• 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)

• Journal of the Korean Society for Railway
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• v.7 no.1
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• pp.10-25
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• 2004

2004년 4월 1일. 단군이래 최대의 국책사업인 한국고속철도 KTX(Korea Train eXpress)가 지난 12년의 산고 끝에 경부ㆍ호남 동시 개통되어 최고속도 300km/h로 영업을 하게 되는 날이다. 1989년 5월 서울∼부산간 경부고속복선전철을 1998년에 완공하는 것으로 계획을 수립하고 철도청에 고속전철 기획실을 설치한 이래 1992년 3월 건설전담 조직인 한국고속철도건설공단이 별도로 설립되어 1992년 6월 대전∼천안간 시험선 건설의 첫 삽을 뜬지 12년의 세월이 지나 총 사업비 18조4,358억원 중 1단계 12조7,377억원이 투입되었고 221.1km의 고속신선이 시흥∼대전 조차장, 옥천∼신동구간에 건설되었다. 또한 고양기지∼시흥, 대전 및 대구 연결선, 대구∼부산간 기존선이 전철화되었고, 1999년 12월 확정한 호남선 복선 전철화계획에 의해 서대전∼목포 구간이 총사업비 8,994억원이 투입되어 전철화 됨으로써 동서화합차원에서 2004년 4월 1일 서울∼부산, 서울∼목포간 동시 개통되게 되는 것이다. (중략)

• 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.

• 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.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.

• Journal of the Korean Society for Railway
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• v.15 no.6
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• pp.631-637
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• 2012

New Opening of Suseo-Pyeongteak High Speed Railway (HSR) will be a new leap in the Korean railway history. However if this section of HSR line around Seoul Metropolitan Area opens, the confluence of new HSR and existing HSR line in Pyeongteak-Osong section will cause a bottle neck problem. In other words, the opening of Suseo-Pyeongteak HSR line will make the capacity of track reach the limit and the section of railroad between Pyeongteak and Osong will be saturated. This will also make such troubles as restricting the number of train which stops at Cheonan-Asan station. In this study, based on the train assignment theory of TVM430 signal system, the methods of calculating headway and number of train are reviewed and the plan for application of optimal operation pattern during peak hour between Pyeongteak-Osong section is also suggested. To remove the bottle neck problem in this HSR section, 3 alternatives are suggested and the expected effects and problems of each alternative are also analyzed. The results show that the troubles caused by excess of track capacity can be removed without any additional cost if the minimum headway in operating system for HSR is adopted in this section. In the future, if these alternatives are considered to the long-term plan for operating train and signal systems, this will improve the efficiency of train operation, which can remove the bottle neck in the HSR line.

• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.47-54
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• 2004

Recently, a large reduction in domestic aviation demand had roughly shown in the range between 34% and 75% in east central and western corridor of Korea. The reasons for the drop in air traffic demand were the provisioning of several new highway serveces and the national economic difficulties. Since April 2004, moreover, the Korea Train Express(KTX) was operated between Seoul and Daegu in the first phrase of 293Km in KTX operational distance and 258Km in air route distance. The operation of KTX significantly impacted air traffic volume, particularly on the overlapped air routes with KTX routes. This study analyzed the effects on air traffic demand in accordance with the opening of KTX by applying the Stated Preference (SP) survey method, the survey conducted prior to 8 months of the KTX initiative. Also, the comparison of the decreased demand forecast by SP analysis and actual revealed traffic volume during two months service after inauguration of KTX was conducted. The Seoul-Daegu route was analysed using the 3 variables considered access and egress time, fare rate, operational frequency. The result obtained from the analysis showed that air users would be preferred only 14%. Comparatively, however, the actual revealed air passengers after the opening KTX were remained 28%, The less "decreased demand" was caused by the instability of the KTX's operation in the initial stage. Therefore, small numbers of passenger were preferable to airservices rather than high speed railroad service.

• The Korean Journal of Applied Statistics
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• v.32 no.1
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• pp.139-148
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• 2019

This study proposed a multiple intervention time series model to predict KTX passenger demand. In order to revise the research of Kim and Kim (Korean Society for Railway, 14, 470-476, 2011) considering only the intervention of the second phase of Gyeong-bu before November of 2011, we adopted multiple intervention seasonal ARIMA models to model the time series data with additional interventions which occurred after November of 2011. Through the data analysis, it was confirmed that the effects of various interventions such as Gyeong-bu and Ho-nam 2 phase, outbreak of MERS and national holidays, which affected the KTX transportation demand, are successfully explained and the prediction accuracy could be quite improved significantly.