• 수산해양교육연구
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• 제22권4호
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• pp.604-610
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• 2010

Busan subway transportation system has been established a key role in the society last 20 years. However many people are suffering from hot and humid environment at subway station and platform due to deteriorated ventilation system as well as insufficient air conditioning system in existing stations and platforms. As a result, these systems require revitalization. There is about 5400tons of low temperature underground water is generated from subway stations every day. By using this method and air washer we are trying to lower the temperature. Air washer is commonly used for removing humidity but in this experiment it will be used as air precooling. This research offers result of experiment using air washer system to lower the temperature in large spaces like subway station. The experiment result has shown when L/G was the same, at condition which water spray temperature at $18^{\circ}C$ resulting inlet and outlet temperature difference larger. Also, in the same water spray temperature conditions, larger L/G condition showed a greater temperature difference. LCC evaluation of both system were shown that air washer system of using underground water will save 53% of the initial cost than refrigeration system, and save 75% of operating cost.

• 한국전산유체공학회지
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• 제12권3호
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• pp.1-7
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• 2007

In the present study, the wind pressure transients on platform screen door in island platform caused by a passing train are investigated numerically. The transient compressible 3-D full Navier-Stokes solution is obtained with actual operational condition of subway train and the moving mesh technique adopted for the train movement. To achieve more accurate results, detailed shape of train is included in a computational domain and the entrance and exit tunnel of platform are also modeled. Numerical analyses are conducted on three operational conditions of different velocity variation.

• 한국대기환경학회지
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• 제31권3호
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• pp.201-208
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• 2015

We investigated the pollution levels of $PM_{2.5}$ at Wangsimni station at which four subway lines (Line 2, Line 5, the Jungang line, and the Bundang Line) are simultaneously under the operation. The analysis of $PM_{2.5}$ was made for the period of 1~ 11 Nov. 2014. The results of our field campaign were analyzed to assess the effects of various factors and conditions on the $PM_{2.5}$ pollution (such as installation of the screen door, density of floating population, weekdays and weekend, and the depth of platforms). The mean concentrations of $PM_{2.5}$ in each subway line of the Wangsimni station was measured as: the line 2 ($22.5{\mu}g/m^3$) ; the line 5 ($18.3{\mu}g/m^3$) ; the Jungang line ($31.8{\mu}g/m^3$); and the Bundang line ($32.2{\mu}g/m^3$). Based on the detailed analysis of $PM_{2.5}$ pollution at four subway lines, we aimed to provide some perspectives on reducing the concentration of ultrafine particles in a highly populated urban area.

• 한국대기환경학회지
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• 제28권1호
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• pp.59-67
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• 2012

Platform screen doors (PSD) installed at 289 stations in Seoul metropolitan subway from November 2005 to December 2009, are expected to prevent death from a fall and improve air quality. In this study, we systematically surveyed changes in radon concentrations before and after PSD installation in Seoul metropolitan subway stations. By solid-state nuclear track detectors (SSNTD), the radon concentrations before and after the PSD installation were measured at 54 stations of 6 lines from 2 to 7 reported to have relatively high radon concentrations. Mean radon concentrations at platforms were decreased by approximately 56% from 121.7 Bq/$m^3$ to 54.0 Bq/$m^3$. Before PSD installation, mean radon concentrations were in the decreasing order for subway lines 7, 5, 6, 3, 4 and 2. On the other hand, after PSD installation the order was changed to 5, 6, 7, 3, 4 and 2. According to a radon map of Seoul metropolitan subway, the number of platforms where radon concentration over was 74 Bq/$m^3$ decreased from 38 to 12 after PSD installation.

• 한국산학기술학회논문지
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• 제13권9호
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• pp.3889-3894
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• 2012

국내 여객을 취급하는 철도역사의 승강장은 간선철도노선의 저상승강장(500mm)과 광역전철구간의 고상승강장(1135mm)으로 구분 운용되고 있다. 저상승강장 전용 중 고속 열차가 수도권 전철구간(고상승강장)과 본선구간(저상승강장)에서 혼용 운영될 경우를 대비하고 안전운전 및 승객편의를 함께 고려하기 위해 저상 고상 승강장 겸용 승강시스템의 개발은 필수적이다. 한편 현재 개발 중인 시스템(스텝)에 대한 국내의 내구성 및 신뢰성 시험 기준은 존재하지 않는다. 따라서 본 연구에서는 저상/고상 승강장 겸용 텔레스코픽 슬라이드방식 승강문 스텝의 개발을 위한 연구 일환으로서, VPD관점에서 내구성 해석을 수행하고 신뢰성 보증시험에 준한 무고장 시험시간동안 실물 리그시험을 통하여 이의 내구성 기준 및 보증수명을 검토하였다.

• 한국입자에어로졸학회지
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• 제13권2호
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• pp.87-95
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• 2017

Radon ($Rn^{222}$) is a radioactive gas and is found at high concentrations underground. Investigations were done in many years specifically on public transportations such as in the subway stations, concourses and platforms for these are located underground areas. This study correlates the $Rn^{222}$ concentrations with the Particulate Matter (PM) concentration for the gas could be attached or trapped inside these particles. It was done on the opening subway tunnel of Miasageori Station going to Mia Station (Line 4) last August 2016. Based on the result, the $Rn^{222}$ were more influenced on the mass ratio (%) of PM present in the air instead of its mass concentration (${\mu}g/m^3$). As the $PM_{10}$ mass ratio increases ($42.32{\pm}1.03%$) during morning rush-hours, radon starts to increase up to $0.97{\pm}0.03pCi/L$. But during the afternoon $Rn^{222}$ concentrations decreased while the composition were stable at $22.96{\pm}3.0%$, $39.04{\pm}0.6%$ and $38.01{\pm}0.3%$ in $PM_1$, $PM_{2.5}$ and $PM_{10}$ respectively. It was then assumed that it could be the composition of the morning hours of the station were influencing the concentration of the radon.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2006년도 추계학술대회 논문집
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• pp.811-820
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• 2006

The Platform Screen Door system(PSD) is scheduled to be installed on the platform of some subway stations in Seoul, Pusan, Kwang-Ju, Daejun and Daegu and all stations of Seoul Subway No 9. will equipped with PSD. On the other hand Seoul Metropolitan Rapid Speed(SMRT) that has operated the train automatically had finished the basic desic design and the execution drawing of PSD and installed successfully the PSD on the platforms in the Kimpo Airport station in Subway Line No 5. at dec. 2005. The exhibition operations of PSD has made the major contribution to build up the safe and optimum subway for the increasing customers. Nowadays PSD has operated on ATO sections and ATS sections. But in the case of closing the door manually in ATO sections, it would be delayed about 5 seconds in closing the door of PSD. Although the interface of PSD, train and the signal system is established automatically, we have to supplement technically on the interface between train, PSD and the ground signal interface equipments. Therefore I will center on the optimizing methods about the interfacing system between the train and the PSD, train and the signal system to overcome the above problems in this study.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.989-993
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• 2007

It was intended in this study to seek for the measures to utilize the USN technique, which has high usability due to low price and low power consumption, in air quality monitoring. As a method, the sensors of temperature, humidity, particulate matters (PM10), and carbon dioxide ($CO_2$) were installed in the self-manufactured sensor nodes; the nodes were installed in the waiting rooms and platforms of a subway station and the measurements were collected at real time with use of a computer which micro gateway was built in. Collected data was to be processed by the statistics program installed in the computer; the collected data is to be used in managing the air quality of stations after transmission to the ventilation system of ventilation chambers.

• 대한교통학회지
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• 제28권6호
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• pp.121-131
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• 2010

지하역사 승강장과 대합실의 미세먼지를 효율적으로 감소시키기 위해서 미세먼지 발생원(source)을 찾는 연구를 수행하고 있다. 지하역사 미세먼지의 주요 발생원은 본선터널 미세먼지이며, 상 하선 양방향 열차운행 빈도에 비례하여 발생하였다. 열차가 한 번 운행할 때마다 발생되는 미세먼지의 양은 시간에 관계없이 일정하였다. 본선터널에 발생되는 미세먼지의 양을 열차가 한 번 통과할 때마다 새롭게 발생되는 양과 열차풍에 의해 인접 역으로부터 이동되어 오는 양의 합으로 가정하고, 이를 기반으로 미세먼지 집중 발생구간 추정방법을 개발하여 서울지하철 7호선 남단 청담역부터 장승배기역까지 12개 역 구간에 적용하였다.

• 과학기술학연구
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• 제10권2호
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• pp.77-105
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• 2010

이 글은 지하철 위험의 해결책으로 제시된 스크린도어를 대상으로 "기술적 해결"(technological fix)의 가능성과 한계를 검토하고 있다. 지하철 위험은 그 유형에 따라 모두 다섯 종류―"전철운행 사고", "역사 내 사고", "승강장 사고", "지하의 공간적 위험", "범죄 및 테러의 위험"―로 분류할 수 있는데, 가장 중요한 것은 궤도와 역사의 접촉면에 위치한 승강장에서 발생하는 승강장 사고이다. 스크린도어는 승강장 사고를 예방할 수 있는 효과적인 기술적 수단으로 여겨진다. 여기에는 사고를 기술적 수단을 통해 해결하려는 기술적 해결의 이데올로기가 강하게 작용한다. 신설되는 역이 아니라 기존 역의 승강장에 스크린도어를 설치하는 것이 세계적으로 유래를 찾기 힘든 경우라는 사실이 이를 잘 보여준다. 스크린도어는 현실적 수단으로서 가시적 효과를 낳았지만 예상치 못한 비가시적 위험을 가중시킨 측면도 없지 않다. 승강장 내부, 특히 출퇴근 환승역 승강장에서 화재가 발생했을 때, 스크린도어는 승객의 탈출로를 차단하는 "통곡의 벽"으로 돌변할 수 있다. 기술적 해결에 대한 지나친 기대와 의존은 금물이며, 그 한계에 대한 성찰이 요구되는 이유이다.