Korea Train eXpress ( Korean : 한국고속철도 ), often known as KTX ( Korean : 케이티엑스 ; RR : Keitiekseu ), is South Korea's high-speed rail system, operated by Korail . Construction began on the high-speed line from Seoul to Busan in 1992. KTX services were launched on April 1, 2004.
123-591: From Seoul Station the KTX lines radiate with stops at Seoul Station, Yongsan station towards Busan and Gwangju . A new line from Wonju to Gangneung was completed in December 2017 to serve the 2018 Winter Olympics in Pyeongchang . The current maximum operating speed for trains in regular service is 305 km/h (190 mph), though the infrastructure is designed for 350 km/h (217 mph). The initial rolling stock
246-413: A block and tackle arrangement. Lines are divided into sections to limit the scope of an outage and to allow maintenance. To allow maintenance to the overhead line without having to turn off the entire system, the line is broken into electrically separated portions known as "sections". Sections often correspond with tension lengths. The transition from section to section is known as a "section break" and
369-552: A high-speed train running on conventional rail above 420 km/h. In June 2024, South Korea and Uzbekistan concluded a KRW 270 billion (approximately US$ 196 million) deal to apply KTX technology in Uzbekistan by supplying high-speed trains and Korail expertise. The Seoul-Busan axis is Korea's main traffic corridor. In 1982, it represented 65.8% of South Korea's population, a number that grew to 73.3% by 1995, along with 70% of freight traffic and 66% of passenger traffic. With both
492-419: A swing bridge . The catenary wire typically comprises messenger wire (also called catenary wire) and a contact wire where it meets the pantograph. The messenger wire is terminated at the portal, while the contact wire runs into the overhead conductor rail profile at the transition end section before it is terminated at the portal. There is a gap between the overhead conductor rail at the transition end section and
615-476: A "Backdoor" connection between different parts, resulting in, amongst other things, a section of the grid de-energised for maintenance being re-energised from the railway substation creating danger. For these reasons, Neutral sections are placed in the electrification between the sections fed from different points in a national grid, or different phases, or grids that are not synchronized. It is highly undesirable to connect unsynchronized grids. A simple section break
738-461: A 28 km (17 mi) bridge from Haenam to Bogil Island and a 73 km (45 mi) undersea tunnel from Bogil Island to Jeju Island (with a drilling station on Chuja Island ), for an estimated cost of US$ 10 billion. As the proposal was popular with lawmakers from South Jeolla Province, the government is conducting a feasibility study, but the Jeju governor expressed skepticism. The Seoul-Jeju route
861-630: A 33 m (10 pyeong) wooden building in July 1900 with the extension of the Gyeongin Line north of the Han River . The Gyeongbu Line opened in 1905, and the Gyeongui Line opened in 1921 – both lines connecting to the station. The construction of the current "Old Seoul Station" began on June 1, 1922, and was finished on September 30, 1925. In 1923, the station reverted to the name "Gyeongseong Station," when
984-525: A Seoul-Busan Standard Class ticket increased to 48,100 won. From July 1, 2007, KTX fares were hiked another 6.5%, while those for the slower Saemaeul and Mugunghwa services on the parallel conventional route were raised by 3.5 percent and 2.5 percent, respectively. However, new reduced weekday and unassigned seat fares were also introduced. After the November 1, 2010, start of service on the Daegu–Busan section of
1107-434: A budget of ₩2,002.2 billion. 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. The ground-breaking ceremony was held on December 4, 2009. As of September 2010, progress was 9.6% of the project budget then estimated at ₩10,490.1 billion for the first phase, which was due for completion in 2014, while
1230-451: A day twelve years later. In forecasts prepared after the decision to split the project into two phases, the expected first year ridership of Gyeongbu KTX services was reduced by about 40%. With the estimate for the Honam KTX services added to the plan, opening year forecasts ranged between 150,000 and 175,000 passengers a day. Actual initial ridership after the opening of the first phase in 2004
1353-588: A day, which was expected by the end of 2006. Seoul Station Seoul Station ( Korean : 서울역 ) is a major railway station in Seoul , the capital of South Korea . The station is served by the Korail Intercity Lines and the commuter trains of the Seoul Metropolitan Subway . Seoul Station is the terminus of most KTX trains including: Some KTX services operating along sections of
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#17328482989511476-411: A fixed centre point, with the two half-tension lengths expanding and contracting with temperature. Most systems include a brake to stop the wires from unravelling completely if a wire breaks or tension is lost. German systems usually use a single large tensioning pulley (basically a ratchet mechanism) with a toothed rim, mounted on an arm hinged to the mast. Normally the downward pull of the weights and
1599-519: A further improvement of the four-stop travel time to 2 hours and 10 minutes. Because both KTX and conventional trains in South Korea share a rail gauge (unlike in Japan), KTX trains can run on both networks dramatically increasing the number of destinations served. Some Gyeongbu KTX services use parts of the conventional line paralleling the high-speed line. From June 2007 until October 2010, some trains left
1722-485: A high electrical potential by connection to feeder stations at regularly spaced intervals along the track. The feeder stations are usually fed from a high-voltage electrical grid . Electric trains that collect their current from overhead lines use a device such as a pantograph , bow collector or trolley pole . It presses against the underside of the lowest overhead wire, the contact wire. Current collectors are electrically conductive and allow current to flow through to
1845-484: A level crossing with the 1,200 V DC Uetliberg railway line ; at many places, trolleybus lines cross the tramway. In some cities, trolleybuses and trams shared a positive (feed) wire. In such cases, a normal trolleybus frog can be used. Alternatively, section breaks can be sited at the crossing point, so that the crossing is electrically dead. Many cities had trams and trolleybuses using trolley poles. They used insulated crossovers, which required tram drivers to put
1968-667: A minimum travel time of 2 hours 54 minutes over the 401.4 km (249.4 mi) long route between Seoul and Masan. The service is to be extended to Jinju by 2012. A fourth line, the Jeolla KTX service will connect Seoul to Yeosu in 3 hours 7 minutes from September 2011. From 2014, with the completion of the first phase of the Honam HSR, the travel time is reduced further to 2 hours 25 minutes. From 2015, KTX trains are to reach Pohang from Seoul in 1 hour 50 minutes. KTX offers two classes: First Class and Standard Class. Tickets also specify whether
2091-557: A moving cinema . KTX fares were designed to be about halfway between those for conventional trains and airline tickets. The fare system implemented at the start of service in April 2004 deviated from prices proportional with distance, to favour long-distance trips. On April 25, 2005, fares were selectively reduced for relations under-performing most. From November 1, 2006, due to rising energy prices, Korail applied an 8-10% fare hike for various train services, including 9.5% for KTX. The price of
2214-569: A multiple unit passes over them. In the United Kingdom equipment similar to Automatic Warning System (AWS) is used, but with pairs of magnets placed outside the running rails (as opposed to the AWS magnets placed midway between the rails). Lineside signs on the approach to the neutral section warn the driver to shut off traction power and coast through the dead section. A neutral section or phase break consists of two insulated breaks back-to-back with
2337-519: A period ticket Korail offers to foreigners, also applies to KTX. For passengers using the Korea-Japan Joint Rail Pass, a joint offer of Korail, Japanese railways and ferry services, the discount on KTX trains is 30%. When the project was launched, KTX was expected to become one of the world's busiest high-speed lines. The first study in 1991 forecast around 200,000 passengers a day in the first year of operation, growing to 330,000 passengers
2460-514: A phase of test operation, regular KTX service started on April 1, 2004, with a maximum speed of 300 km/h (186 mph) achieved along the finished sections of the Gyeongbu HSR. 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 (190 mph) on November 26, 2007. KTX services are grouped according to their route, and within
2583-404: A pneumatic servo pantograph with only 3 g acceleration. An electrical circuit requires at least two conductors. Trams and railways use the overhead line as one side of the circuit and the steel rails as the other side of the circuit. For a trolleybus or a trolleytruck , no rails are available for the return current, as the vehicles use rubber tyres on the road surface. Trolleybuses use
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#17328482989512706-557: A regular top speed of 300 km/h (186 mph), later increased to 305 km/h (190 mph). For less frequented relations and for operational flexibility, a 2001 study proposed a train created by scaling down the planned commercial version of the HSR-350x, by shortening the train, removing powered bogies from intermediate cars, and lowering top speed. Hyundai Rotem received orders for altogether 24 such trains, called KTX-II, in three batches from July 2006 to December 2008. Design speed
2829-415: A return path for the current through their wheels, and must instead use a pair of overhead wires to provide both the current and its return path. To achieve good high-speed current collection, it is necessary to keep the contact wire geometry within defined limits. This is usually achieved by supporting the contact wire from a second wire known as the messenger wire or catenary . This wire approximates
2952-414: A rigid overhead wire in their tunnels, while using normal overhead wires in their above ground sections. In a movable bridge that uses a rigid overhead rail, there is a need to transition from the catenary wire system into an overhead conductor rail at the bridge portal (the last traction current pylon before the movable bridge). For example, the power supply can be done through a catenary wire system near
3075-469: A seat is forward-facing or backward-facing according to the direction of travel. First Class seats are arranged 2+1 across the train and Standard Class seats are configured 2+2. There are special reserved Family seats, which are grouped in four, including 2 forward-facing and 2 backward-facing seats. There are reserved seats and unassigned seats. KTX trains have no restaurant cars or bars, only seat service. From 2006, one car of selected KTX services functions as
3198-462: A second parallel overhead line for the return, and two trolley poles , one contacting each overhead wire. ( Pantographs are generally incompatible with parallel overhead lines.) The circuit is completed by using both wires. Parallel overhead wires are also used on the rare railways with three-phase AC railway electrification . In the Soviet Union the following types of wires/cables were used. For
3321-467: A short section of line that belongs to neither grid. Some systems increase the level of safety by the midpoint of the neutral section being earthed. The presence of the earthed section in the middle is to ensure that should the transducer controlled apparatus fail, and the driver also fail to shut off power, the energy in the arc struck by the pantograph as it passes to the neutral section is conducted to earth, operating substation circuit breakers, rather than
3444-530: A simpler alternative for moveable overhead power rails. Electric trains coast across the gaps. To prevent arcing, power must be switched off before reaching the gap and usually the pantograph would be lowered. Given limited clearance such as in tunnels , the overhead wire may be replaced by a rigid overhead rail. An early example was in the tunnels of the Baltimore Belt Line , where a Π section bar (fabricated from three strips of iron and mounted on wood)
3567-471: A tilted position into the horizontal position, connecting the conductor rails at the transition end section and the bridge together to supply power. Short overhead conductor rails are installed at tram stops as for the Combino Supra . Trams draw their power from a single overhead wire at about 500 to 750 V DC. Trolleybuses draw from two overhead wires at a similar voltage, and at least one of
3690-689: A tramway. The tramway operated on 600–700 V DC and the railway on 15 kV AC . In the Swiss village of Oberentfelden , the Menziken–Aarau–Schöftland line operating at 750 V DC crosses the SBB line at 15 kV AC; there used to be a similar crossing between the two lines at Suhr but this was replaced by an underpass in 2010. Some crossings between tramway/light rail and railways are extant in Germany. In Zürich , Switzerland, VBZ trolleybus line 32 has
3813-406: A vending machine, via cell phone or the internet, discounts of 5–20% apply to a limited number of seats on KTX trains when purchased in advance. For travellers who transfer to other long-distance trains towards destinations beyond KTX stops, transfer tickets with 30% discount apply. Korail pays a refund for late KTX trains, which reaches 100% for trains with a delay above one hour. Korea Rail Pass ,
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3936-472: Is 330 km/h (205 mph), and revenue service speed is 305 km/h (190 mph). The power electronics uses newer technology than the HSR-350x, and the front is a new design, too. The trainsets, of which two can be coupled together, consist of two traction heads and eight articulated passenger cars, and seat 363 passengers in two classes, with enhanced comfort relative to the KTX-I. The domestic added value of
4059-422: Is briefly in contact with both wires). In normal service, the two sections are electrically connected; depending on the system this might be an isolator, fixed contact or a Booster Transformer. The isolator allows the current to the section to be interrupted for maintenance. On overhead wires designed for trolley poles, this is done by having a neutral section between the wires, requiring an insulator. The driver of
4182-422: Is in use, standard sizes for contact wire are 100 and 150 mm . The catenary wire is made of copper or copper alloys of 70, 120 or 150 mm . The smaller cross sections are made of 19 strands, whereas the bigger has 37 strands. Two standard configurations for main lines consist of two contact wires of 100 mm and one or two catenary wires of 120 mm , totaling 320 or 440 mm . Only one contact wire
4305-415: Is insufficient to guard against this as the pantograph briefly connects both sections. In countries such as France, South Africa, Australia and the United Kingdom, a pair of permanent magnets beside the rails at either side of the neutral section operate a bogie-mounted transducer on the train which causes a large electrical circuit-breaker to open and close when the locomotive or the pantograph vehicle of
4428-447: Is often used for side tracks. In the UK and EU countries , the contact wire is typically made from copper alloyed with other metals. Sizes include cross-sectional areas of 80, 100, 107, 120, and 150 mm . Common materials include normal and high strength copper, copper-silver, copper-cadmium, copper-magnesium, and copper-tin, with each being identifiable by distinct identification grooves along
4551-410: Is separated from the main roads with a barrier around the platforms. Yet having a rather complicated structure with many bus platforms, the transfer center is built in a simple manner as it is not a separate terminal building. Gyeongbu Line Gangneung Line ↑ Terminus ↑ Gongdeok ↓ / Incheon Int'l Airport Terminal 1 ↓ The former Seoul station, Namdaemun Station, started operating in
4674-421: Is set up so that the vehicle's pantograph is in continuous contact with one wire or the other. For bow collectors and pantographs, this is done by having two contact wires run side by side over the length between 2 or 4 wire supports. A new one drops down and the old one rises up, allowing the pantograph to smoothly transfer from one to the other. The two wires do not touch (although the bow collector or pantograph
4797-474: Is slated to be opened in December 2014. On September 1, 2010, the South Korean government announced a strategic plan to reduce travel times from Seoul to 95% of the country to under 2 hours by 2020. The main new element of the plan is to aim for top speeds of 230–250 km/h (143–155 mph) in upgrades of much of the mainline network with view to the introduction of KTX services. The conventional lines under
4920-411: Is the world's busiest air route with 13.7 million passengers (2023). However, Jeju Gov. Won Hee-ryong opposed this plan since it would ruin the island's identity and make the Jeju economy more dependent on the mainland. The shock absorption design absorbs 80 percent of the shock energy when the train crashes. Automatic ventilation is installed to prevent noise from occurring when trains enter and exit
5043-1087: Is the terminus of all Mugunghwa-ho trains along the Gyeongbu and Gyeongjeon Lines to Busan , Daejeon , Daegu , Pohang , Masan and Jinju ; along the and along the Chungbuk Line to Jecheon. Mugunghwa-ho trains on the Honam and Jeolla lines arrive and depart Yongsan Station. Mugunghwa-ho trains to the east of Korea serve Cheongnyangni Station. Seoul Station is the terminus of a number of Korail's tourist trains, including: AREX operate two trains from Seoul Station. AREX Express trains run non-stop to Incheon Airport stopping only at Incheon Terminal 1 and Incheon Terminal 2 . AREX All-Stop trains are commuter style trains that stop 11 times, including at Seoul's Gimpo Airport . AREX Express passengers have exclusive access to Seoul Station's City Air Terminal which allows passengers travelling on most Korean airlines from Incheon Airport to check bags and receive boarding passes before boarding
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5166-981: Is used only on the Gornergrat Railway and Jungfrau Railway in Switzerland, the Petit train de la Rhune in France, and the Corcovado Rack Railway in Brazil. Until 1976, it was widely used in Italy. On these railways, the two conductors are used for two different phases of the three-phase AC, while the rail was used for the third phase. The neutral was not used. Some three-phase AC railways used three overhead wires. These were an experimental railway line of Siemens in Berlin-Lichtenberg in 1898 (length 1.8 kilometres (1.1 mi)),
5289-615: The Gyeongbu Expressway and Korail 's Gyeongbu Line congested as of the late 1970s, the government saw the pressing need for another form of transportation. The first proposals for a second Seoul-Busan railway line originated from a study prepared between 1972 and 1974 by experts from France's SNCF and the Japan Railway Technical Service on a request from the IBRD . A more detailed 1978-1981 study by KAIST , focusing on
5412-545: The International Union of Railways for the technology is overhead line . It is known variously as overhead catenary , overhead contact line ( OCL ), overhead contact system ( OCS ), overhead equipment ( OHE ), overhead line equipment ( OLE or OHLE ), overhead lines ( OHL ), overhead wiring ( OHW ), traction wire , and trolley wire . An overhead line consists of one or more wires (or rails , particularly in tunnels) situated over rail tracks , raised to
5535-463: The tram or trolleybus must temporarily reduce the power draw before the trolley pole passes through, to prevent arc damage to the insulator. Pantograph-equipped locomotives must not run through a section break when one side is de-energized. The locomotive would become trapped, but as it passes the section break the pantograph briefly shorts the two catenary lines. If the opposite line is de-energized, this voltage transient may trip supply breakers. If
5658-492: The 1500 V DC overhead of the railway and the 650 V DC of the trams, called a Tram Square. Several such crossings have been grade separated in recent years as part of the Level Crossing Removal Project . Athens has two crossings of tram and trolleybus wires, at Vas. Amalias Avenue and Vas. Olgas Avenue, and at Ardittou Street and Athanasiou Diakou Street. They use the above-mentioned solution. In Rome , at
5781-621: The 57 km (35 mi) long section from Cheonan to Daejeon , which was intended for use as test track. Construction started before the choice of the main technology supplier, thus alignment design was set out to be compatible with all choices. Of the planned 411 km (255 mi) line, 152.73 km (94.90 mi) would be laid on bridges, and another 138.68 km (86.17 mi) in tunnels. However, plans were changed repeatedly, in particular those for city sections, following disputes with local governments, while construction work suffered from early quality problems. Planned operating speed
5904-587: The Busan end of the line; and the 13,270 m (43,540 ft) Wonhyo Tunnel, under Mount Cheonseong south-west of Ulsan, which will be the longest and second longest tunnels in Korea once the line is opened. A long dispute concerning the environmental impact assessment of the Wonhyo Tunnel, which passes under a wetland area, caused delays for the entire project. The dispute gained nationwide and international attention due to
6027-454: The Gyeongbu HSR became a separate project with the July 1998 project revision, with a budget of ₩5,698.1 billion, with funding from the government and private sources by the same ratios as for phase 1. In August 2006, the project was modified to again include the Daejeon and Daegu urban area passages, as well as additional stations along the phase 1 section. For these additions, the budget as well as
6150-557: The Gyeongbu HSR between Daejeon and Dongdaegu to serve Gimcheon and Gumi before the opening of an extra station for the two cities on the high-speed line. From November 1, 2010, when most Gyeongbu KTX services began to use the new Daegu–Busan high-speed section, some trains remained on the Gyeongbu Line on that section, and additional trains began to use the Gyeongbu Line on the Seoul–Daejeon section to serve Suwon . KTX trains using
6273-540: The Gyeongbu HSR only from Seoul to Daejeon and continuing all along the Honam Line are operated as the Honam KTX service. In 2004, the new service with a route length of 404.5 km (251.3 mi) between Yongsan in Seoul and Mokpo cut minimum travel time from 4 hours 42 minutes to 2 hours 58 minutes. By 2017, this time is to be cut further to 1 hours 46 minutes. On December 15, 2010, the new Gyeongjeon KTX service started with
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#17328482989516396-409: The Gyeongbu HSR, the fare for KTX trains using the new section was set about 8% higher than for the old route via Miryang, while that for the new services via Suwon was set lower. Korail's standard discounts for children, disabled, seniors and groups apply on KTX trains, too. For frequent travellers, Korail's standard discount cards, which are categorised according to age group, apply with the double of
6519-517: The Hell's Gate Bridge boundary between Amtrak and Metro North 's electrifications) that would never be in-phase. Since a dead section is always dead, no special signal aspect was developed to warn drivers of its presence, and a metal sign with "DS" in drilled-hole letters was hung from the catenary supports. Occasionally gaps may be present in the overhead lines, when switching from one voltage to another or to provide clearance for ships at moveable bridges, as
6642-566: The KTX. The Ulsan – Gyeongju – Pohang section of the Donghae Line is foreseen for an upgrade in a completely new alignment that circumvents downtown Gyeongju and connects to the Gyeongbu High Speed Railway at Singyeongju Station , allowing for direct KTX access to the two cities. On April 23, 2009, the project was approved by the government and a ground-breaking ceremony was held. The altogether 76.56 km (47.57 mi) line
6765-557: The Suseo line, scheduled to open in December 2016 (Class 13), and 15 trainsets (Class 14) have been ordered for the Gyeonggang Line, which opened in late 2017 ahead of the 2018 Winter Olympics The KTX-Eum entered service on Jungang Line on January 4, 2021, operating between electrified section of Cheongnyangni and Andong. A further order of 14 six-car units was placed in December 2016, both orders are to be delivered in 2020–2021. Following
6888-532: The TGV Réseau, but with several differences. 46 trains were built - the initial twelve in France by Alstom, the remainder in South Korea by Rotem . The 20-car electric multiple units consist of two traction heads, which are powered end cars without passenger compartments, and eighteen articulated passenger cars, of which the two extreme ones have one motorised bogie each. A KTX-I was built to carry up to 935 passengers at
7011-556: The arc either bridging the insulators into a section made dead for maintenance, a section fed from a different phase, or setting up a Backdoor connection between different parts of the country's national grid. On the Pennsylvania Railroad , phase breaks were indicated by a position light signal face with all eight radial positions with lenses and no center light. When the phase break was active (the catenary sections out of phase), all lights were lit. The position light signal aspect
7134-400: The builders of Japan's Shinkansen trains. In 1994, the alliance of GEC-Alsthom and its Korean subsidiary Eukorail were chosen as winner. The technology was almost identical to that found on the high-speed lines of France's TGV system. Track-related design specifications included a design speed of 350 km/h (217 mph) and standard gauge . Following the 1997 Asian Financial Crisis ,
7257-571: The completion of the re-alignment and double-tracking of the Jeolla Line , which branches from the Honam Line at Iksan and continues to Suncheon and Yeosu , began in December 2003, with the aim to introduce KTX services in time for the Expo 2012 in Yeosu. The upgrade will allow to raise top speed from 120 to 180 km/h (75 to 112 mph). The section of the perpendicular Gyeongjeon Line from Samnangjin ,
7380-542: The construction sector, mostly labour costs but also material costs, and the remainder due to alignment changes. To finance the project, the option of a build-operate-transfer (BOT) franchise was rejected as too risky. Funding included direct government grants (35%), government (10%) and foreign (18%) loans, domestic bond sales (31%) and private capital (6%). KHSRCA started construction of the Seoul–Busan Gyeongbu high-speed railway (Gyeongbu HSR) on June 30, 1992, on
7503-612: The contact wire, cold drawn solid copper was used to ensure good conductivity . The wire is not round but has grooves at the sides to allow the hangers to attach to it. Sizes were (in cross-sectional area) 85, 100, or 150 mm . To make the wire stronger, 0.04% tin might be added. The wire must resist the heat generated by arcing and thus such wires should never be spliced by thermal means. The messenger (or catenary) wire needs to be both strong and have good conductivity. They used multi-strand wires (or cables) with 19 strands in each cable (or wire). Copper, aluminum, and/or steel were used for
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#17328482989517626-476: The controller into neutral and coast through. Trolleybus drivers had to either lift off the accelerator or switch to auxiliary power. In Melbourne , Victoria, tram drivers put the controller into neutral and coast through section insulators, indicated by insulator markings between the rails. Melbourne has several remaining level crossings between electrified suburban railways and tram lines. They have mechanical switching arrangements (changeover switch) to switch
7749-434: The conventional Honam Line bound for GwangjuSongjeong, Mokpo and Yeosu Expo arrive and depart Yongsan Station. Seoul Station is the terminus of all ITX-Saemaeul trains along the Gyeongbu and Gyeongjeon Lines to Busan, Daejeon, Daegu, Pohang, Masan and Jinju. ITX-Saemaeul trains on the Honam and Jeolla lines arrive and depart Yongsan Station. ITX-Saemaeul trains to the east of Korea serve Cheongnyangni Station. Seoul Station
7872-526: The crossing between Viale Regina Margherita and Via Nomentana, tram and trolleybus lines cross: tram on Viale Regina Margherita and trolleybus on Via Nomentana. The crossing is orthogonal, therefore the typical arrangement was not available. In Milan , most tram lines cross its circular trolleybus line once or twice. Trolleybus and tram wires run parallel in streets such as viale Stelvio, viale Umbria and viale Tibaldi. Some railways used two or three overhead lines, usually to carry three-phase current. This
7995-593: The eastern coast, and a direct branch from the Gyeongbu HSR south to Jinju and further to the coast are under consideration. In conjunction with the award of the 2018 Winter Olympics to PyeongChang in July 2011, KTX service via the eastern coast line was anticipated; the expected travel time there from Seoul is 50 minutes. In January 2009, the Korea Transport Institute also proposed a 167 km (104 mi) line from Mokpo to Jeju Island , putting Jeju 2 hours 26 minutes from Seoul. The line would include
8118-623: The estimate for the entire line stood at ₩12,101.7 billion. First plans for the Honam HSR foresaw a terminus in Suseo station , southeast Seoul. The branch to Suseo was re-launched as a separate project, the Suseo High Speed Railway (Suseo HSR), in June 2008. Detailed design of the 61.1 km (38.0 mi) line is underway since September 2010, with opening planned by the end of 2014. For the longer term, new high-speed lines from Seoul to Sokcho on
8241-484: The extension of the Gyeongbu HSR, from November 1, 2010, the minimum Seoul–Busan travel time reduced to 2 hours 18 minutes, over a travel distance of 423.8 km (263.3 mi). From December 1, 2010, Korail added a pair of non-stop trains with a travel time of 2 hours 8 minutes. Once the sections across Daejeon and Daegu are completed, cutting the Seoul–Busan travel distance to 417.5 km (259.4 mi), plans foresee
8364-448: The first floor, and a barber shop and restaurants on the second floor. Post-renovation, the first floor contains a venue for performances, exhibitions and events, and a multipurpose hall on the floor above. Overhead wires An overhead line or overhead wire is an electrical cable that is used to transmit electrical energy to electric locomotives , electric multiple units , trolleybuses or trams . The generic term used by
8487-425: The framework of a technology transfer agreement, which paired up Korean companies with core system supplier Alstom and its European subcontractors for different subsystems. Alstom's part of the project amounted to US$ 2.1 billion or €1.5 billion. Well ahead of the opening of the Gyeongbu HSR for regular service, in December 1999, 34.4 km (21.4 mi) of the test section, later extended to 57 km (35 mi),
8610-698: 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). In 1990, the planned Seoul–Busan travel time was 1 hour 51 minutes, the project was to be completed by August 1998, and costs were estimated at 5.85 trillion South Korean won (₩) in 1988 prices, 4.6 trillion of which were to be spent on infrastructure,
8733-405: The government decided to realise the Gyeongbu HSR in two phases. In a first phase, two-thirds of the high-speed line between the southwestern suburbs of Seoul and Daegu would be finished by 2004, with trains travelling along the parallel conventional line along the rest of the Seoul–Busan route. The upgrade and electrification of these sections of the Gyeongbu Line was added to the project, and also
8856-453: The government's share of the funding was increased. Construction started in June 2002. The 128.1 km (79.6 mi) line, which follows a long curve to the northeast of the existing Gyeongbu Line, includes 54 viaducts with a total length of 23.4 km (14.5 mi) and 38 tunnels with a total length of 74.2 km (46.1 mi). The two largest structures are the 20,323 m (66,677 ft) Geomjeung Tunnel, under Mount Geumjeong at
8979-522: The groups, the stopping pattern changes from train to train. KTX trains not deviating from the Seoul–Busan corridor are operated as the Gyeongbu KTX service. In 2004, the new service cut the route length from 441.7 to 408.5 km (274.5 to 253.8 mi), and the fastest trains, serving four stations only, cut the minimum Seoul–Busan travel time from the Saemaul 's 4 hours 10 minutes to 2 hours 40 minutes. With
9102-478: The junction with the Gyeongbu Line near Busan, to Suncheon is upgraded in a similar way, with track doubling, alignment modifications and electrification for 180 km/h (112 mph). The until Masan was opened on December 15, 2010. The upgrade is to be complete until Jinju by 2012 and Suncheon by 2014. The top speed of the AREX line, Seoul's airport link, is to be raised from 110 to 180 km/h (68 to 112 mph) for
9225-451: The line is under maintenance, an injury may occur as the catenary is suddenly energized. Even if the catenary is properly grounded to protect the personnel, the arc generated across the pantograph can damage the pantograph, the catenary insulator or both. Sometimes on a larger electrified railway, tramway or trolleybus system, it is necessary to power different areas of track from different power grids, without guaranteeing synchronisation of
9348-478: The military railway between Marienfelde and Zossen between 1901 and 1904 (length 23.4 kilometres (14.5 mi)) and an 800-metre (2,600 ft)-long section of a coal railway near Cologne between 1940 and 1949. On DC systems, bipolar overhead lines were sometimes used to avoid galvanic corrosion of metallic parts near the railway, such as on the Chemin de fer de la Mure . All systems with multiple overhead lines have
9471-405: The name aims to embody the concepts of preserving its appearance and value as a historic site while simultaneously cultivating the meaning of the station as a place of various cultural intersections. The restored station is a 9,202m building with two stories above ground and one story below ground level. The former station, before the renovation, has the main lobby, a waiting room, and a VIP room on
9594-657: The name of the city of Seoul changed from Hanseong to Gyeongseong (" Keijō " in Japanese). The station was renamed "Seoul Station" on November 1, 1947. The station was expanded throughout the post- Korean War era; the Southern Annex of Seoul Station was completed on December 30, 1957, and the Western Annex was completed on February 14, 1969. In 1975, the Korea National Railroad's office moved from Seoul Station to
9717-409: The natural path of a wire strung between two points, a catenary curve , thus the use of "catenary" to describe this wire or sometimes the whole system. This wire is attached to the contact wire at regular intervals by vertical wires known as "droppers" or "drop wires". It is supported regularly at structures, by a pulley , link or clamp . The whole system is then subjected to mechanical tension . As
9840-417: The needs of freight transport, also came to the conclusion that separating long-distance passenger traffic on a high-speed passenger railway would be advisable, and it was adopted in the following Korean Five Year Plan . During the following 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. In 1989, following
9963-835: The new West Annex office. A raised walkway connecting the Seoul Station and the West Annex was completed in 1977, and Korea's first privately funded station was erected in 1988 in time for the Seoul Olympics . In 2004, a new terminal adjacent to the existing one was completed to coincide with the introduction of KTX high-speed rail service. The old Seoul Station ( Korean : 구서울역사 ; Hanja : 舊서울驛舍 , literally meaning "old Seoul Station building"), also known as "Culture Station Seoul 284" ( Korean : 문화역서울 284 ), originally named Keijō (Gyeongseong) station and designed by Tsukamoto Yasushi of Tokyo Imperial University ,
10086-670: The nose was a new design with reduced aerodynamic drag. Test runs were conducted between 2002 and 2008, in the course of which HSR-350x achieved the South Korean rail speed record of 352.4 km/h (219.0 mph) on December 16, 2004. The KTX-II was officially renamed as KTX-Sancheon ( Korean : KTX-산천 ) after the Korean name of the indigenous fish cherry salmon before the first units started commercial service on March 2, 2010. However within weeks of its initial launch, mechanical and design flaws began to appear, in some cases causing trains to stop running and forcing passengers to leave
10209-402: The overhead conductor rail that runs across the entire span of the swing bridge. The gap is required for the swing bridge to be opened and closed. To connect the conductor rails together when the bridge is closed, there is another conductor rail section called "rotary overlap" that is equipped with a motor. When the bridge is fully closed, the motor of the rotary overlap is operated to turn it from
10332-480: The overhead line is limited due to the change in the height of the weights as the overhead line expands and contracts with temperature changes. This movement is proportional to the distance between anchors. Tension length has a maximum. For most 25 kV OHL equipment in the UK, the maximum tension length is 1,970 m (6,460 ft). An additional issue with AT equipment is that, if balance weights are attached to both ends,
10455-455: The pantograph as the train travels around the curve. The movement of the contact wire across the head of the pantograph is called the "sweep". The zigzagging of the overhead line is not required for trolley poles. For tramways , a contact wire without a messenger wire is used. Depot areas tend to have only a single wire and are known as "simple equipment" or "trolley wire". When overhead line systems were first conceived, good current collection
10578-457: The pantograph causes mechanical oscillations in the wire. The waves must travel faster than the train to avoid producing standing waves , which could break the wire. Tensioning the line makes waves travel faster, and also reduces sag from gravity. For medium and high speeds, the wires are generally tensioned by weights or occasionally by hydraulic tensioners. Either method is known as "auto-tensioning" (AT) or "constant tension" and ensures that
10701-411: The pantograph moves along under the contact wire, the carbon insert on top of the pantograph becomes worn with time. On straight track, the contact wire is zigzagged slightly to the left and right of the centre from each support to the next so that the insert wears evenly, thus preventing any notches. On curves, the "straight" wire between the supports causes the contact point to cross over the surface of
10824-424: The phases. Long lines may be connected to the country's national grid at various points and different phases. (Sometimes the sections are powered with different voltages or frequencies.) The grids may be synchronised on a normal basis, but events may interrupt synchronisation. This is not a problem for DC systems. AC systems have a particular safety implication in that the railway electrification system would act as
10947-524: The project of a line branching from the Gyeongbu HSR and constructed in two stages, the Honam High Speed Railway (Honam HSR). The budget for the 185.75 km (115.42 mi) first stage, from the new Osong Station on the Gyongbu HSR to Gwangju·Songjeong Station , was set at ₩8,569.5 billion. The second stage, the 48.74 km (30.29 mi) remaining to Mokpo, was to be finished by 2017 with
11070-519: The reactive upward pull of the tensioned wires lift the pulley so its teeth are well clear of a stop on the mast. The pulley can turn freely while the weights move up or down as the wires contract or expand. If tension is lost the pulley falls back toward the mast, and one of its teeth jams against the stop. This stops further rotation, limits the damage, and keeps the undamaged part of the wire intact until it can be repaired. Other systems use various braking mechanisms, usually with multiple smaller pulleys in
11193-569: The recall, the KTX-Sancheon trains were put back in service. In addition to the 24 initial KTX-Sancheon trains, which form the KTX-Sancheon Class 11, new batches have been ordered and delivered since, to provide service on the new Honam , Suseo and Gyeonggang lines. For the opening of the Honam HSR line, 22 trainsets, named Class 12, were delivered ahead of the 2015 opening. In addition, 10 trainsets have been delivered to provide service on
11316-549: The remainder on rolling stock. As planning progressed, the Korea High Speed Rail Construction Authority (KHSRCA) was established in March 1992 as a separate body with its own budget responsible for the project. In the 1993 reappraisal of the project, the completion date was pushed back to May 2002, and cost estimates grew to ₩10.74 trillion. 82% of the cost increase was due to a 90% increase in unit costs in
11439-518: The repeated hunger strikes of a Buddhist nun, led to a suspension of works in 2005, and only ended with a supreme court ruling in June 2006. With the exception of the sections across Daejeon and Daegu, the second phase went into service on November 1, 2010. By that time, ₩4,905.7 billion was spent out of a second phase budget, or ₩17,643.4 billion out of the total. The two sections across the urban areas of Daejeon and Daegu, altogether 40.9 km (25.4 mi), will be finished by 2014. As of October 2010,
11562-403: The scope of the plan include the above, already on-going projects, and their extensions along the rest of the southern and eastern coasts of South Korea, lines along the western coast, lines north of Seoul, and the second, more easterly line between Seoul and Busan with some connecting lines. Until 2006, the first plans for a second, separate high-speed line from Seoul to Mokpo were developed into
11685-405: The standard discount rates; while discount cards for business and government agency workers apply with the normal rate; both types of discounts are up to 30%. Season period tickets with discounts of up to 60% can also apply to KTX trains. Discounts for family seats (37.5%) and backward facing seats (5%) are specific to the KTX. In addition to Korail's small general discounts for tickets purchased in
11808-427: The state-run Korea Craft and Design Foundation (KCDF). On April 2, 2012, "Culture Seoul Station 284" was officially launched "as a space for diverse artistic and cultural creation and exchange". The official name, which combines the station's historic, spatial, and urban symbolisms, was selected through a national open call. By combining the notion of a cultural space with the old Seoul Station's historic site number 284,
11931-420: The stiffness of the spring for ease of maintenance. For low speeds and in tunnels where temperatures are constant, fixed termination (FT) equipment may be used, with the wires terminated directly on structures at each end of the overhead line. The tension is generally about 10 kN (2,200 lbf). This type of equipment sags in hot conditions and is taut in cold conditions. With AT, the continuous length of
12054-488: The strands. All 19 strands could be made of the same metal or a mix of metals based on the required properties. For example, steel wires were used for strength, while aluminium or copper wires were used for conductivity. Another type looked like it had all copper wires but inside each wire was a steel core for strength. The steel strands were galvanized but for better corrosion protection they could be coated with an anti-corrosion substance. In Slovenia , where 3 kV system
12177-514: The tension is virtually independent of temperature. Tensions are typically between 9 and 20 kN (2,000 and 4,500 lbf ) per wire. Where weights are used, they slide up and down on a rod or tube attached to the mast, to prevent them from swaying. Recently, spring tensioners have started to be used. These devices contain a torsional spring with a cam arrangement to ensure a constant applied tension (instead of varying proportionally with extension). Some devices also include mechanisms for adjusting
12300-413: The total cost of the second phase was estimated at ₩7,945.4 billion, that for the entire project at ₩20,728.2 billion. The last element of the original project that was shelved in 1998, separate underground tracks across the Seoul metropolitan area, was re-launched in June 2008, when an initial plan with a 28.6 km (17.8 mi) long alignment and two new stations was announced. The electrification and
12423-516: The train and walk back to the station, and in one particular case derailing from the tracks on February 11, 2011. Although the trains were designed to be a domestically built replacement for the French built Alstrom trains, due to over 30 malfunctions since March 2, 2010, Korail asked manufacturer Hyundai-Rotem to recall all 19 of the trains in operation after finding cracks in two anchor bands in May 2011. Following
12546-494: The train or tram and back to the feeder station through the steel wheels on one or both running rails. Non-electric locomotives (such as diesels ) may pass along these tracks without affecting the overhead line, although there may be difficulties with overhead clearance . Alternative electrical power transmission schemes for trains include third rail , ground-level power supply , batteries and electromagnetic induction . Vehicles like buses that have rubber tyres cannot provide
12669-556: The train. Access to the underground Airport Railroad Station and City Air Terminal is either from the central station concourse or via a dedicated drop off area and car park on the west side of the station. Seoul Subway serves the station with Line 1 and Line 4 , and an hourly train on the Gyeongui–Jungang Line . Around 2015, a large bus transfer center was built in front of the station's main entrance. It has about nine platforms that services different bus routes in Seoul. It
12792-432: The trains was increased to 87%, compared to 58% for the KTX-I. Imported parts include the pantographs, semiconductors in the power electronics, front design, couplers and final drives. The train was developed on the basis of the transferred TGV technology, but more advanced technology was used for the new motors, power electronics and additional brake systems, while the passenger cars were made of aluminum to save weight, and
12915-465: The tram wire. The tram's pantograph bridges the gap between the different conductors, providing it with a continuous pickup. Where the tram wire crosses, the trolleybus wires are protected by an inverted trough of insulating material extending 20 or 30 mm (0.79 or 1.18 in) below. Until 1946, a level crossing in Stockholm , Sweden connected the railway south of Stockholm Central Station and
13038-444: The trolleybus wires must be insulated from tram wires. This is usually done by the trolleybus wires running continuously through the crossing, with the tram conductors a few centimetres lower. Close to the junction on each side, the tram wire turns into a solid bar running parallel to the trolleybus wires for about half a metre. Another bar similarly angled at its ends is hung between the trolleybus wires, electrically connected above to
13161-554: The tunnel. Articulated bogies help increase ride comfort and driving safety. On June 14, 2024, Uzbekistan and South Korea finalized a US$ 196 million deal for KTX technology to be applied in Uzbekistan. This was the first time KTX technology was exported. As part of the deal, 42 train units capable of going up to 250 km/h (160 mph) were to be supplied for 1,216 km (756 mi) of rail in Uzbekistan. Operations were scheduled to begin in April 2027. The initial KTX-I trainsets, also known as simply KTX or as TGV-K, are based on
13284-510: The upgrade and electrification of the Honam Line from Daejeon to Mokpo, providing a second route for KTX services. The budget for the first phase was set at ₩12,737.7 billion, that for the entire project at ₩18,435.8 billion in 1998 prices. 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%. The infrastructure and rolling stock were created in
13407-406: The upper lobe of the contact wire. These grooves vary in number and location on the arc of the upper section. Copper is chosen for its excellent conductivity, with other metals added to increase tensile strength. The choice of material is chosen based on the needs of the particular system, balancing the need for conductivity and tensile strength. Catenary wires are kept in mechanical tension because
13530-496: The whole tension length is free to move along the track. To avoid this a midpoint anchor (MPA), close to the centre of the tension length, restricts movement of the messenger/catenary wire by anchoring it; the contact wire and its suspension hangers can move only within the constraints of the MPA. MPAs are sometimes fixed to low bridges, or otherwise anchored to vertical catenary poles or portal catenary supports. A tension length can be seen as
13653-440: Was also reduced from 350 km/h (217 mph) to the 300 km/h (186 mph) maximum of high-speed trains on the market. Three competitors bid for the supply of the core system, which included the rolling stock, catenary and signalling: 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 Heavy Industries , one of
13776-475: Was based on Alstom 's TGV Réseau , and was partly built in Korea. The domestically developed HSR-350x , which achieved 352.4 km/h (219.0 mph) in tests, resulted in a second type of high-speed trains now operated by Korail, the KTX Sancheon . The next generation KTX train, HEMU-430X , achieved 421.4 km/h in 2013, making South Korea the world's fourth country after Japan, France and China to develop
13899-411: Was expected. On January 14, 2005, Prime Minister Lee Hae Chan stated that "the launch of KTX was a classic policy failure" due to construction costs significantly above and passenger numbers well below forecasts. However, ridership increased by over a third on the Gyeongbu KTX and over a half on the Honam KTX in two years. Financial break-even was forecast at a ridership level of around 100,000 passengers
14022-458: Was finished in November 1925. This red brick building, designed in an eclectic style, features a Byzantine-style central dome and a centralized and symmetrical layout. The floor of the Central Hall on the ground floor was covered with granite and the walls were covered with man-made stone. The wooden floor inside the building's VIP Lounge was covered with birch wood and a western style restaurant
14145-405: Was finished over the 132.8 km (82.5 mi) across Daegu and on to Busan, the 20.7 km (12.9 mi) across Daejeon, and the 264.4 km (164.3 mi) from Daejeon to Mokpo and Gwangju. After 12 years of construction and with a final cost of ₩12,737.7 billion, the initial KTX system with the first phase of the Gyeongbu HSR went into service on April 1, 2004. The Daegu–Busan section of
14268-446: Was finished to enable trials with trains. After further design changes, the high-speed tracks were finished over a length of 223.6 km (138.9 mi), with 15.0 km (9.3 mi) of interconnections to the conventional Gyeongbu Line, including at a short interruption at Daejeon. The high-speed section itself included 83.1 km (51.6 mi) of viaducts and 75.6 km (47.0 mi) of tunnels. Conventional line electrification
14391-455: Was located on the 2nd floor. On September 25, 1981, the old station was designated as Historic Site 284. A restoration project of the old station began in September 2007 to "transform the former Seoul Station, which had lost its functionality as a train station since the opening of the new KTX station, into a premier national multidisciplinary cultural facility". On the same year, the management
14514-715: Was originally devised by the Pennsylvania Railroad and was continued by Amtrak and adopted by Metro North . Metal signs were hung from the catenary supports with the letters "PB" created by a pattern of drilled holes. A special category of phase break was developed in America, primarily by the Pennsylvania Railroad. Since its traction power network was centrally supplied and only segmented by abnormal conditions, normal phase breaks were generally not active. Phase breaks that were always activated were known as "Dead Sections": they were often used to separate power systems (for example,
14637-429: Was possible only at low speeds, using a single wire. To enable higher speeds, two additional types of equipment were developed: Earlier dropper wires provided physical support of the contact wire without joining the catenary and contact wires electrically. Modern systems use current-carrying droppers, eliminating the need for separate wires. The present transmission system originated about 100 years ago. A simpler system
14760-476: Was proposed in the 1970s by the Pirelli Construction Company, consisting of a single wire embedded at each support for 2.5 metres (8 ft 2 in) of its length in a clipped, extruded aluminum beam with the wire contact face exposed. A somewhat higher tension than used before clipping the beam yielded a deflected profile for the wire that could be easily handled at 400 km/h (250 mph) by
14883-528: Was transferred from the Cultural Heritage Administration to the Ministry of Culture, Sports and Tourism. After the design for former Seoul Station's remodeling was developed in 2009, the remodeling construction began. On August 9, 2011, the station was reopened as a culture complex with its original exterior, after a two-year restoration project by the Ministry of Culture, Sports and Tourism and
15006-461: Was used, with the brass contact running inside the groove. When the overhead line was raised in the Simplon Tunnel to accommodate taller rolling stock, a rail was used. A rigid overhead rail may also be used in places where tensioning the wires is impractical, for example on moveable bridges . In modern uses, it is very common for underground sections of trams, metros, and mainline railways to use
15129-411: Was well short of initial expectations at around half of the final forecast. In October 2010, before the opening of the second phase, Korail expected ridership to rise from the then current 106,000 to 135,000 passengers a day. KTX was introduced on 1 April 2004. 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
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