• KSCE Journal of Civil and Environmental Engineering Research
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• v.37 no.1
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• pp.105-110
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• 2017

In this paper, the current financial resource allocation principle and issues are studied in the beginning for the metropolitan transfer centers and connection transport facility. In addition to this, foreign cases for this matter are performed for the USA and Japan. Based on the foreign cases, the optimal subsidy ratio of central government is suggested. For the metropolitan transfer centers, at least 50% of subsidy is required from 30% at present and from "necessary costs" to "total costs." For connection transport facility, 50% for road facility and 70% for railway facility are proposed, which is not supported at all at present. As far as connection transport facility are concerned, resources allocation scheme between local governments has also been proposed in the proportional to the length of connection transport facility of each local government.

• Journal of Korean Society of Transportation
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• v.32 no.3
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• pp.179-186
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• 2014

This study attempted to identify the characteristics of transfer trips between subways and buses in Daegu city and to analyze various impact factors that influence the number of transfer trips using a multiple regression analysis. Based on the results, this study aims to propose some policy implications to improve the operation efficiency of a transit center. As a result, it is found that the number of transfer trips is inversely proportional to transfer time, while directly proportional to the number of connected bus routes, subway's spatial location, and bus route connection index. Specifically, it is found that the number of transfer trips are mostly affected by bus route connection index.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.1
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• pp.129-133
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• 2016

This paper insists that the accessibility and transfer facility has also to be included in railway investment because railway mode can not be, what is called, a door to door service. At present those facility are not included in the railway investment with them in negligence. Since those facility is not treated with railway system there is no room to get a budget from the central government. This paper suggests that all the measurements have to be implemented, based on the LOS (Level of Service) of accessibility and transfer at railway stations. The LOS has to be as low as reasonably practical (ALARP) which can be derived from the consensus between government and citizens. Also, a couple of procurement methods are suggested for accessibility and transfer facility separately. Finally, improvement of regulations are also suggested.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.2D
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• pp.99-103
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• 2010

It is necessary to improve transfer impedance of express bus terminal users in order to increase the usage of public transportation. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in express bus terminal and calculated transfer impedance on major express bus terminals in Korea. The study results show that the addition of 100 meter exterior walking distance increases 3 minute travel time, 100 meter interior walking distance increases 5 minute travel time, 100 stairways increase 13 minute travel time, and escalators decreases 3 minute travel time. The calculated transfer impedance based on bodily sensational transfer time in this study can be utilized as objective criteria to compare transfer conditions of different bus terminals and to prioritize them for facility improvement. The calculated transfer impedance also can be used as facility guidelines for designing a new transit center.

• 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 Korean Society of Transportation
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• v.29 no.5
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• pp.33-42
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• 2011

As the scale of transfer center becomes gradually large, transfer information service considering convenience of users in motion in a large transfer center is required. This service provides moving users with information through individual portable terminals such as mobile phone or, smart phone which are capable of wireless communication. In particular, technology of measuring indoor location using Wi-Fi is in a stage of commercial practice and indoor/outdoor location-base transfer information service is possible through smart phones with built-in GPS and Wi-Fi. In this study, we suggest information services that support transfer activities based on the locations of visitors inside transfer centers. This study also suggests the logical and physical architectures, and physical components required for the flow of information as well as the target connected standardized information for connecting destinations of each proposed draft standards.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.703-721
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• 2010

Railroad is the environment-friendly green growth transportation system and it needs connection and transfer system. Connection system can be a national core project centered in main railroad stations. If there is no transfer system for customers, it's very difficult to achieve green growth and the activation service for public transportation. This study will introduce the establishment of connection & transfer system and the activation methods between main stations in South Gyeongsang area (Changwon, North-Changwon, and Masan) and other transportation modes. These methods will be the model for connection & transfer system of main stations, and will be applied to adopt methods for customers' convenience of railroad public transportation.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.4
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• pp.19-33
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• 2012

Ministry of Land, Transport and Maritime Affairs prepared the method to update traffic connection system by amending "National Transport System Efficiency Act(hereinafter Act)". The key is a development of Intermodal Transfer Center. The law and guideline related with Intermodal Transfer Center requires the installation and operation of transfer information guide facility to improve user's convenience. However, there are no sufficient studies that can be used as references for the method to construct transfer support information system related with user's preference. The study performed the research about user's service satisfaction in relation with transfer support information service, which was embodied in model operation process, on the basis of transfer support information system of Intermodal Transfer Center applied to Gimpo Airport. The analysis result about service preference, importance of each supplied information, service satisfaction and consideration for service embodiment can be used as a guideline to embody the user information service of Intermodal Transfer Center. In addition, through CVM, the study estimated and proposed the service valuation of smart intermodal transfer service that provides customized information to cope with user's situation and traffic means operation status among transfer support information service. It is determined that the study will measure the benefit of Intermodal Transfer Center user by using monetary value when smart intermodal transfer service is supplied and provide the ground to expand high-tech transfer information service with high usefulness and convenience.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1D
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• pp.11-15
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• 2010

It is necessary to improve transfer impedance of Urban Rail Station station users in order to increase the usage of public transportation. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in Urban Rail Station stations and calculated transfer impedance on major Urban Rail Station stations in Korea. The study results show that the addition of 100 meter exterior walking distance increases 2 minute travel time, 100 meter interior walking distance increases 3 minute travel time, 100 stairways increase 4 minute travel time, and escalators decreases 1 minute travel time. The calculated transfer impedance based on bodily sensational transfer time in this study can be utilized as objective criteria to compare transfer conditions of different Urban Rail Station stations and to prioritize them for facility improvement. The calculated transfer impedance also can be used as facility guidelines for designing a new transit center.

• Proceedings of the KIEE Conference
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• 2008.07a
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• pp.1046-1047
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• 2008

실시간 대중교통 종합 환승정보(TAGO)시스템은 대중교통 이용자 중심의 서비스제공을 목적으로 교통 수단간 환승 정보를 제공하고 있다. TAGO는 항공, 철도, 버스(시외/시내/고속), 지하철 등 대중교통 뿐 아니라 자가용, 자전거 이용자의 환승을 고려한 정적/동적 운행정보, 소통 정보를 연계하여 통합하고, 네비게이션 서비스, 지역정보 서비스, 돌발 상황, 날씨 정보, 통계 정보를 인터넷 TAGO 홈페이지(www.tago.go,kr)와 환승 지점에서의 현장안내장비(Kiosk, PDP)를 통해 제공하고 있다. 현재 TAGO는 3차 사업이 진행 중이며 전국 단위 장거리 교통수단과 지역내 단거리 교통수단의 교통정보를 연계하여 효율적인 환승정보를 제공하여 대중교통 이용 활성화에 기여하고 있다. 미래의 TAGO 시스템은 유비쿼터스 시대의 신개념 교통정보 제공을 위한 확장성을 고려하여 서비스 범위를 확대하며, 다양한 매체를 통해 전국 어느곳에서든 출발지부터 목적지까지 교통수단의 선택, 경로안내, 환승정보, 지역정보 등을 제공할 계획이다.