• International Journal of Highway Engineering
• /
• v.13 no.1
• /
• pp.149-156
• /
• 2011

Considerable evaluation is needed to design a new longitudinal tunnel in advance because it damaged drivers' driving safety and heightened the possibility of traffic accidents with its physical characteristics. Specifically, considering traffic psychological and ergonomic factors was very important to prevent the difficulty of maintaining safe speed, the increase of the drowsy driving, the fatality of traffic accidents, and subjective feelings such as anxiety while driving a car through the tunnel, from design to construction. This study dealt with driving safety evaluation of an original road alignment design for the longitudinal tunnel (length: above 10km) with a driving simulator, and helped us to improve an original road alignment design and make an alternative road alignment design with presenting risky districts. The results of experiment showed that inflection points were revealed more risky districts, because they impaired driving safety and elevated driver workload while driving a car through around the inflection points of two-way route. Finally, the limitations and implications of this study were discussed.

• International Journal of Highway Engineering
• /
• v.15 no.4
• /
• pp.31-42
• /
• 2013

PURPOSES : The purpose of this study is to eliminate the noise of the vehicle after measuring the friction noise obtained from the NCPX (Noble Close ProXimity) method. The pure friction noise between the tire and road pavement could be determined from filtering the compositeness of sound and the influence of the vehicle noise. METHODS: The noise magnitude could be determined by analyzing the sound pressure level (SPL) and sound power level (PWL) along with the noise frequency of a FFT (Fast Fourier Transform) analysis as well as CPB (Constant Percentage Bandwidth) analysis. RESULTS: When the test for measuring the friction noise originated somewhere between tire and road pavement is performed with NCPX method, it must be fulfilled by attaching the surface microphone near the tire. In this condition, the surface microphone can measure the friction noise occurred at between tire and pavement, the chassis noise from the engine and power transfer units, the fluctuating aerodynamic noise, and the turbulence noise directly affected to the surface microphone. By using the NCPX method, the noise occurred at the vehicle must be eliminated for measuring the friction noise between tire and pavement from the traffic noise. CONCLUSIONS: The vehicle's testing engine noise depends on the vehicle and road types. The effect of vehicle's engine noise is less than the friction noise occurred at between tire and pavement at less than 1% effect.

• Journal of Environmental Science International
• /
• v.14 no.12
• /
• pp.1081-1085
• /
• 2005

This study is carried out for obtaining the basic materials for presentation of creation and desirable management of urban roadside trees through analyse the existence effect of trees on people who operate th commercial areas along the streets. Roadside tree and green areas are recognized comfort space in addition to simple planting area. Therefore various trees and flowering plants should be introduced in addition to roadside facilities for convenience. Planted roadside trees should be maintained. We will propose an method that residents plant and manage the trees and flowering plants on the two lane of one way road. However main lines more than four lane of one way have more public property beside the residents space. Therefore these should be maintained mainly by related government agencies.

• 전자공학회논문지 IE
• /
• v.44 no.1
• /
• pp.27-32
• /
• 2007

This study was to suggest the predictive model of propagation, considering the effect by the multipath waves produced by the sending and receiving vehicles' left/right reflectors and the adjacent vehicles when the communication between the vehicles on the one-way two-lanes road in the urban city with a lot of traffic jams. Then, the radius of curved road was 600[m], the length of curved roads $52.4\sim471.2[m]$, and the bridge's pier of road was $5o\sim45o$. Also, it was simulated by changing the receiving vehicle located on the curved road's gap from minimum 3.3[m] to maximum 29.5[m], corresponding to the change of distance of the bridge's pier of road and curved road. As a result of this research above, in case of $5o\sim15o$ bridge's pier of road, it was within l[dB] regardless of the receiving vehicle's position on the curved road in case of propagation path loss. In case of $15o\sim45o$, it was approximately $1\sim8[dB]$ as the bridge's pier of road is changed. And, in case of propagation path, it found out that it was changed to $0.4\sim120[m]$ according to the change of bridge's pier of road. Then, the delay time of propagation was 400[nsec] as it produced 120[m] in the difference of propagation path.

• Journal of the Korea Fashion and Costume Design Association
• /
• v.19 no.2
• /
• pp.63-78
• /
• 2017

The purposes of this study was to study Turkic clothing traditions as a way to shed light on cultural development via the interactions among different tribes along the Silk Road, the close correlations between the surroundings of the Turks and their costumes, and the root of Turkic culture through literature studies and empirical studies. The study results are as follows. First, the Turks were nomadic equestrian tribes in the north that dominated the cold dry steppes from the $6^{th}$ to $8^{th}$ century A.D., when they expanded their influence to Dongbei, China to the east, and Turkistan (Central Asia) to the west. The Turks formed a nomadic lifestyle and culture suited to a cold dry climate, and interacted with various other tribes via the Silk Road, while exchanging and sharing different cultural aspects. Second, given that the Turkic garments constitute a two-piece style, which is a category of the basic nomadic costume of northern tribes, and that the artifact materials manifest jackets, overcoats, pants and skirts, the garments are categorized into tops and bottoms. The tops are sub-categorized into jackets and overcoats. The bottoms are sub-categorized into pants and skirts. In light of the necklines of tops, jackets have round necklines, while overcoats have V-necklines, round necklines and lapel collars. The bottoms include narrow-legged pants, wide-legged pants and closed-hem pants. Drapery skirts are worn at the waist. Third, the Turkic V-neckline overcoat is comparable to the Huns' silk overcoat, which illustrates the ethnic link between the two tribes. Also, the Turkic narrow- and wide-legged pants are consistent with the Huns' silk pants discovered in Noin Ula. The Turkic costumes are mostly tight fitting, suitable for the nomadic lifestyle in a cold, dry climate. Also, additional patches must be attached to the crotch points of pants due to the equestrian lifestyle.

• Journal of the Korea Society of Computer and Information
• /
• v.12 no.1 s.45
• /
• pp.189-197
• /
• 2007

Developed safety system which transfers danger information to rear cars for accident prevention when drivers detect a accident, a dropping or a freezing during driving on the high way. To prevent an accident, each vehicles mount OBU which is made up of a GPS unit and a transmitter-receiver and the trace of road is always renewed and saved in OBU per a regular past distance. When the driver see dangerous situation, transfer a danger pattern and a trace information by pressing button. All cars which receive information compare the received data with the original data. And then, only cars which are located at the rear in a regular distance respond and occur a warning. Performed a road test at the rate of $30{\sim}50$ kilometer a hour using two test cars which saved about 120meter's space between them were mounted OBU which had 447Mhz transceiver. As a result of the experiment, communication between test cars had no problem. Accordingly, it can use a safety driving device because driver can notice a danger situation and set themselves ready for it using this system in advance.

• Journal of Korean Society of Transportation
• /
• v.25 no.6
• /
• pp.65-77
• /
• 2007

A two-way left-turn lane is a continuous center left-turn lane that could be used as a deceleration and refuge area for both directions of left-turning vehicles. TWLTL's have been used effectively for access management treatment when applied to a highway that has wide-spread left turning traffic demand and a high-density of side streets. In this study, an effective analysis was carried out using a computer-based simulation tool, VISSIM, in order to evaluate performance and safety effects of TWLTLs and develop a warrant. In conclusion, the results indicated that there was a remarkable decrease of through and left-turning vehicle travel time delay on the main road and improvement of traffic safety.

• International Journal of Highway Engineering
• /
• v.18 no.6
• /
• pp.11-24
• /
• 2016

OBJECTIVES : This study aims to review a plan to reduce the shoulder width of a deformed round-trip two-lane highway with low traffic volume. METHODS : Installation of a passing lane on a round-trip two-lane (one-way one-lane) highway, and reduction of a shoulder for a round-trip four-lane highway. RESULTS : It is necessary to establish a design criterion for various highways, because the plan to reduce the lane or shoulder width of a highway with low traffic volume was analyzed to have an economic efficiency of 6.8~7.0%. CONCLUSIONS : It is necessary to seek for a plan to establish a national trunk net early by efficiently using the limited financial resources to cope with the traffic demand elastically.

• International Journal of Highway Engineering
• /
• v.18 no.3
• /
• pp.95-107
• /
• 2016

PURPOSES : This study compared two measures of traffic flow effectiveness on roads with roundabouts and signalized intersections and determined the more appropriate measure. METHODS : In addition to average delay time, the conventionally used measure, average travel time was introduced to measure traffic flow effectiveness because it is able to be obtained through field survey and reflect different travel distances and speed limits of roundabouts and signalized intersections. Using the two measures, roundabouts and signalized intersections were compared through simulations in terms of traffic flow effectiveness. RESULTS : For one-way single-lane roads, the two measures indicated consistent results that roundabouts were more effective than were signalized intersections when the traffic volume was less than 300 vphpl but vice versa when it exceeded 450 vphpl; however, the measures yielded inconsistent results when the volume was 350~400 vphpl. For one-way double-lane roads, the two measures indicated consistent results that roundabouts were more effective than were signalized intersections when the volume was less than 200 vphpl but vice versa when it exceeded 400 vphpl; however, the measures yielded inconsistent results when the volume was 250~350 vphpl. The results obtained using the two measures differed substantially for double-lane roads because behaviors such as weaving and lane changing at roundabouts are more common in double-lane roads than in single-lane roads. CONCLUSIONS : The average delay time would be lower on roads with roundabouts, but average travel time would be lower on roads with signalized intersections. Thus, evaluating the relative effectiveness of roads with roundabouts and signalized intersections by using average delay time alone would be inappropriate, whereas using average travel time as the evaluation index would yield fairer results.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.16 no.2
• /
• pp.23-35
• /
• 2017

Work zone traffic control is of keen interest because both traffic operations and safety performances are directly affected by traffic management methods. In particular, work zone traffic on two-lane roads needs to be managed in more efficient and safer manners due to its unique characteristics of alternative right-of-way assignment. This study developed a dynamic control algorithm that can be used for real-time operations of two-lane work zone traffic. The performance of the developed algorithm was evaluated by VISSIM microscopic traffic simulator. An applied programming interface (API) based program was developed to plug-in the control algorithm onto the simulator. The results demonstrated the feasibility of the proposed control algorithm for two-lane work zone.