• Journal of the Korean Geotechnical Society
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• v.22 no.6
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• pp.71-82
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• 2006

One of the most popular pre-reinforcement methods of tunnel heading in cohesionless soils would be the fore-polling of grouted pipes, known as RPUM (reinforced protective umbrella method) or UAM (umbrella arch method). This technique allows safe excavation even in poor ground conditions by creating longitudinal arch parallel to the tunnel axis as the tunnel advances. Some previous studies on the reinforcing effects have been performed using numerical methods and/or laboratory-based small scale model tests. The complexity of boundary conditions imposes difficulties in representing the tunnelling procedure in laboratory tests and theoretical approaches. Full-scale study to identify reinforcing effects of the tunnel heading has rarely been carried out so far. In this study, a large scale model testing for a tunnel in granular soils was performed. Reinforcing patterns considered are four cases, Non-Reinforced, Crown-Reinforced, Crown & Face-Reinforced, and Face-Reinforced. The behavior of ground and pipes as reinforcing member were fully measured as the surcharge pressure applied. The influences of reinforcing pattern, pipe length, and face reinforcement were investigated in terms of stress and displacement. It is revealed that only the Face-Reinforced has decreased sufficiently both vertical settlement in tunnel heading and horizontal displacement on the face. Vertical stresses along the tunnel axis were concentrated in tunnel heading from the test results, so the heading should be reinforced before tunnel advancing. Most of maximum axial forces and bending moments for Crown-reinforced were measured at 0.75D from the face. Also it should be recommended that the minimum length of the pipe is more than l.0D for crown reinforcement.

• The Journal of the Petrological Society of Korea
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• v.20 no.4
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• pp.173-189
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• 2011

Basic to acidic dykes and systematic joints are observed pervasively in the Jukbyeon-Bugu area, Uljin, east Korea. In order to classify the dykes and joints and to determine the relative chronology, their geometries, kinematics, and cross-cutting relationships, and the petrography and geochemistry of dykes are synthetically analyzed. Based on the orientations and cross-cutting relationships of 144 dykes (137 basic and 7 acidic dykes) and 370 systematic joints, three basic dike swarms (M-10, M-80, and M-100), one acidic dyke group (AD), and four joint sets (J-10, J-40, J-80, and J-150) are classified. Some of the J-150 joints reactivated as dextral strike-slip fault are recognized in the field and named as F-340R. According to petrographic, geochemical, and occurrence features in the field, M-80 and M-100 dykes have originated from a co-magma and intruded under the same stress field, even though they have intruded through different passages, preexisting fractures and new fractures created by magmatic pressure, respectively. And the relative chronology of dyke swarms and joint sets in the study area is determined as follows : ${\rightarrow}$ ${\rightarrow}$ ${\rightarrow}$ ${\rightarrow}$ ${\rightarrow}$ . And the M-80 (M-100) and M-10 dyke swarms intruded under NNE-SSW and NW-SE trending horizontal minimum stress fields, respectively. According to a synthesis of the results of the previous and this studies, the M-80, M-10, and F-340R are interpreted to have been formed about 64-52 Ma, Eocene~Oligocene, and Miocene, respectively.

• The Journal of Engineering Geology
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• v.26 no.1
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• pp.33-49
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• 2016

The study area, located in Sinam-ri, Ulsan, in the southeastern part of the Korean Peninsula, is mainly composed of hornblende granite (ca. 65 Ma). Fracturing and reactivation of a fault striking ENE-WSW was strongly controlled by the intrusion of a mafic dyke (ca. 44 Ma), which behaves as a discontinuity in the mechanically homogeneous pluton, increasing the instability of the basement in this area. A geometric and kinematic study undertaken to interpret the faults and fractures was performed in a trench excavated almost perpendicular to the orientation of the dyke. The analysis of structural elements, such as dykes, veins, and faults, is used to infer the deformation history and to determine the paleostress orientations at the time of formation of the structures. The deformation history established based on this analysis is as follows: (1) NNE-SSW, E-W, ENE-WSW, and NE-SW trending fractures had already developed in the pluton before dyke intrusion; (2) felsic dykes intruded under conditions of σ_Hmax oriented N-S and σ_Hmin oriented E-W; (3) mafic dykes intruded under conditions of σ_Hmax oriented E-W and σ_Hmin oriented N-S; (4) dextral reactivation of the main fault associated with the development of hydrothermal quartz veins under conditions of σ_Hmax oriented E-W and σ_Hmin oriented N-S; (5) sinistral reactivation of the main fault and high-angle normal faults under conditions of σ_Hmax oriented NE-SW and σ_Hmin oriented NW-SE; and (6) dextral reactivation of the main fault and NE-SW low-angle reverse faults under conditions of σ_Hmax oriented NW-SE and σ_Hmin oriented NE-SW. These results are consistent with the tectonic history of the Pohang-Ulsan block in the southeastern part of the Korean Peninsula, and indicates the tectonic deformation of the southern area of the Ulsan fault bounded by Yangsan fault was analogous to that of the Pohang-Ulsan area from the Cenozoic. This work greatly aids the selection of sites for critical facilities to prevent potential earthquake hazards in this area.

• Journal of Navigation and Port Research
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• v.43 no.1
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• pp.9-15
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• 2019

Mooring bollards are the mandatory facility in ports for they are the objects used to fasten the ship to its position at the berth. All the mooring bollards were installed following suggested sizes, numbers, materials and shape of installation according to Port and Fishing Design Standards. However, Korea has no management standard for use of mooring bollards to safety in ship berthing. In this research, the installation standard for mooring bollards including the holding power applied to mooring bollards in berthing was studied. Also, the performance of mooring bollards for minimum safety guarantee in berthing based on research of various specification by their sizes was analyzed. The analysis on mooring bollards was examined by each power on mooring bollards from the applied force in berthing divided into horizontal and vertical direction in order to examine the performance of domestic mooring bollards, the limit force is calculated based on detailed specification research result. As a result, the working stress according to the towing force was found to be at least 150Mpa and it was evaluated to be 60% of the limit strength. Also, by comparing each forces, the appropriateness was examined and the specification of maximum capability calculated. This performance evaluation method based on detail specification of mooring bollards will be expected to be useful to examine the appropriateness of mooring bollards for various types of vessel in berthing and to develop maintenance and management standard through the performance change evaluation referring to mooring bollard detailed specification changes.

• Journal of the Korean Geotechnical Society
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• v.19 no.5
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• pp.109-122
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• 2003

In order to release the pressure fluctuations and micro-pressure wave induced by the entering of train into the small cross sectional tunnel, it has been reported that the construction of air shaft has more advantages with respect to economy and constructability than the enlargement of cross section of existing tunnel. The field monitorings and analytical studies were conducted simultaneously in this study to analyze the mechanical behavior of existing railway tunnel, new cross tunnel and new shaft by the construction of new shaft nearby. The results showed that the minimum distance from existing tunnel to new shaft which secures the stability of existing tunnel was found to be half diameter of existing tunnel. On the three dimensional mechanical behavior of existing tunnel by the construction of new shaft, the results from the analytical study and field monitoring had a similar trend. The analytical study and field monitoring results, however, produced somewhat different results on the mechanical behavior of new shaft itself. These conclusions induce that the analytical method which has been applied on the analyses of horizontal tunnel could not be applied in the same way on the analysis of vertical shaft.

• Tunnel and Underground Space
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• v.29 no.6
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• pp.456-467
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• 2019

In this study, the discrete element method was used to simulate the excavation of spoke-type shield TBM. The horizontal stress coefficient was used for the ground to simulate the increase of the horizontal stress according to the depth, and the driving conditions were set based on the torque generated from the cutterhead of the TBM to excavate within the operating range. That is, when the value of the torque generated at the cutterhead exceeds the given operating condition, the speed of excavation is constantly reduced, and conversely, the method of increasing the speed of excavation is considered. The change speed of the excavation was given the minimum change requirement in consideration of the driver's review time, and the change was possible according to the excavation conditions. In order to use these conditions, the user-subroutine was considered separately, and the results show that the DEM model were able to analyze the excavation within the considered operating range.

• Journal of the Korean Geotechnical Society
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• v.24 no.1
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• pp.91-99
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• 2008

The method to prepare the large cemented sand specimen for calibration chamber test by air-pluviation is investigated in this study. The uniformity of cemented specimen is evaluated by performing the CPTs, DMTs, and bender element tests in the calibration chamber. The sand particles, pre-wetted with 0.5% water content, are mixed with gypsum to provide the homogeneous coating of gypsum particles on the grain surface. It was shown that the pre-wetting of particle surface is effective to minimize the potential for segregation between sands and gypsum during air-pluviation. It was observed that the extreme void ratios ($e_{max}\;and\;e_{mix}$) of the mixture of pre-wetted sand and gypsum powder increase at lower gypsum content while those of the mixture of dry sand and gypsum decrease with increasing gypsum content. It was also shown from the test results that large cemented specimens reconstituted in calibration chamber by rainer system are quite uniform in vertical and horizontal directions.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.17 no.8
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• pp.624-629
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• 2016

A brake lever in a basic railway brake system is an important safety device that delivers braking force from the brake cylinder to the brake pad. The safety guidelines for designing rolling stock only qualitatively describe that the brake lever should have sufficient strength. Each train has a different type of brake lever. One brake lever that was designed with a factor of safety of 1.27 has failed, so the material was changed to increase the strength. Therefore, the stress distribution and weak points of the lever were identified by theoretical analysis. and structural analysis. Different brake lever designs were examined for KTX high-speed trains, which have a split-type structure, as well as for electric locomotives, which use an electric multiple unit (EMU) with a unity-type structure. A fracture test was also done to look at the relationship between the vertical stress and the bending stress during braking. The results were used to find a safety factor to apply to each train and suggest quantitative minimum guidelines. We also looked at changing the unity-type EMU brake lever to the split type under the same conditions and analyzed how much the design change affected the factor of safety.

• Journal of the Korean Geotechnical Society
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• v.15 no.4
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• pp.261-277
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• 1999

The horizontal and vertical earth pressures in backfill space which is narrowly excavated like ditch are affected by the share of ditch backfill space and the wall friction between excavated surface and backfill soil. In this paper, for the excavated surface the Handy's equation of a symmetric vertical case and the Kellogg's equation of a symmetric sloped one are modified to show the minor principal stress arch for the unsymmetrical excavated backfill space. Compared with the soil test box result, a similarity in magnitude and distribution of backfill earth pressure shows that the earth pressure has been observed. The backfill earth pressure in unsymmetrically sloped space has been shown twice as much as the one in vertically excavated space and also remarkable decline of arching for the former case. It is verified that the earth pressure equation should account the shape and size of backfill space to calculate the earth pressure for similar structure to the one handled in this study.

• Journal of the Korean Geotechnical Society
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• v.28 no.7
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• pp.5-16
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• 2012

Soil-nailing is the most popular method of reinforcing for slope stability. In general, two factors are considered as failure modes during the soil-nailing design stages: pullout failure mode and shear failure mode that will occur on the most probable failure plane. In many cases, however, shallow failure can also occur when the ground near the slope face is swept away by the horizontal stress release during the staged top-down excavation. In this paper, an optimized soil-nailing design methodology is proposed by considering the three failure modes mentioned above: pullout failure; shear failure; and shallow failure. The variables to be optimized include the bonded length and number of soil-nailings, and the confining pressure that should be applied at the slope face. The procedure to obtain the optimized design variables is as follows: at first, optimization of soil-nailings, i.e. bonded length and number, against pullout and shear failure modes; and then, optimization of confining pressure at each excavation stage that is needed to prevent shallow failure. Since the two processes are linked with each other, they are repeated until the optimized design variables can be obtained satisfying all the constrained design requirements in both of the two processes.