현재, 교통안전진단의 경우 차량 및 보행자의 교통사고를 미연에 방지하고 도로의 전체적인 안전을 도모하고자, 교통안전법 제34조 에 의거하여, 수행 조건에 부합한 경우 교통안전진단을 받도록 규정하고 있다. 교통안전진단의 경우 도로의 구분에 따라 다른 기준을 적용하고 있으며, 도로별 길이를 기준으로 수행 여부를 판단하고 있다. 교통안전진단의 경우 도로의 설계단계, 개시 전 단계 및 운영단계 등 3가지로 구분되어 수행되고 있으며, 각각의 단계별로 진단 수행 내용 및 범위가 조금씩 다르게 진행된다. 설계 단계에서의 교통안전진단의 경우, 해당 도로의 실시 설계 내용을 바탕으로 도로의 안전 을 판단하며, 개시 전 단계의 경우 도로의 신설 이후 운영 전 도로의 안전을 평가한다. 마지막으로 운영 단계의 교통안전진단의 경우 현재 운영 중인 도로에 대하여 도로의 안전을 평가하는 것이다. 본 연구에서는 진단단계별 교통안전진단 중 도로 설계단게에서 수행 시 발생될 수 있는 한계점을 파악하고, 이를 보완할 수 있는 방 안을 제시하여 그 효과를 분석하고자 한다. 또한, 국제 기준으로 운영되고 있는 iRAP(International Road Assessment Programme)의 SR4D( Star Rating for Design)을 통해 설계단계의 교통안전진단 수행 시 효과적이고 안전한 진단결과를 도출해내고자 한다.

PURPOSES : This study sought ways to connect urban above ground roads and underground roads to utilize urban space more efficiently in the development of underground roads, which are currently under development in order to alleviate problems caused by oversaturated above-ground roads. A simulation analysis was performed to develop an operation strategy that connects above-ground and underground roads to prevent congestion in above-ground areas such as entrances and exits from transferring to underground roads as well as to present its effectiveness. METHODS : Traffic efficiency analysis according to the operation strategy of above ground and underground roads was conducted using VISSIM, a microscopic traffic simulation software. The functions implemented in VISSIM were collected to set effectiveness analysis indicators for each underground road operation strategy. The Shinwol-Yeoui Underground Road was selected as the spatial scope of this study, and a surrounding road network was constructed. In addition, full-scale simulation analysis preparations were completed by performing network calibration based on the actual traffic attribute data of underground and surrounding surface roads within the construction scope. Accordingly, a traffic efficiency evaluation analysis was conducted based on the underground road operation strategy. CONCLUSIONS : Information on the increase in traffic volume within the Shinwol-Yeoui underpass was collected every 15 min. The analysis was divided into an analysis of the traffic situation within the underpass through demand control when the service level reached level D and an analysis of when demand control was not performed. It was found that demand control was necessary for the Shinwol-Yeoui Underpass when the internal traffic volume reached 2,500 vehicles/h. In addition, to analyze the spread of traffic and congestion owing to the weaving phenomenon caused by lane changes in the underpass, an analysis was conducted to observe the traffic improvement effect when full lane changes are possible for the Shinwol-Yeoui Underground Road, which currently has some lane-change-permitted sections. The analysis showed that both the maximum traffic volume and average travel speed showed better results when lane changes were allowed, and the communication situation at Yeoui JCT was found optimal.