• Proceedings of the KOR-KST Conference
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• 2007.05a
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• pp.343-351
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• 2007

• Transportation Technology and Policy
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• v.6 no.1
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• pp.35-48
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• 2009

• Proceedings of the Korean Environmental Sciences Society Conference
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• 2020.10a
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• pp.156-156
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• 2020

• Journal of Korean Society of Transportation
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• v.31 no.3
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• pp.86-95
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• 2013

In this study, a model of compensation and amendment of forecasted travel demand was developed to calculate the range of values depends on the changes in the risk factors, selecting factors that might affect traffic demand changes among risk factors. Selected factors are as follows: influenced area population, the number of registrated vehicle per person, ratio of service industry workers, and city intervals. Then this model is applied to six routes of expressway and the calculated value were compensated with error rate being reflected on each quartile value with respect to influenced area population (200,000 people standards). Result from appling developed model to Cheongwon-Sangju expressway suggests that the model could compensate the error rate by more than 50%, which in turn validate the effectiveness of the model developed. Some limitations and future research agenda have also been identified.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.5
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• pp.106-118
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• 2020

This study examined the impact of COVID-19 on traffic demand (Average Daily Traffic : ADT) by analyzing the available data on highway traffic volume and the spread of COVID-19 cases in Korea. This study used the data from 228 permanent traffic counts (PTCs) on highways from January to May of 2019 and 2020 to analyze the change in ADT. The first cases of infection in Korea occurred on January 20, 2020, and the maximum daily number of infections was 909 on February 29. On April 30, 2020, the daily number of infections decreased to four. The ADT decreased by 3.3% due to the impact of COVID-19. Considering that the traffic volume has increased 2.3% annually over the past decade, the actual decrease in ADT due to the COVID-19 is estimated to be 5.6% (3.3% + 2.3%). The ADT for weekends decreased significantly, compared to during the week. An analysis of the changes in ADT according to the road type revealed decreases in the following: urban roads -4.6%, rural roads -3.2%, and recreational roads -0.7%. Urban roads decreased the most, and tourist roads decreased the least.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.5
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• pp.74-91
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• 2023

Several that analyzed the effectiveness of traffic safety facilities a method of comparing changes in the number of accidents, accident severity, speed through traffic accident data before and after installation or speed data collected from vehicle detection systems (VDS). , when traffic accident data is used, it takes a long time to collect because must be collected for at least one year before and after installation. , the road environment may change during this period, such as the addition of other traffic safety facilities in addition to the facilities to be analyzed. , the location of the VDSs for speed data is often different from the location where analysis is required, and there is a problem in that the investigators are exposed to the risk of traffic accident during on-site investigation. Therefore, this study a case study by establishing a methodology to determine effectiveness video images with a drone, extracting data using a program, and comparing vehicle driving speeds before and after speed reduction facilities. Vehicle speed surveys using drones are much safer than observational surveys conducted on highways and have the advantage of tracking speed changes along the vehicle, it is expected that they will be used for various traffic surveys in the future.

• Journal of the Society of Disaster Information
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• v.20 no.1
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• pp.222-231
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• 2024

Purpose: The purpose of this study is to study how to activate the use of public transportation by identifying the main factors that reduce the use of public transportation due to external influences such as COVID-19 infectious diseases. Method: This study analyzed the connection between the traffic behavior and the characteristics of public transportation use in the metropolitan area changed by COVID-19 with COVID-19 indicators, and analyzed social and environmental factors affecting traffic. Results: It was analyzed that the traffic behavior in the metropolitan area moves from commercial areas to tourist resort areas, the number of COVID-19 deaths affects the use of public transportation, and the lower the deviation between population density, agricultural and forestry areas, and gender ratios due to social and environmental factors, the more significant differences are shown. Conclusion: In the future, it will be able to be activated as a basic analysis model for revitalizing the city's transportation system, regional bases, and various social and economic indicators, such as quarantine of public transportation and social distancing, and can be used as basic data for establishing public transport policy directions according to major influencing factors.

• Journal of the Korean association of regional geographers
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• v.15 no.3
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• pp.351-368
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• 2009

The internal structure of gateway city is to be influenced by the external relations. The purpose of this study is to examine the transportation impacts on the spatial characteristics of gateway cities in the Geum River basin, Korea. The changes of the transportation is classified by the commodity, the rice flow, and the functions of the gateway are examined in Gunsan-Si and Ganggyeong-Eup. Major findings of the study are as follows. First, the water and land transports in the gateways are connected or not. In the flow of the rice, the Gunsan gateway is connected, while the Ganggyeong is not. The difference is reflected in the location of the port and railway station. In the flow of marine products and salt, the Ganggyeong gateway is connected, while the Gunsan is not. Second, there had been separated or not in the location of the ports of the marine products and the rice. They are separated in the Gunsan, while not separated in the Ganggyeong. The results imply that there are to be difference between the two ports after the gateway of rice.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.139-147
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• 2008

8 Exclusive Median Bus Lanes(EMBL) are operated in Seoul metropolitan city after the opening of Chon-ho section in 1996. But the changes in the road traffic demand on the direct and indirect influence area have not reported. In this paper, before and after survey and analysis of road traffic demand on 3 EMBLs opened in 2004 are conducted. In summary, the traffic demand of 3 EMBL road section decreased dramatically to 24.7% after the opening and then increased 1.4% after a year. The traffic demand of detour road decreased to 2.9% after the opening and then increased 0.3% after a year. Considering measurement error as ${\pm}5%$, Road traffic demands on the influence area of EMBL section are a stable state after one year. So it is presumed that the trip demand on EMBL section using vehicle does not make a detour around the influence area but divert into another transport modal.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3D
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• pp.263-270
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• 2010

This research has reviewed the ways to improve the benefits of shortening of transit hours among the benefit items in analysis of economic efficiency. The existing way of calculating the benefits of shortening the transit hours in analysis of economic efficiency has been using O/D in peak to multiply by 365. This method has a problem of not considering the change of traffic according to the month and the day of the week. To improve such problem, the volume of traffics at 361 regular research branches of the chronological statistics of traffic volume was used to analyze the pattern change of traffic volume per day of the week and per month by t-test and cluster analysis. The results show a difference in traffic volume according to the day of the week and the month. In the research example, a supposed O/D and network were used to apply weight per day of the week and per month to see a slight difference with the existing method of calculating benefits of shortening the transit hours. This signifies the necessity to study about the weight to consider the change pattern of traffic volume.