• Journal of the Korean Society for Railway
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• v.17 no.1
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• pp.59-69
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• 2014

Recently, the building of an intermodal transportation system has become the most important policy in the establishment of a national-wide sustainable transport system. In the case of rail and public transport, an intermodal connecting improvement policy is essential due to the lack of trip completeness. In particular, high-speed rail has brought dramatic changes to the transportation system in Korea and the idea of high-speed rail stations as major transportation nodes to be linked to various travel modes needs to be analyzed in terms of an intermodal network. Thus, this study proposes a new connectivity analysis method to objectively and quantitatively evaluate intermodal connecting performance for high-speed rail in terms of an intermodal network around high-speed rail stations. Seoul, Busan, Ulsan, and Sin-gyeongju stations were designated for a range of spatial analyses; detailed connecting performance indexes of travel modes connecting high-speed rail stations, and the influence sphere of these stations are analyzed, except for internal transfer facilities. Finally, this study proposes a connectivity analysis method that applies the structural equation model and develops a connectivity index.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2192-2204
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• 2011

Recently, The government is actively transit road-oriented Traffic System to the eco-friendly and high-efficiency railroad-oriented transportation system for the sustainable green growth. The second plan of Nationwide Railway Network which has been officially announced rearrange to integration, multi-core, open architecture country by the railway network and integrate to the one mega city that rink an important city in one hour 30 minute. But the railroad industry is disadvantageous when it compares with the road industry on the ground that railroad industry peculiarities(a cost-benefit analysis, an environment value, etc) have not reflected in the (preliminary) feasibility study for SOC industry. The government establish Improved methodology of Rail Investment Rating System and improved preliminary feasibility study in railroad project by introduction many content(analysis periods, rate of discount, the benefits of shortening of transit hours, the estimation of traffic accident reduction benefits, investment cost of vehicle substitution and operation and maintenance cost of high speed rail) about the Improved methodology of Rail Investment Rating System. This study is intended to consideration the key content that was included in the Improved methodology of Rail Investment Rating System. In addition, the points to be considered for additional study have been reviewed in this study. We hope we will carry out make a reasonable and objective Rail Investment Rating System and to perform the railway industry of the virtuous cycle such improvement plans are reflected at a hereafter railroad section.

• Journal of the Institute of Electronics Engineers of Korea CI
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• v.42 no.2 s.302
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• pp.39-48
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• 2005

In this paper, we implement the multimedia remote control system by using existing internet service or wired online. We also provide user-friendly convenient environment with developed application program named EzPlay and PC-EPG. The multimedia remote control system consists of integrated wireless transceiver of PC and TV connected USB type and the users can easily use lots of contents because EzPlay program provides appropriate UI mode on the PC and TV screen. The unposed system can operate real-time playing, reserved video receding and data storing function using internet mesh based on signal detecting control theory. The PC-EPG system is implemented by server/client web program and the client program based on visual C++/MFC processes data storing in client computer through TCP/IP. It also provides intelligent function that constructs database according to user's preference.

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1769-1778
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• 2009

Due to the industrialization and urbanization, the transport of hazardous materials increases, which rises possibilities in occurring prospective accidents in terms of hazardous material transport as well. This study applied the model developed from the previous research to analyze the scale of damage areas from the accidents related to hazardous material accidents, as well as suggested a method to measure automatically the scale of accident including casualties and environmental damage based on the guideline which suggests the quantities of hazardous materials exposed from an accident and was defined in the study of standardization for hazardous material classification. A buffering analysis technique of Geographic Information System (GIS) was applied for that. To apply the model which evaluates the scale of population and exposure to environment on each link, rail network, zones, rail accident data, rail freight trips, and locations of rivers etc were complied as a database for GIS analysis. In conclusion, a method to measure damage areas by the types of hazardous materials was introduced using a Clip and a Special Join technique for overlay analysis.

• Journal of Korean Society of Transportation
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• v.23 no.7 s.85
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• pp.99-110
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• 2005

Total travel cost of route which connects origin with destination (O-D) is consist of the total sum of link travel cost and route perception cost. If the link perception cost is different according to the origin and destination, optimal route search has limitation to reflect the actual condition by route enumeration problem. The purpose of this study is to propose optimal route searching formulation and algorithm which is enable to reflect different link perception cost by each route, not only avoid the enumeration problem between origin and destination. This method defines minimum unit of route as a link and finally compares routes using link unit costs. The proposed method considers the perception travel cost at both origin and destination in optimal route searching process, while conventional models refect the perception cost only at origin. However this two-way searching algorithm is still not able to guarantee optimum solution. To overcome this problem, this study proposed an orign based optimal route searching method which was developed based on destination based optimal perception route tree. This study investigates whether proposed numerical formulas and algorithms are able to reflect route perception behavior reflected the feature of origin and destination in a real traffic network by the example research including the diversity of route information for the surrounding area and the perception cost for the road hierarchy.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.15 no.5
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• pp.62-70
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• 2016

Ensuring walkability in a city where pedestrians and vehicles coexist is an issue of critical importance. The relative relationship between vehicle transit and walkability improvements complicates the evaluation of walkability, which thus necessitates the formation of a quantitative standard by which a methodological measurement of walkability can be achieved inside the pedestrian network. Therefore, a model is determined whereby quantitative indices such as, but not limited to, experiences of accessibility, mobility, and convenience within the network are estimated. This research proposes the integration of space syntax theory and the logit path choice model in the evaluation of walkability. Space syntax theory assesses adequacy of the constructed pedestrian network through calculation of the link integration value, while the logit model estimates its safety, mobility, and accessibility using probability. The advantage of the integrated model hence lies in its ability to sufficiently reflect such evaluation measures as the integration value, mobility convenience, accessibility potential, and safety experienced by the demand in a quantitative manner through probability computation. In this research, the Dial Algorithm is used to arrive at a solution to the logit model. This process requires that the physical distance of the pedestrian network and the perceptive distance of space syntax theory be made equivalent. In this, the research makes use of network expansion to reflect wait times. The evaluation index calculated through the integrated model is reviewed and using the results of this sample network, the applicability of the model is assessed.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.527-536
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• 2022

The purpose of this study is to predict changing traffic environments and related economic effects by reflecting the changed KTDB and socio-economic indicators pertaining to Mulgeum station, a general railway stop, when it is confirmed as a KTX stop. To analyze the data of this study, socioeconomic indicators and the general status of transportation facility operations were investigated with reference to related statistical data, centered on the country overall and on Yangsan city in particular. In addition, we investigated and referenced the railroad facility construction plan and train operation plan, which are national high-level plans related to land development and transportation network construction. Currently, there are only ITX trains (4 times/day) and Mugunghwa trains (29 times/day) that stop at Mulgeum station in Yangsan, meaning that passengers cannot use KTX trains in the Yangsan area. In particular, the need for a KTX stop at Mulgeum station has been continuously raised because train users in the Yangsan area have inconvenient transportation in that they must travel 40 minutes to Ulsan station or 30 minutes to Gupo station to use the KTX. As a result of analyzing railroad transportation demand that will change in the future as the KTX stop at Mulgeum station is confirmed, the number of passengers boarding and arriving at Mulgeum station is predicted to be 1,674 passengers/day by 2025. In addition, the numbers of train passengers that are converted from Ulsan and Gupo stations due to the stop at Mulgeum station are predicted to be 594 passengers/day boarding and 562 passengers/day arriving by 2025. In the future, if Yangsan citizens use the KTX Mulgeum station, the access time to Mulgeum station can be shortened to 22 minutes from 65 minutes, and it is predicted that the inconvenience of transferring between railroads will be resolved, with the waiting time for transfers reduced by up to a maximum of 40 minutes. Therefore, the economic effect of creating a KTX stop at Mulgeum station was analyzed to be B/C=1.823 when general railroad operating costs are not taken into account and B/C=2.127 when general railroad operating costs are considered. In conclusion, when using KTX trains to visit the Seoul Metropolitan Area, it takes 2 hours and 43 minutes to use Mulgeum station without using Ulsan station or Gupo station, which is considered to be very effective for reducing travel times and improving the economic feasibility of this development; it is also expected that Yangsan city will be able to improve accessibility and mobility to the Seoul Metropolitan Area by breaking free from the disgrace of being a remote location given its link to KTX in the future.