• Journal of the Korean Institute of Telematics and Electronics
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• v.24 no.4
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• pp.603-609
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• 1987

In this paper, the single-row routing algorithm for munimizing the street congestion and reducing the between node congestion is deviced. To reduce the between node congestion, reference line crossing is defined and used. Reducing the number of total reference line crossing means reducing the total length which help reduce the power consumption of the integrated system and reducing the between node congestin which help reduce the wiring area. This algorithm has been implemented and tested with various example, then produced good results.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.3
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• pp.85-93
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• 2016

According to Traffic Accident Statistics, the fatalities of accident while crossing is over represented. So, more active safety countermeasure should be considered to reduce the frequency and degree of severity of pedestrian-crossing involved accidents. The study analyses the safety effects of the Crossing Safety Assistant System which is composed of Led-embedded crosswalk lightings, text displayer and audio waning device for the safety consciousness both pedestrian and vehicles at crosswalk area. Operating speed of vehicles is reduced with statistical significance, and the level of vigilance expressed by pedestrian head movement to check out the vehicle existence is improved.

• Journal of Korean Society of Transportation
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• v.12 no.1
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• pp.55-73
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• 1994

The objective of this research is to evaluate the pedestrian signal time involving green and flashing green times. The minimum pedestrian green indication should give time for pedestrian to start crossing safely, and the flashing green indication should give time to complete the crossing. An average pedestrian crossing speed of 1.1(m/s) was estimated by analyzing the field data which was slower than the 1.2(m/s) currently used. Furthermore, the study proposed that design speed for the flashing green time should be slow speed for considerations pedestrian safety, not the average speed. The 0.78-1.01(m/s) of pedestrian speed was estimated at the elementary school areas that indicated 0.2(m/s) slower than the other areas. The pedestrian starting time (perception/reaction time) and time headway from front to back of herd was estimated to determine minimum pedestrian green time. the pedestrian starting time was estimated to determine minimum pedestrian green time. The pedestrian starting time was ranged 2.52-4.29 seconds. The time interval between the pedestrian rows was found to be 1.25-1.86 seconds, which declines as the pedestrian rows increases, The equation to calculate the pedestrian signal, which declines as the pedestrian rows increases. The equation to calculate the pedestrian signal time is proposed using the pedestrian starting time, the time interval between the pedestrian rows, and pedestrian crossing speed given area types (commercial, business, mixed, and elementary school areas), number of both-directional pedestrians for a cycle, crosswalk length and width.

• Proceedings of the Korea Concrete Institute Conference
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• 2005.05b
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• pp.265-268
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• 2005

This paper discusses a strategy and status for development and operation of durability mock-up test facilities for offshore structures. The strategy is examplified and facilitated using an offshore transmission tower crossing the West sea and the Shihwha lake, which was designed and constructed 345kV T/L lines transmitting power from Yeong-Heung fossil power plant to Seoul metropolitan area. Various data for corrosion protection, aging, life-prediction of concrete and steel offshore structures can be obtained using the proposed mock-up test facility. Acquired data will be used for further research on durability, life-prediction, and retrofit of structures. It is important to maintain the safety of 345 kV Yeong-Heung transmission line crossing the Shihwha lake because the offshore structure is one of the critical electric facilities transmitting large power to the metropolitan area. Operation of the offshore transmission tower mock-up is expected to make a significant contribution to stable power supply.

• Journal of the Korea Society of Computer and Information
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• v.24 no.3
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• pp.19-27
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• 2019

This paper proposes a new method using multi-layer overlapped windows to improve the performance of YOLO network which is vulnerable to detect small dense objects. In particular, the proposed method uses the YOLO Network based on the multi-layer overlapped windows to track small dense vehicles that approach from long distances. The method improves the detection performance for location and size of small vehicles. It allows crossing area of two multi-layer overlapped windows to track moving vehicles from a long distance to a short distance. And the YOLO network is optimized so that GPU computation time due to multi-layer overlapped windows should be reduced. The superiority of the proposed algorithm has been proved through various experiments using captured images from road surveillance cameras.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.6
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• pp.77-87
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• 2014

It has reported that a median bus-stop island on an exclusive median bus lane (EMBL) has shortened a crossing distance unit, encouraged a pedestrian's illegal crossing, and increased the number of accidents in the area. This study presents (1) the analysis of inappropriate pedestrian crossing patterns collected on exclusive median bus corridors and (2) the estimated performance of safety barriers restraining the occurrence of those. Total 19,649 pedestrian crossing data collected at the 'Sookmyung-university' median bus-stop, and the inappropriate pedestrian crossing patterns among those were grouped in terms of time and space violations. Physical safety barriers restraining illegal pedestrian crossings were considered as an alternative, and its performance in safety was quantified through microscopic simulation with conflict analyses by using surrogate safety assessment model. The findings suggest the number of conflicts reduced be 24.9 percentages compared to the one of the present condition when the physical safety barriers are placed at each of the eight ends of the EMBL pedestrian crossing.

• Journal of Korean Neurosurgical Society
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• v.56 no.1
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• pp.5-10
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• 2014

Objective : When the pedicle screw insertion technique is failed or not applicable, C7 intralaminar screw insertion method has been used as an alternative or salvage fixation method recently. However, profound understanding of anatomy is required for safe application of the bilaterally crossing laminar screw at C7 in clinic. In this cadaveric study, we evaluated the anatomic feasibility of the bilateral crossing intralaminar screw insertion and especially focused on determination of proper screw entry point. Methods : The C7 vertebrae from 18 adult specimens were studied. Morphometric measurements of the mid-laminar height, the minimum laminar thickness, the maximal screw length, and spino-laminar angle were performed and cross-sectioned vertically at the screw entry point (spino-laminar junction). The sectioned surface was equally divided into 3 parts and maximal thickness and surface area of the parts were measured. All measurements were obtained bilaterally. Results : The mean mid-laminar height was 13.7 mm, mean minimal laminar thickness was 6.6 mm, mean maximal screw length was 24.6 mm, and mean spinolaminar angle was $50.8{\pm}4.7^{\circ}$. Based on the measured laminar thickness, the feasibility of 3.5 mm diameter intralaminar screw application was 83.3% (30 sides laminae out of total 36) when assuming a tolerance of 1 mm on each side. Cross-sectional measurement results showed that the mean maximal thickness of upper, middle, and lower thirds was 5.0 mm, 7.5 mm, and 7.3 mm, respectively, and mean surface area for each part was $21.2mm^2$, $46.8mm^2$, and $34.7mm^2$, respectively. Fourteen (38.9%) sides of laminae would be feasible for 3.5 mm intralaminar screw insertion when upper thirds of C7 spino-laminar junction is the screw entry point. In case of middle and lower thirds of C7 spino-laminar junction, 32 (88.9%) and 28 (77.8%) sides of laminae were feasible for 3.5 mm screw insertion, respectively. Conclusion : The vertical cross-sectioned area of middle thirds at C7 spinolaminar junction was the largest area and 3.5 mm screw can be accommodated with 77.8 % of feasibility when lower thirds were the screw entry point. Thus, selection of middle and lower thirds for each side of screw entry point in spino-laminar junction would be the safest way to place bilateral crossing laminar screw within the entire lamina. This anatomic study result will help surgeons to place the screw safely and accurately.

• Journal of Navigation and Port Research
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• v.40 no.5
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• pp.257-263
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• 2016

Mombasa is the principle port of Kenya, serving inland countries in Eastern and central Africa. Mombasa port has undergone a massive infrastructure upgrade and dredging works with an expectation that more vessels and large post Panamax ships will be able to enter Mombasa port. Therefore, it is vital to carry out a marine traffic risk assessment in order to quantify the degree of navigation safety needed in the Mombasa approach channel and also to evaluate the navigation risk imposed on transit traffic by local ferry traffic. In this paper, a marine traffic risk assessment is carried out using the IWRAP mk2, Environmental Stress (ES) model, and the PARK model. Risk assessment results show that Likoni area has an unacceptable stress/risk ranking at 20.7% by the ES model and 38.89% by the PARK model. The IWRAP mk2 model shows that the crossing area has the highest risk of crossing collision and the area at the entrance to the inner channel has a high risk of grounding. The conclusions derived from this study will provide the basis for proposing the most effective countermeasure to improve navigation safety in the Mombasa approach channel.

• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 2016.05a
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• pp.81-84
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• 2016

Mombasa is the principle port of Kenya, serving hinter countries in Eastern and central Africa. Mombasa port has undergone a massive infrastructure upgrade and dredging works with an expectation that more vessels and large post Panamax ships will be able to call at Mombasa port. Therefore, it is vital to carry out a marine traffic risk assessment so as to quantify the degree of navigation safety on Mombasa approach channel and also to evaluate navigation risk imposed on transit traffic by local ferry traffic. In this paper marine traffic risk assessment is carried out using IWRAP mk2, Environmental Stress model, and PARK model. Risk assessment results show that Likoni area has unacceptable stress/ risk ranking at 20.7% on ES model and 38.89% by PARK model. IWRAP mk2 model shows that crossing area has the highest risk of crossing collision and the area at the entrance to inner channel has a high risk of grounding. The conclusions derived from this study will provide the basis for proposing the most effective countermeasure so as to improve navigation safety in Mombasa approach channel.

• Korean Journal of Plant Resources
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• v.10 no.2
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• pp.128-134
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• 1997

This study was conducted to test on the resistance of varieties bred by crossing with Asominori to bacterial leaf blight. Nakdongbyeo and Dongjinbyeo which were susceptible to HB 9011, 8 resistant varieties including Ilmibyeo derived from Asominori and Asominori, Hwangok, 13 varieties including Chukoku 45 which were resistance to HB 9011, HB 9022 and HB 9033 were used to screen their res ponce depending on the various screening methods such as the true resistance, the secondary infection resistance and the disease common field test methods, and the results are as follows: Among 13 varieties tested, 11 varieties including llmibyeo showed tme resistance to HB 9011. Less than 1.0cm of disease lesion were developed on these varieties. Disease lesion was not developed on most of the Asominori lines including Daechongbyeo against IIB9011 and 1lmibyeo was also resistance to HB 9011, on this variety disease lesion area rate was 1.2%, and 7 varieties including Hwajinbyeo showed field resistance to HB 9022. Disease lesion area rate were 19.6% on Nakdongbyeo. 15.6% on Dongjinbyeo, from 3.0% to 2.4% on Asominori lines, and 0.5% on the Asominori when screened at disease common area. Disease was not developed on Keumnambyeo. Significant correlation coefficiences were found between the results from the test methods of the true resistance, the field resistance ancl the field resistance at disease common field tests on Asominori lines, but in some cases, even the varieties on which disease lesions developed, showed field resistance to HB 9022 and HB 9033.