• Proceedings of the KSR Conference
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• 2003.05a
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• pp.196-200
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• 2003

To fulfill the railroad station's duties efficiently, it is essential to view passenger transfer system within the railroad station and in the vicinity of railroad station in the context of broader technological developments in easy access to railroad station. To do the direct service to local station or easy transfer to other mass transportation modes, necessary courses for local govemments and each transportation agency involvement should be taken and long-term integrated transfer strategy must be found. The research designed here was designed to derive a general overview of the integrated transfer patterns with an emphasis on passenger intermodal transportation system.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.1556-1561
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• 2006

The railway station is an important intermodal network point of the railway passengers who use the other transportation means and go to the destination. So at the railway station, the device of various intermodal transfer information is needed to transfer the other transportation means. In this paper, we study the passing characteristics of transfer traffic line of the passengers of railway station and the status of information provision for use of transfer facility and we describe the strategies of information provision according to the necessary intermodal transfer to use the other transportation means.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.38 no.5
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• pp.693-701
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• 2018

Transfer types at the Seoul Metropolitan Urban Railway Stations can be classified into transfer between lines and station transfer. Station transfer is defined as occurring when either 1) the operating line that operates the tag-in card-reader and that operating the first train boarded by the passenger are different; or 2) the line operating the final alighted train and that operating the tag-out card-reader are different. In existing research, transportation card data is used to estimate transfer volume between lines, but excludes station transfer volume which leads to underestimation of volume through transfer passages. This research applies transportation card data to a method for station transfer volume estimation. To achieve this, the passenger path choice model is made appropriate for station transfer estimation using a modified big-node based network construction and data structure method. Case study analysis is performed using about 8 million daily data inputs from the metropolitan urban railway.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.1D
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• pp.11-15
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• 2010

It is necessary to improve transfer impedance of Urban Rail Station station users in order to increase the usage of public transportation. This study constructed a model for calculating transfer impedance based on bodily sensational transfer time in Urban Rail Station stations and calculated transfer impedance on major Urban Rail Station stations in Korea. The study results show that the addition of 100 meter exterior walking distance increases 2 minute travel time, 100 meter interior walking distance increases 3 minute travel time, 100 stairways increase 4 minute travel time, and escalators decreases 1 minute travel time. 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 Urban Rail Station 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.38 no.6
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• pp.941-947
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• 2018

Station transfers for smart card based railway networks refer to transfer pedestrian movements that occur at the origin and destination nodes rather than at a middle station. To calculate the optimum path for the railway network, a penalty for transfer pedestrian movement must be included in addition to the cost of within-car transit time. However, the existing link label-based path searching method is constructed so that the station transfer penalty between two links is detected. As such, station transfer penalties that appear at the origin and destination stations are not adequately reflected, limiting the effectiveness of the model. A ghost node may be introduced to expand the network, to make up for the station transfer penalty, but has a pitfall in that the link label-based path algorithm will not hold up effectively. This research proposes an optimal path search algorithm to reflect station transfer penalties without resorting to enlargement of the existing network. To achieve this, a method for applying a directline transfer penalty by comparing Ticket Gate ID and the line of the link is proposed.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.14-24
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• 2018

Pedestrian movement of passengers using smart card within stations can be divided into three types of activities - straight ride and alight, line transfer, and station transfer. Straight ride and alight is transfer activity for which the card terminal and embarking line are identical. In this case, straight ride occurs at the origin station and straight alight occurs at the destination station. Line transfer refers to activity in which the subway line embarked on by the passenger is different from that which is disembarked. Succinctly, line transfer is transfer at a middle station, rather than at origin or destination stations. Station transfer occurs when the card terminal line and embarking line are different. It appears when station transfer happens at the origin station as starting transfer, and at the destination station as destination transfer. In the case of Metropolitan smart card data, origin and destination station card terminal line number data is recorded, but subway line data does not exist. Consequently, transportation card data, as it exists, cannot adequately be used to analyze pedestrian movement as a whole in subway stations. This research uses the smart card data, with its constraints, to propose an analysis model for passenger pedestrian movement within subway stations. To achieve this, a path selection model is constructed, which links origin and destination stations, and then applied for analysis. Finally, a case study of the metropolitan subway is undertaken and pedestrian volume analyzed.

• Proceedings of the Korean Society of Embryo Transfer Conference
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• 2006.10a
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• pp.124-125
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• 2006

• Journal of Embryo Transfer
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• v.24 no.1
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• pp.71-76
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• 2009

It is not easy for porcine embryos produced by in vitro systems to develop into blastocysts with high quality. To solve this problem, many researchers have developed novel culture methods. However, the formation of blastocysts with high quality is still low. In this study, we aimed to produce piglet following transfer of in vitro produced early embryos ($2{\sim}4$ cell stage embryos) or morula and blastocyst. The $2{\sim}4$ cell stage embryos were transferred to five estrus-synchronized recipients (200 embryos per recipient). One of the five sows farrowed three piglets, which contain two live piglets and one dead piglet, 114 days after embryo transfer. However, two recipients transferred with morula and blastocysts did not farrow. Microsatellite analysis confirmed that the genomic DNA of two live piglets were not genetically identical to that of the recipient. These results indicate that it is possible to obtain piglets by transfer of early embryos produced by in vitro production (IVP) systems.

• Journal of Digital Convergence
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• v.12 no.12
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• pp.449-456
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• 2014

This study aimed to reveal the statistical correlation between the distribution of jurisdictional population and the incidence of mobilization, which consisted with cases of patient transfer and non-transfer to hospital. For this study, we collected and analysed the data for populational status, area, and cases of patient transfer and non-transfer to hospital from 5 fire stations in D city, from January 2010 to December 2012. Total numbers of mobilization were highest in J fire station and this supreme tendency were also seen in both cases (transfer and non-transfer). On the contrary, those of B fire station were lowest. In case of populational status of specific jurisdiction, S fire station was identified to possess the highest while D fire station showed the lowest. However, influences of jurisdictional population on occurrence of patient transfer and / or non-transfer to hospital were not seemed to be shown.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1807-1820
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• 2008

The station area development planed to improve the old and narrowed station and to enhance the train passenger's convenience through private capital attraction in the past. But it has been faced with difficulty for the creative of transfer demand. Because of lean upon building facilities were caused by shortage of business profitability as to development of the upside a railway line, and lack of public utilities. The station area development requires that it's trend to large scale development of station areas, korail's direct development, deputation of specialty company to development, collaboration between local government and korail in development, diversification of process & installed facility, building multi-transfer center and one-stop transfer system. This trend caused by low profitability in development of the upside a railway line. The purposes of study are to make the system and law reflected to the property of station area development, investment in kind of needed land, and change railroad areas to high-rise and complex development, and make a forum between government and korail, etc.