PURPOSES : The commuting time is changing due to the changes in working style and hours. Thus, if the operating hours of parttime bus-only lanes, which are being implemented to increase on-time reliability, do not reflect the rush hour due to the changes in the commuting form, the effectiveness of part-time buses decreases. Therefore, in order to improve the punctuality of the bus, we would like to improve the operation time of part-time bus-only lanes by reflecting the rush hour according to the changes in commuting times. METHODS : Peak time was analyzed by surveying traffic volume, speed, and number of public transportation users in the curb bus lane operation section of the Daejeon Metropolitan City. The improvement effect was analyzed based on the passing speed ratio of general vehicles and buses when the implementation time of the dedicated vehicles was improved. RESULTS : The curb bus lane operation time in Daejeon was 40 min shorter than the average operating time of 2 h and 40 min in other major cities. Based on a 2 h analysis, the minimum speed occurrence time was 17:30 to 19:30, the maximum traffic occurrence time was 17:00 to 19:00, and the maximum number of passengers was during 17:00 to 19:00, which is different from the operation time of the afternoon bus-only lanes. CONCLUSIONS : By reflecting the analyzed peak hours, the operating hours of the afternoon lane are improved from 18:00~20:00 to 17:00~19:30. Prior to the implementation of the dedicated vehicles, the traffic speed of the buses and general vehicles is 1.8 (general/bus), It was analyzed that the traffic speed of general vehicles and buses after implementation was reduced to 1.5 (general/bus), thus improving the operation time in terms of the purpose and effectiveness of bus-only lanes.

현재 서울시는 대중교통 활성화 정책에 따라 버스전용차로제도를 실시하고 있다. 과거 가로변버스전용차로 설치를 시작으로 현재에는 중앙버스전용차로 설치구간도 증가하고 있다. 본 연구의 목적은 이 중앙버스전용차로와 가로변버스전용차로에서 버스사고에 영향을 미치는 요인을 분석하는데 있다. 분석방법으로 교통사고가 확률적으로 극히 드물게 일어난다는 점을 생각하여 포아송 회귀모형과 음이항 회귀모형을 선택하였으며, 과산포 존재여부에 따라 음이항 회귀모형으로 최종모형을 정립하였다. 중앙버스전용차로구간은 버스노선수, 중앙차로 진출입 유형수, 중앙차로 정지선 후퇴유무, 중앙차로 정지선과 횡단보도 이격거리, 교통량, 가변차로 정류장 정차노선수 6개의 변수에서 버스사고에 유의한 영향을 미치는 것으로 나타났다. 가로변버스전용 차로구간은 우회전 버스노선수, 상습 불법주정차 유무, 보행신호시간, 토지이용형태 4개의 변수에서 버스사고에 유의한 영향을 미치는 것으로 나타났다.