• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.6
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• pp.2583-2591
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• 2013

A number of cities have been constantly decreasing their residents by the low quality of life and environment. A creative industry is being noticed for not only securing the competitiveness of the city but also increasing the number of population. Thus, the urban structure for inducing creative industry population becomes to major issue to the most of local governments. This study aims to suggest the relationships between urban structure and creative industry population based on different urban sizes. To measure the population of creative industry, this study used the 'National Business Survey' by the National Statistical Office, which classified the statistical data of industrial places on a basis of city, district, and borough. Based on the results of expert questionnaire surveys, it conducted an analysis on the importance of urban structure and drew some critical factors that have an important effect on attracting the population of creative industry. The relationships between creative industry population and urban structure evaluated by multiple regression analysis. This study found out that the cultural factors like cultural space or culture events were drawn as very significant factors that have a positive effect on the population of creative industry population. It is judged that the creation of culture environment, which can enrich the creative industry, is needed to strengthen the competitiveness of the cities.

• The Journal of Korea Institute of Information, Electronics, and Communication Technology
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• v.9 no.6
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• pp.559-565
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• 2016

For the purpose of the research, it is analyze the influence traffic Signal Progression on a CBD by expansion of Permissive Left-Turn on the advanced traffic management system program compared with traffic response control For this, divided a average distance between intersections, a traffic network on five district in four city. As the result, Volume of the traffic management system on a advanced traffic management system program compared with traffic response control is effective in traffic signal cycle 160sec 286car per lane, in 140sec 308car, 120sec 264car. As well, for a traffic network as the length of a traffic network 2.0~3.0km, under 2.0km, all of traffic signal cycle(160sec, 140sec, 120sec) a passing band and stop is more effective. But the traffic management system on traffic response control compared with the traffic management system on a advanced traffic management system program is effective in the length of a traffic network over 5.0km. For the efficiency of traffic signal system manage, it should be runned the traffic management system on traffic response control in addition to the traffic management system on a advanced traffic management system program on CBD. As the result of simulation the business in chungju-si, the travel speed of the traffic management system on a advanced traffic management system program is 41.2km/h and the travel speed of traffic response control is 37.5km/h. Therefore, it should be runned per length of a traffic network the traffic management system on traffic response control in addition to the traffic management system on a advanced traffic management system program on CBD.

• Journal of The Korean Society of Agricultural Engineers
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• v.62 no.2
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• pp.97-109
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• 2020

Drought is one of the most influential disasters in sustainable agriculture and food security of nations. In order to preemptively respond to agricultural droughts, vulnerability assessments were conducted to predict the possibility of drought in the region, the degree of direct or indirect damage, and the ability to cope with the damage. Information on agricultural drought vulnerability status of different regions is extremely useful for implementation of long term drought management measures. The purpose of this study is to develop and implement a quantitative approach for measuring agricultural drought vulnerability at sub-district level based on agricultural water and reservoirs. To assess the vulnerability in a quantitative manner and also to deal with different physical and socioeconomic data on the occurrence of agricultural drought, we selected the appropriate factors for the assessment of agricultural drought vulnerability through preceding studies, and analyzed the meteorological and agricultural reservoir data from 2015 to 2018. Each item was weighted using AHP (Analytic Hierarchy Process) analysis and evaluated through the agricultural drought vulnerability estimation. The entire national vulnerability assessments showed that Ganghwa, Naju, and Damyang were the most vulnerable to agricultural droughts. As a result of analyzing spatial expression, Gyeongsang-do is relatively more vulnerable to drought than Gangwon-do and Gyeonggi-do. The results revealed that the methodology and evaluation items achieved good performance in drought response. In addition, vulnerability assessments based on agricultural reservoir are expected to contribute supporting effective drought decisions in the field of agricultural water management.

• Journal of the Korean Society of Hazard Mitigation
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• v.1 no.2 s.2
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• pp.123-137
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• 2001

Based on basic characteristics of urban disasters and their data availabilities in Korea, this study provides risk assessment models which are derived from Cheongju examples. In specific, the application models are confined to fire, facility and escape risk survey results in the paper. For the assessment criteria, major independent variables for the categories of fire include both the frequency levels and the amount of damage. And the degree of facility risk assessment is heavily hinged on both the weighted values of key facilities and their weighted rank-sizes. In the same context, the degree of escape risk assessment is hinged on both the weighted values and the amount of the classification of land. From the empirical configuration, this paper presents that the potential figure of fire risk is relatively higher in the built-up areas within the existing Central Business District where accommodates a number of dilapidated housing units and community-supportive facilities. In contrast, the potential figure of facility and escape risk is higher in both old residential areas and the newly-built apartment complex. In short, the CBD and its neighboring residential areas record a high potential figure in terms of total risk, juxtaposing fire, facility and escape risk all together.

• Journal of Korean Society of Transportation
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• v.26 no.5
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• pp.227-235
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• 2008

This study analyzed the efficiency of a trunk with branches and a trunk with feeders route system comparing the user cost and operator cost of those route systems. Basically, a trunk with branches is more efficient than a trunk with feeders in the passengers' perspective if the transit system of a trunk and feeders are the same. In the case that the trunk system is hierarchically higher than the feeder system, a trunk with feeders has the competitive edge over a trunk with branches if the saving of travel cost induced by using the trunk line is larger than the increasing waiting and transfer cost. This result is consistent with the previous research by Park et al.(2007c), which analyzed the efficiency of hierarchical structure in a grid transit network. If the travel demand of each origins and destinations is low, increasing headway according to the travel demand can increase passenger load or operating efficiency in a trunk with feeders route system. In this case, a trunk with feeders route system is more prevalent as the operating cost, route length, and number of destinations increases, while it is less prevalent as the transfer cost and passengers' time value of the waiting time increases. In cases that central business district, which is located in the middle of a trunk line, generates travel demand, a trunk with feeders is more efficient than a trunk with branches with the increasing travel demand from and to the CBD. Therefore it can be concluded that to have a dual operating system between CBD and suburban is more efficient than one type transit system. The efficiency of that system can be increased through an efficient transfer system that can reduce the transfer cost.

• Journal of the Korean Association of Geographic Information Studies
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• v.9 no.2
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• pp.126-143
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• 2006

The main objective of this study is to determine the methodology to increase the practical use of future Marine GIS based on the user's point of view of the analysis of maritime & fishery government agencies's roles. GIS related job duty of two Busan District offices of MOMAF(Ministry of Maritime and Fisheries), NFRDI(National Fisheries Research & Development Institute), Korea Institute of Maritime and Fisheries Technology and marine & fisheries local government offices of Busan Metropolitan city were analyzed for the establishment of MGIS, future extended service targeting user's increased practical utilization. Several suggestions in the area of production mechanism and technical policy for marine geographic information among the government agencies are developed to settle down successfully MGIS in Busan. Furthermore, 10 fields of Marine Geographic issues are rearranged for intending the desirable system and service.

• Journal of the Korean Association of Geographic Information Studies
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• v.9 no.2
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• pp.194-205
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• 2006

The purpose of this study is to develop a pedestrian multi-agent model and simulation system using multi-agent theory, which may be utilized as a planning support system for building a comfort and safe environment of pedestrian street. Differing from existing pedestrian models, however, every single pedestrian was regarded as an individual agent in the model. Multiple agents like multiple pedestrians in the street then maintain their own characteristics and respond to surrounding environment. In addition their moving behavior are made by their own decision rules that they have or had acquired through the interactive communications or learning between agents like real world. After verifying the model validation, as the $R^2$ between the predicted value and observed value was up to 0.781, the developed model was applied to Gazwa district within Gyeongsang university village. The simulation system was developed by Flash MX action scripts and the physical environment of the streets was configured with the digital map and ArcGis within computer virtual space. The attribute data of buildings such as type and size of commercial business were collected through the field survey and combined with physical features. Then the effect of the variation of building attractiveness and the occurrence of street events to pedestrian environment were simulated. Through the experiments this study could make suggestions to improve pedestrian environment.

• Journal of the Korean Geographical Society
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• v.47 no.2
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• pp.226-244
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• 2012

This paper aims to analyze the process of the evolution of Gumi electronics industrial cluster and to understand the role of governments for local industrial dynamics. Gumi was a typical satellite platform type new industrial district up to mid-1990s. At that time, Gumi industrial park was the agglomeration of branch plants headquartered in Capital Region with weak local linkages. During the last two decades, however, Gumi has evolved to an electronics industrial cluster with considerable local interfirm linkages and innovation activities of SMEs. Recognizing government industrial policies is critical in understanding the process of the evolution of Gumi electronics cluster. At the early stage, the state was the developer and locator of business activities within the confines of the Gumi industrial park. In recent years, central government's innovative cluster policy contributed to strengthening networks among firms, universities, and research centers to form local innovation networks as well as networks between large branch plants and SMEs. Gumi city and Gyungsangbuk-do promoted innovative activities of SMEs through the supports of cooperative networks between universities and SMEs. The increasing roles of SMEs and local governments in addition to the large branch plants and the central government have become the basis of the evolution of industrial cluster in Gumi.

• International Journal of Highway Engineering
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• v.16 no.6
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• pp.137-147
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• 2014

PURPOSES : Daejeon is basically divided into an old downtown and a new downtown, and the recent relocation of the Chungcheongnam-do Provincial Government of Republic of Korea from the old downtown and the opening of governmental buildings in the new downtown as well have made this new downtown only densely populated with industrial and business facilities. Such changes in the downtowns have promoted the conditions of the new downtown while, consequently, dragging down the old downtown. Out of concern for those unbalanced developments of the two downtowns, Daejeon is now carrying out several city projects to revive the old downtown. In the light of that, as a part of the project to promote the old downtown, this study aims to conduct an evaluation on landscape of the culture and arts street in Daeheungdong which was built upon those ideas of a theme street project by Daejeon. METHODS : Based on the findings from the questionnaire not only on the components that would design the streetscape of the culture and arts street but also on the public satisfaction with the streetscape, the study defined how those changes in the components affect emotional factors of the pedestrians. In order to achieve the research goal, the study made changes in D/H ratio of the street structural components as well as the roadside trees. In terms of the questionnaire method, the study used the SD scale, and proceeded with its investigation through the frequency analysis, the principal component analysis (the factor analysis) and the structural equation model. RESULTS : According to the results from the factor analysis and the regression analysis, of those three factors, such as the openness, the comfortable sensation and the safety, the openness followed by the comfortable sensation and the safety was determined to have the most positive influence on the total satisfaction. The structural model analysis reported that the D/H and the structural components of the roadside trees and planting have a positive effect on the emotional image, and this emotional image also appeared to be positively related to the total satisfaction. CONCLUSIONS : This study looked into how the changes in the street structural components of the culture and arts street in Daeheungdong would affect the satisfaction with the streetscape, and finally confirmed that the D/H and the planting are what would have a positive effect on this satisfaction. What has been learned from this study will be the basic data to figure out how to promote and improve the culture and arts street in Daeheung-dong as this data will also help designing and developing of those specialized streets in other regions.

• Journal of Environmental Science International
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• v.18 no.4
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• pp.389-400
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• 2009

In this research, we measured the number of lanes, distance, disposition of apartment that are affecting the road traffic noise to evaluate the current condition of G city's road traffic noise. We decide on a basis regarding an apartment price formation factor, and the apartment current price and the results that compared. To have a point scale, we set the maximum road traffic noise at a 8 lane road for 5 points, give 4 points for a 6 lane road, which has a $2.1{\sim}2.5\;dB(A)$ difference compared to a 8 lane road, give 3 points for a 4 lane road, which has a $5.2{\sim}5.5\;dB(A)$ difference compared to a 8 lane road, and set 2 points for a 2 lane road and lower. If we set the standard floor plan as horizontal and a living room facing the roadside, the horizontal and living room facing the opposite side of the road is 1 point because it differs by 14.1 dB(A), and the vertical is 3 points since the difference is 5.3 dB(A). If we make grades by the distance, making standard the fifth floor with little soundproof effect from apartment to road, we observe a measurement below 2.9 dB(A) at a distance of less than 10 m and 5 dB(A), decreased at a distance of 20 m. Therefore, 4 points were given for less than 10m, 3 points for $10{\sim}20\;m$, 2 points for more than 20 m as we can apply the effect of a decay distance of line sound source and the decrease in noise effects of more than 6 dB(A), 1 point for more than 40m, and 0 points for more that 80 m since it is negligible. 28 apartments got 0 points because there is no effect of road traffic noise from other apartments, and 50 apartments where only the road at one side effect them got $5{\sim}10$ points. 4 apartments (17-2, 6-3, 10-4, 3-3) received over 20 points. 15 cases showed a difference between developer price and resale price, and 11 cases (73%) among them showed the same trend (price increases with a low road traffic noise restriction factor point) with the point of road traffic noise restriction factor. 4 cases demonstrated the opposite trend, showing price increases with a high restriction factor point. Among the 4 cases, case numbers 2,6 and 9 appear to be more affected by the location factor (business district) than the road traffic noise restriction factor, and case number 1 appears to be affected by the building factor (openness and direction).