최근 관광여가를 목적으로 하는 고속도로 이용자가 증가하고 고속도로의 기능 역시 통행기능 외에 관광, 여가, 문화교류의 개념으로 확대되는 등 고속도로의 이용목적 및 패턴변화에 따라 고객들의 쾌적한 고속도로 환경 조성 및 경관관리에 대한 요구가 증가하고 있다. 반면 한국도로공사의 조경 관리 및 경관관리의 경우 조경관리 기계화 확대시행, 직선구간 경관다양화, 자생수목의 관리방법 개선, LID 기법확대, 통일희망나무 프로젝트, 졸음쉼터 확충 등 다양한 형태로 조경 및 경관관리 등을 시행하고 있으나 고속도로를 이용하는 이용자의 요구를 해결하지 못하고 있으며, 실정이다. 이에 본 연구에서는 이용자의 설문과 소셜분석을 이용하여 이용자의 요구를 분석하였으며, 고속도로 조경담당자의 설문을 통해 고속도로공사의 빅데이터 활용방안을 제시하고자 하였다. 소셜분석의 경우 K-ICT 빅데이터센터(https://kbig.kr/)에서 제공하는 소셜분석을 이용였으며, 검색일자는 2016년 12월 03일로 검색일을 기준으로 1년으로 설정하여 조사하였다. 조사 시 키워드는 각각 블로그, 뉴스, TWITTER등 웹 또는 SNS에서 한국도로공사, 고속도로, 고속도로 조경을 검색하여 분석하였다. 또한 이용자의 인식도 및 만족도를 파악하기 위하여 2016.10.31.~2016.11.09.간 고속도로 이용자를 대상으로 설문조사를 실시하였다. “한국도로공사”에 대한 소셜분석 결과 1년간 한국도로공사에 연관된 데이터소스는 뉴스에서 5,348건, TWITTER에서 119건, 블로그에서 127건이 언급되었다. 연관된 단어로는 스포츠 리그관련 및 정책에 연관된 단어가 대부분 차지하고 있었다. “고속도로”에 대한 소셜분석 결과 뉴스에서 22,948건, TWITTER에서 7,026건, 블로그에서 2,025건이 언급되었으며, 관련 키워드로는 통행료 및 정책, 소음구간, 소음구간 공원화, 방음터널 위 공원에 관련된 키워드가 주를 이루었다. “고속도로 조경”의 분석결과 고속도로조경에 연관된 데이터소스는 뉴스에서 432건에 불과하였으며, 블로그에서 23건이 언급되었다. 연관된 단어로는 지명 관련 부동산 및 신 도로개통에 연관된 단어가 대부분으로 조사되었다. 설문을 통한 이용자의 인식도 및 만족도는 I.C / J.C, 휴게소, 요금소, 터널, 옹벽, 노선, 중앙분리대 등으로 우선 순위가 정해졌으며, 공간별 종합 분석 결과 휴게소와 요금소에서 인식도, 중요도, 만족도가 모두 높은 것으로 분석되었다. 고속도로 관련 소셜분석결과 고속도로 이용자가 아닌 주변 주민의 요구 특히 소음과 노선 및 부동산에 관련된 키워드가 주를 이루었다. 이용자 설문의 경우 휴게소, 요금소에서 높은 관심도와 만족도를 보였으며, 노선과 옹벽에서 낮은 만족도를 보였다. 옹벽의 경우 인식도는 높았지만 만족도가 낮아 관리수준을 상향 조정해야 할 것으로 분석되었다. 설문결과 노선의 경우 낮은 인식도를 보였으나 소셜분석에서는 조경 관리 관련 키워드가 상당부분 차지하고 있는 것으로 분석되었다. 이는 기존 이용자 중심의 조경실시 설계가 이용자 외 고속도로 주변 주민을 함께 고려한 설계와 시공이 필요할 것으로 분석되었다. 고속도로 조경 식물의 하자율 빅데이터 분석은 한국도로공사에 축적된 데이터를 기반으로 연도별 하자공사 시행에 따른 하자량과 하자율을 도출하였다. 하자율에 영향을 미칠것으로 판단되는 기상요소의 경우 각 지역의 기상청 자료를 활용하여 하자발생년도의 각 월별 평균 기온, 월별 강수량, 누적 강수량, 월별 최고기온, 최저기온의 데이터를 분석에 활용하였으며, 하자보수공사 시행시기에 맞추어 춘계와 추계로 구분하였다. 지역 구분의 경우 기존의 데이터를 토대로 본부별로 구분하여 분석을 실시하였다. 춘계 하자발생요인으로는 전해 12월부터 당해 1~2월의 동계기상요소가 하자율에 영향을 미쳤을 것으로 판단하였고 추계 하자발생요인으로는 당해 6,7,8,월의 기상요소가 하자율에 영향을 미쳤을 것으로 판단하여 하자율과의 상관관계 분석을 실시하였다.

PURPOSES :This study intends to estimate the tangible benefits derived from the integration of operations of an Express·Intercity Bus Terminal and a Highway Service Area.METHODS:For the study, a highway service area was chosen to function as a bus terminal, integrating its services with that of a nearby bus terminal plagued by operating losses. The exercise also helped improve mobility owing to the introduction of local buses between the terminals and utilization of the existing infrastructure such as rest areas. Thus, a terminal that was not being utilized for its intended functionality was integrated with an existing facility to improve the utilization of both and subsequently aid local development. The impact of the exercise was then measured by evaluating the variation in utilization efficiency, operating costs, travel time between two regions (Seoul-Jeomchon and Seoul-Geumsan), and the social costs before and after the integration of the two facilities.RESULTS:The impact of the integration was an increase in utilization efficiency, a decrease in operating cost, a decrease in travel time, and a decrease in social cost in both the regions. The benefits of improved utilization and cost saving can be passed on to the citizens in the form of discounts. A local power generation facility will eventually replace the bus terminal, which can revitalize the local economy.CONCLUSIONS:The integration of the highway service area with the bus terminal is expected to have a win-win effect on the passengers as well as the operators. The study also proposes a sustainable strategic plan for existing terminals and rest areas to implement a method to compete with KTX transportation.

PURPOSES: This paper proposes a reliability index for the safety evaluation of freeway sections. It establishes a reliability index as a safety surrogate on freeways considering speeds and speed dispersions. METHODS : We collated values of design elements including radii, curve lengths, vertical slopes (absolute values), superelevations, and vertical slopes from seven freeway sections in Korea. We also collected data about driving speeds, traffic accidents, and their deviations. We established a reliability index using these variables. RESULTS : The average radii, curve lengths, and superelevations are highly correlated with the incidence of traffic accidents. Deviations in radius and curve lengths show an especially high correlation. The reliability index, derived from speed and speed dispersions of the seven freeway sections, also correlated highly with accidents with a correlation index of 0.63. CONCLUSIONS : Since the reliability index obtained from speed and speed dispersions are highly correlated with traffic accidents, we conclude that a reliability index can be a safety surrogate on freeways considering speeds and speed dispersions together in terms of design and operational levels.

PURPOSES: The demand for extending national highways is increasing, but traffic monitoring is hindered because of resource limitations. Hence, this study classified highway segments into 5 types to improve the efficiency of short-term traffic count planning. METHODS : The traffic volume trends of 880 highway segments were classified through R-squared and linear regression analyses; the steadiness of traffic volume trends was evaluated through coefficient of variance (COV), and the normality of the data were determined through the Shapiro-Wilk W-test. RESULTS : Of the 880 segments, 574 segments had relatively low COV and were classified as type 1 segments, and 123 and 64 segments with increasing and decreasing traffic volume trends were classified as type 2 and type 3 segments, respectively; 80 segments that failed the normality test were classified as type 4, and the remaining 39 were classified as type 5 segments. CONCLUSIONS : A theoretical basis for biennial count planning was established. Biennial count is recommended for types 1~4 because their mean absolute percentage errors (MAPEs) are approximately 10%. For type 5 (MAPE =19.26%), the conventional annual count can be continued. The results of this analysis can reduce the traffic monitoring budget.

PURPOSES : Expressways experience chronic and recurring congestion, especially during weekends and holidays, because of the increased demands for leisure-related travel. The alternatives to solve chronic and recurring congestion may be three-fold: (1) physical expansion of expressway capacities, (2) road pricing, and (3) temporal and spatial distribution of traffic demands. Among these, the third alternative may be the most cost-effective method for the Korea Expressway Corporation (KEC) that can be achieved by using the existing ITS infrastructure. METHODS : KEC initiated a pilot study in which the traffic on congested expressways was managed by providing traffic condition information (i.e., travel times) of neighboring national highways for taking detours via variable message signs (VMS). This study aimed to estimate the detour rate, and the two pilot studies on Seohaean and Yeongdong expressways yielded many benefits. RESULTS: It was revealed that the total length of congestion segments decreased by 7.8 km, and the average travel speed increased by 5.3 km/h. CONCLUSIONS: Based on these findings, it was concluded that the propagation of detour information via VMSs during congestion hours can help reduce congestion on expressways and increase the benefits of the entire network.

As a preparation of a design standard regarding road facilities, such as cantilever columns for traffic lights, street lights on highways is proposed. Currently these minor structures are designed based on guidelines which are mixed with multiple old foreign specifications without any criteria in terms of safety and economy, which could lead irregular safeties and the loss of national properties. In the considered two cases for effective projected area, it is found that following efficient way of design without critical analyses could make significant errors and miscalculations. Therefore, a fundamental research on the minor structures is urgently needed.

PURPOSES: Recently, crack, rutting, and stripping problems from the surface of asphalt pavements in National highway are observed and they affect the drivers to feel uncomfortable on the road. Surface treatments are recommended to use in distressed pavements due to costeffective, and improvement of surface performance. The purpose of this study is to evaluate the performance of micro-surfacing and polymer slurry seal treatments for distressed asphalt pavements. METHODS: Surface conditions and friction resistance are evaluated for asphalt pavements treated with micro-surfacing and polymer slurry seal mixes in National highway 30 line and 34 line. Visual observation is conducted and surface performance is measured by PES (Performance Evaluation Surveyor) in terms of crack ratio, rutting and IRI(International Roughness Index). BPN(British Pendulum Number) is measured by BPT(British Pendulum Tester) to evaluate the friction resistance in the field. RESULTS: The surface evaluation results are presented for asphalt pavement treated with micro-surfacing and polymer slurry seal treatments in National highway 30 line and 34 line. Based on the visual observation, micro-surfacing and polymer slurry seal treatments show better improvements in terms of cracks and stripping. Based on the surface conditions measured by PES vehicle, the surface performance of microsurfacing treatments improves from 53.3% to 54.2% and the surface performance of polymer slurry seal treatments improves from 21.6% to 59.7%. However, the friction resistance of both micro-surfacing and polymer slurry seal treatments decreases from 2.5% to 6.7%. Further, it should be verified to produce the surface exposed with aggregates during the construction process of both treatment methods in the field. CONCLUSIONS : Based on the performance evaluation results in the filed, the surface performance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments improves from 21.6% to 59.7%. While, the friction resistance of asphalt pavement treated with micro-surfacing and polymer slurry seal treatments does not improve. It can be concluded that current micro-surfacing and polymer slurry seal treatments would improve surface performance but would not improve the friction resistance.

PURPOSES: This study devotes its energies to estimate greenhouse gas emissions for types of horizontal highway designs. METHODS: This paper suggested two types of road scenarios, scenario 1 is made by the lack of road design consistency. Beside scenario 1, scenario 2 is made by good road design. For comparisons of greenhouse gas emissions, driving simulator was used. RESULTS: Emission rates of road scenario 1 are 1.4 times higher than scenario 2 in the driving simulator. CONCLUSIONS : This study may have important implications for contributing to the application of road alignment technology for reduction of greenhouse gases as quantifying the correlations between greenhouse emissions and various road alignments. Consequently, this study will help road designers determine which roads are best alternatives in the process of choosing the roads in the future in terms of environmental benefits.

PURPOSES : The purpose of the study is to a) explore the operating speed of trucks on rural highways affected by road geometry, and thereby b) develop a predictive model for the operating speed of trucks on rural highways. METHODS: Considering that most of the existing studies have focused on cars, the current study aimed to predict the operating speed of trucks by conducting linear regression analysis on the speed data of trucks operating on the linear-curved-linear portions of the road as a single set. RESULTS: The operating speed in the plane curve portion increased with the length of the curve, and decreased with a lower vertical grade and a smaller curve radius. In the straight plane portion, the operating speed increased with a larger curve radius(upstream), and decreased with an increase in the change of the vertical grade, depending on the length of the vertical curve. CONCLUSIONS: This study developed estimation models of truck for operational speed and evaluated the degree of safety for horizontal and vertical alignments simultaneous. In order to represent whole area of the rural highway. the models should be ew-analyzed with vast data related with road alignment factor in the near future

본 연구는 번식기 북방산개구리(Rana dybowskii)를 대상으로 고속도로 소음지역과 자연지역에서 울음소리 차이가 있는지 분석하였다. 연구대상지는 강원도 원주시 영동고속도로변 논 2개소와 소음 영향이 없는 자연지역 논 2개소를 선정하였다. 울음 녹음은 2014년 2월 24일, 2월 27일, 3월 14일, 18:30~20:00 사이에 진행하였다. 북방산개구리 번식기 울음은 자연지역에서 700Hz대에서 기음이 형성되었으며, 2~4개의 배음이 관측되었다. 반면 고속도로 소음지역 번식기 울음은 보다 높은 주파수대에서 기음이 형성되었을 뿐 아니라 배음도 2~7개까지 관측되었다. 분산분석 결과, 고속도로 소음에 직접 노출된 논에 서식하는 개구리 울음소리 제1배음의 주파수가 다른 지점에 서식하는 개구리 울음소리 주파수 보다 통계적으로 유의미하게 높은 것으로 나타났다. 하지만 고속도로와 인접한 지역이라 하더라도 지형의 단차가 있고 산림으로 막혀 있어 고속도로 소음에 의한 직접적인 영향을 받고 있지 않은 지점의 경우는 자연지역과 개구리 울음소리 차이가 없는 것으로 나타났다. 이는 북방산개구리가 고속도로 소음 환경에서 자연지역보다 고주파 영역에서 더 많은 배음을 만들어서 에너지 효율적으로 자동차 소음에 의한 음향 간섭을 피하기 때문으로 판단된다. 이 결과는 또한 인공적인 소음에 의한 개구리 번식을 방해하지 않기 위해서는 이 임계수준 이하로 서식처 소음 환경을 관리하는 것이 필요하다는 것을 시사해 준다.

PURPOSES: This study aims to evaluate the performance of interlocking block pavement system for low speed highway. METHODS: Through on-site monitoring, environmental impact assessment of interlocking block pavement such as heat island reduction, traffic safety, noise pollution were evaluated as compared with asphalt pavement. Also the pavement condition and roughness were evaluated according to performance period. RESULTS: Surface temperature of interlocking block pavement was about 7 degree lower than asphalt pavement in midsummer. Compared to asphalt pavement, vehicle speed reduction effect of interlocking block pavement was about 2kph. For low speed driving, the noise pollution was measured at a similar level for both asphalt and interlocking block pavement. After 42month service period, the breakage of block was only 0.24% for the whole surveyed area. IRI of interlock block pavement was estimated within the range of 5~8m/km. CONCLUSIONS : Depending on the performance monitoring results such as heat island reduction, providing traffic safety and keeping a good pavement condition for a long service period, it assures that interlocking block pavement was applicable for low speed road.

PURPOSES: This study evaluates the economic value of national highway construction projects using Real Option Pricing Models. METHODS : We identified the option premium for uncertainties associated with flexibilities according to the future's change in national highway construction projects. In order to evaluate value of future's underlying asset, we calculated the volatility of the unit price per year for benefit estimation such as VOTS, VOCS, VICS, VOPCS and VONCS that the “Transportation Facility Investment Evaluation Guidelines” presented. RESULTS: We evaluated the option premium of underlying asset through a case study of the actual national highway construction projects using ROPM. And in order to predict the changes in the option value of the future's underlying asset, we evaluated the changes of option premium for future's uncertainties by the defer of the start of construction work, the contract of project scale, and the abandon of project during pre-land compensation stages that were occurred frequently in the highway construction projects. Finally we analyzed the sensitivity of the underlying asset using volatility, risk free rate and expiration date of option. CONCLUSIONS: We concluded that a highway construction project has economic value even though static NPV had a negative(-) value because of the sum of the existing static NPV and the option premium for the future's uncertainties associated with flexibilities.

PURPOSES : Capacity is a main factor of determining the number of lane in highway design or the level of service in road on operation. Previous studies showed that breakdown may occur before capacity is reached, and then it was concluded that capacity is a stochastic value rather than a deterministic one. In general, estimating capacity is based on average over maximum traffic volume observed for capacity state. This method includes the empirical distribution method(EDM) and would underestimate capacity. This study estimated existing empirical methods of estimating stochastic highway capacity. Among the studied methods are the product limit method(PLM) and the selected method(SM). METHODS: Speed and volume data were collected at three freeway bottleneck sites in Cheonan-Nonsan and West Sea Freeway. The data were grouped into a free-flow state or capacity state with speeds observed in the bottlenecks and the upstream. The data were applied to the empirical methods. RESULTS : The results show that the PLM and SM estimated capacity higher than EDM. The reason is that while the EDM is based on capacity observations only, the PLM and SM are based on free-flow high volumes and capacity observations. CONCLUSIONS : The PLM and SM using both free-flow and capacity observations would be improved to enhance the reliability of the capacity estimation.

PURPOSES : This study aimed to evaluate the long-term performance of bonded concrete overlay in Korean Highway, and factors influencing the performances. METHODS: The evaluation for long-term performance of bonded concrete overlay is investigated based on the following study : i) The pavement distress of number of bonded concrete overlay sections in Korean highway are collected through field measurement, and PCI for each section is calculated. ii) Performance of LTPP data of bonded concrete overlay sections in U.S.A is analysed. And it is compared with bonded concrete overlay of Korean highway. iii) An analysis of the factors influencing to long-term performance of bonded concrete overlay is investigated. RESULTS: Performance analysis was confirmed that the overlay thickness was affecting significantly on the Bonded Concrete Overlay life. The comparison of LTPP data(U.S.A) and field measurement data(Korean) was showed. CONCLUSIONS : It was showed that the performance of Korean bonded concrete overlay is relatively lower than that of the bonded concrete overlay in U.S.A. The cause of lower performance can be explained by the lack of overlay thickness.

PURPOSES: The rumble strip installed at the highway near the tollgate has the purpose to reduce the vehicle velocity or prevent sleepiness by awakening people to the danger. These rumble strip has different vibration decibel from the rumble strip shapes, resulting in some fatigue damage to human because a driver suffers from a lot of stress and displeasure. In this connection, the objective of this paper is to analyze the vibration decibel perceived by a driver in the vehicle under some conditions. METHODS: The vibration decibel conveyed from the tire can be analyzed. The frequency analysis methods were used according to DFT (Discrete Fourier Transform) analysis, FFT (Fast Fourier Transform) analysis, CPB (Constant Percentage Bandwidth) analysis. But the frequency analysis method in this paper is the 1/24 OCT(Octave) band analysis because of the convenience of the analysis and the overall vibration amplitude along the frequency. RESULTS : By using the results of the vibration decibel after analyzing the 1/24 OCT band analysis, these results can be compared from some conditions (e.g., rumble strip shape, uniform velocity of a vehicle, road condition, mass of a vehicle). As a result, the numerical values of decibel are not directly proportional to the vehicle velocity. CONCLUSIONS : At the condition that a vehicle is passing by the rumble strip, the value of a vibration decibel at the rumble strip of the cylinder shape is smaller than the rumble strip of rectangular shape regardless of the rumble strip depth and width. At the mass condition, the more a vehicle is massive, the more the vibration decibel increases. At the road condition, the vibration decibel at the wet road is smaller than the value at dry road condition.