• Proceedings of the KOR-KST Conference
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• 1996.02a
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• pp.59-86
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• 1996

Current methods for evaluating unsignalized intersections, and estimating level-of-service (LOS) is determined from efficiency-based criteria such as little or no delay to very long delays. At present, similar procedures to evaluate intersections using safety-based criteria do not exist. The improvement of sight distances at intersections is the most effective way of improving intersection safety. However, a set of procedures is necessary to account for the limitations in current methodology. Such an approach would build upon such methods, but also account for: deficiencies in the current deterministic solution for the determination of intersection sight distances; opportunity for an accident and severity of an accident; and cost-effectiveness of attaining various levels of sight distances. In this research, a model that estimates the degree of safety at two-way stop-controlled intersections is described. Only crossing maneuvers are considered in this study because accidents caused by the crossing maneuvers are the dominate type among intersection accidents. Monte Carlo methods are used to estimate the hazard at an intersection as a function of roadway features and traffic conditions. Driver`s minimum gap acceptance in the crossing vehicles and headway distribution on the major road are used in the crossing vehicles and headway distribution on the major road are used in the model to simulate the real intersectional maneuvers. Other random variables addressed in the model are: traffic speeds; preception-reaction times of both drivers in the crossing vehicles and drivers in oncoming vehicles on the major road; and vehicles on the major roads. The developed model produces the total number of conflicts per year per vehicle and total potential kinetic energy per year per vehicle dissipated during conflicts as measurements of safety at intersections. Based on the results from the developed simulation model, desirable sight distances for various speeds were determined as 350 feet, 450 feet and 550 feet for 40 mph, 50 mph and 60 mph prevailing speed on the major road, respectively. These values are seven to eight percent less than those values recommended by AASHTO. A safety based level-of-service (LOS) is also developed using the results of the simulation model. When the total number of conflicts per vehicle is less than 0.05 at an intersection, the LOS of the intersection is `A' and when the total number of conflicts per vehicle is larger than 0.25 at an intersection, the LOS is `F'. Similarly, when the total hazard per vehicle is less than 350, 000 1b-ft2/sec2, the LOS is `F'. Once evaluation of the current safety at the intersection is complete, a sensitivity analysis can be done by changing one or more input parameters. This will estimate the benefit in terms of time and budget of hazard reduction based upon improving geometric and traffic characteristics at the intersection. This method will also enable traffic engineers in local governments to generate a priority list of intersection improvement projects.

• 전자공학회논문지 IE
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• v.44 no.1
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• pp.27-32
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• 2007

This study was to suggest the predictive model of propagation, considering the effect by the multipath waves produced by the sending and receiving vehicles' left/right reflectors and the adjacent vehicles when the communication between the vehicles on the one-way two-lanes road in the urban city with a lot of traffic jams. Then, the radius of curved road was 600[m], the length of curved roads $52.4\sim471.2[m]$, and the bridge's pier of road was $5o\sim45o$. Also, it was simulated by changing the receiving vehicle located on the curved road's gap from minimum 3.3[m] to maximum 29.5[m], corresponding to the change of distance of the bridge's pier of road and curved road. As a result of this research above, in case of $5o\sim15o$ bridge's pier of road, it was within l[dB] regardless of the receiving vehicle's position on the curved road in case of propagation path loss. In case of $15o\sim45o$, it was approximately $1\sim8[dB]$ as the bridge's pier of road is changed. And, in case of propagation path, it found out that it was changed to $0.4\sim120[m]$ according to the change of bridge's pier of road. Then, the delay time of propagation was 400[nsec] as it produced 120[m] in the difference of propagation path.

• Korean Journal of Agricultural and Forest Meteorology
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• v.16 no.4
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• pp.396-402
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• 2014

The spring season in Korea features a dynamic landscape with a variety of flowers such as magnolias, azaleas, forsythias, cherry blossoms and royal azaleas flowering sequentially one after another. However, the narrowing of south-north differences in flowering dates and those among the flower species was observed in 2014, taking a toll on economic and shared communal values of seasonal landscape. This study was carried out to determine whether the 2014 incidence is an outlier or a mega trend in spring phenology. Data on flowering dates of forsythias and cherry blossoms, two typical spring flower species, as observed for the recent 60 years in 6 weather stations of Korea Meteorological Administration (KMA) indicate that the difference spanning the flowering date of forsythias, the flower blooming earlier in spring, and that of cherry blossoms that flower later than forsythias was 30 days at the longest and 14 days on an average in the climatological normal year for the period 1951-1980, comparing with the period 1981-2010 when the difference narrowed to 21 days at the longest and 11 days on an average. The year 2014 in particular saw the gap further narrowing down to 7 days, making it possible to see forsythias and cherry blossoms blooming at the same time in the same location. 'Cherry blossom front' took 20 days in traveling from Busan, the earliest flowering station, to Incheon, the latest flowering station, in the case of the 1951-1980 normal year, while 16 days for the 1981-2010 and 6 days for 2014 were observed. The delay in flowering date of forsythias for each time period was 20, 17, and 12 days, respectively. It is presumed that the recent climate change pattern in the Korean Peninsula as indicated by rapid temperature hikes in late spring contrastive to slow temperature rise in early spring immediately after dormancy release brought forward the flowering date of cherry blossoms which comes later than forsythias which flowers early in spring. Thermal time based heating requirements for flowering of 2 species were estimated by analyzing the 60 year data at the 6 locations and used to predict flowering date in 2014. The root mean square error for the prediction was within 2 days from the observed flowering dates in both species at all 6 locations, showing a feasibility of thermal time as a prognostic tool.

• Journal of Korean Society of Environmental Engineers
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• v.32 no.4
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• pp.341-348
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• 2010

The basic principle of fry drying process of sludge lies in the rapid pressure change of sludge material caused by the change of temperature between oil and moisture due to the difference of specific heat. Therefore, the rapid increase of pressure in drying sludge induces the efficient moisture escape through sludge pores toward heating oil media. The object of this study is to carry out a systematic investigation of the influence of various parameters associated with the sludge fry drying processes on the drying efficiency. To this end, a series of parametric experimental investigation has been made together with the numerical calculation in order to obtain typical drying curves as function of important parameters such as drying temperature, sludge diameter, oil type and sludge type. In the aspect of frying temperature, especially it is found that the operation higher than $140^{\circ}C$ was favorable in drying efficiency regardless of type of waste oil employed in this study. The same result was also noted consistently in the investigation of numerical calculation, that is, in that the sludge particle drying was efficiently made over $140^{\circ}C$ irrespective of the change of particle diameter. As expected, in general, the decrease of diameter in sludge was found efficient both experiment and numerical calculation in drying due to the increased surface area per unit volume. In the investigation of oil type and property, the effect of the viscosity of waste oil was found to be more influential in drying performance. In particular, when the oil with high viscosity, a visible time delay was noticed in moisture evaporation especially in the early stage of drying. However, the effect of high viscosity decreased significantly over the temperature of $140^{\circ}C$. There was no visible difference observed in the study of sludge type but the sewage sludge with a slightly better efficiency. The numerical study is considered to be a quite useful tool to assist in experiment with more detailed empirical modeling as further work.