자율주행차가 보급되어 도로에서 사람 운전자와 함께 운영되는 미래가 다가오고 있다. 사람 중심으로 운영되는 도로 체계가 자율주 행차와 공존하는 형태로 변화하고 있으며, 도로 시스템도 사람 운전자와 자율주행차가 혼재된 혼합교통류를 대상으로 변화하고 있다. 현재 도로에서는 예상하지 못한 상황들이 다양하게 발생한다. 교통사고, 도로 낙하물 등 교통흐름에 영향을 주는 상황들이 발생하며, 대응을 위한 전략들이 각 지방자치단체에서 준비되어 있다. 미래 교통상황에는 도로상에 자율주행차가 혼재되어 있으며 이를 포함하 는 돌발 및 재난상황에 대한 제어전략은 아직 부재하다. 본 연구에서는 돌발 및 재난상황 발생 시 자율주행차 제어전략에 대한 설계 방안을 제안한다. 돌발 및 재난상황 범위에 대해 정의하며, 상황 구분을 위한 기준을 제시하여 각 상황에서 자율주행차가 안전하게 대 응할 수 있도록 제어전략을 제시한다.

PURPOSES : This study presents a general guideline for the initial management of traffic signal timings in response to traffic incidents, prior to the implementation of specific treatments in detail. The proposed solution includes a set of optimal reductions in the green time rates at three signalized intersections upstream. METHODS : To account for the various traffic and incident conditions that may be encountered, a total of 36 traffic-condition scenarios were prepared. These scenarios encompass a wide range of conditions, from unsaturated to near-saturated conditions, and were designed to provide a comprehensive understanding of the impact of traffic conditions on signal timing. For each of the traffic conditions, all 27 traffic signal timing combinations were subjected to testing. A total of 972 simulation analyses were conducted using the SUMO model. The results indicated that the scenario with the lowest control delay was the optimal choice. RESULTS : The results indicated that the most effective initial management for the traffic incident would be to reduce the green signal timings by 20% at the first two upstream intersections and by 40% at the third intersection. CONCLUSIONS : We propose reducing the green times by 20% at the first and second intersections and by 40% at the third intersection as the initial response of the traffic signal control center when a traffic incident occurs.

PURPOSES: The purpose of this study is to develop a methodology for estimating additional carbon emissions due to freeway incidents. METHODS : As our country grows, our highway policy has mainly neglected the environmental and social sectors. However, with the formation of a national green growth keynote and an increase in the number of people interested in environmental and social issues, problems related to social issues, such as traffic accidents and congestion, and environmental issues, such as the impact of air pollution caused by exhaust gases that are emitted from highway vehicles, are beginning to be discussed. Accordingly, studies have been conducted on a variety of environmental aspects in the field of road transport, and for the quantitative calculation of greenhouse gas emissions, using various methods. However, in order to observe the effects of carbon emissions, microscopic simulations must use many difficult variables such as cost, analysis time, and ease of analysis process. In this study, additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service), and the annual additional emissions based on incidents were calculated. According to the results, congestion length and emissions tend to increase with an increase in incident clearance time, number of occupied lanes, and worsening level of service. Using this data, we analyzed accident data on the Gyeong-bu Expressway (Yang-Jae IC - Osan IC) for a year. RESULTS : Additional greenhouse gas emissions that occur because of highway traffic accidents were classified by type (incident handling time, number of lanes blocked, freeway level of service) and annual additional emissions caused by accidents were calculated. CONCLUSIONS: In this study, a methodology for estimating carbon emissions due to freeway incidents was developed that incorporates macroscopic flow models. The results of the study are organized in the form of a look-Up table that calculates carbon emissions rather easily.

PURPOSES : This study aims to investigate the direct and indirect influence areas from incidents on urban interrupted roadways and to develop traffic management strategies for each influence area. METHODS : Based on a literature review, various traffic management strategies for certain incidents were collected. In addition, the relationship between the measure of effectiveness and the characteristics of incidents was explored using an extensive simulation study. RESULTS : From the simulation studies, traffic delays increased as the number of lane closures increased, and the impact of lane closures was reduced to the direction upstream from the incident site. However, the magnitude of the delay change depended on the degree of saturation. Using these characteristics, the direct and indirect influence areas resulting from incidents were defined, and traffic management strategies were established for each direct and indirect influence area and for each level of incident. CONCLUSIONS: The results of this study will contribute to the improvement of national traffic safety by preventing secondary incidents and by effective adaptation to incident events.

‘08년 강원도 춘천, 원주지역의 꽃매미의 발생을 시작으로 ’12년 미국선녀벌레 와 ‘13년 갈색날개매미충의 발생 등 최근에 강원지역에 발생된 돌발해충의 발생상 황과 돌발해충의 확산방지 및 적정 방제시기를 설정하기 위해 발생지역을 중심으 로 월동난의 부화시기를 조사하였다. ‘14년 강원도 내 꽃매미의 발생은 춘천을 비롯한 원주, 강릉 등 농경지 및 산림에 22.1ha가 발생되었으며 포도원 등 농경지보다는 산림에서의 발생이 많았다. ’11 년~‘13년까지의 동계 최저기온과 월동난의 부화율을 조사한 결과 최저기온이 많 이 경과하는 해 일수록 부화율이 낮아지는 것을 확인할 수 있었으며 ’14년 부화율 은 전년 대비 57%나 급증한 것을 확인하였다. 또한 춘천, 원주지역에서의 월동난 부화시기가 5월 12일경으로 조사되었으며 그에 따라 적정 방제시기는 5월 중순~6 월 상순으로 판단되었다. ‘12년 영동고속도로 원주지역 휴게소 정원수에서 도내 최초 발생된 미국선녀벌 레는 ’13년 횡성지역의 인삼포장에도 발생이 확인되었으며 ’14년에는 원주지역 고속도로휴게소 정원수와 원주, 횡성지역의 인삼포장과 주변 수목에서 발생되었 다. 이들 발생지역에서의 월동난 부화시기는 6월 14일경으로 조사되어 적정 방제 시기는 6월 중순~7월 상순으로 판단되었다. 갈색날개매미충은 ‘13년 원주지역의 복숭아, 블루베리과원에서 도내 최초로 발 생되었으며 ’14년 조사에서는 전년 발생지를 중심으로 2.3ha의 발생이 확인되었고 주변으로의 확산은 없어 자력으로 비래하여 확산되는 경향은 적은 것으로 생각되 었으며 월동난의 부화시기는 6월 13일경으로 조사되어 부화약충을 대상으로한 적 정 방제시기는 6월 중순~7월 상순으로 판단되었다.

교통사고 발생시점부터 사고처리가 완료된 시점까지를 돌발상황 지속시간(Incident Duration Time)이라고 정의하는데, 이를 단축시켜야만 교통사고 피해를 최소화할 수 있다. 본 연구는 고속도로 교통사고를 대상으로 돌발상황 지속시간에 영향을 주는 요인들을 찾아내기 위한 모형을 개발하였다. 모형은 모든 사고자료에 포함한 통합 모형(모형1)과 일반구간, 교량, 터널 등 교통사고 장소별로 구분하여 분석한 세부 모형(모형 2, 3, 4) 등 모두 4개의 모형을 구축하였다. 분석 결과, 교통사고가 발생한 장소에 따라 돌발상황 지속시간에 다른 영향을 주는 것으로 나타났으며, 현장 처리를 위한 작업차량 도착시간이 가장 민감한 요인으로 분석되었다. 또한 차-차 사고, 화물차에 의한 사고, 야간 사고, 주말 사고 등의 시사점 있는 요인들을 찾아냈다. 이러한 연구결과는 향후 교통사고 관리대책을 수립하는 데 있어 중요한 판단지표로 활용이 가능할 것으로 판단된다.

The purpose of this study was to quantitatively evaluate the effects of the secondary task with unexpected situation during simulated driving using the variable indicating control of vehicle. The subjects were participated 50s people including 15 males with 29.5±6.7 years of driving experiences and 15 females with 20.1±5.6 years of driving experiences. All subjects were instructed to keep a certain distance (30m) from the car ahead and a constant speed (80km/hr or 100km/hr). Sending text message(STM) and Searching navigation(SN) were selected as the secondary task. Experiment consisted of driving alone for 1 minute and driving with secondary task for 1 minute. It was defined driving phase and unexpected situation phase respectively. Medial-lateral coefficient of variation(MLCV) of car movement was analyzed for evaluating lane keeping in this study. In the results, MLCV was increased by 118.3% at 100km/hr. In the case of secondary task, MLCV in STN and in SN were increased by 235.1% and 290.3%, respectively. There was no significant difference between male and female. In case of driving at high-speed and with secondary task, it may be disturbed constant control of the vehicle when unexpected situation appeared suddenly.

The purpose of this study was to investigate the differences of driving performance and physiological responses between young male and female drivers for unexpected situation uSlllg a graphic vehicle simulator. The participants included 20 college graduat