본 연구는 도로터널, 철도터널, 지하철, 전력구 등 각종 터널 시공을 위한 TBM(Tunnel Boring Machine) 기술의 시공성 향상을 위한 연속굴착형 TBM 장비와 나선형 세그먼트 통합 시공기술 개발 및 실증과 관련된 것으로 핵심모듈인 추진잭, 세그먼트 이렉터의 선제적인 유지관리를 통해 다운타임 을 최소화하고 굴진율을 안정적으로 확보하기 위한 연속굴착형 TBM 핵심모듈의 유지관리 및 장애대 응 기술에 대한 연구를 수행하였으며, 굴착환경과 연속굴착 운영특성을 고려한 시공 및 장비 운용 절 차를 정의하였다.

In recent years the tunnel construction is increasing worldwide because of development of science and technology and increasing of transportation demand. Tunnels are complex structures normally rectangular cross section or semicircular and constructed to connect between different sections of roads. Because of the importance, the construction and extension of road tunnels are also continuously increasing along with the development. According to data from the Korea Expressway Corporation, the number of road tunnels, which was 1,332 in 2010, increased rapidly by about 2.1 times over 10 years to a total of 2,742 in 2020. The extension of road tunnels is also on the trend of increasing, with a total of 945 km in 2010 reaching 2,157 km in 2020. The benefits of a double-deck tunnel are emphasized, particularly in terms of construction cost and convenience. This tunnel design incorporates a central slab, dividing the tunnel into upper and lower spaces. The versatility of a double-decker tunnel is evident in its ability to accommodate various uses for both levels. For instance, the upper level can function as vehicle roads, while the lower level can be designated for train tracks. In this study, the effect of RWS and modified hydrocarbon fire curve was applied to the concrete tunnel bracket through simulation to analyze the temperature after the fire occurrence.

본 연구는 특수한 조건에서의 줄눈 콘크리트포장의 설계 및 성능에 관한 분석을 목적으로 한다. 줄눈 콘크리트포장은 시멘트 콘크리트 포장의 한 형태로, 오랜 기간 도로 포장형식으로 사용되어 왔다. 이 포장 방식은 철근을 사용하지 않는 대신, 콘크리트 슬래브의 균열을 줄눈을 통해 유도하고, 다월바와 타이바를 통해 슬래브에 생기는 응력을 줄이는 방식이 다. 대한민국의 다양한 지역 환경과 계절적 특성은 도로 포장설계에 주요한 인자로 적용된다. 특히, 슬래브의 부등건조수 축이 평탄성 문제의 주요 원인으로 지적되며, 이는 온습도의 변화에 의해 발생한다. 본 연구에서는 3차원 유한요소해석 을 활용하여 줄눈 콘크리트포장 슬래브의 거동을 분석하고, 콘크리트 슬래브의 두께, 줄눈 간격, 타이바 및 다웰바의 배 치 등 주요 설계 변수의 영향을 평가한다. 이러한 설계 인자들이 슬래브의 응력과 변위에 미치는 영향을 확인하며, 다양 한 환경 조건 하에서의 설계 방법의 유효성을 검증한다. 본 연구는 줄눈 콘크리트포장의 실제 배치 방식을 모델링하여, 기존 설계 방식의 보안 사항을 파악하고, 설계 기준 내에서의 주요 인자 변화를 통해 부등건조수축을 완화할 수 있는 방 안을 제시한다. 이를 통해, 특수 환경 조건에서의 온습도 영향을 고려한 효율적인 포장 설계 방안을 도출함으로써, 도로 포장의 평탄성과 내구성 향상에 기여하고자 한다.

PURPOSES : This study aimed to identify factors affecting the duration of traffic incidents in tunnel sections, as accidents in tunnels tend to cause more congestion than those on main roads. Survival analysis and a Cox proportional hazards model were used to analyze the determinants of incident clearance times. METHODS : Tunnel traffic accidents were categorized into tunnel access sections versus inner tunnel sections according to the point of occurrence. The factors affecting duration were compared between main road and tunnel locations. The Cox model was applied to quantify the effects of various factors on incident duration time by location. RESULTS : Key factors influencing mainline incident duration included collision type, driver behavior and gender, number of vehicles involved, number of accidents, and post-collision vehicle status. In tunnels, the primary factors identified were collision type, driver behavior, single vs multi-vehicle involvement, and vehicles stopping in the tunnel after collisions. Incidents lasted longest when vehicles stopped at tunnel entrances and exits. In addition, we hypothesize that incident duration in tunnels is longer than in main roads due to the reduced space for vehicle handling. CONCLUSIONS : These results can inform the development of future incident management strategies and congestion mitigation for tunnels and underpasses. The Cox model provided new insights into the determinants of incident duration times in constrained tunnel environments compared to open main roads.

건축물에 가해지는 풍하중을 평가하는 방법은 과거로부터 많은 발전을 이루었다. 그 중 비교적 간단한 방법인 가스트하중계 수법이 있다. 정적풍하중에 동적계수를 곱하여 등가정적풍하중을 평가하는 방법으로 여러나라 기준에서 사용되고 있다. 동적계수는 가 스트영향계수(Gust Effect Factor:DGEF)와 가스트하중계수가(Gust Loading Factor:MGLF)가 사용된다. DGEF는 변위 기반으로서 이론 적인 가정을 통해 산출할 수 있는 반면 그 과정이 다소 복잡하고, MGLF는 모멘트를 기반으로 하며 풍동실험으로 전도모멘트를 측정 하여 산정할 수 있지만 기초자료를 구축하는 것에 많은 시간과 노력이 소요된다. 따라서 본 연구에서는 MGLF 산정 시 필요한 풍방향 평균풍력계수C F, 평균전도모멘트계수C M, 변동전도모멘트계수 C M 가 다양한 형상비( ), 변장비(D/B), 지표면조도구분(α)에 따 라 변화하는 경향을 비교 분석하였다. 이를 통해 풍방향 평균풍력계수 C F, 평균전도모멘트 관련 계수 C g, 변동전도모멘트 관련 계수 C g 의 경험식을 제안하여 MGLF 산정에 대한 기초자료를 제시하였다.

The radwaste repository consists of a multi-barrier, including natural and engineered barriers. The repository’s long-term safety is ensured by using the isolation and delay functions of the multi-barrier. Among them, natural barriers are difficult to artificially improve and have a long time scale. Therefore, in order to evaluate its performance, site characteristics should be investigated for a sufficient period using various analytical methods. Natural barriers are classified into lithological and structural characteristics and investigated. Structural factors such as fractures, faults, and joints are very important in a natural barrier because they can serve as a flow path for groundwater in performance evaluation. Considering the condition that the radioactive waste repository should be located in the deep part, the drill core is an important subject that can identify deep geological properties that could not be confirmed near the surface. However, in many previous studies, a unified method has not been used to define the boundaries of structural factors. Therefore, it is necessary to derive a method suitable for site characteristics by applying and comparing the boundary definition criteria of various structural factors to boreholes. This study utilized the 1,000 m deep AH-3 and DB-2 boreholes and the 500 m deep AH-1 and YS- 1 boreholes drilled around the KURT (KAERI Underground Research Tunnel) site. Methods applied to define the brittle structure boundary include comparing background levels of fracture and fracture density, excluding sections outside the zone of influence of deformation, and confining the zone to areas of concentrated deformation. All of these methods are analyzed along scanlines from the brittle structure. Deriving a site-specific method will contribute to reducing the uncertainties that may arise when analyzing the long-term evolution of brittle structures within natural barriers.

In 2012, POSIVA selected a bentonite-based (montmorillonite) block/pellet as the backfilling solution for the deposition tunnel in the application for a construction license for the deep geological repository of high-level radioactive waste in Finland. However, in the license application (i.e. SC-OLA) for the operation submitted to the Finnish Government in 2021, the design for backfilling was changed to a granular mixture consisting of bentonite (smectite) pellets crushed to various sizes, based on NAGRA’s buffer solution. In this study, as part of the preliminary design of the deep geological repository system in Korea, we reviewed history and its rationale for the design change of Finland’s deposition tunnel backfilling solution. After the construction license was granted by the Finnish Government in 2015, POSIVA conducted various lab- and full-scale in-situ tests to evaluate the producibility and performance of two design alternatives (i.e. block/pellet type and granular type) for backfilling. Principal demonstration tests and their results are summarized as follows: (a) Manufacturing of blocks using three types of materials (Friedland, IBeco RWC, and MX-80): Cracking and jointing under higher pressing loads were found. Despite adjusting the pressing process, similar phenomena were observed. (b) 1:6 scale experiment: Confirmation of density difference inhomogeneity due to the swelling of block/pellet backfill and void filling due to swelling behavior into the mass loss area of block/pellet. (c) FISST (Full-Scale In situ system Test): Identification of technical unfeasibility due to the inefficient (too manual) installation process of blocks/pellets and development of an efficient granular in-situ backfilling solution to resolve the disadvantage. (d) LUCOEX-FE (Large Underground Concept Experiments – Full-scale Emplacement) experiment: Confirmation of dense/homogeneous constructability and performance of granular backfilling solution. In conclusion, the simplified granular backfill system is more feasible compared to the block/ pellet system from the perspective of handling, production, installation, performance, and quality control. It is presumed that various experimental and engineering researches should be preceded reflecting specific disposal conditions even though these results are expected to be applied as key data and/or insights for selecting the backfilling solution in the domestic deep geological repository.

Long-term climate and surface environment changes can influence the geological subsurface environment evolution. In this context, a fluid flow pathway developing and connection possibility can be increased between the near-surface zone and deep depth underground. Thus, it is necessary to identify and prepare for the overall fluid flow at the entire geological system to minimize uncertainty on the spent nuclear fuel (SNF) disposal safety. The fluid flow outside the subsurface environment is initially penetrated through the surface and then the unsaturated area. Thus, the previously proved reports, POSIVA in Finland, suggested that sequential research about the fluid infiltration experiment (INEX) and the investigation is necessary. Characterizing the unsaturated zone can help predict changes and ensure the safety of SNFs according to geological long-term evolution. For example, the INEX test was conducted at the upper part of ONKALO, about 50 to 100 m depth, to understand the geochemical evolution of the groundwater through the unsaturated zone, to evaluate the main flow of groundwater that can approach the SNF disposal reservoir, and to estimate the decreasing progress of the buffering capacity along the pathway through the deep geological disposal. In the present study, a preliminary test was performed in the UNsaturated-zone In-situ Test (UNIT) facility near the KAERI underground research tunnel to design and establish a methodology for infiltration experiments consistent with the regional characteristics. The results represented the methodological application is possible for characterizing unsaturated-zone to perform infiltration experiments. The scale of the experiment will be expanded sequentially, and continuous research will be conducted for the next application.

PURPOSES : This study investigates the factors affecting extra-long tunnel accidents by integrating data on tunnel geometry, traffic flow, and traffic accidents and derives the underlying implications to mitigate the severity of accidents. METHODS : Two processes centered on three key data points (tunnel geometry, traffic flow, and traffic accidents) were used in this study. The first is to analyze the spatial characteristics of extra-long tunnel traffic accidents and categorize them from multiple perspectives. The other was to investigate the factors affecting extra-long tunnel traffic accidents using the equivalent property-damage-only (EPDO) of individual accidents and the aforementioned data as the dependent and independent variables, respectively, by employing an ordered logistic regression model. RESULTS : Gyeonggi-do, Gyeongsangnam-do, and Gangwon-do are three metropolitan municipalities that have a significant number of extra-long tunnel accidents; Busan and Seoul have the most extra-long tunnel accidents, accounting for 23.2% (422 accidents) and 18.6% (339 accidents) of the 1,821 accidents that occurred from 2007 to 2020, respectively. In addition, approximately 70% of extra-long tunnel traffic accidents occurred along tunnels with lengths of less than 2 km, and Seoul and Busan accounted for over 60% of the top 20 extra-long tunnels with accidents. Most importantly, the Hwangryeong (down) tunnel in Busan experienced the most extra-long tunnel traffic accidents, with 77 accidents occurring during the same period. As a result of the ordered logistic regression modeling with EPDO and multiple independent variables, the significant factors affecting the severity of extra-long tunnel traffic accidents were determined to be road type (freeway, local route, and metropolitan city road), traffic flow (speed), accident time (year, summer, weekend, and afternoon), accident type (rear end), traffic law violations (safe distance violation and center line violation), and offending vehicles (van, sedan, and truck). CONCLUSIONS : Based on these results, the following measures and implications for mitigating the severity of extra-long tunnel traffic accidents must be considered: upgrading the emergency response level of all road types to that of freeways and actively promoting techniques for regulating high-speed vehicles approaching and traversing within extra-long tunnels are necessary. In addition, the emergency response and preparation system should be reinforced, particularly when the damage from extra-long tunnel traffic accidents is more serious, such as during the summer, weekends, and afternoons. Finally, traffic law violations such as safe distance and centerline violations in extra-long tunnels should be prohibited.

PURPOSES : In this study, a model was developed to estimate the concentrations of particulate matter (PM2.5 and PM10) in expressway tunnel sections. METHODS : A statistical model was constructed by collecting data on particulate matter (PM2.5 and PM10), weather, environment, and traffic volume in the tunnel section. The model was developed after accurately analyzing the factors influencing the PM concentration. RESULTS : A machine learning-based PM concentration estimation model was developed. Three models, namely linear regression, convolutional neural network, and random forest models, were compared, and the random forest model was proposed as the best model. CONCLUSIONS : The evaluation revealed that the random forest model displayed the least error in the concentration estimation model for (PM2.5 and PM10) in all tunnel section cases. In addition, a practical application plan for the model developed in this study is proposed.

PURPOSES : This study provides fundamental information on the temperature variations in tunnel structures during severe fire events. A fire event in a tunnel can drastically increase the internal temperature, which can significantly affect its structural safety. METHODS : Numerical simulations that consider various fire conditions are more efficient than experimental tests. The fire dynamic simulator (FDS) software, based on computational fluid dynamics (CFD) and developed by the National Institute of Standards and Technology, was used for the simulations. The variables included single and multiple accidents involving heavy goods vehicles carrying 27,000 liters of diesel fuel. Additionally, the concrete material characteristics of heat conductivity and specific heat were included in the analysis. The temperatures of concrete were investigated at various locations, surfaces, and inside the concrete at different depths. The obtained temperatures were verified to determine whether they reached the limits provided by the Fire Resistance Design for Road Tunnel (MOLIT 2021). RESULTS : For a fire caused by 27,000 liters of diesel, the fire intensity, expressed as the heat release rate, was approximately 160 MW. The increase in the carrying capacity of the fire source did not significantly affect the fire intensity; however, it affected the duration of the fire. The maximum temperature of concrete surface in the tunnel was approximately 1400 ℃ at some distance away in a longitudinal direction from the location of fire (not directly above). The temperature inside the concrete was successfully analyzed using FDS. The temperature inside the concrete decreased as the conductivity decreased and the specific heat increased. According to the Fire Resistance Design for Road Tunnel (MOLIT 2021), the internal temperatures should be within 380 ℃ and 250 ℃ for concrete and reinforcing steel, respectively. The temperatures were found to be approximately 380 ℃ and 100 ℃ in mist cases at depths of 5 cm and 10 cm, respectively, inside the concrete. CONCLUSIONS : The fire simulation studies indicated that the location of the maximum temperature was not directly above the fire, possibly because of fire-frame movements. During the final stage of the fire, the location of the highest temperature was immediately above the fire. During the fire in a tunnel with 27,000 liters of diesel, the maximum fire intensity was approximately 160 MW. The capacity of the fire source did not significantly affect the fire intensity, but affected the duration. Provided the concrete cover about 6 cm and 10 cm, both concrete and reinforcing steel can meet the required temperature limits of the Fire Resistance Design for Road Tunnel (MOLIT 2021). However, the results from this study are based on a few assumptions. Therefore, further studies should be conducted to include more specific numerical simulations and experimental tests that consider other variables, including tunnel shapes, fire sources, and locations.

From an evolutionary perspective, it is speculated that termites have evolved to construct tunnels in a manner that optimizes search and transport efficiency. While numerous studies have focused on search efficiency, there has been limited research on transport efficiency due to the challenges associated with direct field observations. To address this challenge, we developed an individual-based model to simulate the transport process. Using the model, we examine the effects of several key variables on transport efficiency, Based on our results, we discuss potential strategies that termites might employ to optimize transport efficiency. In addition, we briefly discuss ways to improve the realism of the model.

본 연구에서는 풍동실험을 통해 345kV급 송전철탑에 작용하는 공기력계수를 측정하고 IEC-60826 기준과 비교하였다. 이를 위하여 본체와 크로스암을 포함한 총 6개 세그먼트로 분리될 수 있는 축척 1:25인 강체 모형을 제작하였다. 그리고 다양한 바람 수평 입사각에 대하여 철탑 전체 및 각 세그먼트에 작용하는 공기력을 측정하였다. 풍동실험 결과를 보면, 전체 철탑에 작용하는 공기력계 수가 IEC 기준치와 비교하여 수평입사각의 변화에 따른 경향이 잘 일치한다. 그리고 IEC 기준치가 풍동시험치보다 전반적으로 약간 커서 안전측의 결과를 제공하고 있다. 송전철탑을 구성하는 세그먼트 중에서 철탑본체에 작용하는 공기력계수는 풍동실험치가 설계기 준치보다 작았다. 하지만 철탑 크로스암에서는 풍동실험치가 설계치를 약간 넘는 경우가 일부 나타났다. 이를 볼 때 기존 설계기준은 철탑본체에 대해서는 안전측의 결과를 제시하나, 일부 바람 입사각에서 크로스암에 작용하는 공기력은 과소평가할 가능성이 있는 것 으로 판단된다.

This study attempted to analyze the comparative advantage in terms of disaster safety costs in verifying the effectiveness and economic feasibility of the high-performance water-bulwark system in the pole tunnel, which was recently promoted as a part of the acceleration of vehicles. The tunnel to be analyzed was divided into a short tunnel(Anyang, Cheonggye) and a long tunnel(Suraksan, Sapaesan). As a result, it was analyzed that 25% of the improvement effect would occur if one lane was secured by applying the Water-Bulwark System. It was analyzed that this is because the time value cost, which accounts for a large proportion of the traffic congestion cost of short tunnels and pole tunnels, differs depending on the congestion time and traffic volume, not the length of the tunnel.

Long-term evolution of the surface environments can affect the safety of deep geological disposal. Therefore, it is important to understand the water balance components constituting the water cycle among atmosphere, surface, and subsurface. In Finand, the surface and near-surface hydrological model (SHYD) was developed to calculate the water balance of Olkiluoto Island. Through the intensive site investigations, the data sets as input for the site scale model in present-day conditions have been collected such as transpiration and meteorological data. In this study, weighing lysimeter method was selected to quantify small-scale soil water balance of the vadose zone in the UNsaturated zone In-situ Test facility (UNIT) around KAERI Underground Research Tunnel. Hydrological components such as precipitation, evapotranspiration (ET) and leachate were derived from water balance analysis on the lysimeter measurements in UNIT. Among the hydrological components, actual ET accounts for more than 50% of the annual precipitaion, and thus plays an important role on predicting the hydrological evolution in the future. In this context, actual ET measured from the weighing lysimeter was compared with potential ET estimated from meteorological data using FAO-56 Penman-Monteith method.