• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.169-177
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• 2009

Establishing a public transportation transfer system that can reduce personal automobile use in the CBD and absorb the demand, thereby reducing congestion, is a necessity. However, the current transfer system and facilities are lacking in intermodal connectivity, require long transfer times, have complex flow patterns, and are lacking in information systems and convenience. The design analysis program of this study is to develop a program that executes computations of design analysis of transfer facilities by utilizing the existing design standards for facilities such as facilities for boarding and alighting, elements for convenience, and pedestrian facilities. Developing an analytical tool through which individual or integrated design analysis can be conducted on the design standards of various facilities is an important study for improving the work accuracy and efficiency of designing an actual transfer center.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.5D
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• pp.735-740
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• 2008

The Design manual for adjusting the capacity and LOS of facilities has been shared in urban railways and high-speed railway stations. However, the pattern of urban railways users and those of high-speed railway users are different from each other. For an example, the high-speed railway users tend to carry voluminous luggages and the transportation disadvantaged such as children and the elderlies. Accordingly, we see that the scale of facilities and the station itself should be constructed differently. The transfer facilities in the high-speed railway stations are classified widely into walking assisting facilities and convenient facilities. We invented the concept of PME (Pedestrian Moving Equivalent) and PWE (Pedestrian Waiting Equivalent)for the spatial calculation of those who are with wheeled luggages, back packs, and children to reflect the uniqueness of users in high-speed railway stations. These equivalents have been applied to the design of the facilities to asses the new Capacity and LOS that are users' favored.

• Journal of the Korean association of regional geographers
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• v.14 no.6
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• pp.718-735
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• 2008

Park-and- Rides are intermodal transfer facilities providing a staging location for travellers to transfer between transportation modes. They are an alternative to alleviate transportation problems such as traffic congestion and air pollution in metropolitan areas. Siting Park-and-Ride facilities belongs to a kind of multi-criteria spatial decision making problems being associated with a combination of various location factors. The purpose of this paper is to provide a method and procedure to evaluate the location suitability of Park-and-Ride facilities using GIS(Geographic Information Systems). Using GIS-based suitability analysis, land value, landuse, road accessibility, public transportation accessibility, possibility to intercept automobile trips, distance to activity center and competition with existing facilities were evaluated as location factors. The suitabilities of individual factors were combined to produce a composite map with a specific weight scheme. Then a given number of sites with high suitability score were selected as potential facility locations and their demand were evaluated based on a commutershed with parabolic shape. The suggested method and procedure will provide useful information in determining Park-and-Ride sites and designing their structure.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.4D
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• pp.533-538
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• 2008

The introduction of KTX (Korea Train Express) has brought an historic change to the overall transit system in Korea. The high-speed railway stations in particular are expanding the scope as public transit centers. However, it is evident that the evaluation on the high-speed railway stations had not been performed successfully thus far. The most important element of the evaluation is the connectivity of the departure point to the arriving stations and also the internal transfer service stations. We developed the service evaluation indicators of transfer facilities in the high-speed railway stations. The indicators are comprised of the level of service (LOS), the propriety of allocation, and the quality of information throughout the facilities in the centers. We examined the 7 stations in Korea that are currently in operation and standardized the methodology of the evaluation process by applying the indicators suggested in this study.

• Journal of Korean Society of Transportation
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• v.27 no.5
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• pp.189-194
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• 2009

Transfer impedance is one of the most critical factors decreasing the competitive power of public transportation. Therefore, it is necessary to improve transfer impedance of KTX and rail station users in order to increase the usage of public transportation. Important factors influencing transfer decisions include exterior walking distance, interior walking distance, steps, and escalators. However, their comparative impedances are different. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in KTX and rail stations and calculated transfer impedance on major KTX and rail stations in Korea. The study results show that the addition of one escalator decreases travel time by one to three minutes. 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 KTX and rail 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.

• 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.5
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• pp.487-496
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• 2014

Much research has been actively done so far on the inconvenience of each urban railway station; however, Research is on importance factor analysis on transfer facilities by considering characteristics of railway stations is relatively insufficient. In this study, a novel method of finding causality between transfer facilities(movement, information, comfortability, etc,) in terms of demands and platform types is provided by using SEM(Structural Equation Model). The results of SEM analysis show that a large demand transfer station if combined with island and segregate platform types, has a higher importance factor with respect to information facility, movement facility position and comfortability. In addition, a medium demand transfer station if combined with separate and separate platform types has a higher importance factor with respect to information facility, movement facility and comfortability.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.3
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• pp.333-344
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• 2017

This research analyzes Seoul station, a typical transfer station complex, focusing on the evaluation of its barrier free design suitable for vulnerable persons such as senior citizens. The analysis was conducted to assess its compliance with the "barrier-free" design standard for those with physical or other disabilities. This paper proposes a list of items to evaluate for transfer station complexes with a barrier-free design. The results showed that the overall connections and internal and sanitation facilities of (Seoul station/the design?)were excellent. However, because of the lack of transfer and guidance facilities, vulnerable persons felt uncomfortable when searching for information about transferring from one means of transport to another. Furthermore, there was an extremely high risk of accidents when they transferred to the bus station. Therefore, it is necessary to arrange the transfer information facilities, in order to improve their readability and visibility. Once this is done, vulnerable people will be able to use this station more safely and conveniently.

• 한국ITS학회:학술대회논문집
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• 2008.11a
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• pp.25-28
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• 2008

• Land and Housing Review
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• v.4 no.1
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• pp.89-98
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• 2013

In recent years, it was recognized that aurban policy paradigm of sustainable urban growth management and transportation policies have been shifted : from the era of automobile-oriented policy to the era of public transport policy. Against this backdrop, the introduction of the multi-modal transfer center is very consequential. Therefore, it is necessary for the introduction of wide-area and local-centric transfer facilities, as well as the center of the country-led national backbone transfer center. This study was applicable at the multi-modal transfer center plans to introduce guidelines to provide transit facilities, considering the regional and functional characteristics to classify the types of multi-modal transfer center. The final types of multi-modal transfer center were classified into six, and by considering the combination of the criteria to be classified. The multi-modal transfer center type classification based on the case analysis of the types of facilities at domestic and abroad. If the data of multi-modal transfer are accumulated continuously, can expect a more reliable type classification.