Go to the main menu
Skip to content
Go to bottom
REFERENCE LINKING PLATFORM OF KOREA S&T JOURNALS
> Journal Vol & Issue
Journal of Korean Society of Transportation
Journal Basic Information
Journal DOI :
Korean Society of Transportation
Editor in Chief :
Volume & Issues
Volume 18, Issue 6 - Dec 2000
Volume 18, Issue 5 - Oct 2000
Volume 18, Issue 4 - Aug 2000
Volume 18, Issue 3 - Jun 2000
Volume 18, Issue 2 - Apr 2000
Volume 18, Issue 1 - Feb 2000
Selecting the target year
A Study on the Travel Behavior of Urban Employees in Texas, U.S.A.
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 7~16
Traffic congestion has become severe in large metropolitan areas by the travel behavior of employees as the low rate of vehicle occupancy and the high rate of Private auto using. In order to relieve traffic congestion, central and local government plan to implement diverse transportation demand management strategies. The governments want to know what employment types and locations in different metropolitan areas lead to the highest rate of vehicle occupancy and Private auto use. This study suggest that in large metropolitan areas, the employment locations of urban and suburban as well as the employment type of service show low vehicle occupancy. In medium metropolitan sizes. low vehicle occupancies are observed in service employment as well as in the employment locations of CBD. CBD fringe. In small metropolitan areas, a low rate of vehicle occupancy exists in service employment as well as in the employment locations of urban and suburban areas. A high rate of auto use shows not only in basic employment but also in the employment locations of CBD and CBD fringe.
Application of Traffic Zone System in Seoul (The Case of Kangnam ASEM Block in Seoul)
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 17~27
The purpose of this study is to find the conditions of successful Traffic Zoning(TZ) system using a case study on the Kangnam World Trade Center block. The traffic zoning system is intended to relieve severe congestion Problems in Seoul. The concept of TZ is derived from the recognition that the congestion in Seoul occurs in signaled intersections adjacent to large scale travel demand generators such as department stores and commercial buildings, and is quickly spread to other intersections. To respond to this Problem, therefore, it is necessary that the zones where large traffic generators locates be designated as Traffic Zone and be restricted from the easy access of autos. The case study finds that the spatial boundary of TZ should be limited to the blocks where buildings directly responsible for traffic congestion are located A small scale TZ has merits both of shrinking the size of regulated bodies and of being consistent with the polluter-pay Principle. However, it easily offsets traffic improvement by route-changers. In which case, it is necessary that the through traffics on surrounded arterials should be controlled together for keeping the improved traffic movement intact.
Position of Stop Line according to the Left Turn Trajectory at Intersection
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 29~39
Position of stop line according to left turn trajectory at intersections was studied. The Purpose of this study is to suggest a design guideline of left turn trajectory at intersections which is related to the Position of cross road stop line. Distance from the curb line to the stop line at each lane was calculated and discussed for various combination of road widths. Three design vehicle type and three control radii were considered. Setbacks of stop line from the curb line are Proportional to the control radius which depends on type of design vehicle. 8m, lim and 19m setback for control radius of 12m, 15m and 23m were calculated respectively as their maximum value. This result will be helpful to Paint the road marking on the Pavement which is usually difficult to fit to the designated radius. Field study of the effect of left turn trajectory on flow rate and safety was conducted. It was approved that improperly designed left turn trajectory decreases left turn capacity and increases conflicts among left turn flows of the adjacent lane.
An Opportunity Cost Based Headway Algorithm in Bus Operation
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 43~54
This Paper seeks to find an optimal headway and link travel time in bus operation. The optimal headway is a critical information for the advanced traveler information system. Considering the opportunity loss cost of missing customer, we have developed a new algorithm of the headway interval. The opportunity cost is nonlinear in nature due to the queueing behavior of the customer. Hence, we have obtained an exact solution of the optimal headway in the case of sing1e bus stop For the case of multiple stops, we have implemented the Proposed a1gorithm within the context of queueing simulation. In analyzing the headway, the link travel time Plays a key role such that the customer uses other transportation unless the bus arrives within the Prescribed limit. Hence, in this Paper we have Proposed a new approach for estimating the link travel time using the AVL.
Determining Optimal Aggregation Interval Size for Travel Time Estimation and Forecasting with Statistical Models
Park, Dong-Joo ;
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 55~76
We propose a general solution methodology for identifying the optimal aggregation interval sizes as a function of the traffic dynamics and frequency of observations for four cases : i) link travel time estimation, ii) corridor/route travel time estimation, iii) link travel time forecasting. and iv) corridor/route travel time forecasting. We first develop statistical models which define Mean Square Error (MSE) for four different cases and interpret the models from a traffic flow perspective. The emphasis is on i) the tradeoff between the Precision and bias, 2) the difference between estimation and forecasting, and 3) the implication of the correlation between links on the corridor/route travel time estimation and forecasting, We then demonstrate the Proposed models to the real-world travel time data from Houston, Texas which were collected as Part of the Automatic Vehicle Identification (AVI) system of the Houston Transtar system. The best aggregation interval sizes for the link travel time estimation and forecasting were different and the function of the traffic dynamics. For the best aggregation interval sizes for the corridor/route travel time estimation and forecasting, the covariance between links had an important effect.
A Study On Bi-Criteria Shortest Path Model Development Using Genetic Algorithm
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 77~86
The shortest path problem is one of the mathematical Programming models that can be conveniently solved through the use of networks. The common shortest Path Problem is to minimize a single objective function such as distance, time or cost between two specified nodes in a transportation network. The sing1e objective model is not sufficient to reflect any Practical Problem with multiple conflicting objectives in the real world applications. In this paper, we consider the shortest Path Problem under multiple objective environment. Wile the shortest path problem with single objective is solvable in Polynomial time, the shortest Path Problem with multiple objectives is NP-complete. A genetic a1gorithm approach is developed to deal with this Problem. The results of the experimental investigation of the effectiveness of the algorithm are also Presented.
Route Choice and Diversion Behavior Models of the Drivers Commuting to a University
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 87~100
In order to implement an ATIS Project which is suitable for a specific region, it is necessary to exactly understand route choice and diversion behaviors of the drivers in the region. Therefore, in this study, exact understanding and modelling of route choice and diversion behaviors of drivers commuting to Gyeongsang National University were conducted. There are two major commuting routes from an area of the downtown of Chinju City to Gyeongsang National University. The one, inner route has 14 minutes of route travel time, 5.7 kilometers of the length. While, the other, outer route has 10 minutes of route travel time, 7.7 kilometers of the length. In this study, Revealed Preference and Stated Preference data were obtained by interview survey for the drivers commuting to Gyeongsang National University from the downtown. The Drivers' Route Choice Behavior Model(I) and the Drivers' Route Diversion Behavior Model(II-1) were estimated on the basis of the Revealed Preference data, the compound factors which affect drivers' route choice and diversion behavior were understood by interpreting these Models. And, the Drivers' Route Diversion Intention Model (II-2) was estimated on the basis of the Stated Preference data and essential and valuable traffic information was understood by interpreting the Model.
Development of a New Method for Level of Service Analysis on Two-Lane Rural Highways
Journal of Korean Society of Transportation, volume 18, issue 3, 2000, Pages 101~112
The Purpose of this Paper was to revise the method of USHCM and to establish new method for level of service analysis on two-lane rural highways. For this Purpose, total delay rate was selected as new MOE for level of service, replacing the present Percent time delay. This result showed that total delay rate was more effective for considering the effects of traffic flows, auxiliary lane, and vertical tirade. The application of total delay rate could resolve the Problems in the USHCM method, such as too wide ranges for level of service D and E, and the use of different Procedures for level of service analysis of general terrain segment and specific grade Procedures. The research results are as follows First, a new method for level of service analysis on two-lane rural highways was developed using the total delay rate. Second, a new classification for level of service was developed and a consistent method applicable for general terrain segment and specific tirade Procedures was developed. Third, the desired speed on two-lane rural highways was determined as 85km/h.