• Proceedings of the Korean Society for Rock Mechanics Conference
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• 1995.03a
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• pp.56-66
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• 1995

산업발전과 국민경제의 활성화로 인하여 차량이 급격히 증가함에 따라 차량으로 인한 소음, 환경공해와 더불어 교통체증 등 부작용적인 요소가 많이 나타나게 되었다. 이에 따라 대중교통수단을 지하철로 대체하자는 요구가 증가하게 되었고 이와 더불어 지하공간에 대한 관심이 높아지게 되었다. (중략)

• Journal of Korean Tunnelling and Underground Space Association
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• v.19 no.1
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• pp.1-9
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• 2017

In this study, a test-bed system simulated a tunnel and concrete track is tested on cite and invested an allowed limit of multi-layered sound absorbing panel for reducing noise reflected on the concrete track in train tunnel considering the criteria and limitation on the theoretical back ground. The studied results are an effective evaluating system of the sound absorbing coefficient influenced fluid effects depending on the vehicle speed in the urban train tunnel and measuring not only structural behaviors of maximum displacement and acceleration of the panel but also dynamic characteristics of damping ratio and natural frequency.

• The Journal of the Acoustical Society of Korea
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• v.32 no.3
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• pp.237-246
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• 2013

This paper proposes a hydrophone array design optimization technique for cavitation tunnel noise measurements. The optimization technique comprises of design parameters, an objective function and an optimization algorithm. The design parameters are defined for circular, spiral and multi-spiral arrays. The objective function is defined so as to consider the mainlobe beamwidth and the maximum sidelobe level simultaneously. A global optimization scheme is applied to the array design using very fast simulated reannealing (VFSR). After applying the optimization technique to arrays respectively, the peak sidelobe level and the mainlobe beamwidth of optimum arrays are analyzed. Finally the array patterns considering multiple reflections in the cavitation tunnel are evaluated to validate the proposed method.

• Explosives and Blasting
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• v.31 no.1
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• pp.55-63
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• 2013

With increasing needs in power, Singapore is requiring stronger power transmission. Singapore Transmission Cable Tunnel is underground tunnel for transmission system installation such as 400 kV cable. This Transmission Cable Tunnel is 35 km long in total. The North-South Transmission Cable Tunnel is 18.5 km long and there is a total of three (3) contracts; NS1, NS2 and NS3 in respect of the design and construction. The East-West Transmission Cable Tunnel is 16.5 km long, and also there is a total of three (3) contracts; EW1, EW2 and EW3. Among of them, SK E&C has been awarded and operating contract EW2 and NS2. In scope of works, each contract has 3 to 4 shafts which connect aboveground and underground high volt cable and those shafts are used as TBM launching shafts during construction. Transmission Cable Tunnel is undercrossing middle of Singapore and most of shafts are located in urban area. Thus, optimal blasting design satisfying high blasting efficiency as well as blasting vibration limit of Singapore is highly required. Blasting design for large shaft of Singapore Transmission Cable Tunnel follows blasting vibration limits in Singapore and reflects our blasting engineering skills. With Singapore Transmission Cable Tunnel Contract EW2, it is expected that our excellent blasting engineering and performance skills can be delivered to the world.

• Journal of Korean Tunnelling and Underground Space Association
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• v.24 no.6
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• pp.483-494
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• 2022

Owing to the saturation of ground spaces in downtown areas, underground spaces are being developed increasingly. Underground spaces are utilized for transportation, water supply and sewerage, communication zones, electric power zones, and various cultural complexes. In Korea, for excavating underground spaces, blasting methods using gunpowder such as the New Austrian Tunneling Method (NATM) are mainly used. However, the blasting method causes vibration and noise during tunnel excavation, generating many complaints from residents in the vicinity of the excavation site. To address this problem, various methods have been developed, and recently, vibration and noise have been reduced using deep excavation. This study predicts blast vibration changes according to the depth, under the same blasting and tunnel conditions, using numerical analysis based on the blast vibration measurement data of the GTX-A route, the tunnel cross-section drawings, and ground investigation reports. Furthermore, the necessary separation distance from densely populated areas such as residential areas is suggested by analyzing the trend of decreasing blast vibration according to the distance from ground surface directly above the blasting location.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.23 no.5
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• pp.559-565
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• 2010

In this study we propose noise energy harvesting for green infrastructure development. In this regard, infrastructures such as railroad, subway, and road are taken into consideration as sources of noise which provides energy through certain wave forms. As the need of recycling noise energy became reasonable due to the increase of infrastructure usage, the capacity and property of our noise energy generating device, which uses electromagnetic induction for electricity generation, are analysed in this paper. Consequently, the outcomes of this experiment show the fact that maximum electricity is generated from the device at a specific point of noise frequency, and the relation between air pressure caused by noise and the electricity generated by the device is in a specific proportional form either linear or non-linear. The major points of developing noise energy generating device in order to apply it into social infrastructure are discussed in this paper as well.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2002.11a
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• pp.338.2-338
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• 2002

Passengers in automobile or train are exposed to a worse noise environment when they are in the tunnel than in the open field. This is due to a relatively higher space density of sound energy by multiple reflection phenomenon of noise generated by operation of transportaton vehicles from tunnel wall compared to open field. In this study, noise characteristics of subway train running through a tunnel were investigated at straight/cruved track and tunnel type(semi circula/box). (omitted)

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2004.11a
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• pp.49-52
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• 2004

High-speed trains with the maximum speed of 300 km/h have started revenue services since April 2004. A large portion of the 'Kyung-Bu' line is comprised of tunnels or bridges, which may cause excessive noise in a vehicle. The vibration generated by the trains propagates into the structure of the tunnel and the vehicle and it can be radiated as noise inside the vehicle interior. This noise can usually be heard as low frequency structure-borne noise. Measurement of the noise and vibration inside the KTX vehicle confirmed that the noise comprises of frequencies below 250 Hz with a couple of broad peaks.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.17 no.11
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• pp.1037-1042
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• 2007

KTX trains show a high interior noise level in tunnel with concreted track at 300 km/h. Generally, the concreted track has higher sound emissions compared with ballasted track due to the reduced absorption and the major sources of interior noise for KTX are known as the aerodynamic noise and rolling noise. Therefore, It is necessary to find out noise source and noise components to affect interior noise in tunnel with concreted track. In this study, we measure the noise and vibration inside KTX in tunnel in order to find the cause of the interior noise of KTX. The analysis results show that the interior noise of KTX in tunnel with concreted track is increased sharply by a low frequency below 80 Hz. We know that the low frequency noise inside KTX in tunnel with concreted track is generated at the natural frequency of carbody by aerodynamic noise outside gangway and rolling noise. In order to reduce the noise level at 80 Hz, modification of mud-flap length between carbodys is suggested and the effect of noise reduction is examined in tunnel with concreted track.

• Journal of Korean Tunnelling and Underground Space Association
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• v.16 no.2
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• pp.249-260
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• 2014

When a train enters the tunnel at high speed, the pressure wave occurs. When this pressure wave reaches at the exit of tunnel, some are either emitted to the outside or reflected in tunnel by the form of expansion wave. The wave emitted to the outside forms the impulsive pressure wave. This wave is called 'Micro Pressure Wave'. The micro pressure wave generates noise and vibration around a exit portal of tunnel. When it becomes worse, it causes anxiety for residents and damage to windows. Thus, it requires a counterplan and prediction about the micro pressure wave for high speed railway construction. In this paper, the effects of train head nose and tunnel portal shape were investigated by model test, measurement for the micro pressure wave at the operating tunnel as well as numerical analysis for the gradient of pressure wave in the tunnel. As results, a method for predicting the intensity of the micro pressure wave is suggested and then the intensity of the micro pressure wave is analyzed by the tunnel length and the cross-sectional area.