• The Journal of Engineering Geology
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• v.13 no.3
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• pp.293-308
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• 2003

New results about the crustal structure down to a depth of 60 km beneath North Korea were obtained using the seismic tomography method. About 1013 P- and S-wave travel times from local earthquakes recorded by the Korean stations and the vicinity were used in the research. All earthquakes were relocated on the basis of an algorithm proposed in this study. Parameterization of the velocity structure is realized with a set of nodes distributed in the study volume according to the ray density. 120 nodes located at four depth levels were used to obtain the resulting P- and S-wave velocity structures. As a result, it is found that P- and S-wave velocity anomalies of the Rangnim Massif at depth of 8 km are high and low, respectively, whereas those of the Pyongnam Basin are low up to 24 km. It indicates that the Rangnim Massif contains Archean-early Lower Proterozoic Massif foldings with many faults and fractures which may be saturated with underground water and/or hot springs. On the other hand, the Pyongyang-Sariwon in the Pyongnam Basin is an intraplatform depression which was filled with sediments for the motion of the Upper Proterozoic, Silurian and Upper Paleozoic, and Lower Mesozoic origin. In particular, the high P- and S-wave velocity anomalies are observed at depth of 8, 16, and 24 km beneath Mt. Backdu, indicating that they may be the shallow conduits of the solidified magma bodies, while the low P-and S-wave velocity anomalies at depth of 38 km must be related with the magma chamber of low velocity bodies with partial melting. We also found the Moho discontinuities beneath the Origin Basin including Sari won to be about 55 km deep, whereas those of Mt. Backdu is found to be about 38 km. The high ratio of P-wave velocity/S-wave velocity at Moho suggests that there must be a partial melting body near the boundary of the crust and mantle. Consequently we may well consider Mt. Backdu as a dormant volcano which is holding the intermediate magma chamber near the Moho discontinuity. This study also brought interesting and important findings that there exist some materials with very high P- and S-wave velocity annomoalies at depth of about 40 km near Mt. Myohyang area at the edge of the Rangnim Massif shield.

• Journal of Korean Society of Transportation
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• v.20 no.7
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• pp.15-22
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• 2002

Transportation project appraisal should be precise in order to increase the social welfare and efficiency, and it has been evaluated by only a single criterion analysis such as benefit/cost analysis. However, this method cannot assess some qualitative items, and cannot get a proper solution for the clash of interests among various groups. Therefore, the multi-criteria analysis, which can control these problems, is needed, and then Saaty has developed one of these methods, AHP(Analytic Hierarchy Process) method. In AHP, the project is evaluated through weighted score of the criteria and the alternatives, which is surveyed by a questionnaire of specialists. It is based on some strict suppositions such as reciprocal comparison, homogeneity, expectation, independence relationship between multi-criteria, but supposing that each criterion has independence relation with others is too difficult in two reasons. First, in real situation, there cannot be perfect independence relationship between standards. Second, individuals, even though they are specialists of that area, do not feel the degree of independence relation as same as others. This paper develops a modified AHP method for solving this dependence relationship between multi-criteria. First of all. in this method, the degree of dependence relationship between multi-criteria that the specialist feels is surveyed and included to the weighted score of multi-criteria This study supposes three methods to implement this idea. The first model products the degree of dependence relationship in the first step for calculating the weighted score, and the others adjust the result of weighted score from the basic AHP method to the dependence relationship. One of the second methods distributes the cross weighted score to each standard by constant ratio, and the other splits them using Fuzzy measure such as Bel and Pl. Finally, in order to validate these methods, this paper applies them to evaluate the alternatives which can control public resentments against Korean rail path in a city area.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.133-144
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• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.