• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.14 no.3
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• pp.50-62
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• 2015

Recently, Subway Line No. 9, described as a 'hell-like' subway for its recorded load factor of max. 240% due to the opening of the 2nd phase extension section, has been causing problems of recurrent congestion in a subway station building. A recurrent congestion in the station building becomes a factor to offend rail users and to reduce the efficiency of railway management. This study aims to establish the methodology for effect evaluation of information provided to rail users, and conducts a gate metering case study considering the congested conditions at a platform among the methodologies for effect evaluation. The metering effect evaluation by load factor was conducted through selecting the micro simulation and pedestrian simulation tool grafting a gate metering. As a result, it was confirmed that, if gate metering is performed, the service level and pedestrian density of a platform by load factor would improve. In other words, if metering is conducted at a platform, it is possible to control the load factor in the waiting space of a platform. Therefore, it was judged through this study that it is possible to set up the index for effect evaluation of information provided to manage congestion of rail users, and establish the methodology for effect evaluation of information provided to rail users through a program.

• Journal of Korean Society of Transportation
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• v.27 no.4
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• pp.115-126
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• 2009

The lane-change behavior usually consists of discretionary lane-change and mandatory lane-change types. For the first type, drivers change lanes selectively to maintain their own driving condition and the second type is the case that the drivers must change the current lane, which can occur in recurrent congestion sections like merging and weaving sections. The mandatory lane-change behavior have a great effect on the operation condition of freeway. In this paper, we first generate data such as traffic volumes, speeds, densities, and the number of lane-change within the merging and weaving sections using the data of individual vehicle collected from time-lapse aerial photography. And then, the data is divided into the stable and congested flow by analyzing the speed variation pattern of individual vehicles. In addition, the number of lane-changing from ramp to mainline within every 30-meter interval is investigated before and after traffic congestion at study sites and the distribution of lane-changing at each 30-meter point is analyzed to identify the variation of lane-changing ratio depending on the stable and congested flows. To recognize the effect of mainline flow influenced by ramp flow, this study also analyzes the characteristics of the lane-changing distributions within the lanes of mainline. The purpose of this paper is to present the basic theory to be used in developing a lane-changing model at the merging and weaving sections on freeways.

• Archives of Plastic Surgery
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• v.40 no.6
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• pp.742-747
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• 2013

Background The medial canthus is an important area in determining the impression of a person's facial appearance. It is composed of various structures, including canthal tendons, lacrimal canaliculi, conjunctiva, the tarsal plate, and skin tissues. Due to its complexity, medial canthal defect reconstruction has been a challenging procedure to perform. The contralateral paramedian forehead flap is usually used for large defects; however, the bulkiness of the glabella and splitting at the distal end of the flap are factors that can reduce the rate of flap survival. We reconstructed medial canthal defects using ipsilateral paramedian forehead flaps, minimizing glabellar bulkiness. Methods This study included 10 patients who underwent medial canthal reconstruction using ipsilateral paramedian forehead flaps between 2010 and 2012. To avoid an acute curve of the pedicle, which can cause venous congestion, we attempted to make the arc of the pedicle rounder. Additionally, the pedicle was skeletonized from the nasal root to the glabella to reduce the bulkiness. Results All patients had basal cell carcinoma, and 3 of them had recurrent basal cell carcinoma. All of the flaps were successful without total or partial flap loss. Two patients developed venous congestion of the flap, which was healed using medicinal leeches. Four patients developed epiphora, and 2 patients developed telecanthus. Conclusions Large defects of the medial canthus can be successfully reconstructed using ipsilateral paramedian forehead flaps. In addition, any accompanying venous congestion can be healed using medicinal leeches.

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.229-239
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• 2008

Most algorithms for detecting incidents have been developed under the premise that congestion must happen whenever an incident occurs. For that reason, the performance of these algorithms could not be guaranteed in cases where congestion did not happen due to traffic operations with low flows despite the occurrence of an incident. The objective of this paper is to develop an automatic incident detection algorithm using a new diagram that can reliably detect the incident under various conditions of traffic operations including a low volume state. Compared with the McMaster Algorithm, the proposed algorithm in this paper was evaluated with three different cases in which the incidents occur in traffic operations with a low volume state, a relatively high volume state, and a recurrent congestion state. It is shown that the new algorithm has a capability to identify the flow characteristics of incidents for all the three cases and is much better than McMaster algorithm in terms of detection rate and false alarm rate.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.103-114
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• 2023

This study collected various data of urban roadways to analyze the effect of travel speed change, and a GRU-based short-term travel speed prediction model was developed using such big data. The baseline model and the double exponential smoothing model were selected as comparison models, and prediction errors were evaluated using the RMSE index. The model evaluation results revealed that the average RMSE of the baseline model and the double exponential smoothing model were 7.46 and 5.94, respectively. The average RMSE predicted by the GRU model was 5.08. Although there are deviations for each of the 15 links, most cases showed minimal errors in the GRU model, and the additional scatter plot analysis presented the same result. These results indicate that the prediction error can be reduced, and the model application speed can be improved when applying the GRU-based model in the process of generating travel speed information on urban roadways.

• Convergence Security Journal
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• v.24 no.3
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• pp.95-104
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• 2024

The performance capability of the future battlefield depends on whether the next-generation technology of the Fourth Industrial Revolution, called ABCMS (AI, Bigdata, Cloud, Mobile, Security), can be applied to secure innovative defense capabilities It is no exaggeration to say. In addition, the future military operation environment is rapidly changing into a net work-oriented war (NCW) in which all weapon systems mutually share battlefield information and operate in real-time within a single integrated information and communication network based on the network and is expanding to the scope of operation of the manned and unmanned complex combat system. In particular, communication networks responsible for high-speed and hyperconnectivity require high viability and efficiency in power operation based on multi-tier (defense mobile, satellite, M/W, wired) networks for the connection of multiple combat elements and smooth distribution of information. From this point of view, this study is different from conventional single-media, single-path transmission with fixed specifications, It is an artificial intelligence-based transmission technology using RNN (Recurrent Neural Networks) algorithm and load distribution during traffic congestion using available communication wired and wireless infrastructure multimedia simultaneously and It is the development of MMMP-Multi-Media Multi-Path adaptive network technology.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.3 no.1 s.4
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• pp.53-65
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• 2004

A series of accidents, which are non-recurrent and non-anticipated, are called incidents. These incidents make standard traffic flows interrupt, which result in the decrease of road capacity and a number of social and economic costs, such as the traffic congestion and air pollution. In order to prevent the hazard of incidents, domestic and foreign traffic management center are likely to opt auto-sense system with algorithms of auto-incident sense. However, it is evaluated that the algorithms have a low function with frequent wrong alarms, even if they accurately ry to speculate the incidents. In the case of bottleneck which has lack of road capacity, compared with other roads, due to inefficient road structured over-capacity of the demand of on-off ramp, the incidents regularly take place. Nonetheless, it can be more difficult to speculate the auto-incidents sense owing to similar incidents, such as the queue of in-out flows of cars and the change of road line. Throughout this research, the function of the model has improved excluding near road line in the module of the incidents which is based on the auto-incidents algorithms during the sense of the congestion of ramp areas.

• Proceedings of the KOR-KST Conference
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• 1996.12a
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• pp.81-108
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• 1996

첨단교통정보시스템(ATIS)의 핵심 요소라 할 수 있는 동적경로안내 시스템(Dynamic Route Guidance System : DRGS)은 운전자가 목적지에 도착하기까지 실시간 교통정보를 토대로 최적경로를 안내해 줌으로써 날로 심화되어 가고 있는 교통혼잡을 최소화할 수 있으리라 기대를 모으고 있다. 특히 교통사고나 긴급도로공사 등으로 인해 발생하는 돌발적 교통혼잡하에서는 DRGS의 역할이 더욱 커질 것으로 예상되고 있다. 본 논문은 돌발적 교통혼잡하에서 보다 효과적인 DRGS의 경로 안내 알고리즘을 개발하는 데 그 목적이 있다. 이를 위해서 우선 하부구조기반(Infrastructure Based) DRGS와 개인차량기반(In-vehicle Based)DRGS의 장단점을 운전자, 교통행정당국, 그리고 교통체계관점에서 비교하였고, 시스템 아키텍쳐와 경로안내 알고리즘간의 상호관계를 규명하였다. 또한 효율적인 경로안내를 위해 사용자 평형(User Equilibrium)경로안내전략과 시스템최적화(System Optimal) 경로안내전략을 이상형 교통망(Idealistic Network)을 통해 비교분석하였다. 여기에는 현재 ITS-America에서 System Architecture 평가를 위해 사용한 INTEGRATION이라는 ITS Simulation Model과 그 통행저항함수를 사용하였다. 이를 토대로 돌발적 교통혼잡상황 아래서 사용자평형 경로안내를 제공할 경우 야기될 수 있는 Braess` Paradox 문제와, 총통행시간을 최소화하기 위한 시스템최적 경로안내를 제공할 경우 일어날 수 있는 사용자 호응도(User Compliance)문제를 동시에 고려한 적응형 동적경로안내 알고리즘을 개발하였다. 여기에는 돌발적 교통혼잡하에서 통행시간을 동적으로 예측하기 위해 이산형 확정적 대기행렬모형(Discrete Deterministic Queueing Model)이 사용되었다. 한편 알고리즘의 효율성을 평가하기 위해 이상형 교통망과, 실제 미국 Virginia 주의 Fairfax County에 소재한 주간 고속도로 66번(I-66)과 인접 교통망의 교통자료를 사용하여 각종 돌발교통 혼잡 상황을 전제로 한 Traffic Simulation과 정보제공시나\리오를 INTEGRATION Model을 이용해 실행하였다. 그 결과 적응형 알고리즘이 개개인의 최단시간 경로를 제공하는 사용자 평형 경로안내전략에 비해 교통혼잡도와 정체시간의 체류정도에 따라 3%에서 10%까지 전체통행시간을 절약할 수 있다는 결론을 얻었다.

• Archives of Reconstructive Microsurgery
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• v.16 no.2
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• pp.119-124
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• 2007

Purpose: We reconstructed the skin defect of lower legs exposing muscles, tendons and bone with fasciocutaneous sural artery flap and report our cases. Materials and Methods: Between March 2005 and September 2006, 8 cases of skin defect were reconstructed with fasciocutaneous sural artery flap. Defect site were 4 case of ankle and foot and 4 cases of lower leg. The average defect size was $4{\times}4\;cm^2$. There were 5 men and 3 women and mean age was 52.2 years. We evaluated the viability of flap, postoperative complication, healing time, patient's satisfaction. Results: There was no flap failure in 8 cases. But recurrent discharge in 2 cases was healed through several times adequate debridement and delayed suture without complication. Flap edema may be due to venous congestion was healed through leg elevation and use of low molecular weight heparin. Mean time to heal the skin defect was 4 weeks. No infection and recurrence in follow up period. Cosmetic results as judged by patients were that 5 cases are good and 3 cases are fair. Conclusion: Sural artery flap is good treatment method among the numerous methods in the cases of skin defect, with soft tissue exposed, which is not covered with debridment and skin graft. Sural artery flap is useful method for the skin defect of lower legs because it is simple procedure, has constant blood supply and relatively good cosmetic effect.

• Archives of Reconstructive Microsurgery
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• v.17 no.2
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• pp.115-119
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• 2008

Purpose: We reconstructed the skin defect of hands exposing tendons and/or bone with distally based ulnar artery flap and report our cases. Materials and Methods: Between March 2005 and September 2007, 6 cases of skin defect were reconstructed with distally based ulnar artery flap. Defect site were 5 cases of hand dorsal side and 1 case of hand volar side. The average defect size was $3{\times}3\;cm^2$. There were 4 men and 2 women and mean age was 55.5 years. We evaluated the viability of flap, postoperaive complication, healing time, patient's satisfaction. Results: There was no flap failure in 6 cases. But 1 case with recurrent discharge was healed with several times adequate debridement and delayed suture. 1 case with flap edema which might be due to venous congestion was healed with hand elevation and use of low molecular weight heparin. Mean time to heal the skin defect was 4 weeks. No infection and recurrence was found in follow up period. Cosmetic results as judged by patients were that 3 cases are good and 3 cases are fair. Conclusion: Distally based ulnar artery flap is good treatment method among the numerous methods in the cases of skin defect, with soft tissue exposed, which is not covered with debridment and skin graft. Distally based ulnar artery flap is useful method for the skin defect of hands because it is simple procedure, has constant blood supply and relatively good cosmetic effect.