• Journal of Korean Tunnelling and Underground Space Association
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• v.6 no.3
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• pp.199-211
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• 2004

As the length of local tunnels is getting longer, the demand for tunnel safety attracts more attention. But only a few information can be found concerning traffic and fire accidents occurred in local tunnel, and full-fledged studies had not been carried out to fulfill the expectation of the tunnel users. This study aims at collecting and analyzing the data on traffic and fire accidents in local road tunnels and providing the fundamental data for the tunnel fire safety evaluation. Focus is placed on quantifying the relationship among traffic accidents, fire occurrences and tunnel characteristics.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.32 no.6D
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• pp.549-556
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• 2012

Longitudinal tunnels are defined as tunnels with length of over 1km. Because of Korea's topographical conditions and as safety measures for linear design, many tunnels are inevitably being constructed in Korea. The number of longitudinal tunnels constructed on expressways amounted to 104 as of the end of 2010 with a total length of 192km. Given the increasing demand for tunnels and the increasing length of tunnels, a safety evaluation of longitudinal tunnels needs to be conducted. As such, this study selected design elements, transportation environment and delineation system as elements to check and tried to determine factors influencing road crashes. For this, tunnels have been classified based on history of crashes; ones with crashes and ones without crashes and statistically meaningful explanatory variables were selected. By using these variables, a logit model was development in order to better grasp the factors that directly and strongly influence crashes. The result, related to crashes as well as the analysis were utility tunnel interior materials of driving lane and passing lane, which are related to driver's visibility, lateral width widening to consolidate space in a tunnel, and annual average daily traffic (AADT) per lane. These results may be used in the future as analysis indicators when drawing up plans to prevent crashes in longitudinal tunnels.

• Magazine of the Korean Society of Hazard Mitigation
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• v.10 no.3
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• pp.36-42
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• 2010

최근 포화된 도시 인구와 교통량에 대응하기 위하여 기존의 버스, 지하철 등의 대중교통 수단 이외에 광역화된 도시 영역을 빠른 시간 내에 대량의 승객이 이동할 수 있는 신개념의 교통체계로서 대심도 철도가 소개되고 있다. 철도가 광역화되고 인구 밀도가 높은 도시 영역을 빠르게 대량의 승객을 수송하기 위해서 지하 깊이 철도가 다니게 하는 것이 경제성, 효율성 측면에서 합리적일 수 있으나 편리성과 도입에 초점을 맞추다 보니 여기서 발생할 수 있는 여러 가지 안전 문제에 대한 체계적인 검토가 간과되고 있다. 대심도 터널 내에서의 다양한 교통사고와 화재를 포함하여 각종 자연 재해와 인적 재난이 대심도 교통수단의 안전에 영향을 줄 수 있다. 방재 측면에서 대심도 터널 자체의 구조와 기능, 교통수단의 기능 측면을 강조하다 보니 인명 피해, 즉 인간 그 자체의 안전에 대하여 간과하는 측면이 있어 본 내용은 국내 유사 교통 수단인 고속철도에서 심장마비 환자의 응그브이료 구축 사례와 대구 지하철 화재의 초기 응급의료 대응을 통하여 대심도 철도 사고나 응급환자 발생 시 대피와 구조의 어려움을 적절히 대처하고, 인명피해 저감 대책과 대심도 철도의 특성에 맞는 응급의료체계를 개발 방향에 대하여 제시하고자 한다.

• Magazine of korean Tunnelling and Underground Space Association
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• v.22 no.2
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• pp.55-62
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• 2020

• KSCE Journal of Civil and Environmental Engineering Research
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• v.35 no.1
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• pp.173-185
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• 2015

This study aims to investigate the characteristics and types of car accidents and establish a prediction model by analyzing 456 car accidents having occurred in the 11 tunnels in Busan, through statistical analysis techniques. The results of this study can be summarized as below. As a result of analyzing the characteristics of car accidents, it was found that 64.9% of all the car accidents took place in the tunnels between 08:00 and 18:00, which was higher than 45.8 to 46.1% of the car accidents in common roads. As a result of analyzing the types of car accidents, the car-to-car accident type was the majority, and the sole-car accident type in the tunnels was relatively high, compared to that in common roads. Besides, people at the age between 21 and 40 were most involved in car accidents, and in the vehicle type of the first party to car accidents, trucks showed a high proportion, and in the cloud cover, rainy days or cloudy days showed a high proportion unlike clear days. As a result of analyzing the principal components of car accident influence factors, it was found that the first principal components were road, tunnel structure and traffic flow-related factors, the second principal components lighting facility and road structure-related factors, the third principal factors stand-by and lighting facility-related factors, the fourth principal components human and time series-related factors, the fifth principal components human-related factors, the sixth principal components vehicle and traffic flow-related factors, and the seventh principal components meteorological factors. As a result of classifying car accident spots, there were 5 optimized groups classified, and as a result of analyzing each group based on Quantification Theory Type I, it was found that the first group showed low explanation power for the prediction model, while the fourth group showed a middle explanation power and the second, third and fifth groups showed high explanation power for the prediction model. Out of all the items(principal components) over 0.2(a weak correlation) in the partial correlation coefficient absolute value of the prediction model, this study analyzed variables including road environment variables. As a result, main examination items were summarized as proper traffic flow processing, cross-section composition(the width of a road), tunnel structure(the length of a tunnel), the lineal of a road, ventilation facilities and lighting facilities.

• Proceedings of the Korean Institute of Industrial Safety Conference
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• 2000.11a
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• pp.287-292
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• 2000

최근에 각종 SOC사업이 본격화되면서 고속도로망 및 도시교통망 확충이 가속화되어 장대 터널이 급증하고 있을 뿐만 아니라 차량의 급속한 증가로 차량배기가스에 의한 터널내부 환경의 악화가 문제시되고 있다. 특히 도로터널은 반밀폐 공간으로 터널내에서의 사고는 인명피해와 막대한 재산 피해로 이어질 수 있으므로 안전운전을 위한 제반설비 및 대책이 필요하며 안전운행을 위한 가시거리 확보 및 쾌적한 환경에 대한 요구가 대두되고 있다. 따라서 터널에서 이와 같은 요구를 만족하기 위해서 기계환기설비가 투입되고 있으며 이에 대한 최적화 설계에 대한 필요성이 높아지고 있다.(중략)

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2002.03a
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• pp.19-26
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• 2002

서울시에 건설될 새로운 내부 남부순한 도로는 제2 성산대교와 서쪽의 주요 고속화 도로를 연결하는 초고속 도로망을 구축할 것이다. 노선연장은 지하구조물 10.4km를 포함하여 총 34.8km에 달한다. 도로망이 완성되면 수도 서울 중심가의 심한 교통체증은 상당부분 완화 될 것이다. 공사비 7000억원에 이르는 대규모의 서울 남부순환 도로는 3차선 병렬터널 3개 공구를 포함하는 것으로 계획되어졌다. 이들 터널은 3차선, 일방향, 병렬터널로서 계곡부를 관통하며 굴착공법은 대부분 발파공법으로 계획되어져 있다. 가장 긴 관악터널은 지질조건이 복잡하며 따라서, 이런 지반에 적용성이 좋은 발파공법에 의한 굴착으로 계획되어졌다. 특히, 갱구부는 지질상태가 매우 불량하여 풍화암 자연상태로 설계하는 것이 불가능하였다. 설계자들은 터널 화재와 교통사고 등과 같은 터널내에서의 긴급상황에 대한 최적의 대책 수립에 중점을 두어야만 했다. 관악 터널 상부에 위치한 수로관을 통과하는 방법을 찾는 것이 당면 최대 관건이었다. 또한, 갱구부 주변지역의 환경을 보존하고 현장의 자연적인 아름다움 을 유지하기 위하여 굴착량을 최소화하는 공법선정이 중요하였다.

• Journal of Korean Society of Transportation
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• v.17 no.1
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• pp.67-74
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• 1999

Where an interchange is located just after a tunnel not only it is impossible to install the traffic signs in tunnel sections but also sufficient sight distance to identify the interchange can't be provided. The objective of this study is to suggest the safety based spacing between tunnel and interchange. For this study accident rate was used as an index representing characteristics for vehicle operation to suggest the appropriate spacing. Traffic volume and the number of accidents on freeway from 1992 to 1997 were analyzed. The relationship between accident rate and spacing represents negative logarithm function such that shorter spacing increases accident rate. An appropriate safety based spacing between tunnel and interchange for four lane freeway with the design speed of 100kph was found as 2.6km.

• Journal of Korean Society of Transportation
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• v.27 no.1
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• pp.17-25
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• 2009

This research analyzed the changes of drivers' visual workload with beta wave of bionic signals from brain's occipital lobe from entrance to exit section of the Yuksimnyeong tunnel which is 3.1km long in Daejeon-Tongyeong section of Jungbu expressway. There are 10 subjects who Participate our experiments and the results are as follows. First. the drivers' visual workload is higher about 41% in entrance section of the tunnel than 200m in advance of the section of the tunnel. Second, it is higher than 200m in advance of the section of the tunnel by 34.5% that the value of the drivers' visual workload who is driving in the tunnel. Third, as a result of analyzing the tunnel into 200m unit section, it is statistically different from other sections' at the 1.0km and 2.4km section from the entrance of the tunnel. If drivers sustain average visual workload for safe driving in very long tunnel, it's not desirable environment that drivers' visual workload goes under the average workload. Therefore, it would be the section where drivers who is driving in tunnel could cause a traffic accident.

• Proceedings of the KAIS Fall Conference
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• 2009.12a
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• pp.864-867
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• 2009

고속도로를 주행하는 차량에 작용하는 순간적인 강풍은 차량의 주행경로이탈, 차체의 수평회전 과다와 전도를 발생시키는 원인이 되며, 이로 인한 교통사고는 치명적인 대형사고로 이어질 가능성이 높다. 최근에 건설되거나 추진중인 고속도로는 고속운행에 필요한 도로선형을 확보하기 위해 계곡부를 통과하는 높은 위치에 교량을 건설하거나 산악터널을 내는 경우가 많으며, 지형적인 특성으로 발생하는 국지적인 강풍의 영향이 매우 크기 때문에 적극적인 강풍저감대책이 필요하다. 본 연구에서는 강풍 발생지역을 주행중인 차량의 안전성 및 쾌적성확보를 위하여 차량의 동역학적 거동을 규명하고 차종별 주행속도와 순간풍속의 상관관계를 정립하였다. 또한 차량사고의 영향인자별 분석을 통하여 기존에 제시된 연구결과와 기준안에 대한 고찰을 실시하였고, 강풍발생 지역을 통과하는 차량에 대한 규제와 운영방법에 대해 위험풍속을 정의하고 차량속도규제(안)을 제시하였다.