• Journal of Korean Society of Transportation
• /
• v.20 no.4
• /
• pp.73-82
• /
• 2002

The influence of bus stops near signalized intersections is one of the important factors which cannot be negligible in the analysis of the capacity of signalized intersections. Absence of consideration of bus bay can reduce capacity and increase the time that the stop of buses block other traveling vehicles. This influence is reflected by the bus blockage adjustment factor in KHCM, but the factor does not consider the course of each bus passing the intersection. Particularly, left turn buses have more influence on the capacity than the other buses and require the minimum length of the road for lane changes. All the existing criteria can apply only to arterial roads on which mostly traffic flows are continuous. And the criteria. which can determine the optimum location and the minimum distance between a signalized intersection and a bus bay, is not prepared and the related study is insufficient. Therefore, a theoretical formula is derived in this study being based on the theories which are avaliable to apply to the situation of signalized intersections.

• Proceedings of the KOR-KST Conference
• /
• 1998.10a
• /
• pp.105-114
• /
• 1998

Roundabout의 교통운영 특성에 대한 연구에서는 5거리 도로체계의 올바른 분석과 로타리에서 일어나는 진입로의 교통량, 회전교통량, 속도, 거부gap, 수락gap, 추종간격, 기하구조등을 조사 분석하여 수락간격 모형을 바탕으로 비신호교차로의 용량산정과 지체시간을 산정하기 위한 모형을 구축하는데 있다.

• International Journal of Highway Engineering
• /
• v.13 no.2
• /
• pp.115-123
• /
• 2011

This study was conducted to investigate the early-age behavior and performance of precast pavements constructed by replacing existing asphalt pavements for an intersection in urban bus only lanes. The monitoring items included level differences between asphalt pavement and precast panels at the beginning and ending locations of the precast pavement, level differences and joint widths between precast panels, precast panel settlement, and skid resistance of the panel surface. At a certain time after the construction, the diamond grinding method was applied and its effect was also investigated. The monitoring results showed that as time went by, the panel level, joint width, settlement, and skid resistance were not much varied. That implied the stable sustaining of external loads by the precast pavements. In addition, it was verified that employing diamond grinding could reduce the level differences between precast panels.

• Proceedings of the Korea Society for Simulation Conference
• /
• 1999.10a
• /
• pp.87-92
• /
• 1999

교차로 접근지체의 산정은 간선도로의 서비스수준 평가에 있어서 가장 중요한 요소 중의 하나이다. 교차로 접근지체는 상류부 교차로에서 진입하는 교통에 대한 균일지체와 그 이외 단일로 상에 존재하는 세가로등에서 유입되는 교통에 대한 무작위지체, 1회의 신호주기에 교차로를 통과하지 못한 교통에 대한 잔여지체 등과 연동보정계수를 이용하여 산정된다. 우리나라를 비롯한 대부분의 나라에서는 미국에서 차량의 지체와 연동보정계수를 이용하여 개발된 교차로 접근지체 산정식의 구조를 그대로 수용하고 있다. 그러나 도심부 신호교차로 사이의 단일로에 보행자를 위한 횡단신호가 설치되어 있는 경우, 이러한 단일로 횡단신호가 하류부 교차로의 접근지체에 미치는 영향이 있을 것으로 판단한다. 따라서 미국과는 달리 신호교차로간의 간격이 크고, 단일로 상에 보행자용 횡단시호 설치가 빈번한 우리나라의 실정에서는 이에 대한 영향을 분석하여 교차로 접근지체 산정 시 이를 반영하는 것이 바람직하다. 본 연구에서는 단일로 횡단신호가 하류부 신호교차로에서의 접근지체에 미치는 영향을 분석하기 위하여, 상류부 교차로와 단일로 중간부 횡단보도와의 거리, v/c 비, 신호 offset 등 상황을 설정하여 TRANSYT-7F를 이용하여 시뮬레이션을 수행하였다. 본 연구에 의하면 단이로 중간의 횡단신호가 상류부 교차로의 신호와 연동되지 않는 경우에는 하류부 교차로의 접근지체에 미치는 영향이 거의 없는 것으로 나타났으며, 연동 시에는 상류부 교차로와의 거리, v/c 비, 신호 offset 등에 따라 최고 80% 이상 까지 접근지체가 증가하였다. 일반적으로 신호 offset이 40%에서 60% 사이로 연동상태가 불량할수록 하류부 교차로에서의 접근지체가 증가하는 것으로 나타났으며, 그 외에 변수에 대하여서도 신호 offset에 따라 다른 정도로 접근지체에 영향을 미치는 것으로 나타났다. 따라서 현재 우리나라의 신도시 개발 시 일반적으로 나타나는 대규모 구획(super block)과 이로 인하여 불가피한 단일로 중간부의 횡단신호의 설치는 교통운영 측면에서 재고되어야 할 것으로 판단된다.

• Journal of Korean Society of Transportation
• /
• v.25 no.4
• /
• pp.79-87
• /
• 2007

The interchanges of urban freeways have many problems with traffic operation due to high off-ramp flows and frequent congestion at adjacent intersections. The flow exiting from off-ramps is affected by the operational status and traffic volume conditions of the nearest signalized intersection. As a result, off-ramp flow cannot exit and the queue backs up the freeway mainline when queues from the signalized intersection form up to the junction of the off-ramp and street. The spacing between an off-ramp and an adjacent intersection is likely to determine the traffic conditions at the adjacent intersection. However, the current design guidelines do not consider such a factor. This study is to develop a model calculating the spacing between off-ramps and adjacent intersections considering the signal, traffic, and road conditions. The variables affecting the model in this study are effective green time (g/C), volume-capacity ratio (v/c), the number of lanes, and off-ramp volume. Various scenarios are designed to represent the effects of the variables and the road networks are constructed using VISSIM, which is a common traffic micro-simulation software package. The queue length is derived from VISSIM and this length is considered as the recommended spacing between the off-ramp and the adjacent intersection. Through the simulation analysis, regression models are developed to calculate the queue length reflecting the various conditions such as signals, traffic, and road configurations. The developed model can be used to create road design guidelines to determine the location of off-ramps in the planning stage.

• Journal of Korean Society of Transportation
• /
• v.19 no.2
• /
• pp.89-98
• /
• 2001

The objective of this Paper is to derive an adjustment factor for the presence of heavy vehicles when estimating capacity at unsignalized intersections (and/or at modern roundabouts). According to the 1997 and 2000 Highway Capacity Manual (HCM), potential capacity in such cases is estimated by simply adjusting base critical gap and base follow-up time. However, the procedure suggested in the HCM may lead to some errors in the adjustment, hence resulting in poor evaluation and design for the intersections, because it determines the value of adjusting factors by only the number of lanes on main streets regardless of the types of heavy vehicles. This paper shows a simple formula for making the adjustment. This formula is much like the HCM formula used for heavy vehicles in estimating highway capacity by the adoption of passenger car units (PCU). In contrast to the traditional approaches seen in the HCM, the PCU value of this case is explicitly expressed by the flow rate in the major streams and the gap difference in critical gaps chosen by passenger cars and particular heavy vehicles. Computational results of the adjustment factor are graphically illustrated.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.21 no.5
• /
• pp.149-161
• /
• 2022

Because the speed limit affects moving speed, it is closely related to traffic accidents as well as traffic flow. The existing speed limit calculation methods consider various engineering factors such as lanes, intersection spacing, driveways, crosswalks, 85 percentile speed, land uses, and roadway geometric characteristics etc. However, it can be said that the engineering analysis is insufficient because the traffic impact analysis considering traffic volume is not carried out. In addition, only 85 percentile speed, which is the spot speed, does not reflect the characteristics of the traffic flow on the road. In this paper, the effect of the speed limit change on the moving speed and the travel speed was analyzed in detail accordinr to the variation of intersection spacing and traffic volume. And by using the results, we proposed a speed limit calculation method that maintains the same service level as before the speed limit change, thereby increasing the speed improvement effect and reducing the difference between moving speed and travel speed. In addition, a variable speed limit operation method according to the change in traffic volume was also suggested. This method is expected to be effective in terms of safety by reducing the speed difference, which affects the severity of traffic accidents, while securing the speed improvement effect, and increasing the speed limit compliance rate of drivers by operating the speed limit that reflects the speed change due to the variation of traffic volume.

• Proceedings of the Acoustical Society of Korea Conference
• /
• 1995.06a
• /
• pp.235-238
• /
• 1995

극점에서 비균일 표본화된 음성 신호는 크기열과 간격열의 이중구조로 표현되어, 균일 표본화된 신호에 근거한 기존의 신호처리 방법을 그대로 적용할 수 없다. 본 논문에서는 비균일 표본화된 음성 신호에서 에너지, 크기, 영교차율, 함수의 관계를 직접 유도하고, 특징을 살펴보아 비규닝ㄹ 펴본화된 음성신호에서도 균일 표본화된 신호에 해당하는 에너지, 크기, 영교차율과 같은 전처리과정 파라미터의추정이 가능함을 확인한다.

• The Korean Journal of Financial Management
• /
• v.13 no.1
• /
• pp.159-184
• /
• 1996

재무모형의 검증과 포트폴리오의 성과측정 등에 이용할 목적으로 시장모형에 의한 베타계수를 추정할 때 대부분의 연구들은 측정간격을 달리한 수익률의 자료들 즉 일간, 주간 혹은 월간수익률의 자료들 중에서 임의적으로 하나를 선택하고 있다. 그런데 진정한 투자계획기간과 다른 기간간격에 대하여 계산된 수익률자료의 임의적 선택은 시장모형에 의한 베타계수의 추정치에는 물론 그러한 추정치를 이용한 재무모형의 검증 및 포트폴리오의 성과측정 등에 영향을 미칠 수 있다는 점이 몇몇 연구자들에 의하여 지적되고 있다. 본 연구는 기업규모와 베타의 크기에 따라 구성된 포트폴리오를 대상으로 하여 수익률의 측정간격이 시장모형에 의한 베타계수의 추정치에 어떠한 영향을 미치게 되는가를 실증적으로 살펴보고 있다. 1984년 1월 4일부터 1995년 12월 27일까지의 기간(총거래일수 3515일)에 걸쳐 수익률의 측정간격을 달리하여 산출한 연속복리수익률을 이용하여 분석한 결과에 의하면, 규모나 베타가 시장평균에 비하여 상대적으로 작은 포트폴리오에 있어서는 수익률의 측정간격이 길어짐에 따라 추정되는 베타계수는 더욱 커지고, 반면에 규모나 베타가 시장평균에 비하여 상대적으로 큰 포트폴리오에 있어서는 수익률의 측정간격이 길어짐에 따라 베타계수는 더욱 작아진다는 것을 알 수 있다. 그래서 월간수익률과 같이 장기수익률의 자료를 이용할 경우에 시장모형에 의해 추정되는 베타계수는 규모가 작을수록 크게 나타나지만, 일간수익률과 같이 단기수익률의 자료를 이용할 경우에는 규모가 작다(크다)고 해서 추정되는 베타계수가 반드시 크게(작게) 나타나지는 않는다. 그리고 본 연구는 수익률의 측정간격을 달리함에 따라 추정되는 베타계수에 차이가 나타나는 주된 원인이 각 포트폴리오의 단위기간수익률에 있어서 시장지수의 단위기간수익률에 대한 시점간 교차상관의 상대적 강도에 있다는 것을 보여주고 있다.

• Journal of Korean Society of Transportation
• /
• v.21 no.3
• /
• pp.59-69
• /
• 2003

Signalized intersections are widely used in urban street network. However, it was reported that a roundabout is better than a signalized intersection in terms of delay when the approaching traffic volume for each bound is low. The objective of this study is to develop entry capacity models of roundabout and establish the warrant for signalized intersection based on the delay. The entry capacity of a roundabout is determined by the circulating traffic volume and the geometric design of the roundabout such as the diameter of central island, entry lane widths, and the circulating roadway width. The traffic and geometric characteristics of four roundabouts were collected and analyzed. The study reveals that; i)among the geometric features, the diameter of central island and the circulating roadway width influence the entry capacity, and ii)even though it is difficult to compare the models of each country due to different geometric features considered in the models, the models developed in this study show higher capacity than the models from Israel or Germany. These seem to be attributed to the facts that; i)the outside diameters of the roundabouts selected in this study are larger than in the other studies, and ii)the acceptable gap in Korea is smaller than that in the other countries. In order to compare the performances of round- about and signalized intersection, the performance of roundabouts was evaluated with the SIDRA. The simulation was conducted only for the roundabouts composed of single lane. According to the result of the analysis, it may be concluded that when the approaching traffic volume for each bound is lower than 600pcph, a roundabout is better than a signalized intersection in terms of its operational performance.