• Journal of Korean Society of Transportation
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• v.15 no.1
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• pp.129-156
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• 1997

8차로 고속도로에서 중앙분리대와 길 어깨에 의해 측방 여유폭이 제공되는 외측차 로(1.4차로)와 측방 여유폭이 제공되지 않는 내측차로 (2.3차로)에서 나타나는 운전자의 횡 방향 주행특성을 4개 지점에서 비디오 촬영하여 분석한 결과는 다음과 같다. (1) 차량의 횡 방향 주행궤적은 차로의 중심으로부터 주행방향의 좌측으로 이격된 주행 행태를 보이고 있 으며 이는 운전석의 위치에 의한 영향으로 판단된다. (2) 차량의 병행 주행시 외측 차로의 중심 이격 거리는 평균 0.38m이고 내측차로의 중심 이격 거리는 평균 0.34m로 나타났으며 T-test 겨로가 내측 차로와 외측 차로의 주행 이격 거리는 신뢰도 95%에서 상이한 것으로 나타났다. (3) 외측 차로의 주행궤적간 이격 거리는 평균 3.90m이고 내측 차로의 주행궤적 간 이격 거리는 평균 3.54m로서 내측 차로의 주행궤적간 이격 거리는 외측 차로의 주행궤 적간 이격 거리보다 0.36m 작다. 특히 내측 차로의 주행궤적간 이격 거리는 내측 차로간 차로 중심간 간격인 3.6m 보다 0.1m 작은 것으로 나타났다. (4) 내측차로 확장 대안으로 기존 도로폭 유지안 (3.5m, 3.7m, 3.5m)과 기존 도로폭 확장안 (3.6m, 3.7m, 3.7m, 3.6m)을 고려할 수 있으며 두 대안의 비교·분석결과 경제적 영향을 고려할 때 기존 도로폭 유지안이 우수한 것으로 분석되었다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.3D
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• pp.453-459
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• 2006

This paper presents an experimental evaluation of wandering effect on asphalt concrete pavement responses. A laser-based wandering system has been developed and its performance is verified under various field conditions. The portable wandering system composed of two laser sensors with Position Sensitive Devices can allow one to measure the distance between laser sensors and tire edges of moving vehicle. Therefore, lateral position of each wheel on the pavement can be determined in a real time manner. Pavement responses due to different loading paths are investigated using a roll over test which is carried out on one of asphalt surfaced pavements in the Korea Highway Corporation test road. The pavement section (A5) consists of 5 cm thick surface course; 7 cm intermediate course; and 18 mm base course, and is heavily instrumented with strain gauges, vertical soil pressure cells and thermo-couples. From the center of wheel paths, seven equally-spaced lateral loading paths are carefully selected over an 140 cm wandering zone. Test results show that lateral horizontal strains in both surface and intermediate courses are mostly compressive right under the loading path and tensile strains start to develop as the loading offset becomes 40 cm from the wheel path. The development of the vertical stresses in the top layers of subbase and anti-frost is found to be minimal once the loading offset becomes 50 cm.

• Ecology and Resilient Infrastructure
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• v.7 no.3
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• pp.160-170
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• 2020

Railroads and roads are typical linear projects, and their networks are expanding nationwide. To minimize the impact of their development on the environment, ecological disconnection due to the parallel lines of railroads and roads is to be avoided as much as possible. In this study, to examine the environmental impact of railroad and road development, the characteristics of railroads and roads and the differences between them were examined through a comparative analysis of key evaluation items. Based on the result, the road development, unlike the railroad project, suggests items for establishing an efficient land use plan and soil protection as the key evaluation items. There are no specific evaluation items and criteria that can be used to examine the environmental impact of railroad lines located adjacent to roads. In this study, eight evaluation items were suggested by reviewing the relevant literature. In particular, in the strategic environmental impact assessment stage, which examines the adequacy and location feasibility of the plan, the minimum separation distance criteria were proposed to examine in advance the environmental impact of railroads located adjacent to the existing roads. The distances were examined for the previously operated routes, and a distance of less than 200 m was suggested to minimize the environmental impact. The results were compared with those in other studies and analyzed. The results of this study can be used as a basis for examining alternative routes that can minimize the environmental impact of adjacent railroads and roads.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3D
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• pp.339-346
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• 2008

The research was conducted to investigate the characteristics of lateral wheel path distributions (wandering) in different traffic lanes. The lateral wheel path distributions may affect pavement life and various distress types. The results presented that the normal distribution curve with symmetry was observed in the 2-lane and 3-lane roads. In the case of the 2-lane road (on one direction), the wanderings were 70-95cm, and 70-85cm for the 1st and 2nd lanes, respectively, while in the case of the 3-lane road (on one direction), 50-60cm, 65-85cm, and 80-95cm for the 1st, 2nd, and 3rd lanes, respectively. In addition, the 1st lane vehicles tended to pass on the right side to avoid the opposite side vehicles, while the outside lane vehicles tended to pass on the left side to avoid the walkway.

• International Journal of Highway Engineering
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• v.11 no.1
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• pp.37-45
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• 2009

The minimum distance between tunnel and interchange has several steps to go through for road users; when road user comes out of tunnel, he/she reads information on road sign and tries to change the lane, and then reaches the destination (interchange). So that's why that minimum distance between tunnel and interchange has to be designed to reflect human factors sufficiently for road's users. This study aims to set for minimum distance between tunnel and interchange with involved human factors. People aged from their twenties to their seventies took part in this experiment by using driving simulator. As a result, the minimum distance between them was loom long. When it comes to this study for minimum distance between tunnel and interchange, this study will be significant in some ways reason why this method can be applied to all road facilities for road safety on scientific basis. In the near future, It will make a recommendation concerning the most suitable data for road safety by contributing better guideline.

• International Journal of Highway Engineering
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• v.11 no.4
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• pp.49-58
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• 2009

Current sunshine regulations of our country, focused on common houses and general construction, are failing to reflect adequately the characteristics of roads and elevated structures. Besides, researches are chiefly being conducted on a pitch between common houses and its diverse effects, neglecting clearance between a road or elevated structure and a residential area, environmental elements brought on by structures, such as sunshine difficulty, and their resultant factors Therefore, this study, focused on the sunshine environment of elevated structures adjacent to a residential district, as part of all roads and elevated structures, looked over currently used clearance adequacy level and analyzed the characteristics of structures in relation to an angle of direction. Then, clearance ratio by heights was calculated through a pitch by characteristics of a structure. With a view to minimize the sunshine difficulty that might occur in the future construction, it aims to propose the basic data needed for calculating the minimum clearance, while emphasizing the necessity for institutional alignment on structures.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.573-582
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• 2014

Since there is no clear installation criteria on minimum spacing between signalized intersection and minor road, many problems have occurred in terms of traffic operation and safety. Even though many studies about entrance/exit intersection have been done in operational aspects, there is no specific and detailed research between the signalized intersection and minor road by now. Thus, this research suggests the optimal spacing between signalized intersection and minor road considering traffic operation and safety. Also, survey on vehicle behavior was conducted in this research. In conclusion, by suggesting the required minimum spacing between signalized intersection and minor road, it can be contribute in establishing and operating the installation criteria between signalized intersection and minor road.

• 한국도로학회:학술대회논문집
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• 2002.10a
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• pp.263-270
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• 2002

• Korean Journal of Environment and Ecology
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• v.23 no.1
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• pp.41-49
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• 2009

This research conducted a survey on the feeding crane's size, formation and distribution distance subsequent to road pattern and feeding flock's size during the wintering season eight times at the Cheolwon basin in Korea from December 2005 until February 2006. The survey results are as follows: First, the feeding flocks of the Red-crowned and White-naped Crane were found to mainly consist of two to four individuals. Mono-specific feeding flocks were more identified than hetero-specific feeding flocks in both Red-crowned and White-naped Cranes. There existed a significant difference in the ratio by size between the feeding Red-crowned and White-naped Cranes. The crane's average distribution distance from the paved road was much farther than from the unpaved road, paved farm road and unpaved farm road. In case of the white-naped crane, there was a difference in its distance length from between the road and farm road and there existed a significant difference only in the paved road in the distance length by road pattern between these two bird species[Red-crowned and White-naped Crane]. Such a result indicates that crane species don't prefer the road with frequent vehicular traffic to the road with low vehicular traffic. 5 or more individuals of feeding flocks of the Red-crowned Crane were located at a farther distance length from the paved road comparing to less than 5 individuals of the whole feeding flocks and less than 5 individual feeding flocks. 5 or more individuals of feeding flocks of the White-naped Crane were located at a farther distance length from the paved road, paved farm road and unpaved farm road than less than 5 individuals of feeding flocks of the White-naped Crane; however, there existed no difference in distance length subsequent to their group size. Conclusively, it was found out that the flocks with a larger size were more greatly affected by interrupting factors. Considering such results, there seems to be a more relation to the fact that larger size feeding flocks of crane species have a higher efficiency in the lookout for their surroundings.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.65-72
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• 2011

When an expressway intersects another expressway, a unique connector needs to be designed between the two consecutive exit ramps. In such a case, it is important to design a connector such that there is enough distance for drivers to find their way safely. A current design manual in Korea prescribes the minimum length of the connector as 240 m. In this research, we have suggested a method for calculating the minimum length of a connector in order to check the feasibility of the currently prescribed length. For this purpose, we have attempted to determine the total perception-reaction time and lane-changing time required by a driver. For determining the driver's perception-reaction time, we have used the driver's decision time in addition to the conventional 2.5 s of perception-reaction time for stopping sight distances. We have considered both the design speed and the average travel speed for the calculation of the length. To evaluate the accuracy of the new method, we have chosen four sites on expressways for which relatively high accident rates were recorded. As a result, we could verify that the current limit (240 m) was sufficient for drivers to be able to change lanes in the given specific geometry. However, the prescribed limit should be revised in case the drivers' decision time is considered to be their perception-reaction time. All new approaches for calculating the ideal length of a connector have been carried out by taking into account the design speed as well as the average travel speed. Owing to the characteristics of the specific geometry for two consecutive exit ramps and the large difference between the design speed and the average travel speed in the objective areas, it is more realistic to use the proposed method by keeping the decision time equal to a driver's perception-reaction time, in order to determine the ideal distance that should be maintained between two consecutive exit ramps.