• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1871-1877
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• 2009

KORAIL has been established by 1st January 2005. From organization change to KORAIL(Korea railroad Corporation), labour union and company management team has been argument for their train crews and drivers operation system. For example, train crew and driver working conditions; working hours per week, off day and duty day time, over night time working payment, current position payment, preparation time, company own lodge operation and so on. I assure that this comparison study for train crew and driver operation between KORAIL and EWS will helps to improve other korean railway companies management efficiency. In conclusion, EWS has 4$\sim$6 times more efficient employee for active operation than KORAIL per 1 freight brock-train operation. EWS has very resonable train crews and driver operation system, and self-control regulation for employee and management team with trusty. This thesis propose that korean railway companies and their own labour unions need joint research and benchmarking other oversea railway companies as like EWS.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.1943-1954
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• 2008

The Seoul Metro has been playing a vital role in public transportation for last 35 years as the feet of 10 millions of Seoul citizens. It currently takes charge of over 45% of the national subway transit and transports 4 millions of citizens a day. The purpose of this study is to suggest a plan for crew members' working condition improvement and job satisfaction improvement which will lead to the finest quality of service to the citizens. We examined the working conditions of the crew members and surveyed crew members about the working conditions and the extent of job satisfaction. The results of our study can also be used as basic materials for building the road map to the management improvement.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.280-285
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• 2003

The process of railway traffic planning is composed of several steps such as long-term, mid-term. short-term, and real-time plan. The planning of vehicle and manpower resources is a main research topic in tactical short-term planning step. Railway vehicle is usually consisted of a power car, passenger/freight cars and human resource is composed of engine driver, cabin crew, ground personnel. So far, power car was main research target in railway vehicle scheduling problem. Recently according as the light electric railway or high-speed railway is introduced, the operational planning of trainset vehicles become important, In this paper, we introduce the conceptional model for trainset restoring problem and developed heuristic algorithm.

• Proceedings of the Safety Management and Science Conference
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• 2003.05a
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• pp.53-61
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• 2003

The process of railway traffic planning is composed of several steps such as long - term, mid - term, short - term, and real - time plan. The planning of vehicle and manpower resources is a main research topic in tactical short - term planning step Railway vehicle is usually consisted of a power car, passenger/freight cars and human resource is composed of engine driver, cabin crew, ground personnel. So far , power car was main research target in railway vehicle scheduling problem. Recently according as the light electric railway or high - speed railway is introduced, the operational planning of train set vehicles become important . In this paper , we introduce the conceptional model for trainset restoring problem and developed heuristic algorithm.

• Proceedings of the KSR Conference
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• 2007.05a
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• pp.1168-1173
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• 2007

The Seoul Subway is one of the most heavily used Subway System in the world. It provides reliable transportation services, conveys nearly 4 million Passengers across 117 subway stations with a length of 134.9 Km. Over the years the safety for the Subway has been a major concern, trains going off the track, equipment failure, careless operation, Signal failure are increasing day by day. In a Recent Public opinion 40% said the causes to above facts are Vehicle breakdown because of Operators, Old rail defect, Quality of material. 20% of the opinion said the obstacles were because of Operation, crew carelessness, negligence in signal operation. In case of any accident the crew members cannot resolve the issue on site (Aid insufficiency), because of lack of knowledge and carelessness. The main obstacles for Subway are vehicle breakdown, Electric equipment failure, Signal Equipment failure, and Crew carelessness. This paper aims to provide major problems which are needed to be solved as quickly as possible for citizen's safety for a comfortable subway system making a comfortable ride and providing better service gradually.

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1774-1778
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• 2010

This paper introduced the appearance characteristics of the cab mask & telescopic handrail arms for the New Zealand EMU to be applied with inter-city transportation in 2010. The appearance characteristics are improvements of driver's sightline, implementation of safety zone of gangway plate by using the telescopic handrail arms, improvements of staff & female crew & ground crew's convenience. and also, during have looking the New Zealand EMU(Electric Multiple Unit), I hope that people who having the interesting of the cab mask design would be gotten help with basic knowledge.

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1817-1823
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• 2007

In this study, we have studied rail infrastructure related to emergency action to manage the risk when emergency caused by faults of facility or rail vehicle during operation happens. Especially we have compared the effect of emergency action with examining the structure of vehicle, tunnel, bridge and access road, etc which are related to emergency action. Also, we have tried to analyze effects of radio and communication equipment, lifesaving and refuge which could be used for rolling stock, station, control room, tunnel, bridge and etc, and we have presented the way of reporting the emergency to the train driver or crew, control room, outside networks which could be used by passengers in vehicle, station, railroad line. Based on these, we have analyzed the conduct of emergency action in length of time when emergency happens in railway and high-speed railway, and studied the method of which passengers could be guided safely and escape from the scene of the accident.

• Journal of the Korean Society for Railway
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• v.9 no.1 s.32
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• pp.110-117
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• 2006

Boulder detection methods and its compensation is discussed with consideration of boulder conditions in soft ground tunneling by shielded TBM. For analysis of proper compensation methods for boulder obstruction, its removal costs and cases on eight projects are presented. Compensation for boulder obstruction removal by volume or weight is not practical for most tunneling situation, but compensation by crew time is probably the most equitable method. If boulders are anticipated on project, boulder removal plan must be considered with proper equipment selection.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.652-656
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• 2004

Crashworthy design of trains is now indispensable procedure in modern railway vehicle design for ensuring the safety of Passengers and crew. It is now widely recognized that a more strategic approach is needed in order to absorb higher level energy in a controlled manner and minimize passenger injuries effectively. The first design step in this strategic approach is the design of the front end structure(so called HE extremities) to absorb a large part of total impact energy and then the structure of passengers non-accommodation zones(so called LE extremities) is designed to absorb the rest of impact energy. In this paper, the passengers entrance door area is selected as the LE(low energy) extremities and the design of the LEE was carried out. The main part of LEE design procedures is the design of energy absorbing tubes. For this purpose, the several tube candidates are introduced and compared to each others with numerical crash simulation.

• Journal of the Korea Safety Management & Science
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• v.14 no.4
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• pp.85-91
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• 2012

To verify the effect of driver's personal characteristics of driver on the accident frequency through railway accidents caused by human errors and the relationship with aptitude test. To prove the relevance between the driver's personal characteristics and human error accidents. Accident data from 2010 to 2011 was analyzed which collected from a train crew department in K national corporation, and 31 drivers gave an personal interview from Sep. 2011 to Nov. 2011 who had controlled a train alone and caused an accident. Compared between driver's personal characteristics and accident rate, and accident induction possibility surveyed from normal person and disqualified in aptitude tests. Accidents was occurred with the age 40s (27%) and 50s (25%), and with the experience between 15 years and 20 years (38%) and over 20 years (30%). Because more aged, more experienced, it can be seen in the correlation between driver's age and accidents induction caused by human errors like illusion. First of all it must be checked whether working conditions and environmental factors are human error-prone. Most accidents occur when received civil complaints or manager at the riding. Therefore accidents can be prevented when investigated through subsequent surveys how often human error happens, even though no accident, and safety device installed based on the error frequency.