• Journal of the Ergonomics Society of Korea
• /
• v.28 no.3
• /
• pp.63-71
• /
• 2009

A car navigation system as an in-vehicle route guidance information (RGI) offers a state-of-the-art technological solution to driver navigation in an unfamiliar area. However, the RGI is provided by some pre-determined options in terms of the interface between a driver and a car navigation system. Drivers occasionally pass the target intersection owing to non- or late- recognizing it. This paper is examined the position of driver's turn signal operation and intersection recognition approaching at the target intersection which is difficult to identify, as a fundamental research on developing the additional RGI connecting with the turn signal control. The field experiment was conducted to measure distances of the turn signal operation and the intersection recognition from the target intersection according to left turns, right turns, and landmarks at adjacent intersection. And glance behavior to the car navigation display was evaluated by using an eye camera. The results of the field study indicate that, most case of driving, drivers operate the turn signal until 40m to 50m before coming to the target intersection. The driving simulator experiment was performed to examine the effectiveness of providing the additional RGI when drivers did not operate the turn signal approaching at the target intersection based on the results of the field study. To provide the additional RGI is effective for the intersection identification and recognition, and expected to improve the traffic safety and the comfort for drivers.

• Journal of Navigation and Port Research
• /
• v.41 no.6
• /
• pp.401-408
• /
• 2017

The Street Turn system in South Korea has been developing continuously with the advancement of information technology; however, this has not lead to an increase of the Street Turn transportation volume. As a result, this study presents the decision-making factors for using the system from the standpoint of users of the existing Street Turn transportation system. The people who have used domestic Street Turn transportation services or who are working in a shipping company were analyzed using Fuzzy-AHP. A total of five major factors and 17 detailed factors were derived from this analysis. As a result, timeliness was selected as the most important major factor, and in particular, the information provision time (0.207) was selected as the most important factor, followed by platform use process (0.079), and number of participating shippers (0.074).

• Korean Journal of Applied Biomechanics
• /
• v.20 no.4
• /
• pp.429-436
• /
• 2010

The purpose of this study was to analyze the kinematic factors and throwing variables for the 3-turn and 4-turn techniques and for release as well as to provide technical advice for improving athletic performance in hammer throwing. Data analysis led to the following conclusions: To increase the rotation speed for the 3-turn and 4-turn techniques, the time elapsed during the 1-foot support period should be decreased the distance between the rotating foot and the rotation axis should be small and the height of the hip joint should be increased at the times of release The throwing angle at the moment of release should be more than 40 degrees, and the throwing position should be taken vertically high at the shoulder joints. To accelerate the motion of the hammer, the speed should not be reduced during the 1-foot support period but should be increased during the 2-foot support period for much greater acceleration. In the 3-turn technique, the angles of the shoulder axis and hummer string should be dragged angle at the maximum point and lead angle at the minimum point, and dragged angle at the maximum and minimum points in the 4-turn at the time of relase The upper body should be quickly bent backward, the knee angle should be extended, and the angles of the shoulder axis and hammer string should be dragged angle close to 90 degrees.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.29 no.2D
• /
• pp.217-225
• /
• 2009

The study on the left turning trajectory has not done many times in Korea. Because of this, there are a lot of intersections built without considering on turning trajectory of vehicles, in Korea, and we can see many conflicts, reduced capacity of turn, especially at small intersections. Even if left turn trajectory is designed well, it is not easy to mark exactly on the pavement according to the turn trajectory. This study suggests "drop Islands" which can be seen in Europe, and is introduced in Korea recently, to solve the problems of conflicts and reduced capacity of turning. It suggests a table of location of the stop line so that the engineers who design the intersection design appropriate left turn trajectory and marking of the stop line and turn trajectory is done more exactly. To evaluate the effect of "drop island", two intersections with and without drop island were compared on the turnning radii and location of stop line. Construction of "drop island" can increase the capacity of intersection and safety without additional land and construction expenses.

• Korean Architects
• /
• s.642
• /
• pp.130-132
• /
• 2022

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.19 no.4
• /
• pp.30-44
• /
• 2020

The application of PPLT is difficult to analyze and judge only from the effects of the delay time. In this study, the application of PPLT was proposed using not only the delay time of PLT and PPLT due to the change in traffic volume and the number of opposite straight lanes but also the traffic volume of passing a left turn and the number of conflict risks as indicators. According to the analysis, the more left-turn traffic than capacity and the less opposite-straight volume, the greater the PPLT effect. On the other hand, if the left-turn traffic is below capacity, the delay time will be reduced partially, but the overall passing left turn volume will not increase, and the conflict risk will increase. In addition, the conflict risk increases in the third lane or higher. Moreover, the difference of passing left-turn volume between PLT and PPLT showed a pattern similar to the delay time difference, and the PPLT coverage was wider than the difference in delay time and was associated more with the conflict risk numbers. Therefore, it would be reasonable to use passing left-turn traffic primarily, consider the delay time below the left-turn capacity, and consider the conflicting risk numbers simultaneously at or above the opposite straight three lanes.

• Korean Journal of Applied Biomechanics
• /
• v.14 no.1
• /
• pp.117-131
• /
• 2004

The foreign superior players and national team players' turning phase was measured, compared and analyzed to help the representative players improve the skill of turn. The underwater video camera used to analyze and evaluate the representative players' skill of turn in detail and the result is as follows. 1. The record for the phase of turn was similar to the rank of the last record. The improvement of the skill of turn was required because Korean players' record was lower than the foreign players' one. In case of 200m events the 1st turn was the fastest and it took more time as the turn is repeated. 2. It shows that the preparation phase and turing motion cause the difference between the players and within one player. 3. The horizontal movement of center of gravity moves to turning point slowly in the preparation phase, does not move nearly in the turning phase and increase again in the propulsion phase. Good record has short time for turn phase. The result means that the shorten the turning phase is the most important factor. Therefore the preparation for this is required. The vertical movement is maintained or increase a little and then move to from the turning phase. 4. The characteristic of horizontal velocity in center of gravity is that there is any big changes at the preparation phase, the faster velocity is found from the better record and the accelerating time is fast at the propulsion phasen. The wrong motion is made by not using the swimming velocity for fuming and waiting and more time is required by this. 5. The angle of knee when the player touch the turning point is 106.22-135.56 and the maximum angle of knee during the driving after the touch of tuning point is full extension. The size of maximum angle of knee did not match with the required time of propulsion phase. It seems that the individual difference is big when the players touch the turning point the angle of knee and the research for the individual angle which can reveal the maximum power should be carried out. The national team player's skill for the him is behind the foreign players' one and a lot of problems were found. It shows that the players could not practice the skill for turn during the training. The 1st reason for it is the various facilities like underwater window or analyzing equipment like underwater camera with which the coaches can teach and correct the players' detailed skill. It is need to evaluate the players' detailed skill exactly and correct it by objective data to complete the good skill in the future. In this regard, the investment for the facility is necessary.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.10 no.4
• /
• pp.107-115
• /
• 2011

Since 2009 The Korean National Police Agency has been pushed "permissive left-turn" forward in order to making progress in Korean traffic operations system. Preceding researches manuals and guidelines present 6 standards(# of accidents # of lanes, pedestrian volume sight # of permissive left-turn lanes vehicle volume) as installation permissive left-turn. But in practical affairs it is most important that secure enough Gap-time between permissive left-turn vehicle and opposite through lane vehicle to make permissive left-turn vehicle move safer and more efficiently. This study suggests applying gap acceptance theory in microscopic model to permissive left-turn installation standards. Analysis methods of this study are field data survey statistical analysis and microscopic simulation analysis. This study collected field data by using AVI recording and measured permissive left-turn vehicle intersection passing time(T1) and against the opposite through lane vehicle Gap-time(T2). And statistical analysis performed about two values that measured before to predict the functionality between T1 and T2. These studies to overcome the limit of sample size carried out a microscopic simulation(VISSIM) plan and collect more samples to input statistical analysis.

• Journal of Korean Society of Transportation
• /
• v.21 no.4
• /
• pp.67-77
• /
• 2003

The purpose of this study is to provide the criteria for implementing unprotected left turn at intersections with variation of traffic volume on a cross road approach. Using Transyt-7F model, the delays calculated from permissive and protected left turn signal system were compared by gradually increasing the left turn volume for a certain opposing through volume up to the volume limits to which permissive left turn is more effective, Average stopped delay of the intersection was used as the measure of effectiveness in this study. The major conclusions are (1) the lighter the traffic gets in a cross road, the more the allowable left turn volume increases. The allowable left turn volume when the ratio of cross traffic to the concerned approach traffic is 0.6 appears about 50% more than the volume when the ratio is 1.0. (2) Comparing to the criteria of the manual of traffic safety facility, the results when the traffic ratio is 0.6 seem to be most similar the criteria of manual and the results when the traffic ratio are 0.8 and 1.0 appears to be lower than the criteria of manual. (3) The possible amount of making a left turn that is inversely proportional to the opposing through traffic, decreases as the number of opposing through lanes increases. The products of volume need to be used as the criteria of permissive left turn with considerable cautions because of its low consistency.

• Journal of Korean Society of Transportation
• /
• v.5 no.2
• /
• pp.19-35
• /
• 1987

Transportation energy saving is a national concern because all national petroleum energy is imported. A number of intersections are operating as semi-protected intersections, which have left-turn signal but not exclusive left-turn lanes, because of limited roadways in urban areas. Since the traffic signal methods for the intersections having left-turn signal/lanes cannot be applied to the semi-protected intersection, it is needed to develop a new technique. The purpose of this study was to develop a traffic signal timing method at semi-protected intersections for energy saving and to computerize the method for the practical use. A probability model which could estimate left-turn utilization factors of through traffic during green signal was developed based on field studies. Employing the factors, macro-models to estimate vehicular average delay and proportions of vehicles stopped at the semiprotected intersections were developed. The calculated values of the delay model agreed well with the simulated values of a simulation model using SLAM Ⅱ, a simulation language. Using the two models and the idling fuel consumption rate and the excess fuel consumption per stop-go speed change of vehicles. a traffic signal timing method at semi-protected intersections for energy saving was developed and computerized. The method can be used for other measures of effectiveness such as minimum delay, minimum stop ratio, etc.