국내 고속철도 증속을 위한 전차선로 요구조건 분석

유향복(Hyang-Bok Ryoo),박민주(Min-Ju Park),정상국(Sang-Gug Jeong),양인동(In-Dong Yang),박윤철(Yoon-Cheol Park) 한국철도학회 2016 한국철도학회 학술발표대회논문집 Vol.2016 No.10

우리나라의 고속철도 전차선로는 300km/h 급(경부), 350km/h 급(호남 및 수도권), 400km/h 급(호남)이 건설되어 운영되고 있다. 경부고속철도는 프랑스로부터 도입된 설비로 설계속도는 350km/h 이나 최고운행속도는 파동전파속도의 70% 수준인 308km/h 로 제한되고 있다. 호남고속철도는 설계속도와 최고운행속도가 동일하게 350km/h(400km/h 일부)로 건설되었다. 수도권고속철도는 350km/h 급으로 설계하였으나 TPS 결과에 따라 최고운행속도를 310km/h 수준으로 하여 가선장력을 20kN 으로 적용 설치하였다. 향후 수도권고속철도 선로조건에서 310km/h 이상 증속이 가능한 차량이 도입될 경우 전차선로의 일부 개량이 필수적으로 요구된다. 본 논문에서는 최고속도별 전차선로 동특성과 가선장력간의 관계를 분석하여 350km/h 로 증속시 전차선로의 시설개량에 대한 방안을 제시하고자 한다. The Catenary system of Korean High Speed Railways (HSR) is currently under operation at speeds of 300km/h (Gyeongbu HSR) and 350km/h (Honam HSR) in Korea. The Gyeongbu HSR(Seoul~Busan) adopted from the French TGV, was originally designed to run at speeds of 350km/h, but the maximum operating speed is limited to 308km/h, which is 70% of wave propagation speed of catenary system. The Honam HSR(Osong-Gwangju) was designed and constructed so that it can run up to speeds of 350km/h. Suseo-Pyeongtaek HSR is being constructed for the maximum operating speed of 310km/h lowering the tension of the catenary from 26kN to 20kN, even though the designed speed was 350km/h. If Korea adopts new rolling stock which can run at speeds over 310km/h under current railway conditions, we cannot delay the improvement of the catenary system. This paper is to suggest the best ways to improve the catenary facilities in order to accelerate the train speeds to 350km/h by analyzing the relationship between catenary system’s dynamic characteristics and tensions, where between electric car lines, depending on the various maximum speeds.

Development of the Speed Limit Model for Harbour and Waterway(Ⅱ) - The Method of Speed Limit Decision and Application -

김득봉,안광 해양환경안전학회 2015 海洋環境安全學會誌 Vol.21 No.3

This research is the result on calculating the logical speed limit through certain process which some elements must be considered on selecting the speed limit of harbour and waterway. The suggested speed limit select model on this research is processed from 1~6 steps by forming a professional group of experts. Each step has its information which 1st step(water division), 2nd step(selecting the model vessel and vessel applied with speed limit.), 3rd step(selecting the maximum and minimum speed range on each section), 4th step(evaluation on the safeness of traffic), 5th step(suggesting the appropriate speed limit), 6th step(execution and evaluation.). The appropriate speed limit was decided on consideration of the safety of maritime traffic on the range of the maximum speed and the minimum speed. This model was used to derive the appropriate speed limit on the harbour water and Busan harbour entrance waterway. As the result, the harbour water was calculated to be 6.9knots, the appropriate speed limit of Busan entrance harbour was 9.3knots. The present calculation of the speed limit on the approaching channel area is 10knots, inner harbour area is 7knots, which are similar to the result of the speed limit. This research is the first research on selecting the speed limit model and has its limits on finding the perfect speed limit result. More detailed standards on the safeness of traffic evaluation must be found and additional study is necessary on discriminating consideration of the elements. This research has its value which it provides instances of aboard cases on guidelines of selecting the speed limit.

차량 주행속도에 따른 도로선형 적정성 검토 소프트웨어의 개발

최재성,이동민,이승준 서울시립대학교 도시과학연구원 1998 도시과학논총 Vol.24 No.1

The objective of this study was to develop an evaluation model for highway geometric design consistency based on speed prediction model, which was developed utilizing sight distance. The model has the capability of reflecting the effect of driver's available sight distance, which seems one of the most critical factors in determining operating speed, into speed prediction procedures on horizontal alignment. On vertical alignment, the model predicts the operating speed for each type of vehicles according to the specific grades and vehicle acceleration or deceleration rates. The model also can predict the operating speed on the combined alignment of horizontal and vertical curves. The result showed that, on horizontal alignment, the operating speed based on drivers sight distance has been influenced mostly by curve radius. On vertical curves, vertical grades did not influence the passenger car speed, whereas they did to heavy vehicle speed, and it was certainly believed to occur due to different acceleration rates. It was assumed and found later in this study that there would be three different kinds of acceleration or deceleration rates on vertical grades; The first would serve from the entering stage until the heavy vehicles reach their crawl speeds, the second from crawl speed up until the speed dat vicinity of upgrade, and the third on downgrades. To determine the operating speed on combined alignments, in the earlier studies, Watanatada has developed the idea of choosing the lowest speed, among speeds calculated by three different speed prediction methods based on geometric, traffic, and vehicular characteristics. His method, however, was unlikely to account for the effect of combined alignments on vehicle speeds because of too simplified assumptions. This problem was resolved in this research by using the model which was afford to predict the passenger car speed as well as heavy vehicle speeds. A computer program was written using C++ to facilitate the computational procedure thereof. Field surveys were made in the horizontal curve sites, of which curve radius were between 50-800 meters, to collect the speed and acceleration/deceleration rates and validate the speed prediction results, and the results seemed to be in a good agreement. In conclusion, it was believed that the model could produce realistic speed predictions which can be used when one wants to check the highway geometric design consistency. And this can be a vital tool in analyzing the appropriateness of a highway plan and profile drawing map submitted for approval before construction. It was recommended that further studies be made to determine acceleration and deceleration rates according to curve characteristics and desired speeds. Integration of the model with a computerized highway geometric alignment was also suggested.

도심부 도로 특성 기반 속도 안정성 수준 산정 모델 개발

박누리,박준영,최새로나 한국도로학회 2025 한국도로학회논문집 Vol.27 No.1

Speed management in Korea currently emphasizes the setting of speed limits and controlling vehicle speeds to align with these standards. However, monitoring safe and stable speeds tailored to specific road sections is essential for enhancing pedestrian safety in urban areas. In this study, a crash frequency model was developed to define the speed stability range and identify the critical threshold at which the crash frequency changes rapidly. This threshold serves as a reference point for assessing the speed stability levels. Individual vehicle trajectory data collected from 20 road segments in Daejeon-si were used to calculate the speed-related safety evaluation indicators that served as input variables for the safety model. The speed stability range calculation incorporates speed-related indicators and road facility data from Daejeon-si, allowing the model to consider the surrounding infrastructure. The findings revealed that intersections and crosswalks are positively correlated with cumulative crash occurrences. Crash frequency predictions showed higher crash likelihoods at average driving speeds below 30 km/h, indicating that congested conditions at intersections or at peak times necessitate increased safety management. Measures for maintaining safe and appropriate vehicle speeds within identified safe ranges are critical. The speed stability range calculation methodology provides a foundation for establishing traffic safety management strategies that focus on speed control in urban areas. These results can guide the development of targeted safety interventions that prioritize pedestrian protection and optimize safe driving speeds across various road segments.

Development of the Speed Limit Model for Harbour and Waterway(II) - The Method of Speed Limit Decision and Application -

Kim, Deug-Bong,An, Kwang The Korean Society of Marine Environment and safet 2015 해양환경안전학회지 Vol.21 No.3

This research is the result on calculating the logical speed limit through certain process which some elements must be considered on selecting the speed limit of harbour and waterway. The suggested speed limit select model on this research is processed from 1~6 steps by forming a professional group of experts. Each step has its information which 1st step(water division), 2nd step(selecting the model vessel and vessel applied with speed limit.), 3rd step(selecting the maximum and minimum speed range on each section), 4th step(evaluation on the safeness of traffic), 5th step(suggesting the appropriate speed limit), 6th step(execution and evaluation.). The appropriate speed limit was decided on consideration of the safety of maritime traffic on the range of the maximum speed and the minimum speed. This model was used to derive the appropriate speed limit on the harbour water and Busan harbour entrance waterway. As the result, the harbour water was calculated to be 6.9 knots, the appropriate speed limit of Busan entrance harbour was 9.3 knots. The present calculation of the speed limit on the approaching channel area is 10 knots, inner harbour area is 7 knots, which are similar to the result of the speed limit. This research is the first research on selecting the speed limit model and has its limits on finding the perfect speed limit result. More detailed standards on the safeness of traffic evaluation must be found and additional study is necessary on discriminating consideration of the elements. This research has its value which it provides instances of aboard cases on guidelines of selecting the speed limit.

자연친화적인 급내리막 직선부에서 GHG 배출지표에 근거한 속도유지표준화 형태의 교통정온화

홍수정,오흥운 한국도로학회 2016 한국도로학회논문집 Vol.18 No.2

PURPOSES: In this paper, the effectiveness of speed-maintained standardization in road geometry on environmental impact at a downward slope location, based on greenhouse gas (GHG) emission indicators, was studied. Specifically, the aim of this study was to ascertain whether speed-maintained standardization resulted in decreased CO2 emissions as well as noise pollution, due to reduced vehicle speeds. METHODS : In this study, speed-maintained standardization in road geometry was proposed as a means to reduce vehicle speeds, with a view to reducing CO2 emissions and noise pollution. This technique was applied at a downward slope location. The vehicle speeds, CO2 emissions, and noise levels before and after application of speed-maintained standardization were compared. RESULTS: It was found that speed-maintained standardization was effective as a means to reduce speed, as well as CO2 emissions and noise pollution. By applying speed-maintained standardization, it was confirmed that vehicle speeds were reduced consistently. As a result, CO2 emissions and noise levels were decreased by 9% and 11%, respectively. CONCLUSIONS : This study confirmed that speed-maintained standardization in road geometry is effective in reducing vehicle speeds, CO2 emissions, and noise levels. Moreover, there is further scope for the application of this method in the design of roads in urban and rural areas, as well as in the design of highways.

자연친화적인 급내리막 직선부에서 GHG 배출지표에 근거한 속도유지표준화 형태의 교통정온화

홍수정,오흥운 한국도로학회 2016 한국도로학회논문집 Vol.18 No.2

PURPOSES: In this paper, the effectiveness of speed-maintained standardization in road geometry on environmental impact at a downward slope location, based on greenhouse gas (GHG) emission indicators, was studied. Specifically, the aim of this study was to ascertain whether speed-maintained standardization resulted in decreased CO2 emissions as well as noise pollution, due to reduced vehicle speeds. METHODS : In this study, speed-maintained standardization in road geometry was proposed as a means to reduce vehicle speeds, with a view to reducing CO2 emissions and noise pollution. This technique was applied at a downward slope location. The vehicle speeds, CO2 emissions, and noise levels before and after application of speed-maintained standardization were compared. RESULTS: It was found that speed-maintained standardization was effective as a means to reduce speed, as well as CO2 emissions and noise pollution. By applying speed-maintained standardization, it was confirmed that vehicle speeds were reduced consistently. As a result, CO2 emissions and noise levels were decreased by 9% and 11%, respectively. CONCLUSIONS : This study confirmed that speed-maintained standardization in road geometry is effective in reducing vehicle speeds, CO2 emissions, and noise levels. Moreover, there is further scope for the application of this method in the design of roads in urban and rural areas, as well as in the design of highways.

Development of the Speed Limit Model for Harbour and Waterway(Ⅱ) - The Method of Speed Limit Decision and Application -

Deug-Bong Kim,Kwang An 해양환경안전학회 2015 海洋環境安全學會誌 Vol.21 No.3

This research is the result on calculating the logical speed limit through certain process which some elements must be considered on selecting the speed limit of harbour and waterway. The suggested speed limit select model on this research is processed from 1~6 steps by forming a professional group of experts. Each step has its information which 1st step(water division), 2nd step(selecting the model vessel and vessel applied with speed limit.), 3rd step(selecting the maximum and minimum speed range on each section), 4th step(evaluation on the safeness of traffic), 5th step(suggesting the appropriate speed limit), 6th step(execution and evaluation.). The appropriate speed limit was decided on consideration of the safety of maritime traffic on the range of the maximum speed and the minimum speed. This model was used to derive the appropriate speed limit on the harbour water and Busan harbour entrance waterway. As the result, the harbour water was calculated to be 6.9 knots, the appropriate speed limit of Busan entrance harbour was 9.3 knots. The present calculation of the speed limit on the approaching channel area is 10 knots, inner harbour area is 7 knots, which are similar to the result of the speed limit. This research is the first research on selecting the speed limit model and has its limits on finding the perfect speed limit result. More detailed standards on the safeness of traffic evaluation must be found and additional study is necessary on discriminating consideration of the elements. This research has its value which it provides instances of aboard cases on guidelines of selecting the speed limit.

물체의 크기와 이동거리에 따른 속도감 변화

박경수,최정아,이은혜,Park, Kyung-Soo,Choi, Jeong-A,Lee, Eun-Hye 대한인간공학회 2005 대한인간공학회지 Vol.24 No.2

Human perceptional speed is different from its real speed. There is lack of research that the perceptional speed is different from real speed in 2-dimension, because most research of speed perception has concentrated on points and lines. This research investigates the effects of object size on speed perception. In this research, we used 2-D circular objects of the different size, 0.9, 1.8 and $3.6^{\circ}$. The objects moved 9.0, 13.5 and $18.0^{\circ}$ with three different speeds, 6.0, 9.0 and $18.0^{\circ}$/s. Six participants were exposed to the environment with standard scene(size: $1.8^{\circ}$, speed: $9.0^{\circ}$/s and travel distance: $13.5^{\circ}$). After the first scene, another scene in which the object had changed to different sizes, speeds and distances, was shown to the participants. A magnitude estimation method was used to construct a scale of the perceived speed level. The relationship between the perceived and the actual speed level was explained by Stevens's power law that the value was 0.978 with the exponent of 0.992. The size of object had an effect on the speed perception but travel distance was not. The perceptional speed of bigger object was lower than of smaller object. It showed that the degrees of perceptional speed decreased as size of object increased.

한국의 골프 코스 그린의 관리 및 스피드 특성과 상관에 관한 연구

이상재,심경구,허근영 한국조경학회 2000 한국조경학회지 Vol.28 No.4

This study is carried out to investigate the cahracteristics of green management practices and green speed(i.e., ball-roll distance) on 129 Golf Courses in Korea, and to explain the effects of managemet practices that affect green speed. Data collected from green-keepers were subjected to frequency, correlation analysis, and multi-regression analysis using SPSSWIN(Statistical Package for the Social Science). The results are as follows. 1. In spring mowing height, 3.5-4 mm appeared the highest frequency(44.4%) and 4-4.5mm mowing height appeared the high frequency(41.0%). In summer mowing height, 4.5-5mm appeared the highest frequency(51.3%). In fall mowing height, 4-4.5mm appeared the highest frequency(41.0%). 2. In N-fertilizing amount of February and November, 0(zero) g/$m^2$ appeared the highest frequency. In N-fertilizing amount, of June and July 0-2 g/$m^2$ appeared the highest frequency. In N-fertilizing amount, of March, May, August, and September 2-4 g/$m^2$ appeared the highest frequency. In N-fertilizing amount, of October 2-4 or 6-8 g/$m^2$ appeared the highest frequency. 3. In spring topdressing times, 3-6 times appeared the highest frequency(52.6%). In spring topdressing amount, more than 2mm appeared the highest frequency(35.9%). In summer topdressing tierms, 0-3times appeared the highest frequency(71.8%). In summer topdressing amount, 0.5-1mm appeared the highest frequency(46.2%). In fall topdressing times, 0-3times appeared the highest frequency(47.4%). In fall topdressing amount, more than 2mm appeared the highest frequency(35.9%). 4. In spring irrigation tiems, 3-4times/a week appeared the highest frequency (30.6%). In spring irrigation amount, the irrigation below 5mm/day under appeared the highest frequency(38.7%). In summer irrigation times, 4-7times/ a week appeared the highest frequency(38.9%). In summer irrigation amount, 5-10mm/a day appeared the highest frequency(45.2%). In fall irrigation times, 2-3times/a week appeared the highest frequency(36.1%). In fall irrigation amount, the irrigation below 5mm/a day under appeared the highest frequency(45.2%). 5. In spring aeration times, 2 times appeared the highest frequency(55.2%). In spring aeration depth, 5-10mm appeared the highest frequency(81.6%). In fall aeration times, 1 time appeared the highest frequency(82.5%). In fall aeration depth, 5-10mm appeared the highest frequency(86.8%). 6. In spring green speed, 1.98-2.28 or 2.59-2.89mm appeared the highest frequency(32.7%). In summer green speed, 1.98-2.28mm appeared the highest frequency (46.9%). In fall green speed, 1.98-2.28mm appeared the highest frequency(38.8%). 7. The factors which affect green speed were mowing height, N-fertilizing, season, topdressing, irrigation, and aeration. Vertical mowing did not affect green speed. The order of the relevant important factors was mowing height >: N-fertilizing > season > topdressing > irrigation > aeration. Mowing height and N-fertilizing were the most important factors in green speed. As mowing height decreased, green sped always increased. As total N-fertilizing amount decreased, green speed increased. In summer, green sped decreased remarkably. As topdressing times increased and the topdressing amount decreased, green sped increased. As irrigation times increased and irrigation amount decreased, green speed increased.