• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.2
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• pp.164-170
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• 2016

The initial urban railway was only required to perform its role as means of transportation. As the time of staying in an underground platform was extended, it has been faced with the issues of environmental improvement as a living space. Therefore, the sliding automatic door, which is the basis of the screen door, is used widely for large distribution stores, hospitals, restaurants, and public offices for customers' convenience and as a convenient method to control access. Therefore, screen doors are required for the purpose of customers' convenience, securing safety, establishing pleasant station buildings, and energy savings. It would be also necessary to develop the optimal design technology for a screen door system through the design of element parts and to ensure reliability. Therefore, this paper calculated, interpreted, and verified the theoretical weight of the composition parts to verify the design drive hardness of the motor for screen doors necessary for the safety of subways.

• The KIPS Transactions:PartA
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• v.17A no.1
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• pp.19-26
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• 2010

As standard of living is higher and aging society is coming, it is needed to develop transportation that is easy to use for weak person. To comply with the demands, it is started to make Bi-modal Tram that is on KRRI(Korea Railroad Research Institute)'s hands. This tram has to have good accessibility like bus, be low level from ground like subway, and park accurately so wheel chair's or passenger's foot can't fall into the gap. But Bi-modal Tram have long length, so it need development of All Wheel Steering System. The Bi-modal Tram that have all wheel steering system steer not only the first axle but also the second and third axle from the first axle or articulation angle, and velocity, and so on. At this study, we discuss AWS ECU's development process.

• Journal of Korean Society of Transportation
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• v.32 no.5
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• pp.487-496
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• 2014

Much research has been actively done so far on the inconvenience of each urban railway station; however, Research is on importance factor analysis on transfer facilities by considering characteristics of railway stations is relatively insufficient. In this study, a novel method of finding causality between transfer facilities(movement, information, comfortability, etc,) in terms of demands and platform types is provided by using SEM(Structural Equation Model). The results of SEM analysis show that a large demand transfer station if combined with island and segregate platform types, has a higher importance factor with respect to information facility, movement facility position and comfortability. In addition, a medium demand transfer station if combined with separate and separate platform types has a higher importance factor with respect to information facility, movement facility and comfortability.

• Journal of The Korea Institute of Healthcare Architecture
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• v.21 no.2
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• pp.35-43
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• 2015

Purpose: A large number of the mobility impaired have increasingly used the railway station, so the application of UD(Universal Design) on urban railway station has been interested. However, the current criteria used in domestic areas have concerned about the effective administration of railway station facilities rather than the needs of he mobility impaired. Of diverse facilities in railway station, the platform is considered as an important space due to many transportation users' riding or transfer in railway stations. Therefore, this study aims to explore the detailed criteria in adapting ideas from UD to platform within railway station. Methods: This study explores the criteria by evaluating findings from previous studies. First, all criteria related to platform in domestic and foreign areas are taken together and analyzed, and appropriate criteria first are established. Based on these, the current situation of platform facilities in railway station is evaluated. Then, the detailed criteria applicable to railway station platform are concluded, by reviewing types of the mobility impaired and principles of UD. Result: Findings from this study are as follows. First, the current criteria applied to railway station platforms lack ideas of UD, while the criteria used in foreign countries adequately reflect the ideas of UD on railway station platforms; therefore, the better criteria applicable to platform facilities in domestic railway station are necessary. Second, standard criteria used in domestic areas with newly additional criteria suggest that platform facilities should be established according to those criteria. Taken together, the better platform facilities should be provided to railway users through the application of UD to railway station platforms. Implications: For the future users in railway station platforms, the additional research on criteria of UD as well as diverse types of spaces within railway stations should have been continued.

• Journal of Environmental Health Sciences
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• v.31 no.1
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• pp.39-46
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• 2005

This study was performed to investigate the concentration of $PM_{10}$ and $PM_{2.5}$ in inside train and platform of subway 1, 2, 4 and 5 in Seoul, KOREA. $PM_{10}$, $PM_{2.5}$, temperature, humidity and carbon dioxide were monitored using Portable Aerosol Spectrometer at afternoon (between 13:00 and 16:00). The concentrations of $PM_{10}$ and $PM_{2.5}$ in inside train were monitored to be higher than those measured in platform. In addition, $PM_{10}$ concentration in both platform and inside train were found to be greatly higher than range of from 35 ${\mu}g/m^3$ to 81${\mu}g/m^3$ in ambient air reported by Ministry of Environment. This study found that there were many inside train in subway 1, 2, 4 line where exceeded 150 ${\mu}g/m^3$ of Korean PM10 standard. The average percentage that exceeded PM10 standard was 83.3% in line 1, 37.9% in line 2 and 63.1% in line 4, respectively. In particular, most of inside train in subway line 1 were over PM10 limit. PM2.5 concentration ranged from 77.7 ${\mu}g/m^3$ to 158.2 ${\mu}g/m^3$, which were found to be greatly higher than ambient air PM2.5 standard promulgated by United States Environmental Protection Agency (US-EPA) (24 hours arithmatic mean : 65 ${\mu}g/m^3$, year average : 15 ${\mu}g/m^3$). The percentage of $PM_{2.5}$ in $PM_{10}$ was 86.2% in platform, 81.7% in inside train, 80.2% in underground and 90.2% in ground. These results indicated that fine particles ($PM_{2.5}$) accounted for most of $PM_{10}$.