• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.14 no.3
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• pp.175-184
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• 2004

Ground-borne noise and vibration generated by underground transit system has been recognized as an important environmental problem. This study reviews several of the procedures that have been used to predict ground-borne vibration. The vibration responses are measured at three sites that have different soil qualities. The measured vibration levels are compared with the predicted results by previously used vibration level prediction models. There are some drawbacks to apply these prediction models to selected sites because most of the existing prediction models are primarily based on empirical data and all of them lack of analytical models for the mechanism of ground-borne vibration generation. radiation, and propagation. In this study a numerical method, which is based on explicit differential method, is used to compensate for the shortcomings of existing prediction models. Although numerically computed results are not quantitatively in good agreement with the measured results, the trends are comparable in the sense that vibration level does not decrease monotonically with distance. Also, the site with the deepest tunnel gives the highest vibration level.

• Journal of KSNVE
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• v.7 no.2
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• pp.293-300
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• 1997

Noise and vibration induced by subway operation is one of the major problem for the residents living nearby railway tracks. Many scientists and engineers have been working on proposing the more accurate prediction equation of noise and vibration to provide the better residential environment. Some predictiction equations were determined to compare the measurement value of a noise obtained from the inside of a residential area. It was observed that the condition of a soil type is one of the major parameter which should be considered to obtain the more accurate prediction value of a noise.

• Proceedings of the KSR Conference
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• 2005.05a
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• pp.722-725
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• 2005

Recently, ground-borne noise and vibration generated by underground transit system has been recognized as an important environmental problem. This study reviews several of the improved procedures that have been used to predict ground-borne vibration. At first, ground stiffness profile is examined by SASW test which is the most reasonable surface wave test. It is very important to acquire the exact ground stiffness profile at ground response analysis. At second, the train loading to act roadbed is calculated by using the real measured phase angle data. In finite element analysis, averaged acceleration method, infinite element, Rayleigh damping and 2-dimensional wave propagation analysis is performed.

• Journal of KSNVE
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• v.7 no.5
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• pp.789-796
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• 1997

In this study a conventional rubber mount and a new form of base isolator made of steel spring coated with natural and articial rubber were manufactured and tested on a shaking table to investigate the capacity of reducing the vertical vibration of a building induced by subway train. The model structure used in the test is a 1/4 scaled steel structure, and a white noise input and train vibration records were used to check the effectiveness of the isolators. According to the results all three types of isolators turned out to perform effectively in reducing the acceleration and the natural rubber-coated one is ranked best among the isolators. However the vertical displacement of the model is increased due to the instolation of the bearings, and the safty against the lateral load induced by earthquake ground motion should be provided to be able to apply the system to the real buildings.

• Interaction and multiscale mechanics
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• v.1 no.1
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• pp.157-175
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• 2008

A brief review of the research works on ground vibrations caused by trains moving in underground tunnels is first given. Then, the finite/infinite element approach for simulating the soil-tunnel interaction system with semi-infinite domain is summarized. The tunnel is assumed to be embedded in a homogeneous half-space or stratified soil medium. The train moving underground is modeled as an infinite harmonic line load. Factors considered in the parametric studies include the soil stratum depth, damping ratio and shear modulus of the soil with or without tunnel, and the thickness of the tunnel lining. As far as ground vibration is concerned, the existence of a concrete tunnel may somewhat compensate for the loss due to excavation of the tunnel. For a soil stratum resting on a bedrock, the resonance peak and frequency of the ground vibrations caused by the underground load can be rather accurately predicted by ignoring the existence of the tunnel. Other important findings drawn from the parametric studies are given in the conclusion.

• Proceedings of the KSR Conference
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• 2002.05a
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• pp.597-602
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• 2002

This study reviews several of the procedures that have been used to predict ground-born vibration. The vibration responses are measured at three sites that have different soil qualities. The measured vibration levels are compared with the predicted results by previously used vibration level prediction models. In this study a numerical method, which is based on explicit differential method, is used to compensate tot existing prediction models. Although numerically computed results are not quantitatively in good agreement with the measured results, the trends are comparable in the sense that vibration level does not decrease monotonically with distance. Also, The site with the deepest tunnel gives the highest vibration level.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1993.10a
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• pp.169-176
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• 1993

본 논문은 과천선(금정-인덕원간 5.7km) 구간중 인덕원역 주변에서 전동열 차 운행으로 인하여 발생하는 진동으로부터 주민들의 진동피해 실태를 조사 하고, 여러가지 진동 저감대책을 검토하여 항구적인 대책을 마련하는데 그 목적이 있다.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 1997.04a
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• pp.354-361
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• 1997

본 연구에서는 우선적으로 수도권 대량운송 수단인 지하철 전동차의 진동을 측정하고 인체에 미치는 영향을 평가하였으며 전동차의 진동특성이 인체 각 부위에 전달되는 형태를 분석.평가함으로써 승객과 승무원의 승차감 및 작업환경 향상은 물론 차후 개발되는 고속전철 및 비접지 차량(zero-ground pressure vehicle) 등의 개발에 필요한 기초자료를 제공하고자 한다.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2014.10a
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• pp.817-820
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• 2014

지하철 인근 지역에서 차량 통과 시 차륜과 레일의 상호작용으로 인한 진동이 지반을 통하여 건물까지 전파되어 구조전달음이 발생하게 된다. 이러한 구조전달음이 발생하는 지하철 인근 지역에서 도로나 주거단지가 새롭게 조성될 예정인 경우, 완공 이후에 발생하는 구조전달음 영향을 사전에 평가하고 대책을 수립하는 것이 요구된다. 본 논문에서는 국내에 위치한 일부 역사에서의 구조전달음을 측정하고 국외의 예측식을 검토하여 구조전달음의 실측치와 예측치를 비교한다. 따라서 국내 지하철의 구조전달음 예측에 대하여 국외 예측식의 타당성을 검토함으로써 향후 건설될 지하구간 역사의 인근 주거지역에 대한 구조전달음을 예측하는데 기초 자료로 활용하고자 한다.

• Explosives and Blasting
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• v.17 no.1
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• pp.27-55
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• 1999

The excavation works for deep foundation in urban areas have recently increased complaints of blasting vibration and settlement of ground level. Foundation must be excavated approximately up to 24-28m depths from the surface. The roads and subway line pass through the excavation area. The Dae-chung station is also located at the nearest distance 5-35m from the working site. To protect subway station and adjacient some structures from blasting and settlement, the level of ground vibration, displacements and stress were monitored and analyzed. The results can be summarized as follows ; 1. An empirical particle velocity equation were obtained by test blasts at Nassan Missi 860 Office tel construction site. $V{\;}={\;}K(D/\sqrt{W})^{-n}$, where the values for n and k are estimated tobe 0.371 and 1.551. From this ground vibration equation, the max. charge weight per delay time against distance from blasting point is calculated. Detailed blasting method is also presented. 2. To measure the horizontal displacement in directions perpendicular to the borehole axis, 6 inclinometers installed around working sites. The displacement at the begining was comparatively high because the installation of struts was delayed, but after its installation the values showed a stable trend. Among them, the displacement by 3 inclinometers installed on a temporary parking area showed comparatively high values, for example, the displacement measured at hole No. IC-l recoded the max. 47.04mm for 6 months and at hole No. IC-2 recorded the max. 57.33mm for 7 months. So, all of these data was estimated below a safe standard value 103mm. 3. Seven strain gauge meter was installed of measure the magnitude and change of stress acted on structs. The measured value of maximum stress was $-465{\;}kgf/\textrm{cm}^2,{\;}-338.4{\;}kgf/\textrm{cm}^2,{\;}302.3{\;}kgf/\textrm{cm}^2$ respectively. In compareto the allowable stress level of steel, they are estimated to be safe.