• Proceedings of the KSR Conference
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• 2011.10a
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• pp.563-570
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• 2011

This study analyze the transfer patterns of passengers in Seoul based on transit smart card data that was observed in 2010. The smart card records maximum four times of transfer and reports that approximately 90% of trips were less than one transfer and the remains were more than 2 transfers. We focus on trips with more than 3 transfers to figure out the relationship between transit service and regional connectivities. The results show that the average travel time, distance, fare are 45 minutes, 18.3km, and 1,119(KW) respectively. We develope a map for investigating transfer patterns at a regional level(dong and gu). By doing this, three types of transfers are observed as: 1) trips of which origin and destination is either same or near, 2) trips with short distance, and 3) long distance trip with low transit connectivities.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.2
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• pp.1-14
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• 2023

This study derives quantitative data on how much the fiscal deficit of subway operation agencies can be reduced in the process of charging free rides for the elderly in metropolitan subways during peak periods. In smart card data, every trip of elderly is recorded except fares. Therefore, it is required to establish a methodology for estimating the fares of elderly passengers and distributing them to subway opertation agencies as income. This study builds a simultaneous dynamic traffic allocation model that reflects the assumption that elderly selects a minimum time route based on the departure time. The travel route of the elderly is estimated, and the distance-proportional fare charged to the elderly is calculated based on this, and the fare is distributed by reflecting the connected railway revenue allocation principle of the metropolitan subway operating agencies. As a result of conducting a case study for before and after COVID-19 in 2019 and 2020, it is analyzed that Seoul Metro's annual free loss of 360 billion won could be reduced 6~8% at the morning peak (07:00-08:59), and 13~16% at the morning and afternoon peak (18:00-19:59).

• Environmental and Resource Economics Review
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• v.22 no.3
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• pp.499-520
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• 2013

This study proposes an iterative approach to the estimation of the marginal abatement costs of undesirable outputs by computing the slope of the efficient production possibilities frontier on the basis of the efficient projection points generated by the directional output distance function approach due to Fare et al. (2005) based on duality theory. In case of the latter methodology, the estimated marginal abatement costs differ significantly depending on the choice of the directional output vector. In addition, depending on the curvature of the underlying PPF the efficient projection points may be located at a significant distance away from their actually observed counterparts. While it would be more logical to estimate marginal abatement costs as a PPF slope at a point corresponding to the actually observed emissions level, the methodology based on duality theory is likely to produce unstable results due to the problems associated with applying the theorem of implicit function differentiation. Since our methodology is not based on duality theory, our results are immune to both of these problems. We apply our methodology to a sample of Western European countries for the period of 1995-2011 to illustrate our approach.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.4 no.1 s.6
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• pp.1-13
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• 2005

For integrated transit networks operated with diverse transit modes, it is difficult to find related literatures on the provision of multiple travel time routes information. This study proposes a methodology on how to select K number of least time transit routes in the integrated transit network with two modes, bus and subway. In the Proposed method, three constraints usually (will be) encountered for decision by users-(1) service time constraints of travel modes, (2) maximum payment fare constraints under the integrated distance based fare system, and (3) maximum number of transfer constraints - are taken into consideration in the searched routes. The experimental studies shows that the proposed method properly provides K number of least time routes. In addition, it somehow proves that by combinatorially considering three constraints the proposed method can be evaluated as to enlarge the quality as well as the diversity of route information demanded by users.

• Journal of the Korean Geographical Society
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• v.30 no.4
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• pp.352-363
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• 1995

This study explores horizontal equity problems in the Seoul Subway System by using costs per passenger kilometer as a comparison index. In general, subway users in the central area, except Line 1, are subsidizing users in fringe areas. Spatial differentiation of user cross subsidies in the area is due mainly to interactions between factors such as vehicle kilometers traveled, number of passengers, and length of segments. In order to decrease levels of user cross subsidies among the users and so relieve honzontal equity problems associated with subway use, it is necessary to develop a user fare system in which portions of marginal costs of subway use can be distributed properly among users. However, two-stage fare structure of the subway system in the study area is based only on trip distance, and so marginal costs associated with subway use are not properly reflected in user fees. Therefore, horizontal equity of the system in the study area is affected because of inappropriate user fees.

• The Journal of Fisheries Business Administration
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• v.43 no.1
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• pp.19-34
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• 2012

The purpose of the paper is to find out the trade patten and characteristics of Korea's fisheries products by figuring out the factors of affecting the volume of the export of Korean frozen fisheries products based on the data of frozen fisheries (HS0303), which make up of the large volume of Korea's fisheries export using gravity model. The paper has performed regression analysis through using 624 panel data and the statistical program, STATA 12.0. In this study, we can get two results as follows: First, the total import volume of fisheries and transportation distance of trade partners have an influence on the Korea's trade of frozen fisheries products. The time and fare of transportation have also an influence on the Korea's trade of frozen fisheries products. Second, Korea's trade of frozen fisheries products is also affected by the exchange rate of currencies and settlement of FTA which could be shown as important factors in the estimation of export function of general products.

• Journal of Korean Society of Transportation
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• v.29 no.4
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• pp.85-93
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• 2011

Many policies, such as transit-oriented development, encouraged use of bicycle and pedestrian, reduction of green house gas (GHG) and etc., have been deployed to support transport sustainability. Although various studies regarding GHG were presented, no one has yet adequately explained the behavior of travelers. This paper proposes a GHG emission model by highlighting its sensitivity, elasticity with regard to such travel cost as travel time, travel fare, and GHG pricing, introduced to reduce the amount of GHG in transportation system. For better estimation of GHG, the proposed model adopts (1) a production-constrained gravity model and (2) the travel distance from the origin and the destination (OD). The gravity model has a merit that it considers travel pattern between OD pairs. The model was tested with an example, and the promising results confirmed its validation and applications.

• Journal of KIISE:Software and Applications
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• v.29 no.11
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• pp.818-825
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• 2002

Depth information is one of the most important factor for the recognition of a digital face image. Range images are very useful, when comparing one face with other faces, because of implicating depth information. As the processing for the whole fare produces a lot of calculations and data, face images ran be represented in terms of a vector of feature descriptors for a local area. In this paper, depth areas of a 3 dimensional(3D) face image were extracted by the contour line from some depth value. These were resampled and stored in consecutive location in feature vector using multiple feature method. A comparison between two faces was made based on their distance in the feature space, using Euclidian distance. This paper reduced the number of index data in the database and used fewer feature vectors than other methods. Proposed algorithm can be highly recognized for using local depth information and less feature vectors or the face.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.89-99
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• 2004

The purpose of this study is to evaluate the value of information on Bus-Route concerning on the User's Individual value. The value of information is estimated with the price of time saving by using the information. The price of unit time for each user is applied to convert the saving time to the cost. To estimate the user's expense from origin to destination the previous model is modified. Bus-travel cost is estimated with variables such as bus-travel time, bus-interval, bus-fare, and the price of walking distance. In this study, to estimate in-vehicle time the bus-travel time model is developed based on the spatial characteristics distinguished by three types of circular-road in the network of Daegu Metropolitan area. For the case study, a set of the origin and destination is selected as Dalsu-gu District Office and East Daegu Train Station respectively. There are several bus-routes which can be used as direct or transferable bus-routes selected. The study showed that when the value of time for individual users is \1,738/hr, there is no benefit to using information of transferable bus-routes. It also showed that the more discount rates of bus fare is increased, the benefit to using information of transferable bus-routes is increased, and that the lower value of time is, the benefit to using information of transferable bus-routes is increased.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.3
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• pp.247-255
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• 2021

Individual passenger transfer information is not included in Seoul metropolitan subway Automatic Fare Collection (AFC) data. Currently, basic data such as travel time and distance are allocated based on the TagIn terminal ID data records of AFC data. As such, knowledge of the actual path taken by passengers is constrained by the fact that transfers are not applied, resulting in overestimation of the transport index. This research proposes a method by which a transit path that connects the TagIn and TagOut terminal IDs in AFC data is determined and applied to the transit index. The method embodies the concept that a passenger's line of travel also accounts for transfers, and can be applied to the transit index. The path selection model for the passenger calculates the line of transit based on travel time minimization, with in-vehicle time, transfer walking time, and vehicle intervals all incorporated into the travel time. Since the proposed method can take into account estimated passenger movement trajectories, transport-related data of each subway organization included in the trajectories can be accurately explained. The research results in a calculation of 1.47 times the values recorded, and this can be evaluated directly in its ability to better represent the transportation policy index.