PURPOSES : The purpose of this study is to understand the effect of installing highway rest areas reflecting continuous driving time as a factor that can affect drowsy driving. METHODS : In this study, various models were tested for representing the effect of reducing accidents of highway rest areas. Among the various models including negative binomial, a series of the zero-inflated models reflecting accidents, the zero-inflated model showed the best suitability. RESULTS : According to the results of the zero inflated negative binomial model, installation of highway rest areas was found to have an accident reduction effect of approximately 11.93%. This is somewhat lower than the accident reduction effect estimated in previous studies. In addition, variables related to continuous driving time were found to affect accidents caused by drowsy driving. CONCLUSIONS : Basically, by using the continuous driving time index, a vehicle that has been driving continuously for more than 2 hours or if the continuous driving time is increased for more than 2 hours, the probability of accidents increases. However, in the case of trucks, a more in-depth study is needed on whether an increase in trucks induces defensive driving of other vehicles and this causes a reduction in accidents. Thus, it is necessary to use the variable cautiously for the highway rest area installation plan.

PURPOSES : This study aims to investigate the factors that affect the practical condition of the convergence and convergence behaviors of the asymmetric transportation equilibrium problem (ATEP). METHODS : To achieve this objective, a real network experiment is critical because the crux of the problem associated with the ATEP is the difficulty of verifying the unique condition in real networks owing to asymmetric modeling. The study employed a numerical approach to deal with this problem because analytical derivation based on small networks has a limitation in extending its findings to practical applications. The study addressed the problems using large real networks and different types of interactions, including links and modes. An investigation of the factors that have the potential to affect the convergence of the problem was conducted with the solution algorithm, which is the double projection method. RESULTS : The study presented a partial answer to the question of whether the ATEP's convergence condition is too strong. In link interactions, demand intensities and symmetric features within the cost function along with the network configuration were determined to relax the convergence condition. In mode interactions, the degree of overlap of the route composition and the controlled asymmetric interactions in the cost function were determined to affect the convergence condition. CONCLUSIONS : The results suggested that the modeling of link interactions for a more complicated transportation system design enabled the modeling of complex asymmetric interactions as long as the demand intensity of the network was not strong. In the case of mode interactions, whereas it was not possible to control the route composition, it was considered possible to a degree where the use of a distinct route was observed for each class (for example, designated truck lanes).

PURPOSES : The aim of this study is to develop equitable smart mobility indicators for road infrastructure users based on the recognition of lack of social equity evaluation indicators from the perspective of road infrastructure users. METHODS : In this study, vertical equity was expressed as the ratio of tolls to users' willingness to pay, depending on the income level. In each area, the time of travels to frequent destinations may differ, depending on the road infrastructure configuration use of tolled and untolled roads. When using tolled roads to save travel time, users have to pay tolls. In this case, the number of tolls that users have to pay and the users’ willingness to pay for tolls in the area based on their income levels were compared to determine vertical equity differences. Here, users' willingness to pay was estimated through a questionnaire survey on the travel time value based on the income level and matched with the income level of the area to determine residents' willingness to pay in the area. RESULTS : This study reveals that there is a significant difference in social equity for road infrastructure use based on income level. This difference in the indexing was reflected in developing an indicator based on distribution equity. CONCLUSIONS : The proposed vertical equity assessment method is relatively simple and can be utilized as a tool for establishing policies. As a basic tool for analyzing vertical equity in road pricing, it can be effectively applied to analyzing the vertical equity of road users in countries such as Japan, where tolls for highways are very high, and the United States, where tolls are charged in forms of Turnpike and HOT.

PURPOSES : Korea is extremely vulnerable to the effects of climate change and earthquakes. When disasters occur, road infrastructure becomes a vital carriageway for moving people, emergency resources, and rescue teams. By designating disaster response routes in advance, the effect of the disaster can be reduced by ensuring a secure and quick moving space for emergency resources and relief activities. However, Korea has not established disaster response routes yet. Thus, this paper aims to prescribe guidelines to select appropriate disaster response routes by using Space Syntax while assuming a flooding disaster, as they occur most frequently and cause the biggest damage in terms of the recovery cost. METHODS : Based on the literature review, there are various approaches to selecting disaster response routes such as vulnerability, reliability, and redundancy based analyses. This study adopts the vulnerability-based approach, where the most vulnerable sections of roadway are selected for the disaster response route. RESULTS: We successfully developed guidelines for selecting a disaster response route assuming a flooding disaster. CONCLUSIONS: The analysis of the disaster response route indicated that the pre-determined disaster response route could minimize the damage due to the disaster, as it provides basic mobility and facilitates the swift movement of refugees and rescue teams.