• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.573-582
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• 2014

Since there is no clear installation criteria on minimum spacing between signalized intersection and minor road, many problems have occurred in terms of traffic operation and safety. Even though many studies about entrance/exit intersection have been done in operational aspects, there is no specific and detailed research between the signalized intersection and minor road by now. Thus, this research suggests the optimal spacing between signalized intersection and minor road considering traffic operation and safety. Also, survey on vehicle behavior was conducted in this research. In conclusion, by suggesting the required minimum spacing between signalized intersection and minor road, it can be contribute in establishing and operating the installation criteria between signalized intersection and minor road.

• Journal of Korean Society of Transportation
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• v.25 no.4
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• pp.79-87
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• 2007

The interchanges of urban freeways have many problems with traffic operation due to high off-ramp flows and frequent congestion at adjacent intersections. The flow exiting from off-ramps is affected by the operational status and traffic volume conditions of the nearest signalized intersection. As a result, off-ramp flow cannot exit and the queue backs up the freeway mainline when queues from the signalized intersection form up to the junction of the off-ramp and street. The spacing between an off-ramp and an adjacent intersection is likely to determine the traffic conditions at the adjacent intersection. However, the current design guidelines do not consider such a factor. This study is to develop a model calculating the spacing between off-ramps and adjacent intersections considering the signal, traffic, and road conditions. The variables affecting the model in this study are effective green time (g/C), volume-capacity ratio (v/c), the number of lanes, and off-ramp volume. Various scenarios are designed to represent the effects of the variables and the road networks are constructed using VISSIM, which is a common traffic micro-simulation software package. The queue length is derived from VISSIM and this length is considered as the recommended spacing between the off-ramp and the adjacent intersection. Through the simulation analysis, regression models are developed to calculate the queue length reflecting the various conditions such as signals, traffic, and road configurations. The developed model can be used to create road design guidelines to determine the location of off-ramps in the planning stage.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.6
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• pp.62-70
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• 2016

Increased bus traffic leads inefficiency at near-side bus stops in median exclusive bus lane because buses are waiting for a signal does not have a vehicle arrived. This study suggests a method for estimating a proper spacing between bus stops and signalized intersection to prevent the inefficiency. We modified the Poisson model for a proper spacing by using both dwell time and waiting time of signal instead of using dwell time only. The waiting time of signal changes by spacing and it was measured using micro simulation program. The iterative algorithm using the change of waiting time of signal was also suggested. By applying the proposed method, measure waiting time by simulation and iterative algorithm, the spacing of near-side bus stops, proper spacing is suggested according to flow rate level.

• Proceedings of the Korean Society of Medical Physics Conference
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• 2002.09a
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• pp.360-362
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• 2002

Myocardial tagging technique such as spatial modulation of magnetization (SPAMM) allows the study of myocardial motion with high accuracy. Tagging contrast of such a tagging images can affect to the accuracy of the estimation of tag intersection in order to analyze the myocardial motion. Tagging contrast can be affected by tagline spacing. The aim of this study was to investigate the relationship between tagline spacing of SPAMM image and tagging contrast-to-noise ratio (CNR) experimentally. One healthy volunteer was undergone electrocardiographically triggered MR imaging with SPAMM-based tagging pulse sequence at a 1.5T MR scanner (Gyroscan Intera, Philips Medical System, Netherland). Horizontally modulated stripe patterns were imposed with a range from 3.6mm to 9.6mm of tagline spacing. Images of the left ventricle (LV) wall were acquired at the mid-ventricle level during cardiac cycle with FEEPI (TR/TE/FA=5.8/2.2/10). Tagging CNR for each image was calculated with a software which developed in our group. During contraction, tagging CNR was more rapidly decreased in case of short tagline spacing than in case of long tagline spacing. In the same heart phase, CNR was increased corresponding with tag line spacing. Especially, at the fully contracted heart phase, CNR was more rapidly increased than the other heart phases as a function of tagline spacing.

• The Journal of the Petrological Society of Korea
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• v.25 no.2
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• pp.151-163
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• 2016

The characteristics of the rock cleavage in Jurassic granite from Geochang were analysed. The evaluation for the three directions of rock cleavages was performed using the parameters such as (1) frequency of microcrack spacing(N), (2) total spacing(${\leq}1mm$), (3) mean spacing($S_{mean}$), (4) difference value($S_{mean}-S_{median}$) between mean spacing($S_{mean}$) and median spacing($S_{median}$), (5) density of spacing(${\rho}$), (6) difference value between two exponents for the whole range of the diagrams(${\lambda}_H-{\lambda}_L$), (7) mean value of exponent(${\lambda}_M$), (8) mean value of exponential constant($a_M$), (9) difference value between two exponents for the section under the initial points of intersection(${\lambda}t_H-{\lambda}t_L$), (10) mean value of exponent(${\lambda}t_M$) and (11) mean value of exponential constant($at_M$). The results of correlation analysis between the values of parameters for three rock cleavages and those for three planes are as follows. The values of (I) parameters(1, 2, 7 and 8) and (II) parameters(3, 4 and 5) are in orders of (I) H(hardway, (H1 + H2)/2) < G(grain, (G1 + G2)/2) < R(rift, (R1 + R2)/2) and (II) R < G < H. On the contrary, the values of the above two groups(I~II) of parameters for three planes show reverse orders. Besides, the values of parameter $6({\lambda}_H-{\lambda}_L)$, parameter $9({\lambda}t_H-{\lambda}t_L)$, parameter $10({\lambda}t_M)$ and parameter $11(at_M)$ for three planes are in orders of R(rift plane, (G1 + H2)/2) < H(hardway plane, (R2 + G2)/2) < G(grain plane, (R1 + H2)/2), H < G < R, H < R < G and R < H < G, respectively. The values of the above four parameters for three rock cleavages show the various orders of R < H < G, R < H < G, H < G < R and H < G < R, respectively. Meanwhile, the spacing values equivalent to the initial points of contact and intersection between the two directions of diagrams were derived. The above spacing values for three rock cleavages are in order of rift(R1 and R2) < grain(G1 and G2) < hardway(H1 and H2). The spacing values for three planes are in order of rift plane(G1 and H1) < hardway plane(R2 and G2) < grain plane(R1 and H2). In particular, the intersection angles for three rock cleavages and three planes are in order of rift and rift plane < hardway and hardway plane < grain and grain plane. Consequently, the two diagrams of rift(R1 and R2) and rift plane(G1 and H1) show higher frequency of the point of contact and intersection. These characteristics of change were derived through the general chart for three planes and three rock cleavages. Lastly, the correlation analysis through the values of parameters along with the distribution pattern is useful for discriminating three quarrying planes.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.5
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• pp.149-161
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• 2022

Because the speed limit affects moving speed, it is closely related to traffic accidents as well as traffic flow. The existing speed limit calculation methods consider various engineering factors such as lanes, intersection spacing, driveways, crosswalks, 85 percentile speed, land uses, and roadway geometric characteristics etc. However, it can be said that the engineering analysis is insufficient because the traffic impact analysis considering traffic volume is not carried out. In addition, only 85 percentile speed, which is the spot speed, does not reflect the characteristics of the traffic flow on the road. In this paper, the effect of the speed limit change on the moving speed and the travel speed was analyzed in detail accordinr to the variation of intersection spacing and traffic volume. And by using the results, we proposed a speed limit calculation method that maintains the same service level as before the speed limit change, thereby increasing the speed improvement effect and reducing the difference between moving speed and travel speed. In addition, a variable speed limit operation method according to the change in traffic volume was also suggested. This method is expected to be effective in terms of safety by reducing the speed difference, which affects the severity of traffic accidents, while securing the speed improvement effect, and increasing the speed limit compliance rate of drivers by operating the speed limit that reflects the speed change due to the variation of traffic volume.

• Progress in Medical Physics
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• v.13 no.4
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• pp.224-228
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• 2002

Myocardial tagging technique such as spatial modulation of magnetization (SPAMM) allows the study of myocardial motion with high accuracy. However, the accuracy of the estimation of tag intersection can be affected by tagline spacing. The aim of this study was to investigate the relationship between tagline spacing of SPAMM image and tagging contrast-to-noise ratio (CNR) in in-vivo study. Two healthy volunteers were undergone electrocardiographically triggered MR imaging with SPAMM-based tagging pulse sequence at a 1.5T MR scanner. Horizontally modulated stripe patterns were imposed with a range from 3.6 to 9.6 mm of tagline spacing. Images of the left ventricle(LV) wall were acquired at the mid-ventricle level during cardiac cycle with FE-EPI (TR/TE = 5.8/2.2 msec, FA= 10$^{\circ}$. Tagging CNR for each image was calculated with a software which developed in our group. During contraction, tagging CNR was more rapidly decreased in case of narrow tagline spacing than in case of wide tagline spacing. In the same heart phase, CNR was increased corresponding with tagline spacing. Especially, at the fully contracted heart phase, CNR was more rapidly increased than the other heart phases as a function of tagline spacing. The results indicated that the optimization of tagline spacing provides better tagging CNR in order to analyze the myocardial motion more accurately.

• Journal of Korean Society of Transportation
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• v.10 no.3
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• pp.7-20
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• 1992

The common cycle time for the linded signals is usually determined for the critical intersecion, just because the cpacity of a signalized intersection depends on the cycle time. This may not be optimal since the interactions between the flow and the spatial structure of the route or the area are disregarded in this case. It is common to separate the total delay incurred at signals into two parts, a deterministic or uniform delay and a stochastic or random delay. The deterministic delays and the stochastic delays on the artery particularly related to signal cycle time. For this purpose a microscopic simulation technique is used to evaluate deterministic delays, and a macroscopic simulation technique based on the principles of Markov chains is used to evaluate stochastic delays with over flow queue. As a result of investigating the relations between deterministic delays and cycle time in the various circumstances of spacing of signals and traffic volume. As for stochastic delays the resalts of comparisons of the macroscopic simulation and Newell's approximation with the microscopic simulation indicate that the former is valid for the degree of saturation less than 0.95 and the latter is for that above 0.95. Newell's argument that the total stochastic delay on an arterial is dominated by that at or caused by critical intersection is certified by the simulation experiments. The comprehensive analyses of the values of optimal cycle time with various conditions lead to a model. The cycle time determined by this model shows to be approximately 70% of that calculated by Webster's.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.1
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• pp.82-96
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• 2024

While analyzing traffic flow, speed, traffic volume, and density are important macroscopic indicators, and acceleration and spacing are the important microscopic indicators. The speed and traffic volume can be collected with the currently installed traffic information collection devices. However, acceleration and spacing data are necessary for safety and autonomous driving but cannot be collected using the current traffic information collection devices. 'You Look Only Once'(YOLO), an object recognition technique, has excellent accuracy and real-time performance and is used in various fields, including the transportation field. In this study, to measure acceleration and spacing using YOLO, we developed a model that measures acceleration and spacing through changes in vehicle speed at each interval and the differences in the travel time between vehicles by setting the measurement intervals closely. It was confirmed that the range of acceleration and spacing is different depending on the traffic characteristics of each point, and a comparative analysis was performed according to the reference distance and screen angle to secure the measurement rate. The measurement interval was 20m, and the closer the angle was to a right angle, the higher the measurement rate. These results will contribute to the analysis of safety by intersection and the domestic vehicle behavior model.

• Tunnel and Underground Space
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• v.13 no.5
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• pp.344-352
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• 2003

The procedures to correct sampling biases for discontinuity data obtained from 1D survey line(borehole or scanline) is addressed. The Probability of intersection between the survey line and a circular discontinuity is considered, and a correction far orientation bias is developed assuming discontinuities as equivalent circular disks. The correction incorporates the effect of the angle between the direction of survey line and each discontinuity plane belonging to the discontinuity cluster, size of each discontinuity and length of the survey line. A procedure is provided to estimate unbiased discontinuity spacing parameters using the discontinuity spacing data based on the measurements carried out on a finite length of the survey line.