• Journal of the Korean Society of Safety
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• v.33 no.6
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• pp.85-92
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• 2018

This study aimed to reduce of traps incident of metro train door by suggesting preventive actions throughout analyzing why railway drivers and passengers commit unsafe behaviors which are human factors making occurrence of the incidents. The incident cases were analyzed and Incident Tree was structured by brainstorming with safety experts. In addition, the questionnaire survey was conducted for comparison with the analysis results. As the result, this study suggested driver's factors, passenger's factors, and public relation plan for safe use of metro in order to reduce the frequency of the incidents. For driver's factors, implementing job-rotation systems between railway and non-railway drivers, installing Object Detection Sensors between the metro doors and PSD, and flexible operation of dwell time were suggested. For passenger's factors, placing a platform safety person, installing a safety fence in front of the stairs and the elevators, and country wide public relations through mass media were suggested.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.33 no.6
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• pp.367-374
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• 2020

A standard for the vibration magnitude of a maglev train is presented herein to ensure a comfortable ride for the passengers. The vibration magnitude is determined from the vertical acceleration of the car body. A parameter analysis of the maglev train system is then performed considering the vehicle-structure interaction, and a deflection limit of L/1300 is proposed to satisfy the standard for the vertical acceleration. The proposed deflection limit is applied to the dynamic analysis of the actual maglev train system to assess applicability. Compared with the existing standard for the guideway structure, the proposed deflection limit is expected to enable economical design and construction.

• Journal of the Korean Institute of Landscape Architecture
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• v.31 no.4
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• pp.39-48
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• 2003

The Office of Korean National Railroads announced a design competition for Kwangyang Station and sought design proposals in October of 2002. The authors collaborated on a landscape design for Kwangyang Station and earned first prize in the competition. The Office decided to construct outdoor public spaces of Kwangyang Station for railroad users, visitors and staff, and local residents. The landscape design covers the following: site inventory and analysis; integration of design program and site analysis; evaluation of design concept; selecting a winning design alternative; schematic design including circulation form and spatial form; and design development including subarea design. In the design process, the authors focused on the integration and interpretation of site conditions as related to the Kwangyang Station building. They also collectively analyzed and considered the physical development of the outdoor spaces of Kwangyang Station. The following are some of the major areas in the design of the outdoor spaces of Kwangyang Station: 1) a plaza for waiting, 2) an entry area for passengers, 3) a train cafeteria, 4) a cultural plaza, 5) an image wall, and 6) a symbolic pond. The plaza for waiting is created as a place for users to wait and rest. The entry area for passengers provides an area for pedestrians approaching, passing and strolling. The train cafeteria features trains, lawns, grasses and trees. The cultural plaza is a main area representing the regional characteristics of Kwangyang. This plaza also provides an area for various public events. The image wall is meant to be an exhibition space for displaying the advancements of Korean National Railroads in sculptural image forms. The symbolic pond consists of an area with symbolic water features and several sculptures with artistic value. In the authors' design, the outdoor spaces of Kwangyang station are created as a new type of public realm with function, regional quality, original identity, cultural context, symbolic meaning and images, and beauty. The designed spaces would be one of the most representative places of interest and attraction in Kwangyang.

• Journal of the Korean Society for Railway
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• v.19 no.5
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• pp.609-616
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• 2016

The Passenger Service Equipment(PSE) provide various train operation data such as flag station data. When PSE incur service failures or errors, passengers who use the train feel great inconvenience. In this paper, I have chosen PSE that were important to passengers and have applied Reliability Centered Maintenance(RCM), deviating from the existing perspective that operators have taken to perform RCM. FMEA/FMECA was performed for reliability analysis of the PSE. The highly critical device among the PSE is defined as the Passenger Information Control System(PICS), which is used to control the automatic announcement and signaling board. Through Weibull distribution of the PICS, failure analysis was performed. Based on the analyzed results, I have proposed a solution that will minimize service failure of PICS.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.5
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• pp.1547-1552
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• 2014

AREX (Incheon Airport Railway Express) operates trains between Seoul and Incheon Airport. One type of trains stops on every 10 stations, and another only on the two end-stations which called an Express train. The passengers traveled on express trains are very small since there are only two stops, Seoul and Incheon Airport Stations. The passengers of express trains will be more attracted if the express train stops on the intermediate stops (Gimpo station) since Line #9 and Line #5 are connected to from Gangnam. An on-board survey was conducted to predict the potential demand in case the express train stops at the Gimpo station. Further the costs required to improve platforms of the station were estimated to figure out the economic feasibility against the demand increases. It analyzed 938 increases for the case of intermediate stopping on the same travel time condition and 1,299 increases for the case of extra stop with decreased travel time. The study concluded the latter case appears desirable in the stance of long-term while both cases are economically feasible.

• Journal of Korean Society of Transportation
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• v.22 no.7 s.78
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• pp.41-48
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• 2004

We may consider the inducement of demand to public transportation as a solution to relieve traffic congestion and pollution. Subway has merits as moving on schedule, transporting more people than bus. But subway is required a vast investment in the early stage of construction has a huge debt. So it runs into red figures, and on this account, services of subway are falling more and more. Development of subway's operation cost function is useful to understand structure of subway's operation and catch the relations of operation cost and actual results. In addition, we can present the policy that is a helpful to the operation as development of operation cost function. But there are short of studies about operation cost deal with a subway comparison with local train. Because local train has many lines and data, on the other hand, subway has one to four lines and less data. Most of previous studies sought the operation cost function of Seoul. So this study aimed to develop and apply the operation cost function of Seoul, Incheon, Busan and Daegu area using full allocation method. In this study, we considered the number of passengers, track-km, train-km, revenue as actual results. By appling the operation cost function, we compared the average cost of each city and confirmed the existence of economies of scale about the number of passengers, train-km.

• Journal of the Korean Society for Railway
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• v.16 no.6
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• pp.454-459
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• 2013

Pressure waves are generated and propagate in a tunnel when train enters tunnel high speed. A compression wave due to the entry of train head propagates along the tunnel and is reflected at tunnel exit as an expansion wave. An expansion wave due to the entry of the train tail propagates along the tunnel and is reflected at tunnel exit as a compression wave. These pressure waves are repeatedly propagated and reflected at the tunnel entrance and exit. Severe pressure changes causes ear-discomfort for passengers in the cabin and micro pressure waves around the tunnel exit. It is necessary to analyze the transient pressure phenomena in tunnels qualitatively and quantitatively, because pressure change rate is considered as one of the major design parameters for optimal tunnel cross sectional area and repeated fatigue force on car body. In this study, we developed a characteristics method based on a fixed mesh system and boundary conditions for crossing trains and analyzed this system using an X-t diagram. The results of the simulation show that offsetting of pressure waves occurs for special entry conditions of a crossing train.

• Wind and Structures
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• v.35 no.2
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• pp.83-92
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• 2022

When the rolling stocks run on the curve, the external rail has to be lifted to a certain level to balance the centrifugal force acting on the train body. Under such a situation, passengers may feel uncomfortable, and the slanted vehicle has the potential overturning risks at high speed. This paper conducted a wind tunnel test in an annular wind tunnel with φ=3.2 m based on a 1/20^th scaled high-speed train (HST) model. The sensitivity of Reynolds effects ranging from Re = 0.37×10⁶ to Re = 1.45×106 was tested based on the incoming wind from U=30 m/s to U=113 m/s. The wind speed covers the range from incompressible to compressible. The impact of roll angle ranging from γ=0° to γ=4° on train aerodynamics was tested. In addition, the boundary layer development was also analyzed under different wind speeds. The results indicate that drag and lift aerodynamic coefficients gradually stabilized and converged over U=70 m/s, which could be regeared as the self-similarity region. Similarly, the thickness of the boundary layer on the floor gradually decreased with the wind speed increase, and little changed over U=80 m/s. The rolling moment of the head and tail cars increased with the roll angle from γ=0° to γ=4°. However, the potential overturning risks of the head car are higher than the tail car with the increase of the roll angle. This study is significant in providing a reference for the overturning assessment of HST.

• Journal of the Korean Society for Railway
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• v.16 no.3
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• pp.189-195
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• 2013

Recent trains have broadband train communication networks to improve train operation safety and to provide passengers with multimedia services. Compared to glass optical fiber, plastic optical fiber (POF) has a large diameter; it also provides the good durability and maintainability necessary to railway applications. This paper suggests an All-IP broadband train communication network that connects all devices in the train through a POF interface. Performance tests according to Korean railroad standards shows that this POF interface is usable in the range of vibration and temperature conditions encountered in trains. A dedicated Layer-2 switch with the POF interface is developed for the construction of the All-IP train communication network. A prototype 1Gbps train communication network was set up in a trial-run of train on a metro line using the developed Layer-2 switch and POF. On-track tests indicated the feasibility of the POF train communication network. POF has an additional advantage of economic feasibility, and it is expected to start a trend toward broadband train communication networks using POF.

• Korean System Dynamics Review
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• v.16 no.2
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• pp.5-32
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• 2015

Last year, a disastrous accident happened on the sea. Car ferry Se-wol which was on its way from In-cheon to Je-ju sank in the middle of the western sea. 304 passengers were drowned at the sea in the accident. There were no passengers who were waiting on board ship rescued in the accident. This study is to review the pattern of decision making in the middle of saving a life, right after Se-wol was about to sink. The starting point of this study is decision making on the rescue by rescue corps with no expert knowledge at the initial stage. When it comes to saving victims, there was no expert on rescue on the sea. Failure in rescue at Se-wol disaster lets us find a vicious circle of positive feedback loop. Experts with no experience act like well-qualified persons. Unqualified persons(leaders) have no expertise. Those who pretend to be expert occupy the important post in the hierarchy. It means we could not accumulate expertise of know-how in rescue division. That's why a vicious circle of positive feedback is formed in areas of disasters. It is necessary to train experts in Government Organizations to weaken the vicious circle of positive feedback.