In road traffic, road circumstances, vehicle, and driver are closely related each other. When road facilities are established in road planning, only road structure has been considered. However, relatively little work has been done regarding the relation between road circumstances and human with respect to a driver. This dissertation focuses on analysis of driver's visual characteristics to improve road circumstances. In this study, driver's visual characteristics are measured with eye-mark recorder and analyzed statistically. This study includes that visual characteristics, visual range, visual time, distribution of fixation duration, and visual moving angle with respect to road circumstances are established qualitatively and quantitatively by driving testing vehicle on streets, roads and high-ways. The main features of this study are : The driver's visual ranges are different over 10% depending on lane in multi-lanes. The visual range on two-lanes is more than twice as big as that on multi-lanes at 85% of whole vision. The right and left visual ranges by as big as that on multi-lanes at 85% of whole vision. The right and left visual ranges by as big as that on multi-lanes at 85% of whole vision. The right and left visual ranges by as big as that on multi-lanes at 85% of whole vision. The right and left visual ranges by speed are $34^{\circ}$ for 30-50km/hr, $28^{\circ}$ for 50-70km/hr, $22^{\circ}$ for 70-90km/hr and 16^{\circ} for over 90km/hr at 95% of visual rate. Accordingly, increasing speed results in narrow visual range.

In this study the economic impacts of government support of shipping industry in the labor rich country are appraised in a general equilibrium model. Shipping industry subsidies (which are supposed to be supplied by lump-sum tax) will decrease disposable income by shifting productive resources from traded goods to the comparatively disadvantageous transport sector, and at the same time reduce the implicit tariff effect by lowering transport costs. The net effect of shipping industry subsidies is to increase social welfare because the latter positive effect of shipping industry subsidies is to increase social welfare because the latter positive effect dominates the former negative effect. Such an increase in social welfare can never be expected from competitive traded goods industry subsidies in the case of which social welfare will actually decrease because of inefficient resource allocation resulting from the subsidies. In addition it is worth noting that the subsidies on the most capital intensive shipping industry will rectify unevenness in income distribution by raising relative price of labor contrary to subsidies on capital intensive traded goods.

Six Levels of Service are defined for each type of facility for which analysis procedures as available. They are given letter designations, from A to F with Level of Service A representing the best operating conditions and Level of Service F the worst. Yet the appropriate criteria by vehicle delay model in our situations are not formed. Therefore, The objective of this study is to form the criterion of by average approach delay based on the criterion of V/C ratio. Level-of-Service criterion of this study by TRANSYT-7F Delay Model is as follows. A:${\leq}35.5$ sec, B:${\leq}41$ sec, C:${\leq}48$ sec, D:${\leq}56.5$ sec, E:${\leq}66.5$ sec, F:>66.5 sec.

The research deals with the establishment of transportation areas in the metropolitan cities. The purpose is three-fold ; 1) to review the existing literature : 2) to analyze the commuting (work and school) pattern and interregional movement pattern of passengers and freights ; 3) to establish the metropolitan transportation area based on the above analyses. The transportation area is defined by the analysis of trip pattern to the center city of each metropolitan area. The detailed indices for establishment are selected by the rank-size and time-distance analyses. For the operational purpose, the study defines 3 different transportation areas as follows : the first transportation area means the directly effecting region of the center city ; the second means the region with many reverse trips and development potentials ; and the third means the indirectly effecting region. It can be concluded that the first transportation area includes 10 cities and 5 counties in Seoul metropol tan region, Yangdsan-Gun, Kimhae-Gun and Kimhae-Si in Busan, Dalsung-Gun, Chilgok-Gun and Kyungsan-Gun in Daegu, Hwasung-Gun and Raju-Gun in Kwangju, and Daeduk-Gun in Daejun. These results could be expected to have many implications for the establishment of area-wide public transportation network, the metropolitan transportation decision-making bodies and others.

This paper treats the problem to schedule for trains with how transit priority so as to maximizing the number that can be sent during given time periods without interfering with the fixed schedule for train with high transit priority in a track. We transform the this problem into Time Expanded Network without traverse time through application of Ford and Fulkerson Model and construct the Enumeration Algorithm for solutions using TENET Generator (TENETGEN). Finally, we compare our algorithm with Dinic's Maximal-Flow Algorithm and examine the avaliability of our procedures in personal computer.

Compared to modal split, the methods of forecasting traffic volumes diverted in various types of I.C.s have not been sufficiently studied. The purpose of this study is to derive a new diversion function that can represent the directional traffic volume in accordance with various geometrics of I.C.s. In general, knowing various traffic impedances and the amount of traffic production and attraction, one can estimate proper traffic volumes associated with directions by using a well-defined diversion function. This function is usually made by a series of process such as surveying directional traffic volumes on several I.C.s, analyzing with a regression method and verifying those results by statistical approaches. The function has been developed by rigorous statistical testings, mainly a regression analysis. This paper presents an effective method in planning and designing new roads, I.C.s and route choice of subway. Finally, some comparisons and improvements and suggested when one uses different types of relevant models and functions.

본 연구에서는 대형차의 승용차환산계수(PCE)를 결정하기 위해 혼합교통류의 흐름-저항의 관계를 나타내는 일반식을 확장하여 차두시간의 하여 항으로써 환산치를 산정하는 공식을 개발하였다. 여기서 차량배열 형태에 따른 각 경우 외 차두시간의 값은 수집된 교통자료의 희귀분석을 통해 추정토록 하였으며, 제시된 PCE치의 적절성을 검증하기 위해 거시적 접근방법에 의한 산정된 산치와 비교 분석토록 하였다.

본 고는 도로선형 설계에 확율 및 경제요소를 반영시키는 방법과 그에 따른 효과를 파악하는데 목적을 두고 있다. 접근방법은 도로사용자 비용과 도로시공 및 유지관리 비용 등을 포함하는 총비용을 예상비용함수로 나타내어 이 비용함수를 최소화함으로써 최적 도로선형 설계방법을 찾는 것이다. 이와 더불어 본 고는 이 개념에 의한 최적 설계방법을 등반차선(Climbing lane)의 설계에 적용하였다. 즉, 오르막길의 경사 및 거리에 따른 등반차선의 최적 위치를 찾기 위해 우선 오르막길에서의 승용차와 트럭의 속도분포를 찾아내고 예상예비함수를 등식화하여 그 최적해를 구함으로써 등반차선의 최적 위치를 구하였다. 현재 등반차선의 설계과정(AASHTO, 1984)은 트럭 주행능력에 따른 가정과 트럭과 승용차의 최대 속도 차이를 임의로 선택하여 등반차선의 최적 위치를 찾고 있다. 따라서 본 고에서는 기존 등반차선 설계방법과 새로운 설계방법을 상호 비교하면서 새로운 방법의 타당성과 그에 따른 설계이점들을 증명하였다.

물 또는 습기에 의하여 도로포장 구조물의 아스팔트와 자갈(aggregate)사이의 결합력이 손실되어 아스팔트가 자갈로부터 분리되는 현상 즉 스트리핑(stripping)에 의하여 많은 도로포장이 파괴되고 있다. 이러한 스트리핑 현상을 방지하기 위하여 여러가지 방법이 개발 사용되고 있는데 흔히 스트리핑 방지제(antistripping additive)를 아스팔트에 섞어서 사용하고 있다. 본 연구의 목적은 스트리핑 현상의 원인을 규명하고 이것을 바탕으로 효율적인 스트리핑 방지제의 조건과 사용방법을 제시하는 것이다. 도로포장용 자갈의 물리화학적 성질을 관찰하여 스트리핑과의 관계를 검토한 결과 스트리핑 현상은 아스팔트와 자갈 사이의 전기적 반발력에 의해 일어날 수 있으며, 자갈 표면의 전기화학적 성질이 스트리핑에 중요한 역할을 함을 알 수 있었다. 또한 현재 사용되고 있는 스트리핑 방지제는 IR 분석결과 대부분이 아민(amine) 계통의 양이온 계면활성제 이었다. 이러한 스트리핑 방지제는 0.5에서 1.0%정도 아스팔트에 섞어서 사용하면 스트리핑을 현저히 줄일 수 있으나, 장시간 (약 24 시간 이상) 뜨거운 상태에서 방치하면 그 성능이 감소되는 것을 알 ? 있었다.