• Journal of the Korean Institute of Navigation
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• v.15 no.3
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• pp.1-11
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• 1991

As increasing needs of marine transportation , world merchant fleet and ship's size were enlarged and it caused frequent disasters in human lives and natural environment. By the reason of the above, they started to establish the Vessel Traffic System (VTS) at the European coast in 1960' and most of advanced contries established and managed it to prevent the sea traffic accidents in these days. The concept of traffic control at sea can be divided into three types. First, the initial gathering of informations about ship's identity and movement etc.. Second, monitoring of the traffic flow and amendment of instructions. Third , organization and direction of ships by allocating routes and speeds. Where the goal of traffic control is safety of traffics and developing effectiveness of navigation channel, if traffic volume is less tan channel capacity then the above first or second level of control would be sufficient but if it is bigger than that , more positive policy of control should be adopted as same as third type of the above. In this paper where the strategy of VTS is focused on the control of traffic density to be spread equality, as possible , all over the navigation channels and also improvement of effectiveness , it suggests algorithm to assign the vessels to the channels with balanced traffic density , and other algorithms using D.P. to sequence the vessels assigned to one channel in optimum order which decreases the mean waiting time in sense of channel effectiveness with numerical examples.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2021.10a
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• pp.147-149
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• 2021

The trend of increasing traffic problems due to the explosion in traffic volume in Sejong City has reached a level that cannot be solved by investment in facility infrastructure, so it is essential to establish an intelligent traffic environment based on data. By benchmarking similar cases in the domestic and overseas, and analyzing the traffic information of Sejong City, we propose a plan to provide parking information using Intelligent CCTV, a smart traffic signal control system, and a safe drop zone. It is expected that this study will a basis for establishing policies of the Sejong City traffic safety strategy in the future.

• Journal of Environmental Science International
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• v.26 no.4
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• pp.467-481
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• 2017

This study sought to determine the changes in weather conditions in urban streets, along with conditions of traffic and roads in urban areas. The variations in weather conditions depending on traffic differed according to distance. First, the temperature difference measured by traffic results is as follows: T1 point $1.03^{\circ}C$, T2 point $1.04^{\circ}C$, T3 point $0.9^{\circ}C$, T4 point $1.01^{\circ}C$, and T5 point $0.31^{\circ}C$. The average difference between the measured temperatures by the point of measurement was $0.86^{\circ}C$. The changes in wind velocity according to traffic volume results of the measurements is T1 point 1.32 m/s, T2 point 0.80 m/s, T3 point 0.29 m/s, T4 point 0.04 m/s, and T5 point 0.09 m/s. The difference between the average wind speeds was 0.51 m/s and traffic jams caused substantial differences in distance. The relative humidity tended to be inversely proportional to temperature. The measurements results ares T1 point 2.29%, T2 point 2.67%, T3 point 2.47%, T4 point 2.16%, and T5 point 0.91% The difference between the average relative humidity was 7.3%. In case of independent sampling T test according to traffic volume, changes in wind velocity and temperature were directly proportional to the level of statistical significance(p<0.01). On the other hand, relative humidity tended to be inversely proportional; however, there was no statistical significance.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.5
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• pp.1-10
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• 2014

This research focuses on the warrants for the Two-Way Left-Turn Lanes (TWLTL). Using a microscopic traffic simulation tool, two key parameters were investigated herewith. One is a wide range of the Design Hourly Volume (DHV), reflective of recent Korean roadway volume characteristics, that is conventionally reduced from the Average Daily Traffic (ADT). The other is driveway spacing, the length of the middle-lane section where two conflicting left-turn demands often compete for space. In addition, unlike previous researches, the way and the procedure the TWLTL operation is realized in the VISSIM S/W with its add-on application such as VISVAP is clearly stated and described in detail. According to the result of simulations for 10 volume scenarios, as expected, the higher the volume level is, the more delay the left-tuner experience. The Level Of Service (LOS) for most cases was in the range of C and D based on the non-signalized intersection LOS criteria. Furthermore, the TWLTL was found operable up to the volume level of 1,116 and 1,860 vph in heavy direction (equivalent of volume level 7) for 3-lane and 5-lane facility respectively, which covers significant portion of existing two to four-lane highway volumes in Korea.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.17 no.3 s.120
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• pp.207-212
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• 2007

Community noise has been great concerned in public. The traffic noise in seoul, especially has been growing awareness for the quiet living environment. In this paper, the effect on the noise barrier in order to reduce highway noise near on the street has been examined. First barriers have been evaluated at 5 locations in the city. The evaluation is performed before and after construction, with the reference point which does not affected on road traffic volume. Then, noise reducers mounted on the harriers also have been examined. the result shows that it reduces noise level by $3{\sim}3.5dB(A)$ with a standard deviation of 2.8 dB(A).

• KSCE Journal of Civil and Environmental Engineering Research
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• v.5 no.3
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• pp.145-159
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• 1985

An understanding of interrelationships among basic characteristics of vehicular traffic flow, such as volum, speed, headtime, and density, is of prime importance. Similarly in providing proper level of servicebility in the field of base of design and traffic control, it is deeply connected. After all, with a view to improve traffic flow characteristics, future efforts about the mutual function development between rod and traffic should be made on the basis of present traffic characteristics. This paper figures out some traffic characteristics from field data and provides proper model of equation to estimate traffic volume on the road.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.144-152
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• 2018

This study focuses on collecting traffic data using drones to compensate for limitation of the data collected by the existing traffic data collection devices. Feasibility analysis was performed to verify the traffic data extracted from drone videos and optimal methodology for extracting data was established through analysis of various data reduction scenarios. It was found from this study that drones are very economical traffic data collection devices and have strength of determining the level-of-service(LOS) for uninterrupted flow condition in a very simple and intuitive way.

• Journal of Korean Society of Transportation
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• v.28 no.2
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• pp.111-121
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• 2010

DHV (Design-Hour Volume) for the estimation of number of lanes is determined by design-hour factor (K). The design-hour factor is defined as the proportion between the 30th highest hourly volume and AADT and determines the level of road planning. However, the K-factor estimated by an existing method has a problem because the hourly volumes on holiday and weekend appear in the relatively low rank in real world in spite of expected high volumes. To improve this problem, this study make use of the concept of traffic demand in estimating the design-hour factor. After the congested hourly volumes transfer to traffic hourly demand, the K-factors are estimated on urban expressways and are compared to the existing K-factors. It is perceived that the new K-factors have more realistic values due to utilizing the traffic demand. reflecting the congested flow.

• Journal of Korean Society for Atmospheric Environment
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• v.23 no.4
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• pp.466-477
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• 2007

To understand particle pollution phenomena caused by vehicles, black carbon (BC) concentrations were continuously monitored using an aethalometer at a roadside in Seoul during the period of May 79 to 25, 2005. The BC concentration was highly fluctuated for a short duration, responding to the traffic situation on the road. The lowest BC concentration was observed between 2 and 5 a.m. The local highest BC concentrations were observed during the periods of both morning and evening rush hours. Change in traffic volume accounts for the trend of hourly averaged BC concentrations from the late evening to the morning. Particularly, the slower increase of BC concentration on Sunday seems to respond directly the lower traffic volume in the morning rush hours. From the comparison with a previous work, it is concluded that the BC concentration around midday hours might be dependent on the distance from a road.

• Journal of Internet Computing and Services
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• v.7 no.3
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• pp.53-60
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• 2006

As it has been continuously increased the volume of traffic over Internet, it is hard for a network traffic monitoring system to analysis every packet in a real-time manner. While it is increased usage of applications which are dynamically allocated port number such as peer-to-peer(P2P), steaming media, messengers, users want to analyze traffic data generated from them. This high level analysis of each packet needs more processing time. This paper proposes to introduce load shedder for limiting the number of packets. After it determines what application generates a selected packet, the packet is analyzed with a defined application protocol.