• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.4
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• pp.389-397
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• 2018

Modern countries have almost ratified the UN Convention on the rights of persons with disabilities and are creating environments to prevent discrimination against these individuals. In 1996, the International Maritime Organization presented a recommendation for the design and operation of passenger ships to respond to elderly and disabled persons' needs. In Korea, an act on the promotion of transportation convenience for mobility disadvantaged persons has been implemented, and facilities for the disabled have been rapidly installed in ships, vehicles, aircraft, railways and passenger terminals. However, the maritime transport environment is less concerned about disabled persons than safety. In this study, basic research was conducted to improve the maritime transport environment for disabled people in Korea through a field survey and literature survey. As a result, it was found that relevant laws and regulations have not been properly applied to excursion ships and ferries as well as small-scale ports, which are responsible for a large part of coastal passenger transportation. In addition to low installation rates of facilities for the transportation of persons with disabilities in ships and terminals, loose equipment was also considered. Therefore, it is necessary to protect the human rights of persons with disabilities, which are universal values of humanity, by complementing laws and introducing improved facilities.

• Journal of the Korean Society of Marine Environment & Safety
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• v.28 no.4
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• pp.515-524
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• 2022

To effectively collect, manage, and share the maritime traffic information, it is necessary to identify the technology trends concerning this particular information and analyze its current status and problems. Therefore, this study observes the domestic and foreign technology trends involving maritime traffic information while analyzing and summarizing the current status and problems in collecting, managing, and sharing it. According to the data analysis, the problems in the collecting stage are difficulties in collecting visual information from long-distance radars, CCTVs, and cameras in areas outside the LTE network coverage. Notably, this explains the challenges in detecting smuggling ships entering the territorial waters through the exclusive economic zone (EEZ) in the early stage. The problems in the management stage include difficult reductions and expansions of maritime traffic information caused by the lack of flexibility in storage spaces mostly constructed by the maritime transportation system. Additionally, it is challenging to deal with system failure with system redundancy and backup as a countermeasure. Furthermore, the problems in the sharing stage show that it is difficult to share information with external operating organizations since the internal network is mainly used to share maritime transportation information. If at all through the government cloud via platforms such as LRIT and SASS, it often fails to effectively provide various S/W applications that help use maritime big data. Therefore, it is suggested that collecting equipment such as unmanned aerial vehicles and satellites should be constructed to expand collecting areas in the collecting stage. In the management and sharing stages, the introduction and construction of private clouds are suggested, considering the operational administration and information disclosure of each maritime transportation system. Through these efforts, an enhancement of the expertise and security of clouds is expected.

• Journal of Korean Port Research
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• v.10 no.2
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• pp.91-101
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• 1996

Today transportation problems are severer with the increase of the vehicles and travel demand in urban areas, but could not be completely solved with only the expansion of the new transportation facilities. Because the expansion of the new transportation facilities are limited in urban areas. As one of the Transportation System Management(TSM) techniques in this study, the simulation results of the existing signal systems which were operated based upon the peak time periods for increasing the efficiency on the pretimed signalized intersections(PSI) during the different time periods : the AM on-Peak, the AM off-Peak, the PM off-Peak, and the PM on-Peak, were as follows : i) There was no distinct difference in the total traffic volumes concentrated on the signalized intersections during the different time periods, but a considerably big difference in the directional traffic volumes for those time periods. ii) There were about 53% reduction of the average delay and 51% reduction of the fuel consumption when applying the different signal systems to the different time periods regardless of the CBD and Non-CBD. iii) There were about 36% increase of the average delay and 33% increase of the fuel consumption when applying the same signal systems during the peak time periods to the different time periods regardless of the CBD and Non-CBD. Based on the above results, it was concluded that constructing the different signal systems for the different time periods would be better than construction the same ones for those periods on the pretimed signalized intersections in urban areas.

• The Journal of the Korea institute of electronic communication sciences
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• v.19 no.1
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• pp.149-156
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• 2024

The increased intelligence and speed of vehicle infotainment, whose main purpose was emergency and external communication, is showing the potential for application to various services such as navigation and autonomous driving. In particular, functionality for linking external devices and infrastructure is being strengthened due to advances in communication and networks. Under this trend, it is necessary to consider the direction of linkage with the cooperative intelligent transportation system (C-ITS) for advanced vehicle services and driving. In addition, in the case of automobiles, future vehicle development concepts are being established based on the concept of software-defined vehicles (SDVs) in line with the trend of electrification beyond telematics and infotainment advancements, and such SDV linkage must be considered at the same time. In this paper, we consider the future direction of ITS and SDV linkage based on analysis of vehicle infotainment structure. First, for this purpose, we analyze the existing vehicle infotainment structure and architecture, and also present the structure of the SDV linked to it. Based on this, analysis and implications are drawn on the possibility of applying and linking standard-based C-ITS services with SDV devices.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.4
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• pp.63-68
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• 2018

The establishment of Ground Control Points (GCPs) in UAV-Photogrammetry is a working process that requires the most time and expenditure. Recently, the rapid developments of navigation sensors and communication technologies have enabled Unmanned Aerial Vehicles (UAVs) to conduct photogrammetric mapping without using GCP because of the availability of new methods such as RTK (Real Time Kinematic) and PPK (Post Processed Kinematic) technology. In this study, an experiment was conducted to evaluate the potential of RTK-UAV mapping with no GCPs compared to that of non RTK-UAV mapping. The positioning accuracy results produced by images obtained simultaneously from the two different types of UAVs were compared and analyzed. One was a RTK-UAV without GCPs and the other was a non RTK-UAV with different numbers of GCPs. The images were taken with a Canon IXUS 127 camera (focal length 4.3mm, pixel size $1.3{\mu}m$) at a flying height of approximately 160m, corresponding to a nominal GSD of approximately 4.7cm. As a result, the RMSE (planimetric/vertical) of positional accuracy according to the number of GCPs by the non-RTK method was 4.8cm/8.2cm with 5 GCPs, 5.4cm/10.3cm with 4 GCPs, and 6.2cm/12.0cm with 3 GCPs. In the case of non RTK-UAV photogrammetry with no GCP, the positioning accuracy was decreased greatly to approximately 112.9 cm and 204.6 cm in the horizontal and vertical coordinates, respectively. On the other hand, in the case of the RTK method with no ground control point, the errors in the planimetric and vertical position coordinates were reduced remarkably to 13.1cm and 15.7cm, respectively, compared to the non-RTK method. Overall, UAV photogrammetry supported by RTK-GPS technology, enabling precise positioning without a control point, is expected to be useful in the field of spatial information in the future.

• Science of Emotion and Sensibility
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• v.13 no.4
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• pp.613-620
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• 2010

The purpose of this study was to quantitatively evaluate the effects of the secondary task while simulated driving using the variable indicating control of vehicle and smoothness of motion. Fifteen healthy adults having 1~2years driving experience were participated. 9 markers were attached on the subjects' upper(shoulder, elbow, Wrist) and lower(knee, ankle, toe) limbs and all subjects were instructed to keep the 30m distance with the front vehicle running at 80km/hr speed. Sending text message(STM) and searching navigation(SN) were selected as the secondary task. Experiment consisted of driving alone for 1 min and driving with secondary task for 1 min, and was defined driving and cognition blocks respectively. To indicate the effects of secondary task, coefficient of variation of distance between vehicles and lane keeping(APCV and MLCV) and jerk-cost function(JC) were analyzed. APCV was increased by 222.1% in SN block. MLCV was increased by 318.2% in STM and 308.4% in SN. JC were increased at the drivers' elbow, knee, ankle and toe, especially the total mean JC of lower limbs were increased by 218.2% in STM and 294.7% in SN. Conclusively, Performing secondary tasks while driving decreased the smoothness of motion with increased JC and disturbed the control of vehicle with increased APCV and MLCV.

• Science of Emotion and Sensibility
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• v.25 no.1
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• pp.3-20
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• 2022

Recently, prior to the commercialization of urban air mobility (UAM), the importance of R&D for air transportation-related industries in urban areas has significantly increased. To create a UAM environment, research is being conducted on personal air vehicles (PAVs). They are key means of air transportation, but research on the physical factors influencing their passengers is relatively insufficient. In particular, because the PAV is expected to be used as a living space for the passengers, research on the effects of the physical elements generated in the PAV on the human body is essential to design an interior space that supports the in-vehicle activities of the passengers. Therefore, the purpose of this study is to derive the constraint factors that affect the human body due to the air navigation characteristics of the PAV and to understand the impact of these constraint factors on the bodies of the passengers performing in-vehicle activities. The results of this study indicate that when the PAV was operated at less than 4,000 ft, which is the operating standard, the constraint factors were noise, vibration, and motion sickness caused by low-frequency motion. These constraint factors affect in-vehicle activity; thus, the in-vehicle activities that can be performed in a PAV were derived using autonomous cars, airplanes, and PAV concept cases. Furthermore, considering the impact of the constraint factors and their levels on the human body, recommended constraint factor criteria to support in-vehicle activities were established. To reduce the level of impact of the constraint factors on the human body and to support in-vehicle activity, the seat's shape and built-in functions of the seat (vibration reduction function, temperature control, LED lighting, etc.) and external noise reduction using a directional speaker for each individual seat were recommended. Moreover, it was suggested that interior materials for noise and vibration reduction should be used in the design of the interior space. The contributions of this study are the determination of the constraint factors affecting the in-vehicle PAV activity and the confirmation of the level of impact of the factors on the human body; in the future, these findings can be used as basic data for suitable PAV interior design.