• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.4
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• pp.33-43
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• 2016

Public transportation card data, which is collected for purposes of the Integrated Public Transportation Fare System, provides neither transfer time nor transfer frequency occurring on the metropolitan city-rail (MCR). And because there are no transfer toll gates installed on the MCR, data on transfers between lines are estimated through means such as elicitations using survey questionnaire, or otherwise through macroscopic observations, which poses the risk of transfer time and frequencies being underestimated. For the accurate estimation thereof, an explanation of the transit path that arises between the Entry-and Exit-Gates must be provided. The purpose of this research is twofold : 1) to build a transit path model to reflect the current state of transfer movements on the basis of transportation card reader data, and 2) to deduce information on transfers occurring in the greater metropolis. To achieve these aims, the idea of Big Nodes is introduced in the model to align transportation card reader operation system characteristics with those of the MCR network. The link-label method is applied in the model as well to make certain that the MCR network runs in an effective manner. Administrative information obtained by the transportation card reader is used to derive transfer time and frequency both in the city's mid-zones, and in the Seoul-Gyeonggi-Incheon district's large-zones. Public transportation card data from a single specific day in year 2014 is employed in the building of the quantified transfer specific data. Extended usage thereof as providing comprehensive data of transfer resistance on the MCR is also examined.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.43 no.6
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• pp.793-799
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• 2023

This study classifies the types of urban railway stations that reflect the location characteristics of urban railway stations, the structure and form of station taxes, and the number of users, and the level of inconvenience in the transfer movement line for users by station type, the number and connectivity of transfer information, and the level of transfer convenience facilities. The number of installations, conflicts between users, and transfer information signs were analyzed. As a result of data analysis, it was found that the factors that cause the most inconvenience to urban rail users when transferring are the length and curvature of the transfer line, pedestrian density and number of passengers in the transfer passage, presence or absence of transportation convenience facilities, and the size and height of transfer information letters. These transfer inconveniences were objectified, quantified, and presented as evaluation indicators that can measure the transfer convenience of urban railway stations. Additionally, an evaluation scale was developed to measure the service level for each evaluation indicator. The evaluation scale for each indicator presented six levels by applying linear interpolation based on the maximum and minimum values of data derived through field surveys. However, it is judged that a comprehensive evaluation of transfer convenience that combines the importance and weight of each convenience evaluation indicator should be established through future research.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.4D
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• pp.519-526
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• 2011

In this study, the characteristics of transfer station are analyzed using the data of public transportation. The traffic card of Daegu does not include boarding information. The boarding data are calculated using traffic card data and the BMS data. It is found that transfer has increased by the distance from CBD and the numbers of routes, and decresed by the waiting time. Oneway ANNOVA are carried out to find the optimal number of clusters. Three clusters are chosen in this study. The center of the first cluster shows 2.99, so it has a characteristic of CBD. The second is 6.73, the outskirts of town, and the third is 12.78, the outlying areas.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.3D
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• pp.283-289
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• 2012

Because railways themselves are not enough to provide door-to-door service, they need to be complemented by a transportation system access the stations and a convenient transfer system to access other railway lines. User friendly service policies include a faster, interconnected, and intermodal transportation system. It becomes more important to use deep subterranean space from an economical standpoint in order to promote railway construction projects. In this research, the authors dealt with construction plan for strengthening capacity of deep subterranean railways. Since deep subterranean railways are situated deeper underground than other railways, they are more difficult to access and transfer to, in addition to psychological pressure. Moreover, deep subterranean railways with high speed add access difficulties as the distance between stations increases. Therefore, the authors discuss not only systemization for uniting deep subterranean railways and other transportation facilities but also reinforcement strategies. The purpose of these strategies is so that deep subterranean railways provide mobility while established railways provide accessibility to overcome this problem.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.19 no.1
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• pp.32-43
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• 2020

The transfer time is an important factor in establishing public transportation planning and policy. Therefore, in this study, the influencing factors of the transfer time for transit users were identified using smart card data, and the estimation results for the transfer time using the deep learning method such as deep neural network models were compared with traditional regression models. First, the intervals and the distance to the bus stop had positive effects on the subway-to-bus transfer time, and the number of bus routes had a negative effect. This also showed that the transfer time is affected by the area in which the subway station exists. Based on the influencing factors of the transfer time, the deep learning models were developed and their estimation results were compared with the regression model. For model performance, the deep learning models were better than those of the regression models. These results can be used as basic data for transfer policies such as the differential application of transit allowance times according to region.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.3
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• pp.46-58
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• 2018

DRT should have higher positive benefits to become the public transit than the current backcountry buses having demand deficiency and operation problems. The study examines the factors for activating DRT through importance and performance analysis(IPA) and applies the IPA gap theory to find relationship between the current buses and DRT in the mixed operation area. As a result, the operation area is the urgent improving factor and the next ones are transfer related factors, on-time arrival, safe driving, operation time and vehicles. According to the gap theory to activate DRT and reduce the current bus system, in the case that performance is smaller than importance, the performance of transfer, operating time and area, and vehicles should be up. In the case that performance is higher than importance, the performance of luggage space, vehicle clean, safe driving, operator kindness, transfer, operating elements, and fare should keep going.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.1D
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• pp.71-80
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• 2012

Metropolitan transport demand has increased in Seoul Metropolitan Area (SMA) due to the expansion of its role and land use. Various public transport modes have to be supplied to relieve road congestions for the convenience of users. During the constructions of theses infrastructures some conflicts between the central government and local governments arise for sharing financial resources. In this study finance sharing criteria is developed for the metropolitan BRT, transfer facility, and public garages. Finally, a case study has been done for the metropolitan BRT between Cheongra and Hwagok area in SMA.

• Proceedings of the Korea Information Processing Society Conference
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• 2021.05a
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• pp.338-339
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• 2021

본 논문에서는 제주시에서 오픈데이터로 공개한 버스탑승 기록을 기반으로 이용도가 높은 버스노선에 대해 특정정류장에서의 도착시간 예측모델을 구축한다. 버스들의 평균주행 속도, 운행시간대, 교통량 등을 입력으로 한 모델을 Sklearn을 이용하여 생성하고 MAE와 손실율 등의 성능을 분석한다.

• Journal of the Korean Professional Engineers Association
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• v.30 no.4
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• pp.88-98
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• 1997

For Improving gradually inferior environment of public transportation system, it is necessary to introduce new transit System(NTS). NTS is defined as automated economicm system for it's operation . The Track Guided Bus System (TGBS) is one of the NTS, which is possible operating on the track or road surface and the system has actually many advantages. This study was concentrated on investigating the characteristics of TGBS, comparing to the other public transportation system and appraising the advantages of it on the benefit of the passenger side as well as investor, and then suggested applicable routes. As the result of the study, it is concluded that the advantage of this system is less transfering and initial low investment. Applicable route is the demand of passengers in the range of PPHPD 5,000~39,600, which is more than bus but not more than subway.

• Proceedings of the Korean Institute of Information and Commucation Sciences Conference
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• 2010.05a
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• pp.679-682
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• 2010

현재 스마트폰 시장에는 다양한 모바일들이 등장하고 있다. 심비안과 윈도우 모바일이 주를 이루던 모바일 업계에 애플사가 iPhone을 들고 나타나 큰 반향을 일으켰다. 애플사의 iPhone은 앱스토어라는 새로운 시장을 창출하여 모바일 폰의 거대한 변화를 일으키고 있다. 그리고 이제 구글이 지원하는 안드로이드가 나타나 자리를 차지해 나가고 있다. 휴대폰뿐만이 아닌 다양한 모바일 기기에 안드로이드 플랫폼이 올라가고 안드로이드가 우리 생활의 구석구석을 차지 할 것이다. 본 논문에서는 현재 부산버스노선, 지하철노선의 어플리케이션이 다른 지역에 비해서 개발이 미흡한 실정이다. 시민들이 많이 이용하는 버스, 지하철에 대한 정보를 스마트폰에서 구현함으로써 사용자가 실생활에 편리하게 이용할 수 있게 버스, 지하철에 대한 노선정보, 대기시간, 환승정보, GPS를 이용하여 현재위치에서 역검색을 할 수 있게 한다.