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Old April 13th, 2010, 02:33 AM   #141
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Convention center looks nice on those renderings.
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Old April 14th, 2010, 02:25 PM   #142
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Quote:
Originally Posted by TheKorean View Post
Is that the railyard?

Yes it's railyard.
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Old April 14th, 2010, 11:55 PM   #143
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Its been a long while since I was in Korea. Can anyone tell me why they retired the commuter train? I liked tonggeun train. Low ridership? Why did they replace them with subway on Gyeongui line?
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Old April 15th, 2010, 03:16 PM   #144
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Originally Posted by TheKorean View Post
Its been a long while since I was in Korea. Can anyone tell me why they retired the commuter train? I liked tonggeun train. Low ridership? Why did they replace them with subway on Gyeongui line?
There is only one line where commuter train(tonggeun) is survived : Gyeongwon line. Most of commuter trains were retired, partly because of low ridership and partly because of being incorporated into subway system.

Last edited by ruready1000; April 19th, 2010 at 10:17 AM.
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Old June 6th, 2010, 01:57 AM   #145
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Gyeongbu HSR Phase 2 Section Began Test Operation

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Gyeongbu HSR Phase 2, a 124.2 km-long track between Daegu and Busan, completed its construction and launched test operation. Phase 2 is scheduled to open on September this year and trial operation will be continued till October this year.

Gyeong HSR Phase 2
  • - constructing a high speed track between Daegu and Busan (~2010)
    - constructing a 20km-long Geumjeong tunnel below Busan downtown to secure a direct connetion to Busan station (~2010)
    - total length : 124.2 km

  • - constructing a dedicated track for HSR in Daejeon and Daegu downtown (~2014)
    - daejeon section : 19.2 km-long aboveground track
    - daegu section : 27.1 km-long aboveground track

With the completion of Daegu and Busan section, the travel time between Seoul and Busan will be reduced by 27 minutes from current 2 hours 45 minutes to 2 hours 18 minutes.

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Old June 20th, 2010, 05:57 PM   #146
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KTX Photos

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Old June 20th, 2010, 06:00 PM   #147
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HSR-350X Photos

HSR-350X from Wikipedia


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Old June 20th, 2010, 06:07 PM   #148
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KTX-Sancheon(KTX-II) Photos

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Old June 21st, 2010, 01:53 PM   #149
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I just can't get enough of the KTX II
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Old June 21st, 2010, 08:20 PM   #150
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Why is the whole line built on a viaduct?
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Old June 21st, 2010, 09:09 PM   #151
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Quote:
Originally Posted by rheintram View Post
Why is the whole line built on a viaduct?
Most of terrain is mountainous, so tracks consist of viaducts and tunnels to obtain level and straight path needed for a 350 km/hr service speed.
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Old June 22nd, 2010, 05:36 AM   #152
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Quote:
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I just can't get enough of the KTX II
Neither can I, I can't wait to see South Korea's new HSL in operation soon.
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Old June 23rd, 2010, 01:04 AM   #153
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Does anyone have pictures of Korail's diesel/electric locomotive or does Korail have none of those?
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Old June 26th, 2010, 10:20 PM   #154
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Honam High Speed Railway to speed up its design speed


It is reported that government is considering to increase the design speed of Honam High Speed Railway from the current 350 km/h to 400 km/h.

Board of Audit and Inspection pointed out that government were developing 400 km/h Next Generation High Speed Train(so called HEMU-400X) while constructing 350 km/h design speed rail track, so it might cause there would be no available tracks to test or operate HEMU-400X even if it's successfully developed.

In accordiance with this directions, MLTM(Ministry Of Land, Transport and Maritime Affairs) will order a study on increasing the design speed soon and reflect the result in next year's budget.

Korea Rail Network Authority said it would be possible to increase the current 350 km/h design speed to 400 km/h in some straight section of Honam High Speed Railway(around 118km) without route changing if reinforcement works would be done, but another160 billion won would be required.


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(무안=연합뉴스) 여운창 기자 = 호남고속철도에 시속 400km 수준의 차세대 고속철도 차량이 운행될 것으로 보인다.

24일 전남도와 국토해양부 등에 따르면 오는 2017년 완공될 예정인 호남고속철도에 차세대 고속철도 차량을 운행하는 방안을 추진 중이다.

현재 350km인 호남고속철도의 설계속도를 시속 400km급 기반시설로 건설하는 방안에 대해 국토해양부가 연구용역을 발주할 예정이며 용역결과가 나오는 대로 내년 예산에 반영할 방침이다.

차세대 고속철도 개발사업은 한국철도기술연구원에서 2013년까지 974억원을 들여 시속 400㎞ 수준의 철도차량을 개발하는 사업이다.

그러나 이 사업은 고속철도 차량 개발에만 국한돼 실제 기술을 개발하더라도 시속 400㎞로 운행할 수 있는 철도노선 등이 확보되지 않아 시험운행이나 상용화에 어려움이 예상된다는 지적이 제기돼 왔다.

감사원도 국토해양부가 시속 400㎞급 차세대고속철도 개발을 추진하면서 노반이나 전차선 등 기반시설 연구를 배제한 채 고속철도차량만 개발했다고 지적하고 기반시설 과제를 포함하라는 통보를 하기도 했다.

한국철도시설공단은 이에 따라 현재 공사가 진행 중인 호남고속철도의 일부 직선구간(118km)의 시설을 보강할 경우 노선변경 없이 시속 400km 운행이 가능할 것으로 보고 있으나 1천663억원의 추가예산이 필요할 것으로 예상했다.

전남도 관계자는 "2015년에는 시험운행을 마치고 상용화 노선에 투입될 것으로 보인다"며 "차세대 고속철도차량이 운행되면 용산-광주구간 소요시간도 현재 예상시간 93분보다 더욱 빨라질 것이다"고 말했다.

source : http://news.naver.com/main/read.nhn?...aid=0003348628
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Old June 26th, 2010, 10:21 PM   #155
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Does anyone have pictures of Korail's diesel/electric locomotive or does Korail have none of those?
In the previous pages there were photos of diesl/electric locomotives.
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Old June 27th, 2010, 04:53 AM   #156
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Quote:
Originally Posted by ruready1000 View Post
Honam High Speed Railway to speed up its design speed


It is reported that government is considering to increase the design speed of Honam High Speed Railway from the current 350 km/h to 400 km/h.
I wonder how they are going to do this, since the second line's tracks are supposed to be a cost optimized design, with relaxed design rules and lightened rolling stocks to achieve same revenue service speed at lower cost.

Redesigning a section to demonstrate 400 km/hr revenue service operation is going to expensive.
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Old June 28th, 2010, 01:06 PM   #157
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Originally Posted by HyperMiler View Post
I wonder how they are going to do this, since the second line's tracks are supposed to be a cost optimized design, with relaxed design rules and lightened rolling stocks to achieve same revenue service speed at lower cost.

Redesigning a section to demonstrate 400 km/hr revenue service operation is going to expensive.
According to the article, KR(Korea Rail Network Authority) assumes the cost of redesigning through reinforcement works is 160 billion won (approximately 133 million dollar). The point of the direction by Board of Audit and Inspection is " You should construct 400 km/h track while you are constructing high speed rail track so as to test 400 km/h high speed train and to operate, if possible, the train later. "
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Old June 28th, 2010, 04:18 PM   #158
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Originally Posted by ruready1000 View Post
According to the article, KR(Korea Rail Network Authority) assumes the cost of redesigning through reinforcement works is 160 billion won (approximately 133 million dollar).
It takes more than simple reinforcements to enable 400 km/h service.

We are talking about a track redesign, with an increased minimum curve radius and an increased gap between tracks over the current 350 km/h track design.

Edit : Nevermind, there is supposed to be a 120 km stretch of the line that is essentially straight and it would cost only $110 million to bring up the service speed to 400 km/h on that segment.

Of course 400 km/h would last for only a few minutes, but that would be enough for a 400 km/h demonstration of HEMU-400X to prospective foreign clients.

Last edited by HyperMiler; June 28th, 2010 at 06:18 PM.
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Old September 1st, 2010, 12:18 PM   #159
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KTX Railroad to Expand Further by 2020

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People in more cities including Incheon, Pohang and Jeonju across South Korea will be served with the nationís high-speed railway network run by KTX by 2020.

This is part of the nationís Phase II high-speed railway construction project, aiming to travel between any two places for up to 95% of the nation within just two hours.

The plan was adopted and released on September 1 by the governmentís joint panel consisting of four presidential committees including Presidential Council on National Competitiveness.

Under the plan, the ongoing extension work that will link Daegu and Busan will be completed in November of this year and the railway service to link Daejeon and Daegu will be available in 2014.

In addition, the KTX network in Honam area will be established to link Osong and Gwangju by 2014 and Gwangju and Mokpo by 2017. Seoulís Gangnam, Suseo and Pyeongtaek area will be linked by 2014.

People in Pohang, Masan, Jeonju and Sooncheon will also be able to use the high-speed train that links Seoul and Busan and Honam areas, allowing people to travel far to Incheon International Airport by KTX from 2012.

source

"Under the plan, the ongoing extension work that will link Daegu and Busan will be completed in November of this year and the railway service to link Daejeon and Daegu will be available in 2014."

This article has wrong information. Daejeon and Daegu are already linked by high speed track. This project is to construct exclusive tracks for HSR trains within Daejeon and Daegu downtown areas where tracks are currently being shared with conventional trains.
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Old September 16th, 2010, 06:57 PM   #160
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Seoul stations morphing into malls

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Even on a weekday afternoon, a stream of shoppers strolls through a modern glass railway station building in Cheongyangni, northeastern Seoul, which doubles as a local shopping hub.

Once notorious as a hangout for those living rough on the streets, the spruced-up station plaza now bustles with customers and travelers. It is hard to imagine that a worn-out, squalid station building used to stand there.

The brand-new landmark, which opened in late August, is the latest railroad station-turned-shopping mall in Seoul. Several railway stations in the capital, once shunned as dingy places, have turned into chic shopping plazas under the state railway operator‘s ambitious plan to develop them into potential cash cows by luring private investment.

The railroad company, Korea Railroad (KORAIL), kicked off the development project 24 years ago, believing that a large number of people using Seoul’s railway stations could be potential shoppers.

KORAIL joined hands with Lotte Group, a Korean retail-oriented conglomerate, to build the first private-public railway station in Yeongdeungpo, southern Seoul. Other conglomerates such as Hanwha and Hyundai followed suit. Currently, there are six jointly invested railway stations in Seoul with two more scheduled to be built.

“By attracting private funding, we could cut expenditures as well as capitalize on the proceeds from our stakes in development projects,” said Lim Seok-kyu, a KORAIL official, “Moreover, we could modernize the railway stations.”

Under the KORAIL plan, private companies shoulder the bulk of the construction cost, usually 75 percent, with the state rail company funding the remainder.

KORAIL owns transportation-related facilities, while commercial spaces belong to a company jointly established by private investors and the railroad operator. The ownership of the commercial sections could be extended or returned to KORAIL after a 30-year contract period.

A designer’s conception of an international convention center and commercial complex to be developed by the Seoul Metropolitan Government and KORAIL by 2015. (Seoul Metropolitan Government)

Profits are shared according to their stakes. Since 1986, KORAIL has racked up 748 billion won ($636 million) in profits from its cumulative investment of 61.9 billion won.

For private companies, the project has provided a golden opportunity to secure prime commercial plots in the land-strapped capital city and attract not only neighborhood customers but also those living outside of Seoul.

“We estimate that about 170,000 people pass through the Cheongyangni Station each day to use the bus, subway or railroad,”

said Lee Kyeong-su, an official at Lotte Shopping Co., the operator of the discount chain and department store in the Cheongyangni Station building. “A considerable number of the people can be our customers.”

The joint investment plan, however, has produced mixed results.

Some railway stations are emerging as local landmarks, but others are grappling to stay afloat.

Among the most successful is Wangsimni Station in eastern Seoul. Built in 2008, it has now become a popular spot for locals as well as commuters, who use three subway and railroad lines that pass through it. People visit the station building to shop, watch movies, receive massages and play indoor golf.

“Before the new station building was built, Wangsimni was known for small factories. There was no proper shopping district,” said Ryu Pil-yeol, a marketing executive at Bitplex Co., the operator of Wangsimni Station‘s shopping and entertainment facilities.

“Our facilities are designed to meet customers’ needs. Instead of building a posh conventional hall, we opted for a water theme park and an indoor golf practice range. People love it.” Ryu said.

“A recent increase in apartments in the region has boosted demand for shopping.”

Residents are satisfied with the new railway station and even proud of the fact that such a good shopping and entertainment center has been built in the region, once one of the most underdeveloped areas in Seoul.

“In the past, I had to go to other popular districts to meet friends. Now, I can meet them practically at my front door,” said Choi Hyo-in. “It is heartening to see my neighborhood shake off its shabby image.”

Striking a sharp contrast to the prospering Wangsimni Station, though, are a couple others in a fix with earnings falling short of expectations and private developers facing a legal battle over contractual problems.

Amid a protracted property slump and weak consumer spending, the Sinchon Station building, located in a busy university district in western Seoul, suffers a high vacancy rate. On one floor, almost half of the stores are vacant as shoppers, discontent with their quality, flock to other nearby shopping venues.

“I don‘t really go there,” said Kim Ye-seul, a college student, “There are more clothes for cheaper prices in the nearby stores.

There’s no special advantage at Sinchon Station.”

Changdong Station in northeastern Seoul has delayed its opening, originally slated for early 2009, due to frequent changes of developers that resulted mainly from the real estate slump.

And tenants of Noryangjin Station in southern Seoul have filed a lawsuit against their developer on charges of signing double-lease contracts.

With railroad station-turned-shopping centers showing contrasting performances, experts point out that KORAIL should map out more careful development plans in the future in order to prevent failures.

“More attention should be paid to the selection of business partners with ample capital and promising venues,” said Seon Jong-pil, head of Sangga News Radar, a consulting firm for business sites. “After all, not all stations are located in potentially lucrative sites.”

Ham Young-jin, a real estate expert, said KORAIL should also attach importance to promoting regional development.

“New station buildings can contribute to regional development when they successfully converge transportation with commercial and cultural functions,” he said. “But failed projects will end up as just what they used to be, transportation facilities.”

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