• International Journal of Highway Engineering
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• v.12 no.2
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• pp.33-41
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• 2010

It is stated in the highway geometric design guide that expressway interchange types should be selected considering a set of input variables including travel demand, topography, construction cost and interchange spacing. However, this selection method has a problem of providing different interchange types even for the same input variables depending upon different applications of engineers discretion. A procedure that produces consistent results is necessary and this paper presents the development of an efficient and reliable procedure based on the quantification of road user costs and construction costs on interchanges. To develop this procedure, a survey of existing expressway interchange types in South Korea was made and 10 basic interchange types and 52 supplementary interchange types were identified. To relate road user costs and construction costs to these interchange types, this research uses two method. First, interchange types were expressed by a set of ramp configurations. Second, road user benefits and construction costs associated with these different interchange types were formulated based on the current national guide of the expressway economical analysis. As a result, it was proved that an interchange type to provide minimum costs could be selected consistently and this research result should be useful for future expressway geometric designs.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.53-62
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• 2009

The purposes of the study is to comparatively analyze the applicability of roundabout to the diamond interchange. In pursuing the above, this study give the particular attentions to comparing the performances of roundabout with those of TWSC and signalized intersection based on the aaSIDRA software. The main study results are as follows. First, when the entering traffic volumes(ETV) are more than 480pcph, the single-lane roundabout is analyzed to be more effective than 4-leged unsignalized intersection and when ETV are $480{\sim}1,880pcph$, double-lane roundabout is analyzed to be more effective than 4-legged intersection Second, when ETV are more than 980pcph at the single-lane intersection and $1,600{\sim}3,680pcph$ at the double-lane intersection, roundabout is analyzed to be more effective than other 3-legged intersections. In summary, when the roundabout installs at the interchange, it is important to consider the range of ETV.

• Proceedings of the Korean Society of Surveying, Geodesy, Photogrammetry, and Cartography Conference
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• 2007.04a
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• pp.65-68
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• 2007

고속국도 및 일반국도 인터체인지부의 설계속도를 분석하기 위하여 현재 적용되고 있는 국내의 설계기준 즉, 도로의 구조 시설기준에 관한 규칙 및 도로설계편람, 도로설계요령, 도로설계기준, 국도설계기준을 검토하고, 국외의 설계기준을 참고하여 국내기준과 비교 검토하였다. 고속도로 교통사고 통계(2006)를 통하여 사고 다발지점을 선정, 원인을 분석하고 램프 유형별, 허용속도별 전국의 입체교차로를 대상으로 주행속도를 계측하였으며, 그 결과로부터 입체교차로의 Loop Ramp 접속부의 적정 설계속도를 제안하였다.

• International Journal of Highway Engineering
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• v.12 no.4
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• pp.79-86
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• 2010

This study deals with the roundabout installed at the diamond interchange. The goal is to analyze the relative effectiveness of roundabout to signalized intersection. In pursuing the above, this study gives the particular attentions to comparing the performances using VISSIM software. The main results analyzed are as follows. First, the single and double roundabouts are analyzed to have the rapid change of delay in the case of total entering vehicles of more than 2,400pcph for directional rate 10:5:5, 2,800pcph for 10:8:2, and 4,400pcph for 10:2:8. Second, the roundabouts are evaluated to be more effective than signalized intersection in the case of total entering vehicles of less than 4,000pcph for directional rate 10:5:5, and 4,400pcph for 10:2:8. In the case of directional rate 10:8:2, double roundabout of total entering vehicles less than 5,600pcph is analyzed to be more effective than signalized intersection. Finally, the performance of double roundabout is analyzed to be very similar to that of single roundabout in the case of total entering vehicles less than 4,400pcph. However, the double roundabout is evaluated to be more effective than single in the case of total entering vehicles more than 4,400pcph.

• 한국도로학회:학술대회논문집
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• 2010.03a
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• pp.195-204
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• 2010

• Journal of the Korean Professional Engineers Association
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• v.29 no.6
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• pp.41-45
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• 1996

• 한국도로학회지:도로
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• v.7 no.1 s.23
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• pp.64-67
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• 2005

• Journal of Korean Society of Transportation
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• v.17 no.5
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• pp.79-86
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• 1999

Traffic jams of our country are due to the shortage of roadway as compared with the traffic, however. they are sometimes due to inconsistency of the roadway capacity. Inconsistency of the roadway capacity comes from the difference of cycle length, phase length and number of Phase between major intersection and minor intersection. Specialty increasing number of Phase due to left-turn movements bring out decrease of the arterial capacity, deterioration of the arterial offset. The Purpose of this research is to introduce and analyze the continuous flow intersection to solve the bottleneck of the major intersection. The major contents of this research introduce the concept and design consideration for the continuous flow intersection and also analyze delay, fuel consumption and emissions among multiphase intersection, grade separated intersection and continuous flow intersection. This research analyze the sensitivities according to change of the left-turn traffic volume and also evaluate the cost-effectiveness through the total cost analysis among three of them.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.2
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• pp.273-279
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• 2019

Development of mountain area is increasing due to the demand for improvement of traffic convenience and development of underdeveloped area. Therefore, there frequently are sections where tunnels and interchanges are located close to each other. These sections do not only affect tunnel planning, types and length of interchanges, but also affect more on route selection. In Korea, several design criteria present each reference value but these values are very similar. In the situation, the minimum value among them is usually applied when planning roads and it could cause traffic safety problems in different site conditions. In this study, the problems of design speed, illuminance adaptation distance, and lane change intervals are analyzed by simulating the cases that the problem could occur when calculating the separation distance between tunnel and interchange. The results obtained from this study can be summarized as following: the driving speed should be applied in case that the site has a big gap between design speed and driving speed because the uniform application of the design speed is not safe; the illuminance adaptation distance should include the influence distance in the section affected by the direct light; in addition, the lane change distance should include the time to perceive the situation of the next lane after the lane change in the section required for successive lane change.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.27 no.7
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• pp.337-343
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• 2015

This paper investigates the ventilation characteristics in a two-dimensional underground network junction composed of four main lines interconnected by eight ramps. Simple one-dimensional models cannot be applied to network junctions since there are interferences of traffic piston effects in the main lines and at the ramps. A numerical algorithm was developed to analyze the pressure and airflow distributions iteratively. The Darcy-Weisbach equation was used to calculate the piston effects by traffic flows, and a Hardy Cross iteration was conducted for network analysis at the interconnected junction. The results show interesting ventilation characteristics and CO concentration distributions depending on system parameters such as vehicle speed, tunnel diameter, and other junction configurations.