본 연구는 1960년대에 향수(Nostalgia) 주제를 가진 트로트 곡의 특징을 연구하였다. 1960년대 트로트 가사가 고향에 대한 향수를 어떤 방식으로 다뤘으며, 해당 트로트 가사가 의미하는바가 무엇인지를 고찰하였다. 그리고 고향에 대한 그리움과 회상을 표현하는 가사 속 단어들 및 타향을 부정하는 단어들 속에 내재된 감정을 분석하였다. 본 연구는 트로트 곡에서 드러나는 고향에 대한 향수에 관한 내용의 가사를 분석함으로써, 가사 분석의 다양성을 고찰하는 것에 목적을 두고 있 다. 1960년대 트로트 가사에는 고향에 대한 그리움과 회상 그리고 가족과 연인에 대한 사랑이 주 로 나타났으며 한국적 정서가 드러나는 시대를 반영한 이야기들을 표현한 단순 명료한 가사로 이 루어져있었다. 또한 1970년대에는 추상적인 이별이야기를 담는데 주력하는 양상을 보인 반면, 1960년대에는 직접적인 단어로 표현함으로써 곡의 애절함과 씁쓸함이 보다 더 잘 드러났으며 대중 들 기억에 남는 가사로 공감을 더했다. 대중가요에서 고향을 주제로 한 가사에서는 사람의 감성을 움직이게 하며 향수를 불러일으키지만 시대적 배경과 대중들의 상황과 상태, 염원을 분석한다면 가사에 담긴 함의를 구체적으로 파악할 수 있으며 많은 창작자들이 가사를 분석하는 것에 도움이 될 것이라고 예상한다.

In general, the road roughness is managed by the roughness factor(or level, index) which is numerically or quantitatively generated(or converted) from the surface profile. However, it should be mentioned that the various roughness indexes including IRI(i.e. International Roughness Index) consider only vertical displacement and one longitudinal profile. In this research, the new roughness index, which evaluates reasonably the ride quality, was developed through the extensive correlation analysis between various vehicle behavior and ride quality. The bounce and pitch of moving vehicle are caused by the change of longitudinal profile. On the other hand, the roll is caused by the difference of the left and right profiles. Since the pitch is caused by the bounce difference between the front and rear axles of a vehicle, the two values occur in a similar pattern. In this study, the bounce and roll of a vehicle were predicted with a half car model, which is connected with two quarter car models. A half-car model was used to calculate the roll rotation angle of the vehicle body according to the change of the road profile. The roll rotation angle was used to calculate the coordinates of the head position of the passenger in the passenger seat. Finally, the coordinates were used to calculate the horizontal and vertical displacement of the head position. The new roughness index is the cumulative RMS value of the horizontal and vertical displacement occurring at the head position while moving at a speed of 80 km/h per km. The first and second experiment results presented that the coefficient of determination(i.e. R2) for the new roughness index was the highest with 0.80. Moreover, the R2 values of MRI, HRI, and RN were also relatively high such as 0.73 ~ 0.79. The feasibility test was conducted on sections that show the greater IRI variation between left and right wheel-pass among the pilot sites. Because a prediction result came from MRI and IRI, the difference between KERI and MRI was relatively lager with the increment of IRI difference between right and left wheel-pass. In this case, the roll was high, and the satisfaction of the ride quality was relatively low. Based on the other field survey results obtained in Seoul, the portion of IRI difference between left and right wheel-pass was above 0.4m/km that presented approximately seven times higher value than the measured IRI values on the expressway. In addition, the sectors showed IRI difference level higher than 2.0m/km were approximately 70 times higher than those in expressway. Thus, it is possible that the KERI could successfully and reasonably evaluate the ride quality on various road types.