본 연구의 목적은 보행로의 완충공간에 설치할 공유형 개인이동장치 주차구획을 합리적으로 설계하는 것이다. 공유형 개인이동장치 주차구획 설계를 위해 공유형 개인이동장치 주차구획의 주차형식별 규격과 주차용량을 산정하는 공식을 도출하였다. 본 연구의 방법 은 다음과 같다. 먼저 보행로 완충공간의 수직길이에 대한 기하학적 특성을 활용하는 것이다. 이를 바탕으로 공유형 개인이동장치 주 차구획의 수직길이에 대한 제약조건을 도출하였다. 다음으로 보행로 완충공간의 수평길이에 대한 기하학적 특성을 활용하는 것이다. 이를 바탕으로 공유형 개인이동장치 주차구획의 수평길이에 대한 제약조건을 도출하였다. 본 연구의 결과는 다음과 같다. 보행로 완충 공간의 수직길이에 대한 공유형 개인이동장치 주차구획의 주차형식별 규격을 바탕으로 주차구획 설계공식을 도출하였다. 보행로 완충 공간의 수평길이에 대한 공유형 개인이동장치 주차구획의 용량을 바탕으로 주차구획 설계공식을 도출하였다. 본 연구는 연구결과를 바탕으로 보행로의 완충공간에 설치할 공유형 개인이동장치 주차구획에 대해 최적의 주차형식과 주차용량을 도출하였다.

PURPOSES : As the number of fixed traffic enforcement equipments increase rapidly, it is necessary to improve efficient operation and management plans. The aim of this study is to evaluate the factors influencing fixed traffic enforcement equipment failure. METHODS : This study utilized binary logistic regression analysis using the database provided by the Korean Road Traffic Authority to evaluate the factors affecting the failure of fixed traffic enforcement equipment. RESULTS : As a result of the evaluation of this study, the main factors affecting failure were red-light camera, old equipment, Jeju, National expressways, and equipment with low speed limits. CONCLUSIONS : This study can be used as basic data on the improvement of operation management plas for maintenance of traffic enforcement equipment. Through this study, it will be possible to establish a step-by-step plan with high efficiency comapared to the input of required manpower.

PURPOSES : This study is to analyze factors affecting improper parking behaviors in a perspective of personal mobility users. Detailed purposes are as follows. Firstly, exogenous and endogenous latent variables were set. Secondly, structural equation model were constructed. Hypothesis for the structural equation model were established. Then model’s goodness of fit was analyzed and following the result model was modified. Lastly, factors affecting improper personal mobility parking behavior was found out. METHODS : Based on the literature review, exogenous and endogenous latent variables were set. Correlation between latent variables and their observed variables was defined to build structural equation model. According to the model hypothesis was established. In order to collect data, survey was conducted on personal mobility users. Model’s goodness fit was verified and the model was modified. Lastly in order to find out the factors affecting improper personal mobility parking behavior path analysis was conducted. RESULTS : Based on literature review, based on 6 of latent variables the structural equation model was made. Survey was conducted on 341 participants who has used personal mobility at least once based on Likert 5-point scale. Out of 341 responses 22 responses considered as careless responses were removed. As a result of analysis of structural equation model, it turned out that ‘ease of transfer’ had a positive effect on improper parking of personal mobility meanwhile ‘convenience’ and ‘road condition’ had a negative effect. CONCLUSIONS : It was concluded that the proximity and accessibility to the transfer facility could be important when installing personal mobility parking lot as improper parking behavior of personal mobility users could be affected by ease of transfer to other traffic mode. Also, interval of parking lots, location and its road condition should be considered in order to make it convenient for users to find parking lot and to encourage them to use it more often.

PURPOSES : This study is to analyze preference of shared personal mobility(shared e-scooter or shared bike) parking lot. The detailed purposes are as follows. Firstly, the attributes and attribute levels of shared personal mobility are developed. Based on combined attributes and attribute levels several profiles were composed. Preference data of shared personal mobility parking lot is collected through survey. Preference of shared personal mobility parking lot was analyzed using conjoint analysis. METHODS : Based on the literature review, the attributes and attribute levels that might affect behavior or intention of shared personal mobility parking were developed. Several profiles that contain combined attributes and attribute levels were created in a fractional factorial design. In order to collect preference data of shared personal mobility parking lot, online survey were proceeded. The survey participants were asked to mark preference point between point 1 and point 10. Lastly, preference of shared personal mobility parking lot was analyzed using conjoint analysis. RESULTS : Based on literature review, 5 attributes for conjoint analysis were set.(Distance between shared personal mobility parking lot and destination, Space for shared personal mobility parking lot, Location of shared personal mobility parking lot, Type of shared personal mobility parking lot, Interval of shared personal mobility parking lot). With the combination of 5 attributes and their levels, 16 random profiles were made. Online survey was proceeded with 300 participants who have used shared personal mobility. Using conjoint analysis utility and importance of each attribute has been calculated. As a result, the preference got higher when distance between parking lot and destination and intervals of parking lots are short. In addition racks are tended to be preferred and it seems to be more profer to install parking lot on buffer zone of pedestrian road instead of adjacent to private building. CONCLUSIONS : It could be important to install personal mobility parking lot considering preference of parking lot attributes in order to encourage users to use the proper parking lot instead of parking anywhere.

PURPOSES : The purpose of this study is to evaluate the effectiveness of self-luminescent road markings using driving simulation. METHODS : In this study, a driving simulation was conducted to evaluate the effectiveness of self-luminescent road markings. The details of this study are as follows. Highway sections were categorized as tunnels, tunnel approaches, bridges, merging areas, mainlines, and curbs. The luminance of the existing road markings was collected through field measurements. The luminance of the self-luminescent road markings was collected through experimental measurements. The luminance of the road markings is converted into a brightness ratio to be applied to the driving simulation. Road facilities at night were visualized during the driving simulation. Driving simulation was tested by 30 participants. Each participant rated the visibility perception of both the road markings ahead of 90 m with a 5-point scale. The log data generated from the driving simulation tests were analyzed. RESULTS : The luminance of the existing road markings and self-luminescent road markings was measured. The luminance of the existing and lab-based road markings was converted into a brightness ratio. The road facilities of highway sections were investigated for driving simulations. The driving simulation was tested by 30 participants. Visibility perception ratings and log data from the driving simulation were analyzed. The average of visibility point increased from 1.01 to 4.63 when self-luminescent road markings were added to the existing road markings. The average speed also increased when self-luminescent road markings were added to existing road markings. CONCLUSIONS : In conclusion, self-luminescent road markings can improve the visibility of road markings and driving speed, particularly in highway sections where driving speed decreases owing to low visibility.

PURPOSES : The purpose of this study was to analyze the visibility of lanes according to the changes in the plane and longitudinal line of roads considering the horizontal and vertical diffusion angles of vehicle headlights at night. First, the visibility length of the lane was determined according to the plane linearity of the road such that it could be applied to simulation and visualization data. Second, the night vision length of the lane was established according to the longitudinal line of the road such that it could be applied to the simulation and visualization data. METHODS : In this study, each variable is first examined to consider the horizontal and vertical diffusion angles of the vehicle headlights. Second, the equation for the visibility of the lane by vehicle headlights in planar linearity is obtained, and the visibility of the lane is determined. Third, an equation is obtained for the visibility of the lane by vehicle headlights in longitudinal linearity. RESULTS : The results of this study are as follows. First, the visibility length of the lane in the section where the plane linearity of the highway existed at night was studied. In this case, the visibility length of the right and left lanes based on the vehicle decreased according to the plane linearity of the highway. Second, the visibility length of the lane in the section where the longitudinal line of the highway existed at night was investigated. In this case, the visibility length of the lane decreased according to the change in the longitudinal line of the highway. CONCLUSIONS : Considering the horizontal and vertical diffusion angles, the visibility length of the lane was determined according to the changes in the plane and vertical line of the road. It can be applied to simulation and visualization data. In general, the visibility length considering the spread angle of the vehicle headlights was shorter than the visibility length of the lane by the headlights; roads must be designed in consideration with the above result.

PURPOSES : Aiming to evaluate the consistency of road markings at night, the luminance values of road markings at night were compared for merging and diverging areas. METHODS : To evaluate the consistency of road marking at nighttime in merging and diverging areas, the highway geometric structures and luminance of the road markings were collected and analyzed together at the merging and diverging areas. "Luminance" in this study referred to the overall luminance of the road markings as reflected together from surrounding lights, such as moonlight or artificial lights. The luminance of the road markings 90 m ahead of the driver were used. The measured luminance values were analyzed based on the difference ratios and an analysis of variance. RESULTS : Based on a grouping of three categories (interchanges (ICs), merging, and diverging areas), it was found that the difference ratios and analysis of variance values from the ICs and merging and diverging areas were not consistently acceptable. CONCLUSIONS : After evaluating the consistency of road markings at night in the merging and diverging areas, it can be concluded that there is a need for more consistency in the luminance on merging and diverging areas on highways. To enhance consistency, more dedicated lighting guidance for merging and diverging areas on highway areas may be necessary.

PURPOSES : In this study, the luminance of night road markings was measured in a tunnel of length 200 m or less. The purpose of the project is to evaluate the consistency of night road markings. METHODS : In this study, field measurements were conducted to achieve the purpose of this study. Five tunnels with lengths of less than 200 m were selected to measure the luminance value of the road markings. The analysis of the difference in road markings between the inside and outside points of the tunnel and the analysis of alternative tunnels and points were used to assess the consistency of road markings in tunnels. RESULTS : The average luminance of the tunnel’s night road markings was 9.7, and the standard deviation was 3.0. The analysis of variance for the tunnel and point indicated that the p-value was less than 0.05 and was inconsistent. CONCLUSIONS : In conclusion, consistency was assessed by measuring the luminance value of the short tunnel of length 200 m in the Cheongju Sangju Expressway, and it was confirmed that the luminance of the road markings was not consistent with the tunnel and point. Finally, it is necessary to control night lightings on roads outside the tunnel or adjust lighting facilities in the tunnel to enhance the consistency of luminance.

PURPOSES : In this study, the flatness of a sidewalk surface was evaluated by measuring the vibration acceleration experienced by wheelchair users passing the sidewalk using a walking measure. The objective of this study is to derive a linear equation for converting the vibration acceleration of a sidewalk surface measured using a walking measure into vibration acceleration of a wheelchair. METHODS : To this end, field measurements were obtained. Twenty sites with different sidewalk surface materials were selected to measure the vibration accelerations of the walking measure and wheelchair. A regression analysis was conducted with the measured root mean square value of the vibration acceleration, and a linear equation expressing the walking measure and wheelchair vibration acceleration was derived. RESULTS : The regression analysis was conducted by inputting the vibration acceleration of the wheelchair into the Y-axis and that of the walking measure into the X-axis. Thus, a linear equation between the walking measure and wheelchair acceleration could be derived. Further, linear equations could be derived and applied based on the situation using various standard walking measures and wheelchairs. These equations could be used to convert the vibration acceleration of the walking measure into that of the wheelchair. Substituting the converted vibration acceleration into the comfort level specified in ISO 2631-1 was expected to indicate the flatness of the sidewalk. CONCLUSIONS : This study confirmed that a linear equation for the two vibration accelerations could be derived by measuring the vibration accelerations of the walking measure and wheelchairs of 20 different sites. The vibration acceleration measured using the walking measure could be converted into that of the wheelchair using this linear equation. In addition, the flatness of the sidewalk could be evaluated by measuring the vibration acceleration of the walking measure using this linear equation.