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Rescuing orphaned refs ("hwanghak-action" from rev 385920931)
rv, most of those incidents concern the KTX system as a whole (tunnels, trackbed etc)
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Well ahead of the opening of the Gyeongbu HSR for regular service, in December 1999, 34.4&nbsp;km of the test section (later extended to 57&nbsp;km) was finished to enable trials with trains.<ref name="EffectofHSR2008"/>
Well ahead of the opening of the Gyeongbu HSR for regular service, in December 1999, 34.4&nbsp;km of the test section (later extended to 57&nbsp;km) was finished to enable trials with trains.<ref name="EffectofHSR2008"/>


After further design changes, the 223.6&nbsp;km of finished high-speed tracks (with 15.0&nbsp;km of interconnections) commencing beyond [[Gwangmyeong]] (22.0&nbsp;km from Seoul main station) and ending near [[Daegu]],<ref name="EffectofHSR2008"/> with a short interruption at Daejeon<ref name="EffectofHSR2005"/> included 90.2&nbsp;km of viaducts, among them the 6,844&nbsp;m Pungse Viaduct<ref name="pungse">{{cite web |url=http://library.krri.re.kr/eng/info/tech/20030620/1_8842.html |title=Technology White Paper |publisher=Korea Railroad Research Institute |accessdate=2010-08-29}}</ref>; and 96.6&nbsp;km of tunnels, among them the 9,970.5&nbsp;m<ref name="hwanghak-action">{{cite web |url=http://kr.blog.yahoo.com/daeki13777/11067 |title=경부고속철 황학터널 궤도틀림, 열차안전운행 지장 없어 |language=[[Korean language|Korean]] |date=2008-10-01 |publisher=daeki13777's blog |accessdate=2010-09-03}}</ref> Hwanghak Tunnel, which became Korea's longest once the line opened.<ref name="tunnelcompl"/>
After further design changes, the 223.6&nbsp;km of finished high-speed tracks (with 15.0&nbsp;km of interconnections) commencing beyond [[Gwangmyeong]] (22.0&nbsp;km from Seoul main station) and ending near [[Daegu]],<ref name="EffectofHSR2008"/> with a short interruption at Daejeon<ref name="EffectofHSR2005"/> included 90.2&nbsp;km of viaducts, among them the 6,844&nbsp;m Pungse Viaduct<ref name="pungse">{{cite web |url=http://library.krri.re.kr/eng/info/tech/20030620/1_8842.html |title=Technology White Paper |publisher=Korea Railroad Research Institute |accessdate=2010-08-29}}</ref>; and 96.6&nbsp;km of tunnels, among them the 9,970.5&nbsp;m<ref name="hwanghak-action"/> Hwanghak Tunnel, which became Korea's longest once the line opened.<ref name="tunnelcompl"/>


In addition, the short connecting section at Daejeon and the 115.4&nbsp;km Daegu-Busan section of the existing mainline was electrified, giving a total Seoul-Busan route length of 408.5&nbsp;.<ref name="EffectofHSR2008"/><ref name="EffectofHSR2005"/> Furthermore, the 266.3&nbsp;km<ref name="EffectofHSR2005"/> conventional [[Honam Line (KTX)|Honam Line]] from Daejeon to [[Mokpo]] was electrified, too, giving a total Seoul-Mokpo route length of 407.6&nbsp;.<ref name="EffectofHSR2008"/>
In addition, the short connecting section at Daejeon and the 115.4&nbsp;km Daegu-Busan section of the existing mainline was electrified, giving a total Seoul-Busan route length of 408.5&nbsp;.<ref name="EffectofHSR2008"/><ref name="EffectofHSR2005"/> Furthermore, the 266.3&nbsp;km<ref name="EffectofHSR2005"/> conventional [[Honam Line (KTX)|Honam Line]] from Daejeon to [[Mokpo]] was electrified, too, giving a total Seoul-Mokpo route length of 407.6&nbsp;.<ref name="EffectofHSR2008"/>
Line 205: Line 205:


By 2007, provincial airports suffered from deficits after a drop in the number of passengers attributed to the KTX.<ref name="ProvAirport2007">{{cite web|url=http://www.koreatimes.co.kr/www/news/nation/2007/11/117_13379.html|title=Muan International Airport Has Incomplete Opening|date=2007-11-08|publisher=Korea Times|accessdate=2008-12-31}}</ref> With lower ticket prices, by 2008, KTX has swallowed up around half of the airlines' previous demand between Seoul and Busan (falling from 5.3 million passengers in 2003 to 2.4 million).<ref>{{cite web |url=http://joongangdaily.joins.com/article/view.asp?aid=2903012 |title=Bullet trains steal planes’ thunder |publisher=[[JoongAng Daily]] |date=2009-04-02 |accessdate=2009-11-30}}</ref> Though some low-cost carriers failed and withdrew from the route, others still planned to enter competition even at the end of 2008.<ref name="BudgetAir2008">{{cite web|url=https://www.koreatimes.co.kr/www/news/nation/2008/12/119_36749.html|title=Budget Carriers Gear Up to Challenge KTX|date=2008-12-25|publisher=Korea Times|accessdate=2008-12-31}}</ref> Budget airlines achieved a 5.6% growth in August 2009 over the same month a year earlier while KTX ridership decreased by 1.3%, a trend change credited to the opening of [[Seoul Subway Line 9]], which improved [[Gimpo International Airport|Gimpo Airport]]'s connection to southern Seoul.<ref>{{cite web |url=http://joongangdaily.joins.com/article/view.asp?aid=2911520 |title=Budget airlines win passengers again |publisher=[[JoongAng Daily]] |date=2009-10-21 |accessdate=2009-11-30}}</ref>
By 2007, provincial airports suffered from deficits after a drop in the number of passengers attributed to the KTX.<ref name="ProvAirport2007">{{cite web|url=http://www.koreatimes.co.kr/www/news/nation/2007/11/117_13379.html|title=Muan International Airport Has Incomplete Opening|date=2007-11-08|publisher=Korea Times|accessdate=2008-12-31}}</ref> With lower ticket prices, by 2008, KTX has swallowed up around half of the airlines' previous demand between Seoul and Busan (falling from 5.3 million passengers in 2003 to 2.4 million).<ref>{{cite web |url=http://joongangdaily.joins.com/article/view.asp?aid=2903012 |title=Bullet trains steal planes’ thunder |publisher=[[JoongAng Daily]] |date=2009-04-02 |accessdate=2009-11-30}}</ref> Though some low-cost carriers failed and withdrew from the route, others still planned to enter competition even at the end of 2008.<ref name="BudgetAir2008">{{cite web|url=https://www.koreatimes.co.kr/www/news/nation/2008/12/119_36749.html|title=Budget Carriers Gear Up to Challenge KTX|date=2008-12-25|publisher=Korea Times|accessdate=2008-12-31}}</ref> Budget airlines achieved a 5.6% growth in August 2009 over the same month a year earlier while KTX ridership decreased by 1.3%, a trend change credited to the opening of [[Seoul Subway Line 9]], which improved [[Gimpo International Airport|Gimpo Airport]]'s connection to southern Seoul.<ref>{{cite web |url=http://joongangdaily.joins.com/article/view.asp?aid=2911520 |title=Budget airlines win passengers again |publisher=[[JoongAng Daily]] |date=2009-10-21 |accessdate=2009-11-30}}</ref>

==Technical issues and accidents==
* Lawmakers criticised the safety of Korail's tunnels after the Ministry of Construction and Transportation submitted data to the National Assembly on June 13, 2005. The ministry added fire prevention standards to high-speed line design standards only in November 2003, thus they weren't applied to the by then finished tunnels of the first phase of KTX. Consequently, few tunnels had emergency exits, and in high-speed railway tunnels, the average walking distance in case of an emergency was 973&nbsp;m (with a maximum of 3,086&nbsp;m), against a norm of emergency exits every 500&nbsp;m in other countries.<ref>{{cite web |url=http://english.donga.com/srv/service.php3?biid=2005061445518&path_dir=20050614 |title=What If There Is a Fire in a Railroad Tunnel? |date=2005-06-14 |publisher=[[The Dong-a Ilbo]] |accessdate=2010-09-02}}</ref>

* According to an investigation by the [[Grand National Party]] released in October 2006, the KTX broke down 160 times (81 times in 2004, 50 times in 2005, and 29 times in 2006 until the end of August).<ref>{{cite web |url=http://news.naver.com/main/read.nhn?mode=LPOD&mid=etc&oid=147&aid=0000014308 |title=KTX 고장나면 다른 차량 부품 떼어 "땜질" |language=[[Korean language|Korean]] |date=2006-10-13 |publisher=Prime Business Journal |accessdate=2006-12-15}}</ref> The GNP representatives expressed concern about the practice to use parts from other trains for spare parts, but Korail explained that that is standard practice in case of urgency with no safety effect, and the supply of spare parts is secured.<ref name="parts-repl-ok">{{cite web |url=http://railnews.korail.go.kr/20061002/05953.html |title=[이슈] KTX 부품 ‘대체사용’에 대한 논란 |language=[[Korean language|Korean]] |date=2009-01-23 |work=[http://railnews.korail.go.kr/index.html The Railroad News] |publisher=[[Korail]] |accessdate=2010-09-03}}</ref>

* On June 13, 2007, 2 people on the street were slightly injured by ballast that was thrown up from the trackbed by a KTX train.<ref name="ballastthrow">{{cite web |url=http://news.kbs.co.kr/article/local/200706/20070614/1372511.html |title=KTX 선로서 ‘자갈’ 날벼락…2명 부상 |language=[[Korean language|Korean]] |date=2007-06-13 |publisher=[[Korean Broadcasting System|KBS]] |accessdate=2006-06-14}}</ref>

* On November 3, 2007, an arriving KTX train collided with a parked KTX train inside Busan Station, resulting in minor material damage.<ref name="head-on-collision">{{cite web |url=http://english.donga.com/srv/service.php3?biid=2007110532198&path_dir=20071105 |title=Head-on Collision |date=2007-11-05 |publisher=[[The Dong-a Ilbo]] |accessdate=2007-11-05}}</ref>

* On October 5, 2008, it was revealed by lawmakers that inside Hwanghak Tunnel, from December 2004, inspectors have monitored the progression of several cracks and minor track displacements, which continued after maintenance work in March-April 2007 and again in March 2008.<ref name="hwanghak-problem">{{cite web |url=http://www.cdaily.kr/news/articleView.html?idxno=2826 |title=KTX궤도 뒤틀려···안전 비상 |date=2008-10-06 |publisher=Construction Daily News |accessdate=2010-09-03}}</ref> The operator claimed that a February 2007 on-site inspection found the problems not safety-relevant, but pledged further maintenance, and an investigation into the causes was launched.<ref name="hwanghak-action">{{cite web |url=http://kr.blog.yahoo.com/daeki13777/11067 |title=경부고속철 황학터널 궤도틀림, 열차안전운행 지장 없어 |language=[[Korean language|Korean]] |date=2008-10-01 |publisher=daeki13777's blog |accessdate=2010-09-03}}</ref>


==Rolling stock==
==Rolling stock==

Revision as of 22:13, 20 September 2010

Korea Train Express
File:KTX-II South Korean High-Speed Train.jpg
The KTX-II in Seoul Station.
Korean name
Hangul
한국고속철도
Hanja
韓國高速鐵道
Revised RomanizationHan-guk Gosok Cheoldo
McCune–ReischauerHan-guk Kosok Ch'ŏldo

The Korea Train eXpress (KTX) is South Korea's high-speed rail system, which connects the capital Seoul to Busan and Mokpo. Operated by Korail, the system's technology is largely based on the French TGV/LGV system. Top speed for trains in regular service is currently 305 km/h,[1] though the infrastructure is suited for 350 km/h.[2]

Korail's most recent trainsets, the KTX-II, are based on the HSR-350x prototype, a domestic development, which achieved speeds over 350 km/h in tests. South Korea is currently developing the next-generation test train, named HEMU-400X, which is intended to reach a speed of 400 km/h in tests, and be the basis for trains operating at 350 km/h.[3]

History

Origins of the project

The Seoul-Busan axis is Korea's main traffic corridor. In 1995, it housed 73.3% of Korea's population, and conducted 70% of the freight traffic and 66% of the passenger traffic. With both the Gyeongbu Expressway and Korail's Gyeongbu Line congested, the government saw the need of another mode of transport.[4]

The first proposals for a second Seoul-Busan railway line originated from a study prepared between 1972 and 1974 by experts of France's SNCF and Japan Railway Technical Service on a request from the IBRD.[4][5] A more detailed 1978-1981 study by KAIST, focusing on the needs of freight transport, also came to the conclusion that separating off long-distance passenger traffic on a high speed passenger railway would be advisable, thus it was taken up in Korea's next Five Year Plan.[4]

During the next years, several feasibility studies were prepared for a high-speed line with a Seoul-Busan travel time of 1 hour 30 minutes, which gave positive results.[4] In 1989, following the go-ahead for the project, the institutions to manage its preparation were established: the Gyeongbu High Speed Electric Railway & New International Airport Committee, and the High Speed Electric Railway Planning Department (later renamed HSR Project Planning Board).[4] In 1990, the foreseen Seoul-Busan travel time was 1 hour 51 minutes,[4] the project was to be implemented until August 1998, and costs were estimated at 5,846.2 billion South Korean won[4] in 1988 prices, of which 4.8 trillion won was foreseen for infrastructure and the remainder for rolling stock.[6]

Once planning progressed, in March 1992, the Korea High Speed Rail Construction Authority (KHSRCA) was established as a separate body with own budget responsible for the project.[4] In the 1993 reappraisal of the project, the finishing date was pushed out to May 2002, and estimated costs grew to 10.74 trillion won.[4][6] 82% of the cost increase was due to a 90% increase of unit costs in the construction sector (mostly labour costs but also material costs),[6] the remainder due to alignment changes (longer route, more stations), though some city tunnels were dropped.[4] To finance the project, the option of a Build-Operate-Transfer (BOT) franchise was rejected as too risky.[6] Funding included direct government grants (35%), government (10%) and foreign (18%) loans, domestic bond sales (31%) and private capital (6%).[6]

Start of construction

See also: Gyeongbu High-speed Line

KHSRCA started construction of the Seoul-Busan High Speed Railway (or Gyeongbu HSR) on 30 June 1992 on the 57 km long section from Cheonan to Daejeon, which was intended for use as test track.[6]

Construction started before the choice of the main technology supplier, thus alignment design was set out to be compatible with all choices.[6] Superstructure-related design specifications included a minimum curve radius of 7000 m, a maximum gradient of 1.5% (later increased to 2.5%[7]), an open line cross section including two tracks with centerlines 5.0 m apart, and a two-track tunnel cross sectional area of 107 m².[6][2] Of the planned 411 km line, 152.73 km would be laid on bridges, and another 138.68 km in tunnels.[6] However, plans were changed repeatedly, in particular those for city sections, following disputes with local governments.[6] Planned operating speed was also reduced from 350 km/h to the 300 km/h maximum of high-speed trains on the market, thus, with project variants of up to 430.7 km line length, Seoul-Busan travel times of up to 2 hours 4 minutes were projected.[4]

Construction suffered from early quality problems. After an independent safety inspection in 1996, repairs were necessary on 190 locations, and even partial reconstruction was needed at another 39 locations.[8]

Three competitors vied for the supply of the core system (rolling stock - see section below -, catenary, signalling),[7]: consortia led by GEC-Alsthom (today Alstom, one of the builders of France's TGV trains), Siemens (one of the builders of Germany's ICE trains) and Mitsubishi (one of the builders of Japan's Shinkansen trains).[9] In 1994, the alliance of Alstom and its Korean subsidiary Eukorail were chosen as winner.[10]

The technology was almost identical to that found on the high-speed lines of France's TGV system.[11] Track-related design specifications included a design speed of 350 km/h, standard gauge, continuously welded rails with UIC 60 profile (60 kg/m), 2.6 m wide concrete sleepers, 35 cm high ballast bed, swing-nose switches for high-speed passage, 25 kV 60 Hz electrification, standard French TVM 430[12] automatic cab signalling and centralised train control.[2][7]

First phase: Seoul - Daegu and upgrades

Geographical map of the South Korean High-speed rail network

Following the 1997 Asian Financial Crisis, the government decided to realise the Gyeongbu HSR in two phases.[4] In a first phase, 222.1 km of the high-speed line would be finished by 2004, with trains travelling along the upgraded conventional line along the rest of the 409.8 km route.[6] With the rest of the now 412 km long Gyeongbu HSR (now including 112 km of viaducts and 189 km of tunnels) finished, travel time was foreseen to be 1 hour 56 minutes.[6] The budget for the first phase was set at 12,737.7 billion won, that for the entire project at 18,435.8 billion won in 1998 prices.[6] While the share of government contributions remained unchanged, the share of foreign loans, domestic bond sales and private capital changed to 24%, 29% and 2%.[6]

Well ahead of the opening of the Gyeongbu HSR for regular service, in December 1999, 34.4 km of the test section (later extended to 57 km) was finished to enable trials with trains.[4]

After further design changes, the 223.6 km of finished high-speed tracks (with 15.0 km of interconnections) commencing beyond Gwangmyeong (22.0 km from Seoul main station) and ending near Daegu,[4] with a short interruption at Daejeon[7] included 90.2 km of viaducts, among them the 6,844 m Pungse Viaduct[13]; and 96.6 km of tunnels, among them the 9,970.5 m[14] Hwanghak Tunnel, which became Korea's longest once the line opened.[15]

In addition, the short connecting section at Daejeon and the 115.4 km Daegu-Busan section of the existing mainline was electrified, giving a total Seoul-Busan route length of 408.5 .[4][7] Furthermore, the 266.3 km[7] conventional Honam Line from Daejeon to Mokpo was electrified, too, giving a total Seoul-Mokpo route length of 407.6 .[4]

The infrastructure and rolling stock were created in a technology transfer agreement between core system supplier Alstom and local companies, with Alstom's part of the project amounting to US$2.1 billion[12] resp. €1.5 billion.[10] Other foreign contributors included SNCF (training and supervision of infrastructure and operations),[16] Pandrol[11] and Vossloh (rail fastenings),[16] and Cegelec (catenary).[16] Their domestic partners were Hyundai, Daewoo, Hanjin (rolling stock); LG Industrial Ssystems and Samsung (signalling and train control); ILJIN and LG Cable (catenary).[6] SYSTRA[17] and Bechtel[18] was also involved in project management.

KTX train approaches Miryang Station, on the non-high-speed Daegu-Busan section

After 12 years of construction, service on the first phase of KTX — including two-thirds of the Gyeongbu HSR, the connecting upgraded part of the old Gyeongbu Line (connecting Seoul and Busan via Daejeon and Daegu), and the upgraded Honam Line (Yongsan to Gwangju and Mokpo) — started on April 1, 2004. The new service cut travel time between Seoul and Busan from the Saemaul-ho's 4 hours 10 minutes to 2 hours 40 minutes, and between Yongsan and Mokpo from 4 hours 42 minutes to 2 hours 58 minutes.[2]

Second phase: Daegu - Busan

The Daegu-Busan section of the Gyeongbu HSR became a separate project with the July 1998 project revision, with a budget of 5,698.1 billion won, with funding from the government and provate sources by the same ratios as for phase 1.[4] In August 2006, the project was modified to include the downtown passages of Daejeon and Daegu, as well as additional stations along the phase 1 section at Osong (between Cheonan and Daejeon) and Gimcheon (between Daejeon and Daegu); consequently, the budget was increased to 7.190.0 billion won, and the government's share of the funding was increased by 5 percentage points to 50%.[4]

Construction started in June 2002. The new section follows a different, more easterly route, with new stations for Gyeongju and Ulsan (built well outside of the city centres[19]). The 124.2 km line (along which the Seoul-Busan rail distance changes to 417,5 km) includes 53 viaducts with a total length of 24.2 km and 40 tunnels with a total length of 73.5 km.[15] The two biggest structures are the 20,323 m Geomjeung Tunnel[20] (under Mount Geumjeong at the Busan end of the line[20]), and the 13,270 m Wonhyo Tunnel[21] (under Mount Cheonseong south-west of Ulsan), which will be the longest and second longest tunnels in Korea once the line is opened.[15]

The original plans foresaw a second-phase opening in 2008, with new trains cruising at a top speed of 350 km/h cutting Seoul-Busan travel times to just 1 hours 56 minutes.[12] However, construction was delayed, and trains with higher top speeds weren't yet available. The main cause of delay was a long dispute over the environmental impact assessment of the Wonhyo Tunnel, which passes under a wetland area.[21][22] The dispute gained nationwide and international attention due to the repeated hunger strikes of a Buddhist nun, and only ended with a supreme court ruling in June 2006.[23]

For the second phase of the Gyeonbu HSR, the RHEDA 2000 ballastless track system of German manufacturer RAIL.ONE was chosen.[24] However, construction faced quality problems concerning sleepers and fastenings.[8] In February 2009, cracks were found on 332 newly laid concrete sleepers on the 96.9 km long section between Daegu and Ulsan, the cause of which was improper water insulation.[25] Meanwhile, it was revealed that the Pandrol and Vossloh clips chosen for the rail fastenings were submitted to indoor tests only, omitting field tests,[26] and the Pandrol clips saw no prior use on another high-speed line.[8]

The second phase is expected to be opened in November 2010, and reduce Seoul-Busan travel times by 22 minutes to 2 hours 18 minutes.[27] The sections begun later across downtown Daejeon and Daegu will be finished in 2014.[28] A further improvement of the travel time to 2 hour and 10 minutes between Seoul and Busan is expected.[29]

Osong - Mokpo

See also: Honam Line (KTX)

The most progressed plans for a second high-speed line were for the Honam High-Speed Railway, a connection from Seoul to Mokpo in southwest Korea, accelerating the service on the existing route that was eventually established in KTX's first phase.

The first feasibility study in 2003 came to the conclusion that the construction of a full line is not justified by demand, and proposed a two-stage construction.[30] The first stage, to be realised by 2015, would involve a connection from a second Seoul terminus in the southeast part of the city to the Gyeongbu HSR, and a branch from the Gyeongbu HSR to Iksan, paralleling the existing Honam Line.[30] The second phase, to be realised by 2020, would include the separate tracks on the section paralleling the Gyeongbu Line, and the extension from Iksan to Gwangju and Mokpo, paralleling the existing Honam Line. The cost of the entire project was estimated at 10,378.6 billion won.[30]

On January 14, 2005, Prime Minister Lee Hae Chan met local representatives in Gwangju, who requested an early implementation of the project. However, the Prime Minister pointed to the failure of the first phase of the KTX in meeting ridership forecasts during its first months, expressed skepticism regarding the profitability of the Honam HSR, and described it as a long-term project.[31] However, in December the same year, in the light of low approval in the affected provinces, the government reversed its stance and agreed to complete the project to Gwangju by 2015.[32]

In plans made official in August 2006[33] (in spite of a benefit-cost ratio below 1[4]), the budget for the 182.75 km first stage (from the new Osong station on the Gyongbu HSR to Gwangju) was set at 8,569.5 billion won.[30] The second stage, the 48.74 km remaining to Mokpo, was to be finished by 2017 with a budget of 2,002.2 billion won. The altogether 230.99 km, 10,571.7 billion won project would enable Seoul-Mokpo travel times of 1 hour 46 minutes.[4] Ahead of the 2007 Presidential elections, eventual winner Lee Myung-bak promised to accelerate the project by 3 years (with the first section finished by 2012). While this date was deemed unrealistic by the responsible ministry, a one-year acceleration (first phase in 2014) was announced in January 2009.[34] The Osong-Iksan section of the first phase is also intended for use as high-speed test track for rolling stock development, to be fitted with special catenary and instrumented track.[35]

By December 2009, construction began on three sub-sections of the 182 km line from Osong to Gwangju, which shall enable Seoul-Gwangju travel times of 1 hour 30 minutes.[36] The ground-breaking ceremony was held at Gwangju·Songjeong Station in the attendance of President Lee Myung-bak on December 4, 2009, when total project costs were estimated at 11.3 billion won (US$9.8 billion).[37]

Further network expansions

Once enough KTX-II trains are ready, from 2011,[38] KTX services running partly on ordinary track are planned for the Jeolla Line to Suncheon and Expo 2012 site Yeosu, branching from the Honam Line at Iksan.[39] With double-tracking, electrification and alignment modifications, this line was upgraded from a top speed of only 120 km/h to 180 km/h between December 2003 and 2009.[40][41]

The line from Samnangjin (between Milyang and Busan on the old Gyeongbu Line) via Masan to Jinju is also being doubled and electrified.[40][41] KTX services are to reach Masan by November 2010 and Jinju by 2012.[38] Electrification is to reach Suncheon on the Jeolla line by 2014.[40][41]

A branch from the existing Gyeongbu HSR near its northern end to Suseo-dong, a southeastern ward of Seoul, was in the original plans of the Honam HSR.[30] The Suseo High-Speed Railway was announced as a separate project, on a route from Suseo to the junction with the existing line at Pyeongtaek, on December 30, 2009. The goal was to complete the project by 2014.[38]

In 2003, a feasibility study was prepared for a line consisting of two lower-speed branches from the Gyeongju station on the second phase of the Gyeongbu HSR, to Pohang and downtown Ulsan, both paralleling existing lines.[19] Following a design phase, on April 23, 2009, the project was approved by the government and a ground-breaking ceremony was held.[19] The altogether 76.56 km line is slated to be opened in December 2014, with a total budget of 2,328.9 billion won.[19] In January 2010, the early completion of the Pohang branch was confirmed by the government.[42] Once completed, KTX trains shall reach Pohang from Seoul in 1 hour 50 minutes, cutting 33 minutes from the schedule.[43]

On September 1, 2010, the government released a new strategic plan, with the aim to reduce travel times for 95% of Korea to under 2 hours by 2020.[28] In addition to the above mentioned projects, new and upgraded conventional lines are to be built for top speeds of 230-250 km/h, with KTX services extended on some of them, including a link to Incheon International Airport by 2012.[28] For the longer term, new high-speed lines from Seoul to Sokcho on the eastern coast, and a direct branch from the Gyeongbu HSR to Jinju and further to the southern coast are under consideration.[28]

In January 2009, Korea Transport Institute also proposed a 167 km line from Mokpo to Jeju Island, putting Jeju 2 hours 26 minutes from Seoul.[44]. The line would include a 28 km bridge from Haenam to Bogul Island and a 73 km undersea tunnel from Bogil Island to Jeju Island (with a drilling station on Chuja Island), for an estimated cost of US$10 billion.[44] As the proposal was popular with lawmakers from South Jeolla province, the government is conducting a feasibility study, but the governor of Jeju expressed skepticism.[36]

Passenger numbers and usage

Test Ticket for KTX trial run

Forecasts

KTX was expected to become one of the world's busiest high-speed lines, forecast to carry 330,000 passengers a day (that is 120 million a year[45]) once the system is fully developed in 2011.[17] Initial ridership forecasts for phase 1 of the project ranged between 150,000 and 175,000 passengers a day.[7] The operations plan even foresaw 80 million passengers in the first year (c. 220,000 a day).[12]

Forecast release date[7] December
1998		 November
1999		 January
2003		 August
2003
Seoul-Busan trains 141,497 145,623 115,828
Seoul-Mokpo trains 22,818 28,011 36,085
KTX total 164,315 173,634 151,913

Actual initial ridership was well short of initial expectations at around half of the final forecast.[7][46]

Ridership evolution

KTX was introduced on 1 April 2004. Ridership in the first 100 days, daily passenger numbers averaged 70,250, generating an operational revenue of about 2.11 billion won per day, 54% of what was expected.[46] This amount was insufficient to service the loans for the increased construction budget. On January 14, 2005, Prime Minister Lee Hae Chan stated that KTX was a political failure.[citation needed]

However, ridership and market share increased continuously.[4] On January 9, 2006, Korail reported that average daily ridership in December 2005 had reached 104,600, an increase of almost 50%, with daily operating profit up to 2.8 billion won and financial breakeven expected by early 2007.[47]

The 100-millionth rider was carried after 1116 days of operation on April 22, 2007, generating an income of 2.78 trillion won.[48] KTX finances moved into the black in 2007.[49] The KTX celebrated five years of operation on April 1, 2009.[50] In five years, KTX trains traveled 98.99 million kilometers, and carried 173.45 million passengers.[50] By the sixth anniversary, the numbers increased to 122.15 million kilometers and 211.01 million passengers.[51]

In 2009, the average daily ridership was 102,700.[51] For comparison, the latest single-day ridership record is 183,000 passengers, achieved on 26 January 2009, the Korean New Year.[52]

Year Passengers carried
2004[A] 19.88 million[48]
2005 32.37 million[48]
2006 36.49 million[48]
2007 37.286 million[53]
2008 38.02 million[54]
2009 37.5 million[51]

A April-December (line opened 1 April 2004)

For comparison, the French TGV carried 13.77 million passengers in its fourth year of service, though the population of the urban areas served was less than the population of cities served by KTX. The KTX has also proved highly popular with tourists and visitors on business.[55]

Market share and effect

As noted with the TGV[56] and Eurostar[57] high speed train services abroad, the KTX achieved a similar, significant modal shift in its favour at the expense of other transport modes.

Relation: Seoul-Busan 2003/4[4] 2004/5[4] 2006[58] 2008[50][59]
KTX 0.0% 50.4% 60.2% 63.0%
Conventional rail 37.9% 10.5% 5.5% 4.6%
Total rail 37.9% 60.9% 65.7% 67.6%
Airlines 42.2% 25.0% 19.8% 17.0%
Express bus 7.8% 4.7% 5.5% 7.3%
Passenger car 12.1% 9.4% 8.9% 8.1%
Total road 19.9% 14.1% 14.4% 15.4%

By 2007, provincial airports suffered from deficits after a drop in the number of passengers attributed to the KTX.[60] With lower ticket prices, by 2008, KTX has swallowed up around half of the airlines' previous demand between Seoul and Busan (falling from 5.3 million passengers in 2003 to 2.4 million).[61] Though some low-cost carriers failed and withdrew from the route, others still planned to enter competition even at the end of 2008.[62] Budget airlines achieved a 5.6% growth in August 2009 over the same month a year earlier while KTX ridership decreased by 1.3%, a trend change credited to the opening of Seoul Subway Line 9, which improved Gimpo Airport's connection to southern Seoul.[63]

Technical issues and accidents

  • Lawmakers criticised the safety of Korail's tunnels after the Ministry of Construction and Transportation submitted data to the National Assembly on June 13, 2005. The ministry added fire prevention standards to high-speed line design standards only in November 2003, thus they weren't applied to the by then finished tunnels of the first phase of KTX. Consequently, few tunnels had emergency exits, and in high-speed railway tunnels, the average walking distance in case of an emergency was 973 m (with a maximum of 3,086 m), against a norm of emergency exits every 500 m in other countries.[64]
  • According to an investigation by the Grand National Party released in October 2006, the KTX broke down 160 times (81 times in 2004, 50 times in 2005, and 29 times in 2006 until the end of August).[65] The GNP representatives expressed concern about the practice to use parts from other trains for spare parts, but Korail explained that that is standard practice in case of urgency with no safety effect, and the supply of spare parts is secured.[66]
  • On June 13, 2007, 2 people on the street were slightly injured by ballast that was thrown up from the trackbed by a KTX train.[67]
  • On November 3, 2007, an arriving KTX train collided with a parked KTX train inside Busan Station, resulting in minor material damage.[68]
  • On October 5, 2008, it was revealed by lawmakers that inside Hwanghak Tunnel, from December 2004, inspectors have monitored the progression of several cracks and minor track displacements, which continued after maintenance work in March-April 2007 and again in March 2008.[69] The operator claimed that a February 2007 on-site inspection found the problems not safety-relevant, but pledged further maintenance, and an investigation into the causes was launched.[14]

Rolling stock

The TGV derived KTX-I

KTX-I

See also: KTX-I

The initial KTX-I trainsets, also known as TGV-K,[70] are based on the TGV Réseau, but with several differences.[16] 46 trains were built - the initial twelve in France by Alstom, the remainder in South Korea by Rotem.[71] The 20-car trains consist of two traction heads (powered end cars without passenger compartment) and eighteen articulated passenger cars. The KTX-I started service with a maximum operating speed of 300 km/h. In response to frequent passenger complaints regarding speeds on the video display staying just below the advertised 300 mark, operating top speed was raised to 305 km/h on November 26, 2007.[1][72]

G7 Project

See also: HSR-350x

During the same period in which the original high speed lines were being built, a consortium of Korean conglomerates and universities began the G7 project to develop technology to enable Korean competence and manufacture of high speed trainsets. The 6 (7) car prototype HSR-350x (Hanvit 350) was a direct result of this project; on December 16, 2004, the HSR-350x achieved a top speed of 352.4 kilometers per hour.[73]

KTX-II

KTX-II

In 2006, Hyundai Rotem won an order for 10 KTX-II trainsets, later increased to 19, destined for the Seoul-Mokpo, Iksan-Yeosu and Miryang-Masan lines.[74] Design speed is 330 km/h, and revenue service speed is 305 km/h.[75] The 10-car trainsets consist of two traction heads and eight articulated passenger cars, and seat 363 passengers in two classes.[76]

Hyundai Rotem has described the trains as the "commercial outcome" of the HSR-350x, not a TGV derivative,[74] and says the trains are 87% Korean technology.[77] The non-Korean contributions include power electronics from IXYS,[78] design from MBD Design[79] and front ends from Voith.[80]

On November 25, 2008, the first KTX-II set was revealed to the public in a roll-out ceremony at the Hyundai Rotem factory in Changwon.[81] The first six trainsets are scheduled to be delivered in June 2009.[74] Commercial service started on 2 March 2010.[82]

In February 2010, the KTX-II was officially renamed as KTX-Sancheon (KTX 산천)[83] after the Cherry Salmon, known as sancheon in Korean.[84]

HEMU-400X

The next-generation high-speed test train, named HEMU-400X (High-speed Electric Multiple Unit - 400 km/h eXperiment), was announced as a joint project of the Korean Railroad Research Institute and Hyundai Rotem, in association with the Korea Institute of Construction & Transportation Evaluation and Planning (KICTEP), in 2007.[3] With a budget of 97.4 billion won and a timetable lasting 6 years, the aim is to develop a test train capable of reaching 400 km/h in tests, as a basis for commercial trains operating at 350 km/h.[85] Unlike the KTX-I and KTX-II trains, the 6-car HEMU-400X will be fitted with distributed traction (4 motor cars, 2 trailers).[85] The preliminary design was presented to the public in May 2009.[86]

KTX-III

KTX-III, the commercial derivative of HEMU-400X, is expected to enter service in 2015.[86] KTX-III would have 8 cars (which can be extended to 10 cars), and a maximum operating speed of 350 km/h, and is expected to cut Seoul-Busan travel times to 1 hour 50 minutes.[86]

Tickets & Seats

Korail issues several kinds of tickets for KTX. Usually, tickets are classified by the type of seats; First class, Standard and Family seat. Standard seats are classified again into forwarding way seat and reverse way seat. (No reverse way seats for First class) And several discount programs are on KTX like KR Pass.(season ticket for Foreigners) Seats are assigned unless noted on the ticket.

Type of seats

  • First class
  • Standard class
    • Forwarding way
    • Reverse way
  • Family seats (2 Forwarding and 2 reverse way seats)

Ticket prices

Ahead of opening in April 2004, KTX fares were designed to be about halfway between those for conventional trains and airline tickets. For example, a Seoul-Busan one-way ticket for adults was set for 63,000 won on First class and 45,000 won on Standard class, compared to 70,500 won for a plane ticket.[87] By 2005, fares were selectively reduced for relations under-performing most:[4]

Standard fare for adults, Seoul to...
Cheonan Daejeon Daegu Busan Iksan Gwangju Mokpo
2004[88] 11,400 won 20,600 won 40,000 won 44,900 won 28,600 won 38,200 won 42,900 won
2005[88] 11,400 won 19,500 won 34,900 won 44,800 won 25,500 won 33,000 won 38,000 won
Change +/-0 won -1,100 won -5,100 won -100 won -3,100 won -5,200 won -4,900 won

From November 1, 2006, due to rising energy prices,[89] Korail applied a 8-10% fare hike for various train services, including 9.5% for KTX.[90] The price of a Seoul-Busan Standard class ticket increased to 48,100 won.[89] From July 1, 2007, KTX fares wee hiked another 6.5%, while those for the Saemaeul (travel time: min. 4 hours 50 minutes) and Mugunghwa (travel time: min. 5 hours 28 minutes) services on the parallel conventional route were raised by 3.5 percent and 2.5 percent, respectively.[91] However, new reduced weekday and unassigned seat fares were also introduced.[91]

Current Seoul-Busan one-way ticket prices for adults[92]
Weekdays First class
reserved seat		 Standard class
reserved seat		 Standard class
unassigned seat/standing
KTX 67,100 won 47,900 won 45,500 won
Saemaul 45,200 won 39,300 won -
Mugunghwa - 26,500 won 19,200 won
Weekend First class
reserved seat		 Standard class
reserved seat		 Standard class
unassigned seat/standing
KTX 71,500 won 51,200 won 43,500 won
Saemaul 47,300 won 41,100 won -
Mugunghwa - 27,700 won 20,100 won

Discount program

  • Discount card (7.5% ~ 30%)
    • Business card
    • Youth card
  • Discount by seats
    • Reverse way seat (5%)
    • Unassigned seat (5%, weekdays only; until June 30, 2007)
    • Family seat (37.5%, four seats in one set)
  • Reservation discount
  • Special Discount
    • Self-ticketing discount (1%) : applied to all Home Ticket, e-Ticket, or ATM/ATIM ticket
    • Railro Ticket (50%) : only once per person. Exclusive during 2010 Summer season
    • KR Pass : Korail's discount program for foreigners
    • Korea-Japan Joint Rail Pass : special rail/ferry pass for KTX and Shinkansen

See also

Wikimedia Commons has media related to Korea Train Express.

References

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External links

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