• Journal of Korean Society of Transportation
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• v.26 no.1
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• pp.15-24
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• 2008

Located in the middle of lanes, the station of a median exclusive bus lane generates pedestrian groups on the green light of a crosswalk and causes pedestrians delays passing the access section. For the purpose of showing these facts, the pedestrian analysis, on which the queuing theory is applied, is presented in this study. The Result is that the pedestrian environment was deteriorated (LOS D) compared to an exciting pedestrian analysis based on 15 minutes of pedestrian volume (LOS A). A pedestrian level of service has been reevaluated based on an arrival rate on the median bus station in order to examine whether the result reflects reality or not. In result, it was similar outcomes to this study.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.13 no.6
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• pp.77-87
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• 2014

It has reported that a median bus-stop island on an exclusive median bus lane (EMBL) has shortened a crossing distance unit, encouraged a pedestrian's illegal crossing, and increased the number of accidents in the area. This study presents (1) the analysis of inappropriate pedestrian crossing patterns collected on exclusive median bus corridors and (2) the estimated performance of safety barriers restraining the occurrence of those. Total 19,649 pedestrian crossing data collected at the 'Sookmyung-university' median bus-stop, and the inappropriate pedestrian crossing patterns among those were grouped in terms of time and space violations. Physical safety barriers restraining illegal pedestrian crossings were considered as an alternative, and its performance in safety was quantified through microscopic simulation with conflict analyses by using surrogate safety assessment model. The findings suggest the number of conflicts reduced be 24.9 percentages compared to the one of the present condition when the physical safety barriers are placed at each of the eight ends of the EMBL pedestrian crossing.

• Proceedings of the KOR-KST Conference
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• 2007.05a
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• pp.334-342
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• 2007

• Journal of Korean Society of Transportation
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• v.30 no.4
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• pp.21-32
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• 2012

Exclusive bus lane (EBL) is typically located in the roadway median, and is accessed by weaving across the GPLs(general purpose lanes) before entering from the left lane of the GPLs. To maximize the potential for successful EBL operations, a critical design issue that requires special attention is the length of bus weaving section before entering EBL. The process of developing guidelines for the length of bus weaving section can be supported by a sensitivity analysis of performance measure (safety) with respect to the bus weaving distance. However, field data are difficult to obtain due to inherent complexity in creating performance measure (safety) samples under various interesting flows and bus weaving distance that are keys to research success. In this paper, VISSIM simulation is applied to simulate the operation of roadway weaving areas with EBL, and based on vehicle trajectory data from microscopic traffic simulation models, the Surrogate Safety Assessment Model (SSAM) computes the number of surrogate conflicts (or degree of safety) with respect to the bus weaving distance. Then, a multiple linear regression (MLR) model using safety data (number of surrogate conflicts) is developed. Finally, guidelines for bus weaving distance are established based on the developed MLR. Developed guidelines explicitly indicate that a longer bus weaving distance is required to maintain desired safety as weaving volume increases.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.139-147
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• 2008

8 Exclusive Median Bus Lanes(EMBL) are operated in Seoul metropolitan city after the opening of Chon-ho section in 1996. But the changes in the road traffic demand on the direct and indirect influence area have not reported. In this paper, before and after survey and analysis of road traffic demand on 3 EMBLs opened in 2004 are conducted. In summary, the traffic demand of 3 EMBL road section decreased dramatically to 24.7% after the opening and then increased 1.4% after a year. The traffic demand of detour road decreased to 2.9% after the opening and then increased 0.3% after a year. Considering measurement error as ${\pm}5%$, Road traffic demands on the influence area of EMBL section are a stable state after one year. So it is presumed that the trip demand on EMBL section using vehicle does not make a detour around the influence area but divert into another transport modal.

• Journal of Korean Society of Transportation
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• v.31 no.3
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• pp.65-73
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• 2013

Exclusive median bus lanes were installed to mitigate congestions on urban traffic networks. However, capacity analysis of signalized intersections having exclusive median bus lanes have not been provided in current capacity analysis process(analyses). This study aims to develop a method of capacity analysis for lane groups consisting of only buses at the signalized intersections having exclusive median bus lanes. Finding basic saturation flow rates for buses is critical since the operational characteristics between automobiles and buses are fairly different. A total of 8 intersections in Seoul were chosen as study sites. Saturation headways, distances between bus-stop and stopline, and grades of each approach were measured at the sites. It was found that the basic saturation headway and the basic saturation flow rate of buses were 3.27 s/veh and 1,100pc/h/ln, respectively. Adjustment factor for upstream bus-stop locations was estimated with 0.50 and 0.75 when the distances between bus-stop and stopline are 20m and 70m, respectively. This study explains that bus saturation flow rates are decreased in half if the bus stop locates within 20 meters from stop lines.

• Journal of Korean Society of Transportation
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• v.33 no.2
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• pp.136-144
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• 2015

It has reported that a median bus-stop island on an exclusive median bus corridor has shortened a unit crossing distance, encouraged a pedestrian's illegal jay walking, and thus increased the number of accidents in the area. Therefore, this study plans to analyze the various crossing patterns of pedestrians at exclusive median bus corridors. This study analyzes 30,184 pedestrian crossing data which are collected from the median bus-stops, 'Express Bus Terminal,' and reveals that the rate of spatial jaywalking was 37.8%. This rate is 11.1 times higher than the rate of traffic signal violation. Therefore, this study suggests that more research needs to be done to provide a traffic safety facilities for protecting spatial crossing pedestrians and preventing jaywalking and traffic signal violation.

• Journal of Korean Society of Transportation
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• v.16 no.3
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• pp.123-136
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• 1998

본 연구에서는 일반균형이론을 이용하여 버스전용차로의 효과분석모형을 정립하였 고, 이 모형을 이용하여 경부고속도로의 버스 전용차로에 대한 효과분석을 수행하였다. 본 연구에서 제안된 버스전용차로 효과분석모형에 있어 수요모형으로는 로짓 모형을 사용하였 고, 서비스모형, 즉 공급모형으로는 지체함 수식을 사용하였다. 이를 통하여 버스전용차로 설치에 따른 교통수단간 전환수요를 내생화 하였다. 경부고속도로를 대상으로 한 사례분석 의 결과, 버스전용차로의 효과를 극대화하는 혼잡수준이 존재한다는 것과, 버스전용차를 설 치할 경우 교통수단간의 수요전이효과에 따라 버스뿐만 아니라 일반 차로를 이용하는 승용 차의 통행여건도 개선된다는 사실을 발견하였다.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.20 no.2
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• pp.1-14
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• 2021

The exclusive bus lanes in the Yeongdong Expressway were implemented in the Singal to Yeoju section in 2017, but the capacity of both exclusive bus lanes and general-purpose lanes of the Yeongdong Expressway decreased and the travel time increased, reducing it to the Singal to Deokpyeong section. Therefore, it is necessary to increase the efficiency of exclusive bus lanes to revitalize public transportation and improve environmental problems. This study calculated the willingness to pay and the social benefits of permission for Green cars to drive on exclusive bus lanes in Yeongdong Expressway. A survey was conducted on two groups of Green car users and Expressway users, and the willingness to pay was estimated using the CVM method. As a result, the average WTP of Green car users were estimated to be 218.7(won/km·person), and that of Expressway users were estimated to be approximately 235.5(won/km·person). The direct benefits were estimated to be approximately 7.9 billion won for Green car users, and 8.5 billion won for Expressway users in 2019. Finally, the value of time saving was estimated to be approximately 8.0 billion won.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.5
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• pp.595-603
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• 2019

To alleviate the demand on private car that is constantly increasing, Busan Metropolitan City (BMC) has established Bus Rapid Transit (BRT) to revitalize public transportation. But there are no unified lane system between BRT and general bus stations, which makes off-lane turning general bus to contribute to congestion. And as the bottleneck phenomenon at entrance/exit accelerates the congestion, there has been huge dissatisfaction among commuting drivers. Therefore, this study identifies efficient methods to operate better through measuring civilian awareness. We evaluate both satisfaction and drawbacks on BRT service with Importance-Performance Analysis (IPA). We first distinguish the groups by the awareness on BRT and their main transit usage, and then clarify the difference between the groups. And as a result, the group who is positive to BRT and uses buses often demands improvement in bus indoor comfort and curbing jaywalking. On the other hand, group who is negative to BRT and uses private cars often demands improvement in lane changing and the moving speed of private cars. We next examines the groups with MDPREF, one method of Multidimensional Scaling (MDS). And we have clarified that the evaluating criteria and the individual attributes of the groups corresponds very well.