• 한국ITS학회:학술대회논문집
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• 2008.11a
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• pp.11-24
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• 2008

• International Journal of Highway Engineering
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• v.8 no.2 s.28
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• pp.105-116
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• 2006

This research introduces the method to measure cross-slope using Road Safety Survey and Analysis Vehicle(RoSSAV) with multiple sensors. Cross-slope is an important element like horizontal alignment and vertical alignment in evaluating safety of the roads. In many cases, cross-slope is different from drawings due to frequent overlays. It is extremely difficult to measure cross slope at the roads which has huge traffic volume. Therefore, the algorithm, which can be used when driving the RoSSAV with CPS/INS and Laser Scanner sensors was developed for measuring the cross-slop. Also, in order to examine the algorithm, the superelevation was measured by Laser Scanner and GPS/INS system during travelling and the result was verified by statistical verification.

• Proceedings of the Korea Water Resources Association Conference
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• 2022.05a
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• pp.312-312
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• 2022

우리나라는 하천법 및 소하천정비법에 의거하여 하천기본계획 수립 또는 하천의 지정 및 변경고시 시 하천구역을 지정하고 있다. 하천구역은 일반적으로 제방부지 및 제방하심측 토지경계를 기준으로 지정하나, 제방이 존재하지 않는 무제부 구간의 경우 명확한 제방경계가 없는관계로 하천법 제 10조 3항에서 5항까지 별도의 기준을 통해 하천구역 지정을 권장하고 있는 실정이다. 하천구역 설정 시 기준으로 삼는 횡단측점 자료의 경우 그 특성상 하천의 종단방향으로 불연속적인 특징을 갖고 있어 평면상 정확한 경계의 파악이 어려우며, 도로·철도 등 선형시설경계를 하천구역으로 설정 시 편입용지의 보상기준이 모호하여 다량의 민원이 발생하고 있다. 본 연구에서는 하천정비 시 기본계획이 수립되어 각 횡단측점별 결정된 계획홍수위를 기반으로 인접 지형의 홍수위 영향범위를 자동으로 추출하여 하천구역을 정밀하게 결정할 수 있는 방법론을 정립하고자 한다. 첫째로, 하천중심선의 각 측점의 위치정보와 하천의 지형을 위상정보체계로 구성하여 DB를 구축하였다. 둘째로, 측선과 측선사이 절점에 계획홍수위를 선형보간하여 부여하고 이를 지형도의 최단거리에 위치한 지형의 격자표고와 비교해 침수여부를 판단한다. 셋째, 최단거리 지형격자가 침수로 판단될 시 인접한 8개 지형격자의 지형표고와 홍수위를 비교하여 반복적으로 위 과정 수행을 통해 계획홍수위 기반 침수범위를 추출한다. 마지막으로, 이를 수치지형도에 중첩시켜 최종 정밀 하천구역을 결정할 수 있다. 이를 이용하여 산정된 정밀한 하천구역 경계설정을 통해 하천 내사유지 편입을 최소화함과 동시에 명확한 하천구역 구획기준을 정립하여 토지소유주와 담당부처 간 논의 시 기반자료로 활용될 수 있고, 하천구역의 신속하고 정확한 구역설정을 통해 하천인근의 토지이용 고도화 및 효율적인 이용이 가능할 것으로 기대된다.

• International Journal of Highway Engineering
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• v.11 no.4
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• pp.41-47
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• 2009

This study deals with the side-swipe accidents of 4-legged signalized intersections in Cheongju. The objectives are to analyze the characteristics of the accidents and to develop the related models. In pursuing the above, this study gives particular emphasis to finding the appropriate methodology to modelling. The main results are as follows. First, injuries were analyzed to be twice than property-only accidents in the side-swipe accidents. The accidents were evaluated to occur more in inside-intersection. Also, the accidents were analyzed to be almost the auto-related accidents and to be occurred by the unsafely-driving activity. Second, multiple linear regression models were evaluated to be more statistically significant than multiple non-linear. The most fitted models were analyzed to be the models with the number of accidents as the dependent variable. The factors of side-swipe accidents analyzed in this study were ADT, area of intersection, right-turn-only-lane, number of pedestrian crossings, limited speed of main road, maximum grade and number of signal phase.

• Journal of Korean Society of Transportation
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• v.22 no.3 s.74
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• pp.109-125
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• 2004

In recent decades, microscopic simulation models have become powerful tools to analyze traffic flow on highways and to assist the investigation of level of service. The existing microscopic simulation models simulate an individual vehicle's speed based on a constant free-flow speed dominantly specified by users and driver's behavior models reflecting vehicle interactions, such as car following and lane changing. They set a single free-flow speed for a single vehicle on a given link and neglect to consider the effects of highway design elements to it in their internal simulation. Due to this, the existing models are limitted to provide with identical simulation results on both curved and tangent sections of highways. This paper presents a model developed to estimate the change of free-flow speeds based on highway design elements. Nine neural network models were trained based on the field data collected from seven different freeway curve sections and three different locations at each section to capture the percent changes of free-flow speeds: 100 m upstream of the point of curve (PC) and the middle of the curve. The model employing seven highway design elements as its input variables was selected as the best : radius of curve, length of curve, superelevation, the number of lanes, grade variations, and the approaching free-flow speed on 100 m upstream of PC. Tests showed that the free-flow speeds estimated by the proposed model were statistically identical to the ones from the field at 95% confidence level at each three different locations described above. The root mean square errors at the starting and the middle of curve section were 6.68 and 10.06, and the R-squares at these points were 0.77 and 0.65, respectively. It was concluded from the study that the proposed model would be one of the potential tools introducing the effects of highway design elements to free-flow speeds in simulation.

• 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 the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.24 no.3
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• pp.251-259
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• 2006

For the electrification of the existing railways, the security of the restriction boundary of building with mechanistic stability research on the antiquated tunnel must be accomplished essentially. If the tunnel don't secure its restriction boundary of building, the reconstruction based on improvement of tunnel alignment are generated and its surveying data are required. The precise surveying was conducted with the same coordinate system for three tunnels of Youngdong tramline, and the restriction boundary of building of the straight and curve section were analyzed effectively by acquiring the data of profile and cross section, profile rail-height, rail-grade, cross tunnel height, and restriction boundary of building. This study is presented for valuation data of the stability of the electrification design to construct and analyze restriction boundary of building, which compared with the drawing and its existing design using profile and cross section. After this, it is interoperable to increase the development of real-time monitoring system on the tunnel structures.

• Journal of Korea Water Resources Association
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• v.41 no.12
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• pp.1173-1185
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• 2008

The design methods of the road surface drainage facilities were compared for the improvement of design method. We have developed four computational design models classified by the methods to determine the duration of design rainfall and to analyze the flow of a linear drainage channel. The critical duration was determined by assuming the critical duration to be 10 minutes or by finding the duration of design storm being similar to the travel time of flow by trial and error. The flow of a linear drainage channel was analyzed as the uniform flow or the varied flow. The design models were applied to the artificial road surface drainage facilities with various channel slopes and road shoulder slopes. If the rainfall intensity of the 10 minutes duration was applied, the outlet spacing obtained from the design based on the varied flow analysis was larger than the uniform flow analysis only when the channel slope and the road shoulder slope was small. On the other hands, if the duration of design rainfall was determined by calculating the travel time, the varied flow analysis brought about larger outlet spacing than the uniform analysis for all conditions. However, the model of the critical duration concept and the varied flow analysis resulted in smaller outlet spacing than the current design method employing the rainfall of 10 minutes duration and the uniform flow analysis.

• Journal of the Korean Society for Advanced Composite Structures
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• v.3 no.1
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• pp.16-20
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• 2012

During construction of the cable-stayed bridge, not only shape of deck and pylon but also cable forces are main factors for geometry control. Especially, geometry control of deck must be controlled for adjusting design value of vertical and lateral alignment as well as closing of key segment. Also, both the deck level error and cable force error occur necessarily during the construction stage in cable stayed bridge. The errors are caused by different of material properties and computer modeling, and construction mistake, and so on. These causes bring about that the forces of cable and the displacement of deck show different tendency from the theoretical values. Therefore, these errors must necessarily be adjusted and can be improved through adjustment of cable length. In this study, a new optimization tool is proposed to adjust the errors of the second Dolsan cable-stayed bridge.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.5
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• pp.592-597
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• 2020

Currently, river survey data is mainly performed by acquiring longitudinal and cross-sectional data of rivers using total stations or the GNSS(Global Navigation Satellite System). There is not much research that addresses the use of LiDAR(Light Detection and Ranging)systems for surveying rivers. This study evaluates the applicability of using LiDAR data for surveying rivers The Ministry of Land, Infrastructure and Transport recently launched a drone-based river fluctuation survey. Pilot survey projects were conducted in major rivers nationwide. Studies related to river surveying were performed using the ground LiDAR(Light Detection And Ranging)system.Accuracy was ensured by extracting the linearity of the object and comparing it with the total station survey performance. Data on trees and other features were extracted to generate three-dimensional geospatial information for the point-cloud data on the ground.Deviations were 0.008~0.048m. and compared with the results of surveying GNSS and the use of drone LiDAR data. Drone LiDAR provided accurate three-dimensional spatial information on the entire target area. It was able to reduce the shaded area caused by the lack of surveying results of the target area. Analyses such as those of area and slope of the target sites are possible. Uses of drones may therefore be anticipated for terrain analyses in the future.