{"id":26031,"date":"2026-02-05T21:20:07","date_gmt":"2026-02-05T21:20:07","guid":{"rendered":"http:\/\/141.23.68.248\/wp\/?page_id=26031"},"modified":"2026-02-07T20:23:31","modified_gmt":"2026-02-07T20:23:31","slug":"5-combined-parametric-model","status":"publish","type":"page","link":"http:\/\/141.23.68.248\/wp\/?page_id=26031","title":{"rendered":"5. Combined Parametric Model"},"content":{"rendered":"\n

1. Introduction<\/h2>\n\n\n\n
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The combined parametric model integrates three coupled subsystems into a single infrastructure: (i)<\/strong> a nuclear containment facility, (ii)<\/strong> an abandoned historical masonry building, and (iii)<\/strong> a bridge\u2013road access system. The cleared land across the river provides a suitable and isolated location for the nuclear containment structure, ensuring safety and spatial separation, while the river itself can serve as a potential cooling resource. The existing masonry building is repurposed as a maintenance facility and structurally upgraded through a truss-based intervention, and a green roof is introduced to enhance environmental performance. A permanent road connection and a truss bridge spanning the river ensure reliable access for operation, logistics, and emergency services.<\/p>\n\n\n\n

2. Integrated System and Parametric Features<\/h2>\n\n\n\n

Because all subsystems are parametric, the coupled infrastructure must remain flexible in design and implementation. The nuclear facility is positioned on the cleared land across the river, with key geometric parameters (e.g., footprint and radius) remaining adaptable within defined constraints. The river functions as the main environmental boundary condition: it separates safety-critical infrastructure, defines the bridge crossing length, and is considered as a potential cooling resource.<\/p>\n\n\n\n

2.1 Nuclear Containment System<\/strong><\/p>\n\n\n\n

The nuclear containment system is modeled as largely independent from a structural standpoint, but connected to the overall infrastructure via the road network. Economic performance is evaluated using a simplified profit rate of \u20ac4,000 per m\u00b2<\/strong>, establishing a direct link between containment size and expected rental income.<\/p>\n\n\n

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2.2 Historical Building Upgrade and Green Roof<\/strong><\/p>\n\n\n\n

The historical building subsystem retains the existing masonry structure and upgrades it through a truss system, enabling continued use as a maintenance facility while allowing systematic variation of the strengthening intervention. The roof solution is parameterized through an adjustable green roof coverage ratio, enabling environmental trade-offs while remaining consistent with the structural upgrade logic.<\/p>\n\n\n

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2.3 Bridge\u2013Road Access System<\/strong><\/p>\n\n\n\n

The bridge\u2013road access system acts as the operational enabler for logistics and emergency services, with geometry and configuration flexible to match evolving building parameters. Bridge and road are implemented as one coupled system, where the road surface is placed on the bridge deck; since the structural load is carried by the bridge structure itself, the road thickness on the deck section can be reduced accordingly. Road segments connect to both ends of the bridge to form a continuous transportation network.<\/p>\n\n\n

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2.4 River Geometry and Fixed Boundary Conditions<\/strong><\/p>\n\n\n\n

To reflect the river geometry, the river is modeled as a fixed environmental system defined by two non-parallel curves<\/strong>, introducing a geometric constraint that makes bridge positioning a key design variable. The distance between the nuclear containment facility and the historical building is fixed at 2,000 m<\/strong>, with both buildings located 1,000 m<\/strong> from the river. The combined integrated model is shown in the figures below.<\/p>\n\n\n

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2.5 Bridge Offset Study (Position Markers)<\/strong><\/p>\n\n\n\n

Bridge position is adjusted along the y-axis, which directly changes the length of both bridge and connecting road and therefore affects material quantities, construction cost, and embodied CO\u2082 emissions. Due to the \u201cfish-belly\u201d shape of the river, a direct crossing at the widest location requires a longer bridge with higher CO\u2082 and cost, whereas shifting the bridge upstream shortens the span but increases the approach road length. The system therefore contains a bridge\u2013road trade-off, and an optimal bridge position must be identified to minimize cost and emissions while maintaining overall performance.<\/p>\n\n\n\n

In the model, the trend between bridge offset position and both CO\u2082 and cost was explored by manually adjusting the bridge offset in Dynamo.<\/p>\n\n\n

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The numerical markers in Figure 1 represent specific bridge offset positions: (1) = 0, (2) = 600, and (3) = 1000.<\/p>\n\n\n\n

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3.Design Challenge<\/h2>\n\n\n\n

3.1 Objective and CO\u2082 Constraint<\/strong><\/p>\n\n\n\n

The design challenge is to maximize economic return (ROI) under a strict total CO\u2082 emission cap of 2,070,000 kg<\/strong> set by the municipality. This tight cap limits the scalability of the nuclear system and requires a strategic allocation of CO\u2082 across the nuclear, bridge\u2013road, and historical building systems.<\/p>\n\n\n\n

3.2 Coupling Effect: CO\u2082 Reinvestment into Nuclear Revenue<\/strong><\/p>\n\n\n\n

A key coupling effect is that CO\u2082 savings achieved in the bridge\u2013road and historical building systems can be \u201creinvested\u201d into expanding the nuclear system. Since the nuclear facility generates income through rental revenue, allocating freed-up CO\u2082 budget to nuclear expansion directly increases the project\u2019s economic return while still staying within the overall municipal cap.<\/p>\n\n\n\n

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4.Evaluation Framework<\/h2>\n\n\n\n

High Performance Criteria (HPC)<\/strong>:<\/p>\n\n\n\n

HPC 1: Return on Investment (ROI)
<\/strong>ROI is defined as the ratio between rental income and total construction cost. Maximizing total profit alone may lead to inefficient solutions with disproportionately high investments; ROI therefore provides a more meaningful indicator of economic performance.<\/p>\n\n\n\n

HPC 2: Remaining CO\u2082 Budget
<\/strong>The remaining CO\u2082 budget represents the margin between the emission cap and actual embodied emissions. This reserve increases robustness against uncertainty and preserves flexibility for potential future modifications or upgrades.<\/p>\n\n\n\n

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5.Design Parameters<\/h2>\n\n\n\n