• Journal of Smart Tourism
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• v.2 no.2
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• pp.15-19
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• 2022

Destination marketing organizations (DMOs) utilize the official website for marketing and promotional purposes, while tourists often navigate through the official website to gather necessary information for their upcoming trips. With the advancement of business analytics, DMOs may need to exploit the clickstream data generated through their official website to develop more suitable and persuasive strategic marketing and promotional activities. As such, the primary objective of the current study is to show whether clickstream data can successfully identify the trip purposes of a particular user. Using a latent class analysis and multinomial logistic regression, this study found the meaningful and statistically significant variations in webpage visits among different trip purpose groups (e.g., weekend getaways, day-trippers, and other purposes). The findings of this study would provide a foundation for more data-centric destination marketing and management practice.

• Journal of the Korean Association of Geographic Information Studies
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• v.22 no.1
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• pp.28-38
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• 2019

The smart card data stores the transit usage records of individual passengers. By using this, it is possible to analyze the traffic demand by station and time. However, since the purpose of the trip is not recorded in the smart card data, the demand for each purpose such as commuting, school, and leisure is estimated based on the survey data. Since survey data includes only some samples, it is difficult to predict public transport demand for each purpose close to the complete enumeration survey. In this study, we estimates the purposes of trip for individual passengers using the smart card data corresponding to the complete enumeration survey of public transportation. We estimated trip purposes such as commute, school(university) considering frequency of O-D, duration, and departure time of a passenger. Based on this, the passengers are classified as workers and university students. In order to verify our methodology, we compared the estimation results of our study with the patterns of the survey data.

• Hwankyungkyoyuk
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• v.21 no.3
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• pp.1-12
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• 2008

This study is aimed at suggesting ways to develop field trip or learning materials focusing on environment of Jeju seashore in order to make an effective field trip. To perform these purposes, the contents and concepts were analyzed from environment-related 'geological unit' of elementary science textbook. Afterwards, the places having the geological features in coincidence with them are chosen, and investigated, and these regions can develop into geological teaming places for field trip. Each teaming spot focuses on understanding and finding out the characteristic geological environment of rock shore, gravel shore, sand shore, shellfish shore, and tideland shore among Jeju shores. When field trip is conducted at the preparatory stage, students can get advance knowledge on geological concepts from textbook. The activity record paper is presented at the field trip stage where students observe geological phenomena on their own. After field trip is finished, the summary stage is given to solve some problems on the basis of the observed contents. The developed data from this research have its regional limits, but is surely useful for teachers who try to plan field trip when they especially choose the right field trip spots, or plan to make the process for field trip preparation of the environmental education. Furthermore, with this survey and activities, students can take the chance to improve the learning effect through their own experience on environment of Jeju seashore.

• Journal of Korean Society of Transportation
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• v.26 no.4
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• pp.87-97
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• 2008

The traditional trip-based modeling approach has assumed that a trip is generated for a purpose. However, the approach has not considered trips as a set of connected trips nor has it considered trip chaining. The purpose of this study is to identify general characteristics of trip chaining, and to explore relationships between trip purposes and trip chains using multivariate regression models. The data for this study come from the 2006 Seoul household travel diary survey. It is found that simple trip chains are dominant phenomena, and socio-economic characteristics such as occupation, income, age, and gender are closely related to types of trip chains. People aged less than 20, females, or high-income people are more likely to have a higher number of home-based trip chains. In addition, commute and school trips for workers and students respectively tend to be strongly associated with simple trip chains, while shopping and leisure trips for housewives tend to be related to simple trip chains.

• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.113-129
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• 1999

It is widely recognized that the value of travel time (VOT) plays an important role both in choosing the transportation alternatives on an individual level, and in analyzing and evaluating transportation plans and other public policy makings on a collective level. There is, however, a great deal of difficulties to correctly estimate the VOT. In addition, although there are lots of methods to estimate the VOT so for, not many recommendations have been presented to reflect the localities associated with the VOT derivation in Korea. This study aims at deriving the VOT for different trip purposes and travel modes with their significances tested. To accomplish this purposes, a logit-based travel mode choice model based on revealed preference (RP) data has been formulated, calibrated using the discrete choice model of LIMDEP package for various trip purpose models. For each trip purpose and travel mode, the VOT has been calculated along with the significance testing of the derived VOTs. From the results given in this research, the VOTs for different purposes and modes are identified different, and they are statistically significant. The updated results here in this paper may be a yardstick in evaluating the transportation plans and policies by providing more detailed VOT information for different categories, especially in urban context.

• Journal of Korean Society of Transportation
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• v.4 no.1
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• pp.28-40
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• 1986

Accurate subway demand estimation which is essential for better route selection can be achieved by the exact definition of the influence sphere of subway station. The influence was derived implicitly from the analysis of access time to the station for the cases of Seoul. Access time distribution was investigated by trip purposes, by age, by income, by sex, by travel distance, by kinds of thickets, by the location of station for the analysis of relationship between access time and socio-economic characteristics or urban structure. The difference of average access time between direct access trip and transfer trip which is found 8.6 minutes and 6.1 minutes respectively also investigated. The small difference implies poor transfer system of Seoul subway. 83.1% of subway users are coming from the distance of 10minutes' walk and average access time is 7.8minutes as a whole.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.6
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• pp.576-584
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• 2017

Traffic demand prediction result is a primary factor for decision making such as the traffic planning and operation. The existing traffic demand prediction 4-step model only covers the trip between the origin and the destination, and not the demand followed by the accessibility improvement, due to the characteristic of this model. Therefore, the purpose of this research is to improve the limitations of the existing model by developing the inter-city trip generation and trip distribution model with more accessibility. After calculating of the trip generation and trip distribution model with more accessibility, the sign of the accessibility coefficient was positive. Commuting was the most insensitive indicator, affected by external factors among the other trip purposes. The leisure trip was the most sensitive, affected by the trip fee. According to the result of comparison with each of estimated model and observational data, it was certain that the reliability and assumption of the model have been improved by discovering the reduced weighted average error rate, Root Mean Square Error (RMSE) and total error through the model with more accessibility compared with the existing one.

• Journal of Information Technology Applications and Management
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• v.25 no.4
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• pp.171-184
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• 2018

Social media has been integrated into a part of travel industry. Subsequently, it has influenced tourists' travel behavior. Prior studies claim that individuals have different behaviors regarding the use of social media for travel purposes. With lack of studies focusing on age group, the objective of this study is to determine whether there is a difference in the motivation among three generations in using social media for the sake of sharing travel experiences. Finding shows that all generations use social media with similar motivation for travel purposes. They have high motivation in obtaining travel information before the trip and in sharing memorable travel experiences through social media. They also wanted to keep such information as personal document during and after the traveling.

• International Journal of Highway Engineering
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• v.14 no.6
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• pp.139-148
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• 2012

PURPOSES : The accuracy of travel time information is a key measure of effectiveness and reliability of advanced traveler information systems. This study aims at investigating drivers' perception on the acceptable level of information accuracy and their corresponding valuations. METHODS : A questionnaire survey was executed for collecting driver perception data to capture the expectation level of travel time information provided and their willingness to pay for the information. A Tobit model was adopted for exploring the relationship among the acceptable level, driver socioeconomic characteristics and travel attributes. Since drivers' willingness to pay for accurate travel time information can be different according to their travel lengths, a piecewise linear regression model was developed to capture the sensitivity of values of travel time information to travel length. RESULTS : The analysis results suggest that trip purpose and travel time are two dominant factors to determine drivers' acceptable level of travel time information. For business and short trips, drivers want more accurate information than for non-business and long trips. Drivers' willingness to pay for travel time information also varies depending on their incomes, trip purposes and travel lengths. The results also show that drivers' valuation of travel time information provided is sensitive to their travel length. For longer trips, drivers are less sensitive to travel time information and then put less value on the information provided. CONCLUSIONS : Censored nonlinear regression models are developed to estimate drivers' acceptable accuracy for travel time information and their valuation using questionnaire survey data. The findings on drivers perception to the required accuracy of travel time information and their corresponding willingness to pay can be used in the design and deployment of advanced traveler information system to improve its effectiveness and usefulness through high compliance.

• Journal of Korean Society of Transportation
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• v.28 no.5
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• pp.7-15
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• 2010

The walkway level of service (LOS) is conceptualized using pedestrian flow rate, speed, and density according to the Korean Highway Capacity Manual (KHCM). However, as it is based on the data of commuters at peak hours, it needs to be reevaluated considering various trip purposes and a pleasant pedestrian environment. Thus, the authors aimed to investigate and analyze the characteristics of each group: pedestrians during the peak hour and those during the non-peak hour. Then they were verified statistically for the walkway evaluation criteria. In this study, the authors investigated pedestrian speed and flow in a complex transit center walkway with diverse trip purposes by peak and non-peak hour. Then the authors statistically verified the differences between the groups. A model was built for estimating pedestrian density by speed and flow; it was used to calculate the walkway capacity (67.3p/m/m) corresponding to LOS E. The authors established new criteria for LOS, applying the LOS from the HCM. These standards can then be used as the design standards for pedestrian walkways.