• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.20 no.2
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• pp.183-190
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• 2002

This study is about the extraction of highway's superelevation using real time kinematic surveying among of GPS surveying methods which is economic method to construct data base in the side of highway maintain management. Using the developed vehicle, center line and shoulder of highway are measured and enough precision is obtained after analyzing the result. The result is show that 1.3 cm to 2.0 cm error in the clothed and about 0.8 cm to 1.2 cm error in the circular curve. Those errors are proved error to lane making during construction. This study is expected to become efficient method for extraction of highway alignment elements in the Mobile Mapping System.

• Journal of Korean Society of Transportation
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• v.23 no.7 s.85
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• pp.159-163
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• 2005

The propriety between suppliers and demanders in geometric design is very important. Although the final purpose of constructing roads is to concern about the driver s comfort, unfortunately, it has not been considered so far. We've considered the regularity and quickness in considering driver's comfort but there should be considered the safety for the accident as well. If drivers are appeared to be more speeding than designer's intention, there will be needed some supplements to increase the safety rate for the roads. Even if both an upward and downward section are supposed to exist at the same time for solid geometry of the roads like this, it is true that the recent design for the 3-D solid geometry section has been done as flat 2-D and the minimum plane curve radius and the maximum cant have been decided just by calculating without considering operating speed between an upward and downward section at the same point. In this investigation, thus, I'd like to calculate the safety of the cant by considering the speed features of the solid geometry for the first lane of four lane rural roads. To begin with, we investigated the driving speed of the car, which is not been influenced by a preceding car to analyze the influence of the geometrical structure by using Nc-97. Secondly, we statistically analyzed the driving features of the solid geometry after comparing the 6 sections, that is, measuring the driving speed feature at 12 points and combining the influence of the vertical geometry and plane geometry to the driving speed of the plane curve which was researched before. Finally, we estimated the value of cant which considers the driving speed not by using it which has applied uniformly without considering it properly, though there were some differences between a designed speed and driving speed through the result of the basic statistical analysis but by introducing the new safety rate rule, a notion of ${\alpha}$. As a result of the research, we could see the driving features of the car and suggest the safety rate which considers these. For considering the maximum cant, if we apply the safety rate, the result of this experiment, which considers 3-D solid geometry, there'll be the improvement of the driver's safety for designing roads. In addition, after collecting and analyzing the data for the road sections which have various geometrical structures by expanding this experiment it is considered that there should be developed the models which considers 3-D solid geometry.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.711-720
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• 2002

A 3-D numerical model, which could demonstrate the static and dynamic responses of a curved bridge more precisely with the moving vehicles, was developed The dynamic response induced by the centrifugal rolling motion of vehicle was identified according to the variations of the partial grade and the curvature of the slab. Dynamic characteristics of the curved bridge with the moving vehicle were analyzed under the condition of support types and two different support systems. Parametric studies were conducted to compare the efficiency of load distribution in the curved bridge. In general, while the vehicle was crossing the curved bridge, negative reaction occurred in the inside of the girder. The final result showed that the support system located outside the girder was more advantageous than other systems, and the characteristics of load distributions differed from the others in the various conditions of support systems.

• Magazine of the Korea Concrete Institute
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• v.17 no.5 s.88
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• pp.51-57
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• 2005

• International Journal of Highway Engineering
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• v.11 no.2
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• pp.159-166
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• 2009

On freeways, factors inducing traffic accidents consist of two major elements such as driver factors and road environment factors. Research have been done and shown that there would be relationship between design elements such as radius, slopes, superelevations, and observed speeds and accident rates. The present paper confirms that these elements are correlated with accident rates. Furthermore, the paper identifies standard deviation of these elements as the design consistency and compare them with reduction of accident rates. This type of work leads to identify the fact that standard deviations based design consistency are correlated with accident rates. The results of the paper may contribute to encourage the quantified use of design consistency during highway design.

• International Journal of Highway Engineering
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• v.15 no.3
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• pp.103-115
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• 2013

PURPOSES: The purpose of this study is to develop a method for distribution between superelevation and side friction factor by increasing design speed. METHODS: First of all, a method for distribution between superelevation and side friction factor and a theory for the functional formula of side friction factor in compliance with horizontal radius applied in South Korea and the United States are considered. Especially, design speed of 140km/h and numerical value of design elements are applied to the theory for the functional formula of side friction factor in AASHTO's methods. Also, the anxiety EEG upon running speed is measured to reflect ergonomic characteristics through field experiments at seven curve sections of the West Coast Freeway, and this data is applied to graph for the functional formula of side friction factor. RESULTS : Matching side friction factor against the anxiety EEG, the results that a critical points of driver's anxiety EEG sharply increase locate under existing parabola are figured out. CONCLUSIONS : Therefore, we could get a new type of the functional formula that driver's driving comfortability is guaranteed if the existing the functional formula of side friction factor goes down under boundary of the critical points of the anxiety EEG.

• The Journal of the Institute of Internet, Broadcasting and Communication
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• v.13 no.2
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• pp.25-32
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• 2013

Entry speed of the vehicle and lateral acceleration acting on the vehicle, roll-angle associated with the overthrow, and then the structure of the road, the friction of road surface are important factors in turning on the curved road. In this study, we analyzed the state change of the vehicle causing entry speed of the vehicle and superelevation of the road, the friction coefficient by using a PC-crash Program for traffic accident reconstruction. As a result, when vehicle is turning the curved road, we could ascertain that the structure of the road and state of the road surface are a major factor about the set up of limited speed.

• Proceedings of the Korean Society of Surveying, Geodesy, Photogrammetry, and Cartography Conference
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• 2004.04a
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• pp.233-238
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• 2004

This study deals with the extraction of highway's superelevation using digital imagery which are economic method in constructing database for the side of highway management. Using CCD camera, both center line and shoulder of highway are measured by analyzing the result value and enough result values were obtained. This study is expected to become effective method for extraction of highway alignment elements in the Digital Photogrammetry.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.1
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• pp.373-381
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• 2017

Kyeonggi Provincial Government is considering double decker bus service to solve the problem of heavy rush hour traffic. However, the height-to-width ratio is more than 1.16 times larger than that of a general high-speed single decker bus, and the center of gravity is higher. This could cause driving stability problems, such as turnover and breakaway from the lane, especially under strong side-wind conditions at high speed. In this numerical study, the driving characteristics of a model double decker bus were reviewed under side-wind and superelevation conditions at high driving speed. The rolling, pitching, and yawing moment of the model bus were calculated with CFD numerical simulation, and the results were compared to the recovery angular moments of the model bus to evaluate the dynamic stability under given driving conditions. As the model vehicle moves on a straight level road, it is stable under any side-wind conditions. However, on a curved road under side-wind conditions, it could reach unstable conditions dynamically. There is a chance that the bus will turn over when it moves on a curved road with a radius of gyration less than 100 m under side-wind (15 m/s). However, there is a very small chance of breakaway from the lane under any driving conditions.

• International Journal of Highway Engineering
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• v.18 no.6
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• pp.161-171
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• 2016

OBJECTIVES : Many roadway departure crashes on the freeway interchange are due to the running speed being greater than the design speed. This study aims to ensure a safe and pleasant driving experience for the driver by increasing the superelevation based on the running speed on the highway interchange ramp. METHODS : The mean running speed for each type of ramp is calculated on site survey more than 10 interchanges. Using the mean running speed, we calculated the superelevation and the side friction using the method given in "A Policy on Geometric Design of Highways and Street" (Pages 145-166, 2001). Then, we applied the modified method to the superelevation range. Finally, we ensured safety using the Degree of Safety that is proven by the centrifugal acceleration ratio as suggested by Joseph Craus (1978). RESULTS : The mean running speeds are 50 km/h and 65 km/h when the design speeds are 40 km/h and 50 km/h, respectively. After the application of the new method used in this study, the superelevation will be increased by 9.0% and 10.0% when the mean running speeds are 50 km/h and 65 km/h, respectively. CONCLUSIONS : A higher superelevation can give the driver a more comfortable and safe driving environment. However, the driver needs to be aware of snow and low-temperature conditions.