• Journal of the Korean Geosynthetics Society
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• v.14 no.2
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• pp.23-33
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• 2015

The earth pressure acting on underground structure was measured by application of the instrumentation system in the subway construction site constructed by the method of cut-and-cover tunnel. The measured earth pressure was compared with the earth pressure obtained from the existed theoretical equation, and the actual earth pressure diagram acting on the underground structure was investigated. As a result of investigation, the vertical earth pressure is mainly affected by the embankment height, and the lateral earth pressure is significantly affected by whether the existence of earth retaining structures or not. The measured vertical earth pressure is very similar to the theoretical earth pressure proposed by Bierbaumer. The measured lateral earth pressure is closed to the active earth pressure proposed by Rankine rather than the earth pressure at rest. The coefficient of earth pressure in soil deposit layer is about 0.35, and the coefficient in soft rock deposit layer is about 0.21. For design and construction the underground structures, therefore, it is reasonable estimation that the lateral earth pressure acting on structures installed in soil deposit layers is an average value between active earth pressure and earth pressure at rest. In rock deposit layers, the lateral earth pressure acting on structure is an active earth pressure only.

• Wind and Structures
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• v.35 no.4
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• pp.269-285
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• 2022

The pressure-mitigating effects of a high-speed train passing through a tunnel with a partially reduced cross-section are investigated via the numerical approach. A compressible, three-dimensional RNG k-ε turbulence model and a hybrid mesh strategy are adopted to reproduce that event, which is validated by the moving model test. Three step-like tunnel forms and two additional transitions at the tunnel junction are proposed and their aerodynamic performance is compared and scrutinized with a constant cross-sectional tunnel as the benchmark. The results show that the tunnel step is unrelated to the pressure mitigation effects since the case of a double-step tunnel has no advantage in comparison to a single-step tunnel, but the excavated volume is an essential matter. The pressure peaks are reduced at different levels along with the increase of the excavated earth volume and the peaks are either fitted with power or logarithmic function relationships. In addition, the Arc and Oblique-transitions have very limited gaps, and their pressure curves are identical to each other, whereas the Rec-transition leads to relatively lower pressure peaks in C_Pmax, C_Pmin, and ΔC_P, with 5.2%, 4.0%, and 4.1% relieved compared with Oblique-transition. This study could provide guidance for the design of the novel railway tunnel.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 1992.04a
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• pp.118-125
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• 1992

The ground deformation due to the tunnel excavation is dependent on various factors such as ground condition, geometry of the tunnel, excavation method, installation of support members, construction condition of each excavation stage, etc. And the distance from the facing effects significantly the stress conditions of the supported and unsupported ground due to the 3-dimensional structural nature of the excavated tunnel. The concept of ground characteristic line has been applied to properly consider the loading condition given by staged tunnel excavation so that the imaginary supporting pressure is applied against the surface of excavated ground. Discussions on the results of the performed finite element analysis were mainly made with respect to the ground settlement, tunnel displacement, earth pressure, stress mobilized in supporting members.

• Journal of Korean Tunnelling and Underground Space Association
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• v.13 no.4
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• pp.347-370
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• 2011

Slurry type shield would be very effective for the tunnelling in a sandy ground, when the slurry pressure would be properly adjusted. Low slurry pressure could cause a tunnel face failure or a ground settlement in front of the tunnel face. Thus, the stability of tunnel face could be maintained by applying an excess slurry pressure that is larger than the active earth pressure. However, the slurry pressure should increase properly because an excessively high slurry pressure could cause the slurry flow out or the passive failure of the frontal ground. It is possible to apply the high slurry pressure without passive failure if a horizontal impermeable layer is located in the ground in front of the tunnel face, but its location, size, and effects are not clearly known yet. In this research, two-dimensional model tests were carried out in order to find out the effect of a horizontal impermeable layer for the slurry shield tunnelling in a saturated sandy ground. In tests slurry pressure was increased until the slurry flowed out of the ground surface or the ground fails. Location and dimension of the impermeable layer were varied. As results, the maximum and the excess slurry pressure in sandy ground were linearly proportional to the cover depth. Larger slurry pressure could be applied to increase the stability of the tunnel face when the impermeable layer was located in the ground above the crown in front of the tunnel face. The most effective length of the impermeable grouting layer was 1.0 ~ 1.5D, and the location was 1.0D above the crown level. The safety factor could be suggested as the ratio of the maximum slurry pressure to the active earth pressure at the tunnel face. It could also be suggested that the slurry pressure in the magnitude of 3.5 ~4.0 times larger than the active earth pressure at the initial tunnel face could be applied if the impermeable layer was constructed at the optimal location.

• Journal of Korean Tunnelling and Underground Space Association
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• v.18 no.1
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• pp.53-60
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• 2016

This study analyzed a monitoring data, based on the initial limit values of monitoring in subway, of earth pressure and pore water pressure. The data is obtained from 8 sections of the Seoul metropolitan subway line No 6, 7 and 9 in about 5 years. Also, a research is performed to set up the limit values of management monitoring, which will be applied to management monitoring in tunnel, through comparing the limit values of overseas management monitoring data and that of domestic management monitoring data. And the result obtained from comparison show that the safety phase is 60% of allowable pressure, the attention phase is 80% of allowable pressure and the precision analysis phase is 100% of allowable pressure. Also, we presented a method of management monitoring by the absolute value which can be easily applied easily in practical affairs.

• Proceedings of the Korean Geotechical Society Conference
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• 1991.10a
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• pp.133-151
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• 1991

In this paper an analytic discussion was made for a finite element analysis performed for the case study of Seoul subway NATM tunnel. The effects mainly discussed on the ground deformation analysis were the staged tunnel excavation and the excavated distance from a tunnel facing. The concept of ground characteristic line has been applied to properly consider the loading condition given by staged tunnel excavation so that the imaginary supporting pressure is applied on the excavated tunnel face. Discussions on the results of the performed finite element analysis were mainly made with respect to the ground settlement, tunnel displacement, earth pressure, stress mobilized in supporting members. And the three dimensional supporting effect due to the tunnel facing was evaluated based on an elastic closed-form solution and a result of two dimensional axisymmetric finite element analysis.

• Tunnel and Underground Space
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• v.26 no.3
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• pp.192-200
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• 2016

We analyzed the behavior of the lining segments considering the middle slab and lateral pressure coefficients when planning the construction of a duplex tunnel for the underground network. Reviewed segment lining analysis for research, the analytical model was determined for duplex tunnel. Also reviewed the vertical load, and a load of middle slab is considered the static load and the live load by vehicles. Section force by middle slabs a load applied was mainly generated in the lower tunnel had the greatest effect on the bending moment. In addition, the bending moment acting direction changes appeared with a large variable, and the section force according to the load applied to the middle slab is relatively constant and the effect on the segment lining from the smallest section force of the lateral pressure coefficient of 1.00 was found to occur appears most significantly. As a result of this research to identify the behavior of the slab and the segment lining by the effect of the lateral pressure coefficient (K) of the duplex tunnel will be able to present a method of the duplex tunnel structure is reasonable and economical design.

• Journal of the Korean Society for Railway
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• v.16 no.1
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• pp.47-51
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• 2013

In this study, we carried out an experimental shield TBM excavation model test using a down-scale device in soft clay, to understand tunnel-face stability properties in relation to changes in slurry pressure. We performed five tests according to tunnel depth (0.5D, 0.75D, 1.0D, 1.25D, 1.5D), and compared theoretical tunnel-face pressure with model test results. The range in theoretical tunnel-face slurry pressure ($P_{min}{\leq}P_{slurry\;pressure}{\leq}P_{max}$), which is determined by earth pressure and water level, was very similar to the model test result. This result was due to the more isotropic condition of the soft clay ground, than of rocky ground.

• Earthquakes and Structures
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• v.15 no.6
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• pp.655-665
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• 2018

Shield tunnels are widely used throughout the world. However, their seismic performance has not been well studied. This paper focuses on the seismic response of a large scale model tunnel in compacted sand. A 9.3 m long, 3.7 m wide and 2.5 m high rigid box was filled with sand so as to simulate the sandy soil surrounding the tunnel. The setup was excited on a large-scale shake table. The model tunnel used was a 1:8 scaled model with a cross-sectional diameter of 900 mm. The effective shock absorbing layer (SAL) on the seismic response of the model tunnel was also investigated. The thickness of the tunnel lining is 60 mm. The earthquake motion recorded from the Kobe earthquake waves was used. The ground motions were scaled to have the same peak accelerations. A total of three peak accelerations were considered (i.e., 0.1 g, 0.2 g and 0.4 g). During the tests, the strain, acceleration and soil pressure on the surface of the tunnel were measured. In order to investigate the effect of shock absorbing layer on the dynamic response of the sand- tunnel system, two tunnel models were set up, one with and one without the shock absorbing layer of foam board were used. The results shows the longitudinal direction acceleration of the model tunnel with a shock absorbing layer were lower than those of model tunnel without the shock absorbing layer, Which indicates that the shock absorbing layer has a beneficial effect on the acceleration reduction. In addition, the shock absorbing layer has influence on the hoop strain and earth pressure of the model tunnel, this the effect of shock absorbing layer to the model tunnel will be discussed in the paper.

• Tunnel and Underground Space
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• v.9 no.2
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• pp.114-130
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• 1999

It is very important to study on the structural behaviors of structurally damaged tunnel linings. A series of centrifuge model tests were performed in order to investigate different behaviors of tunnel linings. A 1/100-scaled aluminum horseshoe tunnel linings with a radius 5 cm, height 8 cm were buried in a depth with dry Joomunjin standard sand, the relative density of which was 86%. Such sectional forces as bending moments and thrusts along the tunnel circumference were measured by twelve strain gages. Earth pressures in soil mass and on the outside of lining model were estimated by pressure transducers, ground surface settlements at a center and edges by using LVDTs.