• Geomechanics and Engineering
• /
• v.16 no.6
• /
• pp.589-597
• /
• 2018

Centrifuge model tests were used to simulate pile-raft composite foundation and pile-geogrid composite foundation with different pile spacing for researching the time effect of negative skin friction of rigid piles in high-speed railways. The research results show that the negative skin friction has a significant impact on the bearing capacity of composite foundation. Pile-raft composite foundation has higher bearing capacity compared to pile-geogrid composite foundation to reduce the effect of negative skin friction on piles. Both the foundation settlement and negative skin friction have significant time effect. The distribution of skin friction can be simplified as a triangle along the pile. The neutral point position moves deeper in the postconstruction stage at larger pile spacing. For pile-geogrid composite foundation, the setting of pile-cap affects the position of neutral point in the post-construction stage. Reinforced cushion with geotextile may promote the better performance of cushion for transmitting the loads to piles and surrounding soils. Arching effect in the cushion of the composite foundation is a progressive process. The compression of the rigid piles contributes less than 20% to 25% of the total settlement while the penetration of the piles and the compression of the bearing stratum below the pile tips contribute more than 70% of the total settlement. Some effective measures to reduce the settlement of soils need to be taken into consideration to improve the bearing capacity of pile foundation.

• Coupled systems mechanics
• /
• v.11 no.2
• /
• pp.93-106
• /
• 2022

The total embankment settlement consists of three stages: the initial settlement, the primary consolidation settlement, and the secondary consolidation settlement. The total embankment settlement is largely controlled by the primary consolidation settlement, which is usually computed with numerical models that implement Biot's theory of consolidation. The key parameter that affects the primary consolidation time is the coefficient of permeability. Due to the complex stress and strain states in the foundation soil under the embankment, to be able to predict the consolidation time more precisely, aside from porosity-dependency, the strain-dependency of the coefficient of permeability should be also taken into account in numerical analyses. In this paper, we propose a two-dimensional plane strain numerical model of embankment primary consolidation, which implements Biot's theory of consolidation with both porosity-dependent and strain-dependent coefficient of permeability. We perform several numerical simulations. First, we demonstrate the influence of the strain-dependent coefficient of permeability on the computed results. Next, we validate our numerical model by comparing computed results against in-situ measurements for two road embankments: one near the city of Saga, and the other near the city of Boston. Finally, we give our concluding remarks.

• Journal of the Korean Geotechnical Society
• /
• v.23 no.12
• /
• pp.43-52
• /
• 2007

This study analyzes the characteristics of creep deformation behavior of weathered granite soils used in road embankments. The creep strain under the unconfined compressive state demonstrated an excellent agreement with the theoretical analysis of the burgers substance. The elastic deformation showed a termination in its characteristics after a long-term period owing to the increase in applied loads. The primary creep strain was 0.0028 and concluded that the deformation completed within $3{\sim}5$ days after applying the loads. Also, the completing time of creep deformation in the embankment soils increased in proportion to the height of embankment soils. The secondary creep strain is about 50% of the primary creep strain.

• Geomechanics and Engineering
• /
• v.33 no.1
• /
• pp.65-75
• /
• 2023

Recycled concrete aggregate (RCA) is widely used as a construction material in road construction, concrete structures, embankments, etc. However, it has been reported that calcite (CaCO₃) precipitation from RCA can be a cause of clogging when used in drainage applications. An accelerated calcite precipitation (ACP) procedure has been devised to evaluate the long-term geochemical performance of RCA in subsurface drainage systems. While the ACP procedure was useful for the French Drain application, there remained opportunities for improvement. In this study, key factors that control the formation of calcite precipitation were quantitatively evaluated, and the results were used to improve the current prototype ACP method. A laboratory parametric study was carried out by investigating the effects of reaction temperature and time on the formation of calcite precipitation of RCA, with determining an optimum reaction temperature and time which maximizes calcite precipitation. The improved ACP procedure was then applied to RCA samples that were graded for Type I Underdrain application, to compare the calcite precipitation. Two key findings are (1) that calcite precipitation can be maximized with the optimum heating temperature (75℃) and time (17 hours), and (2) the potential for calcite precipitation from RCA is not as significant as for limestone. With the improved ACP procedure, the total amount of calcite precipitation from RCAs within the life cycle of a drain system can be determined when RCAs from different sources are used as pipe backfill materials in a drain system.

• Journal of the Korean Society for Railway
• /
• v.13 no.1
• /
• pp.84-91
• /
• 2010

We built multi-purpose large triaxial testing system that can test and evaluate various geotechnical design parameters such as shear strength, deformation modulus and stress-strain behaviour for large diameter granular materials, which are the most commonly used construction materials in the railway, road embankments. The details of the built testing system and the results obtained from static triaxial test carried out for gneiss ballast material are discussed within the scope of this paper. Ballast is hardly saturated and is confined at low overburden pressure, since the depth is shallow and the permeability is very high. Herein we ascertained that the confining pressure can effectively be controlled by vacuum. The rational trend could be checked up through triaxial test results such as shear strength, deformation, and particle breakage. And the shear strength envelope could be non-linearly represented with the parent rock strength, confining pressure of the triaxial test and proper parameters.

• Journal of the Korean Geosynthetics Society
• /
• v.14 no.4
• /
• pp.87-96
• /
• 2015

Geosynthetics are widely used in different ways such as reinforcement of structures in road, railway, harbor and dam engineering, drainage, separation and erosion prevention. They are especially applied to reinforced retaining wall and slope or ground reinforcement. Recently, geosynthetics reinforced pile supported (GRPS) embankment was developed to improve stability and construability of embankments in railway engineering. Extension strains are usually measured by strain gauges adhered to geosynthetics to evaluate the stability of geosynthetics. However, the measurements are influenced by manufacturing method and stiffness of geosynthetics and also adherence of strain gauge. In this study, wide-width tensile strength tests were performed on three types of geosynthetics including geogrid, woven geotextile and non-woven geotextile. During the test, strains of geosynthetics were measured by both video extensometer and strain gauges adhered to the geosynthetics and the measured results were compared. Results show that the measured results by strain gauges have high reliability in case of large stiffness geosythetics like geogrid and woven geotextile, whereas they have very low reliability for small stiffness geosythetics like non-woven geotextile.

• Journal of the Korean Society for Railway
• /
• v.16 no.1
• /
• pp.40-46
• /
• 2013

Based on Korean railway design standards, the thicknesses of the reinforced roadbeds of conventional and high speed railways are different, and so too, for the size distribution of the ballast particles. Accordingly, considerable cost would be required to increase operating speeds of conventional lines, in particular related to changing from a ballasted track system to a ballastless one. In this study, applicability of a roadbed which supports conventional ballasted track, for use as a ballastless track for a high speed rail line was examined. A reinforced roadbed for a conventional railway is 20cm thick, and the type of material used for a conventional reinforced roadbed is M-40 (crushed gravel for road embankments). A dynamics test was conducted to evaluate the occurrence of the permanent settlement of the track substructure. These results suggest that, without changes to the track substructure, an operational speed of 400km/h is feasible with a ballastless track. This result; however, is from laboratory experiments. Further studies, such as numerical analyses or field validation, are required.

• Proceedings of the Korean Geotechical Society Conference
• /
• 2008.10a
• /
• pp.1115-1123
• /
• 2008

When constructing projects such as road embankments, bridge approaches, dikes or buildings on soft, compressible soils, significant settlements may occur due to the consolidation of these soils under the superimposed loads. The compressibility of the soil skeleton of a soft clay is influenced by such factors as structure and fabric, stress path, temperature and loading rate. Although it is possible to determine appropriate relations and the corresponding material parameters in the laboratory, it is well known that sample disturbance due to stress release, temperature change and moisture content change can have a profound effect on the compressibility of a clay. The early research of Tezaghi and Casagrande has had a lasting influence on our interpretation of consolidation data. The 24 hour, incremental load, oedometer test has become, more or less, the standard procedure for determining the one-dimensional, stress-strain behavior of clays. An important notion relates to the interpretation of the data is the ore-consolidation pressure ${\sigma}_p$, which is located approximately at the break in the slope on the curve. From a practical point of view, this pressure is usually viewed as corresponding to the maximum past effective stress supported by the soil. Researchers have shown, however, that the value of ${\sigma}_p$ depends on the test procedure. furthermore, owing to sampling disturbance, the results of the laboratory consolidation test must be corrected to better capture the in-situ compressibility characteristics. The corrections apply, strictly speaking, to soils where the relation between strain and effective stress is time independent. An important assumption in Terzaghi's one-dimensional theory of consolidation is that the soil skeleton behaves elastically. On the other hand, Buisman recognized that creep deformations in settlement analysis can be important. this has led to extensions to Terzaghi's theory by various investigators, including the applicant and coworkers. The main object of this study is to suggestion the modified compression index value to predict settlements by back calculating the $C_c$ from different numerical models, which are giving best prediction settlements for multi layers including very thick soft clay.

• Journal of the Korean Geotechnical Society
• /
• v.26 no.12
• /
• pp.5-17
• /
• 2010

Coarse granular material is used as important fill material in most of large embankments such as railway, road, dam and so on. Therefore, the accurate design parameters of the coarse granular material are necessarily required in design and construction. The behavior of the coarse granular material was not well understood because of the lack of large testing equipment capable of coarse granular material. A large triaxial testing system was developed in this research, capable of large specimens of 500 mm, 300 mm and 150 mm in diameter. In the new large triaxial testing system, the load cell is installed inside the triaxial cell and axial displacement is measured locally on a specimen in order to improve control and measurement in small strain level. Urethane specimens of 300 mm and 50 mm in diameter were prepared. The large triaxial tests were performed on the 300 mm diameter urethane specimens while RC/TS and impact echo tests on the 50 mm diameter urethane specimens to verify this testing system. In this verification test results, we could ascertain the reasonable test results of the KRRI large triaxial testing system.

• Journal of the Korean Geosynthetics Society
• /
• v.17 no.2
• /
• pp.41-49
• /
• 2018

The purpose of this study is to fabricate a full scale road embankment using lightweight air foamed soil as a soil material on soft ground and to investigate its material characteristics and behavior in order to promote dredged soil utilization and minimize ground improvement. As a result of the laboratory test of the onsite mixed samples, the total unit weight of the specimens decreased almost linearly until curing 28 days. In particular, the total unit weight after 28 days of curing was reduced to about 81% of the slurry state before curing, which will be useful in the formulation of similar native soil materials in the future. The unconfined compressive strength began to decrease with the 14th day of curing as shown in the previous study. When the cement content is increased, the strength decreases sharply at a small strain change after the occurrence of the maximum compressive strength, and the maximum strength is exhibited in a range of a smaller axial strain than normal range. The settlement at the surface layer of the ground due to the lightweight embankment was about 1 / 2.75 of the soil embankment and was in agreement with the unit weight ratio (1 / 2.7) of the embankment materials. This indicates the cause and effect of the settlement due to the difference in self weight of the embankments. Also, the difference in settlement between soil and lightweight embankment increased with increasing depth. This shows that the difference in the point at which the settlement is terminated is clear. The ground horizontal displacement under the lightweight embankment was about 15~20% smaller than that of the soil embankment and the depth of occurrence was also 4.5~5.0m shallower in the lightweight embankment.