• Journal of Korean Society of Transportation
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• v.19 no.6
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• pp.195-205
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• 2001

The objective of the paper is to analyze the traffic characteristics for freeway merging area. Freeway merging area is different from basic section due to ramp vehicles. Therefore, to understand the traffic characteristics of (leeway merging area, this study focused on two factors including critical time headway required in merging maneuver and maximum possible merging volume. In this paper, new model that adopts critical time headway instead of critical time gap in calculating the maximum possible merging volume based on probability function was developed In previous studies, for calculating the maximum possible merging volume, it was considered that merging vehicles could merge freely if a given time gap was greater than the critical time gap. Also, the critical time gap was used as the same value in all traffic flow conditions. But, a time gap required in merging maneuver could be changed, even to the same driver, because difference of relative speed varies in different traffic flow conditions. So, in some cases, the critical time gap could be insufficient value in merging maneuver. Therefore, in this study. a calculating procedure for critical time headway in all traffic flow conditions was presented. Also, the maximum possible merging volume and capacity for freeway merging area were calculated by using the previously found critical time headway.

• Journal of Korean Society of Transportation
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• v.17 no.2
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• pp.69-79
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• 1999

This study evaluated the chance of driver's Psychophysiological load of occipital lobe at freeway merging area and compared with basic driving section. Ten persons of 8 men and 2 women were investigated at 3 basic section and 3 merging areas on the Youngdong freeway. It is found that driver's load in acceleration lane before merging is 2.21 times higher than the basic driving section. Further, driver's load for merging was maintained fur 4 seconds after merging. Particularly, driver's highest loading point in merging behavior was found to be 80m from the gore area.

• Journal of the Korean Institute of Educational Facilities
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• v.22 no.6
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• pp.3-11
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• 2015

Nowadays, the number of school students in rural area has decreased significantly. For this reason, there are mixed classes among students of different grades in schools in rural area. Moreover, there are several teachers who teach two and more subjects except for the major of teacher so educational environment has been deteriorated. To tackle this problem, the ministry of education has suggested merging small schools in rural area. However, some people believe that merging small schools would make educational environment more worse and would not solve this problem. To solve this problem, this research suggests that the proper solution for educational environment of merging small schools through surveying environment of merging schools.

• Journal of Korean Society of Transportation
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• v.24 no.7 s.93
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• pp.115-128
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• 2006

The analytic methodology of a merging area in KHCM(2004) supposes that congestion nay occur when traffic demand is more than capacity However, in many cases, congestion on merging area occurs when summation of traffic demand of main line and ramp is less than capacity, and in present methodology analysis of how main line and ramp flow effect on congestion occurrence is difficult. In this study, the model that is able to estimate traffic flow condition on merging area in accordance with the combination of main line and ramp demand flow is developed. Main characteristic of the model is estimation of maximum possible throughput rate and maximum throughput rate according to the combination of main line and ramp demand flow. Through the estimation of maximum possible throughput rate and maximum throughput rate. it was Possible to predict whether congestion would occur or not and how much maximum throughput rate and congestion would be on merging area. On one hand, in present LOS evaluation methodology on merging area, congestion state is determined as un-congested flow if demand flow is less than capacity. Therefore, to establish more reasonable In evaluation method, new criterion of LOS evaluation on merging area was searched based on the model of this study.

• Journal of Korean Society of Transportation
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• v.23 no.8 s.86
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• pp.53-66
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• 2005

This paper analyzes the effects of acceleration lane lengths on the traffic characteristics of merging areas. Two merging areas, Suwon IC and Singal JC, which have remarkably different acceleration lane length were selected as field study sites. Traffic data were collected through dividing each merging area into several subsections. Not only conventional flow, speed and density data but also a newly introduced MOE, density variation were used to analyzed the characteristics of merging area. Singal JC which has longer acceleration lane than Suwon IC showed more severe congestion, and the cause of the results was figured out.

• Proceedings of the IEEK Conference
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• 2006.06a
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• pp.299-300
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• 2006

In this paper, we propose a segmentation algorithm which combines the ideas from local watershed transforms and the region merging algorithm based hierarchical queue. Only the process of watershed and region merging algorithm can be restricted area. A fast region merging approach is proposed to extract the video object from the regions of watershed segmentation. Results show the effectiveness and convenience of the approach.

• Journal of Korean Society of Transportation
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• v.21 no.3
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• pp.107-120
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• 2003

Over the decades, a lot of studies have dealt with the traffic characteristics and phenomena at a merging area. However, relatively few analytical techniques have been developed to evaluate the traffic flow at the area and, especially, the ramp merging capacity has rarely been. This study focused on the merging behaviors that were characterized by the relationship between the shoulder lane flow and the on-ramp flow, and modeled these behaviors to determine ramp merge capacity by using gap acceptance theory. In the process of building the model, both an ideal mergence and a forced mergence were considered when ramp-merging vehicles entered the gap provided by the flow of the shoulder lane. In addition, the model for the critical gap was proposed because the critical gap was the most influential factor to determine merging capacity in the developed models. The developed models showed that the merging capacity value was on the increase as the critical gap decreased and the shoulder lane volume increased. This study has a meaning of modeling the merging behaviors including the forced merging type to determine ramp merging capacity more precisely. The findings of this study would help analyze traffic phenomena and understand traffic behaviors at a merging area, and might be applicable to decide the primary parameters of on-ramp control by considering the effects of ramp merging flow.

• Journal of Korean Society of Transportation
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• v.14 no.3
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• pp.155-172
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• 1996

This study is to analyze speed variation at merging section of successive entrance ramp and to suggest design criterion of ramp spacing at successive entrance ramp in urban area. The major findings are as follows ; (1) The relationship between the speed at merging section of successive entrance ramp and the distance from the merging point represents concave curve. (2) The 85 percentile speed(S) at outside lane (lane 1) is modeled S = 49.5 + 355.7(D/Q) - 0.94(D2/Q) + 6.78(D/AL2) where, D = Distance from merging point(m), Q = Lane 1 volume(vph) AL2 = Acceleration length at second entrance ramp(m) (3) The more traffic volume and the shorter acceleration length of the second entrance ramp, longer ramp terminal spacing is needed.

• Journal of Korean Society of Transportation
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• v.25 no.2 s.95
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• pp.73-81
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• 2007

The purpose of this paper is to perform a basic study on the interaction between lanes, which can be achieved through analyzing traffic breakdown at the microscopic level. Using aerial photographic data for the microscopic analysis, this study analyzed the characteristics of traffic flow at a merging area. This research produced aggregated traffic data such as flows, speeds, and densities in 30 second intervals by lane for the macroscopic analysis and individual headway data by lane for the microscopic analysis. The paper contains an analysis of lane characteristics through flows, speeds, densities, and headway variations and also investigates the influence of ramp flows on mainline flows with space-time diagrams. Firstly, the merging area in this study is divided into three sections: before-merging, during-merging, and after-merging. The transition process was analyzed at each lane. Secondly, the breakdown was observed in detail with data divided in 50-foot units. The breakdown was checked through the relationships between ramp and freeway mainline flows, various techniques were proposed to analyze the breakdown, and the formation of breakdown was introduced as three stages in this study. In the near future, the findings of this study could contribute to determining the dynamic capacity on freeways by easily understanding changeable traffic breakdown patterns over time and space.

• International Journal of Highway Engineering
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• v.16 no.1
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• pp.99-109
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• 2014

PURPOSES : Climbing lanes on expressways managed by the Korea Expressway Corporation (KEC) have been hot potatoes due to conflicts between slow-moving vehicles such as trucks and other vehicles at the merging section as well as the less popularity with the slow-moving vehicles. In order to resolve such problems, KEC has altered existing climbing lanes to passing-type climbing lanes in 1999. The new type of climbing lanes showed an apparent improvement in mobility. For example, the speeds of vehicles using both climbing lane and other lanes improved a lot. However, there has been no clear evidence about improved safety. METHODS : This research effort was initiated to evaluate the safety of the new passing-type climbing lanes using the comparison-group(CG) method based on three-year-long traffic accident data sets before and after the change, respectively. RESULTS : The passing-type climbing lanes showed twice increased traffic accidents even though the traffic accidents on old type climbing lanes increased 1.1% during the same periods. In addition, in-depth study, the merging area of the passing-type climbing lanes was found out to be the weakest section where 43.8% traffic accidents out of total traffic accidents happened. It is noted that the merging area of the old type climbing showed only 25.0% traffic accidents. CONCLUSIONS : The new passing-type climbing lanes were found to be weak in terms of safety when compared with the old type climbing lanes. Especially, the merging area should be improved to reduce the risk of traffic conflicts between slow-moving vehicles and other vehicles.