• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.401-406
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• 2019

The three-dimensional precision numerical analysis was performed using the finite element model applied with the railway track model consisting of rails, sleepers, and track elastic springs(ballast, rail pad). As a result of analyzing the track deformation level of the existing tracks due to the excavation work adjacent to the railway facilities, it was found that the track irregularity evaluation criteria (allowed values) of both conventional and high-speed railways lines were satisfied. Based on the numerical analysis using the track model, it was analyzed that the results of the prediction of the track irregularity due to the excavation work and the level of the track deformation occurring at the actual site could be approximated as closely as possible.

• Geomechanics and Engineering
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• v.32 no.5
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• pp.483-494
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• 2023

High-speed trains became common nowadays due to the need for fast and safe mean to transport goods and people. However, the use of high-speed trains necessitates the examination of the critical speed, which is the train speed at which the maximum settlement of the railway track occurs. The critical speed and railway track settlement have been investigated considering only one train in previous studies. However, it is normal to have two adjacent trains moving at the same time. This paper aims to understand how the interference of two moving trains affects the settlement and critical speed of ballasted railway track. Calibrated three-dimensional finite element models of railway track subjected to one moving train and two moving trains have been developed to address the aim of the study. It is found that the interference dramatically increases the railway track settlement with a percentage increase ranges between 5 and 100%. It is also found that the percentage increase of the railway track settlement depends on the train speed and the distance between the moving trains. In addition, it is found that the thickness of the ballast layer and the stiffness of the subgrade have minor influence on the percentage increase of the settlement. Importantly, the results of this paper illustrate the importance of the interference of the moving trains on the dynamic response of the railway track. Thus, there is a need to consider the dynamic interaction between the adjacent moving trains in the design of railway track foundation.

• Journal of the Korean Society for Railway
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• v.8 no.2
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• pp.128-136
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• 2005

The reinforcing subgrade, which first introduced Korea for the highspeed subgrade construction, has the many advantages to maintain the quality of ballast track as well as to prevent the softening of subgrade by mud-pumping. It causes the subgrade soil to spout into the ballast on many lines. Therefore, the application of reinforcing subgrade will be expected to increase in the future. This paper introduces the reinforcing subgrade as a maintenance-free technology f3r the railroad operation and the method f3r the determination of reinforcing subgrade depth. The criteria on reinforcing subgrade depths of highspeed and conventional railroad were verified from the calculation results based on an elastic analysis method.

• Proceedings of the KSR Conference
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• 2003.05a
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• pp.356-363
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• 2003

The CWR of the plate girder bridges in non-ballast causes the additional axial force on the rail and the bearing due to the temperature axial force and the interaction between the CWR and bridges. This study shows the remarkable improvement of reducing the axial force of the CWR on the non-ballast bridge, compared to conventional methods. New method, which is differently designed in terms of longitudinal semi-rigid bearing, reduces the axial force on the bearing by making the girder act both directions. This method is applicable to most cases of bridges regardless of the restriction of length, and useful to reduce the abrasion and damage of the track material.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.558-564
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• 2006

When vehicles pass the connection between the bridge and earthwork, the difference of both sections' stiffness produces an increasing wheelload. As a consequence, it results in the excessive vibration of vehicles and the damage of bearing system. In general, steel plate girder railway bridges without ballast track have larger stiffness than the bridge with ballast, and produces larger impulse on the bridge superstructure. Thus, it is necessary to reduce the differences of both stiffness. This study presents parametric studies on the behavior of plate girder bridges and their tracks by means of various stiffnesses and the length of approach zone. The results of numerical study showed that the smaller the stiffness of both sides and the longer the length of approach zone, the variation of wheelload becomes smaller. Hence, it gives less burden into the plate girder bridges and their tracks. It is expected that the results of parametric study can be used as a preliminary data for the determination of economical length on the approach zone and the stiffness of both sides.

• Journal of the Korean Society for Railway
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• v.12 no.1
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• pp.55-64
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• 2009

Recently, concrete track is replacing ballast track for efficient and economic maintenance of track. It considerably offer less maintenance, a longer service life and reduced life-cycle costs. With the aim of achieving high-quality track construction work, of developing tools for quality assurance in new construction and for later technical inspection of material condition, a quality strategy has to be developed. For these purpose, NDT which is using the seismic wave has carried out in situ studies in the test construction section. The used NDT are SASW test, impact echo test and continuous impact echo test. The test is performed 5,353 times on 49 pre-cast concrete track panels to verify the stiffness structure and grouting efficiency of the track structure. To conclude, because of the non-homogeneous characteristic of concrete material. it is restricted to apply the elastic wave test at some aspect. However it is possible to acquisite a sufficient reliability about structural stiffness and grouting efficiency of concrete track.

• The Journal of the Convergence on Culture Technology
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• v.7 no.3
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• pp.517-522
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• 2021

In this study, the causes of damage to the concrete sleepers in a ballast track with under sleeper pads attached to the base of the sleepers installed in the sharp curved track(R=180m) of the urban railway bridge were analyzed. The damage types of concrete sleepers were investigated, and the correlation with track irregularity was reviewed. Also, stress generated in the concrete sleeper was reviewed through structural analysis. As a result, most of the cracks of the sleepers occurred in the section with severe track irregularity. In addition, as a result of the analysis, the stress generated in the track components and the sleepers was found to be reduce in the fastening system using the 4-anchor.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.1058-1064
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• 2004

As one of reinforcing methods for soft roadbed, the problems that mud-pumping and settlement occurred by soft roadbed, were investigated, evaluated and analyzed through installing relatively economical and efficient geosynthetics on the selected track-bed for testing. Mock-heang to Dong-ryang on the filed resting sections in the Chung-buk lines were selected as investigating the state of track and prepared field after selecting three of 1,700 spots which often make mud-pumping and requiting maintenance for that. Long curved line radiuses(R) of Mock-heang to Dong-ryang are 500m that were installed with 4 types of geosynthetics layers and one ballast layer. Installed testing cross-section is 200m totally with 40 m between places. Strength or prepared roadbed was measured to investigate the state of roadbed and track with constructing(installing) field testing sections and physical properties of roadbed soils were evaluated and analyzed. Also, mud-pumping, settlement of elastic or plastic sleeper, failure or track, wheel-loads, transverse and earth pressures were measured after installing field testing sections.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.6
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• pp.4185-4191
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• 2015

The demand for improved rail transportation safety is growing due to the increased speeds of current railways. In addition, freight trains with heavier axle loads are required to run on conventional railways. In order to meet these requirements, increased rail weights and the application of a CWR system have been introduced on conventional railways. The H type sleeper, which has higher lateral resistance than the existing mono sleepers, has been recently developed to increase track stiffness and reduce track irregularities. In this paper, the effects of a H-type sleeper on track behavior were investigated by 3-Dimensional F.E. analysis.

• Proceedings of the KSR Conference
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• 2009.05b
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• pp.369-375
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• 2009

The Periodic replacements criterion of rail is calculated on the basis of the research result of RTRI in Japan. It is suggested that the service life of the continuous welded rail(CWR) is estimated by the relationship between the rail surface irregularity according to the accumulated passing tonnage and bending fatigue of welded part in CWR. In order to establish the periodic replacements criterion of CWR, this study measured the rail surface irregularity according to the accumulated passing tonnage, the types of track system and welding. Therefore, it is analyzed that the gas pressure welding is the worst one of the others. In addition, it is analyzed that the rail surface irregularity growth rate in ballast track is about $0.02{\sim}0.03mm$/100MGT and its in concrete track is about $0.005{\sim}0.02mm$/100MGT Finally, the result of this study is able to use the basis data to establishing the periodic replacements criterion of CWR considering rail grinding.