• Journal of Korean Society of Transportation
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• v.22 no.6
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• pp.159-173
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• 2004

Using a generalized translog multiproduct cost function model, this paper examines economies of scale and scope in the vertically-integrated Korean railway industry. The paper then conceptualizes that the Korea National Railroad (KNR) produces four outputs (passenger-kilometers, ton-kilometers of freight, average length of passenger trips, and average length of freight haul) using three input factors(labor, fuel and maintenance, and rolling stock and capital). Using time series data collected from the KNR's annual records for the years from 1977 to 2002, the simultaneous equation system consisting of a cost function and two input share equatins is estimated with the Zellner's iterative seemingly unrelated regression. The findings show that the cost function corresponding to a non-Cobb-Douglas, non-homothetic, and non-homogeneous production technology adequately represents the KNR's cost structure. On the other hand, the Korean railway industry experiences sizeable overall scale economies, which result from substantial product-specific scale economies associated with passenger-kilometers and freight ton-kilometers and from scope economies associated with their joint production. In addition, the magnitude of economies of scope is influenced largely by the ratio of passenger trips, and has increased over time as the former has increased while the latter has decreased.

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2000.11a
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• pp.176-182
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• 2000

철도교에서 철도역사의 경우 도로교와 달리 승객의 이동시 필요한 승강장이 존재하기 때문에 승강장의 통로를 위해 개구부가 존재할 수밖에 없다. 따라서 철도교의 철도역사에 대한 구조해석 시 슬래브에 위치한 개구부에 대한 고려가 필수적이다. 그러나 최근까지의 철도교의 철도역사에 대한 구조해석은 2차원 평면 해석에 의존하는 경우가 많아서 개구부에 대한 고려가 없거나 소홀했던 것이 사실이다.(중략)

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.177.2-208
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• 2002

국내 철도사업은 1899년 경인선이 개통된 이래 1970년대까지 지역 간 수송수단으로써 여객은 물론 산업물자 수송 등을 통해 국가 경제 발전의 초석이 되었으나, 1970년대 이후 고속도로의 투자와 함께 자동차 대중화 시대를 맞이하면서 철도는 도로교통에 지배적 위치를 내어 주게 되었으며 계속되는 투자부족과 수송시장의 변화에 대처하기 어려운 철도운영체계로 인해 서비스 수준 저하, 수요감소, 수입 감소로 이어지면서 경영적자를 야기하고, 이러한 재정적 어려움은 재투자를 어렵게 하는 등의 구조적 악순환이 반복되고 있다.(중략)

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2003.10a
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• pp.286-292
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• 2003

철도는 1960년대 산업화 이후 급속한 도시화 과정에서 인구의 집중, 도시의 비대화로 인해 늘어나는 교통의 수요와 대량운송 및 정시운행이라는 장점으로 국가산업의 발전과 국민편익에 편리함을 제공하는 등의 지대한 공헌을 하였다. 그럼에도 불구하고, 이러한 발전과 편리함 속에 소음과 진동의 환경공해를 유발하여 철도 주변에 위치하고 있는 거주시설 및 상업시설 등의 거주민들이 생활을 영위함에 있어 불쾌감, 수면방해, 집중력 감소, 시설물의 피해 등의 영향을 주고 있다.(중략)

• Proceedings of the KSR Conference
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• 2009.05a
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• pp.1895-1905
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• 2009

Recently it is required to present a new goal and direction regarding a railroad industrial informatization in order to respond to external change of environment along sharp development technical information communication (ICT), establish a strategic plan for o establish a strategic plan for harmonious developments of private and public sector through harmonious developments of private and public sector and efficient investments on an railroad industrial informatization. Forwarding plans for informatization industrial the existing railroad have been proceeded mainly around informatization of related organization regarding railroads. Study to have read to this established informatization architecture industrial a railroad for establishing deliberate systematic forwarding regarding informatization industrial a railroad of the center functional service a railroad taking charge of. we selected a system sub-of 25 by each fields for this after classifying it to, eight fields such as construction, train driving control, environment, maintenance, logistics, a train, assets management, passenger service.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.251-261
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• 2006

FMEA(Failure Mode and Effects) is a procedure for the analysis of a system to identify the potential failure modes, and their effects and causes to reduce or mitigate the critical effects of the system. Recently, FMEA is used in various industries and it is specialized in each industry. For instance, MIL-1629a in Military industry, SAE-J1739 in Automotive industry and other industry are using specialized FMEA method. Though Railroad industry requires the high reliability system, it does not have the FMEA method which is specialized to them. So in this paper, we examined the MIL-1629a, SAE-J1739, IEC-60812 and compared those standards. Furthermore, we propose the FMEA method that is specialized to the railroad system.

• Railway Journal
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• v.20 no.4
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• pp.61-69
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• 2017

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2000.11a
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• pp.76-81
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• 2000

972년 태백선을 시작으로 우리나라에 전기철도가 도입된 이래 수도권에 전기철도가 건설되어 운행되어왔고 최근에는 수도권 광역 전철망, 충북선 전철화, 경부선 전구간의 전철화 등 기존철도의 전철화 사업이 지속적으로 추진되고 있다 한편으로 경부고속철도의 건설과 함께 기존철도의 운행속도 향상, 시스템 보호 및 유지 보수의 현대화 등이 과제로 등장하였고 이를 해결하기 위하여 최신 전차선로 설비의 도입 등과 함께 전철 시스템의 전반적 기술검토의 필요성이 제기되었다.(중략)

• Journal of the Korean Society for Railway
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• v.20 no.1
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• pp.128-141
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• 2017

This paper analyzes the under-researched field of the characteristics of th Chosun private railway, such as laws, systems, human resources, and subsidies associated with this railway, in an effort to increase our understanding of these characteristics. It was found that the private railway shared strong identity resemblance with a national project, as it served to assist the roles of the main national railway. General patterns of change of the company indicate that the private railway received increased subsidies consequent to the amendment of a related law and that it was strongly influenced by Japan's railway policies. The private railway system during the Chosun period more subsidies than those administered by Japan, and they tended to depend on fund raising for external capital. A tendency of many board members to be from the Chosun bureau was also noted. Profits in the private railway system were relatively low compared to those of the national railway such that the deficits were supplemented by the subsidies redeived. Based on corroborating examples, the private railway system can be said to have been an organization that had strong connections with national projects. It was especially related to regional industries according to an examination of the distribution of lines, which shows that most assisted the main railway or coincided with regions undergoing industrial development. Typically, northern areas were for resource development while southern areas were for agricultural production and/or passenger transportation. The company carried dual traits as it operated as a subsidiary enterprise for peripheral profit while also playing a role in transportation.

• Journal of the Korean Society for Railway
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• v.13 no.5
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• pp.528-534
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• 2010

In the new growth theory, R&D stock is the third factor of production excluding a labor and capital. In this point, a R&D stock is located in a capital which is accumulated by money like existing capital and this is a knowledge capital. The effort for escalating this knowledge capital is R&D investment and R&D stock is an accumulation of this. A contribution degree of the economic growth and a return of R&D investments are analyzed by an estimation of relation R&D stock and a total factor of productivity. This study analyzed R&D stock of railroad R&D investments and compared R&D stock with a technical level. So, a technical level is proportionally escalated following escalation of R&D stock. and compared railroad industry weight on the GDP with a railroad R&D stock weight on whole industries R&D stock. According to a relatively small railroad R&D stock weight against the railroad industry weight, a continuous railroad R&D investment is needed.