• International conference on construction engineering and project management
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• 2011.02a
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• pp.286-291
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• 2011

Onsite usage of construction equipment accounts for a 6.8% of air pollution in Korea. The high concentration of carbon dioxide in such emissions impact not only climate change, but also people's health. However, greenhouse gas emissions from onsite equipment usage have not yet been fully investigated. This study presents a comparative analysis on how much greenhouse gas is generated by various equipment types used in different construction activities. Two ongoing cases which involve a typical road construction project in Korea were selected for the comparison purpose. Greenhouse gas emissions from each onsite equipment usage of the different activities were estimated on the ground of design documents. The estimates were compared and analyzed to derive the main sources of greenhouse gas emissions. The result showed that earthwork constituted the largest part-more than 90%-among work types. Dump truck, bulldozer, and loader were major sources for such emissions. The study results are expected to be used as a basis for reduction of greenhouse gas emission from onsite equipment usage.

• Journal of the Korean Association of Geographic Information Studies
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• v.8 no.4
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• pp.44-51
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• 2005

In this study, the method of extracting road centerline's coordinate and road facilities is presented using RC helicopter photogrammetry system. From the survey of extracted road centerline, the errors turned out to be -0.117m ~ 0.103m on the X-axis and -0.014m ~ 0.009m on the Y-axis when RC Helicopter photogrammetry system utilized. By application of this system, hereafter, not only management of road facilities but also construction of DB would be enable which need positioning and design of alignment on the access is not easy area such as traffic congestion or toparchy area.

• Journal of the Korean Professional Engineers Association
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• v.42 no.4
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• pp.45-50
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• 2009

The modal split structure of the Korea's transportation system has been dominated by road-oriented structure. The shortage of the inftrastructure to accommodate the rapidly increasing travel demand has brought about socio-economic losses such as severe traffic congestion and high logistic costs, and thereby weakened the competitiveness of the country. Highway transportation sector is more vulnerable to energy consumption comparing with railway sector since the highway sector is dependent mostly on fossil fuels for its energy source. In 2006 annual road cogestion costs in Korea reached 24.6 trillion won, with an average annual growth rate of 5.4%. The annual road congestion cost of intercity highways were 9.2 trillion won. As the new cities that recently developed are located far from Seoul area, the boundary of commuting in Seoul metropolitan area is extended. It makes passengers have longer trips with longer travel time, and the congestion problem to be more serious. In this regards, Gyeonggi Provincial Government proposed a deeper underground metropolitan express train system for the greater Metropolitan area. which is named as GTX. Gyeonggi Province suggested 3 key underground lines, based on the outcome of the feasibility study conducted by the Korea Society of Transportation, and submitted to the Ministry of Land Transportation and Maritime Affairs for its review. If the project is approved for construction and completed in 2016, the daily volume of surface traffic bound for Seoul will be reduced substantially and therefore the users will be benefitted for time savings by an annual amount of 2 trilion won every year.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.1
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• pp.105-114
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• 2019

Recently, the paradigm of road policy has been focused on user safety. Recently, the number of road facility improvement project has been continuously increased but the economic feasibility (B/C ratio) is insufficient. Therefore, it is necessary to select a reasonable road improvement project through accurate and objective analysis of the road safety evaluation. In this study, to develop a new road safety evaluation method, data were collected based on the current road safety evaluation method for 75 routes including national roads and provincial ones. Based on the collected data, problems were analyzed and utilized as the basic factors of the new road safety evaluation method. Therefore, in this study, traffic accidents were reflected as a general evaluation item by weighing to solve these problems, and the evaluation items were added from experiences and ideas of the local public officials. For each evaluation item, a reasonable weight was determined through AHP (Analytic Hierarchy Process) questionnaire evaluation with highway experts. In addition, the safety index was determined based on the evaluation criteria for each evaluation item. The criteria for evaluating the danger zone are determined by the overall safety index. Finally, the criteria for selection of road improvement projects based on the overall risk level were derived.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.3
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• pp.39-49
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• 2017

Standards suitable for local conditions on deciding one-way road are desperately required to solve traffic congestions at the backside roads in the old downtown areas which were not designated as a road by urban planning. Therefore, this study intends to re-establish a standard to decide one-way road which is regarded to be of the greatest effect among traffic system control methods in order to control one-way road system more efficiently. Also, this paper suggests a standard for such decision to improve efficiency of using backside roads and expand designation of one-way road. AHP (analytic hierarchy process) was carried out among the traffic experts to find out the factors to decide one-way road system. Its result reveals that importance of causing accident to walking quantity and traffic was high. 10,000 cases out of all the possible scenarios of accident by combining detailed evaluation items and scales were extracted to draw the outcomes of analyzing the scenarios, which were schematized in a graph. As a result, division by three sections of point of inflection was verified into $1{\leq}$ section A<1.91, 1.9$1{\leq}$ section B<2.08, and $2.08{\leq}$ section C<3. In other words, priority of deciding one-way road should be given to section C, the highest total point, while posterior to section A, where relatively low points are distributed. The standard on deciding one-way road suggested in this paper may be used for designating one-way road and basic data to re-establish the relevant system in the future.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.12 no.2
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• pp.52-62
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• 2013

Design Hourly Factor(DHF) is defined as the ratio of design hourly volume(DHV) to Average Annual Daily Traffic(AADT). Generally DHV used the 30th rank hourly volume. But this case DHV is affected by holiday volumes so the road is at risk for overdesigning. Computing K factor is available for counting 8,760 hour traffic volume, but it is impossible except permanent traffic counts. This study applied three method to make DHF, using 30th rank hourly volume to make DHF(method 1), using peak hour volume to make DHF(method 2). Another way to make DHF, rank hourly volumes ordered descending connect a curve smoothly to find the point which changes drastic(method 3). That point is design hour, thus design hourly factor is able to be computed. In addition road classified 3 type for national highway using factor analysis and cluster analysis, so we can analyze the characteristic of DHF by road type. DHF which was used method 1 is the largest at any other method. There is no difference in DHF by road type at method 2. This result shows for this reason because peak hour is hard to describe the characteristic of hourly volume change. DHF which was used method 3 is similar to HCM except recreation road but 118th rank hourly volume is appropriate.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.12 no.4
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• pp.131-140
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• 2012

The shortest path search algorithm of navigation is generally based on Dijkstra algorithm and considers only the distance using the weight. Dijkstra algorithm based on the distance mainly ought to perform the 'number of nodes 1' and requires a lot of memory, for it is to start from the starting node and to decide the shortest path for all the nodes. Also, it searches only the same identical path in case of any bottleneck due to an accident nearby, since it is based only on the distance, and hence does not have a system that searches the detour road. In order to solve this problem, this paper considers only the travelling time per road (travelling speed * distance), without applying speed criteria (smoothness, slow speed, stagnation and accident control) or road class (express road, national road and provincial road). This provides an advantage of searching the detour, considering the reality that there are differences in time take for the car to travel on different roads with same distance, due to any accident, stagnation, or repair construction. The suggested algorithm proves that it can help us to reach the destination within the shortest time, making a detour from any congested road (outbreak) on providing an information on traveling time continuously(real-time) even though there is an accident in a particular road.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.35 no.3
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• pp.133-144
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• 2017

Recently, weather information is getting closer to our real life, and it is a very important factor especially in the transportation field. Although the damage caused by the abnormal climate changes around the world has been gradually increased and the correlation between the road risk and the possibility of traffic accidents is very high, the domestic research has been performed at the level of basic research. The Purpose of this study is to develop a risk map for the road hazard forecasting service of weather situation by linking real - time weather information and traffic information based on accident analysis data by weather factors. So, we have developed a collection and analysis about related data, processing, applying prediction models in various weather conditions and a method to provide the road hazard map for national highways and provincial roads on a web map. As a result, the road hazard map proposed in this study can be expected to be useful for road managers and users through online and mobile services in the future. In addition, information that can support safe autonomous driving by continuously archiving and providing a risk map database so as to anticipate and preemptively prepare for the risk due to meteorological factors in the autonomous driving vehicle, which is a key factor of the 4th Industrial Revolution, and this map can be expected to be fully utilized.

• Korean Journal of Environment and Ecology
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• v.23 no.2
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• pp.187-193
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• 2009

To investigate the roadkill of amphibians in Korea National parks, we conducted a survey from 2006 to 2008. As a result, our count of road-killed amphibians included 1,748 individuals from 9 species over three years, and the ratio of road-killed amphibians decreased in 2007, 2008 as compared to 2006. Additionally, many amphibians, including Rana dybawskii, Bufo gargarizans, and Bufo stejnegeri were road-killed by vehicles in "Forest-Stream" or "Forest-Forest" environments, and between March and June. In the risk analysis by frequency, 4 lines including national line 37 (Deogyusan), provincial line 517 (Songnisan), national line 6 (Odaesan) and provincial line 597 (Woraksan) were classed as RISK V category. This designation involves species considered to be extremely important, such as Rana dybowskii and Bufo stejnegeri. Therefore, a conservation plan is needed to protect important species located near RISK V lines.

• Journal of the Korean association of regional geographers
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• v.7 no.1
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• pp.1-20
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• 2001

This study explored the changes of the patterns of land use and the social patterns of ownership of Kumnamno in Kwangju under the rule of Japanese colonialism by analyzing the townscape of Kumnamno in terms of the form and function of it. The research was done considering three periods: the year of 1912, 1930 and 1945. Kumnamno is the name of the street as well as the legal district name, and includes Kumnamno 1-ga, 2-ga, 3-ga, 4-ga and 5-ga. In the year 1912, Kumnamno was utilized as land, farmland and road. With the increase in population and the urbanization of the Kwangju area, it gradually began to be changed into land. By 1941, it was completely turned into land. Before and after the year 1910, the streets intersecting the Kumnamno area came into being as the roads of the Kwangju town, and were built with a lattice pattern. The road building of the Kumnamno began in accordance with the building of Kwangju station in 1922. The road building linking Kwangju Station to Chonnam Provincial Hall marked the first appearance of Kumnamno. The block from Ku-sung-no to Kumnamno 3-ga was built in 1925, the block from Kumnamno 3-ga to 2-ga in 1921, and Kumnamno 1-ga in 1930. It was not until the year 1933 that the construction of streets ranging from Ku-sung-no through Kumnamno 5-ga was finished. Examining the land ownership of the Kumnamno area in 1912, the Japanese possessed the land of Kumnamno 1-ga, 2-ga and 3-ga on the one hand and the Koreans possessed the land of 4-ga and 5-ga on the other hand. In 1930, the Japanese enlarged their sphere of influence and controlled the land located in all the areas of Kumnamno, and the Koreans reduced their ownership of Kumnamno 4-ga and 5-ga. There was a tendency for companies to occupy the land rapidly. In 1945, while the land owned by the Japanese decreased and the land owned by the Koreans did not change in quantity, the possessions of companies increased. To summarize, the Kumnamno area had some changes in the use of land during the above mentioned period. This was in part due to the construction of a street linking Kwangju Station to Chonnam Provincial Hall in order to strengthen the authority of the Japanese Government-General of Korea, as well as the expansion of the residential zone with the increase of the population of Kwangju.