• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.249-257
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• 2018

The number of deaths for railway traffic accidents is mainly caused by working close to the track, or when unauthorized passage pass through the track. The safety fences are being used to ensure safety for workers close to the track, and to improve the efficiency of the work, without interfering with the passage of trains. However, a safety fence for railway tracks needs to be examined to see if it will interfere with the passage of trains. The purpose of this study is to analyze the safe distance between train and safety fence developed in Korea. In addition, the lateral load condition of wind pressure by trains is estimated and numerical analysis is carried out according to the installation intervals of railway safety fences. It has been confirmed that the proper spacing between the train and the railway safety fence should be at least 200 mm from the vehicle limit, and that the proper spacing of railway safety fence must be calculated in consideration of the wind pressure by trains.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.327-337
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• 2018

Since the track of the ballastless steel plate girder bridge is connected to a main girder without a deck and a ballast, the impact generated by train passage is transferred directly to bridge main members, and it can cause frequent damage of the bridge as well as higher noise and vibration level. Applying the CWR (Continuously Welded Rail) technology can reduce this structural problems, and, to this end, it is necessary to understand the characteristics of factors influencing vehicle-track or track-bridge interaction. In this paper, experimental study results are presented for examining the longitudinal resistance characteristics of the track, including a rail fastener, a sleeper fastener, and a track skeleton, installed on a ballastless steel plate girder bridge. The experiment is conducted using a disposed bridge from service, which is transported to a laboratory. The experimental results show that the rail fastener satisfies the performance criteria of the longitudinal resistance presented in KRS TR 0014-15, and the longitudinal resistance of old and new type sleeper fasteners is higher than the values provided in the existing research. Also, the unloaded longitudinal resistance of the ballastless track is between the ballast and the concrete tracks.

• Journal of the Korean Geotechnical Society
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• v.23 no.12
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• pp.61-73
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• 2007

As a part of Load and Resistance Factor Design(LRFD) code development in Korea, in this paper an intensive reliability analysis was performed to evaluate reliability levels of the two static bearing capacity methods for driven steel pipe piles adopted in Korean Standards for Structure Foundations by the representative reliability methods of First Order Reliability Method(FORM) and Monte Carlo Simulation(MCS). The resistance bias factors for the two static design methods were evaluated by comparing the representative measured bearing capacities with the design values. In determination of the representative bearing capacities of driven steel pipe piles, the 58 data sets of static load tests and soil property tests were collected and analyzed. The static bearing capacity formula and the Meyerhof method using N values were applied to the calculation of the expected design bearing capacity of the piles. The two representative reliability methods(FORM, MCS) based computer programs were developed to facilitate the reliability analysis in this study. Mean Value First Order Second Moment(MVFOSM) approach that provides a simple closed-form solution and two advanced methods of FORM and MCS were used to conduct the intensive reliability analysis using the resistance bias factor statistics obtained, and the results were then compared. In addition, a parametric study was conducted to identify the sensibility and the influence of the random variables on the reliability analysis under consideration.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.6A
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• pp.597-605
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• 2009

The safety of expressway bridges was estimated by checking the external condition rank based on the nondestructive inspection and material test and by measuring load carrying capacity based on the result of load test. Although the load carrying capacity of the bridges was clearly low compared to the design standard, it was examined that many of the bridges have good external condition rank relatively. Also, it can be assured that load carrying capacity shows a considerable difference according to various condition even though the bridges have similar construction year and a structural type. Therefore, this study showed various problems of the current safety measurement of expressway bridges by considering the status of the expressway bridges, external condition rank, and method of safety diagnosis and repair, rehabilitation for maintenance. Based on the existing data of over 400 expressway bridges, the load carrying capacity was analyzed quantitatively considering bridge type, serviced life, design live load, external condition rank and traffic count as variables. The result of this study will be expected to provide the basic information for a reasonable safety assessment of expressway bridge.

• Journal of the Korean Recycled Construction Resources Institute
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• v.11 no.4
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• pp.355-363
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• 2023

In safety assessment of a aged bridge, dynamic characteristics and displacement are directly related to the rigidity of the structural system, especially displacement is the most important factor as the physical quantity that the bridge user can directly detect. However, in order to measure the displacement of the bridge, it is difficult to install displacement sensors at the bottom of the bridge and conduct traffic blocking and loading tests, resulting in increased costs or impossible measurements depending on the bridge's environment. In this study, a method of measuring the displacement of a bridge using only accelerometers without installing displacement sensors and ambient vibration without a loading test was proposed. For the analysis of bridge dynamic characteristics and displacement using ambient vibration, the mode shape and natural frequency of the bridge were extracted using a TDD technique known to enable quick analysis with simple calculations, and the unit load displacement of the bridge was analyzed through flexibility analysis to calculate static displacement. To verify this proposed technology, an on-site test was conducted on C Bridge, and the results were compared with the measured values of the loading test and the structural analysis data. As a result, it was confirmed that the mode shape and natural frequency were 0.42 to 1.13 % error ratio, and the maximum displacement at the main span was 3.58 % error ratio. Therefore, the proposed technology can be used as a basis data for indirectly determine the safety of the bridge by comparing the amount of displacement compared to the design and analysis values by estimating the displacement of the bridge that could not be measured due to the difficulty of installing displacement sensors.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.44 no.1
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• pp.41-48
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• 2024

In 2017, the Ministry of the Interior and Safety conducted research for the revision of seismic design standards and performed studies on standard design response spectra. As a result, the Common Application Guidelines for Seismic Design Standards were introduced, and these guidelines have been implemented in the national design standards of the Ministry of Land, Infrastructure, and Transport for practical use. However, it should be noted that the research for proposing standard design response spectra during the 2017 revision was conducted before the occurrence of the significant seismic events in South Korea, such as the 2016 Gyeongju Earthquake and the 2017 Pohang Earthquake. To account for these recent major earthquakes, this study adjusted the standard design spectra based on the records of the 2016 Gyeongju Earthquake and the 2017 Pohang Earthquake and conducted ground response analyses accordingly. The results revealed variations in peak ground acceleration (PGA) at the ground surface even within the same ground classification. It was confirmed that this variation can lead to overestimation or underestimation of seismic loads.