• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1D
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• pp.125-132
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• 2006

In the present study, in order to elucidate the vibration characteristics of track and train body according to the type of track in tunnel, the vibration accelerations of the track and the KTX train body have been measured in tunnels of Kyong-Bu high-speed railway(HSR) lines, and the frequency analysis of the measured data has been performed. From this, the vibration characteristics of the track components such as rail, sleeper, ballast and slab, the tunnel lining and the vehicle body according to the type of track are investigated and their relation is analyzed. The test results show that the vibration of rail and vehicle body rapidly increases at 80Hz in tunnel, and that is much higher in the tunnel on which the concrete slab track is placed. According to the results of the present study, rail supporting stiffness can variate the vibration characteristics of the total system including the vehicle, and therefore the correlation between the vibration of vehicle should be taken into account to determine the supporting stiffness of the slab track.

• Journal of Oral Medicine and Pain
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• v.33 no.2
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• pp.205-218
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• 2008

Interaction between pain and sleep has long been proved through many researches, and various studies are being conducted to identify its mechanism. However, these studies have targeted on patients with systemic disease, such as rheumatic disease and fibromyalgia. There are few researches on patients with orofacial pain including temporomandibular disorder(TMD). In this study, we studied interaction between pain aspect and sleep quality in 229 patients with TMD, who visited the TMJ and Orofacial pain clinic. Pittsburgh Sleep Quality Index(PSQI), Epworth sleepiness scale(ESS) questionnaire were surveyed and sleep-screening device was operated. PSQI showed that sleep quality in TMD patients with pain was poorer than that in TMD patients without pain. The ratio of poor sleeper was higher in TMD patients with pain. Especially, TMD patients with chronic pain showed obviously poorer sleep quality than TMD patients with acute pain. The result of ESS showed that patients with painful TMD showed more daytime sleepiness than painless TMD patients. The ratio of TMD patients with chronic pain who had daytime sleepiness was higher than TMD patients with acute pain, and the amount of daytime sleepiness was higher in the group of chronic pain. In TMD patients with chronic pain, only the poor sleeper(PSQI>5) presented mean ESS>10(diagnostic criteria of daytime sleepiness). There was no correlation between pain intensity and sleep quality or daytime sleepiness. The result of ApnealinkTM for screening of sleep related breathing disorder showed that only 1 patient presented AHI>5 among 19 participants. TMD patients with chronic pain presented poor sleep quality and excessive daytime sleepiness similar to other chronic pain patients. Evaluation of sleep state by questionnaire might be useful for diagnosis and management of TMD, because sleep disturbance decreases pain threshold and pain disturbs sleep. In addition, sleep-screening device would be useful for screening sleep related breathing disorder in dental clinic.

• Korean Journal of Fisheries and Aquatic Sciences
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• v.31 no.4
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• pp.599-607
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• 1998

To clarify annual reproductive cycle of Korean dark sleeper, Odontobutis platycephala (Iwata et Jeon), we examined the seasonal changes of gonadosomatic index (GSI), the proportional frequency of oocyte development stages in the ovary and the changes of sex steroid hormone levels in blood from December 1995 to November 1997. In July and August, GSI was 0.35 to 0.72 and most oocytes in the ovary were chromatin-nucleolus stage and perinucleolar stage (proportional frequency: $87\%\~96\%$). In September, GSI was 1.20 $\pm$ 0.12, some oocytes in the ovary were yolk vesifle stage (proportional frequency: $22.8\%$) and vitellogenic stage which appeared very rarely(proportional frequency: $2.2\%$). GSI increased gradually from October and reached 4.59± 0.61 to December. During this period, oocytes of vitellogenic stage increased slightly (proportional frequency in December: $22.1\%$). In January, GSI was 4.32 $\pm$ 0.72 but the proportional frequency of oocytes in vitellogenic stage increased (proportional frequency: $51.2\%$). from February, GSI was increased sharply and reached to 10.51 $\pm$ 1.04 in March, the highest value throughout the year and the proportional frequency of oocytes in vitellogenic stage also reached the highest levels (proportional frequency: $60\%$). From April, GSI was gradually decreased and fell down to 1.11 $\pm$ 0.35 in June. During this period, the proportional frequency of mature oocytes was the highest in April (proportional frequency of mature oocyte stage: $40\%$ in April, $12\%$ May, $5\%$ June) throughout the year, and atretic ovarian follicles were appeared. The blood level of estradiol-17$\beta$ ($E_2$), which stimulates the hepatic synthesis and secretion of vitellogenin, was $0.84{\pm}0.20\;ng/m{\ell}$ in August, and thereafter was not changed until December. from January, it increased sharply and reached the highest level of $ 2.85{\pm}0.35\;ng/m{\ell}$ in March throughout the year, but fell to $0.14{\pm}0.02\;ng/m{\ell}$ in July(P<0.05), 17$\alpha$-hydroxprogesterone(17$\alpha$-OHP) was the peak $13.37{\pm}0.52ng/m{\ell}$ in March, but no significant changes in other period(below $3ng/m{\ell}$, P<0.05). 17$\alpha$, 20$\beta$-dihydroxy-4-pregnen-3-one(17$\alpha$, 20$\beta$-P), which was known as the final maturation inducing hormone in teleost, was $0.74{\pm}0.09ng/m{\ell}$ in April and $0.54{\pm}0.07ng/m{\ell}$ in May, but no significant changes in other period (below $0.26\;ng/m{\ell}$, p<0.05). Taken together these results, the annual reproductive cycle of O. platycephala divided into 4 periods as follows: 1) ripe and spawning period from April to June, main spawning period was from April to May, 2) Resting period from July to August, 3) Growing period from September to December, 4) Maturing period from January to March. Moreover, It was showed that the changes of sex steroid hormone in blood played a important roles in the annual reproductive cycle of O. platycephala.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.6
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• pp.35-40
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• 2020

The ballast layers play a key role in distributing and supporting a trainload. On the other hand, it settles down by dynamic train loading due to large void ratios. Consequently, it requires continuous maintenance. In this paper, ballast layers mixed with three types of specially shaped artificial ballast (AB) (Rectangular, Tetrapod, Hexagonal) were modeled by using a two dimensional DEM (Discrete Element Method). Repeated loading tests were performed to evaluate the settlement behavior of the ballast layers. The smallest settlement was observed in the case of the ballast layer mixed with Tetrapod AB than in other cases, according to an analysis of the force transfer routes. In addition, contact force analysis showed that the Tetrapod AB, which has a concave shape, could easily make small and multi-channel force-transfer routes. This means that the stress in the ballast layer by the train loading transferred through the sleeper uniformly was distributed well by the AB. Therefore, the settlement of the ballast layer mixed with the concave-shaped Tetrapod AB could be reduced effectively under a repeated train loading. The effects of a decrease in settlement of the ballast layer highlight the possibility of a maintenance-free ballasted track.

• Journal of the Korean Society for Railway
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• v.19 no.3
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• pp.331-340
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• 2016

Wheel load, design velocity, traffic amount (MGT), stiffness and thickness of sub-layers of asphalt concrete track are selected as performance design parameters in this study. A pseudo-static wheel load computed considering the dynamic amplification factor (DAF) based on the design velocity of the KTX was applied to the top of asphalt concrete track for full three dimensional structural analysis using the ABAQUS program. Tensile strains at the bottom of the asphalt concrete layer and vertical strains at the top of the subgrade were computed from the structural FEA with different combinations of performance parameter values for one asphalt concrete track section. Utilizing the computed structural analysis results such as the tensile strains and the vertical strains, it was possible to develop design graphs to investigate proper track sections for different combination of the performance parameters including wheel load, design velocity, traffic amount(MGT), stiffness and thickness of asphalt concrete layers for any given design life. By analyzing the proposed design graphs for asphalt concrete track, it was possible to propose simple design tables that can be used by engineers for the effective and fast design of track.

• Journal of the Korean GEO-environmental Society
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• v.18 no.4
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• pp.13-21
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• 2017

Ballasted track has been used as track system for more than 100 years. Ballasted track has advantages of low construction cost, flexible maintenance, low noise and vibration, and so on. However, ballasted track leads to continuous settlement which causes maintenance. Recently, increase in speed, traffic volume, and weight of train requires more frequent maintenance. Fouling, well-known phenomenon of accumulation of fine materials due to intrusion of subgrade and breakage of ballast materials, expedites the settlement (i.e., irregular settlement) of track. Ground Penetrating Radar (GPR) can be one of non-destructive tools that can evaluate fouling level of ballast. In this paper, a gain function based on the attenuation characteristics of ballast material is suggested in conjunction with Hilbert transform. Lab box tests and full-scale tests indicate that the suggested method reasonably classifies clean, fouled layers, and subgrade. However, additional study to eliminate effect of sleeper and to include the scattering features of the electromagnetic wave in ballast voids should be required in order to enhance the accuracy.

• Journal of Korean Society of Steel Construction
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• v.24 no.6
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• pp.613-625
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• 2012

Since railway bridge frequently have a chance of passing train load close to design load, it is necessary to reflect sufficiently fatigue property in early design phase for many structural details. Nevertheless fatigue cracks are reported partly in deck plate girder of railway steel bridge because of the weight and arrangement of axial load acting on railway bridge, the application of improper structural details for fatigue problem etc.. One of main cause for fatigue crack at the welded part of upper flange and web is caused by the eccentricity action of train load due to the difference of center to center spacing between the main girder supporting sleeper and the rail acting train load. For the existing deck plate girder of railway steel bridge, in this study, field survey, field measurement and a series of structural analysis were performed. In addition, the characteristics of structural behavior, the causes and repair/ retrofit of fatigue crack were examined in the target bridge.

• Journal of the Korean Society for Railway
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• v.10 no.6
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• pp.692-700
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• 2007

A trial run of locally-developed tilting train has been in process on Chungbuk line since the test vehicle was first produced. For the system stabilization, interface verification among the systems including track, structure, catenary and signaling system, not to mention the rolling stock, is very crucial. In the area of wayside structure, the stability of track structure and train run shall be evaluated through the review of impact by increased speed by developed train on track structure. The study thus was intended to evaluate the impact on track while a tilting train is running the curve section, which is vulnerable to accelerated train speed. The analysis of tilting train test running the part of Chungbuk line and Honam line was conducted to identify the impact on existing track performance by tilting train. To identify the movement behavior of each part of track while tilting train, high speed train and traditional train (Mugunghwa and freight train) were running the existing line, wheel load, lateral wheel load, rail bending stress, vertical and lateral displacement of rail and vertical displacement of sleeper were compared and analyzed so as to evaluate the expected impact by tilting train for improving the train speed.

• Proceedings of the Korean Geotechical Society Conference
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• 2010.03a
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• pp.208-212
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• 2010

The high-speed railway consists of tracks, gravel ballast and subgrade, and the dynamic load is passed to subgrade through track and gravel ballast. The relaxation condition of the gravel ballast is able to be evaluate relatively and to be repaired through a continuous management, but it is difficult to evaluate the condition of subgrade, which is final part of supporting dynamic load and to repair it when made a problem. The gravel ballast and subgrade are evaluated by determining shear wave velocity. To evaluate ballast and subgrade, a good method to determine shear wave velocity is a non-destructive experiment such as surface wave tests providing a prompt experiment because an experiment in railway has a lot of tests which are carried out following railway directions and needs to prevent damage of the system. In general, a railway has limitation of an experimental space by narrow width, sleeper and etc., and background noise by a reflector exists. The existing surface wave tests need a minimum space, and it is difficult to get a reliable test results on account of background noise effect. Therefore, it is difficult or impossible to apply to existing surface wave test of subgrade and ballast. In this study, the HWAW method is applied to determine a shear wave velocity profile of the underground. The HWAW method is the experiment which is able to be carried out on a narrow space, and it determines share wave velocity of a site by measuring the wave from surface sources on the same spot. In addition, it removes effects of background noise accordingly to a signal processing using harmonic wavelet transforms, so it is useful to evaluate subgrade of a high-speed railway in the narrow space and the situation of background noise. In order to check an application of the HWAW method, an experiment is carried out on a high-speed railway field and a test result is compared to boring results.

• Journal of the Korean Society for Railway
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• v.14 no.3
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• pp.262-270
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• 2011

Track support stiffness which affected track maintenance and riding comfort had a big effect on the track and train. Also, track support stiffness of the track design which was based on theory differs from track support stiffness of the track generated on the field. Track support stiffness was generated by several factors such as dynamic wheel loads, vertical displacement of track, and stress at rail bottom on the field test. With the results of the field test was compared with theoretical value. This paper analyzed that track support stiffness of ballast depended on condition of ballast, and support stiffness of concrete track also depended on the characteristic of track structures such as, normal elastic fastening system, rail floating system and sleeper floating system. However, on the ballast and concrete track, the designed track support stiffness was underestimated less than the measured track support stiffness. When the track condition was estimated on service line, it would not consider the track condition on the field. Therefore, this study proposed the various track type and the range of track support stiffness based on the experimental test.