• The Journal of Bigdata
• /
• v.7 no.2
• /
• pp.75-90
• /
• 2022

Recently, complex and sophisticated analysis of transportation is required due to changes in the socioeconomic environment and the development of bigdata technology. Especially, the revision of 3 laws including PERSONAL INFORMATION PROTECTION ACT makes it possible to combine various types of mobility data. But strengthen personal information protection makes inefficiency in utilizing mobility bigdata. In this paper, we proposed the "Virtual fusion methdology via mobility bigdata" which is a methodology for indirect data fusion for various mobility bigdata such as mobile data and transportation card data, in order to resolve legal restrictions and enable various transportation analysis. And we also analyzed regional bus passenger in Seoul capital area and Cheongju city with aforementioned methodology for verification. This methdology could analyze behavioral pattern of passenger with the MCGM(Mobility Comprehensive Genetic Map), graph with position and time, making with mobile data. Consquently, using MCGM, which is a result for indirect data fusion, makes it possible to analyze various transportation problems.

• Journal of Korean Society of Transportation
• /
• v.22 no.7 s.78
• /
• pp.41-48
• /
• 2004

We may consider the inducement of demand to public transportation as a solution to relieve traffic congestion and pollution. Subway has merits as moving on schedule, transporting more people than bus. But subway is required a vast investment in the early stage of construction has a huge debt. So it runs into red figures, and on this account, services of subway are falling more and more. Development of subway's operation cost function is useful to understand structure of subway's operation and catch the relations of operation cost and actual results. In addition, we can present the policy that is a helpful to the operation as development of operation cost function. But there are short of studies about operation cost deal with a subway comparison with local train. Because local train has many lines and data, on the other hand, subway has one to four lines and less data. Most of previous studies sought the operation cost function of Seoul. So this study aimed to develop and apply the operation cost function of Seoul, Incheon, Busan and Daegu area using full allocation method. In this study, we considered the number of passengers, track-km, train-km, revenue as actual results. By appling the operation cost function, we compared the average cost of each city and confirmed the existence of economies of scale about the number of passengers, train-km.

• Journal of the Economic Geographical Society of Korea
• /
• v.21 no.1
• /
• pp.20-33
• /
• 2018

Population distribution in urban space varies with transportation flow changing along time of day. Transportation flow is directly affected by the activities of urbanites and the distribution of related facilities, since the flow is the result of moving to the point where the facilities associated with their activities are located. It is thus necessary to analyze the spatio-temporal characteristics of the urban population distribution by integrating the distribution of activity spaces related to the daily life of urbanites and the flow of transportation. The purpose of this study is to analyze the population distribution in urban space with daily and weekly time bases using the building database and T-card database in the city of Seoul, which is rich in information on land use and transportation flow. For a time-based analysis that is difficult to grasp by general statistical techniques, a four-dimensional visualization method combining time and space using a Java program is devised. Dynamic visualization in the four-dimensional space and time allows intuitive analysis and makes it possible to understand more effectively the spatio-temporal characteristics of population distribution. For this purpose, buildings are classified into three activity groups: residential, working, and commercial according to their purpose, and the number of passengers traveling to and from each stop site of bus and subway networks in the T-card database for one week is calculated in one-minute increments, Visualizing these and integrating transportation and land use, we analyze spatio-temporal characteristics of the population distribution in Seoul. As a result, it is found that the population distribution of Seoul displays distinct spatio-temporal characteristics according to land use. In particular, there is a clear difference in the population distribution pattern along the time axis according to the mixed aspects of working, commercial, and residential activities. The results of this study can be very useful for transportation and location planning of city facilities.

• The Journal of The Korea Institute of Intelligent Transport Systems
• /
• v.18 no.5
• /
• pp.64-78
• /
• 2019

This paper explores key factors affecting taxi travel using global positioning system(GPS) data in Seoul, Korea, considering spatial dependence. We first analyzed the travel characteristics of taxis such as average travel time, average travel distance, and spatial distribution of taxi trips according to the time of the day and the day of the week. As a result, it is found that the most taxi trips were generated during the morning peak time (8 a.m. to 9 a.m.) and after the midnight (until 1 a.m.) on weekdays. The average travel distance and travel time for taxi trips were 5.9 km and 13 minutes, respectively. This implies that taxis are mainly used for short-distance travel and as an alternative to public transit after midnight in a large city. In addition, we identified that taxi trips were spatially correlated at the traffic analysis zone(TAZ) level through the Moran's I test. Thus, spatial regression models (spatial-lagged and spatial-error models) for taxi trips were developed, accounting for socio-demographics (such as the number of households, the number of elderly people, female ratio to the total population, and the number of vehicles), transportation services (such as the number of subway stations and bus stops), and land-use characteristics (such as population density, employment density, and residential areas) as explanatory variables. The model results indicate that these variables are significantly associated with taxi trips.

• Journal of Internet Computing and Services
• /
• v.14 no.5
• /
• pp.69-76
• /
• 2013

The incidence of globally infectious and pathogenic diseases such as H1N1 (swine flu) and Avian Influenza (AI) has recently increased. An infectious disease is a pathogen-caused disease, which can be passed from the infected person to the susceptible host. Pathogens of infectious diseases, which are bacillus, spirochaeta, rickettsia, virus, fungus, and parasite, etc., cause various symptoms such as respiratory disease, gastrointestinal disease, liver disease, and acute febrile illness. They can be spread through various means such as food, water, insect, breathing and contact with other persons. Recently, most countries around the world use a mathematical model to predict and prepare for the spread of infectious diseases. In a modern society, however, infectious diseases are spread in a fast and complicated manner because of rapid development of transportation (both ground and underground). Therefore, we do not have enough time to predict the fast spreading and complicated infectious diseases. Therefore, new system, which can prevent the spread of infectious diseases by predicting its pathway, needs to be developed. In this study, to solve this kind of problem, an integrated monitoring system, which can track and predict the pathway of infectious diseases for its realtime monitoring and control, is developed. This system is implemented based on the conventional mathematical model called by 'Susceptible-Infectious-Recovered (SIR) Model.' The proposed model has characteristics that both inter- and intra-city modes of transportation to express interpersonal contact (i.e., migration flow) are considered. They include the means of transportation such as bus, train, car and airplane. Also, modified real data according to the geographical characteristics of Korea are employed to reflect realistic circumstances of possible disease spreading in Korea. We can predict where and when vaccination needs to be performed by parameters control in this model. The simulation includes several assumptions and scenarios. Using the data of Statistics Korea, five major cities, which are assumed to have the most population migration have been chosen; Seoul, Incheon (Incheon International Airport), Gangneung, Pyeongchang and Wonju. It was assumed that the cities were connected in one network, and infectious disease was spread through denoted transportation methods only. In terms of traffic volume, daily traffic volume was obtained from Korean Statistical Information Service (KOSIS). In addition, the population of each city was acquired from Statistics Korea. Moreover, data on H1N1 (swine flu) were provided by Korea Centers for Disease Control and Prevention, and air transport statistics were obtained from Aeronautical Information Portal System. As mentioned above, daily traffic volume, population statistics, H1N1 (swine flu) and air transport statistics data have been adjusted in consideration of the current conditions in Korea and several realistic assumptions and scenarios. Three scenarios (occurrence of H1N1 in Incheon International Airport, not-vaccinated in all cities and vaccinated in Seoul and Pyeongchang respectively) were simulated, and the number of days taken for the number of the infected to reach its peak and proportion of Infectious (I) were compared. According to the simulation, the number of days was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days when vaccination was not considered. In terms of the proportion of I, Seoul was the highest while Pyeongchang was the lowest. When they were vaccinated in Seoul, the number of days taken for the number of the infected to reach at its peak was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days. In terms of the proportion of I, Gangneung was the highest while Pyeongchang was the lowest. When they were vaccinated in Pyeongchang, the number of days was the fastest in Seoul with 37 days and the slowest in Pyeongchang with 43 days. In terms of the proportion of I, Gangneung was the highest while Pyeongchang was the lowest. Based on the results above, it has been confirmed that H1N1, upon the first occurrence, is proportionally spread by the traffic volume in each city. Because the infection pathway is different by the traffic volume in each city, therefore, it is possible to come up with a preventive measurement against infectious disease by tracking and predicting its pathway through the analysis of traffic volume.

• International Journal of Highway Engineering
• /
• v.11 no.2
• /
• pp.195-203
• /
• 2009

This research wished to risk type and examine closely driver special quality and relation of traffic accidents by occurrence type of traffic accidents and traffic accidents seriousness examine closely relation with Severity. Fractionate traffic accidents type by eight, and driver's special quality for risk group's classification did to distinction of sex, vehicle type, age etc. analyzed relation with injury degree adding belt used putting on availability for security the objectivity with wave. Used log-Linear model and Logit model for analysis of category data. A head-on collision and overtaking accident, right-turn accident are high injury or death accident and possibility to associate in relation with accident type and seriousness degree. In risk group analysis The age less than 20 years in motor-cycle driver, taxi driver in 41 years to 50 years old are very dangerous. The woman also was construed to the more risk group than man from when related to car, mini-bus, goods vehicle etc. Therefore, traffic safety education and Enforcement for risk group that way that can reduce accident that produce to reduce a loss of lives at traffic accidents appearance a head-on collision and overtaking accidents, right-turn accidents should be studied and as traffic accidents weakness class may have to be solidified.

• Journal of the Korean association of regional geographers
• /
• v.2 no.1
• /
• pp.133-150
• /
• 1996

This study is to clarify the market cycle of travelling merchants and the spatial behavior of consumer's commodity purchasing. its reasons and purchasing region of each commodity in Chongsan of Chongsan Myun(village) periodic markets, that is one of the lowest central places in Okchon county. The data used are the results of interviews with 58 travelling merchants on June 22 and July 17, 1994, and questionaire survey taken to parents of students of Chongsan middle school of Chongsan Myun in Okchon county. Study area is typical agricultural regions taking the role of central places to provide rural service and is comparatively important periodic markets. Some of findings are summarized as follows: (1) Until 1980's. appearance of closed periodic markets is caused by the population decrease in rural region, income increase, and rising of living level according to the Five Years Planning of Economic Development, appearance of chain stores of agricultural co-coperative and of supermarkets,. changes in distribution mechanisim by increasing consignment volume of agricultural products through agricultural co-coperative, and the development of transportation in Okchon county. These, too, became the reasons for the decline of the Chongsan periodic markets in Okchon county. (2) Most of the travelling merchants visiting the Chongsan periodic markets are in their 50's of age, and they sell the miscellaneous commodities and agricultural products. And about one-fourths of travelling merchants reside in regions with periodic markets and in Okchon of higher order central places. (3) Travelling routes visting periodic markets can be simplified to five types. Major types of travelling routes are Chongsan periodic market$\rightarrow$Wonnam$\rightarrow$Boun, and Chongsan periodic market$\rightarrow$Yungdong$\rightarrow$Yongsan. The patterns of travelling merchants visiting periodic markets are classified into the type of everyday visiting of periodic markets over three days of five days from merchant's residence to market, and the type of merchants or consumers visiting one day's of five days. On days that travelling merchants don't visit periodic markets they purchase the commodities in Seoul, Taejon and Chongju. (4) Consumers who use periodic markets are from thirties to fifties years of age and most of them are employed in agriculture. Consumers visit periodic markets on foot or by bus, and visit two or three times in a month, and mainly purchase the commodities for one or two hours from about ten o'clock in the morning. (5) Consumers purchase the necessaries of life in periodic markets, and other commodities are purchased in Taejon city, Youngdong, and Boun Eup(town). But consumers purchase the goods(convenience goods, shopping goods, and specialied goods) largerly in Chongsan, because additional expense and disadvantage after service with poor transportation service for purchased goods in others regions. Therefore, the hierarchies of central places by the consumer's purchasing behaviour can not be seem in dewellers in Chongsan and Chongseong Myun.

• Proceedings of the KOR-BRONCHOESO Conference
• /
• 1972.03a
• /
• pp.5-6
• /
• 1972

Noise and air pollution, which accompany the development of industry and the increase of population, contribute to the deterioration of urban environment. The air pollution level of Seoul has gradually increased and the city residents are suffering from a high pollution of noise. If no measures were taken against pollution, the amount of emission of pollutant into air would be 36.7 thousand tons per year per square kilometer in 1975, three times more than that of 1970, and it would be the same level as that of United States in 1968. The main sources of air pollution in Seoul are the exhaust has from vehicles and the combustion of bunker-C oil for heating purpose. Thus, it is urgent that an exhaust gas cleaner should be instaled to every car and the fuel substituted by less sulfur-contained-oil to prevent the pollution. Transportation noise (vehicular noise and train noise) is the main component of urban noise problem. The average noise level in downtown area is about 75㏈ with maximum of 85㏈ and the vehicular homing was checked 100㏈ up and down. Therefore, the reduction of the number of bus-stop the strict regulation of homing in downtown area and a better maintenance of car should be an effective measures against noise pollution in urban areas. Within the distance of 200 metres from railroad, the train noise exceeds the limit specified by the pollution control law in Korea. Especially, the level of noise and steam-whistle of train as measured by the ISO evaluation can adversely affect the community activities of residents. To prevent environmental destruction, many developed countries have taken more positive action against worsening pollution and such an action is now urgently required in this country.