• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.28 no.1A
• /
• pp.79-87
• /
• 2008

This paper investigates the in-plane stability of fixed shallow arches. The shape of the arches is parabolic and the uniformly distributed load is used in the study. The nonlinear governing equilibrium equation of the general arch is adopted to derive the incremental form of the load-displacement relationship and the buckling load of the fixed shallow arches. From the results, it is found that buckling modes (symmetric or asymmetric) of the arches are closely related to the dimensionless rise H, which is the function of slenderness ratio and the rise to span ratio of such arches. Moreover, the threshold of different buckling modes and buckling load for fixed shallow arches are proposed. A series of finite element analysis are conducted and then compared with proposed ones. From the comparative study, the proposed formula provides the good prediction of the buckling load of fixed shallow arches.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.24 no.5
• /
• pp.45-52
• /
• 2020

An open-spandrel arch bridges, which consists of slab deck, arch rib, and vertical members, shows a various level of moment and axial forces according to the supporting boundary condition of arch rib and vehicle speeds. Also, the definition of impact factor accepts any kind of response parameters, not only displacement response at slab deck. The present study considers concrete open-spandrel arch bridges constrained with fixed conditions at the ends of arch rib and investigates the impact factor variation due to moving load speeds, response parameters, measuring locations, and vertical member spacing ratio of the bridges. The results of Reference model show that the impact factor is biggest when the reactive moment resulted at the vehicle-inducing opposite end of the arch rib is applied. The peak impact factor is a similar level obtained for the middle of the span adjacent to the slab deck center, but it is 19% higher than the peak impact factor calculated using the axial force developed at the same location. Reducing the spacing ratio of the vertical members as half as the reference model whose ratio is 1/9.375 produces a similar level of the moment-based peak impact factor compared to the reference model. However, when the spacing ratio is doubled, the peak impact factor is 4.4 times greater than the reference model.

• Journal of the Korean Geotechnical Society
• /
• v.39 no.7
• /
• pp.57-67
• /
• 2023

Slope failures during rainfall have been observed in mountainous areas of South Korea as a result of the presence of solar power facilities. The seepage behavior and pore pressure distribution differ from typical slopes due to the presence of impermeable solar panels, and the load imposed by the solar power structures also affects the slope behavior. This study aims to develop a method for evaluating the stability of slopes with solar power facilities and to analyze vulnerable points by considering the maximum slope displacement. To assess the slope stability and predict behavior while considering rainfall seepage, a combined seepage analysis and finite difference method numerical analysis were employed. For the selected site, various variables were assumed, including parameters related to the Soil Water Characteristic Curve, strength parameters that satisfy the Mohr-Coulomb failure criterion, soil properties, and topographic factors such as slope angle and bedrock depth. The factors with the most significant influence on the factor of safety (FOS) were identified. The presence of solar power facilities was found to affect the seepage distribution and FOS, resulting in a decreasing trend due to rainfall seepage. The maximum displacement points were concentrated near the upper (crest) and lower (toe) sections of the slope.

• Journal of the Korean GEO-environmental Society
• /
• v.8 no.2
• /
• pp.29-39
• /
• 2007

In this study, the centrifugal tests were fulfilled to analyze the displacement characteristics caused by the embankment construction on soft ground. Embankment of height, undrained shear strength and with or without geotextile were selected to evaluate the displacement characteristics of soft ground by embankment. As a result, the replacement section without geotextile showed the parabola shape. The replacement section with geotextile showed the trapezoidal shape which represents the uniform settlements. The replacement angle is increasing nearly lineally with increasing the height of embankment and G-level. The position, where the maximum horizontal displacement occurred, was between $0.24H_0$ and $0.35H_0$ and was at $0.3H_0$ on the average. In the case of with and without geotextile, the relationship between the maximum settlement of ground(S) and maximum horizontal displacement(${\delta}_m$) was ${\delta}_m$ = 0.60S, ${\delta}_m$ = 0.54S, respectively.

• The Journal of Engineering Geology
• /
• v.26 no.2
• /
• pp.187-196
• /
• 2016

We conducted three-dimensional finite element analysis to predict the presence of upcoming fault zones during tunneling. The analysis considered longitudinal displacements measured at tunnel face, and used 28 numerical models with various fault attitudes. The x-MR (moving range) control chart was used to analyze quantitatively the effects of faults distributed ahead of the tunnel face, given the occurrence of a longitudinal displacement. The numerical models with fault were classified as fault gouge, fault breccia, and fault damage zones. The width of fault cores was set to 1 m (fault gouge 0.5 m and fault breccia 0.5 m) and the width of fault damage zones was set to 2 m. The results, suggest that fault centers could be predicted at 2~26 m ahead of the tunnel face and that faults could be predicted earliest in the 45° dip model. In addition, faults could be predicted earliest when the angle between the direction of tunnel advance and the strike of the fault was smallest.

• International Journal of Highway Engineering
• /
• v.12 no.4
• /
• pp.157-164
• /
• 2010

This research was conducted to analyze the behavior of Single-PTAS (Single Post-Tensioned Approach Slab) under tensioning and environmental loads by performing field tests when the demonstration Single-PTAS was being constructed. The temperature measurement sensors were installed at different depths, and the displacements in the approach slab under environmental loads and tensioning were measured using displacement transducers. As an experimental result, an abrupt change in the longitudinal displacement due to tensioning was not observed. The daily temperature change in the approach slab was negligible where the depth is over about 35cm. The temperature gradient in the approach slab adjacent to bridge was smaller than that adjacent to pavement. The patterns and magnitudes of vertical displacements were directly related to the temperature gradient at the measuring location. The behavior of Single-PTAS was very similar to that of concrete pavement. Therefore, a new design methodology for approach slabs is needed to include the pavement concept and to overcome drawback of current design procedures based on the simple beam concept.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.10 no.4
• /
• pp.123-132
• /
• 1990

This paper deals with the influences on the wall movements and earth pressure distribution for strutted diaphragm wall of various design depth ration and pre-displacement at strutted point. The numerical method is adopted for the study. The conclusions derived from the study were summarized as followes: 1. The elasto-plastic depth ratio in the passive region is found to decrease as such parameters as wall stiffness, soil density and penetration depth ratio decrease. 2. Values of maxium bending moments of the walls decrease with the increase of soil density, and the influence to the wall stiffness increases in proportion to the penetration depth. 3. Maximum strut reaction is found to be inversely proportional to the soil density. 4. Pre-displacement at the point of strut installation must be brougt into consideration on account of its active influence to the deflection of wall bodies.

• Journal of Korean Society of Steel Construction
• /
• v.18 no.6
• /
• pp.769-782
• /
• 2006

As the ambient vibration test (AVT) of railway bridges has a limited range of speed, it has a limitation in examining the dynamic behavior of bridges accordingto speed. Thus, in order to analyze the correlation between the speed of a train passing over a bridge and the bridge's dynamic response, we conducted a speed-increasing experiment using a real diesel locomotive. To analyze the acceleration response characteristics, we attached seven vertical accelerometers at equal intervals throughout the entire section of the bridge except the supports, and one horizontal accelerometer to the middle span. Linear variable differential transformers (LVDT) were installed at the bridge's center in both vertical and horizontal directions to investigate the vertical and horizontal behaviors. The test train was statically loaded at the center and at the end of the bridge. And its speed was increased from 5 km/h to 90 km/h. With data obtained from the experiment, the vibration level was evaluated in each direction by the filtering frequency, and the level of horizontal vibration was examined in comparison with vertical vibration. The displacement and wheel load variation was analyzed by speed.

• Tunnel and Underground Space
• /
• v.14 no.3
• /
• pp.188-202
• /
• 2004

If an underground research facility for the validation of disposal concept is constructed in KAERI, it is expected to have a thick weathered zone and varying surface topology. In this study, the influence of different geological conditions, tunnel slope, tunnel size, and sequential excavation is investigated by 3D mechanical analysis using FLAC3D. Around the tunnel, it is not expected to develop any plastic zone and the maximum stress might be as high as 5 ㎫. The maximum compressive stress will be developed at about 20 m to e dead end of the tunnel. There is no difference on stress and displacement distributions between the cases with and without sequential excavation. It is expected to have stress release in the roof and floor after the excavation of the tunnel. There is no significant influence of weathered zone size, tunnel size, and tunnel slope on the stress and displacement distributions. The modeling for the intersection shows the minimum factor of safety is above 3, when the in situ stress ratio K is 3. From the study, it was possible to demonstrate that the small scale disposal research tunnel in KAERI will be mechanically stable.

• Proceedings of the Korea Water Resources Association Conference
• /
• 2022.05a
• /
• pp.214-214
• /
• 2022

감포댐은 2006년 준공하여 각종 시설 및 설비의 노후화가 진행중에 있으며, 최근 감포댐 인근 지역에서 발생한 경주지진(규모 5.8) 및 포항지진(규모 5.4)이 발생하여 지진시 시설물의 안전성에 대해 중요성이 대두되고 있었다. 이에 감포댐 안전성강화 사업을 추진하게 되었고, 주요 사업내용은 취수탑 관리교 내진보강, 댐체 심벽보강을 통한 댐체 안전성확보, 비상방류시설 개선이다. 취수탑 관리교는 교각단면의 변위연성도 및 교량받침에 의한 구조물 안전성 평가를 시행하였고, 단면강도는 모멘트-곡률해석법에서 탄성영역의 단면강도 대비 탄성지진력을 비교하여 안전성을 검토하였다. 검토결과 교량받침의 내진성능은 부족한 것으로 검토되어 유량제어형 멀티펌프와 안전잭을 이용한 변위제어 방식의 교량동시 인상공법이 가능하고 인상정밀도 ±0.5mm이내의 성능을 가진 교량인상공법 적용하여 보강을 하는 것으로 계획하였다. 댐체 심벽보강을 위해 먼저 전기비저항탐사를 수행하여 전기비저항대를 탐사하여 심벽부에서 포화대가 형성된 부위를 조사하였다. 그리고 댐 상·하류에 전극을 설치하고 전류를 발생시켜 측정 지점별 자기장을 측정을 통하여 댐체내 침투에 따른 유로 형성여부 파악을 위한 전자기장탐사를 시행하였다. 마지막으로 심벽 시추조사를 시행하여 공내수를 조사하였다. 조사결과 포화대의 위치 및 이상대가 다양한 것으로 나타났으며, 이는 불특정 지점에 연약대가 존재한다 판단하여 심벽부 보강계획을 전반적으로 적용하는 것으로 결정하였다. 비상방류시설은 최근 15년 실측자료의 홍수기(6~9월) 평균유입량을 적용하여 검토하였으며 검토결과 배제대상 높이 75%까지는 3.7일, 완전배제까지는 11.2일이 걸려 댐설계기준을 충족하는 것으로 검토되다. 다만 감포댐 비상방류시설이 하천제방과 직각방향으로 형성되어 있고, 하천의 폭이 좁아 과거 방류시에도 제방을 월류하는 것으로 조사되어 하천의 세굴을 방지하고 제방 안전성을 확보하기 위하여 비상방류시설에 감세공을 설치하고, 제방에 디플렉터 옹벽을 설치하는 것으로 계획하였다. 감세공은 2번에 걸친 감세효과로 방류시 하류바닥 및 옹벽 보호 효과가 큰 미국 USBR의 TypeVI를 적용하였으며, Flow-3D 모델링을 통하여 제방에 월류가 발생하지 않는 최적의 대안 옹벽규모를 산정하였다.