• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.215-215
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• 2017

• Proceedings of KOSOMES biannual meeting
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• 2017.11a
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• pp.198-198
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• 2017

• Journal of the Korean Society of Marine Environment & Safety
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• v.21 no.1
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• pp.25-33
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• 2015

The Strait of Malacca is one of the most important fairways in the world and its traffic safety has direct effect on economic development of East Asian countries including China, Japan and Korea. Because of this reason, a safety analysis of the marine traffic in the strait has a great significance. In this paper, we analysed the statistic distribution of marine traffic in the Strait of Malacca based on the vessels' AIS data for 1 month by using the TOAIS and EasyFit programs. As the results of the analysis, it was found that the traffic distribution of this strait was different with normal distribution, which had been still widely used in marine traffic engineering field. Furthermore, with the traffic distribution analysis results, the traffic safety of the strait was also assessed by using the IWRAP model. The results showed that the highest level of risk were overtaking and crossing situations. Finally, we found that the highest risk of collision area in the Strait of Malacca was crossing area between the Strait of Malacca and the Port Klang fairway.

• Journal of Internet Computing and Services
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• v.16 no.6
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• pp.57-67
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• 2015

This paper proposes an Fuzzy-based Risk Reasoning Driving Strategy on VANET. Its first reasoning phase consists of a WC_risk reasoning that reasons the risk by using limited road factors such as current weather, density, accident, and construction, a DR_risk reasoning that reasons the risk by combining the driving resistance with the weight value suitable for the environment of highways and national roads, a DS_risk reasoning that judges the collision risk by using the travel direction, speed. and distance of vehicles and pedestrians, and a Total_risk reasoning that computes a final risk by using the three above-mentioned reasoning. Its second speed reduction proposal phase decides the reduction ratio according to the result of Total_risk and the reduction ratio by comparing the regulation speed of road to current vehicle's speed. Its third risk notification phase works in case current driving speed exceeds regulation speed or in case the Total_risk is higher than AV(Average Value). The Risk Notification Phase informs rear vehicles or pedestrians around of a risk according to drivers's response. If drivers use a brake according to the proposed speed reduction, the precedent vehicles transfers Risk Notification Messages to rear vehicles. If they don't use a brake, a current driving vehicle transfers a Risk Message to pedestrians. Therefore, this paper not only prevents collision accident beforehand by reasoning the risk happening to pedestrians and vehicles but also decreases the loss of various resources by reducing traffic jam.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.35 no.4
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• pp.213-220
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• 2017

This study examines the limitations of existing crime mapping that relies mainly on reported crime data, suggests a crime mapping method based on experts' and users' assessments of a neighborhood environment as an alternative approach, and conducts a case study on a real-world site by applying the suggested approach. According to the results of the case analysis, while the areas adjoining arterial roads with heavy pedestrian traffic were shown as high crime risk areas in the crime map based on actual reported crime data, the areas adjoining local roads with low pedestrian traffic were high-risk areas in the crime risk area map based on experts' and residents' evaluations. This study makes a contribution to the field in that it demonstrates the detailed application process of crime risk area mapping according experts' and residents' evaluations, compares the results with those of an existing crime map, and finally shows that the former can function as a complement to the latter.

• Journal of Navigation and Port Research
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• v.31 no.4
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• pp.295-307
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• 2007

The statistics of Korean Maritime Safety Tribunal and Japan Marine Accidents Inquiry Agency shows that the major muses of collision at sea are Improper lookout and Non-compliance with marine traffic rules. Those two muses are occupying more than 70% of collision, and it's clear that those muses are undoubtedly closely related to simple human error. In this paper we tried to find out the root muses of this kind of human error of OOWs(officers on watch) through risk identification method and studied how to tackle them via risk control theory. In conclusion, the measures studied in this paper could be applied to help OOWs avoid their own human error as well as be used in shipping company for their fleets' safety management.

• Journal of Korean Society for Atmospheric Environment
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• v.10 no.2
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• pp.105-115
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• 1994

This study was conducted to assess the health risk of carcinogenic heavy metals such as arsenic, nickel, chromium and cadmium Ambient concentrations of these metals were measured bimonthly, during May 1987 to March 1988. Respirable Particle concentrations of As, Ni, Cr, Cd in traffic area(Shinchon) were 16ng/㎥, 43ng/㎥, 4.2ng/㎥, 6.6ng/㎥, respectively, and in residential area(Bulkwang) were 25ng/㎥, 32ng/㎥, 4.7ng/㎥, 8.9ng/㎥, respectively. Carcinogenic risk of each metal was calculated by multiplication of ambient concentration and unit risk of the metal which was referred to recent version of Integrated Risk Information System(IRIS). Sum of the risk from these for metals was 9.8$\times$10$^{-5}$ as individual risk in traffic area and 13.9$\times$10$^{-5}$ in residential area.

• Journal of Korean Society of Transportation
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• v.34 no.5
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• pp.421-436
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• 2016

Public-Private-Partnerships tend to be committed high project development cost and recover the cost through future revenue during the operation period. In general, long-term concession can bring on more revenue to private investors, but short-term concession less revenue due to the short recovering opportunities. The concession period is usually determined by government in advance or by the private sectors's proposal although it is a very crucial factor for the PPPs. Accurate traffic forecasting should be most important in planing and evaluating the operation period in that the forecasted traffic determines the project revenue with user fees in PPPs. In this regards, governments and the private investors are required to consider the traffic forecast risk when determining concession period. This study proposed a model for the optimal concession period in the PPPs transportation projects. Monte Carlo simulation was performed to find out the optimal concession period while traffic forecast uncertainty is considered as a project risk under the expected return of the private sector. The simulation results showed that the optimal concession periods are 17 years and 21 years at 5.5% and 7% discount level, respectively. This study result can be applied for the private investors and/or any other concerned decision makers for PPPs projects to set up a more resonable concession period.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.4
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• pp.30-44
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• 2020

The application of PPLT is difficult to analyze and judge only from the effects of the delay time. In this study, the application of PPLT was proposed using not only the delay time of PLT and PPLT due to the change in traffic volume and the number of opposite straight lanes but also the traffic volume of passing a left turn and the number of conflict risks as indicators. According to the analysis, the more left-turn traffic than capacity and the less opposite-straight volume, the greater the PPLT effect. On the other hand, if the left-turn traffic is below capacity, the delay time will be reduced partially, but the overall passing left turn volume will not increase, and the conflict risk will increase. In addition, the conflict risk increases in the third lane or higher. Moreover, the difference of passing left-turn volume between PLT and PPLT showed a pattern similar to the delay time difference, and the PPLT coverage was wider than the difference in delay time and was associated more with the conflict risk numbers. Therefore, it would be reasonable to use passing left-turn traffic primarily, consider the delay time below the left-turn capacity, and consider the conflicting risk numbers simultaneously at or above the opposite straight three lanes.

• Journal of Navigation and Port Research
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• v.34 no.9
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• pp.699-704
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• 2010

Recently, the navigation risk is increasing significantly with growing of vessels' volume and propelling marine facilities, water bridges and port development etc. As a result, Ministry of Land, Transport and Maritime Affairs enacted a new law called MSA(Maritime Safety Audit) as a comprehensive maritime traffic safety management scheme in order to ensure safety improvements from the early planning stage to post managing of the development which affect the maritime traffic environment. MSA as a tool for improving maritime traffic safety is a formal safety diagnosis assessment in the existing or future ship's fairway by an independent audit institute. It examines the potential hazards of maritime traffic safety about the port development, if necessary, and is to ensure the implementation of appropriate safety measures. The primary purpose of MSA is to identify potential risk elements affecting safe navigation. This paper is aimed to introduce the backgrounds, the necessity and efficiency of MSA and also to describe some technical standards and diagnostic procedures.