지원사업
학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
커뮤니티
연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
초록· 키워드
오류제보하기
The purpose of this study is to formulate selection criteria and evaluation methods for planning scenic roads or designating existing roads as scenic roads. For this purpose, this study defines the scenic roads and classify the types of scenic roads, and derives scenic roads fit for the situation of Korea by analyzing the inside and outside of the country cases.
In addition, this study examines road planning techniques that take into account roadside environment and landscape, and suggests facilities necessary for scenic roads. Furthermore, it proposes how to design, operate and manage scenic roads in Gyeonggi?do for efficient and systematic scenic road projects.
The definition of a scenic road made in this study is ‘a road, which is not just for travel or access but is itself the purpose of driving, and the value of which is enhanced through the preservation of environment around the road or the installation of artificial facilities.’ In addition, the scope of scenic roads includes not only roads with visible natural features and artificial facilities but also those with historic values, monumental meanings, or connections to famous tourist attractions. It is because although it is important to preserve and refine existing resources we may transform roads with relative poor resources into scenic roads through continuous efforts. Furthermore, this is to induce efforts to manage and preserve environment by designating several scenic roads as a theme and maximizing the synergy effect rather than managing or operating individual scenic roads separately. Scenic road planning and design starts from selecting roads for preserving landscape and minimizing damage of natural environment. In addition, the value of scenic roads is enhanced through installing convenience and safety facilities for users, designing and installing road facilities in a way of maximizing the visibility of landscape resources, etc.
In order to promote rational scenic road selection and evaluation, we used AHP (Analytic Hierarchy Process), one of multi ?criteria decision making methods. Evaluation items in the first stage were the value of landscape around the road, the value of landscape inside the road, the characteristic of the road, and the operation of the road, and those in the second stage were history/culture, natural environment, artificial facilities, leisure elements, connection to tourist resources, the formative characteristics of the road, nighttime landscape, functionality, safety, visibility, preparation of legal systems, and the managing institution’s operational ability. Evaluation items in the third stage were historic cultural assets, local lifestyle, the basic properties of the road, observation facilities, convenience facilities, the frequency of traffic accidents, and traffic congestion. The weights of these items were derived from a questionnaire survey of specialists.
The overall weight was 0.382 for the value of landscape around the road, 0.154 for the value of landscape inside the road, 0.269 for the characteristics of the road, and 0.196 for the operation of the road. According to specialist group, the urban specialist group gave a weight of 0.507 to the value of landscape around the road, 0.175 to the value of landscape inside the road, 0.146 to the characteristics of the road, and 0.172 to the operation of the road, showing that they attached high importance to the value of landscape around roads. On the contrary, the traffic specialist group gave a weight of 0.252 to the value of landscape around the road, 0.119 to the value of landscape inside the road, 0.434 to the characteristics of the road, and 0.195 to the operation of the road, showing that they attached high importance to the characteristics of roads. In other words, this suggests that the results of scenic road evaluation may be different according to what specialist group evaluates scenic roads.
In addition, this study examines road planning techniques that take into account roadside environment and landscape, and suggests facilities necessary for scenic roads. Furthermore, it proposes how to design, operate and manage scenic roads in Gyeonggi?do for efficient and systematic scenic road projects.
The definition of a scenic road made in this study is ‘a road, which is not just for travel or access but is itself the purpose of driving, and the value of which is enhanced through the preservation of environment around the road or the installation of artificial facilities.’ In addition, the scope of scenic roads includes not only roads with visible natural features and artificial facilities but also those with historic values, monumental meanings, or connections to famous tourist attractions. It is because although it is important to preserve and refine existing resources we may transform roads with relative poor resources into scenic roads through continuous efforts. Furthermore, this is to induce efforts to manage and preserve environment by designating several scenic roads as a theme and maximizing the synergy effect rather than managing or operating individual scenic roads separately. Scenic road planning and design starts from selecting roads for preserving landscape and minimizing damage of natural environment. In addition, the value of scenic roads is enhanced through installing convenience and safety facilities for users, designing and installing road facilities in a way of maximizing the visibility of landscape resources, etc.
In order to promote rational scenic road selection and evaluation, we used AHP (Analytic Hierarchy Process), one of multi ?criteria decision making methods. Evaluation items in the first stage were the value of landscape around the road, the value of landscape inside the road, the characteristic of the road, and the operation of the road, and those in the second stage were history/culture, natural environment, artificial facilities, leisure elements, connection to tourist resources, the formative characteristics of the road, nighttime landscape, functionality, safety, visibility, preparation of legal systems, and the managing institution’s operational ability. Evaluation items in the third stage were historic cultural assets, local lifestyle, the basic properties of the road, observation facilities, convenience facilities, the frequency of traffic accidents, and traffic congestion. The weights of these items were derived from a questionnaire survey of specialists.
The overall weight was 0.382 for the value of landscape around the road, 0.154 for the value of landscape inside the road, 0.269 for the characteristics of the road, and 0.196 for the operation of the road. According to specialist group, the urban specialist group gave a weight of 0.507 to the value of landscape around the road, 0.175 to the value of landscape inside the road, 0.146 to the characteristics of the road, and 0.172 to the operation of the road, showing that they attached high importance to the value of landscape around roads. On the contrary, the traffic specialist group gave a weight of 0.252 to the value of landscape around the road, 0.119 to the value of landscape inside the road, 0.434 to the characteristics of the road, and 0.195 to the operation of the road, showing that they attached high importance to the characteristics of roads. In other words, this suggests that the results of scenic road evaluation may be different according to what specialist group evaluates scenic roads.
목차
제1장 서론
제2장 경관과 도로
제3장 경관도로 만들기
제4장 경관도로의 평가 및 선정방법
제5장 결론 및 정책제언
참고문헌
부록 (설문조사지)
ABSTRACT
연구요약
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