• 방재와보험
• /
• s.79
• /
• pp.65-67
• /
• 1998

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.32 no.4D
• /
• pp.323-333
• /
• 2012

This paper is aimed to recognize trends of various social groups about multiple transportation policies such as the crosswalk restoration by eliminating the pedestrian overpasses and the improvement or continuous extension of existing pedestrian overpasses, currently implemented in Busan, following the globally prevailing pedestrian-oriented transportation environment. Also, this paper utilizes Contingent Valuation Method (CVM) to evaluate the efficiency of individual alternatives in terms of respondent's willingness-to-pay (WTP). Consequently, survey participants preferred the crosswalk or improvement of the pedestrian overpasses rather than depending on the existing pedestrian overpasses. In addition, the WTP value for the crosswalk restoration is approximately 42,452 won per household per year, and, on the other hand, the WTP value for the improvement of existing pedestrian overpasses is approximately 36,793 won per household per year, implicating that the transportation policy makers are suggested to place more priorities on crosswalk restoration than the improvement of the existing pedestrian overpasses.

• Journal of the Korea Institute of Information and Communication Engineering
• /
• v.21 no.1
• /
• pp.99-106
• /
• 2017

Audible Pedestrian Signal(APS) is an additional equipment to provide information about pedestrian signals in non-visual formats such as audible tones and verbal messages. It can provide information to pedestrians about the location and directions of a crosswalk, and the traffic signal status. In general, a pedestrian who is visually impaired uses a 358.5MHz wireless remote controller to activate the APS and crosses at the crosswalk with the help of the APS. The existing APS can only receive an activation message from the remote controller. Therefore, the APS has an issue, especially at intersections, that all APSs within the communication range of the remote controller are activated simultaneously. It makes to confuse the visual impaired pedestrians. In this paper, we propose a BLE-enabled APS that can enable two-way communication via Bluetooth with a smartphone. The proposed system solves the problem and provides them with additional information, so that visually impaired pedestrians can cross at the crosswalk more conveniently.

• Journal of Korean Society of Transportation
• /
• v.26 no.5
• /
• pp.91-100
• /
• 2008

Pedestrians are exposed to accidents as a result of the lack of understanding the meaning of a flashing green signal. This study was to designed to relate changes of pedestrians' crossing characteristics as a functions of flashing green signal timings. A field survey was conducted to collect pedestrian preference and safety and it was examined by signal operation experiment. Two versions of new pedestrian signal timings were compared to the existing pedestrian signal timings. The results indicated that the number of pedestrians who starts to cross during flashing green signals was significantly decreased when flashing green signals started at 1/2 or 2/3 point of crossing. However, the number of pedestrians who remain in the crossing during red signals was significantly increased when flashing green signals started at 2/3 point of crossing. This study concludes that starting flashing green signals at 1/2 point of crossing is the safest. Also, implication and directions for its practical relevance were discussed.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.17 no.2
• /
• pp.1-17
• /
• 2018

The living lab is a user-participatory innovation space where users can solve problems by themselves. Living Lab members are able to participate in all aspects of product development from technology conception. In this study, to prevent pedestrian accidents, auto-image sensing signal system was developed in Jeonju City, using the Living Lab method. In addition, we measured effectiveness of the auto-image sensing signal system with respect to pedestrian waiting time, pedestrian and driver signal violation, and pedestrian jaywalking. It was also compared the measures before installation, after installation and after applying Living Lab method. As a result, all of the three measures of effectiveness appeared to be more effective after Living Lab than after installation. Overall, this study is very significant in that it is the first case where the living lab is applied in transportation.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.2 no.1 s.2
• /
• pp.41-52
• /
• 2003

The purpose of this study was to test the effects of the pedestrian green signal adjustment on clearance of the turning vehicles impeding the through traffic flow at the signalized intersections, and thereby, suggest some operational criteria for adjustment of the pedestrian green signal. In order to test such effects, the pedestrian green time was adjusted so that it could started a few seconds later than the vehicle green time during peak hours, and thereby, the turning vehicle volume not cleared at the intersection was measured by extending the time gap by 2 seconds. (In general, the pedestrian green signal turns on at the same time as the vehicle green signal.) The results of this test can be summed up as follows; first, the longer the time gap was, the turning vehicle volume not cleared from the intersection decreased more. Second, in case there existed a storage space between intersection and crosswalk the effect of the turning vehicles on the through traffic flows was minimal. Third, at the pelican, the effect of the turning vehicles on the through traffic flow was minimal due to the structure of the intersection and the phase sequence. In conclusion, it was found that the adjustment of pedestrian green signal had the effect of enhancing the intersection operation. When adjusting the pedestrian green signal, it was deemed necessary to thoroughly survey the geometric structure of the intersection and collect the data on the turning traffic volume and thereby, apply the results of analysis flexibly to each intersection.

• Proceedings of the Korean Society of Broadcast Engineers Conference
• /
• 2017.06a
• /
• pp.107-108
• /
• 2017

횡단보도 인근에서는 보행취약자의 사고가 끊이지 않고 있으며 사고예방 및 사고의 절감을 위하여 선제적안 안전시스템의 개발이 요구되고 있다. 선제적 안전시스템의 개발을 위하여 빅데이터를 이용한 안전 데이터 도출, 영상분석을 이용한 보행자 행동특성 모니터링 시스템의 개발 및 사고감소를 위한 안전 시스템 개발이 진행되고 있다. 보행취약자 위험상황 판단에 대한 정의를 빅데이터 분석을 통해 도출하고 횡단보도 주변 안전 시스템의 개발을 기존 시스템에 적용 및 새로운 시스템을 개발하며 이에 적합한 딥러닝 영상분석 시스템을 개발하였다. 본 논문에서는 딥러닝 모델을 이용하여 객체의 검출, 분석을 수행하는 객체 검출부, 객체의 포즈와 행동을 보여주는 영상 분석부로 구성되어 있으며 기존 모델을 응용하여 최적화한 모델을 적용하였다. 딥러닝 모델의 구동은 리눅스 서버에서 운용되고 있으며 딥러닝 모델 구동을 위한 여러 툴을 적용하였다. 본 연구를 통하여 보행취약자의 검출, 추적, 보행취약자의 포즈 및 위험상황을 인식하고 안전시스템과 연계할 수 있도록 구성하였다.

• Journal of Korean Society of Transportation
• /
• v.33 no.5
• /
• pp.488-496
• /
• 2015

The main reason to install pedestrian pushbuttons is improving traffic operations. The current guideline for the installation of signal systems with pedestrian pushbuttons is car-oriented. It is difficult to clearly understand the guideline because there isn't an in-depth study to compare the pros and cons of the pedestrian- and vehicle-oriented methods in terms of waiting time. Thus, this study aims to estimate the waiting times of pedestrians and vehicles. The two delay times are compared considering the hypothetical circumstances such as geometry, pedestrian crossing time, pedestrian/vehicle counts and arrival distribution. The results show that when the pedestrian traffic volume exceeds 97 ped/h in the case of a two-lane road (one lane in each direction) the pushbutton system is effective and beneficial to pedestrians. It means that the total waiting time of pedestrians is less than the one of vehicles. Additional four scenarios are designed and tested by varying the number of lanes and design speeds. In conclusion, the pushbutton signal is more beneficial for pedestrians when the number of pedestrians is less than or equal to 85, 70, and 70 ped/h for the three-lane scenario, the four-lane with the design speed of 80km/h scenario, and the four-lane with the design speed of 100km/h, respectively.

• Journal of Korean Society of Transportation
• /
• v.16 no.3
• /
• pp.59-72
• /
• 1998

교통신호기는 다양한 교통 통행에 우선권을 부여하는 교통안전시설물로써, 교통소통에 지대한 영향을 끼치는 매우 중요한 통제시설이다. 그러나 현행 부적절한 신호기 설치 및 미설치로 차량 교통의 흐름을 방해하거나 교통사고를 증가시키는 경우가 있다. 본 연구 는 교통안전시설실무편람에 제시된 9가지 신호기 설치기준중 보행자 신호기 설치 기준에 대하여 국내 도로상황 및 보행자 특성 등에 맞는 새로운 설치기준을 제시하는데 목적이 있다. 보행자가 보도상에서 기다릴 수 있는 최대한도 대기시간은 단일로상의 무신호 횡단보도에 교통신호기가 설치되었을 경우를 가정하여 설정하였으며, 보행자 신호기 설치를 위한 차량 교통량과 보행자 교통량을 도로폭 관련 차로수별로 도출하였다. 왕복 2차로 도로인 경우 차량 교통량은 시간당 990대, 4차로인 경우 420대, 6차로인 경우 120대를 보행자 신호기 설치를 위한 최소 차량 교통량 기준값으로 하고, 차로수에 무관하게 보행자 교통량은 시간당 150명을 최소 기준값으로 제시하였다. 또한 차량 교통량과 보행자 교통량 상관관계에 의한 신호기 설치, 설치고려, 미설치 영역을 그래프로 작성하여 실무자의 편의를 도모하고자 하였다.

• Journal of the Institute of Electronics Engineers of Korea CI
• /
• v.47 no.6
• /
• pp.124-130
• /
• 2010

Current traffic guidance system offers the information of traffic light using a speaker to everybody including the blinds without object certification. Therefore, the current system gives stress by noisy sound to normal person. It is difficult for the blind to hear informations such as location, current traffic sign light status, and weather information, because of the vehicle noise and surroundings noise. If the blind or sight disabled person who has the RFID tag or has a white stick with RFID tag approaches to street crossing, RFID reader recognizes the tag and it serves necessary information through speaker or bluetooth. And also it is possible for the blind to use less expensive one with RFID tag than the white stick with RFID Reader.