• Journal of Institute of Control, Robotics and Systems
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• v.17 no.3
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• pp.199-205
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• 2011

This paper presents an algorithm capable of detecting free space for the autonomous vehicle navigation. The algorithm consists of two main steps: 1) estimation of longitudinal profile of road, 2) detection of free space. The estimation of longitudinal profile of road is detection of v-line in v-disparity image which is corresponded to road slope, using v-disparity image and hough transform, Dijkstra algorithm. To detect free space, we detect u-line in u-disparity image which is a boundary line between free space and obstacle's region, using u-disparity image and dynamic programming. Free space is decided by detected v-line and u-line. The proposed algorithm is proven to be successful through experiments under various traffic scenarios.

• Journal of the Korean Institute of Rural Architecture
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• v.14 no.3
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• pp.93-100
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• 2012

The purpose of this study is to examine the change of inner roads responding to the street system and to examine the how to influence to communal space of village focused on 22 existing old settlements in downtown Cheong Ju. This study examined the types of inner roads based on advanced research. For the research on communal space, interviews with the residents living in the village were conducted to figure out the location and function of it. Also, it was analyzed comparatively with the present communal space. The results are as followings: the width of an inner road has a effect to function of an inner road when flow of an inner road has kept. The function of inner road has been kept when the width of an inner road expanded as pedestrians should be given priority to vehicular traffic. However, the function of inner roads has been changed and the community has been separated when the width of inner roads expanded for vehicular. Because the location of the communal space in the village is affected by the change of the inner road, when the inner road is maintained, the location of the communal space is also maintained, but when the inner road is changed, the location of the communal space is also changed. The communal spaces such as public wells and wash spaces have lost and they have been substituted with senior citizen centers or community centers.

• Journal of Forest and Environmental Science
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• v.35 no.4
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• pp.281-284
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• 2019

Efficient management of road-kill data is difficult at national scale when there are many organizations that are in charge of different road types. Here, we described the first case to integrate road-kill data through Korea Road-kill Observation System (KROS) by the Korean government. The system was launched in June 2018 to approximately 3,000 road menders. During 15 months, 5,812 road-kill observations were registered on KROS including mammals, birds, reptiles and amphibians. Of them, about 86 % was occupied by five species (Hydropotes inermis, Felis catus, Capreolus pygargus, Nyctereutes procyonoides, and Canis lupus familiaris) listed in number of occurrences. The observed road-kill frequency rapidly increased until April 2019 and peaked on May 2019. However, as the system is just starting, the results from KROS cannot be treated as the exact representation of road-kill trend in the country. Although the efficient method to manage national road-kill statistic is arranged, still there are some limitations to overcome to make the system stable.

• Journal of Forest and Environmental Science
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• v.37 no.1
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• pp.62-68
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• 2021

Despite numerous efforts on reducing road-kill worldwide, the collisions have been occurring continuously. Many factors are affecting road-kill occurrences and the effect is various by species. We investigated Hydropotes inermis argyropus road-kill characteristics on the national highway. We examined 9,099 H. i. argyropus road-kill points with distance to the gaps on road (interchange and intersection) and distance to six natural land-cover types as explanatory variables. We also examined the number of road-kill occurrences according to temporal variation using chi-square test with 9,658 events. In general, H. i. argyropus road-kill location tended to occur close to the gaps on road, agricultural lands and forests. The average distance from road-kill to the gap was 694.7 m and 78.6% of the collisions were occurred within 1 km from the gaps. In addition, Kruskal-Wallis test showed the distance between road-kill points and each land cover and the gaps was significantly different. The temporal analyses showed that the differences of the H. i. argyropus road-kill frequency are significant in both month and season. Our results implies H. i. argyropus road-kill location tended to occur close to the gaps on road, agricultural lands and forests in general, especially during May and June, according to their seasonal behavior. Thus, we suggest there is a need of concentrated management on the roads with specific characteristics for both wildlife and human safety.

• Journal of the Korean Institute of Landscape Architecture
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• v.28 no.1
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• pp.136-146
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• 2000

Although the urban elevated road is welcomed in modern society to deal with urban traffic problems, its negative influence on both the pedestrian environment and urban landscape has been frequently observed. Furthermore, the space under elevated structures has been ignored, being the lost space. Recently, several efforts have been devoted into bringing back the lostspace. However, any specific design guidelines shown in the street design of Japan and Singapore have not been suggested in Korea, yet. This study proposes a case of the Nengdong-Ro street design where the two-story urban elevated road is being constructed and negative effects of the elevated road are largely expected. One of the purposes of Nengdong-Ro street design proposed in this study is to relieve the negative effect os the two-story elevated road, and to provide a better pedestrian environment in Nengdong-Ro. The other purpose is to suggest general guidelines that can be applied to the similar context as Nengdong-Ro. It is considered that the space under the elevated road generally consist of three sections: 1) main section where the elevated road runs parallel with the ground, 2) landing section where elevated road goes down to the ground, and 3) facility section where facilities such as the platform and the ticketing booth are located. The design guidelines are suggested for each section, because each section has a different situation. Plans, section and elevations and the details of the street furniture are also incorporated to support the design guidelines.

• Journal of Forest and Environmental Science
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• v.32 no.1
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• pp.1-9
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• 2016

Accessibility of urban green space, as an important index of evaluating the service level of urban green space, not only shows the resident's access to green space, but also reflects the environment quality of urban living. Since the quantity, area and space distribution of the patches in urban green space directly affect the function of urban green space and the quality of urban environment, the research on the accessibility of urban green space holds great significance to improve the service of urban green space and the living environment quality. Based on GIS software, this research uses the road network and the population distribution data of Nanjing's city proper to conduct quantitative analysis of the accessibility of park green space and the convenience for residents to travel under different forms of transportation. After the case analysis, the author tests the application of road network in studying the accessibility of urban park green space and proposes a GIS-based method to study the accessibility and the rational layout of urban green space.

• Proceedings of the Korean Society of Surveying, Geodesy, Photogrammetry, and Cartography Conference
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• 2007.04a
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• pp.301-306
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• 2007

Because the cost of road management is increasing proportional to road construction, there are needs to build general and systematic road management system. To solving such problems, Ministry of Construction and Transportation started research and development of Highway Management System(HMS), and established a foundation for systematic road management system. But, the implementation of HMS has some limitations because it is just converting roads of physical space to roads of electronic space and managing roads of electronic space. Although HMS offers many conveniences compared to old system which was based hard-copy and paper maps or unit operations, it can not overcome the problem of inefficency of road management due to the separation of operation between outer field and inner office. Therefore, to overcome such inefficency, this study focused on Road Disaster Management System development based on Ubiquotous.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.38 no.5
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• pp.455-465
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• 2020

As cities continue to expand and additional underground structures are constructed, a policy is being planned to expand addresses, which are national framework data. In this study, the application scope of a proposed 3D (three-dimensional) mixed-use complex space for assigning 3D addresses was defined, based on past research on 3D address systems and by analyzing related laws. Underpass shopping malls, underground walkways (excluding underground shopping malls), and 3D mixed-use transfer centers with a gross floor area of 2,000㎡ or more are connected with each space by underground walkways or public paths. In addition, the detailed space corresponding to the public space of the 3D mixed-use complex space was presented and distinguished from the space to which the detailed address is assigned. The criteria for setting the road section were presented based on the intermediate space, which is a characteristic of 3D mixed-use complex spaces. The proposed criteria were applied to the Express Bus Terminal station (3D mixed-use transfer center) and COEX mall (underpass shopping malls). Thus, the road section was set for an unfamiliar 3D mixed-use complex space. However, by applying the proposed criteria to various 3D mixed-use complex spaces, additional and detailed criteria for different cases should be prepared.

• The Journal of the Korea Contents Association
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• v.14 no.2
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• pp.494-505
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• 2014

Residential site should have pedestrian road passing through the center of the site just for convenience and safety. However, apartment complexes developed in the past, the sites are just stuck by walls and pedestrian roads are not placed, inhabitans have difficulties for facility use and safety. Therefore, residents solve the problems as follows: they utilize the spaces, between apartment building and the wall, as walking route, and demolish the parts of the wall for connecting sites. In this study, it was thought that pedestrian road could be emplaced at the wall space between sites. For this, a low-rise apartment complex in Gwangju was selected developed in 1990s, and whether the space for pedestrian road was examined. The width from 2.4m to 8.0m could be secured, and there could be placed the pedestrian road at the wall space. However, this study is limited for the possibility of securing space, for the opinion of residents that might be damaged from the pedestrian road did not reviewed.

• Journal of the Korean Institute of Landscape Architecture
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• v.29 no.5
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• pp.51-59
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• 2001

This paper presents a design of the Dasan Children\`s Park which is located Shindang- dong, lung-gu, Seoul which has an area of about 3,678$m^2$. Objectives for the design were to make nature-friendly space, learning space, interesting play space, space for every child, adventure play space, traditional play space, sense of place, and recycle space. For the space compositions a children\`s garden, a traditional play space, and a science play space were located around the S shaped main route. Facilities relating nature, science, culture. environment and adventure play were arranged in the 3 main spaces. The Children\`s Garden is a green space for learning and playing with natural elements. It is composed of a ecological learning space, a children\`s story garden, a children\`s song road, an environmental labyrinth, and a pall space leer handicap children. The Science Play Place is a place space for learning scientific theories through plays to which scientific theories were applied. It is composed of a total play structure, a math experience playground, a \"Keojunggi\" play space, a sound reflecting experience space, arid an infant playground. The Traditional Play Madang(space) is a space for traditional plays. It is composed of a traditional play pattern, a sun dial, and a floor fountain. The Recycle Road is a dragon shaped road fort learning about resource recycling and conservation. It is composed of a dragon head, body, tail space and a dragon bead(cint mani).int mani).