• The Journal of Korean Institute of Communications and Information Sciences
• /
• v.40 no.1
• /
• pp.96-107
• /
• 2015

VANET technologies provide real-time traffic information for mitigating traffic jam and preventing traffic accidents, as well as in-vehicle infotainment service through Telematics/Intelligent Transportation System (ITS). Due to the rapid increasement of various requirements, the vehicle communication with a limited resource and the fixed frame architecture of the conventional techniques is limited to provide an efficient communication service. Therefore, a new flexible operation depending on the surrounding situation information is required that needs an adaptive design of the network architecture and protocol for efficiently predicting, distributing and sharing the context-aware information. In this paper, Vehicle-to-Infrastructure (V2I) based on communication between vehicle and a Road Side Units (RSU) and Vehicle-to-Vehicle (V2V) based on communication between vehicles are effectively combined in a new MAC architecture and V2I and V2V vehicles collaborate in management. As a result, many vehicles and RSU can use more efficiently the resource and send data rapidly. The simulation results show that the proposed method can achieve high resource utilization in accordance. Also we can find out the optimal transmission relay time and 2nd relay vehicle selection probability value to spread out V2V/V2I collaborative schedule message rapidly.

• Journal of the Korea Academia-Industrial cooperation Society
• /
• v.20 no.4
• /
• pp.551-563
• /
• 2019

This study examined the characteristics of a district through the concept of a block system in the physical aspect of the four land readjustment project districts of Cheongju City in the 1970s. The results of this study are as follows. First, the local road system for accessing the main road network and blocks was well established compared with the current urban development standards. On the other hand, since the access roads to the individual lots in the block were not equipped properly, it was difficult to improve a house. Second, according to the characteristics of the block, the Aspect Ratio of blocks was 1: 2 on average and most of those directions was east-west. The area of block from the 1st to 3rd districts was increasing, but districts 4 were decreasing. This also was changed to the shape of a contemporary block system. The larger the size of the block area, the lower the Jeobdoyul. Third, in terms of the characteristics of the lot array, blocks with a multi-row system of $4{\times}4$ or more were lots up to the 1st to 3rd district, but 4th district was improved greatly. Because blocks close a square shape have become excessively poor with Jeobdoyul, it was judged that it is difficult to improve the residential environment. Moreover, as the type of the residential development by the land readjustment project is standardized considerably and this type of land area is extensive, it can be an alternative to control the urban sprawl of suburbs if it finds the way to improve this type of the residential area considering this characteristic.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
• /
• v.37 no.4
• /
• pp.219-231
• /
• 2019

The specifications of signboards are set for each type of signboards, but the shape and size of the signboard actually installed are not uniform. In addition, because the colors of the signboard are not defined, so various colors are applied to the signboard. Methods for recognizing signboards can be thought of as similar methods of recognizing road signs and license plates, but due to the nature of the signboards, there are limitations in that the signboards can not be recognized in a way similar to road signs and license plates. In this study, we proposed a methodology for recognizing plate-type signboards, which are the main targets of illegal and old signboards, and automatically extracting areas of signboards, using the deep learning-based Faster R-CNN algorithm. The process of recognizing flat type signboards through signboard images captured by using smartphone cameras is divided into two sequences. First, the type of signboard was recognized using deep learning to recognize flat type signboards in various types of signboard images, and the result showed an accuracy of about 71%. Next, when the boundary recognition algorithm for the signboards was applied to recognize the boundary area of the flat type signboard, the boundary of flat type signboard was recognized with an accuracy of 85%.

• Journal of the Korean Association of Geographic Information Studies
• /
• v.22 no.3
• /
• pp.51-64
• /
• 2019

Mt. Geumgang has been a scenic spot representing the Korean peninsula since the Joseon Dynasty, and became a symbol of inter-Korean exchanges with the Gaesong Industrial Complex after the division of the South and North. Mt. Geumgang Tour Course is divided into the Inner-Geumgang (Naegeumgang) and the Outer-Geumgang (Oegeumgang). It was common for the Mt. Geumgang tour route during the Joseon Dynasty and the Japanese Imperialization period to enter the Inner-Geumgang, near Seoul, and come to the East Sea through the Outer-Geumgang. However, the tour route starting from Goseong was utilized for the Mt. Geumgang tour course operated by Hyundai. Because North Korea opened only the Outer-Geumgang area. North Korea has only opened some of its tour courses to Hyundai, but if Geumgang tourism is resumed in the future, there is a high possibility that it will be opened further, such as opening some sections of the Inner-Geumgang in 2007. In this case, it is necessary to connect additional transportation networks to access Inner-Geumgang from South Korea. The best alternative was the restoration of the Mt. Geumgang Railway. However, considering the fact that the reconstruction of the Mt. Geumgang Railway can not be completed due to the construction of the Imnam Dam, it is the most realistic alternative to restore Route 31 connecting Yanggu and Geumgang-eup. As a result of the analysis of road connecting Inner-Geumgang, three routes were confirmed. All of which were adjacent to the existing National Route 31. These routes passing through Dutayeon and Mundeung-ri and joining the Route 31 from Inje. Considering road length, topography characteristics, and military facility layout, it seems that the connection of 'Dutaeyun - Mundeung - Geumgang' is a realistic alternative connecting from South Korea to Inner-Geumgang.

• Journal of the Korean Institute of Landscape Architecture
• /
• v.46 no.6
• /
• pp.97-110
• /
• 2018

This study examined the value of the old roads and roadscapes as modern assets. Topographic maps of the two years (1916 and 1919, which were produced by the Japanese Government-General of Korea) and the digital topographic map produced in 2017, were analyzed. The total amount of roads that have survived for the past 100 years are located in 108 places and total 26.32km. After examining the remnants of the roads in YeongDo, the type of scenery experienced along the roads were classified into nine kinds. The place where a sequential scenery experience takes place due to the survival of the past, the experience is based on the transition of historical scenery, not the scenery of the present time. A new model that can preserve, manage and plan this scenery is required. Therefore, we propose a new landscape model that elevates the concept of gaze from a spatial concept to a spatiotemporal concept. Based on this model, we propose a conservation criterion of the landscape viewed on the road as a viewpoint. As a modern asset for the next 100 years of YeongDo, it is necessary to understand and preserve the meaning of the landscape and roadside scenery as a transit landscape network. The remnant of roads from 100 years ago suggests that the scenery on the road was has been maintained, and it is the historical landscape of the YeongDo area. Through the landscape conservation plan proposed in this study, it is expected that the historical roads and their landscape will be positioned as a modern asset and an aspect of local heritage, and the future conservation and management of the roads and roadscapes will continue.

• Korean Journal of Environment and Ecology
• /
• v.35 no.2
• /
• pp.193-203
• /
• 2021

As endangered species are gradually increasing due to land development by humans, it is essential to secure sufficient protected areas (PAs) proactively. Therefore, this study checked priority conservation areas to select candidate PAs when considering the impact of land development. We determined the conservation priorities by analyzing four scenarios based on existing conservation areas and reflecting the development impact using MARXAN, the decision-making support software for the conservation plan. The development impact was derived using the developed area ratio, population density, road network system, and traffic volume. The conservation areas of endangered species were derived using the data of the appearance points of birds, mammals, and herptiles from the 3rd National Ecosystem Survey. These two factors were used as input data to map conservation priority areas with the machine learning-based optimization methodology. The result identified many non-PAs areas that were expected to play an important role conserving endangered species. When considering the land development impact, it was found that the areas with priority for conservation were fragmented. Even when both the development impact and existing PAs were considered, the priority was higher in areas from the current PAs because many road developments had already been completed around the current PAs. Therefore, it is necessary to consider areas other than the current PAs to protect endangered species and seek alternative measures to fragmented conservation priority areas.

• Journal of the Korean Association of Geographic Information Studies
• /
• v.25 no.4
• /
• pp.107-118
• /
• 2022

As connected and automated driving(CAD) technology is entering its commercialization stage, service platforms providing CAD-based mobility services have increased these days. However, CAD-baded mobility services with these platforms need more consideration for the demand for mobility services when determining target areas for CAD-based mobility services because current CAB-based mobility design focus on driving performance and driving stability. For a more efficient design of CAD-based mobility services, we analyzed the applicability for the introduction of CAD-based mobility services in terms of driving difficulty of CAD and demand patterns of current non-CAD based-mobility services, e.g., taxi, demand-responsive transit(DRT), and special transportation systems(STS). In addition, for the spatial analysis of the applicability of the CAD-based mobility service, we propose the Index for Autonomous Driving Applicability (IADA) and analyze the characteristics of the spatial distribution of IADA from the network perspective. The analysis results show that the applicability of CAD-based mobility services depends more on the demand patterns than the driving difficulty of CAV. In particular, the results show that the concentration pattern of demand in a specific road link is more important than the size of demand. As a result, STS service shows higher applicability compared to other mobility services, even though the size of demand for this mobility service is relatively small.

• Journal of the Society of Disaster Information
• /
• v.19 no.2
• /
• pp.334-343
• /
• 2023

Purpose: In this study, the cavity data found through ground cavity exploration was combined with underground facilities to derive a correlation, and the ground subsidence prediction map was verified based on the AI algorithm. Method: The study was conducted in three stages. The stage of data investigation and big data collection related to risk assessment. Data pre-processing steps for AI analysis. And it is the step of verifying the ground subsidence risk prediction map using the AI algorithm. Result: By analyzing the ground subsidence risk prediction map prepared, it was possible to confirm the distribution of risk grades in three stages of emergency, priority, and general for Busanjin-gu and Saha-gu. In addition, by arranging the predicted ground subsidence risk ratings for each section of the road route, it was confirmed that 3 out of 61 sections in Busanjin-gu and 7 out of 68 sections in Sahagu included roads with emergency ratings. Conclusion: Based on the verified ground subsidence risk prediction map, it is possible to provide citizens with a safe road environment by setting the exploration section according to the risk level and conducting investigation.

• Journal of Korean Society of Transportation
• /
• v.20 no.3
• /
• pp.149-158
• /
• 2002

For the purpose of preciously describing real time traffic pattern in urban road network, dynamic network loading(DNL) models able to simulate traffic behavior are required. A number of different methods are available, including macroscopic, microscopic dynamic network models, as well as analytical model. Equivalency minimization problem and Variation inequality problem are the analytical models, which include explicit mathematical travel cost function for describing traffic behaviors on the network. While microscopic simulation models move vehicles according to behavioral car-following and cell-transmission. However, DNL models embedding such travel time function have some limitations ; analytical model has lacking of describing traffic characteristics such as relations between flow and speed, between speed and density Microscopic simulation models are the most detailed and realistic, but they are difficult to calibrate and may not be the most practical tools for large-scale networks. To cope with such problems, this paper develops a new DNL model appropriate for dynamic traffic assignment(DTA), The model is combined with vertical queue model representing vehicles as vertical queues at the end of links. In order to compare and to assess the model, we use a contrived example network. From the numerical results, we found that the DNL model presented in the paper were able to describe traffic characteristics with reasonable amount of computing time. The model also showed good relationship between travel time and traffic flow and expressed the feature of backward turn at near capacity.

• Journal of Intelligence and Information Systems
• /
• v.22 no.1
• /
• pp.107-118
• /
• 2016

The advent of 5G mobile communications, which is expected in 2020, will provide many services such as Internet of Things (IoT) and vehicle-to-infra/vehicle/nomadic (V2X) communication. There are many requirements to realizing these services: reduced latency, high data rate and reliability, and real-time service. In particular, a high level of reliability and delay sensitivity with an increased data rate are very important for M2M, IoT, and Factory 4.0. Around the world, 5G standardization organizations have considered these services and grouped them to finally derive the technical requirements and service scenarios. The first scenario is broadcast services that use a high data rate for multiple cases of sporting events or emergencies. The second scenario is as support for e-Health, car reliability, etc.; the third scenario is related to VR games with delay sensitivity and real-time techniques. Recently, these groups have been forming agreements on the requirements for such scenarios and the target level. Various techniques are being studied to satisfy such requirements and are being discussed in the context of software-defined networking (SDN) as the next-generation network architecture. SDN is being used to standardize ONF and basically refers to a structure that separates signals for the control plane from the packets for the data plane. One of the best examples for low latency and high reliability is an intelligent traffic system (ITS) using V2X. Because a car passes a small cell of the 5G network very rapidly, the messages to be delivered in the event of an emergency have to be transported in a very short time. This is a typical example requiring high delay sensitivity. 5G has to support a high reliability and delay sensitivity requirements for V2X in the field of traffic control. For these reasons, V2X is a major application of critical delay. V2X (vehicle-to-infra/vehicle/nomadic) represents all types of communication methods applicable to road and vehicles. It refers to a connected or networked vehicle. V2X can be divided into three kinds of communications. First is the communication between a vehicle and infrastructure (vehicle-to-infrastructure; V2I). Second is the communication between a vehicle and another vehicle (vehicle-to-vehicle; V2V). Third is the communication between a vehicle and mobile equipment (vehicle-to-nomadic devices; V2N). This will be added in the future in various fields. Because the SDN structure is under consideration as the next-generation network architecture, the SDN architecture is significant. However, the centralized architecture of SDN can be considered as an unfavorable structure for delay-sensitive services because a centralized architecture is needed to communicate with many nodes and provide processing power. Therefore, in the case of emergency V2X communications, delay-related control functions require a tree supporting structure. For such a scenario, the architecture of the network processing the vehicle information is a major variable affecting delay. Because it is difficult to meet the desired level of delay sensitivity with a typical fully centralized SDN structure, research on the optimal size of an SDN for processing information is needed. This study examined the SDN architecture considering the V2X emergency delay requirements of a 5G network in the worst-case scenario and performed a system-level simulation on the speed of the car, radius, and cell tier to derive a range of cells for information transfer in SDN network. In the simulation, because 5G provides a sufficiently high data rate, the information for neighboring vehicle support to the car was assumed to be without errors. Furthermore, the 5G small cell was assumed to have a cell radius of 50-100 m, and the maximum speed of the vehicle was considered to be 30-200 km/h in order to examine the network architecture to minimize the delay.