• Journal of Korean Society of Transportation
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• v.12 no.1
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• pp.55-73
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• 1994

The objective of this research is to evaluate the pedestrian signal time involving green and flashing green times. The minimum pedestrian green indication should give time for pedestrian to start crossing safely, and the flashing green indication should give time to complete the crossing. An average pedestrian crossing speed of 1.1(m/s) was estimated by analyzing the field data which was slower than the 1.2(m/s) currently used. Furthermore, the study proposed that design speed for the flashing green time should be slow speed for considerations pedestrian safety, not the average speed. The 0.78-1.01(m/s) of pedestrian speed was estimated at the elementary school areas that indicated 0.2(m/s) slower than the other areas. The pedestrian starting time (perception/reaction time) and time headway from front to back of herd was estimated to determine minimum pedestrian green time. the pedestrian starting time was estimated to determine minimum pedestrian green time. The pedestrian starting time was ranged 2.52-4.29 seconds. The time interval between the pedestrian rows was found to be 1.25-1.86 seconds, which declines as the pedestrian rows increases, The equation to calculate the pedestrian signal, which declines as the pedestrian rows increases. The equation to calculate the pedestrian signal time is proposed using the pedestrian starting time, the time interval between the pedestrian rows, and pedestrian crossing speed given area types (commercial, business, mixed, and elementary school areas), number of both-directional pedestrians for a cycle, crosswalk length and width.

• Journal of Power System Engineering
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• v.13 no.2
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• pp.56-62
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• 2009

The fatalities of pedestrian account for about 40.0% of all fatalities in Korea 2005. Vehicle-Pedestrian accident generates trajectory of pedestrian. In pedestrian involved accident, the most important data to inspect accident is throw distance of pedestrian. The throw distance of pedestrian can be influenced by many variables. But existing studies have been done for simple factors. The variables that influence trajectory of pedestrian can be classified into vehicular factors, pedestrian factors, and road factors. The trajectory of pedestrian, dynamic characteristics of multi-body were analyzed by PC-CRASH, a kinetic analysis program for a traffic accident. PC-CRASH enables an analyst to investigate the effect of many variables. The influence of the offset of impact point was analyzed by Working Model. Based on the results, the variables that influence trajectory of pedestrian were vehicular frontal shape, vehicular impact speed, the offset of impact point, the height of pedestrian, friction coefficients of pedestrian. However the weight of pedestrian did not affect trajectory of pedestrian considerably.

• Journal of the Korean Society of Manufacturing Process Engineers
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• v.6 no.3
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• pp.71-76
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• 2007

The fatalities of pedestrian account for about 40.0% of all fatalities in Korea 2005. Vehicle-Pedestrian accident generates trajectory of pedestrian. In pedestrian involved accident, the most important data to inspect accident is throw distance of pedestrian. The throw distance of pedestrian can be influenced by many variables. The variables that influence trajectory of pedestrian can be classified into vehicular factors, pedestrian factors, and road factors. Vehicular factors are the frontal shape of vehicle, impact speed of vehicle, the offset of impact point. Many studies have been done about the relation between impact speed and throw distance of pedestrian. But the influence of the offset of impact point was neglected. The influence of the offset of impact point was analyzed by Working Model, and the trajectory of pedestrian, dynamic characteristics of multi-body were analyzed by PC-CRASH, a kinetic analysis program for a traffic accident. Based on the results, the increase of offset reduced the throw distance of pedestrian. However box type vehicle just like bus, the offset of impact point did not influence the throw distance of pedestrian considerably.

• Journal of the Architectural Institute of Korea Planning & Design
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• v.33 no.12
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• pp.93-103
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• 2017

There has been various pedestrian-friendly planning for making walkable cities. However, the representation of urban pedestrian spaces that should be the basis of the pedestrian-friendly planning tends to be far from reality. This is due to the absence of a consensual way to represent pedestrian spaces in the city. In this context, this study aims to propose a method to properly represent pedestrian spaces. For this purpose, this study first reviews the patterns of representing pedestrian spaces appearing on city maps and examines their merits and limits. After that, the criteria of pedestrian traversability and the mapping method are proposed on a trial basis for representing pedestrian spaces. Then, applying this to the case sites, Mokdong and Euljiro, this paper demonstrates how the operation of representing pedestrian spaces works. It is expected that the results of this study would be used as the basic foundation for a more developed representation of effective pedestrian-friendly planning.

• Journal of Korean Society of Transportation
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• v.21 no.5
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• pp.41-48
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• 2003

Korea Claim Adjustor Association(KCAA) defines the near pedestrian crossing accidents as those accidents that occurred in the area within 25m from pedestrian crossing on the arterial road and within 15m from pedestrian crossing on other classes of road. Accidents between pedestrian crossing and stop line are classified as the accident near pedestrian crossing. Reviewing of current statute and court precedent, three kinds of traffic accidents which are accidents occurred in the pedestrian crossing. near pedestrian crossing and the area between pedestrian crossing and stop line. should be distinguished by different pedestrian contributory negligence. To find out how different they are. we surveyed transportation society members about the contributory negligence of traffic accidents between pedestrian crossing and stop line and the results are as follows : (1) The current two classification of pedestrian crossing accidents and near pedestrian crossing accidents should be changed to three classification of pedestrian crossing accidents that includes accidents on pedestrian crossing, near pedestrian crossing and between pedestrian crossing and the stop line. (2) For the pedestrian's contributory negligence, the least reasonability to pedestrian is accident on the pedestrian crossing. The next one is the accident between pedestrian crossing and stop line and the last is the accident near pedestrian crossing. (3) Pedestrian contributory negligence for accident by space is recommended as 〈table 8〉, 〈table 9〉, 〈table 10〉. (4) Contributory negligence rate of the accident on the pedestrian crossing during red light should be modified to be less than that of near pedestrian crossing.

• Journal of the Korean Society of Safety
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• v.23 no.4
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• pp.90-98
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• 2008

Presently, pedestrian's signal time models in korea are not considering Vulnerable-Pedestrian. So, the safety of Vulnerable-Pedestrian is being threatener and the number of accidents is increasing. Besides, the existing operational system for pedestrians can't offer the cross signal time in road corresponded the changing environment when the school zone is revitalized and the Silver zone is introduced for Vulnerable-Pedestrian. Conclusively, Vulnerable-Pedestrian's signal time models which are able to consider classified Vulnerable-Pedestrian speed, Vulnerable-Pedestrian perception-reaction time, Vulnerable-Pedestrian Spare(congestion-delay) time are suggested by the result of experiment in virtual crosswalk. the application of suggested models in this study to the site. It is possible to use as a basic stuff on study of pedestrian's signal time and expected to contribute the safety and mobility in future.

• International Journal of Highway Engineering
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• v.16 no.4
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• pp.111-118
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• 2014

PURPOSES: The purposes are to analyze the pedestrian accident severity and to develop the accident models by arterial road function. METHODS: To analyze the accident, count data and ordered logit models are utilized in this study. In pursuing the above, this study uses pedestrian accident data from 2007 to 2011 in Cheongju. RESULTS : The main results are as follows. First, daytime, Tue.Wed.Thu., over-speeding, male pedestrian over 65 old are selected as the independent variables to increase pedestrian accident severity. Second, as the accident models of main and minor arterial roads, the negative binomial models are developed, which are analyzed to be statistically significant. Third, such the main variables related to pedestrian accidents as traffic and pedestrian volume, road width, number of exit/entry are adopted in the models. Finally, Such the policy guidelines as the installation of pedestrian fence, speed hump and crosswalks with pedestrian refuge area, designated pedestrian zone, and others are suggested for accident reduction. CONCLUSIONS: This study analyzed the pedestrian accident severity, and developed the negative binomial accident models. The results of this study expected to give some implications to the pedestrian safety improvement in Cheongju.

• IEMEK Journal of Embedded Systems and Applications
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• v.18 no.5
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• pp.259-265
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• 2023

Pedestrian detection is used to effectively detect pedestrians in various situations based on deep learning. Pedestrian detection has difficulty detecting pedestrians due to problems such as camera performance, pedestrian description, height, and occlusion. Even in the same pedestrian, performance in detecting them can differ according to the height of the pedestrian. The height of general pedestrians encompasses various scales, such as those of infants, adolescents, and adults, so when the model is applied to one group, the extraction of data becomes inaccurate. Therefore, this study proposed a pedestrian detection method that fine-tunes the pedestrian area by Refining Layer and Feature Concatenation to consider various heights of pedestrians. Through this, the score and location value for the pedestrian area were finely adjusted. Experiments on four types of test data demonstrate that the proposed model achieves 2-5% higher average precision (AP) compared to Faster R-CNN and DRPN.

• Journal of the Korean Institute of Landscape Architecture
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• v.22 no.3
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• pp.29-40
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• 1994

The purpose of this study was to investigate factors and variables which have significant effects on satisfaction of urban pedestrian sidewalk in taejon city, and to suggest basic information for urban pedestrian sidewalk. These works consist of two phase; The first, tested the user's degree of satisfaction for 37 spots of pedestrian sidewalk slide and then selected 10 spots slide by the stratified random sampling method. The second, analyzed factors and variables of satisfaction of urban pedestrian sidewalk using the semantic differential scale method, and then processed by mean score, correlation, factor analysis, multiful algorithm. The results were summarized as follows; 1) The relationship between the man group and the woman group was highly correlated as well as between the student group.1 and the student group.2 hense these groups statistically showed no difference in satisfaction ratings. 2) Pedestrian sidewalk width, cleanness, pavement materials and construction condition can be significant variables of satisfaction of urban pedestrian sidewalk. 3) Factors covering the satisfaction of urban pedestrian sidewalk have been found to be Environment of pedestrian sidewalk, Vegetation of pedestrian sidewalk and Form of pedestrian sidewalk. By using the control method for the number of factors, C.P. has been obtained as 62.8%.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.4 no.2
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• pp.1-10
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• 2001

The purpose of this study was to investigate factors and variables which have significant effects on landscape satisfaction of urban pedestrian road in Bun-dang new town and to suggest basic information for urban pedestrian road design. These works consist of two phase. First, we tested the Hye-Cheon college students' degree of landscape satisfaction for 37 spots of urban pedestrian road and then selected 10 sports slide by the Sturges' formula. Second, we analysed factors and variables on landscape satisfaction of urban pedestrian road using the semantic differential scale method and then processed using descriptive analysis, factor analysis and multiple linear regression analysis. The major findings of this study can be summarized as follows; 1) The difference of landscape adjectives between the highest score of landscape satisfaction slide and the lowest score landscape satisfaction slide were diversity of vegetation, plenty of the shade of a tree, naturalness and cleanness. 2) Diversity of vegetation, width of road, freedom of danger and diversity of environment can be significant variables of major effects on landscape satisfaction of urban pedestrian road by using the multiple linear regression analysis. 3) Factors covering the landscape satisfaction of urban pedestrian road have been found to be Environment of urban pedestrian road and Constitution of urban pedestrian road. By using the Varimaxs' rotation factor analysis for the number of factors' cumulative percentage has been obtained as 64%. 4) Environment of urban pedestrian road and Constitution of urban pedestrian road can be significant factors of major effects on landscape satisfaction of urban pedestrian road by using the multiple linear regression analysis. In conclusion, the landscape satisfaction factors and variables of urban pedestrian road need to be considered in plan or design the urban pedestrian road.