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Abstract This research investigated spatial inequalities in transportation accessibility to social infrastructures (SIs) in South Korea, using a multi-dimensional methodological approach, including descriptive/bivariate analysis, explanatory factor analysis (EFA), K-Mean cluster analysis, and multinomial logit model (MNL). Our study confirmed pronounced spatial disparities in transportation accessibility to SIs, highlighting significantly lower access in rural and remote regions compared to urban centers and densely populated areas, consistent with existing literature. Building on prior findings, several additional findings were identified. First, we uncovered significant positive correlations among accessibility to different types of SIs in four critical categories: green and recreation spaces, health and aged care facilities, educational institutions, and justice and emergency services, revealing prevalent spatial inequality patterns. Second, we identified three distinct accessibility clusters (High, Middle, and Low) across the critical SI categories. Specifically, residents within the High cluster benefited from the closest average network distances to all SIs, while those in the Low cluster faced significant accessibility burdens (e.g., 22.9 km for welfare facilities, 20.1 km for hospitals, and 19.2 km for elderly care facilities). Third, MNL identified factors such as population density and housing prices as pivotal in spatial stratification of accessibility. Specifically, areas with lower SI accessibility tended to have a higher proportion of elderly residents. Also, decreased accessibility correlated with diminished traffic volumes across all transportation modes, particularly public transportation. This research contributes to enhancing our understanding of spatial inequalities in transportation accessibility to SIs and offers insights crucial for transportation and urban planning.

Abstract We delve into the temporal dynamics of public transportation (PT) ridership in Seoul, South Korea, navigating the periods before, during, and after the COVID-19 pandemic through a spatial difference-in-difference model (SDID). Rooted in urban resilience theory, the study employs micro-level public transportation card data spanning January 2019 to December 2023. Major findings indicate a substantial ridership decline during the severe COVID impact phase, followed by a period in the stable and post-COVID phases. Specifically, compared to the pre-COVID phase, PT ridership experienced a 32.1% decrease in Severe, followed by a reduced magnitude of 21.8% in Stable and 13.5% in post-COVID phase. Interestingly, the observed decrease implies a certain level of adaptability, preventing a complete collapse. Also, contrasting with findings in previous literature, our study reveals a less severe impact, with reductions ranging from 27.0 to 34.9%. Moreover, while the ridership in the post-COVID phase exhibits recovery, the ratio (Post/Pre) staying below 1.0 suggests that the system has not fully returned to its pre-pandemic state. This study contributes to the urban resilience discourse, illustrating how PT system adjusts to COVID, offering insights for transportation planning.

This study explored the economic influence of introducing fully autonomous trucks (ATs) on the total cost of operation (TCO) from the viewpoint of freight transport operators. We utilized the cost–benefit analysis and scenario planning frameworks using a case study of a middle-mile route between a port and a large logistics distribution center in South Korea, where an autonomous truck pilot project has been running for several years. We employed a data source obtained from Hanjin Transportation Co., LTD., which enables us to reflect the actual expenses of operating freight transportation in the context of the study route. The findings of this study indicate that ATs would attain substantial operation cost savings for freight transport operators across all five scenarios, ranging from the most pessimistic to the most optimistic. Specifically, results of the base scenario reveal that monthly TCO decreases by 56.25, 47.04, 42.97, and 41.73 percent for 1-, 5-, 12-, and 25-ton trucks, respectively. The cost reduction per month was USD 2399 for a 1-ton truck, USD 2891 for a 5-ton truck, and USD 3438 for a 12-ton truck. Even in the most pessimistic scenario, the operation cost savings for operating with ATs in the route are USD 1415, USD 1642, USD 1985, and USD 2222 per month for 1-, 5-, 12-, and 25-ton trucks, respectively. When factoring in changes in cost, the wage reduction for vehicle drivers was substantial (USD 2430, USD 2835, USD 3240, and USD 3645 for 1-, 5-, 12-, and 25-ton trucks, respectively). However, remote operation was a new cost factor that increased TCO, which increased by USD 243,384,357 in the base case. This study’s findings have multiple implications, including (1) informing economic efficiency and productivity of operating autonomous vehicles (AVs), (2) providing insights on indicative cost estimates for AV operations, (3) providing valuable information for making informed investment decisions, and (4) supporting the notion that freight transport is an especially attractive market for AVs.

This study explored how transportation accessibility and traffic volumes for automobiles, buses, and trucks are related. This study employed machine learning techniques, specifically the extreme gradient boosting decision tree model (XGB) and Shapley Values (SHAP), with national data sources in South Korea collected from the Korea Transport Institute, Statistics Korea, and National Spatial Data Infrastructure Portal. Several key findings of feature importance and plots in non-linear relationships are as follows: First, accessibility indicators exhibited around 5 to 10% of feature importance except for Mart (around 50%). Second, better accessibility to public transportation infrastructures, such as bus stops and transit stations, was associated with higher annual average daily traffic (AADT), particularly in metropolitan areas including Seoul and Busan. Third, access to large-scale markets may have unintended effects on traffic volumes for both vehicles and automobiles. Fourth, it was shown that lower rates of AADT were associated with higher accessibility to elementary schools for all three modes of transportation. This study contributes to (1) understanding complex relationships between the variables, (2) emphasizing the role of transportation accessibility in transportation plans and policies, and (3) offering relevant policy implications.

This paper describes a method that precisely estimates the position of images of traffic surveillance camera objects. We suggest a projection method with multiple traffic surveillance cameras through a local coordinate system into a global coordinate system. The transformation of coordinates uses detected objects, parameters of the camera and the geometric information of high- definition (HD) maps. Traffic surveillance cameras that pursue traffic safety and convenience use various sensors to generate traffic information. We suggest a transformation method with images of the camera and HD maps and an evaluation method. Therefore, it is necessary to improve the sensor-related technology to increase the efficiency and reliability of the traffic information. Recently, the role of the camera in collecting video information has become more important due to advances in artificial intelligence (AI) technology. The objects projected from the traffic surveillance camera domain to the HD domain are helpful to identify imperceptible zones, such as blind spots, on roads for autonomous driving assistance. In this study, we proposed to identify and track dynamic objects (vehicles, pedestrian, etc.) with traffic surveillance cameras, and to analyze and provide information about them in various environments. To this end, we conducted the identification of dynamic objects using the Yolov4 and DeepSort algorithms, established real-time multi-user support servers based on Kafka, defined transformation matrices between images and spatial coordinate systems, and implemented map-based dynamic object visualization. In addition, a positional consistency evaluation was performed to confirm its usefulness. Through the proposed scheme, we confirmed that multiple traffic surveillance cameras can serve as important sensors to provide relevant information by analyzing road conditions in real-time in terms of road infrastructure beyond a simple monitoring role.

For autonomous driving, a control system that supports precise road maps is required to monitor the operation status of autonomous vehicles in the research stage. Such a system is also required for research related to automobile engineering, sensors, and artificial intelligence. The design of Google Maps and other map services is limited to the provision of map support at 20 levels of high-resolution precision. An ideal map should include information on roads, autonomous vehicles, and Internet of Things (IOT) facilities that support autonomous driving. The aim of this study was to design a map suitable for the control of autonomous vehicles in Gyeonggi Province in Korea. This work was part of the project “Building a Testbed for Pilot Operations of Autonomous Vehicles”. The map design scheme was redesigned for an autonomous vehicle control system based on the “Easy Map” developed by the National Geography Center, which provides free design schema. In addition, a vector-based precision map, including roads, sidewalks, and road markings, was produced to provide content suitable for 20 levels. A hybrid map that combines the vector layer of the road and an unmanned aerial vehicle (UAV) orthographic map was designed to facilitate vehicle identification. A control system that can display vehicle and sensor information based on the designed map was developed, and an environment to monitor the operation of autonomous vehicles was established. Finally, the high-precision map was verified through an accuracy test and driving data from autonomous vehicles.

This paper provides algorithms to estimate absolute navigation information, e.g., absolute attitude and position, by using low power, weight and volume Microelectromechanical Systems-type (MEMS) sensors that are suitable for micro planetary rovers. Planetary rovers appear to be easily navigable robots due to their extreme slow speed and rotation but, unfortunately, the sensor suites available for terrestrial robots are not always available for planetary rover navigation. This makes them difficult to navigate in a completely unexplored, harsh and complex environment. Whereas the relative attitude and position can be tracked in a similar way as for ground robots, absolute navigation information, unlike in terrestrial applications, is difficult to obtain for a remote celestial body, such as Mars or the Moon. In this paper, an algorithm called the EASI algorithm (Estimation of Attitude using Sun sensor and Inclinometer) is presented to estimate the absolute attitude using a MEMS-type sun sensor and inclinometer, only. Moreover, the output of the EASI algorithm is fused with MEMS gyros to produce more accurate and reliable attitude estimates. An absolute position estimation algorithm has also been presented based on these on-board sensors. Experimental results demonstrate the viability of the proposed algorithms and the sensor suite for low-cost and low-weight micro planetary rovers.

Pedestrian navigation systems (PNS) using foot-mounted MEMS inertial sensors use zero-velocity updates (ZUPTs) to reduce drift in navigation solutions and estimate inertial sensor errors. However, it is well known that ZUPTs cannot reduce all errors, especially as heading error is not observable. Hence, the position estimates tend to drift and even cyclic ZUPTs are applied in updated steps of the Extended Kalman Filter (EKF). This urges the use of other motion constraints for pedestrian gait and any other valuable heading reduction information that is available. In this paper, we exploit two more motion constraints scenarios of pedestrian gait: (1) walking along straight paths; (2) standing still for a long time. It is observed that these motion constraints (called “virtual sensor”), though considerably reducing drift in PNS, still need an absolute heading reference. One common absolute heading estimation sensor is the magnetometer, which senses the Earth’s magnetic field and, hence, the true heading angle can be calculated. However, magnetometers are susceptible to magnetic distortions, especially in indoor environments. In this work, an algorithm, called magnetic anomaly detection (MAD) and compensation is designed by incorporating only healthy magnetometer data in the EKF updating step, to reduce drift in zero-velocity updated INS. Experiments are conducted in GPS-denied and magnetically distorted environments to validate the proposed algorithms.

This paper provides algorithms to fuse relative and absolute microelectromechanical systems (MEMS) navigation sensors, suitable for micro planetary rovers, to provide a more accurate estimation of navigation information, specifically, attitude and position. Planetary rovers have extremely slow speed (~1 cm/s) and lack conventional navigation sensors/systems, hence the general methods of terrestrial navigation may not be applicable to these applications. While relative attitude and position can be tracked in a way similar to those for ground robots, absolute navigation information is hard to achieve on a remote celestial body, like Moon or Mars, in contrast to terrestrial applications. In this study, two absolute attitude estimation algorithms were developed and compared for accuracy and robustness. The estimated absolute attitude was fused with the relative attitude sensors in a framework of nonlinear filters. The nonlinear Extended Kalman filter (EKF) and Unscented Kalman filter (UKF) were compared in pursuit of better accuracy and reliability in this nonlinear estimation problem, using only on-board low cost MEMS sensors. Experimental results confirmed the viability of the proposed algorithms and the sensor suite, for low cost and low weight micro planetary rovers. It is demonstrated that integrating the relative and absolute navigation MEMS sensors reduces the navigation errors to the desired level.

In this study, we examined the spatial inequalities in transportation accessibility, neighborhood environments, and overall satisfaction across metropolitan, urban, and rural areas in South Korea, and explored the relationships among these factors. Utilizing the 2020 Korea Housing Survey, we applied inequality indices and multinomial logistic and ordinal regression models. Our analysis highlights several key findings. The Gini index for overall neighborhood satisfaction is 0.075, indicating moderate inequality, whereas transportation accessibility shows a more pronounced disparity with an index of approximately 0.120. Multinomial logistic regression results underscore that transportation accessibility--particularly to hospitals, markets, and public transportation--significantly impacts resident satisfaction, particularly in metropolitan and urban settings. Rural residents generally report more favorable conditions in terms of lower pollution, better parking, and stronger social ties. However, metropolitan residents benefit from superior pedestrian environments, educational facilities, and safety, leading to a higher satisfaction with housing quality but a greater tendency to relocate. Additionally, in rural areas, housing quality and access to essential services such as hospitals, public transportation, and markets are crucial for neighborhood satisfaction. This study enhances the literature by providing an additional understanding and offering practical insights for policymakers and urban planners aiming to create more equitable and sustainable communities. [ABSTRACT FROM AUTHOR]

We quantified the impact of transit-oriented development (TOD) on consumer expenditures in seven sectors, including retail, healthcare, culture, and education, in Seoul, South Korea, employing propensity score matching, ordinary least square regression, and geographically weighted regression (GWR). Our findings revealed that TOD significantly increases consumer expenditures, with sectoral effects ranging between 20.1 and 21.3%. Crucially, the GWR analysis highlights the spatially dependent nature of TOD impact, uncovering substantial local variations. Districts such as Gangnam, Songpa, Gangdong, and Gangseo-gu exhibit pronounced positive effects, with consumer spending increases exceeding 88.3%, indicating the potential of TOD as a catalyst for economic growth in these strategic areas. Conversely, areas such as Dobong, Seodaemun, and Geumcheon-gu show marginally negative effects, suggesting that TOD benefits are not uniformly distributed and may pose challenges in certain contexts. This study contributes to the literature by providing empirical evidence of the economic impact of TOD across diverse sectors and offering valuable insights for transportation and urban planning, emphasizing the need for context-sensitive approaches to maximize TOD outcomes. [ABSTRACT FROM AUTHOR]

Sedation plays a crucial role in successful pediatric imaging, and chloral hydrate is commonly used for this purpose. However, the challenges associated with chloral hydrate administration, such as its unpleasant taste and potential induction of vomiting, remain a concern. Sweet oral solutions have emerged as potential solutions for reducing distress and providing analgesia. This study compared the efficacy of dextrose combined with chloral hydrate with that of conventional sedation methods. This prospective, double-blind, randomized controlled clinical study enrolled 160 pediatric outpatients scheduled for echocardiography. Chloral hydrate syrup (100 mg/mL) was supplemented with a dextrose solution (dextrose group) or distilled water (control group) in a 1:10 volume ratio. The sedation achievement time, Skeie scale score, revised Face, Legs, Activity, Cry, and Consolability (FLACC) score, and side effects (nausea, vomiting, hypoxia, and respiratory depression) were assessed. No significant difference in average time to achieve sedation was observed between the dextrose and control groups (24.4±17.8 vs. 24.7±17.1 min, p=0.92). Both groups demonstrated similar levels of sedation according to the Skeie scale and mean revised FLACC score. Although the occurrence rates of nausea and vomiting had no significant differences, the dextrose group had no cases of vomiting in children aged >24 months compared to the control group, which had three cases (30%). In conclusion, the addition of dextrose to chloral hydrate did not significantly affect sedation time, anxiety, pain reduction, or occurrence of gastrointestinal complications during sedation. [ABSTRACT FROM AUTHOR]