• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.5
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• pp.78-88
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• 2012

AVIs on the road are installed for (1) security (2) and for traffic, and they are various managed by (1) police department, (2) local government, (3) national highway management, (4) Korean highway corporation. But although the collected data of the plate number, the travel time, the picture of the car are same, they are used in purposes of its installation because the managements are different and the data are difficult to be connected with each other. For this reason, this study is to appraise the application for creating traffic information by integrating these data, and to suggest the introduction of spatial detection system which integrated security-traffic AVI DB for the purpose of reliability improvement of center's velocity. The estimating sections of link travel information seems to be expanded, and the error rate between the center's velocity and the experimental value will be reduced if integrated DB of traffic and security AVIs is used for creating traffic information. Also, the crime prevention and arrest rate is expected to rise in the future.

• Journal of Korean Society of Transportation
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• v.21 no.2
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• pp.95-105
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• 2003

Because the basic assumptions of deterministic user equilibrium assignment that all network users have perfect information of network condition and determine their routes without errors are known to be unrealistic, several stochastic assignment models have been proposed to relax this assumption. However. it is not easy to solve such stochastic assignment models due to the probability distribution they assume. Also. in order to avoid all path enumeration they restrict the number of feasible path set, thereby they can not preciously explain the travel behavior when the travel cost is varied in a network loading step. Another problem of the stochastic assignment models is stemmed from that they use heuristic approach in attaining optimal moving size, due to the difficulty for evaluation of their objective function. This paper presents a logit-based stochastic assignment model and its solution algorithm to cope with the problems above. We also provide a stochastic user equilibrium condition of the model. The model is based on path where all feasible paths are enumerated in advance. This kind of method needs a more computing demand for running the model compared to the link-based one. However, there are same advantages. It could describe the travel behavior more exactly, and too much computing time does not require than we expect, because we calculate the path set only one time in initial step Two numerical examples are also given in order to assess the model and to compare it with other methods.

• Journal of Korean Society of Transportation
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• v.22 no.5
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• pp.7-17
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• 2004

지금까지의 링크통행시간에 대한 연구는 개별 차량의 평균을 통한 평균링크통행시간 산정 및 추정의 제한적인 연구가 대부분이었다. 그러나, 링크통행시간은 교통조건, 신호운영조건, 도로조건 등 다양한 영향인자로 인해 통행시간 분포가 구분되는 특성을 나타낸다. 따라서, 링크통행시간 특성을 좀 더 미시적으로 분석할 필요가 있다. 본 연구에서는 GPS를 이용한 실시간 교통자료 수집의 방법에 대해 살펴보았으며, GPS를 이용한 RTK 측량을 이용한 실시간 자료수집을 통하여 링크통행시간에 대한 연구를 수행하였다. 또한, 신호운영에 의한 영향으로 인한 링크통행시간 분포특성을 분석하기 위해 링크통행시간에 대한 현장조사를 추가적으로 실시하였다. 현장조사 결과분석을 통해 통행시간 분포특성 및 원인을 분석하고 프로그램을 이용한 시뮬레이션을 통해 보다 다양한 조건을 부여하여 링크통행시간분포비율에 영향을 주는 변수들에 대한 검토하고 통행시간 분포비율을 추정할 수 있는 모형을 구축하였다. GPS 실험차량을 이용한 주행실험결과를 분석한 결과 순행시간으로만 이루어지는 링크통행시간과 적색시간 동안 대기하였다가 링크구간을 통과하여 순행시간에 신호 대기시간을 더한 링크통행시간으로 통행시간이 구분되는 현상을 확인할 수 있었으며 따라서, 링크통행시간에 대한 분석은 통행시간을 하나의 평균통행시간으로 인식하는 것보다 두 개의 구분된 통행시간을 동시에 고려하는 것이 바람직할 것으로 판단되었다. 링크통행시간 분포특성에 대한 연구결과 또한, 통행시간이 양분되어 분포하는 것으로 분석되었다. 따라서, 링크통행시간의 경우 평균통행시간에 의한 결과보다 신호지체가 발생하지 않는 통행시간과 신호지체가 발생하는 통행시간으로 구분하는 것이 교통상황을 인식하는 것이 바람직할 것으로 나타났다.

• Journal of Korean Society of Transportation
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• v.18 no.4
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• pp.75-85
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• 2000

The Purpose of this study is to analyze wether the composition of training sample have a relation with the Predictive ability and the learning results of ANNs(Artificial Neural Networks) fur predicting one cycle ahead of the queue length(veh.) in a signalized intersection. In this study, ANNs\` training sample is classified into the assumption of two cases. The first is to utilize time-series(Per cycle) data of queue length which would be detected by one detector (loop or video) The second is to use time-space correlated data(such as: a upstream feed-in flow, a link travel time, a approach maximum stationary queue length, a departure volume) which would be detected by a integrative vehicle detection systems (loop detector, video detector, RFIDs) which would be installed between the upstream node(intersection) and downstream node. The major findings from this paper is In Daechi Intersection(GangNamGu, Seoul), in the case of ANNs\` training sample constructed by time-space correlated data between the upstream node(intersection) and downstream node, the pattern recognition ability of an interrupted traffic flow is better.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.7 no.6
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• pp.21-30
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• 2008

The travel speed collected by the prove-car equipped with the GPS has the problems, which are the data's stability and finding out the representative travel speed, by the influence of the traffic signal and etc. at the interrupted traffic. This study was conducted to develop the method of filtering the outlier data from the data collected by the prove-car. The method to remove the outlier data from the serial data which were collected by the prove-car was adapted to each of the quartile deviation statistics model and the management graphic statistics model. The rate of removing the outlier data by the quartile deviation method was $0{\sim}3.7%$ while the rate by the management graphic statistic methods was $0.3{\sim}7.2%$. Both methods show the low removal rate at the dawn time when the traffic is inactivity, on the other hand the remove rate is high during the daytime. However, both methods have the problem such that the threshold level for removing the outlier data was established at the low bound in the case as good as the statistics model. Therefore, it is required for the experience calibration.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.1
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• pp.55-70
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• 2018

Recently, as shared transportation services has expanded, integrated mobility services that link personal transportation and public transportation are paid attention. To do this, it is necessary to analyze trip mode chaining behavior. This study analyzed the characteristics of the trip mode chaining behavior using the 2010 travel diary survey in Seoul, and analyzed factors to affect mode choice of trip chaining through the multinomial logit model. The transportation means were classified into passenger cars, city buses, intercity buses, railways, taxis, and others, and 25 trip mode chaining types were identified. Among them, the trip share connected between city bus and railways was the highest. It was also found that the trip mode chaining occurred mainly at commuting and in the morning and afternoon peak. According to the model results, the mode choice of trip chaining is significantly influenced by individual attributes (sex and age), household attributes (car ownership and income), trip attributes (trip purpose, trip time and trip length), and arrival area attributes (number of subway lines and bus lines, ratio of commercial area, land use mix and central region).

• Journal of Korean Society of Transportation
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• v.17 no.4
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• pp.71-84
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• 1999

The purpose of this study is to construct a dynamic traffic analysis model using the existing traffic flow theory in order to develope a dynamic traffic assignment technique. In this study the dynamic traffic analysis model was constructed using Daganzo's CELL TRANSMISSION THEORY which was considered more suitable to dynamic traffic assignment than the other traffic flow theories. We developed newly the diverging split module, the cost update module and the link cost function and defined the maximum waiting time decision function that Daganzo haven't defined certainly at his Papers. The output that resulted from the simulation of the dynamic traffic analysis model with test network I and II was shown at some tables and figures, and the analysis of the bottleneck and the HOV lane theory showed realistic outputs. Especially, the result of traffic assignment using the model doesn't show equilibrium status every time slice but showed that the average travel cost of every path maintains similarly in every time slice. It is considered that this model can be used at the highway operation and the analysis of traffic characteristics at a diverging section and the analysis of the HOV lane effect.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.18 no.6
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• pp.137-154
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• 2019

This study analysed the center control emergency vehicle preemption[EVP] test result on the 1.782 km section around Gangbuk Fire Station. The pros and cons between center control and site control EVP was compared through the review of existing research. The test site was selected based on the higher link speed for choosing low congested area and 4 to 6 lane road. EVP operates green extension under the estimated arrival time to each intersection. This study is about EVP system field application and its evaluation by analyzing EVP operation result with the emergency vehicle's trace, GPS data. The impact on the surrounding traffic was analysed in delay from the queue length survey. Analysis showed the decrease in averge travel time 41.81%, but the increase in delay of surrounding traffic slightly. It is expected that EVP can be applied to the expanded area by researching EVP compensation scheme.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.6
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• pp.1093-1099
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• 2016

Currently, there are 499 metropolitan subway stations in Korea, but there are not many studies on the influence zone of linkage between railway station and public transport. Existing studies have been studied almost in terms of accessibility.. In addition, the existing research on the influence zone of linkage using survey data and statistics, there is a limit to the theoretical basis and analysis techniques. In this paper, we propose a new method to select on the influence zone of linkage, It is a GIS analysis technique using the spatial data of the railway station user as the large data of the traffic card. We applied the GIS analysis technique for select the influence zone of linkage based on the travel time of the network for each public transportation system. As a result, it was confirmed that the influence of the link of 15 minutes on the local bus, 20 minutes on the city bus and 25 minutes on the intercity bus were clearly distinguished according to the difference in network access time.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.527-536
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• 2022

The purpose of this study is to predict changing traffic environments and related economic effects by reflecting the changed KTDB and socio-economic indicators pertaining to Mulgeum station, a general railway stop, when it is confirmed as a KTX stop. To analyze the data of this study, socioeconomic indicators and the general status of transportation facility operations were investigated with reference to related statistical data, centered on the country overall and on Yangsan city in particular. In addition, we investigated and referenced the railroad facility construction plan and train operation plan, which are national high-level plans related to land development and transportation network construction. Currently, there are only ITX trains (4 times/day) and Mugunghwa trains (29 times/day) that stop at Mulgeum station in Yangsan, meaning that passengers cannot use KTX trains in the Yangsan area. In particular, the need for a KTX stop at Mulgeum station has been continuously raised because train users in the Yangsan area have inconvenient transportation in that they must travel 40 minutes to Ulsan station or 30 minutes to Gupo station to use the KTX. As a result of analyzing railroad transportation demand that will change in the future as the KTX stop at Mulgeum station is confirmed, the number of passengers boarding and arriving at Mulgeum station is predicted to be 1,674 passengers/day by 2025. In addition, the numbers of train passengers that are converted from Ulsan and Gupo stations due to the stop at Mulgeum station are predicted to be 594 passengers/day boarding and 562 passengers/day arriving by 2025. In the future, if Yangsan citizens use the KTX Mulgeum station, the access time to Mulgeum station can be shortened to 22 minutes from 65 minutes, and it is predicted that the inconvenience of transferring between railroads will be resolved, with the waiting time for transfers reduced by up to a maximum of 40 minutes. Therefore, the economic effect of creating a KTX stop at Mulgeum station was analyzed to be B/C=1.823 when general railroad operating costs are not taken into account and B/C=2.127 when general railroad operating costs are considered. In conclusion, when using KTX trains to visit the Seoul Metropolitan Area, it takes 2 hours and 43 minutes to use Mulgeum station without using Ulsan station or Gupo station, which is considered to be very effective for reducing travel times and improving the economic feasibility of this development; it is also expected that Yangsan city will be able to improve accessibility and mobility to the Seoul Metropolitan Area by breaking free from the disgrace of being a remote location given its link to KTX in the future.