도시의 확장 및 광역화로 지상에서의 물리적인 도로 공급 및 확대는 현실적으로 어려운 상황에 직면하였으며, 이를 해결하기 위한 정책의 일환으로 경부고속도로 지하화 사업으로 대표되는 고속도로 지하화 사업이 추진되고 있다. 지하공간을 이용한 도로의 입체적 확장은 새로운 도로 공급용지의 공간적 확대뿐 아니라 지상도로의 교통량 분산으로 교통정체 완화, 차량으로 인한 소음 및 대기오염 문제 완화 등 도로교통체계의 효율성 및 문제점을 개선할 것으로 판단된다. 그러나 현재까지는 지하도로의 설계 및 시공 관련 기술을 위주로 개발 및 적용되고 있어, 운영 및 안전관리에 필수적인 지하고속도로 교통류 관리에 관한 연구는 이론적 수준에 머물고 있는 한계가 상존한 상황에 있다. 이에 본 연구는 지하고속도로 안전 향상을 위한 사고 예방 및 대응 기술 개발의 전단계로 유고 상황에 대응하기 위한 교통관리 개념을 유고 상황에 따라 변화되는 혼잡 지속시간을 추정할 수 있는 교통류 진단과 지하고속도로 내 유고 발 생 후 교통류 혼잡 회복 및 상태 안전화로 나누어 제안하였다. 이를 기반으로 향후 추진될 기술 개발의 단계를 교통류 변동 지표 개 발, 교통류 진단 알고리즘 개발, 교통류 해석ㆍ추정 알고리즘 개발, 교통관리 현장 적용 및 검증의 4단계로 기술 개발 로드맵을 제시 하였다. 본 연구의 결과는 향후 추진되는 K-지하고속도로 안전 확보를 위한 사고 예방 및 대응 기술 개발에 대한 실효성 및 신뢰성을 높이는데 기여할 것으로 사료된다.

본 연구는 뷰티샵 창업의 이론과 실무를 반영한 전문적이고 체계적인 뷰티샵 창업교육프로그램을 개발하여 뷰티샵 창업의 성공적인 성과와 운 영관리에 도움을 주고자 하는 것이 목적이다. 본 연구는 뷰티서비스업 중 헤어 미용업 창업교육을 의미하며, 헤어 미용업에 종사하는 예비창업 자, 기창업자, 재창업자를 대상으로 한다. 또한, 창업교육의 체계적인 프로 그램 모형 개발을 위하여 ADDLE(Analysis, Design, Development, Implementation, Evaluation) 교수설계 모형의 프로그램 개발 절차에 진행하였다. 선행연구 분석을 통하여 뷰티샵 창업교육의 하위요인을 ‘창 업학’, ‘경영학’, ‘뷰티산업학’의 세 가지 요인으로 도출였고, 분석, 설계, 개발, 실행단계를 거친 후, 검증단계를 통해 최종 프로그램을 제안하였 다. 또한 검증단계에서 얻어진 의견들을 종합하여 지속적인 운영을 위한 방법을 제안하였다. 본 연구는 뷰티산업의 창업교육 체계화를 위해 필요 한 교육내용, 교육방법의 체계 및 교육과정 개발 연구를 제시함으로서 학문적 발전의 기틀을 마련하는데 의의가 있다. 또한 지속 성장 가능한 뷰티산업의 발전을 위하여 K-Beauty를 향한 정부의 관심과 지원을 기대 해 본다.

한국형아유르베다 성격유형과 의류 구매만족과 어떤 관계가 있는지를 분석함으로써 성격특성을 고려한 마케팅 전략에 대해 논의하는 것이다. 본 연구의 자료는 수도권 여성 20대 이상을 대상으로 다음과 같은 통계 분석을 실시하였다. 첫째, 조사대상자의 일반적 특성을 파악하기 위해 빈 도분석을 실시하였고, 둘째, 측정도구의 타당성 분석을 위해 탐색적 요인 분석을 실시하였다. 또한 Cronbach's α 계수를 이용하여 요인을 구성 하는 항목들의 신뢰도를 분석하였다. 셋째, 한국형 아유르베다 기본심리 유형에 대해 알아보고, 조사대상자의 일반적 특성에 따라 차이가 있는지 파악하기 위해 교차분석을 실시하였다. 넷째, 한국형 아유르베다 기본심 리유형에 따라 고객만족에 차이가 있는지를 알아보기 위하여 일원변량분 석(one-way ANOVA) 및 Scheffe의 사후검정을 실시하였다. 본 연구는 한국형아유르베다 기본심리유형과 고객만족의 관계에서는, 전반적인 고 객만족과 하위요인별 서비스만족에 있어서도 카파형(K)이 상대적으로 높 은 것을 알 수 있었지만, 품질만족에 있어서는 통계적으로 유의미한 차 이가 나타나지 않았다는 것을 알 수 있었다.

본 연구는 자아개념에 기반 한 리더십 프로그램을 개발하는 것을 목적 으로 한다. 선행연구와 문헌분석을 통해 자아개념의 구성개념을 정의하 고 리더십과의 관련성을 분석하고 프로그램의 내용요소를 도출하고 자기 탐색, 자기수용, 자기목표, 자기지원, 자기실천의 5단계의 구조화된 모듈 을 설계하였다. 본 연구의 한계는 학습자 집단의 특수성이 고려되지 않 은 것과 효과성 검증이 포함되지 않은 점이다. 이러한 한계에도 불구하 고 자아개념과 리더십의 관련성 탐색을 통해 리더십 프로그램을 구조화 하고 모듈화 하였다는데 의의가 있다. 본 연구를 통해 학습자 맞춤형 리 더십 프로그램의 기초가 되길 기대한다.

한국의 도시 상황에서 공동주택단지의 옥외공간은 시민들이 가장 일상적으로 접하는 외부환경 이자 풍경이라는 사실을 부인할 수 없다. 이렇게 계획된 옥외공간은 최초 조성된 시대의 가치 뿐만 아니라 이후 지속해서 사회문화적 요구를 반영하며 변화한다. 본 연구는 한국 최초의 대 규모 고층 아파트단지로 알려진 여의도 시범아파트 외부공간의 생성과 변화에 담긴 다양한 역 사적·사회적 담론을 살펴보고 조경의 역할과 의미를 고찰하고자 한다. 특히, 조성 초기 이상 적인 공간을 재현하려는 계획적 의도부터 이어지는 각종 사회적 담론의 수용과 그 안에서 전개 되는 공간적 실천 사이의 관계를 분석한다. 이를 위해 당시 계획과 설계에 관한 문헌과 신문자 료 등을 고찰하였고, 도면과 항공사진, 현장 방문과 관계자 인터뷰를 통해 아파트단지 외부공 간의 물리적 변화와 이용 현황을 파악하였다. 연구의 결과로는 첫째, 외부공간 구성의 이론적 배경과 기법으로서 모더니즘적 ‘이상도시’를 꿈꾼 당시 주거계획의 보편적인 개념인 서구의 근 린주구 이론을 바탕으로 보행자 위주의 슈퍼블록이 전체 공간의 구조적 틀임을 확인하였다. 둘 째, 초기 계획안에서 양적인 녹지공간의 이미지를 구현하려는 의도는 뚜렷하였으나, 실제 공동 체 생활공간으로서 녹지와 공공 오픈스페이스 조성에 대한 구체성과 전문성은 드러나지 않았 다. 셋째, 각종 제한사항에도 불구하고 양적으로 갖춰진 녹지 및 공공공간은 시대 상황과 요구 에 맞춰 변화함으로써 동시대 주거단지 내 옥외공간 이용의 양상이 어떻게 전개되어왔는지를 드러낸다. 본 연구는 한국에서 전문 업역으로서 조경이 시작할 무렵 조성된 주거단지 옥외공간 의 초기의 모습에서부터 지금까지 어떻게 변화해왔는지를 살펴봄으로써 근현대 주거단지의 조 경이 어떻게 발전해왔는지 확인하는 데 학술적인 의의가 있다.

PURPOSES : The turning movement of vehicles is directly affected by such factors as vehicle length, wheelbase, steering angle, articulated angle, and wheel steering. Therefore, it is necessary to analyze the impact of changes in each factor on the turning of the vehicle. Because a vehicle with a long body, such as an articulated bus, makes a wide turn, this study analyzes the swept path of the driving vehicle considering the specifications of the vehicle. METHODS : This study was conducted by dividing driving routes into four routes of two-lane four-way roundabouts, and the turning conditions were examined for six types (Type 1–6) that simulated actual articulated bus data. The same vehicle specifications as those of the actual articulated bus were applied to the road design simulation (AutoTURN Pro), and the width of the swept path for the articulated bus was investigated based on the wheel steering control. Using a virtual reference line for dividing the inscribed circle into lanes of the roundabout by 5°, the driving width of the swept path was measured and the angle at which the driving width was largest during driving through the turning intersection was examined. In addition, the changes in the driving width of the swept path according to the wheel steering control under the same wheel turning conditions, as well as the articulated and steering angles, were investigated. RESULTS : The driving width of the swept path for the vehicle (Type 1) with the front wheel control function being an all-wheel system was less than that of an articulated bus with the largest driving width of 15° after entering the roundabout and 15° before entering the roundabout (Type 2). Furthermore, although the specifications of the vehicles were the same, it was determined that Type 5 was superior to Type 6 after reviewing the driving width in light of changes in the steering and articulated angles. CONCLUSIONS : The results of this study are expected to contribute to the field of road design considering traffic safety when large vehicles, such as articulated buses, turn on roundabouts or curved road sections.

PURPOSES : The purpose of this study was to investigate directions for future smart city transportation policies and service development by evaluating road service satisfaction levels and predicting future service demand. METHODS : A nationwide survey was conducted in Korea to develop a transportation service evaluation system based on the functions and objects of transportation. The satisfaction level of road service was evaluated using an analytic hierarchy process (AHP), promising service sectors were identified using the revised importance-performance analysis (IPA) technique, and detailed service demands by sector were suggested. RESULTS : The most valuable service value felt by the people was "safety" (weight 0.4), and the overall satisfaction level was 68.9 points, slightly exceeding "normal." As a result of analyzing the promising service sectors by dividing them into urban and rural areas, "handicapped, elderly, and pedestrians" were important in both areas, and "road facility maintenance" was classified as an additional promising sector for rural areas. CONCLUSIONS : People demand that future smart city transportation policies and services should be "people" and "safety" centered. In addition, it is necessary to pay attention not only to the development of new services but also to the improvement of problems with existing services and policies.

PURPOSES : In the case of a turning maneuver at an at-grade intersection or changing the driving path, the trajectory of a vehicle with a long body, such as a large bus or an articulated bus, should be analyzed from the perspective of road design. In this study, an articulated bus was selected to analyze the off-tracking, swept path width, and lane encroach hment for vehicle turning. METHODS : In this study, four scenarios were developed for right- and U-turn situations. For the right-turn situation, cases were divided into radii of 15 m (Scenario 1) and 40 m (Scenario 2). For the U-turn situation, the cases were analyzed based on a U-turn after stopping at the stop line (Scenario 3) and without stopping at the stop line for the U-turn (Scenario 4). Each scenario was examined at 5° (Right-turn) and 10° (U-turn) angles to analyze the off-tracking, swept path width, and lane encroachment. In addition, four Global Positioning System (GPS) antennas were installed on top of the articulated bus to obtain the driving trajectory of the vehicle. GPS locational reference points were marked on the testing ground to improve positioning accuracy. RESULTS : As a result of the right-turn analysis at an intersection radius of 15 m (Scenario 1), the average off-tracking per angle was 1.04 m, the average swept path width was 3.89 m, and the lane encroachments occurred at an angle of 65° to 70°. For the right-turn analysis at an intersection radius of 40 m (Scenario 2), the average off-tracking per angle was 3.71 m, and the average swept path width was 3.31 m. Unlike the results for the 15-m radius, no lane encroachment was found. Furthermore, the averages of the off-tracking in the at-grade intersection U-turn situation were 2.65 m (Scenario 3) and 2.54 m (Scenario 4), and the average swept path width was 6.15 m. CONCLUSIONS : The required driving width when an articulated bus performs a turning maneuver at an at-grade intersection was analyzed, revealing the implications that must be considered for busway design.

PURPOSES : This study was conducted to analyze the driving width of the vehicle body and off-track width of front-rear tires when a large vehicle or an articulated bus passes through a roundabout. METHODS : The driving width was measured using two methods considering the off-tracking tire and the size of the vehicle body. The test conditions of the roundabout were considered as follows: number of entry/exit sections (three-legs roundabout and four-legs roundabout), number of lanes (one lane and two lanes), driving speed (10 km/h, 20 km/h, and 30 km/h), driving trajectory (centerline and maneuver), and driving path (right turn, straight, left turn, and U-turn). The driving trajectories of large buses or articulated buses were analyzed using a road design simulation tool (AutoTURN Pro). RESULTS : Consequently, it was observed that the driving width calculated using the off-track width of the front and rear tires was lower than that analyzed for the vehicle body. The width was smaller in the case of driving in the one-lane roundabout than that in the two-lane roundabout. In particular, it was analyzed that the situation in which the turning path invades the lane appeared in left-turn (East → South) and U-turn (East → East) situations. The width was narrower in the case of driving in the one-lane roundabout than that in the two-lane roundabout. CONCLUSIONS : The study results are expected to be applied for designing roads when large buses or articulated buses are selected as design vehicles.

PURPOSES : The purpose of this study is to propose a method of quantitative bus deceleration and acceleration time based on automatic vehicle location data generated by a bus operating system. METHODS : The digital tachometer graph (DTG) data of commercial vehicles and the bus departure and arrival time data collected through the Korean bus information system (BIS) were matched and utilized to accurately reflect the deceleration and acceleration position of the bus. It was determined whether the bus arrived (or departed) at bus stations based on the BIS data, and the acceleration and deceleration times were calculated by classifying the bus status section (deceleration-stop-acceleration-driving) based on the DTG speed data. RESULTS : The deceleration and acceleration times calculated using the proposed method were analyzed using the z-test for the bus type and peak and non-peak times. Notably, there was a difference in the acceleration time for each vehicle type. The results were compared with the reference values of TCQSM and the calculated values, and the results were similar. CONCLUSIONS : This study is meaningful in that it conducted basic research on calculating the acceleration and deceleration times by fusing currently available data. In addition, new types of buses that have not been presented in the existing reference values have the advantage of being able to be calculated without a separate investigation if only data are produced according to the current bus management system.

PURPOSES : The purpose of this study is to review a method to estimate the average travel speed of the Bus Rapid Transit(BRT) section using the bus departure and arrival time data collected using the Korean bus information system (BIS). METHODS : To determine an average travel speed estimation model suitable for the BRT system in Korea, the speed estimated using the speed estimation model of TCQSM, which is used in the U.S., and that using the proposed speed estimation model that used the bus departure and arrival time data were compared with the actual travel speed using a t-test. RESULTS : The average travel speed estimated using the proposed method was more suitable for the actual average travel speed than that estimated using the TCQSM model. CONCLUSIONS : As a result of estimating the average travel speed, if the length of the link is 900 m, SBRT can be constructed on the existing road, but at least 1,200 m must be ensured to build SBRT in the new city. The proposed bus average travel speed estimation model can be used to review the BRT operational efficiency considering the speed limit, traffic signal, and dwelling time at bus stops in the planning and operation stages of the BRT.

PURPOSES : The purpose of this study is to disseminate the process of deriving the truck performance curve of Korea’s representative trucks in detail such that the relevant experts can use it in the future when re-selecting the representative trucks and deriving the truck performance curve accordingly. METHODS : To collect relevant data required to derive the truck performance curve, this study used four trucks that implemented the weight/power of the nation’s representative trucks, and conducted a practical driving test on four different upgrade sections. RESULTS : The truck performance curve was derived for each driving position to represent the deceleration and acceleration capabilities of the truck through the actual driving test on the upgrade sections. CONCLUSIONS : The truck performance curve derived from this study indicated that the truck’s deceleration and acceleration capabilities increased as the total weight/power of Korea’s representative trucks improved, and the design of the climbing lane demonstrated that the design method used in this study saved approximately 60% of the construction cost compared to the existing method.

PURPOSES:This study suggests a specific methodology for the prediction of road surface temperature using vehicular ambient temperature sensors. In addition, four kind of models is developed based on machine learning algorithms.METHODS:Thermal Mapping System is employed to collect road surface and vehicular ambient temperature data on the defined survey route in 2015 and 2016 year, respectively. For modelling, all types of collected temperature data should be classified into response and predictor before applying a machine learning tool such as MATLAB. In this study, collected road surface temperature are considered as response while vehicular ambient temperatures defied as predictor. Through data learning using machine learning tool, models were developed and finally compared predicted and actual temperature based on average absolute error.RESULTS:According to comparison results, model enables to estimate actual road surface temperature variation pattern along the roads very well. Model III is slightly better than the rest of models in terms of estimation performance.CONCLUSIONS :When correlation between response and predictor is high, when plenty of historical data exists, and when a lot of predictors are available, estimation performance of would be much better.

PURPOSES: This study evaluates the reliability of the patterns of changes in the road surface temperature during winter using a statistical technique. In addition, a flexible road segmentation method is developed based on the collected road surface temperature data. METHODS: To collect and analyze the data, a thermal mapping system that could be attached to a survey vehicle along with various other sensors was employed. We first selected the test route based on the date and the weather and topographical conditions, since these factors affect the patterns of changes in the road surface temperature. Each route was surveyed a total of 10 times on a round-trip basis at the same times (5 AM to 6 AM). A correlation analysis was performed to identify whether the weather conditions reported for the survey dates were consistent with the actual conditions. In addition, we developed a method for dividing the road into sections based on the consecutive changes in the road surface temperature for use in future applications. Specifically, in this method, the road surface temperature data collected using the thermal mapping system was compared continuously with the average values for the various road sections, and the road was divided into sections based on the temperature. RESULTS : The results showed that the comparison of the reported and actual weather conditions and the standard deviation in the observed road surface temperatures could produce a good indicator of the reliability of the patterns of the changes in the road surface temperature. CONCLUSIONS: This research shows how road surface temperature data can be evaluated using a statistical technique. It also confirms that roads should be segmented based on the changes in the temperature and not using a uniform segmentation method.

PURPOSES : This study proposes a methodology to collect data necessary for microlevel emission estimation, such as second-by-second speeds and road grades, and to accordingly estimate emissions. METHODS: To ease data collection for microlevel emission estimation, a vehicle equipped with speed- and location-recording instruments as well as equipment for measuring road geometry was used. As a case study, this vehicle and the proposed methodology were used on a 10- km-long highway in Yongin City, Korea. Emissions from the vehicle during driving were estimated in various microscale driving conditions. RESULTS : Differences in the estimated emission under different microscale driving conditions cannot be ignored. Compared with the estimations obtained when second-by-second data were not considered, CO and NOx emissions were more than threefold higher when considering second-by-second speed; similarly, CO and NOx emission estimations were higher by approximately 10% and 3%, respectively, when considering second-by-second road grade. CONCLUSIONS : The proposed method can estimate vehicle emissions under real-world driving conditions in such applications as road design and traffic policy assessments.