• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.5
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• pp.23-35
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• 2011

The pedestrian green time is usually long at wide width intersections. This sometimes causes the increase of delay on the whole intersection because of long cycle length and thus small g/C ratio on some direction. In this paper, to improve these problems, staggered pedestrian crossing was evaluated on the vehicular and pedestrian aspects. The results were gained by using both TRANSYT-7F and VISSIM model. The vehicle control delay of the staggered pedestrian crossing was estimated to be decreasing than that of the general pedestrian crossing by 14.9% to 85.6%. The pedestrian average delay of two pedestrian crossing systems was examined by analytical method and VISSIM. According to the analytical method there was no significant difference between each pedestrian crossing system. The pedestrian delay of staggered pedestrian crossing was from 13.4% to 22.3% than the general pedestrian crossing by VISSIM. In conclusion, the staggered pedestrian crossing was more effective than general pedestrian crossing for both the vehicle and the pedestrian. However this conclusion was resulted from micro simulation where traffic volume condition, v/c, was from 0.8 to 1.1.

• Journal of Korean Society of Transportation
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• v.20 no.4
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• pp.123-134
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• 2002

감응식 신호운영변수 설계에 관한 연구는 정주기식 신호운영변수 설계의 그것보다 그 수준이 현저히 미비하며 이는 감응식 신호운영 특성을 반영한 평가방법의 부재로 감응식 운영변수의 평가가 불가능하였기 때문이다. 본 논문은 최근에 소개된 평균 감응현시 녹색시간 추정 수리모형을 이용하여 Highway Capacity Manual (HCM) 지체도를 최소화하는 최대녹색시간의 설계방안을 제시한다. - '최소녹색시간'과 '단위연장시간'은 보행자 횡단시간 및 차량 차두시간 등 지역별 운전자/보행자의 특성과 관련이 있어 일반적인 최적화 설계 수리모형의 적용에 무리가 있어 제외한다. 제안된 설계방안은 감응식 운영논리를 토대로 감응현시 군의 평균녹색시간과 평균주기를 산정하며, HCM 지체도를 평가하고, 가능한 대안 중 지체를 최소화하는 최대녹색시간 운영변수 군을 '혼혈 유전자 알고리즘'으로 도출한다. 현장실험을 통해 도출이 불가능한 실제 최적치를 Corridor Simulation(CORSIM)모형을 이용하여 추정하였고 이를 제안된 설계방안으로 도출된 최대녹색시간 운영변수' 값들과 비교하였다. 비교결과 교차로 v/c 비율이 1.0 보다 낮을 시는 제안된 방법을 통해 설계된 최대녹색시간 운영변수 군이 최소 CORSIM 지체도를 산출하는 최대녹색시간 운영변수 군과 동일한 것으로, v/c비율이 1.0보다 높을 시는 다른 것으로 결과되었다. v/c비율이 1.0 보다 높은 경우는 정주기식 교차로 운영에 효율적이라 감응식 운영의 필요를 벗어나므로 제안된 최대녹색시간 설계방안은 감응식 신호운영 필요범위 내에서 효율적이다. 기존의 최대녹색시간 설계는 정수기식 최적녹색시간을 기준으로 최대녹색시간을 추정하며, 그러한 과정을 돕기 위하여 추정범위(설계자가 범위 내에서 임의로 선택함)를 제시하는 것이 기존의 연구임을 비교하면 본 연구에서 제안하고 있는 설계방법의 의미가 크다.

• Journal of IKEEE
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• v.25 no.4
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• pp.679-688
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• 2021

Gait is an evaluation index used in various clinical area including brain nervous system diseases. Signal source localizing and time-frequency analysis are mainly used after extracting independent components for Electroencephalogram data as a method of measuring and analyzing brain activation related to gait. Existing treadmill-based walking EEG analysis performs signal preprocessing, independent component analysis(ICA), and source localizing by merging data after the multiple EEG measurements, and extracts representative component clusters through inter-subject clustering. In this study we propose an analysis method, without merging to single dataset, that performs signal preprocessing, ICA, and source localization on each measurements, and inter-subject clustering is conducted for ICs extracted from all subjects. The effect of data merging on the IC clustering and time-frequency analysis was investigated for the proposed method and two conventional methods. As a result, it was confirmed that a more subdivided gait-related brain signal component was derived from the proposed "non-merging" method (4 clusters) despite the small number of subjects, than conventional method (2 clusters).

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.5
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• pp.847-856
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• 2016

Recently, with a high level of economic growth, rapid urbanization, population, environment and housing problems were accompanied in Korea. In particular, the traffic problem has become a serious social problem. As the current transportation policy has been carried out, concentrating on traffic flow, in 2015, death rate for pedestrians while walking (1,795 persons) is 38.8% compared to entire death rate in car accident (4,621 persons), so there is need to solve it. Although, crosswalk should make pedestrian cross it safely, it has been made on the basis of the width of road without exact standard for current width of the crosswalk and the location of stop line. Moreover, in the area around many campuses or commercial facilities, crosswalks are set with not considering pedestrian passage, but designed uniformly. Therefore, the purpose of this study is to estimate reasonable dimension of crosswalk considering pedestrian traffic and walking speed and it makes the accident rate lower in the crosswalk, which has a lot of problems including decisions of vehicle traffic signal time, lack of pedestrian's signal timing, pedestrian's crossing of long-distance. The following are the methodology of the study. Firstly, for crosswalk calculation of specifications, examination relating existing regulations and researches dealing with crosswalk, pedestrians and stop line is needed. After analyzing problems of current width of crosswalk and stop line, present the methodology to calculation of specifications and basing on these things, calculation of specifications for crosswalk will be decided. In conclusion, the calculation of specification and improvement of stop line for crosswalk laid out in this study are expected to be utilized as base data in case of establishing relevant safety facilities and standards.

• Journal of rehabilitation welfare engineering & assistive technology
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• v.7 no.2
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• pp.75-84
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• 2013

In this study, the patterns and characteristics according to gait cycle were analyzed using to EMG signals during walking, and analyzed in the time domain and frequency domain. The experiments was performed divide to level-ground walking and stair walking, and gait cycle was analysis by stance and swing. In the sagittal plane by using the tilt sensor measures the angle of the lower leg, and EMG was measured from the quadriceps and biceps femoris. The tilt of the lower leg was showed the biggest tilt at HS, and showed lowest value at TO. All in walking according to the gait cycle IEMG showed a specific pattern, and is expected useful to determine the gait cycle and kind. In the frequency domain analysis was using STFT on able to frequency analysis according to time, and using the tilt sensor was identify gait cycle. We analyzed also spectrum of the results of the STFT in all gait types, and recognized that stance had broad bandwidth than that of swing. Through this study, it was confirmed the possibility of judgment and analysis of the gait cycle using EMG and the tilt in the sagittal plane of the lower leg. When used it, can improve the quality of life of amputation patients

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.4
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• pp.45-54
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• 2020

This study investigated basic data on walking characteristics, including walking speed and cognitive-response for the elderly, and based on these, the time of walking signal was calculated. The on-site survey examined the actual pedestrian crossing speed using a stopwatch, and the age was divided into groups of ordinary people and the elderly. Analysis of the data showed that the average walking speed for the general public was 1.29 m/s, while the average walking speed for the elderly was 1.13 m/s, higher than that of the general public. In addition, the lower speed of the 15th percentile was analyzed to 1.01 m/s for the general population and 0.85 m/s for the elderly, showing a lower walking speed than the standard for the general area and 0.8 m/s for the protected area. However, for senior citizens who use walking sticks or wheelchairs, the speed of the lower 15th-percentile is 0.73 m/s, which is lower than the current standard of protected areas, according to the analysis.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.9 no.5
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• pp.59-66
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• 2010

Korea have experienced a very rapid increase in police-reported collisions between bicycle and motor vehicles over the past decade. Even though cycling accidents are increasing, efforts to make urban areas more accomodating to cyclists are seldom formed. Clearance intervals(including both the yellow change and all-red clearance intervals) at signalized intersections that are of inadequate lengths for bicycles may cause accidents. Data on bicycling speed, acceleration and deceleration were tested and analyzed on the flat. Using the results of the analysis and based on the AASHTO's equation of the bicycle clearance interval, a methodology is got for calculation safe clearance intervals for bicycle riders. The clearance interval call for bicycles will be larger or same than for vehicles because of the speed, acceleration and deceleration difference. Adequate bicycle speed, acceleration and deceleration for korean bicycle users is presented in this paper. It is hoped that traffic engineers to provide safe intersection clearance time for bicycles use the results of this paper.

• Proceedings of the KOR-KST Conference
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• 2007.11a
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• pp.512-520
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• 2007

• International Journal of Highway Engineering
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• v.9 no.3
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• pp.83-89
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• 2007

When allocating traffic signal at the signalized intersection, minimum green time and clearance time for bicyclists should be significantly considered in order to enhance safety aspects to bicyclists when crossing intersections, especially where intersections with exclusive bicycle paths that are physically separated from pedestrians. In this study, field measurements related to bicycle crossing time, including minimum peen time and clearance time, were collected and analyzed according to bicycles crossing types at the signalized intersections where high rate of bicyclists exists. Three types of bicycle crossing are defined as follows 1) stopping: completely stop before crossing (at least one foot on found) 2) riding: crossing with riding bicycle 3) pulling: crossing without riding bicycles. Minimum green time based on pedestrian speeds should be used as crossing time in this case. For bicyclists, speed of bicycle that is applicable to estimate the minimum green time is in the 1.36m/sec($15^{th}$ percentile) to 1.60m/sec($25^{th}$ percentile) range in case of its stopping. Also it is in the 0.75($15^{th}$ percentile) to 0.87($25^{th}$ percentile) range for pulling at crosswalk. In addition, speed of bicycle to consider for calculating the clearance time is in the 2.51m/sec($15^{th}$ percentile) to 2.79m/sec($25^{th}$ percentile). These values also resulted from $15^{th}$ percentile or $25^{th}$ percentile speeds of riding. The results of this study are expected to be supported in traffic signal allocation process, reflecting bicyclists' characteristics.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.22 no.3
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• pp.15-24
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• 2022

At present, there are few studies on signal control of pedestrian traffic flow and non-motor traffic flow at intersections. Research on the optimization scheme of mixed traffic flow signal control can coordinate and control the overall traffic flow of pedestrians, non-motor vehicles and motor vehicles, which is of great significance to improve the congestion at intersections. For the traffic optimization of intersections, this paper starts from two aspects: channelization optimization and phase design, and reduces the number of conflict points at intersections from spatial and temporal right-of-way allocation respectively. Taking the classical signal timing method as the theoretical basis, and aiming at ensuring the safety and time benefit of traffic travelers, a channelization optimization and signal control scheme of the intersection is proposed. The channelization and phase design methods of intersections with motor vehicles, non-motor vehicles and pedestrians as objects are discussed, and measures to improve the channelization optimization of intersections are proposed. A multi-objective optimization model of intersection signal control was established, and the model was solved based on NSGA-II algorithm.