• The Journal of Engineering Geology
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• v.24 no.3
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• pp.333-341
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• 2014

The construction of roads, tunnels, and bridges results in changes to the local terrain that may influence the ground safety factor, which represents the stability of geotechnical structures. In this study, we assessed construction sites that had collapsed as a result of terrain change, and then simulated variation in the ground safety factor with respect to terrain change caused by road construction. We assumed steep slopes to simulate changes in terrain in a mountainous area and assumed that earthworks took place for road construction by cutting a platform into the slope and altering the slope angle of the terrain both above and below the road. We calculated values of the ground safety factor through a stability analysis of the slope both above and below the road, and examined the variation in the safety factor of the above- and below-road slopes with respect to changes in road width. We found that if the slope angle was the same above and below the road, then the change in the ground safety factor during/after road construction occurred in the slope below the road, and if the slope angle above the road differed from that below, then the change occurred in both the above- and below-road slopes. Furthermore, the ground safety factor was essentially constant for road widths exceeding 2-6 m, depending on both above- and below-road slope angle. The findings of this study can be used to guide the management of construction sites and to assess changes in ground stability during road construction work, particularly in the early stages of earthworks, when the road width is narrow.

• Journal of the Korean Institute of Landscape Architecture
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• v.24 no.1
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• pp.15-31
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• 1996

The purpose of this study was to figure out visual character and preference of roadscape for the main entrance road in Chongju. We took 9.6km which was from the Chongju interchange of Kyungbu expressway to Sangdang park and was thought to have a peculiar characteristics. This main entrance road was seperated into 4 parts according to arranging patterns of roadside trees and buildings. To investigate the visual characters, the sementic differential scale experiment was used. The visual characters, the sementic differential scale experiment was used. The visual preference was examined by analyzing visual volume of 4 factors. The results of the study based on these analyses were as below : 1. Factors that compose the visual characters of roadscape were classified by the emotional factor, the individual factor and the physical factor. These 3 factors showed a64.14% total variance. Among 3 factors the emotional factor which represented psychological reaction was appreciated to be the highest and the physical factor was assessed to be the lowest. 2. 24 items in total 14 adjectives showed the following ranking of mean values in sementic differential experiment : Road I -->RoadIII-->RoadII-->RoadIV. The mean values between Road I and RoadIV showed a significant difference, which can be explained to be a contrast between the natural factor and the artificial factor. 3. The mean value of the visual preference was the highest at Road I and the lowest at Road IV. While Road II and Road III showed 3.51 and 4.71, respectively. 4. The effect of 4 factors on visual preference was analyzed by regression as follows : Visual preference =1.2983+0.0627 + 0.0230+0.0203, R-Square=0.5

• Journal of Environmental Science International
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• v.18 no.4
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• pp.389-400
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• 2009

In this research, we measured the number of lanes, distance, disposition of apartment that are affecting the road traffic noise to evaluate the current condition of G city's road traffic noise. We decide on a basis regarding an apartment price formation factor, and the apartment current price and the results that compared. To have a point scale, we set the maximum road traffic noise at a 8 lane road for 5 points, give 4 points for a 6 lane road, which has a $2.1{\sim}2.5\;dB(A)$ difference compared to a 8 lane road, give 3 points for a 4 lane road, which has a $5.2{\sim}5.5\;dB(A)$ difference compared to a 8 lane road, and set 2 points for a 2 lane road and lower. If we set the standard floor plan as horizontal and a living room facing the roadside, the horizontal and living room facing the opposite side of the road is 1 point because it differs by 14.1 dB(A), and the vertical is 3 points since the difference is 5.3 dB(A). If we make grades by the distance, making standard the fifth floor with little soundproof effect from apartment to road, we observe a measurement below 2.9 dB(A) at a distance of less than 10 m and 5 dB(A), decreased at a distance of 20 m. Therefore, 4 points were given for less than 10m, 3 points for $10{\sim}20\;m$, 2 points for more than 20 m as we can apply the effect of a decay distance of line sound source and the decrease in noise effects of more than 6 dB(A), 1 point for more than 40m, and 0 points for more that 80 m since it is negligible. 28 apartments got 0 points because there is no effect of road traffic noise from other apartments, and 50 apartments where only the road at one side effect them got $5{\sim}10$ points. 4 apartments (17-2, 6-3, 10-4, 3-3) received over 20 points. 15 cases showed a difference between developer price and resale price, and 11 cases (73%) among them showed the same trend (price increases with a low road traffic noise restriction factor point) with the point of road traffic noise restriction factor. 4 cases demonstrated the opposite trend, showing price increases with a high restriction factor point. Among the 4 cases, case numbers 2,6 and 9 appear to be more affected by the location factor (business district) than the road traffic noise restriction factor, and case number 1 appears to be affected by the building factor (openness and direction).

• The Journal of the Korea Contents Association
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• v.15 no.11
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• pp.582-590
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• 2015

Road type classification and K-factors are important role when design of number of lane. In this study not only classifies road type and estimating of K-factor but also economic evaluation tries for feasibility verification. Road type analysis results, time of day traffic volume variation, weekend-factor and vacation-factor are large in recreation roads. Weekday traffic volume and weekend traffic volume are similar patterns in provincial roads. AADT is high and time of day traffic volume variation is small in urban roads. In this study compares with economic analysis that designing of number of lane between KHCM's K-factor and this study K-factor. Economic analysis results, designed roads by this study's K-factor reduce cost about 4,708 hundred million won. So this study's K-factor is economical on provincial 4 lane roads.

• Journal of Drive and Control
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• v.20 no.3
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• pp.42-49
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• 2023

In this study, the safety of fastening device for the agricultural by-product collector was evaluated according to the driving ground conditions by deriving the stress, static safety factor, and fatigue life using dynamic simulation. A 3D modeling of agricultural by-product collector was carried out, and simulation model was developed by applying the material properties. As a result of dynamic simulation, the magnitude of the maximum stress generated in the fastening device was the highest when driving on the flat off-road, followed by sloped pave-road and flat pave-road. Static safety factor and fatigue life were the highest when driving on the flat pave-road, followed by sloped pave-road and flat off-road. The safety of fastening device was confirmed that static safety factor was more than 1.0 and service life exceeded 9 years in all driving ground conditions.

• Journal of the Korean Society of Environmental Restoration Technology
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• v.4 no.2
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• pp.1-10
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• 2001

The purpose of this study was to investigate factors and variables which have significant effects on landscape satisfaction of urban pedestrian road in Bun-dang new town and to suggest basic information for urban pedestrian road design. These works consist of two phase. First, we tested the Hye-Cheon college students' degree of landscape satisfaction for 37 spots of urban pedestrian road and then selected 10 sports slide by the Sturges' formula. Second, we analysed factors and variables on landscape satisfaction of urban pedestrian road using the semantic differential scale method and then processed using descriptive analysis, factor analysis and multiple linear regression analysis. The major findings of this study can be summarized as follows; 1) The difference of landscape adjectives between the highest score of landscape satisfaction slide and the lowest score landscape satisfaction slide were diversity of vegetation, plenty of the shade of a tree, naturalness and cleanness. 2) Diversity of vegetation, width of road, freedom of danger and diversity of environment can be significant variables of major effects on landscape satisfaction of urban pedestrian road by using the multiple linear regression analysis. 3) Factors covering the landscape satisfaction of urban pedestrian road have been found to be Environment of urban pedestrian road and Constitution of urban pedestrian road. By using the Varimaxs' rotation factor analysis for the number of factors' cumulative percentage has been obtained as 64%. 4) Environment of urban pedestrian road and Constitution of urban pedestrian road can be significant factors of major effects on landscape satisfaction of urban pedestrian road by using the multiple linear regression analysis. In conclusion, the landscape satisfaction factors and variables of urban pedestrian road need to be considered in plan or design the urban pedestrian road.

• Journal of the Korean Society of Safety
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• v.21 no.2 s.74
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• pp.128-137
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• 2006

Traffic accidents occur due to complex influences of transportation companies, drivers, and road environment. This study found that education and surroundings for transportation companies, driving habits of drivers, and road safety facilities and accessory facilities were main factors that affected strongly traffic accidents. Also, it found that driving habits of drivers could affect accidents heavily more than two other factors. Road safety and accessory facilities were analysed that they affected traffic accidents independently with transportation companies and their own drivers. Therefore, in order to achieve a traffic accident prevention as our main target, those companies need to produce atmosphere that their own drivers can have safety awareness, and related institutions for the above target should run parallel with policy assistance and strict traffic enforcement. In the end, this study suggests that transportation companies should secure manpower wholly being charged with traffic safety and financial resources investing in it.

• Journal of the Korean Association of Geographic Information Studies
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• v.15 no.3
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• pp.13-22
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• 2012

The spatial structure analysis using the existing space syntax has a weakness only to apply the road factor. Hence, it is necessary to perform a new spatial structure analysis considering the regional characteristics factor as well as the road factor. The purpose of this study is to propose a modified spatial structure analysis which adopts road and regional characteristics factors using the existing space syntax and GIS and then to apply it to the spatial structure analysis of the urbanized areas in Hapdeok town. For the new analysis, the experts' survey has been conducted to derive the spatial structure factors of the area and their relative weights. Specifically, it drew the road factor as well as the regional characteristics factors such as road, district, land value, and building density. This study shows that the existing spatial structure analysis considering only the road factor does not reflect the actual spatial structure but the modified spatial structure analysis considering the road factor and the regional characteristics factors more accurately analyzes the spatial structure of Hapdeok town. Hapdeok is not an area where road networks were developed along main development axis and its centrality was changed, but an area where road networks were developed by effectiveness and equity and its centrality was changed by downtown decline. The towns like Hapdeok is more suitable for applying the modified spatial structure analysis method considering the regional characteristics factors. Further research is required for selecting characteristics factors and appropriate parameters in the modified spatial structure analysis. Further case studies await in other cities for conducting its verification.

• International Journal of Highway Engineering
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• v.15 no.3
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• pp.93-101
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• 2013

PURPOSES : This study is to investigate the relationship of socioeconomic characteristics and road network structure with traffic growth patterns. The findings is to be used to tweak traffic forecast provided by traditional four step process using relevant socioeconomic and road network data. METHODS: Comprehensive statistical analysis is used to identify key explanatory variables using historical observations on traffic forecast, actual traffic counts and surrounding environments. Based on statistical results, a multiple regression model is developed to predict the effects of socioeconomic and road network attributes on traffic growth patterns. The validation of the proposed model is also performed using a different set of historical data. RESULTS : The statistical analysis results indicate that several socioeconomic characteristics and road network structure cleary affect the tendency of over- and under-estimation of road traffics. Among them, land use is a key factor which is revealed by a factor that traffic forecast for urban road tends to be under-estimated while rural road traffic prediction is generally over-estimated. The model application suggests that tweaking the traffic forecast using the proposed model can reduce the discrepancies between the predicted and actual traffic counts from 30.4% to 21.9%. CONCLUSIONS : Prediction of road traffic growth patterns based on surrounding socioeconomic and road network attributes can help develop the optimal strategy of road construction plan by enhancing reliability of traffic forecast as well as tendency of traffic growth.

• Journal of the Korean Society of Safety
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• v.28 no.6
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• pp.84-89
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• 2013

The main causes of traffic accidents can be classified by 3 factors - human error, vehicle deficiency and road environmental problem and most accidents occurs not only 1 factor but combination of 2 or 3-factors. Among these factors, road environmental factor is the most important factor due to influence the behavior of cars and road users and road environmental factor affects 30% of total accidents approximately. The 5 years traffic accidents data analyzed to verify the accidents severity on Korea National Highways. In order to analyze the severity, Ordered Probit Model was used. As a independent variables of this model the number of lane, neighbor road environments, sight distance, vertical grade, lane width, shoulder width and traffic volume were used and as a dependent variables the minor injuries, serious injuries and fatalities were used. Research results shows that sight distance and lane width are identified as significant factors for the traffic accident severity and lesser sight distance and lane width shows greater traffic accident severity.