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.

최근 터널에서 균열, 누수 등과 같은 현상이 많이 발생하고 있어 터널의 안정성 및 균열보수, 미관, 고 객의 공용 중 심리적 불안감을 조성한다는 것을 쉽게 찾을 수 있다. 고속국도 제30호선 상주~안동간은 16개소/12km의 터널이 설계되어 있어 터널의 비중이 크다. 그러므로 본 연구에서는 터널 라이닝 균열 발생 원인분석 및 기존사례 조사를 통하여 균열발생 최소화 방안을 검토 및 터널 라이닝의 유해한 균열 방지를 위하여 공사관계자(발주처, 감리사, 시공사, 하도급사 등) 의견수렴을 통한 여러 가지 대책공법 을 제안하였으며 제안공법의 효율성을 판단하기 위해 고속국도 제30호선 상주~안동간 제 8공구의 단촌 2터널, 단촌 3터널에 시험시공을 실시하여 각 공법별 균열율 및 시공성, 경제성을 고려하여 결과를 분석 하고 최적의 공법을 파악, 전파하는데 그 목적이 있다.

지하구조물의 건전성을 평가하기 위한 비파괴시험으로써 탄성응력파를 이용한 충격반향탐사법을 수치해석적인 방법을 통하여 수행하였다. 즉, 일면만으로 접근 가능한 터널 면에서의 충격가진과 동적응답의 측정으로 이질면을 포함한 내부의 상태를 예측할 수 있다. 연구의 수행은 탄성거동을 하는 매질 내부에서 전파되는 탄성응력파의 특성을 이해하고, 이를 동적 유한요소해석으로 모형화하여 충격반향탐사법을 수치해석적으로 수행한다. 이질재료가 2개의 층을 이루고 있는 경우 표면층의 두께를 쉽게 측정할 수 있었으며, 구조물의 병진운동, 휨운동과 구조물 내에서 다중반사되는 탄성응력파에 의한 복합적인 영향을 받는 터널과 같은 원통형 구조물에서 동적응답의 주파수 특성으로부터 터널라이닝 내부에 형성된 공동의 위치와 크기의 예측이 가능하였다. 수치해석적인 방법과 병행하여 다양한 형태의 경계조건을 가지는 구조물에 대한 충격반향탐사법의 실험을 수행할 경우 실제적인 문제에 적용, 건전성 평가의 지표를 마련할 수 있을 것으로 사료된다.

Using GPR(Ground Penetrating Radar) Precise Inspection, the real lining thickness of the tunnel damage was determined and detailed analysis was performed to provide a more accurate structural safety assessment of the tunnel damage. Through this study, It is presented to provide a guide for the application of the tunnel for inspection and diagnosis.

Safety, Durability, and Usability of the Concrete Structure affecting among, there are crack and leakage the main damage is crack and leakage. Especially, Leakage is accompanied by Efflorescence, and provoke steel corrosion, exfoliation. This leakage is leaked to the exterior of the concrete surface in the shape of line or face, the method of repair varies with the shape of leakage. Accordingly, this paper will introduce case analysis of the shape of the water leakage to water leakage site in the lining structure of the NATM tunnel for utilize investigation method and basic data for the method of repair.(leakage, Efflorescence)

The clogging of transverse drainage pipes in NATM tunnel is attributed to the hydraulic pressure generated on the outside of lining concrete and affects the safety of the whole structure in the long term, necessitating a keen attention in terms of its maintenance. Accordingly, this paper will introduce an analysis on the effect of the clogging of transverse drainage pipes on the lining structure based on the comparison between the inspection of the clogging of transverse drainage pipes and the visual inspection (leakage, efflorescence).

Domestic facilities are managed in accordance with the "Special Law on the Safety and Maintenance of Facilities", and are managed through periodical inspection and safety diagnosis. In the inspection and diagnosis of such facilities, Comprehensive analysis results from exterior and non-destructive survey, and the five grade of the facility is managed. Most of the non-destructive tests are carried out in consideration of operation. In this paper, the purpose of this study is to investigate the change of compressive strength and the characteristics of the core strength in the ○○ tunnel.

In Korea, inspection and precise safety diagnosis is regularly carried out to maintain and manage the main tunnel(NATM) which has been passed ten years after completion. In this study, we collected the laboratory test results of the concrete lining in the existing road and railway tunnels, and analyzed the correlation between compressive strength and unit mass of concrete. It is hoped that it will be used for efficient maintenance and management work of tunnels in the future.

There is also a reverse cavity in the back of the domestic subway and railways and roads, which cause a rift in tunnel structures due to stress concentration and strain. As a result, the balsaeng of the tunnel on the back of the tunnel was interpreted as a method to determine the method of a structural structure which greatly affects the stability of the tunnel structure.

The condition assessment of the road tunnel is based on the judgment of the responsible engineer about the expansion joint. The evaluation result is divided into the span unit or the sheet unit when calculating the evaluation result. Therefore, it was divided into span units and sheet units and the actual difference was compared.

In this study, The correlation between drainage clogging of drain tunnel and leakage of lining was analyzed. As a result of analysis, the position of clogged drainage hole, leakage and efflorescence location are similar. When repairing leakage of lining, the maintenance method should be selected considering the clogging of tunnel drainage.

There is also a reverse cavity in the back of the domestic subway and railways and roads, which cause a rift in tunnel structures due to stress concentration and strain. As a result, the balsaeng of the tunnel on the back of the tunnel was interpreted as a method to determine the method of a structural structure which greatly affects the stability of the tunnel structure.

Recently, the problem about a structural safety of the tunnel lining concrete is much raised. Thus, in this paper, We introduce a safety analysis case about an insufficient filling of the road tunnel(NATM) lining concrete for numerical analysis.

It is largely divided into two kinds in freezing phenomenon of the tunnel. Waterproof membrane damage inside the tunnel construction joints leaked into groundwater leak occurs in the icicle and despite the absence of damage to the waterproofing membrane, waterproofing membrane from the back of the ground water is frozen freeze by interfering with smooth drainage this phenomenon is enlarged and local pressure tunnel ceiling, a crack occurred near the side wall is generated

To have a rational maintenance Measures in masonry tunnel, the interaction matrix in PISD is adapted. Opinions from 22 experts in tunnel are applied to estimate the weight factor in risk analysis. 11 causes of masonry tunnel are evaluated for 163 sheets accounting for the limited budget and priority in risk.

대단면 터널 라이닝 콘크리트를 1일에 1cycle로 진행하기 위한 연구를 수행하였다. 터널 내부의 기후특성이 변화하고 콘크리트 타설온도가 낮은 경우에는 수화발현 속도도 지연되어 강도발현에 영향을 미치게 되므로 거푸집의 존치시간이 길어지게 된다. 이를 보완하기 위하여 갱문의 설치와 갱폼의 양쪽에 양생막을 설치한 후, 그 내부에 28±2℃의 추가적인 열원을 공급하게 되면 균열관리방안으로 제시한 관리기준 (4.5MPa) 이상의 조기강도발현을 이루어 낼 수 있었으며, 따라서 거푸집을 재령 14hr 후에 제거할 수가 있었다. 한편, 터널내 자연양생온도인 10±1℃ 조건에서는 콘크리트 타설 후 36hr 이상의 양생시간을 확보해야 되는 것으로 분석되었다. 본 연구를 통하여, 초기재령에서의 콘크리트 온도와 강도발현은 양생온도가 크게 작용하고 있음을 재확인 할 수 있었으며, 플라이애쉬가 10% 혼입된 콘크리트라도 일정시간동안 거푸집의 표면온도를 상승시켜 줄 수 있다면 조기강도발현에는 문제가 되지 않는 것으로 나타났다.

By comparing the computed displacement with the stress and displacement determined by entering side numbers 3, 5, and 7 into the tunnel lining inverse analysis program, the optimal number of monitoring points is determined. From the results of the research, it can be inferred that the number of monitoring points needs to be at least 5 points, considering the efficiency of monitoring in practice and the loss-and-damage rate of tunnel monitoring.

Infrastructure has been managed by precise diagnosis and repair․rehabilitation. Generally, more than 0.3mm cracks are repaired by injection method regardless of the time of repair and location of crack. In this papar, considering the feature of crack variation at three tunnels, it suggested that current diagnosis and repair methods should be improved.