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Title Page

Contents

Abbreviation 13

Abstract 15

CHAPTER I. INTRODUCTION 17

1.1. Research background 17

1.2. Research trend 19

1.3. Research content and scope 27

CHAPTER II. RELATED THEORIES AND SUBWAY SYSTEM 29

2.1. Characteristic of particulate matters 29

2.1.1. Characteristics of particulate matter 29

2.1.2. Sources of particulate matter 34

2.1.3. Definition of particle diameter 35

2.1.4. Mass and Number concentration 37

2.2. Health effects of particulate matter 39

2.3. Vehicle dynamics and blending brake system 41

2.3.1. Definition of urban railway 41

2.3.2. Hunting oscillation on railway wheelsets 43

2.3.3. Wheel-rail interface 44

2.3.4. Brake system 48

2.4. Wear mechanism in subway 51

2.5. Measurement & Analysis device 56

2.5.1. Measurement device and principle 56

2.5.2. Analysis device and principle 58

CHAPTER III. SOURCE AND CHARACTERISTICS OF PARTICULATE MATTERS IN SUBWAY TUNNEL 68

3.1. Research outline 68

3.1.1. Study area 68

3.1.2. Collection and analysis of samples 70

3.2. Result and discussion 75

3.2.1. PM mass 75

3.2.2. Chemical composition of PM 78

3.2.3. Morphology and energy-dispersive spectroscopy (EDX) 84

3.3. Summary 92

CHAPTER IV. GENERATION OF AIRBORNE WEAR PARTICLE EMITTED FROM SUBWAY IN OPERATION 93

4.1. Research Method 93

4.1.1. Measurement Subjects & Methodologies 93

4.1.2. Information Regarding the Operation of Daegu Metro and the Automatic Train Control System 95

4.2. Result and discussion 99

4.2.1. Mass and Number concentration of airborne wear particles in operation subway 99

4.2.2. Emission of wear particles under cabin in subway operation 120

4.2.3. Generation characteristics of airborne wear particles in operation subway 123

4.3. Summary 128

CHAPTER V. CONCLUSION AND FUTURE WORK 132

References 135

국문초록 150

List of Tables

Table 1.1. Summary of studies on source and physical chemical characteristic of PM in subway tunnels (continued). 23

Table 1.2. Summary of studies on airborne wear particles at wheel-rail-brake system (continued). 25

Table 2.1. Comparison of aerosol measurement instruments. 33

Table 2.2. Comparison of characteristics of urban transit car systems. 41

Table 2.3. Main systems in a rail vehicle (Motor car, Train and Control car). 42

Table 2.4. Classification for the generation of brake force. 49

Table 2.5. Summary of measurement device. 56

Table 2.6. Summary of analysis device. 58

Table 2.7. NIOSH Method 5040 parameters. 60

Table 3.1. Measurement devices and sampling periods. 72

Table 3.2. Physical and chemical characteristics of PM at the M station (n ＝ 13). 80

Table 3.3. Standard of chemical composition of wheel, rail and brake system in Korea. 84

Table 3.4. Chemical composition of PM according to size at the M station. 86

Table 3.5. Chemical compositions of three samples of PM in Figure 3.13. 90

Table 4.1. Information of measurement in Daegu no. 1 line 95

List of Figures

Figure 1.1. Sources of particulate matter in subway tunnel. 18

Figure 1.2. Sources contribution of particulate matter in subway tunnel by Positive Matrix... 20

Figure 1.3. Comparison of fine and coarse particle concentration at M station. 20

Figure 1.4. Generation mechanism of airborne nanoparticles from braking friction. 21

Figure 1.5. Airborne wear particle number concentration measured using the fast... 22

Figure 1.6. Flow chart of the present study 28

Figure 2.1. The scale of ultrafine particles (http://now.tufts.edu/articles/big-road-blues-pollution-... 29

Figure 2.2. Typical example of number weighted size distributions in a street canyon ; also... 30

Figure 2.3. Classification of typical types of particles present in our environment and their... 34

Figure 2.4. Feret and Martin diameter. 36

Figure 2.5. Equivalent, Stokes and Aerodynamic diameter. 37

Figure 2.6. Mass and Number concentration in urban aerosol 38

Figure 2.7. Penetration to human lung by size distribution of particulate matter. 39

Figure 2.8. Bogie components and wheelset. 42

Figure 2.9. A Schematic view of six possible relative motions in a carbody or a rail vehicle. 43

Figure 2.10. Kinematics of railway wheel coning action. 44

Figure 2.11. Leading wheelset entering a right-hand curve. 45

Figure 2.12. Wheel-rail contact zones. 46

Figure 2.13. Wheel rail contact. 46

Figure 2.14. Relationship between traction and creep in the wheel-rail contact. 48

Figure 2.15. Disc and Tread braking. 49

Figure 2.16. Characteristic curves of brake blending. 50

Figure 2.17. Abrasive wear mechanisms: a fine plowings; b fine cuttings; c fine cracks; d... 51

Figure 2.18. Adhesive wear mechanism and particles created from adhesive wear. 53

Figure 2.19. Tribochemical wear mechanism. 54

Figure 2.20. Formation and propagation of cracks in the surface fatigue mechanism. 55

Figure 2.21. Schematic of electrical low pressure impactor. 57

Figure 2.22. Schematic of scanning electron microscopy. 61

Figure 2.23. Mechanisms of emission of secondary electrons, backscattered electrons, and... 63

Figure 2.24. Principle of energy-dispersive x-ray spectroscopy. 65

Figure 2.25. Schematic of imaging and diffraction modes in transmission electron microscopy. 66

Figure 2.26. Principle of X-ray diffraction. 67

Figure 3.1. The natural and mechanical ventilation systems in line no. 4. 68

Figure 3.2. Number of trains at the M station and S station on weekdays. 69

Figure 3.3. Positions of the sampling sites at the M and S stations. 69

Figure 3.4. Particulate matter (PM) mass concentration in the subway tunnel at the M station. 76

Figure 3.5. The number and volume of PM in the subway tunnel at the M station between 7:00... 77

Figure 3.6. Size distribution of PM in the subway tunnel at the M station between 7:00. and 8:00... 78

Figure 3.7. Mass concentrations of the carbonaceous components of PM in the subway tunnel at... 79

Figure 3.8. X-ray diffraction (XRD) patterns of PM in the subway tunnel at the S station. 81

Figure 3.9. Normal and mass concentrations of ionic components in PM at the M station (n ＝... 82

Figure 3.10. Mass concentrations of inorganic components in PM at the M station. 83

Figure 3.11. Morphology of PM in subway tunnels according to size at the M station. 87

Figure 3.12. Elemental map of PM2.5. at the M station.(이미지참조) 88

Figure 3.13. Morphology of in subway tunnels according to size at the S station. 91

Figure 4.1. Map showing the subway line and subway vehicle in Daegu (TC: Train Controller-Car, M:... 94

Figure 4.2. Side view of the sampling points. 94

Figure 4.3. Operation information of the subway train at specific measurement times. 97

Figure 4.4. Operation information of the subway train in each section. 98

Figure 4.5. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under M-car(이미지참조) 100

Figure 4.6. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under M-car(이미지참조) 101

Figure 4.7. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under M-car(이미지참조) 102

Figure 4.8. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under M-car(이미지참조) 103

Figure 4.9. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail(Down) under M-car(이미지참조) 104

Figure 4.10. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under TC-car(이미지참조) 106

Figure 4.11. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under TC-car(이미지참조) 107

Figure 4.12. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under TC-car(이미지참조) 108

Figure 4.13. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under TC-car(이미지참조) 109

Figure 4.14. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and wheel-rail (Down) under TC-car(이미지참조) 110

Figure 4.15. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and brake pad-disc (Down) under...(이미지참조) 111

Figure 4.16. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and brake pad-disc (Down) under...(이미지참조) 112

Figure 4.17. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of tunnel and brake pad-disc (Down) under...(이미지참조) 113

Figure 4.18. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of both of wheels (Down) under M-car(이미지참조) 115

Figure 4.19. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of both of wheels (Down) under M-car(이미지참조) 116

Figure 4.20. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of both of wheels (Down) under M-car (Univ....(이미지참조) 117

Figure 4.21. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of both of wheels (Down) under M-car(이미지참조) 118

Figure 4.22. The concentration of PM10, 2.5. and PN0.1. (Up) and mass rate and number difference of both of wheels (Down) under M-car(이미지참조) 119

Figure 4.23. The average concentration of airborne wear particles under cabin in subway... 120

Figure 4.24. Regression result of PM10 and PN0.1. emitted at wheel-rail contact under M-car.(이미지참조) 121

Figure 4.25. Regression result of PM2.5. and PN0.1. emitted at wheel-rail contact under M-car.(이미지참조) 122

Figure 4.26. The concentration of PM10 and 2.5. and PN0.1. emitted from wheel-rail contact...(이미지참조) 123

Figure 4.27. Size distribution of mass and number emitted from wheel-rail contact under M-car... 124

Figure 4.28. Size distribution of mass and number concentration emitted from wheel-rail... 125

Figure 4.29. Contour plot of mass and number concentration emitted from wheel-rail contact... 126

Figure 4.30. The normalized concentration of mass (7.3-10, 2.0-3.0. ㎛) and number (10-20 nm, 0.2-0.19. ㎛) emitted from wheel-rail... 127

Figure 4.31. Generation mechanism of airborne wear particles in subway tunnel. 130

초록보기

 세계 대도시에서 지하철은 교통난을 해결하기 위한 주요한 대중교통수단으로써 지속적으로 확장 및 증설이 이뤄지고 있다. 하지만 지하철은 구조적 특성 상 밀폐되어 있으며, 내부에서 생성되거나 외부에서 유입된 미세먼지 등의 오염물질이 쉽게 누적되어 이를 이용하는 승객 및 작업자에게 지속적으로 노출되고 있다. 또한 각 역사마다 승객용 스크린 도어의 설치는 역사의 미세먼지를 감소하는 효과를 가져왔으나, 지하철 터널의 공기질은 점차 악화되어 지하역사보다 PM10의 농도가 2배 이상 높은 수준을 보이는 것으로 나타났다. 최근에 WHO는 초미세먼지를 1급 발암물질로 규정하였으며, 같은 성분의 미세먼지라도 입자의 크기가 작을수록 폐 깊숙이 침투하여 질병을 일으킨다는 연구가 보고되었다. 특히 도시철도 터널 내 미세먼지는 철 성분에 의한 산화 환원 반응으로 인해, 나무, 타이어 및 도로비산먼지 보다 인체에 유해하다고 보고되었다. 그리고 입자 사이즈가 작을수록 독성이 증가하며, 인간의 뇌에서 나노크기의 적철석이 발견되었다. 이와 같이, 도시철도 터널 내 미세먼지를 저감해야 할 필요가 있으며, 본 연구에서는 도시철도 터널 내 미세먼지의 오염원 파악을 위해 미세먼지의 입경별 물리화학적 특성을 연구하였고, 터널 내 대다수를 차지하는 마모입자의 발생원인을 파악하기 위해 전동차 운행 시 생성되는 마모입자의 발생 특성을 연구하였다. 그리고 이를 통해 저감 대책 및 방안을 수립하였다. 도시철도 터널 내 미세먼지의 주요 구성 성분은 산화철이며, 수 나노의 클러스터들이 뭉쳐 있거나, 조대입자에 부착되어 있었다. 이러한 나노 크기를 포함한 미세먼지들은 대부분이 전동차 중 동력차 하부의 휠-레일 접촉면에서 생성된 입자이며, 회생제동으로 발생한 슬립에 의해 생성되었다. 또한 동력차 하부 휠 플렌지-레일 가드 간 접촉에 의해서도 발생하였다. 운전차 하부의 브레이크 패드 및 디스크에서는 소량 발생하였으며, 휠-레일 접촉면에서는 거의 발생하지 않았다.

이와 같이 전동차 하부에서 발생하는 마모입자를 저감하기 위한 방안으로는 윤활유의 적절한 활용, 능동조향대차 개발을 통한 휠 플렌지 및 레일 가드 간 접촉 방지, 부수차와 운전차에 회생제동 시스템 적용 및 내마모성이 뛰어난 신소재를 휠과 레일에 적용한다면 미세먼지의 발생을 저감할 수 있으며, 동력차 하부 휠-레일 접촉면의 국소 집진장치를 개발, 적용한다면, 도시철도 터널 미세먼지를 획기적으로 줄일 수 있을 것이다.

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