• Magazine of the Korean Society of Agricultural Engineers
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• v.32 no.3
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• pp.87-101
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• 1990

The purpose of this study is to estimate the flood discharge and runoff volume at a stream by using geomorphologic parameters obtained from the topographic maps following the law of stream classification and ordering by Horton and Strahier. The present model is modified from Cheng' s model which derives the geomorphologic instantaneous unit hydrograph. The present model uses the results of Laplace transformation and convolution intergral of probability density function of the travel time at each state. The stream flow velocity parameters are determined as a function of the rainfall intensity, and the effective rainfall is calculated by the SCS method. The total direct runoff volume until the time to peak is estimated by assuming a triangular hydrograph. The model is used to estimate the time to peak, the flood discharge, and the direct runoff at Andong, Imha. Geomchon, and Sunsan basin in the Nakdong River system. The results of the model application are as follows : 1.For each basin, as the rainfall intensity doubles form 1 mm/h to 2 mm/h with the same rainfall duration of 1 hour, the hydrographs show that the runoff volume doubles while the duration of the base flow and the time to peak are the same. This aggrees with the theory of the unit hydrograph. 2.Comparisions of the model predicted and observed values show that small relative errors of 0.44-7.4% of the flood discharge, and 1 hour difference in time to peak except the Geomchon basin which shows 10.32% and 2 hours respectively. 3.When the rainfall intensity is small, the error of flood discharge estimated by using this model is relatively large. The reason of this might be because of introducing the flood velocity concept in the stream flow velocity. 4.Total direct runoff volume until the time to peak estimated by using this model has small relative error comparing with the observed data. 5.The sensitivity analysis of velocity parameters to flood discharge shows that the flood discharge is sensitive to the velocity coefficient while it is insensitive to the ratio of arrival time of moving portion to that of storage portion of a stream and to the ratio of arrival time of stream to that of overland flow.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.8 no.1
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• pp.165-172
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• 1988

An optimal network design method using continuous form of design variables is considered. Modified Hooke-and-Jeeves algorithm has been implemented in order to solve nonlinear progamming problem which is approximately equivalent to the real network design problem (NDP) with system. efficiency criteria(i. e. travel time and costs) and construction cost as objective function. Various forms of construction cost function, locations of initial solution, and dimension of initial step size of link improvement are taken into account to show the validity of this approach. The results obtained are quite promising in terms of the numbers of evaluations in solving NDP, and the speed of convergence. Finally, some techniques in choosing efficient intial solution, initial step size and approximation are given.

• Journal of Korean Society of Transportation
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• v.24 no.3 s.89
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• pp.197-205
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• 2006

The study suggested a demand forecasting method which explicitly reflects transfer between various transport modes especially related light rail transit project with multi-modal transit system. The suggested method classifies several groups depending on characteristic of trips and applies different demand model for each group to explain travel pattern more realistically More specifically. the trips was classified by trips within the LRT route, trips between inside and outside of the LRT route. and through trips via the LRT route. The study also suggested a evaluation measurement of time saving due to the LRT construction, which are consistent along with the do-case and the do-nothing-case even though some mode shift could be happen after introducing the LRT.

• Journal of Korean Society of Transportation
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• v.34 no.6
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• pp.570-579
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• 2016

This study proposes a concept of Stepwise Transfer Coefficient(STC) which implies greater transfer cost with increasing the number of transfers. Thus, the public transport information system provides the choice sets of travel routes by the consideration of not only transportation time but also the optimum number of transfers. However, path choice problems that involve STC are found to include non additive cost, which requires additional route enumeration works. Discussions on route enumeration in actual transportation networks is very complicated, thereby warranting a theoretical examination of route search considering STC. From these points of view, this study results in a probability based transit trip assignment model including STC. This research also uses incoming link based entire route deletion method. The entire route deletion method proposed herein simplifies construction of an aggregation of possible routes by theoretically supporting the process of enumeration of the different routes from origin to destination. Conclusively, the STC reflected route based logit model is proposed as a public transportation transit trip assignment model.

• The Journal of Engineering Geology
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• v.16 no.3 s.49
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• pp.293-300
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• 2006

The groundwater movement in the west costal landfill area was analyzed by measuring N value by Standard Penetration Test, coefficient of permeability by falling head method, linear structure analysis by Digital Elevation Method, groundwater flow direction and rate by flowmeter logging due to tidal variation in the each borehole. The coefficients of permeability of the weathered zone and of the marine deposit showed similar values although some values of weathered zone show smaller values than those of the marine deposit. The major groundwater flow and rate in the marine deposit observed as east-west direction due to tidal variation, but on the other hand it was observed as N45E in weathered zone which is the major direction of the linear structures in the area. 2 hours delayed changes of the groundwater flow direction was observed during the 24 hours observation, and it seems to be a travel time of the tidal wave which cause the continuous change of the hydaulic gradient of the groundwater.

• Geophysics and Geophysical Exploration
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• v.7 no.1
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• pp.80-87
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• 2004

During excavation work for the construction of a highway bridge in a limestone area in Korea, several cavities were found, and construction work was stopped temporarily. Cavities under the bridge piers might seriously threaten the safety of the planned bridge, because they could lead to excessive subsidence and differential settlement of the pier foundations. In order to establish a method for reinforcement of the pier foundations, borehole radar reflection and tomography surveys were carried out, to locate cavities under the planned pier locations and to determine their sizes where they exist. Since travel time data from the crosshole radar survey showed anisotropy, we applied an anisotropic tomography inversion algorithm assuming heterogeneous elliptic anisotropy, in order to reconstruct three kinds of tomograms: tomograms of maximum and minimum velocities, and of the direction of the symmetry axis. The distribution of maximum velocity matched core logging results better than that of the minimum velocity. The degree of anisotropy, defined by the normalized difference between maximum and minimum velocities, was helpful in deciding whether an anomalous zone in a tomogram was a cavity or not. By careful examination of borehole radar reflection and tomography images, the spatial distributions of cavities were delineated, and most of them were interpreted as being filled with clay and/or water. All the interpretation results implied that two faults imaged clearly by a DC resistivity survey were among the most important factors controlling the groundwater movement in the survey area, and therefore were closely related to the development of cavities. The method of reinforcement of the pier foundations was based on the interpretation results, and the results were confirmed when construction work was resumed.

• Journal of the Korean Society for Railway
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• v.18 no.2
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• pp.149-156
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• 2015

It is necessary to determine real path for urban railway users in order to allocate revenues between urban railway organizations. Out of several algorithms used to determine optimal routes, the k-path algorithm based on link-label has been utilized. However, this k-path algorithm has certain flaws. For example, optimal route can change depending on the travel and walking time, transfer penalty, and so on. Also, this algorithm cannot take into account the characteristics of users, who prefer express train to normal trains. In this paper, an algorithm is proposed to determine one single optimal route based on the traffic card data. This method also can search for an optimal path in conjunction with the railway timetable.

• The Journal of Engineering Geology
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• v.16 no.4 s.50
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• pp.327-335
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• 2006

Three processing strategies of seismic refraction data are tested in terms of velocity and depth profiles or structures for mapping of geological discontinuities: GRM(generalized reciprocal method), GLI(generalized linear inversion), Tomography. The test data used in this study are the shot gathers reconstructed by numerical modeling for the structures of 3 planar layers(horizontal, inclined), the buried vertical fracture zones, and vertical fault zones. Tomography is shown to be very efficient for mapping of more complicated tone such as vertical fault and buried fracture zones, whereas GRM and GLI can be useful for horizontal and/or inclined layers, probably on their bases of analysis of first arrivals in travel time curves.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.5
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• pp.1-17
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• 2021

Identifying the exact train and the type of train boarded by passengers is practically cumbersome. Previous studies identified the trains boarded by each passenger by matching the Automated Fare Collection (AFC) data and the train schedule diagram. However, this approach has been shown to be inefficient as the exact train boarded by a considerable number of passengers cannot be accurately determined. In this study, we demonstrate that the AFC data - diagram matching technique could not estimate 28% of the train type selected by passengers using the Seoul Metro line no.9. To obtain more accurate results, this paper developed a two-step method for estimating the train type boarded by passengers by applying the AFC data - diagram matching method followed by a mixture distribution analysis. As a result of the analysis, we derived reasonable express train use/non-use passenger classification points based on 298 origin-destination pairs that satisfied the verification criteria of this study.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3D
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• pp.263-270
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• 2010

This research has reviewed the ways to improve the benefits of shortening of transit hours among the benefit items in analysis of economic efficiency. The existing way of calculating the benefits of shortening the transit hours in analysis of economic efficiency has been using O/D in peak to multiply by 365. This method has a problem of not considering the change of traffic according to the month and the day of the week. To improve such problem, the volume of traffics at 361 regular research branches of the chronological statistics of traffic volume was used to analyze the pattern change of traffic volume per day of the week and per month by t-test and cluster analysis. The results show a difference in traffic volume according to the day of the week and the month. In the research example, a supposed O/D and network were used to apply weight per day of the week and per month to see a slight difference with the existing method of calculating benefits of shortening the transit hours. This signifies the necessity to study about the weight to consider the change pattern of traffic volume.