• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2192-2204
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• 2011

Recently, The government is actively transit road-oriented Traffic System to the eco-friendly and high-efficiency railroad-oriented transportation system for the sustainable green growth. The second plan of Nationwide Railway Network which has been officially announced rearrange to integration, multi-core, open architecture country by the railway network and integrate to the one mega city that rink an important city in one hour 30 minute. But the railroad industry is disadvantageous when it compares with the road industry on the ground that railroad industry peculiarities(a cost-benefit analysis, an environment value, etc) have not reflected in the (preliminary) feasibility study for SOC industry. The government establish Improved methodology of Rail Investment Rating System and improved preliminary feasibility study in railroad project by introduction many content(analysis periods, rate of discount, the benefits of shortening of transit hours, the estimation of traffic accident reduction benefits, investment cost of vehicle substitution and operation and maintenance cost of high speed rail) about the Improved methodology of Rail Investment Rating System. This study is intended to consideration the key content that was included in the Improved methodology of Rail Investment Rating System. In addition, the points to be considered for additional study have been reviewed in this study. We hope we will carry out make a reasonable and objective Rail Investment Rating System and to perform the railway industry of the virtuous cycle such improvement plans are reflected at a hereafter railroad section.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.626-637
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• 2008

Although the amount of travel demand is a critical factor in a benefit-cost (B/C) analysis of railway investment, the travel demand changes especially for induced demand have not been considered. Therefore, the basic study of how to estimate travel demand changes after railway investment is worth investigating. This study reviews the methodologies for estimating diverted and induced demand generated after railway investment, and proposes appropriate approaches that will help railway planners to practically apply them in a case study. Further, the research stimulates the needs of consideration of the travel demand changes in the feasibility studies of railway planning.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1647-1656
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• 2007

With the growing international consensus regarding sustainable development of transportation, the plan of transportation infrastructure needs to meet various requirements toward enhancing environmental conditions. Accordingly, the upcoming long-term plan of high-speed rail network has to be reflecting the sustainability of transportation systems. In this paper, we propose methodologies based on multi-attribute utility theory for determining priorities of sustainable high-speed rail investment. The proposed methodologies identify indicators for sustainable transportation systems such as economic, environmental, social, and transportation-related ones and then, explain the way how to evaluate the overall sustainability by comparing the relative importance among indicators. This will help transportation agencies to prioritize high-speed rail investment toward sustainable transportation systems.

• Railway Journal
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• v.16 no.2
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• pp.6-9
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• 2013

• Journal of the Korean Society for Railway
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• v.11 no.1
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• pp.45-53
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• 2008

With the growing international consensus regarding sustainable development of transportation, the plan of transportation infrastructure needs to meet various requirements toward enhancing environmental conditions. Accordingly, the upcoming long-term plan of high-speed rail network has to be reflecting the sustainability of transportation systems. In this paper, we demonstrate an application of methodologies based on multi-attribute utility theory for determining priorities of sustainable high-speed rail investment. The proposed methodologies identify indicators for sustainable transportation systems such as economic, environmental, and social ones and then, evaluate priority for planning a long-term sustainable high-speed rail network by comparing the relative importance among indicators. This will help transportation agencies to prioritize high-speed rail investment toward sustainable transportation systems.

• Railway Journal
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• v.18 no.5
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• pp.42-46
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• 2015

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.331-340
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• 2009

This study is objected by suggesting rationalization method of management and maintenance cost for railway investment assessment. The estimate of rational benefit and cost are a work of vital importance to decide railway investment as preliminary feasibility investigation is institutionally reinforced since January 2007. In particular, railway management and maintenance cost have to be applied to realistic and detail cost as railway investment assessment guide. For example, types of railway, construction of new line, improvement of conventional line, double tracking, railway electrification. However, railway investment assessment is inconsistency because of estimating the railway management and maintenance cost using existing unrealistic management and maintenance cost. Therefore, this study is performed parametric analysis effecting on the railway management and maintenance cost considered new technique, enhanced facilities and improved standard. Also, it suggests the itemized standard management and maintenance cost. Finally, it will be helped to establish the base of railway investment through the rationalization method of management and maintenance cost.

• 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.41 no.1
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• pp.85-91
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• 2021

In contrast to standard train tracks, tramlines are often set along public roads, with trams running among pedestrians and other vehicles. In some cities and towns, trams and buses share the same routes and stations. Under the current investment appraisal system, trams are classified into light rail when predicting traffic demand and calculating benefits, but in the case of non-capital areas, it is notable that the origin-destination and transit lines of buses are not provided in the Korea Transport Database distribution data. Due to this problem, it is difficult to reflect proper mode changing behaviors between route buses and trams. This study examines the impact on tramlines of bus routes that are not currently considered in non-capital areas. Following an analysis of the effect of tram projects according to whether bus routes are considered or not, an improvement in methodology is proposed. Through this study, it is expected that the investment appraisal system for the planning of new tramlines will be improved in the future.

• Journal of Korean Society of Transportation
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• v.26 no.6
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• pp.113-122
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• 2008

This study extended Park et al.(2007c), which analyzed the efficiency of a hierarchical transit network, showed the result of a real data, and analyzed its applicability. Operating cost was estimated using a model which was established in this study, and minimum transit demand was derived from the operating cost. The minimum transit demand value is just a sample calculation, thus it varies by many inside and outside factors of the model. Looking at the inside of the model, operating cost and travel speed are major factors, and the possibility of introducing urban subway becomes high when the operating cost of the transit system is low and its travel speed is high. As far as the outside factors are concerned, according to the analysis on the network structure, transit demand, and transit mode share, the minimum transit demand value which was derived in this study will be the maximum value among the possible values. In the feasibility study, the benefit is likely to be overestimated and the cost is likely to be underestimated than those of this study. It could be concluded that the methodology of a feasibility study is appropriate in the field standard. This study analyzed the efficiency of introduction of urban subway using analytical approach, thus has many shortcomings and limitations. However the practical approach, like feasibility study, has some limitations as well. This study could be a basis on establishing an analysis framework that is more accurate and reasonable by comparing analytical approach and practical approach.