• 제목/요약/키워드: Long Distance Trip

검색결과 26건 처리시간 0.022초

경로 교통량 시뮬레이션 기법을 이용한 간선구간 설정 방법론 연구 (A Path-Volume Simulation Method to Select Arterial Section of Road Network)

  • 황준문;조중래;손영태
    • 대한교통학회지
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    • 제19권5호
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    • pp.85-97
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    • 2001
  • 최근 급격히 증가하고 있는 교통수요에 능동적으로 대처해 나가기 위해서는 도시 가로망이 도시교통환경에서 담당하는 교통기능을 체계적으로 분석하여 도로의 기능적 위계를 이루고, 제약된 예산 하에 최대의 효율을 누릴 수 있는 교통관리계획이나 시설계획을 수립해야 할 것이다. 그러나 기능적 위계의 설정 지표 중 중요도가 높은 차량의 운행경로는 조사상 불가능하거나 큰 어려움을 내포하고 있다. 이러한 문제점을 해결하기 위해 본 논문에서는 Simulation기법을 이용하여 차량의 운행경로 및 운행거리를 파악하였다. 이에 본 연구는 특정 경로에 유출입하는 교통량을 알 수 있는 경로OD교통량과 특정 경로내의 특정 노드(i, j)사이에 통과하는 경로교통량이라는 개념을 도입하였다. 이러한 통행량들을 분석하여 도시 가로망의 기능적 분류를 가능케 하는 정량적 지표를 정립하였으며, 더 나아가 효율적 투자계획 및 정책결정권자의 계획방향 판단에 일조할 수 있는 '집중관리구간' 선정영역을 제시하였다.

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출발시간, 통행거리 및 물류활동 특성을 고려한 도착지 선택행태분석 (Truck Destination Choice Behavior incorporating Time of Day, Activity duration and Logistic Activity)

  • 신승진;김찬성;박민철;김한수
    • 대한교통학회지
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    • 제27권1호
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    • pp.73-81
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    • 2009
  • 여객통행과 화물통행에서 도착지를 선택하는 것은 여러 요인에 영향을 미치지만, 많은 연구들이 도착지의 유인력(Attractiveness)이 중요한 변수라고 제시하고 있다. 유인력 추정방법 중 전통적으로 사용되고 있는 집계형 (Aggregation) 중력모형 보다 개인의 효용을 극대화하는 비집계형 (Disaggregation)모형이 도착지의 효용을 추정하는데 더 효율적이라는 점이 많은 연구들에서 제기되었다. 본 연구는 제3차 전국물류조사의 화물자동차운전자의 통행일지를 이용한 분석으로서 도착지 선택모형을 구축하고 출발시간대, 도착지의 체류시간, 도착지의 유인력 등을 포함하여 이들의 효과를 분석하며, 정책적으로 활용 가능하도록 모형이용을 제안한다. 분석결과, 도착지행태선택모형에서 인구가 많고, 총통행거리가 짧을수록 효용이 큰 것으로 분석되었다. 인구밀도 측면에서 볼 때 화물차는 인구밀집지역을 운행하는 것을 꺼려하는 것으로 분석되었다. 운송거리 측면에서는 소형화물자동차는 운송거리가 짧을수록, 대형화물자동차는 운송거리가 클수록 효용이 큰 것으로 분석되었다. 업종별로 보면, 비영업용 화물자동차는 거리가 짧을수록 유리한 것으로 분석되었으나, 영업용화물자동차의 경우 거리가 길수록 유리한 것으로 나타났다. TOD별 차종별로 살펴보면, 소형화물자동차의 경우 새벽, 오전첨두, 오후첨두에 주로 출발하였으며, 대형화물차는 낮 시간대를 제외한 시간대에 주로 출발하는 것으로 분석되었다.

Space Syntax를 이용한 교통수요예측의 중력모형 저항함수의 개선방안 (A Study on Improvement of Gravity model Decay Function of Transporting Demand Forecasting Considering Space Syntax)

  • 장진영
    • 한국산학기술학회논문지
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    • 제20권3호
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    • pp.617-631
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    • 2019
  • 본 4단계 교통수요예측모형의 통행분포단계에서 중력모형이 가장 일반적으로 활용하고 있다. 본 연구는 중력모형변수(통행시간, 통행비용 등)의 가변적인 한계를 보완하기 위해 접근성 속성을 단일 마찰인자로서 표현할 수 있는 보다 현실적이고 장래 활용이 용이한 신규 마찰인자를 개발하는데 그 목적이 있다. 이에 신규 마찰인자 도출을 위해 도시공간구조의 특성을 정량화할 수 있는 공간구문론(space syntax)을 활용하여 Link 단위 통합도를 도출 후 통행시간, 통행거리 관계를 이용해 일종의 대리변수로서의 신규 마찰인자를 도출하였다. 대수전환을 통한 마찰인자별 정산결과, 기존 마찰인자(최단거리, 통행시간) 대비 유사하거나 더 높은 수준을 보이는 것으로 분석되었다. 다양한, 검증지표를 활용하여 기존 마찰인자와의 비교시, 전체적으로는 기존 마찰인자와 유사하지만, 단거리 구간 및 장거리 구간에서 설명력이 뛰어난 것으로 분석되었다. 따라서, 기존 최단거리의 한계에서 벗어나 접근성을 보완할 수 있는 통합도 지표를 이용하여 신규마찰인자 도출 및 적용이 가능하고, 장래 활용성에서 좀 더 장점을 갖는 것으로 판단된다.

공공자전거 임대내역 데이터를 활용한 마이크로 모빌리티 패턴분석 연구 (A Study on Micro-Mobility Pattern Analysis using Public Bicycle Rental History Data)

  • 조재희;백가은
    • 한국IT서비스학회지
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    • 제20권6호
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    • pp.83-95
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    • 2021
  • In this study, various usage patterns were analyzed after establishing a data mart for micro mobility analysis based on the rental history of public bicycles in Seoul. Rental history data is origin-destination data that includes the rental location and time, and the return location and time. About 1500 rental locations were classified according to the characteristics of the location to create a 'station type' dimension. We also created a 'path type' dimension that displays whether the rental location and return location are the same. In addition, a derived variable called speed, which is obtained by dividing the distance used by the time used, is added, and through this, the characteristics of the riding area and the reason for the rental can be estimated. Meanwhile, administrative district link, administrative neighborhood link, and station type link were created to apply network analysis. Through this analysis, the roles and proportions of administrative districts, public facilities, and private facilities engaged in micro-mobility services were visualized. 49.9% of rentals occur at rental offices near transportation facilities, and half of them occur at rental offices near subway stations. The number of rentals during the evening rush hour is more than double that of the morning rush hour. When the path type is unidirectional, there is a fixed destination, so the distance and time used are short, and the movement speed tends to be high. In the case of round-trip, the purpose of use is exercise or leisure, so the distance and time used are long, and the movement speed is slow. It is expected that the results of the analysis can be used as reference materials for selecting new rental locations, providing convenient services for users, and developing user-specialized products.

허브 네트워크에서의 장거리 공중 전술 통신을 위한 반복 정렬 기반의 자원 스케줄링 기법 (A Resource Scheduling Based on Iterative Sorting for Long-Distance Airborne Tactical Communication in Hub Network)

  • 이경훈;이동훈;이대홍;정성진;최형진
    • 한국통신학회논문지
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    • 제39C권12호
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    • pp.1250-1260
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    • 2014
  • 본 논문에서는 허브 네트워크 기반의 장거리 공중 전술 통신을 위한 새로운 자원 스케줄링 기법을 제안한다. 최근 세계 각국에서는 네트워크 중심전 (NCW, Network Centric Warfare)으로 변화하는 현대전의 흐름에 맞추어 공용데이터링크 (CDL, Common Data Link)의 전송속도 및 네트워킹 기능을 향상시키기 위한 기술 개발에 주력하고 있으며, 우리 군도 자립적인 차세대 대용량 CDL 기술 개발에 박차를 가하고 있다. CDL의 대표적 운용 구조인 허브 네트워크에서는 제한된 주파수 대역 내에서 다수의 UAV (Unmanned Aerial Vehicle)들과 대용량의 영상 전술 정보를 동시 다발적으로 교환하기 위해, hybrid FDMA(Frequency Division Multiple Access)/TDMA(Time Division Multiple Access) 구조를 고려할 수 있다. 그러나 UAV 별 상이한 왕복 시간 지연 (RTT, Round-Trip Time) 및 트래픽 크기로 인해 동일 주파수 대역을 점유하는 UAV 간 유휴 시간 자원이 발생하거나 불필요한 패킷 전송 지연이 발생할 수 있으며, 이는 장거리 운용 시 허브 네트워크의 자원 효율을 저하시킨다. 따라서 본 논문에서는 UAV 별 발생하는 RTT와 트래픽 크기를 기반으로 하는 반복적 정렬 알고리즘을 통해 UAV의 시간/주파수 자원을 스케줄링하는 기법을 제안한다. 성능 평가를 통해 제안 기법이 낮은 복잡도로 데이터 처리율과 패킷 지연 측면의 성능 향상이 가능함을 입증하였다.

Monte Carlo 기법을 이용한 교통카드기반 수도권 지하철 통행배정 (Trip Assignment for Transport Card Based Seoul Metropolitan Subway Using Monte Carlo Method)

  • 이미영;남두희
    • 한국ITS학회 논문지
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    • 제22권2호
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    • pp.64-79
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    • 2023
  • 본 연구는 Monte Carlo 기법을 교통카드기반의 수도권 지하철의 통행배정 문제에 적용하는 과정을 검토하였다. 연구는 우선 교통카드에서 역 간 표본의 통행에서 나타나는 통행시간에 대하여 프로빗 모형의 기반이 되는 정규분포의 가정을 적용하였다. Monte Carlo 통행배정은 역 간 통행에 대하여 평균과 표준편차를 산정하고 이를 개별 링크의 차내시간과 환승의 보행 및 배차간격의 가중치로 적용하는 방안을 제안하였다. 샘플 수가 50 이하로 낮게 나타나는 장거리 통행은 유사 통행의 특성을 이전하는 방안으로 적용하였다. 수도권 지하철 네트워크에 대하여 두 가지 방향에서 연구 결과를 검토하였다. 하나는 선릉-성수의 단일 역 간 통행에 대하여 차내시간 및 환승시간에 랜덤샘플링을 적용하는 방안으로 검증하였다. 다음으로 수도권 지하철 전체에 대해서는 역 간 통행 샘플수에 따라서 50 이상은 역 간 정규분포의 가정을 그대로 수용하였다. 샘플수가 50 이하의 장거리 통행은 역 간 최소거리가 122 (Km)에서 표본의 균등성이 확보되는 상황으로 판단하고 이 거리에서 나타나는 카드자료의 역 간 평균과 표준편차를 적용하였다. 사례연구로서 교통카드자료로 구축된 수도권 지하철을 네트워크를 대상으로 단일OD 및 전체 OD의 통행배정의 결과를 도출하였다. 한편 통행에 대한 샘플링이 부족한 상황에서 추가적인 연구가 필요한 것으로 나타났다.

장거리 통학 대학생들의 건강 및 식습관 관련요인 (General Health and Eating Habits of College Students Who Commute Long Distances)

  • 한경희
    • 한국지역사회생활과학회지
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    • 제15권1호
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    • pp.35-47
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    • 2004
  • This study investigated the health and eating habits of college students who commute long distances to and from their schools. Among ninety-eight commuters, 61.2% were females while 38.8% were males. The mean round-trip commuting time was 4.60 hours and the mean number of days of commuting was 3.68. The proportion of underweight females (26.7%) was significantly greater than that of underweight males (5.3%). Conversely, the proportion of overweight males was 34.2% while only 1.6% of the females were overweight, and the difference was statistically significant. The mean number of health-related problems was 1.47 for males and 1.90 for females. Commuting affected the eating habits (90.8%) and health status more noticeably among females. Physical discomfort such as fatigue, stomach discomfort, constipation, weight change, and insomnia appeared after commuting. Irregular meal times, skipping breakfast, frequent overeating and insufficient time to eat were the most prevalent problems indicated. The scores for dietary attitude and eating habits were 20.1/30 and 27.6145, for males and females respectively. Although self-perceived nutrition knowledge was significantly related to dietary attitude and satisfaction with meals, a correlation was not found between self-perceived nutrition knowledge or dietary attitude and the eating habits score. The more concerned the parents were about student's eating habits, the higher the score relating to eating habits. The parents' concerns about students' meals and the food expenses were significantly correlated, but no correlation was found between the food expenses and the eating habits score. Consistent parental concern and encouraging students to maintain good eating habits are recommended. University administrators should also be aware of the needs of commuters and provide a proper and adequate food-related environment for the students.

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한정된 O-D조사자료를 이용한 주 전체의 트럭교통예측방법 개발 (DEVELOPMENT OF STATEWIDE TRUCK TRAFFIC FORECASTING METHOD BY USING LIMITED O-D SURVEY DATA)

  • 박만배
    • 대한교통학회:학술대회논문집
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    • 대한교통학회 1995년도 제27회 학술발표회
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    • pp.101-113
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    • 1995
  • The objective of this research is to test the feasibility of developing a statewide truck traffic forecasting methodology for Wisconsin by using Origin-Destination surveys, traffic counts, classification counts, and other data that are routinely collected by the Wisconsin Department of Transportation (WisDOT). Development of a feasible model will permit estimation of future truck traffic for every major link in the network. This will provide the basis for improved estimation of future pavement deterioration. Pavement damage rises exponentially as axle weight increases, and trucks are responsible for most of the traffic-induced damage to pavement. Consequently, forecasts of truck traffic are critical to pavement management systems. The pavement Management Decision Supporting System (PMDSS) prepared by WisDOT in May 1990 combines pavement inventory and performance data with a knowledge base consisting of rules for evaluation, problem identification and rehabilitation recommendation. Without a r.easonable truck traffic forecasting methodology, PMDSS is not able to project pavement performance trends in order to make assessment and recommendations in the future years. However, none of WisDOT's existing forecasting methodologies has been designed specifically for predicting truck movements on a statewide highway network. For this research, the Origin-Destination survey data avaiiable from WisDOT, including two stateline areas, one county, and five cities, are analyzed and the zone-to'||'&'||'not;zone truck trip tables are developed. The resulting Origin-Destination Trip Length Frequency (00 TLF) distributions by trip type are applied to the Gravity Model (GM) for comparison with comparable TLFs from the GM. The gravity model is calibrated to obtain friction factor curves for the three trip types, Internal-Internal (I-I), Internal-External (I-E), and External-External (E-E). ~oth "macro-scale" calibration and "micro-scale" calibration are performed. The comparison of the statewide GM TLF with the 00 TLF for the macro-scale calibration does not provide suitable results because the available 00 survey data do not represent an unbiased sample of statewide truck trips. For the "micro-scale" calibration, "partial" GM trip tables that correspond to the 00 survey trip tables are extracted from the full statewide GM trip table. These "partial" GM trip tables are then merged and a partial GM TLF is created. The GM friction factor curves are adjusted until the partial GM TLF matches the 00 TLF. Three friction factor curves, one for each trip type, resulting from the micro-scale calibration produce a reasonable GM truck trip model. A key methodological issue for GM. calibration involves the use of multiple friction factor curves versus a single friction factor curve for each trip type in order to estimate truck trips with reasonable accuracy. A single friction factor curve for each of the three trip types was found to reproduce the 00 TLFs from the calibration data base. Given the very limited trip generation data available for this research, additional refinement of the gravity model using multiple mction factor curves for each trip type was not warranted. In the traditional urban transportation planning studies, the zonal trip productions and attractions and region-wide OD TLFs are available. However, for this research, the information available for the development .of the GM model is limited to Ground Counts (GC) and a limited set ofOD TLFs. The GM is calibrated using the limited OD data, but the OD data are not adequate to obtain good estimates of truck trip productions and attractions .. Consequently, zonal productions and attractions are estimated using zonal population as a first approximation. Then, Selected Link based (SELINK) analyses are used to adjust the productions and attractions and possibly recalibrate the GM. The SELINK adjustment process involves identifying the origins and destinations of all truck trips that are assigned to a specified "selected link" as the result of a standard traffic assignment. A link adjustment factor is computed as the ratio of the actual volume for the link (ground count) to the total assigned volume. This link adjustment factor is then applied to all of the origin and destination zones of the trips using that "selected link". Selected link based analyses are conducted by using both 16 selected links and 32 selected links. The result of SELINK analysis by u~ing 32 selected links provides the least %RMSE in the screenline volume analysis. In addition, the stability of the GM truck estimating model is preserved by using 32 selected links with three SELINK adjustments, that is, the GM remains calibrated despite substantial changes in the input productions and attractions. The coverage of zones provided by 32 selected links is satisfactory. Increasing the number of repetitions beyond four is not reasonable because the stability of GM model in reproducing the OD TLF reaches its limits. The total volume of truck traffic captured by 32 selected links is 107% of total trip productions. But more importantly, ~ELINK adjustment factors for all of the zones can be computed. Evaluation of the travel demand model resulting from the SELINK adjustments is conducted by using screenline volume analysis, functional class and route specific volume analysis, area specific volume analysis, production and attraction analysis, and Vehicle Miles of Travel (VMT) analysis. Screenline volume analysis by using four screenlines with 28 check points are used for evaluation of the adequacy of the overall model. The total trucks crossing the screenlines are compared to the ground count totals. L V/GC ratios of 0.958 by using 32 selected links and 1.001 by using 16 selected links are obtained. The %RM:SE for the four screenlines is inversely proportional to the average ground count totals by screenline .. The magnitude of %RM:SE for the four screenlines resulting from the fourth and last GM run by using 32 and 16 selected links is 22% and 31 % respectively. These results are similar to the overall %RMSE achieved for the 32 and 16 selected links themselves of 19% and 33% respectively. This implies that the SELINICanalysis results are reasonable for all sections of the state.Functional class and route specific volume analysis is possible by using the available 154 classification count check points. The truck traffic crossing the Interstate highways (ISH) with 37 check points, the US highways (USH) with 50 check points, and the State highways (STH) with 67 check points is compared to the actual ground count totals. The magnitude of the overall link volume to ground count ratio by route does not provide any specific pattern of over or underestimate. However, the %R11SE for the ISH shows the least value while that for the STH shows the largest value. This pattern is consistent with the screenline analysis and the overall relationship between %RMSE and ground count volume groups. Area specific volume analysis provides another broad statewide measure of the performance of the overall model. The truck traffic in the North area with 26 check points, the West area with 36 check points, the East area with 29 check points, and the South area with 64 check points are compared to the actual ground count totals. The four areas show similar results. No specific patterns in the L V/GC ratio by area are found. In addition, the %RMSE is computed for each of the four areas. The %RMSEs for the North, West, East, and South areas are 92%, 49%, 27%, and 35% respectively, whereas, the average ground counts are 481, 1383, 1532, and 3154 respectively. As for the screenline and volume range analyses, the %RMSE is inversely related to average link volume. 'The SELINK adjustments of productions and attractions resulted in a very substantial reduction in the total in-state zonal productions and attractions. The initial in-state zonal trip generation model can now be revised with a new trip production's trip rate (total adjusted productions/total population) and a new trip attraction's trip rate. Revised zonal production and attraction adjustment factors can then be developed that only reflect the impact of the SELINK adjustments that cause mcreases or , decreases from the revised zonal estimate of productions and attractions. Analysis of the revised production adjustment factors is conducted by plotting the factors on the state map. The east area of the state including the counties of Brown, Outagamie, Shawano, Wmnebago, Fond du Lac, Marathon shows comparatively large values of the revised adjustment factors. Overall, both small and large values of the revised adjustment factors are scattered around Wisconsin. This suggests that more independent variables beyond just 226; population are needed for the development of the heavy truck trip generation model. More independent variables including zonal employment data (office employees and manufacturing employees) by industry type, zonal private trucks 226; owned and zonal income data which are not available currently should be considered. A plot of frequency distribution of the in-state zones as a function of the revised production and attraction adjustment factors shows the overall " adjustment resulting from the SELINK analysis process. Overall, the revised SELINK adjustments show that the productions for many zones are reduced by, a factor of 0.5 to 0.8 while the productions for ~ relatively few zones are increased by factors from 1.1 to 4 with most of the factors in the 3.0 range. No obvious explanation for the frequency distribution could be found. The revised SELINK adjustments overall appear to be reasonable. The heavy truck VMT analysis is conducted by comparing the 1990 heavy truck VMT that is forecasted by the GM truck forecasting model, 2.975 billions, with the WisDOT computed data. This gives an estimate that is 18.3% less than the WisDOT computation of 3.642 billions of VMT. The WisDOT estimates are based on the sampling the link volumes for USH, 8TH, and CTH. This implies potential error in sampling the average link volume. The WisDOT estimate of heavy truck VMT cannot be tabulated by the three trip types, I-I, I-E ('||'&'||'pound;-I), and E-E. In contrast, the GM forecasting model shows that the proportion ofE-E VMT out of total VMT is 21.24%. In addition, tabulation of heavy truck VMT by route functional class shows that the proportion of truck traffic traversing the freeways and expressways is 76.5%. Only 14.1% of total freeway truck traffic is I-I trips, while 80% of total collector truck traffic is I-I trips. This implies that freeways are traversed mainly by I-E and E-E truck traffic while collectors are used mainly by I-I truck traffic. Other tabulations such as average heavy truck speed by trip type, average travel distance by trip type and the VMT distribution by trip type, route functional class and travel speed are useful information for highway planners to understand the characteristics of statewide heavy truck trip patternS. Heavy truck volumes for the target year 2010 are forecasted by using the GM truck forecasting model. Four scenarios are used. Fo~ better forecasting, ground count- based segment adjustment factors are developed and applied. ISH 90 '||'&'||' 94 and USH 41 are used as example routes. The forecasting results by using the ground count-based segment adjustment factors are satisfactory for long range planning purposes, but additional ground counts would be useful for USH 41. Sensitivity analysis provides estimates of the impacts of the alternative growth rates including information about changes in the trip types using key routes. The network'||'&'||'not;based GMcan easily model scenarios with different rates of growth in rural versus . . urban areas, small versus large cities, and in-state zones versus external stations. cities, and in-state zones versus external stations.

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Wireless Paging System Model on Ubiquitous Computing Environment

  • Han, Kook-Hee;Kwon, Young-Jik
    • 한국정보기술응용학회:학술대회논문집
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    • 한국정보기술응용학회 2005년도 6th 2005 International Conference on Computers, Communications and System
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    • pp.55-60
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    • 2005
  • Ubiquitous computing environment means the computing environment that has taken its position so closely with the ordinary living so much like air or water. In building up the U-Korea, one of the important issues is the social issue from the drastic increase of senior population. The contemporary society has its distinct trend in increase of senior household following the nuclear family orientation, increase of working parents with the advancement of women in society, unable to support seniors for long distance or short distance of business trip and other reasons that the need of senior welfare has been ever more felt. Accordingly, the Ministry of Government Affairs and Home Administration has developed the wireless paging system to make prompt response system for 119 Rescue when the single senior is encountered with emergency situation that is has been widely provided for the socially neglected people such as single senior, the disabled persons and others. Currently, the wireless paging system is operated as the sub-system for emergency rescue information system, but due to the lack of reliability of product, problems of terminal portable transmitter, receptor and others, rejection of beneficiary and lack of knowledge in use, insufficient management and supervision of managing officers, the efficiency has been declined that there is a need of development for the system. Therefore, this study proposes the context aware information structure of the subject of ubiquitous wireless paging system required for the development of the wireless paging system model of ubiquitous environment that improved the problems of currently operated wireless paging system.

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시간처짐현상을 고려한 장거리구간 통행시간 예측 모형 개발 (Development of a Freeway Travel Time Forecasting Model for Long Distance Section with Due Regard to Time-lag)

  • 이의은;김정현
    • 대한교통학회지
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    • 제20권4호
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    • pp.51-61
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    • 2002
  • 본 연구에서는 운전자 입장에서 원하는 고속도로 다구간의 통행시간을 예측하는 모형을 구축하였다. 현재 지점검지기를 통해 생성되는 예상통행시간 정보는 장거리 통행시 발생되는 시간처짐현상을 반영하지 못하고 있다. 이로 인하여 도로이용자들의 신뢰가 떨어져. 전체적인 ATIS의 효과를 거두지 못하고 있다. 따라서 본 연구에서는 시간처짐 현상과 영업소 지체를 반영한 고속도로 다구간의 통행시간예측을 위하여, 한국도로공사에서 운영중인 검지기의 교통량 자료와 TCS자료를 사용하였다. 또한 실제 시스템에의 적용을 위해 이상치가 섞여 있는 자료를 유지하였다. 예측에 사용된 모형은 3개의 입력유니트와 2개의 출력유니트를 가지는 선행신경망의 형태로 구성하였으며, 학습방법은 역전파법을 이용하였다. 또한 학습속도와 예측력에 영향을 주는 학습계수, 은닉층의 유니트수, 반복 횟수에 따라 12개의 대안을 구성하여 예측결과를 토대로 최적대안을 모형으로 채택하였다. 이러한 본 연구의 자료특성에 의해 원하는 구간까지의 통행시간을 구할 수가 있다.