• Journal of the Korean Society for Railway
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• v.14 no.1
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• pp.57-65
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• 2011

The estimation of traffic safety and passenger comfort when the train is running on the bridge is a estimation unique to the railway bridge. The standards for such estimation are included in the Eurocode, the Shinkansen design criteria, and the design guideline of the Honam High-speed railway. The items are bridge responses including vertical displacement of bridge, vertical acceleration, and slab twist. In principle, a direct estimation based on the train responses has to take place. However, the estimation based on the bridge responses can be seen as an indirect estimation procedure for the convenience of the bridge designer. First, it is general practice that traffic safety can be verified as a derailment coefficient or wheel load decrement The general method of estimating passenger comfort is to calculate the acceleration within the train car-body. Various international indexes have been presented for this method. In the present study, traffic safety and passenger comforts are estimated directly by bridge/train interaction analysis. The acceleration and wheel load decrement are obtained for the estimation of traffic safety and passenger comforts of a suspension bridge which has main span length of 300m. Also, the consideration of seismic load with simultaneous action of moving train is done for bridge/train/earthquake interaction analysis.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.2
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• pp.34-39
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• 2016

Structural behaviour of PSC box bridge, on which KTX train runs, is analysed up to 500 km/h speed considering 12 stages track irregularity and interaction between bridge and vehicle. To evaluate wheel forces and rotations of vehicle, lateral wheel forces, derail factor and offload factor calculated on the track combining the bridge and 170 m normal track are compared with existing allowed limits. Maximum longitudinal displacement and accumulated sliding distance of the brige bearings for simply supported and 2 span continuous PSC bridges are presented by each running speeds. Long-term friction tests based on EN-1337-2 are conducted between PTFE and DP-mate plates. Finally, the long-term friction tests are proposed to consider the increasing speed of next generation high-speed train.

• Journal of the Korean Society for Railway
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• v.20 no.3
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• pp.299-310
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• 2017

In this work, an independent-load friction wedge model was developed using the ADAMS/View program to predict the performance of a freight vehicle with a bogie employing a 3-piece friction wedge. The friction wedge model can generate friction according to lateral and vertical directions of the bolster. The developed friction wedge model was applied to the ADAMS/Rail vehicle model, and results of the dynamic analysis showed a critical speed of 210km/h. In the linear safety analysis, it was confirmed that the lateral and vertical limit of acceleration of the vehicle were satisfied based on UIC518. In the 300R curve line, the application speed was 70km/h, which was satisfied with the limit acceleration of the car-body and bogie based on UIC518. Also, the developed model satisfied the wheel loading, lateral force and derailment coefficient of "The Regulations on Safety Standards for Railway Vehicles"

• Journal of the Korean Geosynthetics Society
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• v.21 no.4
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• pp.93-100
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• 2022

This study describes the evaluation results on the effect of soil particle surfaces coated with various hydrophobic conditions on spectral information according to water content. Wettability test and spectral information evaluation test were performed on the hydrophobic coated standard sand. When the standard sand was coated with 1%, 3%, and 5% hydrophobic, the contact angles of sand-water interface were 130°~143°, 129°~144°, and 131°~144°, respectively. This means that the contact angle increased as the degree of hydrophobic coating increased at the same drying time, but the range of the contact angle had the same wettability. This means that the contact angle increases as the hydrophobic coating degree increases at the same drying time, whereas the contact angle range has the same wettability. As a result of spectral information evaluation, the maximum spectral reflectance of the dried sand with hydrophobic condition decreased compared to that of the hydrophilic sand, as the degree of hydrophobic increased. However, the maximum spectral reflectance was increased by increasing the degree of hydrophobic under the same water content conditions.

• Journal of the Korean Geosynthetics Society
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• v.17 no.1
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• pp.21-31
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• 2018

This paper analyzes the displacements of CFRD which was completed by field measurement. It is to understand the deformation behavior of the dam body according to the water level change from the impounding time. And it was compared with numerical analysis results. As a result of measuring the behavior of the dam crest and downstream slope according to impounding, horizontal displacements in axis direction of the dam, upstream and downstream displacements and settlements occurred mostly when the water level reaches about half of the dam height. The displacements continued until the water level reached its maximum. After that, it showed a constant convergence regardless of the water level. Horizontal displacements of the face slab which is the most important in CFRD were similar at all locations. The Horizontal displacements of the face slab showed the trends of increasing in winter and decreasing in summer due to the effect of the outside temperature before impounding. Also, the displacements increased until the water level reached about half of the dam height. After that, they decreased with rising in water level. As a result, the face slab behaviors according to seasonal change after impounding as well as water level condition. It is judged because of the material characteristics of the concrete slab. Numerical analysis showed slightly different maximum settlement and depth of occurrence from the measuring data after construction of the dam. It is considered that this is due to various design and construction differences such as the estimation of input parameters in analysis, construction period, and the layer thickness of construction. For the overall period of the dam, the settlements were mostly completed during the construction period and some settlements occurred in the early days of impounding and then converged.

• Journal of the Korean Geosynthetics Society
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• v.18 no.3
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• pp.45-53
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• 2019

In this study, it was analyzed the cases of bored PHC piles designed for the building foundations. The overall length of the piles varies within a maximum of 35 m. However, the average length was 17.0 to 18.9 m depending on the kind of the bedrock, with no significant difference. The socket length entered into the bedrock was designed with approximately 58% of the whole piles being 1m, the minimum length of the specification, and up to 5m. Although the range in design efficiency was very large, on average it was about 70%, consistent with the usual known extent. Applications with low design efficiency were mainly shown on the foundation of low-rise buildings or rides with low design load. On the weathered rock, the design load, which governs the design result was widely distributed at 65 to 97% of allowable bearing capacity of ground. The ratio of allowable axial load of piles to allowable bearing capacity of ground is also widely distributed between 36 and 115%, so optimization efforts are required along with design efficiency. On the other hand, the allowable bearing capacity on the soft or hard rock was highly equal, mostly within 90% of the allowable axial load of piles. In the design, the end bearing resistance averaged over 75% of the allowable bearing capacity. However, the results of the dynamic pile load test show that the end bearing resistance was predominant under the E.O.I.D conditions, and in some cases, the end bearing resistance was at least 25% under the restrike conditions.

• Journal of the Korean Geosynthetics Society
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• v.22 no.4
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• pp.43-49
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• 2023

This study described the test results to evaluate the effect of fines content on the wettability of sandy soil composed of hydrophobic soil particles. Wettability was evaluated using the contact angle obtained from the water drop test results for Jumunjin standard sand and sandy soil containing fines content. The test results showed that the wettability of sandy soil composed of sand and fine-grained soil changed depending on the hydrophobic level and fines content. The influence of fines content on the wettability of sandy soil was analyzed. It was found that 1% and 3% hydrophobic sandy soil with 5% fines content decreased by 94.4% and 32.4%, respectively, compared to the contact angle of standard sand. In addition, the contact angle reduction ratio for sandy soil with a 5% hydrophobic level and a fines content of 5% and 10% were 24.4% and 37.3%, respectively. In other words, the wettability of the soils should be evaluated considering the fines content to predict the behavior of contaminants, because the fines content has a significant impact on the value and increase/decrease ratio of the contact angle of sandy soil

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.4D
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• pp.577-584
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• 2011

A series of field and laboratory permeability tests were performed to investigate the pore-clogging phenomenon of porous concrete used for pavement materials of a road. The field permeability tests were conducted for 37 study points in Jeju city, using the porous concretes with 13mm of maximum coarse aggregate ($G_{max}$). The results show that the service life of porous concrete is about 22 months when the permeability of the porous concrete is designed for 0.01 cm/sec. Some specimens were made with the purpose of recreating pore-clogging phenomenon. Tests were done for injected concentration of pore-clogging materials or size of maximum coarse aggregates ($G_{max}$). The test results demonstrated that relatively long in service life experienced with small amount of injected concentration of pore-clogging materials, whereas relatively short in service life experienced with a reduction in size of maximum coarse aggregates ($G_{max}$). In conclusion, the service life of porous concrete is in proportion to the concentration of pore-clogging material but it is in inverse proportion to the size of maximum coarse aggregate ($G_{max}$). Thus, the persisting period of porous concrete can be determined with respect to concentration of pore-clogging materials or size of maximum coarse aggregates ($G_{max}$).

• Journal of the Korean Geosynthetics Society
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• v.14 no.2
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• pp.89-94
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• 2015

In this study, the mixed soil with an optimum mixed ratio was suggested in order to recycle the powdered sludge of basalt in Jeju Island as the impermeable liner materials. As the results of soil laboratory tests, the grain size of the powdered sludge of basalt is less than 0.1mm and the powdered sludge was classified into ML or CL category in accordance with the Unified Soil Classification System (USCS). Also, the grain size of natural soils is ranged from 0.1 mm to 10 mm and the soils were classified into SW category in USCS. To select the optimum mixed ratio of powdered sludge, the variable permeability test was performed to various mixed soils with different powdered sludge amount under both optimum compaction and field conditions. As the results of permeability tests, the coefficient of permeability of mixed soils was decreased with increasing the mixed ratio of powdered sludge, and the mixed soil with mixed ratio of 60% has the minimum coefficient of permeability. Therefore, the optimum mixed ratio of powdered sludge is 60% for recycling the powdered sludge of basalt as the impermeable liner materials.

• Journal of the Korean GEO-environmental Society
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• v.19 no.9
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• pp.13-19
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• 2018

Recently, there have been various problems aroused on the domestic infrastructures as the domestic cities become old. Accordingly, the national concerns grow on the urban railway and the related structures, which brings the national interests are brought on the research on the maintenance and rehabilitation of the old infrastructures. The underground structure of urban railway are checked with the strain gages or fiber brag grating (FBG) sensors on the railway. However, these methods are known to have resolution limitations on the investigations of the specified abnormal section. Therefore, the applicability of the Brillouin Optical Correlation Domain Analysis (BOCDA) based distributed fiber optic sensor system on the railway was evaluated in this study. The constructed BOCDA fiber optic sensor system shows high resolution of 10, 20, 50, 100 cm and capability of continuous monitoring on overall or specified section within 2 km range. The applicability evaluation was performed on the 250 m distribution of fiber optic sensors abandoned railway for continuous monitoring. The applicability of the system on the specified area was evaluated with wheel load testing. As a result, data loss tends to increase with the reduction of spatial resolution from 1.0 m to 0.1 m. Even though the measuring speed is reduced with lower spatial resolution, data accuracy increases on the location and deformation. The system can be applicable to various structures if the proper distribution method is invented later.