본 연구의 목적은 도농복합시의 최적 도로공급 지표를 결정하는데 있어 효율적인 방법론을 제시하고, 평가하는데 있다. 기존문헌 및 연구결과 고찰 결과 도농복합시 는 기존의 도시지역과 지방지역이 동시에 존재하고 있기 때문에 그 특성 또한 기존 과 상이하므로 기존에 주로 이용되어온 국토계수를 이용한 도로공급지표 등을 적용 하는 것은 타당하지 않다고 판단하였다.
특히, 기존 도로공급지표들은 도농복합시의 도로공급지표로서 활용하기에는 첫째, 교통량과 관련되지 않은 도로공급지표, 둘째, 실현 불가능한 도로공급지표, 셋째, 부 적절한 비교지표의 적용, 마지막으로 도로공급지표의 비합리성등의 문제점들이 도 출되었다.
따라서 본 연구에서 제시하는 도농복합시의 도로공급지표의 결정을 위한 방법론 은 이용자 체감형 도로정비 목표 달성을 위한 도로공급량을 1차 도로공급지표로 설 정하고, 여기에 통과교통량 처리를 위한 광역도로를 추가로 공급함으로서 도로공급 지표를 확정하였다. 마지막으로 계획기간내 조달가능한 도로예산과 확정된 도로공 급지표를 달성하기 위한 사업비를 비교하여 조달가능한 예산범위내에서 도로공급지 표를 최종적으로 결정하는 과정을 거치도록 하였다.
본 연구에서는 이와 같은 방법론을 적용하여 경기도 화성시를 대상으로한 사례연 구를 실시하였다. 사례연구를 위한 시나리오 설정은 세가지로 하였는바, 시나리오 1은 2015년까지 현재 확정된 계획만 반영시로 다음 시나리오의 준거 시나리오가 된다. 또한, 시나리오 2는 새로운 방법론을 적용할 경우로 도로정비 목표를 거의 달성할 수 있는 최소한의 네트워크를 추가할 경우이며, 기존 방법론을 적용하여 2015년까지 도로정비기본계획의 네트워크 전부 추가한 경우를 시나리오 3으로 설 정하여 효과를 분석하였다.
분석결과, 준거 시나리오 1에 이용자 체감형 도로정비 목표를 달성할 수 있도록 도로망을 추가하는 시나리오 2가 시나리오 3에 비해 효과적임을 밝혔다.
The purpose of this study is to suggest on efficient method to decide the optimum highway-network supply index for the Urban-Rural Consolidated City and evaluate it. Related Act and regulation were for the literature review and domestic and foreign valuation of highway-network supply index were studied. And existing literature of evaluation and practical use of Urban-Rural Consolidated City and highway-network supply index were organized. As a result, since urban area and rural area were exited together in the urban-rural consolidated city, the characteristic was different from the former. There for it seemed inappropriate to apply former highway-network supply index using land index.
Road situation of urban-rural consolidated city in Gyeonggi-do was compared and analyzed to understand highway network supply situation and problems. And highway-network supply index of the Urban-Rural Consolidated city was reviewed. But there occured several problems to use it as a highway-network supply index. First, highway-network supply index that was not considering traffic volume. Second, unfeasible highway- network supply index. Third, application of inappropriate comparison index. And lastly, irrationality of the highway-network supply index.
So, the method suggested in this study was to set the 1st highway-network supply index for the goal of road maintenance and improvement for end-user. And broad highway was supplied for control traffic volume so that the highway-network supply index could be settled. Lastly, the road budget that was available during the planned period and business cost to realize the fixed highway-network supply index were compared to process the settlement of the highway-network supply index in the scope of the budget supportable.
Especially, as there could be a limitation for end-user to feel the improvement according to road maintenance and improvement and it meaned planning goal for end-user to feel the improvement according to road maintenance and improvement rather than road supply for administrative convenience. For example, plan like "set-up highway-network that enables passing close city and district in one hour, and average speed should be over 40km/h" would make it easy for citizens to recognize the goal.
In this study, Hwaseong-si, of Gyeonggi-do was the object and case study was carried out using the concept of appropriate highway-network supply index. Three scenarios were set up for the case study.
The 1st scenario was the authority scenario that would apply the present fixed plan until 2005. The 2nd scenario was the case of new method application that could get close to the goal of road maintenance and improvement with minimum network added. In the 3rd scenario, case of adding whole network of road maintenance and improvement plan until 2015 was analyzed using former method.
As a result, in the 1st scenario that is the authority scenario of 2015, the rate of under 40km/h passing speed was 51.5%, the rate of over 60 minutes in the internal city travel time was 43% and highway-network supply index 703.6km (1,978 roads·km) was deduced. And in the 3rd scenario, the rate of under 40km/h passing speed was 28.4%, the rate of over 60 minutes in the internal city travel time was 13%,and highway-network supply index 853.3m (2,653 roads·km) was deduced.
As to the benefit/cost of the opening year(2015) according to operation, the the 2nd scenario (0.4397) showed a bit higher than the 3rd scenario(0.4338). So, the 2nd scenario that added the highway-network supply to 1st scenario to get the goal of road maintenance and improvement for end-user, was turned out to be more effective than other substitution.
In this study, the concept of set-up highway-network supply volume through the road maintenance and improvement for end user was introduced to suggest appropriate highway-network supply index. This appropriate highway-network supply index has significant meaning since it is feasible and rational highway-network supply index considering traffic volume.