• 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.

• Journal of Korean Society of Transportation
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• v.33 no.2
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• pp.170-181
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• 2015

This study explores passengers' travel characteristics at six bus stops on the Seoul Ring Expressway using smart traffic card data. Based on the characteristics, political strategies to improve bus facilities on expressway are suggested. Firstly, among them two bus stops of Guri and Uiwang-Cheonggye have higher transfer rate of passengers, 37.56% and 36.9% of the total intercity (red) bus passengers on the expressway, respectively. Secondly, Uiwang-Cheonggye bus stop has the highest transfer rate, and Guri bus stop has also higher transfer rate and the highest on-and-off passengers. It implies that both bus stops need to be prioritized for improving bus stop facility, access roads, and connection facility between the bi-directional stops. Thirdly, Guri (down) bus stop has relatively longer waiting time for transfer, thus shorter bus headways running the bus stop should be considered. Lastly, most passengers using both stops come to and from Bundang-gu in Geongnam City. Overall, the results of this study would be helpful for transport planners to develop effective bus route policies and bus operation.

• Journal of the Korean Society for Railway
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• v.16 no.1
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• pp.52-58
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• 2013

This study discusses how transportation to connect railway stations in Korea's small and medium-sized cities can be improved, based on analysis of a survey on the Joongang Line. The analysis considered current problems in connectivity between parts of the Korean transportation system and suggests how to encourage more passengers to shift from private cars to railways. It was found that railway users in small and medium-sized cities hope for better connection between different modes of public transportation, especially for urban buses. However, there is not enough connectivity currently available; therefore it is crucial to establish a system of such connections, mainly focusing on urban buses. Furthermore, in order to minimize transfer distances and connect various transfer modes, plans for improvements of facilities are needed and governmental support should be provided.

• Korean Journal of Clinical Laboratory Science
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• v.50 no.2
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• pp.77-84
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• 2018

In Singapore, biosafety and biosecurity measures are controlled by the Biological Agents and Toxins Act (BATA) and other requirements by regulatory agencies. The law prohibits and otherwise regulates the possession, use, import, transhipment, transfer, and transportation of biological agents, inactivated biological agents, and toxins that are of public health concern. The law also defines the facility requirements for high risk biological agents and toxins. The containment facility (BSL 3) is a minimum requirement to handle biological agents that falls under Schedule 1 (Risk Group 3). The Nanyang Technological University School of Biological Sciences Biosafety Level 3 Facility (NTU-SBS BSL 3) was designed specifically for research involving potential hazardous biological materials. The facility requires yearly re-certification by an approved facility certifier to meet the local requirements and international biosafety standards for a containment facility in many instances. On the other hand, most NTU researchers conduct biological projects involving biological agents with low or moderate risk groups (Risk Groups 1 and 2 or biological agents described in schedule 3 and 4 of BATA) and GMOs, which need only a BSL 2 laboratory. BSL 2 laboratories are yet to be legally certified or registered in Singapore. Institutional Biosafety Committee (IBC) identifies the requirements; defines a minimum standard in the safe control of biological risks and registers all BSL 2 laboratories in the NTU. Therefore, under the guidance of the IBC, the University Biosafety and Biosecurity Programme includes the audit and certification program as a unique and an internal exercise to bring NTU biosafety to a higher level.

• 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 the Korean association of regional geographers
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• v.14 no.6
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• pp.718-735
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• 2008

Park-and- Rides are intermodal transfer facilities providing a staging location for travellers to transfer between transportation modes. They are an alternative to alleviate transportation problems such as traffic congestion and air pollution in metropolitan areas. Siting Park-and-Ride facilities belongs to a kind of multi-criteria spatial decision making problems being associated with a combination of various location factors. The purpose of this paper is to provide a method and procedure to evaluate the location suitability of Park-and-Ride facilities using GIS(Geographic Information Systems). Using GIS-based suitability analysis, land value, landuse, road accessibility, public transportation accessibility, possibility to intercept automobile trips, distance to activity center and competition with existing facilities were evaluated as location factors. The suitabilities of individual factors were combined to produce a composite map with a specific weight scheme. Then a given number of sites with high suitability score were selected as potential facility locations and their demand were evaluated based on a commutershed with parabolic shape. The suggested method and procedure will provide useful information in determining Park-and-Ride sites and designing their structure.

• Journal of the Korean Society for Railway
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• v.18 no.6
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• pp.630-638
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• 2015

The total number of passengers on the KTX since its construction in 2004 surpassed 500 million in October, 2015. The operation of KTX made it possible to reach anywhere in a country in half a day, which subsequently altered people's lifestyle. As the KTX has become an important mode of transportation, there is a growing interest in the optimal size and location of its stations. Currently, the stations are constructed through public-private partnerships since a sufficient amount of budget is hard to secure only from the public sector; however, because railway stations are traditionally aimed at promoting public interests, an emphasis on the profitability of the private sector could compromise public interests. At this juncture, this study separately computes the number of users based on each of the two primary functions of the stations-as a railway station and as a sales facility-and estimates the numbers of people according to various transportation modes that are taken to access the stations. This estimation is applied to the case of Dongdaegu Station, which will open in 2016. Such an application helps to predict and respond to possible congestion as brought about by the expansion of the sales facility.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.10 no.1
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• pp.112-123
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• 2011

This study focused on developing strategies of cyber-compact city, combining compact city with information and communications technologies(ICTs), in order to enhance sustainable transportation. The cyber-compact city development is defined as a development that is able to reduce travel by ICTs and encourage people to use transit or non-motorized vehicles such as bicycles for ICT-induced travel (especially, discretionary travel) by compact and mixed land use. It can be achieved with combining cyber and compact strategies with respect to network, node, and area. For example, ICT network may use transit network facility, a transfer station may be a hub of ICTs, and transit influenced zone may work with ICT service area. We proposed three cohesive strategies for the cyber-compact city based on literature review and case studies on cyber and compact cities. The first strategy is a cohesion between public transportation and telecommunication network by centering on the two for national and urban spatial linkage structure. That is, cities or urban centers and its peripheral areas can be connected by rail network, and extra space of railway network can be used for constructing telecommunication network infrastructure. The second strategy is a cohesion between public transportation node and telecommunication node by building up regional and urban telecommunication centers near to or at main railway stations. For this strategy, telework centers and communication service centers should be established mainly at transfer stations. The third strategy is a cohesion between public transportation impact zone and telecommunication impact zone as transit oriented development.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.18 no.3
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• pp.333-344
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• 2017

This research analyzes Seoul station, a typical transfer station complex, focusing on the evaluation of its barrier free design suitable for vulnerable persons such as senior citizens. The analysis was conducted to assess its compliance with the "barrier-free" design standard for those with physical or other disabilities. This paper proposes a list of items to evaluate for transfer station complexes with a barrier-free design. The results showed that the overall connections and internal and sanitation facilities of (Seoul station/the design?)were excellent. However, because of the lack of transfer and guidance facilities, vulnerable persons felt uncomfortable when searching for information about transferring from one means of transport to another. Furthermore, there was an extremely high risk of accidents when they transferred to the bus station. Therefore, it is necessary to arrange the transfer information facilities, in order to improve their readability and visibility. Once this is done, vulnerable people will be able to use this station more safely and conveniently.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.11 no.4
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• pp.19-33
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• 2012

Ministry of Land, Transport and Maritime Affairs prepared the method to update traffic connection system by amending "National Transport System Efficiency Act(hereinafter Act)". The key is a development of Intermodal Transfer Center. The law and guideline related with Intermodal Transfer Center requires the installation and operation of transfer information guide facility to improve user's convenience. However, there are no sufficient studies that can be used as references for the method to construct transfer support information system related with user's preference. The study performed the research about user's service satisfaction in relation with transfer support information service, which was embodied in model operation process, on the basis of transfer support information system of Intermodal Transfer Center applied to Gimpo Airport. The analysis result about service preference, importance of each supplied information, service satisfaction and consideration for service embodiment can be used as a guideline to embody the user information service of Intermodal Transfer Center. In addition, through CVM, the study estimated and proposed the service valuation of smart intermodal transfer service that provides customized information to cope with user's situation and traffic means operation status among transfer support information service. It is determined that the study will measure the benefit of Intermodal Transfer Center user by using monetary value when smart intermodal transfer service is supplied and provide the ground to expand high-tech transfer information service with high usefulness and convenience.