• Journal of Korean Society of Transportation
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• v.34 no.2
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• pp.191-206
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• 2016

Pedestrian performance measurement has generally used the average values of pedestrian volumes and speeds from a sample, although each individual's pedestrian behavior of the sample is mainly affected by his/her socio-economic and physical characteristics. In particular, if such individual characteristics of the sample have wide variations, the average values are hard to be representative. In this respect, this study found that a platoon of pedestrians had a major effect on their pedestrian flows on sidewalks. The more platoons was mixed on pedestrian roads, the lower pedestrian flow rate was. The indexes such as a pedestrian flow rate and an occupancy space are typically calculated by pedestrian volumes in a given period of time regardless of the existence of a platoon. However, it is plausible that a pedestrian speed and a level of pedestrian congestion can be different under the equal amount of pedestrian volumes. Therefore, this study suggested criteria for determining level of service for pedestrian considering platoon effects and confirmed that two places had different pedestrian LOSs because of the platoon effects, even if they showed the same pedestrian flow rate.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.2
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• pp.283-294
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• 2018

An accurate pedestrian-delay model is essential for the pedestrian-oriented evaluation of signalized intersection (SI). The crossing behaviors of pedestrians at signalized pedestrian crosswalks (SPCs) are various, and their arrival behaviors consist of two types, random and platoon. It is natural, hence, that the behaviors of pedestrian crossing and arrival should be considered in order to estimate accurate pedestrian delay. Despite this necessity, a simple pedestrian-delay model that cannot explain these behaviors of pedestrian movements is still recommended in Highway Capacity Manual (HCM). For these reasons, a pedestrian-delay model, suitable for various SPCs and SIs, is required to make pedestrian-oriented decisions on the design and operation of various SPCs and SIs. This paper proposes a novel pedestrian-delay model that is based on the behaviors of pedestrian crossing and arrival. The proposed model consists of two sub models: the one for SPC and the other for SI. The SPC delay model was developed based on the behaviors of pedestrian crossing during pedestrian green time. The SI delay model was designed based on the behaviors of pedestrian crossing and platoon arrival. The results of a numerical simulation showed that the proposed delay model can successfully overcome the under- and overestimation problems of the HCM model with explaining various behaviors of pedestrian crossing and arrival.

• Journal of Korean Society of Transportation
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• v.24 no.5 s.91
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• pp.57-66
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• 2006

This paper presents new pedestrian signal timings considering pedestrian demand Pedestrian characteristics, and land use which were obtained by Pedestrian characteristics field survey and pedestrian signal operation survey. Pedestrian signal timings suggested were compared to the existing pedestrian signal timings by using real field data. pedestrian characteristics field survey was conducted to collect pedestrian crossing speed data and reaction time data. Sixteen areas in Seoul were selected for the data collection. The average pedestrian crossing speed was 1.30m/sec and the 15th Percentile speed was 1.11m/sec. The average reaction time was 2.24 seconds. Pedestrian crossing speed differs by land use, road width. pedestrian age, sex, and number of Pedestrians. Reaction time also differs by road width, pedestrian age, and number of pedestrians. Statistical testing was performed to secure reliability of the collected data.

• Journal of Korean Society of Transportation
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• v.34 no.6
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• pp.499-509
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• 2016

The pedestrian traffic flow has more complicated microscopic features than vehicular traffic flow. Without any designated lanes or any guidance, pedestrians naturally move and change their routes in two dimensional domain with ease. Thus the assessment of pedestrian comfort level should be considering the microscopic features of pedestrian flow. This study is aimed at developing pedestrian comfort criteria based upon pedestrian flow simulation model. This study suggests three criteria to determine pedestrian comfort level; the deviation of route, the acceleration of walk, and the number of collision. Each criterion, which can address the unique walking patterns of pedestrian flow, is represented as each different function with respect to traffic flow rate. The criteria can be the additional indicators to determine the level of service of pedestrian flow together with traffic flow rate and walking speed.

• Journal of Environmental Science International
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• v.20 no.9
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• pp.1205-1212
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• 2011

As serving people's activities, pedestrian road systems are basic and necessary facilities in urban structure. To provide and utilize these pedestrian road systems in residential area would enhance urban environment as well as quality of life. For this reason, pedestrian road should be planned by consideration of people's activity in residential area. Evaluation of existing pedestrian road should be also oriented how people use it and what people do in it. This study amis to investigate functions of pedestrian road system throughout evaluation of user's satisfaction in order to improve better pedestrian road system in residential area. The purposes of this study are to analyze components of factors affecting on user's satisfaction, and to find the relationship among affecting factors. For this study, the on-site questionnaire method was applied to 267 individuals who were collected as the study areas where locate Toyogaoka and Kaidori, Japan. The collected data were clarified exploratory factors, and analyzed relationship between the factors and satisfaction by applying quantitative statistical techniques for the mapping investigation, Mann-Whitney u-test, and correlation. The results of this study are follows. The pedestrian road system is more preferred than surroundings of vehicle roads in residential district area where maintains pedestrian road as open space. In addition, satisfactions of the pedestrian road for each purpose were highly evaluated, because of conformability and convenience for usage. Consequently, the pedestrian road which is secure and greening as an open space is well carried out for the living circulation of residents. It would suggest that pedestrian road have to be managed and planned not a function of circulation but an open space system.

• Journal of Korean Society of societal Security
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• v.4 no.2
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• pp.41-48
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• 2011

Pedestrian environment not only affects the quantitative degree in pedestrian movement, but also an impact on the local economics and environment that speaks within the greater dialogue of the qualitative life in an urban context. Recent urban planning issues have matured from a linear street development to a conversion of pedestrian friendly streets that synchronizes the entire pedestrian movement structures as a whole. Subject cases, Myung-Dong and Kwanchul-Dong, were selected from time regulated pedestrian streets in Seoul. Analysis of these streets was done through field studies and interviews. From the research, the outcome was helpful in providing the developers a greater perspective with the pedestrian movement structure that is not confined to a certain parameter, but in a larger scale within the urban environment. It was also useful in justifying ambiguous locations of pedestrian-only streets and crosswalks. Also, It aided in planning optimal scheme that concurs with the predictable pedestrian movement.

• Journal of Korean Society of Transportation
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• v.21 no.3
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• pp.121-134
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• 2003

Forecasting models for crosswalk pedestrian volume, which consider safety of crosswalks and good traffic operation accidents, have been established in order to reduce total number of crosswalk pedestrian accidents. However, the existing models did not include pedestrian volume which seemed to be very significant in the forecasting models because there were no pedestrian volume related data and no methods of estimating pedestrian volume. This paper presents estimating models for the total number of trips, which are produced in zone i and attracted to zone j, and a process of estimating pedestrian volume in the goal year. First of all, the estimating models included the characteristics of land-use around a signalized intersection and the crosswalk pedestrian volume as factors. Secondly, the estimated crosswalk pedestrian volume was distributed to the crosswalk pedestrian volume each path in the basic year by friction factors of Gravity Model, adjustment factors for area and ratio of pedestrian volume who moved diagonally at the crosswalk. Thirdly, the estimating models of crosswalk pedestrian volume in the goal year were presented by using the distributed crosswalk pedestrian volume.

• Transactions of the Korean Society of Automotive Engineers
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• v.18 no.3
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• pp.104-109
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• 2010

The fatality of pedestrian accounts for about 21.2% of all fatality at 2007 year in Korea. In car to pedestrian accident it is very important to inspect the throw distance of pedestrian after collision for exact reconstructing of the accident. The variables that influence on the throw distance of pedestrian can be classified into the factors of vehicle and pedestrian, and road condition. It was simulated by PC-CRASH, a kinetic analysis program for a traffic accident in sedan type vehicle and SPSS program was used for regression analysis. From the results, the throw distance of pedestrian increased with the increasing of vehicle velocity, and decreased with the increasing of impact offset. Also it decreased with the increasing of velocity of pedestrian at accident, and throw distance at the road condition of wet was longer than that at dry condition. Finally, the regression model of sedan type vehicle on the throw distance of pedestrian was as follows; $$dist_i=2.39-0.11offset_i+0.59speed_i-545height_i-0.25walk_i+2.78wet_i+{\epsilon}_i$$.

• KIEAE Journal
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• v.15 no.2
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• pp.69-78
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• 2015

Purpose: The aim of this study was to analyze the elementary schoolchildren's the fear of crime in pedestrian environment of elementary school for providing the basic design resource. Method:In order to deal with that, the questionnaire survey on the elementary schoolchildren's the fear of crime were conducted in 5 elementary schools in Ilsan new town. The results of the 293 questionnaires survey were analyzed through SPSS program. Result: The main results were as follows. The level of fear of crime in pedestrian environment differed in these 5 elementary schools because of the width of pedestrian path, the concealed place around pedestrian path, the nearness of park, the height/shape/interval of trees, the number of car and the closure-watching in the school caused by fence and trees and so on. The level of fear of crime in pedestrian environment differed between that of boy groups and that of girls groups because of the number of emergency bell/telephon, the shape of pedestrian path, the number of security office, the number of car and the concealed place around pedestrian path and so on.

• Journal of Power System Engineering
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• v.13 no.5
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• pp.76-81
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• 2009

The fatalities of pedestrian account for about 21.2% of all fatalities at 2007 year in Korea. To reconstruct exactly the accident, it is important to calculate the throw distance of pedestrian in car to pedestrian accident. The frontal shape of SUV vehicle is dissimilar to passenger car and bus, so the trajectory and throw distance of pedestrian by SUV vehicle is not the same of passenger car and bus. The influencing on it can be classified into the factors of vehicle and pedestrian, and road factor. It was analyzed by PC-CRASH for simulation, and SPSS s/w was used for regression analysis. From the simulation results, the maximum impact energy of multi-body of pedestrian was occurred to that of torso body at the same time. And the throw distance increased with the increasing of impact velocity, and decreased with the increasing of impact offset. Also it decreased with the increasing of velocity of pedestrian at accident, and the throw distance of wet road was longer than that of dry road. Finally, the regression analysis model of SUV(Nissan Pathfinder type)vehicle in car to pedestrian accident was as follows; $$disti_i=-0.87-0.11offseti_i+0.69speed_i-4.27height_i+0.004walk_i+0.63wet_i+{\epsilon}_i$$.