• Journal of Korean Society of Transportation
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• v.29 no.4
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• pp.113-123
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• 2011

Traffic signal control is one of the most cost-effective means of improving urban mobility. With the recent progress of ITS (Intelligent Transportation System) and the installation of the real time traffic control systems, traffic signal control is conducted in online and real time. Normally, time-of-day (TOD) signal control is used with the system, but no definite methodology has yet been available for efficient TOD signal planing designing. Such method and process are in need to optimize the traffic signal timing plan. This paper proposes the optimization of TOD signal timings on arterials. The effects of the signal timings from the proposed method were assessed in the field. The proposed includes the methods determining the separation of the TOD break points and the TOD intervals. Those were tested on an arterial consisting of ten coordinated signalized intersections. It was found from the test results that the proposed TOD signal timing plans outperformed the previous signal timings.

• Proceedings of the IEEK Conference
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• 2005.11a
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• pp.1023-1026
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• 2005

In the ubiquitous computing environment, an intelligent vehicle is defined as a sensor node with a capability of intelligence and communication in a wire and wireless network space. To make it real, a lot of problems should be addressed in the aspect of vehicle mobility, in-vehicle communication, common service platform and the connection of heterogeneous networks to provide a driver with several intelligent information services beyond the time and space. In this paper, we present an intelligent information system for managing in-vehicle sensor network and a vehicle gateway for connecting the external networks. The in-vehicle sensor network connected with several sensor nodes is used to collect sensor data and control the vehicle based on CAN protocol. Each sensor node is equipped with a reusable modular node architecture, which contains a common CAN stack, a message manager and an event handler. The vehicle gateway makes vehicle control and diagnosis from a remote host possible by connecting the in-vehicle sensor network with an external network. Specifically, it gives an access to the external mobile communication network such as CDMA. Some experiments was made to find out how long it takes to communicate between a vehicle's intelligent information system and an external server in the various environment. The results show that the average response time amounts to 776ms at fixed place, 707ms at rural area and 910ms at urban area.

• IEIE Transactions on Smart Processing and Computing
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• v.5 no.3
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• pp.193-198
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• 2016

Lane change is an important issue in microscopic traffic flow simulations and active safety. Overtaking and changing lanes are dangerous driving maneuvers. This approach presents a lane-changing system based on speed and a minimum gap between vehicles in a vehicular ad hoc network (VANET). This paper proposes a solution to ensure the safety of drivers while changing lanes on highways. Efficient routing protocols could play a crucial role in VANET applications, safeguarding both drivers and passengers, and thus, maintaining a safe on-road environment. This paper focuses on the development of an intelligent transportation system that provides timely, reliable information to drivers and the concerned authorities. A test bed is created for the techniques used in the proposed system, where analysis takes place in an on-board embedded system designed for vehicle navigation. The designed system was tested on a four-lane road in Neemrana, India. Successful simulations were conducted with real-time network parameters to maximize quality of service and performance using Simulation of Urban Mobility and Network Simulator 2 (NS-2). The system implementation, together with the findings, is presented in this paper. Illustrating the approach are results from simulation using NS-2.

• Transactions of the Korean Society of Automotive Engineers
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• v.20 no.6
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• pp.24-32
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have been increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the roadway particles on asphalt road according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for PM10 concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. The morphology and elements of the roadway particles were also analyzed using SEM-EDX technique.

• The Journal of Art Theory & Practice
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• no.9
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• pp.151-170
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• 2010

As an art group, De Stijl (1917-1931) led a total art movement encompassing painting, sculpture, design, and architecture. Among these, architecture, as a model of the total art pursued by the group, was encapsulated by the term 'plastic architecture.' The term reflects architecture's shared features with plastic art, especially its pictorial characteristics. Firstly, De Stijl architecture shares geometric form with painting. Assembled in simple, clear and rational structures, the geometric forms signified universal forms, and extended the pictorial experimentation that Mondrian exercised through Neo-Plasticism to architecture. Constructed with colour fields made of concrete wall, De Stijl architecture is geometric abstract painting embodied in space. Together with such pictorial characteristics, large plate glass windows, narrow window frames, and cantilever structure minimize the building's visual weight. De Stijl architecture, which appears suspended in the air, is an architectural version of the abstract paintings of the era that revealed unknown spaces beyond perspective. De Stijl architecture is also an 'open' architecture, where the units placed as if radiating from the center form relations with each other flexibly and organically. The observer in such a space is encouraged to experience space within time, as his/her physical and visual mobility and extension are maximized. De Stijl architecture is an example of how the time-space continuum, represented within picture frame through Cubism, Futurism, and abstract art, can be realized in space. By transforming the ideal space of painting into real space in this way, 'plastic architecture' turned out to be an architectural manifestation of the utopianism of the era, aimed at building a society in 'perfect harmony.' However, such rationalism and universalism are not free from the violence of totalization that deletes various differences. This is evident in the history that followed as the geometric form of architecture and urban planning proliferated across the globe, engulfing the diverse natural landscapes and local cultures.

• Journal of the Korean Institute of Rural Architecture
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• v.22 no.3
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• pp.49-60
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• 2020

The purpose of this study utilizes the service design methodology centered on the lives and experiences of rural residents, who are the main beneficiaries of the service, to derive specific problems and needs, and to propose a service improvement plan suitable for the rural residential environment. The study selected Dosan 2-ri Village, Hongseong-gun, Chungcheongnam-do as the target of the survey, used personas and Customer Journey map of service design method to derive specific core issues and insights from the village residents. By developing this, the final five service directions for 'Air care service', 'Self-driving garbage collection and treatment service', 'Emergency/disaster networking service', 'Contaminant removal service' and 'Mobility share service' were derived and presented according to each key keyword. This study is not just a study to grasp the actual conditions of the rural residential environment, but it focuses on the lives and experiences of rural residents and extracts elements that can respond to changes in the lifestyles and patterns of the residents. It can be used as a basic material for more realistic improvement of rural residential environment and service development research. Most of the existing studies on residential environments and spaces is focused on urban areas, and there is a limit to the use of rural areas in residential areas. Therefore, by making recommendations for improvement of residential environment services suitable for rural areas and by creating residential spaces and environments in rural areas in a comfortable and safe manner, it is thought that it is possible to contribute to improvement of satisfaction in rural areas and improvement of healthy housing welfare as well as to improvement of the quality of life of residents of rural areas.

• Journal of Korean Society of Transportation
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• v.36 no.3
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• pp.184-194
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• 2018

Recently, the need to introduce bus lines on a welfare basis is increasing as public intervention in bus routes is accelerated through semi-public bus system. The main objective of this study is to establish the concept of PSO (public service obligation) bus line on a welfare basis and propose a classification method of PSO bus line under semi-public bus system. We introduced 3 indexes such as "equity" in terms of bus line distribution, "publicity" in terms of age distribution, and "profitability" in terms of bus operating revenues. On the basis of 3 indexes, we introduced the PSO bus line, which is fair and public, even if it is not profitable. Based on the concept established in this study, we divided 130 ordinary city bus lines in Busan Metropolitan City into 8 PSO bus lines. Also, considering the positive impact of public buses, which are less profitable, but improve the mobility of residents and secure public community, we suggested the need to introduce public buses in bus service shortage areas.

• Journal of Korean Society for Atmospheric Environment
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• v.28 no.2
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• pp.131-141
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• 2012

A large fraction of urban $PM_{10}$ concentrations is due to non-exhaust traffic emissions including road dust, tire wear particles, and brake lining particles. Although potential health and environmental impacts associated with tire wear debris have increased, few environmentally and biologically relevant studies of actual tire wear debris have been conducted. Tire wear particles (TWP) are released from the tire tread as a result of the interaction between the tire and the pavement. Roadway particles (RP), meanwhile, are particles on roads composed of a mixture of elements from tires, pavements, fuels, brakes, and environmental dust. The main objective of present study is to identify the contribution of tires to the generation of RP and to assess the potential environmental and health impacts of this contribution. First, a mobile measurement system was constructed and used to measure the RP on asphalt roads according to vehicle speed. The equipment of the mobile system provides $PM_{10}$ concentrations by Dusttrak DRX and number density & size distribution measurements of fine and ultra-fine particles by a fast mobility particle sizer (FMPS) and an aerosol particle sizer (APS). When traveling on an asphalt road at constant speed, there is a clear tendency for $PM_{10}$ concentration to increase slightly in accordance with an increase in the vehicle speed. It was also found that considerable brake wear particles and particles from tire/road interface were generated by rapid deceleration of the vehicle. As a result, the $PM_{10}$ concentration and particle number of ultra-fine particles were measured to be very high.

• Journal of the Korean Geographical Society
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• v.32 no.2
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• pp.245-263
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• 1997

Housing market is segmented through 1) housing supply classified by housing characteristics and 2) housing demand classified by different housing opportunity of household. Moreover, neighborhood plays a role in intensifying housing market segmentation as a factor affecting on decision making relevant to housing supply and demand. while segmented housing markets have different mechanism, existing studies on residential differentiation and housing market have overlooked the characteristic differences among housing submarkets as the studies presume metropolitan housing market to be a single housing market. while the concept of 'residential differentiation' pays much attention on spatial pattern after the ecological approach appeared, the concept of ‘housing submarkets' is explanatory of the process of urban space structure formation. Analysis on housing submarkets makes up for the weak points of the behavioral approach inquiring into socio-economic constraint and different housing opportunity of household.

• Research in Community and Public Health Nursing
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• v.15 no.1
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• pp.18-28
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• 2004

Purpose: The purpose of the study was to analyze the changes in functional status and caregiver burden after a community based case management program for stroke patients. Method: This study was designed as a one group pre and post test. A total of 61 stroke patients and their caregivers were sampled in three urban areas and two rural areas. Face to face interviews were conducted as a pre test one week before intervention, and a post test two weeks after intervention. The case management program consisted of four home visits and two telephone counseling sessions for assessment, education and providing information during the eight weeks. The collected data were analyzed with paired t test. Results: First, significant differences in functional status, and specifically mobility and cognition, were found between pre test and post test. Second, caregiver burden, in particular, objective burden was significantly decreased after 8 weeks. Third, the positive response for the services increased after 8 weeks. Conclusion: The community based case management program was effective to improve the functional status of stroke patients and to decrease the caregiver burden.