• Spatial Information Research
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• v.22 no.5
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• pp.65-75
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• 2014

Bus headway plays an important role not only in determining the passenger waiting time and bus service quality, but also in influencing the bus operation cost and passenger demand. Previous research on headway control has considered only an hourly difference in the distribution of ridership between peak and non-peak hours. However, this approach is too simple to help manage ridership demand fluctuations in a short time scale; thus passengers' waiting cost will be generated when ridership demand exceeds the supply of bus services. Moreover, bus ridership demand varies by station location and traffic situation. To address this concern, we propose a headway control algorithm for minimizing the waiting time cost by using Smart Card data. We also provide proof of the convergence of the algorithm to the desired headway allocation using a set of preconditions of political waiting time guarantees and available fleet constraints. For model verification, the data from the No. 143 bus line in Seoul were used. The results show that the total savings in cost totaled approximately 600,000 won per day when we apply the time-value cost of waiting time. Thus, we can expect that cost savings will be more pronounced when the algorithm is applied to larger systems.

• Journal of the Korean earth science society
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• v.24 no.4
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• pp.303-314
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• 2003

Ocean-air observation using an Automatic Weather Station (AWS) and Conductivity Temperature Depth (CTD) was conducted in the Mid-Yellow Sea off Korea during 8-10 July 2002. A water mass lower than 17$^{\circ}C$ around the Taean peninsula and a tidal front between 36$^{\circ}$20'N and 36$^{\circ}$30'N were observed. The horizontal distribution of air temperature was similar to that of sea surface temperature (SST). Hourly observation around Dukjuk island showed the cold and saline southwesterly and the warm and fresh northeasterly in phase with tidal current. Sea fogs two times formed at 2300 LST 8-0130 LST 9, and 0300-0600 LST 9 July 2002 during the observation period, respectively. During the initial stage of fogs, winds became northeasterly at the speed of 2-4m/s$^{-1}$, and air temperature dropped to 18$^{\circ}C$, as the North Pacific High weakened. The satellite image indicated that sea fogs formed over warm water in the western Yellow Sea and moved eastward toward the observation site, which could be called a steam fog. The fogs dissipated when wind speed and air temperature increased.

• Journal of Korean Society of Forest Science
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• v.109 no.3
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• pp.291-299
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• 2020

The purpose of this study was to propose the most cost-effective sampling method, by analyzing the cost of forest resource investigation per sampling method for the planned harvesting area of in Chunyang-myeon, Byeonghwa-gun, Gyeongsangbuk-do, Korea. For this study, three sampling methods were selected: random sampling method, systematic sampling method, and line transect method. For each method, sample size, hourly wage, number of sample points, survey time, travel time, the sample error rate of the estimated average volume, and the desired sampling error rate were used to calculate the cost of forest resource inventories. Thus, 10 sampling points were extracted for each sampling method, and the factors required for cost analysis were calculated via a field survey. As a result, the field survey cost per ha using the random sampling method was found to be have the lowest cost, regardless of the desired sampling error rate, followed by the systematic sampling method, and the line transect method.

• Transactions of the Korean hydrogen and new energy society
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• v.23 no.3
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• pp.213-218
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• 2012

Steam reforming of methane (SRM) is the primary method to produce hydrogen. Commercial Ni-based catalysts have been optimized for SRM with excess steam ($H_2O/CH_4$ > 2.5) at high temperatures (> $700^{\circ}C$). However, commercial catalysts are not suitable under severe conditions such as stoichiometric steam over methane ratio ($H_2O/CH_4$ = 1.0) and low temperature ($600^{\circ}C$). In this study, 15wt.% Ni catalysts supported on $Ce_{0.8}Zr_{0.2}O_2$ were prepared at various calcination temperatures for SRM at a very high gas hourly space velocity (GHSV) of $621,704h^{-1}$. The calcination temperature was systematically varied to optimize 15wt.% $Ni-Ce_{0.8}Zr_{0.2}O_2$ catalyst at a $H_2O/CH_4$ ratio of 1.0 and at $600^{\circ}C$. 15wt.% $Ni-Ce_{0.8}Zr_{0.2}O_2$ catalyst calcined at $500^{\circ}C$ exhibited the highest $CH_4$ conversion as well as stability with time on stream. Also, 15wt.% $Ni-Ce_{0.8}Zr_{0.2}O_2$ catalyst calcined at $500^{\circ}C$ showed the highest $H_2$ yield (58%) and CO yield (21%) among the catalysts. This is due to complex NiO species, which have relatively strong metal to support interaction (SMSI).

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2018.10a
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• pp.590-592
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• 2018

Taxis that are illegally parked on the road to catch customer can cause traffic congestion and sometimes cause traffic accidents. Stop position of taxis is determined by the long term experience of taxi drivers. In this study, We provide information to taxi drivers and customer who visit in first time through finding stop position of taxis by time. To do this, we used the Internet of Vehicle (IoV) data collected from sensors installed in 40 taxis. Previous studies attempted by forming a cluster around a taxi. Since this method is centered on a taxi, the position of the cluster changes depending on the location of the taxi. In this study, we use a road segmentation algorithm to solve these problems. Unlike the previous studies, since the cluster is formed around the road, the position of the cluster is fixed and it is not affected by the number of taxis, so it is possible to grasp the stop position in real time. The road segmentation is made up of 30m units, and map the taxi location data divided into hourly, weekday, and weekend to the nearest point. As a result of the mapping, it was difficult to see a big difference in the time of week because there were few taxis to operate on weekends, but in case of weekdays, the difference of stop position between the commute time zone and the night time zone was confirmed. The results of this study suggest that it will be possible to propose the prevention of taxi illegally driving taxi and the location of the taxi stand.

• Journal of Environmental Health Sciences
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• v.40 no.3
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• pp.204-214
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• 2014

Objectives: Vehicular emissions are one of the main sources of air pollution in urban areas. Correlation analysis was conducted between air pollutants and traffic volume in order to identify causes of air pollution in Gwangju. Methods: Using traffic volumes and air quality monitoring data from 2002 to 2012 from nine stations (seven urban areas, two roadside areas), especially at three sites where traffic volumes were high, the correlation coefficients were obtained between air pollutants as PM-10 (particulate matter), $NO_2$, $SO_2$, CO and $O_3$ at the stations and traffic volumes near the air monitoring stations. Results: Due to traffic volume and distance between the station and the traffic road, concentrations of pollutants at roadside areas were higher than at urban areas, with the exception of $O_3$. The concentration of $O_3$ showed statistically significance with those of other gas materials as $NO_2$, $SO_2$, and CO in winter (p<0.001) and spring (p<0.05). During the period of October 7 to 20, 2012, excluding periods of yellow dust, smog and rainy season, the ratio of $NO/(NO+NO_2)$ showed the highest value 0.57 and 0.40 at Unam and Chipyeong of two roadside stations, followed by 0.35 at Nongseong with vehicular effects. The correlation coefficient between traffic volume and $O_3$, CO, $NO_2$ became higher when the data on mist and haze days were excluded, than when all hourly data were used in that period, at the three sites of Unam, Chipyeong, and Nongseong. Conclusions: Air quality showed a considerable effect from vehicles at roadside areas compared to in urban areas. Air pollutant diminishment strategies need to be aggressively adopted in order to protect atmospheric environment.

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.5
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• pp.591-598
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• 2015

A hydraulic characteristics in the surf zone such as wave breaking points, wave set-down, wave set-up, wave-induced currents and run-up heights are studied using the SWASH model during Typhoon NAKRI(1412) in Haeundae Beach. Incident wave conditions is obtained from one-hourly observed wave data by KHOA and irregular wave by JONSWAP spectrum is given as an open boundary condition in the model. A Wave-induced current patterns by the SWASH model is compared with the observed currents and sediment flux patterns in that areas, the calculated maximum wave run-up heights in the model is compared with the video monitoring data, the empirical formula by Stockdon et al. and Mase. A dominant longshore currents toward the east of the beach appears due to the effect of incident wave direction and the geographical features and some rip currents occurs at the central part of the beach. The maximum wave run-up height(1.15 m) by the SWASH model shows a similar pattern with the video monitoring data(1.26 m) and the magnitude shows a similar result(1.33m) by Stockdon et al.

• Journal of Environmental Science International
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• v.29 no.3
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• pp.257-272
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• 2020

This study investigates the temporal and spatial variations of marine meterological elements (air temperature (Temp), Sea Surface Temperature (SST), and Significant Wave Height (SWH)) in seven coastal waters of South Korea, using hourly data observed at marine meteorological buoys (10 sites), Automatic Weather System on lighthouse (lighthouse AWS) (9 sites), and AWS (20 sites) during 2013-2017. We also compared the characteristics of Temp, SST, and air-sea temperature difference (Temp-SST) between sea fog and non-sea-fog events. In general, annual mean values of Temp and SST in most of the coastal waters were highest (especially in the southern part of Jeju Island) in 2016, due to heat waves, and lowest (especially in the middle of the West Sea) in 2013 or 2014. The SWH did not vary significantly by year. Wind patterns varied according to coastal waters, but their yearly variations for each coastal water were similar. The maximum monthly/seasonal mean values of Temp and SST occurred in summer (especially in August), and the minimum values in winter (January for Temp and February for SST). Monthly/seasonal mean SWH was highest in winter (especially in December) and lowest in summer (June), while the monthly/seasonal variations in wind speed over most of the coastal waters (except for the southern part of Jeju Island) were similar to those of SWH. In addition, sea fog during spring and summer was likely to be in the form of advection fog, possibly because of the high Temp and low SST (especially clear SST cooling in the eastern part of South Sea in summer), while autumn sea fog varied between different coastal waters (either advection fog or steam fog). The SST (and Temp-SST) during sea fog events in all coastal waters was lower (and more variable) than during non-sea-fog events, and was up to -5.7℃ for SST (up to 5.8℃ for Temp-SST).

• The Korean Journal of Quaternary Research
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• v.14 no.2
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• pp.117-123
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• 2000

This study examined the spatial distribution of precipitation in Sokcho area. The hourly, daily and monthly precipitation on the 2 stations, 5 AWS in Sokcho area were analyzed by daily, monthly, altitudinal distribution and synoptic environment. The results of the Study are as follows. The amount of Yearly precipitation, 1970~1999 in Sokcho area is gradually increasing. The amount of monthly precipitation 1970~1999 at Sorak weather observation station (altitude 148m), Compared with that in 7 Stations is greatest in spring, Summer and autumn. Because the valleys near Ssangcheon river are funnels for sea wind into Sorak weather observation station. The amount of Summerly precipitation at Mishiryong(1993~1999), the highest altitude in 7 weather observations stations is more 95.2mm than that of Sokcho airport, the lowest altitude, but the amount of winterly precipitation at Sokcho airport is more 89.6mm than that of Mishiryong. When the heavy rainfall and the heavy Snowfall occured in Sokcho area, wind systems were mainly a sea wind (north-north-eastly wind, north-westly wind) and daily mean wind speed was respectively 4.4㎧, 3.6㎧. The amount of the heavy rainfall and heavy snow fall in Sokcho area is closely associated with the north-eastly stream at the lower and the upper level toward the coast of East sea(Sokcho area).

• Magazine of the Korean Society of Agricultural Engineers
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• v.26 no.4
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• pp.52-65
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• 1984

In general precise estimation of hourly of daily distribution of the long-term run-off should be very important in a design of source of irrigation. However, there have not been a satisfying method for forecasting of stationar'y long-term run-off in Korea. Solving this problem, this study introduces unit-hydrograph method frequently used in short-term run-off analysis into the long-term run-off analysis, of which model basin was selected to be Sumgin-river catchment area. In the estimation of effective rainfall, conventional method neglects the Soil moisture condition of catchment area, but in this study, the initial discharge (qb) occurred just before rising phase of the hydrograph was selected as the index of a basin soil moisture condition and then introduced as 3rd variable in the analysis of the reationship between cumulative rainfall and cumulative loss of rainfall, which built a new type of separation method of effective rainfall. In next step, in order to normalize significant potential error included in hydrological data, especially in vast catchment area, Snyder's correlation method was applied. A key to solution in this study is multiple correlation method or multiple regressional analysis, which is primarily based on the method of least squres and which is solved by the form of systems of linear equations. And for verification of the change of characteristics of unit hydrograph according to the variation of a various kind of hydrological charateristics (for example, precipitation, tree cover, soil condition, etc),seasonal unit hydrograph models of dry season(autumn, winter), semi-dry season (spring), rainy season (summer) were made respectively. The results obtained in this study were summarized as follows; 1.During the test period of 1966-1971, effective rainfall was estimated for the total 114 run-off hydrograph. From this estimation results, relative error of estimation to the ovservation value was 6%, -which is mush smaller than 12% of the error of conventional method. 2.During the test period, daily distribution of long-term run-off discharge was estimated by the unit hydrograph model. From this estimation results, relative error of estimation by the application of standard unit hydrograph model was 12%. When estimating by each seasonal unit bydrograph model, the relative error was 14% during dry season 10% during semi-dry season and 7% during rainy season, which is much smaller than 37% of conventional method. Summing up the analysis results obtained above, it is convinced that qb-index method of this study for the estimation of effective rainfall be preciser than any other method developed before. Because even recently no method has been developed for the estimation of daily distribution of long-term run-off dicharge, therefore estimation value by unit hydrograph model was only compared with that due to kaziyama method which estimates monthly run-off discharge. However this method due to this study turns out to have high accuracy. If specially mentioned from the results of this study, there is no need to use each seasonal unit hydrograph model separately except the case of semi-dry season. The author hopes to analyze the latter case in future sudies.