• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.5
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• pp.20-28
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• 2016

A Ubiquitous City (U-city, Smart City) is one that ties information communications technologies (ICT) into many facets of city construction, thereby implicitly intending to function as a smart city that aims to be efficiently managed as well as provide an enhanced standard of living for its residents. Laws related to the construction of such ubiquitous cities point to integrated city management centers, intelligent facilities, and U-City infrastructure, among others, as central components of U-Cities, but do not provide a standard for these structures. Consequently, building of U-Cities by local governments are based on arbitrary judgments constrained the myriad of practical limitations that they face. Such ambiguity brings to light the need to find ways to improve the quality of these efforts. The first and second stages of this research examine the status of the components of a U-City -ubiquitous planning, technology, infrastructure, and services - and undertakes a comprehensive review thereof, with evaluation criteria formulated on the characteristics of stability, connectivity, goal-orientation, and development potential. In the research's third stage, a realistic and detailed evaluation index by which U-Cities can be renewed, demonstrated, and applied (???) is introduced in a step-by-step fashion, which will allow for local governments to properly assess the standard of their U-City in relation to the realities of the locality. Through the research result, it is expected that the index will become a part of the continued development and advancement of the "smart" character of an autonomous U-City at the local scale, and contribute to the overall revitalization of the U-City.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.6
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• pp.124-136
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• 2019

Autonomous driving at intersections requires assistance by exchanging traffic information between traffic objects due to the intersection of various vehicles and complicated driving environment. For this reason, traffic information exchange between adjacent intersections is required, but the node ID representing the intersection in the Korean standard node link system have limitations in updating intersections and identifying location information of intersections through IDs due to the configuration system including serial numbers. In this paper, we designed a coordinate-based intersection ID configuration system created by processing and merging two-dimensional coordinates of intersections to include location information in the intersection ID. In order to verify the applicability of the proposed intersection ID, we applied a new intersection ID to domestic intersections and confirmed that there are no duplicate values. Coordinate-based intersection ID reduces data size by 60% compared to existing node ID, and enables spatial queries such as searching for nearby intersections and extracting intersections in specific areas in the form of boxes without GIS tools. Therefore, coordinate-based intersection ID is expected to be more scalable and utilized than existing node ID.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.1
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• pp.94-106
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• 2020

Recently, the radio navigation method utilizing the GPS(Global Positioning System) satellite information is widely used as the method to measure the position of objects. As GPS applications become wider and fields based on various positioning information emerge, new methods for achieving higher accuracy are required. In the case of autonomous vehicles, the INS(Inertial Navigation System) using the IMU(Inertial Measurement Unit), and the DR(Dead Reckoning) algorithm using the in-vehicle sensor, are used for the purpose of preventing degradation of accuracy of the GPS and to measure the position in the shadow area. However, these positioning methods have many elements of problems due not only to the existence of various shaded areas such as building areas that are continually enlarged, tunnels, underground parking lots and but also to the limitations of accumulation-based location estimation methods that increase in error over time. In this paper, an efficient positioning method in a large underground parking space using Fingerprint method is proposed by placing the AP(Access Points) and directional antennas in the form of four anchors using WLAN, a popular means of wireless communication, for positioning the vehicle in the GPS shadow area. The proposed method is proved to be able to produce unchanged positioning results even in an environment where parked vehicles are moved as time passes.

• Korean Journal of Organic Agriculture
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• v.14 no.2
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• pp.159-177
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• 2006

Governance systems are basically an autonomous cooperation type among the government, civil society and market, also a new paradigm for efficient and democratic administration of policies. The governance mainly consists of the central operating body, institutions, operating principles and so on. The constituents are the nation(government), civil society(NGO) and market(firm). Institutional conditions are a legitimate base, financial stability and independency. And as a operating principle, governance systems have common goals and issues from a national and social point of view. This governance has been recently emerged due to financial risk of government, diffusion of new liberalism going with the globalization, localization-decentralization, and development of civil society and information-oriented society. We have to grope fur the framework of participatory agri- policy confronting globalization and localization as well as developing our agriculture and rural village. This agri-policy governance should be theoretically focused on policy network or self-organizing network or multi-lateral governance (MLG) based on NPM. Also, it is proper to have connection of nation-central type and civil society-central type. And it is necessary to have a MLG type with local governance corresponding to localization and decentralization. Governance should have the type whose participants have authority and responsibility as well. Basic directions of environmentally friendly agri-policy governance are as follows : first, its purposes are constructing the democratic and efficient framework of participatory environmentally friendly agri-policy based on consensus of all the related groups, embodying environmentally friendly agri-policy adjusted to local field, raising farmer's real interest, and improving their position. Second, its form should have a council or an agreement system, not an advisory or a consultation organ. Thus, public sector(eg. government) and voluntary sector(eg. farmers' organization) jointly execute agricultural policy and are responsible together. Environmentally friendly agri-policy governance is mainly made up of farmers' organization, cooperative and civil society(NGO). And secondary bodies are agribusinesses and academic groups. Government interacts with the main bodies on administrative execution. And environmentally friendly agri-policy governance has MLG type with a central unit, province and county units. Environmentally friendly agri-policy governance has several main functions such as agri-policy partnership, speaking for farmer's rights and interests, investigation and research on domestic and foreign agricultural streams, and etc. Especially, local unit will play roles in activation for regional agriculture, consulting on technique and management, education and training services, services entrusted by government, and so on.

• The Journal of Society for e-Business Studies
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• v.24 no.4
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• pp.49-78
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• 2019

In the context of knowledge sharing, network position has been a controversial subject. A central position in the network provides access to non-redundant knowledge, leading to more opportunities of knowledge sharing. On the other hand, as "bridging" relationships, its characteristics as a "weak tie" suggest innate lack of trust and reciprocity which is considered an impediment to share knowledge. This paper attempts to enlighten the underlying dynamic by examining the interaction between network centrality, motivation and ability in knowledge sharing. Furthermore, this paper examines the concept of knowledge sharing ability in depth by operationalizing the construct into three aspects: extensive and diverse knowledge, social media utilization ability and self-efficacy. The results show a partially supported three-way interaction, where the highest level of knowledge provision is reported when the employee has low network centrality, high autonomous motivation and high knowledge sharing ability, i.e. extensive and diverse prior knowledge. Though all models indicate strong associations between network centrality and knowledge sharing, this suggests an even greater power of motivation and ability that gives the strength to overcome unfavorable environments of peripheral position. Therefore, this paper offers an alternative explanation to the existing debate whether network centrality positively or negatively influences knowledge sharing.

• Information Systems Review
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• v.17 no.1
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• pp.65-92
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• 2015

Driven by the development of information technologies, information system (IS) use has been common even in military organizations. In particular, field artillery is currently using the Battalion Tactical Commanding System-A1 (BTCS-A1) to improve fire support. The use of BTCS-A1 makes fire-commanding processes simple and autonomous, which leads to shorten time to support fire. Although BTCS-A1 has been considered as a helpful system, there still exists some dispute regarding its effectiveness and impact on task performance. By conceptualizing BTCS-A1 use as appropriation, this study investigates how BTCS-A1 appropriation promotes task performance. We also hypothesize that IS quality, organizational pressure (institutional pressure and supervisor influence), and team climate (team learning climate and team empowerment climate) increase the appropriation. Survey results show that organizational pressure and team climate promote BTCS-A1 appropriation, which improves users' task performance. However, effect of IS quality is not significant. Theoretical and practical implications are presented.

• Journal of the Korean Institute of Intelligent Systems
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• v.24 no.3
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• pp.271-278
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• 2014

In spite of that stop line and crosswalk should be aware of the most basic objects in transportation system, its features extracted are very limited. In addition to image-based recognition technology, laser and RF, GPS/INS recognition technology, it is difficult to recognize. For this reason, the limited research in this area has been done. In this paper, the algorithm to recognize the stop line and crosswalk is designed and implemented using image-based recognition technology with the images input through a vision sensor. This algorithm consists of three functions.; One is to select the area, in advance, needed for feature extraction in order to speed up the data processing, 'Region of Interest', another is to process the images only that white color is detected more than a certain proportion in order to remove the unnecessary operation, 'Color Pattern Inspection', the other is 'Feature Extraction and Recognition', which is to extract the edge features and compare this to the previously-modeled one to identify the stop line and crosswalk. For this, especially by using case based feature comparison algorithm, it can identify either both stop line and crosswalk exist or just one exists. Also the proposed algorithm is to develop existing researches by comparing and analysing effect of in-vehicle camera installation and changes in recognition rate of distance estimation and various constraints such as backlight and shadow.

• Journal of National Security and Military Science
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• s.5
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• pp.1-45
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• 2007

Reserved forces of ROKA are in charge of replacement of TOE in the wartime and mission of rear area operation. But there is institutional inertia in the law and organization oriented to fill human resources rather than take mission. We need to prepare for the investment and arrangement of reserved forces as military power that would be replaced standing forces. In this portion, to reinforce reserve forces elite, First, efficient mobilization regulations and systems are suggested. I covered a maintenance of relevant mobilization ordinances which need to legislated and approved by national assembly for wartime and development of mobilization system which might lose the appropriate time for mobilization due to complicated declaration procedures and measures to overcome the panic at the initial stage of the war and organization and employment of nationwide transportation system and mobilization center. To ensure efficient resource management and mobilization of reserve forces with a number of approximately 3 million, there's a necessity of organization for integration and conciliation. To make it real, I suggested establishing and employing the mobilization center, on first phase, employ the mobilization center focusing on homeland divisions, on second phase, it is advisable to convert to national level mobilization system and develop to central mobilization center focusing on national emergency planning committee. During peacetime, in conjunction with Mobilization Cell, mobilization center can conduct resource survey and integrate and manage mobilization resources and take charge of mobilization training of subordinate units, and during wartime, in conjunction with mobilization coordination team and Cell, can ensure the execution of mobilization. Second, Future oriented reserve forces management system such as service system of reserve forces and support system of homeland defense operations. Current service and trainings of reserve forces by the year have very low connection, as it is very complex to manage the resources and trainings, and service and training lack the equity, re-establishment of service system is required. Also in an aspect of CSS and cultivation support for reserve forces, as the scope and limitation of responsibility between the armed forces and autonomous organization is obscure, conditions to conduct actual-fighting exercises are limited. Concentrated budgetting is extremely difficult because reserve forces training fields are scattered nationwide, and facilities and equipments are rapidly getting older. To improve all these, I suggest the organization of homeland defense battalion with a unit of "City-Gun-District" and supporting the local reserve forces. Conduct unit replacement or personal replacement for those who have finished their 1 or 2 years and homeland defense operation duty for those with 3-5 years for consistency and simplification. Third, I suggest Future oriented Reserved Training(FRT) and Training Center oriented training management to establish a reliable reserve training. Reserves carry out expansion of unit, conventional combat mission, homeland defense and logistics support during wartime, and actual-fighting exercise, and disaster relief, peace keeping activities. Despite diverse activities and roles, their training condition still stays definitely poor. For these reasons, Modernization of weapons and facilities through gradual replacement and procurement is essential to enhance mobilization support system.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.4
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• pp.153-163
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• 2017

This research is based on the previous research that personally preferred safe distance, rotating angle and speed are differentiated. Thus, we use machine learning model for recognizing maneuvering modes trained per personal or per similar driving pattern groups, and we evaluate automatic driving according to maneuvering modes. By utilizing driving knowledge, we subdivided 8 kinds of longitudinal modes and 4 kinds of lateral modes, and by combining the longitudinal and lateral modes, we build 21 kinds of maneuvering modes. we train the labeled data set per time stamp through RNN, LSTM and Bi-LSTM models by the trips of drivers, which are supervised deep learning models, and evaluate the maneuvering modes of automatic driving for the test data set. The evaluation dataset is aggregated of living trips of 3,000 populations by VTTI in USA for 3 years and we use 1500 trips of 22 people and training, validation and test dataset ratio is 80%, 10% and 10%, respectively. For recognizing longitudinal 8 kinds of maneuvering modes, RNN achieves better accuracy compared to LSTM, Bi-LSTM. However, Bi-LSTM improves the accuracy in recognizing 21 kinds of longitudinal and lateral maneuvering modes in comparison with RNN and LSTM as 1.54% and 0.47%, respectively.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.5
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• pp.119-137
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• 2020

Over the last two decades, the attitudes to cars have changed from buying a car to sharing a car, especially among young people. Shared transport services and autonomous vehicles together can resolve the accessibility issue of shared transport services. Furthermore, they will make it possible to develop a new model of apartments without car parking. Therefore, the study estimated the demand for car sharing by young people and the running efficiency of car-sharing dealing with their car-based trip demand. The study chose nine apartment complexes for study sites where a majority of the residents were young people. The questionnaire survey was conducted to collect data on the trip demands of young people. The results showed that there are significant differences in the car-sharing use patterns and demand between the apartment houses located in the Capital region and non-capital region. Young people living in apartments in the Capital region used car sharing once per day per person for approximately 80 minutes per trip and tended to hire that between 8 AM and 10 AM. On the other hand, the young people living in apartments in the non-capital region used car sharing twice per day per person for approximately 200 minutes per trip. They tended to hire that frequently in the afternoon and evening as well as in the morning. The results also showed that a single car-sharing vehicle could deal with 3~4 trips per day in the Capital region and around 2 trips per day in the non-capital region.