• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.2D
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• pp.251-258
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• 2006

This study is to develop an estimation method of freeway design capacity through the analysis of time headway distribution in continuum flow. Traffic flow-speed diagram and time headway distribution plotted from individual vehicle data shows: a) a road capacity is not deterministic but stochastic, b) time headway distribution for each vehicle speed group follows pearson type V distribution. The freeway design capacity estimation model is developed by determining a minimum time headway for capacity with stochastic method. The estimated capacity values for each design speed are lower when design speed ${\leq}80km/h$, and higher when design speed ${\geq}106km/h$ in comparison with HCM(2000)'s values. In addition, The distinguish difference is that this model leads flexible application in planning level by defining the capacity as stochastic distribution. In detail, this model could prevent a disutility to add a lane for only one excess demand in a road planning level.

• Proceedings of the Korea Water Resources Association Conference
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• 2005.05b
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• pp.1413-1416
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• 2005

본 연구에서는 인접하는 유역과 어떠한 동적인 상호작용없이 유출이 독립적으로 결정되는 자연방류형 단일저류지를 대상으로 기존의 연구에서 임계지속기간 결정에 빈번히 이용되었던 최대첨두유량 발생시간, 최대저류용량 발생시간, 최대 저류비 발생시간을 기준으로 한 임계지속기간을 산정하여 분석하므로써 자연방류형 단일저류지의 임계지속기간의 결정에 있어 합리적인 성과를 도출하고자 하였다. 적용결과, 최대 저류용량을 기준으로 한 경우에는 저류지 규모와 같은 제약조건을 가져오게 되고, 최대 저류비를 기준으로 한 경우에는 강우지속기간에 따라 저류비는 지속적으로 감소하므로 두 기준을 통하여 임계지속기간을 결정하는 것은 적합하지 않은 것으로 판단되었다. 따라서 허용방류량 고정개념을 통하여 최대 저류비, 최대 저류용량을 통하여 임계지속기간을 산정하였다. 그 결과 자연방류형 단일 저류지에서는 최대 저류용량을 통하여 적정 임계지속기간을 검토할 수 없는 것으로 판단되었다. 그러므로 최대 저류비를 이용하여 자연방류형 저류지에서의 최대 저류비를 발생시키는 시간분포를 정리한 결과 전체적으로 Huff 2분위가 최대 저류비를 발생시키는 것으로 나타났다. 그리고 첨두저류비 변화율을 검토한 결과 매우 제한적인 조건이기는 하지만 허용방류량 고정개념을 이용한 경우에 한하여 지속기간별 최대 첨두유량의 임계지속기간과 자연방류형 단일저류지의 임계지속 기간을 동일하게 간주하는 것이 큰 무리는 아닌 것으로 판단되었다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.1
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• pp.75-83
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• 2021

Over-urbanization has contributed to the increase in traffic problems. This makes the need for effective road planning and design more important than ever. I have been able to learn how to build a new road, and how to use it. However, in spite of the importance of good road planning, there are no systematic standards or methods for calculating traffic volume on railroad routes. Therefore, in this study, to strengthen the competitiveness of railroads, the concept of line capacity is introduced to railroads, and a clear standard and method for calculating railroad line capacity are presented. Based on the results, the line capacity of main railway lines for domestic railways was calculated. By applying the method of calculating the line capacity presented in this study, the capacity of existing railway lines and newly expanded routes can be calculated. It is expected that our findings will be able to provide systematic standards that can be applied to yield a more effective investment and design planning stage; the findings will also help improve the efficiency of railroad operation.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.33 no.10B
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• pp.928-938
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• 2008

Though services requiring Quality-of-Service (QoS) guarantees such as Voice over Internet Protocol (VoIP) have been widely deployed on the internet, most of internet backbone networks, unfortunately, do not distinguish them from the best-effort services. Thus estimating the effective capacity meaning the traffic volume that the backbone networks maximally accommodate with keeping QoS guarantees for the services is very important for Internet Service Providers. This paper proposes a test-bed based on ns-2 to evaluate the effective capacity of backbone networks and then estimates the effective capacity of an experimental backbone network using the test-bed in terms of the service standard of the VoIP service. The result showed that the effective capacity of the network is estimated as between 12% and 55% of its physical capacity, which is depending on the maximum delay guarantee probability, and strongly affected by not only the type of offered workload but also the quality standard. Especially, it demonstrated that in order to improve the effective capacity the maximum end-to-end delay requirement of the VoIP service needs to be loosened in terms of the probability to guarantee.

• Journal of Korean Society of Transportation
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• v.21 no.4
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• pp.103-111
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• 2003

This study proposes methodology deterimining a basic pedestrian crossing capacity that plays a critical role in the installation of pedestrian signal at the crosswalks. The methodology is based on the pattern of vehicle arrived at the crosswalks. Erlang distribuion is used as headway distribution that can cover the various levels of flow rate. Models using Erlang distribution are represented by Erlang parameter (K) of 1, 2, or 3 at 2-, 4-, or 6-lane roadway in both directions. In addition, this study considered the only type of road with a pedestrian refuge area in the median that is used to wait for the allowable gap provided by the flow of another direction. As a result, the pedestrian capacity decreases as flow rate increases and Erlang parameter increases for the road with the pedestrian refuge. This study develops the models to determine the pedestrian capacity under a variety of flow rates and the outcomes of this study could be used as the criteria for the determination of the installation of pedestrian signal or for the provision of pedestrian refuge in the median of road.

• 기계와재료
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• v.26 no.1
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• pp.50-62
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• 2014

원전발전소에 납품되는 원전용 안전밸브의 성능은 ASME나 KEPIC와 같은 기술기준코드에 따라 설정압력, 블로우다운(blowdown), 풀리프트(Full lift), 누설(leakage), 방출용량(discharge flow rate)등과 같은 특성인자로 평가된다. 그 중에서도 방출용량은 ASME SEC III NB 7000 코드에 따라 ASME 용량인증이 요구되지만, 아직 국내에는 국제적으로 공인되니 압력방출장치 용량시험기관이 부재하여 외화유출 및 국내 PRD 기술개발에 많은 어려움이 있어왔으며, 이에 따라 원전 PRD 인증기관 개발을 통하여 세계적인 인프라 구축의 필요성이 부각되고 있다. PRD 인증기관 구축은 국내 원전 핵심기자재의 고급기술 국산화에 이바지 할 수 있고, PRD 성능 및 용량시험지원을 통하여 국내 밸브기술 경쟁력 확보하는 데 기여할 것으로 기대된다.

• Journal of Korean Society of Transportation
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• v.23 no.3 s.81
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• pp.137-147
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• 2005

This study is to define new road capacity concept, and to develop and propose an estimation method, through the analysis of individual vehicular behaviors in continuum flow. Developments in detection technology enable various and precise traffic data collection. The U.S. HCM (Highway Capacity Manual) method does not require such various and precise traffic data, and outputs only limited results. Alternative capacity concepts, which can be classified into a stochastic model and behavioral or deterministic model, are attempts for modeling some prominent traffic flow features, namely so-called a capacity drop and a traffic hysteresis, using such various and precise traffic data. Yet, no capacity concept up-to-date can describe both features. The analysis of individual vehicular behaviors, including speed-density plot per time lap, traffic flow-speed-density diagram per each sampling interval, time headway distribution, and free flow speed distribution, is performed for overcoming the limits of the previous capacity concepts. A stochastic methods are applied to determine time headway for estimating freeway capacity for traffic control.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.519-526
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• 2019

This study proposes a methodology for estimating the appropriate capacity of anchorage for ports requiring the establishment of waiting anchorage and then applying the methodology to the ports in Jinhae Bay to compare it with the anchorage capacity of major ports in Korea. To estimate the appropriate anchorage capacity, the "Anchorage Capacity Index" was used, which was calculated from the "Total Gross Tonnage" and "Simultaneous Anchoring Capacity". The calculations were made according to the anchorage capacity index of 0.89 of the target harbors. The adequate anchorage capacity index for the new waiting anchorage was analyzed at a level of 6.0. If the concept of anchorage capacity index suggested in this study is reflected as a new design criteria of waiting anchorage, it will be helpful for the safety of berth, safety of anchorage and effective operation of harbor.

• The Proceedings of the Korean Institute of Illuminating and Electrical Installation Engineers
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• v.8 no.3
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• pp.80-87
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• 1994

인버터 승강기의 전원설비, 즉 간선굵기와 변압기 용량의 설계 기준을 정립하기 위하여, 국내 승강기업체에서 고층 아파트와 빌딩에 설치한 인버터 승강기를 대상으로 전원설비 용량산정이 기준이 되는 가속전류와 전부하상승전류를 측정하고 분석하였다. 그 결과, 가속전류는 각 업체에서 제시하는 값에 비해 작아졌으나 전부하상전류는 국내 승강기 업체의 기술수준의 미흡으로 인해 크게 나타났다. 이에 따라, 전선의 길이가 100m이상인 경우에는 허용전압강하에 의한 계산이 유효하게 되어 전선의 단면적을 한단계 줄일 수 있고, 변압기 용량은 각 사의 제시값에 비해 속도 60m/min의 경우에는 1∼4[kVA]정도, 90m/min인 경우에는 3∼5[kVA]정도 커지게 된다.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.12 no.10
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• pp.4704-4710
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• 2011

In order to set the simple criteria to distinguish being or not facilities of Consultation about Energy Use Plan, data analysis and case analysis were carried out. This paper proposes that building, one of the facilities, is being object of the Consultation about Energy Use Plan when in the public project, its gross area is more than 75,000 $m^2$ or main transformer capacity is more than 9,000 kVA and when in the private project, its gross area is more than 100,000 $m^2$ or main transformer capacity is more than 11,500 kVA. Also shows that factory, another of the facilities, is being object when in the private project, its main transformer capacity is more than 6,000 kVA or boiler capacity is more than 24 ton/h and when in the public project, its main transformer capacity is more than 3,000 kVA or boiler capacity is more than 12 ton/h.