• Journal of Korea Water Resources Association
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• v.46 no.6
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• pp.597-611
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• 2013

This paper presents the methodology for construction of time-area curve via the width function and thereby rational estimation of time of concentration and storage coefficient of Clark model within the framework of method of moments. To this end time-area curve is built by rescaling the grid-based width function under the assumption of pure translation and then the analytical expressions for two parameters of Clark model are proposed in terms of method of moments. The methodology in this study based on the analytical expressions mentioned before is compared with both (1) the traditional optimization method of Clark model provided by HEC-1 in which the symmetric time-area curve is used and the difference between observed and simulated hydrographs is minimized (2) and the same optimization method but replacing time-area curve with rescaled width function in respect of peak discharge and time to peak of simulated direct runoff hydrographs and their efficiency coefficient relative to the observed ones. The following points are worth of emphasizing: (1) The optimization method by HEC-1 with rescaled width function among others results in the parameters well reflecting the observed runoff hydrograph with respect to peak discharge coordinates and coefficient of efficiency; (2) For the better application of Clark model it is recommended to use the time-area curve capable of accounting for irregular drainage structure of a river basin such as rescaled width function instead of symmetric time-area curve by HEC-1; (3) Moment-based methodology with rescaled width function developed in this study also gives rise to satisfactory simulation results in terms of peak discharge coordinates and coefficient of efficiency. Especially the mean velocities estimated from this method, characterizing the translation effect of time-area curve, are well consistent with the field surveying results for the points of interest in this study; (4) It is confirmed that the moment-based methodology could be an effective tool for quantitative assessment of translation and storage effects of natural river basin; (5) The runoff hydrographs simulated by the moment-based methodology tend to be more right skewed relative to the observed ones and have lower peaks. It is inferred that this is due to consideration of only one mean velocity in the parameter estimation. Further research is required to combine the hydrodynamic heterogeneity between hillslope and channel network into the construction of time-area curve.

• Archives of design research
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• v.12 no.4
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• pp.231-241
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• 1999

This study propose to analyze the design method and the form elements of museums, of works by Richard Meier, and through the analysis, spacial characteristics of museums will be understood. The museum works of Richard Meier, as an exhibition space, not only display the art works efficiently, but they also offer visitors the opportunity to experience the art of architecture, as a cultural space. Richard Meier, when working on the projects, has utilized the design methods and the architectural language, learned from Mies van der Rohe and Le Corbusier, resourcefully. Having the structural grid as basis, the rational rectangular forms were intended for exhibition space, while the circular and partial circular forms of geometry were utilized in formative space. This was able to maintain the balance between functional and formative space. In the museums of his works, the ramp and the glass wall separated from the structure become very important means of expression. The ramps, not only make people to enjoy the interior and exterior of museum, but also able them to see the works of art from different distances and angles repeatedly and the large glass wall reveals the various shapes of interior to exterior. In comparing with the design method and language of two masters mentioned, the design principles and elements, developed by Meier were applied to the site plans, exhibition space planning and elevations to manifest its originality. The design concept, derived from the urban fabric and historical buildings around, gave harmony to the museum with its surroundings, and employing the deformed axis brought variation and the effect of diversion to the site plan. The exhibition space is much vitalized by the well arrangement of various exhibition fixtures in the museum. The exhibion fixtures, which the partitions, shelves, miches, and stages were put together in flexibility, play multiple roles as partitions dividing spaces, as furniture displaying art works, and as elements creating forms. The systematically arranged fixtures, also produce several visual axes and centers, which have visitors appreciate the works of art in various perspectives, hence create a unique environment.

• Journal of Korean Society of Transportation
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• v.19 no.1
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• pp.101-114
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• 2001

Transportation enterprises should maintain constant and qualitative operation. Thus, in short period, transportation enterprises don't change supply in accordance with demand. In the result, transportation enterprises don't reduce operation in spite of management deficit at will. In freight transportation type, less-than-truckload(LTL) has more relation with above transportation feature than truckload(TL) does. Because freight transportation supply of TL is more flexible than that of LTL in correspondence of freight transportation demand. Relating to above mention, it appears that shortage of road and freight terminal of LTL is larger than that of TL. Especially in road and freight terminal comparison, shortage of freight terminal is larger than that of road. Shortage of road is the largest in 1990, and improved after-ward. But shortage of freight terminal is serious lately. So freight terminal needs more expansion than road, and shows better investment condition than road. Freight terminal expansion brings road expansion in LTL, on the contrary, freight terminal expansion substitutes freight terminal for road in TL. In transportation revenue, freight terminal's contribution to LTL is larger than that to TL. However, when we adjust quasi-fixed factor - road and freight terminal - to optimal level in the long run, in TL, diseconomies of scale becomes large, but in LTL, economies of scale becomes large. Consequently, it is necessary for TL to make counterplans to activate management of small size enterprises and owner drivers. And LTL should make use of economies of scale by solving the problem, such as nonprofit route, excess of rental freight handling of office, insufficiency of freight terminal, shortage of driver, and unpreparedness of freight insurance.