• Journal of Korean Society of Transportation
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• v.29 no.5
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• pp.121-138
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• 2011

More affordable and available cutting-edge technologies (e.g., wireless vehicle communication) are regarded as a possible alternative to the fixed infrastructure-based traffic information system requiring the expensive infrastructure investments and mostly implemented in the uninterrupted freeway network with limited spatial system expansion. This paper develops an advanced decentralized traveler information System (ATIS) using vehicle-to-vehicle (V2V) communication system whose performance (drivers' travel time savings) are enhanced by three complementary functions (autonomous automatic incident detection algorithm, reliable sample size function, and driver behavior model) and evaluates it in the typical $6{\times}6$ urban grid network with non-recurrent traffic state (traffic incident) with the varying key parameters (traffic flow, communication radio range, and penetration ratio), employing the off-the-shelf microscopic simulation model (VISSIM) under the ideal vehicle communication environment. Simulation outputs indicate that as the three key parameters are increased more participating vehicles are involved for traffic data propagation in the less communication groups at the faster data dissemination speed. Also, participating vehicles saved their travel time by dynamically updating the up-to-date traffic states and searching for the new route. Focusing on the travel time difference of (instant) re-routing vehicles, lower traffic flow cases saved more time than higher traffic flow ones. This is because a relatively small number of vehicles in 300vph case re-route during the most system-efficient time period (the early time of the traffic incident) but more vehicles in 514vph case re-route during less system-efficient time period, even after the incident is resolved. Also, normally re-routings on the network-entering links saved more travel time than any other places inside the network except the case where the direct effect of traffic incident triggers vehicle re-routings during the effective incident time period and the location and direction of the incident link determines the spatial distribution of re-routing vehicles.

• Magazine of the Korean Society of Agricultural Engineers
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• v.13 no.2
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• pp.2262-2275
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• 1971

Fourteenes rervoirs maintained by the local land improvement associations in the province of Chullabuk-Do and 20 reservoir maintained by thos in the province of Chullanam-Do, were surveyed in connection with a correction between storage capacity and sediment deposit. In addition to this survey, 3,347 of small reservoir, that lie scattered around in the above-mentioned two provinces were investigated by using existing two provinces were investigated by using existing records pertaining to storage capacity in the office of City and country, respectively. According to this investigation the following comclusions are derived. 1. A sediment deposition rate is high, being about $10.63m^3/ha$ of drainage area, and resulting in the average decreasc of storage capaity by 27.5%. This high rate of deposition coule be mainly attributed to the serve denudation of forests due to disorderly cuttings of trees. Easpecially, in small reservoir, an original average design storage depth of 197mm in irrigation water depth is decreased to about 140mm. 2. An average unit storage depth of 325.6mm as the time of initial construction is decreased to 226mm at present. This phenomena causes a greater shortage irrigation water, since it was assumed that original storage quantity was already in short. 3. Generally speaking, seepage rates through dam abutment intakepipe, etc, are high due to insufficient maintenance and management of reservoir. 4. It is recommended that sediment deposit should be dredged when a reservoir is dry in drought. 5. Farmers usually waste excessive irrigation water. 6. Water saving methods should be practiced by applying only necessary water for growing stage of rice. 7. In are as where water defficiency for irrigation is severe, a soil moisture content should be kept at about 70% by applying water once in several days. 8. Tube wells should be provided so as to exploit ground water and subsurface current below stream bed as much as possible. 9. If an intake weir was constructed, a water collection well should be built for the use in drought. 10. Water conservation should be forced by converting devastated forests contained in the drainage area of reservoir to protected forests so as to take priority of yrefor estation, gully control, the prohibition of disorderly cutting of trees, etc. 11. Collective rice nurseries should be adopted, and it should be recommended that irrigation water for rice nurseries is supplied by farmer themselves. 12. Sediment desposit in reservoir should be thoroughly dreged so as to secure a original design storage capacity. 13. The structure of overflow weir should be automatic so as to freely control flood level and not to increase dam height.

• Progress in Medical Physics
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• v.16 no.2
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• pp.82-88
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• 2005

In this study, the physical compensator made with the high density material, Cerrobend, and the electronic compensator realized by the movement of a dynamic multileaf collimator were analyzed in order to verify the properness of a design function in the commercial RTP (radiation treatment planning) system, Eclipse. The CT images of a phantom composed of the regions of five different thickness were acquired and the proper compensator which can make homogeneous dose distribution at the reference depth was designed in the RTP. The frame for the casting of Cerrobend compensator was made with a computerized automatic styrofoam cutting device and the Millennium MLC-120 was used for the electronic compensator. All the dose values and isodose distributions were measured with a radiographic EDR2 film. The deviation of a dose distribution was $\pm0.99 cGy\;and\;\pm1.82cGy$ in each case of a Cerrobend compensator and a electronic compensator compared with a $\pm13.93 cGy$ deviation in an open beam condition. Which showed the proper function of the designed compensators in the view point of a homogeneous dose distribution. When the absolute dose value was analyzed, the Cerrobend compensator showed a $+3.83\%$ error and the electronic compensator showed a $-4.37\%$ error in comparison with a dose value which was calculated in the RTP. These errors can be admtted as an reasonable results that approve the accuracy of the compensator design in the RTP considering the error in the process of the manufacturing of the Cerrobend compensator and the limitation of a film in the absolute dosimetry.

• Korean Journal of Environment and Ecology
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• v.25 no.5
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• pp.649-657
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• 2011

This study had targeted the Manjong Junction~Hongchun interchange section of Jungang highway in order to analyze the efficiency and improvement of the highway wild-life fences. Being analyzed wild-life fence as an effective facility for the prevention of road-kill, it had founded that the wild animals did not jump over even the two layer guardrail, concrete barrier and noise barrier, fence for rock fall. For the section with high road-kill decrease effect after installing the wild-life fence, the effect was higher at wild-life fence with the height of 1.0m where the door had not been installed and the well connected points of road facility than the area with fence height of 1.5m. The road-kill decrease effect was also high at the well managed areas even if the door has not been installed. Also, road-kill had occurred by concentrating around the end of wild-life fence after installing the fence, Moreover road-kill had also occurred around the cutting section. The door of wild-life fence had higher amount of road-kill occurrence as the installation interval was closer. it was analyzed that the door management has a lot of effect on road-kill decrease. The fence for rock fall, two layer guardrail and concrete barrier having the effect of wild-life fence installed on the road would have to be installed by connecting with wild-life fences through proper facility improvement. Although the door should not be installed if possible, it should be installed as automatic door or gravity door to prevent the door from leaving the door open. An escape route has to be formed for the prompt escape away from the road for the animals entered through the ending section of the fence. The eco-corridor has to be made by restoring the soil layer of dual purpose eco-corridor forming a planting area. Also, the dead body after the accident has to be disposed to the outer section of the road immediately in order to prevent the secondary road-kill by the predator from the road-kill. The fence has to be installed as 500m or longer in both ways, in other words 1,000m or longer, from the targeted spot of minimum accident prevention while connecting up to the bridge or box culvert, etc that are next road facilities if possible to guide wild animals safely to the eco-corridor.