• Journal of the Korean Society for Railway
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• v.17 no.6
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• pp.457-465
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• 2014

This study proposes a policy for urban railway travel demand management system in order to decrease the load factor of the Seoul metro Circle line, particularly for the segment between Sadang and Samsung stations, through analyzing the transit smart card data. We propose mixed train operations of the existing Circle line and a line that goes toward Samsung station in order to transport passengers that have two distinct groups: those with the destination of Samsung station and those with destinations after Samsung station. The introduction of a mixed train operation that encourages passengers passing through Samsung station to take a Circle line train will decrease the congested load factor by 11.3% during the morning peak hours using the mixed train operation of the Circle and Samsung lines. This policy could be an effective method to decrease the load factor and improve the comfort of rail passengers without extra investment in the railway facilities.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.9
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• pp.559-569
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• 2016

This study examined flow between regions based on the spatial structure of the territory and characterized the flow patterns by analyzing regional networks via transportation connectivity. To accomplish this, transportation connectivity of the entire nation was examined using 2010 national express bus OD data from the Korea Transport Database. After the initial analysis, 2010 car OD data describing networks in seven regions (125 cities and districts), Gangwon-do, Gyeongsangnam-do, Gyeongsangbuk-do, Jeollanam-do, Jeollabuk-do, Chungcheong-do and Seoul, were analyzed to identify transportation connectivity. The results revealed that Korea has strong triangular-belt-shaped transportation connectivity that connects among metropolitan areas in the Jeolla and Gyeongsang areas. Particular zones are set by regional characteristics and functional connectivity for each zone. The results of this study will be useful as a basic material to establish development strategies and customized regional policy development, as well as balanced development.

• Journal of the Optical Society of Korea
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• v.15 no.3
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• pp.310-317
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• 2011

Perceptibility and acceptability are the most often used threshold units in the field of color science. The former refers to a just perceptible difference and the latter evokes a tolerable color difference. Such thresholds can be very significant to color quality control processes in the printing industry and should be defined in quality measure units. Optical density (OD) and color difference models are usually utilized as color quality measures and have been provided in a considerable number of commercial measuring devices such as spectrophotometers. However, their merits and traits are far less understood in the literature. The present study intends to evaluate performance of those color quality measures including the OD and widely known color difference models, e.g. ${\Delta}E{^*}_{ab}$, ${\Delta}E_{CMC(l:c)}$ and ${\Delta}E{^*}_{00}$. A set of psychophysical assessments were carried out in order to accumulate the perceptibility and acceptability thresholds data, and their central trend was compared with the color quality measure estimates.

• Proceedings of the Korean Institute of Intelligent Systems Conference
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• 2008.04a
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• pp.403-410
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• 2008

This paper is cinderned with applying fussy measures and fuxxy integrals to analyze public attitude towards the use od manual control of traffic. To this end, a questionare on the use od manual control of traffic is set up and data are collected in expert, and layman. Factor analysis is performed to get the primary structure of public attitude. It is shown that the attitude of the responders to the questionare in each group is well explained with its hierarchical structure obtained by fuzzy measure analysis.

• Journal of Korean Society of Transportation
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• v.30 no.1
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• pp.113-123
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• 2012

This study introduces a new type of a modal split model that use zonal data instead of cost data as independent variables. It has been indicated that the ones using cost data have deficiencies in the multicollinearity of travel time and cost variables and unpredictability of independent variables. The zonal data employed in this study include (1) socioeconomic data, (2) land use data and (3) transportation system data. The test results showed that the proposed modal split model using zonal data performs better than the other does.

• Journal of Korean Clinical Health Science
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• v.5 no.1
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• pp.808-815
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• 2017

Purpose. To analyze the refractive status between urban and rural regions, of children in Korea, in the age group of 13. Methods. From October 2016 to January 2017, forty subjects( 20 male subjects, 20 female subjects; 13 years) were performed in refraction test using the Auto-Refraction. Myopia, hyperopia, astigmatism, and anisometropia were defined as spherical equivalent(SE)${\leq}-0.50$ diopters, SE ${\geq}+1.00D$, cylinder error ${\geq}0.75D$ and SE difference${\geq}1.00D$ between binocular eyes, respectively. Results. The refractive error by spherical equivalent among all subjects was myopia 76.25%, astigmatism 35%, emmetropia 16.25%, anisometropia 8.75%, and hyperopia 5%. The prevalence of myopia and astigmatism were much more common in urban than rural region although the difference was not statically significant. Emmetropia and astigmatism were much more common in rural region than urban although the difference was not statically significant. The prevalence of spherical equivalent was much common from -1.00 diopter to -4.00 diopter. On the other hand, the prevalence of myopia was much more than hyperopia. There was a statistical significance between OD and OS of rural region in the spherical equivalent power(p<.000). Also, There was a statistical significance between OD and OS of urban region in the spherical equivalent power(p<.004). Therefore, there was a significant statistical similarity between urban and rural regions on the OD and OS in the spherical equivalent power. On the other hand, There was a significant statistical similarity between urban and rural regions of the OD and OS in the astigmatism power(p<0.000). However, in the rural and urban regions there was not statistical significance in the OD and OS concerning the spherical equivalent power and astigmatism power (p>0.1). Conclusions. Myopia was the most common refractive error in Korea young children. while hyperopia was few. There was not a statistical significance as age between rural and urban at spherical equivalent power( P> 0.01). These results suggested that the analysis of the refractive status at young children can give the useful diagnosis data for the correction of visual acuity.

• Journal of the Korean Society for Railway
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• v.20 no.5
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• pp.692-702
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• 2017

Recently, there has been a growing interest in using smart card data. However, there are restrictions on the utilization of data in many areas outside the Seoul metropolitan area because the data does not contain alighting information. This paper presents a methodology for estimating alighting stops of smart card data. Estimation results were verified by smart card data from Seoul and Gwangju. The estimation rates were 78.2% and 81.6% in Seoul and Gwangju, respectively. The matching accuracy was 54.2% and 33.4%, respectively. However, if up to two stops of error are allowed, the accuracy values were 93.6% and 94.0%, respectively. We also discussed changes in estimation results due to adjusting the allowable walking distance, which is a key parameter of trip chaining methods. As the allowable walking distance increases, the estimation rate increases, while the accuracy decreases, and it is found that the estimation results change by around 500m.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.1
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• pp.189-199
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• 2019

The purpose of this study is to derive spatial area(preventive zone) where the movement of livestock vehicles occurs frequently. For this purpose, this study used 6 periods facility entrance data provided by KAHIS. This data was converted into vehicle movement data between livestock facilities and aggregated into administrative district units. The R-mode factor analysis was performed on the constructed OD data, and the region extracted by the same factor was judged as one region. The results of the analysis are summarized as follows. First, the factor analysis of 6 periods data showed 16 ~ 18 factors, and the derived factors explained 63 ~ 68% of the total variance. Second, based on the factors that were derived, Jeonam coastal area, Jeonnam area, Jeonbuk area, Chungnam coastal area, Gyeongnam area, northern Gyeongbuk area, Yeongnam costal area were found to be stable, with little change over time. On the other hand, Chungbuk area, Gangwon area, Seoul metropolitan area are relatively volatile areas. Third, 13 areas were derived by combining data from six periods.

• Journal of Korean Society of Transportation
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• v.32 no.6
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• pp.567-578
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• 2014

The study suggested a method to improve analysis accuracy such that the interactive effects of transportation changes between outside and inside of sub-areas were sequentially considered in the analysis by linking a macroscopic network analysis and a microscopic traffic simulation. A dynamic O/D estimation method was developed for practical implement of sub-area microscopic simulation analysis by using the results of macroscopic network analysis, the results of selected link analysis at the cordon line of the sub-area, departure time data of household travel survey, timely observed traffic volume data at the cordon. This estimated dynamic O/D for the sub-area made it possible to analyze traffic phenomena in details. Various detailed phenomena such as traffic queues, delay at intersection, and conflicts between vehicles, which is impossible to be grasped through a macroscopic analysis, can be analyzed with the dynamic microscopic traffic analysis. Through implementing an empirical study and validation, the study provided a reference result about accuracy of a microscopic traffic simulation of a sub-area to help its application for real transportation policy analysis.

• Journal of Korean Society of Transportation
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• v.34 no.5
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• pp.476-488
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• 2016

This study reviewed factors and causes that affect on reliability and accuracy of transportation demand forecasting. In general, the causes of forecasting errors come from variety and irregularity of trip behaviors, data limitation, data aggregation and model simplification. Theoretical understanding about the inevitable errors will be helpful for reasonable decision making for practical transportation policies. The study especially focused on traffic assignment with the KTDB data, and described the factors and causes of errors by classifying six categories such as (1) errors in input data, (2) errors due to spacial aggregation and representation method of network, (3) errors from representing values for variations of traffic patterns, (4) errors from simplification of traffic flow model, and (5) errors from aggregation of route choice behavior.