• Journal of Korea Spatial Information System Society
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• v.7 no.2 s.14
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• pp.57-66
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• 2005

The Interconnecting Highways problem is an abstract of many practical Layout Design problems in the areas of VLSI design, the optical and wired network design, and the planning for the road constructions. For the road constructions, the shortest-length road layouts that interconnect existing positions will provide many more economic benefits than others. That is, finding new road layouts to interconnect existing roads and cities over a wide area is an important issue. This paper addresses an approximation scheme that finds near optimal road layouts for the Interconnecting Highways problem which is NP-hard. As long as computational resources are provided, the near optimality can be acquired asymptotically. This implies that the result of the scheme can be regarded as the optimal solution for the problem in practice. While other approximation schemes can be made for the problem, this proposed scheme provides a big merit that the algorithm designed by this scheme fits well to given problem instances.

• Land and Housing Review
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• v.2 no.2
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• pp.171-182
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• 2011

Current state of population, the existing roads, and the function of roads and highways of North Korea have been reviewed in this paper. In addition, the 'Five by five' road network has proposed for North-South and East-West directions to be connected with the road network of South Korea, China, and Asian Highways. Furthermore, the evaluation criteria and weighted values have suggested to determine the investment priority of highway based on the survey results from expert group members using AHP analysis method. Throughout the analysis, the ranking of the investment priority has been decided for the North-South axis and East-West axis. The second North-South axis (Geasung-Pyungyang-Anju-China) has been ranked as the first priority for the North-South axis followed by the fifth North-South axis as the second, the first axis as the third, the third axis as the fourth and the fourth axis as the last priority. For the East-West axis, the second East-West axis(Nampo-Pyungyang-Wonsan) has been ranked as the first priority followed by the first axis as the second, the third axis as the third, the fourth axis as the fourth and the fifth East-West axis as the last priority.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1D
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• pp.23-30
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• 2006

The variation in the traffic volume on any given roads is the reflection of its user's economic activities and life patterns. And traffic volume flows in every hour usually take different charateristics depending on the location and the function of the roads. This study produced the Monthly Adjustment Factor, Weekly Adjustment Factor and Design hourly Factor, each of which is the index indicating the traffic volume charaterirstics on the highways leading to the recreation areas in the mountainous and seaside tourist sites. Applying these results, it might be possible to calculate the optimal AADT (Annual Average Daily Traffic) and DHV (Design Hour Volume), also be a help to establish a traffic management policy. Finally, it hopes to promote new version of KHCM (Korea Highway Capacity Manual) which includes traffic volume characteristics on recreation areas.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.2
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• pp.397-407
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• 2017

This study investigated current status of rest area for drowsy drivers on the highways and drew the related issues to define specifications and design criteria regarding expressway rest area for drowsy drivers on the highways. Based on the investigation result, geometric structure specifications and improvement plans are suggested. The entry part of a rest area for drowsy drivers on the highways was divided into deceleration transition section, deceleration lane and entry connection road while the exit part was divided into exit connection road, acceleration lane and acceleration transition section. The optimum length was estimated by considering the main lane vehicle traveling speed, traveling speed at the beginning/end point of entry/exit connection roads, deceleration and acceleration. In addition, reasonable design criteria were suggested by dividing the parking section of rest area for drowsy drivers according to parking style and cross-section composition, and length of parking space and then considering the ratio of vehicles using rest area for drowsy drivers, the ratio of heavy vehicles, and the design speed within a rest area for drowsy drivers. It is believed that the suggested design criteria on rest area for drowsy drivers on the highways can be utilized in the future planning and maintenance of rest area for drowsy drivers. Additionally, the defined criteria on installing rest area for drowsy drivers on the highways will prevent traffic accidents in resting facilities and highways as well as improve usage and safety of them.

• International Journal of Highway Engineering
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• v.17 no.2
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• pp.143-150
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• 2015

PURPOSES : The authors set out to estimate the related carbon emissions, energy use, and costs of the national freeways and highways in Korea. To achieve this goal, a macro-level methodology for estimating those amounts by road type, road structure type, and road life cycle was developed. METHODS : The carbon emissions, energy use, and costs associated with roads vary according to the road type, road structure type, and road life cycle. Therefore, in this study, the road type, road structure type, and road life cycle were classified into two or three categories based on criteria determined by the authors. The unit amounts of carbon emissions and energy use per unit road length by classification were estimated using data gathered from actual road samples. The unit amounts of cost per unit road length by classification were acquired from the standard cost values provided in the 2013 road business manual. The total carbon emissions, energy use, and cost of the national freeways and highways were calculated by multiplying the road length by the corresponding unit amounts. RESULTS: The total carbon emissions, energy use, and costs associated with the national freeways and highways in Korea were estimated by applying the estimated unit amounts and the developed method. CONCLUSIONS: The developed method can be employed in the road planning and design stage when decision makers need to consider the impact of road construction from an environmental and economic point of view.

• Journal of Veterinary Clinics
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• v.31 no.4
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• pp.282-287
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• 2014

The negative impacts of roads on wildlife mortality have been well documented, and one of the most significant impact is wildlife-vehicle collisions (WVCs) in most countries throughout the world. While road impacts on wildlife are a truly global concern with a large socio-economic cost, few researches in Korea have been quantified road-kill occurrence on highways or identified extensively seasonal and geographic patterns of this phenomenon. Therefore, we analyzed highway mortality of wild mammals in Korea using database from five years of nation-wide data on WVCs, and estimated road-kill density by standardizing on per km and per $10^3$ vehicle basis. During 2008 through 2012, a total of 10,940 wildlifes were reported killed on highways, with an average of 2,188 cases per year. There were 2,376 road-kills in 2012, and this equates to 0.01 road-kills per km per week or one road-kill every 88.5 km per week. For time of day, road-kills occurred more frequently in the early morning (05:00-08:00, 38.3%), and day of week did not have a significant influence in any individual year. The road-kill was highest in the spring (March- May, 33.0%) and least in the winter (December-February, 16.1%), and the most frequently killed native species were of Korean water deer (79.7%), raccoon dog (12.7%), Korean hare (3.1%), and leopard cat (1.2%). The overall standardized kill-rate (number/10 km/1,000 vehicles/month) in 2012 was 0.057 with highest on Dangjinyeongdeok highway (0.476), followed by Yeongdong (0.274), Sooncheonwanju (0.233), Iksanpohang (0.187), and Joongang (0.150). This study highlights that the frequency of WVCs are prevalent throughout the highways in Korea. Further work is needed to determine whether such a level of mortality is sustainable from an ecological point of view.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.21 no.1
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• pp.91-104
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• 2022

The operational design domain (ODD) of autonomous vehicles needs to be expanded on highways and urban roads in light of the substantial commercialization of Level 3 autonomous vehicles. Therefore, this study developed a specific infrastructure autonomous vehicle-based cooperative driving service to ensure the driving safety of autonomous vehicles on city roads. The traffic operation efficiency, safety evaluation, and core evaluation indices for each service were selected and analyzed to study the effect of each service. The result of the analysis confirmed that the traffic operation efficiency and safety of autonomous vehicles were improved through the V2X communication-based autonomous cooperative driving service. On the whole, the significance of this study is in deriving the effect of the autonomous cooperative driving service based on V2X communication on urban roads with interrupting traffic flow.

• Ecology and Resilient Infrastructure
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• v.3 no.3
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• pp.156-161
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• 2016

An R&D project, 'Carbon Neutral Road Technologies Development', sponsored by the Korean Ministry of Land, Infrastructure, and Transport was performed and sustainable development is being discussed in relation to global climate change. A draft of the green highway certification system, the green highway design and construction technologies for making low carbon eco-friendly roads, and Green Highway Technology Investment Evaluation System (GTIES) for estimating and managing carbon emissions from roads have been developed from the results of the R&D project. A scheme for expanding the application of these technologies and building sustainable road systems by considering the concept of sustainability was proposed in this research.

• Journal of Korean Society of Transportation
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• v.9 no.2
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• pp.101-120
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• 1991

The Subject of this research work is to study the driver's vision and eye-movement ch-aracteristics under the diffrent condiction of road traffic and driving. The analysis of this investigation was conducted spatially or temporaly into three parts'eye-mark distribution, viewing-time percentage and fixation duration. This dissertation focuses on analysis of dr-iver's visual characteristics to improve road circumstamces. In this study driver's ch-aracteristics are measured with eye-mark recorder and analyzed statistically The main features of this study are : 1st Duration distribution of fixation point is significant in 87% at 5% of the significant level in Gamma Distribution. The average of fixation duration by road are 0.33sec on streets 0.45sec on Roads and 0.86sec on highways. The average of fixation duration by visual objects are 0.4sec on road surface 0.26sec on road shoulder 0.49sec on traffic sign 0.37sec on warning sign and 0.67sex on gwide sign. 2st Moving anglrs of a fixation point are fit in the Exponential Distribution. The average moving angle is appeared to be 3.85。 on streets 2.81。 on roads 2.73。 on highway and 5 。 on intersecyion. 3st As a result of examining alignment of guide and warning sign in traffic signs cxisting foundation methods are less affected by lane than by apeed of a vehicle.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.19-29
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• 2023

The accident rate in South Korea is simply classified according to the road type and the number of lanes, but other countries apply various factors affect accidents. In this study, national highways where accidents occurred were divided into urban, rural, older, and modern roads using TAAS(Traffic Accident Analysis System) data, and a model of accident costs savings is suggested. As a result of analyzing 1,416.2 km, the fatality rate(person/100mil-vehicle·km) was 4.21 for urban-older, 1.37 for urban-modern, 2.18 for rural-older, and 0.99 for rural-modern roads. The rates of urban roads had a higher result than rural. The injury rate(person/100mil-vehicle·km) for urban-older was 182.63, that for urban-modern was 103.42, that for rural-older was 67.44, and that for rural-modern road was 42.96, which showed a similar pattern to fatality rates. Accident rates of a modern road were much lower than the KDI Guideline. The benefit of applying the result of this study was calculated and the valuation of accident costs savings is increased from 0.6% to 14.1%, while B/C is improved from 0.626 to 0.724.