• Journal of KIISE:Computing Practices and Letters
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• v.6 no.2
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• pp.196-205
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• 2000

As the number of cars is suddenly increasing, the number of cars on road exceeds the capacity of the road. In order to disperse the stream of traffic, there are many approaches for calculating the degree of congestion using traffic monitoring camera, and analyzing the velocity or the number of moving objects. Since those methods use background image, it is necessary to prepare the proper background image. In this paper, we proposed the algorithm to calculate the degree of congestion without background image. We perform DCT to the road image to obtain the edge information of cars, and then use it for calculating the degree of congestion.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.1
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• pp.1-8
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• 2017

In this study, a congestion assessment was conducted to verify seasonal differences in congestion for major coastal traffic routes and fairways in major ports with GICOMS Data for 7 days without issuing a special weather report. As a result, a maximum of 11 % and 82 % are shown, with an average of 3.5 % and a 30 % seasonal difference for hourly average congestion and peak time congestion. Therefore, seasonal differences for the target area should be taken into consideration to perform further congestion assessments, particularly for maritime traffic safety assessments, and keen attention should be given to setting up safety measures against congestion.

• Journal of Korean Society of Transportation
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• v.32 no.4
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• pp.357-368
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• 2014

So far, land use-transportation models have been used exclusively for numerical analysis. A recent theoretical endeavor now enables us to derive the first-order derivative of the model's welfare function with respect to policy variables. I extend this methodology into the institutional setting where toll revenues are recycled through labor income tax. In this setting, the first-order derivative is composed of (1) the increase in welfare due to reduced congestion, and (2) the decrease in welfare due to interaction with the existing labor income tax. This result coincides with existing theory in the non-spatial model.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1D
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• pp.49-58
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• 2006

The purpose of this study is to develop transportation-sensitive land use densities in a metropolitan context. It analyses traffic impacts according to 20 different development density scenarios in the downtown Seoul, and estimates the density ceiling. The results identify that the transportation-wise sustainable density in the downtown can be extended up to the FAR level of 460% with an option of 2,000 won congestion charge levied on the downtown area. It also finds that the region-wide sustainability measured by congestion level can be improving as the level of congestion charge increases. Without the congestion charge, however, the density ceiling slides down to 430%. It is recommended that, in order to bring in higher density developments in the region, transportation demand management (TDM) measures are indispensible.

• Proceedings of the Korean Society of Broadcast Engineers Conference
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• 2019.11a
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• pp.9-10
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• 2019

서울시 첫 번째 경전철인 우이신설선은 2017년 9월 개통 이후 대중교통 불모지인 서울 동북부지역의 중요한 교통축을 담당하고 있다. 일평균 약 8만 명이 이용하는 우이신설선은 통행시간의 획기적인 개선과 지역 활성화에 기여하는 등 긍정적 효과가 있으나 개통 2주년이 지난 현재 출퇴근시 혼잡도 문제가 심화되는 등 대시민 서비스 측면에서의 쟁점도 제기되고 있다. 본 논문은 우이신설선 사례를 기반으로 서울시 경량전철 통행특성을 분석하고 첨두시 혼잡원인을 파악하여 계획단계부터 혼잡도를 고려한 시설설계 개선방안 등을 제시하였다. 통행특성 및 혼잡원인 분석은 우이신설선을 통과하는 개별 카드데이터를 활용하였으며, 더 나아가 카드데이터의 특성을 고려한 열차 내 혼잡도 산정 알고리즘을 연구·개발하였다.

• Journal of Korean Society of Transportation
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• v.17 no.5
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• pp.69-78
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• 1999

This paper defines the reliable based route choice Principle and formulates the reliability based equilibrium traffic assignment using the Principle. The reliability is defined as the difference of travel demand and capacity using the interference theory of the system engineering. An efficient solution a1gorithm based on Frank-Wo1fe algolithm is Presented to calculate and compare the reliability based traffic assignment with conventional travel time based assignment using small and large scaled road networks. The results show that reliability based traffic assignment converges to equilibrium solution in a reasonable computing time. The equilibrium link flows between reliability and travel time based traffic assignment differ each other in the sense that reliability based assignment is assigned based on the maximum difference of travel demand and link capacity whilst travel time based is assigned on the shortest travel time.

• Journal of the Korean Society of Marine Environment & Safety
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• v.23 no.2
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• pp.153-160
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• 2017

It may be reasonable to consider density per unit area over time rather than analyze traffic volume, which is simply the traffic volume per unit of time, in assessing the maritime traffic congestion of a certain area. This study contributes to the standardization of maritime traffic congestion assessment methods for the maritime traffic safety diagnosis institute while seeking a new method to minimize evaluation error due to converted traffic volume per ship tonnage level. To solve this problem, a method to evaluate maritime traffic congestion by comparing the area occupied by a vessel with the area of its route using vessel identification data from the Automatic Identification System (AIS) has been proposed. In this new model, it is possible to use actual data due to the development of information and communication technology, reducing conversion error while allowing for the evaluation of maritime traffic congestion by route.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.4
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• pp.381-388
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• 2018

This study proposes marine traffic volume estimation method considering ship speed, a factor excluded from the existing method. Ten days of GICOMS marine traffic data from Pyeongtaek and Dangjin ports was applied to this study. As a result, converted traffic volume with the proposed estimation method showed an increase of 4.41 (${\pm}0.99$) times or decrease of 0.59 (${\pm}0.04$) at most, compared with the existing estimation method. Average marine traffic congestion for each time applying the proposed estimation method showed an increase of 1.43 (${\pm}0.10$) compared with the existing estimation method. The maximum marine traffic congestion for each time was 1.62 (${\pm}0.34$) times higher compared with the existing estimation method. Marine traffic peak time, defined as the highest point of marine traffic congestion, was evaluated to be different from that of the existing method because of distribution of vessel speed. In conclusion, considering ship speed is necessary when estimating marine traffic volume to produce a practical estimate of marine traffic capacity.

• Journal of the Korean Society of Marine Environment & Safety
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• v.25 no.5
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• pp.527-534
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• 2019

Several types of mathematical analysis methods are used for port waterway risk assessment based on marine traffic volume. In Korea, a marine traffic congestion model that standardizes the size of the vessels passing through the port waterway is applied to evaluate the risk of the waterway. For example, when marine traffic congestion is high, risk situations such as collisions are likely to occur. However, a scientific review is required to determine if there is a correlation between high density of maritime traffic and a high risk of waterway incidents. In this study, IWRAP Mk2(IALA official recommendation evaluation model) and a marine traffic congestion model were used to analyze the correlation between port waterway risk and marine traffic congestion in the same area. As a result, the linear function of R2 was calculated as 0.943 and it was determined to be significant. The Pearson correlation coefficient was calculated as 0.971, indicating a strong positive correlation. It was confirmed that the port waterway risk and the marine traffic congestion have a strong correlation due to the influence of the common input variables of each model. It is expected that these results will be used in the development of advanced models for the prediction of port waterway risk assessment.

• Journal of Korean Society of Transportation
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• v.18 no.2
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• pp.91-101
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• 2000

The optimal congestion charge in transportation economics corresponds to the solution to the welfare maximization Problem for users of a certain road link where congestion takes Place. This congestion charge is in nature the optimal Price of the transportation facility, which is derived by the Partial equilibrium analysis on that facility. Therefore it is not certain that this congestion charge can maximize the well-being of all the users of the total transportation network, since the analysis does not count the impact of the congestion charge on traffic volumes of other links. This study suggests an alternative approach to estimate the optimal congestion charge. The key difference of this study from Previous ones is to derive the solution through the general equilibrium analysis on a market where several transportation facilities as well as Private goods are available to consumers. This approach shows a set of solutions a little different from the Previous one, which are explained below. The optimal congestion charge is derived for two different cases. One is the situation of which the congestion charge is levied on every transportation facility In this case, the optimal solution of each facility should equate the marginal utility of every user to the marginal cost of the corresponding facility. This analysis result in general equilibrium coincides with the Previous analysis result in partial equilibrium. However this result cannot apply to another case of which the charge is imposed only on a certain transportation facility. In this case, the optimal charge on a certain transportation facility should be less than the optimal congestion charge of partial equilibrium analysis.