• Journal of Navigation and Port Research
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• v.47 no.4
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• pp.202-211
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• 2023

In maritime accidents, collisions involving fishing vessels are more frequent and severe than those involving other types of vessels. Previous cases of collision accidents caused by fishing vessels causing serious damage implied that fishing vessels maintained high speeds until just before the collision and that they collided with much larger vessels. This study investigated the correlation between the severity of ship damage resulting from fishing vessel collisions and the vessel's speed. The effective impact speed commonly used in the road transport sector was utilized to analyze ship collision accidents. The study collected collision data between fishing vessels and between fishing vessels and non-fishing vessels from accident investigation reports from 2016 to 2022. The effective impact speed was calculated for a total of 617 vessels. After using binary and multinomial logistic regression methodology, the analysis was carried out with effective impact speed as the independent variable and severity of accident as the dependent variable. The analysis revealed a statistically significant correlation between the effective impact speed and the severity of ship damage, indicating that the severity of ship damage is influenced not only by the effective impact speed but also by the tonnage of the vessel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• v.1
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• pp.27-31
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• 2006

GNSS Services and Applications are today in permanent evolution in all the market sectors. This evolution comprises: ${\bullet}$ New constellations and systems, being GALILEO probably the most relevant example, but not the only one, as other regions of the world also dwell into developing their own elements (e.g. the Chinese Beidou system). ${\bullet}$ Modernisation of existing systems, as is the case of GPS and GLONASS ${\bullet}$ New Augmentation services, WAAS, EGNOS, MSAS, GRAS, GAGAN, and many initiatives from other regions of the world ${\bullet}$ Safety of Life services based on the provision of integrity and reliability of the navigation solutions through SBAS and GBAS systems, for aeronautical or maritime applications ${\bullet}$ New Professional applications, based on the unprecedented accuracies and integrity of the positioning and timing solutions of the new navigation systems with examples in science (geodesy, geophysics), Civil engineering (surveying, construction works), Transportation (fleet management, road tolling) and many others. ${\bullet}$ New Mass-market applications based on cheap and simple GNSS receivers providing accurate (meterlevel) solutions for daily personal navigation and information needs. Being on top of this evolving market requires an active participation on the key elements that drive the GNSS development. Early access to the new GNSS signals and services and appropriate testing facilities are critical to be able to reach a good market position in time before the next evolution, and this is usually accessible only to the large system developers as the US, Europe or Japan. Jumping into this league of GNSS developers requires a large investment and a significant development of technology, which may not be at range for all regions of the world. Bearing in mind this situation, MAGIC appears as a concept initiated by a small region within Europe with the purpose of fostering and supporting the development of advanced applications for the new services that can be enabled by the advent of SBAS systems and GALILEO. MAGIC is a low cost platform based on the application of technology developed within the EGNOS project (the SBAS system in Europe), which encompasses the capacity of providing real time EGNOS and, in the near future, GALILEO-like integrity services. MAGIC is designed to be a testing platform for safety of life and liability critical applications, as well as a provider of operational services for the transport or professional sectors in its region of application. This paper will present in detail the MAGIC concept, the status of development of the system within the Madrid region in Spain, the results of the first on-field demonstrations and the immediate plans for deployment and expansion into a complete SBAS+GALILEO regional augmentation system.

• Journal of the Korean Association of Geographic Information Studies
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• v.27 no.1
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• pp.29-40
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• 2024

Recently, the technology of autonomous driving, one of the core of the fourth industrial revolution, is developing, but sensor-based autonomous driving is showing limitations, such as accidents in unexpected situations, To compensate for this, HD-map is being used as a core infrastructure for autonomous driving, and interest in the public and private sectors is increasing, and various studies and technology developments are being conducted to secure the latest and accuracy of HD-map. Currently, NGII will be newly built in urban areas and major roads across the country, including the metropolitan area, where self-driving cars are expected to run, and is working to minimize data error rates through quality verification. Therefore, this study analyzes the spatial relationship of reference objects in the attribute structuring process for rapid and accurate renewal and production of HD-map under construction by NGII, By applying the attribute input automation methodology of the reference object in which spatial relations are established using the library of open source-based PyQGIS, target sites were selected for each road type, such as high-speed national highways, general national highways, and C-ITS demonstration sections. Using the attribute automation tool developed in this study, it took about 2 to 5 minutes for each target location to automatically input the attributes of the spatial relationship reference object, As a result of automation of attribute input for reference objects, attribute input accuracy of 86.4% for high-speed national highways, 79.7% for general national highways, 82.4% for C-ITS, and 82.8% on average were secured.

• Land and Housing Review
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• v.8 no.4
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• pp.233-247
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• 2017

In Europe and the USA, the use of limit state design method has been established, and the Korea Ministry of Land, Transport and Maritime Affairs has implemented the bridge substructure design standard based on the critical state. But Korean piling methods and ground conditions are different from Europe and USA, the limit state design method can not be used immediately. In this study, the resistance coefficient was proposed by comparing and analyzing the results of the static load test(9 times) and dynamic load tests(9 times of EOID and 9 times of Restrike) with the bearing capacity calculated by Meyerhof(LH design standard, Road bridge design standard) method and surcharge load method(using Terzaghi's bearing capacity coefficient and Hansen & Vesic's bearing capacity coefficient). The previous LHI study showed the resistance coefficient of the LH design standard was 0.36 ~ 0.44, and this research result showed the resistance coefficient was 0.39 ~ 0.48 which is about 8% higher than the previous study. In this study, we tried to obtain the resistance coefficient mainly from the static load test and the resistance coefficient was 0.57 ~ 0.69(Meyhof method : LH design standard) based on the ultimate bearing capacity and the resistance coefficient was 0.49 ~ 0.60(Meyhof method : LH design standard) based on the Davissons bearing capacity. The difference of the resistance coefficient between the static and dynamic load test was greater than that we expected, we proposed the resistance coefficient(0.52 ~ 0.62 : Meyerhof method: LH design standard) using the modified bearing capacity of the dynamic load test. Summarizing the result, the coefficient of resistance obtained from the static and dynamic load tests was 0.35 ~ 0.76, which is greater than 0.3 suggested by the Road bridge design standard, so the economical design might be possible using the coefficient of resistance proposed by this study.

• International Journal of Highway Engineering
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• v.20 no.1
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• pp.107-115
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• 2018

PURPOSES : As the population of the mobility handicapped, who are classified as the disabled, the elderly, pregnant women, children, etc., has increased, the voices for guaranteeing their rights have been increasing as well. Thus, the design manuals for roads and sidewalks for the mobility handicapped were developed by the local government, such as the Ministry of Land, Transport, and Tourism, in Seoul City. However, according to the 2013 survey results of the Seoul Metropolitan City, the mobility handicapped still feel uncomfortable with the sidewalks, and particularly request for the improvement of the step and slope of the sidewalk curb. Therefore, in this study, we conducted an empirical experimental study to determine the slope of the sidewalk curb and height of the steps considering the mobility handicapped and analyzed whether there is a statistically significant difference. METHODS : The methodology of this study is an empirical experimental one. In the study, five non-disabled people, 10 wheelchair users, and 10 eye patch and stick users walked about 2-3 min on the sidewalk plates of the sloped type (0%, 5%, 6.3%, 8.3%) and stepped type (0 cm, 1 cm, 3 cm, 6 cm), and their human physiological responses, such as the skin temperature, volume of perspiration on forehead and chest, and heart rate, were measured and recorded. After combining the data, we conducted a nonparametric test, ANOVA, or t-test to determine whether there was a statistically significant difference according to each slope and step type. RESULTS : It was found that for the non-disabled, there was no significant difference in human physiological responses according to the slope and steps of the sidewalk. It can be said that the non-disabled do not feel much physiological discomfort while walking. In the case of the sloped sidewalk plate, the heart rate of the wheel chair users increased when the slope was 6.3%. In the case of the eye patch and stick users, the volume of perspiration on the chest increased at a slope of 5.0%. In general, it is judged that a sidewalk with a slope that is less than 5% does not cause a change in the physiological response. In the case of a stepped sidewalk plate, when 0 cm, 1 cm, and 3 cm were compared for wheelchair users, the amount of forehead perspiration increased from 1 cm. Meanwhile, in the case of the eye patch and stick users, when 0 cm and 6 cm were compared, the amount of perspiration on the forehead and chest as well as the heart rate all increased at 6 cm. Taken together, in the case of wheelchair users, a difference was shown when the height of the step of the sidewalk plate was 1 cm, suggesting that installing it at 0 cm does not cause any physiological discomfort. Moreover, in the case of the eye patch and stick users, when comparing only 0 cm and 6 cm, 0 cm was considered to be suitable, as there was a difference in physiological response at 6 cm. CONCLUSIONS : In this study, we set the human physiological responses such as chest skin temperature, amount of perspiration, and heart rate as evaluation items, and our study was considered to be a meaningful experiment that targeted wheelchair users as well as eye patch and stick users. The validity of the evaluation items was confirmed, as the results of human physiological responses were significant. As for the sidewalk design, according to the experiment result, it is considered that differential application should be implemented according to the type of mobility handicap, rather than uniformly applying a sidewalk step of 2 cm and sidewalk slope of 1/25, which are the current legal standards.

• Korean Journal of Remote Sensing
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• v.37 no.6_2
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• pp.1849-1858
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• 2021

We analyzed the monthly and annual trends of the meteorological factors(wind speeds and directions and air temperatures) measured at an automated synoptic observation system (ASOS) and fine particle (PM₁₀ and PM_2.5) concentrations measured at the air quality monitoring systems(AQMSs) in Suwon. In addition, we investigated how the fine particle concentrations were related to the meteorological factors as well as urban morphological parameters (fractions of building volume and road area). We calculated the total volume of buildings and the total area of the roads in the area of 2 km × 2 km centered at each AQMS using the geographic information system and environmental geographic information system. The analysis of the meteorological factors showed that the dominant wind directions at the ASOS were westerly and northwesterly and that the average wind speed was strong in Spring. The measured fine particle concentrations were low in Summer and early Autumn (July to September) and high in Spring and Winter. In 2020, the annual mean fine particle concentration was lowest at most AQMSs. The fine particle concentrations were negatively and weakly correlated with the measured wind speeds and air temperatures (the correlation between PM_2.5 concentrations and air temperatures was relatively strong). In Suwon city, at least for 6 AQMSs except for the RAQMS 131116 and AQMS 131118, the PM₁₀ concentrations were affected mainly by the transport from outside rather than primary emission from mobile sources or wind speed decrease caused by buildings and, in the case of PM_2.5, vise versa.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.2
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• pp.225-231
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• 2020

Fresh water that can be used by a person of the total amount of water on the planet is increased because it is less than 0.01 % except underground water, ice and snow, etc. water management response need. In order to protect and efficiently utilize water resources, major countries are conducting water footprint studies that can quantitatively estimate the amount of water put into the operating phase of the resource harvesting phase, mainly agriculture. Korea has also recently developed a number of policies in order to cope with water shortages, and in the construction industry, as well as the need for basic research to support it has been emphasized. This study was constructed DB up to the raw material harvesting step, the transport step, the production stage in order to estimate the water consumption of resources to be put into the work process to target the drainage of the road. Water usage estimation method was utilized the method presented in the Water Footprint Manual and the environmental score card certification guide, unit water usage each drainage main method was calculated after estimating the water footprint considering the water character factor, indirect water and the direct water, the water consumption factor of material input to each process. Brown asphalt, rebar, remicon of the drainage material as a result of the water footprint calculation accounted for 97 % of the total. Drainage method is a culvert, a side channel, a culvert wing wall, reinforced concrete open channel accounted for 92.2 % of the total. Drainage total step-by-step calculated water consumption and water footprint was found in order of raw material harvesting step, transport stage, production stage. Water footprint each drainage method or total drainage material calculated in this study can be used as a base data in the agricultural and construction sectors. In order to increase the reliability of the analysis, it is believed that further overseas databases will be needed for continuous review and research.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.4 no.1 s.6
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• pp.43-56
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• 2005

This research has examined a time series analysis(TSA) of an every hour traffic information such as occupancy, a traffic flow, and a speed, a statistical model of a surveyed data on the traffic fundamental diagram and an expand aspect of a traffic jam by many Parts of the traffic flow. Based on the detected data from traffic accidents on the Cheonan-Nonsan high way and events when the road volume decreases dramatically like traffic accidents it can be estimated from the change of occupancy right after accidents. When it comes to a traffic jam like events the changing gap of the occupancy and the mean speed is gentle, in addition to a quickness and an accuracy of a detection by the time series analyse of simple traffic index is weak. When it is a stable flow a relationship between the occupancy and a flow is a linear, which explain a very high reliability. In contrast, a platoon form presented by a wide deviation about an ideal speed of drivers is difficult to express by a statical model in a relationship between the speed and occupancy, In this case the speed drops shifty at 6$\~$8$\%$ occupancy. In case of an unstable flow, it is difficult to adopt a statistical model because the formation-clearance Process of a traffic jam is analyzed in each parts. Taken the formation-clearance process of a traffic jam by 2 parts division into consideration the flow having an accident is transferred to a stopped flow and the occupancy increases dramatically. When the flow recovers from a sloped flow to a free flow the occupancy which has increased dramatically decrease gradually and then traffic flow increases according as the result analyzed traffic flow by the multi regime as time series. When it is on the traffic jam the traffic flow transfers from an impeded free flow to a congested flow and then a jammed flow which is complicated more than on the accidents and the gap of traffic volume in each traffic conditions about a same occupancy is generated huge. This research presents a need of a multi-regime division when analyzing a traffic flow and for the future it needs a fixed quantity division and model about each traffic regimes.

• Korean Journal of Heritage: History & Science
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• v.45 no.3
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• pp.114-159
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• 2012

The Northern Song Dynasty Period (北宋時代) was a drastic transitional era in all aspect of Chinese society including the politico-economic system, ideology and cultural trait. These changes that began in the late Tang (唐) Dynasty Period accomplished in the Northern Song Dynasty. In this phase, the fundamental change influenced in all institutional area; and among them, the capital city planning and its associating building technology to pile stone walls shows one of the significant change of those time. Based on the geographical factor, confluences of many rivers, the Kaifeing (開封) area where the BianLieng palace had developed as a political and economical centre since the Tang Dynasty when the Grand Canal was constructed. According to archaeological researches, the central city structure of Dongjing Walled Town was begun to plan in the late Tang Dynasty and formed in Five Dynasties. The fundamental functional change of city completed in the Midnorthern Song Dynasty. In spite of the relatively late beginning of archaeological investigations to Kaifeng Walled Town and Dongjing Walled Town due to unfavourable natural environment, excavations inaugurated since 1981 have achieved the significant investigations including the actual measurement and excavation to the outer wall, the preliminary excavation to the inner city area, the investigation and excavation to the royal palace of Song and the survey to the royal palace of King Zho in the Ming (明) Dynasty. These surveys have provide important data to reconstruct the 변량 palace, and elucidate the characteristics of city plan in the Dongjing Walled Town and the institutional change of capital city plan of the Northern Song Dynasty. The basic layout of Dongjing Walled Town reflect the realisation of ideality of the late Chinese medieval capital city structure that establish the commercial and economic centre based on the intensification of emperor's power by means of the organisation of ethical institution and the development of commercial economy. Firstly, the central place of the Kaifeng area is encircled with triple walls. This emphasise the authority of emperor located on the summit in the hierarchical ethic system succeeding to the main capital city plan of the late phase of ancient China. Secondly, the location of Dongjing Walled Town was decided by the transport network and the commercial function and defence function. Thirdly, this site shows the change of city structure and landscape of the Northern Song Dynasty. The closed Fengri (坊里: block) system transferred the open Jiexiang (街巷: road) system. Fourthly, the capital city was characterised by the free market trade and the diversification of market place. Fifthly, a convenient transport network in the Bian River, a centre of the Grand Canals, enabled to construct the Kaifeng Walled Town. Therefore, the Northern Song Dynasty continuously accomplished the developed water system as concerning about the utilisation of waterways after the construction of city.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.172-191
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• 2023

This study was undertaken to strategize the mixed traffic operation of autonomous vehicles in the pilot zone. This was achieved by analyzing the changes expected when autonomous vehicles are mixed in the autonomous vehicle pilot zone. Although finding a safe and efficient traffic operation strategy is required for the pilot zone to serve as a test bed for autonomous vehicles, there is no available operation strategy based on the mixture of autonomous vehicles. In order to presents a traffic operation strategies for each period of autonomous vehicle introduction, traffic efficiency and safety analysis was performed according to the autonomous vehicle market percentage rate. Based on the analysis results, the introduction stage was divided into introductory stage, transition period, and stable period based on the autonomous vehicle market share of 30% and 70%. This study presents the following traffic operation strategies. Considering the traffic flow operation strategy, we suggest the advancement of the existing road infrastructure at the introductory stage, and operating an autonomous driving lane and the mileage system during the transition period. We also propose expanding the operation of autonomous driving lanes and easing the speed limit during the stable period. In the traffic safety strategy, we present a manual and legal system for responding to autonomous vehicle accidents in the introductory stage, an analysis of the causes of autonomous vehicle accidents and the implementation of preventive policies in the transition period, and the advancement of the autonomous system and the reinforcement of the security system during the stable period. Through the traffic operation strategy presented in this study, we foresee the possibility of preemptively responding to the changes of traffic flow and traffic safety expected due to the mixture of autonomous vehicles in the autonomous vehicle pilot zone in the future.