This study is to make a policy for the inter-city bus industry of Korea which is facing the opening of the Kyung-Bu high-speed railway line in South Korea in April 2004. The industry of highway express buses has to prepare for the significant reduction of
1. Introduction 2. Current status of express bus industry 3. Impacts analysis of the opening of Kyeongbu High-Speed Railway Line on express bus industry 4. Policies for express bus industry 5. Conclusion
Transportation Safety Authority established the KAF(Korea Automobile Federation) in October 1996 and began automobile emergency service with the annual membership fee of 30,000 won. However, due to free emergency service provided by most of insurance compa
1. Introduction 2. Present Status of KAF(Korea Automobile Federation) Service 3. Status of Other Emergency Automobile Services 4. Emergency Automobile Services of Advanced Countries 5. Economic Feasibility Analysis of KAF Service 6. Conclusion
There are a lot of people, industries, and infrastructures around metropolitan areas, whereas in deserted areas the number of people is getting decreased, an average income is low, and infrastructures are not furnished enough. It is also well known that ec
Transportation is a major component of economic activity, both as a sector in itself and as a factor input to most other economic activities. It further always an important role in the daily lives of citizens.
Transportation has many effects on the enviro
1. Introduction 2. Outline of sustainable transportation 3. Debates and prospect of sustainable transportation system 4. Direction and strategies for sustainable transportation system 5. Indicators for the evaluation of sustainable transportation policies
Single occupancy vehicle commutes are the principal cause of the chronic traffic congestion in the Seoul metropolitan area. Causing inconveniences to commuters and an increase in economic and social costs, the congestion problem is one of the core factors that undermine national competitiveness. Any policy measures aimed at
resolving this problem should be based on correct understanding of transport conditions in the national capital region. Research has found that the traffic problem in the capital region is related to the unbalanced supply of traffic facilities among its various areas and corridors. Based on this finding, this study suggests the following measures: building a transit-oriented transport system, establishing a travel demand management plan, and ensuring measures that can remove the imbalance among the various areas in the supply of traffic facilities.
Within the capital region, the level of traffic facilities such as roads, railways and buses differs significantly depending on areas; some districts exceed others by three to 10 times in terms of the number of facilities. There also exist big gaps in traffic facilities between major transport corridors. This leads to some commuters taking twice or three times as much time as others in entering Seoul from outer parts of the metropolitan area. The imbalance was found to be related to the income level of the residents: the facilities were generally better in areas with higher income levels.
To address this problem, this study proposes making selective investments focusing on less developed districts and implementing public transport-oriented policies. These measures should replace the traditional traffic investment practices that caused a growing gap between the haves and the have-nots in terms of transport benefits. Besides this, study suggests facilitating public transport through transport demand management. The congestion problem cannot be resolved through facility investment only, given that the number of cars is increasing at a rate two times faster than roadways. Therefore, it is critically necessary to manage travel demand. In addition, to improve the operational efficiency of metropolitan traffic systems, this study suggests the following measures: paid parking systems in downtown business districts and industrial complexes, preferential treatment for transit users, expansion of the HOV(High Occupancy Vehicle), HOT(High Occupancy Tolling) lanes, and IT-based TDM
A Study on car Registraion Numbering System Under the current car registration numbering when they move to a different ity or province, resulting in unnecessary costs and inconvenience. In addition, the current system does not allow car owners the right to
The end of December 2011, the number of cars registered in Korea approximately 1,844 ten thousand, and it shows ownership level of a car per 2.5persons. It is expected that amounts to 20 million within the next five years. Factors such as political support for eco-friendly vehicles and introduction of new vehicle type, make it increase continuously . A variety of methodologies for car ownership levels in the early 2000s were attempted. But follow-up studies are lacking until now. Therefore, it is time to reconsider the prospects for the car ownership. For this purpose, economic fluctuation factors since the gobal financial crisis in 2008 and green growth keynote of transportation sectors should be reflected. Consequently, this study aims to establish a consistent methodology for transportation policy, and on this basis, to be able announce and present regularly
In autumn 2000, the Korea Ministry of Construction and Transportation (MOCT) announced that Daejeon, Jeju and Jeonju areas were chosen to showcase deployment of Intelligent Transportation Systems (ITS). The program called the Advanced Transportation System
1. Introduction 2. Current ITS activities 3. ITS projects planning 4. Deployment stage 5. Test run and evaluation 6. Conclusion and future research
The objective of this study is (1) to understand the practice of strategic cooperation among administrative machineries and private agencies at the local government level for their traffic signal operation and (2) to develop administrative work scheme and
1 Introduction 1.1 Background /1 1.2 Scope and Methodologies /5 1.3 Definitions /6 2 Understanding of Traffic Signal Operations at the Local Government Level 2.1 Administrative Machineries /7 2.2 Traffic Signal Control Devices /13 2.3 Technical Guideline
August 31, 2003 Korea Transport Institute (Korea Transport Institute)
June 30, 1997 Korea Transport Institute (Korea Transport Institute)
July 31, 2007 Korea Transport Institute (Korea Transport Institute)
February 28, 1998 Korea Transport Institute (Korea Transport Institute)
September 30, 2002 Korea Transport Institute (Korea Transport Institute)
October 31, 2012 Jeongbok Yu (Korea Transport Institute)
December 21, 1999 Korea Transport Institute (Korea Transport Institute)
July 13, 2012 Sangjoon PARK, Heekyung KIM (Korea Transport Institute)
December 3, 2003 Korea Transport Institute (Korea Transport Institute)
November 11, 2004 Korea Transport Institute (Korea Transport Institute)
