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백효순(Back Hyo Sun),이호룡(Lee Ho Ryong),배상환(Bae Sang Hwan),조현철(Cho Hyun Cheol) 한국철도학회 2011 한국철도학회 학술발표대회논문집 Vol.2011 No.10
Being the concrete track laid on bridge due to track-bridge temperature difference traction and brake force and nosing force the horizontal force can be applied to the track slab. Therefore shear key structures to resist this horizontal force should be installed. The shear key structures installed in the Kyeong-Bu high-speed line are consisted of four shear keys at every slab with the length of 6 to 8m. However in the point of view of construction it is more advantageous to curtail the numbers of shear keys and thus the numbers and spacing of the shear keys should be carefully determined. In this study hence the effects of slab length the numbers and spacing of the shear keys on design of shear key and track slab are examined.
백효순(Hyo-Soon Baek),최용진(Yong-Jin Choi),백진호(Jin-Ho Baek),엄종우(Jong-Woo Eom) 한국철도학회 2017 한국철도학회 학술발표대회논문집 Vol.2017 No.05
Railways are different from other means of transportation, especially in bridges, which is a special condition in which trains with large loads run parallel along parallel tracks. In the era of high-speed operation, the application of long bridges to bridges is still difficult, and the problems of structural change and long-term deflection and orbital stability due to temperature expansion between trajectories and bridges must be seriously considered. In this paper, we will examine the history of development by bridge type by classifying the conventional railway bridge in the 1990 "s and the modern railway bridge since 1990 before the introduction of the high - speed railway, We propose the development direction of bridges fitted to the above-mentioned high speed railway while maintaining the direction of future railway bridge and existing vehicle and railway system.
박상구(Sang-Ku Park),백효순(Hyo-Soon Baek),신성중(Sung-Jung Sin),채일권(Il-Kwon Chae) 한국철도학회 2014 한국철도학회 학술발표대회논문집 Vol.2014 No.10
2013 년 국내의 광고비는 약 9 조 5,893 억원으로 추정되고 있으며, 철도와 지하철의 옥외광고비는 그 중의 10%로써 약 9,645 억원에 이르고 있으나, 철도(고속, 일반, 광역)는 2013 년말 기준으로 약 1%로 안 되는 약 81 억의 광고수입을 올리고 있다. 본 연구에서는 고속철도, 일반철도, 광역철도에서 광고 수입이 부진한 문제점 및 해결방안을 분석하기 위하여 철도 광고매체 현황 조사와 타 기관 사례를 비교하고, 광고 활성화를 위한 제약요소 분석, 신규매체 개발 제안 등을 함으로써 철도 광고가 미래창조적인 산업으로 발전할 수 있도록 기여하고자 한다. As year of 2013, the Korea domestic advertisement expense is estimated about 9,589.3 billion KW and outdoor advertising of rail and metro has 10 per cent (964.5 billion KW) market shares. However, the ratio of rail advertisement expense including high-speed, convention and urban line is just less than 1 per cent (8.1 billion KW). In this study, we will contribute to improve rail advertising market as a leading role of future creative business in railway industry. We has been survey that the status of ad media, compared railway organizations’ ad strategies, and analyzed problems in the fields of high-speed line, convention line and urban lines. In this paper, we would like to find out more viable railway advertisement business strategy and suggest that new ad media developments so on.
배현웅(Hyun-Ung Bae),박병주(Byung-Ju Park),백효순(Hyo-Sun Back),임남형(Nam-Hyoung Lim) 한국철도학회 2014 한국철도학회 학술발표대회논문집 Vol.2014 No.10
열차 탈선사고는 그 발생빈도는 낮으나 피해 정도가 상당히 큰 재난사고로, 최근 국내외적으로 열차 탈선에 의한 사고가 종종 발생되고 있다. 철도를 운영 중인 세계 각국에서는 열차의 탈선 발생 후 피해 확대를 최소화하기 위한 대책으로 DCP(Derailment Containment Provision)를 적용하고 있다. DCP 개념은 일반적으로 3가지 형태로 분류되는데, 본 논문에서는 국외 적용사례를 통하여 DCP 개념에 대해 소개하고 국내의 경우와 비교하여 열차 탈선사고에 의한 피해를 최소화하기 위한 방안에 대해 고찰하고자 한다. The train derailment accident occurs with a low incidence, but the damage due to train derailment can become quite big disaster. Recently, the derailment accident has often been occurring at home and abroad. The DCP (Derailment Containment Provision) is being applied to minimize expansion of damage by train derailment in various countries operating railway of the world. The concept of DCP generally categorizes it into three types. This paper introduces the concept of DCP by foreign case study and considers the countermeasures to minimize damage due to train derailment by comparing domestic case.
권종욱(Jong-Wook Kwon),이상영(Sang-Young Lee),한용배(Yong-Bea Han),한영민(Young-Min Han),백효순(Hyo-Soon Baek) 한국철도학회 2014 한국철도학회 학술발표대회논문집 Vol.2014 No.10
열차속도 증가, 강화노반 두께 및 강도에 대한 상관성을 분석하기 위해 강화노반의 두께를 호남고속철도 설계지침 기준에 근거하여 보조도상층은 200mm, 입도조정층은 200mm ~ 450mm로 변화할 경우 노반에 미치는 영향을 검토하고, 강도(재료의 탄성계수)의 변화에 따른 노반의 안정성을 분석하였으며, 상부, 하부 노반 강도변화를 종합적으로 검토하기 위해서 성토부에 대한 FEM해석을 통해 강화노반응력의 기준을 검증한 결과 철도설계편람 (궤도편)의 콘크리트 궤도에 대한 기준이 자갈궤도 기준을 준용하여 사용하는 Heukelom - Klomp 공식의 허용노반응력 범위 내로 나타나 안정적인 것으로 판단되나, 콘크리트 궤도에 맞는 적용기준의 제시가 필요할 것으로 사료되었다. The effect was examined on the roadbed to analyze the correlation among rail speed, depth and strength of reinforced roadbed, when depth of the sub-ballast was 200mm and depth of the graded crushed stone layer was changed with 200mm~450mm based on Ho-Nam high speed rail design guide. The stability of roadbed was analyzed with the change of stiffness(elastic modulus) for the reinforced roadbed, upper roadbed and lower roadbed. Above mentioned guides of stress for the reinforced roadbed were proved through FEM(finite element method) analysis at embankment sections. As the result, range of the stress through FEM analysis was shown within allowable stress according to Heukelom-Klomp method based on calculation equation for the ballast track. However, later, the calculation equation for the concrete track would be needed.