• Journal of the Korean Society for Railway
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• v.12 no.3
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• pp.420-426
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• 2009

Although the amount of travel demand is a critical factor in a benefit-cost (B/C) analysis of railway investment, the travel demand changes especially for induced demand have not been considered. Therefore, the basic study of how to estimate travel demand changes after railway investment is worth investigating. This study reviews the methodologies for estimating diverted and induced demand generated after railway investment, and proposes appropriate approaches that will help railway planners to practically apply them in a case study. Further, the research stimulates the needs of consideration of the travel demand changes in the feasibility studies of railway planning.

• Journal of Korean Society of Transportation
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• v.24 no.7 s.93
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• pp.91-100
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• 2006

Travel Demand Forecasting (TDF) is an essential and critical process in the evaluation of the highway improvement Project. The four-step TDF Process has generally been used to forecast travel demand and analyze the effects of diverted travel demand based on the given Origin-Destination trips in the future. Transportation system improvements, however, generate more travel, Induced Travel Demand (ITD) or latent travel demand, which has not been considered in the project evaluation. The Purpose of this study Is to develop a model which can forecast the ITD applied theory of economics and the Program(I.D.A) which can be widely applied to project evaluation analysis. The Kang-Byun-Book-Ro expansion scenario is used to apply and analyze a real-world situation. The result highlights that as much as 15% of diverted travel demand is generated as ITD. The results of this study are expected to improve reliability of the project evaluation of the highway improvement Project.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.626-637
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• 2008

Although the amount of travel demand is a critical factor in a benefit-cost (B/C) analysis of railway investment, the travel demand changes especially for induced demand have not been considered. Therefore, the basic study of how to estimate travel demand changes after railway investment is worth investigating. This study reviews the methodologies for estimating diverted and induced demand generated after railway investment, and proposes appropriate approaches that will help railway planners to practically apply them in a case study. Further, the research stimulates the needs of consideration of the travel demand changes in the feasibility studies of railway planning.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.769-774
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• 2010

KTX Introduced in korea have occurred enhanced services and reduced regional travel time. "Induced traffic" is defined in the traffic demand generated in new project. 'Induced traffic' compared to the Diversion Demand Survey and research on ways to quantify the situation, insufficient analysis of constant and long-term observations are needed to estimate the changes in demand. In this study, Induced traffic effects due to the opening of KTX for analysis survey to passengers by Railway and the scale factor induced traffic review.

• Journal of Korean Society of Transportation
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• v.24 no.4 s.90
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• pp.7-17
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• 2006

The purpose or this paper is to investigate the relationship between highway improvement and Induced Travel Demand(ITD) focusing on the Seoul metropolitan area data. In addition, authors tried to estimate basic unit of demand elasticity focusing on zone and trip purpose which can be applied for the ITD forecasting. The results are based on the 2002 Metropolitan Household Transportation Survey Data, where the demand elasticity (DE) is -0.582 in Seoul, -0.597 in Incheon and -0.559 in Gyounggi province, respectively. This study revealed part of the relationship between highway improvement and ITD for metropolitan region and provided the framework for yielding real estimated values by applying the concept of demand elasticity in terms of the relationship by using regional and long-term data. We expect that the basic unit of demand elasticity focusing on zone and trip purpose can be applied for the ITD forecasting to analyze the whole demand exactly The estimated DE's for age group and day of week can also be used for Proper transportation management and transport Policy making. Some limitations have also been discussed.

• Journal of Korean Society of Transportation
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• v.26 no.5
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• pp.227-235
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• 2008

This study analyzed the efficiency of a trunk with branches and a trunk with feeders route system comparing the user cost and operator cost of those route systems. Basically, a trunk with branches is more efficient than a trunk with feeders in the passengers' perspective if the transit system of a trunk and feeders are the same. In the case that the trunk system is hierarchically higher than the feeder system, a trunk with feeders has the competitive edge over a trunk with branches if the saving of travel cost induced by using the trunk line is larger than the increasing waiting and transfer cost. This result is consistent with the previous research by Park et al.(2007c), which analyzed the efficiency of hierarchical structure in a grid transit network. If the travel demand of each origins and destinations is low, increasing headway according to the travel demand can increase passenger load or operating efficiency in a trunk with feeders route system. In this case, a trunk with feeders route system is more prevalent as the operating cost, route length, and number of destinations increases, while it is less prevalent as the transfer cost and passengers' time value of the waiting time increases. In cases that central business district, which is located in the middle of a trunk line, generates travel demand, a trunk with feeders is more efficient than a trunk with branches with the increasing travel demand from and to the CBD. Therefore it can be concluded that to have a dual operating system between CBD and suburban is more efficient than one type transit system. The efficiency of that system can be increased through an efficient transfer system that can reduce the transfer cost.

• Journal of Korean Society of Transportation
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• v.23 no.8 s.86
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• pp.139-145
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• 2005

`Influence Area` means the area that the traffic flow pattern of which is changed remarkably after the construction of highway facilities. The Influence area would be a significant criteria for demand forecasting and economic analysis. However existing methods for defining influence area such as O/D method, traffic volume variation method and rate of traffic volume variation method have no standard criteria. In this paper, some problems which existing methods have are analyzed and a new method travel time method - is introduced. Influence area can be induced as the area where the vehicles reach from starting traffic zone to ending zone to which 95 percentile vehicles want to travel. In addition, the value of standard criteria for defining influence ayes are induced via this method.

• Journal of Korean Society of Transportation
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• v.33 no.2
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• pp.145-158
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• 2015

A network connectivity has been regarded as a key element to strengthen a business competitive power in the aviation industry, so many airport authorities try to attract the new airlines and scheme out new air routes. With this trend, a study for an induced travel demand estimation methodology is needed. This study introduces a demand estimation method, especially for a new air route to a promising destination. With the results of previous studies, the derived demand is classified into four types - Local, Beyond, Behind and Bridge. The explanatory variables are established for each type of demand and the main independent variables are composed of distance, ratio of detour, and relative capacity compared with other airports. The equations using such variables and statistically significant coefficients are suggested as the model to make an estimation of derived demand for a new route. Therefore this study will be expected to take an initial step for all related parties to be involved more deeply into developing new air routes to enhance network connectivity.

• Journal of Korean Society of Transportation
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• v.28 no.3
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• pp.145-155
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• 2010

As the green transportation mode, revitalization of bike usage attracts remarkable public attention. For the acquirement of effective outcome, however, the concrete and close analysis about bike utilization characteristics should be arranged first. One result by MLTM(2009) is support this opinion; the bike mode share has been decreased whereas 9,170km of the bicycle path was improved(1995~2007). This study analyzed the bike mode share classified by trip types by using the 303,308 data of Household Travel Survey of Seoul Metropolitan Area, 2006. The highest mode share rate was induced by the institute attendee and Officetel resident as 3.75% and 3.13%, respectively. Also this study established the bike mode share estimation model of Seoul by logistic regression, and analyzed related factors and level of effectiveness related bike demand by calculation of odds ratio in terms of logistic regression coefficients. In conclusion, short trips, institutes district, parks, and Officetel residential area oriented policy should be effective on the revitalization of bike usage.

• Journal of Korean Society of Transportation
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• v.25 no.4
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• pp.123-133
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• 2007

This study analyzed whether a transit network with hierarchy is efficient or not, and if transit network hierarchy has cost efficiency, then which condition guarantees the efficiency of the transit network hierarchy. The authors modeled the total cost of the transit network and suggested the conditions in which the transit network hierarchy has cost efficiency through comparing the cost of the transit network with and without hierarchy. The efficiency of transit network hierarchy is guaranteed when the travel cost savings induced by using a higher hierarchy transit network is larger than the increasing non-travel cost, which is the sum of access cost, waiting cost, and operating cost, induced by the introduction of a higher hierarchy transit network. This result is consistent with common sense and with the concept of cost and benefit analysis. If a passenger traveling within the area divided by a higher hierarchy transit network uses only a lower hierarchy transit network and the passenger traveling out of the area divided by the higher hierarchy transit network uses both lower and higher hierarchy transit networks, the travel demand using the higher hierarchy transit network is inversely proportional to the square of the line spacing. This means that the transit network becomes more efficient and small increases of travel demand guarantee the efficiency of the transit network hierarchy as the connectivity of the network becomes higher. This result shows that transit networks have economies of aggregation. This study is the first analytical research on transit network hierarchy and is expected to be a basis for numerical research. However, numerical research should complement this study, since analytical research has some limitations for considering a real network.