• Proceedings of the Korea Society for Simulation Conference
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• 1999.10a
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• pp.93-99
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• 1999

The service level of Metro stations is affected by the design criteria such as platform area, width and length of stairways, and the number of turnstile, etc. The Korean station design process utilizes peak-hour volume as design volume. Hourly volume, however, can not explicitly account for the variation of traffic and consequently the variation of the level of service within the one-hour time period. Movements in various areas inside of stations are simulated with a queueing network under various operating conditions. A discrete simulation tool called SIMUL8 was utilized. Based on the results, peak volume for 15 minutes period was recommended as a preferred base volume over the peak-hour volume for station design purpose to realistically account for user delays under. Simulation runs also confirmed that escalators have positive effects on passenger processing capacity and on securing stability of passenger flows in stations.

• Journal of Korean Society of Transportation
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• v.25 no.6
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• pp.79-88
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• 2007

Design Hourly Volume (DHV) is the hourly volume used for designing a section of road. DHV is also used to estimate the expected number of vehicles to pass or traverse the relevant section of road in a future target year. The Design Hour Factor (DHF) is defined as the ratio of DHV to Average Annual Daily Traffic (AADT). In addition to high precision of predicted traffic volume, in order to design a roadway to be the proper scale, applying appropriate DHFs considering traffic flow characteristics and type of area which surrounds the relevant roadway is important. This study categorizes sections of expressway (Suh Hae An Expressway) according to their area type and estimates DHFs utilizing traffic data obtained from a vehicle detection system (VDS). This study shows that DHFs calculated using VDS data are different from those using traffic data acquired from a coverage survey. While AADTs from both data show similar values, peak hour volumes from both data show significant differences especially for recreational areas. DHFs from the coverage survey are quite different from the values provided by the Korean design guide or previous research results and DHFs for urban areas are higher than recreational areas. However, DHFs from VDS shows similar values to previous research results. The result of this study suggests that using VDS for estimating DHFs is more reliable than using a coverage survey.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1913-1926
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• 2007

Number of highway lanes and level of service are based on the 30th, 60th or 100th highest hour volume of the target year. On the other hand, railroad design volume is generally expressed in average annual daily traffic (AADT). This procedure ignores attributes of railroad demand's concentration on peak days and hours. Actual data analysis represents railroad's peaking characteristics very similar to those of highways. Therefore it is necessary to set a procedure in selecting design volume for railroad planning. This study presents a concept and the calculating procedure for railroad design hourly volume to analyze effect of railroad investment.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.5
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• pp.1-10
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• 2014

This research focuses on the warrants for the Two-Way Left-Turn Lanes (TWLTL). Using a microscopic traffic simulation tool, two key parameters were investigated herewith. One is a wide range of the Design Hourly Volume (DHV), reflective of recent Korean roadway volume characteristics, that is conventionally reduced from the Average Daily Traffic (ADT). The other is driveway spacing, the length of the middle-lane section where two conflicting left-turn demands often compete for space. In addition, unlike previous researches, the way and the procedure the TWLTL operation is realized in the VISSIM S/W with its add-on application such as VISVAP is clearly stated and described in detail. According to the result of simulations for 10 volume scenarios, as expected, the higher the volume level is, the more delay the left-tuner experience. The Level Of Service (LOS) for most cases was in the range of C and D based on the non-signalized intersection LOS criteria. Furthermore, the TWLTL was found operable up to the volume level of 1,116 and 1,860 vph in heavy direction (equivalent of volume level 7) for 3-lane and 5-lane facility respectively, which covers significant portion of existing two to four-lane highway volumes in Korea.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.1D
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• pp.11-16
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• 2009

The estimation of total travel time on highway link for a day or year is the most important process for the feasibility analysis of highway or railway. Most of current guidelines for feasibility studies have been based on the time-traffic volume relationship from the BPR, and the traffic volumes have been determined by the application of the design hour factor to the annual average daily traffic volume. Both of the BPR function and the application of the design hour volume may result in the over-estimation of travel time due to the fact that the traffic volume on the large portion of highway links in Korea are close to the capacities. This study proposed a new way which is based on the distribution of hourly volumes for a year. It could be closer to the real situation, and provide more reasonable estimation. This methodology was validated for the national highways, but may be applicable for any type of highway with the AADT.

• Journal of Korean Society of Transportation
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• v.16 no.3
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• pp.25-36
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• 1998

고속도로의 Tollgate는 상습 정체지역으로 개선방안이 시급히 요구되어진다. 이에 본 연구는 요금징수소 정체 해결의 기본자료로서 중요한 역할을 수행할 요금징수소의 평균 서비스시간 산정, 설계교통량 결정 및 서비스수준 결정 규정을 제시하였다. 연구방법으로는 공간적인 연구범위인 경주 Tollgate의 교통류 특성을 비데오 카메라로 촬영하여 이를 서비 스시간 측정기를 사용하여 포화서비스시간을 분석하였다. 이를 통하여 포화교통류율을 산정 하였고, 또한 중차량 포화서비스시간을 산정하여 중차량 보정 및 승용차 환산계수를 제시하 였다. 설문지 조사를 통한 운전자의 서비스수준 결정인자와 방법에 대해 조사하고 SPSS를 사용하여 분석하였다. 그리고 설계교통량 결정을 위해서 대기행렬대수 및 대기행렬 지속시 간을 매개변수로 하여 경제성 분석을 실시하였으며, 이를 통하여 게이트 수 결정 방법을 제 시하였다.

• Journal of Korean Society of Transportation
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• v.21 no.5
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• pp.61-71
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• 2003

Existent DDHV draws and is calculating K coefficient. D coefficient from sum of traffic volume two-directions time. There is difference of design order and actuality order, error of DDHV estimation value, problem of irregular change etc. of DDHV thereby. In this study, among traffic volume of each other independent two direction(going up, going down), decide design target order in the directional traffic volume, presented way(way) applying without separating K coefficient and D coefficient at the same time. The result were analysis about national highway permanent count point 360 points 30 orders by existing DDHV estimation value method(separation plan) analysis wave and following variation appear. - design order and actuality order are collision at 357 agencies(99.2%) - actuality order special quality : Measuring efficiency of average 80 orders, maximum 1,027 order, minimum 2 orders - error distribution of design order and actuality order : inside 10 hours is(30$\pm$10hour) 106 points(29.4%), 254 points(70.6%) more than 30 orders and $\pm$10 orders error occurrence be - DDHV estimation value : Average 8.4%, maximum 46.7% The other side, average 50 orders. error improvement effect of DDHV 8.4% was analysed that is at design hourly volume computation by inseparability method in case of AADT premises correct thing because inseparability plan agrees actuality order at whole agency with design order and measuring efficiency of DDHV estimation value is "0".t;0".uot;.

• International Journal of Highway Engineering
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• v.7 no.4 s.26
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• pp.21-30
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• 2005

Traffic volume data have been used for the plan, the design, and the operation of highway. Since 1955, traffic survey has been nation- widely carried out at national highway and the regular survey in national highway has been conducted at the intersections of highways. However, it is critical issue to select the priority of the regular survey because it is almost impossible to conduct regular survey at all intersections of national highways. In this study, MCDM(Multiple Criteria Decision Making) using AHP(Analytic Hierarchy Process) was applied to decide the priority of the regular survey. The following standard variables for determining the priority was selected the highway plan variables[AADT, VKT, Peak Hourly Volume, Location of highway from Urban], the highway design variables[Volume(pcu), Directional Traffic Volume, Heavy Vehicle Rate], and the highway operation variables[Speed, Density, V/C]. The standard variables were quantified and normalized. Using the Eigen vector method, the weighted values of each hierarchy based on the pair-wise comparison values from the questionnaire survey were calculated. The selection of the priority of regular survey was dependent on the size of the product of the weighted values for each hierarchy and the normalized values for the standard variables. Finally, the priority of regular survey of the intersections of national highways was determined according to the order in the size of the product of two values.

• Journal of Korean Society of Transportation
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• v.27 no.2
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• pp.23-34
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• 2009

This paper is described as an experimental analysis for the probabilistic directional design hour volume estimation. The main objective of this paper is to derive acceptable design rankings, PK factors, and PD factors. In order to determine an appropriate distribution for acceptable design rankings, 12 probability distribution functions were employed. The parameters were estimated based on the method of maximum likelihood. The goodness of fit test was performed with a Kolmogorov-Smirnov test. The Beta General distribution among the probability distributions was selected as an appropriate model for 2 lane roadways. On the other hand, the Weibull distribution is superior for 4 lanes. The method of the inverse cumulative distribution function came up with an acceptable design ranking of design for LOS D. An acceptable design ranking of 2 lanes is 190, while an acceptable design ranking for 4 lanes is 164. The PK factor and PD factor of 2 lanes was elicited for 0.119 (0.100-0.139) and 0.568 (0.545-0.590), respectively. On the other hand, the PK factor and PD factor for 4 lanes was elicited as 0.106 (0.097-0.114) and 0.571 (0.544-0.598), respectively.

• Journal of Korean Society of Water and Wastewater
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• v.34 no.3
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• pp.211-220
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• 2020

When domestic sewage and rainwater runoff are discharged into a single sewer pipe, it is called a "combined sewer system." The sewage design standards in Korea specify the flow velocity based only on the volume of rainfall; therefore, sedimentation occurs on non-rainy days owing to the reduced flow rate and velocity. This sedimentation reduces the discharge capacity, causes unpleasant odors, and exacerbates the problem of combined sewer overflow concentration. To address this problem, the amount of sewage on non-rainy days, not just the volume of rainfall, should also be considered. There are various theories on sedimentation in sewer movement. This study introduces a self-cleansing velocity based on tractive force theory. By applying a self-cleansing velocity equivalent to the critical shear stress of a sand particle, sedimentation can be reduced on non-rainy days. The amount of sewage changes according to the water use pattern of citizens. The design hourly maximum wastewater flow was considered as a representative value, and the velocity of this flow should be more than the self-cleansing velocity. This design method requires a steeper gradient than existing design criteria. Therefore, the existing sewer pipelines need to be improved and repaired accordingly. In this study, five types of improvement and repair methods that can maximize the use of existing pipelines and minimize the depth of excavation are proposed. The key technologies utilized are trenchless sewer rehabilitation and complex cross-section pipes. Trenchless sewer rehabilitation is a popular sewage repair method. However, it is complex because the cross-section pipes do not have a universal design and require continuous research and development. In an old metropolis with a combined sewer system, it is difficult to carry out excavation work; hence, the methods presented in this study may be useful in the future.