• Journal of Korean Society for Geospatial Information Science
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• v.1 no.2 s.2
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• pp.195-206
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• 1993

As the first step in developing the urban information system it is very important to identify the location of the street, and the feature of objects on it Also it is necessary to understand the relationship between objects concerned. In order to manage these information efficiently, the road information should be well organized and standardized for digital data. Because the road is the base place under which most urban utilities are buried. However, the present real situation is that even if we have unique numbers authorized by law for some parts of the road it is too ambiguous to figure out the spatial location of the specific area because the assigned area is so large and incoherent. Therefore, the purpose of this study is to propose a road location identication scheme, to apply this scheme at Kangnam-ku Seoul, and finally to propose the guideline in developing the road management information system in Korea. The road identification scheme developed in this study are as follows: (1) The road is defined as a fixed factor, and was given the identification number which repressents the funtion, relationship, and direction of the road without the road section and absolute coordinates. (2) The parcel identification nutter was given to each route to understand it possible to understand the location of the road itself and surroundings. (3) To update the md information using the scheme developed in this study relative coordinate method(Dynamic Segmentation) based on the road centerline was applied.

• Spatial Information Research
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• v.23 no.4
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• pp.79-89
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• 2015

This study aims to design and implement a traffic model that can simulate the traffic behavior on the microscopic level by using the GIS. In the design of the model, the vehicle in the simulation environment recognizes the GIS road centerline data as road network data reflecting number of lanes, speed limit and so on. In addition, the behavior model was designed by dividing functions into the environmental perception model, time headway distribution model, car following model, and lane changing model. The implemented model was applied to Jahamun-road of Jongno-gu district to verify the accuracy of the model. As a result, the simulation results on the Jahamun-road had no great error compared with the actual observation data. In the aspect of usability of model, it is judged that this model will be able to effectively contribute to analysis of amount of carbon emission by traffic, evaluation of traffic flow, plans for location of urban infrastructure and so on.

• Journal of the Korean Society of Safety
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• v.32 no.3
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• pp.136-140
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• 2017

The physical tool for analyzing collision accidents narrows down to the conservation law of momentum. The conservation law of momentum which is also utilized to investigate or to analyze a traffic accident is essential to Newton mechanics. This paper suggests an alternative analytical tool based on the conservation law of momentum. Simply put, the tool is a alternative qualitative method of analyzing a car's direction to find out whether it is driving over the centerline This paper proposes a deduction theory that use qualitative information to make a qualitative analysis of which car drove over the center line.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.199-209
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• 2011

In the study of traffic safety, the analysis on factors affecting crash severity and the understanding about their relationship is important to be planning and execute to improve safety of road and traffic facilities. The purpose of this study is to develop a hierarchical binomial logistic model to identify the significant factors affecting fatal injuries and vehicle damages of traffic crashes on freeway. Two models on death and total vehicle damage are developed. The hierarchical structure of response variable is composed of two level, crash-occupant and crash-vehicle. As a result, we have gotten the crash-level random effect from these hierarchical structure as well as the fixed effect of covariates, namely odds ratio. The crash on the main line and in-out section have greater damage than other facilities. Injuries and vehicle damages are severe in case of traffic violations, centerline invasion and speeding. Also, collision crash and fire occurrence is more severe damaged than other crash types. The surrounding environment of surface conditions by climate and visibility conditions by day and night is a significant factor on crash occurrence. On the orher hand, the geometric condition of road isn't.

• Journal of Korean Society for Geospatial Information Science
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• v.22 no.4
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• pp.135-142
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• 2014

As interest in social safety has recently increased at the national level, the various activities which can effectively prevent crimes are being carried out. Because the existing maps related to crimes provide the information about the present condition of crimes by administrative district for users, women and pedestrians who go by night could not actually grasp safe roads in advance. Therefore, this study developed the methodology that can easily extract dangerous areas due to crimes by the digital map 2.0. In the digital map 2.0, location and attribute information of center-lines of roads and building layers were used to find dangerous areas of crimes in these layers. Pavement materials and road width which are already built by the attribute information were used in the center-lines of roads. Crossing angles that roads and roads cross each other were additionally extracted and utilized. The attribute information about building types were input in the building layers of the digital map 2.0. The areas that are more the threshold values set by totaling up all the risk scores when considering pavement materials, road width, crossing angles of road, and building types in the center-lines of roads and road crossings were extracted as the dangerous areas that crimes can occur. Verification of the developed methodology was done by experiment. In the spatial apsect, the dangerous areas of crimes could be found by using the digital 2.0, roads, and building layers only through the experiment. In the administrative aspect to prevent crimes, additional installation of safety facilities such as street lights and security lights in the identified areas which are vulnerable for crimes is thought to be increasing safety of dangerous areas.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.4
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• pp.377-386
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• 2021

In dense cities, which are covered by many impermeable areas, rainwater flows quickly along the roads and collects in certain areas. The surface runoff that fails to get intercepted by the roadside rain gutters results in a wider flow of water along the sides, which in turn increases the amount of water on the road and causes traffic congestion as well as accidents due to slippage. Based on these issues, this study was carried out in order to propose an intercepted flow calculation formula. To this end, the maximum longitudinal slopes of arterial roads and expressways were reflected to depict a road condition of 2~10 %, while a general traverse slope of 2 % was selected for the traverse slope on the side. As for the road lane condition, two, three, and four lanes were chosen for the area from the centerline to the sidewalk. As for the experimental flow rate, the rainwater runoffs at the actual design frequency of 5, 10, 20, and 30 years for road conditions were converted into experimental flow rates, and as a result, flow rates ranging from 1.36 l/s to 3.96 l/s were divided into ten flow rates for a hydraulic experiment. Also, an equation taking into consideration the inflow velocity and flow width along the roadsides was proposed. The results of the experiment showed an increase in flow width and a decrease in interception rate. Also, the inflow velocity at a traverse slope of 2 % was measured, while increasing the longitudinal slope. Accordingly, an equation for calculating the flow intercepted by rain gutters at a flow width reflecting the longitudinal slope of the road and rainwater runoff, according to the design frequency, was derived by performing a regression analysis using IBM SPSS Statistics 24. It is deemed that the equation derived in this study will be useful in designing rain gutters for roads.

• 한국HCI학회:학술대회논문집
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• 2009.02a
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• pp.1233-1238
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• 2009

This study's aim was to confirm that pseudoneglect affects visual attention through car laterality, using a driving simulator with either bisection or quadrisection strategies being applied to road usage. On the pencil and paper tests, the left quadrisection and bisection marks deviated significantly to the left. While driving, the car was significantly lateralized to the right of the lane regardless of conditions. However, in terms of relative laterality, the biggest left laterality occurred on roads 1(bisection), while the smallest left laterality occurred on roads 2 (right quadrisection). Thus, the effect of pseudoneglect was demonstrated in both the pencil and paper tests and the driving simulation task. Also, roads 2 and 4, which were driven on the right side of the lane, showed a tendency for drivers to avoid the centerline, as this was the expected cause of right laterality. This study demonstrated that the pseudoneglect phenomenon can occur in a routine driving task.

• International Journal of Highway Engineering
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• v.11 no.3
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• pp.151-161
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• 2009

This study was conducted to investigate the characteristics of the curling behavior of long-span pavement slabs under environmental loads. By developing and using finite element models of the long-span pavement slabs, the stress distribution and the effects of slab length, slab thickness, stiffness of underlying layers, and the restraints of the slab ends on the curling behavior were analyzed. In addition, the field experiments were performed with the actual long-span pavement slab to obtain the curling behavior of the real structure under environmental loads. As a result of this study, it was found that the vertical displacements of the long-span pavement slab along the centerline due to the curling behavior were zero except for the areas near the slab ends, and the curling stresses were maximum and constant where the displacements were zero. The slab length and the stiffness of underlying layers did not affect the maximum curling stresses. The restraints at the slab ends made the curling stresses occur near the slab ends, but did not much affect the maximum curling stresses.

• Journal of Korean Society for Geospatial Information Science
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• v.11 no.2 s.25
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• pp.39-45
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• 2003

Roads have been developed throughout the history of mankind, and play a significant role among many traffic facilities for the economy, politics and cultures of our lives. However, the management of roads has not been fully scientific or systematic due to governmental policies focused on construction resulting in damages, and the loss of drawings for existing roads. In this case, it is difficult to manage roads using normal cadastre due to its time consuming work. And, when applying satellite surveying to rapidly extract the centerline of roads, it is impossible to obtain data about the status of internal tunnels. Therefore, this study can be used to extract optimum alignment data of tunnels using the data from satellite surveying, and is a practical paper which can contribute to efficient management and usage of alignment data and road facilities in establishing a HMS(Highway Management System) for the renewal and management of the alignment data of roads, by comparing the data from satellites with the alignment data in existing drawings.

• International Journal of Highway Engineering
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• v.15 no.5
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• pp.47-55
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• 2013

PURPOSES : The purpose of this study is to investigate the optimal joint positions which can minimize distresses of concrete pavement containing box culvert with horizontally skewed angles. METHODS : The concrete pavement containing the box culvert with different skewed angles and soil cover depths was modeled by 3 dimensional finite element method. The contact boundary condition was used between concrete and soil structures in addition to the nonlinear material property of soil in the finite element model. A dynamic analysis was performed by applying the self weight of pavement, negative temperature gradient of slab, and moving vehicle load simultaneously. RESULTS : In case of zero skewed angle ($0^{\circ}$), the maximum tensile stress of slab was the lowest when the joint was positioned directly over side of box culvert. In case there was a skewed angle, the maximum tensile stress of slab was the lowest when the joint passed the intersection between side of the box culvert and longitudinal centerline of slab. The magnitude of the maximum tensile stress converged to a constant value regardless the joint position from 3m of soil cover depth at all of the horizontally skewed angles. CONCLUSIONS : More reasonable and accurate design of the concrete pavement containing the box culvert can be possible based on the research results.