• Journal of the Korea Academia-Industrial cooperation Society
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• v.16 no.1
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• pp.807-813
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• 2015

The CWR(Continuous Welded Rail) on a bridge shows complex structural behavior compared to those on the roadbed. The influence factors on the track-bridge interaction are the variation of temperature and vehicle load. The analysis methods for track-bridge interaction, material property, modeling method, loads and combination method are indicated in the domestic railway design principle, KR C-08080. The vehicle load in KR C-08080 was changed in 2014. In this study, to evaluate the effect of the changed vehicle load on the track-bridge interaction, the track-bridge interaction analyses were performed for 22 bridges by using finite element method.

• Journal of the Korean Society for Railway
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• v.11 no.3
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• pp.317-325
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• 2008

As a result of recent research, it is reported that the periodic replacements criterion of rails is able to extend as grinding rail surface and using the continuous welded rail (CWR). This study evaluated correlation between conditions of track and load capacity of rail by analysing the dynamic response of track while the metro train is running. Also, it was converted the measured stress waveform into stress frequency histogram by the rain-flow counting methods, and then accumulated fatigue damage ratio and remaining service life of laid rail were calculated so as the apply the equivalence of stress to S-N curve of a new welded rail. Finally, this study suggests a revision of the periodic replacements criterion of CWR, which was based on accumulated passing tonnage, classified by the types and conditions of track system.

• Journal of The Korean Society of Agricultural Engineers
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• v.60 no.5
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• pp.69-80
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• 2018

This study investigated climate change influences over crop water requirement (CWR) and irrigation water requirement (IWR) of the wheat-rice cropping system of Upper Chenab Canal (UCC) command in Punjab Province, Pakistan. PRECIS simulated delta-change climate projections under the A1B scenario were used to project future climate during two-time slices: 2030s (2021-2050) and 2060s (2051-2080) against baseline climatology (1980-2010). CROPWAT model was used to simulate future CWRs and IWRs of the crops. Projections suggested that future climate of the study area would be much hotter than the baseline period with minor rainfall increments. The probable temperature rise increased CWRs and IWRs for both the crops. Wheat CWR was more sensitive to climate-induced temperature variations than rice. However, projected winter/wheat seasonal rainfall increments were satisfactorily higher to compensate for the elevated wheat CWRs; but predicted increments in summer/rice seasonal rainfalls were not enough to complement change rate of the rice CWRs. Thus, predicted wheat IWRs displayed a marginal and rice IWRs displayed a substantial rise. This suggested that future wheat production might withstand the climatic influences by end of the 2030s, but would not sustain the 2060s climatic conditions; whereas, the rice might not be able to bear the future climate-change impacts even by end of the 2030s. In conclusion, the temperature during the winter season and rainfall during the summer season were important climate variables controlling water requirements and crop production in the study area.

• Journal of the Korean Society for Railway
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• v.17 no.3
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• pp.193-200
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• 2014

In this study, fatigue tests on existing continuous welded rail (CWR) on a concrete track were carried out. Based on the test results, a S-N curve expressing the remaining life of the CWR at a fracture probability of 50% was obtained using weighted probit analysis suitable for small-sample fatigue data sets. As rails had different histories in terms of accumulated passing tonnage, the test data were corrected to average out the accumulated passing tonnage. The remaining service life for the CWR on the concrete track in an urban railway was estimated using the prediction equation for the bending stress of rail developed in the past to estimate rail base bending stress and taking the surface irregularities into consideration. Estimating the remaining service life of the CWR in an urban railway showed that the rail replacement period could be extended over 200MGT. In addition, comparing the concrete track to the ballast track, the fatigue life of rail was analyzed as approximately 300MGT higher than. Therefore, the rail replacement criteria needs to distinguish between the ballast track and the concrete track, and not the criteria needs to be changed as a target for the maintenance, although it is necessary to remove longitudinal rail surface irregularities at welds by grinding.

• Korean Journal of Plant Resources
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• v.29 no.5
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• pp.525-531
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• 2016

Cynanchum wilfordii Radix (CWR), Arctium lappa L (ALL), and Dioscorea opposite (DO) have been known to improve blood lipid profile, blood pressure, and inflammation. To find the optimal combination ratio of CWR, ALL, and DO in terms of vascular health improvement, we compared the effects of various combinations on gene expression of Vascular cell adhesion protein 1 (VCAM-1) in human aortic smooth muscle cells (HASMC). VCAM-1 mediates endothelial leukocyte adhesion and is upregulated in atherosclerosis. Cells was stimulated by TNF-α (10 ng/㎖, 2h) and treated with various combinations for 24 h. A combination (CADM5, CWR:ALL:DO = 2:1:1) showed the strongest suppression of VCAM-1 so that CADM5 was chosen for further experiments. We performed cell viability test with CADM5 (0, 3.125, 12.5, 25, 50, and 100 ㎍/㎖) and no cytotoxicity was found. We also investigated the effect of CADM5 on protein expression of VCAM-1, ICAM-1, Nrf-2, and HO-1 using western blotting. We found that CADM5 diminished the expression of VCAM-1 and increased the expression of Nrf-2 and HO-1. Therefore, we concluded that CADM5 (CWR:ALL:DO = 2:1:1) effectively improves vascular health by regulating the expression of VCAM-1.

• Journal of the Korean Society for Railway
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• v.19 no.5
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• pp.638-646
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• 2016

CWR (continuous welded rail) tracks on high-speed railway bridges have much more complicated axial force distributions caused by track-bridge interaction than those behaviors on embankments, and additional problems caused by track-structure interaction with the axial force of the CWR. In order to analyze and limit other physical phenomena caused by track-bridge interaction, a design guideline (KR C-08080, longitudinal track-bridge interaction analysis) is used when designing CWR track on bridges. Domestic analysis and design methods for track-bridge interaction follow the UIC 774-3R, and they suggest conservative methods and deterministic properties. Recently, many studies analyzing the methods of track-bridge interaction considering the loading history are being carried out; however, there has been insufficient studies of the variation of the resistance properties with a consideration of the actual loading history. In this study, the performances of rail fastening systems used for concrete track on bridges were tested and analyzed while considering the loading history. For this purpose, longitudinal and vertical loading combinations, applied in order to simulate the practical conditions and resistance characteristics (stiffness and elastic limit displacement), are analyzed through the experimental results. Also, a comparison study was conducted with the properties in the KR Code.

• Proceedings of the KSR Conference
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• 2006.05b
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• pp.619-629
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• 2006

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.3156-3159
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• 2011

In case of the continuous welded rail(CWR) track is supported by the railway bridge, the additional axial force is occurred in the CWR due to the track-bridge interaction. In the various design codes such as Korean code, European code, UIC code, etc, three important loads(temperature variation in the bridge-deck, braking/acceleration and the bending of the bridge-deck resulted from the passing train) are treated as the independent loading case. In other words, the additional axial force can be obtained by summing up the three different values calculated by the three independent analysis. However, this analysing method may have an error because the behavior of the longitudinal resistance between the rail and the bridge-deck is under the highly nonlinear. Therefore, in order to exactly analyse the track-bridge interaction, nonlinear loading history and the change of the longitudinal resistance owing to the loading history must be considered in the analysis process. In this study, the loading history effect on the track-bridge interaction is investigated considering the resonable combination of three loads and the longitudinal resistance change.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.2125-2128
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• 2011

The continuous welded rail(CWR) track without the rail expansion joint has many advantages over the conventional track in a variety of fields including the speed-up and the ride comport. However, due to the excessive axial force in the CWR and the track-bridge interactive behavior, inevitably, the rail expansion joint must be installed at the vulnerable zone such as the bridge end zone, etc. In this rail expansion joint zone, the frequency of the maintenance work to repair the track irregularity is on the rise. This is because that the creep of the sleeper is occurred in the moveable zone of the rail expansion joint. In this study, among the several options for reducing the track irregularity on the rail expansion joint zone, the application and efficiency of the tied sleeper is investigated. Field test construction has been conducted, then the progress of the track irregularity and the frequency of the maintenance work are analyzed before and after the filed test construction.

• Journal of the Korean Society of Safety
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• v.32 no.4
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• pp.28-33
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• 2017

A sharp curved ballasted track on earthwork that was connected with a direct fixation slab track on steel box railway bridges have been deformed and damaged despite the frequently maintenance by a restoring force of sharp curved rail and track-bridge interaction forces such as axial forces and longitudinal displacement of continuous welded rail(CWR) owing to their structural characteristics, calling for alternatives to improve the structural safety and track irregularity. In this study, the authors aim to prove a cause of deformation for the sharp curved ballasted tracks to enhance the structural safety and track irregularity of ballasted track in service. A track-bridge interaction analysis and a finite-element method analysis for the sharp curved ballasted track were performed to consider the axial force and longitudinal displacement of CWR, the temperature and the effect of restoring force of sharp curved rail. From the results, the deformation of the sharp curved ballasted track with adjusted sleeper spacing from 833mm to 590mm were significantly reduced.