• International Journal of Highway Engineering
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• v.16 no.3
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• pp.51-57
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• 2014

PURPOSES : This study is to suggest tunnel length to spray curing compound, based on the field tests. METHODS : At first field test, length from the entrance of tunnel to wet wall was checked by visual survey. The second and third test, various sensors were installed in concrete or in tunnel, such as RH sensor, temperature sensor, portable weather station and etc.. And also, test for bleeding and retaining water of concrete were conducted to evaluate environmental effect on concrete pavement. RESULTS : The result of the field experiment for tunnel length to spray curing compound indicates that length changes depending on tunnel length, season, and location. Environmental condition of a short tunnel was not much different between location near entrance and at center of tunnel. However, in case of a medium and long tunnel, effect of outside environmental condition decreased, when location moved into tunnel center of it. CONCLUSIONS : From the testing results, it can be proposed that optimum tunnel length to spray curing compound is 60m for a medium and long tunnel, and whole length for a short tunnel.

• Journal of the Korean Society for Railway
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• v.7 no.3
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• pp.200-207
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• 2004

Theoretical study has been conducted to clarify pressure characteristics of KTX (Korea Train eXpress) in tunnel. The severe pressure change in tunnel may give rise to the ear-discomfort for passenger and fatigue for car body. Critical tunnel lengths which are induced by x-t diagram analysis can be applied to the experimental results measured by using the running test with atmospheric pressure sensors and portable data acquisition system in previous study. In this study, the tunnels from 200m to 4000m in length have been chosen for the investigation of tunnel length effects. We found that there are similar patterns of external pressure change for each critical tunnel length. The critical tunnel lengths are governed by train speed, train length and sonic velocity. And, the patterns of pressure wave in tunnel are classified into eight groups.

• Tunnel and Underground Space
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• v.15 no.6 s.59
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• pp.400-410
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• 2005

During excavation of shallow tunnels in soft ground, failure mechanism around the tunnel face have major influence on the stability of tunnels. In this paper, a series of laboratory tests under plane strain condition on the small scale of a shallow tunnel considering unsupported tunnel length has been performed. The results have shown that tunnel failure mechanism changes from failure mode 1 to failure mode 2 as unsupported tunnel length increases. By comparing the experimental and the numerical results, the loosening pressure for the shallow tunnel and progressive failure have been investigated.

• Geomechanics and Engineering
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• v.34 no.2
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• pp.115-124
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• 2023

By conducting three-dimensional simulation with consideration of small-strain characteristics of soil stiffness, the effects of excavation geometry and tunnel cover to diameter ratio on deformation mechanisms of an existing tunnel located either at a side of basement or directly underneath the basement were systematically studied. Field measurements were used to verify the numerical model and model parameters. For basement excavated at a side of an existing tunnel, the maximum settlement and horizontal displacement of the tunnel are always observed at the tunnel springline closer to basement and tunnel crown, respectively, regardless of basement geometry. By increasing basement length and width by five times, the maximum movements of tunnel located at the side of basement and directly underneath the basement increase by 450% and 186%, respectively. Obviously, tunnel movements are more sensitive to basement length rather than basement width. For basement excavated at a side of an existing tunnel, tunnel movements at basement centerline become stable when basement length reaches 10 H_e (i.e., final excavation depth). Moreover, tunnel heaves due to overlying basement excavation become stable when the normalized basement length (L/H_e) is larger than 8.0. As tunnel cover to diameter ratio varies from 2.5 to 3.0, the maximum heave and tensile strain of tunnel due to overlying basement excavation decrease by up to 41.0% and 44.5%, respectively. If basement length is less than 8 H_e, the assumption of plane strain condition of basement-tunnel interaction grossly overestimates tunnel movements, and ignores tensile strain of tunnel along its longitudinal direction. Thus, three-dimensional numerical analyses are required to obtain a reasonable estimation of tunnel responses due to adjacent and overlying basement excavations in clay.

• Clinics in Orthopedic Surgery
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• v.10 no.4
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• pp.407-412
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• 2018

Background: We conducted this study to determine the optimal length of patellar and tibial bone blocks for the modified transtibial (TT) technique in anterior cruciate ligament (ACL) reconstruction using the bone-patellar tendon-bone (BPTB) graft. Methods: The current single-center, retrospective study was conducted in a total of 64 patients with an ACL tear who underwent surgery at our medical institution between March 2015 and February 2016. After harvesting the BPTB graft, we measured its length and that of the patellar tendon, patellar bone block, and tibial bone block using the arthroscopic ruler and double-checked measurements using a length gauge. Outcome measures included the length of tibial and femoral tunnels, inter-tunnel distance, length of the BPTB graft, patellar tendon, patellar bone block, and tibial bone block and graft-tunnel length mismatch. The total length of tunnels was defined as the sum of the length of the tibial tunnel, inter-tunnel distance and length of the femoral tunnel. Furthermore, the optimal length of the bone block was calculated as (the total length of tunnels - the length of the patellar tendon) / 2. We analyzed correlations of outcome measures with the height and body mass index of the patients. Results: There were 44 males (68.7%) and 20 females (31.3%) with a mean age of 31.8 years (range, 17 to 65 years). ACL reconstruction was performed on the left knee in 34 patients (53%) and on the right knee in 30 patients (47%). The optimal length of bone block was 21.7 mm (range, 19.5 to 23.5 mm). When the length of femoral tunnel was assumed as 25 mm and 30 mm, the optimal length of bone block was calculated as 19.6 mm (range, 17 to 21.5 mm) and 22.1 mm (range, 19.5 to 24 mm), respectively. On linear regression analysis, patients' height had a significant correlation with the length of tibial tunnel (p = 0.003), inter-tunnel distance (p = 0.014), and length of patellar tendon (p < 0.001). Conclusions: Our results indicate that it would be mandatory to determine the optimal length of tibial tunnel in the modified TT technique for ACL reconstruction using the BPTB graft. Further large-scale, multi-center studies are warranted to establish our results.

• Journal of Korean Tunnelling and Underground Space Association
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• v.18 no.1
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• pp.41-52
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• 2016

When the queue length of congestion vehicles in tunnel fire is extended beyond tunnel length, the capacity of smoke control system needs to be increased in line with ventilation resistance. However, the vehicle queue length is not defined, so a rational equation is necessary in current fire prevention guideline. This study is intended to propose an equation to calculate the queue length considering the number of vehicles in queue in tunnel fire and evaluate the applicability by tunnel length as well. When it comes to normal tunnel, it is necessary to compare the vehicle queue length with tunnel length up to the length of 1,200 m in a bid to avoid applying the vehicle queue length excessively in case of fire. As a result of evaluation of applicability to model a tunnel, saving the number of jet fan for smoke control appeared to be effective. Besides, quantitative approach to explain the vehicle queue length through the relationship between the percentage of large vehicles and tunnel length was presented. Consequently, when the queue length of the congestion vehicles exceeds the tunnel length in determining the capacity of smoke control system in case of fire, the number of vehicles beyond the tunnel length needs to be excluded from estimating the ventilation resistance by vehicles.

• Journal of the Korean Arthroscopy Society
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• v.3 no.2
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• pp.97-101
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• 1999

Purpose : The purpose of this study is to prevent thc graft-tunnel mismatch by measuring the patellar tendon length, intertunnel distance, tibial tunnel length and by obtaining appropriate bone block length. Materials and Methods : Authors analyzed 15 patients who had taken the anterior cruciate ligament reconstruction from March 1997 to June 1999. Tibial guide was always set on the "endo" $40^{\circ}$ position(Acufex, MA, USA). We measured the following indices, intertunnel distance(X), tibial tunnel length(T), patellar tendon length(N), tibia bone plug length(Y). Both of the femoral tunnel length(F) and the patellar bone plug length(P) were made in 25mm. The appropriate tibial bone plug length was simply calculated by subtracting the patellar tendon length from the sum of the intertunnel distance and thc tibial tunnel length(Y=X+T-N). Results : The average indices were as follows ; the intertunnel distance(X) was $23.4{\pm}1.4mm$, the tibial tunnel length(T) was $43.6{\pm}1.7mm$, the patellar tendon length was $40{\pm}2.4mm$, and the tibia bone plug length was $27{\pm}2.4mm$. Conclusion : In authors' endoscopic technique, establishment of individually determined optimal tibial bone plug length, based on total tunnel length and patellar tendon length could prevent the problem of graft-tunnel mismatch.

• Transactions of the Korean Society of Mechanical Engineers B
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• v.28 no.9
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• pp.1042-1050
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• 2004

Theoretical study has been conducted to clarify pressure characteristics of KTX(Korea Train eXpress) in tunnel. The severe pressure change in tunnel may give rise to the ear-discomfort for passenger and fatigue for car body. The external and internal pressure of rolling stock have been measured by using the running test with atmospheric pressure sensors and portable data acquisition system in high speed train. In this study, the tunnels from 200m to 4000m in length have been chosen for the investigation of tunnel length effects. We found that there are similar patterns of external pressure change for each critical tunnel length. The critical tunnel lengths are governed by train speed, train length and sonic velocity. And, the patterns of pressure wave in tunnel are classified into eight groups.

• Wind and Structures
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• v.14 no.1
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• pp.15-34
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• 2011

Three wind-tunnel simulations of the atmospheric boundary layer (ABL) flow in suburban country exposure were generated for length scale factors 1:400, 1:250 and 1:220 to investigate scale effects in wind-tunnel simulations of the suburban ABL, to address recommended wind characteristics for suburban exposures reported in international standards, and to test redesigned experimental hardware. Investigated parameters are mean velocity, turbulence intensity, turbulent Reynolds shear stress, integral length scale of turbulence and power spectral density of velocity fluctuations. Experimental results indicate it is possible to reproduce suburban natural winds in the wind tunnel at different length scales without significant influence of the simulation length scale on airflow characteristics. However, in the wind tunnel it was not possible to reproduce two characteristic phenomena observed in full-scale: dependence of integral length scales on reference wind velocity and a linear increase in integral length scales with height. Furthermore, in international standards there is a considerable scatter of recommended values for suburban wind characteristics. In particular, recommended integral length scales in ESDU 85020 (1985) are significantly larger than in other international standards. Truncated vortex generators applied in this study proved to be successful in part-depth suburban ABL wind-tunnel simulation that yield a novel methodology in studies on wind effects on structures and air pollution dispersion.

• Journal of Korean Tunnelling and Underground Space Association
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• v.7 no.3
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• pp.259-267
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• 2005

This paper analyzed characteristic of temperature change as well as bottom of tunnel with thermometer according to tunnel length and region during one year. And it measured temperature distribution near tunnel portal. In the paper it was known that tunnel entrance and exit have different characteristic temperature distribution in accordiance with bottom of tunnel per tunnel length. Temperature of tunnel changed from tunnel exit to fifty meter and distribution of tunnel temperature was established uniform regardless of tunnel length. But temperature distribution of tunnel changed in tunnel entrance differ from tunnel exit in the location of one hundred twenty five meter and one hundred fifty meter. Cold air inflowed from tunnel entrance have influenced with the location of one hundred twenty five meter and one hundred fifty meter.