• Journal of the Ergonomics Society of Korea
• /
• v.36 no.4
• /
• pp.343-353
• /
• 2017

Objective: This study aims to evaluate the efficiency of two representative subway map design types, namely a diagram type and a geographical type using physiological metrics, performance metrics, and self-reported metrics, which are representative usability metrics. Background: Subway maps need to be designed in order for users to quickly search and recognize subway line information. Although most cities' subway maps currently use the diagram type designed by Henry Beck, New York City's subway map has recently been changed to the subway map type combined with the geographical type designed by Michael Hertz. However, not many studies on its efficiency are found, and the studies that are available mainly depend on questionnaire surveys or take on a subjective behavioral study type based on experts' experiences. In this regard, evaluation through a more objective method is needed. Method: This study employed usability metrics as a method to evaluate the efficiency of information search targeting the diagram type and geographical type subway maps used mostly as subway maps. To this end, physiological metrics obtained through eye tracking, task completion time, representative metric of task performance, and subjective evaluation metrics were used for the suitability evaluation of subway map designs. Results: In the result of gaze movement distance analysis, no significant difference was shown in the two design types in terms of a process finding a departure station from the starting point and a process finding a transfer station between the departure station and arrival station (destination). However, the gaze movement distance in the process finding the arrival station at the departure station was significantly shorter in the geographical type, rather than in the diagram type. The analysis of task completion time showed a result similar to the gaze movement distance analysis result. Task completion time was significantly shorter in the geographical type, rather than in the diagram type, which is in the process finding the arrival station at the departure station. In other information search processes, no significant difference was shown. As a result of subjective evaluation metrics analysis, no significant difference was revealed in the two design types. Conclusion: An analysis on the two representative subway map design types was carried out via the adoption of usability metrics. As a result, although no significant difference was shown in some information search processes, it was revealed that information search was easier in the geographical type overall. Also, it was found that usability metrics can be effectively used to evaluate the design types of subway maps. Application: The study results can be used to set design direction to offer ease in information search on subway lines. The study also can be used as a method to evaluate a subway map's design type.

• Korean Institute of Interior Design Journal
• /
• v.16 no.2 s.61
• /
• pp.51-62
• /
• 2007

The subway lines have been expanded to solve the traffic problems in Korean cities, so that a big number of people daily use the subway stations. Therefore, subway stations became a kind of public space as well as traffic space. However, the underground space of the stations are essentially different with the aboveground space in terms of environmental and psychological terms. The color planning can be used to reduce the environmental and psychological disadvantages of underground spaces of subway stations. The purpose of this study is to understand the current design methods of subway stations' color planning. To achieve this purpose, this study investigates all reports of 'Color Planning for the Subway' which were used for the construction of subway lines in 6(six) Korean cities. After analyzing the design theories and methods used for the color planning, field studies have been done upon 10 subway lines of 6 cities, to find out the limitations of color planning, the differences between color planning and actual results. The conclusions are as follows : First, the color planning for subway stations does not seem to consider the characteristics of underground space and its psychological effects, such as the depth of station, the lighting source and methods. Second, some critical differences have been found between the color planning and the actual application during construction, due to arbitrary interpretation and limitations of color expression of the construction materials. Third, and therefore, the colors applied in stations do not perform their planned role such as 'variety in the unity', 'symbolic expression of the city and station'.

• Journal of Environmental Health Sciences
• /
• v.43 no.2
• /
• pp.122-129
• /
• 2017

Objectives: Most of the $PM_{10}$ in subway stations is spread by the train-induced wind from the tunnels. Therefore, in order to improve air quality in subway stations, it is important to remove the $PM_{10}$ from the tunnels. After the installation of PSD (platform screen doors), the influence of train-induced wind and $PM_{10}$ at the platform has decreased, but is estimated to have increased in subway tunnels. This study was conducted to investigate the control of $PM_{10}$ in subway tunnels by applying a 500-fold diluted solution mixed with a humectant using a natural polymer. Methods: For this purpose, we tested the dust reduction effect in a laboratory and corrosion test and water pollution using fish and aquatic plants for the natural dust collecting agent. In the tunnel of a subway station, we used the natural dust collecting agent over 15 days. The study was carried out on $PM_{10}$ control during operation, which accounts for more than 70% of subway dust. Results: As results, the natural dust collecting agent exhibited an excellent dust control effect, and it was safe for water quality and soil. It showed the effect of controlling $PM_{10}$ in the subway tunnel by 49.5- 64.7% over 15 days. The use of the dust collecting agent for the control of $PM_{10}$ could be confirmed in the subway. Conclusion: It is necessary to clearly explain the major portions of chemical components contained in $PM_{10}$ to figure out the characteristics of $PM_{10}$ and to develop effective reduction measures to decrease the adverse effects of $PM_{10}$ in the subway.

• Journal of KIISE:Computing Practices and Letters
• /
• v.16 no.3
• /
• pp.316-323
• /
• 2010

We propose a method to find flows of transit users in the subway transportation network of the metropolitan Seoul and analyze the passenger flows on some central links of the network. The transportation network consists of vertices for subway stops, edges for links between two adjacent subway stops, and flows on the edges' Each subway transit user makes a passenger flow along edges of the shortest path from the origin stop to the destination stop in his trip. In this paper, we have developed a new algorithm to find the passenger flow of each link in the subway network from a large trip-transaction database of subway transit users. We have applied the algorithm to find the passenger flows from one day database of about 5 million transactions by the subway transit users. As results of the experiments, the travel behavior on 4 central subway links is analyzed in passenger flows and top 10 flows among all subway links are explained in a table.

• Journal of Preventive Medicine and Public Health
• /
• v.39 no.4
• /
• pp.325-330
• /
• 2006

Objectives: The aims of this study were to examine the level of airborne fungi and environmental factors in Seoul metropolitan subway stations and to provide fundamental data to protect the health of subway workers and passengers. Methods: The field survey was performed from November in 2004 to February in 2005. A total 22 subway stations located at Seoul subway lines 1-4 were randomly selected. The measurement points were subway workers' activity areas (station office, bedroom, ticket office and driver's seat) and the passengers' activity areas (station precincts, inside train and platform). Air sampling for collecting airborne fungi was carried out using a one-stage cascade impactor. The PM and CO2 were measured using an electronic direct recorder and detecting tube, respectively. Results: In the activity areas of the subway workers and passengers, the mean concentrations of airborne fungi were relatively higher in the workers' bedroom and station precinct whereas the concentration of particulate matter, $PM_{10}\;and\;PM_{2.5}$, were relatively higher in the platform, inside the train and driver's seat than in the other activity areas. There was no significant difference in the concentration of airborne fungi between the underground and ground activity areas of the subway. The mean $PM_{10}\;and\;PM_{2.5}$ concentration in the platform located at underground was significantly higher than that of the ground (p<0.05). Conclusions: The levels of airborne fungi in the Seoul subway line 1-4 were not serious enough to cause respiratory disease in subway workers and passengers. This indicates that there is little correlation between airborne fungi and particulate matter.

• Journal of the Korean Professional Engineers Association
• /
• v.19 no.2
• /
• pp.21-25
• /
• 1986

Structure-borne noise due to forced vibration which is originated from subway operation and transmitted to buildings in order of rail-wood tie-concrete bed-structure-soil-building foundations-members of building results in social problem of environmental pollution. Moreover this becomes a serious problem because of the increment of surface traffic and subway operation made by meeting traffic system in crowded cities. Since subway is constructed along the principal road or through the residential area and as the worst case may be, building foundations is contact with top part of subway structure, it is possible that vibration resonance results in fatal damage of buildings. And, structure-borne vibration noise due to subway operation at late and early hours have the residents suffer from insonmia, restlessness and so on. Therefore, to satisfy the future need concerning the environmental protection, this report deals with the influence of structure-borne vibration noise on the basis of the characteristics of Seoul Subway System.

• Journal of Korean Society of Occupational and Environmental Hygiene
• /
• v.7 no.1
• /
• pp.87-98
• /
• 1997

In this study, subway train vibration has been measured to characterize the whole body vibration of Seoul subway lines for various human postures. Results show that the floor vibration level of the subway trains in the vertical direction is higher than that in other directions. At the standing human posture, vibration level of the head in the right-left direction are increased while that in the vertical direction is decreased. It is assumed that the different flexibility of the human body and the rolling motion of the subway trains are the main cause. At the sitting posture with back seat on, vibration level in the right and left direction at the human ischial tuberosities is lower than that in other directions. Results also show that there were little difference between back-seat on model and back-seat off model. Transmissibility analysis shows how the subway vibration affects the response of a human body.

• 한국전산유체공학회:학술대회논문집
• /
• 2011.05a
• /
• pp.523-528
• /
• 2011

Subway becomes more and more main transportation in major cities. Air pollution in the subway platforms is decreased; however, dust flow inside subway tunnel and train is increased by installing Platform Screen Door. Airflow inside subway tunnel is observed using computational method in this study The airflow characteristics around ventilation shafts and inside the tunnel is studied following the train movement, while the train moves from existing Miasamgeori station to Gireum station ANSYS CFX V12.0.l and ICEM CFD V12.0.l are used to compute the airflow inside the subway tunnel.

• Proceedings of the KSR Conference
• /
• 1998.05a
• /
• pp.160-171
• /
• 1998

Express subway system is one of the effective systems adapting to improve service level. Express trains make fewer passenger stop, using a double track or a bypass track, than local trains which served all stations, Express service has been very popular with passengers who travel uninterrupted between terminals, but is has generated some dissatisfaction among passengers who experience longer waiting time on stations. This study aims at proposing the methodology to analyze changes of travel pattern in subway system adapting the express service and to estimate the time saving effects resulting from the installation of the express system. This methodology is evaluated in the fifth line under an assumpt ion that express subway system are adapted. Based on the results of the case study, the following conclusions are made: First, express system reduce a total travel time of 13% or above. Second, shorter headway of express trains increases the time saving effects on subway system. although it requests more waiting time to local train passenger. Third, an installation of Express system to Seoul subway system can augment subway demand in seoul metropolitan area.

• Journal of Korean Society of Transportation
• /
• v.7 no.2
• /
• pp.53-69
• /
• 1989

The management of subway business in large cities has recently become more difficult because of increased construction and operation costs. To cope with this situation, it is necessary to examine the methods of obtaining returns on development profits of land value rises that occur due to subway construction along subway lines, For this purpose, we examined the actual situation of rises in land values brought about by the construction of subway line #3 and line #4 in Seoul with application of three methods. In this research, we have calculated a basis of the development profits produced by the construction of subway line. According to the results, development profits produced by the subway construction differ depending on the method adopted. If, however, we accept line comparison analysis method, the total development profits amount to 557,3 billion won that is equivalent to 37 percent construction cost.