• Journal of Korean Society for Geospatial Information Science
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• v.17 no.4
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• pp.13-22
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• 2009

Urban expansion has caused environmental problems, traffic jam and real estate. Trend analysis of Urban expansion is needed for analysis and prediction of the existing problem-solving, urban planning and land use. In this study, We constructed database based on MOE(Minister of environment)'s landcover(1980's, 2000's), 1: 25,000 digital topographical map using of DEM and data of the National Statistical Office for urban and build up expand analysis of South Korea. As a result, The rate of increase in population of Gyeonggi-do, Incheon and Ulsan are high but Jeollanam-do is low. Area of development zone was 2.15 fold increase in comparison with before it. Slope aspect is south or east and urban expansion was increase in district such as Chungcheongnam-do, Gyeonggi-do, Jeollanam-do. Existing road of accessibility was high than development zone. Metropolitan city developre it. In conclusion, we found that South Korea urban expansion was developed from metropolitan city. In natural topographical conditions, the development was progress advantageous zone to disadvantageous zone. Also, we found that population was rapidly increase with new development as the center zone in urban expansion zone.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.1
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• pp.35-50
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• 2022

After the introduction of the central bus lane system, bus traffic was prioritized. This resulted in improved trust from bus users. However, the low capacity at the central bus stop reduces traffic speed and punctuality. In addition, physical constraints are inevitable because the construction of central bus lanes and bus stops considers the city's road geometry. Therefore, this study attempted to optimize the effective green time of the traffic signal system at the entrance and exit of the central bus stop to remedy its insufficient operational capacity. The Transit Capacity and Quality of Service Manual and Korea Highway Capacity Manual were used as the analysis methodologies. The number of stop areas for central bus stops to be built was determined by excluding variable physical factors, and field survey data collected from nine randomly selected central bus stops currently installed in Seoul were used. A scenario analysis was conducted on the central bus stops with insufficient capacity by adjusting the effective green time, and the capacity of the central bus stop was set as the dependent variable. According to the results, 26.7 percent of the central bus stops with insufficient capacity can solve the problem of insufficient capacity. Therefore, the results of this study can be verified by improving the operation level, and it can be effective even if the number of central bus stops calculated by engineering is not guaranteed during the planning stage of the central bus stop. As the number of central bus stops is expected to increase further as the number of central bus stops increases, it is necessary to improve the number of central bus stops. Therefore, it is hoped that the results presented in this study will be used as basic data for the improvement plan at the operational level before introducing the physical improvement plan.

• Journal of the Korean Institute of Landscape Architecture
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• v.38 no.4
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• pp.35-44
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• 2010

This study will define the features of the viewpoint that best enables the view of Busan Port from Young-Do. Special focus will be on spatial distribution, the type Busan Port sights that can be experienced from Young-Do, the compositional characteristic of a port landscape and visual characteristic. The results are based on 27 selected viewpoints and are as follows. Firstly, the patterns of the spatial distribution of viewpoints are classified as park, public facility and wayside types. It was found that most viewpoints are located along a wayside. Secondly, the types of Busan Port sights that can be experienced from Young-Do are divided into three kinds: surrounding stand-line type, facing the port and the type of penetrating city. The major type was of penetrating city among the three patterns. The reason for this is that the point of view for Busan Port was changed into a prospect over the sea since city and road sections have been expanding due to the urbanization of Young-Do. Thirdly, the compositional characteristics of the port landscape are divided into three styles: panoramic, corridor, and rooftop. The most frequent type is the rooftop style among the three characteristics. This fact indicates that the picture of Busan Port seen from Young-Do loses continuity of view and that housetops inhibit the sense of distance. Lastly, the visual characteristics of the viewpoint were analyzed. The angles of the declination of the viewpoints are concentrated on the horizontally closed parts. Thirteen points lie between $-3^{\circ}$ and $-1^{\circ}$, and twelve points between $-6^{\circ}$ and $-4^{\circ}$. The visual axes of the depression are two points because sight is interrupted by buildings which are built when the city expands. Two viewpoints for experiencing the optimum landscape of depression should be prepared to ensure continuous preservation of the viewpoints. The sight creates a wide prospect, reaching from 0.2km to 6.4km. It is expected that the results of this study can be used for the landscape plans of port cities including the management and preservation of viewpoints.

• Journal of Korean Society of Transportation
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• v.17 no.4
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• pp.99-110
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• 1999

With a growing awareness, transportation is the maior source of urban air pollution. Planners and policy-makers are strongly urged to care the impacts of transportation management strategies on environment. Since transport-related air Pollution can be regarded as negative externalities of transport, it is indispensable to evaluate chanties in air quality which seems to occur when proposed transport measures are implemented. In addition, transport measures should be integrated in a set of combined Paradigm regarding transport and environment. Based on the integrated Paradigm between transportation demand management(TDM) and environmental planning, the main focus is given to apply environment cost internalizing measures to the short-term congestion management Program(SCMP) in Seoul, that has been developed in 1998 by Seoul Development Institute. Three modules are analyzed: without and/or with ￦500, ￦1000 emission plus gas tax, respectively. From the empirical applications on Seoul city, one of the most exemplary findings in SCMP program is that, emission plus gas tax can be a very useful measure to reduce vehicular emissions by targeting major Pollutants differently, rather than by dealing with pollutants collectively. Further research that provides (1)showing the spatial variation of pollution levels along the intersections, (2)more developing combined Paradigm between transport, land use, and environment, (3)using environmental road capacity rather than Physical-aspects of road capacity, and (4)continuing R&D on air quality constrained TDM, can contribute significantly to applications of the real and efficient environment-constrained transportation planning.

• Journal of the Korean Institute of Landscape Architecture
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• v.42 no.5
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• pp.31-40
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• 2014

The importance of green spaces in the city is growing each day. Local governments are taking charge of park development works that are having difficulty in developing and managing urban parks due to high land value as well as a shortage in finances. This is even though an urban park is defined as an urban planning facility and the law provides park area per person. Civil residents, meanwhile, are using not only urban parks provided by law but also other green areas such as rivers, reservoirs, and school playgrounds because they recognize urban green areas by the concept of use. In this study, accordingly, urban green areas were sorted into two types, urban parks, parks provided by law, and other green areas, and the difference in use pattern and use satisfaction by type was analyzed. As a result of analysis, there was no remarkable difference between the two types. According to such results, it was found that it is necessary to include other green areas, such as rivers, reservoirs, school green areas, and apartment green areas in addition to the current park green areas provided by law when park area per person is calculated, and such calculation of urban green areas reflecting local characteristics can reduce local governments' financial burden and improve the effectiveness of future urban park policies. It is judged that such results can become a plan against the cancellation of unexecuted urban facilities. The fact that accessibility factors, such as road satisfaction, access convenience, and convenient movement, are affecting satisfaction with the use of urban parks suggests that it is important to improve urban park accessibilities rather than to quantitatively expand park area in order to improve satisfaction with urban parks. Considering that people travel to urban green areas mostly by walking, it is necessary for access convenience to conduct follow-up studies such as barrier-free and securing walking stability through analysis of routes to urban green areas.

• Asia-pacific Journal of Multimedia Services Convergent with Art, Humanities, and Sociology
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• v.7 no.6
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• pp.681-692
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• 2017

In recent years, large-scale construction projects such as road pavement construction and new city construction have been carried out nationwide with by the expansion of social overhead facilities and base on the economic development planning, resulting in a rapid increase in artificial slope damage. The existing vegetation-based re-installation method of the slope surface greening method reveals various problems such as lack of bonding force, drying, and lack of organic matter. In this study, research was carried out using vegetation-based material and environmentally friendly soil additives, were are used in combination with natural humus, Bark compost, coco peat, and vermiculite. Uniaxial compressive strength was measured according to the mixing ratio of soil additives and the strength was analyzed. Experiments were carried out on the characteristics of the soil material to gauge the slope protection properties by using the soil compaction test method wherein the soil and the soil additive materials are mixed in relation to the soil height, the number of compaction, the compaction method (layer) and the curing condition. As a result of the experiment, excellent strength performance was demonstrated in soil additives using gypsum cement, and it satisfied vegetation growth standards by using performance enhancer and pH regulator. It was confirmed that the strength increases with the mixing of soil and soil additive, and the stability of slope protection can be improved.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.5D
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• pp.477-483
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• 2010

The existing mass transport system, with its limited capacity and the saturated road networks, has given cause for a new means of transport to be developed, and strong demands for such new means of transport are observed more than ever. However, the traffic authority is seeking a new transport system that focuses more on LRT(Light Rail Transit), a downsized version of the existing urban railroad, rather than one that is appropriate to solve the traffic problems. Moreover, local governments are experiencing difficulties in planning their own mass transportation(bus or urban railroad) as they have no specified criteria for selecting a mass transport system. Accordingly, there has been an increasingly loud voice that calls for criteria to determine which mass transport system befits each transportation corridor. This paper develops a mass-transport demand forecasting model based on the GIS Buffering analysis of each transportation corridor in the city, sets up the capacity for each mass transport system and presents the criteria for selecting an optimal mass transport system for each transportation corridor. It also presents a methodology that identifies necessary and sufficient conditions for selection and evaluation, since it is most important to select the optimal mass-transport system that can meet the demand by each mass-transportation corridor.

• Journal of the Korean Institute of Traditional Landscape Architecture
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• v.35 no.2
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• pp.1-14
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• 2017

The purpose of this study is to understand the environmental traits and significance of the pond place that appears in historic maps in 'Dongchon(東村)', which is the eastern section within the fortress wall of Hanyang. We reviewed various documents and maps to identify the name of the pond, and of those materials we followed the name provided by official national records and geographical titles to designate it 'Eouidongji Pond(於義洞池).' The results of the research showed, first, that from the standpoint of location and environmental characteristics, that the area of the Eouidongji Pond was an area that contained a pastoral atmosphere within the city. It was located in an area where the waters flowing from the mountains gathered, and the boundaries of the pond would change based on water levels within a plot of land about 2,000pyeong(app. $6,600m^2$) in size. Second, when seen from the perspective of its creation background, the Eouidongji Pond seems to have been a naturally occurring pond which was modified when the water system was managed in the city at the beginning of the dynasty. In addition to its role as a reservoir, it was operated as a lotus pond(蓮池) to offer lotus(蓮) related by-products. With the nearby detached palace being actively used, it seems the pond was managed at the same time. The pond had already been filled in by the early 20th century, and although there were efforts to reconstruct the pond, it was eventually destroyed as the area was included in the site of a school during the colonial period. Third, the Eouidongji Pond was appreciated in many cases by individuals or admired as part of the natural landscape by viewing it from afar. In addition, it provided entry landscape near the road entering Dongchon, and was a location that was easily visited in connection with other nearby pleasure grounds. Through studying the location and environmental characteristics, the background of its creation and destruction, operation and management by time period, usage at the time, and characteristics of scenery appreciation of Eouidongji Pond, the Eouidongji Pond was a pond of high practical value to the nation, as it supplemented the water system in the city and was able to provide lotus harvests for the nation. In addition, from a urban environment perspective, it was a lateral landmark with a large area, as well as an effective boundary. It was an open area that the people of the Hanseong-bu could freely use, and it had a high public value due to its ease of accessibility.

• Journal of Environmental Impact Assessment
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• v.32 no.1
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• pp.15-28
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• 2023

In the Republic of Korea, the target project scope of the small-scale EIA is stipulated as the plan area above around 5,000~60,000m² depending on a type of project and classification of land use. Whereas, the lower limit of the corresponding local government EIA project is generally located above the small-scale EIA's limits, and overlapping ranges exist. This situation has been enlarged since road construction and district unit planning were included as the target projects for small-scale EIA in the "Enforcement Decree of the Environmental Impact Assessment Act", which was partially revised in November 2016, and the current consultation system needed discussion in that small-scale EIA is allowed to be done without gathering review opinions at the local level. In fact, projects subjected to local government EIA but consulted as small-scale EIAs may seem insignificant because of a small number of total cases; however, it is worth paying attention to the fact that a local government may not add a target project due to the small-scale EIA. This study suggested the three policy measures for improving small-scale EIA to enhance the effectiveness of local government EIA: supplementing the institutional arrangements to incorporate the review opinion from the local region in small-scale EIA, giving priority to local EIA for conducing the projects in overlapping ranges with partial amendments on EIA law regarding exceptions to local government EIA, including small target projects (not to be small-scale EIA targets) to the ordinance that are deemed necessary to be conducted as local government EIA. Even though a positive function of small-scale EIA has been confirmed, efforts should be made to improve the situation in which many projects within local governments are consulted without review from the region.