The Water Deer on a Road: Road-Kill Characteristics of a Nationally Abundant but Internationally Threatened Species

Kim, Kyungmin,Seo, Hyunjin,Woo, Donggul,Park, Taejin,Song, Euigeun Institute of Forest Science 2021 Journal of Forest Science Vol.37 No.1

Despite numerous efforts on reducing road-kill worldwide, the collisions have been occurring continuously. Many factors are affecting road-kill occurrences and the effect is various by species. We investigated Hydropotes inermis argyropus road-kill characteristics on the national highway. We examined 9,099 H. i. argyropus road-kill points with distance to the gaps on road (interchange and intersection) and distance to six natural land-cover types as explanatory variables. We also examined the number of road-kill occurrences according to temporal variation using chi-square test with 9,658 events. In general, H. i. argyropus road-kill location tended to occur close to the gaps on road, agricultural lands and forests. The average distance from road-kill to the gap was 694.7 m and 78.6% of the collisions were occurred within 1 km from the gaps. In addition, Kruskal-Wallis test showed the distance between road-kill points and each land cover and the gaps was significantly different. The temporal analyses showed that the differences of the H. i. argyropus road-kill frequency are significant in both month and season. Our results implies H. i. argyropus road-kill location tended to occur close to the gaps on road, agricultural lands and forests in general, especially during May and June, according to their seasonal behavior. Thus, we suggest there is a need of concentrated management on the roads with specific characteristics for both wildlife and human safety.

Improved Road light Design using Ray-tracing method

최대섭(Dae-Seub Choi),한정민(Jeong-Min Han),박성태(Sung-Tae Park) 대한전기학회 2008 대한전기학회 학술대회 논문집 Vol.2008 No.9

In this study, it was studied about the improved road light design for drivers and pedestrians using ray- or reverse ray-tracing method. Many of conventional road lights are not suitable for drivers and pedestrians because it has some serious problems such as glare effect or randomicity of illuminated areas. It was oriented from customary design method which was pointed at simple target such as luminance or electrical power. But it was not truth any more that the high luminance or electrical power consumption mean more bright and good road light. We studied ray-tracing method for road light reflector design to get the several goals. It means that good road light has easy for drivers and pedestrians eyes and illuminating objects on the road clearly. So, we set the design targets such as uniformity on the road area per one road light, shading angles and continuous luminance uniformity on the long distance road. We designed ideal road light conditions using ray-tracing method. We set the height of drivers and pedestrians eyes and calculated design guideline to make above design targets. Then we designed road light reflector using reverse ray-tracing method. And we achieved same luminance on the road almost half power consumption because we reduced loss of light. We achieved ideal design guide as 75 degrees of shading angles and 0.5 of luminance uniformity on the road area. Finally, we suggested reflector design for 250 watts power consumption CDM light source.

도로명주소체계 도로표지디자인의 개선 방향에 관한 연구

은덕수(Eun, Duk Soo) 한국디자인문화학회 2018 한국디자인문화학회지 Vol.24 No.1

한국의 도로명주소 기반의 도로표지는 2007년 4월 5일에 도로명주소법이 제정된 이후 2014년부터 도로명주소가 전면적으로 시행되어 인터넷이나 각종 안내용 주소 등이 모두 도로명주소를 사용하면서 각 지방자치단체에 시범적 적용이 시작되었다. 도로명주소 기반의 도로표지는 도로명판과 함께 전국 지방자치단체에서의 적용이 확대되고 있으나, 길 찾기의 역할을 제대로 할 수 없는 상황이며 도로명주소체계에 적합한 지원시스템을 아직 갖추지 못하고 있다. 이에 본 연구는 도로명주소체계를 기반으로 하는 최적의 정보디자인 지원시스템으로의 도로표지 개선을 목표로, 현재의 도로표지디자인을 분석하고 그에 따른 개선 방향을 제시하고자 하였다. 개선의 대상과 범위는 방향도로명표지와 방향도로명예고표지로 하되, 개선 방향은 보행자, 자전거를 포함한 종합적 도로안내체계 및 도로표지디자인 개념으로의 전환을 유도하고자 하였다. 연구 결과 사용자 중심의 종합적인 길안내체계로의 전환이 필요하며, 이를 위해 도로명주소체계 및 도로의 규모와 형식에 맞는 정보디자인의 위계구분이 전제되어야 함을 밝혔다. 또한 도로표지디자인의 인지효율 개선관점에서 직관성, 학습성을 높이고자 하였으며, 경관개선차원의 역할 필요성 및 주변경관과의 조화가 반영되어야 함을 밝혔다. 아울러, 시설물로써 도로표지는 표지의 설치 및 지속적 관리의 효율성이 제반되어야 하므로, 통합적 · 단계적 관점의 표지시설물 설치 및 관리를 제안하였으며, 4차 산업혁명 시대에 적합한 정보디자인 체제로의 전환을 유도하고자 하였다. In Korea, since the Act on the new road sign based on the Road Name Address System was enacted on April 5, 2007, road name addresses were used in local road names starting from 2014, and various addresses for road names were used on the Internet or as guides. Road name address-based road sign systems are being used by local governments nationwide, but are not yet able to function properly and are not suitable for road name address systems. Therefore, this study aims to improve road sign design to the optimal information design support system based on road name address system, and to analyze the current new road sign information design and propose improvements accordingly. The target and scope of improvement were the road name sign and the direction notice sign, but the direction of improvement was intended to induce a shift to the comprehensive road guide system, including pedestrians, bicycles, and the concept of road sign design. Research has shown that a shift to the user-centered comprehensive directions guidance system is needed, requiring a hierarchical division of information designs according to road name address system, and size and type of roads. It also stated that it was intended to improve the intuitiveness and learning ability of the road sign design in terms of improvements in the cognitive efficiency, and emphasized that the role of improving the surroundings and harmony should be reflected. In addition, the road sign system as a facility structure requires the efficiency of installation and the sustainability of management, therefore, it proposed the installation and management of road sign facilities from an integrated and phased point of view during the 4th Industrial Revolution in Korea.

Positive Contrast 조건의 야간 도로에서 노면과 장애물의 휘도 조합이 야간 운전자의 장애물 인지거리 및 안전성에 미치는 영향 : 60대 이상 고령운전자 대상 실도로 주행실험

조원범 한국조명.전기설비학회 2018 조명·전기설비학회논문지 Vol.32 No.12

This is the basic study to develop visibility-based road safety evaluation approach at night, which is intended to identify the effect of road-obstacle luminance combination at night in positive contrast condition in which the obstacle is brighter than road surface on driver's obstacle detecting distance at night as well as to evaluate the safety level on the road at night. To that end, road driving test by the drivers in their 60s was conducted at night. Road luminance was set at 0.3, 1.6 and 3.0cd/m2, respectively, for the test while obstacle luminance was set at 4 to 5 different conditions depending on road luminance to provide positive contrast condition. The size of the obstacle was set at 15×15 according to the requirement in domestic road design criteria. According to the test result, the lower the road luminance and higher the obstacle luminance the longer the detection distance, indicating the relatively higher algebraic function relationship. In this study, combination relations between road luminance and obstacle luminance required for the driver to detect the obstacle at stopping sight distance were presented by target safety level and the result is expected to be used as road safety evaluation guideline at night to determine the obstacle luminance necessary to achieve the safety goal at the certain road luminance condition or as guideline to determine the nighttime road safety evaluation using road luminance and obstacle luminance.

대지안의 공지를 사실상 도로로 활용하는 경우 재산세 감면신청 전환방안에 관한 연구

노미리 한국세무사회 부설 한국조세연구소 2023 세무와 회계 연구 Vol.12 No.3

Roads under the Road Act and other private roads established for the free passage of ordinary people are not subject to property tax. On the other hand, vacant lot within building site is subject to taxation (Article 109 Paragraph 3 Subparagraph 1 of the Local Tax Act and Article 108 Paragraph 1 Subparagraph 1 of the Enforcement Decree of the same Act). The theoretical basis for exempting roads from taxation is rooted in the policy objective of “public interest.” Therefore, even if vacant lot within a building site is a taxable property, if it is being used for passage by an unspecified number of people, it possesses the same “public interest” and should be exempt from taxation. On the other hand, in the current local tax system, there are many cases that when tax authorities impose property taxes on a vacant lot within a building site, many taxpayers argue that these lands should be considered de facto roads and thus be exempt from taxation. However, it is reasonable to consider converting a current system to applications for property tax reduction for the following three reasons. Firstly, it has difficulty in accurately assessing the status of de facto roads. In South Korea, there is no precise data on the status of de facto roads. Furthermore, the standards for vacant lot within a building site have been significantly relaxed compared to when they were initially established, and the required distance from building lines and adjacent land boundaries varies slightly depending on the target building. As a result, since some vacant lots within building sites have a minimum distance of only 0.5m, it is practically challenging for tax authorities to individually perceive and manage them. Thus, under the current local tax system, tax authorities impose taxation first, and taxpayers have no choice but to dispute their status as de facto roads to claim exemptions. However, if taxpayers are allowed to apply for reduction when certain criteria indicating that the vacant lots within building sites are de facto roads are met, the number of cases in which taxation is imposed despite their de facto road status would significantly decrease. Secondly, it is possible to derive the requirements that the vacant lot within a building site actually corresponds to a de facto road. Through various judicial precedents, such as the Supreme Court decision 2002du2871 ruling on January 28, 2005, and decisions made by the Tax Tribunal, certain criteria have been stereotyped to identify vacant lot within a building site as de facto roads. These criteria include:① the absence of public roads within the sidewalk or the impracticability of passage using public roads alone, ② usage as a connecting route, ③ utilization by an unspecified number of people for passage, and ④ the absence of exclusive use or income-generating potential. Therefore, by considering these four criteria, it is possible to determine whether the vacant lot within a building site can be regarded as a de facto road. Thirdly, it is possible to promote the expediency of taxpayer rights protection through property tax reduction or exemption applications. Explicitly stating in Act On Restriction On Special Cases Concerning Local Taxation that vacant lot within a building site meeting the criteria for de facto roads will be eligible for property tax reduction or exemption if taxpayers apply for the reduction or exemption, there would be fewer disputes over property tax imposition. By achieving the objective of property tax exemption for de facto roads before reaching the tax appeal stage, taxpayers can promptly protect their rights. Considering the reasons mentioned above, it is reasonable to converse vacant lot within a building site used as de facto roads into applications for property tax reduction or exemption. 도로법에 따른 도로와 그 밖에 일반인의 자유로운 통행을 위하여 개설한 사설 도로는 재산세 부과대상이 아니다. 반면, 대지안의 공지는 과세대상이다(지방세법 제109조 제3항 제1호, 같은 법 시행령 제108조 제1항 제1호). 이 때문에 대지안의 공지를 사실상 도로로 활용하고 있는 경우 재산세 과세대상인지 여부가 쟁점이 되는 경우가 있다. 도로를 비과세하는 이론적 근거가 ‘공익’이라는 정책적 목적에 있다는 점에 비추어 볼 때 사유지인 대지안의 공지라고 하더라도 불특정 다수인의 통행에 이용되고 있다면, 위와 동일하게 ‘공익성’을 지니고 있으므로 비과세하는 것이 타당하다. 한편, 현행 지방세법하에서는 과세관청이 대지안의 공지라는 이유로 재산세 부과처분을 하면 납세자가 사실상 도로로서 비과세대상임을 주장하는 경우가 많다. 그런데, 다음과 같은 3가지 이유로 대지안의 공지를 사실상 도로로 활용하는 경우 재산세 감면신청으로 전환하는 방안이 타당하다. 첫째, 사실상 도로의 현황 파악이 매우 어렵다. 대지안의 공지와 별개로 우리나라는 사실상 도로의 현황에 대한 정확한 자료가 없다. 더욱이 대지안의 공지는 대상 건축물에 따라 건축선 및 인접 대지경계선으로부터의 이격거리가 조금씩 다르며, 대지안의 공지 기준은 제정 당시보다 훨씬 완화된 방향으로 개정되었다. 그 결과 대지안의 공지 기준상 최소 이격거리가 0.5m에 불과한 경우도 있으므로 과세 관청에서 이를 일일이 파악하고 관리하는 것은 현실적으로 쉽지가 않다. 그렇기 때문에 현행 지방세법하에서는 과세관청이 과세를 하고 난 후 납세자가 사실상 도로로서 비과세대상임을 다툴 수 밖에 없는 구조이다. 하지만, 대지안의 공지가 사실상 도로에 해당하는 일정 요건을 갖춘 경우 납세자로 하여금 감면신청을 하도록 한다면, 대지안의 공지가 사실상 도로임에도 불구하고 그 현황을 파악하지 못해서 과세하는 경우는 크게 감소할 것이다. 둘째, 대지안의 공지가 사실상 도로에 해당하는 요건의 도출이 가능하다. 대법원 2005.1.28. 선고 2002두2871 판결 등과 누적된 조세심판원 결정례를 통해 대지안의 공지가 사실상 도로에 해당하는 요건이 어느 정도 정형화되어 있다. 대지안의 공지가 사실상 도로로 해당하는 요건으로 ① 인도 내에 공도가 없거나, 공도만으로는 통행이 어려울 것, ② 연결통로로 활용될 것, ③ 불특정 다수인이 통행에 이용하고 있을 것, ④ 배타적 사용․수익 가능성이 없을 것, 이 4가지 정도를 고려해 볼 수 있다. 셋째, 재산세 감면신청을 통해 납세자 권리구제의 신속성을 도모할 수 있다. 재산세 감면신청은 재산세가 100% 면제되는 경우를 포함한다. 지방세특례제한법 등에 대지안의 공지가 사실상 도로에 해당하는 요건과 위 요건 충족시 재산세가 감면된다는 점을 명시하고, 납세자로 하여금 감면신청을 하도록 한다면 재산세 부과처분을 다투는 경우가 현재보다 감소할 것이다. 즉, 납세자는 조세불복 단계에 이르기 전에 재산세 비과세라는 소기의 목적을 달성할 수 있으므로 신속한 납세자의 권리구제가 가능하다. 위에서 살펴본 이유로 대지안의 공지를 사실상 도로로 활용하는 경우 재산세 감면신청으로 전환하는 방안이 타당하다.

건축법상 ‘접도요건’의 문제점 검토 - ‘건축법상 도로’ 및 대법원 2017. 10. 26. 선고 2017두50843 판결 검토를 중심으로 -

박성연 법조협회 2019 法曹 Vol.68 No.1

건축법은 건축물 대지가 도로와 일정 부분 접해야 한다고 규정하고 있다. 이를 소위 ‘접도요건’이라 한다. 도로법 등 법령상 도로와 접하지 않은 대지에 경우 ‘접도요건’은 건축을 하는데 커다란 장애가 된다. 이에 건축법에서는 건축물 출입에 지장이 없는 경우 예외로 본다. 하지만 이를 인정받기 위해서는 인근 토지 소유자 동의가 없다면 어렵다. 또한 건축법은 ‘건축법상 도로’를 이용해서 해결할 수 있는 길을 열어두고 있다. 하지만 이해관계가 다른 건축물 대지 소유자와 인근 토지 소유자 간의 분쟁요소를 건축법은 제대로 해결하고 있지 못하여, 실무에서는 적지 않은 분쟁이 발생하고 있다. 더구나 1962. 1. 20.에 시행된 최초 건축법 시행 당시부터 ‘접도요건’이 있었음에도 분쟁을 해결하거나 줄일 수 있도록 제대로 개정되지 못하였다. 본 연구는 현행 건축법 규정상 분쟁의 원인이 무엇인지 ‘건축법상 도로’를 중심으로 먼저 살펴보고, 최근 ‘접도요건’과 관련하여 주목되는 대법원 2017. 10. 26. 선고 2017두50843 판결을 검토하여 ‘접도요건’과 관련된 분쟁 해결의 실마리를 제시하고자 한다. ‘건축법상 도로’의 경우 현행 건축법은 ‘건축법상 도로’로 지정되는 부지 소유자의 의사에 반하여 지정될 수 있는 길을 열어두고 있다. 이 때문에 ‘건축법상 도로’부지 소유자와 이를 이용하는 건축물 대지 소유자 혹은 이를 지정하는 행정청과 분쟁이 발생할 여지가 많다. 더구나 현행 건축법령은 ‘건축법상 도로’ 부지 소유자의 의사에 반하여 지정할 수 있는 구체적인 경우를 지방자치단체 조례로 정하도록 하고 있다. 지역별로 달리 판단될 내용이 아니므로 조례 위임을 폐지하고 건축법령에서 구체적인 경우를 정하는 것이 타당하다. 더 근본적으로는 현행 건축법 규정은 ‘건축법상 도로’ 부지 소유자의 손해를 보상하는 규정이 없다. 이에 대해서는 ‘건축법상 도로’ 부지를 이용하여 건축하는 사람이 정당한 사용료를 지급하도록 하고, 이를 전제로 ‘건축법상 도로’ 예정부지 소유자가 권리를 남용하는 경우 동의 없이 지정할 수 있도록 양자의 이해관계를 조정할 필요가 있다. 최근 대법원은 대법원 2017. 10. 26. 선고 2017두50843 판결에서 ‘접도요건’과 관련하여 주목되는 판시를 하였다. 그 구체적인 내용은 첫째, 이전에 건축허가 등이 있었다고 하더라도 ‘건축법상 도로’ 지정이 추정되지 않는다는 기존 판례를 재확인 하였다. 둘째로는 진입로 토지 소유자의 동의가 없다면 건축 불허가는 적법하다는 입장을 명확히 한 점이다. 대상판례 사안은 진입로 토지 소유자의 권리남용적 측면이 있는 것을 부인할 수 없으나, 현행 건축법이 ‘건축법상 도로’ 부지 소유자의 손해 보상에 대해 침묵하고 있으므로 타당한 것으로 생각된다. 이는 오히려 ‘건축법상 도로’에 대한 건축법 조항이 개발지 소유자와 이용지 소유자의 이해를 조정할 수 있도록 개정해야 할 필요성을 보여준다. 더불어 대상판례는 실제 건축허가 담당자에게 구체적 허가기준을 제시했다는 의의도 있다. The Building Act stipulates that a part of a building site should face a road, which is referred to as ‘road adjoining condition.’ For a site that does not face a road defined by the laws and regulations, including the Road Act, the ‘road adjoining condition’ is a huge obstacle to construction. Therefore, the Building Act allows exceptional cases where the ‘road adjoining condition’ is not applied if the access to a building is not hindered. However, recognition of the exceptional cases requires the consent of the owner of an adjacent land. In addition, the Building Act opens the way to solving the issue by using the ‘road according to the Building Act.’ However, since the conflicts between the owner of another building site and the owner of an adjacent land may not be appropriately resolved by the Building Act, many conflicts occur in practice. Moreover, the ‘road adjoining condition,’ included in the first Building Act enforced on January 20, 1962, has not been appropriately amended to resolve or reduce the conflicts. This article reviews the causes of the conflicts involving the road adjoining condition by focusing on the ‘road according to the Building Act,’ and provides a clue for resolving the conflicts by reviewing the Supreme Court Decision, 2017Du50843, October 26, 2017 that is recently drawing much attention. With regard to the ‘road according to the Building Act,’ the current Building Act opens a way for designating a road against the site owner’s will. Therefore, potential conflicts may occur between the owner of the site including a ‘road according to the Building Act’ and the building site owner using the road or the administrative agency designating it. Moreover, the current Building Act stipulates that the specific cases where a ‘road according to the Building Act’ may be designated against the site owner’s will should be stipulated by the ordinance of municipal governments. However, since the designation is not dependent on local conditions, it is reasonable that the designation should be implemented by the Building Act, abolishing the entrustment to the ordinance of municipal governments. A more fundamental problems is that the current Building Act does not include a regulation that compensate the damage to the owner of the site including a ‘road according to the Building Act.’ The interest conflicts of both parties should be mediated by having a person constructing a building by using a site including a ‘road according to the Building Act’ pay the right amount of utilization charge and allowing, based on the premise of paying the utilization charge, the designation a ‘road according to the Building Act’ against will of the site owner who abuses the rights. The Supreme Court recently made a noticeable decision about the ‘road adjoining condition’ in the Supreme Court Decision, 2017Du50843, October 26, 2017. The decision reconfirmed the precedent that the designation of a ‘road according to the Building Act’ is not assumed despite a past building permit. The decision also verified that disapproval of a building is legitimate in the absence of the consent of the land owner about the access road. The case of the Supreme Court Decision undeniably involves the site owner’s abuse of right regarding the access road, but the decision is reasonable because the current Building Act is silent regarding the compensation of the damage to the owner of a site including a ‘road according to the Building Act.’ The decision well demonstrates the need for amending the article of the Building Act about the ‘road according to the Building Act’ to mediate the interest conflicts between the owner of a land to be developed and one of a land to be used. In addition, the decision has the significance that it has provided the specific permission criteria to those who are practically in charge of building permit.

도로소음공해와 도로하자책임에 관한 연구

정광정(Joung Kwang-Jeong) 한국법학회 2004 법학연구 Vol.17 No.-

This study treated injury remedies caused by road noise pollution in the course of the use of roads. A road as a public possession has high commonality and public character as much as it is essential for road users. On the other hand, it is the fact that the road neighboring residents are facing injury from road noise pollution induced by the 3rd party's road use. But basically a human being has the right to enjoy more pleasant and convenient life and a nation is responsible for it. Accordingly, a nation should compensate for the injury. In that case, what injury should be compensated for? Based on the above, the reparation for injury caused by an installation and operation defect of a structure namely, a road can be an example. The installation and operation defect of a road until now means the harm to safety which should be prepared by a road in general. That is to say, it is limited to a defect of a road itself. But the defect of road noise pollution should not be restricted to a road itself but it can be a defect exceeding the permissible limit based on that of the road neighboring residents due to the commonality of a road. Namely, If not permissible, the sufferers should be remedied. As a right remedy method due to this issue involved problems, points and road pollution, the noise related lawsuits of Japan and our country have been studied. And next, in order to see the defect of road noise pollution not as a material defect of a road itself which has a public character but as the road noise pollution as a road defect, a public use defect theory is demanded, In addition, a principle of law to charge a road with commonality with the defect responsibility is necessary, It should be decided after consideration whether the injury of the neighboring residents due to the occurrence of the noise pollution by unspecific variouos person's use of a road can be permissible and whether injury prevention measures to prevent its injury were taken. Furthermore, a principle of law regarding defect responsibility was discussed to find a way how to handle the transferred residents who moved in after the occurrence of noise pollution. The methods to harmonize the national health right and the public character of a road should be reinforced. Through this, this study tried to clarify the installation and operation scope of a road and responsibility about the road noise pollution which is supposed to be raised in this study.

도시규모별 도시부 도로의 특성

임성한,류승기 충북연구원 2007 지역정책연구 Vol.18 No.1

Road classification is an essential part of design criteria of roads. This study is to classify roads by factor analysis. To accomplish the objectives, factor analysis is performed for classifying roads using the traffic data observed at the permanent traffic count points in 2005. A total of 9 variables are applied : AADT, K factor, D factor, heavy vehicle proportion, day time traffic volume proportion, peak hour volume proportion, Sunday factor, vacation factor, and COV. The results of factor analysis show that variables are divided into two factors, which are the factor related to the fluctuational characteristics of traffic volume and the factors related to heavy vehicle and directional volume characteristics. According to the results of cluster analysis, 361 permanent traffic count points are categorized into such three groups as type I for recreational roads, type II for rural roads, type m for urban roads respectively. Traffic characteristics are analyzed to verify the results, and each of the roads is discriminated. Lastly, rural roads are divided by population size to analyze characteristics of urban roads by urban size.

道路建設(도로건설)로 인한 被害(피해)의 法(법)的 救濟(구제)를 위한 小考(소고)

이상천 ( Sang Cheon Lee ) 한양대학교 법학연구소 2014 법학논총 Vol.31 No.2

Road building is destined to take the following steps. Which is enumerated in order as step of basic planning of road building, step of road line decision, step of road zoning decision, step of taking road sites to road zoning decision, step of construction of road building, and finally step of declaration of using road. It is true that road works sometimes positively and sometimes negatively. The construction of road building hurts our living environment. Thus we need the legal way of deterring road construction according to every step during building road. Firstly, it is a way of deterring road construction that every decision to the step of road building situation should be tested thoroughly. By that the road building could not go ahead. The above administrative decisions have the character of discretion, but something which should be taken into consideration in making decision should be taken into consideration and vice versa. If not so, we should say that the decision have the failure in procedure and it can be cancelled via objection. Secondly, it matters which of the two would be suitable for deterring road construction, ‘suspension of execution’ or ‘provisional injunction’. When road zoning decision precedes construction of road building, it would be legally impossible to block road building entirely. For the effect of administrative act should not be deterred by way of civil law. Meanwhile we could apply for provisional injunction due to the problems occurred during road building, which doesn’t hurt the effect of administrative act. But in case of constructing road before road zoning decision, the deed of road building is purely just an action in fact by civil law but an administrative act. So we should say that it is entirely suitable for provisional injunction. In this case the construction of road building should be thoroughly tested because it didn’t pass the gate of scaling between public interests and private interests. Thus unlikely in common cases ‘onus probandi’ should be converted to the authority concerned in that case. The authority concerned should have the burden of proof that the road building doesn’t hurt civil’s private interests in natural circumstances or living circumstances. And the public interests due to deterring the road building should be included to the interests which is protected by provisional injunction. In the end, it is necessary to take preventive action by legislation. It is highly recommended that every step according to administrative works should be taken to control administration more efficiently. By taking preventive action by legislation, it could spread its application area to the sphere of action in fact like road building. By that it contributes to having the authority concerned take serious action in planning to construct roads etc. And by that it contributes to enhancing the realization of the public interests and civil interests etc.

지방부 도로 야간 주행 시 도로의 광환경에 따른 운전자의 곡선부 인지능력 변화 분석

조원범,김도경 한국도로학회 2020 한국도로학회논문집 Vol.22 No.4

PURPOSES : The purpose of this study is to analyze the impact of the level of the light-environment and the driver's visual ability on the change in the driver's perception of a forward curved section at night. The study also aims to identify factors that should be considered to ensure safety while entering curved sections of a road at night. METHODS : Data collected from a virtual driving experiment, conducted by the Korean Institute of Construction Technology (2017), were used. Logistic regression was applied to analyze the effects of changes in the light-environment factors (road surface luminance and glare) and the driver’s visual ability on a driver's perception of the road. Additionally, analysis of the moderated effect of visual ability on light-environment factors indicated that the difference in drivers’ visual abilities impact the influence of light-environment factors on their perception. A driver's ability to perceive, as a response variable, was categorized into 'failure' and 'success' by comparing the perceived distance and minimum reaction sight distance. Covariates were also defined. Road surface luminance levels were categorized into 'unlit road surface luminance' (luminance ≤ 0.1 nt) and 'lit road surface luminance' (luminance > 0.1 nt), based on 0.1 nt, which is the typical level observed on unlit roads. The glare level was categorized as 'with glare' and 'without glare' based on whether the glare was from a high-beam caused by an oncoming vehicle or not. The driver's visual ability level was categorized into 'low visual ability' (age ≥ 50) and 'high visual ability' (age ≤ 49), considering that after the age of 50, the drive’s visual ability sharply declines. RESULTS : The level of road surface luminance, glare, and driver's visual ability were analyzed to be significant factors that impact the driver's ability to perceive curved road sections at night. A driver's perception was found to reduce when the road surface luminance is very low, owing to the lack of road lighting ('unlit road luminance'), when glare is caused by oncoming vehicles ('with glare'), and if the driver's visual ability level is low owing to an older age ('low visual ability'). The driver's ability to perceive a curved section is most affected by the road surface luminance level. The effect is reduced in the order of glare occurrence and the driver's visual ability level. The visual ability was analyzed as a factor that impacts the intensity of the effect of change of the light-environment on the change of the driver's ability to perceive the road. The ability to perceive a curved section deteriorates significantly in 'low visual ability' drivers, aged 50 and above, compared to drivers with 'high visual ability,' under the age of 49, when the light-environment conditions are adverse with regard to the driver’s perception (road surface luminance: 'lit road surface luminance'→'unlit road surface luminance,' glare: 'without glare'→'with glare'). CONCLUSIONS : Supplementation, in terms of road lighting standards that can lead to improvements in the level of light-environment, should be considered first, rather than the implementation of restrictions on the right of movement, such as restricting the passage of low visual ability or aging drivers who are disadvantageous in terms of gaining good perception of the road at night. When establishing alternatives so that safety on roads at night is improved, it is necessary to consider improving drivers' perception by expanding road lighting installation. The road lighting criteria should be modified such that the glare caused by oncoming traffic, which is an influential factor in the linear change in perception, and the level of light-environment thereof are improved.