• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.3
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• pp.94-104
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• 2016

In this study, factor and cluster analysis are used to classify characteristics of the administrative basic unit, "Dong", of the Incheon Metropolitan City. Travel characteristics of the classified groups are then analyzed through databases to provide directions of urban transportation planning. First, industrially developed administrative-dong show a high commuting volume by using cars. Thus the analysis indicated the need to staggering work-hour system and signal operating system policy. Second, commercially developed administrative-dong show heavy use of public transportation and long distance commute as well as high volume of shoppers. The analysis indicated the need to improve road infrastructure. Third, densely populated administrative-dong show a high rate of commute to work and school as well as long hours of commuting. Thus the analysis indicated the need to improve road transportation policies during rush hours. Fourth, administrative-dong with multiple characteristics feature heavy pedestrian traffic thus the study analyzed the need to improve pedestrian environment policies. Lastly, administrative-dong in close proximity to train stations feature extensive use of biking as well as high volume of shoppers and students commuting. Thus the study analyzed the necessity to have plans to enhance accessibility.

• The Journal of Sustainable Design and Educational Environment Research
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• v.14 no.2
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• pp.26-36
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• 2015

The new town was assumed that there is a difference between the country's elementary school environment. First, given the important elements of the school safety plan in order to verify this, and we plan to set up each of these elements by safety criteria. In the second chapter in order to achieve the objective of this study was to develop indicators to evaluate the safety of the school environment influences the safety of the school environment through the theoretical consideration. In Chapter 3, the difference in safety through the new elementary school survey of metropolitan areas was given a score per item per item depending on the evaluation criteria. The fourth section is the difference between safety school environment can be summarized as the following analytical results that the difference between the new city. The results of this study as follows: First, the characteristics of the elementary school environment showed a significant difference between the new town. Second, school location, terrain characteristics, bike paths and pedestrian to the installation, the safety of landscape installations, installing median barriers, traffic safety facilities, speed bumps, separation of pedestrian and vehicle circulation in the front door, scores of elements of the plan such as parking scheme there is a difference between the new town. Third, the introduction of elements of the plan such as Traffic calming or Traffic Island installation techniques was found lacking.

• Journal of the Korean BIBLIA Society for library and Information Science
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• v.28 no.2
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• pp.5-34
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• 2017

This study measured greening level on the 978 public libraries nationwide, making and distributing questionnaires based on green library evaluation indicators developed to measure the greening level of public libraries. As a result of analyzing the averages by evaluation area, among the green library evaluation areas, the whole average of the library resources was the highest by 1.93, and followed by land use and traffic 1.81, indoor environment 1.30, management of water circulation 1.20, etc. The greening evaluation area which shows the best strength in the surveyed public libraries, was the area of the library resource, and it turned out that it use spaces effectively like effective use of the entire area, effectiveness of conservation of books, use and management of eco-friendly products etc., or use the equipments in eco-friendly way which are purchased or used frequently in the libraries, and, as for the land use and traffic area, most of the libraries had bicycle racks, and chose the location of the libraries, considering accessibility to public transportation and a distance between central urban area and libraries. Also, it turns out that, in the area of materials and resources, most of the libraries were equipped with hand dryers and rolling towels and maintained the eco-friendly view.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.182-199
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• 2023

Since 2021, government departments have been promoting Automated Driving Technology Development and Innovation Project as national research and development(R&D) project. The automated vehicles and service technologies developed as part of these projects are planned to be subsequently provided to the public at the selected Living Lab City. Therefore, it is important to determine a spatial area and operation section that enables safe and stable automated driving, depending on the purpose and characteristics of the target service. In this study, the static Operational Design Domain(ODD) elements for Level 4 automated driving services were reclassified by reviewing previously published papers and related literature surveys and investigating field data. Spatial analysis techniques were used to consider the reclassified ODD elements for level 4 in the real area of level 3 automated driving services because it is important to reflect the spatial factors affecting safety related to real automated driving technologies and services. Consequently, a total of six driving mode changes(disengagement) were derived through spatial information analysis techniques, and the factors affecting the safety of automated driving were crosswalk, traffic light, intersection, bicycle road, pocket lane, caution sign, and median strip. This spatial factor analysis method is expected to be useful for determining special areas for the automated driving service.

• Journal of the Institute of Electronics Engineers of Korea SC
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• v.43 no.5 s.311
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• pp.1-9
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• 2006

Because most applications of vision-based object tracking demonstrate satisfactory operations only under very constrained environments that have simplifying assumptions or specific visual attributes, these approaches can't track target objects for the highly variable, unstructured, and dynamic environments like a traffic scene. An adaptive fusion framework is essential that takes advantage of the richness of visual information such as color, appearance shape and so on, especially at cluttered and dynamically changing scenes with partial occlusion[1]. This paper develops a particle filter based adaptive fusion framework and improves the robustness and adaptation of this framework by adding a new distinctive visual attribute, an image feature descriptor using SIFT (Scale Invariant Feature Transform)[2] and adding an automatic teaming scheme of the SIFT feature library according to viewpoint, illumination, and background change. The proposed algorithm is applied to track various traffic objects like vehicles, pedestrians, and bikes in a driver assistance system as an important component of the Intelligent Transportation System.

• Ecology and Resilient Infrastructure
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• v.4 no.2
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• pp.83-92
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• 2017

Increased investment in environment-friendly transport vehicles has led to rapid transit of railway tracks, double track program, linear improvements in railway lines, and moving railroad routes into the suburbs. They resulted in fast increase of railway yards. However, as the railroad yards being neglected, urban fine sites have been degraded. Local governments kept seeking ways to utilize the railway yards. In addition, Ministry of land, infrastructure and transport enacted "Guidelines for utilization of railway yards". The Guidelines categorized the railway yards into three types; conservation, utilized, and other sites in order to make efficient use of them. The railway yards have been converted and used for parks, rail bike trails, bike paths, and solar projects. It seems that studies are needed on diverse use of the yards and on post evaluation. This study investigated current uses of railway yards, domestic and foreign, and analyzed for the pertinent conditions on natural and cultural landscape, educational value, location and accessibility, potential for recreational area, and development opportunities. In this study, I proposed a quantitative evaluation method, and to find way to diversify the use of railway yards.

• Proceedings of the Korea Water Resources Association Conference
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• 2017.05a
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• pp.284-284
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• 2017

최근 한강, 낙동강, 금강, 영산강 등 주요 하천에 설치된 다기능 보는 평수위 및 홍수위의 수위차를 상당히 감소시켰으며, 가동보 운영으로 홍수초기 일정기간동안 수위를 조절할 수 있으므로 친수 목적으로 활용할 수 있는 고수부지 공간과 보로 인하여 유지되는 수면공간 등 새로운 가치를 창출할 수 있는 하천공간이 조성되었다. 새롭게 펼쳐진 하천공간을 다양한 여가 및 문화활동 공간으로 이용하고자 하는 국민적 요구가 증가함에 따라 공원 캠핑장 자전거도로 등 하천내 친수지구를 안전하게 관리해야할 필요성 또한 증가되었으므로, 본 연구에서는 영산강 친수지구를 대상으로 침수예측 현황 및 개선방안을 검토하였다. 지금까지의 국내 하천 홍수관리 정책은 하천의 홍수피해로부터 하천변 저지대의 범람피해를 최소화하는 방향으로 추진되었다. 이에 따라 홍수예보 또한 홍수주의보, 홍수경보 등 비교적 규모가 큰 홍수를 대상으로 사전에 예측하여 발령함으로써 홍수피해를 대비하는 것이 목적이었다. 그러나 하천 친수지구 침수는 지금까지의 홍수예보와는 대상홍수 유량규모에서부터 큰 차이를 나타낸다. 본 연구에서는 친수지구 지형 반영 개선, 지류 유입량의 민감도 분석을 통한 주요 지류유입 유량의 정확도 개선, 다기능 보 운영에 따른 보 배수영향의 반영 등을 통하여 현재 국토교통부의 홍수예측 모형인 FLDWAV 모형의 홍수위 예측 정확도를 개선하였다. 그 결과, 황룡강 합류 상류구간과 하류구간 모두 침수시작 시점의 포착, 수위수문 곡선의 형태 등 다양한 관점에서 수위해석의 정확도가 개선되었다. 삼지 지점의 경우, 홍수초기 수위해석 오차가 크게 줄어서 RMSE가 1.33m에서 0.30m 홍수해석 정확도가 개선되었으며, 광주지점의 경우의 RMSE는 1.60m에서 0.56m로 개선되었다. 황룡강 합류 하류 지점인 본동과 나주지점의 RMSE는 각각 0.30m, 0.39m에서 0.02m, 0.42m로 수정되었으며, 나주지점의 경우 저유량 규모에서 모형의 보정이 좀 더 수행될 필요가 있음을 확인하였으나 침수시점의 포착(본동 7.8 EL.m, 나주 4.0 ELm)에서 크게 개선됨을 확인하였다.

• Archives of Reconstructive Microsurgery
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• v.8 no.1
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• pp.77-83
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• 1999

The skin on the dorsum of the foot is a source of the reliable thin and sensory cutaneous free tissue transplantation with or without tendon, bone and joint. A composite flap with attached vascularized tendon grafts for the combined loss of skin and tendon on the dorsum of the hand and foot offers an immediate one stage solution to this problem. The flap provides a very durable innervated tissue cover for the heel of the foot and the dorsum of the hand and an osteocutaneous transfer combined with the second metatarsal. The major dorsalis pedis artery is constant in size, but the first dorsal metatarsal artery is variable in size and location. The dorsal surface of the foot receives sensory innervation through the superficial peroneal nerve and the first web through the deep peroneal nerve. Authors had performed 5 dorsalis pedis free flap transplantation in the foot and hand at Department of Orthopedic Surgery, Chonbuk National University Hospital from August 1993 through August 1997 and followed up for the period of between 19 and 67 months until March 1999. The results were as follows 1. 5 cases dorsalis pedis free flap transfer to the foot(4 cases) and the hand(1 case) were performed and the recipient was foot dorsum and heel 2 cases each and hand dorsum 1 case. 2 All of 5 cases(100%) were survived from free flap transfer and recipient artery was dorsalis pedis artery(2 cases), anterior tibial artery(1 case), posterior tibial artery(1 case) and ulnar artery(1 case) and recipient veins were 2 in number except in the hand. 3. Long term follow up of the exterior and maceration was good and sensory recovery was poor 4. Donor site was covered with full thickness skin graft obtained from one or both inguinal areas at postoperative 3rd week and skin graft was taken good and no morbidity was showed.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.10
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• pp.158-166
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• 2018

Contrary to urban development, urban regeneration is a process of land development through conservation, restoration, and management. In particular, ecologically based urban regeneration is an attempt to improve the quality of life in an area, establish a stable settlement space, and revitalize the local economy by considering the ecological environment. In this regard, the objectives of this study were to establish theoretical concepts and analyze the successful foreign cases of ecologically based urban regeneration, and propose a direction of socio-economic regeneration along with the physical-environmental regeneration of urban areas in Korea. The study results suggest the following. First, strategies must be developed to coordinate public transportation, such as buses and subways, by considering the importance of bicycle riders, along with the sustainable-commuting system. Second, both the importance of planning parks and trails around water systems in various scales while maintaining the existing natural environment as well as using natural elements, such as electric vehicles and wind-power generation systems, were emphasized. Third, urban regeneration for increased energy efficiency requires specific architectural planning and facilities. Fourth, education and research for easy access by the public, as well as public-private partnership, will be needed in the regeneration process.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.1
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• pp.305-316
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• 2013

To find out if modern roundabout is still effective under drivers behavior and driving conditions in Busan Metropolitan City, the effects before and after introduction of roundabout were analyzed. According to analysis on velocity profile at roundabout, velocity deviation decreased, and average vehicle speed was close to design speed. As a result, it has been confirmed that most roundabouts were properly built. In terms of traffic operation, average vehicle speed improved by 87.2% when a traffic intersection was replaced by a roundabout. therefore, it has been found out that the introduction of roundabout has a positive effect on increasing vehicle speed by reducing traffic congestion. In addition, annual benefits expected from the replacement from a traffic intersection to a roundabout were KRW 872 million as follows; KRW 410 million in traffic communication, KRW 39 million in transportation safety, KRW 255 million in energy saving, KRW 95 million in reduction of air pollution and KRW 73 million in reduction of traffic signal installation cost. In other words, if 10% (193 spots) of all traffic intersections (1,926 spots in total) in Busan City are replaced by roundabouts, the municipal authority would be able to save about KRW 168.3 billion. According to analysis on the benefits expected from the installation of roundabouts compared to the investment cost for traffic intersections, about KRW 679 million could be saved per roundabout. Considering 10% of all traffic intersections in the City of Busan, about KRW 131 billion could be saved annually. The traffic accidents in roundabout usually occur because drivers aren't aware of right-of-way rules. Once the right-of-way rules settle, the number of traffic accidents would significantly decrease. In addition, it is urgent to promote education and campaign for drivers, pedestrians and bikers on the roundabout.