• 한국의류산업학회지
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• 제19권2호
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• pp.109-120
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• 2017

In the textile industry located in Gyeonggi-do, 85% of small-sized firms have less than 10 employees; in addition, the most of them are characterized by a vendor relying specialization system that conducts foundry from the vendor that managed marketing, textile design development, and quality checks according to unit stream. The breakaway of these vendors accelerated over the last 7 years; however, industry survival is at stake because the specialization system and orders have collapsed. The following four main policies must be implemented to overcome industry hardship. Policies have been derived from survey and analysis (present condition and trends) from industrial statistics and related policies in advanced and developing countries. First, a policy to promote cooperation between small-sized foundry unit-streams. Second, unification of the marketing support function with a textile design and development support system. Third, the introduction of policy support-management system customized according to developmental stages (tall process${\rightarrow}$fabric production${\rightarrow}$sales${\rightarrow}$clothing production sales). Fourth, foundation of a control tower that puts these tasks in a vehicle and runs them and the division of roles with the central government. We must propel main tasks to manifest the developmental potential (develop eco-friend dyeing and processing technologies, change to the young next CEO in business environment, and grow the of knit market) of the Gyeonggi Textile Industry in a short period to present a condition where these four main policies are running.

• Smart Structures and Systems
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• 제20권5호
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• pp.549-562
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• 2017

The US railroad network carries 40% of the nation's total freight. Railroad bridges are the most critical part of the network infrastructure and, therefore, must be properly maintained for the operational safety. Railroad managers inspect bridges by measuring displacements under train crossing events to assess their structural condition and prioritize bridge management and safety decisions accordingly. The displacement of a railroad bridge under train crossings is one parameter of interest to railroad bridge owners, as it quantifies a bridge's ability to perform safely and addresses its serviceability. Railroad bridges with poor track conditions will have amplified displacements under heavy loads due to impacts between the wheels and rail joints. Under these circumstances, vehicle-track-bridge interactions could cause excessive bridge displacements, and hence, unsafe train crossings. If displacements during train crossings could be measured objectively, owners could repair or replace less safe bridges first. However, data on bridge displacements is difficult to collect in the field as a fixed point of reference is required for measurement. Accelerations can be used to estimate dynamic displacements, but to date, the pseudo-static displacements cannot be measured using reference-free sensors. This study proposes a method to estimate total transverse displacements of a railroad bridge under live train loads using acceleration and tilt data at the top of the exterior pile bent of a standard timber trestle, where train derailment due to excessive lateral movement is the main concern. Researchers used real bridge transverse displacement data under train traffic from varying bridge serviceability levels. This study explores the design of a new bridge deck-pier experimental model that simulates the vibrations of railroad bridges under traffic using a shake table for the input of train crossing data collected from the field into a laboratory model of a standard timber railroad pile bent. Reference-free sensors measured both the inclination angle and accelerations of the pile cap. Various readings are used to estimate the total displacements of the bridge using data filtering. The estimated displacements are then compared to the true responses of the model measured with displacement sensors. An average peak error of 10% and a root mean square error average of 5% resulted, concluding that this method can cost-effectively measure the total displacement of railroad bridges without a fixed reference.