• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2987-2997
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• 2011

As a public transit playing an important role in the era of high gas prices, subway corresponds the national strategy 'Low carbon, Green growth'; accordingly, passengers who would use the transportation are steadily increasing. Subway operators are required to provide subway users with services based on higher-quality system, safety, convenience & high reliability level. Furthermore, as the legally allowed maximum life time of EMUs is extended, it is necessary to localize & standardize the parts of EMUs. This paper presents a modelling of systematic EMU(SR001) manufacturing technique which enables us to reflect passenger and subway operator's demands in the whole EMU manufacturing process from the initial design phase to its completion by making full use of the know-how based on subway operators' experiences. SR001 enabled SMRT's staffs to participate in the EMU design & its equipment manufacturing; consequently, it realized the innovative system which meets passengers' requirements. Moreover, the process lead time was reduced dramatically. The result of this research will be helpful in providing useful guidelines for railway industry policy and development making in Korea.

• Journal of the Korean Professional Engineers Association
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• v.30 no.4
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• pp.88-98
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• 1997

For Improving gradually inferior environment of public transportation system, it is necessary to introduce new transit System(NTS). NTS is defined as automated economicm system for it's operation . The Track Guided Bus System (TGBS) is one of the NTS, which is possible operating on the track or road surface and the system has actually many advantages. This study was concentrated on investigating the characteristics of TGBS, comparing to the other public transportation system and appraising the advantages of it on the benefit of the passenger side as well as investor, and then suggested applicable routes. As the result of the study, it is concluded that the advantage of this system is less transfering and initial low investment. Applicable route is the demand of passengers in the range of PPHPD 5,000~39,600, which is more than bus but not more than subway.

• Proceedings of KOSOMES biannual meeting
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• 2004.11a
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• pp.95-100
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• 2004

This study is about current operating system and development process of remote island route. 14 companies are providing safe transportation service for remote island residents with total 30 boots on 27 routes. Each route transit analysis shows that the number of passenger tends to increase every year. In order to enhance customer satisfaction, more constructive improvement is demanded, such as implementing operation evaluation on each charter service provider.1he result obtained from this study is to be utilized as basic document for remote island route development process in semi-long run basis.

• Journal of the Korean Society for Railway
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• v.3 no.3
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• pp.117-124
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• 2000

The rubber wheel-type AGT has two major kinds of bogie; one is the bogie type and the other steering one. Both are important vehicular structure to support the whole running vehicle and passenger loads. This paper deals with the static analysis for the two types of bogie frame subjected to combined external forces, as well as independent ones specified in UIC 515-4. Furthermore, the dynamic analysis is performed under vibrational loading conditions so as to compare dynamic characteristics, Numerical results by using commercial packages, I-DEAS and NASTRAN show that maximum stresses do not exceed the yield strength level of material used for both bogies. From an overall viewpoint of strength, the bogie type turns out to be superior to the steering type except for the case of a lateral loading. It is also observed that the steering type shows a characteristics of low frequency behavior during a course of searching for structurally weak areas to be stiffened. The vibrational fatigue analysis for each bogie frame depends on the loading time history conditions which is applied. Time History Central Database List in the NASTRAN package. Subsequent1y, the fatigue life of bogie type is longer than the steering type.

• World Technopolis Review
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• v.3 no.3
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• pp.139-152
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• 2014

The current transportation regime is largely based on two alternatives: (1) fixed route public transit, and (2) private ownership of internal combustion engine (ICE) powered vehicles per households. This paper analyzes one possible transportation alternative, Micro Electric Vehicles or MEVs, and compares with the ICE vehicles in terms of social, economic and environmental benefits, especially emphasizing its environmental advantage over ICE vehicles for future sustainability. While some representative models of MEVs exist in a limited market capacity, but global technical standards are generally insufficient and non-homogenous across nations, which restricts the development of the proposed transportation sector. The focus of this paper is to analyze the characteristics and potential benefits of MEVs in economical and environmental perspectives, including development status and technical standards, with a particular focus in the E.U., the U.S., Japan, and Korea. Based on the data of analysis, this paper aims to derive and propose a cooperative and adaptive global policy framework designed to speed up adoption and expansion of the global MEV market, including passenger and utility vehicles. We propose MEV to be a new mobility segment in the global transportation market because of their advantage in environmental impact, sustainability, overall cost of ownership, and safety.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.761-772
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• 2009

The introduction of KTX (Korea Train eXpress) provided passengers with a much faster mode of transport, and KTX has become a model railway system. Express railway stations are emphasized as public transit transfer centers, but their service evaluations were not performed appropriately so far. It is possible to know the level of service by developing valuation criteria for their evaluations. The evaluation of transfer centers mainly consists of two parts; connective service with other travel m odes, and transfer service inside transfer stations. Connection is defined as the inter-connection of multi-transportation vehicles, and transfer means that a passenger changes his travel mode to another. Such connective service and transfer service are evaluated by the level of service in terms of transfer facilities, the appropriateness of station layout and the quality of information throughout the facilities. We developed the service evaluation indicators of connective facilities and referred to the indicators of transfer facilities. 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.

• Proceedings of the KSR Conference
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• 1998.05a
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• pp.172-183
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• 1998

The purpose of this study is to reduce the number of employees hired by Seoul Metropolitan Subway Corporation(SMSC) as a way of responding to deteriorating financial deficit problem. For the reduction, the personnel structure of Seoul Metro Rapid Transit Subway(SMRTS) newly founded in 1995 is benchmarked. Several assumptions are set for seeking the persuasive alternative; 1) no compulsory reduction of existing personnel, 2) raising the salary of SMSC to the same level of SMRTS for compensating intensified work burden, 3) hiring new employees to the amount of one-third of the reduced workforce for minimizing the problems associated with the reduction. The study suggests that the personnel reduction in relevant parts be planned in the following ways; 1) passenger transport part: from daily 3 shifts of 4 group to 2 shifts of 3 group, 2) fleet inspection, civil d: electric engineering, railtrack maintenance, signal parts: from 12 day-off to 10day-off, 3) architecture, AFC parts: from 2 shifts of 3 group to daily work, 4) fleet maintenance, architecture parts: expanding out-sourcing ＆ automation, and 5) headquarter part: 10% reduction of the total of office workers. The study finds, by implementing the plan, that 1,270 employee can be reduced, and that aggregate 106.8 billion won will be saved for the next 10 years.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2008.10a
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• pp.33-41
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• 2008

The longest tunnel has been halted at Daekwanryung by the failure of the host country of the Winter Olympiad in 2014, but modern High-Power TBM will come to Korea to excavate these long tunnels to establish the better horizontal connection between the western and eastern countries to improve the strong powerful logistic strategy of Korean peninsula. Train operation provides a key function of air movements in a long underground tunnel, and heat generation from transit vehicles may account of the most heat release to the ventilation and emergency systems. This paper indicates the optimal fire suppress services and safety provision for the long railway tunnel which is designed twin tunnel with length 22km in Gangwon province of Korea. The design of the fire-fighting systems and emergency were prepared by the operation of the famous long-railway tunnels as well as the severe lessons from the real fires in domestic and overseas experiences. Designers should concentrate the optimal solution for passenger's safety at the emergency state when tunnel fires, train crush accidents, derailment, and etc. The optimal fire-extinguishing facilities for long railway tunnels are presented for better safety of the comfortable operation in this hard rock tunnel of eastern mountains side of Korea. Since year 1900, hard rock tunnel construction has been launched for railway tunnels in Korea, tunnels have been built for various purposes not only for infrastructure tunnels including roadway, railway, subway, and but also for water and power supply, for deposit food, waste, and oils etc. Most favorable railway tunnel system was discussed in details; twin tunnels, distance of cross passage, ventilation systems, for the comfortable train operations in the future.

• Journal of the Korean Society for Railway
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• v.15 no.3
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• pp.278-285
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• 2012

The Service Availability (SA) in the viewpoint of passenger is used as the key performance indicator (KPI) of quality of service in Light Rail Transit (LRT) Public-Private Partnerships projects. But there are many disputes on the target value of SA because of the lack of experience in SA. The target value of SA should be set at an early stage of the project to be specified on the system specifications and operation plan. Therefore, this paper developed the quantitative prediction model of SA to set the reasonably achievable target value of SA at an early stage of the LRT project. Also this paper analyzed the relationship and differentiation of SA and Train Punctuality (TP) that is mostly compared with SA.

• Journal of Korean Society of Transportation
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• v.29 no.1
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• pp.81-93
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• 2011

This research deals with the multi-modal continuous network design problem to resolve the transportation policy problems for constructing and operating transportation facilities with considering the mutual decision-making process between transportation operator and user in the multi-modal network. Particularly, in the consideration of changes in travel pattern between transport modes due to the changes in transportation policy, road network for passenger car and transit network for public transportation are considered together. In the development of network design model, more rational Stackelberg equilibrium(cooperative game) rather than more general Nash equilibrium(non-cooperative game) approach is used and sensitivity analysis considering transport mode is used. A multi-modal continuous network design model in this study is developed for the arbitrary continuous network design parameters(${\epsilon},\hat{\epsilon},p$) of transportation policy decisions. As examples of application and evaluation for these design parameters, the developed model is applied to calculate 1)the optimal capacity of road link in the road transport policy, 2)the optimal frequency of transit line in public transport policy and 3)the optimal modal split in transport modal share policy.