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교통안전법 개정에 따른 서울시 교통사고원인조사 체계정립에 관한 연구
이신해 ( Shin Hae Lee ),김원호 ( Won Ho Kim ),김승준 ( Seung Jun Kim ),박지훈 ( Ji Hun Park ) 서울시정개발연구원 2008 연구보고서 Vol.2008 No.51
The Traffic Safety Act was legislated in 1979, motivated by I-li station explosion which occurred in 1977, and wholly revised to make up for the week points in the government`s traffic safety system in December 28, 2006. The objective of the revision is to make improvements and general reorganization, because the Traffic Safety Act does not function properly so that Korea lags behind badly in the field of traffic safety. As the revised Traffic Safety Act obligates an administrative district (city or state government) to make every effort to improve traffic safety conditions, Seoul Metropolitan Government also enters upon a new phase in the traffic safety. Especially, Seoul City regarding traffic safety surroundings is quite different from other cities, it needs to re-interpret the intent of the Act and find the better way to achieve the goal. Investigated Traffic Safety Act revision and Seoul traffic safety work, and focused on the need of additional inquiry about Traffic Accident Cause Investigation and progressed study. A Traffic Accident Cause Investigation, regulated by the Act, is a necessary step to determine the cause of accidents so corrective actions can be taken to prevent recurrence. However, the current standards on doing an accident investigation are not enough to identify the cause. Therefore, this study is to provide three suggestions which are related to the standard or organization in the traffic accident investigation. The first is to extend the standard of Traffic Accident Cause Investigation. According to the current law, only the roads having 3 dead accidents at least are considered as the investigation site. However, the roads having more than 3 dead accidents are rarely found in Seoul. Therefore, the current standard on selecting the roads, where an investigation should be carried out, should be changed to the one that have more than 1 pedestrian dead accident or have more than 3 serious accidents. Additionally, in the case of urban highway, the spot having more than 1 dead accident is considered as an investigation site. The second is to extend the range of Traffic Accident Cause Investigation. The current law, which standardizes the range of Traffic Accident Cause Investigation as 50m, does not reflect the actual road features of Seoul. Since Seoul has various-sized roads, the range of investigation should be flexible according to the size of roads. As vehicle approaching speed and crosswalk distance depend on the number of lanes in general, the investigation range around intersections should be extended over 50m between intersection and crosswalk according to the minimum standard. In case of the urban highway, one kilometer can be used as an investigation range, because it has high operating speed and its influence zone is longer than an arterial when accidents occur. The third suggestion is to establish and operate a Traffic Accident Cause Investigation Analysis Division. This new division might help an effective performance of Traffic Accident Cause Investigation under the supervision of Seoul Metropolitan City or related research institute. It will include an Investigation Team and an Analysis Team, which will produce an outline map of accident point/a summary of accident, accident-type map/structure analysis table/accident chart, field study, reporting, improvement plan, presuming improvement plan result, and monitoring.
통행분석을 통한 서울시 지하철 역세권에서의 TOD적용 가능지역 연구
이신해(Lee, Shin-hae),박진희(Park Jin-hee) 한국지역개발학회 2006 韓國地域開發學會誌 Vol.18 No.2
In reducing urban transportation and environmental problem, application of TOD (transit oriented development) is very useful in catchment area of subway for constant requests on the urban development plan and consideration of subway utilization rate for its. But, a little research on the choose of catchment area of subway that was applied TOD has been worked. Therefore, this study is aim in grasp of TOD possibility area with Seoul subway stations of 262. It was first targets in subway station that automobile share rate is more high than subway share rate, and we tumed out travelling quantity by administrative• dong and ability in first targets. From this analysis, it was chose 52 stations in 1st TOD possibility areas, and we finally selected Song-pa and Si-heung stations by analysis of number of population and employer. This study presents application possibility areas of TOD as constant development method in Seoul. As this result presented, we expect that it is helped in solution for city problem that are caused from present development method and in provision for prior policy of future public transportation.