• Tunnel and Underground Space
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• v.20 no.4
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• pp.299-307
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• 2010

The model experiments, which employ a charge hole and guide hole, are simulated to examine the effect of the guide hole on the crack propagation control in blasting. Crack patterns resulted from the analysis models, which consider the distance between the charge hole and guide hole, were compared. From the simulation analysis for the model experiments, it was revealed that all the guide holes used in this study were effective for controlling the crack propagation in blasting.

• International Journal of Highway Engineering
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• v.16 no.3
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• pp.51-57
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• 2014

PURPOSES : This study is to suggest tunnel length to spray curing compound, based on the field tests. METHODS : At first field test, length from the entrance of tunnel to wet wall was checked by visual survey. The second and third test, various sensors were installed in concrete or in tunnel, such as RH sensor, temperature sensor, portable weather station and etc.. And also, test for bleeding and retaining water of concrete were conducted to evaluate environmental effect on concrete pavement. RESULTS : The result of the field experiment for tunnel length to spray curing compound indicates that length changes depending on tunnel length, season, and location. Environmental condition of a short tunnel was not much different between location near entrance and at center of tunnel. However, in case of a medium and long tunnel, effect of outside environmental condition decreased, when location moved into tunnel center of it. CONCLUSIONS : From the testing results, it can be proposed that optimum tunnel length to spray curing compound is 60m for a medium and long tunnel, and whole length for a short tunnel.

• Tunnel and Underground Space
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• v.5 no.2
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• pp.134-143
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• 1995

Effects of blasting vibrations on curing concrete have not been well studied. As a result, unreasonable and strong blasting vibration constraints have been placed on blasting when it occurs in the vicinity of curing concrete. To study the effects of blasting on curing concrete blocks of 33.3X27.7X16.2 cm were molded and placed on the quarry. Several sets of concrete blocks were subjected separately to peak vibrations of 0.25, 0.5. 1.0, 5.0, and 10cm/sec. The impulses of blasting vibrations were applied with thirty-minute intervals. Along with unvibrated concrete blocks, the vibrated concrete samples cored with 60.3 mm in diameter were measured for elastic moduli, sonic velocity and uniaxial compressive strength. Test results can be summarized as follows; 1. The blasting vibrations between 6 and 8 hours after pour generally lowered on the uniaxial compressive strength of the concrete. 2. A low blasting vibration of 0.25 cm/sec did not affect the uniaxial compressive strength. As the magnitude of the blasting vibration increases, compressive strength of concrete is decreased. 3. Physical properties of the P-wave velocity, Young's modulus, and Poisson's ratio showed a weakly decreasing trend in the concrete blocks vibrated between 6 and 8 hours after pour.

• Journal of the Korean Society for Railway
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• v.12 no.3
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• pp.329-334
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• 2009

Subway is used as a useful transportation method to solve the metropolitan traffic problem for its advantages of being not only accurate, safe and massive, but also of not producing any exhaustion gas in compare with the other ground transportation systems. However, noise inside the car due to concrete based rail track and tunnel structure has become a social problem. So, an analysis on the noise characteristics according to their routes and locations was made on the basis of the actually measured results from the trial run. To reduce the interior noise of subway train, the side part of rolling stock should have a noise blocking system fur low band frequency noise, the floor of it should have that for medium range frequency noise and the side part as well as lower part of it should have good noise reduction and absorption function.

• International Journal of Highway Engineering
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• v.18 no.2
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• pp.19-27
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• 2016

PURPOSES: The behavior of a concrete pavement in a tunnel was investigated, based on temperature data obtained from the field and FEM analysis. METHODS: The concrete pavement in a tunnel was evaluated via two methods. First, temperature data was collected in air and inside the concrete pavement both outside and inside the tunnel. Second, FEM analysis was used to evaluate the stress condition associated with the slab thickness, joint spacing, dowel, and rock foundation, based on temperature data from the field. RESULTS : Temperature monitoring revealed that the temperature change in the tunnel was lower and more stable than that outside the tunnel. Furthermore, the temperature difference between the top and bottom of the slab was lower inside the tunnel than outside. FEM analysis showed that, in many cases, the stress in the concrete pavement in the tunnel was lower than that outside the tunnel. CONCLUSIONS : Temperature monitoring and the behavior of the concrete pavement in the tunnel revealed that, from an environmental point of view, the condition in the tunnel is advantageous to that outside the tunnel. The behavior in the tunnel was significantly less extreme, and therefore the concrete pavement in the tunnel could be designed more economically, than that outside the tunnel.

• International Journal of Highway Engineering
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• v.18 no.2
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• pp.11-18
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• 2016

PURPOSES: This paper investigates behavior and performance of concrete pavement in tunnel based on temperature data from field. METHODS : In this study, there are 4 contents to evaluate concrete pavement in tunnel, First, Comparison for distress was conducted at outside, transition, and inside part of tunnel. Secondly, temperature data was collected in air and inside concrete pavement in outside and inside tunnel. Thirdly, FEM analysis was performed to evaluate stress condition, based on temperature data from field. Finally, performance prediction was done with KPRP program. RESULTS: From the distress evaluation, failure of inside tunnel was much less than it of outside tunnel, Temperature change in tunnel was less than out side, and also it was more stable. According to result of FEM analysis, both curling stress status of inside tunnel was lower than it of outside tunnel. Based on KPRP program analysis, performance of inside tunnel was longer than outside. CONCLUSIONS : Through all study about behavior and performance of concrete pavement in tunnel, condition in tunnel has more advantages from environmental and distress point of view. Therefore, performance of inside tunnel was better than outside.

• Proceedings of the Korea Institute of Fire Science and Engineering Conference
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• 2009.04a
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• pp.487-492
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• 2009

This study was performed FE numerical analysis under 120-minute fire conditions, using the ABAQUS, a wide use software, on the basis of the test results by concrete tunnel lining fire strengths (ISO, RWS, and MHC). The concrete material test was to secure the material properties of concrete linings, which were numerical analysis input conditions. And then built the material properties, such as specific heat, heat transfer rate, heat expansion rate, density, elasticity coefficient and compression strength under high temperature conditions, as database at 20 $^{\circ}C$ to 800 $^{\circ}C$, applying them to analysis as input values. As a result, the tunnel linings under RWS fire conditions saw fire temperature rose to maximum 1119 $^{\circ}C$at the location of 5 mm above a thermal surface, and saw surface temperature amount to 1214 $^{\circ}C$ in the middle part.

• Proceedings of the KSR Conference
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• 2008.11b
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• pp.928-934
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• 2008

Resently, Fiber Reinforced Concrete is used for not only preventing crack of concrete but also reinforcing general methods. Steel Fiber and PP(poly-propylene) Fiber are usually used as fiber reinforced materials. However, using these materials for shotcrete on Railway tunnel can cause some problems such as damage of pressure hose and shotcrete rebound. In addition, Steel fiber is an expensive material and it can cause safety problems during applying to shotcrete. PP Fiber can cause a problem in fiber balling during applying to shotcrete railway tunnel construction. A purpose of the research is applying a development of PET(Poly Etylene Terephtalate) fiber by recycling pet bottles to the shotcrete tunnel exposed to explosion spalling. To investigate the reinforcement effect of the PET fiber, some basic tests are accomplished to physical properties and explosion spalling by fire. As a result of the tests, a concrete mixing the PET fiber has stronger resistance effect in the explosion spalling by high temperature than another strong fiber concrete does, and that the former concrete is also equal or more effective on the result of the above tests to physical properties like compression and strain than the latter one is demonstrated.

• Tunnel and Underground Space
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• v.22 no.2
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• pp.77-85
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• 2012

In a material, micro-cracks can be progressively occurred, propagated and finally lead to failure when it is subjected to cyclic or periodic loading less than its ultimate strength. This phenomenon, fatigue, is usually considered in a metal, alloy and structures under repeated loading conditions. In underground structures, a static creep behavior rather than a dynamic fatigue behavior is mostly considered. However, when compressed air is stored in a rock cavern, an inner pressure is periodically changed due to repeated in- and-out process of compressed air. Therefore mechanical properties of surrounding rock mass and an inner lining system under cyclic loading/unloading conditions should be investigated. In this study, considering an underground lined rock cavern for compressed air energy storage (CAES), the mechanical properties of a lining system, that is, concrete lining and plug under periodic loading/unloading conditions were characterized through cyclic bending tests and shear tests. From these tests, the stability of the plug was evaluated and the S-N line of the concrete lining was obtained.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.2
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• pp.702-709
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• 2018

A quick-hardened concrete track was developed to improve the aged ballasted track to a concrete track, and applied to earthworks and tunnels of main and urban railways. Rebars for reinforcement are not generally applied to prestressed concrete sleepers. On the other hand, many cracked sleepers have been observed in railroad sites. A wide sleeper, which is one of the main components of quick-hardened concrete track, should be structurally safe and crack-resistant in a ballasted and concrete track to avoid this problem. In particular, a wide sleeper manufactured by a post-tension method must have reinforcing bars applied to the rail-seat section. In this paper, static tests, dynamic tests, and fatigue tests were carried out to compare the flexural strength and crack resistance performance of a wide sleeper with and without reinforcing bars for a quick-hardened concrete track. As a result of the test, if some reinforcing bars are applied appropriately to the rail-seat section of a wide sleeper, it will be possible to prevent the occurrence of cracks, delay the expansion of the crack width, and the flexural fracture.