• 한국지반신소재학회논문집
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• 제20권1호
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• pp.1-8
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• 2021

도심지에서는 공간 활용을 위해 구조물 하부 깊은 지하까지 구조물을 설치하고 있다. 그래서 구조물 건설 시, 지반에서 발생하는 토압을 방지하기 위해서 흙막이를 활용하고 있다. 굴착공사에 적용되던 흙막이가 건설기술의 발전으로 인해서 성토 공사나 옹벽 설치시에 가시설 낙석이나 산사태와 같은 위험 방지용으로도 이용되고 있다. 일반적으로 성토공사시 가시설 흙막이를 적용하는 경우는 기존에 존재하는 도로나 철도를 확장하는 경우이다. 그러므로 고속철도의 복선화 현장과 같은 성토공사에 적용되는 흙막이에 관한 연구가 필요하다. 본 연구에서는 일반적인 1열 H-pile 흙막이와 지주식 흙막이 2종류에 대해 수치해석을 하였으며, 고속철도의 단선지역에 성토하여 복선화하는 공사에 적용된 흙막이의 안정성을 분석하였다. 지주식 흙막이는 사면안정에 적용되는 억지 말뚝(이하 배면지주)을 흙막이 벽체(이하 전면지주)에 경사지게 결합한 공법이다. 분석결과, 지주식 공법은 동적하중이 적용되는 동안, 전면에만 H-plie이 설치된 타입에 비해 수평변위가 최대 19.0%만 발생하였다. 또한, 고속철의 운행속도가 느릴수록 변위가 많이 발생하였으며, 이 결과는 운행속도가 저속인 구간에서의 지반 설계시 더욱 주의가 필요하다는 것을 보여준다.

• 한국재난정보학회 논문집
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• 제18권1호
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• pp.80-90
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• 2022

연구목적: 본 연구는 고속철도와 도시철도 장대터널 계측기기의 정상 작동율 현황을 조사하고 분석하여 장대터널에서 스마트계측과 계측관리 기술을 향상시키고자 한다. 연구방법: 고속철도 장대터널 3개 노선인 수서평택선, 경부선, 호남선과 도시철도 장대터널 2개 노선인 서울도시철도 5,6,7호선과 9호선을 대상으로 장대터널별 6-8종류의 계측기기에 대하여 정상 작동율을 조사하고 분석하여 상호 비교를 실시한다. 연구결과: 계측기기의 정상 작동이 높은 순서는 수서평택고속철도 92.1%, 서울도시철도 5,6,7호선 85.8%, 서울도시철도 9호선 85.2%, 경부고속철도 80.5%, 호남고속철도 46.7%로 나타났다. 결론: 3개 고속철도 장대터널 계측기기의 정상 작동율 평균은 83.4%이며, 2개 도시철도 장대터널 평균은 85.5%를 보여 편차는 크지 않는 것으로 나타났으며, 고속철도와 도시철도 5개 노선의 장대터널 계측기기의 정상 작동율 평균은 84.2%를 보였다.

• 한국지반공학회논문집
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• 제25권9호
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• pp.45-55
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• 2009

철도 토공노반의 품질은 현장 밀도나 평판재하시험을 통해 관리되어 왔다. 현재 지반반력계수($k_{30}$)의 경우 일반철도와 고속철도의 설계기준으로도 사용되기 때문에 설계와 품질관리에서 일관성을 갖는다. 그럼에도 불구하고 지반반력계수($k_{30}$), 또는 반복평판재하시험의 결과인 변형계수($E_{v2}$)와 변형계수의 비($E_{v2}/E_{v1}$) 같은 설계인자에 대해 간편한 실내기준 설정 방법이 없어 설계과정의 치명적인 결함으로 남는다. 본 예비연구에서는 이러한 단점을 극복하고자 최근 개발된 철도 토공노반의 역학적-경험적 설계 방법에도 합당한 새로운 품질관리 기준으로 압축파 속도를 도입하였고 계측 기법을 제안하였다. 품질관리 방안의 핵심은 다짐시험과 병행하여 획득한 최적함수비에서의 압축파 속도를 현장의 품질관리 기준으로 설정하고 현장에서는 시공 중에 직접도달파 기법으로 품질을 확인하는 것이다. 직접도달파 기법은 현장의 기술자가 지표면 얕은 깊이의 균질한 층에서 간편하게 적용할 수 있고 저림하며 결과의 신뢰성이 높다. 시험 부지에서 직접도달파 시험으로부터 계측한 압축파 속도가 다짐도에 따라 식별 가능한지 확인하였고, 품질관리 지표로서 압축파 속도를 효과적으로 적용할 수 있음을 입증하였다. 본 논문의 현장 및 실내 압축파 계측을 통해 동반논문(박철수 등, 2009)에서 수행할 실험적 토대를 마련하였다.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 춘계학술대회 논문집
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• pp.521-527
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• 2011

Korea announced GHG reduction goal, 30% reduction compare with 2020 BAU and reduction target for each industry sector is planning. Transportation sector also trying to make effective technical and political counterplan of allocated GHG reduction target such as material lightening, energy efficiency improvement and Modal shift technology and so on. Modal Shift is shifting low energy efficiency vehicle to high energy efficiency vehicle which is economically meaningful under current market conditions. We can get not only energy efficiency improvement but also GHG reduction effect through modal shift. Modal Shift is effectively applying and studied in logistics field in Europe and Japan and one of the Indian companies has been registered CDM project activity involving modal shift from roadways to railways for finished goods. In this study, the scenarios are developed with detail modal shift ratio and fuel type base on state of road and rail use and GHG emission factor for each fuel type from MLTM. This result can be used as basic information to improve policies and promote increasing use of train which is more environment friendly transportation vehicle.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.1162-1170
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• 2011

Since there is 70% of the land in South Korea is forest, tunnel constructions by blasting are common for building railways and roads. The damage to the bedrock and the development of overbreak near the face of the tunnel during the blasting directly affect the safety of the tunnel and the maintenance after the construction. Therefore, there is a need to investigate the damage zone in the bedrock after the blasting. The damage zone changes the properties of the bedrock and decreases the safety. Especially, the coefficient of permeability of the damaged bedrock increases dramatically, which is considered very important in construction. There is a lack of research on the damage that bedrock is received with respect to the amount of explosives in blasting, which is required for the design of optimum support in blast excavation that maximizes the support of the bedrock. Therefore, in this research, numerical analysis was performed based on the field experiment data in order to understand the mechanical characteristics of the bedrock after to the blast load and to analyze the damage that the bedrock receives from the blast load. In addition, a method was proposed for selecting the optimum blast pressure for train tunnel design with respect to the damage zone.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.2852-2859
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• 2011

Planning and construction of railway for high speed trains up to 400 km/h are recently driven in Korea. High speed train is one of the environment-friendly fastest mass transportation means but its noise generated by rolling, traction and aerodynamic mechanism can cause public complaints of residents nearby railways. To cost-effectively prevent the troublesome noise in a railway planning stage, the rational railway noise prediction method considering the characteristics of trains as well as railway structures should be required but it is difficult to find an authentic method for Korean high speed trains such as KTX and KTX-II. In this study, recent railway noise prediction methods developed by EU countries are introduced and discussed for consulting before setting the framework of our own railway noise prediction model emitted by Korean high speed trains over 250 km/h. Especially, the new Schall 03 model (2006) developed by Germany and IMAGINE model (2007) suggested by an EU framework research project are intensively reviewed. In addition, research items required for the development of our own model are suggested.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.2860-2865
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• 2011

Recently, the number of passengers using urban railway has been increased by reasons of the reductions of car use due to high fuel prices and the enlightenment about the environment. Above all, the noise and the vibration coming from the friction between the wheel and the rail of trains in operation which is not only a factor that hinders riding comforts but causes civil complaints. Furthermore, the noise has become social issues from tightening the relevant regulations by the government since January 2010. Although ballasted tracks were constructed on urban railways at the time of opening, they have been changed into slab tracks because slab tracks require much less maintenance. However, in view of sound absorptivity of track, slab tracks have 10 times less capability than ballasted tracks(ballasted track : 0.5~0.6/slab tracks : 0.06) results more noise than that of ballasted tracks as much as 3dB(A) since slab tracks emit more reflection noise. Therefore, in order to minimize reflection noise on slab tracks, noise abatement system has been developed as a national R&D program to apply on-site test. It is assumed that the construction technology developed in this study can be used not only as basic data for the on-site test for the noise reduction in urban railway but as an efficient construction method.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.472-476
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• 2011

Railway R&D technology development projects for the economic value of technology development does not mention the estimated economic impact on future policies must reflect the issues that are raised. In the research phase of technology development by providing value and economic effects can increase the utilization of technology development are considered. However, some items in some way to analyze and quantify its effect on what the procedures are not standardized, not as needed by individual researchers and analysis by providing a variety of reliability problems can occur. Therefore, the development of technologies to measure the value and economic impact analysis and the development of a standardized manual is needed. In this paper, development of railway technology R & D performance (technical, economic) to be estimated by an objective analysis of standardized and that man should aim to create. And the standard manual of the national economic effect in the development of technologies (production inducement effect, the effect of import substitution industries, including analysis using the taxable year), due to technology development and economic benefits (investment in railways in the handbook and the feasibility of the proposed railway project to produce various ally standards), technology development, and on which to base the valuation will.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.2439-2449
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• 2011

Existing grade crossings between railway and roadway area gradually changed to grade separation systems by the law. In the case of new roadway construction which crosses railways, it shall be grade separation system in principle. With the railway underground crossing method, many practices have been developed which can minimize rail displacements and avoid rail release. With these methods, the effects to the train can be reduced. The underground crossing methods can be identified as open-cut methods and non open-cut methods. The open-cut methods include temporary support methods and special rail construction methods. Also the non open-cut methods includes pipe roof methods, front jacking methods, messer shield methods, NTR methods and JES methods. Among these, the most suitable method is applied considering safety, economy, class of each rail system (train passing frequency and velocity), etc. In the non open-cut methods, the cost and duration shall be increased to keep existing rail system during construction. In the open-cut methods which use plate girders, the rail speed shall be restricted due to the displacement and vibration of the girder. In this study new grade separation methods were developed. With this method, the safety during construction can be increased. This method refines temporary support methods, but pc slab girder with huge stiffness is applied instead of plate girders. With this method, the rail displacement can be reduced and higher safety can be obtained during construction. Also construction cost and duration can be minimized because the temporary work and the overburden soil depth can be reduced.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2011년도 정기총회 및 추계학술대회 논문집
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• pp.2456-2463
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• 2011

Conventional railways are less competitive than other land transportation means in term of speed, and thus users preference and transportation share for rail system are relatively lower than others. For example, most of the conventional lines except the Seoul~Busan corridor run at an average speed of 70 km/h or less, which imposes certain constraints on roles and functions as the trunk lines. In this regard, the speed of the conventional lines should be improved up to 200 km/h to gain competitiveness, promote balanced regional development and lead the era of low carbon green growth. As track system is one of the most important elements for the speed-up, it is critical to come up with optimum technical solutions. Improvement of ballast track structure with efficient track installation can provide structural stability for higher speed and ensure operational safety with lower maintenance efforts. Thus, this study focuses on consequences followed by the speed-up including increase of load imposed on the track and impacts on track components, and provide solutions for track maintenance by analyzing impact on the track structure by speed. Also, it compares ballast and concrete tracks under designing and construction and considers how to meet needs for passengers comfort and environmental requirements as a strategic approach.