• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.5
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• pp.23-35
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• 2011

The pedestrian green time is usually long at wide width intersections. This sometimes causes the increase of delay on the whole intersection because of long cycle length and thus small g/C ratio on some direction. In this paper, to improve these problems, staggered pedestrian crossing was evaluated on the vehicular and pedestrian aspects. The results were gained by using both TRANSYT-7F and VISSIM model. The vehicle control delay of the staggered pedestrian crossing was estimated to be decreasing than that of the general pedestrian crossing by 14.9% to 85.6%. The pedestrian average delay of two pedestrian crossing systems was examined by analytical method and VISSIM. According to the analytical method there was no significant difference between each pedestrian crossing system. The pedestrian delay of staggered pedestrian crossing was from 13.4% to 22.3% than the general pedestrian crossing by VISSIM. In conclusion, the staggered pedestrian crossing was more effective than general pedestrian crossing for both the vehicle and the pedestrian. However this conclusion was resulted from micro simulation where traffic volume condition, v/c, was from 0.8 to 1.1.

• 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.25 no.2 s.95
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• pp.39-50
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• 2007

This study investigated how drivers' cognitive characteristics, such as perception-motor skills and safety-seeking motivation; personal characteristics, such as sensation-seeking disposition coping with physical and social dangers; their self-perceived driving ability; and their normal driving behaviors influence the number of driving violations. 352 drivers participated in the study. MANOVA was performed in order to test the differences in their driving behaviors according to their level of sensation-seeking disposition and driving ability, and Structural Equation Modeling was used to examine the causal relationships among their demographic characteristics, sensation-seeking dispositions, driving ability, driving behaviors and the number of violations. The results indicated that drivers who had higher perception-motor skills seemed to be careful with pedestrians. From the results, drivers who had somewhat higher safety-seeking motivation tended to violate fewer traffic regulations intentionally or accidentally and showed more positive driving behaviors. Furthermore, drivers who had higher perception-motor skills, higher sensation-seeking disposition, and lower safety-seeking motivation had a tendency to violate intentionally more traffic regulations. The older drivers showed driving behaviors that were careful of pedestrians. The drivers who had higher sensation-seeking disposition and longer driving careers violated more traffic regulations, both intentionally and accidentally. Results from LISREL indicated that the predictive variables directly or indirectly influenced on drivers' violation numbers ($x^2$=341.62(p=.00), GFI=.94. RMR=.10).

• Journal of Korean Society of Transportation
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• v.27 no.6
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• pp.97-106
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• 2009

The purpose of this study is to analyze factors for resolving problems of Jejusi Residential Parking Permit Program and to draw up a plan by examining Jejusi case. This program was started by way of showing an example in October, 2005, and then has been put in practice in the heart of Jejusi since October, 2007. Jejusi government introduced this system to prevent all kinds of accidents by the indiscreet parking near the residental street and to guarantee the rights to live comfortably by encouraging a pleasant parking environment. As the result of the survey which is about residents' participation from the process of decision-making, the answers such as "Should Participate" and "Surely should participate" are at the high rate of 87.5 percent. A matter of the utmost importance is that this system should be reformed to make the visitors pay parking if they want to park near there. Almost 36 percent of the respondents have a negative opinion, and this is because they consider their visitors. Especially the important factors from the Logistic Regression Analysis are that the government should exercise stricter control over illegal parking, that the system should be improved for the visitors to pay parking, and that the government should support the declining sales of the shops near shopping streets. The suggestions are as follows. First, the government should enforce on reducing the illegal parking. Second, they should secure the parking lots for visitors. Third, they should minimize the impact on the declining sales of the shops near shopping streets.

• Journal of Korean Society of Transportation
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• v.28 no.1
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• pp.15-24
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• 2010

Until now, the location and the size of gate are designed by only experience and intuitive use judgement. However there are no studies that investigated how many people will be using each subway gate depending on the location of gates. Therefore, the purpose of this study is to develop a gate choice model of subway station. The most critical element of a gate choice in subway station is the location of pedestrian's destinations. In this study, the development of the regression model is constructed from data of land use characteristic of station vicinity and the number of bus route and the space structure of station vicinity(Depth concept by Space Syntax analysis and total road length of station vicinity) by using the real data of 30 subway station in Seoul. This study found that subway pedestrian flow are mainly determined by three factors; the total floor space of commercial buildings, Total Depth(space structure index of station vicinity), and the number of bus route. The verification of a proposed model is done by using the real gate pedestrian data of two subway station in Seoul; Gang-nam and Yang-jae. The additional study of how to define the gate impact area is analysed. Therefore, this study will provide the theoretical bases in decision of gate location and size when a new subway station is opened in future.

• Journal of Korean Society of Transportation
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• v.34 no.2
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• pp.191-206
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• 2016

Pedestrian performance measurement has generally used the average values of pedestrian volumes and speeds from a sample, although each individual's pedestrian behavior of the sample is mainly affected by his/her socio-economic and physical characteristics. In particular, if such individual characteristics of the sample have wide variations, the average values are hard to be representative. In this respect, this study found that a platoon of pedestrians had a major effect on their pedestrian flows on sidewalks. The more platoons was mixed on pedestrian roads, the lower pedestrian flow rate was. The indexes such as a pedestrian flow rate and an occupancy space are typically calculated by pedestrian volumes in a given period of time regardless of the existence of a platoon. However, it is plausible that a pedestrian speed and a level of pedestrian congestion can be different under the equal amount of pedestrian volumes. Therefore, this study suggested criteria for determining level of service for pedestrian considering platoon effects and confirmed that two places had different pedestrian LOSs because of the platoon effects, even if they showed the same pedestrian flow rate.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.7-16
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• 2009

Korea Highway Capacity Manual (2001) proposes only LOS(Level of Service) analysis method on non-control and two-way-stop intersections, not dealing with the analysis method on LOS for roundabouts, nor even including the term 'roundabout'. This study selects proper MOEs for roundabouts and criteria the LOS through simulation analysis. To attain this goal, the authors reviewed the methods to select proper MOEs in the first step, criteria the Los. For this study, the MOEs were chosen from existing literature, and used for the criteria. The MOEs to be applied to roundabouts in this research were entry traffic volume, v/c (volume/capacity) ratio, and average vehicle delays. The results showed that the maximum entry traffic volume(LOS F) at local one-lane roundabout was analyzed to be 1,700pcph and average vehicle delay 18 seconds LOS A was analyzed as 700pcph and average vehicle delay 3 seconds and v/c 0.41 in this case Maximum entry traffic volume(LOS F) at local area 2 lane roundabouts was analyzed as 2,900pcph and their average vehicle delay as 31 seconds LOS A was analyzed to be 1.500pcph and average vehicle delay 8 seconds, v/c 0.52.

• Proceedings of the KGS Conference
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• 2002.05a
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• pp.120-123
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• 2002

본 연구는 농천어메니티의 개념을 토대로 농촌주민과 도시민의 가치라고 할 수 있는 정주기능으로서의 생활자원화와 방문가치로서의 관광자원화로 구분하고, 이를 토대로 도시민과 농촌주민, 전문가들을 대상으로 농촌자원의 중요도와 순위적 관계를 분석하였다. 구체적인 연구결과를 살펴보면 다음과 같다. 첫째, 농촌자원을 자연적 자원과 문화적 자원, 사회적 자원으로 구분하여 37개 자원을 설정하였다. 이러한 농촌자원은 농촌어메니티를 형성하거나 형성에 영향을 미치는 대상이라고 볼 수 있다. 둘째, 이러한 농촌자원은 농촌주민과 도시민이 지닌 가치에 기초하여 생활자원적 가치와 관광가치적 가치를 동시에 혹은 차등적으로 지닐 수 있다. 이러한 관점은 농촌자원에 대한 중요도 평균에 대한 차이검증(t-test)을 수행한 결과 전체 자원의 56.8%에 해당하는 21개가 유의미한 차이를 보인 결과에 의해 지지를 받는다. 셋째, 농촌자원에 대한 순위적 상관관계분석에서도 전문가와 전체집단에서 생활자원과 관광자원에 대한 순위상관관계가 의미가 없는 것으로 나타나 위의 두번째 결과를 지지하고 있다. 이러한 결과는 농촌자원의 개발 방향과 가치부여가 자원의 속성에 따라 차등적으로 진행되어져야 함을 보여준다. 다섯째, 농촌자원의 유형을 생활자원화와 관광자원화에 대한 중요도의 표준화 점수에 기초하여 4개 유형(유형 I~IV)으로 구분하였다. 이러한 유형별 자원중요도를 고려하여 농촌마을의 개발목적에 비추어 생활자원형이나 관광자원형과의 연계를 통해 마을의 정체성과 특성화에 기여할 수 있도록 해야 할 것이다.(요약 및 결론에서 발췌)를 고지도와 지리지.읍지를 통하여 살펴봄으로써 변한 것과 변하지 않는 것을 분석하여 시대상의 복원과 지역사회의 정체성 확립에 일조하고자 한다.곡물의 여러 줄기가 합수하고 물이 역류하지 않으며 잘 감아도는 곳으로 표현할 수 있다 이러한 명당의 기본적인 원리는 장풍(藏風)과 득수득파(得水得破)이다. 장풍과 득수란 '국'(局), 즉 산줄기와 수계로 이루어진 일정한 범위 속에 만물이 생태계 속에서 살아가는 모습인 '체형(體形)'의 의미가 나타나야 한다는 것이다. 그러나 이러한 의미는 시대에 따라 달라질 수 있는 것이다.면적의 52%를 점유하여 감자 재배지의 핵심지를 이룬다. 4. 한국 감자 재배지역 중심지의 지리적 특징은, 높은 산지지역의 산록완사면에 밭작물로 재배된다는 점과 교통이 불편한 지역으로서 도시화와 산업화 지역의 그늘 지역이 대부분이다. 강원도의 감자 재배지는 감자재배에 적합한 자연환경과 화전농업의 전통, 감자 재배기술의 전파, 중앙정부와 지방정부가 지원하는 각종 연구소 분포와 영농지도, 씨감자 생산과 협동조합의 판로 개척, 도로 개설과 포장 등의 인문지리적 요인이 영농조건을 개선하고 감자 판매를 위한 시장접근을 용이하게 하여, 남한 최대의 감자 재배지역을 형성하였다. 제주도는 산지지형과 따뜻한 기온으로 2기작이 가능하고, 감자가공 공장설립과 교통발달에 따른 육지 시장과의 접근이 용이해졌기 때문에 남한에서 2번째로 큰 감자재배지역이 되었다.(요약 및 결론에서 발췌)그람양성균에서 효과적이었으며, 농도별 항균력시험 결과 농도가 증가할수록 비례하여 저해율도 증가함을 알 수 있었다. 첨가농도를 달

• Proceedings of the KGS Conference
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• 2002.05a
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• pp.77-80
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• 2002

본 논문의 연구목적은, 우리나라 감자재배지역의 분포 특징과 그 중심지를 밝혀 보는데 있다. 이와 같은 목적을 위하여 감자가 외국에서 우리나라에 전파해온 경로와 한국 내에서 의 전파경로를 알아보고, 7개 지역의 감자재배지역의 특징, 우리나라 감자재배의 생산량, 재배면적, 재배농가, 각 시기별 감자 재배지의 중심지와 남한의 감자재배 중심지를 구하였다. 이와 같은 연구내용은 주어진 자연환경에 인간이 어떻게 적응해가면서 살아가는지를 공부하는 지리학의 전통적인 개념인 자연과 인간과의 관계를 이해하는데 도움을 줄 수 있을 뿐만 아니라, 초 중등학교 및 대학에서 공부하는 한국지리 교육과정의 학습자료로서 유용하게 쓰일 수 있을 것으로 기대한다. 연구방법은 문헌연구과 1970년부터 1995년까지의 전국의 시.군별 감자재배지역의 입지계수를 구하여 연구하였다. 그 결과를 요약하면 다음과 같다. 1. 감자가 한국에 처음으로 재배된 것은 1824년(조선조 순조24년) 인데, 전파과정을 살펴보면, 안데스산지의 페루(1500년대) $\longrightarrow$ 에스파냐(1532년) $\longrightarrow$ 중국(1650년) $\longrightarrow$ 한국(1824년)순으로 전파되어온 북방전래설과 영국의 감자가 1832년 충청도의 서산으로, 일본 감자가 1920년에 수원으로 전파되었다는 남방전래설이 있다 2. 감자는 한국 전 지역에서 재배되는 중요 농작물이다 그러나 우리나라의 지형이 남북으로 깊게 뻗은 반도국이므로 위도와 지형 차이에 따라 기온과 고도가 다르게 나타나는데, 이러한 자연적인 요인의 영향이 가장 큰 요인이 되어 고랭지 여름재배지역.중산간 봄재배지역.중부평야 봄재배지역 남부평야 봄재배지역 남부해안 2기작 재배지역.남부 겨울재배지역.제주 가을 월동재배지역 등 7개 지역으로 구분되어 재배된다. 3. 우리나라(남한)의 감자 재배지의 중심지는 강원도 고랭지 여름재배지역과 제주도 가을 월동재배지역, 소백산맥과 진안고원이 만나는 부근 산지지역의 남원군.구례군 거창군.고령군과 남해안의 밀양군.양산군이다. 강원도 지역과 제주도 두지역이 전테 재배면적의 52%를 점유하여 감자 재배지의 핵심지를 이룬다. 4. 한국 감자 재배지역 중심지의 지리적 특징은, 높은 산지지역의 산록완사면에 밭작물로 재배된다는 점과 교통이 불편한 지역으로서 도시화와 산업화 지역의 그늘 지역이 대부분이다. 강원도의 감자 재배지는 감자재배에 적합한 자연환경과 화전농업의 전통, 감자 재배기술의 전파, 중앙정부와 지방정부가 지원하는 각종 연구소 분포와 영농지도, 씨감자 생산과 협동조합의 판로 개척, 도로 개설과 포장 등의 인문지리적 요인이 영농조건을 개선하고 감자 판매를 위한 시장접근을 용이하게 하여, 남한 최대의 감자 재배지역을 형성하였다. 제주도는 산지지형과 따뜻한 기온으로 2기작이 가능하고, 감자가공 공장설립과 교통발달에 따른 육지 시장과의 접근이 용이해졌기 때문에 남한에서 2번째로 큰 감자재배지역이 되었다.(요약 및 결론에서 발췌)

• Journal of Korea Port Economic Association
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• v.32 no.4
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• pp.109-126
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• 2016

This study investigates the initiatives of Gangwon sea routes based on precedent studies on the North Pole route to suggest a multi-modal buildup of transport logistics network of Gangwon harbors for the strengthening of logistics efficiency in the Korean Peninsula. The findings were: First, the government should expand railway infrastructure in Gangwon. Second, harbors in Gangwon should each have one speciality to strengthen connection with other harbors by using railway oriented background transportation network. Third, the government should develop industries of EFEZ(East coast Free Economic Zone) in the East Sea Coast in Gangwon to connect resources from the North Pole Sea. Fourth, the government should invite the base of Araon Ho's polar research vessel to play the role of the North Pole Sea route in the near future. Fifth, the government should strengthen the role of the Samcheock LNG base under construction. SIxth, environment-friendly transportation technology should be introduced to reduce carbon emission as much as possible. Lastly, an optimum North Pole logistics route should be developed to connect the Metropolitan area(Metropolitan Economic Zone), Gangwon roads and railway, Gangwon habor, Trans-Siberian Railway and thw North Pole route, and Europe, to strengthen national foreign trade power in the near future.