• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2952-2960
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• 2011

The railway safety in Koreaisthreatenedduetotherestructuring of the railway industries, introduction of the Korea Train eXpress (KTX) and electrification of the conventional lines. Many technical backgrounds are required to control railway accidents as low as reasonably practicable, such as a railway safety act, safety standards, and safety assessment infrastructures. Korean government and the Korea Railroad Research Institute (KRRI) are conducting an integrated R&D program for improvement of the railway safety, where the target is to reduce the accident fatalities by half. The program is composed of three parts; the safety system engineering and the program management, the establishment of a safety management system, and the development of techniques for assessing and preventing major railway accidents. Details of the research programs are explained in this paper, where risk is used as the major control measure.

• Proceedings of the Korean Institute of Electrical and Electronic Material Engineers Conference
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• 2010.06a
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• pp.261-261
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• 2010

In electric railways, high speed trains are normally supplied by AC 25kV power by contact between a pantograph contact strip and a contact wire. Advanced railway operating countries are actively researching various areas for the development of contact strips due to the reason that the properties of contact strips are one of the key factors of electric railways. This paper applied nano technology which is rapidly growing in many areas to the contact strip of a pantograph for current collection performance improvement considering speed up of electric railways. In detail, this paper proposes a method to dope nano particles of metal to a Korea Train eXpress(KTX) carbon pantograph and its measurement results. It is expected that the contents of this paper be used for preliminary study of high-speed railway current collection technologies.

• Korean Journal of Air-Conditioning and Refrigeration Engineering
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• v.14 no.11
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• pp.871-879
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• 2002

The characteristics of flow and heat transfer in the heat exchanger of heat pipes with fins have been studied numerically for cooling enhancement of electronic components of KTX (Korea Train eXpress). Numerical analysis and methodology have been conformed by comparing the experimental results for inlined array of heat pipes. The staggered arrangement of heat pipes has been proposed in order to achieve heat transfer enhancement. As results, the geometry change to the staggered array is conformed to increase the heat transfer of the system accompanied by an increase of pressure drop. The current results of friction factor and Colburn j factor are presented in terms of Reynolds number and staggered distance, and are expected to use for design and manufacture of such a system.

• Journal of the Korean Society for Railway
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• v.7 no.1
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• pp.10-25
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• 2004

2004년 4월 1일. 단군이래 최대의 국책사업인 한국고속철도 KTX(Korea Train eXpress)가 지난 12년의 산고 끝에 경부ㆍ호남 동시 개통되어 최고속도 300km/h로 영업을 하게 되는 날이다. 1989년 5월 서울∼부산간 경부고속복선전철을 1998년에 완공하는 것으로 계획을 수립하고 철도청에 고속전철 기획실을 설치한 이래 1992년 3월 건설전담 조직인 한국고속철도건설공단이 별도로 설립되어 1992년 6월 대전∼천안간 시험선 건설의 첫 삽을 뜬지 12년의 세월이 지나 총 사업비 18조4,358억원 중 1단계 12조7,377억원이 투입되었고 221.1km의 고속신선이 시흥∼대전 조차장, 옥천∼신동구간에 건설되었다. 또한 고양기지∼시흥, 대전 및 대구 연결선, 대구∼부산간 기존선이 전철화되었고, 1999년 12월 확정한 호남선 복선 전철화계획에 의해 서대전∼목포 구간이 총사업비 8,994억원이 투입되어 전철화 됨으로써 동서화합차원에서 2004년 4월 1일 서울∼부산, 서울∼목포간 동시 개통되게 되는 것이다. (중략)

• Proceedings of the KSR Conference
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• 2010.06a
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• pp.1918-1923
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• 2010

In electic railway, 25kV is applied to AC sections of overhead contact lines and pantographs of Korea Train eXpress(KTX) make contact at speeds of 300km/h. Thus, there is a need to utilize wireless, optic, contact-less sensors to implement condition monitoring systems. This paper is based on describing and analyzing the condition monitoring system implementation technologies for efficient catenary current ratio characteristic assessment. The conclusion of this paper should be widely applied to design, diagnosis, completion of construction, current collection status, fault diagnosis, and selection of contact wires and suspension wires.

• Journal of the Korean Institute of Electrical and Electronic Material Engineers
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• v.22 no.3
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• pp.218-221
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• 2009

This paper reports on measurement method for the fiber optic strain monitoring of overhead contact line systems of trains, We used FBG (Fiber Bragg Grating) sensors to measure the strain variation of overhead contact line. FBG sensors can sensitively measure the variation of strain and! or temperature by the shift wavelength of reflected wave according to the lattice variation during the measurement. FBG sensor were attached on the contact line and connected to the monitoring system with optical fibers. The monitering system with FBG sensors showed very good sensitivity to measuring strain variation and this system could be applied to the overhead contact line of KTX (Korea Train eXpress).

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.527-536
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• 2022

The purpose of this study is to predict changing traffic environments and related economic effects by reflecting the changed KTDB and socio-economic indicators pertaining to Mulgeum station, a general railway stop, when it is confirmed as a KTX stop. To analyze the data of this study, socioeconomic indicators and the general status of transportation facility operations were investigated with reference to related statistical data, centered on the country overall and on Yangsan city in particular. In addition, we investigated and referenced the railroad facility construction plan and train operation plan, which are national high-level plans related to land development and transportation network construction. Currently, there are only ITX trains (4 times/day) and Mugunghwa trains (29 times/day) that stop at Mulgeum station in Yangsan, meaning that passengers cannot use KTX trains in the Yangsan area. In particular, the need for a KTX stop at Mulgeum station has been continuously raised because train users in the Yangsan area have inconvenient transportation in that they must travel 40 minutes to Ulsan station or 30 minutes to Gupo station to use the KTX. As a result of analyzing railroad transportation demand that will change in the future as the KTX stop at Mulgeum station is confirmed, the number of passengers boarding and arriving at Mulgeum station is predicted to be 1,674 passengers/day by 2025. In addition, the numbers of train passengers that are converted from Ulsan and Gupo stations due to the stop at Mulgeum station are predicted to be 594 passengers/day boarding and 562 passengers/day arriving by 2025. In the future, if Yangsan citizens use the KTX Mulgeum station, the access time to Mulgeum station can be shortened to 22 minutes from 65 minutes, and it is predicted that the inconvenience of transferring between railroads will be resolved, with the waiting time for transfers reduced by up to a maximum of 40 minutes. Therefore, the economic effect of creating a KTX stop at Mulgeum station was analyzed to be B/C=1.823 when general railroad operating costs are not taken into account and B/C=2.127 when general railroad operating costs are considered. In conclusion, when using KTX trains to visit the Seoul Metropolitan Area, it takes 2 hours and 43 minutes to use Mulgeum station without using Ulsan station or Gupo station, which is considered to be very effective for reducing travel times and improving the economic feasibility of this development; it is also expected that Yangsan city will be able to improve accessibility and mobility to the Seoul Metropolitan Area by breaking free from the disgrace of being a remote location given its link to KTX in the future.

• Journal of the Korean Society for Railway
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• v.13 no.2
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• pp.236-243
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• 2010

We examine the change in healthcare utilization pattern of cancer patients since the launch of KTX in 2004. It is found that during the year of 2004 and 2005 the rapid increase in the ratio of cancer patients' healthcare utilizations for the tertiary hospitals in Seoul to the total healthcare utilizations has accompanied the rapid decrease in the corresponding ratio for the tertiary hospitals in the local metropolitan areas under the influence of KTX while the corresponding ratio for the tertiary hospitals in the local cities with little influence of KTX on them has exhibited mild change. Since healthcare consumers' choice of hospitals can be characterized by "foot voting" action in the healthcare service market in Korea, such a phenomenon may have strong implication that the introduction of KTX may have affected substantially the inter-area healthcare utilization pattern by cancer patients by reducing various sorts of long-distance travel costs. Therefore, considering the potential contribution of KTX to the increase of cancer patients' accessibility to hospitals with higher qualities, support policies such as fare discount for low-income cancer patients in local areas may need to be taken into consideration where the well-designed fare discount program for low-income cancer patients may increase utilizations of KTX by lowincome cancer patients without incurring additional costs to running of KTX.

• Journal of the Korean Society of Manufacturing Technology Engineers
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• v.23 no.3
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• pp.310-317
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• 2014

The Next-generation High-speed Rail Technology Development Project was started in 2007 by the Korean Government with the aim of developing the core technologies for a high-speed electric multiple unit (EMU) railway system. This is the first attempt to develop a high-speed EMU railway. High-speed EMU trains have superior acceleration and deceleration compared to push-pull high-speed railways such as KTX(Korean Train eXpress). A prototype train was developed and tested on a high-speed line starting in 2012. The new train must maintain running safety during the test. Generally, the international standard (UIC518) is adopted to evaluate the running safety of trains. This method suggests that the test zone must have over 25 sections, and the length of each section must be 500 m. However, it is difficult to implement these test conditions for a real high-speed line. In this study, we analyzed the running safety using several test section lengths (100 m to 500 m) and compared the results. The results of this study will be used to establish a running safety evaluation method for high-speed EMU railways.

• Proceedings of the Korean Geotechical Society Conference
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• 2006.03a
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• pp.86-95
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• 2006

Brillouin backscatter is a type of reflection that occurs when light is shone into an optical fibre. Brillouin reflections are very sensitive to changes in the fibre arising from external effects, such as temperature, strain and pressure. We report here several case studies on the measurement of strain using Brillouin reflections. A mechanical bending test of an I beam, deployed with both fiber optic sensors and conventional strain gauge rosettes, was performed with the aim of evaluating: (1) the capability and technical limit of the DTSS technology for strain profile sensing; (2) the reliability of strain measurement using fiber optic sensor. The average values of strains obtained from both DTSS and strain gauges (corresponding to the deflection of I beam) showed a linear relationship and an excellent one-to-one match. A practical application of DTSS technology as an early warning system for land sliding or subsidence was examined through a field test at a hillside. Extremely strong, lightweight, rugged, survivable tight-buffered cables, designed for optimal strain transfer to the fibre, were used and clamped on the subsurface at a depth of about 50cm. It was proved that DTSS measurements could detect the exact position and the progress of strain changes induced by land sliding and subsidence. We also carried out the first ever distributed dynamic strain measurement (10Hz) on the Korean Train eXpress(KTX) railway track in Daejeon, Korea. The aim was to analyse the integrity of a section of track that had recently been repaired. The Sensornet DTSS was used to monitor this 85m section of track while a KTX train passed over. In the repaired section the strain increases to levels of 90 microstrain, whereas in the section of regular track the strain is in the region of 30-50 microstrain. The results were excellent since they demonstrate that the DTSS is able to measure small, dynamic changes in strain in rails during normal operating conditions. The current 10km range of the DTSS creates a potential to monitor the integrity of large lengths of track, and especially higher risk sections such as bridges, repaired track and areas at risk of subsidence.