• The Journal of the Acoustical Society of Korea
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• v.38 no.3
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• pp.352-362
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• 2019

The old residences and shops in the backside blocks are affected by the traffic noises from the main road. The noise of the backside roads is affected by the following factors such as the height of the roadside buildings, the distance between the road and the backside streets, distance among adjacent roadside buildings, and the difference of the adjacent building heights. The both noise levels on the road and the backside street were measured simultaneously in 15 urban blocks of a city which can be categorized into two types of roadside building plans ; 1) one single building along the street, 2) buildings arranged on one axis beside the road. As the results, there is no significant noise reduction due to the width of the buildings in general. However, in the cases of buildings arranged on one axis beside the road, it was found that the average noise reduction was 12 dB(A) on the basis of the building height of 4 m. Also, it was analysed that for each 4 m increase in the building height, noise reduction occurred by 2 dB(A) beyond building height of 4 m. In general, it was proved that the noise of the back streets is mainly affected by the lowest height of the roadside buildings. It was found that noise is increased by 1 dB(A) for each 4 m increase of the height difference between adjacent buildings. Also, It was revealed that for each 0.5 m increase in the distance between roadside building, noise reduction decreased by 1 dB(A).

• 한국도로학회:학술대회논문집
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• 2009.11a
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• pp.359-362
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• 2009

• 한국도로학회:학술대회논문집
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• 2008.10a
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• pp.125-130
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• 2008

• The Journal of the Acoustical Society of Korea
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• v.26 no.7
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• pp.353-360
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• 2007

Rapid urbanization and population increasing are making a high-rise residential building and high-density residential area. According to spacial concentration of population is occurred road traffic noise problem. Now we are popularly using almost only noise barrier installation, but it makes many disfunctions such as poor landscape, low noise barrier performance and crimes. The purpose of this research is to figure out which is best method one the traffic noise management. Alternative are composed to building layout type ($30^{\circ},\;90^{\circ},\;180^{\circ}$), separation between road and residential building, noise barrier types(noise barrier only, noise barrier and forests and etc). The noise barrier are shown to reduce barrier and building layout angle $30^{\circ}$ position is the best comparing with horizontal and vertical layouts. The gab distance is decreased approximately noise level 5dB(A). We figured out there are noise important method except noise barrier wall and it was analyzed how much decreased. This can be very useful before making a road planning and residential building design.

• Proceedings of the Korea Water Resources Association Conference
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• 2017.05a
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• pp.387-387
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• 2017

인공함양 시설을 설계 및 운영하는 단계에서 설치 예정부지의 자연적 특성(지형, 지질, 기후 등)과 인공적 특성(주입정과 양수정의 거리, 주입량, 양수량 등)은 중요한 인자라고 볼 수 있다. 인공함양 예정 부지의 개념모델을 설정하고 수리전도도와 이격거리(주입정과 양수정의 직선거리)에 대한 민감도 분석을 수행하였다. 인공함양 예정 부지는 충적대수층이며, 인공함양 주입량과 양수량은 $150m^3/day$로 동일하게 설정하였다. HydroGeoSphere 모델링을 통한 민감도 분석은 수리전도도($10^{-1}cm/sec$, $10^{-2}cm/sec$, $10^{-3}cm/sec$, $10^{-4}cm/sec$)와 이격거리(10 m, 50 m, 100 m) 조건에 대해 총 12회 수행하였다. 수리전도도가 $10^{-1}cm/sec$ 및 $10^{-2}cm/sec$인 경우의 모델링 결과, 이격거리가 100 m 범위 이내에서는 지하수위 변동이 발생하지 않았다. 수리전도도가 $10^{-3}cm/sec$인 경우의 모델링 결과, 이격거리가 10 m일 때 5 m 이내의 수위하강이 발생하고 영향반경은 약 14 m 정도로 나타났고, 이격거리가 50 m일 때 5 m 이내의 수위하강이 발생하고 영향반경은 약 31 m 정도로 나타났고, 이격거리가 100 m일 때 5 m 이내의 수위하강이 발생하고 영향반경은 약 34 m 정도로 나타났다. 수리전도도가 $10^{-4}cm/sec$인 경우의 모델링 결과, 이격거리가 증가할수록 양수에 의한 수위하강과 영향반경이 증가하였으며, 낮은 수리전도도로 인해 양수로 인한 수두손실을 회복할 수 없었기에 양수정 주변에서 반경 수십 m 이상의 수두하강 영역을 형성하고 주입정 근처에서는 주입속도가 대수층의 투수능력에 비해 상당히 높기 때문에 5 m 정도의 수위상승이 나타났다. 모델링 결과를 분석하여, 수리전도도가 $10^{-3}cm/sec$ 이하이고 이격거리가 10 m 범위 이상인 충적대수층에 $150m^3/day$를 주입하면서 동시에 $150m^3/day$를 양수하는 시스템에서는 지하수위변동이 발생하므로 주입량과 양수량의 조절이 필요하다는 것을 확인하였다.

• Tunnel and Underground Space
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• v.24 no.5
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• pp.344-353
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• 2014

In this study, the behavior of rock pillar in the diverging area of road tunnel was assessed by using a three dimensional numerical analysis. Based on parameters affecting the behavior of rock pillar, different safety factors according to pillar width, depth and rock conditions were evaluated. It turned out that as the pillar width increases, the change curve of safety factors in accordance with depth and rock conditions shows more of the nonlinear behavior. By the assessment of the minimum safety factor, a safety factor chart on the behavior of rock pillar in the diverging area of road tunnel was suggested.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.2
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• pp.1-16
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• 2022

The location of the bus stop on urban roads should be installed at a point where it is convenient for users and the impact of bus stops on the traffic flow is minimized. However, the location of the bus stops is determined indiscriminately due to the lack of related research. Therefore, this study developed a traffic accident prediction model and calculated the proper separation distance for the bus stops through an optimization technique. The result of the study indicates that the bus stop can be installed in the form of a mid-block approximately 87 to 166 m away from the intersection in the road section. This result is valid if the number of main road lanes in the road section is 2 to 4 with a level of traffic from 1,000 to 3,000 v/h. In the section with 5 to 6 lanes, it is desirable to install a bus stop close to the intersection by about 42 to 97 m.

• Tunnel and Underground Space
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• v.22 no.1
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• pp.60-68
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• 2012

Focusing on the load tunnel, this study assessed the behavior of rock pillars with less than 0.5D of the minimized distance between the two horizontal tunnels by using a three dimensional numerical analysis. Based on a parameter affecting the behavior of rock pillars, this study evaluated different safety factors according to pillar width, depth and rock conditions. It turned out that as the pillar width increases, the current curve of safety factors in accordance with depth and rock conditions shows more of the nonlinear behavior. Judging from the minimum safety factor, the study suggested a design chart, working on the minimized distance between the two horizontal tunnels.

• Journal of Korean Society of Transportation
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• v.33 no.4
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• pp.337-347
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• 2015

Since the application of roundabouts by 2010 have been started, more than 350 roundabouts were installed in Korea. Recently the types of constructed roundabouts become various, and the intersection conditions for installing roundabouts were also various. However, there were some difficulties to install roundabouts around school zone due to safety problems. In this study, appropriate distance from adjacent signal crosswalks to roundabouts were estimated for securing pedestrian safety and operation efficiency around school zone. With the analyses, the minimum distance standard was suggested to obtain operational effectiveness of roundabout according to traffic volume, traffic flow, pedestrian green time and secures pedestrian safety and convenience. In this paper, average delay of roundabout as various length of distances between an adjacent crosswalk and a roundabout as different pedestrian signal times, traffic volumes, traffic flow rates were analyzed. Through this study, it was found that about four times of delay in a roundabout was generated if there was adjacent signal crosswalk. However if there is enough distance between an adjacent crosswalk and a roundabout, the value of increasing delay on roundabouts with adjacent a signalized crosswalk can be considerably reduced. Critical value of the distance between a roundabout and a signal crosswalk in case of roundabouts within 200-500 vehicle/hour/lane entry traffic flow, 20-40% of left turn traffic, and over 15 seconds pedestrian green time was about 50 meters. In conclusion, if there is minimum 40 meter distance from roundabouts, adjacent signal crosswalks can be installed and operated for students' safety around school zone.

• International Journal of Highway Engineering
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• v.10 no.2
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• pp.101-113
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• 2008

VMS are installed in many Korean highways in oder to give drivers informations such as travel time to destination, congestion and Incident situation. However, some guidelines for install VMS are restricted in only geometric factors although human factors considering driver behavior are very important to affect the VMS installation. Therefore, this paper are focusing on developing and verifying the discriminant model for VMS installation considering human factors. As a result, following outputs are obtained ; (1) developing the discriminant model using human factors of driving simulation experiments in oder to predict driver reading VMS messages safely detour highway. (2) proving that driving experiences in highway, personal driving history, vehicle speed orderly affects VMS installation (3) verifying predictability of developed model by comparing the real values with predicted values. (4) suggesting that VMS should be installed off 3.2Km from the I.C. of rural highway.