• Journal of the Economic Geographical Society of Korea
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• v.17 no.1
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• pp.98-113
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• 2014

The purpose of this study is to investigate the changes in the accessibility of the Metropolitan Seoul Transit systems since 2000, in which many new subway lines have been constructed as well as other urban transit lines have been connected to the systems. We suggest an accessibility measure model for Un-fixed Transportation Networks. In order to measure the nodal accessibility based on the mobility, we apply path-distance, physical-distance, and time-distance as the distance impedance measurement. Specifically, we develop time-distance algorithms to measure the time-distance between each pairs of transit stations based on the T-card transaction databases. We apply the model to the Metropolitan Seoul Transit systems in two time points(2005 and 2011). We examine the results in terms of three distance accessibility measures. Time-distance accessibility explains better the urban land use patterns in the Metropolitan Seoul area than the other two. We visualize the spatial patterns of time-distance accessibility by applying GIS, and analyze the spatial structures of accessibility in the Metrropolitan Seoul area between two time points.

• Proceedings of the KOR-KST Conference
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• 1999.10a
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• pp.379-384
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• 1999

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2000.11a
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• pp.76-81
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• 2000

972년 태백선을 시작으로 우리나라에 전기철도가 도입된 이래 수도권에 전기철도가 건설되어 운행되어왔고 최근에는 수도권 광역 전철망, 충북선 전철화, 경부선 전구간의 전철화 등 기존철도의 전철화 사업이 지속적으로 추진되고 있다 한편으로 경부고속철도의 건설과 함께 기존철도의 운행속도 향상, 시스템 보호 및 유지 보수의 현대화 등이 과제로 등장하였고 이를 해결하기 위하여 최신 전차선로 설비의 도입 등과 함께 전철 시스템의 전반적 기술검토의 필요성이 제기되었다.(중략)

• Journal of the Korean Society for Railway
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• v.20 no.5
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• pp.612-624
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• 2017

As the existing metropolitan area metropolitan railway operates on a one-to-one basis, which leads to long travel times, its competitiveness with other means of transportation is deteriorating. Since there is a limit to attracting road traffic by rail, there is a continuing societal demand to expand express train service. Especially in the northern and the southwestern parts of the metropolitan area, a public transportation network system with express function, connecting to the city center of Seoul, is needed because of the social cost of the increase of traffic congestion and the increase of the travel time. The most efficient express service in Korea is Seoul Subway Line 9, which runs in 27 minutes from Gimpo Airport to the high speed terminal; this is a 40% shorter time compared to 44 minutes by car; the congestion in this area is up to 240%, so the preference for this train is quite high. The technical results of this study are expected to contribute to the implementation of an express service metropolitan railway.

• Journal of Korean Society of Transportation
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• v.25 no.5
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• pp.195-207
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• 2007

The urban railways connecting between the inner city and suburb of Seoul metropolitan area, has lost the competitiveness against cars because too many stops deteriorated operating speed and passenger's level of service. This paper suggests that an express train should be introduced into the urban railway system in order to sort out such a complication. There are two considerations in the present study. Firstly, train schedule problem should be taken into account. In this regard, a new model for urban railway system was developed by revising the existing models dealing with single line freight railway. Approximate branch and bound algorithm based on conflict group rather than a single conflict was adopted. Consequently, it was found that the time saving in calculating the optimal schedule is the most meaningful contribution of the algorithm. The second consideration is associated with the application of the model. A case study was carried out using the actual operation data from Ansan line. In conclusion, the operation speed of the line can increase considerably with minimal number of new sidings.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1900-1906
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• 2008

According as zone of life of big city is expanded by new city development etc.., need special skill master plan compensation which can be systematic for wide area traffic problem solution and confusion expense minimization in the metropolitan area because wide area of capital region traffic is gone continuously and continues. Accordingly, Kyonggi Province suggested rapid-transit railway achievement that can connect Seoul Gangnam in 20 minutes with Dongtan new city recently. MLTM(Ministry of Land Transport and Maritime Affaris) announced "Capital region railway network improvement plan research services (2007.12)" result that Gangnam High-speed railway route (Suse $\sim$ Dongtan $\sim$ Pyeongtaek) construction for offer High-speed railway service to capital region and Kyonggi southern part area inhabitantses and need to line capacity tribe solution by Seoul-Busan high-speed railway second-stage and Honam high speed railroad completion. Is judged that need examination about wide area rapid-transit railway combined application operation that take advantage of rail track reserve capacity of High-speed railway for utilization efficiency elevation of country and efficient investment of national finance according as High-speed railway and Gangnam rapid-transit railway route that is suggested in Kyonggi Province are overlaped. Therefore, in this research, I wish to quote investment efficiency plan of railroad business by that different kind's train is run in uniformity track by presenting combined application operation plan and working expenses curtailment effect etc. that is optimized through analysis of roadbed and E & M technology condition, intermediate station plan, train operation planning etc. in case of wide area rapid-transit railway and high-speed railway run combined application.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1269-1278
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• 2009

The Seoul metropolitan area is generated the transportation problems of traffic congestion, delay of travel time, etc due to the increase of traffic demand at Seongnam area, Koyang/Paju area, Incheon/Bucheon area, etc, because that have not provided the urban surrounding railway network and live to be concentrated about 49% of the population of Korea. The Koyang/Paju route axis is required the urban surrounding railway network because the share percentage of public transportation is 51%, the automobiles is 48.8% and the subway is 27.3% and the housing development plan for 530,000 persons have provided. According to the result of the study for the introduction of the express railway between Kangnam to Ilsan of 37.8Km, in case of operation of 150Kmm at express railway, the scheduled speed between Kangnam to Ilsan is 103Km/h, the running time is about 23 minutes. The demand of traffic of this project was forecasted about 237,000persons by traffic analysis. This project which was analysed B/C of 1.08 by the result of the feasibility study have a economic feasibility.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.1
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• pp.119-124
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• 2017

In this paper, 18 railway stations in Gyunggi-do are selected as metropolitan transfer centers out of 203 stations based on three elements. They are the number of passengers, the level of connection transport, and the level of relevant plans. For 18 stations the level of service (LOS) is analyzed for connection transport system. As a result, half of them are found to be below LOS "D". In order to maximize the use of those railway stations, a method is proposed to upgrade the level of service to "C" above. Finally, the improvement plans are suggested for two acts. In the Special Act on Metropolitan Traffic Management of the Metropolitan Region, the central government financial support ratio is suggested from 30% to 50%, from "necessary costs" to "total costs." In the Act on National Integrated Transport System Efficiency, 50% for connection road and 70% for connection raiway are suggested.

• Journal of Digital Convergence
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• v.19 no.9
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• pp.9-18
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• 2021

Constructing the Metropolitan Railway Express (the GTX) may have an impact on consumer confidence and housing sales price located near the planned route. This study looked at how consumers' psychology and housing prices change as the large-scale transport infrastructure plane was planned. Also, it looked at the relationship between consumer sentiment and housing prices to analyze the impact of new transportation facilities inflows. Using a correlation analysis, the relationship between the consumer sentiment index and the actual transaction price of apartments was identified. The impact of GTX on the consumer sentiment index and the actual transaction price of apartments was looked at using the Difference-in-Differences methodology. Our finding shows that the construction plan of a large-scale transportation infrastructure in the metropolitan area affects the sentiment of housing consumption and actual transactions. In a situation where the government is speeding up the construction of a wide-area transportation network such as GTX with the goal of becoming a city where people can commute to downtown Seoul within 30 minutes, policies that can stabilize the housing market in transportation hubs should be suggested.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4D
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• pp.679-686
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• 2006

Recently, the city railway in the Seoul Metropolitan Area (SMA) has offered a low quality of service as a passage time, because it was operated slowly. So, the people who live in modern society are not satisfied about passage time, therefore, this study tried to make that the subway in the SMA becomes a more functional and effective wide-area-transportation-network through an express train introduction's method which examined cases from abroad and current system. and then presented how express train could be applied to current system. In a case study, We used the An-San Line and Su-In Line as a examples and developed a schedule which can minimize the delaying time of subway by using Branch & Bound Algorithm. The train operational plan was loaded to consider a railroad siding, Obtained site, and the dispatch interval(three to ten minutes) for the express and local lines and finally, We presented an alternative operational plan which made by those factors.