• Proceedings of the Korean Society of Environment and Ecology Conference
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• 2005.04a
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• pp.168-170
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• 2005

• Journal of Korean Society of Forest Science
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• v.81 no.4
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• pp.363-371
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• 1992

This study was aimed at developing a computer model to determine rational road networks in mountainous forests. The computer model is composed of two major subroutines for digital terrain analyses and route selection. The digital terrain model(DTM) provides various information on topographic and vegetative characteristics of forest stands. The DTM also evaluates the effectiveness of road construction based on slope gradients. Using the results of digital terrain analyses, the route selection subroutine, heuristically, determines the optimal road layout satisfying the predefined road densities. The route selection subroutine uses the area-partitioning method in order to fully of roads. This method leads to unbiased road layouts in forest areas. The size of the unit partitiones area can be calculated as a function of the predefined road density. In addition, the user-defined road density of the area-partitioning method provides flexibility in applying the model to real situations. The rational road network can be easily achived for varying road densities, which would be an essential element for network design of forest roads. The optimality conditions are evaluated in conjuction with longitudinal gradients, investment efficiency earthwork quantity or the mixed criteria of these three. The performance of the model was measured and, then, compared with those of conventional ones in terns of average skidding distance, accessibility of stands, development index and circulated road network index. The results of the performance analysis indicate that selection of roading routes for network design using the digital terrain analysis and the area-partitioning method improves performance of the network design medel.

• Journal of Korean Society for Atmospheric Environment
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• v.2 no.2
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• pp.9-18
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• 1986

For identification and apportionment of sources emitting particulate matters in environment, the multi-elemental characterization of size-density fractionated particulate matters was carried out. Eight types of samples were tested; soil, flyash released from burning of bunker-Coil, diesel oil, coal, and soft coal, urban road-way dust, urban dust fall, and airborne particulate matter. The fractions of particulate matters obtained by heavy liquid separation methos with a series of dichloromethane-bromoform were then analyzed using atomic absorption spectrophotometry for Ni, Cr, Cu, An, Fe, Al, and Mg. Each sample showed a different concentration profile as a function of density, and a number of useful conclusions concerning characterization of elemental distribution were obtained. From the density distributions of elements in soil, the maximum value was found for all elements in the density range of 2.2 $\sim 2.9g.cm^{-3}$, including the density of $SiO_2$. However, the distribution of metallic compounds with the density lower than $2.2g.cm^{-3}$ was prevalent in urban roadway dust, urban dust fall, and airborne particulate matter. And the density distribution curves of these urban dusts also have the higher distribution at the density of 2.2 - 2.9g.cm^{-3}$, including the density of wind-blown silica. This tendency generally was prevalent in the natural source elements, such as Al, Fe, Mn, and Mg. The maximum values were found in the density ranges of 1.3 $\sim 2.2g.cm^{-3}$ from the density distribution of elements in oil fired flyash. These distributions of anthropogenic source elements, such as Zn, Ni, Cu, and Cr were higher predominately than those of natural source elements. And the higher distribution was found in the density range of $2.2 \sim 2.9g.cm^{-3}$ from the density distribution of elements in coal and soft-coal fired flyash. These distributions showed similar patterns to soil. But anthropogenic source elements somewhat predominated at the density ranges of $1.3 \sim 2.2g.cm{-3} and 2.9g.cm^{-3}$ to soil. Therefore the higher distribution of anthropogenic source elements in the density ranges of $1.3 \sim 2.2g.cm^{-3} and 2.9g.cm^{-3}$ was considered as anthropogenic origin.

• Environmental Sciences Bulletin of The Korean Environmental Sciences Society
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• v.4 no.1
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• pp.1-9
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• 2000

This paper describes an analysis of various factors affecting traffic noise propagation, including the distance from the road, existence of a direct path of noise propagation, density and height of buildings, and procedure for predicting the attenuation of noise levels from roads. The analysis is based on a multiple number of regression models, utilizing the quantification theory of the first kind. This study incorporates a large amount of survey data concerning traffic noise propagation. The survey of the traffic noise propagation around main roads was carried out in several residential areas, mainly in Kwangju. The attenuation of noise levels measured provided 691 usable data samples. A multiple regression analysis demonstrated that the distance from the road makes the most significant contribution to the attenuation of the noise level. The second contributor was found to be the existence of a direct path of noise propagation. The building density and average height of the buildings also affected the attenuation of the noise level considerably. Other factors, such as the height of the building behind the receiver microphone and the number of traffic lanes on the noise-source roads, did not contribute as much to the attenuation of the noise level as the factors mentioned avove.

• Journal of the Korean Data and Information Science Society
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• v.21 no.4
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• pp.783-793
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• 2010

Several multi-hop applications developed for vehicular ad hoc networks use broadcast as a means to either discover nearby neighbors or propagate useful traffic information to other vehicles located within a certain geographical area. However, the conventional broadcast mechanism may lead to the so-called broadcast storm problem, a scenario in which there is a high level of contention and collisions at the link layer due to an excessive number of broadcast packets. We present a fuzzy alert message dissemination algorithm to improve performance for road safety alert application in Vehicular Ad-hoc Network (VANET). In the proposed algorithm, when a vehicle receives an alert message for the first time, the vehicle rebroadcasts the alert message according to the fuzzy control rules for rebroadcast degree, where the rebroadcast degree depends on the current traffic density of the road and the distance between source vehicle and destination vehicle. Also, the proposed algorithm is the hybrid algorithm that uses broadcast protocol together with token protocol according to traffic density. The performance of the proposed algorithm is evaluated through simulation and compared with that of other alert message dissemination algorithms.

• International Journal of Highway Engineering
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• v.16 no.4
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• pp.119-126
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• 2014

PURPOSES: Used in transportation planning and traffic engineering, almost traffic simulation tools have input variable values optimized by overseas traffic flow attribution because they are almost developed in overseas country. Thus, model calibration appropriated for internal traffic flow attribution is needed to improve reliability of simulation method. METHODS : In this study, the traffic flow model calibration is based on expressways. For model calibration, it needs to define each expressway link according to attribution, thus it is classified by design speed, geometric conditions and number of lanes. And modified greenshield model is used as traffic flow model. RESULTS : The result of the traffic model calibration indicates that internal congested density is lower than overseas. And the result of analysis according to the link attribution indicates that the more design speed and number of lanes increase, the lower the minimum speed, the higher the congested density. CONCLUSIONS: In the traffic simulation tool developed in overseas, the traffic flow is different as design speed and number of lanes, but road segment don't affect traffic flow. Therefore, these results need to apply reasonably to internal traffic simulation method.

• Korean Journal of Remote Sensing
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• v.22 no.2
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• pp.123-129
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• 2006

High-resolution aerial color image offers great possibilities for geometric and semantic information for spatial data generation. However, shadow casts by buildings and trees in high-density urban areas obscure much of the information in the image giving rise to potentially inaccurate classification and inexact feature extraction. Though many researches have been implemented for solving shadow casts, few studies have been carried out about the extraction of features hindered by shadows from aerial color images in urban areas. This paper presents a asphalt road boundary extraction technique that combines information from aerial color image and LIDAR (LIght Detection And Ranging) data. The following steps have been performed to remove shadow effects and to extract road boundary from the image. First, the shadow regions of the aerial color image are precisely located using LEAR DSM (Digital Surface Model) and solar positions. Second, shadow regions assumed as road are corrected by shadow path reconstruction algorithms. After that, asphalt road boundary extraction is implemented by segmentation and edge detection. Finally, asphalt road boundary lines are extracted as vector data by vectorization technique. The experimental results showed that this approach was effective and great potential advantages.

• International Journal of Highway Engineering
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• v.14 no.6
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• pp.183-190
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• 2012

PURPOSES : The fundamental diagram provides basic information necessary in the analysis of traffic flow and highway operation. When traffic flow is congested, the density-flow points in the fundamental diagram are widely scattered and move in a stochastic manner. This paper investigates the pattern of density-flow point transitions and identifies car-following behaviors underlying the density-flow transitions. METHODS : From a microscopic analysis of 722 fundamental diagrams of NGSIM data, a total of 20 transition patterns of fundamental diagrams are identified. Prominent features of the transition patterns are explained by the behavior of the leader and follower. RESULTS : It is found out that the average speed and the speed difference between the leader and the follower critically determine the density-flow transition pattern. The density-flow path is very sensitive to the values of vehicle speed and spacing especially at low speed and high density such that most fluctuations in the fundamental diagram in the congested regime is due to the noise of speed and spacing variations. CONCLUSIONS : The result of this study suggests that the average speed, the speed difference between the leader and the follower, and the random variations of speed and spacing are dominant factors that explain the transition patterns of a fundamental diagram.

• Journal of the Korean Recycled Construction Resources Institute
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• v.12 no.2
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• pp.196-205
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• 2024

In this study, sample collection and quantification analysis of Tire and Road Wear Particles (TRWP) from the road surface were conducted to predict the amount of TRWP generated on the road surface moving by environmental compartment depending on rainfall intensity. Samples were collected from TRWP remaining on the road surface two days after the 3 days average rainfall (0-60 mm/day) occurred and the road surface was completely dry. Only TRWP were separated from the collected samples through size and density separation, and the difference in the content of TRWP remaining on the road surface after rainfall was based on the value of 60.2 g o f TRWP o n a day witho ut rain (0 mm/day). By calculating, it was co nfirmed that 0-49.4 g o f TRWP can mo ve to the environmental compartment depending on the intensity of rainfall. In addition, it was confirmed that when the rainfall intensity was 60 mm/day, the amount of TRWP moving to each environmental section was 3.75 times higher compared to 5 mm/day, and using the results of previous research, the total amount of TRWP that can be transported to the environmental compartment by rainfall from the domestic road environment annually is 9,592 tons, and 288 tons of this can be affected by marine microplastics. However, this study has limitations in terms of limited space and predicted results, but it would like to mention the need to improve the domestic road environment and sewage treatment system to reduce TRWP. In the future, we plan to conduct sample collection and concentration analysis studies of TRWP in real environmental compartments to verify the results of this study.

• Magazine of the Korean Society of Agricultural Engineers
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• v.36 no.4
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• pp.103-116
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• 1994

The objective of this study was to determine the criteria for density and moisture content measurements made with a nuclear density meter on common materials in the construction field. The study also sought to test a full-type nuclear density meter in controlling the density of overlay layers( 2.5~5.0cm). In order to determine the accuracy and reliablility of nuclear guage measurements made on construction materials, laboratory and field tests were conducted. Wooden blocks( 65 x 45 ${\times}$ 50 cm) and a special steel compactor( 4.7kg) were constructed in order to carry out tests which were conducted on three different materials; coarse gramed soil, fine grained soil, and AC material. Throughout all laboratory and field tests, the nuclear density and moisture content were determined using Humboldt 5OOLP nuclear gauge. The tests on subgrade material entailed obtaining density measurements by means of both the sand replacement method and the nuclear density meter. The results of the sand replacement method were then compared to the readings recorded bu the meter. As in the subgrade material tests, density measurements made during AC pavement tests were also determined using the unclear meter in addition to a second means; through the core method. The meter readings and core densties were compared as was done in the tests on subgrade materials. The correlation between the results of the sand replacement test( also, the core method) and meter readings on subgrade material was then determined. Sirnilarly, the observed results were then analyzed through linear regression. The tests to determine thin-lift density by means of a full-type nuclear density meter also conducted on the overlay layers( about 4. 8cm thickness) above AC pavements at road construction sities in Korea.