http://chineseinput.net/에서 pinyin(병음)방식으로 중국어를 변환할 수 있습니다.
변환된 중국어를 복사하여 사용하시면 됩니다.
철도화물 활성화를 위한 고객 Needs 파악 및 전략 수립
노학래(Rho Hag-Lae),이용상(Lee Yong-Sang),최나나(Choi Na-Na) 한국철도학회 2000 한국철도학회 학술발표대회논문집 Vol.- No.-
The success of road haulage, in dominating the surface movement of freight, is now threatened by increased traffic congestion, tailing average motorway speeds and rising in logistic costs. As a result, Government as well as companies, which use or operate logistics service, is now looking to rail to provide an alternative. First, we surveyed the bottlenecks and desired betterments to rail transport, which were indicated by rail and road transport users. Through the analysis of customers" needs survey, this paper is focused in the basic framework for the rail freight transport, which could be helped to promote the efficiency associated with moving freight by rail.
일반 EMU열차와 틸팅 EMU열차의 운전시간 비교 : 중앙선 청량리~영주 구간
노학래(Hag-Lae Rho) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
Korea is a mountainous country, with as much as 70% of the area is covered by hills and mountains. This geography places constraints on the minimum radius of curvature for the rail network. It was expected that the speed of trains could be enhanced on the existing railway network without a huge investment in infrastructure by using tilting trains. The development of tilting trains in Korea started in 2001 as research & development project. A 6-car prototype test tilting train, called the Tilting Train eXpress (TTX), was built in December 2006 and experimental trials began in 2007. TTX has distributed power, is designed to run at 200 km/h, and has a planned service speed of 180 km/h. In this paper, we first describe the performance of tilting train, and then present the estimated running times, and the time saving compared with today's conventional trains and non-tilting trains, based on the Jungang line. So the time saving could be separated into two effects by higher track top-speed and tilting devices.
노학래(Hag Lae Rho) 한국도시철도학회 2020 한국도시철도학회논문집 Vol.8 No.2
철도운영에서는 철도 인프라의 활용도를 최대화하면서 동시에 열차 간 간섭에 의한 운영품질 저하를 최소화할 수 있는 용량 활용의 적정 범위를 결정하여야 한다. 이를 위해서는 해당 인프라의 최대용량과 열차 교통량에 따른 대기시간 함수가 필요하다. 본 논문에서는 열차시각표 시뮬레이션을 통하여 얻은 열차당 평균 대기시간과 최대용량 자료를 이용하여 대기시간 함수의 파라미터를 추정하였다. 이 대기시간 함수식을 기반으로 대기시간의 상대적 최소 민감도와 평균 정규화 트래픽의 최대 성능을 나타내는 철도 선로용량 이용률의 상‧하한을 도출하였다. 따라서 철도 인프라의 적정이용률은 이와 같은 상‧하한 사이에서 결정되어야 할 것이다. 본 논문에서 제시하는 시뮬레이션 실험기반의 최적 용량 활용범위 설정 방법은 복잡한 역 구내 선로 또는 네트워크 구조의 철도 노선용량분석에 활용 가능할 것으로 기대되며, 이는 철도 인프라의 추가 투자수요를 파악하는 데에도 도움이 될 것이다. Railway operation deals with determining optimal degree of capacity utilization for given infrastructure. This is to fully use railway infrastructure and to minimize the decreasing operation quality which is caused by conflicts between trains. For this, we need a maximum capacity for given infrastructure and a waiting time function on train traffic. In this paper, the parameters of waiting time function are estimated using average waiting time per train and maximum capacity obtained from timetable simulation. Based on this waiting time function, the lower and upper bounds of capacity utilization rate are derived, which show minimum relative sensitivity of waiting time and maximum average normalized traffic performance, respectively. Therefore, the reasonable capacity utilization rate of railway infrastructure should be decided between these lower and upper limits. Simulation-based estimation for optimal capacity utilization range in this paper could be used to determine the utilization of existing infrastructure including large stations with complicated track-layout and railway lines with network structure, which will help us to identify additional investment needs for rail infrastructure.
노학래(Hag-Lae Rho),한성호(Seong-Ho Han) 대한전기학회 2015 전기학회논문지 P Vol.64 No.4
A rising attention is paid to the railway system in many countries. KOREA is also of the opinion that the railway has to play a more important role in the near future to face up to the problems that increase gradually in the transport sector. To attract more traffic to the rail networks, it is important for rail modes to have running time competitiveness. Tilting trains, where it is possible to tilt the car-body towards the center of the curve, are a less expensive alternative to shorten travelling times on existing lines. Running time for tilting train is one of the most important factors, with which passenger demand forecasting or economic feasibility analysis will be done. This paper evaluates the speed limitation of tilting train around curves and also presents calculation process of its simulated possible running time. Then the adequacy of estimated time is verified with running time for Korean protype tilting train TTX (Tilting Train eXpress) by actual test run. As a case study, the estimated running time for the production version of tilting train and its time saving are presented compared with 2012’s conventional Saemaul trains and non-tilting trains on the Gyeongbu line in the Korean rail network.
노학래(Hag-Lae Rho) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.5
A subsidiary-main track for passenger station is a low-speed track section distinct from a through route such as a main track. It is parallel to a through track and connected to it at both ends by switches. Sidetracks allow for fast, high priority trains to pass slower or lower priority trains going the same direction. They are important for efficiency to order and organize the flow of rail traffic. In this paper we first describe the minimum headway between trains using the concept of occupation time in a block section, which depends on block systems, signalling system and safety technology. And then a stepwise approach is presented to select station, which is suitable to install sidetrack for a given train-traffic pattern. This approach is tested with sample example data, which are surveyed from track geometry based on the to-be-constructed line.
틸팅열차 중앙선, 태백/영동선 투입에 따른 운행시간 단축효과 검토
노학래(Hag-Lae Rho) 한국철도학회 2010 한국철도학회 세미나자료 Vol.2010 No.10
It is expected that the 1<SUP>st</SUP> commercial service of tilting-train will be launched on the 194 ㎞ Jungang-line between Cheongnyangni and Youngju at the end of 2013. In this paper, competition with express bus is evaluated as regards travelling time. Travelling times will be reduced 47% from 3:33 (in 2009) to 1:53 (in 2016). It should be pointed out that competitive power for tilting-train will be increased mainly due to the following factors; (a) reduction in the travelling times due to the tilting devices and increased top-speed, (b) more train departure due to running time reduction, (c) higher service quality and (d) a customers’ better image to tilting-train as a new product. We hope the railway will become the market leader in the future and attain profitability from the viewpoint of both business as well as national economics after introducing tilting-train services at 2013 in KOREA.
안기성(ki-Sung An),노학래(Hag-Lae Rho),홍순흠(Soon-Heum Hong),양승근(Seung-Keun Yang) 한국철도학회 2019 한국철도학회 학술발표대회논문집 Vol.2019 No.5
철도시설 유지보수비는 최신 기술을 이용한 장비의 사용이 늘어나고 있으나 아직 인건비가 차지하는 비중이 여전히 가장 높은 실정이다. 철도가 고속화에 따라 유지보수비의 증가가 철도시설관리자의 가장 큰 고민거리가 되고 있으며 당연히 적절한 유지보수인력의 산정방식에 많은 관심이 집중되고 있다. 외주화가 많은 EU국가의 경우 유지보수인력보다 유지보수비를 바로 산출하는 데 관심을 가지고 있으나 우리나라의 경우 철도산업발전기본법 에 의하여 유지보수 시행업무를 한국철도공사에 지정하여 위탁하므로 철도공사의 인건비 기준을 적용하여야 하기 때문에 유지보수인력의 산정이 우선되어야 한다. 본 연구에서는 유지보수 소요인력 산정 방식으로 기존의 km당 소요인원 산정방식 같은 철도시설의 규모에 근거한 방식에서 탈피하여 시설별 유지보수 활동량을 고려한 소요인력 산출방식을 제시한다.