본 연구는 고속도로변에 조성된 인공습지의 생물서식특 성을 조사하여 문제점을 도출하고 개선방안을 마련하였으 며, 인공습지 조성방안을 제시하였다. 연구대상지는 영동고 속도로에 위치한 여주군 가남면 습지와 평택제천고속도로 의 안성시 금광면 습지, 평택제천고속도로 대소분기점에 위 치한 음성군 대소면 습지 등 3개소로 설정하였다. 대상지 설치목적 및 개황, 동․식물 서식현황, 로드킬(Road-kill) 발 생현황을 조사하였으며, 기상 및 기후, 수질과 토양특성 등 환경요인을 분석하였다. 현장조사는 봄, 여름, 가을에 걸쳐 계절별로 총 3회 실시하였다. 여주군 가남면 습지는 산림계곡, 경작지에 위치하고 있으 며, 생물서식 및 비점오염저감을 목적으로 조성되었다. 산 림(59.6%)과 경작지(22.5%)가 가장 넓게 분포하였고, 습지 내부는 습지자생초지(33.3%)에 갈대, 부들, 연꽃이 우점하 고 있었다. 야생조류 12종 100개체와 고라니가 14개 지점에 서 관찰되었고, 로드킬이 13건 발생하였으며, 참개구리 등 양서류 3종, 잠자리류 8종 143개체, 나비류 11종 32개체가 관찰되었다. 토양은 pH 7.24∼7.27로 약알칼리성이었고, 중금속이 미량 검출되었으며, 수질은 호소환경기준과 비교 하여 약간 나쁜 상태이었다. 여주군 가남면 습지는 양서류 산란 및 포유류 휴식처 기능을 하고 있었으며, 생물서식기 능 향상을 위하여 적정 수위유지와 개방수면 확보, 비점오 염물질 저감 및 고라니 로드킬 방지대책을 제안하였다. 안성시 금광면 습지는 산림계곡 상류에 위치하고 있으며, 양서류 대체서식지 및 비점오염저감을 위하여 조성되었다. 산림이 83.0%로 가장 넓게 분포하였고, 습지 내부는 습지자 생초지 29.1%와 건조자생초지 25.7%가 분포하였으며, 달 뿌리풀과 쑥이 우점하였다. 야생조류 10종 55개체와 고라 니 및 너구리 등 포유류가 10개 지점에서 관찰되었고, 로드 킬이 3건 발생하였다. 도룡뇽 등 양서류 5종과 파충류 3종, 잠자리류 12종 182개체, 나비류 13종 33개체가 관찰되었 다. 토양은 pH 9.20∼9.25로 강알칼리성이었고, 중금속이 미량 검출되었으며, 수질은 호소환경기준과 비교하여 좋은 상태이었다. 안성시 금광면 습지는 고라니, 도룡뇽, 한국산 개구리 및 다양한 파충류가 출현하였고, 산지이동형 잠자리 와 나비류가 서식하고 있는 것으로 조사되어 양서류 산란 및 포유류 휴식처, 파충류 먹이공급처 기능을 하고 있었다. 생물서식기능 향상을 위하여 포유류 및 양서류의 로드킬 방지대책과 고속도로에서 유입되는 비점오염물질 저감 및 가뭄 시에 일정한 수심유지를 위한 대책을 제안하였다. 음성군 대소면 습지는 고속도로 분기점 녹지대 내부에 위치하고 있으며, 하천과 인접하고 주위에 논경작지가 넓게 분포하고 있었다. 습지 조성목적은 도로에서 유출되는 비점 오염물질 저감 및 생물서식처 제공이었다. 경작지(53.60%) 및 하천, 습지(13.5%)가 가장 넓게 분포하였고, 습지 내부는 갈대가 우점하고 있었다. 야생조류는 19종 227개체가 주변 논경작지와 하천에서 출현하였고, 삵, 수달 등 포유류가 6개 지점에서 관찰되었다. 참개구리 14개체, 잠자리류 14종 141 개체, 나비류 7종 44개체가 발견되었다. 토양은 pH 5.87∼ 5.96으로 중성, 중금속은 미량이 검출되었으며, 수질은 호 소환경기준과 비교하여 매우 나쁜 상태이었다. 음성군 대소 면 습지는 물새의 휴식처 및 삵과 수달의 먹이공급처 기능 을 하고 있었으나, 수질이 매우 나쁘므로 생물서식기능을 위하여 비점오염물질 및 농경용수 정화를 제안하였다. 고속도로변 인공습지의 특성을 조사․분석하여 도로변에 인공습지를 조성 시 공간구성 및 고려사항을 제시하였다. 도로에서 유입되는 비점오염저감을 위한 시설은 배수면적 을 고려하여 초기우수 5mm 처리가 가능하도록 적정규모로 설치하여야 하며, 가능한 자연형 시설로 한다. 비점오염저 감을 위해 정화습지를 조성할 경우에는 오염물질 정화효율 이 높은 갈대, 줄, 애기부들, 미나리, 창포 등의 수생식물을 식재한다. 생물서식습지는 다양한 생물이 서식하도록 굴곡진 자연 형태로 조성하여 호안의 길이를 가능한 길게 하는 것이 좋 으며, 수면적은 최소 100㎡ 이상이 되도록 한다. 수심은 다 양한 깊이로 조성하되 1m 이상인 곳을 일부 조성하고, 습지 주변은 목표종의 서식에 적합한 다양한 환경을 조성한다. 오염물질 정화효율이 높은 수생식물을 식재하고, 자생종 및 정수식물, 침수식물, 부엽식물 등 다양한 생활형의 식물종 을 도입한다. 또한 수생식물의 식재면적은 수면적의 40% 이하가 되도록 하고, 과도하게 번성하여 수면이 좁아지지 않도록 포트식재 등의 조치가 필요하다. 습지에 서식하거나 이용하는 야생동물의 안전한 이동을 위하여 생태통로 및 야생동물유도울타리를 설치한다. 생태 통로는 목표종 또는 출현종에 따라 유형 및 규모를 결정하 고, 가능한 자연재료를 사용하여 동물에게 거부감이 없도록 하여야 하며, 유도울타리는 양서·파충류를 보호하기 위한 조밀망이 포함된 울타리를 설치한다. 또한 고속도로에서 발 생하는 소음, 불빛 차단을 위한 완충공간은 다층구조의 수 림대를 조성하거나 자연재료를 이용한 차단벽 등을 설치하 도록 제안하였다.

PURPOSES : This study aims at proposing the methodology for benefit evaluations in pavement maintenance methods and timings using KoPMS(Korean Pavement Management System) software which was developed for efficient pavement management. METHODS : This study classified pavement sections into 4 clusters considering AADT(Annual Average Daily Traffic) and ESAL(Equivalent Single-Axle Load) using cluster analysis and used the deterioration models in each cluster. Increased user costs due to pavement deterioration as time goes by and agent costs for maintenance were estimated. Based on deterioration model and KoPMS software, Methodology for benefit evaluation was proposed in pavement maintenance methods and with/without implementation using real pavement section data. RESULTS : This study verified that considering agent costs only would be constrained to decide pavement maintenance methods and timings, and ascertained that decision making with agent and user costs would be effective. In addition, this study revealed that pavement maintenance methods and timings can be affected by AADT and ESAL and frequent pavement maintenances can be more efficient for benefits in pavement sections with more AADT and ESAL. Also this study found that user costs would be more affected to decision making than agent costs. Moreover, Delay of conducting pavement maintenance caused increased vehicle operating costs and environmental costs because of poor conditions of pavements. CONCLUSIONS : This study proposed LCCA and benefit estimation methodology of pavement with considering agent and user costs. The results of this study can be used for baseline data of efficient pavement asset management.

PURPOSES : The purpose of this study is development of automatic equipment to measure the road water-reservoir which can be one of factors for road traffic safety inspection and its application to safety analysis. METHODS : The scopes of this study are the examination of the riskiness and location of road water-reservoir through literature review, development of appropriate sensor and automatic equipment to survey the road water-reservoir and evaluation of field application. RESULTS: The laser lighting and IR camera were selected to develop the equipment. It was found from the field calibration that there is a high correlation between rutting and road water-reservoir and road water-reservoir caused by rutting can be correctly calculated. About 20.2km of national highway were inspected for case study and field application. It was found from correlation of traffic incident that 2.08km of the latent length for water-reservoir which is related to 12 traffic incidents were analyzed. CONCLUSIONS : This technique can be utilized evaluation method for road condition such as road water-reservoir for conventional evaluation system such as road traffic safety assessment and safety analysis and it can be use to new evaluation system to apply various road condition and traffic condition.

PURPOSES: The purpose of this paper is to estimate expected effects on traffic operational and economic aspects of 2+1 roads application in Korea. METHODS : Micro simulation study using VISSIM 5.0 was used to analyze the operation efficiency of 2+1 roads compared to two-lane highways and four-lane highways. Some scenarios for various traffic volumes were set up in order to analyze the effect of 2+1 roads under various traffic situations. Also imaginary road networks were set up for each type of roads. The MOEs to measure the operation efficiency were selected with average travel speed and delay. For analyzing economic effect of 2+1 roads, construction cost of a specific imaginary 2+1 road was compared to construction cost of a four-lane highway with same conditions. RESULTS: The results of study show that a 2+1 road is more effective with 19 percents higher average travel speed and 39 percents lower average delay than a two-lane highway. In the economic analysis, construction costs to construct a 2+1 road are saved as approximately 26.4~40.7 percents when compared to construction of four-lane highway. CONCLUSIONS: It can be concluded that 2+1 roads can improve the traffic operational level of service for two-lane highways and 2+1 roads can be applied as an effective design alternative for higher-volume two-lane highways in Korea.

PURPOSES: This study is to investigate a generated traffic noise when vehicle pass over a transverse rumble strip at toll plaza of highway. METHODS: To investigate traffic noise at toll plaza of highway, Pass-by method which is the most common used for measuring traffic noise was adopted and the traffic noise at toll plaza was measured for 10 min per hour for 11hours(13:00~24:00). RESULTS: The measured traffic noise by pass-by method was changed as function of the transverse rumble strip configuration. Generally, the maximum difference among three noise measurement sections was 7 dB(A). It might be related with traffic speed. Also, the measured traffic noise was strongly generated from a passenger car which was 2 axle. It means that the most of traffic noise on the road is generated at tire/pavement interface of the passenger car. CONCLUSIONS: The traffic noise was strongly related with vehicle speed and transverse rumble strip configuration on the road. For driver safety, the transverse rumble strip is definitely necessary. However, the complaints from residents near highway was increased by traffic noise from transverse rumble strip. Therefore, To satisfy both safety and reduction of traffic noise, the development of configuration of transverse rumble strip is necessary in the further study.

PURPOSES : The PMS(Pavement Management System) has been utilized in order to efficiently allocate the limited budget for the maintenance of national highway system. In the PMS of national highway, surface pavement condition is evaluated by using the VI (Visual Index). However, the VI is determined only by considering the cracking rate (%) and rut depth (mm), which is not reflecting the IRI (International Roughness Index) that is known as an important factor of pavement performance. In this study, the NHPCI (National Highway Pavement Condition Index) which includes the cracking rate (%), rut depth (mm), and IRI (m/km) is suggested for determining the rehabilitation methods group. METHODS : First, the rehabilitation methods performed between 2008 and 2010 on the national highway is classified and then, NHPCI is determined for each rehabilitation method. Next, the NHPCI for each rehabilitation method is grouped through the interval estimation of the population mean and T-test analysis. RESULTS : According to NHPCI range, the rehabilitation methods are divided into four categories: Not Required, Preventive Maintenance, Overlay Treatment (with or without cutting), and Full-scale Treatment (i.e., reconstruction). CONCLUSIONS : Based on this study, it is recommended that the appropriate NHPCI range should be determined through the combination of the rehabilitation categories and Decision Procedure of Pavement Distress Condition Visual Index.

This project investigated the use of two types of thermoplastic pipes, High-Density Polyethylene (HDPE) and Poly-vinyl Chloride (PVC), as cross-drains under highways. Pipes ranging from 0.3 m (12 in.) to 1.5 m (60 in.) in diameter were evaluated under deep fills, minimum cover, and construction loads. In addition to a comprehensive literature review, an analytical study into the allowable fill heights for thermoplastic pipes and a field study to observe the installation and performance of the pipe in service conditions were conducted. Based on the study findings, recommendations regarding how and when thermoplastic pipe should be installed are provided.

PURPOSES: Design of approach roads of rest areas in highway has many drawbacks such as geometric design elements. There has been traffic accidents occured in these approach roads of rest areas. Thus, design criteria is required in order to protect accidents from being occurred. In case of Korea, geometric structure design criteria of entry facilities, such as toll-gate, interchange, junction etc was established. However there are no presence in a detailed standards for geometric structure of the rest area which affiliated road facilities. METHODS: In this study, analytic on accidents was carried out in regards to the entry of geometric structure of resting areas by utilizing a sight survey and an investigation research of traffic accidents. The survey was targeting 135 general service areas. Collisions with physical channelization and safety facilities occurred due to speeding, rapid entry, and etc at the entrance nose section. At the entrance connector roads, accidents caused by speeding, negligence, over-operation of handle of drivers were main reason of accidents. Discriminant analysis were conducted about geometric elements to distinguish influencing factors for traffic accidents. the lengths and access angles of the entrance connector roads were regarded as to have the high relation with traffic accidents. RESULTS: After classifying the design section of resting areas' entry as well as derive design elements on each section, a speed measurement by targeting entry of rest areas and car behavior surveys were performed, then each element's minimum standard was derived through the analyses. According to the speeds at the starting/end point of entrance connector road, the range of the junction setting angle of the entrance connector road is defined as 12˚~17˚ and the connector length model was suggested. CONCLUSIONS: Suggest improvement plans for existing rest areas that can be applied realistically. This should be corresponded to the standards of entry and exit of developed rest areas.

PURPOSES: This study is to analyze different vehicle load effects for a bridge design of South and North Korea in order to prepare a common design specification and to secure the safety of transportation when the highway bridges of South and North Korea use together. METHODS: Based on the literature review, this study considers vehicle load effects by comparing different characteristics of the standard vehicle and other differences of the bridge design specification between South and North Korea. And structural modeling of three-span continuous PSC Beam Bridge are analyzed and the bridge capacity according different vehicle loads of South and North Korea is evaluated. RESULTS: The result of this study indicates that the bridge capacity and the design vehicle weight of North Korea are smaller than the bridge capacity and the design vehicle weight of South Korea. Also this study demonstrates that the design vehicle array and other characteristics of North Korea are very different than the design vehicle array and other characteristics of South Korea. CONCLUSIONS: It is expected that the outcomes of this study can be useful in the set-up of South-North Bridge Specification because similar previous studies are rarely found.

PURPOSES : This study is to develop speed correction factor for more realistic Level-of-Service(LOS) at multilane highway. METHODS : In this study, we compared speed difference the degree of speed reductions in actual multilane road conditions with speed reduction considering speed correction factor presented in highway capacity manual using statistical techniques. And also we presents new speed correction factor analyzing collected data at national highway No.1 (Goyang~Wolrung). RESULTS : The result of analyzing and comparing new suggested speed correction factor with speed correction factor in Korea Highway Capacity Manual (KHCM) shows RMSE (Root Mean Square Error) in new speed correction factor (RMSE 1.5) is much lower than existing speed correction factor (RMSE 13.4). New suggested speed correction can be used for analyzing Level-of-Service at multilane highway. And also we suggests improvements for analysis procedure in analyzing Level-of-Service at multilane highway CONCLUSIONS : As a result of comparing differences, we draw the causes that effect the differences in speed and suggest new speed correction factor that consider traffic volumes. It can be more rational because it uses speed correction factor which can consider more realistic traffic conditions, etc.

PURPOSES: This study evaluated a measuring technique for tire-pavement interaction noise that uses a noble close proximity (NCPX) method as well as for noise level measured inside of a car (e.g., Inside Noise Level) in term of rumble strips constructed at a tall gate. METHODS: According to the measurements of NCPX and inside noise level (INL), 1/3 octave band frequency analysis and overall noise level calculation were conducted in order to evaluate noise levels of NCPX and INL, depending on types of rumble strips. RESULTS: The tested sections of general concrete pavement surface and two different types of rumble strips were evaluated, using 1/3 octave band frequency analysis and overall noise level. From the analyzed results, it can be concluded that rumble strips generate a relatively huge noise levels when compared to the concrete pavement surface. CONCLUSIONS: Noting that above 3 dBA different noise levels can let drivers know that they are getting close to toll gate; therefore, they should apply their brakes. Thus, the noise levels of rumble strips are required to be reduced, based on considering the neighbors living near toll gates.

PURPOSES: The new methodology is proposed for estimation of long-term performance and pavement life based on the national highway database in Daejeon area. Furthermore, this study tried to verify the applicability of performance estimation using NHPCI (National Highway Pavement Condition Index) on tendency of pavement deterioration as time goes by under Korean road environments. METHODS: Reliability theories are applied to estimate the mean life and to determine the appropriate distribution using 3 levels of traffic loads (high, medium, low) based on maintenance and rehabilitation history data for 15 years. RESULTS: As a result, Lognormal distribution is suitable for explanation of pavement lifetime in Daejeon area regardless of traffic loads. In addition, we found that the results of mean life and maintenance timing based on NHPCI for the pavement sections of 3 levels of traffic loads are available. CONCLUSIONS: Based on this study, it was found that mean life of high, medium and low levels of traffic loads are about 8.1 years, 12.2 years and 12.7 years, respectively. Higher level of traffic loads shorten the pavement mean life.

The human activity of most what kind of form belongs in the vibration. For example, we listen in order for the eardrum membrane to vibrate and for the light to fluctuate in order and we make see. The breath is relating in the vibration of the lung and walking becomes accomplished in compliance with the periodic oscillatory motion of the arm and the leg. With technical advancement joins in, the vibration of the passenger cars is influencing many in sound arresting and riding in a car feeling of the vehicle. Gradually the field where the vibration isolation and decrement technique automobile plan is important according to being turning out, the necessity of the measurement which the passenger cars vibration is accurate and analysis was augmented.

기후 변화로 인하여 발생하는 자연재해에 대한 뉴스는 더 이상 놀라운 일이 아니다. 우리나라 정부는 온실가스 특히 이산화탄소 저감에 대한 녹색기술 개발에 박차를 가하고 있다. 본 연구는 탄소 저감 및 에너지 효율화를 실현하고, 미래지향적인 녹색도로를 구현하기 위하여, 녹색도로기술을 정의하고, 기술의 우선순위를 결정하는 것을 목적으로 한다. 국내 도로와 교통 전문가 29인에게 AHP기법을 통하여 설문조사를 수행한 후에, Expert Choice 프로그램을 활용하여 선택의 가중치를 분석하였다. 생애주기 변화와 도로 건설 특성을 고려한 1계층 분야와 녹색도로기술을 통하여 달성하고자 하는 목표인 2계층 분야를 구분하여 전문가들의 선택을 분석한 결과, 탄소저감과 에너지 절감을 위해서는 1계층에서는 교통운영 인프라개선, 도로교통정책, 녹색교통 순으로 우선순위 가중치가 높으며, 2계층에서는 녹색도로 관련 기술 R&D투자 및 정책 지원, 녹색교통시설 설계 및 운영, 친환경 도로계획 순으로 우선순위 가중치가 높았다. 추가적으로 전문가들의 기술 우선순위와 국가 재정투자를 비교하기 위하여 2011년까지 5년간의 국토해양부 도로투자를 살펴보았다. 우리나라는 최근 도로건설에 대한 투자보다는 도로의 효율성을 강조하고 이용자의 편의를 도모하는 도로 관리로 전환하고 있는 추세다. 하지만 전문가들이 응답한 기술 목표를 달성하고 최종적으로 녹색도로 구현을 위한 핵심 및 요소기술 개발과 중소기업 기반 도로 산업 육성을 위한 투자는 아직 미진하다고 볼 수 있다. 따라서 녹색도로 건설 구현을 위하여 녹색도로기술 개발 R&D투자를 도모하고 상업화를 지원하는 풍토가 조성되는 것이 필요하다고 판단된다.

최근 자전거이용에 대한 관심이 증가하면서, 전국적으로 자전거도로 확충을 계획하고 자전거 이용 활성화를 위해 많은 노력이 이루어지고 있으나 대부분의 계획들은 도시부와 레저형 자전거도로에 치우쳐 있다. 따라서 본 연구에서는 지방부의 생활형 자전거도로 사업의 효율적인 투자를 위한 우선순위를 결정할 수 있는 평가기법을 개발하고자 한다. 먼저 평가지표 개발을 위해 지방부 생활형 자전거도로의 특성을 반영하고 정량화가 가능하여 객관적으로 평가할 수 있는 지표를 선정하였으며, 평가지표의 가중치를 산출하기 위하여 계층화분석법을 사용하였다. 또한, 평가항목의 결과만을 기준으로 사업의 우선순위를 평가할 경우 대도시 중심으로 우선순위가 분포되는 경우가 발생할 것으로 판단되어 지역적 형평성(지역균형발전효과)을 고려하기 위해 지역낙후도지수를 고려하였다. 지방부 생활형 자전거도로의 우선순위를 선정하기 위해 시범 적용된 일반국도 구간은 총 23개 구간 160km의 연장으로 구성되어 있다. 본 연구에서 제시된 지방부 생활형 자전거도로 우선순위 평가방법은 지금까지 없었던 생활형 자전거도로에 대한 구체적인 판단기준을 제시하고 정책적 의사결정에 도움을 줄 것으로 기대된다.