• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.38 no.6
• /
• pp.991-999
• /
• 2018

In urban areas, the proportion of railway traffic in public transport is increasing. The congestion situation is repeated as the passengers concentrate on station and transfer facilities and the inconvenience of the passengers is increasing in terms of safety and convenience. Therefore, the importance of estimating the appropriate area of the station has been emphasized. The area estimation formula used in the metropolitan railway stations currently is a partial modification of the area estimation formula of Japan in the 1970s. It does not reflect changes in the social and cultural environment and patterns of passengers. The technical basis for major decision variables is insufficient. Therefore, the theoretical basis of the area estimation formula and the pedestrian environment satisfaction of the design guideline of metropolitan railway stations were analyzed in order to suggest improvement formula. The improved area estimation formula was verified by conducting field surveys on 5 stations of metropolitan railways and 15 stations of urban railways. The existing area estimation formula is LOS E grade for the main space. However, the LOS D grade is implemented when the improved area estimation formula is applied. Based on the results, the design factors for the area estimation formula are suggested.

• Journal of Korean Society of Transportation
• /
• v.34 no.6
• /
• pp.499-509
• /
• 2016

The pedestrian traffic flow has more complicated microscopic features than vehicular traffic flow. Without any designated lanes or any guidance, pedestrians naturally move and change their routes in two dimensional domain with ease. Thus the assessment of pedestrian comfort level should be considering the microscopic features of pedestrian flow. This study is aimed at developing pedestrian comfort criteria based upon pedestrian flow simulation model. This study suggests three criteria to determine pedestrian comfort level; the deviation of route, the acceleration of walk, and the number of collision. Each criterion, which can address the unique walking patterns of pedestrian flow, is represented as each different function with respect to traffic flow rate. The criteria can be the additional indicators to determine the level of service of pedestrian flow together with traffic flow rate and walking speed.

• Journal of Korean Society of Transportation
• /
• v.27 no.1
• /
• pp.191-200
• /
• 2009

This study develops composite indicators that is capable of estimating QOS (Quality of Service) of pedestrians by enhancing estimation for Level of Service in present transporting spaces for pedestrians that merely concerns quantitative indicators such as pedestrian flow rate, pedestrian stoppage. This paper conducts survey questionnaire to collect data. It utilizes AHP(Analytic Hierarchy Process) and ANP(Analytic Network Process). The main results show that: first, ANP is better analytic methods than AHP due to the fact that pedestrians feel repetition when they judge level of service. Second, qualitative factors such as pedestrian behaviors, maintenance, scenary for pedestrians and environments should be considered. Importance of qualitative factors is higher in residential area than other areas. I expect that using qualitative indicators and quantitative indicators is appropriate in order to estimate pedestrians' QOS.

• Journal of the Korean Association of Geographic Information Studies
• /
• v.20 no.3
• /
• pp.67-79
• /
• 2017

Increasing transportation dependence on the metro system has lead to the convenience of passengers becoming as important as the transportation capacity. In this study, a pedestrian simulator has been developed that can quantitatively assess the pedestrian environment in terms of attributes such as speed and distance. The simulator consists of modules designed for 3D indoor map authoring and algorithmic pedestrian modeling. Module functions for 3D indoor map authoring include 3D spatial modeling, network generation, and evaluation of obtained results. The pedestrian modeling algorithm executes functions such as conducting a path search, allocation of users, and evaluation of level of service (LOS). The primary objective behind developing the said functions is to apply and analyze various scenarios repeatedly, such as before and after the improvement of the pedestrian environment, and to integrate the spatial information database with the dynamic information database. Furthermore, to demonstrate the practical applicability of the proposed simulator in the future, a test-bed was constructed for a currently operational metro station and the quantitative index of the proposed improvement effect was calculated by analyzing the walking speed of pedestrians before and after the improvement of the passage. The possibility of database extension for further analysis has also been discussed in this study.

• Journal of Korean Society of Transportation
• /
• v.28 no.3
• /
• pp.75-84
• /
• 2010

South Korea is seeking for a solution to the problems of traffic congestion and environment: the increase of bicycle use. However many people feel that using a bicycle is inconvenient. Therefore, we developed bicycle level of service model from the user's perspective so that the existing bicycle roads can be evaluated and improved. The purpose of this paper is to develop a bicycle level of service (LOS) model by considering user's satisfaction and multiple factors that affect bicycle LOS. Bicycle LOS criteria is estimated by applying an ordered probit model, which is suitable for research relating to choice. In addition, we determine the bicycle LOS using three-level(A-C) LOS structure from the user position considering the satisfaction level that people can distinguish clearly. The results show that the bicycle LOS is largely determined by the bicycle road width. Other factors are involved as well, including bicycle road type, the number of access and egress point on the bicycle road corridor, pedestrian volume, and frequency of meetings.

• Journal of Korean Society of Transportation
• /
• v.20 no.1
• /
• pp.91-99
• /
• 2002

The purpose of in this paper is to estimate the capacity and to suggest the level of service for pedestrian walkway. To estimate the pedestrian walkway capacity, Pedestrian density and speed were collected at the walkways in the subway station and the sidewalks. The simple linear repression of pedestrian density and speed models were developed for the relationships between the pedestrian flow rate and the pedestrian speed. The analysis results are as follow : First. the ranges of capacity for walkway were found minimum 106p/m/m and maximum 126p/m/m. The capacity of walkway was suggested to 106p/m/m for 2001 KHCM. Second, it found that the range of the critical speeds were between 40m/minute and 43m/minute and the range of the critical densities were between 2.65 p/$m^2$ and 2.85 p/$m^2$. Third, the range of level of service are similar to that of the 2,000 US HCM. This study suggests that occupancy, density and speed at Los E use 0.38$m^2$/p, 2.6 p/$m^2$ and 40m/minute respectively.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.19 no.6
• /
• pp.26-36
• /
• 2020

The use of existing macroscopic research of pedestrian behavior on the walking link as data is limited in determining an individual pedestrian's moving route and the level of service. In macroscopic studies, it is difficult to make quantitative indices, such as pedestrian flow rate, occupied space, density, and speed for determining the level of service on pedestrian roads. Therefore, the microscopic pedestrian route is required to establish appropriate pedestrian policies. In this study, the Yeok-Sam subway station network was examined using a micro-simulation VISSIM, which was then calibrated and validated statistically. The Pedestrian Road's Level of Service of Yeok-Sam subway station area was evaluated using the pedestrian speed as the evaluating index on the Korean highway capacity handbook.

• Journal of the Korean Society of Physical Medicine
• /
• v.15 no.4
• /
• pp.145-153
• /
• 2020

PURPOSE: This study compares the effects of HUBER rehabilitation and general rehabilitation treatment on the coordination, balance, and walking ability of stroke patients. METHODS: This study enrolled 38 randomized stroke patients, and data was collected for 6 weeks. All participants were randomly assigned to either the experimental group (n = 19) or control group (n = 19). The experimental group were administered Huber rehabilitation and general rehabilitation treatment. The control group was given only general rehabilitation treatment. Both treatments were conducted for 30 minutes during each training session, 3 training sessions per week, for 6 weeks. The coordination, balance, and walking ability were evaluated before and after the intervention, to compare the intergroup and intragroup changes. RESULTS: Change in the right LOS (limit of stability) (p < .001) and forward LOS (p < .02) following intervention were significantly greater in the experimental group than in the control group, but no significant group difference was observed between left LOS (p > .1) and backward LOS (p > .2). Alterations in coordination (p < .02) and TUG (p <. 05) were significantly greater after intervention in the experimental group than in the control group. CONCLUSION: These findings suggest that HUBER rehabilitation is effective in improving the coordination, balance, and walking ability in stroke patients. To strengthen and validate the results of this study, future studies related to HUBER rehabilitation are required.

• Journal of the Korea Convergence Society
• /
• v.11 no.5
• /
• pp.253-260
• /
• 2020

This study was performed to evaluate the effects of Visual feed-back ankle training combined with Ankle joint Functional electrical stimulation on balance, gait ability on patient with Chronic Stroke. A total of 22 chronic stroke patients were divided into VFAF Group, CON group. Each group performed 60 minutes a day 5 times a week for 8 weeks. VFAF group revealed significant differences in balance and gait ability as compared to the CON groups(p<.05). The exercises were conducted for 60 min per day, five, per week for eight weeks. Balance and gait ability were examined at 0 week and after 8 weeks of intervention. Our results showed that VFAF was more effective on balance ability and gait ability in chronic stroke patients. We suggest that this study will be able to be used as an clinical intervention data for recovering balance and gait ability in chronic stroke patients.

• The Journal of Korean Institute of Communications and Information Sciences
• /
• v.42 no.4
• /
• pp.889-891
• /
• 2017

Visible light communication technology, which is a communication using LED lighting, is defined by IEEE 802.15.7 WG and active research is under way. Visible light communication is advantageous not only to avoid interference with existing RF communication but also to provide location based service through accurate positioning by utilizing LOS (Line of Sight) characteristic. Therefore, it is very easy and efficient to locate and track the user's location. In this paper, we implemented a visible light communication transceiver using USB interface for easy application to portable devices. It supports the mobility of mobile devices through internet protocol and showed BER performance of less than $10^{-3}dBm$ at over 1m, which is the height of lighting and smart device during walking.