• Proceedings of the Korean Society of Surveying, Geodesy, Photogrammetry, and Cartography Conference
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• 2007.04a
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• pp.471-474
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• 2007

On the road, geometric structure such as horizontal alignment, vortical alignment and crossing inclination ate important to explain characteristics of road and safety analysis. Especially, horizontal and vortical alignment are have to do with safety of covering. In existing road, for the safety analysis or alignment improvement and expansion pavement, it needs alignment factor of road. Alignment factor of road can be acquired by design drawing. But, design drawing can be not exist because of rack of facility management and national policy that centered to construction. And also, existing design drawing have a lot of differences in comparison with another existing design drawing cause of alignment improvement. In this case, for the precise analysis of alignment, 3-dimensional location information on the road centerline and acquisition of location information which related geometric structure are must to be preceded. In this study, therefore, it provide alignment factors which needed to alignment improvement and road safety analysis by acquisition of road space information and extraction of road centerline data using LiDAR data.

• Journal of The Korean Society of Agricultural Engineers
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• v.46 no.5
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• pp.117-127
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• 2004

A risk analysis on the cutting slope of roads near Cheongju area was carried out with the data from geological map, field investigation, and laboratory test and with the Geographic Information System. A risk analysis method on the cutting slope of road using the Geographic Information System was developed with the data from geological map, field investigation and laboratory tests. In the GIS, road factors which are safety factor, class of road, slake index, slope-protection works, and height of slope in the cutting slopes are classified into some ranks, and their weighting factors were taken into account. This method can be applied effectively to a road management.

• Journal of Korean Society of Transportation
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• v.26 no.3
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• pp.53-66
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• 2008

This research is to the establishment of a conceptual framework that supports road characteristic classification from a new point of view in order to complement of the existing road functional classification and examine of traffic pattern. The road characteristic classification(RCC) is expected to use important performance criteria that produced a policy guidelines for transportation planning and operational management. For this study, the traffic data used the permanent traffic counters(PTCs) located within the national highway between 2002 and 2006. The research has described for a systematic review and assessment of how exploratory factor analysis should be applied from 12 explanatory variables. The optimal number of components and clusters are determined by interpretation of the factor analysis results. As a result, the scenario including all 12 explanatory variables is better than other scenarios. The four components is produced the optimal number of factors. This research made contributions to the understanding of the exploratory factor analysis for the road characteristic classification, further applying the objective input data for various analysis method, such as cluster analysis, regression analysis and discriminant analysis.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.12 no.2
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• pp.52-62
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• 2013

Design Hourly Factor(DHF) is defined as the ratio of design hourly volume(DHV) to Average Annual Daily Traffic(AADT). Generally DHV used the 30th rank hourly volume. But this case DHV is affected by holiday volumes so the road is at risk for overdesigning. Computing K factor is available for counting 8,760 hour traffic volume, but it is impossible except permanent traffic counts. This study applied three method to make DHF, using 30th rank hourly volume to make DHF(method 1), using peak hour volume to make DHF(method 2). Another way to make DHF, rank hourly volumes ordered descending connect a curve smoothly to find the point which changes drastic(method 3). That point is design hour, thus design hourly factor is able to be computed. In addition road classified 3 type for national highway using factor analysis and cluster analysis, so we can analyze the characteristic of DHF by road type. DHF which was used method 1 is the largest at any other method. There is no difference in DHF by road type at method 2. This result shows for this reason because peak hour is hard to describe the characteristic of hourly volume change. DHF which was used method 3 is similar to HCM except recreation road but 118th rank hourly volume is appropriate.

• Journal of Cadastre & Land InformatiX
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• v.51 no.1
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• pp.97-110
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• 2021

This study estimated the delay factor, which is the ratio of travel time at the speed limit and travel time at the actual speed using real-time traffic information in Seoul. The actual travel speed on the road was lower than the maximum speed of the road and the travel speed was the slowest during the rush hour. As a result of accessibility analysis based on travel speed during the rush hour, the travel time at the actual speed was 37.49 minutes on average. However, the travel time at the speed limit was 15.70 minutes on average. This result indicated that the travel time at the actual speed is 2.4 times longer than that at the speed limit. In addition, this study proposedly defined the delay factor as the ratio of accessibility by the speed limit and accessibility to actual travel speed. As a result of delay factor analysis, the delay factor of Seoul was 2.44. The results by the administrative district showed that the delay factor in the north part areas of the Han River is higher than her south part areas. Analysis results after applying the relationship between road density and traffic volume showed that as the traffic volume with road density increased, the delay factor decreased. These results indicated that it could not be said that heavy traffic caused longer travel time. Therefore, follow-up research is needed based on more detailed information such as road system shape, road width, and signal system for finding the exact cause of increased travel time.

• The Journal of the Korea Contents Association
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• v.15 no.3
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• pp.406-414
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• 2015

Existing relative researches for traffic were studied under favorable weather or excluding impact of weather. This study present traffic volume variation according to rainfall intensity in national highway provincial road and rainfall-factor. Continuous traffic count section match AWS after selecting to analyze provincial road 256 section. Weekdays ADT(Average Daily Traffic) and rainfall-factor are influenced by rainfall a little because of business travel. But non-weekdays ADT and rainfall-factor are influenced much more than weekdays because of leisure travel. Estimated AADT(Annual Average Daily Traffic) by adjusting rainfall-factor is lower MAPE than non-adjusting rainfall factor. So, rainfall have to be considered when estimating AADT. ADT decrease according to rainfall intensity, continuous studies considered rainfall intensity are needed when road design and operation.

• Journal of the Korean Institute of Landscape Architecture
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• v.13 no.2
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• pp.37-70
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• 1985

The purpose of this study is to present objective basic data for environmental design by the quantitative analysis of visual quality emboded in physical environment. For this, as for the front garden of high schools, the spatial image was measured by the S.D. Scale Method, Factor Analysis was proceeded by the principal component analysis and the visual preference was investigated by the Paired Comparision Method. The scale values of plain and unpleasant road surface and external appearance of buildings, which are related to emotions of simpleness fell from straightness and stability, were found to be high. But, except for the road surface of Kyunggi High School, scale values of variables explaining the variation of the quality of materials, level of floor and rythm were generally low. For all green spaces, scale values of variables explaining the degree of pleasantness was found to be generally high. And, those explaining tidiness and characteristics of green spaces were not in the same tendency. But, the green spaces of Youngdong High school can be considered to the space with plenty of visual absorption uniqueness were high. As for the correlation between variables, variables for green spaces(12 and 26) and those for overall view of front garden( 1 and 4) revealed high positive correlation. Also, "order - disorder" and "convenient- incovenient" included in road surface variable can be regarded to have the same meaning since the correlation coefficient between them is very high, 0.7045. Image variables including road surface, external appearance of buildings, green spaces and overall view of front garden showed 91.21~61.08% of total variance. Thus, the remains can be considered to be the error valiance or specific variance. In Fctor I, II and III, main components explaining the road surface image of front gardens are order, hardness, texture, color, gradient and rythm. As for the external appearance of b wilding, variables of color, hardness, stability, peculiality and shape revealed high values of factor load. For all variables, communality was drastically high and ellen values and common variance were found to be very high in Factor I. As for the front gardens, variables explaining volume and peculiarity were found to be the main components of Factor I. In Factor II and III, variables of factor load were tidiness, pleasantness.

• International Journal of Highway Engineering
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• v.11 no.4
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• pp.133-142
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• 2009

This research is performed to estimate quality of trial pavement for construction and analyze effect of fatigue life by using the pay factor. Specially, asphalt content which is difficult to control the pavement quality, is selected by pay adjustment standard factors and pay factor is calculated by asphalt content. This research is also analyzed to present relation of fatigue life according to asphalt content, to evaluate quality of the road pavement by calculating pay factor of sampling trial field mixture 2 times. This research confirms that it is different quality of road pavement according to pay factor changes. To analyze the fatigue life of pavement by using asphalt mixture for trial field. As a result, it is conformed that high pay factor could be high fatigue life of trial field. This means that pay factor using probability theory reflects road pavement fatigue life. Also, this study is included that beam fatigue test manufacturing specimen such as mixing type of plant which purvey asphalt mixture to trial field, compared with fatigue life of trial field. As a result, the fatigue life of specimen that is manufactured by mix type is higher than trial field specimen. This means that performance of road pavement can be reduced by gradation or other effects. Therefore, to exactly evaluate the quality of road pavement, pay factor should be calculated appling various pay adjustment standard factors such as gradation, air-void in U.S. states which is adopted pay adjustment.

• 한국도로학회:학술대회논문집
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• 2006.10a
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• pp.401-406
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• 2006

• Journal of Advanced Navigation Technology
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• v.16 no.6
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• pp.944-951
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• 2012

The conventional indexes for describing the GNSS positioning performance such as satellite visibility, dilution of precision (DOP) and signal to noise ratio is very useful in open sky, however, they are not useful in the land road environment. In this paper new index is suggested for describing the GNSS positioning performance for the road environment. The new index is called Sky View based DOP (SVDOP). SVDOP is derived referring the Sky-View-Factor (SVF). The usefulness is analyzed by comparing the SVDOP and SVF in land road environment after the singularity points are selected and SVDOP is calculated.