Ministry of Land, Infrastructure and Transport selected seven autonomous vehicle demonstration areas in 2020 and 2021 to commercialize autonomous driving services. Those selected areas should report their operation performance, and Ministry of Land, Infrastructure and Transport evaluate it in 2022. However, there are no cases where autonomous driving services have been evaluated. This study aims to do a case study for the services in the area and suggests a method of autonomous driving service evaluation. To this end, we reviewed the services in the areas and similar cases that evaluate mobility services such as C-ITS and DRT (Demand Responsive Transit). In addition, a survey was conducted for the autonomous driving and other mobility services users and the public. The survey points out that the people feel more comfortable and safe when they are in human-driving vehicles than in autonomous vehicles. However, once they use the autonomous driving services, then concern about the safety issue is dramatically decreased. So, we realize that an evaluation framework is needed to check service satisfaction and driving safety. Therefore, this study suggests essential question sets for the satisfaction survey and safety index and necessary data items to show the safety and stability of the autonomous driving services. Also, to expand the service, we emphasize that promotion of the autonomous driving service is performed and the safety of the service is also presented to the public.
With the advancement of autonomous vehicle technology, many demonstration projects using autonomous vehicles are being promoted. However, there are many difficulties in promoting demonstration projects using autonomous vehicles as there is no institutional basis for the operation of the passenger and freight business using autonomous vehicles. The government has prepared a pilot zone system to ease various regulations that are impeding the growth of autonomous vehicle industry. However, the system has not yet fully settled and has several limitations. Therefore, we focused on the autonomous vehicle pilot zone system and reviewed the problems of the system. In addition, improvement plans have been prepared so that the system can be settled smoothly.
In a situation where more than half of households nationwide live in apartment complexes, parking outside the parking area, aisle parking, and obstruction of parking by others are occurring due to lack of parking space or behavior that prioritizes individual parking convenience. Although the management office is providing guidance in accordance with the management rules set by occupants and users, it is not effective because there is no enforcement force. And apartment complexes, which are private land, are in the blind spot of illegal parking management by the police or local governments. In particular, the standard for the number of parking spaces per household in apartment complexes built in the past is very insufficient based on the current standards, so it is a problem that cannot be solved in a short period of time.
The purpose of this study is to find a solution for parking outside the parking area, parking obstruction, etc. and thereby to prevent or reduce residents' parking inconvenience and conflict between neighbors. In this study, cases of parking conflicts in apartment complex subject to compulsory management were reviewed, the concept of improper parking was established, and it was found that there is a limit to solving the problem in the current law for violations of parking order in private land.
As improvement measures, the types of parking order violations subject to fines, the level of fines, the method of reporting parking order violations, the right to impose fines, and the procedure for imposing fines are presented, and an amendment to the Multi-family Housing Management Act covering these contents is proposed.
According to the continuous growth on online-shopping market, reshaping the global supply chain by the COVID-19, and Reorganization of the daily logistics market, Changes in the logistics environment and growth of the logistics market are expected to continue. If the logistics statistics are insufficient, it is difficult to develop and implement effective policies suitable for the characteristics of the logistics industry. In addition, without statistical feedback, reasonable follow-up management of policies cannot be made. Therefore, in order to develop and establish logistics policies and verify the effectiveness of them, it is necessary to secure logistics statistics with reliability and usability.
Our research contributes to the development of national statistics in the logistics industry by deriving problems of current logistics statistics from the perspective of statistics users through interviews and surveys with experts in the logistics field and proposing specific solutions. In addition, we deduce priorities for individual improvement tasks and present a road-map for implementation. We expect that our research could be useful as a reference for future policy development such as revising logistics industry special classification, developing logistics policy indicators for the national logistics master plan, and discovering new statistics related to logistics.
Evaluation of railway service quality aims at enhancing the quality of railway service for railway passengers. The government evaluates passenger and freight services provided by railway operators. Although previous studies proposed various improvements for the evaluation system of railway service quality, it is still required to establish methodologies for the evaluation since consistency between other railway service and safety evaluations has not been considered.
This study aims to improve the evaluation system for the railway service quality. Compared to previous studies, this study proposes an overall methodology for evaluating each indicator, with consideration for other railway-related evaluation guidelines, laws, and regulations.
To achieve the research aim, this study reviewed existing indicators for evaluating railway service quality. In addition, this study reviewed the railway operation strategy and other guidelines for evaluating railway safety. Based on these reviews, this study derived four major common issues from the current methodology of the evaluation of railway service quality. First, it is required to apply a weighted average when calculating the score of each railway line and operator. Second, criteria for the evaluation should be clearly established. Third, consistency between the evaluation of railway service quality and other railway-related evaluations should be enhanced. Last, a common level of railway service should be applied to all indicators if possible. Based on these major common issues, this study proposed a methodology to evaluate each indicator, by enhancing consistency with other railway-related evaluations and guidelines. In addition, this study added a new indicator, for the evaluation of railway service quality.
There are suggestions in order to improve the evaluation of railway service quality from an institutional-based perspective. First, it is required to evaluate not only railway operators but also a railroad facility manager since some stations belong to the facility manager. Second, a step-by-step process for introducing a new indicator should be established. Third, consistency between railway-related evaluations should be more enhanced. Fourth, it is necessary to utilize the result of the evaluation of railway service quality by providing financial support based on the result of the evaluation. Fifth, a specialized organization, that performs railway-related evaluations, should evaluate the railway service quality. Sixth, a system to survey railway passengers' satisfaction all the time should be developed. Finally, a budget for the evaluation of railway service quality should be increased. The current budget is not enough to evaluate more than 100 stations for passengers' satisfaction and on-the-spot surveys. The average number of respondents per station was only about 24 persons in 2020 due to the limited budget. For improving railway service quality by considering passengers' opinions, it is essential to increase a budget for the railway service evaluation.
Private toll road operators cannot collect personal information without the consent of users of private toll roads. On their behalf, it is possible for Center for Private Highway Studies (CePHis), which has been granted the authority to collect and process personal information under Toll Road Act, to perform electronic notification service without prior consent from users. The mobile E-notification service is to send unpaid toll notices through KakaoTalks or text messages to owners of private vehicle among those obligated to pay unpaid tolls so that those can quickly recognize the status of unpaid tolls and pay them easily.
This study analyzed the effects of the “the First Pilot Project on the Mobile E-notification Service”, in which CePHis conducted for owners of private vehicle among those who used the Yongin-Seoul Expressway but did not pay tolls, predicted the effects of expanding the mobile E-notification service on three private highways and suggested a reasonable charge calculation method of the mobile E-notification service.
Especially from the operator's point of view, it is expected to be effective in reducing postal notification costs, reducing complaints due to non-reception of notices, increasing work efficiency through real-time delivery confirmation, and increasing the payment rate of unpaid tolls. Furthermore, from the user's point of view, it is expected to be effective in receiving and reading notices regardless of location and time, reducing the possibility of imposing additional tolls due to misdelivery or loss of postal notices, preventing personal information leakage, and increasing convenience in paying unpaid tolls. Thus, the mobile E-notification service has positive effects on both private toll road operators and users, so it should be further expanded.
The day-to-day trip pattern has been rapidly changing during the COVID-19 Pandemic. Its changed situations are different from when other worldwide crises were broke out, such as the oil crisis and the global financial recession. Because various mandatory policies that prevent the local community from being infected have driven its trip pattern into a new one, many scientific researchers have tried to show the impact level of the COVID-19. However, some research results could not catch the detailed trace of changing movements based on the reliable model.
Therefore, this study tried to figure out how the day-to-day trip pattern changed with a newly developed model, in which research items can be divided into three parts. First, we extracted the day-to-day trip pattern of all regions in the whole country with the analysis algorithms of mobile communication base station data. Then we proposed new indexes to show the mobility changes both of volume and travel pattern. Lastly, we developed a new VAR model to analyze the time-varying impact of trip patterns in the COVID-19 Pandemic.
As a result, we find out that the social distancing policy has a long-term impact to manage the trip volume and the surge of COVID-19 new-cases has a short-term impact on it relatively.
With the expansion of e-commerce and m-commerce markets, the last-mile logistics industry is growing rapidly. However, it is difficult to implement policies systematically in the last-mile logistics industry because of insufficient legal and institutional bases. In addition, many social issues are encountered in the industry, such as poor working conditions and unfair contractual relationships. Therefore, there is need for a policy to support the last-mile logistics industry based on the market situation.
Against this background, the 「Last-mile Logistics Service Industry Development Act」 was enacted and is scheduled to be enforced on July 27, 2021. However, no specific regulations have been prepared for matters entrusted to subordinate statutes.
The purpose of this study is to prepare a subordinate statute (draft) of the 「Last-mile Logistics Service Industry Development Act」 for strengthening the protection of workers in the industry and for industrial development. To this end, environmental analysis of the last-mile logistics service industry and structural analysis of the 「Last-mile Logistics Service Industry Development Act」 were performed.
Finally, 48 articles of the Enforcement Decree (draft) and 8 articles of the Enforcement Rule (draft) were prepared, as were 5 tables and 14 attached sheets.
The propose of this research is for projecting future shape of transportation system when it has fully adopted autonomous vehicles and provide policy recommendations for promoting the technology.
To conjecture the longer term scenarios of mobility and supporting infrastructure, this research first reviewed social and economic trends as well as human behaviors on utilizing current vehicles and mobility services.
Second, this research reviewed autonomous vehicles, relevant mobility services and infrastructure technologies for drawing long term technical trends of the industry.
Third, it reviewed government polices in major countries that promoting autonomous vehicle development for confirming the level of determination of global community for developing autonomous vehicles.
Through the process, authors found that the consumer of mobility services and vehicles might willing to use the technologies if the technologies suite their needs. Also, the industry grasped consumer needs and get the autonomous vehicles and mobility services be prepared based on the technology. Furthermore, authors found that the technology posed huge potential for economic leap when it reached a tipping point. Due to the economic potential, the governments in global communities are determine to support the industries for promoting the technologies.
Lastly, this research suggested strategies for advancing in autonomous vehicle technologies and developing mobility services.
Road safety improvement projects in local governments are various in Korea including black spot improvement, school zone, pedestrian zone, village zone projects etc. They have contributed to improving road safety in local governments since 1988. However, we have not considered synergy effect which can be promoted by coordinating or integrating various road safety improvement projects. This study aims at showing how to coordinate these projects in a certain urban area to prevent road crashes and to reduce the severity of casualties and damages. The study has classified road safety improvement projects in operation in terms of points, routes, and areas. For the projects in the point scope, it has included black spot improvement and roundabout projects. For those in the route scope, it has included school zone, silver zone, pedestrian priority street, and village zone projects. In terms of area scope, it has included pedestrian priority areas and Safe Speed 5030 projects. It has also identified some advantages of coordinating road safety improvement projects such as reduction of accident migration, identification of area-wide crash characteristics, overall cost reduction and more crash reduction, and better consideration of vulnerable road users such as children, the elderly, and bicyclists.
There are some consideration points to coordinate road safety improvement projects effectively. It should first decide which team is responsible for the coordination work in the local government office. It can be a road safety team preferably. Secondly, the list of road safety improvement projects which can be integrated should be identified. Thirdly the spatial boundary of candidate areas where road safety improvement projects will be coordinated. Fourthly the priority of areas for coordinated project implementation should be decided since the local government cannot deal with all candidate areas at a time. Fifthly detailed coordination plans need to be set up for each candidate areas. Then selected road safety improvement projects to need to be implemented at designated areas as planned. The example coordination plan in a selected area in Sonpa-gu in Seoul shows that the overall road safety in this area will be significantly improved if pedestrian priority street, black spot improvement, Safe Speed 5030 projects can be coordinated in the area.