• 한국방재학회:학술대회논문집
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• 2010.02a
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• pp.77.2-77.2
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• 2010

고속열차(KTX)를 지지하는 구조물은 차량과 지속적인 접촉을 갖는 구조를 가지고 있으므로 고속열차의 운행 안정성(동적거동)을 고려한 설계가 필요하다. 또한, 상부 구조물은 고속열차의 연행이동집중하중을 지지하며, 이러한 하중조건을 갖는 차량이 운행할 때 상부 구조물은 설계 기준사항들을 만족해야한다. 호남고속철도 설계지침에 의하면 고속열차(KTX)의 운행 안정성을 평가하기 위한 항목들로 대상 교량의 고유진동수, 상판 수직가속도, 면틀림 그리고 승차감을 고려한 연직처침 등이 요구된다. 따라서, 본 연구에서는 KTX의 실 열차하중을 고려하여 연행이동집중하중으로 아치 교량의 동적거동을 검토하였으며, 호남고속철도 설계지침을 적용하여 대상 교량의 운행 안정성을 평가하였다.

• Convergence Security Journal
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• v.13 no.6
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• pp.61-68
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• 2013

Needs for a new technologies of infrastructure systems arose, following the development of next generation EMU(Electric Multiple Unit) train with maximum speed over 400km/h. For high-speed operation tests of the new EMU, a high-speed railway infrastructure test-bed was constructed in a 28km long section of the Honam High-speed Railway. Diverse sensors and monitoring system was installed for continuous monitoring of the railway. Due to such effort, further demands and needs of the integrated monitoring system was derived in a more comprehensive and long-term perspective.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.15 no.2
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• pp.1157-1163
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• 2014

Needs for a new technologies of infrastructure systems arose, following the development of next generation EMU(Electric Multiple Unit) train with maximum speed over 400km/h. For high-speed operation tests of the new EMU, a high-speed railway infrastructure test-bed was constructed in a 28km long section of the Honam High-speed Railway. Diverse sensors and monitoring system was installed for continuous monitoring of the railway. Due to such effort, further demands and needs of the integrated monitoring system was derived in a more comprehensive and long-term perspective.

• Journal of the Korean Society for Railway
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• v.7 no.1
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• pp.10-25
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• 2004

2004년 4월 1일. 단군이래 최대의 국책사업인 한국고속철도 KTX(Korea Train eXpress)가 지난 12년의 산고 끝에 경부ㆍ호남 동시 개통되어 최고속도 300km/h로 영업을 하게 되는 날이다. 1989년 5월 서울∼부산간 경부고속복선전철을 1998년에 완공하는 것으로 계획을 수립하고 철도청에 고속전철 기획실을 설치한 이래 1992년 3월 건설전담 조직인 한국고속철도건설공단이 별도로 설립되어 1992년 6월 대전∼천안간 시험선 건설의 첫 삽을 뜬지 12년의 세월이 지나 총 사업비 18조4,358억원 중 1단계 12조7,377억원이 투입되었고 221.1km의 고속신선이 시흥∼대전 조차장, 옥천∼신동구간에 건설되었다. 또한 고양기지∼시흥, 대전 및 대구 연결선, 대구∼부산간 기존선이 전철화되었고, 1999년 12월 확정한 호남선 복선 전철화계획에 의해 서대전∼목포 구간이 총사업비 8,994억원이 투입되어 전철화 됨으로써 동서화합차원에서 2004년 4월 1일 서울∼부산, 서울∼목포간 동시 개통되게 되는 것이다. (중략)

• Proceedings of the KSR Conference
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• 2007.11a
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• pp.1370-1378
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• 2007

High speed railway bridge is affected on safety of bridge by dynamic amplification effect, when dynamic response of bridge is equal to effect cycle load for rolling stock axle according to high speed operation train. And excessive deformation of structure has negative effect on operation safety of train and comfort of passenger due to fluctuation of wheel load by torsion of track etc. and decrease of contact force on vehicle wheel-rail. To ensure the safety of track and train operation safety, it is have to perform the study on resonance and deformation of structure. That criteria and requirement of railway bridge is limitation of vertical acceleration on deck for dynamic behavior of structure, contact of vehicle wheel and rail, limitation of face distortion and rotation angle of end deck, and limitation of vertical displacement by train. Unlike KYEONGBU High Speed Railway, New constructed HONAM High Speed Railway have to applied the new requirement for dynamic behavior safety according to change of condition which is type of ballast (slab ballast), interval of track, and actual rolling stock load. Therefore, in this paper, it was conformed the dynamic characteristic due to parameter, which related with above mentioned criteria, for steel composite bridges.

• LOGISTICS
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• s.18
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• pp.45-45
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• 2006

• 열린충남
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• s.32
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• pp.158-159
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• 2005

• Proceedings of the Korean Association of Geographic Inforamtion Studies Conference
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• 2008.06a
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• pp.503-509
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• 2008

현재 동경측지계로부터 세계측지계로의 좌표변환을 하기 위하여 고시된 국가좌표변환계수는 우리나라 전 지역에 대하여 산출된 값으로서 지역마다 정확도에서 어느 정도의 오차를 포함하고 있다. 이에 따라 호남고속철도와 같이 대형국책 사업 수행시 좌표변환 오차로 인하여 문제가 발생하는 경우 경제적이나 사회적으로 많은 영향을 미치게 된다. 본 연구 에서는 호남고속철도 사업구간 오송$\sim$광주 180km구간(철도기준점 231점)을 사용하여 전 구간180km을 3구역으로 나누어 각 구역별(60km)의 지역좌표변환계수와 전구간180km 전체에 대한 지역좌표변환계수 산정하여 지역에 따른 좌표변환 시 적용 가능성에 대하여 살펴보았다.

• Proceedings of the Korean Society for Rock Mechanics Conference
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• 2007.10a
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• pp.19-36
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• 2007

When the trains runs at a high speed in the tunnel, passengers feel a pain in the ear that fast pressure fluctuation inside the tunnel being delivered with pressure fluctuation inside the passenger car. These phenomena are called "aural discomfort". Aural discomfort increase the passengers' uncomfort so that it is decreased a service level and serious case, it is able to damage the ear of the passenger. therefore aural discomfort must be considered the high-speed railroad tunnel cross-section design. To solve the problem of aural discomfort in a railway tunnel, some countries have standards on aural discomfort. It has been studied that different countries have different standards on aural discomfort. For that reason, the criteria of aural discomfort was reviewed through the standards of Kyungbu HSR line and different countries in this paper. And then Numerical Analysis of the Characteristics with tunnel cross-section change has been used for the selection of the optimum cross-section of Honam. The numerical analysis results were compared to field test results in order to verifying the reliability of the numerical analysis.

• Journal of the Society of Disaster Information
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• v.18 no.1
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• pp.80-90
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• 2022

Purpose: The objective of this study was to improve smart monitoring and monitoring management technology in long tunnels by investigating and analyzing the normal operation rates of monitoring hardware in the long tunnels of high-speed and urban railways. Method: This study evaluated, analyzed, and compared the normal operation rate of 6-8 types of monitoring hardware for each long tunnel, targeting three high-speed railway lines with a long tunnel (i.e., Suseo-Pyeongtaek Line, Gyeongbu Line, and Honam Line) and two urban railway groups with a long tunnel (i.e., Seoul Metro Lines 5, 6, and 7, and 9). Result: The rank of the normal operation rate of monitoring hardware was in the order of Suseo-Pyeongtaek High-Speed Railway (92.1%), Seoul Metro Lines 5, 6, and 7 (85.8%), Seoul Metro Line 9 (85.2%), Gyeongbu High-speed Railway (80.5%), and Honam High-speed Railway (46.7%). Conclusion: The mean normal operation rate of the monitoring hardware in the three high-speed railway long tunnels was 83.4%, and that of the two urban railway long tunnels was 85.5%, indicating that the deviation between them was small. The mean normal operation rate of the monitoring hardware in the long tunnels of the five high-speed and urban railway lines was 84.2%.