• 대한토목학회논문집
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• 제30권2D호
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• pp.99-103
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• 2010

본 연구는 고속버스 이용자가 고속버스 터미널에서 경험하는 불편함을 개선함으로써 대중교통 체계의 경쟁력을 높이고 효율성을 개선하기 위하여 터미널 내 연계/환승 시 체감환승시간으로 환산된 환승저항을 산정하는 모형을 구축하고 이를 바탕으로 주요 고속버스 터미널의 환승저항을 산출하였다. 그 결과 외부보행거리 100m의 증가(감소)는 통행시간 3분의 증가(감소)와 같으며, 내부보행거리 100m의 증가(감소)는 5분, 계단 100개의 증가는 약 13분의 통행시간 증가, 에스컬레이터 1대 설치는 약 3분의 통행시간 감소와 같음을 알 수 있었다. 본 연구에서 체감시간으로 산출된 환승저항은 환승센터의 환승 여건을 비교하고 시설개선의 우선순위를 판단하는 데에 객관적 지표로 활용될 수 있으며, 신규 환승센터 설계 시 시설 가이드라인을 만드는 데에도 활용이 가능하다.

• 한국도로학회논문집
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• 제19권2호
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• pp.143-152
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• 2017

PURPOSES : This study intends to estimate the tangible benefits derived from the integration of operations of an Express Intercity Bus Terminal and a Highway Service Area. METHODS: For the study, a highway service area was chosen to function as a bus terminal, integrating its services with that of a nearby bus terminal plagued by operating losses. The exercise also helped improve mobility owing to the introduction of local buses between the terminals and utilization of the existing infrastructure such as rest areas. Thus, a terminal that was not being utilized for its intended functionality was integrated with an existing facility to improve the utilization of both and subsequently aid local development. The impact of the exercise was then measured by evaluating the variation in utilization efficiency, operating costs, travel time between two regions (Seoul-Jeomchon and Seoul-Geumsan), and the social costs before and after the integration of the two facilities. RESULTS :The impact of the integration was an increase in utilization efficiency, a decrease in operating cost, a decrease in travel time, and a decrease in social cost in both the regions. The benefits of improved utilization and cost saving can be passed on to the citizens in the form of discounts. A local power generation facility will eventually replace the bus terminal, which can revitalize the local economy. CONCLUSIONS :The integration of the highway service area with the bus terminal is expected to have a win-win effect on the passengers as well as the operators. The study also proposes a sustainable strategic plan for existing terminals and rest areas to implement a method to compete with KTX transportation.

• 전기의세계
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• 제27권1호
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• pp.35-44
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• 1978

In this paper the best way of servicing to the waiting guests at the Express Bus Terminal, is to determined by the computer simulation. The mathematical model for the waiting guests is formulated with the statistics data by researching the waiting lines of the guests at the guests at the specified Express Bus Terminal. The waiting phenomena is simulated using Monte Carlo method to decide the proper number of window and the time for servicing. Finally it present the way of the improvement of service with the good results of simulation.

• 대한지리학회지
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• 제41권
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• pp.19-34
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• 1990

• 대한교통학회지
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• 제33권2호
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• pp.136-144
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• 2015

중앙버스전용차로도 도입으로 인해 무단횡단이 증가하였고 보행 교통 사망자 수 증가의 문제가 지속적으로 제기되고 있다. 이러한 중앙버스전용차로 횡단보도부 교통안전 수준 증진을 위해서는 공학적이고 분석적인 노력이 필요하다. 본 연구에서는 향후 보행안전시설 연구의 기반자료를 마련하기 위해 중앙버스전용차로 정류소 횡단보도부 보행자의 보행행태 자료를 분석한다. 중앙버스전용차로 형태 중 무단횡단이 가장 많이 관측되는 '분리형 횡단보도' 형태인 서울시 '고속버스터미널역'을 조사지점으로 선정하여 영상자료를 수집하였다. 수집된 보행자 자료를 공간적 측면과 시간적 측면에서 위반행태를 분석하였다. 분석 결과 공간적 위반 보행자는 37.8%로 시간적 위반 보행자 3.4%에 비해 11.1배 높게 분석되었다. 본 연구를 통해 시간적 위반 보행자에 편중된 안전시설이 아닌 무단횡단 보행자의 절대 다수에 해당하는 공간적 위반 보행자에 안전대책도 필요하며 향후 시 공간적 위반 보행자의 무단횡단을 함께 억제하는 안전시설이 필요함을 제언한다.

• 복식문화연구
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• 제21권2호
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• pp.167-182
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• 2013

The purposes of this study were to identify dimensions of shopping orientation and preferences of fashion trade areas, to test differences in the preference factors and usage levels of fashion trade areas as determined by shopping orientation and demographic characteristics. Questionnaires were administered to 406 adults in their twenties and thirties visited major fashion trade area in Seoul. The results of the study were as follows. First, five groups were identified based on shopping orientation: combined value-oriented group, convenience-oriented group, hedonic value trend-oriented group, economic-value oriented group and brand-oriented group. Second, the most frequently visited trade area was Myungdong, and there were significant differences in the usage levels of the trade areas except Dongdaemun, Samsung station COEX, Jamsil and Gangnam Express Bus Terminal among the groups determined by shopping orientation. Sinsa Garosoogil, Apgujeong Chungdam and Samsung Station COEX were preferred by hedonic value trend-oriented group. Daehakro and Myungdong were preferred by combined value-oriented group and convenience-oriented group. Third, significant differences were also found in all groups in the preference factors of the trade area as determined by shopping orientation groups when purchasing clothing. Forth, female preferred Gangnam Express Bus Station and Jamsil than male did. Those who in their early twenties preferred Daehakro and Myungdong the most and those who in early thirties and late twenties concerned service policy the most. The results imply that the consumers tend to visit the nearest fashion trade area by their residence(or work, school) and consider the location and accessibility of the trade area as the most important factor.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2003년도 춘계학술대회 논문집
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• pp.343-348
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• 2003

As one of countermeasures for vibration and noise source which come from train operation in subway system, the heavy-weighted tunnel structure and the low-vibration track design have been adopted. In recent the low-vibration concrete track have been constructed to enhance the maintenance effectiveness as well as the reduction of vibration. This paper is explaining and evaluating of the characteristics of vibration and its effects comparing to tile ballast track, concrete track, and full surface supported floating slab track installed on Express bus terminal in Seoul subway No. 7 line.

• 한국측량학회지
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• 제38권5호
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• pp.455-465
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• 2020

As cities continue to expand and additional underground structures are constructed, a policy is being planned to expand addresses, which are national framework data. In this study, the application scope of a proposed 3D (three-dimensional) mixed-use complex space for assigning 3D addresses was defined, based on past research on 3D address systems and by analyzing related laws. Underpass shopping malls, underground walkways (excluding underground shopping malls), and 3D mixed-use transfer centers with a gross floor area of 2,000㎡ or more are connected with each space by underground walkways or public paths. In addition, the detailed space corresponding to the public space of the 3D mixed-use complex space was presented and distinguished from the space to which the detailed address is assigned. The criteria for setting the road section were presented based on the intermediate space, which is a characteristic of 3D mixed-use complex spaces. The proposed criteria were applied to the Express Bus Terminal station (3D mixed-use transfer center) and COEX mall (underpass shopping malls). Thus, the road section was set for an unfamiliar 3D mixed-use complex space. However, by applying the proposed criteria to various 3D mixed-use complex spaces, additional and detailed criteria for different cases should be prepared.

• 한국환경과학회지
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• 제16권12호
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• pp.1393-1399
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• 2007

This research helps you understand the road traffic noise levels by using a noise map. We have observed the change of the road traffic noise levels around $07:00{\sim}08:30\;and\;22:00{\sim}23:00$ using the noise map in the city. The road traffic noise level is very high both at noon and at night around a beltway and an interchange that is linked with a highway. It seems that the main route of so many vehicles, which are at neighboring cities such as N city and D and H districts and which avoid traffic jams in the city, is the beltway and interchange. The road traffic noise level of a nearby express bus terminal, railroad station, and airport is more than 75 dB at noon and 65 dB at night. The road traffic noise level of G city at night is observed to be more than 55 dB. The noise levels of a residence area and a university are higher than a road with high noise levels when the commuters drive to work. The end of the day exceeds 11 o'clock because of a culture level of development that arouses spare time, eating out, adults' drinking culture, nightlife of the youth, etc. Therefore, the road traffic noise level is high during late night hours, and it exceeds regulatory guidelines(55 dB(A)). It also damages the residence area that is located near the road.

• 한국경제지리학회지
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• 제3권1호
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• pp.21-34
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• 2000

청주시 상권은 도시성장에 따른 공간구조의 개편, 소비행태와 유통환경의 변화속에 대형마트 등의 잇단 진출로 급속하게 변화하고 있다. 성안길의 도심권에 번화가와 사무실 밀집지역이 발전하였으며, 상당공원을 중심으로 남 북 서방향으로 난 주요간선도로를 따라 상권이 확대되고, 특히 대단위 주거밀집지역인 가경동 터미널부근, 용암 분평 산남동의 상업지역, 율량동지역의 상권이 새로운 부심상권으로 자리잡아 가고 있다. 이러한 상권의 변화속에 대형 유통업체의 지역내 진출, 전자상거래 확대 등으로 과거 육거리시장을 중심으로 하는 전통적인 재래시장 소규모 유통업체들의 경영악화가 가중되고 있다 지역주민들의 소비생활 편의제고라는 긍정적인 면도 있으나 지역 소매상권의 붕괴, 판매자금의 역외유출 등과 같은 문제점을 유발하고, 인터넷 상거래의 발달은 지역 중소유통업체의 경영위기를 더욱 가중시키고 있다. 따라서 많은 어려움을 겪고 있는 재래시장의 활성화를 위하여 재래시장 유형별, 시장상인, 개별점포와 시장단위, 자치단체 및 관련 법률의 제 개정사항 등과 같은 정책대안을 제시하는데 본 연구의 목적이 있다.