• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.11
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• pp.655-662
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• 2016

Accurate stopping control is important for trains, especially now that many train stations are equipped with platform screen doors. Various algorithms have been proposed for accurate stopping control. However, most metro trains in South Korea use classic control algorithms such as PID control because other algorithms are too complex to realize. PID control has merits of simple structure and operation. However, PID control sometimes fails, and much time is needed to find the proper coefficients due to the long control period and the brake delay. We propose a control algorithm that uses a Kalman filter. The Kalman filter estimates the states at the time when braking starts. Then, a suitable control input is derived for proper control. System modeling and a computer simulation were performed with consideration of the brake properties and the period of the control system. The superiority of the proposed control algorithm is shown by analyzing stop errors.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.5
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• pp.1173-1177
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• 2015

The paper suggests to reclassify the casuality accidents types and causes at urban rail stations in the standardized code manner. In order to make standardized codes, 4,086 casuality accidents for Seoul Metro and Seoul Metropolitan Rapid Transit Cooperation (SMRT) are analysed. The standardized code for casuality accident types includes 4 distinct factors; casuality object, casuality location and casuality pattern. Also, the standardized code for casuality accident causes includes 4 distinct factors: casuality trigger, drinking or not, first cause and second cause. This code is deemed to play a big role to link the same casuality accident types or causes which can be used in the process of railroad safety management and emergency response system.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.34 no.3
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• pp.1017-1022
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• 2014

Since the opening of Seoul Subway Line #1 in 1974, the number of passengers has been increasing. The possibility for passenger's accidents in railway stations has also increased. In order to decrease these kind of accidents, railway operation systems have been automated. Nevertheless, the possibility of a casualty accident in railway stations remains. This study analyzed the type of casualty accidents, casualty accidents by age, sex, pedestrian facility, and passenger type based on the internal data of Seoul Metro. The causes of casualty accidents are also found out. Finally, the establishment of railway safety education program and railway safety experience center are suggested in order to prevent the urban railway casualty accident in advance at railway stations.

• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.401-406
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• 2019

The three-dimensional precision numerical analysis was performed using the finite element model applied with the railway track model consisting of rails, sleepers, and track elastic springs(ballast, rail pad). As a result of analyzing the track deformation level of the existing tracks due to the excavation work adjacent to the railway facilities, it was found that the track irregularity evaluation criteria (allowed values) of both conventional and high-speed railways lines were satisfied. Based on the numerical analysis using the track model, it was analyzed that the results of the prediction of the track irregularity due to the excavation work and the level of the track deformation occurring at the actual site could be approximated as closely as possible.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.22 no.1
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• pp.25-38
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• 2023

Seoul Metropolitan Urban Railroad has an undecided route that does not estimate the passenger transportation route. For this reason, the fare of the urban railroad is calculated by the assumption that passengers pass through the minimum distance. Therefore, if a transfer station on the urban railroad is added, the trip shortest distance could be decreased and the fare also reduced. In this study, this phenomenon defines the fare paradox(Shin, 2022) and estimates the impact of the fare paradox by opening the GTX-A. For this purpose, a scenario before and after the opening of the GTX-A has been established, and an additional fare has been estimated by proportional planning of the Seoul Metropolitan Integrated Distance Based Fare Policy. Fare Paradox was analyzed to about 0.024 % of daily income. It is expected to be used as a plan to determine a rate policy, such as the establishment of a GTX-A, B, C, D, and a light rail line.

• Journal of the Korean Institute of Landscape Architecture
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• v.43 no.4
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• pp.15-26
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• 2015

The Daegu Metropolitan Transit Corporation Advisory Committee has chosen 5 styles of bridge-pier designs, including coating, graphic, planting, billboard and safety-facility style, based on the results of landscape simulations from a previous study. This study was conducted to investigate citizen's preferences and emotional images for each style of bridge-pier design, by aiming at the pilot urban landscape improvement section from Daebong Bridge in Suseong Gu to the crossroads near Dongseong Elementary School in Daegu Metropolitan City. The questionnaire was drawn up regarding the urban landscape improvement plans applied to the research area, and the questions were about citizens' perception of bridge-pier structures generated by constructing a light rail transit, important factors to consider when designing bridge piers, preferences for each style of bridge-pier design and emotional impact. 60.4% of the survey participants were found to perceive bridge-pier structures as unattractive, so it was necessary to improve them aesthetically. Regarding visual factors of bridge-pier designs, color was most important at 5.81, followed by form at 5.57. Regarding aesthetic component factors, harmony was most important at 6.07, followed by amenity at 6.00. In the survey participants' preference for each bridge-pier design, the graphic style was preferred most at 4.14, followed by the planting style. In emotional adjectives used for each bridge-pier design, the coating style, the safety-facility style and the non-treatment style showed similar results, and all of these styles were evaluated as artificial, lifeless and desolate. The graphic style and the billboard style showed different tendencies, depending on visual factors and aesthetic component factors applied to the graphic design used for these two bridge-pier styles. Since natural materials were used for the planting style, however, it showed high preference for such emotional images as natural and lively. The emotional adjective 'amiable' was found to affect citizens' preferences for each bridge-pier aesthetic improvement plan most, and it was also analyzed to have an effect on all the styles of bridge-pier designs. To improve the landscape of a light rail transit being constructed inside the urban area, this study quantitatively extracted citizens' preferences and emotional adjective for every style of bridge-pier design applied to the pilot urban landscape improvement section, and it is expected that the results of this study will be used as basic data to improve the landscape of bridge piers.

• The Journal of The Korea Institute of Intelligent Transport Systems
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• v.17 no.6
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• pp.40-53
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• 2018

In smart card data, movement of railway passengers appears in order of smart card terminal ID. The initial terminal ID holds information on the entering station's tag-in railway line, the final terminal ID the exit station tag-out railway line, and the middle terminal ID the transfer station tag subway line. During the past, when the metropolitan city rail consisted of three public corporations (Seoul Metro, Incheon Transit Corporation, and Korail), OD data was expressed in two metrics of initial and final smart card terminal ID. Recently, with the entrance of private corporations like Shinbundang Railroad Corporation, and UI Corporation, inclusion of entering transfer line terminal ID and exiting transfer line terminal ID as part of Chain OD has become standard. Exact route construction using Chain OD has thus become integral as basic data for revenue allocation amongst metropolitan railway transport corporations. Accordingly, path detection in railway networks has evolved to an optimal path detection problem using Chain OD, hence calling for a renewed solution method. This research proposes an optimal path detection method between the initial terminal ID and final terminal ID of Chain OD terminal IDs within the railway network. Here, private line transfer TagIn/Out must be reflected in optimal path detection using Chain OD. To achieve this, three types of link-based optimum path detection methods are applied in order of 1. node-link, 2. link-link, 3. link-node. The method proposed based on additional path costs is shown to satisfy the optimal conditions.