• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.189-194
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• 2009

Transfer impedance is one of the most critical factors decreasing the competitive power of public transportation. Therefore, it is necessary to improve transfer impedance of KTX and rail station users in order to increase the usage of public transportation. Important factors influencing transfer decisions include exterior walking distance, interior walking distance, steps, and escalators. However, their comparative impedances are different. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in KTX and rail stations and calculated transfer impedance on major KTX and rail stations in Korea. The study results show that the addition of one escalator decreases travel time by one to three minutes. The calculated transfer impedance based on bodily sensational transfer time in this study can be utilized as objective criteria to compare transfer conditions of different KTX and rail stations and to prioritize them for facility improvement. The calculated transfer impedance also can be used as facility guidelines for designing a new transit center.

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.217-227
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• 2008

The purpose of this research is the estimation of a transfer ratio according to transfer time reflecting passenger attributes such as sex, age, income, job, the car ownership, and other variables with the assumption that a transfer ratio would be different depending on each passenger attribute. This research tested transfer time through a question-survey, estimated transfer time according to the passenger attributes using a data sample, and presented some applicable models about marginal transfer time for the case of the determination of transfer ratios according to transfer time. In this research the sample which had been surveyed for passengers walking to access a transfer station was used to test and estimate and the question was present walking time to the transfer time and the marginal transfer walking time.

• Journal of Korean Society of Transportation
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• v.18 no.6
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• pp.111-124
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• 2000

본 연구에서 다루고자 하는 문제는 서비스시간 제약을 갖는 도시부 복합교통망에서의 기종점을 잇는 합리적인 최단경로를 탐색하고자 하는 것이다. 서비스시간 제약은 도시부 복합교통망에서의 현실성을 보다 더 사실적으로 표현하지만 기존의 알고리즘들은 이를 고려하지 않고 있다. 서비스시간 제약은 환승역에서 여행자가 환승차량을 이용해서 다른 지점으로 여행할 수 있는 출발시간이 미리 계획된 차량운행시간들에 의해 제한되어지는 것이다. 환승역에 도착한 여행자는 환승차량의 정해진 운행시간에서만 환승차량을 이용해서 다른 지점으로 여행할 수 있다. 따라서 서비스시간 제약이 고려되어지는 경우 총소요시간에는 여행시간과 환승대기시간이 포함되어지고, 환승대기시간은 여행자가 환승역에 도착한 시간과 환승차량의 출발이 허용되어지는 시간에 의존해서 변한다. 본 논문에서는 이러한 문제를 해결할 수 있는 링크기반의 최단경로탐색 알고리즘을 개발하였다. Dijkstra 알고리즘과 같은 전통적인 탐색법에서는 각 노드까지의 최단도착시간을 계산하여 각 노드에 표지로 설정하지만 제안된 알고리즘에서는 각 링크가지의 최단도착시간과 각 링크에서의 가장 빠른 출발시간을 계산하여 각 링크의 표지로 설정한다. 제안된 알고리즘의 자세한 탐색과정이 간단한 복합교통망에 대하여 예시되어진다.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.35-42
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• 2009

One of the problems we face up at the time of planning or improving a transportation transfer facility is which modes and how close we have to put together. The goal here is to keep the connecting transportation mode as close as possible to the prime transit mode, so people travel a minimum transfer path, a distance from one mode to another. Too much a physical separation between modes will limit, even with an intensive improvement of the component links, the level of service of a transfer path as a whole. This study defined a transfer path as the whole stretch of the distance from an arrival point of one mode to the departure point of the connecting mode. The transfer path was divided into three typical segments as side walk, stairways, and indoor corridors. Preference surveys were made for each of these segments, resulting in relative resistance. The sum of individual segments weighted with the relative resistance will make a transfer resistance of the path, which in turn constitutes a transfer utility function together with the overall satisfaction score obtained by the interview survey. The transfer utility function has been utilized to evaluate the transfer distance between modes.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.2
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• pp.1-12
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• 2016

This paper is to analyze characteristics of transfer trips and to identify impacts of land use on them. Using the smart transport card data of Seoul on a weekday in April 2013, we explored general characteristics of the transfer trips such as spatial and temporal distributions, transfer types, and geographical patterns of transfer trips. Then, the multiple regression model for the transfer trips was developed, considering land use as well as socio-economic variables as explanatory ones. For the characteristics of the transfer trips, their ratio to the total trips accounts for 26.7%. Nearly 87% of the trips are one-time transferred, and 64.7% are bus-subway transfer trips. In addition, the transfer trips are more likely to appear nearby subway stations and business facilities. The regression model indicates that land use variables such as the floor areas of business facilities and department stores and mixed land use index significantly positively affect the transfer trips. Our results can be used as basic data for choosing feasible locations of multi-modal transfer centers in urban areas.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.2D
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• pp.99-103
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• 2010

It is necessary to improve transfer impedance of express bus terminal users in order to increase the usage of public transportation. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in express bus terminal and calculated transfer impedance on major express bus terminals in Korea. The study results show that the addition of 100 meter exterior walking distance increases 3 minute travel time, 100 meter interior walking distance increases 5 minute travel time, 100 stairways increase 13 minute travel time, and escalators decreases 3 minute travel time. The calculated transfer impedance based on bodily sensational transfer time in this study can be utilized as objective criteria to compare transfer conditions of different bus terminals and to prioritize them for facility improvement. The calculated transfer impedance also can be used as facility guidelines for designing a new transit center.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1D
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• pp.11-15
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• 2010

It is necessary to improve transfer impedance of Urban Rail Station station users in order to increase the usage of public transportation. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in Urban Rail Station stations and calculated transfer impedance on major Urban Rail Station stations in Korea. The study results show that the addition of 100 meter exterior walking distance increases 2 minute travel time, 100 meter interior walking distance increases 3 minute travel time, 100 stairways increase 4 minute travel time, and escalators decreases 1 minute travel time. The calculated transfer impedance based on bodily sensational transfer time in this study can be utilized as objective criteria to compare transfer conditions of different Urban Rail Station stations and to prioritize them for facility improvement. The calculated transfer impedance also can be used as facility guidelines for designing a new transit center.

• Journal of Korean Society of Transportation
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• v.18 no.4
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• pp.19-30
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• 2000

The purpose of the Paper is to estimate values of transfer related variables on route choices of subway users in Seoul. Four attributes were estimated affecting route choices, i.e. in-vehicle time, transfer time, number of transfers and existence of escalators. Stated preference and revealed preference techniques were used to estimate these values. The values of transfer related variables can be shown by in-vehicle time equivalents. One minute of transfer is 1.5∼2 times one minute of in vehicle times one time of transfer is 10∼15 times, and the existence of escalator is 2∼8 times. Women generally show stronger impedance than men and the elder does than the younger. Working, commuting and educational trips show stronger impedance than others too.

• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.155-162
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• 2009

The recent increase of light rail construction by the private sector in Korea has caused a new issue in forecasting rail demand. Integrated fare systems between several rail operators is convenient and brings cost savings to users, and therefore is also very effective in increasing demand. However, it causes some short-term revenue loss to operators so that the private sector often suggests a non-integrated fare system. The current rail demand forecasting model is based upon an integrated fare system. Thus this model cannot be used to forecast the demand with a non-integrated fare system. Some value of transfer fare should be estimated and applied to forecast the demand in a non-integrated fare system. This study conducted a stated preference (SP) survey on urban railway passengers and estimated the value of transfer fare. The estimated value is 2,609 Won/hr, which is about 52% of in-vehicle time. This shows railway users have a tendency to pay more for transfer fares to save time or distance. This value has some limitations since it is derived from the SP survey. If some non-integrated fare system is applied in the future and a RP survey is conducted and compared with these study results, a more clear value of the transfer fare will be derived.

• Journal of Korean Society of Transportation
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• v.32 no.3
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• pp.179-186
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• 2014

This study attempted to identify the characteristics of transfer trips between subways and buses in Daegu city and to analyze various impact factors that influence the number of transfer trips using a multiple regression analysis. Based on the results, this study aims to propose some policy implications to improve the operation efficiency of a transit center. As a result, it is found that the number of transfer trips is inversely proportional to transfer time, while directly proportional to the number of connected bus routes, subway's spatial location, and bus route connection index. Specifically, it is found that the number of transfer trips are mostly affected by bus route connection index.