• Journal of the Korean Institute of Landscape Architecture
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• v.36 no.3
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• pp.75-84
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• 2008

The purpose of this research is to find the visual characteristics and geographic structure in a landscape of mountains in Yangsan City. In order to carry out this study, 40 view points of 6 mountains in Yangsan City were selected to experience the mountainscape. The results are as follows. The mountainscape of Yangsan City was confirmed from the view point to the object of view as ranging in middle distance reverse, the angle of elevation 11${\sim}13^{\circ}$ which give the impression of confronted to the mountain, and the horizontal angle 50${\sim}90^{\circ}$ which gives the impression of vastness. This shows that mountainscapes are perceived impressively when seeing the mountain with the meaning to feel the texture of the mountain as a confrontational relationship rather than a pictorial relationship. The geographic structure of the view point which occurs in scenes of impressive experience is classified into eight types and its characteristics are investigated. The first type is corridor, and it emerges in a long narrow linear structure made from the surrounding environment with buildings or street trees. The second is tunnel in which a vision and light hidden while passing underneath a bridge, high-level road, or inside a tunnel can be seen. Third, the maze is formed by the mountain shape. The hill spur emerges when the direction of traffic changes after turning the coner of a building or mountain edge. The hill ground emerges at the top of a hill slope. Next, parallel emerges when the observer and the mountain are in the same direction of process. Confrontation occurs when confronting an isolated mountain. Finally, the view point emerges when passing through major points such as a bridge or square and the boundary of a village or city. This research arranged visual conditions that create impressive mountainscapes. Geographic characteristics in terms of Types that make possible to experience mountainscapes were described. The results of this research will be basic data collected for the management and preservation of mountainscapes and for landscape effect evaluation. Furthermore, this research suggests theoretical evidence to preserve and manage geographic structures that create view experiences as well as to preserve the landscape in terms of view points.

• Journal of the Korean Geographical Society
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• v.42 no.4
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• pp.469-487
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• 2007

Grain-Size Trend Analysis is the methodology to identify net sediment transport pathways, based on the assumption that the movement of sediment from the source to deposit leaves the identifiable spatial pattern of mean, sorting, and skewness of grain size. It can easily be implemented with low cost, so it has great potentials to contribute to geomorphological research, whereas it can also be used inadequately without recognition of its limitations. This research aims to compare three established methods of grain-size trend analysis to search for the adequate way of application, and also suggest the research tasks needed in improving this methodology 1D pathway method can corporate the field experience into analyzing the pathway, provide the useful information of depositional environments through X-distribution, and identify the long-term trend effectively. However, it has disadvantage of the dependence on subjective interpretation, and a relatively coarse temporal scale. Gao-Collins's 2D transport vector method has the objective procedure, has the capability to visualize the transport pattern in 2D format, and to identify the pattern at a finer temporal scale, whereas characteristic distance and semiquantitative filtering are controversial. Le Roux's alternative 2D transport vector method has two improvement of Gao-Collins's in that it expands the empirical rules, considers the gradient of each parameters as well as the order, and has the ability to identify the pattern at a finer temporal scale, while the basic concepts are arbitrary and complicated. The application of grain sire trend analysis requires the selection of adequate method and the design of proper sampling scheme, based on the field knowledge of researcher, the temporal scale of sediment transport pattern targeted, and information needed. Besides, the relationship between the depth of sample and representative temporal scale should be systematically investigated in improving this methodology.

• Journal of the Korean Geographical Society
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• v.29 no.3
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• pp.297-317
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• 1994

This study demonstrates the changes in the spatial organization of Korea by the construction of Seoul-Pusan railroad. This Seoul-Pusan line, which is the most important one in Korea was constructed in 1905. The original plan of the line was selected to cross the main traditional roads to control the entire Korean peninsular and to mobilize the Korean commercial potentials. It was the line to exploit the staples and to expand the Japanese market in Korea. In accordance with the contracts between Japan and Korean government, Korean government had to supply the lands for railroad, office, and service facilities. That was one of the important reasons that Korean government had been broken down. The main findings of this study are as follows: 1. The Seoul-Pusan railroad line was constructed Japanese colonial policy which emphasized three main purposes; the first was to reorganize the economic space and to collapse the traditional Korean markets for Japanese ruling, and the second was to find out the military supply routes, and the third was to search for the transcontinental line for China and Siberia. As the results, the old Korean pedestrian routes, which were the Eastern, the mid, the westren, and the Samnam route lost their functions. 2. Japanese requested for Korean government usually ten times of wider space for the site of stations than the needed one. The land was expropriated, and constructed the new centers aparted from the original Korean towns. In this process Japanese got the most developmental and windfall profits. The newly constructed centers were for Japanese immigration and the town service facilities which would be used to control the Korean financial market. At last, they easily converted the Korean spatial economy into Japanese colonial one, which made to reinforce the sphere of Seoul-Pusan line. 3. Japanese planned the stations as the central points in Korea. So the railroad stations were located apart from the centers of towns, to avoid the Korean resistances, and to maximize their profits. The mean distance from staiton to 'the town center is about 1km while the Japanese case is 0.6km. 4. The pattern of present Korean railroads is not the 'X type'. Because the Honam line is not the trunk one. So, we could call the Korean railroad pattern as the 'Ip(Chinese character 入) type' . The operational effects of Seoul-Pusan line brought out the concentration of the national economy to this line as Japanese planned. And the polorization had occurred between this line and the other parts of Korea. For twenty years (1910-1930), the transported freights were increased about 5 times. In 1930, the total freight of Seoul-Pusan line became 2, 010, 444 metric tons. If we examine this process, the underconstructing Seoul-Pusan express electric railroad should avoid adjacent this line to reduce the regional and ecological imbalance. 5. The forms of centers on the Seoul-Pusan line were classified into six types in relation to station, town center, and built-up area; the compact (integrated) type, the elongated one, the splited (independent) one, the absorbed one, the consolidated one, and the declined one. All types of these towns might be developed in accordance with the centrality, railroad function, and the other transportational functions. 6. The Seoul-Pusan line plays the most important role among Korean railroads but the ratio of passenger and freight become lower because the effiects of other inaugurated railoads the different transportation modes such as trucks and cars would be got more merits in competition. 7. The results of cluster analyses on the cities of railroad stations showed the rudimentary urban systems in 1910 and 1930. In 1930, the cities were classified into three groups; the group of small cites, the intermediate (developing) city-group, and the special city-group. In 1930s the spatial organization and urban system of Korea were similar to the present ones. We call appreciate that these were the effects of the Seoul-Pusan line.

• Journal of the Korean Geographical Society
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• v.31 no.3
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• pp.593-612
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• 1996

This study concern with the changes of street from the Choseon Dynasty to present days around Old-Boundary in Taegu, analyzing the backgrounds of change factors and development trends of the Taegu City. The basis element of a city structure is the street. Therefore, in this study, a chage of street space of a city was investigted. Historically, Taegu was a walled city and had a Mono-nucleus which was restricted by the castle, and served as a starting point of formation of spatial structuure. The form of the artery street took a "T" pattern, othe streets were formed in irregular shapes. As the city grew gradually, the castle was removed on account of diversification in traffic network, change of socio-economic organization in traffic network, change of socio-economic organization, formation of industrial bases and functional distribution. CBD of this city has been located within the area surrounded by these streets. This is a kind of general pattern of traditional walled cities through the world in both Western and Oriental societies. A s the begining of this centry, a 'Dark Ages' descended upon Korea because the country was under the Japanese-Korean Annexation, and, throughout this period, the urban planning was planned exclusively for Japanese. The street pattern within residential areas of Korea took the maze type, in contrast with Japanese residential areas which showed grid pattern of streets. This is another general pattern of almost of all colonial cities especially in Asia. High class residential areas were planned and built by Japanese, and they were located within 5-10 minutes' on-foot distance from the CBD hard core. This high prestige has continued until the 1980s when it occurred land use succession which commerical functions invaded into residential areas. Back in the colonial period, there was a between two hetrogeneous groups due to the fact that the Japanese lived mainly oriented the new railway system but that Koreans still lived along the old highway system which ran through the Korea Peninsula. Street netwook formed in the above process has maintained its shape without great changes after the liberation form the Japanese Colony. Taegu has, accordingly, developed ring-radial network system which has been a combination of radial and ring facilities. The present conditions of street patterns in Taegy mainly depend on 4 rings and 8 radius, with grid pattern street able to be found in Old Boundary.

• Journal of the Korean Geographical Society
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• v.42 no.1 s.118
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• pp.133-155
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• 2007

The sustainable urban development has emerged as a new paradigm of urban studies in recent years. A review of the literature of land use and transport policies in relation to sustainable development reveals a consensus that the main objectives of sustainable strategy should decrease the numbers and length of journeys, and change the land use pattern towards mixed use and high density. However, there is a lack of empirical research as to what types of policies might influence effectively the reduction in the energy consumption and emission of $CO_2$. in order to sustain urban development. This paper tries to construct the conceptual structure of the PSS(planning support system), which is designed to the simulation of the probable effects of policies and planning of different kinds in cities, and evaluate the sustainablilty level according to construct the structure of the PSS(planning support system), which is designed to the simulation of the probable effects of policies and planning of different kinds in cities, and evaluate the sustainablilty level according to the alternative scenarios. The PSS is composed of three components (input-modeling-output). The core of PSS is integrating land use-transport-environment modeling. The advantages of integrating land use-transport-environment modeling are well known, but there are very few such integrated modeling packages in practice. So this paper tries to apply TRANUS software, which is an integrated land use and transport model. The TRANUS system was calibrated to city of Yongin for the base year. The purpose of the application of TRANUS to Yongin is to examine the operability of TRANUS system in Korea. From the outputs and results of operating the system, TRANUS may be effectively used to evaluate the effects of alternative sustainable urban development policies, since sustainablilty indicators can be extracted from several aspects such as land use consumption, total trips, distance and cost, energy consumption, ratio of transport split.

• Journal of the Korean Geographical Society
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• v.31 no.1
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• pp.1-18
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• 1996

This study examines the spatial characteristics of postal office patronage in rural areas. in the light of future possible relocation and closures of the postal facilities. Most of private services have flown out small rural central places due to the decrease of supporting population, and there consequently remain only a few public services including government-run post offices at the Myon seats, the lowest level among rural central places in Korea. The small local population and its further decline undermine the rationale for maintaining such public services in depleted rural areas. For the worse of it, the government recently plans to transform the postal system to a quasi-private, corporational structure. One can fear that the profit-seeking nature of the new postal corporation will inevitably force to close many of such small rural facilities. The study first analysed nation-wide censuses of postal offices for the years of 1986 and 1992. The postal services examined are per capita number of postal stamps and revenue stamps sold, and letters, parcels, telegrams and monetary transactions handled at the post offices. It is found that, while the usage of postal services has increased substantially throughout the nation during the period of 1986-1992, the increment has largely been occurred by urban post offices rather than by those in Gun seats (i.e., rural counties); and that the gap of the service levels between urban and rural post offices is ever widening. The study further examined the service differentials among the post offices within rural counties to find that those post offices adjacent to the county (Gun) seats and larger urban centers rendered less amount of services than remote rural post offices, indicating that rural residents tend to partonize larger centers more and more than local Myon seats. At the second stage of the study, questionnaire surveys were conducted in Muju, Kimpo, and Hongsung-Gun's. These three counties are meant to represent respectively the remote, suburban, and intermediary counties in Korea. The analyses of survey data reveal that the postal hinterlands of the county seats extend to much of nearby Myons, the subdivisions of a Gun. It is also found that the extent of postal hinterlands of the three counties and the magnitude of patronage and quite different from each other depending upon the topography, population density, and the propinquity of the counties to metropolitan centers. The findings suggest to reappraise the current flat allocation scheme of public facilites to each of rural subdivisions throughout the nation. A detailed analysis on the travel behavior of the survey respondents yields that age is the most salient variable to distinguish activity spaces of rural residents. The activity spaces of older respondents tend to be more limited within their Myon, whereas those of younger respondents extend across the Myon boundary, toward the central towns and even distant larger cities. The very existence of several activity spaces in rural areas calls for an attention in the future locational decisions of public facilities. The locational criteria, employed by the Ministry of Communication of Korean government to establish a post office, are the size of hinterland population and the distance from adjacent postal facilities. The present study findings suggest two additional criteria: the order in rural central place hierarchy and the propinquity to the upper-level centers of the central hierarchy. These old and new criteria are complementary each other in that the former criteria are employed to determine new office locations, whereas the latter are appropriate to determine facility relocation and closures.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.1
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• pp.297-304
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• 2013

Due to its excessive $CO_2$ emissions, road transport sector becomes a target for emission reduction strategies. Although precise and reliable emissions inventories are necessary for evaluating plans and strategies, developing the region-wide inventory is a difficult task mainly because of a lack of data including travel patterns and modal volumes in the reginonal context. Most existing inventory methodologies employ fuel sale data within the target region, which ignores actual regional traffic patterns and thus not suited to its geographical context. To overcome these problems, this study develops region-wide $CO_2$ emissions inventory methodology by utilizing the Korea Transport DB (KTDB). KTDB provides a number of useful information and data, such as road network with which one can identify in and out trips over the entire region, traffic volumes of various modes, distance of travel, travel speed and so on. A model of equations that allow the computation of volume of $CO_2$ emitting from the road transport activities within the target region is developed. Using the model, numerical analyses are performed for the case of Busan Metropolitan City to demonstrate the applicability of the developed model. This study is indeed exploratory in the sense that using the existing data, it develops the $CO_2$ emissions inventory methodology which can produce better results than those from conventional fuel sales methodology. This study also suggests further reresarch directions to develop more refined methodologies in region-wide basis.

• Journal of the Korean association of regional geographers
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• v.10 no.2
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• pp.407-427
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• 2004

The rapid innovation of information and communication technology and its sharp falling prices have brought about the expansion of the Internet, integrating the world as one space under converged space and time. This rapid expansion of the Internet and its application in the economy have spurred the emergence of the digital economy. The Internet has influenced strongly on the changes of not only economic activities but also political, social and cultural activities. In this context, a rapidly increasing Internet expansion renders the rhetoric about the death of distance and about the meaningless of geographical place. However, the development and expansion of Internet induces a growing digital divide among nations and also a spatial inequality in a nation as the supply of the Internet has concentrated towards demand-affluent large cities. A large gap of digital access has been occurred between high income and low income countries according to a measurement of the international digital access index. In a national level, the Internet backbone has been built around large cities which favor a large amount of the Internet demand, and the affordable accessibility of these cities for the Internet services has influenced strongly on the agglomeration of Internet related industries, further inducing the construction and investment of the Internet backbone into large cities as cumulative causation effects. As a result, the expansion of the Internet affects immensely on the changes of spatial structure in a nation resulting in the new spatial phenomena such as centralization, concentration and splintering in the digitalized space-economy.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.7
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• pp.133-143
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• 2018

Liquefaction is one of secondary damages after earthquake and has been rarely reported until earthquake except Mw = 5.4 15 November 2017 Pohang earthquake in Korea. In recent years, Mw = 5.8 12 September 2016 Gyeongju earthquake and Mw = 5.4 15 November 2017 Pohang earthquake, which induced liquefaction, occurred in fault zone of Yangsan City located at south-eastern part of Korea. This explains that Korea is not safe against liquefaction induced by earthquake. In this study, the distance between the centroid of administrative district and the epicenter located at Yangsan fault, peak ground velocity (PGA) induced by both Mw = 5.0 and 6.5, and liquefaction potential index (LPI), which is calculated by using groundwater level and standard penetration test results of 274 in the area of Gimhae city located in adjacent to Nakdong river and across Yangsan fault, have been estimated and then kriging method using geographical information systems has been used to evaluate liquefaction effects on the damage of facilities. This study presents that Mw = 5.0 earthquake induces a small and low level of liquefaction resulting in slight damage of facilities but Mw = 6.5 earthquake induces a large and high level of liquefaction resulting in severe damage of facilities.

• Proceedings of KOSOMES biannual meeting
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• 2004.05b
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• pp.43-48
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• 2004

The development of the traffic system has brought relative reduction in aspect of the cost and time distance on the geographical space. SOC(social overhead capital), an express highway and railroad, has a great and absolute effect on the prosperity of community, As Mokpo is one of the community under the influence q West costal highway express and KTX(Korea Train Express), the number of the tourists visiting city of port like Mokpo has increasing gradually, especially at the high-demand season(in Summer). But the coastal passenger boot can't be capable of customers arriving at the port. As a result of this situation, the 'balking' occurs. No 'balking', means the jam of road. In this thesis, by understanding the concept and property of ARENA and simulating operation of coastal passenger boot at Mokpo port, intends to analyze the truth of 'balking' and finds an effective operation method of coastal passenger boot for the solution to the traffic jam. The solution to the jam in the vicinity of port of Mokpo, which try to develop tourism package commodity now, will present the effect of qualitative analysis in giving an opportunity of economic growth of the community, Mokpo.