• Journal of Preventive Medicine and Public Health
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• 제39권4호
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• pp.325-330
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• 2006

Objectives: The aims of this study were to examine the level of airborne fungi and environmental factors in Seoul metropolitan subway stations and to provide fundamental data to protect the health of subway workers and passengers. Methods: The field survey was performed from November in 2004 to February in 2005. A total 22 subway stations located at Seoul subway lines 1-4 were randomly selected. The measurement points were subway workers' activity areas (station office, bedroom, ticket office and driver's seat) and the passengers' activity areas (station precincts, inside train and platform). Air sampling for collecting airborne fungi was carried out using a one-stage cascade impactor. The PM and CO2 were measured using an electronic direct recorder and detecting tube, respectively. Results: In the activity areas of the subway workers and passengers, the mean concentrations of airborne fungi were relatively higher in the workers' bedroom and station precinct whereas the concentration of particulate matter, $PM_{10}\;and\;PM_{2.5}$, were relatively higher in the platform, inside the train and driver's seat than in the other activity areas. There was no significant difference in the concentration of airborne fungi between the underground and ground activity areas of the subway. The mean $PM_{10}\;and\;PM_{2.5}$ concentration in the platform located at underground was significantly higher than that of the ground (p<0.05). Conclusions: The levels of airborne fungi in the Seoul subway line 1-4 were not serious enough to cause respiratory disease in subway workers and passengers. This indicates that there is little correlation between airborne fungi and particulate matter.

• 한국산업보건학회지
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• 제29권2호
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• pp.176-184
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• 2019

Objective: This study aims to characterize airborne radon and thoron levels ($Bq/m^3$) generated from working environments in three subway stations in Seoul. Method: A radon and thoron detector (EQF3220) was used to monitor real-time airborne radon and thoron levels ($Bq/m^3$) and their daughters ($Bq/m^3$) every two hours. They were monitored not only in the driver's cabin of seven circulation lines, but also three offices, platforms, and water pump reservoirs in the three stations. Results: The average levels of radon and thoron were $67.9Bq/m^3$ (range; $7.2-619.4Bq/m^3$) and $44.4Bq/m^3$ (range; $4.3-819.2Bq/m^3$), respectively. Notably, higher than legal airborne radon levels ($600Bq/m^3$) were frequently monitored in the driver's cabin of seven circulation lines. Airborne radon levels monitored in the platforms and administrative offices were found to be over $100Bq/m^3$. The average equilibrium factors (F) were 0.12 and 0.06, respectively. The percentages detected were found to be 84.9 for radon and 72.4 for thoron, respectively. Conclusions: Significant airborne radon and thoron levels were frequently found to be generated in subway facilities including water reservoirs, platforms and driver's cabins. Further study is necessary to thoroughly investigate airborne radon and thoron in all subway stations and to devise proper measures.

• 한국가구학회지
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• 제26권1호
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• pp.61-70
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• 2015

There is an increasing trend each year in the number of subway users due to increase in the traffic volume. As the number of train service has risen, the subway drivers are given heavy work and from the same, are put at risk of mental health deterioration due to stress. As this is directly connected to safety, there is an urgent need for improvement of the situation. Therefore, as a way to appropriately relieve such stress, resting space where mental and physical energy can be recharged is necessary. Thus, this research conducted a survey of demand with subway drivers as subjects in order to provide resting space that can offer healthy rest and increase work effectiveness. 50 subway drivers were the subjects of this survey. As a result of analyzing the contents of the survey, environmental satisfaction was shown to be the lowest compared to psychological and morphological satisfaction. In the case of sleeping room, they wanted more comfortable and individual space. And the waiting room had the highest rate of usage frequency. The storage space was where the subway drivers showed the strongest attachment and was shown to be the only personal space. Most were shown to be satisfied with the outdoor space, but it had the lowest usage frequency. In addition, it is nessasery customized storage cabinet designed for subway drivers should be produced, which can effectively arrange the limited space. I hope that these direction of improvement can increase the healthy rest and work effectiveness of the locomotive engineers as it is directly being connected to the health and safety of the citizens.

• 한국환경보건학회지
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• 제31권5호
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• pp.379-386
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• 2005

[ $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ ] in driver cabins of subway line from 5 to 8 were monitored from 07:00 through 21:00 (or 19:30 or 20:00) on May. Driver cabin of subway line 7 showed the highest $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ concentrations. General Linear Model indicated that subway line, subway location (ground and underground track) and running time (morning and afternoon) significantly influenced the concentrations of $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ (p=0.000). Daily profile of $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$, expressed as an 30 minutes average, showed similar variation pattern over day period. These concentrations showed the highest concentrations between 07:00 and 09:00 of rush hour, slightly dropped and again rose slightly after 18:00. In correlation analysis, significant relations among $PM_{10},\;PM_{2.5},\;CO_2\;and\;CO$ were detected (p<0.01). In particular, correlation coefficient between $PM_{10}\;and\;PM_{2.5}$ was highly significant (r=0.884). Regression analysis also concluded that $PM_{10}$ concentration significantly explained 71.4% of variation of $PM_{2.5}$ concentration (p=0.000, $R^2=0.714$). Correlations by CO with $PM_{10}\;and\;PM_{2.5}$ were 0.451 and 0.520, which were higher than those by $CO_2$. Further study is needed to examine the sources of $PM_{2.5}$ and CO in subway and to compare pollutants concentration among subway lines.

• 한국화재소방학회논문지
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• 제22권1호
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• pp.76-83
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• 2008

지하철 화재사고 경우 정확한 화재 유형 파악과 그에 따른 적절한 초기대응은 사고피해를 최소화하기 위한 중요한 사항이다. 그러나 지하철 화재사고 발생 시 기관사 또는 비상대응직원이 직접 목격하지 않으면 화재 유형을 즉시 파악하기란 불가능하다. 본 연구에서는 화재사고로 나타날 수 있는 오감(五感) 유형을 분석하여 오감 정보를 통해 신속한 화재사고 정보를 전달할 수 있도록 오감 유형을 제안하였다. 또한, 화재 시나리오에 따른 비상대응을 Activity-Action Diagram(AAD)로 정의하여 비상대응을 시스템화 하기 위한 기반을 제시하였다.

• 조명전기설비학회논문지
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• 제25권12호
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• pp.94-100
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• 2011

TCMS is the most important controller in the subway train for reliable train control and service oriented flexibility. TCMS software charges communications and control of train and maintains control devices so we use QNX for real-time control. This paper introduces overall software development of TCMS using various diagrams. Software implementation details in TC and CC are explained using deployment diagram through train configuration. Driving control process among many processes is focused to present implement details which controls train by driver or automatic train operation and handles commands to control deriving devices in cars. Reliable operation of train and easy maintenance process is achieved through the same hardware in train control computer and car control computer.

• 한국철도학회논문집
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• 제8권6호
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• pp.559-565
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• 2005

In this paper, we propose a stereoscopic video coding scheme for subway accident monitoring system. The proposed designed for providing flexible video among various displays, such ass control center, station employees and train driver. We uses MPEG-2 standard for coding the left-view sequence and IBMDC coding scheme predicts matching block by interpolating both motion and disparity predicted macroblocks. To provide efficient stereoscopic video service, we define both temporally and spatially scalable layers for each eye's-view by using the concept of Spatio-Temporal scalability. The experimental results show the efficiency of proposed coding scheme by comparison with already known methods and the advantages of disparity estimation in terms of scalability overhead. According to the experimental results, we expect the proposed functionalities will play a key role in establishing highly flexible stereoscopic video codec for ubiquitous display environment where devices and network connections are heterogeneous.

• 한국환경보건학회지
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• 제32권4호
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• pp.254-261
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• 2006

In activity areas of subway workers and passengers in Seoul metropolitan subway lines 1-4, mein concentrations of airborne bacteria were relatively higher in workers' bedroom and station precinct whereas concentrations of particulate matters, $PM_{10}$ and $PM_{2.5}$, were relatively higher in platform, inside train and driver's seat as compared with other activity areas. This result indicates that little correlation between airborne bacteria and particulate matters was found, which assumed that most airborne particulate matters distributed in subway consisted of mainly inorganic dust like a metal particles. Mean concentrations of $PM_{10}$ and $PM_{2.5}$ in station precinct and platform exceeded the threshold limit value ($PM_{10}:150{\mu}g/m^3,\;PM_{2.5}:65{\mu}g/m^3$) but those in station office and ticket office were below it. The genera identified in all the activity areas of subway over 5% detection rate were Staphylococcus, Micrococcus, Bacillus and Corynebacterium, of which Staphylococcus and Micrococcus covered over 50% of total airborne bacteria and were considered as predominant genera distributed in subway.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2006년도 추계학술대회 논문집
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• pp.941-946
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• 2006

It followed in system development and SMRT(Seoul Metropolitan Rapid Transit Co)System reached to an automatic train operation(ATO) and driverless operation(DLM) from the manual operation due to the train driver. The train like the general bus or the car vehicle was not serial riding in a car and the Parallel concept which the numerous passenger rides in a car simultaneously occur frequently the charge of the train driver unmanned bitterly from existing manual handling was a possibility of doing, train open door control(ODM) which bites also ATO, it handles it minimized. Like this ATO/DLM, the control system which bites being a Wayside to Train communication for immediacy, it is a system of the Vital concept the immediacy of the citizen Data evil the radio information transmission and the train of the interface which is accurate from unmanned operation and, will decipher, will accomplish it will guarantee. It respects the passenger accident prevention and an air question environment improvement from subway platform and phul leys the screen door of Platform(PSD) with the fire tube frost it refers and part it treats and to sleep it does, ODM which bites is accuracy and immediacy of altitude and when seeing from the viewpoint which demands the trust of altitude, ODM system the trust of car incest interface in the equipment construction which is safe and the comparative analysis back of the system analysis against the control which bites and case study and other subway system it leads from the research which it sees and signal - train in base grudge to sleep it contributes it does.

• 한국철도학회논문집
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• 제18권1호
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• pp.71-80
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• 2015

도심 통근용 지하철은 출퇴근시간에 기관사 한 사람이 맡고 있는 인원이 약3,000명 이상에 달하여 비상상황 발생 시 기관사의 조치 능력에 따라 수많은 사람들의 생명과 재산이 좌우된다. 2003년 2월 대구지하철 화재 참사 이래 철도에서의 안전 확보가 사회문제화되어 이를 개선하고자 2004년 10월 철도안전법이 제정되고 철도종사자의 핵심인 기관사의 면허제가 도입되어 2006년 7월부터 시행되었다. 본 연구는 기관사 면허제가 시행되어 8년이 지난 이 시점에서 운전업무에 종사하는 기관사들과 이들 상급자들의 인식조사를 통하여 기관사 면허제의 시행효과를 경험적으로 규명해보고자 한다. 또한, 통계 분석을 통하여 면허제의 시행효과를 더 높일 수 있는 방안들을 찾아 정책적 제안을 하고자 한다.