지원사업
학술연구/단체지원/교육 등 연구자 활동을 지속하도록 DBpia가 지원하고 있어요.
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연구자들이 자신의 연구와 전문성을 널리 알리고, 새로운 협력의 기회를 만들 수 있는 네트워킹 공간이에요.
논문 기본 정보
- 자료유형
- 연구보고서
- 저자정보
- 발행연도
- 2018.8
- 수록면
- 1 - 122 (122page)
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초록· 키워드
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In this study, the changes in urban traffic by autonomous driving technology are summarized. In particular, changes in parking behavior and parking facilities, which are most sensitive to changes from AV, are analysed. When autonomous vehicles are parked in an existing parking facility, the capacity of that parking facility increases by 30 ~ 60%. An AV exclusive parking garage can lead to a further 70% land use efficiency. In particular, the combination of a mechanical parking lot and autonomous driving technology can increase parking capacity by more than 75% and the land utilization rate by more than 14%.
Autonomous vehicles avoid crowded and expensive urban parking lots by sending deadhead back to home, or moving to nearby cheap parking lots. In an opinion poll about the usage of autonomous vehicles, 83.7% of existing passenger car drivers responded that they would switch to autonomous vehicles. On the other hand, 58.2% of users of public transportation responded that they would switch to autonomous vehicles. As a result of a poll related to the selection of a parking lot when going to the city center in an autonomous driving car, the choice of a parking lot outside the city center was the most common among passenger car users and public transportation users. It was also found that 21 ~ 27% of respondents chose a parking lot in the city center, and that 8 ~ 12% answered that they returned their car to their home. Due to the demand for autonomous car parking, an additional VKT (Vehicle · km) of up to 4.7 million vehicles / km occurred, which is about 30.0% of the total driving distance of Seoul city (53,426,401 vehicles / km in 2014). In scenarios where a single fare is charged at a rate lower than the city center, a VKT of about 18.9 million vehicles / km, which is about 35% of the total driving distance of Seoul city, is added, and there is an increased travel distance of 31.9 km per vehicle as well.
Therefore, the management scope and characteristics of the existing traffic demand management policy were diagnosed in order to envision a demand management policy that reflects the characteristics of autonomous driving cars. This study proposes a demand management zoning system that selectively applies existing traffic management policies that are appropriate for each region’s traffic characteristics. The principle of “Zoning” for traffic demand management considering autonomous vehicles’ characteristics is as follows. As one enters the city center, it adopts a strong demand management policy and encourages the transfer from autonomous vehicles to public transportation in a variety of ways, including strengthening transfer facilities between modes. Area 1 of Jongno-gu, Jung-gu, Yeongdeungpo, and Jongno-gu, which are the targets of Zone 1, will be designated as special management zones, and a strong demand management policy will be implemented therein to limit vehicle entry by congestion tolls. In Zone 2, the “Kiss & Ride” method is applied to reduce the demand for autonomous vehicles to enter the city center. Autonomous vehicles drop passengers off and return to the low-cost parking lot or back home, and passengers then use public transportation. Zone 3 is the area coping with the demand of the wide-area traffic demand. Autonomous driving cars park in AV exclusive parking lot with low rates at the outskirts of the city, and drivers then use public transportation to their destination.
Autonomous vehicles avoid crowded and expensive urban parking lots by sending deadhead back to home, or moving to nearby cheap parking lots. In an opinion poll about the usage of autonomous vehicles, 83.7% of existing passenger car drivers responded that they would switch to autonomous vehicles. On the other hand, 58.2% of users of public transportation responded that they would switch to autonomous vehicles. As a result of a poll related to the selection of a parking lot when going to the city center in an autonomous driving car, the choice of a parking lot outside the city center was the most common among passenger car users and public transportation users. It was also found that 21 ~ 27% of respondents chose a parking lot in the city center, and that 8 ~ 12% answered that they returned their car to their home. Due to the demand for autonomous car parking, an additional VKT (Vehicle · km) of up to 4.7 million vehicles / km occurred, which is about 30.0% of the total driving distance of Seoul city (53,426,401 vehicles / km in 2014). In scenarios where a single fare is charged at a rate lower than the city center, a VKT of about 18.9 million vehicles / km, which is about 35% of the total driving distance of Seoul city, is added, and there is an increased travel distance of 31.9 km per vehicle as well.
Therefore, the management scope and characteristics of the existing traffic demand management policy were diagnosed in order to envision a demand management policy that reflects the characteristics of autonomous driving cars. This study proposes a demand management zoning system that selectively applies existing traffic management policies that are appropriate for each region’s traffic characteristics. The principle of “Zoning” for traffic demand management considering autonomous vehicles’ characteristics is as follows. As one enters the city center, it adopts a strong demand management policy and encourages the transfer from autonomous vehicles to public transportation in a variety of ways, including strengthening transfer facilities between modes. Area 1 of Jongno-gu, Jung-gu, Yeongdeungpo, and Jongno-gu, which are the targets of Zone 1, will be designated as special management zones, and a strong demand management policy will be implemented therein to limit vehicle entry by congestion tolls. In Zone 2, the “Kiss & Ride” method is applied to reduce the demand for autonomous vehicles to enter the city center. Autonomous vehicles drop passengers off and return to the low-cost parking lot or back home, and passengers then use public transportation. Zone 3 is the area coping with the demand of the wide-area traffic demand. Autonomous driving cars park in AV exclusive parking lot with low rates at the outskirts of the city, and drivers then use public transportation to their destination.
목차
[표지]
[요약]
자율주행차 상용화는 개인 시간가치·도시 교통체계에 큰 변화 초래
서울시, 자율주행차 위한 주차시설·운영체계의 우선적 구축이 필수
승용차 이용자의 83.7% “도심 통행 때 자율주행차로 수단 전환”
‘도심 외 주차’ 자율주행차 때문에 1,470만대·km의 VKT 추가 발생
서울시, 자율주행시대 대비 단계별 통행 · 주차수요 관리정책 필요
[목차]
표
그림
[01 연구개요]
1_연구배경 및 목적
2_연구내용 및 방법
[02 자율주행자동차와 도시교통의 변화]
1_자율주행이 도시교통에 미치는 영향
2_자율주행 기술 발전과 주차시스템 변화
3_자율주행 기술과 주차장의 변화
[03 자율주행자동차 이용 특성 및 주차 행태 분석]
1_서울시 도심 교통 현황
2_자율주행자동차 선호도 조사
3_자율주행 주차수요 분석
4_시나리오 분석
[04 서울시 자율주행자동차 주차수요 관리방안]
1_기존 교통수요 관리정책 적용 검토
2_자율주행자동차 특성을 고려한 적극적 통행·주차 수요관리
[참고문헌]
[부록]
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