• Title/Summary/Keyword: 버스정류장

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Visual Preference Factor Analysis for the form of bus stop shelter (버스정류장 쉘터 형태의 시각적 선호요인 분석)

  • 유상완;온순기
    • Archives of design research
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    • v.16 no.4
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    • pp.405-412
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    • 2003
  • This research investigated the preference factor which has an effect on the forms of bus stop shelter in order to grasp the visual preference factor, which is necessary for planning and designing of bus stop shelter centering around user, starting with the question of the research regarding that a shelter is preferred by what kind of factor when the environmental conditions are regular. This research examined the relation between visual preference and preference factor which has an effect on it with Multiple Regression Analysis after evaluating visual preference for shelter form by user as applying of scoring system of Interval Scale. The result of the factor analysis by visual evaluation for the form of bus stop shelter through the said research result will have an great effect on the design of bus stop shelter centering around its user. Therefore, this research result will give a knowledge which is necessary for the plan and the installation of bus stop shelter, and contributes to shelter design and bus stop promotion which can maximize the satisfaction of user. As well, concerning the management of bus stop facilities, it will give useful guidelines for planning strategically the shelter management centering around user. In particular, It is estimated that the preference factor analysis by visual evaluation of the mass transportation user in daily life will be the cardinal point for bus stop plan.

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버스 운영 최적화에 관한 연구 -운행간격, 정차시간, 정류장 간격 및 버스 보유대수 등을 중심으로-

  • 이승헌;전경수
    • Proceedings of the KOR-KST Conference
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    • 1998.10b
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    • pp.465-465
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    • 1998
  • 버스운영에 관한 최적화 모형에는 총 시스템 비용의 최소화 모형과 사회적 편익의 극대화 모형이 있다. 이들 모형들은 해석적 방법에 의해서 특정 이상화된 문제를 연구했다. 특정 필요조건들을 충족시키면서 최적 버스크기, 서비스 빈도, 보유대수를 결정하려고 애썼다. 그러나 실제 버스의 운행시간은 정류장의 지체시간과 승객의 수요에 따라 변화하고 승객의 비용추정시 접근시간을 현실적으로 고려하지 못해 버스 운영의 비효율성을 초래하기 쉽다. 본 연구의 목적은 시간대별로 이용자와 운영자의 비용의 합으로 구성된 총 교통 모형을 최소화는 모형을 구축하는 것이다. 본 논문에서는 기존의 문헌에서 충분히 고려하지 않은 정류장 간격에 따른 이용자의 접근시간과 버스가 정류장에 들어가고 나올 때의 감·가속으로 인한 지체와 승객의 승·하차로 인한 지체를 고려한 버스의 정류장 정차시간을 기존의 모형에 추가시켜서 운행간격, 버스정류장의 정차시간, 정류장 간격 및 보유대수를 결정하는 방법을 제안했다. 아울러 실제 서울시에서 운행되고 있는 시내버스 노선에 대해 사례분석을 통해서 본 모형을 실제 적용해보고 기존의 운영비용과 비교하고 본 모형의 유효성을 검증할 예정이다.

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A Quantitative Analysis of Effects on Enhancing Bus Shelter Infrastructure: Focusing on Contingent Valuation Method by an User's Satisfaction Survey (버스정류장 시설 개선의 정량적 효과 분석: 이용자 만족도 조사 기반 CVM을 중심으로)

  • Kyuhyuk Kim;Myounggyu Kim;Nayeon Kim;Heesoo Kim;Tai-jin Song
    • The Journal of The Korea Institute of Intelligent Transport Systems
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    • v.23 no.2
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    • pp.89-105
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    • 2024
  • Bus stop improvement conveys users their usability. It is essential that transportation jurisdictions should identify quantitative effects of a bus stop improvement to invest effectively and expand consistently. Nevertheless, there is currently no research to estimate the quantitative effect on bus stops improvement. In this study, the willingness to pay and the benefit-cost ratio for the bus stops improvement were estimated through a contingent valuation method based on user satisfaction. It was found that the bus stop improvement located in urban areas can achieve high-cost benefits, and it in suburban areas has a great impact on improving the quality of life of local residents. The results of this study will be used as a basis for expanding the bus stop facility improvement project.

A Method for Locating Bus Stops Considering Traffic Safety at Signalized Intersections (교통안전을 고려한 신호교차로 버스정류장 설치방법에 관한 연구)

  • Lee, Jung-Hwan;Kwon, Sung-Dae;Park, Je-Jin;Ha, Tae-Jun
    • KSCE Journal of Civil and Environmental Engineering Research
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    • v.31 no.4D
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    • pp.527-538
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    • 2011
  • Currently, the only established criteria is on the location of bus stops on principal roads where uninterrupted flow mainly occurs. There are no clear guidelines on any method to locating bus stops considering the characteristics of bus operation and pedestrians. If the location or exterior of a bus stop is inappropriate, road users including bus drivers and pedestrians will be caused serious dangerous and inconvenience. In this study, the research below was performed in order to propose rational criteria for the location of bus stops integrated with or separated from speed-change lanes at signalized intersections considering smooth traffic flow and the characteristics of bus operation and pedestrians as well as traffic safety : First, the appropriate length of each of the near-side and far-side bus stops was calculated by categorizing bus stops to be constructed into those integrated with speed-change lanes and those separated from speed-change lanes. Secondly, the appropriate length of each of the bus stops divided into near-side bus stops and far-side bus stops and integrated with or separated from speed-change lanes was selected by considering the characteristics of pedestrians. Thirdly, whether the construction locations of bus stops were appropriate or not was determined based on the appropriate length of bus stops integrated with or separated from speed-change lanes, which was calculated and selected by considering traffic flow and the characteristics of pedestrians and considering traffic safety. The method for locating bus stops considering traffic flow, the characteristics of pedestrians, and traffic safety will be able to help suggestion criteria of bus stop and the location of safe and pleasant bus stops.

Determination of the Required Minimum Spacing between Signalized Intersections and Bus-Bays (신호교차로와 버스정류장간 이격거리 산정에 관한 연구)

  • 하태준;박제진;임혜영
    • Journal of Korean Society of Transportation
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    • v.20 no.4
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    • pp.73-82
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    • 2002
  • The influence of bus stops near signalized intersections is one of the important factors which cannot be negligible in the analysis of the capacity of signalized intersections. Absence of consideration of bus bay can reduce capacity and increase the time that the stop of buses block other traveling vehicles. This influence is reflected by the bus blockage adjustment factor in KHCM, but the factor does not consider the course of each bus passing the intersection. Particularly, left turn buses have more influence on the capacity than the other buses and require the minimum length of the road for lane changes. All the existing criteria can apply only to arterial roads on which mostly traffic flows are continuous. And the criteria. which can determine the optimum location and the minimum distance between a signalized intersection and a bus bay, is not prepared and the related study is insufficient. Therefore, a theoretical formula is derived in this study being based on the theories which are avaliable to apply to the situation of signalized intersections.

Types of Smart Bus Stop and Their Impacts on Reducing Fine Dust Concentrations in Seoul (스마트버스정류장 유형에 따른 미세먼지 농도 저감효과)

  • Seo, Jeongki;Kim, Hyungkyoo
    • Land and Housing Review
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    • v.12 no.3
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    • pp.39-50
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    • 2021
  • This research aims to provide guidelines with the appropriate type of smart bus stop to reduce the concentration of fine dust. To this end, we divided smart bus stops into two types: closed and open bus stops. The estimated reduction effect was compared and analysed by measuring the estimated PM10 and the estimated PM2.5 at five locations inside and outside a smart bus stop located in Gangnam gu, Seoul. The effect of reducing the amount of the fine dust concentration in external space was insignificant for both types of bus stops. The different effect of reducing the concentration of the amount between in internal space was relatively significant: the fine dust concentration was 26.0 ㎍/m3 for PM10 and 20.2 ㎍/m3 for PM2.5 at open-type bus stops; whilst was 2.4 ㎍/m3 for PM10 and 1.8 ㎍/m3 for PM2.5 at closed type bus stops. Based on the findings, a closed type bus stop is recommended when considering the cost of reducing fine dust. In addition, due to the ineffectiveness of reducing the amount of fine dust from the outside of the bus stop, additional provision of smart bus stops is required particularly in locations where demand exceeds the capacity of the inside. A clear definition of smart bus stop and it's minimum standard should also be considered.

A Study on the Factors Affecting the Stopping Time and Punctuality of Bus Stop: A Case of Bus Stop by Roadside Bus Only Lane (버스 정류장 정차시간 및 정시성에 영향을 미치는 요인에 관한 연구: 가로변 버스전용차로의 정류장을 중심으로)

  • JANG, Jae-Min;LEE, Young-Inn;LEE, Keun
    • Journal of Korean Society of Transportation
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    • v.35 no.3
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    • pp.234-246
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    • 2017
  • The Seoul metropolitan government introduced the bus information systems, bus rapid transit to increase travel speed and punctuality but still suffer from insufficiency. This paper delivers a study verifying the external factors at near the bus stops. The dependent variable was set to the standard deviation of (1) travel time and (2) travel time to and from the bus stop in this study. The independent variables were set to (1) the number of routes, (2) traffic volume by bus type, (3) the number of bus bays, (4) the possibility of passing, (5) the distance to crosswalks and intersections, and (5) the presence of residential road. The results showed that the most significant factors included the link section speed, number of bus bay, distance to crosswalk, and the possibility of passing.

A Study on Passengers' Travel Characteristics at Bus Stops on Seoul Ring Expressway (서울외곽순환고속도로 버스정류장 승하차 및 환승통행실태)

  • Lee, Soongbong;Baek, Seungkirl;Kim, Jiyoon;Choo, Sang Ho
    • Journal of Korean Society of Transportation
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    • v.33 no.2
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    • pp.170-181
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    • 2015
  • This study explores passengers' travel characteristics at six bus stops on the Seoul Ring Expressway using smart traffic card data. Based on the characteristics, political strategies to improve bus facilities on expressway are suggested. Firstly, among them two bus stops of Guri and Uiwang-Cheonggye have higher transfer rate of passengers, 37.56% and 36.9% of the total intercity (red) bus passengers on the expressway, respectively. Secondly, Uiwang-Cheonggye bus stop has the highest transfer rate, and Guri bus stop has also higher transfer rate and the highest on-and-off passengers. It implies that both bus stops need to be prioritized for improving bus stop facility, access roads, and connection facility between the bi-directional stops. Thirdly, Guri (down) bus stop has relatively longer waiting time for transfer, thus shorter bus headways running the bus stop should be considered. Lastly, most passengers using both stops come to and from Bundang-gu in Geongnam City. Overall, the results of this study would be helpful for transport planners to develop effective bus route policies and bus operation.

Determination of the Optimal Bus-stop Location and Headway of Bus Rapid Transit Using Bus-stop-based O-D Data (급행버스 노선의 정류장 위치 및 배차간격 결정에 관한 연구 (노선별 정류장간 O-D 자료를 활용하여))

  • Cho, Hye-Jin;Lee, Young-In
    • Journal of Korean Society of Transportation
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    • v.23 no.7 s.85
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    • pp.63-74
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    • 2005
  • When we introduce the BRT systems, it is very important to decide the operating factors, such as bus-stop locations or headway. If the factors are inappropriate, unessential expenses for the operator and users of the bus line may be caused, and it leads increase of social total cost. So, it is necessary that we consider users' origin and destination of each bus line when we set location of bus-stops and the optimal headway. Meanwhile, Smart Card System was introduced of fare collection for the Public Transportation Reform in Seoul last year. This new card system makes it possible to store up the information about bus operating and passenger's trip link. With these substantial information. we can estimate bus-stop-based O-D table. So, in this thesis, it was studied a systematic methodology to find the optimal location and headway for skip-stop bus system (as a type of first step for BRT). The proposed methodology in this thesis is expected to be useful to effect analysis or setting operating factors for skip-stop bus system in each bus line.

Mitigation of Insufficient Capacity Problems of Central Bus Stops by Controlling Effective Green Time (유효녹색시간 조정을 활용한 중앙버스정류장 용량 부족 완화 방안 연구)

  • Koo, Kyo Min;Lee, Jae Duk;Ahn, Se Young;Chang, Iljoon
    • The Journal of The Korea Institute of Intelligent Transport Systems
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    • v.21 no.1
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    • pp.35-50
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    • 2022
  • After the introduction of the central bus lane system, bus traffic was prioritized. This resulted in improved trust from bus users. However, the low capacity at the central bus stop reduces traffic speed and punctuality. In addition, physical constraints are inevitable because the construction of central bus lanes and bus stops considers the city's road geometry. Therefore, this study attempted to optimize the effective green time of the traffic signal system at the entrance and exit of the central bus stop to remedy its insufficient operational capacity. The Transit Capacity and Quality of Service Manual and Korea Highway Capacity Manual were used as the analysis methodologies. The number of stop areas for central bus stops to be built was determined by excluding variable physical factors, and field survey data collected from nine randomly selected central bus stops currently installed in Seoul were used. A scenario analysis was conducted on the central bus stops with insufficient capacity by adjusting the effective green time, and the capacity of the central bus stop was set as the dependent variable. According to the results, 26.7 percent of the central bus stops with insufficient capacity can solve the problem of insufficient capacity. Therefore, the results of this study can be verified by improving the operation level, and it can be effective even if the number of central bus stops calculated by engineering is not guaranteed during the planning stage of the central bus stop. As the number of central bus stops is expected to increase further as the number of central bus stops increases, it is necessary to improve the number of central bus stops. Therefore, it is hoped that the results presented in this study will be used as basic data for the improvement plan at the operational level before introducing the physical improvement plan.