• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.53-73
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• 2023

Although it is mandatory to wear a seat belt that can minimize human injury when traffic accident occurs, the number of traffic accident casualties not wearing seat belts still accounts for a significant proportion.The seat belt wearing detection system for all seats is a system that identifies whether all seat passengers wear a seat belt and encourages their usage, also it can be a useful technical countermeasure. Firstly, this study established the viability of system implementation by assessing the factors influencing the severity of injuries in traffic accidents through the development of an ordered probit model. Analysis results showed that the use of seat belts has statistically significant effects on the severity of traffic accidents, reducing the probability of death or serious injury by 0.054 times in the event of a traffic accident. Secondly, a meta-analysis was conducted based on prior research related to seat belts and injuries in traffic accidents to estimate the expected reduction in accident severity upon the implementation of the system.The analysis of the effect of accident severity reduction revealed that wearing seat belts would lead to a 63.3% decrease in fatal accidents, with the front seats showing a reduction of 75.7% and the rear seats showing a reduction of 58.1% in fatal accidents. Lastly, Using the results of the meta-analysis and traffic accident statistics, the expected decrease in the number of traffic accident casualties with the implementation of the system was derived to analyze the traffic safety effects of the proposed detection system. The analysis demonstrated that with an increase in the adoption rate of the system, the number of casualties in accidents where seat belts were not worn decreased. Specifically, at a system adoption rate of 60%, it is anticipated that the number of fatalities would decrease by more than three times compared to the current scenario. Based on the analysis results, operational strategies for the system were proposed to increase seat belt usage rates and reduce accident severity.

• International Journal of Highway Engineering
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• v.8 no.3 s.29
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• pp.129-141
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• 2006

The vertical soil pressure developed in the granular layer of asphalt pavement system is influenced by various factors, including the wheel load magnitude, the loading speed, and asphalt pavement temperature. This research observed the distribution of vertical soil pressure in pavement supporting layer by investigating measured data from soil pressure gage in the KHC Test Road. The existing specification of subbase and subgrade compaction was also evaluated with measured vertical pressure. The finite element analysis was conducted to verify the accuracy of results with measured data because it can maximize research capacity without significant field test. The test data was collected from A5, A7, A14, and A15 test sections at August, September, and November 2004 and August 2005. Those test sections and test data were selected because they had best quality. The size of influence area was evaluated and the vertical pressure variation was investigated with respect to load level, load speed, and pavement temperature. The lower speed, higher load level, and higher pavement temperature increased the vertical pressure and reduced the area of influence. The finite element result showed the similar trend of vertical pressure variation in comparison with measured data. The specification of compaction quality for subbase and subgrade is higher than the level of vertical pressure measured with truck load so that it should be lurker investigated.

• International Journal of Highway Engineering
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• v.12 no.2
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• pp.17-23
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• 2010

Since the relatively stiff binder shows a higher tensile strength as well as higher rutting resistance, it is believed that the binder stiffness is an important factor for rutting and tensile strength of asphalt mixtures. The typical tensile property is measured by indirect tensile strength (ITS) test at $25^{\circ}C$ and the rutting resistance is most widely measured by wheel tracking (WT) test at $60^{\circ}C$. The deformation strength ($S_D$) is newly developed property to estimate rut resistance of asphalt concretes at $60^{\circ}C$. The ITS and $S_D$ are very simple to measure by static test techniques, but the WT is measured by repeated loading procedure which requires relatively longer time and more efforts. Since these three properties are highly dependent upon the binder stiffness, it may be possible to estimate one property from another. Therefore, this study investigate the possibility of estimating the rutting characteristics (measured by WT test) by ITS or $S_D$ test, and the ITS by $S_D$. Because of binder stiffness effect, in the WT estimation by ITS, a tendency was observed for the higher ITS mixture to have the lower rut depth, giving $R^2{\fallingdotseq}$0.6, on the average. The ITS estimation by $S_D$ showed $R^2{\fallingdotseq}$0.64, and the WT estimation by SD showed $R^2{\fallingdotseq}$0.84, which is highest correlation among the three. Therefore, it was concluded that there is relatively good possibility of estimating WT result by $S_D$, and even though $R^2$ is somewhat low, there is some correlation between WT and ITS.

• International Journal of Highway Engineering
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• v.10 no.4
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• pp.103-116
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• 2008

In this study, in-situ testing method, Dynamic Cone Penetration Test(DCPT) was presented to establish a new compaction control criteria with using mechanical property like elastic modulus instead of unit weight for field compaction control. Soil chamber tests and in-situ tests were carried out to confirm DCPT tests can predict the designed elastic modulus after field compaction, and correlation analysis among the DCPT, CBR and resilient modulus of sub grade were performed. Also, DCPT test spacing criteria in the construction site was proposed from the literature review. In the result of laboratory tests, Livneh's equation was the best in correlation between PR of DCPT and CBR, George and Pradesh's equation was the best in the predicted resilient modulus. In the resilient modulus using FWD, Gudishala's equation estimates little larger than predicted resilient modulus and Chen's equation estimates little smaller. And KICT's equation estimates the modulus smaller than predicted resilient modulus. But using the results of laboratory resilient modulus tests considering the deviatoric and confining stress from the moving vehicle, the KICT's equation was the best. In the results of In-situ DCPT tests, the variation of PR can occur according to size distribution of penetrate points. So DCPT test spacing was proposed to reduce the difference of PR. Also it was shows that average PR was different according to subgrade materials although the subgrade was satisfied the degree of compaction. Especially large sized materials show smaller PR, and it is also found that field water contents have influence a lot of degree of compaction but a little on the average PR of the DCPT tests.

• Journal of Korean Society of Transportation
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• v.35 no.6
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• pp.499-510
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• 2017

Traffic accident fatalities in Korea in 2016 was 4,292 and 1,732 cases were deaths of elderly people. In spite of this, the researches on behaviors of the elderly when crossing roads, are rather limited. The purpose of this study is to investigate and analyze road crossing behavior characteristics of the elderly, when crossing roads, especially focusing on the characteristics of pedestrians and vehicles. Cross-sectional data was collected from six different sites in two regions and the following results was identified. First, at road crossings, 528 cases(84.3%) out of 626 conflict situations of the elderly and 303 cases(63.3%) out of 478 conflict situations of the non-elderly pedestrians were found to be dangerous, respectively. The elderly tend to face a statistically significant risk of 3.11 times higher than that of non-elderly people. Second, 519 cases(82.9%) of jaywalking occurred in 626 conflict cases of the elderly and 375 cases(78.5%) of jaywalking in 478 conflict events of non-elderly persons, which indicates the elderly's 1.34 times higher trend compared with the non-elderly's. Third, the pedestrian safety margin (PSM) analysis showed that the PSM of the elderly and the non-elderly were 3.33 seconds and 4.04 seconds respectively, which is 17.5% high. Fourth, the difference in pedestrian safety interval was examined by dividing the speed of approaching vehicle into less than 30km/h, above 30km/h and less than 50km/h, and over 50km/h. There was no significant difference between the PSM of coming vehicles with the speed less than 30km/h and the PSM of approaching with the speed 30km/h~50km/h, but the conflicts with vehicle of the speed above 50km/h show significantly lower PSM than with vehicle speed of 30km/h~50km/h. Finally, when the risk threshold is set to less than 2.5 seconds, the analysis shows that older pedestrians tend to cross roads dangerously 1.59~2.53 times than younger pedestrians. The results set forth here can be used as a basis for constructing the elderly safety measures at present and a potential basis for autonomous vehicle safety application in the future for solving the issue of the difference in crossing behavior between elderly and non-elderly pedestrians.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.5
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• pp.815-825
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• 2017

Visibility of lane marking is impaired at night or in the rain, which thereby threatens traffic safety. Recently, various studies and technologies have been developed to improve lane marking visibility, such as the extension of lane marking life expectancy (up to 1.5 times), improvement of lane marking equipment productivity, improvement of lane marking visibility by applying phosphorescent material mixed paint. Cost-benefit analysis was performed with considering various benefit items that can be expected. About 45% of traffic accidents would be prevented by improving lane marking visibility. Additionally, accident reduction benefit and traffic congestion reduction benefit were calculated as much as 246 billion KRW per year and 12 billion KRW per year, respectively, by reducing repaint cycle due to enhanced durability. 45 billion KRW per year is expected to reduced with improved lane detection performance of autonomous vehicle. Meanwhile, total increased cost when introducing phosphorescent material mixed paint to 91,195km of nationwide road is identified as 1922 billion KRW per year. However, economic feasibility could not be secured with 0.16 of cost-benefit ratio when applied to the road network as a whole. In case of "Accident Hot Spot" analyzing section window (400m), one or more fatality or two or more injured (one or more injured in case of less than 2 lanes per direction) per year were caused by pavement marking related accident, economic feasibility was secured. In detail, 3.91 of cost-benefit ratio is estimated with comparison of the installation cost for 5,697 of accident hot spot and accident reduction benefit. Some limitations and future research agenda have also been discussed.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.133-144
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• 2004

A model and a measure which can evaluate the risk of rear end collision are developed. Most traffic accidents involve multiple causes such as the human factor, the vehicle factor, and the highway element at any given time. Thus, these factors should be considered in analyzing the risk of an accident and in developing safety models. Although most risky situations and accidents on the roads result from the poor response of a driver to various stimuli, many researchers have modeled the risk or accident by analyzing only the stimuli without considering the response of a driver. Hence, the reliabilities of those models turned out to be low. Thus in developing the model behaviors of a driver, such as reaction time and deceleration rate, are considered. In the past, most studies tried to analyze the relationships between a risk and an accident directly but they, due to the difficulty of finding out the directional relationships between these factors, developed a model by considering these factors, developed a model by considering indirect factors such as volume, speed, etc. However, if the relationships between risk and accidents are looked into in detail, it can be seen that they are linked by the behaviors of a driver, and depending on drivers the risk as it is on the road-vehicle system may be ignored or call drivers' attention. Therefore, an accident depends on how a driver handles risk, so that the more related risk to and accident occurrence is not the risk itself but the risk responded by a driver. Thus, in this study, the behaviors of a driver are considered in the model and to reflect these behaviors three concepts related to accidents are introduced. And safe stopping distance and accident occurrence probability were used for better understanding and for more reliable modeling of the risk. The index which can represent the risk is also developed based on measures used in evaluating noise level, and for the risk comparison between various situations, the equivalent risk level, considering the intensity and duration time, is developed by means of the weighted average. Validation is performed with field surveys on the expressway of Seoul, and the test vehicle was made to collect the traffic flow data, such as deceleration rate, speed and spacing. Based on this data, the risk by section, lane and traffic flow conditions are evaluated and compared with the accident data and traffic conditions. The evaluated risk level corresponds closely to the patterns of actual traffic conditions and counts of accident. The model and the method developed in this study can be applied to various fields, such as safety test of traffic flow, establishment of operation & management strategy for reliable traffic flow, and the safety test for the control algorithm in the advanced safety vehicles and many others.

• Proceedings of the KOR-BRONCHOESO Conference
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• 1972.03a
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• pp.5-6
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• 1972

Noise and air pollution, which accompany the development of industry and the increase of population, contribute to the deterioration of urban environment. The air pollution level of Seoul has gradually increased and the city residents are suffering from a high pollution of noise. If no measures were taken against pollution, the amount of emission of pollutant into air would be 36.7 thousand tons per year per square kilometer in 1975, three times more than that of 1970, and it would be the same level as that of United States in 1968. The main sources of air pollution in Seoul are the exhaust has from vehicles and the combustion of bunker-C oil for heating purpose. Thus, it is urgent that an exhaust gas cleaner should be instaled to every car and the fuel substituted by less sulfur-contained-oil to prevent the pollution. Transportation noise (vehicular noise and train noise) is the main component of urban noise problem. The average noise level in downtown area is about 75㏈ with maximum of 85㏈ and the vehicular homing was checked 100㏈ up and down. Therefore, the reduction of the number of bus-stop the strict regulation of homing in downtown area and a better maintenance of car should be an effective measures against noise pollution in urban areas. Within the distance of 200 metres from railroad, the train noise exceeds the limit specified by the pollution control law in Korea. Especially, the level of noise and steam-whistle of train as measured by the ISO evaluation can adversely affect the community activities of residents. To prevent environmental destruction, many developed countries have taken more positive action against worsening pollution and such an action is now urgently required in this country.

• Archives of design research
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• v.16 no.4
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• pp.185-196
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• 2003

The demand for an environment-friendly transportation system, equipped with low energy consumption, and low-or zero-pollution has been on the increase since the beginning of the World Trade Organization era. Simultaneously, the consistent growth of high-speed tram technology, combined with market share, has sparked a fierce competition among technologically-advanced countries like France, Germany, and Japan in an effort to keep the lead in high-speed train technology via extensive Research and development(R＆D) expenses. These countries are leaders in the race to implement the next-generation transportation system, build intercontinental rail way networks and export the high-speed train as a major industry commodity. The need to develop our own(Korean) 'high-speed train' technology and its core system technology layouts including original technology serves a few objectives: They boost the national competitive edge; they develop an environmental friendly rail road system that can cope with globalization and minimize the social and economic losses created by the growing traffic-congested delivery costs, environment pollution, and public discomforts. In turn, the 'G7 Project-Development of High Speed Railway Technology' held between 1996 and 2002 for a six-year period was focused on designing a domestic train capable of traveling at a speed of 350km/h combined and led to the actual implementation of engineering and producing the '2000 high-speed train:' This paper summarizes and introduces one of the G7 Projects-specifically, the design segment achievement within the development of train system engineering technology. It is true that the design aspect of the Korean domestic railway system program as a whole was lacking when compared with the advanced railroad countries whose early phase of train design emphasized the design aspect. However, having allowed the active participation of expert designers in the early phase of train design in the current project has led to a new era of domestic train development and the implementation of a way to meet demand flexibly with newly designed trains. The idea of a high-speed train in Korea and its design concept is well-conceived: a faster, more pleasant, and silent based Korean high-speed train that facilitates a new travel culture. A Korean-type of high-speed train is acknowledged by passengers who travel in such trains. The Korean high-speed prototype train has been born, combining aerodynamic air-cushioned design, which is the embodiment of Korean original design of forehead of power car minimized aerodynamic resistance using a curved car body profile, and the improvement of the interior design with ergonomics and the accommodation of the vestibule area through the study of passenger behavior and social culture that is based on the general passenger car.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.10 no.1
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• pp.115-123
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• 1990

The purpose of this study was to examine the uses of coal ash as a type of construction material. The methods of examination were chemical anlysis, soil laboratory test and the soil vibration test. Materials used were coal ash obtained as a by-product from 5 thermal power plants in Yongdong, Yongwol, Sochon(anthracite coal) and in Samchonpo and Honam (bituminous coal). Over 70% of the coal ash consisted of silica and alumina. The fly ash grain size showed a uniform distribution from fine-sand to silt, and that of the bottom ash showed from sand to gravel. The specific gravity and density of the coal ash were low. The long term strength increased gradually due to the self-setting property resulting from pozzolanic activity. The shear strength was higher than that of general soil. Cohesion and optimum moisture content of anthracite coal ash were higher than bituminous coal ash, whereas the maximum dry density was higher in bituminous coal ash. The coal ash dynamic Young's modulous curve range was similar to that of general soil. Of the results from the soil vibration test by car-running, the size relative acceleration level in the ash pond was higher than that of natural ground, but the damping ratio was lower than that of natural ground near the ash pond. The coal ash has more advantageous engineering properties than general soil with particles of the same size. For example, the California Bearing Ratio of the bottom ash at both Yongdong and Yongwol was 77~137%. Therefore we expect that if further study is done, coal ash can be used as a construction material when reclaiming seashore, construction embankments, road construction, making right-weight aggregate, or as a general construction material.