• Journal of the Korean Institute of Landscape Architecture
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• v.41 no.3
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• pp.12-21
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• 2013

This paper deals with a comparative analysis of changes in cognition of city image of Daegu City, focusing on image of representative and environmental conditions. Two-questionnaire surveys were conducted to compare the change of image cognition between the last decades. Major results are: Firstly, the most frequent representative images of Daegu City were hot weather, Palgong Mountain, textile industry, etc. and representative places were Palgong Mountain, Dongsung-ro Street, E world(Woobang Land), etc. Compared to the results of year 2000, the frequency of apple, and textile industry were remarkably decreased. Secondly, mean scores of image rating for environmental conditions were comparatively high in human environment such as women, and kindness. By individual variables, accessibility to Daegu City, women, living environment such as shopping, showed higher mean scores. Generally, mean scores of 2011 survey were higher than that of 2000. Thirdly, major factors affecting city image were human environment, living environment, natural environment, and transportation environment, respectively. These results can be used as a basic data for strategies to improve higher brand image of Daegu City.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.3
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• pp.129-145
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• 2016

This paper analyzed and compared the service level and satisfaction of the sidewalks in collector roads from 6 different location, which has a lot of volume of pedestrians. For the study, it performed an investigation of road geometry, flow, research about satisfaction of walking and video recording. Based on this data, this study computed the service level of the sidewalks and pedestrian satisfaction. This study made a sense of correlation between service level and satisfaction. Also it focused on factors influencing on the effectiveness of satisfaction. This study also analyzed the change of walking behavior chracteristics according to the change of the level of satisfaction. This study adopted Multi-Modal Level of Service(MMLOS) method, because it could consider more factors. This study reached the conclusion that MMLOS method cannot completely reflect the level of pedestrian satisfaction. We have to consider more factors than in the current system for use in the development of sidewalk design. The result of this study is expected to reflect the pedestrian satisfaction in future sidewalks design.

• Journal of Korean Society of Transportation
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• v.19 no.3
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• pp.7-18
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• 2001

The pedestrian signal systems operating presently could provide more time for the pedestrian to cross the street than the previous system, but it would increase the cycle length and cause longer delays at the signalized intersections. For instance, more than 80% of traffic signals would have to have the cycle length increased by 10sec in Daegu Metropolitan areas. Therefore. the purpose of this study is to propose a pedestrian traffic signal time that not only maintains the safety of the pedestrian but also reduces the traffic cycle length. The proposed pedestrian signal time is set to enable enough time for the elderly to cross and the flashing time is set low enough to deter the ordinary person. This new pedestrian signal time can reduce the traffic cycle length at intersections and prevent the Pedestrian crossing during flashing time. In addition to the flashing green should be changed to flashing red to warn the pedestrian he should not begin crossing as opposed to the flashing green which suggest he could cross. In this study, the speed of 1.1m/sec and 0.85m/sec are applied to the new proposed signal time for normal and elderly person respectively after analyzing data collected at Daegu Metropolitan area.

• The Journal of Industrial Distribution & Business
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• v.10 no.5
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• pp.27-36
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• 2019

Purpose - Naver has emerged as a new leader in the open market. While existing open markets such as Gmarket, 11th Street, and so on are suffering from profitability deterioration, Naver is attracting sellers based on low commission and powerful search engine. We would like to analyze the impact of Naver shopping on the national economy, especially on employment, in a situation where the market reaction to Naver's strength as a leader in online shopping is mixed. Research Design, Data, and Methodology - Through the demand inducing inter-industry analysis, we estimate the employment inducement effect by Naver shopping from its shopping transaction. In turn, through the supply inducing inter-industry analysis, we estimate the employment inducement effect by Naver shopping from its low commission and powerful search engine. For the purpose of inter-industry analysis, as of 2018, the most recently announced 2014 inter-industry table (extension table) from the Bank of Korea is used. Results - The results of this study are as follows. First, Naver Shopping is expected to generate 7.8 trillion won's trade in 2018, resulting in 244,225 of job inducement, and 158,598 of employment inducement. In addition, Naver Shopping is estimated to benefit KRW 213 billion to its sellers due to low commission and powerful search function, resulting in 8,667 of job inducement, and 5,655 of employment inducement. Second, in terms of job inducement and employment inducement due to Naver Shopping's trade, transportation, business support service, information and communication, broadcasting, restaurants and lodging were ranked. Third, in terms of job inducement and employment inducement due to Naver Shopping's low commission and powerful search function, restaurants and hospitality, f/b and cigarette manufacturing, construction, and transportation equipment manufacturing were ranked. Conclusions - The number of job inducement resulting from low commission and powerful search engine of Naver shopping in 2018 was 8,667 (3.7% of 244,225, which was caused by transaction in Naver shopping in 2018), and employment inducement was 5,655 (3.7% of 158,598, which was caused by transaction in Naver shopping in 2018), which can be considered as additional employment impacts of Naver Shopping compared to the other online shopping operators.

• Journal of the Korean Society of Hazard Mitigation
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• v.10 no.4
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• pp.47-54
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• 2010

This study is progressed function ratio, it's trued taste by an experiment to present data for human work light weight aggregate development that use clink ash progressed liquid limit, small success limit, wear loss in quantity, sand equivalent, sieve cutting examination. 80:20's match of function rain examination is 1.4, and that use rubble aggregate as recyeled-panit lightweight aggregate's capacity ratio increases by 1.0 increase of function rain many. Also, examination multiplied delicate flavor gradually according to increase of the mixing rate, and absorption coefficient increased. This is judged by phenomenon that appear by special quality upper recycled-panit of polystyrene bid and porosity's increase between lightweight aggregate. It is case that use aggregate of wear loss in quantity is 13.5 in sand equivalent and a wear loss in quantity experiment and although case that mix 20% increases by 14.4, this phenomenon by weak tissue of lightweight aggergate be judged. When it's as a these experiment, the statue prevention floor of a street improvement specifications is prescribing so that satisfy by sand equivalent 20, CBR 10. This is showed result that this satisfies in quality standard all in match experiment ago that see.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.211-220
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• 2011

TOD(Transit Oriented Development) has recently been active, which presents that TOD planning elements should be comprehensively taken into consideration in order to enhance domestic transit ridership by changing environments in rail station areas and an empirical analysis on the type of rail station areas and transportation demand should be a prerequisite for usage of future development planning. This study aims to grasp a variety of TOD of influence factors in Seoul rail station area and to perform analysis to identify relationship between public transportation demand and these TOD design factors. To make it come true, we gathered data with respect to Density, Diversity, and Accessibility as representative TOD planning elements and carried out factorial and regression analysis. Consequently, we drew 7 influence factors base on factorial analysis: Factor 1(Diversity/ -Use Mix(LUM)), Factor 2(Density/development density), Factor 3(Accessibility/public transportation facility supply), Factor 4(Design/street design), Factor 5(Green/access mode (pedestrian, bike), Factor 6(Design/subway size), Factor 7(Accessibility/Public transit operation) As the result of model development by using factorial and regression analysis, positive influence factors on passenger flow in rail station area are Factor 1(Diversity : Land-Use Mix), Factor 3(Accessibility : public transportation facility supply), Factor 2(Density : development density), Factor 5(Design/ access mode) and Factor 6(subway size) Next, negative influence factor on passenger flow in rail station area shows Factor 7(Accessibility/Public transit operation) as the most influential factor. This is because the growth of service interval of linked subway and bus leads to reduced demand.

• Korean Journal of Social Welfare
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• v.57 no.1
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• pp.219-243
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• 2005

Homeless people have remained one of the most disadvantaged groups in Korea. Therefore this study aims at examining how the homeless evaluate their quality of life and which factors influence their quality of life. The subjects of this study were 185 homeless adults residing on the street, in the shelter, and in substandard housing in Daejeon Metropolitan City. With a view to collecting the data effectively, different approaches have been taken for each type of homelessness in this study. By using the Korean Version of WHOQOL-BREF(brief version of WHO quality of life measure), this study has examined the current circumstance of the homeless and identified the predictors of their quality of life. The results of this study reconfirm low quality of life of homeless people. Also the results of this study indicate that the important factors influencing their quality of life are age, receipt of public assistance, perceived health status, alcohol use, alcohol addiction, housing type, and recognition by others. Predictors of each domain of quality of life differ to some extent. Statistically significant predictors of physical health are receipt of public assistance, perceived health status, and housing type. Psychological health is significantly influenced by age, receipt of public assistance, perceived health status, housing type, and recognition by others. Significant predictors of social relations are alcohol use, housing type, and recognition by others. Environment is significantly influenced by perceived health status, housing type, and recognition by others. On the basis of the findings of this empirical analysis, some measures conducive to the improvement of quality of life of homeless people are suggested. Only a few studies have been conducted to delve into the quality of life of the displaced group in Korea. In such a context, the significance of this study lies in identifying the circumstances of the homeless as a basic work for upgrading their quality of life on the one hand, and in empirically testing the major predictors of each domain of their quality of life on the other.

• Journal of Korean Society of Transportation
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• v.28 no.4
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• pp.141-156
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• 2010

In this paper, understanding there is a limitation with a comprehensive and network approach for the evaluation of existing vehicle and pedestrian environments, the authors focus on developing an integrated approach to assessing these environments. The network evaluation here means the assessment at a three-dimensional level that includes evaluation methods of lines/axes in a spatial concept as well as integration of evaluation indicators being used for vehicles and the walking environment. Grey System Theory (GST) was applied based on the theoretical background for network and comprehensive integrated evaluation, and the evaluation of the vehicle and pedestrian environment was performed by assigning target areas to walking preference zones. As a result of the comprehensive evaluation and analysis by GST, even if the service level is the same as the operating indicators (Highway Capacity Manual) of the vehicle and pedestrian environment, or relatively better, it was identified that the total score could be varied over Grey Category because the observed data are calculated after considering the weights between evaluation indicators by the range of Grey Category on the comprehensive evaluation. Considering comprehensively these points, although the indicators on the operation of roads are relatively good, in the event that the indicators on the safety of roads are bad, it was known that the scores over Grey Category also could be changed. The result is that this evaluation method can be used to evaluate the network concept per lane (per axis) as well as to diagnose the current state by type of urban street in the future.

• Journal of Korean Society for Geospatial Information Science
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• v.23 no.1
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• pp.31-37
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• 2015

The recent long-term economic recession and business depression are constantly increasing the occurence of the five major crimes(murder, robbery, rape, theft, violence). When looking into the previously-analyzed characteristics of how the five major crimes are committed, this study understands that the crimes mostly occur in these crime-ridden areas of poor public order and security and, in order to decrease the crime rates of the crime-prone areas, any relevant fields have been emphasizing the application of CPTED. In the light of that, referring to CPTED surveillance factors and the current crime rate data, the study presented ways to help the relevant fields draw up a crime-prone area grade map. In particular, the security center among monitoring elements was visualized by dividing it into point patrol and directed patrol and by dividing it into 3 steps monitoring levels with CCTV and street lights. In addition, we checked the crime rate by zoning through crime statistics occurred in the research areas and established a crime status map. We estimated the weight through AHP analysis on the built monitoring elements and the zoning of the occurred areas, as a result of making a map vulnerable to crime by monitoring steps by overlapping each element, we were able to confirm that 60% of theft, 52% of violence and 33% of rape in the 1st grade area were reduced compared to the 1st step in monitoring Step 3.

• Journal of Korean Society for Geospatial Information Science
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• v.1 no.2 s.2
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• pp.195-206
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• 1993

As the first step in developing the urban information system it is very important to identify the location of the street, and the feature of objects on it Also it is necessary to understand the relationship between objects concerned. In order to manage these information efficiently, the road information should be well organized and standardized for digital data. Because the road is the base place under which most urban utilities are buried. However, the present real situation is that even if we have unique numbers authorized by law for some parts of the road it is too ambiguous to figure out the spatial location of the specific area because the assigned area is so large and incoherent. Therefore, the purpose of this study is to propose a road location identication scheme, to apply this scheme at Kangnam-ku Seoul, and finally to propose the guideline in developing the road management information system in Korea. The road identification scheme developed in this study are as follows: (1) The road is defined as a fixed factor, and was given the identification number which repressents the funtion, relationship, and direction of the road without the road section and absolute coordinates. (2) The parcel identification nutter was given to each route to understand it possible to understand the location of the road itself and surroundings. (3) To update the md information using the scheme developed in this study relative coordinate method(Dynamic Segmentation) based on the road centerline was applied.