• 한국항만경제학회지
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• 제17권2호
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• pp.1-28
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• 2001

Korea has been at the forefront of efforts to enhance international cooperation in transport and communications within Northeast Asia. This effort is driven not only by the benefits that could accrue to the Korean Peninsula but also to all nations in the region. Mutual cooperation within Northeast Asia would reduce transport and communications costs and provide the basis for a regional transport and logistics network. Before progress can be made towards an integrated transport and communications system in Northeast Asia, however, there is a need to evaluate its prospects, outline a visionary plan, and detail a preferred strategy. The strategy to develop the Korean Peninsula as the gateway for Northeast Asia should harmonize with the region's common transport (and communications) policy The strategy adopted by South Korea is focused primarily on the development of an improved logistics infrastructure that would be extended to North Korea upon reunification. The seaport and airport developments In Korea will have to be supported by improved access to planned high-speed railways, expressways and freight distribution centers that, in turn, are to be integrated with new telecommunications and computer technologies. The benefits from these improvements will be lost unless existing government monopolies controlling seaport, airport, rail, road and expressway developments are commercialized to ensure that the price of transport reflects its actual cost. Technical harmonization between different modes should be promoted to facilitate efficient intermodal transport between the Korean Peninsula and the rest of Northeast Asia.

• 한국안전학회지
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• 제31권2호
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• pp.83-89
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• 2016

As the world's industrial development quickens, the highways and regional expressways have been expanding to serve the logistics and transportation needs of people. The burgeoning road construction has led to a growing interest in roadside installations. These must have reliable performance over long periods, reduced maintenance and high durability. Steel roadside barriers are prone to corrosion and other compromises to their functionality. Therefore, using high anti-corrosion steel material is now seen as a viable solution to this problem. Thus, the objective of this paper is to expand the scope of applications for high anti-corrosion steel material for roadside barriers. This paper assesses the impact safety such as structural performance, occupant protection performance and post-impact vehicular response performance by a simulation review on roadside barriers built with high strength anti-corrosion steel materials named as hot-dip zinc-aluminium-magnesium alloy-coated steel. The simulation test results for the roadside barriers built with high strength anti-corrosion steels with reduced sectional thickness meet the safety evaluation criteria, hence the proposed roadside barrier made by high strength and high anti-corrosion hot-dip zinc-aluminium-magnesium alloy-coated steel will be a good solution to serve safe impact performance as well as save maintenance cost.

• 한국지반환경공학회 논문집
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• 제22권8호
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• pp.13-19
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• 2021

연약 점성토 지반에 고속국도 등 대규모 SOC 공사 시 과대한 침하량으로 인하여 많은 문제점들이 발생하고 있어 정확한 침하예측은 개량공법의 선정, 사업비, 사업기간에 많은 영향을 미치게 된다. 현재 설계 시 사용되고 있는 대부분의 침하량 예측기법으로는 연약 점성토 지반의 두께를 단일층으로 하여 1차원 Terzaghi 압밀이론을 적용하고 있다. 그러나 연약 점성토 지반의 침하예측 시 대상층을 다수의 수평층으로 분할할 경우 침하량에 변화가 발생하고 있다. 본 연구에서는 성토고 변화 조건에서 연약점성토지반 수평분할에 따른 압밀침하거동을 분석하였다.

• 농업과학연구
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• 제38권1호
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• pp.153-162
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• 2011

This study analyzed the spatio-temporal change detection of land-use and urbanization in Yongin and Anseong regions, Kyunggi Province, using three Landsat-5 TM images for 1990, 1996, and 2000. Remote sensing (RS) and geographic information system (GIS) techniques were used for image classification and result analysis. Six land-use types were classified using supervised maximum likelihood classification. In the two study areas, the land-use changed significantly, especially the decrease of arable land and forest and increase of built-up area. Spatially, the urban expansion of Yongin region showed a spreading trend mainly along the national road and expressways. But in Anseong region the expansion showed 'urban sprawl phenomenon' with irregular shape like starfish. Temporally, the urban expansion showed disparity - the growth rates of urbanized area rose from the period 1990-1996 to 1996-2000 in both study areas. The increased built-up areas were converted mainly from paddy, dry vegetation, and forest.

• Asian Journal of Atmospheric Environment
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• 제9권4호
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• pp.272-279
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• 2015

The information about the dispersion and scavenging of traffic-related pollutants at the locations near busy expressways is very helpful to highway planners for developing better plans to reduce exposures to air pollution for people living as well as children attending schools and child care centers near roadways. The objective of the current study was to give information in the dispersion and scavenging of vehicle-derived pollutants at the region near a busy urban expressway by a combination of two different model calculations. The modified Gaussian dispersion model and the Lagrange type below-cloud scavenging model were applied to evaluate $NO_x$ dispersion and DEP (Diesel exhaust particles) wet removal, respectively. The highest $NO_x$ was marked 53.17 ppb within 20-30 meters from the target urban expressway during the heaviest traffic hours (08:00AM-09:00AM) and it was 2.8 times higher than that of really measured at a nearby ambient measuring station. The calculated DEP concentration in size-resolved raindrops showed a continuous decreasing with increasing raindrop size. Especially, a noticeable decrease was found between 0.2 mm and 1.0 mm raindrop diameter.

• 한국환경복원기술학회지
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• 제16권4호
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• pp.41-52
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• 2013

This study was carried out in order to analyze the succession characteristics of the slope of expressways and the results of analysis by collecting and analyzing various literatures and data from 2011 to 2012 and surveying 75 expressway slope, as follows : The construction methods applied to planting the slope of an expressway can be classified into 4 types including 3 Climber planting methods, 8 Vegetation thick-layer spray work methods, 4 Seed spray work methods, and 4 Stabilization work methods. The factors which affect the cover degree of the slope of an expressway were found to be development years, gradient, length, and azimuth. Like surrounding forest areas, the expressway slope was analyzed to begin the plant succession 20, 30, and 40 years after development, and plant succession was developed in diversity in a mixed stand forest according to surrounding forest floors. Species diversity, maximum species diversity, and the evenness of slope facing north were analyzed to be high comparing to those facing east, west, and south according to azimuth of slope. Species diversity, maximum species diversity, evenness of slope, and the plant succession of surroundings were analyzed to be high when the gradient of the slope was less than $40^{\circ}$. The dominant species which success on the slope of an expressway and its surrounding forest area included Miscanthus sinensis var. purpurascens, Zoysia japonica, Pinus thunbergii Parl, Rubus crataegifolius, Lespedeza cyrtobotrya, Amorpha fruticosa, Artemisia princeps var. orientalis, and Oenothera biennis.

• 한국도로학회논문집
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• 제16권4호
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• pp.119-126
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• 2014

PURPOSES: Used in transportation planning and traffic engineering, almost traffic simulation tools have input variable values optimized by overseas traffic flow attribution because they are almost developed in overseas country. Thus, model calibration appropriated for internal traffic flow attribution is needed to improve reliability of simulation method. METHODS : In this study, the traffic flow model calibration is based on expressways. For model calibration, it needs to define each expressway link according to attribution, thus it is classified by design speed, geometric conditions and number of lanes. And modified greenshield model is used as traffic flow model. RESULTS : The result of the traffic model calibration indicates that internal congested density is lower than overseas. And the result of analysis according to the link attribution indicates that the more design speed and number of lanes increase, the lower the minimum speed, the higher the congested density. CONCLUSIONS: In the traffic simulation tool developed in overseas, the traffic flow is different as design speed and number of lanes, but road segment don't affect traffic flow. Therefore, these results need to apply reasonably to internal traffic simulation method.

• 한국도로학회논문집
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• 제15권2호
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• pp.139-147
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• 2013

PURPOSES : This study aims to draw differences between primary and secondary crashes by comparing crash characteristics and to identify the unique characteristics of secondary crashes for making better effective countermeasures to reduce secondary crashes. METHODS : The characteristics of secondary crashes were compared to those of primary crashes through a two sample proportional test (z-test). RESULTS : The results showed that vehicle-to-vehicle crashes and vehicle-to-person crashes are dominant crash types in secondary crashes. Compared to primary crashes, secondary crashes were likely to occur during nighttime. With respect to season and weather, the proportion of secondary crashes occurred during winter and in snowy weather is relatively higher than that of primary crashes. The main causes of primary crashes were found to be drowsiness, speeding, and exaggerated steering control, whereas main factors affecting the occurrence of secondary crashes were negligence of keeping eyes forward and no keeping a safe distance as expected. CONCLUSIONS : The characteristics affecting the occurrence of secondary crashes are different from those of primary crashes, indicating that proper countermeasures should be established to prevent the occurrence of secondary crashes on highways.

• 한국도로학회논문집
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• 제16권1호
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• pp.41-48
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• 2014

PURPOSES : The lane width of the domestic highway is 3.5 ~ 3.6m and it has been designed nationwide. However, the distribution of the average vehicle widths, rearview mirror widths and lateral wheel paths by region appear different. Then, lane spare widths may differ by region followingly. Thus, the flexible design of freeway lane widths is required. METHODS : The methodologies of this paper are as follows. First, vehicle widths rearview mirror widths lateral wheel paths of vehicles driven four national expressways were measured. Second, lane spare widths by vehicle widths were calculated. Third, lane spare widths reflecting rearview mirror widths were calculated by using interval estimation. Additionally, lane spare widths reflecting vehicles lateral wheel paths were calculated. RESULTS : The results of this paper are as follows. First, lane spare widths by vehicle widths ranges 0.83 to 0.95m. Second, lane spare widths reflecting rearview mirror widths ranges 0.518 to 0.747m at the confidence interval 95%. Third, lane spare widths reflecting vehicles' lateral wheel paths ranges -0.022 to 0.322m at the curved sections and the confidence interval 95%. CONCLUSIONS : It may be concluded that the present lane spare widths are relatively narrow at the curved section. Thus, there is a need to consider expanded lane widths at the curved sections. Additionally, there is a need to consider flexible design of lane widths by various conditions.

• 대한교통학회지
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• 제34권6호
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• pp.535-547
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• 2016

본 연구는 고속도로의 공사구간의 사고 심각도에 영향을 미치는 주요인들을 파악하고 사고 심각도와의 관계를 규명하는 것을 목적으로 한다. 2011년부터 2015년까지 국내 고속도로에서 발생한 교통사고 자료를 공사구간 사고와 일반구간(비공사구간) 사고로 구분하였으며, 이 중 물피사고를 제외하고 분석에 활용하였다. 의사결정나무(Decision Tree)기법을 적용하여 공사구간과 일반구간의 사고 심각도에 영향을 끼치는 요인들을 파악한 뒤 사고 특성 및 영향요인의 차이점을 비교하였다. 특히 공사구간에서는 교통량이 많고 중차량 비율이 높을 경우 전반적인 구간속도 저하로 사고 심각도가 낮아지는 반면, 교통량이 적고 중차량 비율이 낮을수록 구간속도가 증가하여 심각도가 높은 사고로 이어지는 경향을 확인할 수 있었다. 본 연구를 통해 도출한 공사구간 사고심각도 영향 요인들은 공사구간 안전 관리 대책 마련에 도움을 줄 수 있을 것으로 기대한다.