• Journal of the Korean Association of Geographic Information Studies
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• v.14 no.3
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• pp.174-187
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• 2011

The flowed soil is able to be estimated from topographic data of before and after the debris flow. However, it is often difficult to obtain airborne LiDAR data before the debris flow area. Thus, this study tries to develop a topographic restoration method that can provide spatial distribution of flowed soil and reconstruct the topography before the debris flow using airborne LiDAR data. The topographic restoration method can express a numerical formula induced from a Gaussian mixture model after extracting the cross sections of linear or non-linear in debris flowed area. The topographic restoration method was verified by two ways using airborne LiDAR data of before and after the debris flow. First, each cross section extracted from the debris flow sites to restore the topography was compared with airborne LiDAR data of before the debris flow. Also, the topographic data produced after the topographic restoration method applied to the debris flow sites was verified by airborne LiDAR DEM. Verifying the results of the topographic restoration method, overall fitting accuracy showed high accuracy close to 0.5m.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.2
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• pp.417-426
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• 2015

The representative design elements of the road geometric structure are longitudinal slope, horizontal curve radius, super elevation, and transition curve. According to the function of a road, the design standards of these elements is applied by diverse combinations of them. This study divided expressway into homogeneous segments based on longitudinal slope and horizontal curve radius. And then, data required for analysis were matched to each segment, and the safety performance function was built by using the established data. crash modification factors which can explain traffic accident exposure rate were calculated. When the threshold value of horizontal curve radius R=1,000 m was set to 1.0, the crash modification factors at R=300 m was calculated as 1.33, which means that the accident exposure rate is increased by 33%. When the threshold value of the longitudinal slope 0% was set to 1.0, the crash modification factors demonstrated that the accident exposure rate decreases on the upward slope and the accident exposure rate increases on the downward slope. The results of this study can be used as basic information in the design of expressway geometries during the improvement or the construction of expressways.

• Journal of Korean Tunnelling and Underground Space Association
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• v.26 no.2
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• pp.113-128
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• 2024

Items of road tunnel PISD (Precise Inspection for Safety and Diagnosis) were reviewed and analyzed using newly enhanced MMS (Mobile Mapping System) technology. Possible items with MMS can be visual inspection, survey and non-destructive test, structural analysis, and maintenance plan. The resolution of 3D point cloud decreased when the vehicle speed of MMS is too fast while the calibration error increased when it is too slow. The speed measurement of 50 km/h is determined to be effective in this study. Although image resolution by MMS has a limit to evaluating the width of crack with high precision, it can be used as data to identify the status of facilities in the tunnel and determine whether they meet disaster prevention management code of tunnel. 3D point cloud with MMS can be applicable for matching of cross-section and also possible for the variation of longitudinal survey, which can intuitively check vehicle clearance throughout the road tunnel. Compared with the measurement of current PISD, number of test and location of survey is randomly sampled, the continuous measurement with MMS for environment condition can be effective and meaningful for precise estimation in various analysis.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.2D
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• pp.111-119
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• 2012

In this study, the effect of safety improvement project was analyzed, and a decision making model for traffic accident reduction measures was suggested. The results of this study are as follow; First the overall number of traffic accidents and casualties were reduced, especially reduced the number of unauthorized crossing and centerline encroachments was remarkable. Second, the priorities of traffic accident reduction measures. through hazards roadway section improvement projects were determined. As, higher level evaluation items of AHP hierachy structure include civil facilities and transportation facilities. The civil facilities has 6 lower level evaluation items and transportation facilities has 4 items. The results of this study, It was revealed that traffic experts prefer civil facilities more than transportation facilities and the top 2 items of the each data (or index) took over 50%. In addition, one of the last evaluation contents through the verification, the top 3 items of civil facilities took 55.38%. The project according to the improvement projects for hazards roadway reduced traffic accidents and casualties as well as saving the cost. So these results should be available for basic information for the countermeasure about reducing the traffic accidents by local governments.

• Journal of the Society of Disaster Information
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• v.16 no.1
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• pp.60-69
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• 2020

Purpose: Cavity growth process monitoring is to periodically monitor changes in common size and topography for general and observational grades to predict the rate of common growth. The purpose of this study is to establish a systematic cavity management plan by evaluating the general and observational class community in a non-destructive method. Method: Using GPR exploration equipment, the acquired surface image and the surrounding status image are analyzed in the GPR probe radargram in depth, profile, and cross section of the location. The exact location is selected using the distance and surrounding markings shown on the road surface of the initial detection cavity, and the test cavity is analyzed by calling the radar at the corresponding location. Result: As a result of monitoring tests conducted at a cavity 30 sites of general and observation grade, nine sites have been recovered. Changes in scale were seen in 21 cavity locations, and changes in size and grade occurred in 13 locations. Conclusion: The under road cavity is caused by various causes such as damage to the burial site, poor construction, soil leakage caused by groundwater leakage, waste and ground vibration. Among them, indirect factors could infer the effects of groundwater and localized rainfall.

• International Journal of Highway Engineering
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• v.9 no.4
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• pp.33-43
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• 2007

Because usually signal controllers on the crosswalks of mid-block provide pedestrian signals every cycle based on the fixed signal plan, pedestrian signals are provided even when there is no pedestrian demand. Consequently, signal is operated inefficiently and this may cause drivels to experience useless delay or violate the signal. Even though recently pushbuttons have been installed to improve the efficiency of pedestrian signal control in the crosswalks of mid-block and the pedestrian safety. they are not spread out national-wide in Korea because of the cost of the pushbutton equipments and the lack of an acknowledgement of the efficiency of the pushbutton. In this study, the effectiveness of the pushbutton on saving the vehicle delay was verified through before and after study in 4 study sites using a traffic micro-simulation model, VISSIM. To evaluate the viability of the pushbutton, a benefit/cost analysis was also performed for 4 study sites. It was found that B/C ratio of all of 4 study sites was greater than 1. The sensitivity analysis for the traffic volume and pedestrian volume were performed to identify the impact of the both volume on the operation of pushbutton. And, a benefit/cost analysis was performed for all scenarios. It was found that when the pedestrian volume is greater than 90ped/h, the pedestrian signal was operated same as the fixed signal plan. That is, there is no benefit of pushbutton at all once the pedestrian volume is greater than 90ped/h. When the pedestrian volume is equal to or less than 90ped/h and the traffic volume is greater than 2,500veh/h, B/C ratio is greater than 1. Also it was found that as traffic volume increases and pedestrian volume decreases, the benefit increases. In this study, the criteria for installation of pushbutton on the crosswalks of mid-block are developed through the sensitivity analysis and benefit/cost analysis. The results of this study may be used as a criteria for expansion of pushbutton system.

• Current Research on Agriculture and Life Sciences
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• v.29
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• pp.11-19
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• 2011

This research gives weight to establish practical improvement based on analysis of the landscape ecological character and value to realize the importance of small wetland and stream in cultivated areas functioning as a residual landscape element in rural landscape and to deal with ecological depression effectively. The results of summary are as follows. 1) The results of landscape ecological character analysis of wetlands biotop in total of 7 sites, for example, size of surface in site 5 was widely formed about $10,600m^2$, which was assessed satisfactory in terms of slope of waterfront, width of hedgerow, vegetation condition of composition and so on. Also, The number of flexibility showed 2 in site 8-1, the highest, and morphological diversity showed 1.47, the highest. 2) The results of problem analysis of wetland biotop, most of wetlands are analyzed that the width of hedgerow was below 1m. Also, the 4 wetlands in site 8 are appeared that hard to live slope vegetation in there because of slope of waterfronts are above $45^{\circ}$. 3) The results of landscape ecological character analysis of stream in total of 6 sites, for example, width of waterfront in site 4 showed 55m, the widest, and investigated consist of natural ingredients such as soil, rock, gravel. However, width of waterfront in site 2-2 showed 4m, the narrowest, and inclined angle of slope was formed a right angle. 4) The results of problem analysis of stream, width of waterfront hedgerow in site 2-1 showed about 5m, which was very narrower than width of waterfront, and toxic chemicals discharged from near cultivated area without any filtering. Also, all areas of site 2-2 was formed concrete, and was assessed dissatisfactory in terms of capacity of nature purification, flood control, habitat living space because of straight stream. 5) Based on the result above landscape ecological character and problem analysis, main improvement guidelines are set in terms of shape, vegetation, topography in case of wetlands, and which are set in terms of vertical, horizontal structure in case of stream.