• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.1
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• pp.213-221
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• 2014

Since 2005, when "The Mobility Enhancement for the Mobility Impaired Act" was enacted, special transport systems(SPS) has been introduced by each responsible local entity. For its efficient operations and service enhancements, a clear understanding of travel patterns of SPS users is required. Yet we currently have a very limited understanding about them due to a lack of necessary data. This study represents an attempt to provide a better understanding of SPS user's travel patterns with the data generated by Gyeongsangnam-do SPS Call Center. The data include the number, time and day of calls, origins and destinations of callers, types of callers' impairement etc. The data thus allow one to analyze users' travel patterns, including area-wide O-D patterns. There were a number of interesting findings. For example, wheelchair users are only about 42% and the trips are made mostly on non-peak daytime periods. The results are expected to provide a helpful information not just for Center's SPS operations, but for other local entities that are interested in developing similar call centers as well. By refining the SPS system, periodic patterns of callers could be identified in the future.

• Proceedings of the Korean Information Science Society Conference
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• 2010.06a
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• pp.38-39
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• 2010

수도권 대중교통 이용자는 2004년 서울시의 대중교통 체계 개편에 따라 교통 카드를 사용하여 버스와 지하철을 이용하게 되었다. 교통 카드를 사용하는 각 승객의 승차와 하차에 관한 데이터가 하나의 트랜잭션으로 구성되고, 하루 천만 건 이상의 트랜잭션들로 구성된 대용량 교통카드 트랜잭션 데이터베이스가 만들어지고 있다. 대중교통을 이용하는 승객들의 승차와 하차에 관한 여러 정보를 담고 있는 교통카드 트랜잭션 데이터베이스에서 유용한 패턴이나 정보를 탐사해내는 연구가 계속 진행되고 있다. 이런 연구 결과는 수도권 대중교통 정책을 입안하는데 중요한 기초 자료가 되고 수도권 승객들에게 대중교통을 보다 잘 이용할 수 있는 정보로 제공된다. 교통카드 이용률은 2006년 79.5%, 2007년 80.3%, 2008년 81.6%로 점차적으로 증가하고 있다. 대용량의 교통카드 트랜잭션 데이터베이스에 대한 연구를 살펴보면 하루 동안의 교통카드 트랜잭션 데이터베이스에서 순차 패턴을 탐사하는 알고리즘을 연구하였고[1], 승객들의 통행 패턴에 대한 분석연구를 확장하여 일 년에 하루씩 2004년에서 2006년까지 3일간의 교통카드 트랜잭션 데이터베이스로부터 승객 시퀀스의 평균 정류장 개수와 환승 횟수 등을 연도별로 비교하였다[2]. 수도권 지하철 시스템의 특성에 관한 연구로는 네트워크 구조 분석이 있었고[3], 승객의 기종점 통행 행렬(Origin-Destination trip matrix)에 의한 승객 흐름의 분포가 멱함수 법칙(power law)임을 보여주는 연구가 있었고[4], 지하철 교통망에서 모든 링크상의 승객들의 흐름을 찾아내는 연구가 있었다[5]. 본 논문에서는 교통카드 트랜잭션 데이터베이스에서 지하철 승객들의 통근 패턴을 탐사해내는 방법을 연구하였다. 수도권 지하철 네트워크에 대한 정보를 입력하고 하루치의 교통카드 트랜잭션 데이터베이스에 연구된 방법을 적용하여 8가지 통근 패턴들을 탐사해내고 분석하였다. 탐사된 패턴들 중에서 많은 승객들이 지지하는 출퇴근 패턴에 대해서는 시간대별로 승객수를 그래프로 보여주었다.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.2 no.3
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• pp.33-41
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• 1982

Development is given for an analytical approach that can investigate parameters characterizing road network geometry. A grid transportation network having a hierarchy structure is considered on a homogeneous and isotropic urban plane in which trip origins and destinations are uniformly dispersed and the trip length distribution is independent of the location of the origin. The object is to find the optimal spacings between urban arterials so as to minimize the sum of travel and construction costs, subject to the hypothesis that a trip assignment follows the Wardrop's first principle. The proposed approach is not the genera method for determining an efficient network layout, but can be used as basic concept for generating and evaluating urban road network alternatives. Given an O-D table and cost estimates the approach is able to outline at least in a qualitative sense the optimal spacings of urban arterial roads.

• Journal of Korean Society of Transportation
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• v.32 no.4
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• pp.303-314
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• 2014

This study develops a $CO_2$ emissions estimation method, which considers different O/D travel patterns and through traffic volumes, in different regions for $CO_2$ emissions management in the field of transportation. In the research, O/D and network data provided by the Korea Transport Database (KTDB) Center are used as basic data. The results show that the total emission was similar to the Metropolitan's total emission which was estimated by KTDB (2009). With the analysis focusing on Gyeonggi-do, the results show that $CO_2$ emission from through traffic volumes was greater than $CO_2$ emissions of the Intra-Regional in southern regions; By contrast, $CO_2$ emissions of the Intra-Regional was greater than that from through traffic volumes in northern regions. Therefore, the $CO_2$ emissions management needs to be segregated into local government and nation with each travel pattern.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.1
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• pp.93-103
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• 2019

In metropolitan cities have been reorganizing the routes of the city buses periodically due to changes in the spatial structure and traffic pattern and the lack of supply due to new developments. However, there is a lack of system to comprehensively evaluate the routes. Even if the evaluation index is not clearly defined, it may not be reasonable. Therefore, it is difficult to set the improvement direction when the bus route is reorganized. In this study, the existing evaluation indexes were reviewed and further investigation was conducted on the problematic indexes. In particular, the degree of curvature has been used as a very important index in the evaluation of the route system, but the existing curvature based curvature has a limitation in considering the traffic characteristics of individual users. For this purpose, a virtual city bus network was set up and the degree of curvature was calculated and compared based on the point - based curvature and stopping point based on individual user O/D. In this study, it is considered that more efficient and practical analysis and evaluation are possible in the evaluation of the city bus route system through the curvature considering the individual user O/D based on the stopping point. It is expected that it will be used at the time of reorganization of city bus route performed by individual local governments in the future.

• Proceedings of the KOR-KST Conference
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• 2002.02a
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• pp.17-42
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• 2002

전통적인 OD조사에 의한 OD추정의 여러 문제점들로 인해 링크관측교통량과 기존OD를 결합해 OD를 추정하고자 하는 연구들이 제시되고 있다. Yang(1995)은 일반화최소자승법을 풀기 위한 IEA와 SAB 알고리즘을 제시하였다. 그러나 두 알고리즘의 문제점은 첫째 실제 OD를 알기가 어렵기 때문에 기존 OD를 중요한 추정기준으로 설정한다는 것으로, 이러한 추정의 종속성으로 인해, 기존 OD와 실제 OD의 차이가 큰 경우 정확한 해를 도출하지 못한다. 두 번째 문제는 통행패턴 추정시 선형근사화를 가정하기 때문에 게임이론적 측면에서 전제로 설정한 완전한 Stackelberg 상황을 구현하지 못한다는 것이다. 이러한 문제점을 피하기 위해서는 기존 OD나 관측교통량의 오차에 일관적인 해도출 기법이 필요하다. OD추정 문제는 본질적으로 비선형이고 비볼록하여 전역해 탐색기법이 필요하기 때문에 전역최적화가 가능한 유전알고리즘을 이용한 OD추정모형(GAM)을 개발하였다. 사례네트워크 분석결과, GAM은 기존 OD의 오차에 대해 크게 종속적이지 않으며 OD구조가 변하는 경우에도 추정이 가능하여, 일반적으로 실제 OD를 알 수 없는(기존OD의 오차가 어느 정도인지를 알 수 없는) 도시부 네트워크에서 신뢰성있는 추정력을 보였다. 또한 기존 OD 추정모형은 비교적 용이하게 차종별로 관측할 수 있는 링크교통량을 차종구분 없이 단일차종으로 이용함으로써, 정보의 손실을 초래하여 결과적으로 모형의 추정력을 저하시켰다. 그렇지만 다차종 링크관측교통량으로부터 다차종 OD 추정연구는 거의 없었으며, 그 결과가 단일차종에 대한 추정결과와 어떻게 다른지에 대한 연구도 전무하였다. 본 연구에서는 유전알고리즘을 이용한 OD 추정모형을 다수단 OD 추정모형(GAMUC)으로 확대하였다. 사례 분석 결과 단일차종 OD추정기법은 심각한 추정오류를 범할 수 있으며, 그 적용성도 낮다는 것을 보였다. 다차종 OD 추정기법이 단일차종 OD 추정기법보다 양호한 추정력을 보였으며, 다차종 기법 중에서는 GAMUC가 IEAMUC보다 우수한 추정력을 보였다.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.14 no.6
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• pp.37-49
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• 2015

In Space Syntax, the greater the degree of integration between separate links, the greater the links' accessibility from the target network. As such, planning pedestrian walks so that links with high degrees of integration are connected, or else inducing high integration value land use are both valid options. The travel distribution model reflects how walking demand, or more specifically, the pedestrian, partakes in route choosing behavior that minimizes select criteria, notably level of discomfort, as measured using travel distance and time. The model thus demonstrates travel patterns associated with demand pertaining to minimization of discomfort experienced by the pedestrian. This research introduces a method that integrates Space Syntax and the pedestrian travel distribution model. The integrated model will determine whether regions with high degrees of integration are actually being used as pivots for pedestrian demand movement, as well as to explain whether the degree of integration is sustained at an appropriate level while considering actual movement demand. As a means to develop the integrated model, a method that combines display of the visibility of the space syntax network and road-divided links is proposed. The pedestrian travel distribution model also includes an alternative path finding mechanism between origin and destination, which allows for uniform allocation of demand.

• Journal of Korean Society of Transportation
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• v.23 no.1
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• pp.93-102
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• 2005

An Origin-Destination (O/D) is considered as one of the important information in route choices and trip assignments. A household interview survey is deemed to be the traditional and the most widely used method in making sample O/D and its conversion to the total O/D. Some researchers have studied to estimate dynamic O/D from the relationship between link volumes and trip assignment model. Nowadays, owing to the recent rapid spread of cellular phones. Location information of the cellular phone through the Base Station(BS) is considered as an alternative to O/D estimation. In this study, the methodology of generating BS-based O/D and the methodology of converting this O/D into an administrative district-based O/D are proposed. The information of GPS positions and cellular BS positions have acquired by establishing GPS equipment and cellular phone on taxies in Cheongju. Three weeks data are collected and used in estimating O/D by matching them on a digital map. Scatter diagram and sample correlation coefficients are used to investigate the similarity of the GPS-based O/D pattern among weeks, among days, and among times in day. The results show that there are few significant differences among weeks. But there is a difference in O/C pattern between weekday and weekend. Furthermore, there is a difference between morning peak and afternoon peak. Two methodologies are proposed to convert BS-based O/D into an administrative district-based O/D. The first one is to use the distribution pattern of GPS coordinates, the other is to use the coverage area of the BSs. To validate such converted O/D, GPS O/D is used as a true value. The statical analyses through scatter diagram, MAE and RMSE shows that there is few significant defference of pattern between the estimated BS-based O/D and GPS O/D. In the case of using only cellular information, the methodology using coverage area of the BSs is recommended for estimating O/D.