• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.1D
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• pp.141-148
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• 2011

City of Incheon opened rapid transit(urban railroad line 1) in 1999 in order to relieve traffic congestion on major arterials. This research analyzed urban space changes of each station influenced area by examining the changes of residents, industrial employees, and floor area ratios before and after the open of Incheon urban railroad line 1. Analysis of variance was applied to change of station influence area. This research found out that the types of central business and agricultural station influence area had been changed significantly after the open of urban railroad. However, the residential, semi-residential, and suburban type of station influence area had not been changed after the open of urban railroad. Thus, it is necessary to provide diverse facilities for inducing residents and employees to the station influence area of residential and semi-residential. Furthermore, the suburban type of station influence area which is difficult to develop naturally by the law of Green Belt is needed to develop station influence area simultaneously with the construction of a station building.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.373-381
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• 2018

The floating population that is index to figure out dynamic activities in urban area will be important in urban railway planning, but it is not useful because it is collected by posterior method. This study aims to investigate factors influencing floating population. The floating population data that was collected in Seoul for a month in December 2013 is used as dependent variable, and the negative binomial regression analysis is used in modelling. The number of households, number of employees, number of subway stations, and number of bus lines variables are statistically significant in predicting floating population.

• Journal of Korean Society of Transportation
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• v.30 no.1
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• pp.7-18
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• 2012

This study suggested a method of forecasting market-share of each mode after introducing new urban rail transit lines. The study reflected the observed market share of presently operating urban rail transit into forecasting process in order to improve accuracy in predicting market share of each modes. For more realistic representation of the forecasting model, we categorized O/D pairs according to attributes of trip distance, access time and number of transfers. The analysis results of traveler's mode choice behavior with observed data showed that the trip distances are longer, the share of urban rail tends to be higher, and that the number of transfers is fewer and the access times are lesser, the share of urban rail also tends to be higher. Then, incremental logit model was used in estimating mode choice probabilities for O/D pairs along with rail transit lines while utilizing observed market shares of each modes and differences in transit service level. As the next step, the market share of rail transit after introducing new rail transit lines was forecasted by using incremental logit model with the intial share values calculated the previous analysis step. It also reflected changes in level of service for automobile in highway due to changes in highway systems and changes in mode shares after introducing new lines of rail transit. It can be expected that the proposed method would more realistically duplicates phenomena of mode choice behavior for rail transit and that it would be more theoretically logical than the typical existing methods using SP data and incremental logit model or using addictive logit model in this country.

• 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.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.237-251
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• 2002

도시철도 건설현황 o '74. 8. 15 : 지하철 1호선 개통('71. 4. 12 착공) 3년 7개월간 지하철건설 중단 o '78. 3. 9 ∼ '84. 5. 22 : 지하철 2호선 건설 o '80. 2. 29∼'85. 10. 18 : 지하철 3,4호선 건설 4년 2개월간 지하철건설 중단(중략)

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.2
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• pp.605-616
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• 2014

The purpose of this study is to analyze transport efficiency of each of the 17 urban railway lines being operated by national public agencies using Data Envelopment Analysis (DEA) and to seek strategies for improving efficiency of the urban railway system. The study identified the economies of scale derived from these values of efficiency and examined the effects on cost for free ride loss and profit of transport by the fare system as the external factor. At the time, Transport profits are estimated by two production factors such as the number of vehicles and service frequency derived from multiple regression. Finally, the measures to improve the efficiency were presented in terms of profitability in the national urban railway line by applying the values of efficiency derived from DEA to multidimensional scaling (MDS).

• Journal of Korean Society of Transportation
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• v.32 no.3
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• pp.256-265
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• 2014

A sudden increase of old people's free urban railway transportation resulted from the acceleration of aging trend causes the chronic deficit. As continuous deficit caused by the free urban railway transportation of old people is expected, a fairness problem about the fare system of using public transportation is issued because only the urban railway provides free-rides to them, which is contrast to bus-riders paying full payments. Therefore, the study intends to draw an alternate to solve the problem of the free urban transportation uses by calculating an appropriate fare ratio between the two transportation modes, which is expected to alleviate the fairness issue between the urban railway and the bus.

• Journal of the Korea institute for structural maintenance and inspection
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• v.14 no.3
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• pp.118-122
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• 2010

The study presents a standard time-temperature curve to evaluate the fire performance of subway tunnel structures. The central subway section is 135km long in Korea, the fourth longest in the world. The number of subway tunnels has been increasing rapidly and fire risk is proportional to the tunnel length. However, an adequate time-temperature curve for subway tunnel fires does not exist. Therefore, we studied a proposed foreign fire design model for which the heat rate is based on the traffic, and we present an appropriate time-temperature curve for Korean subway tunnels. The ISO 834 curve was used as a fire design model and the temperature distribution in the tunnel was estimated using numerical analysis. This led to a proposal for effective measures against subway tunnel fires.

• Magazine of the Korean Society of Hazard Mitigation
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• v.10 no.3
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• pp.36-42
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• 2010

최근 포화된 도시 인구와 교통량에 대응하기 위하여 기존의 버스, 지하철 등의 대중교통 수단 이외에 광역화된 도시 영역을 빠른 시간 내에 대량의 승객이 이동할 수 있는 신개념의 교통체계로서 대심도 철도가 소개되고 있다. 철도가 광역화되고 인구 밀도가 높은 도시 영역을 빠르게 대량의 승객을 수송하기 위해서 지하 깊이 철도가 다니게 하는 것이 경제성, 효율성 측면에서 합리적일 수 있으나 편리성과 도입에 초점을 맞추다 보니 여기서 발생할 수 있는 여러 가지 안전 문제에 대한 체계적인 검토가 간과되고 있다. 대심도 터널 내에서의 다양한 교통사고와 화재를 포함하여 각종 자연 재해와 인적 재난이 대심도 교통수단의 안전에 영향을 줄 수 있다. 방재 측면에서 대심도 터널 자체의 구조와 기능, 교통수단의 기능 측면을 강조하다 보니 인명 피해, 즉 인간 그 자체의 안전에 대하여 간과하는 측면이 있어 본 내용은 국내 유사 교통 수단인 고속철도에서 심장마비 환자의 응그브이료 구축 사례와 대구 지하철 화재의 초기 응급의료 대응을 통하여 대심도 철도 사고나 응급환자 발생 시 대피와 구조의 어려움을 적절히 대처하고, 인명피해 저감 대책과 대심도 철도의 특성에 맞는 응급의료체계를 개발 방향에 대하여 제시하고자 한다.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.441-445
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• 2008

LRT is eco-friendly transportation system and can be constructed at less than half cost of subway. Therefore many local governments have planned to construct a various type of LRT and some of them were already under construction. In Para. 2 of Art. 22 of the "Enforcement Decree of Urban Railroad Act" - safety standard of urban railroad vehicle, It can't be operated if "structures and devices" don't come up to standard required to safety operation. Constructor or operator should give an order or operate according to safety standard in Art. 3 of the Safety Standard of Urban Railroad Vehicle. Safety Standard of Urban Railroad Vehicle of 2000 was reformed once to tighten fire safety standard in 2004 after subway accident in Daegue. It was entirely made for medium and large-sized electric motor car. LRT, based on driverless operation and articulated bogie, has different safety standard in signalling devices and the axle load. etc. So many institutes related LRT have required to amend. In this paper, we described features of LRT vehicle and necessity of amendment and discussed how it should be amended.