• Proceedings of the Korean Institute of Navigation and Port Research Conference
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• 1999.10a
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• pp.111-121
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• 1999

From the traffic analyses, and model constructions and verifications for speed prediction on the freeway ramp junctions with 70mph speed limit, the following results obtained: ⅰ) The traffic flow distribution showed a big difference depending on the time periods. Especially, more traffic flows were concentrated on the freeway junctions in the morning peak period when compared with the afternoon peak period. ⅱ) The occupancy distribution was also shown to be varied by a big difference depending on the time periods. Especially, the occupancy in the morning peak period showed over 100% increase when compared with the 24hours average occupancy, and the occupancy in the afternoon peak period over 25% increase when compared with the same occupancy.ⅲ) The speed distribution was not shown to have a big difference depending on the time periods. Especially, the speed in the morning peak period shown 10mph decrease when compared with the 24hours' average speed, but the speed did not show a big difference in the afternoon peak period.ⅳ) The analyses of variance showed a high explanatory power between the speed predictive models(SPM) constructed and the variables used, especially the upstream speed. ⅴ) The analysis of correlation for verifying the speed predictive models(SPM) constructed on the ramp junctions were shown to have a high correlation between observed data and predicted data. Especially, the correlation coefficients showed over 0.95 excluding the unstable condition on the diverge sectionⅵ) Speed predictive models constructed were shown to have the better results than the HCM models, even if the speed limits on the freeway were different between the HCM models and speed predictive models constructed.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.6
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• pp.47-54
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• 2021

The number of freeway traffic accidents in Korea is about 4,000 as of 2020, and deaths per traffic accident is about 3.7 times higher than other roads due to non-recurring congestion and high driving speed. Most of the accident types on freeways are side and rear-end collisions, and one of the main factors is hazard traffic flow caused by merge, diverge and accidents. Therefore, the hazard traffic flow, which appears in a continuous flow such as a freeway, can be said to be important information for the driver to prevent accidents. This study tried to classify hazard traffic flows, such as the speed change point and the section where the speed difference by lane, using individual vehicle information. The homogeneous segment of speed was classified using spatial separation based on geohash and space mean speed that can indicate the speed difference of individual vehicles within the same section and the speed deviation between vehicles. As a result, I could extract the diverging influence segment and the hazard traffic flow segment that can provide dangerous segments information of freeways.

• Environmental Engineering Research
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• v.24 no.3
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• pp.382-388
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• 2019

Although nanobubbles attract significant attention, their characteristics and applications have not been thoroughly defined. There are diverse opinions about the definition of nanobubbles and controversy regarding methods that verify their characteristics. This study defines nanobubbles as having a size less than $1{\mu}m$. The generation of these sub-micron (nano) bubbles may be verified by induced coalescence or light scattering. The size of a sub-micron (nano) bubbles may be measured by optical, and confocal laser scanning microscopy. Also, the size may be estimated by the relationship of bubble size with the dissolved oxygen concentration. However, further research is required to accurately define the average bubble size. The zeta potential of sub-micron (nano) bubbles decreases as pH increases, and this trend is consistent for micron bubbles. When the bubble size is reduced to about 700-900 nm, they become stationary in water and lose buoyancy. This characteristic means that measuring the concentration of sub-micron (nano) bubbles by volume may be possible by irradiating them with ultrasonic waves, causing them to merge into micron bubbles. As mass transfer is a function of surface area and rising velocity, this strongly indicates that the application of sub-micron (nano) bubbles may significantly increase mass transfer rates in advanced oxidation and aeration processes.

• Journal of KIISE:Computer Systems and Theory
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• v.27 no.2
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• pp.123-134
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• 2000

This paper addresses a new triangulation method for constructing surface model from a set of wire-frame contours. The most important problem of contour triangulation is the branching problem, and we provide a new solution for the double branching problem, which occurs frequently in real data. The multiple branching problem is treated as a set of double branchings and an algorithm based on contour merging is developed. Our double branching algorithm is based on partitioning of root contour by Toussiant's polygon triangulation algorithml[14]. Our double branching algorithm produces quite natural surface model even if the branch contours are very complicate in shape. We treat the multiple branching problem as a problem of coarse section sampling in z-direction, and provide a new multiple branching algorithm which iteratively merge a pair of branch contours using imaginary interpolating contours. Our method is a natural and systematic solution for the general branching problem of contour triangulation. The result shows that our method works well even though there are many complicated branches in the object.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.6
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• pp.116-126
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• 2016

In this study, lane-wise traffic flow characteristics were analysed on uninterrupted flow using a new notion of "lane-wise travel speed reversal (LTSR)" which is defined as a phenomena that travel speed in the median lane is lower than other lanes. Mathematical formulation was also proposed to calculate the strength of LTSR. The experiment road site is Seoul Outer Ring Expressway (Jayuro-IC~Jangsoo-IC), and travel trajectories for each four lane were collected for weekdays (Mon. through Fri.) during morning peak. Comparing lane-wise travel speeds for entire test road section, no LTSR was observed, meaning that the travel speed in the median lane is the fastest, followed by 2nd, 3rd, and 4th lane as in order. Howerver, the result of microscopic analysis using 100-meter discrete road section based data shows that LTSR occurs many times. Especially the strength of LTSR is higher in congestion area and freeway merge and diverge segment. It is expected that these results could be used as a fundamental data when establishing lane-by-lane traffic operation strategy and developing lane-wise traffic information collection and dissemination technology.

• Journal of the Korea Computer Graphics Society
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• v.22 no.5
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• pp.17-26
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• 2016

This paper presents an adaptive slicing method based on merging vertical layer polylines. Firstly, we slice the input 3D polygon model uniformly with the minimum printable thickness, which results in bounding polylines of the cross section at each layer. Next, we group a set of layer polylines according to vertical connectivity. We then remove polylines in overdense area of each group. The number of layers to merge is determined by the layer thickness computed using the cusp height of the layer. A set of layer polylines are merged into a single polyline by removing the polylines within the layer thickness. The proposed method maintains the shape features as well as reduces the printing time. For evaluation, we sliced ten 3D polygon models using our method and a global adaptive slicing method and measured the total length of polylines which determines the printing time. The result showed that the total length from our method was shorter than the other method for all ten models, which meant that our method achieved less printing time.

• Journal of Korean Society of Transportation
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• v.19 no.6
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• pp.195-205
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• 2001

The objective of the paper is to analyze the traffic characteristics for freeway merging area. Freeway merging area is different from basic section due to ramp vehicles. Therefore, to understand the traffic characteristics of (leeway merging area, this study focused on two factors including critical time headway required in merging maneuver and maximum possible merging volume. In this paper, new model that adopts critical time headway instead of critical time gap in calculating the maximum possible merging volume based on probability function was developed In previous studies, for calculating the maximum possible merging volume, it was considered that merging vehicles could merge freely if a given time gap was greater than the critical time gap. Also, the critical time gap was used as the same value in all traffic flow conditions. But, a time gap required in merging maneuver could be changed, even to the same driver, because difference of relative speed varies in different traffic flow conditions. So, in some cases, the critical time gap could be insufficient value in merging maneuver. Therefore, in this study. a calculating procedure for critical time headway in all traffic flow conditions was presented. Also, the maximum possible merging volume and capacity for freeway merging area were calculated by using the previously found critical time headway.