• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.6
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• pp.60-69
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• 2012

Public Transport Information Service which use smartphone Apps has received attention as the way of solution that reduced transport problem. Smartphone can offer real-time information because of a LBS(Location Based Service) system. This study try to find out which factor affect mode choice ratio of public transport, especially smartphone Apps. The result shows that rising oil price, traffic congestion, public information service with smartphone apps, BIS(Bus Information System) factors get 0.39, 0.27, 0.18, 0.16 scores with paired comparison. Younger and student respondents prefer smart phone public information service. Decision Tree shows that the most important decision factor is smartphone information service factor.

• Journal of the Institute of Electronics and Information Engineers
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• v.53 no.3
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• pp.163-169
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• 2016

To establish the equitable distribution of total energy load, a representative cluster based routing protocol LEACH selects cluster heads randomly in accordance with the pre-determined probability every round. But because the current energy level of sensor nodes is not considered, if a sensor node which has little residual energy is elected as a cluster head, it can not live to fulfil the role of cluster head which has big energy load. As a result, the first time of death of a node is quickened and the service quality of WSN gets worse. In this regard we propose a new routing method that, by considering the current energy of a cluster head and the distance between cluster heads and a base station, selects the sub cluster head for saving the energy of a cluster head. Simulation results show that the first time of death of a node prolongs, more data arrive at the base station and the service quality of WSN improves.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.1
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• pp.55-70
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• 2018

Recently, as shared transportation services has expanded, integrated mobility services that link personal transportation and public transportation are paid attention. To do this, it is necessary to analyze trip mode chaining behavior. This study analyzed the characteristics of the trip mode chaining behavior using the 2010 travel diary survey in Seoul, and analyzed factors to affect mode choice of trip chaining through the multinomial logit model. The transportation means were classified into passenger cars, city buses, intercity buses, railways, taxis, and others, and 25 trip mode chaining types were identified. Among them, the trip share connected between city bus and railways was the highest. It was also found that the trip mode chaining occurred mainly at commuting and in the morning and afternoon peak. According to the model results, the mode choice of trip chaining is significantly influenced by individual attributes (sex and age), household attributes (car ownership and income), trip attributes (trip purpose, trip time and trip length), and arrival area attributes (number of subway lines and bus lines, ratio of commercial area, land use mix and central region).

• Journal of the Institute of Electronics and Information Engineers
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• v.52 no.3
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• pp.213-220
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• 2015

Wireless sensor network(WSN) is made up of a lot of battery operated inexpensive sensors that, once deployed, can not be replaced. Therefore, energy efficiency of WSN is essential. Among the methods for energy efficiency of the network, clustering algorithms, which divide a WSN into multiple smaller clusters and separate all sensors into cluster heads and their associated member nodes, are very energy efficient routing technique. The first cluster-based routing protocol, LEACH, randomly elects the cluster heads in accordance with the probability. However, if the distribution of selected cluster heads is not good, uniform energy consumption of cluster heads is not guaranteed and it is possible to decrease the number of active nodes. Here we propose a new routing scheme that, by comparing the remaining energy of all nodes in a cluster, selects the maximum remaining energy node as a cluster head. Because of decrease in energy gap of nodes, the node that was a cluster head operates as a member node much over. As a result, the network lifespan is increased and more data arrives at base station.

• Journal of Korean Society of Transportation
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• v.23 no.2
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• pp.117-130
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• 2005

In both deteministic user Optimal Traffic Assignment Model (UOTAM) and stochastic UOTAM, travel time, which is a major ccriterion for traffic loading over transportation network, is defined by the sum of link travel time and turn delay at intersections. In this assignment method, drivers actual route perception processes and choice behaviors, which can become main explanatory factors, are not sufficiently considered: therefore may result in biased traffic loading. Even though there have been some efforts in Stochastic UOTAM for reflecting drivers' route perception cost by assuming cumulative distribution function of link travel time, it has not been fundamental fruitions, but some trials based on the unreasonable assumptions of Probit model of truncated travel time distribution function and Logit model of independency of inter-link congestion. The critical reason why deterministic UOTAM have not been able to reflect route perception cost is that the route perception cost has each different value according to each origin, destination, and path connection the origin and destination. Therefore in order to find the optimum route between OD pair, route enumeration problem that all routes connecting an OD pair must be compared is encountered, and it is the critical reason causing computational failure because uncountable number of path may be enumerated as the scale of transportation network become bigger. The purpose of this study is to propose a method to enable UOTAM to reflect route perception cost without route enumeration between an O-D pair. For this purpose, this study defines a link as a least definition of path. Thus since each link can be treated as a path, in two links searching process of the link label based optimum path algorithm, the route enumeration between OD pair can be reduced the scale of finding optimum path to all links. The computational burden of this method is no more than link label based optimum path algorithm. Each different perception cost is embedded as a quantitative value generated by comparing the sub-path from the origin to the searching link and the searched link.

• Journal of Korean Society for Geospatial Information Science
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• v.9 no.2 s.18
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• pp.29-36
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• 2001

The purpose of this paper is to describe the Disaster Management System Development of Enterprise GIS at the Kangwon Province in Korea. This project is included into 'the Kangwon Enterprise GIS 21 plan'. The Division of Disaster Management is in the middle of the 2-year project of the Disaster Management System development, appropriate for business performed at the Departments of Forestry, Culture, Environment, Tourism, etc. At the 1st phase of CIS implementation, for more than half a year we focused on the necessity of management of disasters. In the planning process, we needed long-term information on the whole area of Kangwon. In the assessment and response processes, we needed real-time data from Korean Meteorological Administration and other agencies. All the above information was carefully studied and referred to. ESRI's new GIS technologies solve the natural hazard/disaster problems. For example, hazardous materials routing often needs to be found the least expensive path through a roadway network. In the circumstances given, we can choose the departure point and destination of the vehicle, which carries the materials. It's also possible to minimize overall risk and costs of disaster problems by making a plan of people and possessions evacuation from the disaster area in short time limits. We can meet all the above goals using the latest ESRI's technologies.

• Journal of KIISE:Databases
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• v.33 no.7
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• pp.655-667
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• 2006

Due to the rapid development in mobile communication technologies, the usage of mobile devices such as cellular phones and PDAs becomes increasingly popular. One of the best ways to maximize the usability of mobile devices is to make them aware of their current locations and the locations of other fixed and mobile objects. In this paper, we propose a cost-effective Bus Information System, ACE-BIS, which utilizes a mobile device to retrieve the bus routes to reach a destination from the current location. To accomplish this task, ACE-BIS maintains a small amount of information on bus stops and bus routes in a mobile device and runs a heuristic routing algorithm based on such information. When a user asks more accurate route information or calls for a 'leave later query', ACE-BIS entrusts the task to a server into which real-time traffic and bus location information is being collected. By separating the roles into a mobile device and a server, ACE-BIS is able to provide bus routes at the lowest cost for wireless communications, without imposing much burden to a server. The results of extensive experiments revealed that ACE-BIS is effective and scalable in most experimental settings.

• Fire Science and Engineering
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• v.33 no.3
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• pp.138-142
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• 2019

By securing golden time, this study analyzed the effects of an emergency vehicle priority system in Cheongju, North Chungcheong province. Until the scene of a fire is reached, severe obstacles in the street, such as traffic congestion, cars coming forward, non-cooperative vehicles etc., are significant. To solve these problems of road obstacles, it is essential to adopt an emergency vehicle priority system. From April 2017 to June 2018 (1 year and 2 months, 426 days), the dispatch time and date, fire truck moving distance and required time, traffic signal control section and pass time, and shortening time, were measured. This study selected 140 cases consisting of five heavy traffic and frequent dispatch routes out of 293 cases. The effects of the emergency vehicle priority system were excellent. Overall, it took 3 min 3 s to pass 1 km on an uncontrolled traffic signal section. On the other hand, it took 1 min 23 s to pass 1 km on the same section that was controlled. The shortening time to pass 1 km was 1 min 40 s, showing a 45.4% reduction. This means that the 15 min driving time can be reduced to 6 min and 49 s. From this result, an emergency vehicle priority system should be implemented nationwide as soon as possible.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.3
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• pp.67-79
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• 2024

These instructions give you guidelines for preparing papers for JDCS. Recently, the use of digital devices like kiosks and smartphones has expanded, leading to the active provision of digital-based services in the transportation sector, such as choosing transportation modes and checking routes. This study analyzes the relationship between user discomfort when using digital transportation services and mobility. It also examines the moderating effect of technological proficiency on this relationship. The study found that 16.4% of participants experienced discomfort, with an average mobility score of 48.4 points and a technological proficiency score of 3.78 points. Discomfort with digital transportation services was positively correlated with mobility. Additionally, technological proficiency positively influenced mobility. This study analyzes and presents the impact of technology utilization ability on mobility. These findings can be used as basic data for making policy on the need to revitalize the use of digital-based transportation service and bridge the digital divide.

• Journal of Environmental Impact Assessment
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• v.30 no.1
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• pp.13-23
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• 2021

In this study, we performed a Random Walker analysis to predict the Major Movement Paths of otters. The scope of the research was a simulation analysis with a radius of 7.5 km set as the final range centered on the Ansim-wetland in Daegu City, and a field survey was used to verify the model. The number of virtual otters was set to 1,000, the number of moving steps was set to 1,000 steps per grid, and simulations were performed on a total of 841 grids. As a result of the analysis, an average of 147.6 objects arrived at the boundary point under the condition of an interval of 50 m. As a result of the simulation verification, 8 points (13.1%) were found in the area where the movement probability was very high, and 9 points (14.8%) were found in the area where the movement probability was high. On the other hand, in areas with low movement paths probabilities, there were 8 points (13.1%) in low areas and 4 points (6.6%) in very low areas. Simulation verification results In areas with high otter values, the actual otter format probability was particularly high. In addition, as a result of investigating the correlation with the otter appearance point according to the unit area of the evaluation star of the movement probability, it seems that 6.8 traces were found per unit area in the area where the movement probability is the highest. In areas where the probability of movement is low, analysis was performed at 0.1 points. On the side where otters use the major movement paths of the river area, the normal level was exceeded, and as a result, in the area, 23 (63.9%), many form traces were found, along the major movement paths of the simulation. It turned out that the actual otter inhabits. The EN-Simulator analysis can predict how spatial properties affect the likelihood of major movement paths selection, and the analytical values are used to utilize additional habitats within the major movement paths. It is judged that it can be used as basic data such as to grasp the danger area of road kill in advance and prevent it.