• Korean Journal of Remote Sensing
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• v.38 no.5_3
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• pp.939-951
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• 2022

The most important factor in designing autonomous driving systems is to recognize the exact location of the vehicle within the surrounding environment. To date, various sensors and navigation systems have been used for autonomous driving systems; however, all have limitations. Therefore, the need for high-definition (HD) maps that provide high-precision infrastructure information for safe and convenient autonomous driving is increasing. HD maps are drawn using three-dimensional point cloud data acquired through a mobile mapping system (MMS). However, this process requires manual work due to the large numbers of points and drawing layers, increasing the cost and effort associated with HD mapping. The objective of this study was to improve the efficiency of HD mapping by segmenting semantic information in an MMS point cloud into six classes: roads, curbs, sidewalks, medians, lanes, and other elements. Segmentation was performed using various machine learning techniques including random forest (RF), support vector machine (SVM), k-nearest neighbor (KNN), and gradient-boosting machine (GBM), and 11 variables including geometry, color, intensity, and other road design features. MMS point cloud data for a 130-m section of a five-lane road near Minam Station in Busan, were used to evaluate the segmentation models; the average F1 scores of the models were 95.43% for RF, 92.1% for SVM, 91.05% for GBM, and 82.63% for KNN. The RF model showed the best segmentation performance, with F1 scores of 99.3%, 95.5%, 94.5%, 93.5%, and 90.1% for roads, sidewalks, curbs, medians, and lanes, respectively. The variable importance results of the RF model showed high mean decrease accuracy and mean decrease gini for XY dist. and Z dist. variables related to road design, respectively. Thus, variables related to road design contributed significantly to the segmentation of semantic information. The results of this study demonstrate the applicability of segmentation of MMS point cloud data based on machine learning, and will help to reduce the cost and effort associated with HD mapping.

• Korean Journal of Social Welfare Studies
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• v.48 no.3
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• pp.171-208
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• 2017

The purpose of this study is to classify the underlying and parsimonious types of child maltreatment and examine whether the effects of risk factors on child maltreatment recurrence differ by type of maltreatment. We utilized the multiyear national administrative data from the National Child Maltreatment Information System collected by Child Protection Agency in Korea. Of 26,921 child maltreatment victims reported and substantiated on or after January 1, 2012, 1,447 children who had recurrence of child maltreatment until December 31, 2015 were selected as maltreatment recurrence group and 4,580 children who had not experienced maltreatment since first substantiation were assigned as maltreatment non-recurrence group. Latent class analysis(LCA) and latent transition analysis(LTA) were used to group children with similar maltreatment subtypes into discrete classes of child maltreatment recurrence. Logistic regression is employed to examine the association between the child maltreatment predominant types and risk factors for recurrence. Results of LCA and LTA showed four latent classes representing predominant type of child maltreatment: 'physical abuse predominant type', 'emotional abuse predominant type', 'sexual abuse predominant type', and 'neglect type'. Significant differences in the effect of risk factors among latent classes were found in child's age and gender, perpetrator's gender, family poverty, biological parent as the perpetrator, domestic violence toward partner, perpetrator's alcoholic problem, insufficient parenting skills, and out-of-home care service, Based on these findings, results suggested how the typology can be used to guide decision about who to target in prevention and intervention programs, and which features of risk factors to target. Practice and policy implications as well as further research tasks were discussed in the lights of searching for useful and important strategies to prevent recurrence of child maltreatment.

• Ecology and Resilient Infrastructure
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• v.3 no.1
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• pp.14-21
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• 2016

This study investigated the behavior of sediment bars in a compound channel with a drop structure. Flow was separated into side banks by alternate bars, and flow was concentrated into the downstream of bar fronts. The bed downstream of a drop structure degradated due to the concentrated flow from it. Bar shapes were kept by the influence of their shapes upstream. Alternate bars, central bars, and multiple bars were developed as the width to depth ratio increased, and the number of bars increased. The bar in the downstream of a drop structure decreased in length due to the concentration of flow and its disturbance.

• Journal of KIISE:Computer Systems and Theory
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• v.36 no.4
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• pp.247-258
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• 2009

Distributed file systems running on a cluster of inexpensive commodity hardware are being recognized as an effective solution to support the explosive growth of storage demand in large-scale Internet service companies. This paper presents the design and implementation of BeanFS, a distributed file system for large-scale e-mail services. BeanFS is adapted to e-mail services as follows. First, the volume-based replication scheme alleviates the metadata management overhead of the central metadata server in dealing with a very large number of small files. Second, BeanFS employs a light-weighted consistency maintenance protocol tailored to simple access patterns of e-mail message. Third, transient and permanent failures are treated separately and recovering from transient failures is done quickly and has less overhead.

• 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 Chest Surgery
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• v.35 no.7
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• pp.530-534
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• 2002

Background: In aortic surgery, division and ligation of the left brachiocephalic vein(LBV) may improve exposure of the aortic arch but controversy continues about the safety of this division and whether a divided vein should be reanastomosed after arch replacement was completed. The safety of LBV division and the fate of the left subclavian venous drainage after LBV division were studied. Material and Method: From November 1998 to January 2001, planned division and ligation of the LBV on the mid-line after median sternotomy was peformed in 10 patients during the aortic surgery with the consideration of local anatomy and distal aortic anastomosis. Assessment for upper extremity edema and neurologic symptoms, measurement of venous pressure in the right atrium and left internal jugular vein, and digital subtraction venography(DSV) of the left arm were made postoperatively. Result: In 10 patients there was improvement in access to the aortic arch for procedures on the ascending aorta or aortic arch. The mean age of patients was 62 years(range 24 to 70). Follow-up ranged from 3 weeks to 13 months. One patient died because of mediastinitis from methicilline-resistant staphylococcus aureus strain. All patients had edema on the left upper extremity, but resolved by the postoperative day 4. No patient had any residual edema or difficulty in using the left upper extremity during the entire follow-up period. No patient had postoperative stroke. Pressure difference between the right atrium and left internal jugular vein was peaked on the immediate postoperative period(mean peak pressure difference = 25mmHg), but gradually decreased, then plated by the postoperative day 4. In all DSV studies left subclavian vein flowed across the midline through the inferior thyroid venous plexus. Conclusion: We conclude that division of LBV is safe and reanastomosis is not necessary if inferior thyroid vein, which is developed as a main bridge connecting the left subclavian vein with right venous system, is preserved.

• 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 Cadastre & Land InformatiX
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• v.50 no.1
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• pp.143-162
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• 2020

The purpose of this study is to derive the type by examining and analyzing the integrated cases of the Cadastral System (hereafter as CS.) and the Land Registration System (hereafter as LRS.) except for France, the Netherlands, Japan, and Taiwan introduced in Korea. As a result of the study, it was confirmed that the CS. and LRS. were integrated in Turkey, Indonesia, Hungary, Czech Republic, and Lithuania, and the following three types were drawn as a result of analyzing the integration case. First, the French type, the CS. and LRS. has been integrated since the establishment of the system, and the central and state governments are managed by one Administrative Agency, The basic municipalities include France and Turkey, which are managed by two separate agencies. Second, the Dutch type, there are Netherlands, Indonesia, and Lithuania, which are integrated and managed by one Administrative Agency since the creation of the CS. and LRS. Third, the Japanese type, there are Japan, Taiwan, Hungary, and Czech Republic which was separated from the creation of the CS. and the LRS. and the CS. was managed by the Administrative Agency and the LRS. was managed by the Judicial Agency. but after integrated both systems were managed by one Administrative Agency, Furthermore, CS. was managed by the Administrative Agency in all countries but LRS. was managed by the Judicial Agency in some countries. but after integrated both systems were managed by one Administrative Agency. I hope that active research on the integration of the CS. and LRS. will be carried out in the future, and hope that the results of this study will be used as basic data for research on how to integrate the CS. and LRS. in Korea.

• The Journal of the Petrological Society of Korea
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• v.12 no.2
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• pp.79-99
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• 2003

Muscovite and biotite from 52 metasediments and 5 granites in the Hwasan area, the southwest of the Okcheon metamorphic belt and the Miwon-Jeungpyeong area, central Okcheon metamorphic belt were dated by the K-Ar and $^{40}$ Ar/$^{39}$ Ar methods. Muscovite and biotite ages from metapelitic and psammitic rocks (metasediments) of the Boeun and Pibanryeong units in the Hwasan area are concentrated in the mid-Jurassic (149-180 Ma). K-Ar and $^{40}$ Ar/$^{39}$ Ar ages for metapelitic and psammitic rocks of the Boeun and Pibanryeong units in the Miwon-Jeungpyeong area show complicated age distribution. Muscovite and biotite ages are classified by three groups, 142-194 Ma, 216-234 Ma, and 241-277 Ma. Younger (Cretaceous) ages occur only in metasediments close to Cretaceous granitic rocks in the southeastern region and the older ages of 216-277 Ma are restricted to the middle Part of the Jeungpyeong area. Most ages in the other area of the central Okcheon metamorphic belt fall between 142-194 Ma (Jurassic). K-Ar and $^{40}$ Ar/$^{39}$ Ar ages for granite from the northern part in the both the southwest and central Okcheon metamorphic belt also gave middle Jurassic ages (156-168 Ma). The similar ages from both metasediments and granites in the study areas indicate simultaneous cooling of both rocks to 300-350$^{\circ}C$ during the middle Jurassic. The state of graphitization of carbonaceous material of all metasediments in the study areas Indicates fully ordered graphite falling within a small range, from 3.353 to 3.359 ${\AA}$, which indicate amphibolite facies regional metamorphism. In the southern sector of the Boeun unit from the Hwasan area, metamorphic grade indicated by mineral paragenesis during regional intermediate-P/T metamorphism is greenschist facies. Whereas, the $d_{002}$ values for carbonaceous materials in the same sector show fully ordered graphite (ca. 500$^{\circ}C$) indicating amphibolite facies. This result with the concentration of mica ages of metasediments into the middle Jurassic, the presence of low-P/T thermal metamorphic zone (>500$^{\circ}C$) in the metasediments close to the Jurassic granite and the regional intrusion of Jurassic granites and their middle Jurassic intrusion and cooling ages may indicate the low-P/T regional thermal event during the early(\ulcorner)-middle Jurassic after main intermediate-P/T metamorphism which formed main mineral assemblage regionally in the study area. The regional thermal event failed, however, to reset the mineral assemblage of regional intermediate-P/T metamorphism except for narrow aureole (1-2 km) around Jurassic granite because e duration of thermal effect was relatively short by repid cooling of the Jurassic granite. In the middle part of the Jeungpyeong area, central Ogcheon metamorphic belt, muscovite and biotite K-Ar ages from 5 samples are 263-277 Ma and 241-249 Ma, respectively. An intermediate-P/T metamorphism is currently accepted to have occurred between 280 and 300 Ma. Therefore, the muscovite and biotite ages can be interpreted as cooling ages after Ml metamorphism indicating rapid cooling to ca 350$^{\circ}C$ between 280-300 Ma and 263-271 Ma, and biotite ages indicate slower cooling to ca. 300$^{\circ}C$ between 263-277 Ma and 241-249 Ma. However, more detail study is needed to confirm why the Permian to Triassic ages occur only in the middle Part of the Jeungpyeong area.a.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2018.05a
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• pp.683-686
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• 2018

Autonomous vehicles are the 4th industrial revolution that utilizes artificial intelligence(AI) and superconducting technology, and is a world-wide investment and research project. However, a Uber vehicle under test in Arizona, USA, was accidentally killed by pedestrians crossing the road in the dark night, and accidents occurred when the Tesla vehicle was exposedto the backlightof the sun. These problems were caused by misunderstandings and choice about sensors mounted on autonomous vehicles due to bad weather such as snow, rain, and sunlight. In this paper, we analyze the composition of the autonomous vehicle and the cause of the accident, and consider the criteria that should be judged in case of emergency in which human accidents may occur. This paper analyzes the composition of autonomous vehicles and causes of accidents, and considers the criteria that should be choice in an emergency where an accident may occur.