• Journal of the Korean Society for Railway
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• v.17 no.4
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• pp.270-280
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• 2014

In this study, to examine the causes of cracks in continuously reinforced concrete tracks (CRCTs) and the main factors affecting cracking, a field survey on the status of cracks and crack patterns in the Gyeong-bu high speed line was conducted, and the crack patterns of CRCT due to the temperature difference between the top of the slab (TCL) and the bottom of the subbase (HSB) and the drying shrinkage of concrete were predicted by a nonlinear finite element model considering the structure of CRCT. The results of the numerical analysis show that cracks will be developed at the interface between the sleeper and the TCL, and under the sleeper due to the temperature difference and concrete shrinkage. This corresponds well to the crack locations found in the field. Also, it is found that the most significant factors are the coefficient of thermal expansion with respect to the temperature difference, and the drying shrinkage strain with respect to shrinkage. According to the results, the reinforcement ratio should be carefully determined considering the structures of CRCT because the crack spacing is not always proportional to the reinforcement ratio due to the sleepers embedded in the TCL.

• Journal of Oral Medicine and Pain
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• v.31 no.1
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• pp.91-99
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• 2006

This study was performed to investigate about sleep quality and orofacial pain pattern between experimental and control group. 101 subjects with temporomandibular disorders without any psychologic and neurologic problem were selected from the patients presented to Wonkwang University dental hospital. Routine clinical examination for TMD was carried out, especially for the frequency of headache and the craniocervical muscles were also done by the author in the first visit. All the subjects filled out the questionnaires, that was, for the evaluation of sleep quality using Pittsburgh sleep quality index(PSQI), and for the analysis of behavioral pain scale questionnaires. Data obtained were statistically processed by the SPSS Windows program and the results of this study were as follows: 1. Subjective sleep index, sleep latency, sleep disturbance, global score in control group were significantly lower than 2. Subjective sleep index, sleep disturbance, global score in subject with headache were significantly lower than subject without headache(P<0.05). 3. Medicine taker have sleeping drug. Caffeine drinkers was significantly higher in daytime dysfunction, global score than no drinker. 4. It have more frequent head and neck pain, pain spreading, daily life difficult in poor sleeper than good sleeper.

• The Journal of the Convergence on Culture Technology
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• v.5 no.4
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• pp.387-394
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• 2019

In this study, in order to evaluate the damage and deterioration of the track components of sleeper floating track (STEDEF), the field samples(specimens) were taken from the serviced line over 20 years old, and the track components were visually inspected, and investigated by laboratory tests and finite element analysis. As a result of visual inspection, the damage of the rail pad and fastener was slight, but the rubber boot was worn and torn at the edges of bottom. The resilience pads were clearly examined for thickness reduction and fatigue hardening layer. As a result of spring stiffness test of rail pad and resilience pad, the deterioration of rail pad was insignificant, but the deterioration of resilience pad exceeded design standard value. Therefore resilience pad was directly affected by train passing tonnage. As a result of comparing the deterioration state of the field sample and the numerical analysis result, the stress and displacement concentration position of the finite element model and the damage position of the field sample were coincident.

• Journal of The Korean Society For Urban Railway
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• v.6 no.4
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• pp.327-337
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• 2018

Since the track of the ballastless steel plate girder bridge is connected to a main girder without a deck and a ballast, the impact generated by train passage is transferred directly to bridge main members, and it can cause frequent damage of the bridge as well as higher noise and vibration level. Applying the CWR (Continuously Welded Rail) technology can reduce this structural problems, and, to this end, it is necessary to understand the characteristics of factors influencing vehicle-track or track-bridge interaction. In this paper, experimental study results are presented for examining the longitudinal resistance characteristics of the track, including a rail fastener, a sleeper fastener, and a track skeleton, installed on a ballastless steel plate girder bridge. The experiment is conducted using a disposed bridge from service, which is transported to a laboratory. The experimental results show that the rail fastener satisfies the performance criteria of the longitudinal resistance presented in KRS TR 0014-15, and the longitudinal resistance of old and new type sleeper fasteners is higher than the values provided in the existing research. Also, the unloaded longitudinal resistance of the ballastless track is between the ballast and the concrete tracks.

• Journal of Aquaculture
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• v.11 no.4
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• pp.475-485
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• 1998

To clarify annual reproductive cycle of Koran dark sleeper, odontobutis platycephala, we examined the seasonal changes of gonadosomatic index(GSI), testicular development stages and sex steroid hormones in blood from December 1995 to November 1997. Testis was podlike shape from July to October, and tadpole-like shape from November because of its expanded posterior part. GSI was 0.14~0.18 from July to September and increased to $0.43{\pm}0.04$ in October and then was not changed significantly until February. GSI was reincreased to $0.52{\pm}0.09$ from March and then was kept at similer levels until May, but fell down to $0.28{\pm}0.05$ in June. As results of histological observation, testis was divided into 3 parts(anterior, boundary, posterior) in the development progress of germ cells. In July, the testis was composed of only spermatogonia without seminiferous tubules in most fishes. In the anterior part of testis, the ferquency of spermatogenesis stage seminiferous tubules appearing in August was more than 80% from September to December. decreased gradually from January to March and drastically in April, and then disappeared in June. The frequency of spermiogenesis stage seminiferous tubules appearing in December, increased gradually from January to March and drastically to 80% in April, and reached to 90% the highest levels of the year in June. Post-spawning stage seminiferous tubules did not appear throughout the year. The frequency of spermatogonia was 100% and 65% in July and August, and less than 20% in the rest period of the year. In the boundary part, the frequency of spermatogenesis stage seminiferous tubules appearing in August increased from September and reached to 82% in November, decreased from December, adn disappeared in March. The frequency of spermiogenesis stage seminiferous tubules appearing in November was less than 18% until February, and increased to 29%~57% from March to June. The frequency of post-spawning stage seminiferous tubules appeared 12%~25% only from March to June. The frequency of spermatogonia was 100% in July, decreased to 85% in August and 10% in November, and increased gradually from December to 50% in April, and decreased again from May to June. In the posterior part, seminiferous tubules with some seminiferous tubules increased drastically 80%~85% in August and September, decreased drastically from October to November and remained below 10% until February, and disappeared after March. The frequency of spermiogenesis stage seminiferous tubules appearing in August increased sharply from October and reached to 75% in November. decreased to 15% in December and no significant changes until March, and disappeared after April. The frequency of post-spawning stage seminiferous tubules appearing very early in November increased to 82% in December and 85%~95% until June. The frequency of spermatogonia was 100% in July, decreased drastically to 15% in August, disappeared from October to Mrch, but reappeared from April and kept at less than 10% until June. The blood level of testosterone (T) increrased gradually from August was $0.61{\pm}0.09 ng/m\ell$ in November, increrased drastically to $3.99{\pm}1.22 ng/m\ell$ in December and maintained at in similar level until March, and decreased to $0.25{\pm}0.14 ng/m{\ell} ~ 0.17{\pm}0.13ng/m{\ell}$ in April and May and no significant changes until July (P<0.05). The blood level of 17, 20 -dihydroxy-4-pregnen-3-one $ng/m{\ell}$in the rest of year without significant changes(P<0.05). Taken together these results, the germ cell development of testis progressed in the order of posterior, boundary, anterior part during annual reproductive cycle in Korean dark sleeper. The testicular cycle of Korean dark sleeper was as follows. The anterior part of testis : i.e. spermatogonial proliferation period (July), early maturation period (from August to November), mid maturation period (from December to March), late maturation period (from April to May) and functional maturation period (June) were elucidated. The boundary of testis, i.e. spermatogonial proliferation period (July), early maturation period (from August to October), mid maturation period (from November to February) and the coexistence period of late maturation, functional maturation and post-spawn (from March to June) were elucidated. The posterior of testis, i.e. spermatogonial proliferation period (July), mid maturation period (from August ot September), late maturation period (October), functional maturation period (November) and post-spawn period (from December to June) were elucidated. It was showed that the changes of sex steroid hormone in blood played a important roles in the annual reproductive cycle of Korean dark sleeper.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.1542-1549
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• 2011

The Transitional zone between bridge abutment and earthwork is one of the representative vulnerable zones in railway where differential settlements may take place due to the different supportive stiffness. Although transitional zones are managed with stricter standards than those of the other earthwork zones either in the design and construction stages, it is very difficult to prevent differential settlement perfectly. A three-dimensional numerical analyses were performed by applying train moving load in this study. The analytical model including abutments and earthwork zones was constituted with rail, sleepers, track concrete layer (TCL), hydraulic stabilized base (HSB), reinforced road bed, and road bed using railway and road base structure. The clamp connecting the rail and sleeper were also modeled as the element with spring coefficient. The train wheel is modeled in the actual size and moved on the rail with 300 km/hr speed. The deformation characteristics at each point of the rail and the ground were considered in detail when moving the train wheel. The analysis results were compared with those from the two-dimensional analysis without considering moving load. The research results show that displacement and stress were greater in the three-dimensional analysis than in other analyses, and the three-dimensional analysis with moving load should be performed to evaluate railway performance.

• Structural Engineering and Mechanics
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• v.47 no.5
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• pp.661-678
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• 2013

As a new type of vibration reduction, the ladder track system has been successfully used in engineering. In this paper, a numerical model of the train-track-viaduct system is established to study the dynamic responses of an elevated bridge with ladder track. The system is composed of a vehicle submodel, a track submodel and a bridge submodel, with the measured track irregularities as the system self-excitation. The whole time histories of a train running through an elevated bridge with $3{\times}27m$ continuous PC box girders are simulated. The dynamic responses of the bridge such as deflections, lateral and vertical accelerations, and the vehicle responses such as derailment factors, offload factors and car-body accelerations are calculated. The calculated results are partly validated through the comparison with the experimental data. Compared to the common slab track, adapting the ladder sleeper can effectively reduce the accelerations of the bridge girder, and also reduce the car-body accelerations and offload factors of the train vehicle.

• The Journal of the Korea institute of electronic communication sciences
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• v.9 no.4
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• pp.537-542
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• 2014

Track circuit is a simple electrical device which lies in the connection of the two rails by the wheels and axle of locomotives and rolling stock to short out an electrical circuit, used to detect the absence of a train on rail tracks. In railway signaling system, there are similar systems such as RFID and wheel sensor, GPS etc, are research and developing. Hybrid track circuit is using RFID antenna and reader on the cab and RFID tag on the sleeper. because of the safety in railway operation, tag detection of train position detection function in the hybrid track circuit needs high reliability. This paper studied tag recognition enhancement used tag angles.

• Journal of the Korean Society of Safety
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• v.33 no.2
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• pp.152-157
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• 2018

The degradation and damage of the components for ballasted track could be caused a serious problem for railway safety. Therefore, the integrity evaluation of ballasted track condition is important to ensure and predict that the track safety and track maintenance. Various track components such as rail pad, ballast, sleeper, and rail that are widely used in Republic of Korea and represent a range of physical properties have been selected for this research. In this study, the experimental modal analysis was performed by the non-destructive testing. Modal test results were obtained from the field test and used to assess the condition of the track components. From the field test, the system of ballasted track was found to be simplified as a two-degree-of-freedom(2DOF) dynamic system. The condition of track component was found to directly affect the dynamic response of ballasted tracks. As the results, the dynamic properties of the track component was depend on the track condition and was distributed more roughly and over a wider range than its initial design values. Further, the methodology presented in this study is possible to determine experimentally the fundamental track parameters which are required in the numerical analysis, and also are useful for the safety assessment of track condition.

• 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.