• Journal of the Korean Society for Railway
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• v.20 no.2
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• pp.275-287
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• 2017

During the feasibility study of new rail lines, maintenance cost of railway infrastructure has mostly been estimated based on the track length and on simplified parameters; however, the estimation reliability can be improved by employing the correction factor from UIC 715, as well as the line classification in UIC 714. The correlations between maintenance cost and various parameters such as weighted track length based on line classification, radius of curvature, gradient and worn -out rate have been analyzed according to the case studies. Prediction of the maintenance cost has been carried out using the cost data, which were representative of the whole cost data; as a result, it was demonstrated that a cost model based on the line classification and the correction factor was more reliable than the existing models. Furthermore, possibilities of using data from both the track measurement vehicle and from the maintenance information system, which are under development, have been investigated and, based on this investigation, a combined cost model using line classification, radius of curvature, gradient and worn-out rate, among other factors, will be proposed in the near future.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.6
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• pp.727-736
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• 2021

Road tunnel lengths are increasing. Some 1,300 tunnels with 1,102 km in length had been increased till 2019 from 2010. There are 64 tunnels over 3,000 m in length, with their total length adding up to 276.7 km. Safety facilities in the event of a tunnel fire are critical so as to prevent large-scale casualties. Standards for installing disaster prevention facilities are being proposed based on the guidelines of the Ministry of Land, Infrastructure and Transport, but they may be limited to deep underground tunnels. This study was undertaken to provide guidelines for the spacing of evacuation connection passages and the widths of evacuation connection doors. Evacuation with various spacing and widths was simulated in regards to evacuation time, which is the measure of safety, using the evacuation analysis simulation software EXODUS Ver.6.3 and the fire/smoke analysis software SMARTFIRE Ver.4.1. Evacuation connection gates with widths of 0.9 m and 1.2 m, and spacings of 150 m to 250 m, were set to every 20 m. In addition, longitudinal slopes of 6 % and 0 % were considered. It was determined to be safe when the evacuation completion time was shorter than the delay diffusion time. According to the simulation results, all occupants could complete evacuation before smoke spread regardless of the width of the evacuation connection door when the longitudinal slope was 6 % and the interval of evacuation connection passage was 150 m. When the evacuation connection passage spacing was 200 m and the evacuation connection gate width was 1.2 m, all occupants could evacuate when the longitudinal slope was 0 %. Due to difference in evacuation speed according to the longitudinal slope, the evacuation time with a 6 % slope was 114 seconds shorter (with the 190 m connection passage) than with a 0 % slope. A shorter spacing of evacuation connection passages may reduce the evacuation time, but this is difficult to implement in practice because of economic and structural limitations. If the width of the evacuation junction is 1.2 m, occupants could evacuate faster than with a 0.9 m width. When the width of a connection door is 1.2 m with appropriate connection passage spacing, it might provide a means to increase economic efficiency and resolve structural limitations while securing evacuation safety.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.24 no.3
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• pp.251-259
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• 2006

For the electrification of the existing railways, the security of the restriction boundary of building with mechanistic stability research on the antiquated tunnel must be accomplished essentially. If the tunnel don't secure its restriction boundary of building, the reconstruction based on improvement of tunnel alignment are generated and its surveying data are required. The precise surveying was conducted with the same coordinate system for three tunnels of Youngdong tramline, and the restriction boundary of building of the straight and curve section were analyzed effectively by acquiring the data of profile and cross section, profile rail-height, rail-grade, cross tunnel height, and restriction boundary of building. This study is presented for valuation data of the stability of the electrification design to construct and analyze restriction boundary of building, which compared with the drawing and its existing design using profile and cross section. After this, it is interoperable to increase the development of real-time monitoring system on the tunnel structures.

• Journal of the Korean Institute of Landscape Architecture
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• v.40 no.4
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• pp.51-61
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• 2012

Kyong-Eui Railway used to be one of the major cross-country railways connecting Busan and Shineuiju. Being the central axis of logistics and transportation in Korea, it also signifies a symbolic meaning of the people's desire for the unification of divided Korean peninsula. A steam locomotive that had stopped in Jangdan Station was bombed out during the Korean War. The locomotive has been neglected and covered with rust in DMZ over a half century, and now is becoming a historic reminder of divided Korea. The initial design approach was based on the three main perspectives of the relocation plan of the steam locomotive in Jangdan Station which is designated as the registered cultural asset no. 78: historical significance, role of a monumental space, and influence on and from the local culture and tourism. Three design subjects were especially highlighted which would represent the identity of the cultural asset, the stream locomotive. First, a vertical watching deck was installed to provide various view points toward the locomotive while ensuring the security of visitors as well as the cultural asset. Second, the Dokgae bride area has good design potentials being on the railway. However, the site is too narrow. Thus, a new ramp and a stairway were placed responding to the existing topography so that the pedestrian environment could be secured last, to respect the local context where the locomotive was originally located, mulberry trees in the locomotive were transplanted as well. Flowering plants were planted around the display area for better ventilation to minimize the negative impact on the locomotive.

• Proceedings of the Korea Water Resources Association Conference
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• 2022.05a
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• pp.312-312
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• 2022

우리나라는 하천법 및 소하천정비법에 의거하여 하천기본계획 수립 또는 하천의 지정 및 변경고시 시 하천구역을 지정하고 있다. 하천구역은 일반적으로 제방부지 및 제방하심측 토지경계를 기준으로 지정하나, 제방이 존재하지 않는 무제부 구간의 경우 명확한 제방경계가 없는관계로 하천법 제 10조 3항에서 5항까지 별도의 기준을 통해 하천구역 지정을 권장하고 있는 실정이다. 하천구역 설정 시 기준으로 삼는 횡단측점 자료의 경우 그 특성상 하천의 종단방향으로 불연속적인 특징을 갖고 있어 평면상 정확한 경계의 파악이 어려우며, 도로·철도 등 선형시설경계를 하천구역으로 설정 시 편입용지의 보상기준이 모호하여 다량의 민원이 발생하고 있다. 본 연구에서는 하천정비 시 기본계획이 수립되어 각 횡단측점별 결정된 계획홍수위를 기반으로 인접 지형의 홍수위 영향범위를 자동으로 추출하여 하천구역을 정밀하게 결정할 수 있는 방법론을 정립하고자 한다. 첫째로, 하천중심선의 각 측점의 위치정보와 하천의 지형을 위상정보체계로 구성하여 DB를 구축하였다. 둘째로, 측선과 측선사이 절점에 계획홍수위를 선형보간하여 부여하고 이를 지형도의 최단거리에 위치한 지형의 격자표고와 비교해 침수여부를 판단한다. 셋째, 최단거리 지형격자가 침수로 판단될 시 인접한 8개 지형격자의 지형표고와 홍수위를 비교하여 반복적으로 위 과정 수행을 통해 계획홍수위 기반 침수범위를 추출한다. 마지막으로, 이를 수치지형도에 중첩시켜 최종 정밀 하천구역을 결정할 수 있다. 이를 이용하여 산정된 정밀한 하천구역 경계설정을 통해 하천 내사유지 편입을 최소화함과 동시에 명확한 하천구역 구획기준을 정립하여 토지소유주와 담당부처 간 논의 시 기반자료로 활용될 수 있고, 하천구역의 신속하고 정확한 구역설정을 통해 하천인근의 토지이용 고도화 및 효율적인 이용이 가능할 것으로 기대된다.