• Journal of the Korean Society of Systems Engineering
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• v.17 no.2
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• pp.122-128
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• 2021

Despite various economic crises, the domestic parcel delivery market handled 3.37 billion parcels in 2020 while maintaining annual growth due to the activation of e-commerce. In particular, in the case of the metropolitan area, which accounts for about 70% of the nation's parcel throughput, the increase in parcel delivery volume is directly related to the increase in freight vehicles in central area of Seoul,. And it leads to an increase of unnecessary social and environmental costs such as traffic congestion, road damage, and environmental pollution in the city. Therefore, in this paper we proposed the underground urban logistics system utilizing the existing urban rail infrastructure, and establish a conceptual design by operational scenario. In order to establish conceptual design of underground urban logistics system, we use order picking system process, which is use in warehouse, produce result combined ISO/IEC 26702. The results of this study can be usefully used before the underground urban logistics system is introduced.

• International Journal of Internet, Broadcasting and Communication
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• v.14 no.1
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• pp.152-161
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• 2022

Recently, it is recognized as a high-cost and inefficient logistics system that increases traffic congestion and environmental problems due to an increase in traffic volume due to the activation of the online market. In order to solve inefficient problems such as unavoidable traffic congestion and environmental problems caused by the increase in traffic volume, it is necessary to develop a freight transport system technology using the existing urban railway infrastructure and freight-only urban railway. The urban subway logistics system is a logistics system that requires a combination of various technologies to solve the nationwide demand for urban logistics and road traffic problems. This paper recognized the existing traffic congestion and environmental pollution of road traffic as problems, and supplemented the contact point requirements presented above by identifying the sub-systems constituting the target system and supplementary points for each part-level contact point. In this study, as a complex system operated for one purpose by grafting various technologies, a plan is required to secure the reliability and safety of operation from various viewpoints. The results of this study can contribute to the initial configuration and basic data to solve the interface bottleneck of the urban subway logistics system to be promoted in the future.

• Land and Housing Review
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• v.8 no.2
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• pp.59-71
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• 2017

With the passing of Special Act on Promotion and Support for Urban Regeneration (will be hereafter referred to as the Urban Regeneration Special Act) in December 2013, urban regeneration projects have begun in full scale. 13 regions including Jongno District, Seoul were selected as the urban regeneration leading area in 2014 and 33 regions as urban regeneration general regions in 2015 to push ahead a nationwide urban regeneration front supported by government funds. However, it is not clear if these urban regeneration projects will be revitalized by the sole means of government's financial support. Above all, cooperation among all interested parties including the central government that is propelling urban regeneration, local governments, state corporations, private entities, and citizens is urgent. In an urban regeneration project, delegation between state and private entities is absolutely crucial. The central government and the pertinent local government must provide their support by forming new policies and repairing old institutions that are right for urban regeneration, securing the necessary subsidy, and outsourcing government-owned land development. A state corporation must play its part in every aspect that requires public character such as an overall project management of an urban regeneration project, cooperation with the local government, and infrastructure installation. The private stakeholder must share his private capital and know-hows as a construction investor and a development businessman to make possible a successful urban regeneration project. In order for these public and private entities to cooperate with one another, it is necessary to reestablish the role of a public developer and contemplate running an urban regeneration project that permeates public character through a public developer.

• Journal of the Korean Association of Geographic Information Studies
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• v.15 no.2
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• pp.23-34
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• 2012

As the quality of life grows, the role of cultural facilities in urban areas is becoming more important. However, due to various reasons, the location of these facilities shows the geographical imbalance between urban regions. Even though provision of road network can improve this kind of urban problem, in many countries, the provision of urban infrastructure plays a role which is magnifies the cultural gap between regions and socio-economic classes. The findings of this study are as follows. First of all, the inequality of accessibility to cultural facilities is shown over the period. Cross-sectional data shows that the higher the income of a region, the higher the accessibility index(AI) of the zone to cultural facilities at any time. Next, the provision of road network contributes the improvement of AI of high income region. Finally the provision of new facilities has a tendency that these kind of facilities are located to make AI of high income zone better. It means that the decision making by city government intensifies the geographical inequality. This result would be very useful in the decision making process for determining the number and the location of cultural facilities and other similar urban infrastructure as well. Also it will be helpful for the selection of optimal location which considered not only physical distances but also social equalities.

• Journal of the Korean Association of Geographic Information Studies
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• v.16 no.2
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• pp.88-100
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• 2013

Urban green space is one of most important aspects of urban infrastructure for improving the quality of life of city dwellers as it reduces the heat island effect and is used for recreation and relaxation. However, no systematic management of urban green space has been introduced in Korea as past practices focused on efficient development. A way to calculate the amount of green space needed to complement an urban area must be developed to preserve urban green space and to determine 'regulations determining the total amount of greenery'. In recent years, various studies have quantified urban green space and infrastructure using remotely sensed data. However, it is difficult to detect a myriad small green spaces in a city effectively when considering the spatial resolution of the data used in existing research. In this paper, we quantified small urban green spaces using CASI-1500 hyperspectral imagery. We calculated MCARI, a vegetation index for hyperspectral imagery, to evaluate the greenness of small green spaces. In addition, we applied image-classification methods, including the ISODATA algorithm and Spectral Angle Mapper, to detect small green spaces using supervised and unsupervised classifications. This could be used to categorize land-cover into four classes: unclassified, impervious, suspected green, and vegetation green.

• IEMEK Journal of Embedded Systems and Applications
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• v.5 no.4
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• pp.243-253
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• 2010

Multihop data delivery in vehicular ad hoc networks (VANETs) suffers from the fact that vehicles are highly mobile and inter-vehicle links are frequently disconnected. In such networks, for efficient multihop routing of road safety information (e.g. road accident and emergency message) to the area of interest, reliable communication and fast delivery with minimum delay are mandatory. In this paper, we propose a multihop vehicle-to-infrastructure routing protocol named Vertex-Based Predictive Greedy Routing (VPGR), which predicts a sequence of valid vertices (or junctions) from a source vehicle to fixed infrastructure (or a roadside unit) in the area of interest and, then, forwards data to the fixed infrastructure through the sequence of vertices in urban environments. The well known predictive directional greedy routing mechanism is used for data forwarding phase in VPGR. The proposed VPGR leverages the geographic position, velocity, direction and acceleration of vehicles for both the calculation of a sequence of valid vertices and the predictive directional greedy routing. Simulation results show significant performance improvement compared to conventional routing protocols in terms of packet delivery ratio, end-to-end delay and routing overhead.

• The Journal of Asian Finance, Economics and Business
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• v.10 no.2
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• pp.183-193
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• 2023

This paper proposes and examines the economic impact of infrastructure improvement on the San-En-Nanshin region in the Chubu area of Japan. We develop a single transportation computable general equilibrium (CGE) model for each subregion within the San-En-Nanshin region. The explicit modeling of the transportation infrastructure is defined based on interregional commuting flows and business trips, considering the spatial structure of the San-En-Nanshin economy. A CGE model is integrated with an interregional transportation network model to enhance the framework's potential for understanding the infrastructure's role in regional development. To evaluate the economic impact of transportation improvement, we analyze the interrelationship between travel time savings and regional output and income. The economic impact analysis under the CGE framework reveals how transportation facilities and systems affect firm and household behavior and therefore induce changes in the production and consumption of commodities and transportation services. The proposed theoretical model was tested by using data from the 2005 IO tables of each subregion and the 2006 transport flow dataset issued by the Ministry of Land, Infrastructure, Transport, and Tourism in Japan. As a result, the paper confirms the positive effect of transportation investment on the total output and income of the studied region. Specifically, we found that while economic benefits typically appear in urban areas, rural areas can still potentially benefit from transportation improvement projects.

• Land and Housing Review
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• v.12 no.4
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• pp.15-30
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• 2021

Korean urban development cooperation is gradually expanding into Latin America and the Caribbean (LAC) region, but strategies to encourage domestic market players to participate are insufficient. This paper investigated the Colombian urban planning system, urban development projects, and Korean projects in Colombia, which leads to implications for international cooperation in LAC. This research, first, compares the national and regional urban planning systems of Colombian major cities, Bogotá and Medellín. Second, case studies are carried out with a land readjustment project, a Macro project for large-scale public rental housing supply, and urban development cooperation between Korea and Colombia. By doing so, the role and the directions for Korean urban development cooperation with LAC such as Colombia are discussed and proposed. The findings suggest, first, aid projects through Official Development Assistance (ODA) should establish urban networks in recipient countries. Second, it is necessary to understand the financing structure for urban development cooperation projects that are different from infrastructure projects. Third, the successful case of urban development cooperation should be demonstrated by making the development period and size optimal and manageable.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.6
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• pp.155-163
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• 2019

This paper proposes a new methodology to recognize cracks on asphalt road surfaces using the image data obtained with drones. The target section was Yuseong-daero, the main highway of Daejeon. Furthermore, two object detection algorithms, such as Tiny-YOLO-V2 and Faster-RCNN, were used to recognize cracks on road surfaces, classify the crack types, and compare the experimental results. As a result, mean average precision of Faster-RCNN and Tiny-YOLO-V2 was 71% and 33%, respectively. The Faster-RCNN algorithm, 2Stage Detection, showed better performance in identifying and separating road surface cracks than the Yolo algorithm, 1Stage Detection. In the future, it will be possible to prepare a plan for building an infrastructure asset-management system using drones and AI crack detection systems. An efficient and economical road-maintenance decision-support system will be established and an operating environment will be produced.

• The Korean Journal of Community Living Science
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• v.18 no.3
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• pp.369-378
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• 2007

This study purposed to examine elderly welfare facilities by type, to analyze their local variations, and ultimately to contribute to the expansion of elderly welfare infrastructure. The results are expected to help inspect elderly welfare infrastructure for providing the aged with social services before the execution of 'the insurance for elderly long term care' and establish welfare facilities by area in the future. For these purposes, we used the national data "The Current State of Elderly Welfare Facilities in 2007" produced by the Ministry of Health and Welfare. We digitized elderly welfare facilities in 163 cities and counties by type and analyzed them by area. We also examined the differences in the local distribution of representative elderly welfare facilities such as elderly welfare centers, home based facilities (home helper centers), asylums for the aged and elderly care facilities in 16 cities and provinces. Furthermore, we analyzed differences and problems in their local distribution urban areas, mixed areas of urban and rural communities, and rural areas. In addition, we studied the current state of institutionalized care and home based care, which are two major directions of current elderly welfare policies, based on the local distribution of facilities and analyzed differences in the trends according to area. According to these results, the urban had more home based care facilities than the rural. However, the rural had more institutionalized care facilities than urban. Also, each local self-governing body showed unique characteristics. Therefore, these results suggest that we need to establish elderly welfare policies based on the distribution of facility types by area.