PURPOSES : This study develops a model that can estimate travel speed of each movement flow using deep-learning-based probe vehicles at urban intersections. METHODS : Current technologies cannot determine average travel speeds for all vehicles passing through a specific real-world area under obseravation. A virtual simulation environment was established to collect information on all vehicles. A model estimate turning speeds was developed by deep learning using probe vehicles sampled during information processing time. The speed estimation model was divided into straight and left-turn models, developed as fully-offset, non-offset, and integrated models. RESULTS : For fully-offset models, speed estimation for both straight and left-turn models achieved MAPE within 10%. For non-offset models, straight models using data drawn from four or more probe vehicles achieved a MAPE of less than 15%. The MAPE for left turns was approximately 20%. CONCLUSIONS : Using probe-vehicle data(PVD), a deep learning model was developed to estimate speeds each movement flow. This, confirmed the viability of real-time signal control information processing using a small number of probe vehicles.

PURPOSES : The purpose of this study is to review a method to estimate the average travel speed of the Bus Rapid Transit(BRT) section using the bus departure and arrival time data collected using the Korean bus information system (BIS). METHODS : To determine an average travel speed estimation model suitable for the BRT system in Korea, the speed estimated using the speed estimation model of TCQSM, which is used in the U.S., and that using the proposed speed estimation model that used the bus departure and arrival time data were compared with the actual travel speed using a t-test. RESULTS : The average travel speed estimated using the proposed method was more suitable for the actual average travel speed than that estimated using the TCQSM model. CONCLUSIONS : As a result of estimating the average travel speed, if the length of the link is 900 m, SBRT can be constructed on the existing road, but at least 1,200 m must be ensured to build SBRT in the new city. The proposed bus average travel speed estimation model can be used to review the BRT operational efficiency considering the speed limit, traffic signal, and dwelling time at bus stops in the planning and operation stages of the BRT.

PURPOSES : There are generally various driving behaviors in toll collection areas, including lane changing, merging and diverging, and other behaviors. Because of these behaviors, accident risk and traffic congestion may occur. To mitigate these problems, multi-lane electronic toll collection systems have been developed with a high-speed limit of 80 km/h. This study was conducted to investigate travel speed changes and effects through multi-lane electronic toll collection systems with a high-speed limit. METHODS : Traffic simulations were conducted using VISSIM. Before conducting simulations, driving behavior around the toll collection areas was observed, and field data were collected based on drones for peak and non-peak hours. In addition, safety effect evaluations were conducted based on conflict analyses using the SSAM software. RESULTS : Through multi-lane electronic toll collection systems with a high-speed limit, the travel speed on the toll collection area was increased, and traffic operational efficiencies were identified. However, different speed variations were produced as observation locations in toll collection areas. Speed variations were mitigated at most locations except the area within the tollbooth because of the high speed limit for multi-lane electronic tollbooth. CONCLUSIONS : It was important to manage lane-changing activities, and this may influence traffic operational effects. Safety effects were also identified through conflict analyses.

PURPOSES : The purpose of this study is to build an optimization model using the capacity and initial travel speed of the volume delay functions for network calibration performed in the traffic demand analysis process. METHODS : The optimization model contains an error term between the observed traffic volume and estimated traffic volume, based on the user equilibrium principle, and was constructed as a bi-level model by applying range constraints on capacity and travel time. In addition, we searched the split section to apply the method of adjusting the section instead of adjusting the single link. The optimization model is constructed by applying the warm-start method using the bush of the origin-based model so that parameter adjustment and traffic assignment are repeatedly executed within the model and the convergence of the model configured %RSSE. RESULTS : As a result of analysis using the toy network, the optimization model is that the observed traffic volume is estimated when there are no restrictions and, when the constraint conditions were set, the error with the observed traffic volume and error rate was significantly reduced. As a result of the comparative analysis of the trial-and-error methods, KTDB optimum values, and optimization models in empirical analysis using a large-scale network, the evaluation indexes (e.g., RMSE and %RMSE) were significantly improved by applying the optimization model. CONCLUSIONS : Based on the empirical analysis, the optimization model of this study can be applied to large-scale networks and it is expected that the efficiency and reliability of road network calibration will be improved by repeatedly performing parameter adjustment and traffic assignment within the model.

도로통행비용함수(Volume-Delay Function)는 교통수요분석 과정에서 통행자의 도로통행에 따른 통행비용(통행시간)을 산정하기 위해 사용되는 링크 교통량과 통행시간과의 관계함수라 할 수 있다. 도로통행비용함수에서 산출된 통행비용으로 도로수단의 선택 및 경로선택이 결정되고 각 통행자들의 통행비용으로 도로교통망 비용이 결정되므로 수요분석 및 교통망효과분석에서 도로통행비용함수가 대단히 중요한 역할을 수행한다고 할 수 있다. 결국, 보다 정확한 교통수요분석과 교통망효과평가를 위해서는 보다 합리적이고 최적화된 도로통행비용함수를 설정할 필요가 있다. 현재 국가교통DB(KTDB)에서는 가능한 현실적 묘사를 위해 도로운영(신호), 기하구조 및 지역특성을 고려하여 현장조사와 최적화 기법을 통하여 도로통행비용함수를 32개 등급으로 세분화하여 제공하고 있다. 하지만 여전히 현재 등급체계에서 제공되는 자유통행속도와 현실의 자유통행속도간의 차이가 존재하고 이러한 차이로 인한 수요예측의 오차가 발생한다고 지적되고 있어 개선을 위한 연구가 필요한 실정이다. 이에 본 연구에서는 최근 다양한 첨단교통자료의 활용이 가능해 짐에 따라 내비게이션 실제 차량통행자료를 활용하여 전국 도로교통망을 대상으로 도로등급별로 자유통행속도를 산정하였다. 분석결과 기존에 현장 표본조사를 기반으로 산정되었던 KTDB와의 차이가 있음을 확인하였고 비교‧분석을 통하여 본 연구에서 산정된 자유통행속도의 합리성을 검토하였다.

고속도로 가속차로에서의 교통량 유입은 본선부 교통류 흐름에 상당한 영향을 미친다. 가속차로를 통 해 본선으로 진입하는 진입교통량으로 인해 병목현상이 발생하여 본선의 정체현상 유발 등의 문제를 야기 할 수 있기 때문이다. 교통량이 많은 도심부의 고속도로 구간의 경우, 해당 구간에 진입로가 위치한다면 상습적으로 정체가 유발될 수 있는 가능성을 내포한다. 또한, 진입로가 포함된 정체구간의 경우, 가속차 로의 길이에 따라 정체가 가중될 수도 완화될 수도 있다. 진입로 교통량에 따라 본선상의 차량이 가속차 로로 차선변경을 실시하여 주행할 수도 있으며, 진입차량이 본선 상으로 진입할 때 무리한 끼어들기로 교 통사고를 유발하거나 정체현상을 가중 시킬 수 있다. 또한, 가속차로 길이가 적정범위 이상일 경우 길이 만큼 상충횟수가 더 많아져 교통사고 위험 및 정체현상을 가중 시킬 수 있으므로 가속차로의 적정 길이 산정이 중요하다. 불가피하게 기하구조 상 가속차로가 길 경우, 일정거리를 시선유도봉 설치 등으로 본선 과 분리시켜 상충을 줄이는 기법 등이 필요하다. 본 논문은 상습 정체구간인 중앙선 지선 남양산IC~물금IC 구간을 대상으로 국토해양부「도로의 구 조·시설 기준에 관한 규칙 해설, 2009」에 가속차로 최소길이와 가속차로 소요 길이 산정식을 활용하여 해당 구간의 적정 가속차로를 산정하고, 현재 기하구조를 반영하여 최적 시선유도봉 설치 간격을 산정하 였다. 앞선 분석 결과를 토대로 VISSIM을 이용하여 현재 도로교통 조건과 장래 도로교통 조건하에 시선 유도봉 설치 미설치에 따른 평균 통행속도, 평균통행시간, 통과교통량 등을 비교 분석하였다. 분석결과 첫째, 가속차로 최소길이를 이용한 가속차로 최소길이는 변이구간 포함 370m로 나타났으며, 가속차로 소요길이 산정식을 이용한 가속차로 길이는 변이구간 포함 299m로 나타났다. 둘째, 앞선 분석 결과와 분석구간의 기하구조를 반영하여 시선유도봉 설치길이를 산출한 결과, 약 140~211m로 나타나 약 150m 시선유도봉을 설치하여 가속차로 이용연장을 기존 510m에서 360m로 축소하는 것이 적절할 것으 로 나타났다. 가속차로 시선유도봉 설치에 따른 통행속도 변화는 아래의 표 1과 같다.

PURPOSES : Two-lane highways have one lane in each direction, and lane changing and passing maneuvers take place in the opposing lane depending on the availability of passing sight distance. 2001 Korea Highway Capacity Manual (KHCM) is classified into two classes of two-lane highways (Type I, II), and average travel speed and time-delayed rate are used as measures of effectiveness (MOEs). However, since existing two-lane highways have both uninterrupted and interrupted traffic flow-system elements, a variety of free-flow speeds exhibits in two-lane highways. In addition, it is necessary to check if the linear-relationship between volumes and time-delayed rate is appropriate. Then, this study is to reestablish the relationship between average travel speed, time-delayed rate, and flow. METHODS : TWOPAS model was selected to conduct this study, and the free-flow speeds of passenger cars and the percentage of following vehicles observed in two-lane highways were applied to the model as the input. The revised relationships were developed from the computer simulation. RESULTS : In the revised average travel speed vs. flow relationship, the free-flow speed of 90km/h and 70km/h were added. It shows that the relationship between time delayed-rate and flow appeared to be appropriate with the log-function form and that there was no difference in time-delayed rate between the free flow speeds. In addition to revise the relationships, the speed prediction model and the time-delayed rate prediction model were also developed. CONCLUSIONS : The revised relationships between average travel speed, time-delayed rate, and flow would be useful in estimating the Level of Service(LOS) of a two-lane highway.

Vehicle routing problem is one of the traveling salesman problems with various conditions such as vehicle capacity limits, delivery time windows, as well as time dependent speeds in metropolitan area. In this research hourly vehicle moving speeds informat

This research is about developing an efficient solution procedure for the vehicle routing problem under varying vehicle moving speeds for hour-based time interval. Different moving speeds for every hour is too difficult condition to solve for this type of

본 연구의 목적은 출발시각기준 실시간 링크통행시간 추정정보의 질을 평가하는 것이다. 이에 본 연구는 통행시간 정보의 질을 정확성(추정오차)과 신속성(시간처짐) 측면에서 평가하였다. 그리고 통행시간 정보의 질과 링크길이 및 혼잡수준과의 관계를 규명하였다. 분석결과, 출발시각기준 실시간 링크통행시간 추정정보의 정확성과 신속성은 서로 상충관계임을 알 수 있었다. 또한 정확성을 나타내는 '추정오차' 는 계통오차(systematic error)와 혼잡수준을 반영하는 평균자승오차(MSEE)로 구성되는 것으로 분석되었다 시간처짐은 '최소시간처짐', '혼잡에 의한 시간처짐', '갱신간격에 의한 시간처짐'으로 구분하여 평가하였다. 이를 실제 AVI자료에 적용한 결과, 링크길이와 혼잡수준에 관계없이 추정오차가 5%일 때, 시간처짐은 약 10분 정도 발생하는 것으로 나타났다.