• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.12 no.4
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• pp.33-43
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• 2013

Comparing to the constant-increasing number of vehicles, road facilities supply such as road construction has already reached the uppermost limit. As one of the most serious issues that the public would personally deal with every day, such is some road traffic problem to be solved instantly. Median exclusive bus lane is now being conducted as a way to enhance efficiency of the public transportation system in Transportation System Management, and with a main arterial that connects Kyeryong-ro (Wolpyeong 3~West Daejeon 4, 6.3km) and Daedeok-daero (Daedeok Bridge 4~Kyeryong 4, 2.6km) in Daejeon adopted as a research target, the study analyzed effects of the arterial by VISSIM the microsimulation. During the analysis, the study focused on figuring out effects of owner-drivers' transport mode choice to take a bus a public transit. According to the simulation results, as people take a bus at the median exclusive bus lane not crb bus lane, traffic for general vehicles has been negatively effected with less drive ways for the vehicles. However, when it comes to the bus traffic, the new transport mode choice appeared to have a quite positive influence after all. A binary logit model analysis reported that owner-drivers might take a bus more often when they earn lower incomes, when they do not travel far, when poor parking is expected and lastly, when they are familiar with using the median exclusive bus lane.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.72-79
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• 2010

The significant of continuous welded rail (CWR) management is growing because KORAIL has the plan to convert the whole of conventional railway lines into CWRs through continuous activities since constructed the CWR track with 1.8km in Gyeongbu line in 1966. The CWR recently is needed a efficient management method because it is difficult to manage the CWR by the poor of technic and equipment, limited maintain labor force and shorted the maintain work time of CWR caused by industrialization, greenhouse effect and global warming In this point, The 70ton Tenser's which is using in the rail site has been analysised with no extra tenser's capacity in case of the under low temperature and exceed the length of 1km as a result of reviewing the CWR-related rules and standards, a series of records of safety accidents, operation obstacles, and the situation of broken rails published by KORAIL, existing rail temperature measurements, and CWR researches. Therefore avoid the excessive plan of the first set-up section, choice the proper time in the normal temperature that is possible to weld the rail, turning the difference of rail temperature and Installation temperature down is desirable.

• Journal of Korean Society of Transportation
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• v.18 no.6
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• pp.7-17
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• 2000

The Purpose of this study is to test the effectiveness of Special Transportation Management Zone system (TZ) when it is applied to Dongdaemoon commercial zone located in downtown Seoul. The study consists of two Parts ; the legal components of TZ and the case study on Dongdaemoon district. The case study includes the analysis of current traffic situation on the study zone, the design of implemention alternative for each component of TZ, the framework of impact analysis system, and the analysis results. The study finds, if 2,000 won mandatory parking fee on drivers parking in the buildings only with over 10 parking spaces and over 3.000$m^2$ in floor area, strong illegal parking enforcement, and Pro-hibition of parking passenger cars whose last digit plate number matches with the last digit of date, are implemented in the zone simultaneously, the traffic speed increases to 20.56km/h which is above the target set in the zone. In conclusion, we find that TZ2 can be an effective tool relieving traffic congestion in Seoul, and that it is necessary for introducing TZ in Seoul that relevant laws should be revised and expecting problems should be overcome.

• Journal of Korean Society of Transportation
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• v.29 no.2
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• pp.91-100
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• 2011

Hub network design for freight transportation is a decision process that determines hub locations together with freight transportation routes among shippers so as to ultimately minimize total logistics cost. This study presents the optimal location of hubs by strict hub network design policy with single allocation, which overcomes the limitation of Kim et al. (2008) that does not allow direct transportation among shippers. The greedy-interchange algorithm is employed for hub location decision process, and EMME/2 is adopted for the route searching process. Application of the processes to the nationwide highway network shows that the best hub locations in order are Seoul metropolitan, GyeongNam, Chung-nam, Jeon-Nam, Gyeong-Buk, Chung-Buk, and the locations are concentrated on the Seoul-Busan corridor. The strict hubnetwork design policy with single allocation increases the transportation distance but decreases the transportation cost by passing through the hubs instead of direct transportation. The reduction in total transportation cost can be achieved as the number of hubs increases, but the amount of the reduction gradually decreases because the cost reduction from the decrease in detour transportation distance between non-hubs and hubs becomes less than the discount reduction from dispersion of inter-hubs transportation volumes.

• Water for future
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• v.15 no.2
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• pp.11-22
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• 1982

This study is to find out the reasonable drainage system of sewerage in connection with the geographical conditions, the form of city, and the problem of sewerage in and around Seoul. (1) In supplying the sewerage sewer, the separating system is desirable in connection with the problem of sewerage disposal in future. However, in the existing urban district, the conjunction system is used because of the large amount invested according to the diversion of the sewer of the separation system and the influence of the traffic communication. The sewer of the separating system should be used in the case of the fundamental reconstruction of structure as the redevelopment of the urban district or the subway and new-development of area. Therefore, the separating system should be used completely until the goal year. (2) Drainage area was divided for the natural flowing, considering that the 38 streams and topography paly a role of the main stream of drainage. There are the branches, Guyui, Dug-island, Jayang, Hannam, Banpo, Amsa whose divisions are impossible. In these branches, the drain planning was suggested a forced control method by using the exiting pond age and the pumping station. (3) The best available method which improbes the water quality in Han river is as follows. The sewerage is catched and carried to the sewerage disposal plant by establishing the intercept sewer in both or one side of stream. At the same time, the groudwater volume which springs in each stream is drained separatively.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.32 no.4
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• pp.37-49
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• 2014

This paper aims to interpret the transformation process of town plan of Gosan-up(高山), which was provincial administrative focus town in Josun dynasty, basing on morphological viewpoint. Morphological concepts, such as morphological frame, urban plan, kernel, colonization, route system, fixation line, fringe belt, plan unit & plan division, morphological period derived from the study of Conzen, M.R.G. and Caniggia, G. epidome district, break point, broken plot, urban fallow, privatization are adopted for the interpretation of urban form. Morphological period of Gosan can be divided in four ; formation of kernel & morphological structure, disintegration & redevelopment of the kernel, augmentative development of the kernel & formation of modern epidome district, outwards expanding of urbanized area, transition & reorganization of epidome district. Especially public leading projects such as construction of new regional connection road and public facilities such as myeon(township) office, agricultural cooperatives federation office, market, are main factors of morphological transformation of townplan. In the early stage, under the Japanese imperialism, construction of the new matrix route(Gosan-ro) through the kernel and followed planned routes gave way to disintegrating traditional areal plan unit and forming small block plan units in administrative facilities area. And linear plan units with commercial buildings were formed along the new matrix route and planned route adjacent to periodical market. In the latter stage, with development of public facilities, private sectors' large circulation institution and terminal outside the kernel with planned routes formed areal block based plan units with commercial and public buildings. And part of the spatial area with the linear plan unit were turned into urban fallow. With the transformation of town plan, new roads outside the kernel have substituted for traditional fixation line of waterway with road and topographical feature. Fringe belts were made successively along the new road and around the major intersections outside of existing urbanized area. Land use in fringe belts, constituting of outer locational tendency early on formation, was gradually replaced with commercial & business buildings.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.2
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• pp.269-281
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• 2018

Unlike its archetype predecessor such as the Highway Capacity Manual of the United States, the Korean Highway Capacity Manual of 2013 provides the analytical models for estimating the saturation flow rates for the lane-occupying work-zones in the proximity of the signalized intersections. Direct application of the revised saturation flow rates into the classic control delay models, however, appears to produce unreasonable delay amount as traffic demand approaches lane-group capacities and surpasses them, which is common phenomena in the work-zones. Complex interaction among vehicles, lane-dropping work-zone geometry and signal operations were never accounted in the traditional control delay models, and considerable differences between the delay model outcomes and field observations are repeatedly experienced. This paper proposes the modified approaches to the delay models in the manual, exerted on all three elements of control delay, and particularly focuses on the temporal and spatial boundary expansion in comparing the simulated results to the estimated ones. Extensive microscopic simulation work and calibration effort supports the modified approaches well enough to use them in the work-zone planning and evaluation.

• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.131-139
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• 1999

The quality of progression at signalized intersection has the largest potential effect. TRANSYT-7F is widely used to estimate the signal progression delay, but the progress of collecting and executing the compute program appears to be rather cumbersome. The research is to develop the analytical and progressing platoon delay model that is as simple as the methodology of HCM and familiar with the output of simulation model. The general approach to this research was conducted to examine the Rouphail and NCHRP 339 methodology together with the existing progression delay model (TRANSYT-7F. HCM). The scope is contained to be applicable only to cycles with no overflow queue and to obtain a comprehensive evaluation of the effects of changes in the quality of traffic signal progression on stopped delay and to be analyzed a simple mathematical method. The principle assumption for this model is that secondary flows is dispersed and partly mixed with average flow of the primary progressed flow. A second assumption is that through flow is consisted with the part of saturation flow at the front of it and the part of average flow at the rear of it. The delay equations vary for two arrival. The conclusion of this study could be summarized as 1)The evaluation of this model was consistently similar to that of TRANSYT-7F, 2) Platoon pattern has the real traffic flow characteristics. 3) The computing process of progression delay is made to have simple logic and easy calculation by integration, 4) This model could be estimated to be applied in almost all case.

• Journal of Korean Society of Transportation
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• v.27 no.6
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• pp.119-127
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• 2009

It has been known that bus route and company related characteristics have influences on punctuality, but fewer research have been conducted. Independent variables used in this study were selected using correlation analysis, and OLS(Ordinary Least Square) and HLM(Hierarchical Linear Model) were employed to identify factors affecting bus punctuality(headway deviation). The results showed that ICC(intraclass Correlation Coefficient) is 0.10, indicating that hierarchical linear models are more adequate for these data because there is effective variation in the subjects between companies. Punctuality was found to be negatively associated with the number of vehicles, the number of persons per vehicle, and total travel time. On the other hand, average headway and company size have a positive relationship with punctuality. Therefore, the number of vehicles per route, average headway, and the number of vehicles managed by a company should be considered for more accurately evaluating the management of piunctuality.

• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.135-142
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• 2010

The convenient techniques for predicting the bus arrival time have used the data obtained from the buses belong to the same company only. Consequently, the conventional techniques have often failed to predict the bus arrival time at the downstream bus stops due to the lack of the data during congestion time period. The primary objective of this study is to overcome the weakness of the conventional techniques. The estimation model developed based on the data obtained from Bus Information System(BIS) and Bus management System(BMS). The proposed model predicts the bus arrival time at bus stops by using the data of all buses travelling same roadway section during the same time period. In the tests, the proposed model had a good accuracy of predicting the bus arrival time at the bus stops in terms of statistical measurements (e.g., root mean square error). Overall, the empirical results were very encouraging: the model maintains a prediction job during the morning and evening peak periods and delivers excellent results for the severely congested roadways that are of the most practical interest.