• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.4
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• pp.33-43
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• 2016

Public transportation card data, which is collected for purposes of the Integrated Public Transportation Fare System, provides neither transfer time nor transfer frequency occurring on the metropolitan city-rail (MCR). And because there are no transfer toll gates installed on the MCR, data on transfers between lines are estimated through means such as elicitations using survey questionnaire, or otherwise through macroscopic observations, which poses the risk of transfer time and frequencies being underestimated. For the accurate estimation thereof, an explanation of the transit path that arises between the Entry-and Exit-Gates must be provided. The purpose of this research is twofold : 1) to build a transit path model to reflect the current state of transfer movements on the basis of transportation card reader data, and 2) to deduce information on transfers occurring in the greater metropolis. To achieve these aims, the idea of Big Nodes is introduced in the model to align transportation card reader operation system characteristics with those of the MCR network. The link-label method is applied in the model as well to make certain that the MCR network runs in an effective manner. Administrative information obtained by the transportation card reader is used to derive transfer time and frequency both in the city's mid-zones, and in the Seoul-Gyeonggi-Incheon district's large-zones. Public transportation card data from a single specific day in year 2014 is employed in the building of the quantified transfer specific data. Extended usage thereof as providing comprehensive data of transfer resistance on the MCR is also examined.

• The Journal of the Korea Contents Association
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• v.19 no.10
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• pp.685-697
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• 2019

The study aimed to analyze the structure of China's passenger railway network in the years of 2008, 2013, and 2018, respectively. At the same time, it tried to investigate its derivative impact on the patterns of Chinese urban network. The analytical tool was based on the NetMiner4.0. In order to measure network characteristics of China's passenger railway network, it primarily focused on the degree centrality, betweenness centrality, and closeness centrality. First of all, the higher degree centralities, with a few exceptions, were observed in BeiJing, ShangHai, GuangZhou, WuHan, XiAn, ChengDu, HaErBin, and ShenYang over a decade. In contrast, the higher betweenness centralities were recorded in cities of higher development potential including WuLuMuQi, GuiYang, ShenYang, and KunMing. The closeness centrality analyses confirmed the fact that most metropoles like BeiJing, ShangHai, and GuangZhou kept the highest train accessibility during the same research period. At the same time, the opening up of a new stretch of high speed railway network has consecutively strengthened connectivity between BeiJing and TianJin. Owing to unprecedented development of railway traffic and its extensive operations, this study believes that Chinese major cities, without interruption, would pursue a series of urban policy alternatives geared towards railway stations-oriented networking and competitively try to extend their network ranges.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.249-257
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• 2018

The number of deaths for railway traffic accidents is mainly caused by working close to the track, or when unauthorized passage pass through the track. The safety fences are being used to ensure safety for workers close to the track, and to improve the efficiency of the work, without interfering with the passage of trains. However, a safety fence for railway tracks needs to be examined to see if it will interfere with the passage of trains. The purpose of this study is to analyze the safe distance between train and safety fence developed in Korea. In addition, the lateral load condition of wind pressure by trains is estimated and numerical analysis is carried out according to the installation intervals of railway safety fences. It has been confirmed that the proper spacing between the train and the railway safety fence should be at least 200 mm from the vehicle limit, and that the proper spacing of railway safety fence must be calculated in consideration of the wind pressure by trains.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.12
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• pp.170-181
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• 2020

In a situation where population decline is intensifying, the decline of local mid-small sized cities is emerging as a social problem. The decline will increase the difficulty of supplying demand-based living services. Therefore, increasing accessibility to living services is important for quality of life. With this background, the purpose of this study is to derive living zones that can use high-order services in metropolitan cities through high-speed railway. To this end, the behaviors of residents in mid-small sized cities were investigated through a questionnaire, and living zones and vulnerable areas were derived through a GIS analysis. The results of the study are summarized as follows. First, most of the residents had experience using cultural, medical, shopping, and educational services in metropolitan cities. Second, the time required to visit a metropolitan city for the use of higher-order services was about 2 hours, and the desired time was about 50 minutes. Third, when accessibility is improved, the willingness to use the higher-order service of the metropolitan city is high. Fourth, many regions have been derived as living zones where services of metropolitan cities can be used through high-speed rail. Lastly, the major vulnerable areas were found to be the northern area of the Gangwon region, the northern area of the Yeongnam region, the west coast of Chungnam, and the border area of Jeonnam and Gyeongnam.

• Journal of the Korean Association of Geographic Information Studies
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• v.26 no.3
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• pp.1-11
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• 2023

COVID-19 has caused the dramatic reduction of public transportation demand in Busan Metropolitan City, that is, daily public transportation trips in 2020 dropped by approximately 920,000 trips from 2019 based on the public transportation card data. This study investigated the underlying factors affecting the public transportation demand discrepancy between before and after COVID-19 at the primary administration unit(i.e., Eup, Myeon, Dong) level with Ordered Logistic Regression model. Finding of this study is as follows. The primary administration units characterized with high ratio of welfare recipients, industrial area, and day boarders were heavily dependent on public transit, indicating little change in public transportation demand. On the other hands, the primary administration units which have high ratio of urban rail transit uses experienced significant reduction of public transportation demand. In conclusion, transportation policies taken under emergent situation such as COVID-19 need to take into account the region-based characteristics rather than unilateral ones.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.5D
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• pp.477-483
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• 2010

The existing mass transport system, with its limited capacity and the saturated road networks, has given cause for a new means of transport to be developed, and strong demands for such new means of transport are observed more than ever. However, the traffic authority is seeking a new transport system that focuses more on LRT(Light Rail Transit), a downsized version of the existing urban railroad, rather than one that is appropriate to solve the traffic problems. Moreover, local governments are experiencing difficulties in planning their own mass transportation(bus or urban railroad) as they have no specified criteria for selecting a mass transport system. Accordingly, there has been an increasingly loud voice that calls for criteria to determine which mass transport system befits each transportation corridor. This paper develops a mass-transport demand forecasting model based on the GIS Buffering analysis of each transportation corridor in the city, sets up the capacity for each mass transport system and presents the criteria for selecting an optimal mass transport system for each transportation corridor. It also presents a methodology that identifies necessary and sufficient conditions for selection and evaluation, since it is most important to select the optimal mass-transport system that can meet the demand by each mass-transportation corridor.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.1
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• pp.273-286
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• 2013

Recently, due to problems with subway and bus operations, a need has emerged for a solution such as the introduction of an Advanced Transit System. In several municipalities, systems have been introduced using light rail as AGT urban aesthetics construction. There is high inhibition and civil cases are delayed by more environmentally friendly and accessible remedies. For the purpose of this study, Changwon city would be transformed to have an environmentally friendly transportation system such as a tram with an overview. Features, advantages, and disadvantages are analyzed, and systems are established the existing public transport routes by transfer system. Changwon city's tram plan is first step in open in year 2018, and second step with the opening goal of the year 2021, and the total line length of 33.9 km, the station will be built in the 38 locations. and also in 2011 a feasibility study, evaluated a low economic as B/C to 0.88, but it evaluated the high value of the policy analysis as AHP to 0.502. However, introduction of a tram project that should precede the as following condition. The first step in Changwon city's tram plan would be as follows : The introduction of the tram system would demand traffic management along with a restructuring of the bus system, and the tram system would be selected for domestic realities. Secondly, the introduction of trams would comprehend the advanced traffic composition in accordance with the consensus of the citizenship, and a legal system should be established for the introduction of the trams.

• Journal of Korean Society of Transportation
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• v.23 no.8 s.86
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• pp.7-17
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• 2005

Transportation is from an individual mobility. Various efforts to propose specific values or the individual mobility have been conducted in diverse transportation environment. However, mobility studies for multimodal public transportation are rare especially on not the range of line but area. This study propose a method to calculate transit mobility indices as expanding mobility analysis from point-to-point to area-to-area, considering access time to transit facility, running time and transfer time of passengers. To extract mobility indices, we included walking as a lowest category of mode and set passenger car as a competitive mode to transit mode. This study propose three public transportation mobility indices as 1) how competitive public transportation facility is offered against passenger car 2) how convenient transit mode including walking is provided against passenger car from origin to destination and 3) how many various paths are presented to support passenger's travel between regions. These indices are tested on the Seoul metropolitan area with 10 lines of urban rail and about 420 lines of bus. In addition, we proposed two political applications of proposed mobility indices to increase public transportation mobility between two regions and to maximize the mobility of study area when a line is added in the area.

• Journal of Korean Society of Transportation
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• v.20 no.3
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• pp.41-52
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• 2002

Most investment evaluations and economic assessments of road transport proposals in Korea omit a valuation of the time spent in transit for loads of freight. These days there were few attempts to estimate value of freight travel-time savings in Korea, but most of them included rail or marine with statewide area so that couldn't obtain unique travel-time savings for road freight transport. This study applied revealed Preference method and associated binominal logit models to estimate the value of travel-time savings in transit from an statewide survey of road freight transport in 1997. Data sets were segmented according to transport areas and business types. The results of this study showed that the value of freight travel-time savings varied wide ranges from 53,449 won per hour in urban transport to 29,397 won per hour in regional transport, that the use of statewide value of freight travel-time savings can drives wrong results into economic assessment, and that the use of adequate value of freight travel-time savings according to assessment area is very important.

• Journal of the Korean Society for Railway
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• v.16 no.6
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• pp.466-472
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• 2013

The use of a concrete track is gradually growing in urban and high-speed railways in many part of the world. The resilient pad, which is essentially when concrete tracks are used, plays the important role of relieving the impact caused by train loads. The simple fatigue test[1] to estimate the variable stiffness of resilient pads is usually performed, but it differs depending on the practical conditions of different railways. In this study, the static stiffness levels of used resilient pads according to passing tonnages levels were measured in laboratory tests. Also, the simple fatigue test and the multi-stress accelerated degradation test for new resilient pads were performed in a laboratory. The static stiffness of the used pad was compared with the results of tests of usage times and cycles. The results of the comparison showed that the variable static stiffness levels of the used pad were similar to results of the multi-stress accelerated degradation test considering the fatigue and heat load. With a T-NT equation related to the degree of the multi-stress accelerated degradation, a model of multi-stress accelerated degradation for a resilient pad was devised. It was found through this effort that the total acceleration factor was approximately 2.62. Finally, this study proposes an equation for a multi-stress accelerated degradation model for polyurethane resilient pads.