• Proceedings of the Korean Association of Geographic Inforamtion Studies Conference
• /
• 2008.06a
• /
• pp.503-509
• /
• 2008

현재 동경측지계로부터 세계측지계로의 좌표변환을 하기 위하여 고시된 국가좌표변환계수는 우리나라 전 지역에 대하여 산출된 값으로서 지역마다 정확도에서 어느 정도의 오차를 포함하고 있다. 이에 따라 호남고속철도와 같이 대형국책 사업 수행시 좌표변환 오차로 인하여 문제가 발생하는 경우 경제적이나 사회적으로 많은 영향을 미치게 된다. 본 연구 에서는 호남고속철도 사업구간 오송$\sim$광주 180km구간(철도기준점 231점)을 사용하여 전 구간180km을 3구역으로 나누어 각 구역별(60km)의 지역좌표변환계수와 전구간180km 전체에 대한 지역좌표변환계수 산정하여 지역에 따른 좌표변환 시 적용 가능성에 대하여 살펴보았다.

• Journal of the Society of Disaster Information
• /
• v.14 no.3
• /
• pp.262-270
• /
• 2018

Purpose: This paper investigates and analyzes the loss and damage ratio of maintenance monitoring sensor in metropolitan and high speed railroad tunnel in Korea and abroad. Method: After 5~6 years from the installation, the maintenance monitoring sensor on metropolitan transit tunnels showed the loss and damage ratio from 14.2% to 14.8% in Seoul metro line no. 5, 6, 7, 9, and 13.9% in UK channel tunnel. Based on the result, 15% is thought to be a proper set for the elapsed years, which is 5 years from the installation. Results: The maintenance monitoring sensor on high speed railroad tunnels showed the loss and damage ratio of 60.9% in Ho-Nam high speed railroad on 1 stage after 3 ~ 5 years from the installation, which was approximately 4 times as high as that of Seoul metro line no. 5, 6, 7, 9. Conclusion: Kyung-Bu high speed railroad on 2 stage, after 8~10 years from the installation, showed the loss and damage ratio of 66.8%. Based on the result, it can be inferred that the loss and damage ratio increases drastically after 5~10 years from the installation. Therefore, it is necessary to study on the loss and damage ratio of long term elapsed years, especially more than 10 years from the installation.

• Proceedings of the Korean Society for Rock Mechanics Conference
• /
• 2007.10a
• /
• pp.19-36
• /
• 2007

When the trains runs at a high speed in the tunnel, passengers feel a pain in the ear that fast pressure fluctuation inside the tunnel being delivered with pressure fluctuation inside the passenger car. These phenomena are called "aural discomfort". Aural discomfort increase the passengers' uncomfort so that it is decreased a service level and serious case, it is able to damage the ear of the passenger. therefore aural discomfort must be considered the high-speed railroad tunnel cross-section design. To solve the problem of aural discomfort in a railway tunnel, some countries have standards on aural discomfort. It has been studied that different countries have different standards on aural discomfort. For that reason, the criteria of aural discomfort was reviewed through the standards of Kyungbu HSR line and different countries in this paper. And then Numerical Analysis of the Characteristics with tunnel cross-section change has been used for the selection of the optimum cross-section of Honam. The numerical analysis results were compared to field test results in order to verifying the reliability of the numerical analysis.

• Proceedings of the KSR Conference
• /
• 2007.11a
• /
• pp.1370-1378
• /
• 2007

High speed railway bridge is affected on safety of bridge by dynamic amplification effect, when dynamic response of bridge is equal to effect cycle load for rolling stock axle according to high speed operation train. And excessive deformation of structure has negative effect on operation safety of train and comfort of passenger due to fluctuation of wheel load by torsion of track etc. and decrease of contact force on vehicle wheel-rail. To ensure the safety of track and train operation safety, it is have to perform the study on resonance and deformation of structure. That criteria and requirement of railway bridge is limitation of vertical acceleration on deck for dynamic behavior of structure, contact of vehicle wheel and rail, limitation of face distortion and rotation angle of end deck, and limitation of vertical displacement by train. Unlike KYEONGBU High Speed Railway, New constructed HONAM High Speed Railway have to applied the new requirement for dynamic behavior safety according to change of condition which is type of ballast (slab ballast), interval of track, and actual rolling stock load. Therefore, in this paper, it was conformed the dynamic characteristic due to parameter, which related with above mentioned criteria, for steel composite bridges.

• Proceedings of the Korean Society for Rock Mechanics Conference
• /
• 2008.03a
• /
• pp.51-68
• /
• 2008

When the train enters into a tunnel a high speed, pressure waves are generated inside the tunnel. The pressure waves at propagate in a form of compression wave toward the tunnel exit and a fraction of the compression waves that arrives at the exit of the tunnel are discharged to outside of the tunnel and the remainder is reflected into the tunnel as expansion waves. The compression waves emitted from the tunnel does not radiate in a specific direction but in all directions. If the amplitude of the compression wave is great, it causes noise and vibration, and it is called "Micro-Pressure Wave." "Micro-Pressure Wave" must be considered as a decision for the optimum tunnel cross-section as the amplitude of the compression wave depends on train speed, tunnel length, area of tunnel and train. Therefore, this paper introduces the case study of Micro-Pressure Wave characteristics for determination of tunnel cross section in Honam high speed railway, the pressure inside the tunnel and the micro-pressure waves at tunnel exit were measured at Hwashin 5 tunnel in Kyungbu HSR line. At the same time. a test of train operation model was performed and then the measurement results and test results were compared to verify that the various parameters used as input conditions for the numerical simulations, which were appropriate. Also a model test was performed, in order to analysis of the Micro-Pressure Wave Mitigation Performance by Type of Hood at Entrance Portal.

• Proceedings of the KSR Conference
• /
• 2004.06a
• /
• pp.386-391
• /
• 2004

일반적으로 철도수요를 추정할 때에는 매표실적에 근거한 직접수요모형(Direct Demand Model)을 많이 사용하여왔다. 고속철도가 2004년 4월 개통됨으로써 실행된 수요가 나옴에 따라 이를 이용하여 KTX와 일반철도를 고려한 직접수요모형의 작성이 가능하게 되었다. 따라서 본 논문에서는 고속철도 운행 전${\cdot}$후의 실제수요를 이용하여 고속철도 개통 전${\cdot}$후의 직접수요모형을 추정하여보았다. 모형에 사용되는 변수로는 철도서비스, 사회경제지표 등을 사용하였다. 그 중 철도서비스, 즉 운행시간, 운행빈도, 운임 등을 집중적으로 사용하여 모형을 작성하였다. 이렇게 작성된 모형은 KTX와 일반철도, 일반철도 등급간에서 철도서비스 변수의 기여를 명시적으로 제시해준다. 개발된 모형을 이용하여 KTX 및 일반철도의 운행방향에 대하여 검토하였다.

• The Journal of Korean Institute of Communications and Information Sciences
• /
• v.42 no.5
• /
• pp.1110-1116
• /
• 2017

Depending on the operating characteristics, track circuit is installed for the purpose of direct or indirect control of the signal device, point switch machine and other security device. These are mainly used for train detection, transmission of information, broken rail detection and transmission of return current. Especially, the return current is related to signal system, power system and catenary line, and track circuit systems. It is one of the most important component shall be dealt for the safety of track side staff and for the protection of railway-related electrical system according to electrification. Therefore, an accurate analysis of the return current is needed to prevent the return current unbalance and the system induced disorder and failure due to an over current condition. Also, if the malfunction occurred by the return current harmonics, it can cause problems including train operation interruption. In this paper, we presented measurement and analysis method at return current and it's harmonics by high speed train operation on the honam high speed line.

• Magazine of the Korea Concrete Institute
• /
• v.26 no.5
• /
• pp.57-62
• /
• 2014

• Magazine of korean Tunnelling and Underground Space Association
• /
• v.12 no.2
• /
• pp.75-83
• /
• 2010

• Magazine of korean Tunnelling and Underground Space Association
• /
• v.12 no.1
• /
• pp.56-62
• /
• 2010