠ Nagano Mitsumasa ă?łă&#x160; ŕ°ś ă?łă&#x160; ŕ°śáą&#x153; Î&#x153;ÉšĎ? â&#x20AC;Ť×˛â&#x20AC;ŹŕĽ&#x17E;Őžâ&#x20AC;ŤŰ&#x2030;â&#x20AC;Ź

IInternational t ti lS Symposium i on Land, L d Transport T t and Maritime Affairs R&D Business

Contents áŁŁá§&#x201E;ä&#x2C6;ŽáŁ&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;&#x17D;ŕľ&#x2021;ŕ´&#x153;ŕ˛˝á˘&#x201D;áŁ&#x2021;á&#x2018;źä&#x2C6;ąä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨áŁ&#x201A;á?&#x2122;â&#x153;˘ä&#x2C6;ąä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2030;˛ä&#x2030;´ä&#x160; ä&#x160;&#x203A; A braking system of the brakes Shinkansen of the power dispersion method p in Japan 1 áŁŁá§&#x201E;ä&#x2C6;ąŕľ&#x2021;ŕ´&#x153;ŕ˛˝á˘&#x201D;áŁ&#x2021;á&#x2018;źä&#x2C6;ąâ&#x20AC;¤á&#x201C;˝ The characteristic of the power dispersion method of Japan 2 áŁ&#x201A;á?&#x2122;â&#x153;˘ä&#x2C6;ŽáŁ&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;&#x17D;ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2C6;ąâ ¨ä&#x2C6;&#x2039;áŁ&#x2021; The study of brakes in the Shinkansen. 3 ă&#x2018;?ă&#x2026;Şá´şâˇ&#x2122; The law concerned 4 ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2030;˛ä&#x2030;´ä&#x160; ä&#x160;&#x203A; A braking system 4 1 ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨á&#x153;°ŕŞ&#x17D; 4.1 ä&#x160;&#x2018;ä&#x160;§ ä&#x2030;¨á&#x153;°ŕŞ&#x17D; Brakes command 4.2 ă&#x2026;Śá?˛ŕł&#x2122;á&#x201C;Ž Speed control 2

228â&#x20AC;˘2008ęľí&#x2020; í&#x2022;´ě&#x2013;&#x2018; R&D ęľě &#x153;ě&#x2039;Źí?Źě§&#x20AC;ě&#x2014;&#x201E;

DIVISION 3. Future Rail Transportation Technologies

4.3 ⓨ᳇࿶೙ᓮ Pneumatic pressure control 4.4 ଻቟࿁〝 A safety circuit 4.5 Ṗ⿛೙ᓮ A skid control 4.6 㔚᳇䊑䊧䊷䉨䋨䈉䈝㔚ᵹ䊑䊧䊷䉨฽䉃䋩 Electric brake (included Eddy current brakes) 4.7 ㆃ䉏ㄟ䉄೙ᓮ Function off when the propulsion electronics gets out off command, the can operate the pneumatic brake of own car. 5. ᦨㄭ䈱䊑䊧䊷䉨ᛛⴚ 5 ᦨㄭ䈱䊑䊧䉨ᛛⴚ A braking technology of the newest. 5.1 䉶䊤䊚䉾䉪ྃ኿ⵝ⟎ A ceramic injection device 5.2 ✬ᚑ૏⟎೎ᷫㅦᐲ䊌䉺䊷䊮 A deceleration pattern according to the formation position 5 5.3 3 ৻Ბ䊑䊧䊷䉨 Ბ䊑䊧䉨 One step brakes. 3

. Î¢. ¤ª ¸.ý徴 Î¢. ¤ª ¸.ý徴 The characteristic of the Japanese power dispersion method

International Symposium on Land, Transport and Marine Technology•229

International Symposium on Land, Transport and Marine Technology

Basics of the brakes constitution

The brakes method of Shinkansen HST

230•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The brakes method of the business vehicle of Shinkansen HST

. ¹j¯-À 9GMー=.t The kind of brakes for Shinkansen HST

International Symposium on Land, Transport and Marine Technology•231

International Symposium on Land, Transport and Marine Technology

The adhesion standard value and setting deceleration of Shinkansen HST

. 関 } The law of Shinkansen HST in Japan

232•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

ä&#x2039;łăŞ&#x2026;ä&#x2039;ą ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2C6;Žă&#x2018;?ä&#x2C6;&#x153;ä&#x2030;&#x17D;â&#x2039;ŕŞ&#x17D;á&#x203A;Žâ&#x2DC;´ 3.1 ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨ä&#x2C6;Žă&#x2018;?ä&#x2C6;&#x153;ä&#x2030;&#x17D;â&#x2039;ŕŞ&#x17D;á&#x203A;Žâ&#x2DC;´ A departmental command extract about brakes ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨âľ?â&#x;&#x17D; The brake system 1 â&#x2022;&#x2122;ä&#x2039;śä&#x2039;šá§Ś ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;Žä&#x2C6;˛ä&#x2021;Žá°´ä&#x2C6;ąá Žá¸°ä&#x2C6;Žă&#x2020;Ąŕ¸§ä&#x2C6;&#x153;ä&#x2030;&#x17D;ä&#x160;&#x2018;ä&#x160;§ä&#x160;ˇä&#x2030;¨âľ?â&#x;&#x17D;ä&#x2030;&#x2022;â¸łä&#x2C6;&#x201D;ä&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;?ä&#x2C6;łä&#x2C6;ä&#x2030;&#x152;ä&#x2C6;ä&#x2C6;&#x2021;ä&#x2021;Ż Must make the brake system meeting the next standard for an Article 69 vehicle. 1. ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2030;&#x2022;â?&#x2022;á&#x2030;łä&#x2C6;ŽáˇŤă&#x2026;Śä&#x2C6;&#x161;ä&#x2021;Žŕˇśä&#x2C6;˛ŕŽ&#x2014;áą&#x203A;ä&#x2C6;&#x2DC;ä&#x2C6;&#x17E;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2C6;?ä&#x2C6;Şä&#x2C6;?ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż Reduce speed off a vehicle surely or what it can stop. 2. â&#x161;ľá&#x161;&#x2018;ä&#x2C6;&#x161;ä&#x2C6;˘ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;Žŕ¨śŕľ&#x2039;ŕşŹá&#x2030;śä&#x2C6;&#x17D;ä&#x2030;&#x152;ä&#x2C6;ąá ˛ŕŤ&#x17E;ä&#x2C6;Žä&#x2030;&#x2039;ä&#x2030;?ă&#x2026;Şŕľ&#x2021;ä&#x2C6;&#x161;ä&#x2C6;ŠŕŤ&#x17E;â&#x2020;Şä&#x2C6;&#x153;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż Link the vehicle which this composed by operation from a crew room, and act. 3 á?&#x201E;ŕľ&#x2021;ä&#x2021;Žâ´Łá &#x201E;â&#x2022;Źä&#x2C6;Žä&#x2030;&#x2039;ä&#x2030;?ä&#x2C6; ä&#x2C6;ąŕŤ&#x17E;â&#x2020;Şä&#x2C6;ŽáĄ°ă&#x201C;&#x161;ä&#x2030;&#x2022;ŕˇ¸ä&#x2C6;żä&#x2C6;&#x153;ä&#x2C6;?ä&#x2C6; ä&#x2030;?ä&#x2C6;ąä&#x2C6;ä&#x2C6;&#x2021;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż 3. á?&#x201E;ŕľ&#x2021; â´Łá &#x201E;â&#x2022;Źä&#x2C6;Žä&#x2030;&#x2039;ä&#x2030;?ä&#x2C6; ä&#x2C6;ąŕŤ&#x17E;â&#x2020;Şä&#x2C6;ŽáĄ°ă&#x201C;&#x161;ä&#x2030;&#x2022;ŕˇ¸ä&#x2C6;żä&#x2C6;&#x153;ä&#x2C6;?ä&#x2C6; ä&#x2030;?ä&#x2C6;ąä&#x2C6;ä&#x2C6;&#x2021;ä&#x2C6;&#x2013;ä&#x2C6;Ť A thing without the fear to give a hindrance to the operating by vibration, a shock. 4 ŕł&#x2122;ŕľ&#x2021;ŕ´&#x153;ä&#x2030;&#x2022;ă&#x2026;Şâ&#x203A;Żä&#x2C6;&#x161;ä&#x2C6;ŠŕŤ&#x17E;â&#x2020;Şä&#x2C6;&#x2DC;ä&#x2C6;&#x17E;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2C6;?ä&#x2C6;Şä&#x2C6;?ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż 4. ŕł&#x2122;ŕľ&#x2021;ŕ´&#x153;ä&#x2030;&#x2022;ă&#x2026;Şâ&#x203A;Żä&#x2C6;&#x161;ä&#x2C6;ŠŕŤ&#x17E;â&#x2020;Şä&#x2C6;&#x2DC;ä&#x2C6;&#x17E;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2C6;?ä&#x2C6;Şä&#x2C6;?ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ť What can trigger a braking force in succession. 5. â&#x161;ľá&#x161;&#x2018;ä&#x2C6;&#x161;ä&#x2C6;˘ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;?ŕ˛˝ă&#x201D;&#x152;ä&#x2C6;&#x161;ä&#x2C6;˘ä&#x2C6;Ťä&#x2C6;?ä&#x2C6;ŽâĽ&#x201E;ŕľ&#x2021;â&#x160;&#x203A;ä&#x2C6;ŽŕŤ&#x17E;â&#x2020;Şä&#x2C6;&#x153;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż When the vehicle which this composed separated, separated act automatically automatically. 11

6. Ă°ä¸Ą<Â&#x20AC;Âł-Ă&#x203A;Ă "9 * ) 9 * What can stop a vehicle rapidly. 7. Ă&#x17E;Â?Â?.uÂ Ă&#x2021;<Ä&#x2021;ÂĄ 9 * ) , *-68 #.Ă?Ă&#x201A;-ĂŹĂ&#x201C;< 3 #:. 9Ă&#x2018;Ä / ç&#x2122;şĂ° 9 * ) , * The case with the fear to give a hindrance to the operating by cannot secure the source of supply of the braking force can depart 2 Ă°ä¸Ą-/ Ă&#x2122;Ä&#x201A;.GMă&#x192;ź=čŁ&#x2026;Ăˇ.2 ĂŻ.Â&#x192;Ă§-Ă&#x2014;Ä 9GMă&#x192;ź=čŁ&#x2026;Ăˇ <Â° , :0,7, Must make the brake system meeting the next standard for a vehicle other than the brake system of the foregoing paragraph. 1. Â&#x201D;ĂˇĂ¨.Ă°ä¸Ą.čť˘Â?<Â?Ă 9 * ) 9čŁ&#x2026;Ăˇ The device which can prevent the rolling of a vehicle detaining. 2. Ă&#x2122;Ä&#x201A;.GMă&#x192;ź=čŁ&#x2026;Ăˇ sĂ&#x201C; %Ă&#x2018;Ä -Â§Ă&#x201A; 9 * ) 9ç&#x2039;ŹÂ&#x2014; %GMă&#x192;ź= Â&#x2020;Â&#x2C6;<Ă&#x160;

9čŁ&#x2026;Ăˇ

A device having the independent brakes function that this can use when the brake system of the foregoing paragraph broke down.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘233

International Symposium on Land, Transport and Marine Technology

:7.Ä&#x201A;-é&#x2013;˘

9Ä&#x201E;é&#x2021;&#x2C6;Â&#x192;Ă§/Â&#x192;Â˘Ä&#x201A;Â&#x2122;* (

ÂšjÂŻ- (/ ç&#x2039;ŹÂ&#x2014; (Ă?Ă&#x201A;

9 qĂťĂ&#x152;ÂŤ.GMă&#x192;ź=ĂŤÂ&#x2018;q<Ă&#x160;

9 *

As an item basic as for the interpretation standard about these clauses In the Shinkansen, A thing having the brakes commands system more than doubled system to act on independently. Ă°ä¸Ą.GMă&#x192;ź=čŁ&#x2026;Ăˇ/ Â&#x2020;Â&#x201A; Â&#x17E;x 1GMă&#x192;ź=Â&#x2020;Â&#x2C6; ĂŽÂ? Ăľć&#x2019;&#x192;Â&#x17D;-68 #. Ă?Ă&#x201A;-Ă&#x201C;Ä&#x192;<ÂŽ , * The brake system of the vehicle, Machinery, the plumbing and brakes function do not produce an obstacle for the action by vibration, a shock. ÂŹĂ&#x201A;GMă&#x192;ź=čŁ&#x2026;Ăˇ/ ĂŚÄ&#x2020;Ă¨.Ă°ä¸Ą<lÂł Ă&#x203A;Ă " 'Ă&#x203A;Ăç&#x160;śĂš Ă&#x2039;ĂŞ) 9 * The common use brake system, this slow down and stop a running vehicle and what a stop state can maintain. 13

ŕł&#x2122;ŕľ&#x2021;ŕ´&#x153;ä&#x2039;¨ä&#x152;&#x2026;ä&#x152;&#x201A;ä&#x2039;Šä&#x2C6;˛áˇŤă&#x2026;Śá?˛ä&#x2C6;Žä&#x2030;&#x2039;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2C6;Ťä&#x2C6;&#x161;ä&#x2021;ŽáˇŤă&#x2026;Śá?˛ä&#x2C6;˛ŕŞ?ŕ¨&#x2026;ä&#x2C6;ąá˘&#x2122;ŕŻŕŞ?ŕ¨&#x201E;ä&#x2C6;Ťä&#x2C6;&#x153;ä&#x2030;&#x17D;ä&#x2021;Ż The deceleration decides, and the deceleration does the braking force (EB) more than the following g numerical value. ă&#x2026;Śá?˛ä&#x2039;˛ä&#x2039;łä&#x2039;°km/hä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2030;&#x17D;á&#x201A;?ŕ¸§ áˇŤă&#x2026;Śá?˛ ä&#x2039;ąä&#x2039;Žä&#x2039;ľkm/h/s Case more than 230km/h in speed, deceleration 1.5km/h/s. ă&#x2026;Śá?˛ä&#x2039;ąä&#x2039;śä&#x2039;°km/hä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2039;˛ä&#x2039;łä&#x2039;°km/hŕŞ?ŕ¨&#x2026;ä&#x2C6;ąá&#x201A;?ŕ¸§ áˇŤă&#x2026;Śá?˛ ä&#x2039;ąä&#x2039;Žä&#x2039;škm/h/s When is equal to or less than 230km/h ahead of 160km/h in speed; deceleration 1.9km/h/s. ă&#x2026;Śá?˛ä&#x2039;ąä&#x2039;ąä&#x2039;°km/hä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2039;ąä&#x2039;śä&#x2039;°km/hŕŞ?ŕ¨&#x2026;ä&#x2C6;ąá&#x201A;?ŕ¸§ áˇŤă&#x2026;Śá?˛ ä&#x2039;˛ä&#x2039;Žä&#x2039;ľkm/h/s When is equal to or less than 160km/h / ahead off 110km/h / in speed; deceleration 2.5 km/h/s. ă&#x2026;Śá?˛ä&#x2039;ˇä&#x2039;°km/hä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2039;ąä&#x2039;ąä&#x2039;°km/hŕŞ?ŕ¨&#x2026;ä&#x2C6;ąá&#x201A;?ŕ¸§ áˇŤă&#x2026;Śá?˛ ä&#x2039;łä&#x2039;Žä&#x2039;ąkm/h/s Wh is When i equall to t or less l th than 110k 110km/h /h ahead h d off 70k 70km/h /h iin speed; d d deceleration l ti 3.1km/h/s. ă&#x2026;Śá?˛ä&#x2039;ˇä&#x2039;°km/hŕŞ?ŕ¨&#x2026;ä&#x2C6;ąá&#x201A;?ŕ¸§ áˇŤă&#x2026;Śá?˛ ä&#x2039;łä&#x2039;Žä&#x2039;´km/h/s In the case of less than 70km/h in speed, speed it is deceleration 3.4km/h/s 3 4km/h/s â&#x201C;¨áł&#x2021;ä&#x2030;şä&#x160;Žä&#x2030;Şä&#x2C6;˛ä&#x2021;Žŕł&#x2122;ŕľ&#x2021;ä&#x2C6;Žŕś ŕ˛˝ä&#x2C6;ŕżśŕ´&#x153;ä&#x2030;&#x2022;âŤžâ&#x201C;?ä&#x2C6;&#x153;ä&#x2030;&#x17D;â˘ťŕ´&#x153;ä&#x2030;&#x2022;áŚä&#x2C6;&#x153;ä&#x2030;&#x17D;ä&#x2C6;&#x2013;ä&#x2C6;Ťä&#x2021;Ż A thing having the ability that the air reservoir accumulates the pressure that is enough for braking. 14

234â&#x20AC;˘2008ęľí&#x2020; í&#x2022;´ě&#x2013;&#x2018; R&D ęľě &#x153;ě&#x2039;Źí?Źě§&#x20AC;ě&#x2014;&#x201E;

DIVISION 3. Future Rail Transportation Technologies

Ă&#x2026;BO>ĺ&#x2020;&#x2026;.ĺ&#x153;§Â?.Ă&#x201D;Ăż-68 GMă&#x192;ź=ĺ&#x160;šw-ĂŹĂ&#x201C;< % / ç&#x2122;şĂ°

#:. 9*

9 * ) , |ĂŁ) 9 *

Being the structure that cannot depart once of the fear to cause a delay in brakes effect by a fall of the pressure in Main Reservoir. Ă°ä¸Ą.yĂźGMă&#x192;ź=/ Â?p (Ă&#x201E;čť˘

9Ă°ä¸Ą.GMă&#x192;ź=čŁ&#x2026;Ăˇ-Â° Ă˘Âą

%Ă°ä¸Ą-äš&#x2014;Â&#x161;Ă&#x2020;Âť 7.ĂĄĂ?-6&(Â?Â? (Ă?Ă&#x201A;

9 *

Ă˘Âą Â¤Â&#x2013; %* -Ă?Â?Ă&#x2022;-GMă&#x192;ź= Ă?Ă&#x201A;

9 *

,+*,&( 9 This make it for the brake system of the vehicle which the penetration brakes of the vehicle connect it, and run, and this link the vehicle which this composed by operation from a crew room, and act. When composition divided it, brakes act automatically.

áŁ&#x2030;â¸łŕˇ¸ä&#x2C6;śă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;ąá&#x2030;ŻáŚźáŹ&#x152;áŠ? An institution and the periodical inspection of the vehicle â&#x2022;&#x2122;ä&#x2039;šä&#x2039;°á§Ś áŁ&#x2030;â¸łŕˇ¸ä&#x2C6;śă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;ąá&#x2030;ŻáŚźáŹ&#x152;áŠ?ä&#x2C6;˛ä&#x2021;Žä&#x2C6; ä&#x2C6;ąâ&#x2019;łă&#x2DC;&#x192;ä&#x2021;Žá´ă&#x2026;§ä&#x2C6; ä&#x2C6;ąŕŞ ŕŤśâ&#x2020;Şä&#x2C6;ąâ á´Ťä&#x2C6;Žá&#x201D;&#x2022;ä&#x2C6;&#x203A;ä&#x2021;Ž áŹ&#x152;áŠ?ä&#x2C6;ąŕš&#x;áŚźä&#x2021;Žá&#x160;ťâ˝&#x17D;ä&#x2C6;Ťä&#x2C6;&#x153;ä&#x2030;&#x17D;ă&#x2021;ąŕŤ?ŕˇ¸ä&#x2C6;śáŁ&#x2021;á´şä&#x2030;&#x2022;á&#x2030;Żä&#x2030;&#x201E;ä&#x2C6;Šâ´&#x2022;ä&#x2030;&#x2019;ä&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;?ä&#x2C6;łä&#x2C6;ä&#x2030;&#x152;ä&#x2C6;ä&#x2C6;&#x2021;ä&#x2021;Ż ŕł¨ă&#x2014;&#x201E;ä&#x2C6;ąá&#x2030;ŻáŚźáŹ&#x152;áŠ?ä&#x2C6;Žă&#x2018;?ä&#x2C6;&#x153;ä&#x2030;&#x17D;ŕŠ?ă&#x2014;&#x201E;ä&#x2C6;˛ä&#x2021;Žŕż&#x2013;ŕżŻŕŠ¤ă&#x2026;˘á&#x201E;˘â¤żä&#x2C6;?ŕš&#x201D;â?&#x153;ä&#x2C6;Şá&#x2030;Żä&#x2030;&#x201E;ä&#x2C6;˘ä&#x2C6;Ťä&#x2C6;?ä&#x2C6;˛ä&#x2021;Žä&#x2C6;&#x2013;ä&#x2030;?ä&#x2C6;Ž á&#x201C;Ľä&#x2C6;Śä&#x2C6;Šâ´&#x2022;ä&#x2030;&#x2019;ä&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;?ä&#x2C6;łä&#x2C6;ä&#x2030;&#x152;ä&#x2C6;ä&#x2C6;&#x2021;ä&#x2021;Ż An Article 90 institution and the periodical inspection of the vehicle accept the kind, the situation of the structure others use and it establishes a part to intend for in a period of the inspection and a method and must perform it. When Minister off Land, Infrastructure f and Transport established it by notification, you must perform the matter about the periodical inspection of the foregoing paragraph according to this. ŕš&#x201D;â?&#x153; Notification ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;ąá&#x2030;ŻáŚźáŹ&#x152;áŠ? â&#x2022;&#x2122;ä&#x2039;ľá§Ś ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;Žä&#x2C6;§ä&#x2C6;&#x2021;ä&#x2C6;Šä&#x2C6;˛ä&#x2021;Žă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;ąâ&#x2019;łă&#x2DC;&#x192;ä&#x2C6;&#x2014;ä&#x2C6;Ťä&#x2C6;Žä&#x2021;Žä&#x2C6; ä&#x2030;?ä&#x2C6;Ąä&#x2030;?áłżä&#x2030;&#x201E;ä&#x2030;&#x152;ä&#x2030;?ä&#x2C6;˘áŚźă&#x2018;&#x2020;ä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2C6;ä&#x2C6;&#x2021; ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;Žä&#x2C6;§ä&#x2C6;&#x2021;ä&#x2C6;Šä&#x2C6;˛ ă&#x201A;&#x17E;ŕ¨&#x201D;ä&#x2C6;ąâ&#x2019;łă&#x2DC;&#x192;ä&#x2C6;&#x2014;ä&#x2C6;Ťä&#x2C6;Ž ä&#x2C6; ä&#x2030;?ä&#x2C6;Ąä&#x2030;?áłżä&#x2030;&#x201E;ä&#x2030;&#x152;ä&#x2030;?ä&#x2C6;˘áŚźă&#x2018;&#x2020;ä&#x2030;&#x2022;âżĽä&#x2C6;&#x2039;ä&#x2C6;ä&#x2C6;&#x2021; áŚźă&#x2018;&#x2020;ä&#x2C6;&#x2014;ä&#x2C6;Ťä&#x2C6;Žá&#x2030;ŻáŚźáŹ&#x152;áŠ?ä&#x2030;&#x2022;â´&#x2022;ä&#x2030;&#x2019;ä&#x2C6;ä&#x2C6;&#x201D;ä&#x2030;?ä&#x2C6;łä&#x2C6;ä&#x2030;&#x152;ä&#x2C6;ä&#x2C6;&#x2021;ä&#x2021;Ż The periodical inspection of the vehicle About the Article 5 vehicle vehicle, Must perform periodical inspection every period when not over a period decided on every kind of the vehicle each. 16

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘235

International Symposium on Land, Transport and Marine Technology

ᣂᐙ✢䈮䈍䈇䈩䈲 ⁁ᘒ䊶ᯏ⢻ᬌᩏ 䋳䋰ᣣ෶䈲ᒰ⹥ゞਔ䈱⿛ⴕ〒㔌䈏䋳ਁ䉨䊨䊜䊷䊃䊦䉕⿥䈋䈭䈇ᦼ㑆䈱䈇䈝䉏䈎⍴䈇ᦼ㑆 In the Shinkansen , A state / function inspection 30 days or either short period of the period when the mileage of the vehicle concerned does not exceed 30,000 kilometers. ㊀ⷐㇱᬌᩏ 䋱ᐕ䋶᦬䋨ᣂ⵾䈚䈢ゞਔ䈮ኻ䈜䉎૶↪㐿ᆎᓟᦨೋ䈱ᬌᩏ䈮䈧䈇䈩䈲䇮૶↪䉕㐿ᆎ 䈚䈩䈎䉌䋲ᐕ䋶᦬䋩෶䈲ᒰ⹥ゞਔ䈱⿛ⴕ〒㔌䈏䋶䋰ਁ䉨䊨䊜䊷䊃䊦䉕⿥䈋䈭䈇ᦼ㑆䈱䈇䈝䉏䈎⍴䈇ᦼ㑆 Important department inspection Either short period of the period when or the mileage of the vehicle concerned does not exceed 600 600,000 000 kilometers (after starting use about the first inspection after beginning to use for the vehicle which it produced newly, June, 2) in June, 1.

ో⥸ᬌᩏ 䋳ᐕ䋨ᣂ⵾䈚䈢ゞਔ䈮ኻ䈜䉎૶↪㐿ᆎᓟᦨೋ䈱ᬌᩏ䈮䈧䈇䈩䈲䇮૶↪䉕㐿ᆎ䈚䈩䈎䉌䋴ᐕ䋩෶䈲ᒰ⹥ゞਔ䈱⿛ⴕ〒㔌䈏䋱䋲䋰ਁ䉨䊨䊜䊷䊃䊦䉕⿥䈋䈭䈇ᦼ㑆䈱䈇䈝䉏䈎 ⍴䈇ᦼ㑆䈫䈭䈦䈩䈇䉎䇯 Whole inspection Become three years(After starting use about the first inspection after beginning to use for the vehicle which produced newly; four years) or either short period of the period when the mileage of the vehicle concerned does not exceed 1,200,000 kilometers.

236•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

. GMă&#x192;ź=?@DI The brakes piping diagram of Shinkansen HST

The brakes electric diagram of Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘237

International Symposium on Land, Transport and Marine Technology

The brakes command circuit diagram of Shinkansen HST

The service brake command diagram of each car for Shinkansen HST

238•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The status of energized of brake command line for Shinkansen HST

The circuit diagram of urgently brake for Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘239

International Symposium on Land, Transport and Marine Technology

An example of the BC pressure of an emergency brake and urgently brakes of Shinkansen HST

The circuit diagram of auxiliary brake of each car for Shinkansen HST

240•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

Speed division by the ATC signal of Shinkansen HST

The circuit diagram of rescue brake equipment of Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘241

International Symposium on Land, Transport and Marine Technology

The diagram of ATC system of Shinkansen HST

The principle diagram of ATC system of Shinkansen HST (center of station)

242•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The principle diagram of ATC system of Shinkansen HST (stop position of station)

The piping diagram of each reservoir Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘243

International Symposium on Land, Transport and Marine Technology

The total piping diagram of pneumatic brake of Shinkansen

The control circuit of BC pressure of Shinkansen HST

244•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The piping diagram of fundamental brake of Shinkansen HST

The operating circuit of the increase adhesion abrasion stone Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘245

International Symposium on Land, Transport and Marine Technology

The circuit diagram of insufficiency brakes detect of Shinkansen HST

The circuit diagram of non release brake detect of Shinkansen HST

246•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The brakes-related indication circuit(A cab) of Shinkansen

The conception diagram of anti skid control equipment of Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘247

International Symposium on Land, Transport and Marine Technology

The loss of brake force at the time of the anti skid control Shinkansen HST

The detector of digital style of anti skid control for Shinkansen HST

248•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The flow chart of brake operation at the skid status of Shinkansen HST

An example of the deceleration detection of anti skid control for Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘249

International Symposium on Land, Transport and Marine Technology

An example of the speed difference detection of anti skid control for Shinkansen HST

The example of the speed difference detection domainof Shinkansen HST

250•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The sensitivity of the skid detection of Shinkansen HST

The constitution of the anti skid control valve of Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘251

International Symposium on Land, Transport and Marine Technology

The change of the main traction motor of Shinkansen HST

The flow chart of main circuit of dynamic brake for Shinkansen HST

252•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The circuit of dynamic brake of Shinkansen HST

The main circuit of induction motor of Shinkansen HST

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘253

International Symposium on Land, Transport and Marine Technology

The principle diagram of eddy current brake of Shinkansen HST

The circuit diagram of eddy current brake of Shinkansen HST

254•2008국토해양 R&D 국제심포지엄

DIVISION 3. Future Rail Transportation Technologies

The control of cross blending and pair blending at brake status of Shinkansen

The control of pair blending at brake status of Shinkansen

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘255

International Symposium on Land, Transport and Marine Technology

. ó~.GMー= ´ The ceramic injection equipment of Shinkansen HST

The comparison of analog ATC and digital ATC of Shinkansen HST

256•2008국토해양 R&D 국제심포지엄

International Symposium on Land, Transport and Marine Technology

Division 4

258•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Transportation System / Aviation Technologies An Automatic Guidance System of Multi-Modal Travel Information Akimasa Fujiwara

Professor, Hiroshima University, Japan

Assessing the Utility of a Ubiquitous Transportation Network Using Computer Simulation Nagui Rouphail

Professor, North Carolina State University, USA

Aircraft Design and Certification for Light Jet Business Aircraft Brian Eggleston

Consultant, Canada

Next Generation of Commercial Aircraft Shlomo Tsach

Director, Israel Aerospace Industries, Israel International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘259

Division 4. Transportation System·Aviation Technologies

An Automatic Guidance System of Multi-Modal Travel Information

Akimasa Fujiwara Professor, Hiroshima University, Japan

Abstract To increase use of public transportation systems and realize environmentally sustainable transportation society, it is important to provide trip makers with useful choice information for both private and public transportation systems, via an information provision system with high willingness to access. Such system could be not only helpful to users of public transportation systems, but also effective to promote the modal shift from private to public transportation systems. Therefore, this study aims to build such a multi-modal travel information system that automatically provides depends on user’s characteristics and environment, and examines the effectiveness of such information system by using both questionnaire survey and field survey in both Japan and Korea. As a starting point of evaluation of effectiveness of multi-modal travel information provision system, we analyzed how travel mode choice behavior changes by providing multi-modal information based on the SP survey data conducted in Hiroshima city in 2002, in which respondents were asked to answer the questions about both information searching devices, information acquisition and travel mode choice with respect to commuting and shopping purposes. Then, in order to catch up what kind of multi-modal information people want to acquire, a web-based survey was conducted both in Japan and Korea. Also, this is a pilot survey of the SP survey that will be conducted in the next step: i.e. the data of this pilot survey will be utilized to narrow down the number of attributes of SP survey conducted later.

International Symposium on Land, Transport and Marine Technology•261

International Symposium on Land, Transport and Marine Technology

Introduction To increase use of public transportation systems and realise environmentally sustainable transportation society, it is important to provide trip makers with useful choice information for both private and public transportation systems, via an information provision system with high willingness to access. Such system could be not only helpful to users of public transportation systems, but also effective to promote the modal shift from private to public transportation systems. Therefore, this study aims to build such a multi-modal travel information system in an automatic way, and examines the effectiveness of such information system by using both questionnaire survey and field survey in both Japan and Korea. As a starting point of evaluation of effectiveness of multi-modal travel information provision system, we analysed how travel mode choice behaviour changes by providing multi-modal information based on the SP survey data conducted in Hiroshima city in 2002, in which respondents were asked to answer the questions about both information searching devices, information acquisition and travel mode choice with respect to commuting and shopping purposes. The detail will be shown in chapter 1. Then, in order to catch up what kind of multi-modal information people want to acquire, a web-based survey was conducted both in Japan and Korea. The detail of the web-based survey will be explained in chapter 2. Also, this is a pilot survey of the SP survey that will be conducted in the next step: i.e. the data of this pilot survey will be utilised to narrow down the number of attributes of SP survey conducted later.

1 Analysis of users’ preference for multi-modal travel information system using exsisting SP survey data 1-1.

Summary of Steted Preference survey

The SP survey was carried out in the fall of 2002. In the survey, respondents were asked to answer the questions about both information acquisition and mode choice with respect to commuting and shopping purposes. The choice alternatives are information acquisition devices (personal computer, mobile phone and cable TV), intention of information acquisition (yes or no) and travel modes (car, bus and Astramline). The targeted travel information includes length of road traffic congestion shown either in character or diagrammatically, timetables for bus and Astramline, and total travel time for all the travel modes. Thus, the level-of-service variables include total travel time for car and bus, and length of congestion for car. Travel time for Astramline was fixed. Since this study examines the effects of travel information under different conditions of traffic congestion, other level-of-service variables like travel cost were ignored in the survey for the sake of reducing respondents’ burden in answering SP questions.

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Division 4. Transportation SystemÂˇAviation Technologies

Since individuals show selective behaviors about information sources and contents, they may not refer to all of the information given in SP survey. Accordingly, the SP survey takes this selective behavior into consideration by asking what kind(s) of information content(s) the respondents referred to when choosing their travel modes. The information contents and level-of-service attributes by

travel mode are shown in Tables 1 and 2. An orthogonal fraction of the L27 313 factorial design consisting of 25 profiles was constructed after excluding the unrealistic ones. To reduce the respondentsâ&#x20AC;&#x2122; burden, the 25 profiles were grouped into 5 balanced blocks. Each respondent received only one block of 5 profiles. As a result, 681questionnaires were handed out and 565 were successful collected with the high response rate of 83%. It is shown that only 42% of respondents reported to refer to all the given information.

Table 1. Information Contents in SP Survey Travel mode

Attribute 1

Attribute 2

Attribute 3

Car

Total travel time

Linguistic information of length of traffic congestion

Visual information of length of traffic congestion on map

Bus

none

Time table

Total travel time

Astramline

none

Time table

Total travel time

Table 2. Level for Each Attribute in SP Survey Attribute

Level 1

Level 2

Level 3

Total travel time for car

30 minutes

50 minutes

70 minutes

Length of traffic congestion

0.5 km

2 km

4 km

Total travel time for bus

40 minute

60 minutes

80 minutes

In addition to the SP questions, the following items were also investigated. 1) Individual attributes: Age, gender, ownership of information devices (PC, mobile phone and cable TV) and information-accessing experience etc. 2) Attitudinal survey: cognition of travel mode and current travel information, evaluation of current travel information, attitude of multi-modal comparison, attitude to the access of the improved travel information, and willingness-to-pay of desired travel information etc. 3) Revealed preference survey: trip frequency, travel time and cost by travel mode to the city center etc.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘263

International Symposium on Land, Transport and Marine Technology

Based on the survey results, it is found that 64%, 49% and 37% of the respondents own the personal computers, cable TVs and mobile phones, respectively. To access various information, 49% of the respondents use the Internet via personal computers and 36% use the mobile phone. 1-2.

Evaluation methodology

We applies the principle of relative utility maximization, proposed by Zhang et al. [1], to represent choice behavior, instead of the conventional utility maximization principle. To rationally reflect the unequal and asymmetric choice structure under provision of multi-modal travel information as mentioned above, the original relative utility function is extended as follows:

U ij

rij ÂŚ j' z j wijj' vij vij' eij

0 d rij d 1 and

ÂŚ

0 d wijj' d 1 and

where

j ij

ÂŚ

wijj'

(1)

(2)

(3)

U ij is the relative utility of individual i choosing alternative j, vij is latent variable representing the observed information for alternative j, rij is relative interest or importance parameter for alternative j, wijj' is weight parameter reflecting the influence of alternative jâ&#x20AC;&#x2122; on the choice of j and eij is an error term.

By introducing the concept of relative utility, one can see that IIA (Independence of Irrelevant Alternatives) property does not hold in this model, meanwhile applying equation (1) can easily incorporate context dependence, where context here refers to alternative-specific context. For example, similarity among alternatives is one type of alternative-specific context. The similarity can be caused by both the observed and unobserved/omitted attributes. Relative utility can be used to represent the similarity by the observed attributes of different alternatives. For the similarity by the omitted attributes, one can apply, for example, PCL model [2] for the joint choice structure and NPCL model [14] for the nested choice structure. Of course, the relative utility can be simply incorporated in these existing choice models. This suggests the generality of the models based on the concept of relative utility. One can observe from equation (1) that, 1) the relative interest parameter is different across alternatives, and 2) the influence of alternative jâ&#x20AC;&#x2122; on the choice of alternative j is expressed as rij wijj' and that of alternative j on jâ&#x20AC;&#x2122;

264â&#x20AC;˘2008ęľí&#x2020; í&#x2022;´ě&#x2013;&#x2018; R&D ęľě &#x153;ě&#x2039;Źí?Źě§&#x20AC;ě&#x2014;&#x201E;

Division 4. Transportation SystemÂˇAviation Technologies

is rij' wij' j . Table 3 shows a matrix of these composite parameters for mutual influences among alternatives. Therefore, equation (1) can be used to represent unequal and asymmetric choice structure. If relative interest parameter rij and weight parameter wijj' are all the same across alternatives, then the model based on equation (1) collapses into the conventional MNL model. When the number of alternatives in choice set increases, estimation of relative interest parameter and weight parameter becomes troublesome. To deal with this issue, one of the possible approaches is to assume the nested choice structure by using, for example, the nested type of models. This approach has some advantages on one hand, and faces difficulty when the nested choice structure is not homogeneous among the target population on the other.

Table 3. Matrix of Composite Parameters for Mutual Influences Among Alternatives Alternative under question

ri 1

- ri 2 wi 21

- riJ wiJ 1

- ri 1 wi 12

ri 2

- riJ wiJ 2

- ri 1 wi 1 J

- ri 2 wi 2 J

riJ

Alternative in choice set

This study proposes an alternative way to tackle this issue by transforming equation (1). Concretely speaking, instead of the nested choice structure, this study assumes a joint choice structure to approximate the nested structure. In reality, alternatives under study can be usually divided into several intuitive groups/bundles. For example, consider the choice issues of destinations and travel modes. To explain individualsâ&#x20AC;&#x2122; choice behavior, it might be more suitable to assume a nested choice structure with the upper level of travel mode and lower level of destination for some individuals, the reverse structure might be better for some other individuals, however the joint choice structure might work well for the remaining individuals. Therefore, to flexibly represent this kind of heterogeneous choice structure, equation (1) is transformed as follows:

where vij'

rij ÂŚ jcz j wig ÂŚ g vij vij' eij

U ij

(4)

is latent variable of alternative j' g belonging to choice group g with wig as weight parameter.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘265

International Symposium on Land, Transport and Marine Technology

It is obvious that, instead of adopting a complete nested choice structure, introducing weight parameter wig allows analysts to represent a quasi-nested choice structure with heterogeneity. Assuming that error term eij follows a Weilbul distribution results in the following new discrete choice model. Here, it is called quasi-nested choice model based on relative utility (henceforth r_QNL model).

Pij

exp( rij ¦ jcz j wig ¦ g ( vij vij' ) )

¦ exp( r ¦ k

1-3.

k' z k

wig ¦ g ( vik vik ' ) )

(5)

Evaluation the effects of multi-modal information

Table 4 shows the model estimation result. By judging logarithm likelihood and McFadden’s Rho-squared, r_QNM model fits best among three models. Also, Table 4 shows that information most preferred by car users is “dynamic” travel time, while that preferred by Astramline users is timetable information (static). Considering that in-vehicle travel time usually does not change largely and there exists only one Astramline route, it seems that people are more concerned about the Astramline’s availability than any other information. This observation is consistent with intuition. Since r_QNL model is superior to r_MNL in model performance, r_QNL model is used to evaluate the effects of multi-modal travel information provision on modal shift. Simulation analysis is conducted with respect to 36 scenarios, where the first scenario is a do-nothing scenario (see Table 5). It can be concluded as follows: 1) The best way to reduce car traffic and to encourage the use of Astramline is to provide only transit information (scenarios 2-7). In these scenarios, one can observe more than a 5% reduction in car choice probability and about an 11% increase in Astramline usage. However, it is estimated that bus users will decrease by more than 5%. 2) The second best way to reduce car traffic is to provide multi-modal information, where traffic information is only congestion information shown in print (scenarios 8-13), rather than diagrammatically (scenarios 14-19). 3) If only bus information is available (scenarios 20-21) or car travel time information is provided along with transit information (scenarios 22-27), car choice probability does not change. 4) If travel information of reliable transit system (Astramline) is not available (scenarios 28-36), car traffic will increase.

266•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Table 4. Model estimation results MNL model

Explanatory variable

Parameter

r_MNL model

t-score

Parameter

t-score

r_QNL model Parameter

t-score

Level-of-service variable by travel model Travel time (min.)

-0.0922

-15.52

-0.0382

-14.13

-0.0616

-11.67

Length of traffic congestion (km)

-0.2042

-4.09

-0.1546

-5.20

-0.6906

-7.90

Car travel time

2.1572

14.05

1.7941

15.63

4.8665

16.87

Car traffic congestion shown in print

0.7091

4.78

0.6971

6.44

3.0952

10.73

Car traffic congestion shown diagrammatically

0.9815

6.97

0.8967

8.66

3.6710

12.99

Availability and acquisition of information content (Yes 1, No 0)

Astramline travel time

2.0064

14.73

1.7205

16.87

4.7318

18.79

Astramline time table

2.2163

15.33

1.8493

17.14

5.0577

18.70

Bus travel time

0.9695

3.91

0.0015

0.06

0.0001

0.02

Bus time table

1.5314

6.85

0.5846

2.87

0.0239

0.16

Ownership of information device (Yes 1, No 0) Cable TV

1.7190

20.51

0.8687

13.11

2.3103

12.85

Mobile phone

1.6914

22.44

0.8920

14.66

2.3667

14.72

Personal computer

1.0077

13.89

0.5686

8.98

1.6317

9.20

By mobile phone

0.8212

7.97

1.5721

8.17

8.0322

9.86

By personal computer

0.0193

0.44

0.5756

2.69

3.7039

4.24

Information-accessing experience

Factors related to relative interest parameter Age on choice of cable TV

-0.0129

-3.37

-0.0059

-2.67

Age on choice of mobile phone

-0.0132

-3.46

-0.0056

-2.56

Age on choice of personal computer

-0.0159

-4.17

-0.0077

-3.40

0.1118

2.80

0.0603

2.71

-0.1433

-2.98

-0.3102

-7.01

Car use frequency

0.0414

5.09

0.0202

3.35

Astramline use frequency

0.0222

3.70

0.0208

4.51

-0.3254

-2.02

0.0354

2.43

Car

0.0007

0.45

Astramline

0.0043

0.81

Bus

0.9950

178.68

Information-accessing attitude for information acquisition behavior Information-accessing attitude for information non-acquisition behavior

Bus use frequency Weight parameter of travel mode in the choice process

Initial logarithm likelihood

-5642.01

Converged logarithm likelihood

-4636.36

-4404.78

-4204.35

Adjusted McFadden's Rho-squared

0.1779

0.2188

0.2543

Sample

1,952

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘267

International Symposium on Land, Transport and Marine Technology

Table 5. Simulation results based on r_QNL Model Bus information Scenario 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

travel time

time table

Astramline information travel time

time table

Car information travel time

congestion congestion shown shown in print diagrammatically

Choice probability Car

Astramline

Bus

28.43% 41.68% 29.89% 23.07% 52.68% 24.25% 23.07% 52.68% 24.25% 23.07% 52.65% 24.28% 23.16% 52.49% 24.35% 23.16% 52.49% 24.35% 23.16% 52.46% 24.37% 25.65% 50.88% 23.46% 25.65% 50.91% 23.44% 25.65% 50.91% 23.44% 25.75% 50.70% 23.55% 25.75% 50.72% 23.53% 25.75% 50.72% 23.53% 27.79% 49.42% 22.79% 27.79% 49.44% 22.76% 27.79% 49.44% 22.77% 27.89% 49.23% 22.87% 27.89% 49.26% 22.85% 27.89% 49.26% 22.85% 28.43% 41.66% 29.91% 28.43% 41.68% 29.89% 28.59% 48.87% 22.54% 28.59% 48.90% 22.52% 28.59% 48.90% 22.51% 28.69% 48.69% 22.62% 28.69% 48.71% 22.60% 28.69% 48.71% 22.60% 31.37% 39.95% 28.69% 31.37% 39.97% 28.66% 31.37% 39.97% 28.66% 33.76% 38.55% 27.68% 33.77% 38.57% 27.66% 33.77% 38.57% 27.66% 34.65% 38.04% 27.32% 34.66% 38.05% 27.29% 34.66% 38.05% 27.29% Note: The shadow cell means that the relevant information is available to and referred by travelers

268•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

2 Analysis of the intent of multi-modal informationin acquirement through web-based survey 2-1.

Outline of the web-based survey

In order to catch up what kind of multi-modal information people want to acquire, a web-based survey was conducted both in Japan and Korea in July 2008. The target of this project is i) over 18-years-old ii) big cities residents. Also, in order to redunce the number of questions for one respondent, we prepared two tyes of questionnaires: one for public transportation main users and the other for private car main users. In order to assemble effectively satisfying above conditions, we firstly conducted a screening survey in which respondents were asked their habitant, age, sex, occupation and usage frequency of private car and public transportation and as a result, 200 (100 public transportation main users and 100 private car main users) respondents were picked up in both countries as shown in Table 6. Table 6. Sample compositon Habitant Other big cities** Main means of Public transportation main user 50 transportation Private car main user 50 Amount 200 Japan * 3 major cities : Tokyo metropolitan area, Osaka city and Nagoya city ** Other big cities : Other 15 big cities (population: over 500,000) 3 major cities* 50 50

Seoul metropolitan area 100 103 203 Korea

Then, public transportation main users and private car main users were asked to select top five required types of information from the list shown representively in Table 7 in daily comuting and sightseeing situations, and asked to answer how much they are willing to pay for the sets of information they choose in both situations.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘269

International Symposium on Land, Transport and Marine Technology

Table 7. List of information contents &RQWHQWV )RU SXEOLF WUDQVSRUWDWLRQ PDLQ XVHUV )RU SULYDWH FDU PDLQ XVHUV

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&DORULH FRQVXSWLRQ LQIRUPDWLRQ

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2-2.

Comparison of the intent of multi-modal informationin acquirement between Japan and Korea

Table 8 and Table 9 show the comparison of the percentage of selected information contents representively for public transportation main users and private car mian users. By looking at Table 8, dynamic information, such as route and fare search, pedestrian route guidance and transfer guidance, come the high order in each situation in both countries. However, many Japanese respondets also prefer timetable information although this is static information. Therefore, low technology information such as timetables is also indispensable even if IT technology developed much. Finally, the last row of Table 8 represents for the number of choice one person made. Note that each respondent can choose at most five contents they think to require. There are not big deferences as to the number of information respondents require between Japan and Korea. However in daily comuting situation, Japanese respondents need more information in pre-trip than in en-route. This fact might indicate that Japanse comuters stick to the comuting route and departure time during the trip once they decide.

270â&#x20AC;˘2008ęľí&#x2020; í&#x2022;´ě&#x2013;&#x2018; R&D ęľě &#x153;ě&#x2039;Źí?Źě§&#x20AC;ě&#x2014;&#x201E;

Division 4. Transportation SystemÂˇAviation Technologies

Table 8. Comparison of the percentage of selected contents (Public transportation main uesrs)

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By compareing information #1 and 2 or # 4 and 5 at Table 4, respondents prefer dynamic information to static information. And those dynamic information (#2 and #5) come high order regardless of situation or country. By focusingon the different contents respondents mark high level between Japan and Korea, Japanese respondents prefer wheather information in pre-trip of daily comuting. Also, Korean respodents think high of estimated gas fee information in travel situation. Finally, by comparing the number of choice one respodents made (at the last row), Japanese respodents need less types of information than Korean respondents, especially en-route case.

Table 9. Comparison of the percentage of selected contents (Private car main uesrs) 'DLO\ SUH WULS

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Technology

Table 10 and Table 11 respectively show the comparison of willing to pay for public transportation main users and private car main users. Here, we simply assume 1 yen equals to 10 won. By looking at these Tables, the distribution of WTP for Japanese respondents is polarised; i.e. around 30 to 40% of Japanese respnondents do not want to pay any money while some respondents willing to pay about 3,000 won (300 yen) and more. The reason might be that some private companies have already provided such information for free through internet and that many private companies collect money for information through internet via mobile phone. On the other hand, over 50 % of Korean respondents are willing to pay small sum of meney (around 500 won to 1,000 won) for information.

Table 10. Comparison of Willing To Pay (Public transportation main users) 'DLO\ SUH WULS 'DLO\ HQ URXWH 7UDYHO SUH WULS 7UDYHO HQ URXWH

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2-3.

Relashionship between respondentsâ&#x20AC;&#x2122; attribute and the intent of multi-modal informationin acquirement

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2-3.

Division 4.

Transportation SystemÂˇAviation

Technologies

Relashionship between respondentsâ&#x20AC;&#x2122; attribute and the intent of multi-modal informationin acquirement

In order to examine the relashionship between respondentsâ&#x20AC;&#x2122; attiribute and the intent of multi-modal information acquirement, we conducted the qualification theory I, which is similar to regression analysis but is possible to include quatitative variables as explaining variable. We adopt the number of choice (NOC) and the amount of money willing to pay for the sets of information (WTP) as an external criterion (almost same as objective variable in regression analysis). Here, we only show the result of Japanese respondents in comuting situation. In addition, in order to obtain more presice result, we omitted the sample of respondents who are willing to pay more than 1,000 yen (10,000 won). Table 12 shows the result of qualification theory I for public transportation main users. By looking at a multiple correlation coefficient, the WTP model (taking the amount of money willing to pay as an external criterion) fits better than the NOC model (taking the number of choice as an external criterion). Firstly, letâ&#x20AC;&#x2122;s look at the NOC model. Habitation and sex does not affect so much since partical correlation coefficient is not high. In terms of age, younger respodents tend to choose many kinds of information since their category score indicate positive. Relating to occupation, office employees tend not to choose many kinds of information both in pre-trip and en-route, and students tend not to choose many kinds of information in pre-trip as well while they tend to choose many kinds of information en-route. In terms of transfer, those who need transfer for comuting tend to choose many kinds of information both in pre-trip and en-route. However, we can confirm this tendency stronger en-route case since both category score and parial correlation coefficient takes higher value. One of the reasons for this is that respondents feel uncertainty at the transfer point. In regard to the frequency of each mode, those who take trains frequently tend to choose many kinds of information in pre-trip situation but choose less kinds of information en-route situation. On the other hand, those who take buses frequently tend to choose many kinds of information in both situations. The reason for this will be that most trains come punctually where as many buses often delay in Japan. Next, letâ&#x20AC;&#x2122;s look at the WTP model. Habitation and sex does not affect so much as well. In terms of age and occupation, younger respondents and non employed respondents (students and homemakers) do not want pay much money since their category score indicate negative. Judging from this fact, we can guess the amount of money respondents willing to pay might relate to their income level though we did not ask respondentsâ&#x20AC;&#x2122; income in this moment. Regarding to mode usage frequency those who take train frequently (more than 3 times a week) do not want to pay much money in both pre-trip and en-trip. This is because frequent train users do not find value in multi-modal information since they learn to know the situation such as when trains come or how crowded the trains is through daily comuting. However, those who take bus frequently (more than 3 times a week) find value in multi-modal information probably since they think the bus service is not punctual.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘273

International Symposium on Land, Transport and Marine Technology

Table 12. Result of Qualification Theory I (Public transportation main users) ,WHP +DELWDWLRQ 6H[

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Table 13 indicates the result of qualification theory I for private car main users. By looking at a multiple correlation coefficient, the NOC model fits better than the WTP model in this case. By looking at partial correlation coeffient, sex affects much and females tend to choose many kinds of information and are willing to pay much money compared with males. In terms of occupation, full-time employees (office employees and self-owned bussiness) tend to choose much information and are willing to pay much money. This is because the value of time of full-time employees is generally expensive and therefore they want to judge road situation as correctly as possible with many kinds of information even if they pay some money. Regarding to car usage frequency, those who use a car more than 5 times a week tend to choose less kind of information and are not willing to pay much money in both pre-trip and en-route, which is contrary to the expection. Those who use a car 3 or 4 times a week tend to choose many kinds of information, but they also are not willing to pay much money. However, those who use a car once or twice a week tend to choose many kinds of information, and are

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Division 4. Transportation SystemÂˇAviation Technologies

willing to pay some money. These facts indicate that not so heavy car users are willing to acquire as many kinds of information as possible in order to compensate for the lack of their knowledge even if they pay some money. Table 13. Result of Qualification Theory I (Private car main users) ,WHP +DELWDWLRQ 6H[

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3 Conclusion In this study, firstly we analysed how travel mode choice behaviour changes by providing multi-modal information based on the SP survey data conducted in Hiroshima city in 2002, in which respondents were asked to answer the questions about both information searching devices, information acquisition and travel mode choice with respect to commuting and shopping purposes. Simulation analysis shows that provision of multi-modal travel information is effective to encourage the use of a reliable transit system, and the best way to reduce car traffic is to provide users with only information concerning transit systems and the second best is to only provide traffic congestion information along with transit system information. Next, in order to catch up what kind of multi-modal information people want to acquire, a web-based survey

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘275

International Symposium on Land, Transport and Marine Technology

was conducted both in Japan and Korea. In both countries, 200 (100 public transportation main users and 100 private car main users) respondents were participated. By comparing what kind of information respondents select between Japanes and Korean survey, basically many respondents in both countries prfer dynamic information rather than static information although there are some differences for preference. For example, in terms of public transportation main users, Japanese respondents prefer timetable information although it is static information, and in terms of private car main users, Japanese respondents prefer wheather information and Korean respondents prefer estimated gas fee information. Then, in order to examine the relashionship between respondents’ attiribute and the intent of multi-modal information acquirement, we conducted the qualification theory I for Japanese survey data. As a result, we found that respondents tend to choose as many kinds of information as possible and are willing to pay some money if they experience uncertainty situation such as transferring, taking a bus and so on.

4 Future research plan 1.

Implementation of a Stated Preference Survey A stated preference survey will be conducted to quantitatively investigate the requirements of the automatic multi-modal travel information guidance system. The survey will look at the use of information system and the choices of different travel modes. This survey will be conducted in both Japan and Korea.

Design of Automatic Guidance System Based on the above-mentioned surveys, we will explore how to design an automatic guidance system with multi-modal travel information, which could be more user-friendly.

Implemention of a Field Survey A field survey will be conducted to examine the performance the developed automatic guidance system. Survey will be conducted in both Japan and Korea.

Comprehensive Evaluation Based on all the above-mentioned survey results, we make a comprehensive evaluation of the automatic guidance system based on various modeling approaches and development expertise in ITS deployment across the world.

References (1)

Zhang, J, Timmermans, H, Borgers, A and Wang, D, “Modeling Traveler Choice Behavior Using the Concepts of Relative Utility and Relative Interest”, Transportation Research Part B, 38(3), 2004, pp. 215-234

(2)

Koppelman, F.S., and Wen, C.H., “The Paired Combinatorial Logit Model: Properties, Estimation and Application”, Transportation Research Part B, 34, 2000, pp. 75-89

276•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Assessing the Utility of a Ubiquitous Transportation Network Using Computer Simulation

Nagui Rouphail Professor, North Carolina State University, USA

Abstract The principal objective of this ongoing research is to assess the potential mobility benefits derived from implementing a ubiquitous transportation network, driven by ubiquitous sensors that can communicate information between vehicles and between the infrastructure and vehicles. The research team categorized the impacts of u-Transportation at three levels: operational, tactical, and strategic. The DYNASMART-P (DS-P) model was the simulation tool selected for the strategic assessment. A roadway network in the Knoxville, Tennessee area was modeled to assess flooding impacts from a nearby river. DS-P also considered driver responses to information sources including traditional ITS installations and real time V2V and V2I information. It was determined that traveler information was instrumental in reducing congestion caused by the increasingly severe flooding. It was also shown that having access to pre-trip information might not always be beneficial since traffic conditions could change between the departure time and the time an impacted area is reached. The study also demonstrated that higher u-Transportation market penetration rates will be needed as the spatial and capacity reduction scope of the event becomes more severe. System-optimal protocols, which emulate V2I information systems, yielded larger travel time differentials between diverted and non-diverted vehicles, and therefore the potential for ignoring recommendations for alternative routes. We conclude by noting several important characteristics of the system and usersâ&#x20AC;&#x2122; behaviors that could not be reflected in the evaluation process mostly due to the algorithms limitations of current DS-P. Some comments on the ongoing research activities using the micro-simulation AIMSUN along with communication network simulation architectures will also be provided.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘277

International Symposium on Land, Transport and Marine Technology

Assessing the Utility of a Ubiquitous Transportation (u-T) Network Using Computer Nagui M. Rouphail, PhD Director, Institute for Transportation Research and Education (ITRE) Professor of Civil Engineering NC State University, Raleigh, NC, USA Seoul, Korea, November 6, 2008 International Symposium on Land, Transport and Maritime Technology

The ITRE/ NC State Research and Support Team • Dr. Nagui Rouphail, Professor of Transportation Engineering & Director of ITRE • Ms. Hyejung Hu, PhD Candidate, ITRE • Mr. Bing Mei, PhD Student, ITRE • Dr. Wenye Wang, Assoc. Professor with specialty in Wireless Communications (ECE Dept. @ NCSU) • Dr. Jaime Barcelo, Professor, Technical University of Barcelona; Developer of AIMSUN

278•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Outline 1. Defining U-Transportation 2. Project Objectives and Scope 3. Strategic Level Evaluation / Meso-simulation Approach & Tool Description 4. Case Study Results / Strategic Assessment 5. Ongoing: Tactical and Operational Evaluation / Traffic Micro-simulation and Communications System Simulation 6. Summary

Ubiquitous Transportation • U-Transportation: System integrated with ubiquitous communications/ computing technology • Real time multi-way communications between drivers/vehicles, the transportation infrastructure, and soft modes (pedestrians and bicyclists)

• Components ! ! ! ! ! !

Ubiquitous Vehicle Sensors (UVS) Ubiquitous Infrastructure Sensors (UIS) Ubiquitous Pedestrian Sensors (UPS) Ubiquitous Transportation Center (UTC) Communication technology Operates as ad-hoc networks

International Symposium on Land, Transport and Marine Technology•279

International Symposium on Land, Transport and Marine Technology

Communications Protocols in U-Transportation

Source: Transportation Systems for a Ubiquitous Environment Kang (2008)

•

V2V (Vehicle to Vehicle)

•

V2I (Vehicle to Infrastructure)

•

V2P (Vehicle to Pedestrian)

•

I2P (Infrastructure to Pedestrian)

•

I2I (Infrastructure to Infrastructure)

Overview of Recent Research Connects vehicle and infrastructure •

•

VII (Vehicle Infrastructure Integration)-USA VANET (Vehicular ad-hoc Network )CANADA V2X-Com. GERMANY

•

CarTalk2000European Commission

•

FLEETNETGERMANY

280•2008국토해양 R&D 국제심포지엄

Driver End User Driver Interface

Vehicle Data

On Board Equipment

Other Vehicles Regional Message Switch

Subscriber Applications

DSRC VII System

Roadside Equipment

Source: “Vehicle Infrastructure Integration Program Status”, Ray Resendes, National Highway Traffic Safety Administration, US Department of Transportation)

Division 4. Transportation System·Aviation Technologies

Outline 1. Defining U-Transportation

2. Project Objectives and Scope 3. Strategic Level Evaluation / Meso-simulation Approach & Tool Description 4. Case Study Results / Strategic Assessment 5. Ongoing: Tactical and Operational Evaluation / Traffic Micro-simulation and Communications System Simulation 6. Summary

Program & Project Objectives • u-Transportation R&D program in Korea (2006~2012) !

A research consortium of three government research institutes, 6 corporations, 19 small businesses, and 11 universities in Korea currently working on this project

• ITRE research team’s project ! Assessing the impact and benefits of u-Transportation network using computer simulation tools.

• Year 1 (2007~2008): Strategic level assessment using a meso-scopic simulation tool

• Year 2 (2008~2009): Tactical and Operational level assessment using a microscopic simulation tool, specially focused on uninterrupted flow

• Year 3 (2009~2010): Tactical and Operational assessment using micro-simulation, focused on interrupted flow

International Symposium on Land, Transport and Marine Technology•281

International Symposium on Land, Transport and Marine Technology

How u-T functionality impacts driver behavior ?

•Pre-trip: when is the trip scheduled? •Strategic: which route is selected ? •Tactical: lane selection, pre-positioning •Operational: gap acceptance, car follow. •Vehicle Control: acceleration and deceleration rates

Source: Next Gen SIMulation NGSIM (FHWA)

282•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Strategic Level: Dynamic Route Choice

Assumptions: Â Â

u-T does not effect mode, or departure time choice status communicated via V2V or I2V in regular fashion

Impacts: Â Â Â Â

Avoid bottlenecks and incidents ahead of time Maximize utilization of existing capacity Full V2V close to “User equilibrium” q network assignment g Full I2V is close to “System optimum” network assignment

Evaluation Tool: DYNASMART-P DYNASMART P (DS-P) (DS P) Release 1.3 13

Measures of Effectiveness

• •

Delays and travel times Link and network throughput

DYnamic Network Assignment and Simulation Model for Advanced Road Telematics for Planning Applications (DYNASMART-P)

Convergence of two previously distinct classes of transportation analysis tools: !

Network assignment models, used primarily in conjunction with demand forecasting procedures for strategic (long-term) planning applications

Traffic simulation models, used primarily for traffic operational studies

Resolution: Meso-scopic.. individual vehicles (micro) to retain path information but use link speed-density function (macro)

International Symposium on Land, Transport and Marine Technology•283

International Symposium on Land, Transport and Marine Technology

Modeling Framework in DS-P Time-varying OD demand Pattern

Network Inputs

Travel Demand Models TransCad Emme2 TranPlan TP+

TRAFFIC SIMULATOR

Link Moving

Node Transfer

Link densities, travel times

PATH PROCESSING COMPONENT (1 min) Path selection

USER DECISIONS COMPONENT

Selected DS-P Applications 1. Assessing value of infrastructure investments 2. Determining congestion pricing schemes 3. Evaluating ITS deployment alternatives 4. Evaluating work zone management strategies 5. Bus priority or BRT schemes 6. Evacuation modeling •

Functions being developed ! Integration

with microscopic models (VISSIM) ! Integration with signal optimization (SYNCHRO) ! Enhancement of other functions

284•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Case study: Assessing u-T impact at the Strategic Level • Sites: Forth Worth, Texas and Knoxville, Tennessee • Impacts tested in Knoxville ! Roadways closed due to flooding • Partial roadway closures starting at 7:20 am • All roadways in flooding influence area closed within 45 min ! u-T traffic management & operational effects aimed at • Avoiding the closed roadways • Finding optimal routes from points close to the origin ! Various market penetration and associated driver behavioral combinations (police control in all scenarios) • 16 scenarios tested , selected ones presented here • Information user classes: No information, pre-trip information, remote VMS, V2I, V2V

International Symposium on Land, Transport and Marine Technology•285

International Symposium on Land, Transport and Marine Technology

Knoxville Topographical Features

Knoxville

Maryville

Roadways impacted by flooding

DYNASMART-P Simulation Network •

Network data ! Number of Nodes: 1347 ! Number of Links: 3004 ! Number of OD Zones: 356

•

Intersection control data ! No Control: 992 ! 4-Way Stop: 245 ! 2-Way Stop: 72 ! Signalized: 38

•

Simulation to Real time = 1: 60 (one-shot

Knoxville

Flooding influence area

Maryville

simulation of THIS site)

286•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Capacity constraints and Enforcement Scenarios

Period 3 (7:35~7:50)

Period 2 (7:20~7:35)

POLICE POLICE POLICE

POLICE

50% POLICE

POLICE POLICE

50%

50% POLICE

0% available capacity

50% available capacity

POLICE

Period 4 (7:50~8:05)

Period 5 (8:05~9:00) POLICE POLICE

POLICE POLICE

POLICE

50%

50% POLICE

POLICE

50%

POLICE

POLICE POLICE

POLICE

0% 0% POLICE

0% available capacity

0% available il bl capacity it

POLICE

Mapping Driver Response Classes to ITS and u-T technologies

Class-0 (User Equilibrium): “Normal path with no incidents” in an initial run or modeling long term planning effects. 1.

Class I (Historical Path): Routes based on historical – user equilibrium---copy of Class-0—in presence of incident

Class II (Dynamic System Optimal): Users follow path proposed by the UTC using I2V communications

Class III (In Vehicle Information System): Users update paths at each node based on the real time shortest path. Behavior is very similar to drivers who capture link and network travel information via V2V communications.

Class IV (Pre-trip info): Users select the best path at the start of their travel. Limitation: Respond only to VMS en-route if present

Class V (VMS): If present, all drivers respond to VMS presence.

International Symposium on Land, Transport and Marine Technology•287

International Symposium on Land, Transport and Marine Technology

Selected Evaluation Scenarios Response Distributions Scenarios with flooding incident

Historical Route

ITS

u-Transportation T t ti

VMS

Pre-trip Inf.

I2V

V2V

III

Scenario 2

100%

Scenario 4

80%

20%

Scenario 11

80%

15%

20%

Scenario 13

40%

10%

37.5%

12.5%

50%

Scenario 14

20%

56.2%

18.8%

75%

•

¥ ¥ ¥

Total

Police presence and diversion incorporated in ALL scenarios

DS P S DS-P Scenario i Demos D 2 ((NO INFO)) and 14 ((u-T))

288•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Results: Network Throughput • Throughput: trips completed within simulation time Scenario Number / Description

Throughput

Un-served trips

2. No information

178,305

16,875 (8.6%)

4. ITS 20%

182,212

12,968 (6.6%)

11. u-T 20%/ VMS

184,292

10,888 (5.6%)

13. u-T 50%/ITS

190,950

4,230 (2.2%)

14. u-T 75%/ITS

192,538

2,642 (1.4%)

Total generated vehicles: 195,180 / Impacted vehicles: 14,356

Results (cont.) • Other Measures of Effectiveness Scenarios

Average Travel time (min)

Average Stop time (min)

Average Travel Distance (km)

2. No information

16.29

5.53

12.22

4. ITS 20%

15.29 (-6%)

4.28 (-22.6%)

12.70 (3.93%)

11. u-T 20%/ VMS

14.37 (-12%)

3.82 (-30.9%)

12.74 (4.19%)

13. u-T 50%/ITS

12.37 (-24%)

2.05 (-62.93%)

12.90 (5.50%)

14. u-T 75%/ITS

11.56 (-29%)

1.55 (-72.0%)

12.86 (5.24%)

Performance Statistics for impacted vehicles even more dramatic

International Symposium on Land, Transport and Marine Technology•289

International Symposium on Land, Transport and Marine Technology

Traffic Strategies to be Investigated

• Speed harmonization under non-recurring congestion upstream of a freeway incident • Merging and gap acceptance (enhanced ramp metering) • Lane selection under incident or lane closure • Incident detection and traffic diversion

290•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Minimum Requirements: Simulating Communications Network • Every equipped vehicle generates and retains onboard recent incident data packets • Equipped vehicle can search for other equipped vehicles within wireless com range; none in range, broadcast later • Takes into account the capacity / bandwidth constraints of the communication network. • Can simulate the size of data packets and the frequency for sending the packets as constrained by the network capacity. • Avoid data traffic congestion and repeated circulation of the same data.

Software Architecture – Alt 1 AIMSUN Vehicle & traffic data

Vehicle & traffic data

AIMSUN Simulation Model

AIMSUN API Module Model parameter update, Control

Data packet location

Customized C++ /Python Module for VANET Simulation

International Symposium on Land, Transport and Marine Technology•291

International Symposium on Land, Transport and Marine Technology

Software Architecture – Alt 2 Commercial Traffic Simulator + Commercial /

ns -2

AIMSUN

AIMSUN API Module

AIMSUN Simulation Model Vehicle control

Update vehicle location & traffic data size

Vehicle location & traffic data size

Vehicle & traffic data

Interface (TCP/ IP) Traffic data packet location (s)

ns-2 API Module Traffic data packet location (s)

ns – 2 Simulation Model

Research Questions • Evaluate effect of data routing protocols on traffic network performance. • Evaluate effect of market penetration rates on traffic network performance • Determine optimal performance measures which give the best description of an incident • Determination of traffic conditions under which an incident data packet broadcast should be triggered (event-based). • Evaluate the reliability of traffic conditions indicated by the data received from the ad-hoc network

292•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Summary • Year 1- Findings ! Differentiation

between ITS and u-T considered ! Measures of effectiveness need to include

• • •

Impacted vehicles vs. network wide statistics Throughput and travel time measures Fraction of incomplete trips at end of simulation

! u-T

shows significant positive impact, works best if route choices are equitable (V2V) ! Improvements generally increase with market penetration, but at a reduced rate ! Pre-trip information (ITS) may not be beneficial if path travel times are not updated en-route

Summary (2) ! Optimal

market penetration is very much context and network-topology dependent ! DS-P in a few cases does not recognize inaccessible destinations following the execution of a mandatory detour (flooding scenarios)

• Year 2- Activities ! Selection

of com/traffic architecture ! Integration of AIMUSUN API ! Focus on Case study in Forth Worth, Texas / freeway corridor ! Relate communications network protocols to traffic network performance

International Symposium on Land, Transport and Marine Technology•293

International Symposium on Land, Transport and Marine Technology

THANK YOU !! Ready for Questions !!!

294•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Aircraft Design and Certification for Light Jet Business Aircraft

Brian Eggleston Consultant, Canada

Abstract The development of Very Light Jet business aircraft is now attracting many new entrants particularly in North America. Some factors leading to this proliferation are reviewed. The choice of engine location and installation are key parameters distinguishing the competing aircraft. The resulting technical issues involved are reviewed for three widely differing VLJs. This topic raises considerations of Airworthiness, safety after turbine burst, aerodynamic controls, aircraft performance and related hardware costs.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘295

International Symposium on Land, Transport and Marine Technology

Aircraft Design and Certification for Light Jet Business Aircraft by Brian Eggleston Consultant, Canada November 2008 Presentation at International Symposium on Land, Transport and Marine Technology Seoul, Korea

Scope of Presentation

• Factors leading to successful outcomes for new airplanes • Reasons for growth in Very Light and Personal Jets • Features and technical issues for promising new entries

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Division 4. Transportation System·Aviation Technologies

Factors in Successful New Programs •

Korea might aspire to develop civil aircraft programs and light jet aircraft may look attractive for entry

•

Prepare well and be very selective - easy to make or lose a fortune as we will see later

•

Undertaking a clean sheet, new airplane design requires : – a pool of suitably skilled and trained technical designer/analysts supported by a proficient manufacturing operation – capability to organise and manage complex development programs through to certification – a commitment to R&D resources, e.g. design tools, testing and facilities, for developing a technology base in aerodynamics, structures and materials for creating competitive designs

Continued •

Projects must be selected and executed with care : – use market driven analysis (or substitute brilliant vision and skip) SWOT the competition – identify appropriate opportunities – evaluate competing concepts – control overreaching on advanced technologies and risks – this stage results in a “Marketing Requirements and Objectives” (MRO) document that becomes the core of the subsequent DRO for the selected airplane

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International Symposium on Land, Transport and Marine Technology

Aircraft Type Certification •

Airworthiness and Type Certification ensures that products meet FAR regulations, are safe, reliable and satisfy environmental requirements

•

Typically there are four main Stages in the Type Certification process Commences with the Authority to Offer and making Application for Certification. Typically takes up to 3 years for FAR 23 aircraft and ends with Type Certification

•

The established manufacturers well understand these complex processes. Notably, in the Light Jet field, although starting late, Cessna became the first to deliver a fully certified product (Mustang) and the Embraer Phenom 100 is close

•

Offshore manufacturers must become qualified as DAOs (designated airworthiness organizations) with accredited DARs (designated airworthiness representatives). The Manufacturing organisation must also become accredited.

Projected Business Jet Deliveries 2008 to 2018 Units By Market Segment Very Light/Personal Jets :

7000 to 8000 units about 50/50 split

Light and Light/Medium :

about 4000 units

Medium and Medium/Large : about 4500 units Large Jets :

about 1400 units

10% dip expected in annual deliveries 2009 - 2010 due to recessionary conditions Ref : Honeywell 17th Annual Aviation Outlook, Outlook Oct 2008

298•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Origins of Demand • Why such huge demand expected for Very Light and Personal Jet segment? – Owner pilots stepping up to higher performance – Branded charter operators – Air taxi operations – Fractional ownership of individual aircraft – Jet card ownership of aircraft flight hours

• About 75% of Eclipse 500 orders are for charter and air taxi type operations

US Airfield Distribution By Length • •

•

In the US, airlines serve about 30 major airports However there are more than 5000 satellites with runways longer than 3000 ft that could be used by VLJs Those located in urban areas could support light jet air taxi operations offering point to point service - or alternatively be used by personal jets Fledgling air taxi operations already exist using Cirrus and Diamond piston aircraft, e.g. SATSair Unfortunately VLJ air taxi operations based on Eclipse 500 are currently in hiatus

International Symposium on Land, Transport and Marine Technology•299

International Symposium on Land, Transport and Marine Technology

Trends In US Domestic Air Transport • •

Since 1980 air transportation in the US has changed radically Deregulation eased entry for start up airlines and fostered competition

•

Impact of three recessions and three spikes in fuel prices have hit airline economics hard, forcing many airlines into bankruptcies or mergers

•

Airline system now dominated by “Hub and Spoke” operations that are inefficient for passenger’s travel time and overall fuel economy

•

Congestion at many major airports exacerbated by airside conflicts at peak travel times and by shortage of slots available

Trends In US Domestic Air Transport (cont) Also : •

The high traffic levels make the system overreact to any local delays - cascading effects Overbooking by airlines is rife

•

ATC system near limits, needs upgrading

•

Service declining at outlying airports as airlines exit to reduce expenditures

•

In 2002 NASA funded the SATS program exploring the application of small VLJ jets to improve air service at shorter distances and displace car usage. Found promising but will require upgraded ATC system

300•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Origins of the “MicroJet” and Air Taxi •

The Williams family of small turbofan engines appeared about 1967 with the WR19 of 430 lbst.

•

Broke new ground in weight/costs and performance and were originally designed as expendable engines for use in cruise missiles

•

The Foxjet project was the first North American “microjet” design Started about 1977, first flight projected for 1980

•

Designed around the WR44-800 engine of 850 lbst

Continued •

Foxjet was designed around the WR44-800 engine – However USAF forbade using the engine on civil aircraft so the airplane design was never completed – 2006, rights bought by Millenium Aerospace – 2008 July, announced 250 orders for new “Foxjet II”, deliveries in 2010, certification in late 2009

•

Fox was a visionary and in the 1970s foresaw an air taxi concept called “DIALJET” based on the Foxjet : From Foxjet Corporate Advertising: “Complementing the Regional Service Center concept will be the DIALJET system. When fully operational, this can become the largest, fastest and most convenient non-scheduled jet service in the world, simply by utilizing the combined flying strength of hundreds of Foxjets owned individually or as corporate JETs”.

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International Symposium on Land, Transport and Marine Technology

• 28 years later what is available now?

VERY LIGHT/PERSONAL JET COMPETITORS Personal jets

Adam A700 Cessna Mustang

Eclipse 400 Cirrus Vision

Eclipse 500 Diamond D-Jet Embraer Phenom 100 Epic Victory Epic Elite Jet Piper-Jet Honda Jet Excel Sport Jet Spectrum Freedom S-33

302•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Eclipse 500

Williams and Eclipse Chronology •

1996 - Williams teamed with NASA on 4 yr long GAP initiative to develop innovative engine technology

•

1999 - GAP demonstrator FJX-2 demo engine success in test cell; a revolutionary three shaft design An FAA certified version EJ-22 proposed

•

Exclusive deal signed with investor/entrepreneur Vern Raburn for the proposed Eclipse 500

•

1999 - new Eclipse Aviation company launched Eclipse 500 initial price at $837,500 2000+ ordered by September 2002 Peaked about 2600 units Potential production >1000 aircraft/yr claimed Uses innovative FSW for metal joining Great expectations but much skepticism elsewhere

•

International Symposium on Land, Transport and Marine Technology•303

International Symposium on Land, Transport and Marine Technology

Williams and Eclipse Chronology (cont) •

2002 - First flights showed EJ-22 engine unreliable and of insufficient thrust. Decision to switch to larger, heavier, PWC 610F (900lbst) but engine then uncertified Major redesign and program delays result, weight increases

•

2004 - December reengined Eclipse flies

•

2007 - April provisional certification

•

2008 - Jan European distributor ETIRC becomes the major investor. Russian plant proposed May- price now $2.15mill and rising. Losing orders. October - about 250 aircraft total delivered Dayjet air taxi operation folds, will return their aircraft

Emergence g of Single g Engined g Personal Jet •

Engine failure rates of modern turbofan engines are extremely low

•

Sufficient to make a single engine concept viable

•

p of systems y and better cost/unit thrust of larger g Resultingg simplification engine results in significant cost savings. Also engine sfc improved by larger scale

•

Radically different engine installations create unique airworthiness issues

Piper-Jet

304•2008국토해양 R&D 국제심포지엄

Diamond D-Jet

Cirrus Vision

Division 4. Transportation System·Aviation Technologies

Aircraft Characteristics •

The Piper-Jet is much larger with superior speed/altitude capabilities, closer to the twin engined VLJs

•

The D-Jet and Vision are modest step ups from current turbo-piston aircraft and they will attract owner operators

•

Limiting max altitude to 25,000ft simplifies design and certification requirements for pressurisation and oxygen systems

Damage Due Engine Blade and Rotor Disc Fragments •

FAR requirements in Section 23.903 (b)(1) require airplane designs to minimize the hazards from uncontained rotor bursts and fragments of blades that are released released. Guidance is provided in the Advisory Circular AC20-128A. AC20 128A Each airplane and engine installation is unique and implementations vary.

•

• • •

Armouring is impractical against the largest turbine disc fragments Fan failures can be contained using a Kevlar belt With single, aft mounted engines the rotor burst zones can include : - the tailcone - vertical fin and rudder controls - horizontal tailplane and elevator controls - fuel f l system components.

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International Symposium on Land, Transport and Marine Technology

Piper-Jet Tailcone and Elevator Controls •

•

Down burst of fan or turbine wheel fragments is most critical case for tail structure Aft tailcone structure contains two cells with dual vertical keels so ample structure remains after most critical burst damage Redundant elevator control cables run widely separated either side of most critical path for downburst

Piper-Jet Proof of Concept Vehicle

Protection From Engine Rotor Burst Redundant fin spar structure

Engine mounts and rear pressure bulkhead outside burst zones

306•2008국토해양 R&D 국제심포지엄

Separated rudder and trim controls for redundancy

Tailplane and attachments mainly outside burst zones

Division 4. Transportation System·Aviation Technologies

Pitch Trim System for Thrust Offset • • •

The vertical offset of thrust line induces nose down moments varying with thrust Piper developed an automated trim system to reduce pilot work load Upwards deflection of exhaust nozzle is possible to reduce offset and pitching moments

D-Jet Engine Installation •

The forward mounted engine under the tailcone makes accommodating engine rotor bursts comparatively straight forward

•

Additional certification issues arise from using twin air inlets above wing roots

•

Icing protection needed in the bends of the duct system - done using bleed air

•

At large yaw angles both inlets must continue feeding air; inlet flow distortion must not exceed limits set for safe engine operation

•

Note - placing engine closer to CG helps obtain a wider CG range. Also provides ease of access for maintenance

International Symposium on Land, Transport and Marine Technology•307

International Symposium on Land, Transport and Marine Technology

Cirrus Vision Engine Installation •

The Vision installation mounts the engine atop the tailcone with the exhaust passing between angled “butterfly” V- tail surfaces

•

The rotor discs are behind the pressure cabin and ahead of the tail surfaces; so suitable redundant fuselage structure and widely separated/duplicated tail controls are essential for safety

•

The inlet is close to the cabin top and large scale tests were performed at NASA with large incidence and yaw angles to verify inlet flows

Safety After Engine Failure •

Engine reliability statistics are convincing about safety…..but

•

Cirrus has extensive experience with ballistic recovery parachutes They propose a system for the Vision as standard

•

Diamond considered a parachute for the D-Jet and see a weight penalty about 100 lb. Could end up on equipment list as deletable option

•

Piper-Jet have not specified any recovery option so far

•

Consider an alternative : for 100 lb weight a small sustainer turbofan engine and 1/2 hr of fuel might give 150+ lbs of thrust This could flatten the glide and increase the range by : D-Jet about 100% Piper-Jet about 60%

•

Williams should be eager to cooperate!

308•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

R&D Needs •

The current new designs are not radical advances in GA airplane aerodynamics structural design or manufacturing processes aerodynamics, Mainly involved with layout optimisation and refinement

•

We can expect future R&D in this category to include : - aerodynamic design of advanced laminar flow wings with improved high lift devices - improvements in bonded metal fabrication - use of aluminum- lithium alloys to reduce weight - improving composite fabrication methods to reduce costs, t weight i ht and d shorten h t manufacturing f t i dduration ti - integrating advanced propulsion such as open rotors - multidisciplinary design and optimisation tools to rapidly create practical new airplane designs

Closing Comments We have reviewed the factors driving the large growth anticipated in the Very Light and Personal Jet segment Until the system for jet air taxi operations becomes solidly established, an oversupply of competing aircraft seems likely with potential for price discounting and losses for some manufacturers. Expect a shakeout. To demonstrate some certification issues involved we examined the engine installation features of three promising new, single engined designs now in development. No show-stopping situations emerge. In the recent past several “brilliant” new entrants have failed due to undercapitalisation or overreaching technically. When events like loss of a test airplane occur, it can spell the end of the company. And has. So be well prepared if you care to try!

International Symposium on Land, Transport and Marine Technology•309

Division 4. Transportation System·Aviation Technologies

Next Generation of Commercial Aircraft

Shlomo Tsach Director, Israel Aerospace Industries, Israel

Abstract This presentation presents IAI view considering the future development trends of the next generation of commercial aircraft. IAI Development Approach emphasizes the Innovation phase of Development: Integration of Advanced Technologies with Market Requirements and Drivers. Feasibility phase & Definition phase. Today the World Economic Situation is very Unsteady (fuel costs, monetary crisis,…) the World is entering Periodical Recession & Slowdown. Based on past experience and the World Economic Growth Drives mainly by the New Growing Economies, the World Air Travel Growth will continue. The Aerospace Industry has to prepare the Next Generation of Commercial Aircraft for Future Demand. Next Generation of Commercial Aircraft planned to be much more Efficient (30-50% improvement) driven by Low Operating Cost and an integrated Design for the Passenger and the Operator. Achieving these goals by using Advanced Technologies and Methodologies from Aerospace and other fields. IAI is preparing potential New Programs for Next Generation including Very Light Jets, Business jets, Regional and Cargo aircrafts, with cooperation of international partners. Long term future directions in preparation in IAI include aircraft based on Electric Propulsion (fuel cell, solar) and Autonomous Operation.

International Symposium on Land, Transport and Marine Technology•311

International Symposium on Land, Transport and Marine Technology

Next Generation of Commercial Aircraft International Symposium LTM Seoul, Korea November 2008 Shlomo Tsach Director Advanced Programs Engineering Division IAI – Israel Aerospace Industries LTD This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Outline IAI at glance IAI Commercial Aircraft Development IAI Development Approach p pp Market Drivers Vision Technologies IAI N Nextt Generation G ti Di Directions ti Future Trends Summary This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

312•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

IAI at a glance Active on land, at sea, in the air and in space Current work force 16,000

IAI

Sales 2008 3650 (M$) 6 Groups & 15 plants in Israel Subsidiaries and offices around the world

IAI Groups Military A/C Group

Bedek Aviation Group

Commercial A/C Group

Elta Systems Group Ltd.

Systems y Missiles & Space Group

Engineering Group

IAI is in a period of accelerated growth This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

IAI’s comprehensive technology base TECSAR satellite

Heron TP

Air & missile defense

Intelligence systems –

Composite aerostructures Unmanned systems –

Sensors and seekers –

Space systems –

Aircraft design and development

Ground and maritime vehicles, robotics

Satellites, ELINT, COMINT, SAR Radar, SAR, electrooptical payloads, inertial components and systems for aircraft, ships, UAVs

ATBM/C3I, NCO/NCW –

Anti-ballistic missiles; Command, Control, Computing and Interoperability; Net-Centric Operations / NetCentric Warfare

LEO lightweight imaging and SAR satellites, GEO communication satellites

Naval warfare

Rockets and missiles –

Satellite launch vehicles, precision-strike guided by radar, laser, optics and inertial sensors

IAI annual R&D exceeds $600M This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

International Symposium on Land, Transport and Marine Technology•313

International Symposium on Land, Transport and Marine Technology

IAI Commercial Aircraft Development & Manufacturing Business Jet Development

Gulfstream Main Partner

Midsize, Mid i Super Midsize G150 G200, G200 G250 G150,

This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

IAI Commercial Aircraft Development g & Manufacturing Aero Structure Risk Sharing Partner

- Advanced Composite Aerostructures - Parts Manufacturing for the -Boeing Boeing 787787 -Air inlets -LE LE wing

314•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

IAI Commercial Aircraft Development g & Manufacturing OEM Development Leader With Industrial Partners Development Test & Certification Aircraft Development, Commuters & Regional-Jets

Very Light Jets

Cargo & Utility Aircraft

UAV

(Unmanned Air-Vehicles)

Special-Missions Modifications

OEM-Original Equipment Manufacturer

G250 New Mid-Size Business Jet (2008) Significant improvement in operational performance Most range / speed in its class Takeoff performance equal to or better than the CL300 when departing p g challenging g g airports p Excellent payload and time to climb

Best in class cabin Longest cabin Better cross section Most baggage volume

Maintains the small ramp presence of the G200 This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

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International Symposium on Land, Transport and Marine Technology

IAI-Development p Approach pp

The Innovation Pipeline: Integration of Advanced Technologies with

Market Drivers

Market Ideas Generation

Feasibility Definition Development Phase S d Study

Delivery

Technologies Innovation

Program Launch Following Successful Definition Phase Meeting: g Technical,, Business,, Market Goals This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Feasibility Study

Performance Flight performance Costs Reliability ….

Basic Business plan

Demands Requirements Markets Competition …. Market analysis recommendation Preferred Directions Configuration Systems ….

Technologies & Processes Manufacturing Avionics Development ….

Recommendation for adaptation, development of Technologies, Processes

Recommendation to introduce New Innovative Product This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

316•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

The Definition Phase

Integration of all required Disciplines in Iterative Process to get •Aerodynamics g •Structural design •Systems •Installation •Quality •DFMA

High Level of Substantiation Market E i i Engineering

•Production •Assembly Tooling •Tooling •Quality assurance

Manufacturing

•Maintainability •Accessibility •Customer service •Support •Training •Spares

•Customers •Requirements

Integrated p Operation Logistic Support

•Design •Manufacture •Support

T h l i Technologies

Cost Control

Configuration

Certification Partners

•Design Design •Manufacture •Operation

•Regulations •Safety

•Vendors •Subcontractors

ATA - Fuel Cost - Oct. 2008 From Jan-07 F J 07 to t J Jan-08 08 The Th prices i off th the ffuell up +40% 40% From Jan-08 to Jul-08 The prices of the fuel up +60% In Oct -08 the prices down to level of 70-80$ per barrel

International Symposium on Land, Transport and Marine Technology•317

International Symposium on Land, Transport and Marine Technology

Fuel Cost Impact Airliner Improved Efficiency

Fuel Consumption Main Parameter in F t Future Ai Aircraft ft D Design i

Although the high i increase iin jet j t fuel f l cost The Air Transportation Growth continued d i the during th llastt years. By improvement of Airliner Efficiency The level of 70100$ fuel cost per barrel probably will enable Future Growth.

Real GDP Growth based on IMF (International Monetary Fund)Oct-08

Based on economical parameters it is assumed that World is entering cyclical recession starting late 2008 for about 24 months. Real GDP Growth

World

Emerging and developing economies

Annual percen A nt change

Advanced economies

8 7 6 5

4 3 2 1 0

1980

1985

1990

1995

2000

2005

2010

We are familiar with past similar recessions As in the past there will be Periodical Slowdown in industrial activity, the General Growth will Continue This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

318•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Restructuring and Recession will delay the long-term growth of air travel Aviation Growth is driven primarily by Demand:

GDP, Business Revenues, Disposable Income, etc.. As long as these are rising, forecasts predict that demand for air travel will grow. Global passenger RPKs 18000 16000

ICAO FESG forecast (pre oil shock/financial crisis) (pre-oil

14000

Billion ns

12000 10000 8000

2.1x growth

6000

2.3x growth

IATA revised forecast (early September)

4000 2000

18 months slow/no growth

0 1995

2000

2005

2010

2015

2020

2025

2030

2035

Honeywell Forecast Oct. 2008

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘319

International Symposium on Land, Transport and Marine Technology

Environment Requirements

IAI - a major partner in this platform This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Next Generation of Commercial aircraft Development - IAI Vision

Fuel Efficient Aircraft Low Acquisition & Operating Cost Low Development Cost Short Time to Market

Improvement Goals 30-50%

Most Comfortable Cabin ((volume,, cabin environment)) Human Centered Cockpit Designed For Environment (noise, emissions)

Integrated Approach Integration Of Engineering Engineering, Manufacturing Manufacturing, Completion Completion, Customer Support, Marketing ,Partners from Program Start This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

320•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

ACHIEVEMENT OF THE CHALLENGING GOALS Use of the most Advanced Technologies and Processes Design Manufacturing materials Parts Design, Manufacturing, Assembly (Composite materials, Number Reduction, Robotics,..) Advanced Aerodynamics for Optimal design Advanced Fly By Wire System Computerized Development Integration of Next Generation of Propulsion g Integration of Next Generation Avionics Integration of More electrical Systems Design for Maintainability This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

IAI HERON- TP 26m Span ,5ton UAV Fully 100% Composite Structure Experience in :Design, Manufacturing, Assembly,Qualification Development Effort, Effort Parts Minimization

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘321

International Symposium on Land, Transport and Marine Technology

IAI- Feasibility Study for a Business Jet Composite Material Wing

Reducing Parts Number: • • • • •

Fuselage Ribs Access holes Fasteners Fuselage weight

Metal

60% (8 3) 81% (19 5) 50% (22 11) 95% (4000 250) 24% (240 180kg)

Goal – Reducing Manufacture Costs by

30%

Changing torsion box without changing the "Feathers" Feathers 03/2008

Composite p Material This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Advanced Aerodynamics-Computational Fluid Dynamics

CFD – The main design tool that enabled achievement of the G-150 drag level goals, using MGAERO Euler and NES Navier-Stokes codes (both developed in-house)

CFD potential:

Computational efforts for one-point 3D isolated wing optimization using 448 processors in parallel: CFD runs

CPU time

Direct application pp of GA search20000 Population size: 100 200 generations

54.7 y years

+ multilevel parallelization

17.4 hours

1390

Wi Wing-body b d ffairing ii

Transonic Cruise – MGAERO Code

322•2008국토해양 R&D 국제심포지엄

Drag induced by aileron deflection

Division 4. Transportation System·Aviation Technologies

Advanced Fly-By-Wire System New design methodologies

Affordable Fly-By-Wire for Small Commercial Aircraft Mechanical Test Rig

More automated design technologies Rapid prototyping - fast lab to simulator

Simulator Facility

Reduced hardware replication New technology FDI Vi t l sensors Virtual

Shared Use of Sensors / Reusable Software New generation Computers

Computerized Development -Manufacturing-Same Digital Model From Definition of Geometry to Manufacturing

Design for Manufacturing and Assembly

Full 3D Digital Definition of Geometry

Systems’ Installation

CFD Aerodynamic Analysis Pressure Distribution

Structure and Assembly

Finite Element Analysis Dynamic Landing – This document contains proprietary information of Israel Aerospace Industries Ltd. and may Longitudinal Stresses not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

International Symposium on Land, Transport and Marine Technology•323

International Symposium on Land, Transport and Marine Technology

Integration of Advanced Propulsion Lower weight, lower procurement cost, greater availability, less maintenance, smaller cross section, increased fuel efficiency and increased thrust/weight ratio shall be obtained via: Advanced Ad d engine i aerodynamics d i Advanced production methods FADEC Embedded sensors and integral diagnostic and monitoring FADEC, More electric engine No accessories gearbox

Goals: SFC Maintenance Cost

< 20% < 50% < 30%

Integration of Advanced Avionics New generation of avionics for FAR-23&FAR-25 Low costs target (30-50%) Lower than existing solutions while improving operation and safety More options and functions: EVS, SV-PFD, EGPWS Future Transfer to "FREE FLIGHT NETWORK": Wide band communication Accurate navigation Weather and topography information Airspace integration

“Real Time Support Network” Airspace& Ground Control Integration Single Pilot Operation This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

324•2008국토해양 R&D 국제심포지엄

Division 4. Transportation SystemÂˇAviation Technologies

Integration of More Electrical Systems Broadening the use of Electrical Energy for Airplane systems: ECS Landing Gear Retracting Electrical Brakes for Landing Gear Electrical Actuators Anti-icing Systems Use of Power-Bus Power Bus Power Integrated Generator

Advanced Maintainability Concepts Full Scale Health Monitoring System Demonstrator Demonstrating a complete health monitoring system on a G-200 G 200 Aircraft Aileron

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘325

International Symposium on Land, Transport and Marine Technology

IAI-Next Generation of Advanced Commercial Aircraft

New Concepts in Feasibility Study Phase with International Partners SVLJ (Super Very Light Jet) ALJ (Advanced Light Jet) SMART (Small Advanced Regional Transport) NGCF (Next Generation Cargo Freighter)

AT 200 NG

SVLJ-Principles Next generation of Very Light Jet aircraft (FAR 23 class (FAR-23 l ) SVLJ integrates Advanced Technologies g g : 100% Composite-Materials-lower weight, cost Advanced Aerodynamics New Generation of Small Turbofan Engines New Generation Advanced Avionics y More Electrical Systems Improved Systems Maintenance This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

326•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

SVLJ-Principles SVLJ family, for the Markets of : Owner / Operator Sh ttl & Air-Taxi Shuttle Ai T i Additional Applications: Corporate Charter Fractional Ownership Utility & Special Missions SVLJ Competitive Edge : Considerably more comfort, attributed to larger crosssection, larger internal volume 35-50% Lower Acquisition Price & Operating-Costs Operating Costs 20 20-30% 30% Potential Market share target of SVLJ can be 20% - 30%, that is about 10001000 aircraft over 10 years. years This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

ALJ Principles ALJ is a New Generation of Super Light Business Jet (FAR-25- Category aircraft)

ALJ will make use of Advanced Technologies: -100% 100% Composite Materials Structure• Structure• -More Electric Systems -Advanced Advanced Avionics -Improved Propulsion (state-of-the-art) -Advanced Advanced Flight Control System (FBW)

International Symposium on Land, Transport and Marine Technology•327

International Symposium on Land, Transport and Marine Technology

ALJ - Principles ALJ Competitive Advantages are: More comfortable Cabin volume 25-30% L A i iti P i operating ti t 20% Lower Acquisition & Price cost-20% The market forecast of 10 years delivery of Super Light Category Business Jets is ~ 1500 A/C (based on Honeywell y 08’ forecast). ) Potential Market share target of ALJ can be 25% 30% that is 375 – 450 aircraft over 10 years. 30%, years

SMART - Rationale

New global N l b l economy environment i t – high hi h fuel-prices, f l i leading to high aviation operating-costs – justifies a New Generation of SMART Regional aircraft: Turboprop-powered, with modular design for a Turbofanpowered derivative p The proposed SMART regional aircraft family will transport passengers, with additional cargo & corporate applications, quick-change capability Economic goal: 25-30% lower operating costs than current aircraft, i ft resulting lti from f incorporation i ti off Ad Advanced d Technologies: 100% Composite Materials, Materials Affordable FBW Low cost Advanced Avionics, More Electric Systems Improved p Propulsion p This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

328•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

NGCF Cargo Feeder Concept & Rationale The Feeder Concept is to distribute the cargo from the main hubs to local airports by smaller dedicated aircraft. Cargo market scenario assumption: Small number of aircraft available for cargo conversion

Limited number of turboprop aircraft in the market Limited adaptability of the new regional jets for cargo conversion due to cross section limitation.

New Noise & Emission Regulations (Noise – 20DB, Emission – 50-70%) New Advanced Technologies provide the potential of New Generation Feeder Aircraft with Lower Operating Cost 25-30% than the converted small cargo aircraft. New turbofan engines with improved cost effectiveness (Fuel Consumption, Maintainability) meeting the future requirement for emission and noise. Composite materials – low weight, low cost of manufacturing New advanced avionics – lower cost. New concepts of operation

NGCF provides new potential for cargo feeding: Higher speed, bigger range (1000 NM), shorter block time (competition to used Boeing 737) This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Future Trends

Main M i Additional Additi l Technological T h l i l Trends T d for f Future F t Commercial Aviation include: Autonomous Aircraft -

Single Pilot, Pilot No Pilots Examples :IFATS- Innovative Future Air Transport System Commercial Autonomous Air Cargo Vehicle APAV - Autonomous Personal Air Vehicle

Alternative Propulsion p -

Examples :Fuel Cells, Solar, ElectricalSolar & Fuel Cell HALE UAV y Friendly y Inter City y Aircraft ENFICA-FC Environmentally powered by Fuel Cells

International Symposium on Land, Transport and Marine Technology•329

International Symposium on Land, Transport and Marine Technology

Commercial Autonomous Air Cargo Vehicle

Payload Weight ~20,000 lbs

U i h bit d aircraft Uninhabited i ft flying fl i autonomously. Improving p g safety, y, including g avoidance of human errors. Improving operating cost. The barriers to overcome Psychological Regulatory

ENFICA-FC

Environmentally Friendly Inter City Aircraft powered by Fuel Cells European Community 6Framework Program Participants Politecnico Di Torino, Metec, IAI, Intelligent Energy, Brno University Of Technology, Evektor, Jihlavan Airplanes, Enigmatec, Air Products, U i it ’ Lib ll IInfocosmos f Universite’ Libre D De B Bruxelles, Main Features: • 4 seats aircraft • Range ~700 km

330•2008국토해양 R&D 국제심포지엄

Division 4. Transportation System·Aviation Technologies

Summary IAI Engineering & Development Group is involved in development , integration, modification in many aerospace fields including:

Business Aircraft, Aircraft Military Aircraft , Unmanned Aircraft Aircraft, Airliners Conversion, Commercial Aircraft, AEW adaptation, and more. IAI Development Approach emphasize the Innovation phase of Development :

2. -

Integration of Advanced Technologies with Market Requirements and Drivers.

Feasibility phase & Definition phase.

3 3.

Today the World Economic Situation is very Unsteady (fuel costs, costs monetary crisis,…) the World is entering Periodical Recession & Slowdown.

Based on past experience and the World Economic Growth Drives mainly by the New Growing Economies, the World Air Travel Growth will continue continue. This document contains proprietary information of Israel Aerospace Industries Ltd. and may not be reproduced, copied, disclosed or utilized in any way in whole or in part, without the prior written consent of Israel Aerospace Industries Ltd

Summary 5.

The Aerospace Industry has to Prepare the Next Generation of Commercial Aircraft for Future Demand.

Next Generation of Commercial Aircraft planned to be much more Efficient (30-50% improvement) driven by Low Operating Cost. A Total System Design for the Passenger and the Operator.

7. 8.

Achieving these goals by using Advanced Technologies and M th d l i ffrom A Methodologies Aerospace and d other th fields. fi ld IAI is preparing potential New Programs for Next Generation of Very Light g Jets,, Business jjets , Regional g and Cargo g aircrafts ,with , cooperation with international partners. Long term future directions in preparation in IAI include aircraft based on Electric Propulsion (fuel cell, cell solar) and Autonomous Operation.

International Symposium on Land, Transport and Marine Technology•331

International Symposium on Land, Transport and Marine Technology

Division 5

332•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Marine Resources · Energy Trace Metals in Ferromanganese Crusts and their Economic Potential Peter E. Halbach

Emeritus Professor, Free University of Berlin, Germany

Strategic R&D Visions in Deep-sea Mineral Resources Developments Tetsuo Yamazaki

Professor, Osaka Prefecture University, Japan

Marine Energy Development in the UK and Europe Paul O’Brien

Senior Executive, Scottish Development International, UK

Tide and Tidal Current Energy Development in Korea Kwang Soo Lee

Principal Research Scientist, KORDI, Korea International Symposium on Land, Transport and Marine Technology•333

DIVISION 5. Marine ResourcesÂˇEnergy

Trace Metals in Ferromanganese Crusts and their Economic Potential

Peter E. Halbach Emeritus Professor, Free University of Berlin, Germany

Abstract Cobalt-rich ferromanganese crusts are marine mineral deposits formed by incorporating metals supplied and transported from both land and sea sources. The substances directly precipitate from seawater under more or less oxic conditions forming thin layers (2 to 25 cm thick) on hard substrate rocks. Hydrogenetic precipitation is an inorganic colloidal-chemical and surface-chemical mechanism. Hydrated cations such as Co, Ni, Ce, Zn, Sn are attracted by the negatively charged surfaces of colloidal hydrous Mn-oxide particles, whereas hydrated anions (e.g. oxyanions) and elements forming larger complexes with lowcharge densities (e.g. U, As, Th, Hf, REE) are attracted by the slightly positively charged hydrous Fe oxihydroxides. There are further trace metals such as Te, Pt, Mo, and W, where the bonding relationships are not so clear. The trace metals play an increasingly important role in the evaluation of the marine crust deposits

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘335

International Symposium on Land, Transport and Marine Technology

Trace metals in ferromanganese crusts and their economic potential P.E. Halbach and H. Marbler (FU Berlin. Germany). U. SchwarzSchwarz-Schampera (BGR. Hannover. Germany).

International Symposium on Land. Transport and Maritime Technology LTM 2008. 5th and 6th November. Seoul. Korea

We are still at the beginning of understanding and recognizing the true economic potential of the deep sea. However, the discovery of minerals on the seafloor and our knowledge of new sources of marine minerals have developed rapidly during recent decades. These marine deposits represent significant economic findings and promise potentially valuable additions to the worlds metal resources. The main marine mineral occurrences of interest are: manganese nodules. manganese crusts and seafloor massive sulfides.

336•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Due to strong increase in demand for metallic raw materials, combined with rising market prices, the marine ocean floor deposits and their mineability are again in the centre of interest of many international raw material institutes and marine technology experts as well as mining companies. This interest does not only focus on the base and precious metals but also on a number of strategically important and innovative metals (e.g. Co, Ni, Mo, Ti, Ga, Se, Te, and In) which are important, for example, for semiconductor technologies and new generations of solar panels. Research in this field and the development of modern mining methods and respctive metallurgical extraction processes will increase and influence the future metal market.

Co-rich ferromanganese crusts are the second type of the two oxidic metallic mineral resources that incorporate metals supplied and transported from both land (aerosols, continental run-off) and sea sources (oxygen minimum zone, hydrothermal alteration of the ocean crust). In contrast to the ferromanganese nodules the crusts in general are tightly attached to the hard substrate rocks, i.e. the crust have to be mechanically loosened before a seafloor recovery can take place. For successful crust mining it is essential that the crusts are recovered without too much underlying rock material. Up to now this problem is not yet technically solved.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘337

International Symposium on Land, Transport and Marine Technology

Ferromanganese crusts (Fig. 1, 2 and 3) form by direct precipitation from cold seawater under more or less oxic conditions and consist of thin layers (2 up to 25 cm thick) on hard substrate rocks like volcanic hyaloclastites, weathered basaltic rocks, and/or carbonate fluorapatite; in the crust many metals therefore exist in the highest state of oxidation. Crusts do not form in marine areas where sediment layers cover the rock surfaces.

Figure 1: Cobalt-rich manganese crust covering a hyaloclastic substrate rock; thickness of the crust about 8 cm; sample from a seamount slope in the Central Pacific Basin.

338•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Figure 2: Co-rich Manganese Crust covering a hyaloclastic substrate rock; thickness of the crust about 7 cm; two apatite- filled cracks crosscut the substrate rock and the older crust generation. Sample from the Central Pacific.

Figure 3: Co-rich Manganese Crust covering a basaltic breccia consisting of cm- sized fragments; thickness of crust 5 cm. Sample from the Marshall Islands Area.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘339

International Symposium on Land, Transport and Marine Technology

Deposits of the Co-rich ferromanganese crusts are found throughout the global oceans on the flanks, terraces, and summits of seamounts and submerged volcanic mountain ranges and platforms, where the ocean currents have kept the seafloor more or less free of sediment for millions of years. Some of the estimated 50 000 seamounts which occur, for example, in the western half of the Pacific Ocean (Fig. 4) where the richest crust deposits are found, have been mapped and sampled in detail.

Figure 5: Seafloor morphology of the Northern Pacific Ocean; the western part is characterized by many submarine extinct volcanoes and seamount chains. often former hot spot systems.

340•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Thick metal-rich crusts occur on the outer rims of seamount summits, platforms and on broad saddle structures. Intermediate slope terraces also have crust coverage, here the crusts are often associated with patches of hydrogenetic nodules. These nodules mostly contain small crust fragments as nuclei. The best crust deoposits exist, in general, between 800 and 2500 m water depths. The Atlantic and Indian Oceans contain far fewer seamounts and submarine mountain ranges than the western Pacific and, therefore, are less prospective for crust deposits. Crust distributions (Figs. 5 to 8) on seamounts are complex and controlled by many factors including seamount morphology, current patterns, mass wasting, substrate rock types, ages, subsidence history, and others. The development of this potential metal resource finally depends on local crust distribution, as well as on small-scale topography, grade, tonnage, and water-depth range. Often the crust layer imitate the microtopography of the underlying substrate rocks in the cm-to dm-scale; rounded boulders and blocks as well as flow structures are reproduced by the morphology of the crust surfaces.

Figure 5: Seafloor image of a ferromanganese crust field from a seamount slope in the Marshall Islands Area; long edge corresponds to 5 m. The slope has an inclination of 15 to 18°. The coverage by crusts is about 90 %. The underlying rocks control the micromorphology of the crust surfaces.

International Symposium on Land, Transport and Marine Technology•341

International Symposium on Land, Transport and Marine Technology

Figure 6: Seafloor image of a ferromanganese crust field from a seamount slope in the Central Pacific Basin; long edge corresponds to 5 m. The slope has an inclination of 15 to 18°. The coverage by crusts is almost 100 %. The underlying rocks control the micromorphology of the crust surfaces.

Figure 7: Seafloor image of a ferromanganese crust field from a seamount slope in the Central Pacific Basin (slope inclination about 18° 18°); long edge corresponds to 6 m. The crusts are covered by an unconsolidated thin sediment layer. First shrinkage cracks exist in the crust layer (right upper corner). corner).

342•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Figure 8: Seafloor image of a ferromanganese crust field from the same slope as in the figure before but at a deeper location; long edge corresponds to 5 m. The crusts are fragmented to dm- to m- sized plates which are loosened and glide downward.

The process of hydrogenetic precipitation is basically an inorganic colloidal-chemical and surface-chemical mechanism (Fig. 9). Elements in seawater may occur as dissolved hydrated ions or as inorganic as well as organic complexes which in general have either a positive or a negative surface charge depending on the pH of the respective aqueous environment. These complexes form hydrated colloids that interact with each other and with other dissolved hydrous metal ions. Hydrated cations such as Co, Ni, Zn, Sn, and Ce are attracted by the negatively charged surfaces of colloidal hydrous Mn-oxide particles, whereas hydrated anions and elements forming larger complexes with low-charge densities (e.g. U, As, Pb, Hf, Th, Nb, and REE) are attracted by the slightly positively charged hydrous Fe-oxyhydroxide particles. In addition to the outer and inner sphere adsorption also processes of coupled redox processes (co-precipitation because of electron interchange) can be drawn along to explain trace element enrichments.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘343

International Symposium on Land, Transport and Marine Technology

Figure 9: Colloidal-chemical model for formation of hydrogenetic crusts showing the probable hydrated cations, anion complexes and colloidal phases in seawater, adsorption of metals, the pH of the zero point of charge (zpc) and the precipitation of hydrated oxides on substrate rocks (modified from Koschinsky A. and Halbach P., 1995).

The ferromanganese crusts consist of a very fine-grained mixture of ferroginous vernadite (mainly Ƥ-MnO x H20). X-ray amorphous Fe oxyhydroxide, aluminosilicate particles, minor amounts of carbonate-fluorapatite as well as minor admixtures of fine-grained detrital quartz (mainly from atmospheric dust input), feldspar, and residual biogenetic phases. The metals mostly associated with the vernadite ghase are also the elements preferentially representing the economic importance of the crusts: these include Mn, Co, Ni, Mo, W, Ce, Pt, and Te. Ti which also might have an economic potential is mainly carried by the alumino-silicate phase. All these elements mentioned are highly enriched in the crusts as compared to seawater composition.

344•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

The ferromanganese pavements generally are thin-layered in cross sections (Fig. 10). The individual layers occur as rhythmic sequences and differ in composition. The microlayers reflect the consecutive autocatalytic growth process of the crusts and the variety in supply. The respective growth rates are very low, and vary between 1 and 6 mm per 1 million year. Therefore, it can take up to several 10 millions of years to form a thick crust.

400 µm Figure 10: Polished section image showing dentritic – columnar growth texture and the thin-laminated rhythmic layering of the hydrogenetic substance (younger generation); the lighter laminae contain more Mn. Some rounded microspaces represent relicts of agglutinating foraminiferas.

International Symposium on Land, Transport and Marine Technology•345

International Symposium on Land, Transport and Marine Technology

Another very important feature is that crust growth was interrupted for millions of years; this hiatus may last for 10 to 20 my and can occur several times in the growth history. The result is that we can distinguish between a younger and older crust generations. During the long-lasting episodes of growth interruption, the crusts are subject to diagenetic processes under the influence of suboxic to reducing conditions of an expanded O2-minimum zone. This expansion of the O2-minimum zone is, in general, caused by higher bioproductivity in oceanic surface waters which is associated with larger amounts and higher fluxes of biomass (particulate organic mater) descending in the ocean water column. Because of the oxidic decomposition of these enhanced masses of organic matter, the thickness of the water layer with O2deficiency is getting much larger, thus the crust growth under these conditions is interrupted. On the other side, the ferromanganese crusts being in contact with the O2-depleted seawater have a very high porosity (45 - 60 vol.%), thus diagenetic processes will take place in the pore spaces of the crusty and may cause Mn-rich remineralizations there. These diagenetic pore space mineralizations are somewhat enriched in Pt (up to 2 ppm Pt; Fig. 11). All older crust generations also show a strong impregnation by carbonate-fluorapatite.

Hiatus

Figure 11: Crust profile measurements by LALA-ICPICP-MS of a 10 cm thick ferromanganese crust from the Hawaiian Archipelago (by Vonderhaar et al., 2000). The older crust generation starts in the profile at 27 mm which is marked by an arrow. The hiatus between the younger (upper unit) and the older (lower unit) generation marks a growth interruption of about 25 my. The upper part of the older crust unit (27 to 48 mm) is significantly enriched in Pt and also – somewhat displaced – in carbonate fluorapatite. We interpret these geochemical features as formed by diagenetic processes which have taking place within the pore spaces during the non-growth period (hiatus).

346•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Ferromanganese crusts are found in water depths from 800 to 4000 m, but most commonly crusts form at water depths of 1000 to 3000 m. In contrast, ferromanganese nodules occur in deeper waters of 4000 to 5000 m. Crusts of 3 to 5 cm thickness show local covering values of 50 50 to 90 kg/m2 when the substrate rocks are entirely coated. Best crust qualities qualities of high Co and Ni contents are formed in the depth range of 200 to 800 m underneath the oxygenoxygen-minimum zone. These crusts also have the highest Mn/Fe ratios (> 1.5) since the oxygenoxygen-minimum zone is the main Mn source for the hydrogenetic ferromanganese precipitation, Mn, manganophile elements. and carbonatecarbonate-fluorapatite elements decrease. whereas Fe, Cu, Ti, and detritaldetrital-controlled elements increase with increasing water depth of crust distribution (Table 3). The best crust deposits exist in general in water depths between 1000 and 2500 m. The main metals in the ferromanganese crusts are Fe (4 to 18 wt.%; Table 1) and Mn (12 to 31 wt.%; Table 1), they show in general an inverse relationship. The Mn/Fe ratio varies between 0.7 and 3.1 (mean value 1.62; Table 1). Co (0.2 to 1.2 wt.%; Table 2) is the metal with the greatest economic potential in crusts (mean value 0.7 wt.%; Table 2 and 4). After Co, the most valuable metals are Ni, Ti, Mo, Pt, Ce, Te, Cu and W (Table 2 and 4).

wt.%

Mean Median Std. Dev.

Min

Max

SiO2

6.94

5.88

3.78

2.16

12.79

Al2O3

1.68

1.22

1.20

0.51

4.35

Fe2O3

17.89

17.35

5.10

5.85

26.31

12.51

12.13

3.57

4.09

18.39

MnO

28.17

28.11

5.81

17.19 41.55

20.96

20.91

4.32

12.79 30.91

Mn/Fe

1.75

1.62

0.65

0.70

3.12

MgO

1.67

1.60

0.41

1.32

3.27

CaO

4.57

3.10

2.60

2.03

9.76

Na2O

1.85

2.00

0.43

0.86

2.65

K2O

0.53

0.55

0.23

0.14

1.01

TiO2

1.53

1.48

0.43

0.46

2.57

P2O5

1.81

0.87

1.63

0.32

4.93

Table 1: Descriptive statistics of major elements in ferromanganese crusts 1000 – 4100 m water depth; N=19 (Central Pacific areas)

International Symposium on Land, Transport and Marine Technology•347

International Symposium on Land, Transport and Marine Technology

Min

Max

Mean Median Std. Dev. 7156

7040

3036

1600

11800

4434

3990

2763

1670

14100

1131

620

2153

170

9820

596

570

235

220

1460

454

445

161

178

705

120

58 1753

ppm

1309

1354

240

517

201

207

304

498

504

149

202

842

Pt (ppb)

358

199

183

106

1820

1512

938

1133

5122

761

767

405

186

1680

221

214

335

957

972

315

245

1630

Table 2: Descriptive statistics of trace elements in ferromanganese crusts 1000 – 4100 m water depth; N=19 (Central Pacific areas)

w.d. Al2O3 Fe2O3 MnO CaO TiO2

w.d.

Al2O3

0.58

Fe2O3

0.78

0.26

MnO

-0.76 -0.90 -0.62

CaO

-0.24 0.41 -0.61 -0.10

TiO2

0.85

-0.69 -0.56 -0.79

0.83

0.62

-0.29 -0.32 0.69 -0.28

-0.21 -0.14 -0.56

0.17

-0.69 -0.74 -0.68

0.88

0.77

-0.59 -0.37 0.84 -0.69 0.75 -0.14 0.15 -0.53

-0.70 -0.72 -0.72

0.86

0.16 -0.61 0.75 -0.18 0.61

0.19

0.99 -0.56

-0.79 -0.35 -0.92

0.64

0.65 -0.77 0.70 -0.49 0.48

0.06

0.70 -0.80 0.77

-0.84 -0.50 -0.85

0.75

0.34 -0.82 0.68 -0.74 0.28 -0.24 0.66 -0.79 0.68 0.81

0.46 0.08

0.81 0.56

1 1

-0.71 -0.41

0.41

0.82

0.16 -0.73

0.39 -0.28 0.64

0.27 -0.02 -0.16 0.22 0.32

1 0.15

0.26 -0.04 0.32

1 0.46

0.07 -0.60 0.76 -0.18 0.63

1 1

0.20

1 1 1 1

Table 3: Correlation of selected metals versus water depth. Considering the element concentrations versus water depth we observe two types of relationship: the type A elements Mn, Ni, Mo, W, Te and Co decrease with water depth; the type B elements Al, Fe, Ti, Cu and Nd (which is representative for the REE) increase with water depth. Based on that we have calculated the present market value of one t of crust material for the total depth range range from 1000 to 4100 m (Table 4): for this one metric t of CoCo-rich crust has a present market value of about 680 US$; limiting the recovery depth range to 1000 m to 2500 m, the metal value increases by about 19 % and amounts to 838 US$. A single seamount for example, example, with a slope angle of about 14° 14° and a mean crust thickness of 3 cm may have about 7 mio t of crust ore in the depth range between 1000 and 2500 m, assuming a 70 % coverage. If 60 % of this amount is recoverable, recoverable, the seamount has a high quality ore reserve of 4 to 5 mio t (Table 4).

348•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Mean price US$/kg (June 08)

Content in crusts 10002500 m (g/t)

Value (US$) per metric t crust material

Content in crusts 10004100 m (g/t)

Value (US$) per metric t crust material

Cobalt (Co)

9400

658

7200

504

Nickel (Ni)

13.1

4900

64.2

4400

58.1

Copper (Cu)

500

2.5

1100

5.5

Titanium (Ti)

7.6

8000

60.8

9500

71.7

Molybdenum (Mo)

500

25.5

450

Tellurium (Te)

2.6

2 6,5

Platinum (Pt; US$/g)

32.2

0.4

12.9

0.2

Cerium (Ce)

9.2

1000

9.2

950

8.7

Tungsten (WO3)

115

2.3

1.8

value (US$) of 1 t crust material:

838.- US$

681.3 US$

Table 4 : Value of metals in one metric t of Co-rich ferromanganese crust material (Mn is not considered!) from different depth ranges. Crusts from the depth range 1000 - 2500 m contain higher metal concentrations (except Ti and Cu). This results in an increase of value per metric t crust material of about 19 % compared to the average composition of crusts from 1000 to 4100 m. The data were taken from 19 representative samples from Central Pacific areas.

Considering the state of the art of the research about marine ferromanganese crust deposits, there are four important future steps of development, development, which have to be carried out: 1. A very detailed analysis of slope inclinations and respective microtopography in crust fields based on the many deepdeep-sea images available; available; this is necessary in order to evaluate the limits of mineability. mineability. 2. The development of a mining technology (loosening (loosening mechanism), mechanism), which has to detach the crust layers from the substrate with minimum dilution by the nonnon-valuable underlying rocks. 3. The development of a continously measuring hydroacoustic method, method, which is capable to record the crust thickness with a resolution better than 1 mm. 4. Development of pyropyro- and/or hydrometallurgical extraction methods which are capable to separate and to enrich in particular the valuable trace metals and to manufacture marketable products. products.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘349

International Symposium on Land, Transport and Marine Technology

Strategic R&D Visions in Deep-sea Mineral Resouces Developments

Tetsuo Yamazaki Professor, Osaka Prefecture University, Japan

Abstract Japan has three large potential mineral resources in deep-sea. They are a manganese nodule mining claim in the Clarion Clipperton Fracture Zones, the Kuroko-type massive seafloor sulfide deposits (SMS) in the Okinawa Trough and the Izu-Ogasawara Oceanic Island Arc, and cobalt-rich manganese crusts (CMC) around the Okinotori-Shima and the Marcus Islands. For the future sustainable industrial and civil developments, Japan needs to be the leading and pioneer country for developments of the mineral resources. Under the current economic condition, manganese nodule and CMC may have possibilities of the commercial mining. The SMS is becoming a highly attractive target for commercial mining. The technical and economic scopes for developments of the deep-sea mineral resources, especially for SMS, are introduced. Some problems to be solved prior to the developments are discussed. Many wide applications of the mining and environmental technologies are possible in some other ocean engineering fields. The strategic visions in the wide applications are mentioned.

350•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Presentation for Int. Symp. on Land, Transport and Maritime Technology, Seoul, Korea, Nov. 6, 2008

Strategic R&D Visions in Deep-sea Mineral Resources Developments

Presentation for Int. Symp. on Land, Transport and Maritime Technology, Seoul, Korea, Nov. 6, 2008

Tetsuo YAMAZAKI Strategic R&D Visions inJapan Deep-sea Osaka Prefecture Univ., Sakai, (formerly National Institute of AIST, Tsukuba) Mineral Resources Developments E-mail address: yamazaki@marine.osakafu-u.ac.jp Tetsuo YAMAZAKI Menu: Osaka Prefecture Univ.,market Sakai, Japan 1. Strategic visions in metal (formerly National Institute of AIST, Tsukuba) 2 P 2. Preliminary li E-mail i economic i analysis l i off model d l mining i i address: yamazaki@marine.osakafu-u.ac.jp 3. Status of deep-sea mining Menu: 4. Strategic R&D visions 1. Strategic visions in metal market 2 P 2. Preliminary li i economic i analysis l i off model d l mining i i Key words: Manganese Cobalt-richmining manganese crust, Kuroko-type SMS 3. Statusnodule, of deep-sea 4. Strategic R&D visions

Copper price Copper (US$ $ perprice ton) (US$ $ per ton)

Key words: Manganese nodule, Cobalt-rich manganese crust, Kuroko-type SMS

Recent trend of copper price from Jan. 1, 1998 to Oct. 21, 2008 https://secure.lme.com/Data/community/Login.aspx

Market

Recent trend of copper price from Jan. 1, 1998 to Oct. 21, 2008 International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘351 https://secure.lme.com/Data/community/Login.aspx Market

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USA Brazil

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10000 8000

6000 12000 4000 10000 2000 8000 0 6000 4000 2001

2003

2005

Japan India

2007

2009

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2013

2015

2004 2010 2015 Demand Share Demand Share Demand Share China 3,564 21.0% 6,486 30.4% 9,923 39.0% Europe 4,134 24.4% 4,342 20.4% 4,132 16.3% USA 2,445 14.4% 2,509 11.8% 2,423 9.5% Japan 1,279 7.5% 1,246 5.8% 1,098 4.3% Russia 580 3.4% 868 4.1% 1,106 4.4% India 339 2.0% 588 2.8% 816 3.2% 2004 2010 2015 Brazil 340 2.0% 416 2.0% 488 1.9% Demand Share Demand Share Demand Share World total 16,961 21,320 25,425 China 3,564 21.0% 6,486 30.4% 9,923 39.0% Europe Sawada, 4,134 K.: 24.4% 4,342 20.4% for4,132 16.3%Activities Related to Source: 12th Conference Research USA 2,445 11.8% 2,423 9.5% Non-ferrous Metals,14.4% Japan 2,509 Oil, Gas and Metals National Corporation, (2006). Japan 1,279 7.5% 1,246 5.8% 1,098 4.3% Russia 580 3.4% 868 4.1% 1,106 4.4% India 339 2.0% 588 2.8% 816 3.2% Brazil 340 2.0% 416 2.0% 488 1.9% World total 16,961 21,320 25,425

2000

2001

2003

2005

2007

World copper demands and the 2009 2011 2013 2015 future estimations World copper Market demands and the future estimations

Source: Sawada, K.: 12th Conference for Research Activities Related to Non-ferrous Metals, Japan Oil, Gas and Metals National Corporation, (2006).

Market

Metal production and abundance World production in 2004 Abundance in earth's crust [metric ton] [ppm in weight] Platinum 467 0.01 Mercury 1,260 0.08 Gold 2,430 0.004 World production in19,700 2004 Abundance in earth's crust Silver 0.07 Metal or product [metric ton] Cobalt 52,400 [ppm in weight] 25 Platinum 467 0.01 Molybdenum 141,000 1.5 Mercury 1,260 0.08 Tin 262,000 2 Gold 2,430 0.004 Magnesium 584,000 23,300 Silver 19,700 0.07 Nickel 1,390,000 75 Cobalt 52,400 25 Lead 3,110,000 12.5 Molybdenum 1.5 Zinc 9 141,000 9,600,000 600 000 70 Tin 262,000 2 Copper 14,600,000 55 Magnesium 584,000 23,300 Manganese ore 26,300,000 950 Nickel 1,390,000 75 Alminium 29,800,000 82,300 Lead 3,110,000 12.5 Steel 105,000,000 56,300 9 600 000 9,600,000 70 Source Zinc of production data: http://minerals.usgs.gov/minerals/pubs/commodity/statistical_summary/statimyb04.pdf Source Copper of abundance data: Geological handbook, Heibon-sha, Tokyo, Japan 14,600,000 55 Market Manganese ore contains about 50% manganese. Manganese ore 26,300,000 950 Alminium 29,800,000 82,300 Steel 105,000,000 56,300 Metal or product

Metal production and abundance

Source of production data: http://minerals.usgs.gov/minerals/pubs/commodity/statistical_summary/statimyb04.pdf

Source of abundance data: Geological handbook, Heibon-sha, Tokyo, Japan 352•2008국토해양 R&D 국제심포지엄 Manganese ore contains about 50% manganese.

Market

DIVISION 5. Marine ResourcesÂˇEnergy

Introduction of nodules and crusts

Manganese nodules Half buried in soft sediments on ocean floor in about 5,000m deep Public sea and EEZ

Cobalt-rich manganese crusts Pavement on substrate rock on seamounts in 800-2,500m deep EEZ and Public sea Model

Manganese nodules Half buried in soft sediments on ocean floor in about 5,000m deep Public sea and EEZ

Cobalt-rich manganese crusts Pavement on substrate rock on seamounts in 800-2,500m deep EEZ and Public sea Model

Schematic distribution aspect of cobalt-rich manganese crusts

5,000m

Schematic distribution aspect of cobalt-rich manganese crusts

Seamount 5,000m 1,000-1,500m

1,000-1,500m

Seamount

Model

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘353

Model

International Symposium on Land, Transport and Marine Technology

Hydrothermal activity areas and Kuroko-type SMS deposits found near Japan Hydrothermal activity areas and Kuroko-type SMS deposits found near Japan

Sunrise Deposit in Myojin Knoll on Izu-Ogasawara Oceanic Island arc 474km south from Tokyo 1,400m deep

Iizasa, 2000 SunriseFrom Deposit in Myojin Knoll Model on Izu-Ogasawara Oceanic Island arc 474km south from Tokyo 1,400m deep From Iizasa, 2000 Model

Distribution aspect of Kuroko-type SMS Active black smoker in PACMANUS, PNG

Distribution aspect of Kuroko-type SMS Photographed by Shinkai 6500 Active black smoker in PACMANUS, PNG Photographed by Shinkai 6500

Schematic cross section of Sunrise in Myojin Knoll, Japan Schematic cross section From Iizasa (2000) of Sunrise in Myojin Knoll, Model Japan From Iizasa (2000)

354•2008국토해양 R&D 국제심포지엄

Model

DIVISION 5. Marine ResourcesÂˇEnergy

Manganese nodule mining model assumed in Co: 0.20%, Ni: 1.44%, Cu:1.12% economic analyses Collector

Lift

Transport

Vessel

Metallurgy

Leaching Hydraulic Dewateringmodel assumed Manganese nodule mining in 8,320km Collect , y g g Smelting 5,000m Drying Co: 0.20%, Ni: 1.44%, Cu:1.12% economic analyses 0.70x0.87 Collector Lift 2,180,000t/y(wet) Collect

0.98x0.65 0.90 Transport Co:Metallurgy Vessel 1,390,000t/y(dry) 2,500t/y

Hydraulic , 5,000m

Dewatering y g Drying

8,320km

X 0.98x0.65 1,390,000t/y(dry)

0.70x0.87 2,180,000t/y(wet)

X: mining site Leaching g Smelting

0.90 Co: 2,500t/y X: mining site

Image of manganese nodule mining system with towed collector

Source: Yamazaki and Park (2005). Proc. 6th ISOPE Ocean Mining Symp., Changsha, pp. 65-70.

Model

Source: Yamazaki and Park (2005). Proc. 6th ISOPE Ocean Mining Symp., Changsha, pp. 65-70.

Model

Image of manganese nodule mining system with towed collector

Crust and Kuroko-type SMS mining models assumed in economic analyses Source: Yamazaki Crust Co=0.64 wt%, Ni=0.50 wt%, Cu=0.13 wt% Miner Vessel Lift

and Park (2005)

Transport

Metallurgy

Crust and Kuroko-type SMS mining models Cut or Dewatering L hi assumed in economic analyses 2,530kmSource: Leaching Yamazaki Slice Hydraulic Drying

and ParkSmelting (2005) Fracture 2,000m Cu=0.13 wt% dressing Crust Co=0.64 wt%, Ni=0.50 wt%, Ore Collect Transport Metallurgy Miner Lift Vessel 0.70x0.87 0.98x0.65x0.87 0.90 Cut or914,000t/y(wet) Dewatering 496,000t/y(dry) Co: 2,500t/y L Leaching hi Slice Hydraulic Drying 2,530km Cu=1.7 wt%, Zn=10.5 wt%, Pb=2.5 wt%, Au=1.4 ppm, Ag=113 ppm Smelting Kuroko-type Fracture SMS 2,000m Ore dressing Collect Miner Lift Vessel Transport Metallurgy 0.98x0.65x0.87 0.90 Cut 0.70x0.87 Dewatering Hydraulic Concentrate 914,000t/y(wet) 496,000t/y(dry) Co: 2,500t/y 474km Fracture Drying 1,400m sales Collect Ore dressing wt%, Pb=2.5 wt%, Au=1.4 ppm, Ag=113 ppm Kuroko-type SMS Cu=1.7 wt%, Zn=10.5

MinerAbout 0.70 Lift Cut 300,000t/y(wet) Hydraulic Fracture 1,400m Collect About 0.70 300,000t/y(wet)

Vessel Transport 0.98x0.87x0.26 66,015t/y(dry) Dewatering 474km Drying Ore dressing

Metallurgy Model Concentrate sales

0.98x0.87x0.26

International66,015t/y(dry) Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘355

Model

International Symposium on Land, Transport and Marine Technology

Location of cobalt-rich manganese crust and Kuroko-type SMS mining sites assumed in economic analyses

Location of cobalt-rich manganese and X Crust crust site Kuroko-type SMS mining sitesXassumed in economic SMS site analyses X Crust site

X SMS site

Minami-Torishima Is.

Okino-Torishima Is.

Red colored areas have possibilities of extension Minami-Torishima Is. of continental shelf. Okino-Torishima Is.

Red colored areas have possibilities of extension of continental shelf.

Image of crust and SMS mining system with self-propelled miner

Model

Image of crust and SMS mining system with self-propelled miner

Model

Table 1 Evaluation results of manganese nodule mining Case

Manganese nodules with production scale2,200,000t/y in wet weight

Table 1 Evaluation results of manganese Payback periods (year) NPV($) IRR (%) nodule mining Metal prices in 1995-1999 and 16.9 -156M 4 factors in 1999 (Co: US$ 15/lb) Case Metal prices in 1995-1999 and factors in 1999 (Co: US$ 25/lb)

Manganese nodules 11.7 scale2,200,000t/y 77M in wet weight 10 with production Payback periods (year) 6.6 16.9 5.7

NPV($) 584M -156M 902M

IRR (%) 19 4 23

Metal prices in 1995-1999 and factors in 1999 (Co: US$ 25/lb)

11.7

77M

Metal prices and factors in 2004

6.6

584M

Metal prices and factors in 2004 Metal prices in 1995-1999 and Metal prices and factors in 2006 factors in 1999 (Co: US$ 15/lb)

Acknowledgment: Metal prices and factors in 2006 5.7 902M 23 The basic two validation analyses for 1995-1999 and 2004 were supported by Dr. Se-Hun Park, KORDI. Model Acknowledgment: The basic two validation analyses for 1995-1999 and 2004 were supported by Dr. Se-Hun Park, KORDI. 356•2008국토해양 R&D 국제심포지엄 Model

DIVISION 5. Marine Resources·Energy

Table 2 Evaluation results of crust mining Case

Cobalt-rich manganese crusts with production scale 910,000t/y in wet weight Payback periods (year)

Metal prices in 1995-1999 and of crust mining NA Table 2 Evaluation results factors in 1999 (Co: US$ 15/lb) Case M t l prices Metal i in i 1995 1995-1999 1999 and d factors in 1999 (Co: US$ 25/lb)

Metal prices and factors in 2004 Metal prices in 1995-1999 and Metal prices and(Co: factors 2006 factors in 1999 US$in15/lb)

NPV($)

IRR (%)

Cobalt-rich manganese crusts 11 1 scale 910,000t/y 11.1 62M in wet weight 11 with production Payback periods (year) 9.7 NA 28.1

NPV($) 105 M NA -201M

Table results SMS mining M t l3 Metal prices iEvaluation in i 1995 1995-1999 1999 and d of Kuroko-type 11 1 11.1 62M factors in 1999 (Co: US$ 25/lb) Case

Metal prices and factors in 2004

NPV($) -201M

Metal prices in 1995-1999 and of Kuroko-type 9.4 23M Table 3 Evaluation results SMS mining

Metal prices and factors in 2006

Kuroko-type seafloor massive sulfides with production 9.7 scale 300,000t/y 105 Min wet weight 12

Metal prices and factors in 2006 Payback periods 28.1 (year) factors in 1999 Case Metal prices and factors in 2004

IRR (%) 12 NA -

IRR -(%) 13

Kuroko-type seafloor massive sulfides 12.9 scale 300,000t/y -1M in wet weight 8 with production 3.1 209M 61(%) Payback periods (year) NPV($) IRR

Metal prices in 1995-1999 and factors in 1999

9.4

23M

13Model

Metal prices and factors in 2004

12.9

-1M

Metal prices and factors in 2006

3.1

209M

Model

Preliminary conclusions of the economies: - Nodule mining is economically possible. - Crust mining is economically impossible. - Kuroko-type SMS mining is highly attractive. Preliminary conclusions of the economies: Why y “Preliminary” - Nodule mining yis ?economically possible. Pilot scale mining, ore dressing, and metal leaching -- Crust mining is economically impossible. are necessary for the is exact evaluations. -tests Kuroko-type SMS mining highly attractive. - Average metal contents of mined ore in Kuroko-type y ? Whyy “Preliminary” SMS mining have not clarified yet. - Pilot scale mining, ore dressing, and metal leaching - Some other rare metals and rare earth elements tests are necessary for the exact evaluations. (REE) in nodules and crusts may have potential for - Average metal contents of mined ore in Kuroko-type the resources. These must be clarified SMS mining have not clarified yet. technologically and economically. - Some other rare metals and rare earth elements - Environmental preservation costs are not included. (REE) in nodules and crusts may have potential for Model the resources. These must be clarified technologically and economically. - Environmental preservation costs are not included. International Symposium on Land, Transport and Marine Technology•357

Model

International Symposium on Land, Transport and Marine Technology

fre equency (%)Relative fre equency (%) Relative frequenccy (%)Relative frequenccyRelative (%)

Compressive and tensile strength of Kuroko-type-SMS 40 35 30 25 20 15 10 40 5 35 0 0 30 1 25 20 15 45 10 40 5 35 0 30 0 1 25

N = 14 Xavg. = 15.2 s = 9.2

Compressive and tensile strength of Kuroko-type-SMS Yamazaki, and Park (2003). Proc. 13th ISOPE, Honolulu, pp. 310-316.

Yamazaki, and Park (2003). Proc. 13th ISOPE, Honolulu, pp. 310-316.

Source: http://www.nautilusminerals.com/

20 15 10 45 5 40 0 35 30 0 25 20 15 10 5 0

N = 14 = 15.2 20 Xavg.25 Over 25

2 3 4 s5= 9.2 6 Compressive strength (MPa)

N = 14 Xavg. = 2.45 s 20 = 1.44 1 44 25 Over 25 5 10 15 2 3 4 5 6 Compressive strength (MPa)

N = 14 Xavg. = 2.45

5.0 6 6.0 1 1.0 2 2.0 3 3.0 s4 =4.0 1.44 1 44 5 Tens ile strength (MPa)

Status

0 1 1.0 2 2.0 3 3.0 4 4.0 5 5.0 6 6.0 Tens ile strength (MPa)

Source: http://www.nautilusminerals.com/

Status

Bulk wet density and important relationship among engineering properties of Kuroko-type-SMS N = 14 Xavg. = 3.20 s = 0.49

Relative e frequency (%)

35 30

Bulk we et density (g/cm3) Bulk we et density (g/cm3)

4.4

y = 0.0154x + 2.5472 R2 = 0.6968

Bulk wet density and important relationship among engineering properties of Kuroko-type-SMS 25 20

10 40

N = 14 Xavg. = 3.20 s = 0.49

Relative e frequency (%) Compressive strength (MPa) Compressive strength (MPa)

5 35 0 30 25

2.0

2.0-2.4

2.4

2.8

2.4-2.8

20 45 40 15 35 10 30

3.2

3.6

4.0

2.8-3.2 3.2-3.6 3.6-4.0 Bulk wet density (g/cm3)

4.4

4.0-4.4

5 25 20 0 2.0 2.4 2.8 3.2 3.6 4.0 4.4 15 2.0-2.4 2.4-2.8+ 41.697 2.8-3.2 3.2-3.6 3.6-4.0 4.0-4.4 y = -0.6268x 10 Bulk wet density (g/cm3) 2 R = 0.6271 45 5 40 0

35 0 30

3.6 3.2

2.8 4.4

2.4 4

3.6

y = 0.0154x + 2.5472 20 40 R2 = 0.6968 Cu+Pb+Zn+Fe (%)

3.2 2.8 2.4 0

40 Cu+Pb+Zn+Fe (%)

Porosity (%)

25 20

Yamazaki, and Park (2003). Proc. 13th 15 y = -0.6268x + 41.697 10 ISOPE, Honolulu, R = 0.6271 pp. 310-316. 2

Source: http://www.nautilusminerals.com/

0 0

Status

Porosity (%)

Yamazaki, and Park (2003). Proc. 13th ISOPE,R&D Honolulu, 358•2008국토해양 국제심포지엄pp. 310-316.

Source: http://www.nautilusminerals.com/

Status

DIVISION 5. Marine ResourcesÂˇEnergy

Flotation test results for Kuroko-type SMS by Nautilus Minerals Flotation test results for Kuroko-type SMS by Nautilus Minerals

Source: http://www.nautilusminerals.com/

Example Bond Work Index: Granite 15.1, Limestone 12.5, Glass 12.1, Gypsum 6.7

Status

Source: http://www.nautilusminerals.com/

Example Bond Work Index: Granite 15.1, Limestone 12.5, Glass 12.1, Gypsum 6.7

Status

Pilot mining tests for nodules in 70s and 80s Pilot mining tests for nodules in 70s and 80s

Shaw, J.L., 1993, Marine Georesources and Geotech., Vol. 11, pp. 181-197.

Chung, J.S., 2003, Proc. 5th OMS, pp. 1-7.

Status

Shaw, J.L., 1993, Marine Georesources Chung, J.S., 2003, Proc. 5th International Symposium and Geotech., Vol. 11, pp. 181-197. OMS, on pp.Land, 1-7.Transport and Marine Technologyâ&#x20AC;˘ Status 359

International Symposium on Land, Transport and Marine Technology

Old FS for sulfide mud in Red Sea Saudi Arabia-Sudan cooperation in 1982 Nawab, Z. (2001). “Atlantis II Deep: A Future Deep Sea Mining Site,” Proc. Proposed Technologies for Mining Deep-seabed Polymetallic Nodules, ISA, pp.301-313. pp

Old FS for sulfide mud in Red Sea

cooperation in 1982 -Saudi AtlantisArabia-Sudan II Deep in Red Sea ZnNawab, 2.1%, Cu 0.45%, “Atlantis Ag 28 ppm Z. (2001). II Deep: A Future Deep Sea Mining Site,” - OreProc. production rate:Technologies 3 million Proposed for Mining Deep-seabed Polymetallic tons/year Nodules, ISA, pp.301-313. pp Zn 60,000t, Cu 10,000t, Ag 100t - Atlantis II Deep in froth Red Sea Ore dressing with flotation Zn 2.1%, Cu 0.45%, Ag 28 ppm processing - Hydrometallurgical - Ore production rate:solutions 3 million with chloride tons/year Zn (Discount 60,000t, Cu Cash 10,000t, Ag 100t DCF Flow) - Ore dressing with froth flotation was calculated as 17% for - Hydrometallurgical processing 20-yearwith mining venture. chloride solutions Status DCF (Discount Cash Flow) was calculated as 17% for 20-year mining venture.

Status

Nodule collector test on seamount in 1997 conducted by Japan Nodule collector test on seamount in 1997 conducted by Japan

Status

360•2008국토해양 R&D 국제심포지엄

Status

DIVISION 5. Marine ResourcesÂˇEnergy

Mining system images for nodules and Kuroko-type SMS

Image of nodule mining system with towed collector and hydraulic lift Image of nodule mining system with towed collector and hydraulic lift

Image of Kurokotype SMS mining system proposed in early stage by Nautilus Minerals Image of Kurokotype SMS mining system proposed in early stage by Image ofMinerals KurokoNautilus type SMS mining system proposed in early stage by DOMA Image of Kurokotype SMSStatus mining system proposed in early stage by DOMA Status

Optional mining system applicable for Kuroko-type SMS

Multi-small mining units with flexible tube Proposed by Schwarz (2001) for nodules

Mechanical lift (Wireline elevator) Proposed by Soreide et al. (2001) for nodules Status

Multi-small mining units with Mechanical lift (Wireline elevator) flexible tube Proposed by Soreide et al. (2001) Proposed by Schwarz (2001) for nodules International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘ for nodules Status 361

International Symposium on Land, Transport and Marine Technology

Effects of site condition on design criteria of Kurokotype SMS mining system Effects of site condition on design criteria of KurokoProtected inter-island sea type SMS mining system Protected inter-island sea

Open ocean

From Iizasa, 2000

From Iizasa, 2000 Source: http://www.nautilusminerals.com

Status

Source: http://www.nautilusminerals.com

Status

Mining system constructed by Nautilus Minerals for Kuroko-type-SMS Mining system constructed by Nautilus Minerals for Kuroko-type-SMS

Miner by Soil Machine Dynamics Source: http://www.nautilusminerals.com/

362•2008국토해양 R&D 국제심포지엄

Riser and pumps by Technip Status

DIVISION 5. Marine ResourcesÂˇEnergy

Mining system image by Neptune Minerals for Kuroko-type-SMS Mining system image by Neptune Minerals for Kuroko-type-SMS

Crusher and Grabber

Crusher and Grabber Miner

Source: http://www.neptuneminerals.com/

Status

Miner

Source: http://www.neptuneminerals.com/

Status

Design criteria of Kuroko-type SMS mining system - Production scale - Operation days Design criteria of Kuroko-type mining system - Wind, Wind wave wave, and currentSMS conditions - Depth Production scale - Operation days Geophysical advantages wind, wave, - Wind, Wind wave wave, and current in conditions - Depth and current conditions are more

favorable than geological attractiveness Geophysical in wind, wave, for increasingadvantages economy mining venture. and current conditions are more favorable than geological attractiveness Status for increasing economy mining venture.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘ Status 363

International Symposium on Land, Transport and Marine Technology

Results of physical desalting experiment Step

Size

No. 1 No. 2 No. 3 No No. 4 Step No. 5

50-60 mm (original) 10-20 mm 1-2 mm 0.1-0.2 mm Size under 200 ȝm

No. 1

50-60 mm

Dry weight(g) 608

Dissolved salt (g) 0.46

Sum of dissolved salt (g) 0.46

Desalt efficiency (%) 13.4

Cumulative efficiency (%) 13.4

604 0.56 1.02 16.3 29.7 Results of 595 physical desalting experiment 0 83 0.83 1 85 1.85 24 0 24.0 53 7 53.7 594 Dry 591 weight(g) 608

0.75 Dissolved 0.85 salt (g) 0.46

2.60 Sum of 3.46 dissolved salt (g) 0.46

21.8 Desalt 24.5 efficiency (%) 13.4

75.5 Cumulative 100 efficiency (%) 13.4

After(original) crushing Kuroko-type SMS samples and soaking No. 2 10-20 mm 604 0.56 1.02 16.3 29.7 the in with53.7 No No. 3 products 1-2 mm 595 distilled 0 83 water 0.83 1 85 for 5 minutes 1.85 24 0 24.0 53stirring 7 No. 4 0.1-0.2 mm 594 0.75 2.60 21.8 75.5 10-15 of salt dissolved into No. 5 underseconds, 200 ȝm 591 the amount 0.85 3.46 24.5 100the water was measured by a salinity meter meter. After crushing Kuroko-type SMS samples and soaking In 4 steps crushing andfor5 5steps of soaking were thetotal products in of distilled water minutes with stirring conducted from the amount original size, mm ininto the 10-15 seconds, of salt50-60 dissolved equivalent diameter, to than 200 ȝm in diameter. water was measured byless a salinity meter meter. Yamazakiand et al.,5 2003 In total 4 stepsFrom of crushing steps of soaking Status were conducted from the original size, 50-60 mm in equivalent diameter, to less than 200 ȝm in diameter. From Yamazaki et al., 2003

Status

Ore dressing and metallurgical processing In Saudi Arabia-Sudan cooperation project, “Ore dressing with froth flotation in seawater” and “Hydrometallurgical with chloride solutions” were successfully Oreprocessing dressing and metallurgical processing tested. In Saudi Arabia-Sudan cooperation approach project, “Ore The reason why hydrometallurgical wasdressing selected with froth flotation in seawater” and “Hydrometallurgical was the particle size range of sulfide mud. It was micron processing with chloride solutions” were successfully order in diameter. Therefore the desalting with fracturing tested. was difficult. The reason why hydrometallurgical approach was selected In case of the K-SMS deposit ore, the applicability of was the particle size range of sulfide mud. It was d desalting lti with ith fracturing f t i has h been b successfully f ll clarified. l micron ifi d order in diameter. Therefore the desalting with fracturing Nowadays, sulfide customer smelter accepts some amount was difficult. of chlorine in recycle materials with concentrates in the In case of the K-SMS deposit applicability of ore. metallurgical process. It isore, alsothe effective for K-SMS d desalting lti with ith fracturing f t i has h been b successfully f ll clarified. l ifi d

Status

Nowadays, sulfide customer smelter accepts some amount of chlorine in recycle materials with concentrates in the metallurgical process. It is also effective for K-SMS ore. 364•2008국토해양 R&D 국제심포지엄

Status

DIVISION 5. Marine ResourcesÂˇEnergy

Attractive advantages of Kuroko-type SMS mining Example metal yields are and

Cu: 1.66%, Zn: 10.5%, Pb:2.45%, Au: 1.4ppm, Ag: 113ppm Cu: 6.67%, Zn: 14.95%, Pb: 0.78%, Au: 6.38ppm, Ag: 392ppm

- Mechanicaladvantages excavation method is applicable, and the ore body is Attractive of Kuroko-type SMS mining

massive and strong enough to support a seafloor miner miner, because Cu: 1.66%, Zn: 10.5%, Pb:2.45%, Au: 1.4ppm, Ag: 113ppm the ore compressive and tensile strengths are 3.1-38 MPa and and Cu: 6.67%, Zn: 14.95%, Pb: 0.78%, Au: 6.38ppm, Ag: 392ppm 0.14-5.2 MPa, respectively.

Example metal yields are

-- The ore processing withmethod a gravity froth Mechanical excavation is separation applicable, and and athe orefloatation body is is easy, because the ore density is 3.2 in wet bulk and the minerals massive and strong enough to support a seafloor miner miner, because are the compressive same as on-land the ore and Kuroko. tensile strengths are 3.1-38 MPa and -0.14-5.2 No newMPa, metalrespectively. processing p gp plant is necessary, y because existing g customer smelters ore concentrates after a -sulfide The ore processing with aaccept gravitythe separation and a froth floatation simple physical desalting. is easy, because the ore density is 3.2 in wet bulk and the minerals are as on-land Kuroko. - All the the same attractive and target deposits are in terrestrial sea and EEZ. - No new metal and processing p gp plant necessary, because existing Sources: Yamazaki Park, Proc. 13th is ISOPE Conf., yHonolulu, (2003), pp. g 310-316. http://www.nautilusminerals.com sulfide customer smelters accept the ore concentrates after a Status simple physical desalting. - All the attractive and target deposits are in terrestrial sea and EEZ. Sources: Yamazaki and Park, Proc. 13th ISOPE Conf., Honolulu, (2003), pp. 310-316. http://www.nautilusminerals.com

Status

Short term 5-year R&D proposal for SMS Parallel and speedy R&Ds of survey, mining & processing tests, and monitoring

Visions

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘365

Visions

International Symposium on Land, Transport and Marine Technology

Long term 10-year R&D proposal for crusts (and nodules) Re-evaluation

Visions

Chemosynthetic community around methane seep

Example image around cold seepage

Visions

366•2008국토해양 R&D 국제심포지엄 Example image around cold seepage

Visions

DIVISION 5. Marine Resources·Energy

Effects of chemosynthetic community around hydrothermal activity and Kuroko-type SMS deposit

Transition zone Normal benthic affected by chem. ecosystem Effects of chemosynthetic community around com. hydrothermal activity and Kuroko-type SMS deposit Plane view Chemosynthetic community

Hot spot Transition zone affected by chem. Transition zonecom. Plane view Chemosynthetic community

Normal benthic ecosystem

Normal ecosystem Hot spot zone CrossTransition sectional view

H:30m

Normal ecosystem

L:200-300m

Cross sectional view

W:50m

㻿㼑㼢㼑㼞㼍㼘㻌㼗㼙㻫 H:30m L:200-300m

Visions

W:50m

㻿㼑㼢㼑㼞㼍㼘㻌㼗㼙㻫

Visions

How to quantify SMS mining impacts on ecosystem - Effects of chemosynthetic community on normal benthic ecosystem in baseline must be clarified.

How to quantify mining on ecosystem - Geological grid SMS sampling is a impacts stupid approach for chemosynthetic community community and the transition zone zone. - Effects of chemosynthetic on normal Log scale interval sampling in distance hot spot benthic ecosystem in baseline must be from clarified. is recommended. - Geological grid sampling is a stupid approach for -chemosynthetic Numerical ecosystem model around hydrothermal community and the transition zone zone. activity including community andspot the Log scale intervalchemosynthetic sampling in distance from hot i trecommended. interaction ti with ith normall b benthic thi ecosystem t should h ld b be is developed. - Numerical ecosystem model around hydrothermal - Impactincluding experiment, such as pilotcommunity scale mining test, activity chemosynthetic and the in zone and lthe monitoring are i ttransition interaction ti with ith normal b benthic thi ecosystem t necessary. should h ld b be Visions developed. - Impact experiment, such as pilot scale mining test, in transition zone and the monitoring are necessary.

International Symposium on Land, Transport and Marine Technology•367

Visions

International Symposium on Land, Transport and Marine Technology

Example price calculation of metals and rare earth elements (REE) in cobalt-rich manganese crusts Example price calculation of metals and rare earth elements (REE) in cobalt-rich manganese crusts

Source: J. Hein’s presentation in ISA Workshop on Mining Cobaltrich Ferromanganese Crusts & Polymetallic Sulphides in the Area, July 31- Aug. 4, 2006, Kingston, Jamaica

Visions

Source: J. Hein’s presentation in ISA Workshop on Mining Cobaltrich Ferromanganese Crusts & Polymetallic Sulphides in the Area, July 31- Aug. 4, 2006, Kingston, Jamaica

Visions

Total of RE EE $ Total Y (ppm) of RE EE $ Y (ppm)

Potential of ferromanganese as REE sources Ferromanganese Manganese Weathered granite

On-land but marine hydrothermal origin

Potential of ferromanganese as REE sources (conventional source) Nodule Crust Ferromanganese

Manganese Weathered granite

On-land but marine hydrothermal origin Ferromanganese

(conventional source)

, , Er Er o, ) o, ) , H pm , H pm Dy (p Dy (p b, Lu b, Lu , T b, , T b, Gd , Y Gd , Y Tm Tm

Nodule Crust m) Eu (pp , m S , d , Pr, N La, Ce

Ferromanganese Manganese

AIST䇻s research result (Moriyama et al., 2007)

(http://www.aist.go.jp/aist_j/press_release/pr2007/pr20070208/pr20070208.html)

d, Sm, , Pr, N La, Ce

m) Eu (pp

Manganese

Visions

AIST䇻s research result (Moriyama et al., 2007)

(http://www.aist.go.jp/aist_j/press_release/pr2007/pr20070208/pr20070208.html)

368•2008국토해양 R&D 국제심포지엄

Visions

DIVISION 5. Marine ResourcesÂˇEnergy

How to clarify REE potential in nodules and crusts - Re-analyses of REE contents in nodule and crust samples are necessary.

How to clarify REE potential in nodules and crusts - Trace T off REE in i nodule d l and d crustt metallurgical t ll i l - Re-analyses of REE contents in nodule and crust processing is necessary. samples are necessary. - Leaching and extraction technologies of REE in - Trace T off REE i metallurgical in nodule d l and d crust t metallurgical t ll should i l nodule and crust processing processing is necessary. be developed. - Leaching extraction technologies of REE Economy and of REE production from nodules andin nodule and crust metallurgical processing should crusts must be examined. be developed. - Economy of REE production from nodules andVisions crusts must be examined. Visions

End of presentation Thank you for your attention.

End of presentation

Thank you for your attention.

Japanese nodule collector for ocean test on a Pacific seamount in 1997

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘369 Japanese nodule collector for ocean test on a Pacific seamount in 1997

International Symposium on Land, Transport and Marine Technology

Marine Energy Development in the UK and Europe

Paul O’Brien Senior Executive, Scottish Development International, UK

Abstract Current status of wave and tidal project developments at the European Marine Energy Centre in Orkney, Scotland and around the UK along with a description of leading technologies in Europe and projects planned to be delivered in the next 2-3 year timeframe. The presentation will also cover the major R & D programmes and latest policy developments in the UK to accelerate the adoption of wave and tidal energy.

370•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

EMEC The European Marine Energy Centre

Why is EMEC in Scotland? Scotland’s position at the end of a long Atlantic Ocean fetch produces tremendously energetic waves

Scotland has over 70% of the UK’s tidal power which has been estimated at 13 billion kwh per annum

International Symposium on Land, Transport and Marine Technology•371

International Symposium on Land, Transport and Marine Technology

European Marine Energy Centre •

Tidal Berths • Open sea, grid connected • 5 x 11kv, 5MW subsea cables • Independent controls for each cable • Substation at Eday housing switchgear, backup generator and communications equipment

• • • • • • •

New Tidal Facility at EMEC

EMEC June 3rd 2008 – OpenHydro connect the first tidal device to the grid in the UK

372•2008국토해양 R&D 국제심포지엄

World’s only grid connected wave and tidal test centre 4 Wave berths 5 Tidal berths Based in Orkney, Scotland The nearby Pentland Firth is the largest tidal resource in Europe Wave test site is now UKAS certified EMEC are aiming for the same accreditation for the tidal site

DIVISION 5. Marine ResourcesÂˇEnergy

EMEC Tidal Site Completed 2006 on the Orkney island of Eday and first tidal device installed

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘373

International Symposium on Land, Transport and Marine Technology

374•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Tidal Projects in the UK

Marine Current Turbines 1.2MW Seagen Twin Turbine

Strangford Lough, Northern Ireland July 2008

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘375

International Symposium on Land, Transport and Marine Technology

Tidal Device Deployment at EMEC •Tidal Site – Fall of Warness, Eday

Open Hydro 2008 Tidal Generation Ltd 2009 Lunar Energy Aquamarine Power

Scotrenewables 2010

2010

Wave Energy in the UK and Europe

376•2008국토해양 R&D 국제심포지엄

2010 SMD Hydrovision 2010

DIVISION 5. Marine Resources·Energy

Pelamis Wave Power Ltd

The e Pelamis e a s Wave a e Energy e gy Co Converter e te first st p produced oduced power to the UK grid at EMEC in 2004

World’s first commercial wave machines were deployed d l d iin P Portugal t l att th the end d off Sept 2008. A further 4 machines will be deployed in Scottish waters in 2009

A Agucadoura, d Portugal P t l 24th Sept S t 2008

World’s first commercial wave farm – 3 X 750kw Pelamis machines connect to grid in Portug

International Symposium on Land, Transport and Marine Technology•377

International Symposium on Land, Transport and Marine Technology

Wavegen

Wavegen Ltd Land Installed Marine Powered Energy Transformer (LIMPET) World’s first grid connected wave machine (OWC) rated at 250kw situated on the West Coast island of Islay. Now a test site for the company’s new 100kw Breakwater turbine which they will also be installing on sites in Scotland, Spain and Portugal

378•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Chambers for 16 Wavegen Wells turbines rated at 18.5kw each – 300kw in total

Mutriku, Spain Aug 2008

Siadar, West Coast of Scotland, Aug 2009

Chambers for 40 Wavegen Wells turbines rated at 100kw each – 4MW in total

International Symposium on Land, Transport and Marine Technology•379

International Symposium on Land, Transport and Marine Technology

Aquamarine Power

First full scale device built and ready to be deployed at EMEC

380•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Aquamarine Energy •

• •

The Oyster devices are designed to exploit the wave resource in near-shore locations. The near-shore environment is considered to be an optimal location for a device as the waves retain significant power compared to an offshore location but the damaging extreme waves are limited by water depth. This location is considered to reduce the capital and operating costs and hence maximise economic efficiency Power take of unit is based onshore for ease of maintenence Aquamarine Power received £275k from the Scottish marine Energy Fund to assist deployment of their device at EMEC

Wave Device Deployment at EMEC •Wave Site – Billia Croo

Aquamarine Power 2009

Pelamis Wave Power 2009

Ocean Power Technologies 2009

AWS Ocean Energy 2010

International Symposium on Land, Transport and Marine Technology•381

International Symposium on Land, Transport and Marine Technology

Latest Tidal Energy News - 29th of Sept 2008 • Crown Estate announces new seabed lease arrangements for the first commercial tidal sites in the UK. The new system will be trialled in the Pentland Firth and waters around the Orkney Isles • Scottish First Minster, Alex Salmond announces new enhanced h d payments t ffor electricity generated from Marine Energy in Scotland. get 3 ROCs per p MWh ((150.00)) • Tidal to g • Wave to get 5 ROCs per MWh (250.00) • ScottishPower – announce 3 candidate tidal stream sites in Scotland and Ireland for 1MW tidal turbines from their joint venture with Norwegian company Hammerfest Strom. y hope p to deploy p y 5-20 machines at each They site given up to 60MW by 2011 This follows 4 years of successful trials of their tidal turbine in Hammerfest, Norway

Marine Research - Supergen Marine Phase 1 •

Consortia of UK Universities involved in a £2.6m Marine Energy research programme led by the Institute of Energy Systems at the University of Edinburgh – Prof Robin Wallace and Prof Ian Bryden

Workstreams • • • • • • • • • •

WS1 Numerical and physical convergence Dr D. M. Ingram – UoE WS2 Optimisation of collector form and response Eur. Ing. G. A. Aggiddis – Lanc WS3 Combined wave and tidal effects Prof I.G. Bryden – UoE WS4 Arrays, wakes and near field effects Prof. T.J.T. Whittaker – QUB WS5 Power take-off and conditioning Dr M.A. Mueller – UoE WS6 Moorings and positioning Dr G. H. Smith – HWU WS7 Advanced control and network integration WS8 Reliability Dr G. H. Smith – Heriot Watt University WS9 Economic analysis of variability and penetration Prof.P McGregor – Strathclyde WS10 Inreach, dissemination and outreach Prof. A. R. Wallace – UoE

382•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Marine Research - Supergen Marine Phase 2 •

Led by Institute of Energy Systems, University of Edinburgh with an an increased budget of £7.8.m and running from Oct 2007 to July 2011 – Prof Robin Wallace and Prof Ian Bryden

Workstreams WS1 Numerical and physical convergence WS2 Optimisation of collector form and response WS3 Combined wave and tidal effects WS4 Arrays, wakes and near field effects WS5 Power take-off and conditioning WS6 Moorings and positioning WS7 Advanced control and network integration WS8 Reliability WS9 Economic analysis of variability and penetration WS10 Ecological Consequences of Tidal & Wave Energy Conversion Also includes a Marine Energy Doctoral training programme open to overseas students

MREDS - Marine Renewable Energy Development in S tl d Scotland •

The International Centre for Islands Technology (ICIT), a department of y based in Orkney, y, has been g given p public sector Heriot-Watt University funding, through which it has developed the MREDS programme to seek ways of strengthening this emerging marine energy sector. The centre will work directly with EMEC and industry partners in the programme.

Workpackages: 1. 2. 3. 4. 5. 6.

Export constraints, externalities and opportunities Petroleum and renewables Mitigation, minimisation and management of risk Hydrodynamics, moorings and foundations Environmental and ecological impacts Socio economic values and responses

International Symposium on Land, Transport and Marine Technology•383

International Symposium on Land, Transport and Marine Technology

Energy Technology Partnership As part of Scotland’s bid to host the UK’s Energy Technology Institute and building on the largest existing pooling initiative, the Scottish Research Partnership in Engineering, the Energy Technology Partnership was formed. 10 Scottish Universities with around 250 academics and 600 researchers, Scotland's ETP is the largest, most broad-based power and energy research partnership in Europe. ETP partners lead many of the UK’s SUPERGEN flagship clean energy programmes. – Marine Energy Research Consortium

- Wind Energy Technologies Consortium - Future Network Technologies - Energy Storage Consortium - Highly Distributed Power Systems Consortium

Useful Links •

European Marine Energy Centre www.emec.org.uk

•

Naval Architecture and Marine Engineering (NA-ME) testing facility http://www.na-me.ac.uk/index_2.htm

•

Scottish Renewables Forum http://www.scottishrenewables.com

•

Supergen Marine Research Programme http://www.supergen-marine.org.uk

•

Marine Renewable Energy Development in Scotland http://www.mreds.co.uk/

•

Marine Renewable Strategic Environmental Assessment http:// www.seaenergyscotland.co.uk

384•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Tide and Tidal Current Energy Development in Korea

Kwang-Soo Lee Principal Research Scientist, KORDI, Korea

Abstract Tide and tidal current energy is one of the most promising renewable energy resources because they can be developed at a large scale and the amount of power generation can be predicted for a long term period. It is well-known that the resources for tide and tidal current energy are abundant in Korea. The west or south coast in Korea is recognized as one of the most appropriate places in the world for developing tide and tidal current energy, since they have the geographical features like a Rias coast as well as the high tides. In order to develop techniques for harnessing tide energy, field measurements and numerical modeling as well as estimation of potential energy have been performed in Lake Sihwa and Garolim Bay. According to the preliminary estimation, the potential capacity of Lake Sihwa and Garolim Bay were estimated to be 240~260 MW and 440~520 MW, respectively. Recently, construction of Sihwa tidal power plant (potential capacity: 254 MW) was started (expected completion year: 2010) to improve the water quality of Lake Sihwa as well as harnessing clean tidal energy. And the feasibility study on the development of tide power plant in Incheon Bay and Ganghwa site has been performing. The target site for harnessing tidal current energy is the Uldolmok, where the strongest tidal current occurs in Korea, located at the southwestern tip of the Korean peninsula. Field measurements of tide and tidal current, field experiments for the evaluation and improvement of the helical turbine efficiency, and the estimation of the potential energy have been performed. Additionally, the basic plan of a commercial tidal current power plant has been established. The construction of pilot tidal current power plant of 1,000 kW has been started in April 2005, and is expected to be completed by January 2009. The ongoing national R&D in Korea is focused on the commercialization and industrialization of tide and tidal current power plants. After establishing the technology, construction works are planned to be undertaken at several proposed sites by inviting private and foreign capital.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘385

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Tide and Tidal Current Energy Development in Korea 6 Nov. 2008 International Symposium on Land, Transport and Marine Technology Kwang-Soo Lee Coastal Engineering & Ocean Energy Research Department

Korea Ocean Research and Development Institute Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Contents 1. Introduction 2. Tidal Barrage !

Sihwa Tidal Power Plant

Garolim Tidal Power Project

Incheon Tidal Power Project

Ganghwa Tidal Power Project

3. Tidal Current !

Uldolmok Pilot Station

Hadong Experiment Station

4. Future Plan Korea Ocean Research & Development Institute

386•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

¾ Tidal Power :

Introduction

I. I Introduction

Using the water level difference between inside and outside of the basin S#@##KUjDU5

㼠: turbine t bi efficiency ffi i ȡ : sea water density A : basin area R : tidal range

¾ Tidal Current Power : Using strong tidal current speed S#@##318KUDY S 3 8 DY6

㼠: turbine efficiency ȡ : sea water density A : cross flow area V : tidal current speed Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Introduction

#Generation methods of tidal barrage $ One-way - Ebb - Flood $ Two-way $ Multiple Basins

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•387

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Introduction

" Advantages % One of the most promising energy resources % Renewable and unlimited energy %Periodicity of tide and tidal current enable longterm estimation of power generation % Can be developed at a large scale

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Introduction

" Tidal Power : - Sihwa - Garolim - Incheon - Ganghwa

" Tidal Current : - Uldolmok - Hadong

Korea Ocean Research & Development Institute

388•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

II. Tidal Barrage II-1. Sihwa Tidal Power Plant " Tidal Barrage of 12.7km was completed in 1994 - To get fresh water and reclamation - Lake water was polluted by sewage and wastewater - Tidal Power Plant was proposed as a counter measure in 1997

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

" Sihwa Tidal Power Plant - Mean Tidal Range : 5.6m - Spring Tidal Range : 7.8m - Basin Area : 43km2(MSL) - One-way flood generation (BWL should be -1.0m MSL) - Installed Capacity : 254MW (10 units of Horizontal Axial Bulb) - Sluice Gate : 8 units of Culvert - Estimated Annual Output : 553 GWh

" Completion : 2010

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•389

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

" Main Structure

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• 2005 – Cofferdam construction

Korea Ocean Research & Development Institute

390•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• Oct. 2006

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• 2007 – Excavation

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•391

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• Aug. 2007

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• March 2008

Korea Ocean Research & Development Institute

392•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

• September 2008

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Sihwa Tidal Power Plant

" Expected Effects of Sihwa TPP & Improve water quality on Sihwa Lake and environment recovery & Generate renewable clean energy & Improve regional economy by forming waterfront and tourist attraction

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•393

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Garolim Tidal Power Plant

II-2. Garolim Project II 2 G li Tidal Tid l Power P P j t ¾ Feasibility Study in 2006 - Economic feasibility is acceptable

¾ Basic Design - Mean/Spring Tidal Range : 4.8m/6.6m - Basin Area : 45.5km2 (MSL) ( ) - One-way ebb generation - Installed Capacity : 520MW (20 units of Horizontal Axial Bulb) - Estimated Annual Output : 950 GWh

¾ Detailed design stage ¾ Completion : 2013 Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Garolim Tidal Power Plant

Korea Ocean Research & Development Institute

394•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Garolim Tidal Power Plant

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Garolim Tidal Power Plant

% Environmental Problems $ 27.3% reduction of tidal flat area - in case of environment friendly operation, 13% reduction of tidal flat area (Annual Power Output : 950GWh ' 925GWh) Generation

Filling

Tidal Flat ' Sea

Tidal Flat ' Land

Present : Operation :

Currents at Operation

Tidal Flat Area Change Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•395

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

II-3. Incheon Tidal Power Project " Feasibility Study - Pre-feasibility study in 2007 / Feasibility study in 2008 - Environmental assessment in 2010

" Basic Features - Mean/Spring Tidal Range : 5.3m/7.3m - Basin Area : 106km2 (MSL) - One-way ebb generation - Installed Capacity : 1,440MW (48 units) - Estimated Annual Output : 2,325GWh (2,271GWh)

" Field Measurements from 2006 Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

Korea Ocean Research & Development Institute

396•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

1MBOLUPO 8BUFS 2VBMJUZ 5JEBM 'MBU &DPTZTUFN .JDSPPSHBOJTN 'JTIFT #JSET .PSQIPMPHJDBM $IBOHF 4VTQFOEFE 4PMJE 'MVY 5JEF $VSSFOU

4OJQF

(PPTF

(VMM

)FSPO

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

" 3 layouts proposed

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•397

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

( Variation of Tidal regime due to Incheon TTP " 10cm reduction of Amp. of M2 tide

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Incheon Tidal Power Project

% Environmental Problems $ 38.9% reduction of tidal flat area - in case of environment friendly operation, 18.1% reduction of tidal flat area (Annual Power Output : 2,325GWh '2,271GWh)

(85.7km2)

Korea Ocean Research & Development Institute

398•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Ganghwa Tidal Power Project

II-4. Ganghwa Tidal Power Project " Feasibility Study - Pre-feasibility study in 2007 / Feasibility study in 2007.9-2009.3 - Environmental assessment in 2010

" Basic Features - Mean/Spring Tidal Range : 5.5m/7.7m - Basin Area : 83km2 (MSL) - One-way ebb generation - Installed Capacity : 813MW (32 units) - Estimated Annual Output : 1,536GWh

" Field Measurements from 2007 Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

" Basic Plan

Dyke 1.8km Seogum Soegmo

Ganghw aGyodong

Ganghwa Tidal Power Project Dyke 1.0km Sluices 12 N. Lock

Dyke

T/Gs 12 Sluices 8 N. Lock

Dyke 1.7km SeogmoGanghw a

T/Gs

Sluices 12 N. Lock Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•399

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

III. Tidal Current III-1. Uldolmok Pilot Station ( Uldilmok Pilot Station is under construction " Installed Capacity : 1MW (500kW + 500kW)

( Max. & Avg. Current Speed : 5.5m/s & 3m/s ( Completion : 2008

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP Currents(cm/s)

Korea Ocean Research & Development Institute

400•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

" Helical Turbine Helical Turbine

Numerical Analysis

Lab. Experiment

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

¾ Field Experiment

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•401

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP Reduction Gear

Grid Protection Device

Grid 3Ph, . 22.9kV

575V Electrical Power Converter for a DFIG

VCB 3

22.9kV

Helical type Turbine

690V OCR-3 OCGR OVR UVR FR

Transformer Input : 22.9kV Output : 575/690V Capacity : 1.25MVA

Grid Connection System

500kW DFIG

Tidal current power plant with a 500kW DFIG Reduction Gear

Catwalk

Electrical Power Converter for a SG

500kW SG

Helical type Turbine

DFIG : Doubly-fed Induction Generator SG : Synchronous Generator

Tidal current power plant with a 500kW SG Tidal Current Power Generation System

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

¾ Structure of Pilot TCPP • Dimension - 16.0m 㶀 36.0m 㶀 48.0m

• Weight - Jacket : 790 ton - Deck : 100 ton - House : 130 ton - Catwalk : 112 ton

Korea Ocean Research & Development Institute

402•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

¾ Support Structure

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

Synchronous Generator

Doubly-fed Induction Generator

Cage Supporter

Bearing Spider Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•403

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

• 26-27 May, 2008

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

• 26-27 May, 2008

Korea Ocean Research & Development Institute

404•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine Resources·Energy

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

• Aug. 2008

• Sep. 2008

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

" Structural Health Monitoring System Measurement Type

Number of Sensors

Acceleration

10EA (X-4, Y-4, Z-2) 8EA

Strain

10EA

Incline

2EA (Rx, Ry)

Torque

4EA (2EA/Axis)

RPM

2EA (1EA/Axis)

Impedance

6EA

Temperature

2EA (Air/Water)

Current Speed

1EA (H-ADCP)

No. of Total Sensors

45 EA

Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technology•405

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

Uldolmok Pilot TCPP

" Bird-eye’s View of Uldolmok TCPP

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Hadong Experimental Station

III-2. Hadong Experimental Station " Using cooling water of thermal power plant (6 x 500MW units / coal) " Max. Discharge : 150m3/s " 100kW current power facility has been installed in the discharge channel " Horizontal application of Helical Turbine " Completion : Mar. 2008

Korea Ocean Research & Development Institute

406•2008국토해양 R&D 국제심포지엄

DIVISION 5. Marine ResourcesÂˇEnergy

Int. Sym. on LT&M Technology

Hadong Experimental Station

Korea Ocean Research & Development Institute

Int. Sym. on LT&M Technology

Future Plan

IV. Future Plan " Tidal Power Plants at 3 sites are feasible technically and economically. " For the environmental assessment of Incheon TPP, integrated monitoring program will be started from November 2008. " Feasibility of commercial Uldolmok TCPP will be studied in 2009. Korea Ocean Research & Development Institute

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘407

International Symposium on Land, Transport and Marine Technology

Int. Sym. on LT&M Technology

THANK YOU !

Korea Ocean Research & Development Institute

408•2008국토해양 R&D 국제심포지엄

International Symposium on Land, Transport and Marine Technology

Division 6

410•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Marine Biotechnology Marine Biotechnology in the Americas John Peter van der Meer President, Pan-American Marine Biotechnology Association, Canada

Marine-BT R&D and Investment in Korea Hae Young Oh Team Director, KISTEP, Korea

Recent Challenge of Marine Biotechnology in Japan Tadashi Matsunaga Vice President, Tokyo University of Agriculture and Technology, Japan

Trends & Vision of Marine Biotechnology Research in Korea Sang Jin Kim Principal Research Scientist, KORDI, Korea International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘411

DIVISION 6. Marine Biotechnology

Marine Biotechnology in the Americas

John Peter van der Meer President, Pan-American Marine Biotechnology Association, Canada

Abstract The modern field of Marine Biotechnology can be traced to its recognition in Japan in 1989, when the Japanese government, together with 19 companies (MITI) established the Marine Biotechnology Institutes, organized the first International Marine Biotechnology Conference (IMBCâ&#x20AC;&#x2122;89), created a Japanese Marine Biotechnology Society and founded the Journal of Marine Biotechnology. Nevertheless, it must be recognized that Marine Biotechnology is a rather diverse sub-field of biotechnology more generally. Thus, progress in Marine Biotechnology is tightly linked to technological developments in the broader field. Despite this linkage, advances in Marine Biotechnology have come more slowly than most enthusiasts anticipated two decades ago, especially as compared to human health biotechnologies, where the focus is tighter and financial drivers much stronger. Within the Americas, Canada and the United States are the most significant Marine Biotechnology performers, with strong national support programs. For the rest of the Americas, only Mexico, Chile and Cuba have significant commitments to Marine Biotechnology infrastructure and research activity, with strong recent growth in the Chilean effort, driven by increased government funding. In this presentation, I will focus on the current status of efforts in the Americas with some specific examples of programs, institutions and industries.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘413

International Symposium on Land, Transport and Marine Technology

Marine Biotechnology in the Americas

Dr. John P. van der Meer 06 November 2008 john.vandermeer@gmail.com

Recognition of Marine Biotechnology ! !

! !

First recognition of MARINE biotechnology in Japan, 1989 Japanese government and 19 companies (MITI) established the Marine Biotechnology Institutes They organized the first International Marine Biotechnology Conference (IMBC’89) Created a Japanese Marine Biotechnology Society Founded the Journal of Marine Biotechnology

414•2008국토해양 R&D 국제심포지엄

Photo: Marc Slattery

DIVISION 6. Marine Biotechnology

Recent Approval: Yondelis (Trabectedin) ! ! ! ! !

Ecteinascidia turbinata !

1969 anticancer activity discovered in sea squirt 1984 structure determined Concentration in biomass too low for drug production 1996 first complete synthesis; first test use in humans 2007 approved by EMEA, but only for treatment of advanced soft tissue sarcoma Still in clinical trials for other cancers (PharmaMar)

Recent Approval 2: Prialt (Ziconotide) ! ! ! ! ! ! !

Synthetic peptide based on cone snail conotoxin Potent analgesic; calcium channel blocker 1960’s Conotoxins discovered 1980’s Ziconotide identified 2004 US FDA approval For hospital use and only when other options have failed Patent currently held by Elan Corporation, Ireland

International Symposium on Land, Transport and Marine Technology•415

International Symposium on Land, Transport and Marine Technology

Marine Biotechnology in the Americas ! ! ! !

The USA: a world-leader in Marine Biotechnology Canada: much smaller scale, but world-class activity Latin American and Caribbean Countries: limited activity PAMBA: The marine biotechnology networking association for the Americas ! ! !

Established 1998 125 members, 12 countries www.pamba.ca

Canada: Marine Biotechnology Overview !

Several universities active in marine biology-related research ! !

Federal Government of Canada ! !

! !

Strong in basic research but limited activity regarding application and commercialization Some small, university-based, marine biotechnology centers NRC Institute for Marine Biosciences Fisheries and Oceans Canada

Genome Canada (a non-profit corporation for funding large-scale genomics projects) Industry !

About 10-15 companies, mostly small

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DIVISION 6. Marine Biotechnology

NRC Institute for Marine Biosciences !

Important regional facility in Eastern Canada (Halifax) ! ! ! !

Budget $11-12 M; 20 PhDâ&#x20AC;&#x2122;s; excellent instrumentation Past excellence in seaweed research Genomics program: sequenced Aeromonas salmonicida Produce certified marine toxin standards and reference materials (e.g. for PSP, DSP, ASP)

Recent, major redirection of the research program ! ! !

End aquaculture research More work on marine products New biofuel from algae program

Marine Biotechnology Research Center !

A new Center at Rimouski, Quebec !

! ! !

Opened 2004; Cost $14.5 M; Current staff 38

Focused on contract R&D for marine bioproducts Operating funds: 50% government, 50% earned revenue Center is GLP; Level 3 bio-safety laboratory

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘417

International Symposium on Land, Transport and Marine Technology

Fisheries and Oceans Canada ! !

! ! !

Risk assessment research for genetically engineered salmon Use DNA “fingerprinting” for wild stock management and forensics DNA markers for hatchery broodstock management Research on use of plant proteins for aquaculture feeds Research on triploid sea scallops and triploid salmon

Pacific Biological Station

St. Andrews Biological Station

Genome Canada (GC) ! ! ! ! ! ! ! !

A non-profit corporation; created in 2000 To date, federal government has invested $840 M in GC GC is primary funder for genome-level research Provides up to 50% of project funding Supports only large-scale, multidisciplinary, internationally peer-reviewed projects Funds six technology platforms that support the projects Has six regional centers that manage the projects Few marine projects; these in Genome Atlantic and Genome British Columbia

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DIVISION 6. Marine Biotechnology

Enhancing Commercial Culture of Atlantic Halibut and Senegal Sole ! !

Genome Canada and Genoma EspaĂąa Valued at $5.0 M; $2.0 M from Canada ! !

NRC-IMB scientists Completed in 2007

Output: ! ! ! ! !

Large-scale EST sequencing and shotgun proteome analyses Oligonucleotide microarrays for both species Useful genetic markers and a genetic linkage map for halibut Gene expression studies for development, gametogenesis and nutrition Information useful for broodstock-development programs

Atlantic Cod Genomics and Broodstock Development !

! !

Funding: $18.2 M from Genome Canada and federal and provincial governments In progress, completion in 2009 Output to date: ! ! ! ! !

160,000 DNA sequences submitted to data bases Microarray for cod under construction 5000 SNP and microsatellite markers for QTL selections Initial selection studies yielded high heritability estimates Broodstock-development program underway

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘419

International Symposium on Land, Transport and Marine Technology

Genomics Research on Atlantic Salmon !

Atlantic salmon: Budget: $6.2 M; completed 2006 ! ! !

Tied together linkage map with physical map Located genes on the physical map Examined gene expression in various tissues and conditions

All salmonids: $15.6 M; completion in 2009 !

One of outputs: a 32,000 gene microarray for salmonids

Salmon Genome Sequencing Project ! ! ! !

Complete genomic sequencing of Atlantic salmon International collaboration: Canada, Chile, Norway Expected Budget: $9-10 M; Start: January 2009 Projections: ! ! ! !

Sequencing complete in 12-18 months; 6-fold coverage Probably will need to use Sanger sequencing methodology Currently testing Roche/454 pyrosequencing on GS-FLX instruments Sets stage for much less expensive “re-sequencing” of Pacific salmon, trout and charr genomes

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DIVISION 6. Marine Biotechnology

Other Genome BC Fisheries Projects !

Genomics in Lice and Salmon !

Salmon Brood-Stock Development Program !

Budget ~ $0.9 M; Starts 2009

Being negotiated; Starts 2009?

Genomic Tools for Fisheries Management !

Starts 2009; led by Dept. of Fisheries and Oceans

Companies: Ocean Nutrition Canada ! ! ! ! !

Award-winning company; 230 employees Produces premium quality omega-3 oils; 70% EPA/DHA Now worldâ&#x20AC;&#x2122;s largest company for omega-3 from fish Also makes tuna protein hydrolysate (anti-hypertension) Largest private marine R&D facility in North America !

11 Ph.D-level researchers; 30 additional scientists ! ! ! !

Conduct QA/QC; product/process improvement studies Research food prototypes containing omega-3; new marine ingredients; renewable microbial sources of omega-3 oils

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘421

International Symposium on Land, Transport and Marine Technology

Companies: Acadian Seaplants Limited ! ! !

Another award-winning company 150 FT, 150 PT employees Products from seaweeds !

Liquid extracts and powders

Land-based aquaculture !

Edible sea vegetable Hana-nori™ from a red seaweed (Chondrus crispus)

Marine Biotechnology in the USA - Overview !

Substantial investment in marine biotechnology ! ! ! ! !

! !

Most active areas: Maine, Maryland. Florida, California, Hawaii Good funding from government, foundations and industry Numerous research projects at universities Dedicated marine biotechnology Centers Important contributions from general biotechnology Centers

Marine Biotechnology remains a comparatively small biotechnology field even in USA Approximately 100 companies, mostly start-ups

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DIVISION 6. Marine Biotechnology

Principal Marine Biotechnology Research Centers in the USA !

University of Maryland Biotechnology Institute !

Scripps Institution of Oceanography !

Center for Marine Biotechnology and Biomedicine (CMBB)

Florida Atlantic University (FAU) ! !

Center of Marine Biotechnology (COMB)

Center for Excellence in Biomedical and Marine Biotechnology Harbor Branch Oceanographic Institution, Division of Biomedical Marine Research

University of California â&#x20AC;&#x201C; Santa Barbara !

Marine Biotechnology Center

Center of Marine Biotechnology (COMB) ! ! ! !

Part of the U. of Maryland Biotechnology Institute Located in Columbus Center, Baltimore waterfront Total funding $9 M/yr; 90% government, 10% other 18 Faculty, 43 research support staff; 170 people in all, including students, guest researchers

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘423

International Symposium on Land, Transport and Marine Technology

COMB: Current Research Example !

! !

Symbiotic association: roseobacter Silicibacter sp. and dinoflagellate Pfiesteria piscicida Roseobacter forms biofilm on the host; then makes an antibiotic and yellow-brown pigment The antibiotic has been identified as tropodithietic acid 2008: H Geng, JB Bruhn &others in the Robert Belas lab identified 12 bacterial genes for its biosynthesis Six of these genes were on a newly discovered plasmid

COMB: Current Research Example 2 !

Elysia rufescens !

kahalalide F (a depsipeptide)

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Kahalalide F; very promising anti-cancer drug; ; acts on cell lysosomes First isolated from a sea slug, then synthesized; PharmaMar has it in phase II clinical trials Russell Hill & Mark Hamann labs isolated and cultured a Vibrio from Elysia that produces the kahalalide F Opens new possibilities for drug production, including enzyme use and gene transfer

DIVISION 6. Marine Biotechnology

FAU Center of Excellence in Biomedical and Marine Biotechnology ! ! ! ! ! !

Established 2003 as a virtual FAU Center $35 M for hiring staff, upgrading facilities and equipment Provides a core facility with skilled people for the region Structured as an academic-industry partnership Research targets: new medicines & diagnostics; new technologies to examine the sea Collecting and screening organisms from biologically diverse areas in Floridaâ&#x20AC;&#x2122;s offshore ! !

Harbor Branch Oceanographic Institution makes the collections Sunol Molecular Corp. does the high-throughput screening

Scripps: Center for Marine Biotechnology and Biomedicine (CMBB) ! ! ! ! ! !

New cures from the sea; (Bill Fenical) Marine microbes Marine viral genomics Harnessing enzymes and pathways to produce marine pharmaceuticals; gene & pathway transgenics Cleaning up pollutants Bioluminescence

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘425

International Symposium on Land, Transport and Marine Technology

Scripps-CMBB: Recent Example !

Halimide; anticancer activity found in a fungus isolated from a marine green alga Prevents formation of microtubules; blocks cell division; Patent filed 1998 Halimide derivatives now in pre-clinical trials by Nereus Pharmaceuticals

Halimeda copiosa

Halimide

Aspergillus sp.

Scripps-CMBB: Recent Example 2 !

! !

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Salinosporamide A; potent anticancer compound; inhibits 20S proteosomes From actinomycete Salinispora tropica; discovered in ocean sediments, 1991; Obligately marine; sequenced by JGI Complete synthesis of drug possible; patents in 2007 In Phase I clinical trials by Nereus Pharmaceuticals for multiple myeloma treatment

DIVISION 6. Marine Biotechnology

Scripps-CMBB: Recent Example 3 Bryostatin I; anticancer compound, complex structure Made by a bacterium associated with a bryozoan, Bugula neritina 2004 Margo Haygood et al. cloned bryA gene; encodes an important enzyme in pathway

! ! !

Researchers at Scripps now working out various metabolic pathways; finding new enzymes useful for synthesis; also transferring genes to new host bacteria for expression

Bryostatin I

UC-San Diego: Algal Biofuels Initiative ! ! ! !

Multipartner effort; driven by concern over fuel cost and environmental warming; try to separate fact from fiction Current “Hot Topic” for funding; many misleading claims Emerging issues: competition for fresh water; use of food crops or crop land for fuel production Cultivation scale up and costs remain unsolved challenges !

(Need ~10 M hectares for transportation fuel now used in USA)

Earthrise Spirulina farm

International Symposium on Land, Transport and Marine Technology•427

International Symposium on Land, Transport and Marine Technology

University of California - Santa Barbara !

Daniel Morse laboratory; marine biotechnology research on nanoscale fabrication of biominerals ! !

Silicon skeletal structures of sponges Laminate structure of abalone shells

Institute for Collaborative Biotechnologies !

UCSB initiative funded by $50 M from Army Research Office

DNA Sequencing Centers ! !

Researchers in the Americas contribute very significantly to public sequencing efforts The most active centers in the Americas ! !

J. Craig Venter Institute (JCVI) US DOE Joint Genome Institute (JGI)

Genomes on Line Database (GOLD) website ! !

http://www.genomesonline.org/gold.cgi Lists 4133 genome projects; approximately 10% of these are for marine organisms

Figure from: NOAA South West Fisheries Science Center

428•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

DNA Sequencing - J Craig Venter Institute !

Metagenomics; seek new genes or microbes for energy production (e.g. hydrogen); environmental remediation

Sargasso Sea Voyage; 2003; 150 new species, 1.2 M new genes Sorcerer II Global Ocean Sampling Expedition 2003-05

Sampled 70 oceanic sites; incredible DNA diversity; > 6 M new genes, 1000â&#x20AC;&#x2122;s of new proteins (many kinases)

Marine Microbial Genome Sequencing Project ! ! ! !

Genomic sequencing of 165 marine microbes Cover all major marine microbial taxa World-wide participation in selection To date, 136 genomes released to public

Verenium Corporation (Diversa + Celunol) ! !

! !

Diversa merged with Celunol in 2007 Diversa: metagenomics to find enzymes from extreme environments; uses laboratory evolution to optimize function Celunol: a leader in cellulosic ethanol industry Verenium organized as 3 units: Specialty Enzymes, Biofuels and R&D. New 5.3 M L/yr demonstration-scale ethanol plant to produce cellulosic ethanol from sugarcane waste

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘429

International Symposium on Land, Transport and Marine Technology

Martek Biosciences Corporation ! ! !

Founded 1985, inspired by work on algae for use in space Now >500 employees; revenue of $US 300 M/yr Two patented, fermentable strains of microalgae for DHA production; also patented fungal system for production of ARA Now in 90% of US baby formula; also used in 70 other countries microalgal fluorescent proteins

Crypthecodinium cohnii marine dinoflagellate

Sea Run Holdings (Maine) !

Start-up company based on salmon blood products that avoid viruses and prions in human or bovine blood ! !

! !

430•2008국토해양 R&D 국제심포지엄

blocking reagent for diagnostics Salmon proteins (Fibronectin, Fibrinogen, Thrombin & Plasminogen) Special formulation for fish cell culture Other products in development

DIVISION 6. Marine Biotechnology

The Natural Energy Laboratory of Hawaii Authority and industry cluster !

NELHA ! !

Mera Pharmaceuticals Inc. !

Closed system photobioreactors; mass algal culture for human and animal health care and cosmetic products.

High Health Aquaculture Inc. !

produces natural astaxanthin from Hematoccus pluvialis microalgae in closed system photobioreactor

Micro Gaia Inc. (Japanese owned) !

unique ocean science and technology park at Keahole Point, Hawaii adjacent to steep offshore slopes; very deep water source

Pathogen â&#x20AC;&#x201C;free shrimp broodstocks

Cyanotech Corporation

Cyanotech Corporation !

! !

Company based on the production of microalgae; proprietary production and harvesting technologies 90-acre facility yields annual revenues of $12-15 M Products: Astaxanthin from Haematococcus and dried Spirulina ! ! !

Nutraceutical tablets aquaculture feed Feed and food coloring

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘431

International Symposium on Land, Transport and Marine Technology

Brazil ! !

Some interesting individual projects at various locations State University of Campinas !

Screen filamentous fungi from coral reefs for antimicrobial & antitumor activities; also PAH metabolism;

Oswaldo Cruz Institute (IOC) (with partners) ! !

Isolated three potent anti-AIDS compounds from marine algae Appear very promising - effective, show no toxicity

Chile !

A widely distributed research effort, well supported by various government agencies Research priority is to support Chile’s large aquaculture industry !

E.g. Participation in salmon genome sequencing project

Catholic University of Valparaíso !

Molecular biology of fish and fish diseases; vaccines

Catholic University of Valparaíso

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DIVISION 6. Marine Biotechnology

Cuba !

Center for Genetic Engineering and Biotechnology in Havana (CIGB) ! !

Marine Bioproducts Research Center (CEBIMAR) !

Considerable work on transgenic Tilapia Currently focused on “metabolic modifiers”; molecules that stimulate growth hormone release in fish and shrimp or stimulate the innate immune system for pathogen resistance Marine natural products research

Center for Fisheries Research !

Fisheries, aquaculture, fish health

CIGB

Mexico !

Ensenada Center for Scientific Research and Higher Education (CICESE) ! ! !

Hermosillo Research Center for Diet and Development !

Group working on shrimp as a model system Microbial bioremediation of sewage water New work stated an biofuels from algae Molecular biology studies of shrimp

Autonomous University of Campeche (UAC) !

Research on marine microbial bioﬁlms

International Symposium on Land, Transport and Marine Technology•433

International Symposium on Land, Transport and Marine Technology

Marine-BT R&D and Investment in Korea

Hae Young Oh Team Director, KISTEP, Korea

Abstract In the Korean government R&D investment in a period of ’04~’08, the government financial investment increased from 7 trillion 80 billion won to 10 trillion 800 billion won while being increased at an annual increase ratio of 11.2%. The ratio is 1/3 of the US and Japan in an absolute dimension view, but is similar with or slightly higher than major advanced countries in view of an economic dimension. It seems that the budget increase continues with the helps of an active government brining up policy, but it might not be a satisfying level as compared to a recent trend that many advanced countries focus on a marine resource due to the decrease in diversity of marine organism. Since the marine life technology section is a section for actively performing a green growth policy of a new government, I might emphasize that a lot of active long term support and interest controlled by the government is needed.

434•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

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Marin-BT M i BT R&D and d Investment in KOREA

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International Symposium on Land, Transport and Marine Technology•435

International Symposium on Land, Transport and Marine Technology

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International Symposium on Land, Transport and Marine Technology•437

International Symposium on Land, Transport and Marine Technology

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࣭࣭ࣤ࣬࣪ࣥ

ࣰ࣭࣮ࣤ࣪ࣥ

ࣲࣤࣵ࣪ࣥ

࣭࣭࣭ࣤ࣪ࣥ

ࣽलडमझणडࣜझपपऱझनࣜ थपटमडझयडࣜमझरथफ

࣭࣭࣮࣪

Ό΅ΒΓΝΖ͑ͤ͑͢͟͞΃͗͵͑ͷΚΟΒΟΔΚΒΝ͑ΚΟΧΖΤΥΞΖΟΥ͑ΥΣΖΟΕΤ͙ͣͥ͡͡ί͚ͣͩ͡͡Ύ

BUh]cbU` F 8 =bjYghaYbh ;cjYfbaYbh F 8 =bjYghaYbh . H\Y UVgcìhY X]aYbg]cb cZ h\Y [cjYfbaYbh F 8 ViX[Yh ]g %#' cZ h\Y H\Y UVgcìhY X]aYbg]cb cZ h\Y [cjYfbaYbh F 8 ViX[Yh ]g %#' cZ h\Y IG5 UbX >UdUb Vih ]g g]a]Ùf k]h\ cf \][\Yf h\Ub aU^cf UXjUbWYX Wcibhf]Yg ]b Wcbg]XYfUh]cb k]h\ h\Y YWcbca]W X]aYbg]cb

͙ΆΟΚΥͫ͑΁ΦΣΔΙΒΤΚΟΘ͑ΡΠΨΖΣ͞ΓΒΤΖΕ͑ΔΦΣΣΖΟΥ͑ΒΔΔΠΦΟΥ͑ΞΚΝΝΚΠΟ͑ΕΠΝΝΒΣΤ͖͚͑͝

ࣿनझययथढथटझरथफप

इफमडझ ࣮ࣤ࣬࣬ࣳࣥ

ऑएࣽ ࣮ࣤ࣬࣬ࣳࣥ

आझबझप ࣮ࣤ࣬࣬ࣳࣥ

ःडमऩझपव ࣮ࣤ࣬࣬ࣳࣥ

ंमझपटड ࣮ࣤ࣬࣬ࣳࣥ

ऑइ ࣮ࣤ࣬࣬ࣳࣥ

ःफल࣪ࣜऎ࣢ऀ ࣾऱठणडर

ࣲࣲ࣭࣬ࣨࣴ

ࣰࣰ࣭࣭ࣨ࣬ࣳ

࣮࣭࣮ࣵࣨ࣬

࣮࣭࣮࣯ࣨ࣬

ࣱ࣭ࣨࣴࣳࣴ

ࣰࣲ࣭ࣨࣳࣵ

ࣤ ࣤउझणपथरऱठडࣥ ࣥ

ࣤ ࣥ ࣭ࣤ࣪࣬ࣥ

ࣤ ࣭࣯ࣤ࣪࣬ࣥ ࣥ

ࣤ ࣮ࣤ࣪ࣳࣥ ࣥ

ࣤ ࣭ࣤ࣪ࣵࣥ ࣥ

ࣤ ࣱ࣭ࣤ࣪ࣥ ࣥ

ࣤ ࣰ࣭ࣤ࣪ࣥ ࣥ

उझणपथरऱठडࣜझयࣜ टफऩबझमडठࣜरफࣜ ःऀऌ

࣭࣬࣪ࣵ

࣭࣮࣪࣬

ࣲ࣬࣪ࣴ

ࣲ࣬࣪ࣳ

࣬࣪ࣳࣳ

ࣰ࣬࣪ࣳ

Ό΅ΒΓΝΖͥ͑͢͟͞ͺΟΥΖΣΟΒΥΚΠΟΒΝ͑ΔΠΞΡΒΣΚΤΠΟ͑ΠΗ͑ΘΠΧΖΣΟΞΖΟΥ͑΃͗͵͑ΓΦΕΘΖΥΎ _

438•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

ኟ 6H ]b BUh]cbU` F 8 ኟ" 6H ]b BUh]cbU` F 8

6H ]b BUh]cbU` F 8 ?cfYU BUh]cbU` F 8 =bjYghaYbh ]b 6H . =b h\Y gYWh]cb!VUgYX [cjYfbaYbh F 8 ]bjYghaYbh 6H Wcbh]biYg hc ]bWfYUgYg

ΌͷΚΘ͑ͣ͑͢͟͞ͶΤΥΚΞΒΥΚΠΟ͑ΠΗ͑ΔΙΒΟΘΖ͑ΥΣΖΟΕ͑ΚΟ͑ͽΠΟΘ͑ΒΟΕ͑ΞΚΕΕΝΖ͑ΥΖΣΞ͑ΤΖΔΥΚΠΟ͞ΓΒΤΖΕ͑ΘΠΧΖΣΟΞΖΟΥ͑΃͗͵͑ΚΟΧΖΤΥΞΖΟΥΎ ΄ΠΦΣΔΖͫ͑ͳ΅͑ΙΒΟΕΓΠΠΜ͑ΚΟ͑ͣͨ͡͡ XW

International Symposium on Land, Transport and Marine Technology•439

International Symposium on Land, Transport and Marine Technology

6H ]b BUh]cbU` F 8 ?cfYU BUh]cbU` F 8 =bjYghaYbh ]b 6H .. <][\Yf ViX[Yh ]bWfYUgY hfYbX ]g aU]bhU]bYX XYdYbX]b[ cb UWh]jY <][\Yf ViX[Yh ]bWfYUgY hfYbX ]g aU]bhU]bYX XYdYbX]b[ cb UWh]jY XYjY`cd]b[ dc`]Wm cZ [cjYfbaYbh

Ό΅ΒΓΝΖ͑ͣ͑͢͟͞ͳ΅͑ΚΟΧΖΤΥΞΖΟΥ͑ΡΖΣΗΠΣΞΒΟΔΖ͑ΠΗ͑ΘΠΧΖΣΟΞΖΟΥ͙‫͑ͥͪ׎‬ί͑‫͚ͧ͡׎‬Ύ ΄ΠΦΣΔΖͫ͑;ΒΛΠΣ͑ΤΥΒΥΚΤΥΚΔ͑ΞΒΥΖΣΚΒΝΤ͑ΠΗ͑ͳ΅͑ΚΟ͑ͣͩ͡͡

6H ]b BUh]cbU` F 8 ?cfYU BUh]cbU` F 8 =bjYghaYbh ]b 6H . H\Y F 6 ViX[Yh ]bWfYUgY fUh]c Ug WcadUfYX hc h\Y dYfZcfaUbWY ]bೣ$+ . H\Y F 6 ViX[Yh ]bWfYUgY fUh]c Ug WcadUfYX hc h\Y dYfZcfaUbWY ]b $+ kUg h\Y \][\Ygh ]b \YU`h\ UbX aYX]WU` WUfY &("% Zc``ck]b[ ]b Ub cfXYf cZ `]ZY gW]YbWY %("- U[fc!`]jYghcW_൪ZccX )"+ ͙ΦΟΚΥͫ͑ΞΚΝΝΚΠΟ͑ΨΠΟ͖͚͑͝

ईथढ ईथढडࣜ यटथडपटड

ऄडझनरतࣜझपठࣜ ऄडझनरत झपठ ऩडठथटझनࣜ टझमड

ऌडमढफमऩझपटडࣜ थपࣜᅷ࣬ࣳ ᅷ

ࣰࣱ࣮ ࣱࣲ࣭ ࣰࣱࣱࣲ࣮࣭ࣨ

ऌडमढफमऩझपटडࣜ थपࣜᅷ࣬ࣴ

ऑबࣜझपठࣜ ठफळपࣜमझरथफ

ࣽणमफࣩनथलडयरफटधࣜ झपठࣜढफफठ

अपठऱयरमवࣜबमफटडयय࣫ अपठऱयरमव बमफटडयय࣫ डपलथमफपऩडपरᇾऩझमथपडࣜ झपठࣜढथयतडमव

ࣾथफࣩढऱयथफप

ऐफरझन

ࣱࣲ࣭ ࣰࣰ࣯ ࣰࣰࣱࣲ࣭࣯ࣨ

࣯ࣵ ࣱࣵࣵ ࣱ࣯ࣵࣨࣵࣵ

ࣵࣳ ࣰ࣬ࣳ ࣰࣵࣳࣨ࣬ࣳ

ࣰࣴ ࣱ࣭ࣵ ࣰࣱ࣭ࣴࣨࣵ

ࣱࣲࣵ ࣮࣮࣯ ࣱࣲ࣮࣮࣯ࣵࣨ

࣮࣮࣭ࣵࣨ࣬࣬

ࣱ࣮࣮࣮࣬ࣨࣳ

࣯࣭ࣵࣵࣨࣳ

ࣱ࣮ࣵࣨࣵࣵ

࣮࣭ࣴࣳࣨ࣬

ࣰࣱࣲࣳࣳࣨࣴ

ࣰ࣭࣪ࣵ

ࣰ࣮࣭࣪

ࣱ࣪ࣳ

చࣰ࣮࣪

࣮࣪ࣵ

࣭࣭࣪ࣳ

Ό΅ΒΓΝΖ͑ͣͤ͑ͦ͑͟͞ΤΖΔΥΚΠΟΤ͞ΓΒΤΖΕ͑΃͗͵͑ΚΟΧΖΤΥΞΖΟΥ͑ΡΝΒΟ

440•2008국토해양 R&D 국제심포지엄

΄ΠΦΣΔΖͫ͑ͣͩ͑͡͡͝΃ΖΡΠΣΥ͑ΠΟ͑ͳ΅͑ΦΡΓΣΚΟΘΚΟΘ͑ΒΟΕ͑ΠΡΖΣΒΥΚΠΟ͑ΡΝΒΟ

DIVISION 6. Marine Biotechnology

6H ]b BUh]cbU` F 8 ?cfYU BUh]cbU` F 8 =bjYghaYbh ]b 6H . H\Y ) hYW\bc`c[]Yg VUgYX ]bjYghaYbh cZ h\Y bUh]cbU` 6H UddYUfg ]b . H\Y ) hYW\bc`c[]Yg!VUgYX ]bjYghaYbh cZ h\Y bUh]cbU` 6H UddYUfg ]b Ub cfXYf cZ `]ZY gW]YbWY '+"* \YU`h\ UbX aYX]WU` WUfY &*"( U[fc!`]jYghcW_ ൪ZccX %&", ]bXighfm dfcWYgg# Ybj]fcaYbh ൪aUf]bY %&

Ό΅ΒΓΝΖ͑ͣͣ͑͟͞΄ΥΒΥΦΤ͑ΠΗ͑ͦ͑ΥΖΔΙΟΠΝΠΘΪ͑ΤΖΔΥΚΠΟ͞ΓΒΤΖΕ͑ΚΟΧΖΤΥΞΖΟΥΎ ΄ΠΦΣΔΖͫ͑ͣͩ͑͡͡͝΃ΖΡΠΣΥ͑ΠΟ͑ͳ΅͑ΦΡΓΣΚΟΘΚΟΘ͑ΒΟΕ͑ΠΡΖΣΒΥΚΠΟ͑ΡΝΒΟ

6H ]b BUh]cbU` F 8 ?cfYU BUh]cbU` F 8 =bjYghaYbh ]b 6H .. HchU` -'$"( V]``]cb kcb ]bdih ]b h\Y [cjYfbaYbh gYWh]cb ]b HchU` -'$ ( V]``]cb kcb ]bdih ]b h\Y [cjYfbaYbh gYWh]cb ]b ਪ$, )", ]bWfYUgY Ug WcadUfYX hc h\Y dfYj]cig mYUf ͙ΦΟΚΥͫ͑ΞΚΝΝΚΠΟ͑ΨΠΟ͖͚͑͝ अपलडयरऩडपरࣜबनझपࣜथपࣜᅶ࣬ࣴ ࣿनझययथढथटझरथफप

ऐफरझन

ऌडमढफमऩझपटडࣜ ऌ ढ थपࣜᅶ࣬ࣳ

ऑबࣜझपठࣜ ऑब झपठ ठफळपࣜ मझरथफࣤ࣡ࣥ

࣯ࣴ ࣰࣱ࣭ ࣰࣱ࣯࣭ࣴࣨ

ࣱࣲ࣯ ࣮࣯ࣳ ࣱࣲ࣯࣮࣯ࣨࣳ

ࣲ࣯࣮ ࣰࣱࣵ ࣰࣱࣲ࣯࣮ࣨࣵ

࣭࣭ ࣳ ࣭࣭࣪ࣳ

ࣴ࣬࣬

ࣲ࣬࣬

࣮࣭ࣵࣨ࣬ࣵ

ࣰࣴࣨࣵࣴࣴ

ࣰࣴ࣪

ऎ࣢ऀ

ंझटथनथरवࣜझपठࣜ ढऱपठझऩडपरझनࣜ टफपयरमऱटरथफप

ऑबञमथपणथपणࣜ फढࣜऩझपबफळडम

उँएऐ

ࣱ࣯࣭ ࣵࣵࣳ ࣱ࣯࣭ࣨࣵࣵࣳ

࣭࣬ ࣳࣴࣵ ࣭࣬ࣨࣳࣴࣵࣜ

उअंࣽंं

ࣲ࣭ࣵ࣬ࣨࣵ

उइँ

ࣱ࣮ࣳࣳࣨࣴ

ࣰࣱࣱࣨ࣬ࣳ

ࣰ࣯࣬

࣭࣯࣮࣯࣯ࣨࣵ

ࣰࣰ࣭࣭ࣵࣨࣵ

చ࣯࣭࣪ࣴ

उअऄओࣽं

ࣲ࣭ࣳࣨࣵࣳࣵ

ࣩ

ࣲ࣭ࣳࣨࣵࣳࣵ

࣭࣮࣭ࣵࣨࣵ࣬

࣮࣯ࣵ࣪

उँ

ࣨ ࣮࣯࣯ࣴࣨ࣬

ࣩ

࣮࣯࣯ࣴࣨ࣬ ࣨ

ࣲ࣯ࣵࣨ࣬࣬ ࣨ

చࣰ࣮ࣳ࣪

उईऐउ

ࣱࣲ࣭࣯ࣴࣨ

ࣲ࣯࣭ࣨࣵࣴ

ࣩ

ࣱࣲ࣮࣭࣬ࣨ

࣭࣭࣭ࣨ࣬࣬

ࣱࣲ࣯

ऋरतडमय

࣭ࣴࣳࣨ࣬࣬

ࣱࣲࣲࣨࣵ

ࣩ

ࣱ࣯ࣵࣨࣳࣵ

࣯࣮ࣵࣨ࣬ࣴ

ࣲ࣬࣪

ऐ र न ऐफरझन

ࣲࣳࣴ ࣰࣱࣴ ࣰࣱࣲࣳࣴࣨࣴ

ࣰ࣭࣬ ࣯࣮ࣳ ࣰ࣭࣯࣮࣬ࣨࣳ

࣯ࣵ ࣰ࣭ࣴ ࣰ࣯࣭ࣵࣨࣴ

࣯ࣵ࣬ ࣯࣮ࣵ ࣯࣯࣮ࣵ࣬ࣨࣵ

ࣴࣳࣵ ࣮ࣵࣳ ࣮ࣴࣳࣵࣨࣵࣳ

ࣱ ࣴ ࣱ࣪ࣴ

Ό΅ΒΓΝΖ͑ͣͥ͑͟͞;ΚΟΚΤΥΣΪ͞ΓΒΤΖΕ͑ΚΟΧΖΤΥΞΖΟΥ͑ΥΠΥΒΝ͑ΡΝΒΟ͑ΚΟ͑ͣͩ͡͡Ύ X[

΄ΠΦΣΔΖͫ͑ͣͩ͑͡͡͝΃ΖΡΠΣΥ͑ΠΟ͑ͳ΅͑ΦΡΓΣΚΟΘΚΟΘ͑ΒΟΕ͑ΠΡΖΣΒΥΚΠΟ͑ΡΝΒΟ

International Symposium on Land, Transport and Marine Technology•441

International Symposium on Land, Transport and Marine Technology

6H ]b BUh]cbU` F 8 AUf]bY!6H Uacb[ h\Y BUh`" 6H F 8 =bjYghaYbh . G][b]Z]WUbh ]bWfYUgY cZ ViX[Yh ]b AUfh]aY UbX `]ZY hYW\bc`c[m XYjY`cdaYbh dfc^YWh Zcf aUl]a]n]b[ U gmghYaUh]W aUbU[YaYbh cZ AUf]bY cf[Ub]ga fYgcifWYg UbX YWcbca]W Udd`]WUh]cb jU`iYg

1.8Bil

¾ + V]``]cb kcb ]bWfYUgY ]b AUf]bY `]ZY hYW\bc`c[m XYjY`cdaYbh gYWh]cb [m d ¾ 7\Ub[Y ]b XYhU]`YX hYW\bc`c[m gmghYa ]bW`iX]b[ AUf]bY `]ZY hYW\bc`c[m YlWYdh Zcf h\fYY fYgYUfW\ hYUag cZ AUf]bY V]c &% h\fYY fYgYUfW\ hYUag cZ AUf]bY V]c &% Vig]bYgg

1.1Bil

Cf][]b _Ym hYW\bc`c[mਠbYk aUhYf]U` ਠbYk aYX]WU` aYX]W]bYਠcf[Ub]ga dfcWYgg ]bZfUghfiWhifY WcbghfiWh]cbਠZ]g\Yfm ZccX

2007’

2008’

[ Ybj]fcbaYbh UbX cf[Ub]ga fYgcifWY

6H ]b BUh]cbU` F 8 AUf]bY!6H Uacb[ h\Y BUh`" 6H F 8 =bjYghaYbh .. H\Y hYW\bc`c[m dckYf ]b U`` gYWh]cbg YlWYdh Zcf U[f]Wi`hifY H\Y hYW\bc`c[m dckYf ]b U`` gYWh]cbg YlWYdh Zcf U[f]Wi`hifY UbX ZccX gYWh]cbg Wcbh]biYg hc ]bWfYUgY ˀ =bXighfm dfcWYgg#Ybj]fcbaYbh൪aUf]bY UbX Z]g\Yfm gYWh]cb \Ug h\Y ()h\ hYW c c[m dckY YjY hYW\bc`c[m dckYf `YjY` ]b h\Y kcf`X h Y kc X

ΌͷΚΘ͑ͣͣ͑͟͟͞ͶΤΥΚΞΒΥΚΠΟ͑ΠΗ͑ΤΖΔΥΚΠΟ͞ΓΒΤΖΕ͑ΘΠΧΖΣΟΞΖΟΥ͑΃͗͵͑ΚΟΧΖΤΥΞΖΟΥ͑ΔΙΒΟΘΖ͑ΗΠΣ͑ΝΠΟΘ͑ΒΟΕ͑ΞΚΕΕΝΖ͑ΥΖΣΞΤΎ X]

442•2008국토해양 R&D 국제심포지엄

΄ΠΦΣΔΖͫ͑;ΒΛΠΣ͑ΤΥΒΥΚΤΥΚΔΒΝ͑ΞΒΥΖΣΚΒΝΤ͑ΠΗ͑ͳ΅͑ΚΟ͑ͣͩ͡͡

DIVISION 6. Marine Biotechnology

አ AUf]bY!6H አ" AUf]bY 6H =bjYghaYbh =bjYghaYbh

AUf]bY!6H =bjYghaYbh AUf]bY GW]YbWY F 8 =bjYghaYbh ]b ( BUh]cbg . H\Y ]bjYghaYbh cZ h\Y aUf]bY gW]YbWY UbX hYW\bc`c[m Ug WcadUfYX hc aU^cf Wcibhf]Yg ]g jYfm `ck ͙ͺΟ͚͑ͣͨ͡͡

ΌͷΚΘ͑ͤ͑͟͢͟͞ͳΦΕΘΖΥ͑ΚΟΧΖΤΥΞΖΟΥ͑ΤΥΒΥΦΤ͑ΠΗ͑;ΒΣΚΟΖ͑͝ΤΔΚΖΟΔΖ͑ΒΟΕ͑ΥΖΔΙΟΠΝΠΘΪ͑ΒΤ͑ΔΠΞΡΒΣΖΕ͑ΥΠ͑ΞΒΛΠΣ͑ΔΠΦΟΥΣΚΖΤΎ

΄ΠΦΣΔΖͫ͑͵ΖΡΒΣΥΞΖΟΥ͑ΠΗ͑ΝΒΟΕ͑ΒΟΕ͑ΞΒΣΚΟΖ͑ΡΠΝΚΔΪ͑͝ΙΥΥΡͫ͠͠ΞΒΣΚΟΖ͟ΞΝΥΞ͟ΘΠ͟ΜΣ͑ X_

International Symposium on Land, Transport and Marine Technology•443

International Symposium on Land, Transport and Marine Technology

AUf]bY!6H =bjYghaYbh AUf]bY GW]YbWY F 8 =bjYghaYbh ]b ?cfYU AUf]bY GW]YbWY F 8 =bjYghaYbh ]b ?cfYU . H\Y aUf]bY F 8 ViX[Yh Uacb[ h\Y bUh]cbU` F 8 ViX[Yh cZ %$ hf]``]cb ,$$ V]``]cb kcb ]g &%$"+ V]``]cb kcb k\]W\ ]g U``cWUhYX hc h\Y a]b]ghfm cZ `UbX UbX aUf]bY UZZU]fg UbX h\Y a]b]ghfm cZ U[f]Wi`hifU` m [ Z]g\Yfm UbX ZccX Vm m m %"& UbX $", " . =b WUgY cZ h\Y aUf]bY F 8 UbbiU` ]bjYghaYbh Uacibh ]h ]bWfYUgYX '") h]aYg Zcf , mYUfg UbX ]h \Ug U \][\ ]bWfYUgY fUhY cZ %*"- ]b UbbiU` UjYfU[Y" UjYfU[Y Ό΅ΒΓΝΖ͑ͤ͑͢͟͞͵ΚΞΖΟΤΚΠΟ͑ΠΗ͑ΞΒΣΚΟΖ͑΃͗͵͑ΓΦΕΘΖΥΎ ऊझरथफपझनࣜऎ࣢ऀࣜञऱठणडर

उझमथपडࣜऎ࣢ऀࣜञऱठणडर

ࣾऱठणडरࣜफढࣜरतडࣜऩथपथयरमवࣜफढࣜनझपठࣜ झपठࣜऩझमथपडࣜझढढझथमय

ࣾऱठणडरࣜफढࣜरतडࣜऩथपथयरमवࣜफढࣜझणमथटऱनरऱमझनࣨࣜ ढथयतडमवࣜझपठࣜढफफठ

࣭࣬ ࣭࣬ࣜरमथननथफपࣱࣲࣜࣴࣵ࣪ࣜञथननथफपࣜ र थननथ ࣱࣴࣵ ࣲ ञथननथ ळफप

࣮࣭࣬࣪ࣜࣳࣜञथननथफपࣜळफप࣭ࣤ࣪ࣵ࣡ࣥ

ࣰ࣭࣮ࣳ࣪ࣜञथननथफपࣜळफप࣭࣮ࣤ࣪࣡ࣥ

࣯࣯ࣴ࣪ࣜࣜञथननथफपࣜळफपࣤ࣬࣪ࣴ࣡ࣥ

Ό΅ΒΓΝΖ͑ͤͣ͑͟͞;ΒΣΚΟΖ͑΃͗͵͑ΒΟΟΦΒΝ͑ΚΟΧΖΤΥΞΖΟΥ͑ΤΥΒΥΦΤΎ

΄ΠΦΣΔΖͫ͑͵ΖΡΒΣΥΞΖΟΥ͑ΠΗ͑ΝΒΟΕ͑ΒΟΕ͑ΞΒΣΚΟΖ͑ΡΠΝΚΔΪ͑͝ΙΥΥΡͫ͠͠ΞΒΣΚΟΖ͟ΞΝΥΞ͟ΘΠ͟ΜΣ͑

AUf]bY!6H =bjYghaYbh BUh]cbU` AUf]bY!6H F 8 =bjYghaYbh . A]b]ghfm!VUgYX ]bjYghaYbh ghUhig ]b AUf]bY `]ZY hYW\bc`c[m $&r$* ऊझऩडयࣜफढࣜ ऩथपथयरमथडय

࣮࣮࣬࣬

࣮࣯࣬࣬

ࣰ࣮࣬࣬

ࣱ࣮࣬࣬

ࣲ࣮࣬࣬

ࣽऩफऱपर

ऌडमटडपरझणडࣤ࣡ࣥ

ࣽऩफऱपर

ऌडमटडपरझणडࣤ ࣡ࣥ

ࣽऩफऱपर

ऌडमटडपरझणडࣤ ࣡ࣥ

ࣽऩफऱपर

बडमटडपरझणडࣤ ࣡ࣥ

ࣽऩफऱपर

ऌडमटडपरझणडࣤ ࣡ࣥ

उथपथयरमवࣜफढࣜ एटथडपटडࣜझपठࣜ रडटतपफनफणव

ࣲࣲ࣮ࣨࣵ

ࣲ࣮࣪ࣵ

࣭࣯ࣨࣳ࣬

࣭ࣳ࣪ࣴ

ࣱ࣯࣭࣯ࣨ

࣮࣬࣪ࣳ

ࣰࣰ࣬

ࣰ࣮࣪

ࣱ࣮ࣨࣵࣴ

࣭ࣳ࣪࣬

उथपथयरमवࣜफढࣜ ँठऱटझरथफप

ࣱ࣯࣬

࣯࣮࣪

࣭࣯࣬

ࣰ࣭࣪

ࣱ࣬ࣳ

࣯࣪࣬

ࣱ࣯࣬

࣮࣪ࣳ

ࣱ࣯ࣨࣳ࣬

࣭࣮࣬࣪

࣯࣭

࣯࣬࣪

࣭ࣴ࣬

࣭࣪ࣵ

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣰ࣯࣬

࣬࣪ࣵ

࣭࣯ࣴ

࣭࣪ࣳ

ࣰࣱ࣭

ࣱ࣭࣪

ࣱࣱ

࣯࣬࣪

ࣩ

࣬࣪࣬

࣭࣭ࣳ

ࣱ࣬࣪

ࣲࣵࣵ

ࣴ࣪ࣴ

ࣲ࣭ࣴ

ࣱࣴ࣪

ࣲ࣭ࣴ

ࣱ࣭࣪

ࣲ࣯ࣨࣳࣴ

࣮࣯࣬࣪

࣯࣯࣯ࣴࣨ

࣮࣯࣪ࣴ

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣱ࣬

࣯࣬࣪

ࣩ

࣬࣪࣬

ࣰ࣭࣬

࣬࣪ࣵ

ࣩ

࣬࣪࣬

ࣳࣴ

ࣱ࣬࣪

ࣱࣱࣳ

࣯࣭࣪

࣭࣯ࣵ

ࣲ࣮࣪

ࣱࣲࣨ࣬ࣴ

ࣱࣱ࣭࣪

ࣲ࣮࣭ࣨࣳ

ࣱࣱࣲ࣪

࣭࣭࣭ࣨࣵࣴ

ࣰࣳ࣬࣪

ࣲࣲ࣭࣯࣮ࣨ

࣭࣮ࣳ࣪

ࣰࣰࣱ࣭࣮ࣨ

ࣰࣲ࣯࣪

ऋढढथटडࣜफढࣜ ःफलडमपऩडपरࣜ बफनथटवࣜ टफफबडमझरथफप उथपथयरमवࣜफढࣜ ࣽणमथटऱनरऱमडࣜझपठࣜ ढफमडयरमव उथपथयरमवࣜफढࣜ ओडनढझमड उथपथयरमवࣜफढࣜ व धपफळनडठणडࣜ डटफपफऩव इफमडझࣜढफफठࣜझपठࣜ ठमऱणࣜ झठऩथपथयरमझरथफप एऩझननࣜझपठࣜ ऩडठथऱऩࣜञऱयथपडययࣜ झठऩथपथयरमझरथफप उथपथयरमवࣜफढࣜ उझमथपडࣜझपठࣜ ढथयतडमव उथपथयरमवࣜफढࣜ ँपलथमफपऩडपर

ࣰࣲ࣯

࣯࣭࣪

࣯࣯࣬

ࣰ࣯࣪

ࣩ

࣬࣪࣬

ࣩ

࣬࣪࣬

ࣰࣱࣵ

ࣰ࣭࣪

ऐफरझन

ࣰ࣭࣭࣯ࣨ࣬

࣭࣬࣬࣪࣬

ࣱࣱࣵࣨࣳ

࣭࣬࣬࣪࣬

ࣲ࣭࣯࣮ࣨࣵ

࣭࣬࣬࣪࣬

ࣲ࣭࣮ࣴࣨ࣬

࣭࣬࣬࣪࣬

ࣰࣱ࣯ࣨࣵࣴ

࣭࣬࣬࣪࣬

΄ΠΦΣΔΖͫ͑΁ΝΒΟΖΕ͑ΣΖΤΖΒΣΔΙ͑ΗΠΣ͑ΔΠΞΡΣΖΙΖΟΤΚΧΖ͑ΞΒΟΒΘΖΞΖΟΥ͑ΠΗ͑ΞΒΣΚΟΖ͑ΒΟΕ͑ΝΚΗΖ͑ΣΖΤΠΦΣΔΖ͑ΚΟ͑ͣͩ͑͡͡͝;ΚΟΚΤΥΣΪ͑ΠΗ͑ΝΒΟΕ͑ΒΟΕ͑ΞΒΣΚΟΖ͑ΒΗΗΒΚΣΤ YW

444•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

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AUf]bY!6H =bjYghaYbh Dc`]Wm X]fYWh]cb ]b h\Y gYWh]cb cZ XcaYgh]W UbX cjYfgYU aUf]bY `]ZY hYW\bc`c[m Dc`]Wm ]b AUf]bY!6H ! Dc`]Wm ]b h\Y gYWh]cb cZ aUf]bY `]ZY hYW\bc`c[m Dc`]Wm ]b h\Y gYWh]cb cZ aUf]bY `]ZY hYW\bc`c[m . H\Y &bX `]ZY hYW\bc`c[m Vf]b[]b[ id VUg]W dÙb ଘ$+ rଘ%' gi[[Yghg h\Y `]ZY hYW\bc`c[m Vf]b[]b[ id dc`]Wm X]fYWh]cb UbX [i]XY Vm aUbU[]b[ h\Y dÙb cZ fYÙhYX a]b]ghf]Yg ! =b h\Y dÙb cf[Ub]nYX Vm h\Y a]b]ghfm cZ aUf]bY UbX Z]g\Yfm aUf]bY V]c &% Vig]bYgg dfcach]cb dÙb aUf]bY UbX Z]g\Yfm XYjY`cdaYbh VUg]W dÙb UbX aUf]bY gW]YbWY hYW\bc`c[m XYjY`cdaYbh kYfY gYh VUgYX cb h\Y aUf]bY Z]g\Yfm XYjY`cdaYbh VUg]W Ùk" ! Giddcfhg Zcf Udd`]YX fYgYUfW\Yg ]b dfcXiWh]cb cZ igYZi` aUhYf]U`g ig]b[ Giddcfhg Zcf Udd`]YX fYgYUfW\Yg ]b dfcXiWh]cb cZ igYZi` aUhYf]U`g ig]b[ aUf]bY cf[Ub]ga UbX XYjY`cdaYbh UbX dfcXiWh]cb cZ aUf]bY V]c bYk aYX]W]bY UbX ZccX aUhYf]U` ! Giddcfhg Zcf VUg]W fYgYUfW\Yg cZ [iUfUbhYY G h Z V ] \ Z h UbU`mg]g ` ] igY UbX dfYgYfjUh]cb cZ X h] Z igYZi` [YbY cZ aUf]bY gYWh]cb UbX Udd`]YX fYgYUfW\Yg cZ VfYYX]b[ UbX ]adfcjYaYbh cZ aUf]bY cf[Ub]ga ! HYW\bc`c[m XYjY`cdaYbh Zcf aUf]bY Ybj]fcbaYbh dfYgYfjUh]cb UbX fYWcjYfm hYW\bc`c[m UbX Vf]b]b[ id UbX XYjY`cdaYbh cZ fYgYUfW\ cf[Ubg YY

International Symposium on Land, Transport and Marine Technology•445

International Symposium on Land, Transport and Marine Technology

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ऌडमढफमऩझपटडࣜ थपࣜᅶ࣬ࣳ ࣤऩथननथफपࣥ

ऌनझपࣜथप࣮ࣜ࣬࣬ࣴ ࣤऩथननथफपࣥ

࣭࣭ࣨ࣬࣬࣬ࣜ ࣨ ࣨ࣬࣬ࣜ

ࣱ࣭࣮࣭࣯ࣨࣜ ࣭࣮ ࣱ࣭࣯ ࣭࣯ࣨ࣬࣬ࣜ ࣮࣯ࣨ࣬࣬ࣜ ࣮ ࣮࣬࣬ ࣮࣮ࣨ࣬࣬ࣜ ࣳ࣬࣬ࣜ ࣲ࣮࣭ࣴࣨࣴࣜ ࣯ࣨࣴ࣬࣬ࣜ

࣭࣭࣭ࣨ࣬࣬

ࣱࣲ࣮࣭࣬ࣨ

ૐ उझमथपडࣜञथफ࣮࣭ࣜࣜञऱयथपडयय ૐ ईउऋࣜतझमऩढऱनपडययࣜडऴझऩथपझरथफपᇾडलझनऱझरथफपᇾटफऱपरडमࣩरडटतपफनफणव ૐ उझमथपडࣜडपलथमफपऩडपरࣜमडटफलडमवࣜरडटतपफनफणवࣜठडलडनफबऩडपरࣰࣤࣜयऱञदडटरयࣥ ૐ उझमथपडࣜडटफयवयरडऩࣜञझयथटࣜयऱमलडवࣜझपठࣜटफझयरझनࣜऩझमयतࣜयऱमलडवࣨࣜमडयडझमटत࣯ࣜࣤࣜयऱञदडटरयࣥࣜ उझमथपड डटफयवयरडऩ ञझयथट यऱमलडव झपठ टफझयरझन ऩझमयत यऱमलडव मडयडझमटत ࣯ࣤ यऱञदडटरयࣥ ૐ उझमथपडࣜफमणझपथयऩࣜठथलडमयथरवࣜमडयडझमटतࣜञऱयथपडयय࣯ࣜࣤࣜयऱञदडटरयࣥࣜ ૐ ऊझरथफपझनࣜऩझमथपडࣜफमणझपथयऩࣜमडयफऱमटडࣜटडपरडमࣜथयࣜयऱबबफमरडठ ૐ उझमथपडࣜञथफࣩटफऩबझपवࣜढफऱपठझरथफपࣜयऱबबफमरࣜटडपरडमࣜझपठࣜऩझमथपडࣜफमणझपथयऩࣜमडयडझमटतࣜटडपरडम࣮ࣜࣤࣜ टडपरडमयࣥ झमड यऱबबफमरडठ टडपरडमयࣥࣜझमडࣜयऱबबफमरडठ एऩझननࣜरफरझन ΌͷΚΘ͟ ͤͣ͟͞ ΌͷΚΘ͑ͤ͟ ͣ͑͟ͳΦΤΚΟΖΤΤ ͳΦΤΚΟΖΤΤ͞ΓΒΤΖΕ ΓΒΤΖΕ͑ΚΟΧΖΤΥΞΖΟΥ͑ΡΝΒΟ͑ΚΟ͑ͣͩ͑͡͡ΠΗ͑ΥΙΖ͑ΞΚΟΚΤΥΣΪ͑ΠΗ͑ΝΒΟΕ͑ΒΟΕ͑ΞΒΣΚΟΖ͑ΒΗΗΒΚΣΤΎ ΚΟΧΖΤΥΞΖΟΥ ΡΝΒΟ ΚΟ ͣͩ͡͡ ΠΗ ΥΙΖ ΞΚΟΚΤΥΣΪ ΠΗ ΝΒΟΕ ΒΟΕ ΞΒΣΚΟΖ ΒΗΗΒΚΣΤΎ

΄ΠΦΣΔΖͫ͑΃ΖΡΠΣΥ͑ΠΗ͑ͽΚΗΖ͑ΥΖΔΙΟΠΝΠΘΪ͑ΓΣΚΟΘΚΟΘ͑ΦΡ͑ΠΡΖΣΒΥΚΠΟ͑ΡΝΒΟ͑ΚΟ͑ͣͩ͡͡ YZ

AUf]bY!6H =bjYghaYbh

BUh]cbU` `YjY` ]b AUf]bY!6H ऀथढढडमडपटडࣜथपࣜ रडटतपफनफणव ࣤवडझमࣥ

एरझपठझमठࣜफढࣜ रडटतपफनफणव ࣤ࣡ࣥ

࣭࣬

ࣰ࣯

एबडटथडयࣜठथलडमयथरवࣜफढࣜऩझमथपडࣜ फमणझपथयऩࣜझपठࣜबफययथञनडࣜ ण ब ठडलडनफबऩडपरࣜफढࣜतथणतࣜलझनऱडठࣜ पफपࣩडऴबनफमडठࣜमडयफऱमटड

ࣾऐࣜमडयडझमटतࣜटफयरࣜ झपठ ळडझध झपठࣜळडझधࣜ थपढमझयरमऱटरऱमडࣜ

उझमथपडࣜफमणझपथयऩࣜणडपडࣜ झपठࣜऱयडढऱनࣜऩझरडमथझनࣜ झबबनवथपणࣜरडटतपफनफणवࣜ ठडलडनफबऩडपर

अपठऱयरमथझनथशझरथफपࣜफढࣜ ञथफनफणथटझनࣜझटरथलझरथफपࣜ ञथफनफणथटझन झटरथलझरथफप यऱञयरझपटड

ऑयडढऱनࣜऩझमथपडࣜ फमणझपथयऩࣜ णऱझमझपरडडࣜ रडटतपफनफणव

ࣰ

ࣳ࣬

ऩझमथपडᇾढथयतडमवࣜफमणझपथयऩࣜ झभऱझटऱनरऱमडࣨࣜटऱनरऱमथपणࣜ रडटतपफनफणव

ऊफपࣩयऱबबफमरࣜफढࣜ मडयडझमटतࣜढझटथनथरवࣜ झपठࣜऩझपबफळडम

उझमथपडࣜफमणझपथयऩ उझमथपडࣜथपलडमरडञमझरड उझमथपडࣜझनणझड

उझरडमथझनयࣜढफमࣜऩडठथटझनࣜ ऩडठथटथपड

ऄथणतࣜयबडडठࣜ ञथफनफणथटझनࣜ झटरथलझरथफपࣜ यडझमटतࣜ रडटतपफनफणव

࣯

ࣴ࣬

ःडपडࣜऩझरडमथझनࣜटफऩञथपथपणࣜ रडटतपफनफणव उफनडटऱनझमࣜऩझमधडमࣜरडटतपफनफणव

ईडययࣜथपलडयरऩडपरࣜठऱडࣜ रफࣜबफफमࣜमडटफणपथरथफप

ँढढडटरथलडࣜयऱञयरझपटडࣜ यडझमटतࣜढफमࣜऩडरझञफनथयऩࣨࣜ थऩऩऱपथरवࣨࣜथपढडटरथफपࣜ ठथयडझयडࣜटऱमथपणࣜझणडपर

ࣿमडझरथलडࣜऩझमथपडࣜञथफࣜपडळࣜ ऩडठथटथपड ँढढडटरथलडࣜयऱञयरझपटडࣜ ठडलडनफबऩडपर

ँढढडटरथलड ँढढडटरथलडࣜ यऱञयरझपटडࣜ डऴरमझटरथफपࣜ रडटतपफनफणव

ࣱ

ࣱࣲ

ࣽठलझपटडठࣜथपयरमऱऩडपरࣜ ࣽठलझपटडठ थपयरमऱऩडपर थपढमझयरमऱटरऱमडࣜरतमफऱणतࣜ डऴबडपयथलडࣜडभऱथबऩडपरࣜयऱबबफमरࣜ ञऱयथपडयय

ऌफफमࣜञझयथटࣜऩझपबफळडमࣜ रमझथपथपणࣜथपलडयरऩडपर

ࣾथ न थ न ࣾथफनफणथटझनࣜझटरथलझरथफपࣜ थ थ यऱञयरझपटडࣜयरमऱटरऱमडࣜ झपझनवयथय

अपपफलझरथलडࣜऩझमथपडࣜञथफࣜपडळࣜ अ थ थ ञथ ऩडठथटथपडࣜनडझठथपणࣜ यऱञयरझपटडࣜथपलडपरथफप

ईडझठथपणࣜ यऱञयरझपटडࣜ ठडलडनफबऩडपरࣜ रडटतपफनफणव

ࣳ

ࣲ࣬

ओफमनठळथठडࣜबमडࣩयवपरतडयथयࣜ रडटतपफनफणव

ईडययࣜबफनथटवࣜढफमࣜझननࣜ यवपरतडयथयࣜयडटरथफपय

ईडझठथपणࣜयऱञयरझपटडࣜ फबरथऩथशझरथफप

ओफमनठࣩनडझठथपणࣜऩझमथपडࣜञथफࣜ पडळࣜऩडठथटथपडࣜटझपठथठझरडࣜ यऱञयरझपटडࣜडऴरमझटरथफप यऱञयरझपटड डऴरमझटरथफप

ऌमडࣩटनथपथटࣜ ᇾटनथपथटࣜ रडटतपफनफणव

࣯

ࣱࣲ

ँपफऱणतࣜटनथपथटࣜडऴबडमथडपटडࣨࣜ डऴटडननडपरࣜऩझपबफळडम

ईडययࣜबमडࣩटनथपथटࣜझपठࣜ टनथपथटࣜ थपढमझयरमऱटरऱमडࣜझयࣜ टफऩबझमडठࣜरफࣜ झठलझपटडठࣜटफऱपरमथडय

ऀथयडझयडࣩञझयडठࣜबमडࣩ टनथपथटࣜझपठࣜटनथपथटࣜ मडयडझमटत

ओफमनठࣩनडझठथपणࣜऩझमथपडࣜञथफࣜ पडळࣜऩडठथटथपडࣜठडलडनफबऩडपर

उझदफमࣜरडटतपफनफणवࣜयडटरथफप

उझमथपड

उझमथ ࣩपडࣜ ञथ ञथफࣜ पडळࣜ ऩडठथ ࣩ टथपड

446•2008국토해양 R&D 국제심포지엄

ऐडटतपफनफणवࣜटफऩबझरथञथनथरवࣜफढࣜइफमडझ एरमफपणࣜबफथपर

उझदफमࣜमडयडझमटतࣜयडटरथफप

ओडझधࣜबफथपर

ࣾमथणतरࣜबमफयबडटरࣜयडटरथफपࣜथपࣜ ऊडळࣜरडटतपफनफणव

DIVISION 6. Marine Biotechnology

ኡ AUf]bY!6H GhfUhY[m Dc`]Wm ኡ" AUf]bY!6H GhfUhY[m Dc`]Wm

AUf]bY!6H GhfUhY[m Dc`]Wm 8caYgh]W aUf]bY `]ZY hYW\bc`c[m F 8 dfcV`Yag UbX ]adfcjYaYbhg ˀ =h gYYag h\Uh Uàcgh aUf]bY `]ZY hYW\bc`c[m fYgYUfW\Yg VY]b[ XcbY Z Vm UXjUbWYX Wcibhf]Yg UfY ibXYf kUm UZhYf ਪAUf]bY gW]YbWY hYW\bc`c[m AH XYjY`cdaYbh dÙb ]b &$$(ਫ Vih h\YfY ]g U hYW\bc`c[m X]ZZYfYbWY WcffYgdcbX]b[ hc )+ ) cZ h\Y hYW\bc`c[m hYW\bc`c[m X]ZZYfYbWY WcffYgdcbX]b[ hc )+") cZ h\Y hYW\bc`c[m ghUbXUfX cZ UXjUbWYX Wcibhf]Yg cf h\YfY ]g U )!mYUf cf acfY X]ZZYfYbWY ]b hYW\bc`c[]Yg" ˀ 5`cb[ k]h\ h\Y hYW\bc`c[m X]ZZYfYbWY ?cfYU \Ug U ViX[Yh X]aYbg]cb k\]W\ ]g %#' cZ h\Y IG5 UbX >UdUb Ug kY`` Ug 7\]bU YjYb Ug WcadUfYX hc U`` aUf]bY!fYÙhYX ViX[Yh cZ U`` a]b]ghf]Yg ]bWìX]b[ h\Y ] ] h Z h\ ` X X ] ZZ ] a]b]ghfm cZ h\Y ÙbX UbX aUf]bY UZZU]fg"

Since the investment is so poor as compared to a limitless value of the marine life technology, ¾the government is needed to largely increase the investment. Y]

International Symposium on Land, Transport and Marine Technology•447

International Symposium on Land, Transport and Marine Technology

AUf]bY!6H GhfUhY[m Dc`]Wm DfcdcgU`g Zcf ]bjYghaYbh X]fYWh]cb UbX dc`]Wm . H\Y aUf]bY `]ZY ]bXighfm ]g ]bhYbg]jY`m XYjY`cdYX Ug U &%7 H\ ] `]Z ] X ] ] ] ` X ` X &%7 bUh]cbU` ghfUhY[m ]bXighfm gYWh]cb" ˀ =h ]g YjUìUhYX h\Uh h\Y aUf]bY `]ZY hYW\bc`c[m ]g cbY cZ h\Y acgh ]bhYfYgh]b[ bYk hYW\bc`c[]Yg Ug \Uj]b[ Ub UjYfU[Y UbbiU` [fckh\ fUhY cZ '", ]b &$$)r&$$- UbX U hchU` [fckh\ fUhY cZ &( " ` \ Z &( Y [cjY Y h g ci X giddc h U X XYjY cd h Y ˀ H\Y [cjYfbaYbh g\ci`X giddcfh UbX XYjY`cd h\Y aUf]bY `]ZY ]bXighfm ]b jUf]cig gYWh]cbg VUgYX cb jUf]cig XYjY`cdaYbh dÙbg UbX g\ci`X W\Ub[Y U Z]g\Yfm ZccX YbhYfdf]gY hc U \][\ jUìY UXXYX aUf]bY m d V]c ]bXighfm UbX g\ci`X YbZcfWY U WcaV]bYX UWh]j]hm cZ ]bXighfm UWUXYam UbX fYgYUfW\ k\]`Y dYfZcfa]b[ U acfY UWh]jY fc`Y Zcf ]bjYgh]b[ jUf]cig diV`]W gYWh]cbg UbX WcbghfiWh]b[ ]bZfUghfiWhifY" Y^

AUf]bY!6H GhfUhY[m Dc`]Wm DfcdcgU`g Zcf ]bjYghaYbh X]fYWh]cb UbX dc`]Wm • The investment is need to be increased 26 26.7% 7% in annual average until ‘09~’13 for a marine R&D investment expansion and efficiency enhancement, and it has to be expanded 429.6 billion won in 2013. ˀ

H\Yਪ$- ViX[Yh d`Ub ]g bYYX hc VY gYh Vm Udd`m]b[ U fYgi`h cZ h\Y F 8 dYfZcfaUbWY YjU`iUh]cb"

H\Y ]bWfYUgY ]b h\Y aUf]bY `]ZY hYW\bc`c[m Vig]bYgg YlWY``Ybh ]g gYh Ug U H\Y ]bWfYUgY ]b h\Y aUf]bY `]ZY hYW\bc`c[m Vig]bYgg YlWY``Ybh ]g gYh Ug U VUg]W ]bjYghaYbh ]b U ViX[Yh d`Ub"

• The marine life technology is a knowledge intensive industry, so it is needed to supply more high level manpower for thereby decreasing uncertainty in the future while producing a value added profit. ˀ

=h ]g bYYXYX hc aU_Y U fYgYUfW\ UbX XYjY`cdaYbh Ybj]fcbaYbh Vm XYjY`cd]b[ U dfcdYf fYgYUfW\ dfc[fUa ]b U a]XX`Y UbX `cb[ hYfa dÙb Zcf h\YfYVm gh]aiÙh]b[ U fYgYUfW\Yfਫg ]bhYbh]cb UbX XYg]fY" =h ]g bYYXYX hc aU_Y U WYfhU]b ]bjYghaYbh WUd]hU` Vm dYfZcfa]b[ U gcW]U` UbX =h ]g bYYXYX hc aU_Y U WYfhU]b ]bjYghaYbh WUd]hU` Vm dYfZcfa]b[ U gcW]U` UbX YWcbca]WU` YZZYWh YjUìUh]cb VUgYX cb U fYgYUfW\ UbX XYjY`cdaYbh cZ h\Y aUf]bY `]ZY hYW\bc`c[m gc Ug hc ]bXiWY U W]j]` YbhYfdf]gY k\]`Y g\ck]b[ U j]giU` YZZYWh"

448•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

AUhYf]U`g Zcf FYZYfYbWY ! 9ldc&$%& MYcgi ?cfYU

D`UWY. BYk dcfh ]b MYcgi W]hm

DYf]cX. 5i[" %& DYf]cX. 5i[ %& &$%& r AUm %& &$%& r AUm %& &$%& &$%& ' acbh\g ' acbh\g 9gh]aUhYX j]g]hcfg. , a]``]cb dYfgcbg Zfca UVcih %$$ Wcibhf]Yg GiV^YWhg. H\Y `]j]b[ CWYUb UbX 7cUgh HchU` UfYU. %"+(a]``]cbౣ 9ZZYWhg UZhYf <cgh]b[. DfcXiWh]cb cZ %$ hf]``]cb kcb jU`iY UXXYX dfcXiWh]cb cZ ( hf]``]cb kcb Yad`cm]b[ YZZYWh cZ -$ h\cigUbX dYfgcbg

AUhYf]U`g Zcf fYZYfYbWY! bYk [fckh\ Xf]j]b[ ZcfWY

GYd" && &$$,ਪFib hc h\Y ZihifY bYk [fckh\ Xf]j]b[ ZcfWY fYdcfh YjYbhਫ

* aU^cf gYWh]cb && bYk [fckh\ Xf]j]b[ ZcfWY j]g]cb UbX XYjY`cdaYbh ghfUhY[m -- hf]``]cb kcb ]bjYghaYbh Zcf ) mYUfg hc && bYk [fckh\ Xf]j]b[ ZcfWY 6 major section

22 new growth driving forces

Energy· Environment(6)

Non-pollution coal energy, marine bio fuel, solar cell, carbon dioxide recovery and recycle for use, fuel cell development system, nuclear plant

Transport(2)

Green Car, ships·marine system

New IT (5)

semiconductor,, display, p y, newt g generation wireless communication,, LED lighting, RFID/USN

Fusion(Neo) Tech. ((4))

robot, new material·nano fusion, IT fusion system, broadcast communication fusion media

Bio(1)

Bio new medicine and medical instrument

Knowledge Services(4) S i (4)

Culture contents, software, design, Healthcare

International Symposium on Land, Transport and Marine Technology•449

International Symposium on Land, Transport and Marine Technology

450•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Recent Challenge of Marine Diotechnology in Japan

Tadashi Matsunaga Tokyo University of Agriculture and Technology

Abstract Over the past three decades, we have experienced remarkable progress of biofuel development. In the 1970s, there was a biofuel boom triggered by the oil crunch. Bioconversion process for the production of methane, ethanol or hydrocarbon as an alternate energy was intensively investigated by using marine photosynthetic organisms. These efforts offered the numerous basic data necessary for biofuel development or its theoretical limitation. Secondly, challenges toward the prevention of global warming were attracting considerable attention in the 1990s. At the time, researchers focused on carbon dioxide sequestration technologies and bioconversion process as saving energy technology. The ability to convert CO2 into useful materials by marine photosynthetic organisms increased interest in their use for carbon dioxide emissions reductions. Now, we face the third challenge in biofuel development; countermeasure against escalating oil prices and toward the prevention of global warming. Recent biofuel development has been more focused on technologies directly related to the business or industrial sector, i.e biodiesel, bioethanol or bioETBE (ethyl tertiary-butyl ether). Ethanol produced from cellulosic biomass that does not use food crops, is a leading candidate among alternatives to petroleum derived transportation fuels. Fermentation of xylose, the five-carbon â&#x20AC;&#x153;nonglucose sugarâ&#x20AC;? abundant in hardwoods and agricultural harvest residue, has been intensively studied. Marine microorganisms are still potential resources for biotechnologically useful genes, e.g. xylase, to enhance ethanol fermentation. Especially, marine metagenomics is a promising approach to explore environmental bacteria and genes. Recent studies have applied whole-genome shotgun sequencing to environmental-pooled DNA samples to test whether new genomic approaches can be effectively applied to gene and species discovery. Marine photosynthetic microorganisms, the largest primary biomass, have been attracting attention as a source of high-lipid material to make biodiesel because photosynthetic conversion is an efficient and alternative process. Attempts to develop large-scale methodologies for the cultivation of photosynthetic microorganisms have been performed using many different kinds of photobioreactors for Chlorella, Scenedesmus, Dunaliella, Spirulina and Hematococcus, to obtain several useful compounds. Recent effort is to develop improved methodologies for bulk culturing of marine microalgae in the open ocean. One of candidate approaches is using coal fly ash (CAF) blocks as the support medium in a novel floating culture system for marine microalgae. Marine microalgae can be adhered to floating CFA blocks in liquid culture medium. Successful development of floating materials for immobilization of microalagal cultures can further exploit the ocean for use as a natural photobioreactor.

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘451

International Symposium on Land, Transport and Marine Technology

Seoul MLTM R&D Symposium

Recent challenge of marine biotechnology in Japan

Tadashi Matsunaga Tokyo Tokyo University University of of Agriculture Agriculture and and Technology Technology Tokyo, Tokyo, Japan Japan

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452•2008국토해양 R&D 국제심포지엄

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DIVISION 6. Marine Biotechnology

Production of useful materials by marine photosynthetic microorganisms Products

Strain

Amount (mg or unit / g)

!-Linolenic acid

Chlorella sp. NKG042401

9.5

Palmitolenic acid

Phormidium sp. NKBG041105

Docosahexaenoic acid (DHA)

Isochrysis galbana UTEX LB 2307

15.7

UV-A adsorbingﾞ

Oscillatoria sp. NKBG091600

0.2

(Biopterin glucoside) Chlorella sp. NKG0111

Chromatium purpuratum NKPB031704

Plant growth regulator

Synechococcus sp. NKBG042902

Eicosapentaenoic acid (EPA)

Synechococcus sp. NKBG042902

0.64

"-carotene

Rhodovulum sulfidophilum

Astaxanthin

Erythrobacter sp. JPCC0017

Antimicrobial compound

20!g/g -

International Symposium on Land, Transport and Marine Technology•453

International Symposium on Land, Transport and Marine Technology

Effect of antifungal activity to Pyricularia oryzae Inhibitory growth of P. oryzae P. oryzae

Extracts of marine photosynthetic bacteria

Astaxanthin

O OH

HO O

Free radical quencher (health supplements, medical application) Feed supplements pp for farm-raised fish and shellfish

Microorganisms for astaxanthin production: Haematococcus pluvialis Xanthophyllomyces dendrohous

Large scale cultivation

454•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Screening of astaxanthin producing bacteria Isolation of marine bacteria from seawater, seaweed, mud and sand collected at a site of Japan coastal area 10-fold diluted Marine broth with artificial seawater Selection of colonies with orange to red color (more than 200 strains) Cultivation of marine bacteria in Marine broth at 25°C for 5 to 10 days 1

Extraction of pigments Extraction of 50 to 100 mg dry cells in 5 ml dichloromethane:methanol=3:1 Heating at 60°C ,Drying Re-suspension in acetone

Astaxanthin 1: standard astaxanthin 2: standard astaxanthin + extracts 3: Extracts

TLC analysis of pigments

Table Production of Astaxanthin and Carotenoid by Marine Bacteria Astaxanthin (µg/g-dcw)

Carotenoid (µg/g-dcw)

Paracoccus sp. MBIC1143

140

719

Bacillus firmus

ND*

150

2330

720

Strain

JPCCMB0017 NKMB0021 *not determined

International Symposium on Land, Transport and Marine Technology•455

International Symposium on Land, Transport and Marine Technology

AU (480nm)

Table Identification of carotenoids extracted from JPCCMB0017 Identification pigment

Pigment number

Astaxanthin

Adonixanthin

Astaxanthin and Astaxanthin relatives Cantaxanthin

Echimenone

Sphingomonas sp. JPCCMB0017

Productivity 2.1 g dry biomass / L/ day 0.3mg astaxanthin/ L/ day

Feed for pigmentation

Downstream process for application of astaxanthin from Sphingomonas sp. JPCCMB0017

456•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Marine Biotechnology for Energy Production

Remarkable progress of biofuel development 1970’s Oil crisis -Bio-fuel as an alternate energy ! hydrogen, methane, ethanol, hydrocarbon 1990’s Prevention of global warming -Carbon dioxide sequestration technology/ -Bioconversion process as saving energy technology ! hydrogen, ethanol, hydrocarbon In the late 2000’s Escalating oil prices & Prevention of global warming -Technologies directly related to the industrial sector ! BioEthanol Ethyl tertiary-butyl ether (ETBE) BioDiesel

International Symposium on Land, Transport and Marine Technology•457

International Symposium on Land, Transport and Marine Technology

Production of Bio-Fuel BioEthanol saccharification Non-edible polysaccharide in enzyme or plant acid hydrolysis

fermentation

Monosaccharide

enzyme or microorganism

Ethanol

BioDiesel lipase

Vegetable oil and fat (rape oil) Triglyceride

Methanol

Triglyceride + glycerin esterification

Fatty acid methyl ester

BioETBE (Ethyl Tertiary-Butyl Ether) Bioethanol

Isobutene

acid catalyst

ETBE Red: carbon-neutral

Biodiesel -consisting of short chain alkyl (methyl or ethyl) esters, made by transesterification of vegetable oil or animal fat. (rape oil, palm oil, olive oil, sunflower seed oil, chinese bean oil, fish oil, waste oil etc……)

Process: Addition of methanol and catalyst (transesterification of oil & fat) " ! Neutralization by acid " ! Distillation (Removal of other compounds) " ! BioDiesel

458•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Marine biomass Requirement for “Biomass” resources -A great deal of resources -Recyclable y resources with sustainable p productivity y -Highly diverse resources M i environments Marine i t are the th largest l t biomass bi resources (Japan: the world's 6th-largest EZZ(exclusive economic zone)) 1) Seaweed - the world’s best country1) for an old historic technology, “aquafarming”1) -1,500 kinds of seaweeds in the coastal area in Japan2) Ethanol production (Bioconversion of C5 sugar)

2) Microorganism - a wide range of marine microorganisms (more than 99% of microorganisms are NOT culturable3) ) -hydrogen-producing photosynthetic bacteria4) & cyanobacteria5) -oil-producing microalagae6) Biodiesel production

1) http://www.ne.jp/asahi/marine/algae/seisan.html 2) http://www.umeshunkyo.or.jp/207/255/data.html 3) Giovannoni et al. (1990) Nature, 345, 60-63., 4) Matsunaga et al. (2000) Biotechnol.Bioeng.,68, 647-651., 5) Mitsui et al. (1983) Ann. N.Y. Acad. Sci., 413, 514-530., 6) Brown et al. (1964) Phytochemistry, 8. 543-547.

Microalgae - Unicellular algae (Oxygen generating photosynthesis) (Chlorella sp., Spirulina sp., Dunaliella sp., Haematococcus sp.)

- Nutritional supplements or feed supplements for farmraised fish and shellfish - In-door / Out-door cultivation

Circle pond type Raceway pond type (http://www.cyanotech.com/)

Tubular type

Half-sphere type

Flat panel type

International Symposium on Land, Transport and Marine Technology•459

International Symposium on Land, Transport and Marine Technology

Possibility for biodiesel production by microorganisms - Heterotrophic: Growth utilizing organic compounds including sugar - Autotrophic: Growth by photosynthesis and utilizing inorganic compounds

Focusing on marine microorganisms

J-POWER Culture Collection (JPCC) Category Marine microalgae Bacteria Yeast Actinomycetes Fungi (& others) Total

Number Preservation 890 Liquid 7,511 -80°C 866 -80°C 962 -80°C 492 Liquid or -80 °C 1,0721

Exploration of oil-producing microalgae Lipids

Nile red

Polar lipids

Ceramide / phosphatidyl choline / sphingomyelin

Red fluorescence

Neutral lipids Triglyceride Yellow fluorescence

J-POWER Culture Collection (JPCC) Category Marine microalgae Bacteria Yeast Actinomycetes Fungi (& others) Total

460•2008국토해양 R&D 국제심포지엄

Number Preservation 890 Liquid 7,511 -80°C 866 -80°C 962 -80°C 492 Liquid or -80 °C 1,0721

DIVISION 6. Marine Biotechnology

Screening by Nile red staining Yellow fluorescence: Neutral lipids Red fluorescence: Polar lipids Strain JPCC-A

JPCC-B

JPCC-C

Growth of strain JPCC-A 3.0

6 days

Cells number (x107 cells/ml)

3 days

2.5 2.0 1.5 1.0 0.5 0.0 0

6 8 10 12 14 Time (day)

10 days

10 days culture

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘461

International Symposium on Land, Transport and Marine Technology

Characteristics of JPCC-A, -B & -C

JPCC-A Dry cell weight: 1.1 g/L Products: Triglyceride (C18&C16)

Na+ requirement for growth

JPCC-B Dry cell weight: 2.0 g/L Products: Alkane, Alkene (C15-C28)

JPCC-C Dry cell weight: 1.0 g/L Products: Alkane, Alkene (C15-C28)

Measurement of calorific value Strain JPCC-B

Strain JPCC-C

Medium: IMK (8L-culre) Light: 10,000 lx Aeration: 6.0 vvm

Calorific value: 6,160 kcal/kg !

equivalent to coal

Calorific value: 4,140 kcal/kg !

equivalent to RDF*

*Refuse Derived Fuel

462•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Estimated productivity Palm oil 3.74 ton/ha/year = 374 g/m2/year

Microalagae Biomass: 0.2 g/L Oil content: 40% Operating days/year 250 days/year Cutivation: 7 days

0.2(biomass) x 0.4(oil content) x 35(times/year) x 200 (L/m2-culture)

= 560 g/m2/year High productivity of biodiesel is obtainable by increasing biomass productivity

Cultivation on surface seawater Carbon (CO2) fixation (g-C/m2/day) Basin Coast Out sea 80 8.0 0 2-1 0.2 1.6 6 0 01-0 0.01 0.5 5

Floating system 1.6 g-C/m2/day* (out sea) *Matsumoto et al al. (2000) Appl. Appl Biochem. Biotechnol. 84-86, 51-57.

- Abundant effective light energy at surface seawater - Mineral-supply from coal fly ash at oligotrophic conditions (out sea)

Factory

Recycle use

Biomass Oil Ethanol Hydrogen Methane

Pre-culture Coal fly ash block

Harvest cells

Floating culture system of marine cyanobacteria

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘463

International Symposium on Land, Transport and Marine Technology

Floating cultivation

Cultivation of Synechococcus sp. NKBG040607 with floating support, coal fly ash (CFA) block

Strain NKBG040607 can attach and grow on the CFA block

Matsumoto et al. (2000) Floating cultivation of marine cyanobacteria using coal fly ash. Appl. Biochem. Biotechnol. 84-86, 51-57.

Metagenomic Approach To Energy Production

464•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

㪜㫅㫍㫀㫉㫆㫅㫄㪼㫅㫋㪸㫃㩷㪤㫀㪺㫉㫆㫆㫉㪾㪸㫅㫀㫊㫄㫊㩷

㪚㫌㫃㫋㫌㫉㪸㪹㫃㪼䋼䋰䋮䋱䋦

㪬㫅㪺㫌㫃㫋㫌㫉㪸㪹㫃㪼䋹䋹㪅㪐㩼

Metagenomic research on environmental bioresorces Observation Accumulation of scientific knowledge

METI(Ministry of Economy, Trade and Industry )/NEDO

Ecological aspect Microbial relationship Community analysis etc

Supporting Tool/Technology Analytical tool miniaturized devise automated robots Monitoring tool imaging technology Bioinformatics Molecular genetics techniques Nano-technology Single cell technology etc

Output: Application/utilization <Production>Economical impact Industrial application biocatalysis Energy Pharmaceutical products etc <Safety and Conservation> Human health Environmental conservation bioremediation Climate change issue Food safety etc

MEXT(Ministry of Education, Culture, Sports, Science and Technology)/JST

International Symposium on Land, Transport and Marine Technology•465

International Symposium on Land, Transport and Marine Technology

Cyanobacteria

0DULQH VSRQJH

Fungus Bacteria

Plankton Green algae Brown algae

Red algae Echinoderm Ascidian Mollusca

*K b *Kobayashi hi (2002)

&RHOHQWHUDWH

Sampling points at Okinawa islands

Kerama

Ishigaki

466•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Schematic representation of construction of libraries from marine metagenome

Functional analysis

Metagenome Database

Stylissa massa (Stylotella aurantium

Marine sponge

-1

-2

-3

Hyrtios erecta

Ishigaki island, Okinawa, Japan

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘467

International Symposium on Land, Transport and Marine Technology

phylum Porifera • Hexactinelida:glass sponges • Calcarea:calcareous sponge • Demospongia: harbor large amount of microbes Bacteria Archaea

Methophyl

2007 AEM Sharp et al

http://universe-review.ca/R10-33-anatomy.htm 2007 Microbiol Mol Biol Rev Taylor et al

Bacterial diversity of Stylissa massa (Stylotella aurantium

２００4

２００６

２００７-1

２００７-2

２００７-3

Spirochaetes Nitrospirae Gammaproteobacteria Epsilonproteobacteria Deltaproteobacteria Betaproteobacteria 2004 2006 2007-2 2007-4 2007-14

Alphaproteobacteria Cyanobacteria Bacteroidetes 0

100

200 %

468•2008국토해양 R&D 국제심포지엄

300

400

DIVISION 6. Marine Biotechnology

Metagenome libraries and the sequence data MGSB1,2

MGSB3

Sponge Hyrtios erecta

Stylissa massa

Metagenome library Vector Average insert DNA Number of clones Total insert DNA

PHSG398 3.5 kbp 26,000 91 Mbp

PCCFos1 37 kbp 65,000 2.4 Gbp Sequence data

Reads bp Contigs Predicted ORFs (>30aa)

Table. Industrial proteins

# of candidates

Monooxygenase

RNase

973

Gl Glycosyltransferase lt f

385

Acylase

344

Lipase

Peroxidase

DNA Repair

Phosphoenolpyruvate

Urease

Family (Pfam)

Orange

Black

Total

Dehydrogenase

760

213

Hydrolase

320

Kinase

250

52,199 37.2M 38,164 451,727

28,972 16.7M 18,756 200,144

Hydratase

197

249

Isomerase

161

212

Methylase

101

202

Ligase

140

185

Phosphorylase

Oxidase

145

202

Superoxide dismutase

Polymerase

132

DNase

Carboxylase

115

Amylase

122

Nitrile hydratase

101

Alkaline phosphatase

Alpha-amylase

Recombinase

Thermolysin

Sulfotransferase

Galactosidase

Lyase Restriction enzyme Protease Dioxygenase

96 67 60 76

26 34 20 11

Alcohol dehydrogenase

Phosphatase

Esterase

Lysozyme

Ald l Aldolase

Invertase

Transketolase

Polynucleotide kinase

Amidase

Catalase

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘469

International Symposium on Land, Transport and Marine Technology

Saccharification/ Fermentation

Biomass resources sugar cane, corn, forestry residues, wasted paper

Ethanol Production

Saccharomyces cerevisiae

Urban Waste includes paper, textile: 60.1% plastic: 12.3% woods: 4.7% garbage: 17.1% unburnable: 3.9% the others: 1.9%

Ethanol Production

Raw material for bioethanol Carbohydrate biomass

Woody biomass

rice straw Cane

waste wood

Corn

Bagasse

- Glucose - Amyloid

・Cellulose (50%) - Hemicellulose (25%) - Lignin (25%)

470•2008국토해양 R&D 국제심포지엄

DIVISION 6. Marine Biotechnology

Saccharification of cellulose and hemicellulose for ethanol production

Exploration of metabolizing enzymes for C5 sugar (xylose) & arabinose from microbial resources

Metagenomic approach for exploration of useful genes

Xylose metabolic pathway

xylA

xylB

Xylose

Xylose isomerase (encoded by xylA )

Xylulose

International Symposium on Land, Transport and Marine Technologyâ&#x20AC;˘471

International Symposium on Land, Transport and Marine Technology

Trends & Vision of Marine Biotechnology Research in Korea

Sang-Jin Kim (KORDI) Principal Research Scientist, KORDI, Korea

Abstract The scale of Bio-Industry of the world showed an annual growth of 11% during year 2001 to 2005, and it is anticipated that the size will increase to 154 billion dollars in 2010. The national bio-market size showed an steep growth of 28.3% on average from 170 billion Korean wons in 1995 to 27,000 billion Korean wons in 2005. As a national goal, Korea built a plan for entering to the 7th strongest country in the rank of Bio-Technology field in the world in 2016, with making the first act of the promotion of Bio-Technology (Biotech 2000) in 1993 and the second promotion act (Bio-Vision 2016) in 2006. Deriving visions, goals, strategy through analysis of national environment and assessment of international status, and plans for promotion by fields under the connection of the 2nd Science & Technology Basic Plan and the Bio-Vision 2016. Marine life is expected to form around 80% of the entire living organism, but mere part of developing useful new material is in progress. MLTM planned ‘Blue Bio 2016 (Marine Biotechnology)’ as one of national plans for the ‘Bio-Vision 2016’ in order to actively deal with the overall changes in marine biotechnology by establishing systematic mid and longterm strategy for development of MB. Marine Biotechnologies such as search for genetic information of marine life and resources, new-functional marine-resources development technology are in their early stage, thus preoccupying the upper position in the world by concentrating on investment at national level is possible. To accomplish the vision of becoming one of the seven world-leading countries in Marine Biotechnology by 2016, South Korea should be proceed 4Cs, which are - securing future emerging technologies in an early stage (Creativity) - heightening the level of mainly concentrated industry (Competitiveness) - expanding infrastructure and enhance the level of system (Capability) - strengthening international cooperation and network (Cooperation) Detailed plans which outline promotion strategies for the key 18 directions and the 45 key marine biotechnology is derived to support the vision. The suggested research and development projects which are systematically bonded with industry, academy, research institutes, and government, and in particular with the National Plan, ‘Bio-Vision 2016’, are anticipated to lead Korea to the 7th strongest country in the rank of Marine Bio-Technology in the world by 2016.

472•2008국토해양 R&D 국제심포지엄