PURPOSES : The purposes of this study are to identify appropriate numbers of drivers for different time periods by analyzing the service times of the Special Transportation System and to shorten the waiting time to within 15 minutes. METHODS : In this study, the service time is divided into the call connection time (At), dispatch time after reception (Bt), vehicle arrival time after dispatch (Ct), and vehicle boarding time (Dt), and the annual average value for each time zone is calculated by analyzing the dispatch system database. Furthermore, the number of drivers working in each time period is extracted and the appropriate number of drivers for ensuring the dispatch waiting time remains within 15 minutes is determined. RESULTS : It is more accurate to interpret the decrease in dispatches during lunchtime as a decrease in the number of operational vehicles owing to the drivers' lunchtimes rather than a decrease in demand. During lunchtime (as in previous studies) the number of operations decreases, but the average dispatch time (Bt) greatly increases to 22:42; thus, it cannot be seen as a decrease in dispatch demand. The number of operations during lunchtime is proportional to the number of drivers on duty. The number of drivers on duty is inversely proportional to the average dispatch time. If the number of drivers is increased by 11.6%, the average waiting time can be reduced to within 15 minutes. CONCLUSIONS : To resolve delayed call connection issues, we will introduce an artificial intelligence (AI) call center. During the hours of 7 PM to 6 AM, calls will mainly be handled by AI and the counseling personnel will switch to daytime work. We will also increase the number of drivers by 11.6% to ensure that the dispatch time does not exceed an average of 15 minutes after receiving a call. In particular, we will generate the work schedule such that more than 131 drivers work in the 12:00 to 13:00 hours during lunch time to improve the situation where users have to wait for a long time. To do this, we will overlap the work hours for 2 hours in Jeonju and 1 hour in other cities and counties. We have to increase the number of night shift workers from seven to 15 so that all cities and counties can operate vehicles 24 hours a day, 365 days a year.

PURPOSES : The purpose of this study is to analyze the improvement effect of the distributed arrangement of a vehicle base, which is a policy on maximizing the cost efficiency and timely/spatial effectiveness of special transportation system (STS) operation for improving the mobility of the elderly and disabled. METHODS: (1) The characteristics of the current distributed arrangement of an STS vehicle base in an urban area was analyzed. (2) The quantitative improvement effect was derived by analyzing the actual measurement of operation during STS distributed arrangement test operation in Namyangju city. RESULTS : (1) Cities with large area and populations, which have a distributed living zone in an urban area, have a higher distributed arrangement ratio than urbanized smaller cities. (2) Based on the effectiveness analysis of the STS distributed arrangement test operation, the total travel time and distance decreased. CONCLUSIONS : (1) For the STS distributed arrangement, parking spots, driver standby, and restrooms must be prepared. Facilitating STS as a public institution consignment makes it easier to secure a vehicle base and management by utilizing public facilities. (2) Implementing the STS distributed arrangement of vehicle base allows for efficient response to demand through effective management of vehicles, which eventually decreases travel time and distance. This decrease not only reduces management costs but also increases supply expansion without an increase in the number of vehicles.

This study investigates the indoor air quality conditions of the total of 52 buses depend on seasons, time and others. We evaluated the CO₂and PM10, the controlled parameters in express buses by Ministry of Environment and VOCs and HCHO, the non-controlled parameters. The CO₂concentration during peak commute times was 38.5% in summer and 15.4% in autumn, which are higher than the normal. But, PM10 concentration was influenced by the outside air not number of passengers. The concentration of VOCs were not related with other parameters such as number of passengers, seasons, and driving time. And then, the formaldehyde concentration was not related with seasons as it showed little difference between summer and autumn.

특별교통수단은 이동에 심한 불편을 느끼는 교통약자에게 이동을 지원하기 위하여 휠체어 탑승설비 등을 장착한 차량을 의미한다. 각 지자체에서는 관련법에 의거 특별교통수단 운행 법정대수에 따라 운행하고 있으나, 운영에 따른 인력 및 예산부족 등의 문제가 발생하고 있다. 이러한 배경에서 본 연구는 보다 효율적인 이동편의시설의 운영과 교통약자의 수요에 맞는 이동권을 보장하기 위해 교통약자 특별교통수단의 운영현황을 살펴보고, 교통약자의 이용편의를 증진할 수 있는 방안을 모색하고자 한다. 연구의 공간적 범위는 대전광역시이며, 시간적 범위는 2017년 상반기 6개월 운영현황 데이터를 분석하였고, 이용자 만족도 설문을 실시하여 IPA(Importance-Performance Analysis) 분석을 실시하였다. IPA 분석은 서비스 제공자가 특정 서비스에 대하여 우선순위를 결정할 때 만족도와 중요도를 함께 고려하여 대응전략을 검토하는 분석방법으로 분야별 항목에 대한 중요도와 만족도의 판단정도를 리커트척도로 설문한 후, 실행격자에 중요도는 수직축, 만족도는 수평축으로 하여 각각의 속성에 대한 평균값을 구하여 이를 각 속성의 위치를 실행격자 상에 표기하여 각 사분면별 대응 전략을 수립할 수 있다. 대전광역시는 2005년 휠체어 차량 5대를 시작으로 2017년 7월 현재 승합차량 82대, 임차택시 70대 총 152대의 특별교통수단을 운영중에 있으며, 2018년 1월 교통약자이동지원센터를 설립할 예정이다. 본 연구에서는 대전광역시 특별교통수단 이용대상 교통약자를 대상으로 설문조사를 실시 한 후, IPA분석을 통해 문제점분석 및 활성화를 위한 개선방안을 제시하였다.

수요대응형 교통수단(Demand Responsive Transit)은 변화하는 이동수요에 대응하는 탄력적인 교통수단으로 단순히 노약자와 장애인을 위한 복지교통 서비스의 영역이 아니라, 무선통신과 위치정보서비스(Location Based Service: LBS)의 발달로 인하여 도심형 수단으로 보다 효율적인 교통수단으로 자리매김하고 있다. 그러나 문전서비스(Door-to-Door)를 제공하는 수요대응형 교통수단 시뮬레이션에 적합한 상용툴의 부재로 인하여 알고리즘이나 차량 운행 요소를 면밀하게 분석하기 힘든 어려움이 있었다. 본 연구는 수요대응형 교통수단에 연관된 다양한 차량 운영계획과 알고리즘을 구현, 평가할 수 있는 시뮬레이션 환경을 제안한다. 문전서비스(Door-to-Door) 기반의 차량 운행 모형을 적용하기 위하여 확보되어야 하는 시뮬레이션 입력 데이터를 정의하고 있으며, 수요대응형 교통수단의 대표적인 범주에 속하는 실시간 합승 택시(Shared-Taxi) 서비스를 서울시 교통망과 택시 수요를 이용하여 적용하였다. 합승 택시 운행 계획을 위하여 Nearest Vehicle Dispatch(NVD)와 Insertion Heuristic(IH), 두 종류의 알고리즘을 제안하였으며, 제안된 시뮬레이션을 통하여 성능을 비교하였다. 또한, 합승(Ride-sharing)을 허용하지 않는 일반적인 택시와의 비교를 통하여 시스템 효율 향상과 서비스 품질 변화를 분석하였다.

In this study, Seoul Terminal (Gangnam Express Bus Terminal, South Terminal, East Seoul Terminal) from a one-way mileage 200 ㎞ or more long-distance express bus and coach routes to target indoor air quality (CO₂, PM10) to investigate the interior air quality levels investigated. If the former route of PM10 in the study indoor air quality guidelines, LEVEL1, 2 (150 ㎍/㎥, 200 ㎍/㎥) although has been surveyed. PM10 concentrations of Bus 14.9 ㎍/㎥ the intercity bus (12.1 ㎍/㎥) was higher than the survey. Summer is the season of high-speed bus, CO₂, estimated at 10 before measurement guidelines from the line Ministry Level 1 (2,000 ppm) and Level 2 (3,000 ppm) meet, whereas the measurement results from Seoul to Daegu Summer off season (2,589 ppm), Seoul to Busan (2,332 ppm) from the Ministry of Environment guidelines between Level 1 (2,000ppm) were investigated to exceed. Coach Bus in Seoul and captures the summer season (2,793 ppm), Seoul to Yangyang (3,896 ppm), Seoul and Imsil (3,739 ppm) and the Ministry of Environment guidelines on Route 3 Level 1 (2,000 ppm) and Level 2 (3,000 ppm) was surveyed in excess. Based on these results, public transport operators or manufacturers of public transport vehicles properly maintained to the Public Transportation System air quality by providing guidelines for managing the use of public transport and protect people"s health and help provide a comfortable service This is expected to be able to.