• Journal of Environmental Impact Assessment
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• v.15 no.1
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• pp.53-65
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• 2006

Topographic condition is one of the most important things in farming activities. The topographic condition didn't matter for farming in the past because agricultural products had competitive power in the market. So farmers tried to extend their farms without any concern of topographic condition. We need less labor-consuming farming as industrial structure has been changed and the competitive power of the farming has been getting weak. This study analyzed the fallow potential in agricultural area by topographic condition so that we have got results as follows. Maps of elevation, slope, distance from roads and water resources were made for getting a fallow probability model in farms, and these 4 factors were used as independent variables while a variable on whether it is fallow or not is a dependent variable in logistic regression model. In an analysis of the fallow potential depending on farm land types, the fallow probability in fallow orchard showed the highest value of farm lands, 0.973. Cultivated orchard had 0.730 and upland had 0.616 of the fallow probability. The fields having high fallow potential had high elevation, steep slope, and long distance from water resources and roads. Especially, fields having a probability over 0.99 appeared in orchards, fallow uplands and single cropping uplands, which were recognized to have several disadvantages related to the fallow like as high elevation, steep slope, and long distance from water resources and roads. With the logistic analysis, the suitable farm lands appeared at 16.45m of the mean elevation, 1.89 degree of the mean slope, 39.91m of the average distance from water resources, and 32.39m of the average distance from roads. On the contrary, non-suitable land appeared at 114.7m of the mean elevation, 24.9 degree of the mean slope. The distance from roads was more important variable than the distance from water resources for analyzing suitable farm land.

• The Bulletin of The Korean Astronomical Society
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• v.25 no.1
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• pp.30-30
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• 2000

• Journal of the Korean Institute of Landscape Architecture
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• v.40 no.6
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• pp.23-34
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• 2012

This Study is about the "Comprehensive Landscape Improvement Plan for Gu-ryoung Seaside Village that was one of most exhibited projects for developing sea villages." The formulations of the plan were supervised by the Ministry of Land, Transport, and Maritime Affairs and were executed by the Goheung Country. Rather than proposing renovations for the landscape, this study maintains the existing order and attempts to examine the plan by scrutinizing the vernacular design language of the landscape. In the study, community members had the opportunity to express their opinions and ideas about the community through workshops composed of community participation programs, and participated in the decision-making process through consultation meetings. The conclusion of this study was relevant to the activities of the committee on landscape improvement. The Comprehensive Landscape Improvement Plan has three objectives: (1) resorting and modifying the natural landscape, (2) restructuring the roadways, and (3) modifying key spaces. In the end, the role of Gu-ryong Mountain as a background of the landscape was focused on tree planting drives that were undertaken, and accessibility to the sea front was improved. Second, in restructuring the roadways, rough roads were restored and unconnected roads were connected to ensure a network of roads along the sea front, inner roads in the village, roads at the Fringes Mountains, and stone roads on the mud flat. In addition, roads were named according to the character of the landscape and signs were installed. Finally, the existing key spaces, in which community members came together, were restored and new key spaces were created for the outdoor activities of the inhabitants and the diverse experience of visitors. A guideline was also created to regulate private areas such as roofs, walls, fences of residential buildings, and private container boxes and fishing gear along the sea front. The strength of this study is that it is seeking to determine the greatest potential of the landscape and set the plan by examining the lives of community members. Some problems were found during the development of this study. Further, there were problems in the community's understanding as elaborated below. First is the gap between community members' awareness and practice. Even though they were aware of the problems with the village landscape, they hesitated to implement improvements. Second, community members have misunderstandings about the landscape the improvement plan. The local government and the residents have understood this plan as a development project; for example, new building construction or the extension of roads. Third, residents are not aware that continuous attention and improvements are required for the upkeep of the landscape in the sea village. The plan to improve the landscape should promote a balance between making the area as a tourist attraction and maintaining the lives and cultural activities, because the sea village system incorporates settlements, economy, and culture.

• Journal of Forest and Environmental Science
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• v.34 no.2
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• pp.136-141
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• 2018

The purpose of this study is to compare the bird crossing of roads by type (Expressway 1, railroad-provincial road and Highway 4) and the crossing of roads according to the size of birds. The greatest number of avian species and individuals crossing road per 10 minutes were found on railroad-provincial road ($8.96{\pm}1.92$ and $29.33{\pm}11.94$, respectively), while the lowest number of avian species and individuals were found on Expressway 1 ($2.96{\pm}1.04$ and $6.13{\pm}2.89$, respectively), which has the widest width. In addition, the number of small-sized bird (<20 cm) crossing the Expressway 1, railroad-provincial road, and Highway 4 was lower than that of the medium-sized bird (${\geq}20cm$). Current wildlife crossing structures have been focused on mammals, amphibians and reptiles, but future structures should also consider birds.

• Journal of Forest and Environmental Science
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• v.34 no.2
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• pp.176-179
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• 2018

To restore the connectivity of fragmented habitats, 415 wildlife crossings have been built between 1998 and 2014 in South Korea. However, their effect on wildlife conservation is still in doubt. As a first step to examine the effectiveness, our study aims to assess compliance with the guideline for wildlife crossing construction and management, developed by the Ministry of Environment Korea that provides fundamental information to understand the status and the problem of wildlife crossings in Korea and thus to provide practical guidance for the improvement. According to our survey, the Korea National Park Service complied with the guideline best (62.5%) while local government followed the guideline least (46.1%). In addition, the compliance rate was the highest for wildlife crossings in national roads (53.6%) followed by highways (53.2%) and local and municipal roads (52.2%). For the overpass wildlife crossings, the compliance rates for installation of an escaping facility in the drainage and prevention of pedestrian and vehicle access were particularly low. In case of underpass wildlife crossings, small ditches for amphibians and reptiles were not sufficient, and the linkage between wildlife fences and underpass were weak. In order to ensure the effectiveness of wildlife crossings, the effort to increase the compliance rate with the guideline is critical, and mandating the guideline could be a practical way to enforce the compliance.

• Journal of Institute of Control, Robotics and Systems
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• v.22 no.2
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• pp.110-116
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• 2016

Autonomous vehicles must obey the traffic laws in order to drive actual roads. Traffic signs erected at the side of roads explain the road traffic information or regulations. Therefore, traffic sign recognition is necessary for the autonomous vehicles. In this paper, color characteristics are first considered to detect traffic sign candidates. Subsequently, we establish HOG (Histogram of Oriented Gradients) features from the detected candidate and recognize the traffic sign through a SVM (Support Vector Machine). However, owing to various circumstances, such as changes in weather and lighting, it is difficult to recognize the traffic signs robustly using only SVM. In order to solve this problem, we propose a tracking algorithm with RANSAC-based motion estimation. Using two-point motion estimation, inlier feature points within the traffic sign are selected and then the optimal motion is calculated with the inliers through a bundle adjustment. This approach greatly enhances the traffic sign recognition performance.

• 한국디지털정책학회:학술대회논문집
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• 2005.06a
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• pp.215-229
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• 2005

The purpose of this study is to analyses 7 metropolitan cites on the urban facility data rather than application systems including water, sewer, and roads and to present the best way to reconfigure of the geospatial data in Korea. Data were mainly compiled from the 2nd NGIS(National Geographic Information Systems: 95-00) because the GIS data of this study is relatively important to generate favorable results due to their data precisely examinate by the 1st NGIS evaluated results. In results, GIS data and invested budget of the Seoul metropolitan government were not only covered 25 distracted areas of the fields, but also were overwhelming other six metropolitan government invested budget. Relatively the Daejeon metropolitan government had least invested budget resulted in Jess geospatial data than others. In particularly there were serious geospatial data error occurred even though geospatial data of the urban infrastructures like water, sewer, and roads including the national infrastructure like elec., comm., heat, oil pipes, and gas were facilitated with human habitants, gas and elec. had very high error data nearly two times high than the permitted error in 30cm. Therefore, this paper exhibited a LiDAR technology to regenerate high accuracy geospatial data of the metropolitan governments because of the new technology's extremely accuracy in 20cm in horizontal scale in fields.

• Management Science and Financial Engineering
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• v.12 no.2
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• pp.87-110
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• 2006

In a hierarchical road network, all roads can be classified according to their attributes such as speed limit, number of lanes, etc. By splitting the whole road network into the subnetworks of the highlevel and low-level roads, we can reduce the size of the network to be calculated at once, and find a path in the way that drivers usually adopt when searching out a travel route. To exploit the hierarchical property of road networks, we define a convenient path and propose an algorithm for finding convenient paths. We introduce a parameter indicating the driver's tolerance to the difference between the length of a convenient path and that of a shortest convenient path. From this parameter, we can determine how far we have to search for the entering and exiting gateway. We also propose some techniques for reducing the number of pairs of entries and exits to be searched in a road network. A result of the computational experiment on a real road network is given to show the efficiency of the proposed algorithm.

• Journal of the Korean Society of Safety
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• v.27 no.3
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• pp.141-146
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• 2012

This study deals with the accident model using panel data which are composed of time series data of 2005 through 2007 and cross sectional data of link sections in Cheongju. Panel data are repeatedly collected over time from the same sample. The purpose of the study is to develop the traffic accident model using the above panel data. In pursuing the above, this study gives particular attentions to deriving the optimal models among various models including TSCSREG (Time Series Cross Section Regression). The main results are as follows. First, 8 panel data models which explained the various effects of accidents were developed. Second, $R^2$ values of fixed effect models were analyzed to be higher than those of random effect models. Finally, such the variables as the sum of the number of crosswalk on intersections and sum of the number of intersections were analyzed to be positive to the accidents.

• KSII Transactions on Internet and Information Systems (TIIS)
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• v.13 no.7
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• pp.3369-3385
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• 2019

There are various research challenges in vehicular ad hoc networks (VANETs) that need to be focused until an extensive deployment of it becomes conceivable. Design and development of a scalable routing algorithm for VANETs is one of the critical issue due to frequent path disruptions caused by the vehicle's mobility. This study aims to provide a novel road-aware routing protocol for vehicular networks named as Two-level hierarchical Hybrid Road-Aware (THERA) routing for vehicular ad hoc networks. The proposed protocol is designed explicitly for inter-vehicle communication. In THERA, roads are distributed into non-overlapping road segments to reduce the routing overhead. Unlike other protocols, discovery process does not flood the network with packet broadcasts. Instead, THERA uses the concept of Gateway Vehicles (GV) for the discovery process. In addition, a route between source and destination is flexible to changing topology, as THERA only requires road segment ID and destination ID for the communication. Furthermore, Road-Aware routing reduces the traffic congestion, bypasses the single point of failure, and facilitates the network management. Finally yet importantly, this paper also proposes a probabilistical model to estimate a path duration for each road segment using the highway mobility model. The flexibility of the proposed protocol is evaluated by performing extensive simulations in NS3. We have used SUMO simulator to generate real time vehicular traffic on the roads of Gangnam, South Korea. Comparative analysis of the results confirm that routing overhead for maintaining the network topology is smaller than few previously proposed routing algorithms.