• 제목/요약/키워드: Consolidation Settlement

검색결과 477건 처리시간 0.026초

Stress Concentration Ratio of GCP Depending on the Mixing Ratio of Crushed Stone and Sand (GCP의 쇄석과 모래의 배합비 별 응력분담비)

  • Na, Seung-Ju;Kim, Min-Seok;Park, Kyung-Ho;Kim, Daehyeon
    • Journal of the Korean Geotechnical Society
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    • 제32권9호
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    • pp.37-50
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    • 2016
  • Gravel compaction pile (GCP) is widely used as it increases the bearing capacity of soft ground and reduces the consolidation settlement. Stress concentration ratio for GCP design is dependent on the area replacement, surcharge pressure and depth. However, a range of stress concentration ratio obtained through field, laboratory experiments and numerical analysis is large. Little study has been done on the stress concentration ratio for the mixing ratio of gravel and sand. The main objective of the study is to evaluate the stress concentration ratio for both area replacement ratio and mixing ratio through literature review and numerical analysis. Numerical analysis using the finite element program ABAQUS 6.12-4 has been performed for the composite ground with GCP. The excess pore water pressure and stress concentration ratio of composite ground have been analyzed for both the area replacement ratio and the mixing ratio. Based on the previous research results, a range of stress concentration ratio obtained from the field tests, laboratory tests, numerical analysis on the GCP studies is found to be 1.7-3.2, 2.0-7.5 and 2.0-6.5, respectively. Based on the numerical analysis results, as the area replacement ratio increases, the stress concentration ratio increases up to 30% and then decreases at 40%. Also, the stress concentration ratio tends to increase up to 70:30 and then to decrease after 60:40.

Characteristics of the Stress Path of a Sabkha Layer Consisting of Carbonate Sand, as Obtained by the Triaxial Test after Particle Crushing (Sabkha층 탄산질 모래의 삼축압축시 입자파쇄로 인한 응력경로 특성)

  • Kim, Seok-Ju;Yi, Chang-Tok;Jang, Jae-Ho;Han, Heui-Soo
    • The Journal of Engineering Geology
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    • 제24권1호
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    • pp.23-38
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    • 2014
  • The composition of carbonate sands from a sabkha at Ruwais in the UAE differs from that of silica sand, and these sands are crushed easily under low compression pressures. Accordingly, particle crushing of carbonate sand occurs under high pressure, which results in additional settlement and reduces the shear strength. In this study, consolidation and triaxial tests were conducted to analyze the characteristics of carbonate sands following particle crushing. The unusual shear strength graphs of the carbonate sands result from the degree of particle pre-crushing. For the range at p' > p in the p (p')-q diagram, negative (-) excess porewater pressures occur if the axial pressure causes particle crushing that induces exposure of the inner voids. In addition, the q value decreased after particle crushing. In conclusion, the unusual characteristics of the carbonate sands were induced by particle crushing. The triaxial tests revealed that the degree of particle pre-crushing influenced the excess porewater pressure.

Evaluation of Mechanical Characteristics and Concentration Target Layer Applicability of Silty Sand by Fines Content (실트질 모래의 세립분 함유율에 따른 역학적 특성 및 압밀 대상층 적용성 평가)

  • Jung-Meyon Kim;Min-Seo Kang;Jong-Joo Kim;Seung-Joo Lee;Young-Seok Kim;Chan-Young, Park;Yong-Seong, Kim
    • Journal of the Korean Geosynthetics Society
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    • 제22권3호
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    • pp.37-46
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    • 2023
  • In this paper, the physical properties, stress deformation and strength characteristics, density and permeability characteristics of silty sand (SM) by fines content were analyzed through indoor tests. also based on the results of the indoor tests, a compact analysis was performed according to the content of SM, and the applicability of SM ground to the compacted target layer was evaluated by comparing it with the measurement data of the actual problem site. As a result of indoor tests and compression analysis, SM changed its mechanical properties from sandy soil to viscous soil when the fine particle content was 35% or higher, and using field measurement data, SM was found to have a higher compression tendency than direct subsidence. Therefore, the mechanical characteristics of SM above Fc 35% are considered to be similar to that of viscous soil, which is different from the compression characteristics of the tendency of immediate subsidence to conventional sandy soil, so it is necessary to present the mechanical characteristics of SM through further research. The research findings highlight the importance of considering consolidation settlement in silty sand (SM) when evaluating soft soil conditions. These findings can aid in revising criteria for assessing weak ground conditions by providing essential engineering property data based on varying fines content in silty sand.

Variation of Earth Pressure Acting on Cut-and-Cover Tunnel Lining with Settlement of Backfill (되메움토의 침하에 따른 개착식 터널 라이닝에 작용하는 토압의 변화)

  • Bautista F.E.;Park Lee-Keun;Im Jong-Chul;Lee Young-Nam
    • Journal of the Korean Geotechnical Society
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    • 제22권6호
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    • pp.27-40
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    • 2006
  • Damage of cut-and-cover tunnel lining can be attributed to physical and mechanical factors. Physical factors include material property, reinforcement corrosion, etc. while mechanical factors include underground water pressure, vehicle loads, etc. This study is limited to the modeling of rigid circular cut and cover tunnel constructed at a depth of $1.0{\sim}1.5D$ in loose sandy ground and subjected to a vibration frequency of 100 Hz. In this study, only damages due to mechanical factors in the form of additional loads were considered. Among the different types of additional, excessive earth pressure acting on the cut-and-cover tunnel lining is considered as one of the major factors that induce deformation and damage of tunnels after the construction is completed. Excessive earth pressure may be attributed to insufficient compaction, consolidation due to self-weight of backfill soil, precipitation and vibration caused by traffic. Laboratory tunnel model tests were performed in order to determine the earth pressure acting on the tunnel lining and to investigate the applicability of existing earth pressure formulas. Based on the difference in the monitored and computed earth pressure, a factor of safety was recommended. Soil deformation mechanism around the tunnel was also presented using the picture analysis method.

An Evaluation of Solid Removal Efficiency in Coagulation System for Treating Combined Sewer Overflows by Return Sludge (CSOs처리를 위한 응집침전시스템에서 슬러지 반송에 의한 고형물 처리효율평가)

  • Ha, Sung-Ryong;Lee, Seung-Chul
    • Journal of Korean Society of Environmental Engineers
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    • 제35권3호
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    • pp.171-178
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    • 2013
  • In this study, the sludge that occurs in the initial operation of coagulation system developed for the treatment of CSOs were returned to the flocculation reactor. The purposes of this study were to analyze the Characteristics of flocs that are generated through the recycling sludge and settling characteristics of sludge, and to evaluate the possibility that high concentrations of particulate matter in the initial inflow of CSOs could be used as an weighted coagulant additive. As a result, the concentration of treated CSOs pollutants at the beginning of the CSOs influent with a large amount of particulate matter over 20 ${\mu}m$ was low, after gradually increasing the concentrations of them. The flocs generated from the sludge return were similar in size compared to flocs generated through injection of micro sands, and settling velocity in case of return sludge injection was decreased from 55.1 cm/min to 21.5 cm/min. SVI value of the sludge accumulated at the bottom of the sedimentation tank was 72, and settled sludge volume decreased rapidly due to the consolidation of sludge to the time it takes to 10 minutes. these mean that sludge used for recycling has good settling characteristic. A condition of returned sludge which is 0.1% return of 0.3% extraction was formed in the balance of settlement and extraction. In this case, This condition was to be adequate to maintain the proper concentration such as 100~200 mg/L of TS and 50~100 mg/L of VS in the flocculation reactor. The usage of the return sludge containing particulate matters of CSOs as an weighted coagulant additive was able to secure a stable treated water quality despite the change of influent water quality dynamically. Furthermore, it can be expected to reduce the alum dosage along with the sludge production.

Soil Analysis on Prediction of Consolidation Settlement in Marine Clays (항만점토(港灣粘土)의 압밀심하량(壓密沈下量) 예측(預測)을 위(爲)한 토질분석(土質分析))

  • Kwon, Moo Nam;Son, Kwang Sik;Lee, Sang Ho
    • Current Research on Agriculture and Life Sciences
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    • 제4권
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    • pp.87-94
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    • 1986
  • This study was performed in order to contemplate their correlations between physical and mechanical properties of the marine clays which were collected from main harbors in Korea. The results obtained are as follows: 1. Most of the soils in experimental districts consist of CH. CL. and ML. and they are considered to be still proceeding. 2. The equations of the relationship between compression index and liquid limit are as, follows: CH : $C_c=0.0137$ (LL-22.60) CL : $C_c=0.0123$ (LL-14.64) 3. The relationship between compression index and initial void ratio appears that the higher the plasticity, the easier the slope of the regression line. The equations are as follows : CH : $C_c=0.431$ ($e_o-0.504$) CH : $C_c=0.471$ ($e_o-0.235$) ML : $C_c=0.641$ ($e_o-0.393$) 4. The equations of the relationship between compression index and natural water content are as follows: CH : $C_c=0.0133$ ($W_n-28.27$) CL : $C_c=0.0225$ ($W_n-23.56$) ML : $C_c=0.0106$ ($W_n-16.42$) 5. The relationship between initial void ratio and natural water content, and compression index is highly positive correlation and the equations are as follows : CH : $C_c=0.301$ ($e_o+0.017W_n-1.05$) CL : $C_c=0.141$ ($e_o+0.0567W_n-1.054$) ML : $C_c=0.421$ ($e_o+0.0214W_n-1.121$) 6. The equations of the relationship between initial void ratio and liquid limit, and compression index are as follows : CH : $C_c=0.36$ ($e_o+0.08LL-0.819$) CL : $C_c=0.269$ ($e_o+0.026LL-0.929$) 7. The cohesion of marine clays is no concerned with the increment of depth. The equations of relationship between cohesion and unconfined compression strength are as follows. CH : qu=1.896C+0.0107 CL : qu=1.849C+0.04.

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Liability of the Compensation for Damage Caused by the International Passenger's Carrier by Air in Montreal Convention (몬트리올조약에 있어 국제항공여객운송인의 손해배상책임)

  • Kim, Doo-Hwan
    • The Korean Journal of Air & Space Law and Policy
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    • 제18권
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    • pp.9-39
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    • 2003
  • The rule of the Warsaw Convention of 1929 are well known and still being all over the world. The Warsaw Convention is undoubtedly the most widely accepted private international air law treaty with some 140 countries. In the international legal system for air transportation, the Warsaw Convention has played a major role for more than half century, and has been revised many times in consideration of the rapid developments of air high technology, changes of social and economic circumstances, need for the protection of passengers. Some amendments became effective, but others are still not effective. As a result, the whole international legal system for air transportation is at past so complicated and tangled. However, the 'Warsaw system' consists of the Warsaw Convention of 1929 the Guadalajara Convention of 1961, a supplementary convention, and the following six protocols: (1) the Hague Protocol of 1955, (2) the Guatemala Protocol of 1971, (3) the Montreal Additional Protocols, No.1, (4) the Montreal Additional Protocol No.2, (5) the Montreal Additional Protocol No.3, and (6) the Montreal Additional Protocol No.4. of 1975. As a fundamental principle of the air carrier's liability in the international convention and protocols, for instance in the Warsaw Convention and the Hague Protocol, the principle of limited liability and a presumed fault system has been adopted. Subsequently, the Montreal Inter-carrier Agreement of 1966, the Guatemala City Protocol, the Montreal Additional Protocol No.3, and the Montreal Additional Protocol No. 4 of 1975 maintained the limited liability, but substituted the presumed liability system by an absolute liability, that is, strict liability system. The Warsaw System, which sets relatively low compensation limits for victims of aircraft accidents and regulates the limited liability for death and injury of air passengers, had become increasingly outdated. Japanese Airlines and Inter-carrier Agreement of International Air Transport Association in 1995 has been adopted the unlimited liability of air carrier in international flight. The IATA Inter-Carrier Agreement, in which airlines in international air transportation agree to waive the limit of damages, was long and hard in coming, but it was remarkable achievement given the political and economic realities of the world. IATA deserves enormous credit for bringing it about. The Warsaw System is controversial and questionable. In order to find rational solution to disputes between nations which adopted differing liability systems in international air transportation, we need to reform the liability of air carriers the 'Warsaw system' and fundamentally, to unify the liability system among the nations. The International Civil Aviation Organization(ICAO) will therefore reinforce its efforts to further promote a legal environment that adequately reflects the public interest and the needs of the parties involved. The ICAO Study Group met in April, 1998, together with the Drafting Committee. The time between the "Special Group on the Modernization and Consolidation of the 'Warsaw system'(SGMW)" and the Diplomatic Conference must be actively utilized to arrange for profound studies of the outstanding issues and for wide international consultations with a view to narrowing the scope of differences and preparing for a global international consensus. From 11 to 28 May 1999 the ICAO Headquarters at Montreal hosted a Diplomatic Conference convened to consider, with a view to adoption, a draft Convention intended to modernize and to integrate replace the instruments of the Warsaw system. The Council of ICAO convened this Conference under the Procedure for the Adoption of International Conventions. Some 525 participants from 121 Contracting States of ICAO attended, one non-contracting State, 11 observer delegations from international organizations, a total of 544 registered participants took part in the historic three-week conference which began on 10 May. The Conference was a success since it adopted a new Convention for the Unification of Certain Rules for International Carriage by Air. The 1999 Montreal Convention, created and signed by representatives of 52 countries at an international conference convened by ICAO at Montreal on May 28, 1999, came into effect on November 4, 2003. Representatives of 30 countries have now formally ratified the Convention under their respective national procedures and ratification of the United States, which was the 30th country to ratify, took place on September 5, 2003. Under Article 53.6 of the Montreal Convention, it enters into force on the 60th day following the deposit of the 30th instrument of ratification or acceptation. The United States' ratification was deposited with ICAO on September 5, 2003. The ICAO have succeeded in modernizing and consolidating a 70-year old system of international instruments of private international law into one legal instrument that will provide, for years to come, an adequate level of compensation for those involved in international aircraft accidents. An international diplomatic conference on air law by ICAO of 1999 succeeded in adopting a new regime for air carrier liability, replacing the Warsaw Convention and five other related legal instruments with a single convention that provided for unlimited liability in relation to passengers. Victims of international air accidents and their families will be better protected and compensated under the new Montreal Convention, which modernizes and consolidates a seventy-five year old system of international instruments of private international law into one legal instrument. A major feature of the new legal instrument is the concept of unlimited liability. Whereas the Warsaw Convention set a limit of 125,000 Gold Francs (approximately US$ 8,300) in case of death or injury to passengers, the Montreal Convention introduces a two-tier system. The first tier includes strict liability up to l00,000 Special Drawing Rights (SDR: approximately US$ 135,000), irrespective of a carrier's fault. The second tier is based on presumption of fault of a carrier and has no limit of liability. The 1999 Montreal Convention also includes the following main elements; 1. In cases of aircraft accidents, air carriers are called upon to provide advance payments, without delay, to assist entitled persons in meeting immediate economic needs; the amount of this initial payment will be subject to national law and will be deductable from the final settlement; 2. Air carriers must submit proof of insurance, thereby ensuring the availability of financial resources in cases of automatic payments or litigation; 3. The legal action for damages resulting from the death or injury of a passenger may be filed in the country where, at the time of the accident, the passenger had his or her principal and permanent residence, subject to certain conditions. The new Montreal Convention of 1999 included the 5th jurisdiction - the place of residence of the claimant. The acceptance of the 5th jurisdiction is a diplomatic victory for the US and it can be realistically expected that claimants' lawyers will use every opportunity to file the claim in the US jurisdiction - it brings advantages in the liberal system of discovery, much wider scope of compensable non-economic damages than anywhere else in the world and the jury system prone to very generous awards. 4. The facilitation in the recovery of damages without the need for lengthy litigation, and simplification and modernization of documentation related to passengers. In developing this new Montreal Convention, we were able to reach a delicate balance between the needs and interests of all partners in international civil aviation, States, the travelling public, air carriers and the transport industry. Unlike the Warsaw Convention, the threshold of l00,000 SDR specified by the Montreal Convention, as well as remaining liability limits in relation to air passengers and delay, are subject to periodic review and may be revised once every five years. The primary aim of unification of private law as well as the new Montreal Convention is not only to remove or to minimize the conflict of laws but also to avoid conflict of jurisdictions. In order to find a rational solution to disputes between nations which have adopted differing liability systems in international air transport, we need fundamentally to reform their countries's domestic air law based on the new Montreal Convention. It is a desirable and necessary for us to ratify rapidly the new Montreal Convention by the contracting states of lCAO including the Republic of Korea. According to the Korean and Japanese ideas, airlines should not only pay compensation to passengers immediately after the accident, but also the so-called 'condolence' money to the next of kin. Condolence money is a gift to help a dead person's spirit in the hereafter : it is given on account of the grief and sorrow suffered by the next of kin, and it has risen considerably over the years. The total amount of the Korean and Japanese claims in the case of death is calculated on the basis of the loss of earned income, funeral expenses and material demage (baggage etc.), plus condolence money. The economic and social change will be occurred continuously after conclusion of the new Montreal Convention. In addition, the real value of life and human right will be enhanced substantially. The amount of compensation for damage caused by aircraft accident has increased in dollar amount as well as in volume. All air carrier's liability should extend to loss of expectation of leisure activities, as well as to damage to property, and mental and physical injuries. When victims are not satisfied with the amount of the compensation for damage caused by aircraft accident for which an airline corporation is liable under the current liability system. I also would like to propose my opinion that it is reasonable and necessary for us to interpret broadly the meaning of the bodily injury on Article 17 of the new Montreal Convention so as to be included the mental injury and condolence. Furthermore, Korea and Japan has not existed the Air Transport Act regulated the civil liability of air carrier such as Air Transport Act (Luftverkehrsgestz) in Germany. It is necessary for us to enact "the Korean Air Transport Contract Act (provisional title)" in order to regulate the civil liability of air carrier including the protection of the victims and injured persons caused by aircraft accident.

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