• Journal of Soil and Groundwater Environment
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• v.22 no.6
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• pp.66-73
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• 2017

Empirical erosion models like Universal Soil Loss Equation (USLE) models have been widely used to make spatially distributed soil erosion vulnerability maps. Even if the models detect vulnerable sites relatively well utilizing big data related to climate, geography, geology, land use, etc within study domains, they do not adequately describe the physical process of soil erosion on the ground surface caused by rainfall or overland flow. In other words, such models are still powerful tools to distinguish the erosion-prone areas at large scale, but physics-based models are necessary to better analyze soil erosion and deposition as well as the eroded particle transport. In this study a physics-based soil erosion modeling system was developed to produce both runoff and sediment yield time series at watershed scale and reflect them in the erosion and deposition maps. The developed modeling system consists of 3 sub-systems: rainfall pre-processor, geography pre-processor, and main modeling processor. For modeling system validation, we applied the system for various erosion cases, in particular, rainfall-runoff-sediment yield simulation and estimation of probable maximum sediment (PMS) correlated with probable maximum rainfall (PMP). The system provided acceptable performances of both applications.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.1
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• pp.55-70
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• 2018

Recently, as shared transportation services has expanded, integrated mobility services that link personal transportation and public transportation are paid attention. To do this, it is necessary to analyze trip mode chaining behavior. This study analyzed the characteristics of the trip mode chaining behavior using the 2010 travel diary survey in Seoul, and analyzed factors to affect mode choice of trip chaining through the multinomial logit model. The transportation means were classified into passenger cars, city buses, intercity buses, railways, taxis, and others, and 25 trip mode chaining types were identified. Among them, the trip share connected between city bus and railways was the highest. It was also found that the trip mode chaining occurred mainly at commuting and in the morning and afternoon peak. According to the model results, the mode choice of trip chaining is significantly influenced by individual attributes (sex and age), household attributes (car ownership and income), trip attributes (trip purpose, trip time and trip length), and arrival area attributes (number of subway lines and bus lines, ratio of commercial area, land use mix and central region).

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.2
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• pp.36-49
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• 2016

A subway system is one of the major transportation modes at a metropolitan area. When it meets the other lines, the metro station, so-called transferring station, is usually threatened by severe pedestrian congestion and safety issue of transit users including the transportation vulnerable. Although transportation planners forecast travel demand at the beginning, it is not easy to predict pedestrian flows precisely for a long term if land use plans have dramatically changed. Due to expensive costs, structural extension of metro stations is limited. Therefore, it requires efficient and technical improvements as meeting the demand of pedestrian and physical characteristics. In this study, the core mechanism of pedestrian movement-based simulation model was introduced and evacuation scenarios were analyzed with the developed model. As a result, the multiple optimal routes for unexpected events at the solid space of the multiple stories are easily searched through the simulator and in the case of Sadang Station, travel time can be reduced by 60% when the evacuation information and intuitive design are provided.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.2
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• pp.44-57
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• 2019

It is crucial to understand how people make decisions on mode choice and to accurately predict their behaviors in transportation planning. One of avenues for advancing modeling is, in particular, taking into account for taste heterogeneity in modeling that can incorporate different decision-making processes across group. In this study, we hypothesize that how people make decisions on mode choice would differ by destination in that land use characteristics are heterogeneous by zone even if zones are all in the same area. To this end, we apply Latent Class Modeling (LCM) to commute trips in Seoul by using 2010 household travel diary survey, investigate types of latent classes with the aid of characteristics of destination, and analyze how those classes differently response to factors. The LCM identifies two classes: in the first one, modal split of auto and public transit (bus and metro) is almost half-and-half and the trip destinations are characterized by relatively more residence facilities and less business/commercial facilities; in the second one, public transit has a notably high share and trip destinations are characterized by relatively more business/commercial facilities. In addition, it turns out that demographic and socio-economic variables affect mode choice differently by class.

• Journal of Korean Society of Transportation
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• v.32 no.6
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• pp.662-674
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• 2014

In this study, accident frequency prediction models were constructed by collecting variables such as geometric structures, safety facilities, traffic volume and weather conditions, land use, highway design-satisfaction criteria along 780km (4,372 sections) of 4 lane-highways over 8 areas. As for models, a fixed parameter model and a random parameter model were employed. In the random parameter model, some influences were reversed as the range was expressed based on specific probability in the case of no fixed coefficients. In the fixed parameter model, the influences of independent variables on accident frequency were interpreted by using one coefficient, but in the random parameter model, more various interpretations were took place. In particular, curve radius, securement of shoulder lane, vertical grade design criteria satisfaction showed both positive and negative influence, according to specific probability. This means that there could be a reverse effect depending on the behavioral characteristics of drivers and the characteristics of highway sections. Rather, they influence the increase of accident frequency through the all sections.

• KIEAE Journal
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• v.17 no.2
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• pp.45-51
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• 2017

Purpose: Housing is the most essential element for well-being in a society. The government would continuously supply decent housings to make a better living condition for people. As various housing policies have been implemented into practice, the effectiveness of policies need to be assessed and improved to rearrange the financial resources. The indicators, such as quality of life, housing supply amount and etc, could be used to estimate housing policy to provide a guidance for a new policy direction. Though various indicators are utilized to assess the policy effect, most of the items are depend upon a relativeness in aspect to assessment goal, items, time and its weighting. Therefore, it needs an absolute indicator to compare the policy effectiveness regardless of time elapse or items. In this paper, it developed the housing welfare indicator to assess the level of living condition, utilizing the Gini coefficient which is used for explanation on income distribution. Method: To suggest an inequity indicator, this paper used Gini coefficient to explain the level of living condition which is used on economics to provide the level of income distribution. Data are collected through the Korea Housing Survey by Ministry of Land, Infrastructure and Transport between 2006 and 2014. Indicators of living condition focused on the development of the estimation model using the frequency of room use. Result: Gini coefficient between 2004 and 2014 is about 1.5 score except in year 2013, and the trend of score has been decreased slowly which means the inequality gradually improved. In this result, it implies the living condition and distribution level would be improved than before.

• Journal of Korean Society on Water Environment
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• v.26 no.1
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• pp.168-176
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• 2010

This study proposes the improvement of the present Total Maximum Daily Load (TMDL) management system of MOE (Ministry of Environment). The margin of safety (MOS) is calculated by a method using standard error and a method using variability and uncertainty. The allocation of pollutant loads are calculated using three methods, equal load reduction method, equal percent removal method and method using equity standards. This study applied the improved TMDL management system to the Anyangcheon watershed. Since MOS varies from 12% to 44% due to the high variability of measured and simulated data, it must not be ignored in the TMDL. The method using equity standards is the most proper in this application since the others produced unrealistic allocations. Area, runoff, water use quantity, population and budget are considered for equity standards. This study shows that this allocation method can be also applicable for the administrative units as well as the sub-watersheds. Finally, Hydrologic Simulation Program-FORTRAN (HSPF) with the allocated pollutant load was used to confirm whether it satisfy the water quality standard or not. This study will be helpful to improve the MOS and allocation system TMDL in the future.

• Journal of Environmental Science International
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• v.19 no.7
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• pp.829-841
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• 2010

The estimation of a biogenic volatile organic compound (BVOC, especially isoprene) and the influence of isoprene emissions on ozone concentrations in the Greater Busan Area (GBA) were carried out based on a numerical modeling approach during a high ozone episode. The BVOC emissions were estimated using a biogenic emission information system (BEIS v3.14) with vegetation data provided by the forest geographical information system (FGIS), land use data provided by the environmental geographical information system (EGIS), and meteorological data simulated by the MM5. Ozone simulation was performed by two sets of simulation scenarios: (1) without (CASE1) and (2) with isoprene emissions (CASE2). The isoprene emission (82 ton $day^{-1}$) in the GBA was estimated to be the most dominant BVOC followed by methanol (56) and carbon monoxide (28). Largest impacts of isoprene emissions on the ozone concentrations (CASE2-CASE1) were predicted to be about 4 ppb in inland locations where a high isoprene was emitted and to be about 2 ppb in the downwind and/or convergence regions of wind due to both the photochemical reaction of ozone precursors (e.g., high isoprene emissions) and meteorological conditions (e.g., local transport).

• Journal of Korea Water Resources Association
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• v.47 no.11
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• pp.985-996
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• 2014

When designing hydraulic structures, the chosen method of time distribution in a hyetograph is highly significant. There are several methods used for measuring time distribution. In the case of Huff (1967), which is widely used in Korea, the Ministry of Construction and Transportation (MOCT, 2000), and the Ministry of Land, Transport and Maritime Affairs (MOLTMA, 2011) have long been increasing their use of this method. The MOLTMA uses the conventional Huff method's measurement of 1 inch (25.4 mm) as the threshold. Many researchers have pointed out that this method often leads to underestimation, because of the excessive flatness. Therefore, for this study, a new time distribution method was developed to analyze only extreme rainfall events-those over the standard of severe rainstorms (that is, more than 30 mm per hour or 80 mm per day)-and that was verified using a rainfall-runoff model and applying it to a real basin.

• International Journal of Highway Engineering
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• v.17 no.4
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• pp.11-18
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• 2015

PURPOSES: This study aims to evaluate the runoff reduction with permeable pavements using the SWMM analysis. METHODS: In this study, simulations were carried out using two different models, simple and complex, to evaluate the runoff reduction when an impermeable pavement is replaced with a permeable pavement. In the simple model, the target area for the analysis was grouped into four areas by the land use characteristics, using the statistical database. In the complex model, simulation was performed based on the data on the sewer and road network configuration of Yongsan-Gu Bogwang-Dong in Seoul, using the ArcGIS software. A scenario was created to investigate the hydro-performance of the permeable pavement based on the return period, runoff coefficient, and the area of permeable pavement that could be laid within one hour after rainfall. RESULTS : The simple modeling analysis results showed that, when an impervious pavement is replaced with a permeable pavement, the peak discharge reduced from $16.7m^3/s$ to $10.4m^3/s$. This represents a reduction of approximately 37.6%. The peak discharge from the whole basin showed a reduction of approximately 11.0%, and the quantity decreased from $52.9m^3/s$ to $47.2m^3/s$. The total flowoff reduced from $43,261m^3$ to $38,551m^3$, i.e., by approximately 10.9%. In the complex model, performed using the ArcGIS interpretation with fewer permeable pavements applicable, the return period and the runoff coefficient increased, and the total flowoff and peak discharge also increased. When the return period was set to 20 years, and a runoff coefficient of 0.05 was applied to all the roads, the total outflow reduced by $5195.7m^3$, and the ratio reduced to 11.7%. When the return period was increased from 20 years to 30 and 100 years, the total outflow reduction decreased from 11.7% to 8.0% and 5.1%, respectively. When a runoff coefficient of 0.5 was applied to all the roads under the return period of 20 years, the total outflow reduction was 10.8%; when the return period was increased to 30 and 100 years, the total outflow reduction decreased to 6.5% and 2.9%, respectively. However, unlike in the simple model, for all the cases in the complex model, the peak discharge reductions were less than 1%. CONCLUSIONS : Being one of the techniques for water circulation and runoff reduction, a high reduction for the small return period rainfall event of penetration was obtained by applying permeable pavements instead of impermeable pavement. With the SWMM analysis results, it was proved that changing to permeable pavement is one of the ways to effectively provide water circulation to various green infrastructure projects, and for stormwater management in urban watersheds.