• The Journal of Korean Institute of Communications and Information Sciences
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• v.29 no.1B
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• pp.86-100
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• 2004

To provide the end-to-end service differentiation for assured services, the random early demotion and promotion (REDP) marker in the edge router at each domain boundary monitors the aggregate flow of the incoming in-profile packets and demotes in-profile packets or promotes the previously demoted in-profile packets at the aggregate flow level according to the negotiated interdomain service level agreement (SLA). The REDP marker achieves UDP fairness in demoting and promoting packets through random and early marking decisions on packets. But, TCP fairness of the REDP marker is not obvious as for UDP sources. In this paper, to improve TCP fairness of the REDP marker, we propose a modified REDP marker where we combine a dropper, meters and a token filling rate configuration component with the REDP marker. To make packet transmission rates of TCP flows more fair, at the aggregate flow level the combined dropper drops incoming excessive in-profile packets randomly with a constant probability when the token level in the leaky bucket stays in demotion region without incoming demoted in-profile packets. Considering the case where the token level cannot stay in demotion region without the prior demotion, we propose a token filling rate configuration method using traffic meters. By using the token filling rate configuration method, the modified REDP marker newly configures a token filling rate which is less than the negotiated rate determined by interdomain SLA and larger than the current input aggregate in-profile traffic rate. Then, with the newly configured token filling rate, the token level in the modified REDP marker can stay in demotion region pertinently fir the operation of the dropper to improve TCP fairness. We experiment with the modified REDP marker using ns2 simulator fur TCP sources at the general case where the token level cannot stay in demotion region without the prior demotion at the negotiated rate set as the bottleneck link bandwidth. The simulation results demonstrate that through the combined dropper with the newly configured token filling rate, the modified REDP marker also increases both aggregate in-profile throughput and link utilization in addition to TCP fairness improvement compared to the REDP marker.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.28 no.6B
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• pp.588-603
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• 2003

In this paper, we propose an Aggregate Three Color Marker without per flow management which is required for an Edge router to improve End-to-End QoS of Assured Service in DiffServ. Proposed Aggregate Three Color Marker is used with the Adaptive RIO-DC scheme to achieve the minimum rate guarantee without per flow management. Assuming that the admission control for Assured Service has been performed, proposed Aggregate Three Color Marker measures incoming In-profile traffic rate at the output link of an edge router using a token-bucket with a token rate equal to the sum of contracted rates of admitted flows passing the edge router. If there are token losses from the token bucket, out-of-profile packets are promoted to Yellow packets within the aggregate traffic profile. And yellow packets are demoted to out-of-profile packets at the input link to an Edge router fer the purpose of fairness maintenance. In-profile packets and Yellow packets are processed identically at the RIO-DC buffer management scheme in our proposed method. Simulation results show that through using proposed Aggregate Three Color Marker with the Adaptive RIO-DC scheme, the minimum rate guarantee for Assured Service can be achieved without per flow management at multiple DiffServ domains.

• Journal of the Korean Institute of Telematics and Electronics A
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• v.33A no.10
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• pp.40-47
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• 1996

A method for computing effectiv ebandwidth of aggregated varable bit rate (VBR) moving picture experts group (MPEG) video traffic is proposed. To compute statistical characteristics of aggregated MPEG traffic, first we split input MPEG traffic into I, B, and P frame traffics and aggregate respective I, B, and P frame traffics according to the frame type. Second statisticsal characteristics of the aggregated MPEG traffic are obtained using those of aggregated I, B, and P frame traffics. The effective bandwidth of the aggregated I frame traffic is computed by using the gaussian bound. Using the modified equivalent capacity, we obtain the effective bandwidths of aggregated B and P frame traffics and then compute the effective bandwidth of the combined B and P frame traffic. Finally the effective bandwidth of the aggregated MPEG traffic is computed by adding the gaussian bound of the aggregated I frame traffic and modifed equivalent capacity of combined B and P frame traffic. Computer simulation shows that the proposed method estimates effective bandwidth of the aggregated MPEG traffic well.

• Journal of the Korean Professional Engineers Association
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• v.16 no.3
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• pp.41-53
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• 1983

The Dangri Crushed Stone Quarry is located in Dangridong, Busan City, and around the estuary of the Nagdong River. The quarry is considered to be a very promised one in the urban area from the standpoints of the assessment of the aggregate rank, the environmental impacts and the transportation distance. The crushed stones for aggregate of the quarry marks the higher rank in the gravity, the absorption ratio, the abrasion ratio, and the stability in comparison with the JISA 5005. The basement vibrations of the residential section in the vicinity of the quarry, which are arised by the millisecond blasting at the quarry site using the gelatin dynamites less than 39kg in weight, are measured to assess the vibration nuisance. The values of acceleration and the magnitudes are less than eight gals and O on the Richter scale respectively, the vibration nuisance thus can be ignored in such scales of the experiments. The traffic vibrations of the residential section are slightly susceptible. In the experiments, the traffic vibrations appears to be sensibler to the basement than the explosion vibration. The explosion noises in the experiments are not checked not only on the RION Sound Level Meter but also to our ears. The values of traffic noises also are in the safety values of the noise nuisance. The crush dust suspends in the air toward the upper valley in the opposite side of the residential area because of the influences of the sea breeze and the valley wind in the daytime, and the monsoon and the topographic disposition. the dust nuisance thus would not be remained in problem. The quarry is operated in the daytime only. The traffic dust in the residential area will be reduced by the faultless pavement and the careful driving. The elaborate survey on the ridges and peaks surrounded the quarry is recommended to prevent in advance the accidents of the rock slide. Moreover, it is required to make an advisory committee to develop the industry and to save the techniques. The most important matter is the accomodation between the attitude of the enterprising man for the social responsibility to the public nuisance and the cooperative spirit of the inhabitants for the industry.

• International Journal of Concrete Structures and Materials
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• v.19 no.1E
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• pp.17-23
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• 2007

In rainy weather, permeable concrete pavement has advantages such as good drainage, increased skid resistance, reduced splash and spray behind vehicles for improving the safety of driving vehicles as well as reduction of the traffic noise. It also contributes to improvement of traffic environment. In this study, the fundamental properties of permeable concrete in accordance with maximum size of aggregate, sand percentage and unit cement content were investigated for practical use of permeable concrete pavement. Although the permeability standard for typical permeable asphalt-concrete pavement is $1{\times}10^{-2}cm/sec$, the researchers determined that the coefficient of permeability of the permeable concrete should be set higher at $1{\times}10^{-1}cm/sec$. Then, the researchers measured the coefficient of permeability, strength, void ratio, and continuous void ratio of the permeable concrete while varying maximum size of the aggregate, sand percentage, unit cement content for detailed analysis. It was found that the void ratio, continuous void ratio, and flexural strength were about 15%, 12%, and 5.0MPa, respectively, when the permeability of the concrete was set at $1{\times}10^{-1}cm/sec$. Given that the maximum size of aggregate was $10{\sim}13mm$, we reached the conclusion that the best mix design for permeable concrete was $0{\sim}20%$ of sand percentage and $380kg/m^3$ of unit cement content.

• Proceedings of the Korea Concrete Institute Conference
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• 2001.11a
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• pp.647-650
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• 2001

The traffic noise from automobiles have been causing so serious problems in urban areas that the study and solutions to reduce noise and air pollution have been required. In general, Portland cement concrete(PCC) pavements have the advantage of durability and superior surface friction when compared to most dense-graded asphalt. However, data collected to date generally show PCC pavements to create more noise than asphaltic surfaces. Therefore, recent research has shown some new concrete pavement textures to be worth further examination. Exposed Aggregate Pavements have also been evaluated for noise impacts. This PCC surface is accomplished by brushing the surface of the plastic concrete to expose the aggregate, increasing the macro texture. In this study, in order to manufacture Aggregate Exposed Concrete for low noise pavements, we considered the effects of retarder agents according to dosage and curing conditions. So we tried to find out relationship between textures of surface and effects of retarder.

• Journal of the Korea Concrete Institute
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• v.15 no.2
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• pp.352-359
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• 2003

Portland cement concrete (PCC) pavements are more durable and have superior surface friction compared to most dense-graded asphalt. However, data collected to date generally show PCC pavements to create more noise than asphaltic surfaces. Recent research has shown that some of the new concrete pavement textures are worthy of further examination. One of these, exposed aggregate surfaces, appear to provide better noise quality characteristics as well as good frictional characteristics and durability. In this paper, we considered the relationship between noise level and various textures of exposed aggregate concrete (EAC) pavement by tire impact noise measurement. As the results of that, it was suggested that optimum surface texture and manufacturing condition of EAC in order to reduce tire and pavement interaction noise. Conclusively, we would like to recommend optimum condition of EAC pavement at the respects of materials and treatment. Furthermore, Frequency spectrum as well as A-weighted noise level was also evaluated to analyze properties of noise between PCC and EAC.

• The Journal of Korean Institute of Communications and Information Sciences
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• v.30 no.7B
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• pp.489-498
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• 2005

A Denial of Sewice (DoS) attack attempts to prevent legitimate users of a sewice from being adequately served by monopolizing networks resources and, eventually, resulting in network or system congestion. This paper proposes a Minority First (MF) gateway, which is capable of guaranteeing the Quality of Service (QoS) of legitimate service traffic under DoS situations. A MF gateway can rapidly determine whether an aggregated flow is a congestion-inducer and can protect the QoS of legitimate traffic by providing high priority service to the legitimate as aggregate flows, and localize network congestion only upon attack traffic by providing low priority to aggregate flows regarded as congestion-inducer. We verify through simulation that the suggested mechanism possesses excellence in that it guarantees the QoS of legitimate traffic not only under a regular DoS occurrence, but also under a Distributed DoS (DDoS) attack which brings about multiple concurrent occurrences of network congestion.

• Journal of the Korea Institute of Building Construction
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• v.7 no.1 s.23
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• pp.115-121
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• 2007

Ordinary concrete uses aggregate sufficiently soaked with water, and is weighed, mixed with other materials and placed in accord with performances required in the construction field. Recently special concrete with high fluidity and durability is required but it is difficult to use top-quality concrete due to lack of high-quality aggregate, delayed transportation because of traffic jam, etc. In addition, sometimes the use of a remicon is inevitable just for small-sized concrete constructions or it is difficult for a remicon to reach remote construction places such as mountainous areas. To solve these problems, this study attempted to pack concrete materials. In other words, it is to instantize concrete. This study dried aggregate, a material of concrete, and compared the change of absorption phase of the aggregate in water and in paste in order to examine the effect of the dryness of aggregate on its absorption rate and, based on the absorption rate, decided water addition ratio necessary for the reduction of unit quantity caused by the use of dry aggregate in designing concrete mixture, and analyzed the properties of unhardened concrete according to water addition ratio in manufacturing concrete using aggregate in the state of absolute dryness and in the state of surface dryness.

• Journal of Korean Society of Transportation
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• v.14 no.2
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• pp.223-237
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• 1996

Based on the traffic and accident data collected on a 4.2km (2.6mile) section of Interstate highway 35W in Minneapolis the relationship between traffic operation variables and safety measures is investigated. An aggregate specification that could be integrated into an urban freeway safety prediction methodology is proposed as a multiple regression model. The specification includes lane occupancy and volume data, which are the control parameters commonly used because they can be measured in real time. The primary variables that appear to affect the safety of urban freeway are : vehicle-miles of travel, entrance ramp volumes and the dynamic effect of queue building. The potential benefits of freeway traffic control strategies on freeway safety are also investigated via a simulation study. It was concluded that improvement of urban freeway safety is achievable by traffic control strategies which homogenize traffic conditions areound critical occupancy values.