• Proceedings of the SAREK Conference
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• 2006.11a
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• pp.105-105
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• 2006

• Tunnel and Underground Space
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• v.4 no.1
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• pp.24-30
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• 1994

Although a dry-system tunnel is not good for reasons fo economy and construction, it has been applied to some tunnels under construction owing to the advantages of good long-term maintenance of tunnel, prevention of consolidation settlement due to the drawdown of groundwater, preservation of the ecosystem, cutailment of operation cost, and so on. The stability of groundwater and the change of the applied water pressure after water proofing were analysed by the finite element method. Using this result, an example of designing the secondary lining for the dry-system tunnel which is to be constructed in low-permeability hard rock was presented.

• Geomechanics and Engineering
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• v.20 no.2
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• pp.103-112
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• 2020

The dynamic response of crossing tunnels under heavy-haul train loads is still not fully understood. In this study, based on the case of a high-speed tunnel underneath an existing heavy-haul railway tunnel, a model experiment was performed to research the dynamic response characteristics of crossing tunnels. It is found that the under-crossing changes the dynamic response of the existing tunnel and surrounding rock. The acceleration response of the existing tunnel enhances, and the dynamic stress of rock mass between crossing tunnels decreases after the excavation. Both tunneling and the excitation of heavy-haul train loads stretch the tunnel base, and the maximum tensile strain is 18.35 µε in this model test. Then, the measured results were validated by numerical simulation. Also, a parametric study was performed to discuss the influence of the relative position between crossing tunnels and the advanced support on the dynamic behavior of the existing tunnel, where an amplifying coefficient of tunnel vibration was introduced to describe the change in acceleration due to tunneling. These results reveal the dynamic amplifying phenomenon of the existing tunnel during the new tunnel construction, which can be referred in the dynamic design of crossing tunnels.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.3
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• pp.239-247
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• 2005

A new railway line of about 17km length was planned between Dongbaeksan and the neighboring town Dokye to improve the existing decrepit railway system. New line about 17km of the distance will almost be in circular alignment tunnels owing to the difference of elevation about 380m. Since the geology of the area is rather unusual compared to the normal in South Korea, extensive geological investigations have been carried out to prepare geological maps and profiles along the planned tunnel routes. The tunnel will almost be in sedimentary rock formations, such as limestone, sandstone, shale, coal etc and be near abandoned mines Various rock formations have the complicated, alter ed those rocks, but are well developed with laminated formations. Each rock formations have been classified using the Q-system and the cost of tunnel excavation, support has been estimated and compared for three alternative routes in the design stage. Based on these estimates, the final route of t he railway line was chosen.

• Proceedings of the SAREK Conference
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• 2009.06a
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• pp.1238-1243
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• 2009

As Social Overhead Capital(SOC) has been expanded, the highway road construction has been accelerated and city road system has been more complicated. So, long road tunnels have been increased and traffic flow rate also has been raised. Accordingly, the exhausting gas of vehicle cars seriously deteriorates the tunnel inside air quality and driving view. In order to improve tunnel inside air quality, it is needed to introduce a compulsory ventilation system as well as natural ventilation mechanism. The former, that is, a special compulsory ventilation facility is very useful and helpful to prevent a tunnel of being contaminated by traffic in most case. In the case of obtaining clearer and longer driving view, the ventilation systems have to be considered in order to remove floating contaminants or exhaust gas from engines. In this paper, discharge electrode design technology will be discussed.

• Wind and Structures
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• v.16 no.4
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• pp.393-409
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• 2013

This paper uses ten years of on-site monitoring data for the Confederation Bridge to derive wind loads and investigate whether the bridge has experienced its design wind force effects since its completion in 1997. The load effects derived using loads from the on-site monitoring data are compared to the load effects derived using loads from the 1994 and 2009 wind tunnel aerodynamic model tests. The research shows, for the first time, that the aerodynamic model-based methodology originally developed in 1994 is a very accurate method for deriving wind loads for structural design. The research also confirms that the bridge has not experienced its specified (i.e., unfactored) wind force effects since it was opened to traffic in 1997, even during the most severe event that has occurred during this period.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.1
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• pp.15-38
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• 2022

Recently, tunnel technology in Korea has shown various achievements such as long tunnel and large section by tunnel construction using TBM in Korea and abroad. Especially subsea tunnels are frequently designed and constructed. The Ga-deok subsea tunnel was completed in December 2010, and the Incheon North Port Tunnel was opened and operated in 2017, and the Bo-ryeong subsea tunnel between Dae-cheon Port and Won-san Island will be completed in 2021. In foreign countries, many subsea tunnels have been constructed and operated in such as Norway and Japan. The main technical problem in the construction of subsea tunnel is to secure stability due to high water pressure conditions and large-scale seawater inflow in fault zones and weak zones. In this paper, various risk factors and solutions are described in the subsea tunnel planning of national road 77 construction work between Abhae and Hwawon.

• Tunnel and Underground Space
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• v.15 no.6 s.59
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• pp.432-440
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• 2005

Baehuryeong tunnel connects Chuncheon with Hwacheon in Kangwon, Korea, This tunnel is a single tunnel with 5,057 m long and two bidirectional lanes which will be extended into low lanes in the future. The estimated construction period of Baehuryeong tunnel is approximately 55 months. This tunnel will become the longest bidirectional roadway tunnel in Korea. Compared to a twin tunnel, a bidirectional single tunnel has two major disadvantages with regard to the ventilation system and ease of escape during fire. For these reasons, a service tunnel and the transverse ventilation system are planned first time in Korea. In case of fire, the tunnel ventilation design aims to maintain a smoke free layer for passenger evacuation. The geology of Baehuryeong tunnel site is mainly composed of gneiss and granite. Baehuryeong fault is a mainly large scale fault which stands vertical and parallels with tunnel direction. The influenced zone of this fault is within 70 m. Baehuryeong tunnel was designed that it was separated with the distance of more than 100 m from Baehuryeong fault for its safety.

• 도로교통
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• s.84
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• pp.23-39
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• 2001

Increasing constructions of tunnels are become larger of the size and longer of the length. Construction of the tunnellinings is in poor working environment, for example, dark and narrow underground. Therefore, it is difficult to constructlining by required quality in these poor working conditions. In case of the designing tunnel in large scale, particularly, there may be several problems as follows; delay of construction due to a long time in constructing lining and difficulty of quality control. It is also indicated that longitudinal cracks of them are main defects in domestic tunnels. Therefore, in this study, the precast lining method is introduced for solving problems, which are delay of the tunnel construction a d deterioration of tunnel lining. Precast linings have mainly been constructed in Norway and North Europe. A new construction method of tunnel lining, suitable in domestic situation, is introduced by detailed case study. Also, useful materials for design and construction of Precast lining are presented.

• Proceedings of the Korean Geotechical Society Conference
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• 2003.06b
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• pp.165-193
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• 2003

The Han River tunnel connecting Yoido and Mapo was constructed as a part of the Seoul subway line No.5, which is 52 km long, to improve the traffic conditions of Seoul. It is constructed 15.6∼30m below the river floor. It Is the first under-river tunnel in Korea with the length of 1,288m. Geological conditions of the ground under the Han River were more complex and irregular than expected at the design stage, because there were several faults, fracture zones and slickensided joints coated with graphite. It was thus indispensable to estimate the ground condition of the tunnel face to apply proper excavation and reinforcement methods. Advance borings and face mappings were performed before excavation to improve constructional efficiency and excavation stability.