In this study, the distribution characteristics of particulate matter (PM) in subway platforms were investigated, and the performance of hybrid filter systems was determined through the removal efficiency of PM according to various flow rates and filter structures. The hybrid filter systems were constructed in magnetic systems as (Magnet-Magnet (MM) filters and Magnet-Cascade (MC) filters). PM removal efficiencies of these filters were investigated at a subway platform for three days including weekdays and weekends. The compositions of collected PM were also analyzed. Based on the PM measurement in the subway platforms, it was confirmed that the operation of trains had a significant effect on the increase of PM concentration, and a large number of PMs were less than 1 μm in size. For the MC filter, the removal efficiency of PM1 based on the number of particles was up to 30.5%, demonstrating a relatively high removal efficiency in comparison with the MM filter. In terms of PM10, PM removal efficiencies of the MC filter with respect to the mass concentration and the number of particles were 48.3% and 14.5%, respectively. For the MC filter, it was found that the PM removal efficiency was enhanced with the increase in the flow rate. Moreover, the relatively large particle size PM (i.e., 7.5 μm - 10 μm) denoted a maximum removal efficiency of 97% in terms of the number of particles. All PMs collected by the filter were Fecontaining PMs. As a field experiment using the hybrid filter, the applicability of magnetic particle control technology was approved. Based on this result, it is expected that this study will be used as background research for the development of fine dust control technologies in a subway environment.

Air curtains, blowing air streams across a doorway, were installed in trial trains on subway line 7 in 2021 and they have been operated with dust collectors to improve the air quality of subway trains. In this study, we investigated the effects of air curtains on the indoor air quality in the trial subway trains. The concentrations of PM2.5 and carbon dioxide in the four selected cabins were measured in the morning hours (e.g., 7:30–11:30 am including the morning rush hour). The measurements were conducted on February 26, March 31, April 30, and May 14, 2021 and air curtain (AC)s and dust collector (DC)s in the four cabins were operated differently on those measuring days. All devices were turned off in the control cabin and only ACs, only DCs, and both the ACs and DCs were turned on in the other three cabins, respectively. The 4-h-averaged PM2.5 concentrations in the cabins, where only ACs and only DCs are turned on, are lower than in the control cabin by 18% and 26%, respectively. In addition, the joint operation of ACs and DCs can decrease the PM2.5 concentration by up to 42%. The time series of PM2.5 concentrations, measured on April 30, illustrate again that ACs block the intrusion of outside particulate matters. The 4-h-averaged carbon dioxide concentrations in the four cabins do not show monotonic differences between the cabins because of the generation of carbon dioxides inside the cabins. When the weights of individual cars and thus the numbers of passengers are similar between the cabins, the carbon dioxide concentrations in the ACs-operated cabins are higher than in the control cabin. This indicates that ACs can block the outward emission of carbon dioxides and maybe other indoor air pollutants as well.

In this study, a two-stage electrostatic precipitator (ESP) was developed using a novel automatic dry cleaning device to reduce the ultrafine particles in subway stations. Collection efficiency was evaluated with a pilot scale ESP (1.2m× 1.2m) and the scale of the test duct was half of the subway air handling unit. The maximum collection efficiency for 0.3 μm particles was 96.9%. In addition, we studied a method of automatic dry cleaning for maintenance of the ESP. The cleaning efficiency was analyzed according to the cleaning flow rate for each particle loading amount to achieve a recovery rate over 90%. In addition, we derived the equation to estimate the reduction in collection efficiency according to the particle loading amount. It was confirmed that the performance of the contaminated ESP was restored to the initial state by the automatic dry cleaning in this study and that the electrical energy consumption was 5 times lower compared to utilizing conventional water cleaning.

Although airborne wear particles (AWPs) generated from wheel-rail contacts are the major source of particulate matter (PM) in subway systems, studies on reducing the generation of such particles in order to enhance air quality are extremely rare. Therefore, this study investigated the effect of applying water-lubricant (applying tap water) on improving air quality by reducing the mass concentration (MC) of AWPs from wheel-rail contacts at a train velocity of 73 km/h using a twin-disk rig. An optical particle sizer was used to measure the MC of particles with the diameter range of 0.3 μm~10 μm. The results showed that the generation trends regarding PM1, PM2.5, and PM10 were different for dry and water-lubricated conditions: all three PMs showed an increasing-decreasing trend with slip rate under dry conditions; however, they were almost constant with slip rate under water-lubricated conditions. The particle size distributions were also different for dry and water-lubricated conditions: the peak occurred in multi-modal with the largest peak at approximately 6 μm in diameter under dry conditions; whereas, the peak occurred in bi-modal with the largest peak at approximately 0.9 μm in diameter under water-lubricated conditions. In addition, MCs were mostly smaller under water-lubricated conditions than dry conditions except at approximately 0.9 μm in diameter. Applying water significantly decreased PM1~2.5 and PM2.5~10 by more than 95%. This caused a decrease in PM2.5 and PM10 by 48.1% and 78.5%, respectively. On the other hand, applying water increased PM0.3~1 (i.e., PM1) by 52.8%, possibly owing to the effect of water vapor and mineral crystals from tap water. Overall, these findings indicate that water-lubrication can improve air quality in subway systems by reducing the MC of APWs generated from wheel-rail contacts. This study may provide a reference for future studies seeking to improve air quality in subway systems by reducing AWPs generated from wheel-rail contacts by applying lubricants.

As modern society has emerged and developed, the subway has established itself as a representative means of transportation in the city due to its speed, accuracy, and accessibility. According to the Indoor Air Quality Management Act, underground stations have established and managed the maintenance and recommendation standards for PM10, PM2.5, CO2, CO, HCHO, NO2, Rn, VOCs However, th the standards for airborne mold has not been applied for subway stations even though management for the health effect of exposure to mold is necessay. In this study, the correlation with major contributing factors was analyzed by measuring the concentration of airborne molds in the indoor air of underground stations and through literature research. It was confirmed that there was a correlation between the concentration of airborne molds in subway stations and the major contributing factors. As a result of the analysis, it was found that the concentration of airborne molds became higher as the location of the platform became deeper underground, during periods of congestion, and especially in summer. There was no significant correlation with the year of construction. Our findings indicate that appropriate management measures should be devised in response to such contributing factors.

Subway trains with air cleaners have been newly deployed in the Seoul Metro system. The purpose of this study was to determine differences regarding in-cabin particulate matter with respect to concentrations less than 10 um (PM10) and 2.5 um (PM2.5) through the operation of air cleaners in subway trains. One subway train newly installed with in-cabin air cleaners on Seoul Metro Line number 2 was chosen monitoring in 2020. In-cabin air cleaners were turned-on at both front and back areas while those in the middle area were turned-off while the train was running. In-cabin PM10 and PM2.5 concentrations were measured in each area using a real-time aerosol monitor. Average in-cabin PM10 concentrations were statistically significantly lower (by 15%) in areas with air cleaners turned-on (43.8±12.1 μg/m3) compared to those areas where the air cleaners were turned-off (51.4±15.0 μg/m3). Average incabin PM2.5 concentrations were significantly lower (by 14%) in areas with air cleaners turned on (33.7±12.2 μg/m3) compared to those areas where air cleaners were turned-off (39.2± 14.4 μg/m3). In-cabin PM10 and PM2.5 concentrations ratios were similar regardless of area with air cleaners turned-on or turned-off. The in-cabin PM10 and PM2.5 concentrations were not associated with commute time. Use of air cleaners in subway trains effected reductions in in-cabin PM10 and PM2.5 concentrations.

This study aimed to assess the pollution level in 13 crowded subway stations in an effort to understand the spatial and seasonal factors of Indoor Air Quality. The main measured items were particulate pollutants such as PM10 and PM2.5 and gaseous pollutants such as CO2, HCHO, Rn, TVOC, BTEX, and Styrene at concourses and platforms in the summer and winter periods. The influence of the draught created by the movement of the train was classified into lateral and island platforms, and the concentrations of PM by location (entrance, middle, and end) were statistically compared and analyzed. As a result, the concentrations of PM were confirmed high in the order of Platform > Concourse > Ambient air. In particular, in the case of platform PM10, the frequency exceeding the standard value (100 μg/m3) was 38.5% and the maximum concentration was 196.2 μg/m3. All gaseous pollutants were at lower levels than the standard, and the factors affecting CO2 and Rn were identified as the number of users and geological characteristics, respectively. The principal component analysis (PCA) demonstrated that PM was found to be a major indicator of the air quality management of subway stations. In particular, the concentrations at entrance and end areas in the lateral platform were about 1.4 times higher with regard to PM10 than in the middle area, and about 1.9 times higher with regard to PM2.5 due to the effect created by the draught produced by the movement of the train. Therefore, in order to manage PM in the platform area, a specialized management plan for places with particularly high PM concentration within the platform area is required. In addition, it is necessary to evaluate the effect created by the draught produced by train movement when selecting locations for measuring indoor air quality.

We investigated the distributions of airborne radon concentration on the platforms of the stations of Seoul Metro by the underground depth of each subway line, and explored the correlation between the radon concentration and the depth and geological conditions around each underground station. The measurements of radon levels were performed in 254 subway stations within Seoul Metro Lines 1 to 8 using the passive sampler (RADUET). Radon concentration data from 2007 to 2017, as well as the depth of each subway station were obtained from the Seoul Metro corporation. The geological information of each subway station were purchased from the Korea Institute of Geoscience and Mineral Resources. Student t-test and correlation analyses were performed to compare the levels of radon by the depth of subway stations, and to investigate the association of radon levels based on geological information. The geometric mean concentration of the all subway stations was 27.9 Bq/m3 ( range, 3 . 7Bq/ m3~124.0 Bq/m3). The depth of Lines 5-8 (geometric mean, –20.3 m) was significantly deeper by about 50% or more than that of Lines 1-4 (–13.1 m) (P<0.01). The radon levels increased significantly in deeper depths and as the number of Lines increased (P<0.05). A significant higher mean concentration of radon above the igneous rock (33.0 Bq/m3) was observed, comparing to that of non-igneous rock (27.5 Bq/m3) (P<0.00001). Our findings indicate that the deeper the subway is built or the more it is constructed on the granite area, the more careful management, including frequent ventilation and measurement monitoring, is necessary.

Since 1974, the urban subway has been used as a major form of public transportation in Seoul, Korea. The air quality in the subway environment depends on the introduction of air pollutants from roadway air and its generation is caused by subway operation in the tunnel. In the subway tunnel, PM10 concentration was monitored from March 8 to 15, 2018 and from March 26 to 28, 2018, and compared with concentrations that are routinely monitored at the subway concourse and the nearest roadside air quality monitoring station (RAQMS). Overall PM10 concentration at the concourse was similar to that of the RAQMS. However, PM10 concentration in the tunnel was significantly higher than those of the subway concourse and RAQMS, and showed distinct diurnal variation caused by train operation. The dominant peak concentrations were highly correlated with the number of train operations per hour. The minimum PM10 concentration was observed between 2 am to 5 am when the train was not operated. This was similar to that of the RAQMS. Although the diurnal variation of the PM10 concentration at the concourse is not significant, the overall trend is similar to that in the tunnel.

With the development of public transportation, the use of subways as a means of transportation in the city center is increasing, so that vibrations and structural noises are emerging as a new environmental issues. This study can be used as a basis for research on subway safety and shock mitigation by applying vibration-proof mat.

To reduce subway passengers’ exposure to PM 10 (particulate matter less than 10 micrometers), management of PM 10 concentration in underground stations is critical. In this study, we attempted to investigate the distribution of airflow PM 10 concentration in an underground station. The numerical simulations were performed using computational fluid dynamics. In order to apply to CFD, measurement of air volume (supplied and exhausted air) and PM 10 concentration were conducted at the concourse and platform areas of the underground station. The results of the simulation agreed with the actual PM 10 concentration, and we confirmed the distribution of PM 10 concentration depending on air volume conditions. This result will be helpful to reduce the PM 10 in an underground station when using ventilation system.

목적 : 본 연구는 신경발달 장애 아동들에게 작업기반(occupation-based) 중재를 그룹 프로그램으로 적용하여 작업 수행의 질, 수행도 및 만족도, 프로그램에 대한 만족도의 효과를 알아보고자 하였다. 연구방법 : 신경발달 장애 아동 10명을 대상으로, ADOC-S(Aid for Decision making in Occupation Choice-School) 및 COPM(Canadian Occupational Performance Measure)을 사용하여, 모든 클라이언트에게 의미 있고 공통된 작업 목표를 수립 하였다. ‘지하철 이용’ 작업수행 분석한 후에 PQRS(Performance Quality Rating Scale)를 사용하여 작업수행의 질 변화를 조사하였다. 작업기반 중재는 가장 자연스럽고 실제생활과 비슷한 상황에서 의미 있는 작업을 직접 수행하며 진행되었다. 실험은 사전평가 1회기, 중재기는 주 1회, 회기당 100분, 8주간, 총 8회기 진행되었고 사후 평가 1회기 실시되었다. 결과 : 작업수행의 질인 PQRS에서는 중재 전에 비해 중재 후 38.10의 증가를 보였다. 유지, 보상 및 적응 접근을 적용하여 초기 회기(1~4회기)에 큰 증가율이 나타났다. COPM의 수행도는 중재 전에 비해 5.80, 만족도는 7.00의 증가가 나타났다. 또한 보호자 인터뷰를 통한 프로그램 만족도에서 높은 점수가 나타났다. 결론 : 작업기반 중재는 신경발달장애 아동의 작업수행을 향상시킬 수 있는 중재방법이며, 수행도 및 만족도, 프로그램 만족도에 긍정적인 결과를 도출할 수 있었다.

The purpose of this research was to examine simultaneously health halo and health horn effects across two fast food restaurant brands that have healthful or unhealthful images (i.e., McDonald's and Subway). Specifically, we investigated the moderating effects of nutrition information disclosure and dietary restraint on behavioral intention of four menus from the two brands. Two menus from the McDonald’s and two menus from the Subway, respectively, had been selected as stimuli, and each menu represented health halo confirmation (the Roast-Chicken sandwich) / disconfirmation (the Italian-Spicy sandwich), and health horn confirmation (the Big Mac burger) / disconfirmation (the McSpicy-Cajun burger), respectively. This study employed a mixed factorial design: 2 (nutrition information: present vs. absent) X 2 (dietary restraint: restrained eater vs. unrestrained eater) X 4 (menu type: a health halo or a health horn (for the Subway and the McDonald’s with objective healthfulness). The survey was conducted on October 11- 17, 2016, by a research company, Macromill EMBRAIN in Korea, which possessed more than 1 million panel members. Cell sizes were 149 and 146 for the between-subjects factor. Participants were randomly assigned to one of the nutrition information disclosure experimental conditions (either present or absent) and presented with all four menus. The results showed that the behavioral intentions of all three menus, except health horn disconfirmation menu, were decreased. In particular, the effect size of health halo disconfirmation menu (decrease in behavioral intention) was the greatest. There was no difference in the behavioral intention of four menus between the restrained eater and unrestrained eater. Thus, brands positioned as healthy should well manage the expectation levels of their customers. A brand positioned as healthy, such as the Subway, has to manage the health expectation of its customer not get too high, or the brand has to continuously strive to satisfy its client's expectations. A brand positioned as unhealthy (eg, McDonald’s) needs to actively develop low-calorie menus, healthy menus or similar side dishes. Although indulgent menus would account for the majority of the revenue, existence of healthy menus / side dishes would lessen the guilty feelings of the customers of the restaurant and the brand. This is the first study which identified both the health halo effect and the health horn effect on restaurant brand image. The results of this study confirm the need to provide nutrition information on dining out menus and would help consumers choose healthy menus.

Using network betweenness centrality we attempt to analyze the characteristics of Seoul metropolitan subway lines. Betweenness centrality highlights the importance of a node as a transfer point between any pairs of nodes. This ‘transfer’ characteristic is obviously of paramount importance in transit systems. For betweenness centrality, both traditional betweenness centrality measure and weighted betweenness centrality measure which uses monthly passenger flow amount between two stations are used. By comparing traditional and weighted betweenness centrality measures of lines characteristics of passenger flow can be identified. We also investigated factors which affect betweenness centrality. It is the number of passenger who get on or get off that significantly affects betweenness centrality measures. Through correlation analysis of the number of passenger and betweenness centrality, it is found out that Seoul metropolitan subway system is well designed in terms of regional distribution of population. Four measures are proposed which represent the passenger flow characteristics. It is shown they do not follow Power-law distribution, which means passenger flow is relatively evenly distributed among stations. It has been shown that the passenger flow characteristics of subway networks in other foreign cities such as Beijing, Boston and San Franciso do follow power-law distribution, that is, pretty much biased passenger flow traffic characteristics. In this study we have also tried to answer why passenger traffic flow of Seoul metropolitan subway network is more homogeneous compared to that of Beijing.

The purpose of this study is to develop correction formulas using the results of measurement by PMS 103, which is a weight method measuring device, and by Dusttrak (TSI, USA), DustMate (Turnkey Instrument Ltd., UK), and LD-5 (SIBATA, Japan), which are light scattering measuring devices. The objective is to evaluate and identify new standards (to develop a proposal) in order to complement the limitations of the existing measurement methods of public transportation vehicle indoor air quality by utilizing the three nephelometer type measuring devices. In the case of non-rush hours, the PMS values were estimated using an estimation regression equation. Statistically, the PMS values that were actually measured were not significantly different (p-value=0.4375, 0.4375, 1.000). With respect to the agreement between the two values, ICC was 0.99 in the case of the estimation regression equation using LD-5 values, 0.97 in the case of the estimation regression equation using Dusttrak values, and 0.84 in the case of the estimation regression equation using DustMate values to allow for the identification of agreement at greater levels. In the case of rush hours, the PMS values were estimated using an estimation regression equation. Statistically, the PMS values that were actually measured were not significantly different (p-value=0.3125, 0.6250, 0.8125). With respect to the agreement between the two values, ICC was 0.92 in the case of the estimation regression equation using LD-5 values, 0.91 in the case of the estimation regression equation using Dusttrak values, and 0.89 in the case of the estimation regression equation using DustMate values to allow for the identification of agreement at greater levels.

The subway is a common transportation system accessed by over 8 million people on a daily basis in Metropolitan Seoul area. The subway ventilation system located on a street occupies a large area of walkways which cause inconvenience to the public. In this paper, approaches to reduce the ventilation sitting area on the pathway are examined. 5 different preliminary models of ventilation systems are analyzed to minimize the pathway obstacle area such that the public may have an easy access to pass by on the street. The amount of the air ventilation is predicted using the CFD software to ensure an efficient ventilation. The ventilation performance is verified by theory and numerical analysis. The result shows that one of the proposed model combined with the hybrid ventilation satisfies the regulation requirement of the air quantities. We may conclude that the proposed ventilation design provides a smooth walking environment to the public while the ventilation volume is maintained to the existing ventilation system with no modification of the current ventilation holes and structures.

The vibration of wheel is mainly affected by a fault on a wheel contacting with railway when average speed is over 60km/h. When the wheel vibration caused by wheel scratch increase more than a certain criterion, the wheel is shaved to reduce the vibration. This criterion of shaving is determined from the acceleration signal measured from the sensor mounted on the railway. In this study, vibration characteristics of the rolling wheels having a fault is analyzed with experimental approach to verify the acceleration criterion for shaving wheel.