• Journal of Korean Society of Transportation
• /
• v.24 no.4 s.90
• /
• pp.43-53
• /
• 2006

Pedestrian countdown signals were newly introduced to make Pedestrians feel more comfortable and safer in crossing the streets This Paper analysed pedestrian walking-speed through a before-after behavior study Data was collected from 22 sites. and the total number of pedestrians was 19,800. The results showed that the average Pedestrian walking-speed of existing pedestrian signal, an inverted triangle countdown signal and a numeric countdown signal were 1.44, 1.39 and 1.42m/sec. The difference between the three methods was statistically significant. The results showed that the distribution of the walking-speed of existing signal. an inverted triangle countdown signal and a numeric countdown signal were statistically Erlang(0.117, 10) distribution. Weibull(1.17, 3.72) distribution and Gamma(0.137, 8.18) distribution at 95% confidence level.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.21 no.4
• /
• pp.18-29
• /
• 2022

Since the operation of an reft-turn actuated signal driven mainly by vehicles may increase the waiting time for walking, this signal causes inconvenience or stress to pedestrians. Therefore, in this study, the change in waiting time for walking before and after the application of an reft-turn actuated signal and the stress on the pedestrians were investigated through a questionnaire. The investigation showed that the waiting time for walking increased by 37% during non-peak time. Also the waiting time for walking of 62.1% of pedestrians became longer and 78% of them were stressed because of it. Meanwhile, simulation(VISSIM) showed that the vehicle travel speed slightly decreased to 1.07km/h(a 2.5% decrease), and the average waiting time for walking decreased by 15.51sec(a 28% decrease) with a pedestrian priority actuated signal. Therefore, it is expected that the pedestrian priority actuated signal can reduce the waiting time for walking and relieve pedestrian stress.

• Journal of Korean Society of Transportation
• /
• v.18 no.4
• /
• pp.41-50
• /
• 2000

신호교차로에서 맨 우측차로의 대부분이 우회전 공용차로로 사용되는데 도로용량편람에서 우회전이 불가능한 보행자 횡단시간 비율$(f_c)$은 공용차로의 용량을 결정하는 우회전보정계수$(f_{RT})$의 산정시 중요한 요소가 된다. 그러나 이에 대한 국내의 연구는 미미하여 연구의 필요성이 있다고 생각된다. 본 연구는 유입부의 직진신호시간을 위주로 교차방향 횡단보도 내의 보행자수와 우회전차량의 통과여부를 촬영하여 분석하는 방법으로 진행되었으며, 우회전 차량이 교차도로의 보행자 횡단시간에 보행자와의 상충으로 우회전하지 못하는 시간 비율을 산정함에 있어서 횡단보도의 보행자수에 따라 우회전 차량의 통과율을 구하고 이로부터 횡단보도 보행신호시간동안에 우회전이 불가능한 시간비율을 산정했다. 연구결과는 우회전이 불가능한 시간비율이 시간당 보행자수(양방향)가 500인/시~1,500인/시로 변할 때 0.78에서 0.94사이의 값을 가지며 한국도로용량편람에서 제시한 값 0.3에서 0.9보다는 대체로 큰 것으로 나타났다. 따라서 한국용량편람에서 얻은 우회전차로의 용량은 과대 평가되는 경향이 있다.

• Journal of Korean Society of Transportation
• /
• v.24 no.5 s.91
• /
• pp.57-66
• /
• 2006

This paper presents new pedestrian signal timings considering pedestrian demand Pedestrian characteristics, and land use which were obtained by Pedestrian characteristics field survey and pedestrian signal operation survey. Pedestrian signal timings suggested were compared to the existing pedestrian signal timings by using real field data. pedestrian characteristics field survey was conducted to collect pedestrian crossing speed data and reaction time data. Sixteen areas in Seoul were selected for the data collection. The average pedestrian crossing speed was 1.30m/sec and the 15th Percentile speed was 1.11m/sec. The average reaction time was 2.24 seconds. Pedestrian crossing speed differs by land use, road width. pedestrian age, sex, and number of Pedestrians. Reaction time also differs by road width, pedestrian age, and number of pedestrians. Statistical testing was performed to secure reliability of the collected data.

• Proceedings of the KOR-KST Conference
• /
• 1998.10b
• /
• pp.408-408
• /
• 1998

교통신호기는 다양한 교통통행에 우선권을 부여하는 교통안전시설물로서, 교통소통과 안전에 지대한 영향을 끼치는 매우 중요한 통제시설이다. 그러나 현행 부적절한 신호기 설치로 차량 교통의 흐름을 방해하거나 교통사고를 증가시키는 경우가 있다. 본 연구는 교통안전시설실무편람에 제세된 9가지 신호기 설치준거 중 보행자 신호기 설치 준거에 대하여 국내도로상황 및 보행자 특성에 맞는 새로운 설치준거를 제시하는데 목적이 있다. 교통운영 측면에서 보면, 보행자 신호기는 보행자가 도로를 횡단하는데 적절한 간격을 찾을 수 없을 때 인위적으로 횡단간격을 만들어 주기 위한 교통제어시설이다. 따라서 보행자가 횡단보도에서 최대로 대기할 수 있는 시간을 기준으로 설치 여부를 결정하는 것으로 가정하고, 보행자가 보도상에서 기다릴 수 있는 최대한도 대기시간은 단일로상의 무신호 횡단보도에 교통신회가 설치되었을 경우 한 주기에서 녹색시간을 감한 시간으로 가정할 수 있다. 무신호 횡단보도 현장조사를 통하여 보행자 횡단행태, 횡단보행속도, 보행자 대기시간 등을 분석하였다. 차량의 간섭에 의한 보행자 회단간격과 차량 교통량과의 관계를 도출하고, 보행자 간섭에 의한 차량 교통량과 보행자 교통량과의 관계를 도출하였다. 결론적으로 차로수별로 차량 교통량과 보행자 교통량 상관관계에 의한 신호기 설치, 설치고려, 미설치 영역을 구분하여 보행자 신호기 설치준거(안)을 제시하였다.

• Journal of Korean Society of Transportation
• /
• v.19 no.3
• /
• pp.7-18
• /
• 2001

The pedestrian signal systems operating presently could provide more time for the pedestrian to cross the street than the previous system, but it would increase the cycle length and cause longer delays at the signalized intersections. For instance, more than 80% of traffic signals would have to have the cycle length increased by 10sec in Daegu Metropolitan areas. Therefore. the purpose of this study is to propose a pedestrian traffic signal time that not only maintains the safety of the pedestrian but also reduces the traffic cycle length. The proposed pedestrian signal time is set to enable enough time for the elderly to cross and the flashing time is set low enough to deter the ordinary person. This new pedestrian signal time can reduce the traffic cycle length at intersections and prevent the Pedestrian crossing during flashing time. In addition to the flashing green should be changed to flashing red to warn the pedestrian he should not begin crossing as opposed to the flashing green which suggest he could cross. In this study, the speed of 1.1m/sec and 0.85m/sec are applied to the new proposed signal time for normal and elderly person respectively after analyzing data collected at Daegu Metropolitan area.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.19 no.3
• /
• pp.14-27
• /
• 2020

Pedestrian deaths account for a high percentage of deaths in traffic accidents in Korea, raising interest in pedestrian safety policy. However, since the walk signal time is applied based on the length of the crosswalk without considering the walker and the signal cycle, the walk waiting time is relatively longer than the crosswalk, causing pedestrian jaywalking. In this study, due to an unreasonable signal time plan during a road crossing where a signal is installed, the pedestrian's walk signal was given twice a cycle of crossings, and the operational and safety effects of the signal system were quantitatively and qualitatively analyzed, and the operational effects of the signal interval and jaywalking rate were assessed by different signal intervals. The results showed that jaywalking and waiting time decreased, and the shorter the interval between the application of the walk signal time, the less jaywalking is analyzed. However, there is a risk of vehicle conflict due to pedestrian exposure, and measures for expanding safety for operation were proposed.

• Journal of the Korean Applied Science and Technology
• /
• v.37 no.2
• /
• pp.206-213
• /
• 2020

The purpose of the study was to compare the differences among phases accoring to the gait time on the heel height during gait, investigate the effect on ROM of the lower limb on gait time. Ten female college students in their 20s participated in the study, and variables were calculated through 3D gait analysis on height of heel. As a statistical method, one-way ANOVA was performed for the differences between the three heel heights, and multiple regression analysis was performed to determine the effect of gait time on the ROM. As a result of the study, phase 2, the higher the heel, the longer the gait time, but phase 3, the higher the heel, the shorter the gait time. As a result of analyzing the effect of gait time on the ROM of the lower limb, in phase 2, the greater the ROM for the ankle and knee joint in 1 cm, and for the ankle joint in 5 cm, the longer the gait time. In phase 3, the greater the ROM for the hip joint in 1 cm, the longer the gait time, and the smaller the ROM for the ankle joint in 10 cm, the longer the gait time. Therefore, in the case of high-heeled shoes, it is suggested that the control of the ankle joint is important.

• Journal of Korean Society of Transportation
• /
• v.26 no.1
• /
• pp.181-190
• /
• 2008

This study intended to provide the inherent characteristics of weak pedestrian including walking speed and perception-reaction time and to propose pedestrian signal timing models considering those characteristics. To collect the relevant data, field studies were conducted in virtual crosswalk environments. Walking speed were found to be 0.63 m/s and 0.57 m/s for children and the elderly, respectively. However, the elderly had higher perception-reaction time than children. By considering these characteristics, two pedestrian signal timing models were developed. Sensitivity analysis results showed that the models can produce reasonable ranges of pedestrian signal time. The data in this paper can be used for future references, and the mobility of weak pedestrian may be improved by applying the models suggested in this paper.

• 한국ITS학회:학술대회논문집
• /
• v.2007 no.10
• /
• pp.111-117
• /
• 2007