• Proceedings of the KSR Conference
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• 2010.06a
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• pp.359-370
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• 2010

In Apr. 2004, the 1st phase of Gyeongbu high speed railroad line was opened between Seoul and Busan, and this new high speed railroad service has increased the customers' satisfaction index and railroad passengers' profit. Moreover, at the end of year 2010 the 2nd phase of Gyeongbu high speed railroad line will be open, and the journey time between Seoul and Busan will be shortened and the new high speed railroad service will be expanded to Gyeongju & Ulsan area. This study will introduce the operation of connection service between new stations and downtown to the 2nd phase Gyeongbu high speed railroad station (Gyeongju, Ulsan station), and analyze the effects of connection service using connection demand analysis and also economic effects. This kind of connection service will contribute to the increase of passengers' satisfaction index and high speed railroad revenue.

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 1999.06a
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• pp.169-174
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• 1999

우리나라에 철도가 도입된 역사는 개화초기인 구한말 고종 26년에 주한대리공사 이 하영이 귀국시 외국의 기차모형을 우리나라에 소개하면서 우리나라에 철도가 처음 소개되었으며, 지속적으로 철도기술의 발전을 추진한 결과 1998년 현재 철도총연장은 3,101km, 1일 열차운행횟수는 2,685대, 수송력은 여객의 경우 2,240,000명, 화물의 경우 160,000ton에 이르고 있다. 아울러 현재 기존 철도의 물동량 수송정도가 포화상태에 접어들면서 현재 활발하게 건설중에 있는 경부고속철도를 위시하여 계획단계에 있는 호남고속철도, 동서고속철도 등 철도기술은 나날이 발전을 거듭하고 있다. (중략)

• Transportation Technology and Policy
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• v.2 no.1
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• pp.30-43
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• 2005

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.2D
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• pp.181-190
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• 2010

The purpose of this study is to propose an effective approach of making route decisions for the large-scale national project (i.e. the KTX Gyeongbu line between Daegu and Busan) by analyzing the conflicts that had occurred in the process of selecting the routes and stations. This study investigated policy making processes and conflicts during the construction of the KTX Gyeongbu line. The five contentious issues were 1) selecting the route between Daegu~Busan line, 2) developing a new route through Gyeongju areas, 3) making decisions of the first and second phases of construction, 4) setting up an extra station in Ulsan, and 5) conflicts of the Mt. Cheonseong route in Yangsan. In terms of analyzing these issues, the current study focuses on dealing with notions of technical, economical, legal, social, and practical rationality. Based on such analyses and implications, this study proposes a relatively reasonable model of line decision making especially for long-distance intercity routes. It also turns out that the large-scale project like the development of KTX Gyeongbu line should be conducted after receiving enough quantitative evaluation by reviewing relevant technical research studies and economic analyses, and having social agreements to prevent plausible conflicts.

• Proceedings of the KSR Conference
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• 2006.05b
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• pp.528-534
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• 2006

• Journal of the Korean Society for Railway
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• v.14 no.5
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• pp.470-476
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• 2011

This study proposed the intervention ARIMA model as a way to forecast the KTX passenger demand. The second phase of the Gyeongbu high-speed rail project and the financial crisis in 2008 were analyzed in order to determine the effect of time series on the opening of a new line and economic impact. As a result, the financial crisis showed that there is no statistically significant impact, but the second phase of the Gyeongbu high-speed rail project showed that the weekday trips increased about 17,000 trips/day and the weekend trips increased about 26,000 trips/day. This study is meaningful in that the intervention explained the phenomena affecting the time series of KTX trip and analyzed the impact on intervention of time series quantitatively. The developed model can be used to forecast the outline of the overall KTX demand and to validate the KTX O/D forecasting demand.

• Journal of the Society of Disaster Information
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• v.14 no.3
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• pp.262-270
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• 2018

Purpose: This paper investigates and analyzes the loss and damage ratio of maintenance monitoring sensor in metropolitan and high speed railroad tunnel in Korea and abroad. Method: After 5~6 years from the installation, the maintenance monitoring sensor on metropolitan transit tunnels showed the loss and damage ratio from 14.2% to 14.8% in Seoul metro line no. 5, 6, 7, 9, and 13.9% in UK channel tunnel. Based on the result, 15% is thought to be a proper set for the elapsed years, which is 5 years from the installation. Results: The maintenance monitoring sensor on high speed railroad tunnels showed the loss and damage ratio of 60.9% in Ho-Nam high speed railroad on 1 stage after 3 ~ 5 years from the installation, which was approximately 4 times as high as that of Seoul metro line no. 5, 6, 7, 9. Conclusion: Kyung-Bu high speed railroad on 2 stage, after 8~10 years from the installation, showed the loss and damage ratio of 66.8%. Based on the result, it can be inferred that the loss and damage ratio increases drastically after 5~10 years from the installation. Therefore, it is necessary to study on the loss and damage ratio of long term elapsed years, especially more than 10 years from the installation.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.773-790
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• 2009

The Korea high speed train was launched from Seoul to Busan of 1st construction phase at 1st April, 2004. This huge project will be lead to a great change in korean society such as existing mode choice behavior change and the concentrating on KTX station zone lifestyle pattern's change. With the result to opening high speed train railway was diminished train journey time between Seoul to Busan from 4 hours 10 minute to 2 hours 40 minutes, and has been change population movement, favorite location of corporation headquarters, existing metropolitan transportation pattern and so on. In the middle of this study, I choose to analyse Seoul-Cheonan/Asan stations, Seoul-Deajeon stations, Seoul-Deagu stations, Seoul-Pusan stations. This study have a information to analyse among as like movement of population, status of employee structure, usage of land, movement inland transportation mode. I sure that this study will lead to helpful prediction both 2nd phase of Kyoung-bu high-speed railway and Ho-nam high-speed railway in advance.

• Proceedings of the KSR Conference
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• 2011.05a
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• pp.1167-1173
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• 2011

This study is described for the RAMS activities of performed to 2008.12 ~ 2010.10 KTX CTC Project. RAMS activities follow EN50126, EN50128, EN50129. CENELEC standards(EN50126, EN50128, EN50129) to the System Development Life-cycle are defined. This study is RAMS activities of life-cycle that can be found to satisfy SIL2. In addition, assessment of the ISA was completed. This paper is describe RAMS activities results of each phase and Safety Case according to Verification/Validation result.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1254-1268
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• 2009

In 1998, because of the economic crisis called IMF Crisis in Korea, Kyungbu high speed railway project could run by modifying the original plan to open it as a 1st phase only by utilizing the existing railway lines from Seoul to Siheung and the other one from Daegu to Pusan. The modified plan includes that the line from Daegu to Pusan will be constructed as a second phase in next time. Starting railway operation with the changed plan, the combined application operation of high speed rail, passenger rail and freight rail was caused partly from Seoul to Siheung to run into capital area. As a result, the opinion for additional railway line construction is insisted continuously because the operation volume of passenger rail was forced to be reduced, the service quality of it was decreased and it became difficult to add new high speed services. Moreover, with regard to Honam high speed rail, the new construction plan of station in Kangnam metro area as a basement station for starting from Suseo was changed to the plan of turning out at Osong because of the economic effectiveness and this kept resident people in Kangnam metro area and southern Kyungki area unable to get the opportunity of high speed rail service benefit. After beginning of Kyungbu high speed railway operation, national transportation system developments are focused on high speed rail, and when the second phase construction of Kyungbu high speed rail, beginning operation of Kyungjeon line, Jeolla line double track construction, Honam high speed rail in 2014, is completed, the demand for high speed rail will be increased and it is unavoidable to make Kwangmyung station as a basement station and to reduce the number of passenger rail operation. At this moment, it is valuable to consider adding the railway line capacity in capital area to improve the transferring service for citizen who live in area without Kyungbu high speed rail station and to expand the service area from Kangbuk to Kangnam and southern Kyungki area. Accordingly, in this paper, the effective rail operation method, facility plan and the other issue to be reviewed for increasing capital high speed railway lines will be mentioned.