• Journal of Korean Society of Transportation
• /
• v.21 no.6
• /
• pp.27-42
• /
• 2003

The basis for planning airport development is the specific demand at peak hour among various aviation demands. The demand at peak hour is regarded to be the source which enables us to estimate the size requirement and capacity of an airport facility. The distribution type of peak hour-operation depends on the difference of aircraft route, geographical location of airport, passengers and cargo. The demand at peak hour is calculated with peak hour factor. So far, the features of peak hour adopted for domestic airport construction plan have been based on the foreign research results. However, it is officially unconfirmed whether the various peak hour characteristics or peak hour factor suggested from foreign studies can be compatible with Korean state or not. In this study, the aircraft operation pattern and the peak hour characteristics are analyzed with hourly data using the operation schedule of an airport for the last 5 years and the actual result statistics of Korean air transportation by airport through the recent 10 Years. After the peak hour factor of the airports is calculated and compared with existing research results, peak hour factor by annual operation frequency is suggested for Korean airports.

• International Journal of Highway Engineering
• /
• v.20 no.3
• /
• pp.85-92
• /
• 2018

PURPOSES : In this study, analyze the characteristics of IOC indicator 'threshold' which is needed when evaluating the traffic signal operation status with ESPRESSO in various grade road traffic environment of Seoul metropolitan city and derive suggested value to use in field practice. METHODS : Using the computerized database program (Postgresql), we extracted data with regional characteristics (Arterial, Collector road) and temporal characteristics (peak hour, non-peak hour). Analysis of variance and Duncan's validation were performed using statistical analysis program (SPSS) to confirm whether the extracted data contains statistical significance. RESULTS : The analysis period of the main and secondary arterial roads was confirmed to be suitable from 14 days to 60 days. For the arterial, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 25 km/h as the critical speed for AM peak hour and night non peak hour. As for the collector road, it is suggested to use 20 km/h as the critical speed for PM peak hour and weekly non peak hour. It is suggested to use 30 km/h as the critical speed for AM peak hour and night non peak hour. CONCLUSIONS : It is meaningful from a methodological point of view that it is possible to make a reasonable comparative analysis on the signal intersection pre-post analysis when the signal operation DB is renewed by breaking the existing traffic signal operation evaluation method.

• Proceedings of the KSR Conference
• /
• 2003.05a
• /
• pp.251-256
• /
• 2003

This study focuses on the development of the conceptual criteria which could be applied to the speed-up strategy of urban rail operation. Down town segment or not, and peak hour or not are the criteria. The author suggests that in the case of down town segment and peak hour urban rail should take the all-stop pattern, if down town segment and off peak hour, then skip-stop pattern, if not-down town segment and peak hour, the A, B skip-stop, and if not-down town segment and off peak hour, the A, B, C skip-stop. If side lines, three rail, or 2 double lines, then express train operation is recommended in the peak hour. Then this study recommends speed-up strategies of each 8 urban lines.

• International Journal of Highway Engineering
• /
• v.14 no.2
• /
• pp.93-99
• /
• 2012

This study analyzes traffic data which are collected by VDS(Vehicle Detection System) to research the relationship between spacing distribution and vehicles' relative speed. The collected data are relative speed between preceding and following vehicles, passing time and speed. They are also classified by lane and direction. For the result of the analysis, in the same platoon, we figure out that mean of spacing is 40m, which can be a value to determine section A to D. To compare spacing according to time interval, this study splits time intervals to peak hour and non-peak hour by peak hour traffic volume. In conclusion, vehicles in peak hour are in car following because most drive similar speed as preceding vehicle and they have relatively small spacing. On the other hand, non-peak hour's spacing between vehicles is bigger than that of peak hour. This implies driver's behaviors that the less spacing, the more aggressive and want to reduce their travel time in peak hour, whereas most drive easily in non-peak hour and recreational trip purpose because of less time pressure.

• The Korean Journal of Emergency Medical Services
• /
• v.6 no.1
• /
• pp.77-86
• /
• 2002

The purposes of this research which was conducted by surveying lost/added unit hours reports, unit hour demand analysis worksheets from prehospital care reports of two squads in Kyonggi Provincial Fire and Disaster Headquarters for 20 weeks (January 1, 2002 - May 20, 2002) are to get Unit Hour Utilizations. Call Demands such as Unit Hour Demand, Simple Average Demand, High Average Demand, Peak Average Demand, the High Actual Demand. The conclusions from this analysis were summarized as follows: (1) By revealing Unit Hour Produced 3223.9, Call Volume 964, Unit Hour Utilization 0.299 at the Squad A and Unit Hour Produced 3328.4, Call Volume 901, Unit Hour Utilization 0.271 at the Squad B induced Korean Squads to chance identification, definition, direction of Unit Hour Utilization. (2) By revealing Simple Average Demand 7.4 on Monday Tuesday, High Average Demand 9.6 on Tuesday Friday. Peak Average Demand 11.5 on Tuesday, the High Actual Demand 12 on Tuesday Wednesday at the Squad A and Simple Average Demand 6.8 on Sunday, High Average Demand 10.4 on Monday, Peak Average Demand 11.5 on Monday, the High Actual Demand 13 on Monday at the Squad B enabled Korean Squads to utilize System Status Management. (3) The Maximum Calls per Unit Hour were 115 for 23:00~23:59, the Minimum Calls per Unit Hour were 46 for 05:00~05:49 in two squads. The Maximum Calls per Unit Hour were 7.4 on Tuesday Saturday, the Minimum Calls per Unit Hour were 6.1 on Thursday at the Squad A. The Maximum Calls per Unit Hour were 7.3 on Monday Saturday, the Minimum Calls per Unit Hour were 5.6 on Thursday at the Squad B. (4) Analyzing demand for EMTs in the optimum emergency medical service of Korea, we have been able to utilize this Unit Hour Utilization in company with the established estimation methods such as international comparisons or the number of ambulances for scientific reasonable estimation. (5) These Call Demands which were limited to the demand time in this study will make us expect some following studies including demand time, demand time, demand map for Strategic Deployment.

• Journal of Forest and Environmental Science
• /
• v.10 no.1
• /
• pp.57-65
• /
• 1994

This study was carried out to clarify the sediment export by measuring suspended solids included in streamflow during the rainy season. The study area is located in Experimental Forests, Kangwon National University, where the forest road is under construction. For this purpose, the forest watershed with construction of forest road was compared with normal forest watershed in amount of rainfall and discharge, suspended solids and discharge, and the amount of rainfall and suspended solids. The results were shown as followings. 1. The relationship of discharge and the amount of rainfall was shown as Table 3 and Fig. 3. The delay time of peak point observed in hydrograph was changed by rainfall intensity and amount of previous rainfall. That is, when there was a rain on 12. Jun(more than 20mm/hour for hours), the peak point began three hours after the rainfall intensity over 20mm/hour, and showed $1514m^3/hour$ in automatic water level recorder. In case of the 8th of Aug.(maximum rainfall intensity: 40mm/hour), the peak point of discharge was $1246m^3/hour$ in the same time with maximum rainfall intensity. And on the 20th of Aug.(the maximum rainfall intensity: 17.2mm/hour), the peak point of discharge was $1245m^3/hour$ two hours after the maximum rainfall intensity. 2. On watershed under forest road construction, the relationship between discharge and suspended solids is that suspended solids was proportionately increased by raising discharge. That is, on the 12th of Jun, the maximum of discharge per hour was $1514m^3/hour$ and 1261mg/l of suspended solids was observed an hour after peak point of discharge. And in case of 8th and 20th Aug., each of peak points is $1246m^3/hour$ and $1245m^3/hour$ by measuring time. The maximums of suspended solids measured within two watersheds were examined in value of 4952mg/l and 472mg/l at the same time. 3. During the rainy season, the concentration of suspended solids was influenced by rainfall intensity and indicated especially curve-regressional increase in case of strong rainfall intensity. In each of watersheds, the maximums of suspended solids were 1261mg/l and 125mg/l, 4952mg/l and 44mg/l, and 472mg/l and 4mg/l by the order of rain(a), (b), and (c). Two watersheds showed a remarkable difference.

• Proceedings of the Korea Society for Simulation Conference
• /
• 1999.10a
• /
• pp.93-99
• /
• 1999

The service level of Metro stations is affected by the design criteria such as platform area, width and length of stairways, and the number of turnstile, etc. The Korean station design process utilizes peak-hour volume as design volume. Hourly volume, however, can not explicitly account for the variation of traffic and consequently the variation of the level of service within the one-hour time period. Movements in various areas inside of stations are simulated with a queueing network under various operating conditions. A discrete simulation tool called SIMUL8 was utilized. Based on the results, peak volume for 15 minutes period was recommended as a preferred base volume over the peak-hour volume for station design purpose to realistically account for user delays under. Simulation runs also confirmed that escalators have positive effects on passenger processing capacity and on securing stability of passenger flows in stations.

• Nuclear Engineering and Technology
• /
• v.6 no.1
• /
• pp.3-8
• /
• 1974

The annealing of natural beryl powder used for the thermoluminescent dosimetry was investigated in order to eliminate effect of previous exposure. Through the glow curve analysis, the optimal annealing treatment was found to be one hour annealing at 145$0^{\circ}C$, but annealing for one hour at 55$0^{\circ}C$ was sufficient for reuse of natural beryl powder. There are two distinguished glow peaks at $65^{\circ}C$ and 20$0^{\circ}C$ of heating temperature during readout process. The $65^{\circ}C$ glow peak fades away rapidly, but the 20$0^{\circ}C$ glow peak remains very stable. It is, therefore, quite feasible to use the 20$0^{\circ}C$ glow peak for thermoluminescent dosimetry.

• Journal of Korean Society of Transportation
• /
• v.28 no.5
• /
• pp.7-15
• /
• 2010

The walkway level of service (LOS) is conceptualized using pedestrian flow rate, speed, and density according to the Korean Highway Capacity Manual (KHCM). However, as it is based on the data of commuters at peak hours, it needs to be reevaluated considering various trip purposes and a pleasant pedestrian environment. Thus, the authors aimed to investigate and analyze the characteristics of each group: pedestrians during the peak hour and those during the non-peak hour. Then they were verified statistically for the walkway evaluation criteria. In this study, the authors investigated pedestrian speed and flow in a complex transit center walkway with diverse trip purposes by peak and non-peak hour. Then the authors statistically verified the differences between the groups. A model was built for estimating pedestrian density by speed and flow; it was used to calculate the walkway capacity (67.3p/m/m) corresponding to LOS E. The authors established new criteria for LOS, applying the LOS from the HCM. These standards can then be used as the design standards for pedestrian walkways.

• Proceedings of the KIEE Conference
• /
• 1993.11a
• /
• pp.19-22
• /
• 1993

Demand side management (DSM) is the planning and implementation of those utility designed to influence customer use of electricity in ways that will produce desired changes in the utility's load shape. It is conspicuous that the peak load control of DSM is efficiently adopted. In this paper, the package type air conditioner(A/C) mounted radio controlled switch. During the summer of 1990 KEPCO conducted tests in Seoul areas to determine the economic feasibility of interrupting A/C units for short periods of time during peak load periods. These tests were performed between July 30 and September 20 and were limited to the hours of between 1 and 6 p.m. These tests indicated that each A/C contributes approximately 4.5kW to the system peak and can be switched off 10 minutes out of each 1/2 hour without causing the customer any discomfort. Switching each A/C off for 10 minutes out of each 1/2 hour results in a peak load demand reduction of one kW per unit.