@article{oai:uec.repo.nii.ac.jp:00009193,
 author = {天野, 和洋 and AMANO, Kazuhiro and 前田, 宗宏 and MAEDA, Munehiro and 中村, 泰広 and NAKAMURA, Yasuhiro and 清, 雄一 and SEI, Yuichi and 大須賀, 昭彦 and OHSUGA, Akihiko},
 issue = {2},
 journal = {土木学会論文集D3（土木計画学）, Journal of Japan Society of Civil Engineers, Ser. D3 (Infrastructure Planning and Management)},
 month = {},
 note = {中山間地域における豊かな暮らしを支えるため，近年，1車線改良や2車線改良，局部改良を弾力的に組合せた1.5車線的道路での整備が可能になった．建設工事においても，一時的な大型車の増加に対応する上で1.5車線的道路が有効となるが，交通量の多い区間では，待避所の位置や延長を設定するために労力や時間を要する交通シミュレーション等による検討を繰り返す必要があった．本稿では，繰り返し検証の省力化と待避所の最適配置を視野に，狭隘区間と待避区間の評価指標を定式化して交通シミュレーションとの比較を行った．両者の平均絶対誤差は，平均待ち時間で4.8秒，平均必要待避区間長で3.3mとなり，本指標の妥当性を確認できた．今後，最適化手法と組合せることで，待避区間の最適配置と迅速で効果的な整備計画の策定が可能になると考える．, In hilly and mountainous areas, it is available to construct roads of 1.5 lanes which are flexible combinations of single-lane, 2-lane and local road improvements in recent years. In construction works, 1.5 lanes are effective for temporary traffic of large-size vehicles. However, if traffic is heavy, it is complicated to decide appropriate passing places with using traffic simulations repeatedly. Therefore, we developed a new evaluation method for passing and no passing sections, and compared it to the results of a traffic simulator. The mean absolute errors of both results are 4.8 seconds for average waiting time and 3.3m for average passing space, which are very small values. To combine the method with optimization techniques, it will be possible to design for optimum arrangement of passing sections and effective maintenance plans.},
 pages = {124--134},
 title = {1.5車線的道路整備における待避区間の最適配置に向けた評価手法の検討},
 volume = {73},
 year = {2017},
 yomi = {アマノ, カズヒロ and マエダ, ムネヒロ and ナカムラ, ヤスヒロ and セイ, ユウイチ and オオスガ, アキヒコ}
}