• Proceedings of the Korean Association of Geographic Inforamtion Studies Conference
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• 2008.06a
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• pp.195-201
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• 2008

본 연구에서는 고속도로와 같은 연속류 에서의 통행시간 군집화 현상을 연구하여 신뢰성 있는 단위 시간 당 구간 대표 통행시간을 구하는 전처리 방법을 제시하는데 목적이 있다. 현재까지는 단위시간 당 구간의 통행시간 대푯값으로 하나의 평균값(Mean), 최빈값(Mode), 또는 중앙값(Median)이 사용되었다. 이의 문제점은 운전자의 주행 습관(빠른 주행, 느린 주행), 휴게소 이용, 도로 정체 등 다양한 요인으로 인하여 차량일 구간 주행 속도 간 편차가 많아 현재 사용하는 1개의 대푯값으로는 전체 차량의 운행 특징을 정확히 표현하기가 곤란하다는 점이다. 이를 개선하기 위하여 본 연구에서는 군집 방법을 이용하여 차량군을 복수의 비슷한 군집으로 나누고 나누어진 그룹별로 통행시간 대푯값을 선정하는 방법을 제시하고 실험하여 이 방법이 효과적임을 증명하였다.

• 한국ITS학회:학술대회논문집
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• 2003.11a
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• pp.122-126
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• 2003

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.2D
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• pp.203-208
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• 2011

Traffic demand is continuously increasing due to the development of urban areas in Korea. To cope with this, many efforts have been done including constructions of new roadways and increasing the number of lanes of the existing roadways. Those efforts, however, have been performed for only a short segment of target links having similar traffic characteristics. As a result, most urban cities experience bottle-neck phenomena which lead decreasing flow speed and increasing possibilities of accidents. Thus, this study aims to analyze problems of bottle-neck phenomena and effects of balancing number of lanes along the same corridor having similar traffic characteristics. For this, Route 32 passing the city of Daejeon in Korea has been selected as a case study, and a micro-simulation tool, VISSIM, has been adopted for the analysis. The results show that balanced number of lanes along the same corridor with similar traffic characteristics can increase flow speeds and enhance safety.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.5
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• pp.1981-1987
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• 2013

$CO_2$ emissions of vehicles vary with vehicle's speeds. In addition, the speeds vary with road type, location, time and traffic volume. In this paper, the section in which a large quantity of $CO_2$ emissions per vehicle is exhausted is determined and analyzed with principal component analysis(PCA). In results of analysis, the principal components analysis were divided into two principal components. It had been identified that the main component was the time zone one which is able to explain each components' role. The first principal component could explain the role of a major component on $CO_2$ emissions per vehicle in the early morning and afternoon hour, respectively. The second principal component could explain the role of the component on $CO_2$ emissions per vehicle in the morning and afternoon peak hours, respectively. Therefore, the section in which a large quantity of $CO_2$ emissions per vehicle could be deterimined by PCA scores.

• Proceedings of the KOR-KST Conference
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• 1998.10a
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• pp.3-10
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• 1998

본 연구에서는 동적통행시간예측을 위한 하나의 방법으로 블록밀도법을 도입하여 가로상의 일정한 구간을 세분화하고 몇 개의 블록으로 분할한 후 교통류를 유체근사화시키고 각 블록의 밀도를 일정시간 마다 갱신해 나가는 방법을 채택하였다. 즉, 각 블록에서 주어진 밀도의 초기치와 최하류부의 블록에서 유출교통량을 이용하여 일정시간 간격으로 모든 블록에서의 밀도를 수정해 가는 유체의 연속방정식의 개념을 도입하였다. 또한, 본 연구에서는 첨단교통시스템에 적용될 동적통행시간 예측을 위해 기존의 연속교통류만을 대상으로 하던 것에서 벗어나 신호등을 포함한 단속교통류를 대상으로 하였다. 또한 교통류의 저밀도 구간과 고밀도 구간을 분리하여 Ele복합모형을 적용하여 교통류를 해석하고 가급적 실제 상황과 유사하게 근접시키고자 하였다. 이 이론을 근거로 구축된 모델에 실제 현장에서 얻어진 교통량, 밀도, 속도 등의 자료들을 투입하고 통행시간의 예측을 도모하였다.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.8 no.6
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• pp.13-22
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• 2009

Recently, DSRC technology is used in the various fields such as parking system, BIS, ETC, etc. This paper suggests a traffic information system using this DSRC technology. The traffic information processing based on point detection using existing vehicle detection equipment is the system in which a collection and a service are operated separately while the traffic information system based on the link detection using DSRC is able to collect and provide the traffic information through the communication between RSE and OBU. The speed of a traffic congestion is high on the process converted from a point passing speed to a link average speed because the vehicle detection equipment makes the link traffic information into the point information. When the condition of traffic is deteriorated, traffic speed of the vehicle detection equipment becomes higher than DSRC. Especially, in this system, deflection by data of the traffic speed of the traffic information system is much decreased, and the unexpected condition detection and traffic condition are provided promptly.

• Proceedings of the KOR-KST Conference
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• 1998.10a
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• pp.285-294
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• 1998

기존 도로시설을 최대로 이용하고 교통의 흐름을 질적으로 향상시키기 위해서는 과포화 상태를 고려한 교통시설운영방법을 개선할 필요가 있다. 속도-교통량관계는 교통시설운영의 평가와 서비스수준 산정을 위한 주요 판단기준이 된다. 본 논문에서는 경부고속도로 종점부 구간의 현장조사를 통해 과포화상태의 속도-교통량 관계를 조사 분석하였고 그 결과 다음 몇 가지 결론을 얻을 수 있었다. 첫째, 한국도로용량편람을 비롯한 우리 나라 연구결과는 일반적으로 50km/hr 일 때 용량상태가 나타난다고 알려져 있으나 본 조사결과에 의하면 약 85km/hr 정도에서 용량상태가 발생함을 관측할 수 있었다. 둘째, 과포화구간에서 속도에 따른 통과교통량 증감추이는 대기행렬 증가시 급격한 속도-교통량의 감소가 있는 반면에 대기행렬해소시 속도-교통량의 증가는 완만하게 회복됨을 보였다. 셋째, Ontario 고속도로의 경우와 본 조사연구결과는 비교해본 결과 과포화시 한국의 경우 미국과 동일한 통행속도에서 더 많은 교통량이 통행하는 것으로 확인되었다.

• Journal of Korean Society of Transportation
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• v.17 no.3
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• pp.61-70
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• 1999

The Purpose of this study is to test whether Braess Paradox (BP) can be revealed in a real world network. Fer the study, Namsan 2nd tunnel case is chosen, which was shut down for 3 years for repair works. The revelation of BP is determined by analyzing network-wise traffic impacts followed by the tunnel closure. The analysis is conducted using a network simulation model called SECOMM developed for the congestion management of the Seoul metropolitan area. Also, the existence of BP is further identified by a before-after traffic survey result of the major arterials nearby the Namsan 2nd tunnel. The model estimation expected that the closure of Namsan 2nd tunnel improve the network-wise average traffic speed from 21.95km/h to 22.21km/h when the travel demand in the study area and congestion Pricing scheme on Namsan 1st & 3rd tunnels remain unchanged. In addition, the real world monitoring results of the corridors surrounding Namsan 2nd tunnel show that the average speed increases from 29.53km/h to 30.37km/h after the closure. These findings clearly identify the BP Phenomenon is revealed in this case.

• Journal of the Korean Association of Geographic Information Studies
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• v.3 no.3
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• pp.1-11
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• 2000

This study was analysed the characteristis of traveling vehicles using the collected data by DGPS receiver. These data were checked the vehicle position in every 2 seconds and compared with GIS digital map after correcting the errors. These are compared travel speed and running speed overall and analysed the stopping vehicle in the middle of travelling. The stopping frequency, stopping time and stopping factor was analysed. The X, Y coordinates positioning of DGPS received data about stopping vehicle was analysed. DGPS receiver didn't position at first but positioned it exactly as time went. This study carried out the basic study about travel characteristics with digital map and DGPS received data. Few studies which applied advanced technology like GIS & DGPS have been executed. I hope that the more study will be executed in this traffic field.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.6 no.2
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• pp.34-44
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• 2007

Many urban cities deployed ITS technologies to improve the efficiency of traffic operation and management including a real-time franc control system (i.e., COSMOS). The system adopted loop detector system to collect traffic information such as volume, occupancy time, degree of saturation, and queue length. This paper investigated the applicability of detector information within COSMOS to represent the congestion level of the links. Initially, link travel times obtained from the field study were related with each of detector information. Results showed that queue length was highly correlated with link travel time, and direct link travel time estimation using the spot speed data produced high estimation error rates. From this analysis, a procedure was proposed to estimate congestion level of the links using both degree of saturation and queue length information.