PURPOSES : The purpose of this study is to perform traffic flow characteristics analysis for each point of the long-term work zones and to propose an estimated capacity method to support the establishment of traffic flow management strategies for the long-term work zones. METHODS : The study explained the difference in traffic flow characteristics between the short-term and the long-term work zones, and estimated the capacity of the long-term work zones. The analysis data were collected from five points of long-term work zones of the twolane highway. And VDS and DSRC data were applied to validate data. RESULTS : The characteristics of traffic flow at each measurement point in the long-term work zones showed some differences, among which the capacity was estimated as the starting point to be 1,200 pcphpl and the ending point, 1,400 pcphpl. The delay length was estimated by applying the queuing theory based on the capacity of the start point where the bottleneck starts. As a result of verifying the congestion length based on space diagram map analysis, it was determined that the capacity calculation value and estimation methodology presented in this study were appropriate. CONCLUSIONS : The long-term work zones are mixed with different characteristics of roads, so as the capacity values depending on the analysis location. Therefore, it is necessary to select analysis points and methodologies for estimating capacity and delay depending on the purpose of the analysis, such as estimating the maximum queue length or analyzing the maximum travel time. Through this study, it is expected that by providing accurate information on congestion in advance, road users can detour to other roads, and construction officials can adjust the construction plan to minimize congestion in the construction section.

PURPOSES : The type and degree of structural conditions and influencing factors distributed across representative sections should be similar to those distributed across entire sections as the representative sections have been predominantly used for developing performance prediction models, which substitute entire sections of road pavement. Therefore, a logic that selects the representative sections with similar distributions of structural conditions and the influencing factors with those of entire expressway asphalt pavement sections requires development. METHODS : The logic developed in this study to select the representative sections of asphalt pavements comprised three steps. First, the data on the structural conditions of the pavement and the influencing climate conditions and pavement materials were collected and organized. Consequently, in the second step, the candidate sections were selected, with the severity of the structural conditions of the pavement distributed widely and evenly. Finally, in addition to the widely and evenly distributed pavement conditions, the representative sections with climatic conditions and pavement materials were selected. RESULTS : A total of 6,352 ordinary asphalt pavement sections and 596 composite asphalt pavement sections were selected as entire expressway asphalt pavement sections and the data were collected and organized according to the logic developed in this study. Three times the representation sections were selected as candidate sections and, finally, 85 sections were selected as representative sections. The distribution of structural conditions and influencing climate conditions and pavement materials in the representative sections were similar to those in the entire sections. In addition, the representative sections were spread evenly across the country. CONCLUSIONS : The sections presenting similar distributions of structural conditions and the influencing factors of entire expressway asphalt pavement sections could be selected in this study. Using the representative sections selected in this study, a remodeling index model will be developed for predicting the asphalt pavement sections that require large-scale repair.

고속도로 공사구간은 차로의 축소로 인한 병목구간이 존재하며, 공사작업의 영향으로 도로의 처리용량을 감소시켜 교통 혼잡을 야기한다. 공사구간으로 인해 발생하는 혼잡을 최소화하기 위해서는 공사구간의 교통관리가 매우 중요하며, 교통관리를 위한 전략을 수립하기 위해서는 공사구간에서의 혼잡상태를 분석하는 것이 중요하다. 따라서 본 연구에서는 고속도로 공사구간에서 발생할 수 있는 다양한 조건의 혼잡상태를 구분하고 충격파이론을 통해 분석하고자 한다. 본 연구에서 분석한 공사구간은 편도 2차로 중에서 1개 차로를 차단한 형태로 구성하였고, 그림 1과 같이 공사구간을 4가지 구역으로 분류하여, 이 중에서 충격파가 발생할 수 있는 구간인 Transition area와 Work space의 용량에 따라 충격파를 분석하였다. 용량과 수요의 관계에 따라 다양한 조건으로 구분할 수 있으나, 본 연구에서는 가장 주요한 조건 2가지에 대해 중점적으로 다루었다. 첫 번째는 수요가   (Transition area의 용량)보다는 작고  (Work space의 용량)보다는 큰 조건으로 Work space에서만 충격파가 발생하는 조건이고, 두 번째는 수요가  , 보다 큰 조건으로 두 구간에서 모두 병목현상이 발생하여 대기행렬이 쌓이게 되는 조건이다. 충격파이론을 직접 적용하기 위해 Bongsoo Son, A Study of G.F. Newell's "simplified theory of kinematic waves in highway traffic"(1996)에서 예제로 활용한 교통류-밀도 관계곡선을 활용하였으며, 두 조건에 대하여 충격파이론을 적용하였을 때의 충격파는 그림2와 그림3과 같다.

PURPOSES: This study analyzes the available working time at work-zone on the Expressway in accordance to the new capacity manual. METHODS: Sensitivity analysis on variables were conducted to calculate the adjusted capacity at work-zone based on previous researches. RESULTS : The main factors which affect available working time at the work-zone were its capacity, number of lanes, terrain and lane width. Other factors have minimal effect on the available working time. Based on the analysis, a calendar of lane closures was suggested. CONCLUSIONS : A series of studies concluded that the capacity at work-zone in the new capacity manual reduced to 76-82% of the existing manual. As such, the available working time decreased. Furthermore, the factors affecting the available working time needs to be considered when making a plan to rehabilitate the distressed pavement.

본 연구의 목적은 차종별 교통류 모형을 이용한 편도 2차로 고속도로 공사구간의 용량 값을 산정하는 것이다. 공사구간의 교통류 모형은 공사구간의 유입부 및 유출부를 대상으로 차종별 모형과 승용차 환산계수를 적용한 전체 차량에 대한 모형으로 도출하였다. 차종별 모형에서 산정된 최대교통류율은 승용차환산계수 및 중차량 비율을 적용하여 공사구간의 용량 값으로 전환하였다. 차종별 모형의 유입부 및 유출부 최대교통류율 값은 각각 1,845pcphpl과 1,884pcphpl로 산정되었으며 차량 전체를 대상으로 한 모형의 최대교통류율은 차종별 결과보다 높게 분석되었다. 모형의 비교 검증을 위하여 최대밀도에 따른 거리 차두간격을 적용하였다. 공사구간의 용량은 공사구간의 흐름이 안정된 유출부 용량보다 공사구간 진입을 위한 차선 변경 등으로 교통흐름이 원활하지 못한 유입부 용량에 좌우되므로 유입부 교통류 모형의 최대교통류율 값인 1,800pcphpl을 편도 2차로 고속도로 공사구간 용량 값으로 산정하였다.