• Journal of Korean Society of Transportation
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• v.17 no.5
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• pp.137-149
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• 1999

For decades, many traffic flow studies on the analysis and determination of level of service (LOS) for the weaving sections have been made to Provide several regression equations. Weaving and non-weaving speeds were dependent variables for the equations, with independent variables being weaving length, number of lanes, and weaving ratios. One of the difficulties in developing the equations was that the weaving areas were rare in Korea, so the statistical analyses for calibrating the equation parameter could not be performed in a desirable manner. In this regard, a new and stochastic methodology for predicting the weaving and non-weaving speeds within the weaving sections was required. In this study the following design variables were developed; influence area of the weaving section. headway distribution within the weaving section, maximum weaving volume of the weaving section, length of the ideal weaving section, and speed estimations for the weaving and non-weaving flows. The evaluation of the new model was made comparing the delay in the weaving section with the one in the freeway basic section.

• Journal of Korean Society of Transportation
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• v.10 no.1
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• pp.21-40
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• 1992

We examine primarily the existing study procedures for freeway weaving section by comparing speed estimates. Most methods have poor predictions because of neglecting the weaving vehicle influ-ence. In this study we develop the speed prediction equation considering the weaving influence area i.e, weaving box. Assuming that speeds outside weaving box are similar to speeds in freeway basic sec-tions we develop speed equation in box based on the field data. Moreover level of service criteria and weaving analysis precedure are proposed under the new speed prediction equation.

• Journal of Korean Society of Transportation
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• v.6 no.1
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• pp.17-31
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• 1988

In this research, the behavior of weaving traffic is studied in terms of lane-changing behavior and gap acceptance characteristics. General trends in lane-changing behavior and gap acceptance characteristics are investigated by analyzing descriptive statistics and the factors affecting weaving behavior are determined by means of the multiple linear regression analysis. The results of analysis show that the behavior of weaving traffic is generally similar to that in a basic freeway section and an on- or of- ramp section. Traffic density and speed appear to be better parameters than traffic volume for explaining the behavior of weaving traffic. For the same purpose, using the traffic conditions of the origin and the destination lanes are found to be more effective than using the average traffic conditions of the freeway. A detailed analysis of the gap acceptance characteristics of late merging vehicles shows that there is no significant difference between the size of gaps accepted by late merging vehicles and that accepted by early merging vehicles.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.6 no.3
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• pp.57-66
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• 2007

Weaving is defined as the crossing of two or more traffic streams traveling in the same general direction along a significant length of highway without the aid of traffic control devices. Compared with other freeway sections, perturbation is easy to happen at weaving section. Because there are a lot of lane-changing maneuvers at the weaving section, traffic is subject to turbulence in excess of that normally presents on freeway basic section. This turbulence causes operational problems and its impact must be considered. The purpose of this paper is to perform a basic study on flow characteristics by lane, which can be achieved through analyzing breakdown phenomenon in the microscopic approach. The study made use of data derived from the aerial photography for the microscopic analysis. This research produced the 30-second interval data such as flows, speeds, and densities for the macroscopic analysis and derived the vehicular data to draw time-space diagram for the microscopic analysis. The paper analyzed the traffic characteristics using flows, speeds and densities variation and investigated the conditions of breakdown occurrence with the time-space diagrams. The breakdown phenomenon was identified at weaving section and the propagation from free flow to synchronized flow was observed in this study. In the future, the findings help develop the traffic operational algorithm to manage the traffic congestion under ubiquitous circumstance since the conditions of breakdown Phenomenon can be understood more.

• Journal of Korean Society of Transportation
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• v.18 no.5
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• pp.33-42
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• 2000

This Paper is a Part of research Project series to analyze unique traffic characteristics observable within weaving sections on urban freeways. The research objectives were to establish with headway distribution and maximum Passing volume on weaving sections the basis of weaving designs that can promote safety and efficiency. Until now, when one wants to check the maximum Passing volume on weaving sections, it is taken for granted using headway distribution of freeway basic section. However. it was suspected in this research that for weaving sections different form of headway distribution had better be used. To prove this, field surveys were made to count headway intervals which supposedly were influenced not only by freeway basic section flows but also by weaving flows and later on used to develop headway distribution for weaving sections. For validation of the developed headway distribution, $x^2$-test was applied to three different data set of observed headways, currently used headway distribution for basic sections(Pearson Type III distribution) and new headway distribution. The result indicated new headway distribution as the most appropriate distribution form. Also, maximum passing volume within weaving sections was calculated based on new headway distribution and compared with Drew's maximum Passing volume.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.6
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• pp.879-885
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• 2018

The highway weaving section is a point where there is a conflict caused by entry and exit vehicles. In order to minimize the impact on the main line, an accumulation line should be installed. The design speed of the collecting part is 50 km/h, but the actual driver does not have proper deceleration according to the design speed. In this study, considering the driving behaviors, the design specification, and the driver 's viewing angle, the appropriate separation distance for safe entry and exit of collecting, connecting, and collecting roads was examined. As a result of the analysis, it is found that a distance of 60m is required from the point where the merging starts. The results of this study are expected to contribute to the improvement of driver safety due to the conflict between entry and exit vehicles when applied to the weaving section where collecting roads are installed.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.16 no.6
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• pp.79-89
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• 2017

Current intersection with collectors allow entry and exit in the relevant sections just as defined by the pertinent design criteria without considering driving behavior of the vehicles coming in and out of the intersection. This study analyzed the roads in the weaving sections to review driving behavior. As a result, vehicles entering a main line are found to try to change a driving lane at a section 50~55m away from a nose part, while those entering a ramp from a main line try to change it at 35~40m from a nose part. Accordingly vehicles exiting to a connecting road from a main line were found to take prior action to change a lane earlier than those entering a main line. Conflict took place intensively at 35~40m section from the nose part entering a main line. Consequently, such conflict at an weaving section may be controlled by adjusting the length of driving lane making use of a double line (solid and dotted line) that can control changing a lane. Outcome of this study may be used as a basic data for operating and maintaining an weaving section of a intersection of a road and improving traffic safety.

• Journal of Korean Society of Transportation
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• v.30 no.4
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• pp.21-32
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• 2012

Exclusive bus lane (EBL) is typically located in the roadway median, and is accessed by weaving across the GPLs(general purpose lanes) before entering from the left lane of the GPLs. To maximize the potential for successful EBL operations, a critical design issue that requires special attention is the length of bus weaving section before entering EBL. The process of developing guidelines for the length of bus weaving section can be supported by a sensitivity analysis of performance measure (safety) with respect to the bus weaving distance. However, field data are difficult to obtain due to inherent complexity in creating performance measure (safety) samples under various interesting flows and bus weaving distance that are keys to research success. In this paper, VISSIM simulation is applied to simulate the operation of roadway weaving areas with EBL, and based on vehicle trajectory data from microscopic traffic simulation models, the Surrogate Safety Assessment Model (SSAM) computes the number of surrogate conflicts (or degree of safety) with respect to the bus weaving distance. Then, a multiple linear regression (MLR) model using safety data (number of surrogate conflicts) is developed. Finally, guidelines for bus weaving distance are established based on the developed MLR. Developed guidelines explicitly indicate that a longer bus weaving distance is required to maintain desired safety as weaving volume increases.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.468-475
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• 2007

The Steel deck a structural analysis in head plate form change the objective bridge which it sells it accomplished a detailed structural analysis from the research which it sees and Bulk-head plate it accomplished. The length rib where the fatigue crack which is considerable generally occurs, width rib connection department and the length rib side, the width rib side it compares principal stress in the object and it does to sleep. It applied the grudge element model which it describes consequently after words and a load and a boundary condition and it executed it compared a static test and principal stress. It grasped the stress conduct of the The Steel deck petal which it follows in hand weaving rib affix location and the affix location to sleep in order to analyze a same location Bulk-head the head and comparison considered. From the detailed section which is reinforced with the stress investigation result hand weaving rib of the location which is weak in structural analysis result fatigue crack of form star reinforcement details basic form and Bulk-head the form which is reinforced with the head plate compared to principal stress investigation hour it is judged at the section which separates most.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.23 no.1
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• pp.42-60
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• 2024

This study analyzed the characteristics of mixed traffic flows with autonomous vehicles on highway weaving sections and assessed the safety of vehicle-following pairs based on surrogate safety indicators. The intelligent driver model (IDM) was utilized to emulate the driving behavior of autonomous vehicles, and the weaving sections were divided into lengths of 300 and 600 meters for analysis within a micro-traffic simulation (VISSIM). Although significant differences were found in the average speed, density, and headway between the two sections through t-test results, no significant differences were observed when comparing the number of conflicts per indicator and the vehicle-following pair. Four safety indicators were selected for the mixed traffic evaluation based on their ability to represent risk levels similar to those perceived by drivers. The safety analysis, based on the selected four indicators, determined that autonomous vehicles following other autonomous vehicles were the safest pairing. Future research should focus on integrating these indicators into a single comprehensive index for analysis.