Undrained dynamic-loading ring-shear apparatus and its application to landslide dynamics

Landslides are gravitational mass movements of rock, debris or earth. Some move very slowly, thus conforming to the field of statics, but some move rapidly. Study of the initiation and motion of rapid landslides needs to develop Landslide Dynamics involving dynamic loading and dynamic generation/dissipation of excess pore-water pressure. New developments in science can be facilitated by new technological advances. This study aimed to develop a new apparatus that can geotechnically simulate the formation of the shear zone and the following long and rapid shear displacement that occurs in high-velocity landslides. Professor K. Sassa and his colleagues at DPRI (Disaster Prevention Research Institute), Kyoto University, have worked to develop an undrained dynamic-loading ring-shear apparatus for this purpose. A series of different types of apparatus (DPRI-3, 4, 5, 6, 7) have been developed from 1992 to the present. This paper describes the development of this apparatus and its application to the study of earthquake-induced landslides and the latest landslide-triggered debris flow in Japan. Also, tests of the latest version (DPRI-7) with a transparent shear box for direct observation of the shear zone during a rapid shearing are described.     

Observations and modelling of the travel time delay and leading negative phase of the 16 September 2015 Illapel,Chile tsunami

The systematic discrepancies in both tsunami arrival time and leading negative phase (LNP) were identified for the recent transoceanic tsunami on 16 September 2015 in Illapel, Chile by examining the wave characteristics from the tsunami records at 21 Deep-ocean Assessment and Reporting of Tsunami (DART) sites and 29 coastal tide gauge stations. The results revealed systematic travel time delay of as much as 22 min (approximately 1.7％ of the total travel time) relative to the simulated long waves from the 2015 Chilean tsunami. The delay discrepancy was found to increase with travel time. It was difficult to identify the LNP from the near-shore observation system due to the strong background noise, but the initial negative phase feature became more obvious as the tsunami propagated away from the source area in the deep ocean. We determined that the LNP for the Chilean tsunami had an average duration of 33 min, which was close to the dominant period of the tsunami source. Most of the amplitude ratios to the first elevation phase were approximately 40％, with the largest equivalent to the first positive phase amplitude. We performed numerical analyses by applying the corrected long wave model, which accounted for the effects of seawater density stratification due to compressibility, self-attraction and loading (SAL) of the earth, and wave dispersion compared with observed tsunami waveforms. We attempted to accurately calculate the arrival time and LNP, and to understand how much of a role the physical mechanism played in the discrepancies for the moderate transoceanic tsunami event. The mainly focus of the study is to quantitatively evaluate the contribution of each secondary physical effect to the systematic discrepancies using the corrected shallow water model. Taking all of these effects into consideration, our results demonstrated good agreement between the observed and simulated waveforms. We can conclude that the corrected shallow water model can reduce the tsunami propagation speed and reproduce the LNP, which is observed for tsunamis that have propagated over long distances frequently. The travel time delay between the observed and corrected simulated waveforms is reduced to <8 min and the amplitude discrepancy between them was also markedly diminished. The incorporated effects amounted to approximately 78％ of the travel time delay correction, with seawater density stratification, SAL, and Boussinesq dispersion contributing approximately 39％, 21％, and 18％, respectively. The simulated results showed that the elastic loading and Boussinesq dispersion not only affected travel time but also changed the simulated waveforms for this event. In contrast, the seawater stratification only reduced the tsunami speed, whereas the earth's elasticity loading was responsible for LNP due to the depression of the seafloor surrounding additional tsunami loading at far-field stations. This study revealed that the traditional shallow water model has inherent defects in estimating tsunami arrival, and the leading negative phase of a tsunami is a typical recognizable feature of a moderately strong transoceanic tsunami. These results also support previous theory and can help to explain the observed discrepancies.     

Absolute gravity values in Norway

Absolute gravity observations yield insight into geophysical phenomena such as postglacial rebound, change in the Earth's hydrological cycle, sea level change, and changes in the Earth's cryosphere. In the article, the first gravity values at 16 Norwegian stations measured by a modern absolute gravimeter of the FG5 type are presented. The gravity observations were corrected for Earth tides, varying atmospheric pressure, polar motion, and ocean tide loading. The ocean tide loading corrections were subject to special attention. A model based on locally observed ocean tides was applied at some of the stations. The authors estimated the total uncertainties of the gravity values to range from 3 to 4 µgal (1 µgal = 10^?8 m s^?2). These errors are of magnitude one order less than previously presented absolute gravity values from Norway. The final gravity values are time tagged and will change due to postglacial rebound. The maximum effect is expected to be approximately ?1 µgal yr^?1.     

井水位对地壳应力-应变响应灵敏度的研究

从丰镇井水位的潮汐效应、地表水体荷载效应与列车荷载效应分别计算出井水位对各类应力 应变的响应灵敏度,其结果分别是6.6×10-9体应变/mm、9.6×10-7体应变/mm与1.0×10-2体应变/mm;在此基础上,推算出该井水位在张北地震前60mm的缓升型异常相应的含水层应变与应力前兆的量级为5.76×10-5体应变与2.3kPa。     

压重顶进框构下穿高铁引起桥墩变形及控制技术

以某高速公路下穿京沪高铁工程为例,提出一种基于"卸载-加载平衡"理念的压重顶进框构方案,并对高铁桥墩变形及控制技术进行研究。结果表明,高速公路在高铁桥下开挖10 m深,开挖体量近10万方。采用压重顶进框构方案,施工中边顶进、边监测、边通过框顶堆土、桥下堆土、框内留土等措施加载压重,可有效控制高铁的隆起变形。在通车运营3个月后,高铁相邻桥墩累计最大差异沉降为2.7mm,距离规范限值留有46%的余量,满足规范要求。轨检表明,无砟轨道平顺性满足运营要求。对比分析表明,数值模型中粉质黏土压缩模量可采用P0~P0+100 kPa(P0为土体自重应力)应力区间对应的模量值,卸载模量可取为压缩模量的3~5倍。     

基于小波函数的锚杆拉拔全过程分析

基于小波函数伸缩平移的特性,建立了能反映锚杆界面黏结?软化?滑动力学特性的剪应力?位移非线性本构模型,克服了三折线软化界面模型需要分段分析的复杂性。结合锚固体荷载传递的力学微分方程,推导了锚杆拉拔荷载?位移曲线的解析表达式,并提出了锚固体位移、轴力、周边剪应力的数值计算方法和步骤。通过算例分析,得到不同张拉位移作用下的锚固段位移、轴力和剪应力分布,获得的锚杆拉拔荷载?位移和锚杆轴向力分布计算值与实测值进行了对比分析,验证了该方法的有效性。该方法能准确地反映锚杆在不同荷载下的传力机制,模拟锚杆从弹性工作状态到塑性滑移的全过程。最后,通过参数分析,得到了锚杆锚固长度、轴向刚度以及锚固界面本构参数对锚固效果的影响规律。     

加载速率对岩石单轴压缩试验影响的数值模拟研究

在单轴压缩数值模拟试验中,加载速率由每次边界条件变化幅度和边界条件变化后的平衡计算时间这两个因素共同控 制。同样的加载速率,两个因素的不同组合也会对加载效果有很大的影响。因此,探究以上两因素对岩石单轴压缩数值模拟 试验的影响机制,可对高效进行高精度的各加载速率下的数值模拟试验起到积极作用。本文使用MatDEM软件,基于软件自 动设定的加载区间以及标准平衡迭代,设置不同的应力施加步数Nd与平衡迭代比率Rb,进行不同加载速率下的数值模拟试 验。模拟结果表明：（1）单步加载后平衡迭代次数越多（Rb越大）,该步中应力波传播与动能衰减越充分。在最优阻尼条件下, 当单步加载后平衡迭代次数等于40次（Rb等于0.8）时,每步加载中动能充分平衡,可以最低计算量取得准静态模拟结果; （2）单步加载应力增量越小（Nd越大）,数值模拟试验精度越高;（3）当加载速率一定即计算量相同时,为保证更高的模拟试验 精度,应采用低单步应力增量与低单步加载后平衡迭代次数（Nd大、Rb小）的加载方案。本文为定量研究岩石加载速率问题和 相关数值模拟提供了参考。     

长春地区白垩系地层地铁勘察参数的确定

白垩系砾岩及泥岩地层在长春地区普遍存在,但由于砾岩地层现场钻探难以取样进行室内土工试验,泥岩地层由于存在水稳性、膨胀性、崩解性等因素影响,砾岩和泥岩的承载力值、抗剪强度参数指标、渗透系数以及基床系数等参数多以经验数据评估方法为主,在合理准确确定相关参数的问题上存在较大分歧。通过对长春地区白垩系砾岩及泥岩进行原位平板载荷试验、浸水载荷试验以及现场原位剪切试验,获取砾岩、泥岩的承载力值、抗剪强度指标、渗透系数以及现场基床系数值等,为地铁建设工程地质问题分析及设计提供充足的地质依据。     

Quantitative prediction of discrete element models on complex loading paths

The ability of discrete element models to describe quantitatively (and not only qualitatively) the constitutive behaviour of a dense sand is assessed in this paper. Two kinds of 3D discrete models are considered. Both consider spheres as elementary particles. Nevertheless, the first model implements a contact law with rolling resistance whereas the second takes into account clumps made of two spheres. The discrete models are calibrated and validated from mechanical tests performed on a dense Hostun sand with a true triaxial apparatus. The calibration is carried out from axisymmetric drained compression tests, while the validation is discussed from monotonic and cyclic stress proportional loading paths and from a circular stress path in the deviatoric stress plane. The quality of the predictions of the discrete models are evaluated by comparison with the predictions given with advanced phenomenological constitutive relations, mainly an incrementally non-linear relation. Predictions given by the discrete models are remarkable, particularly when it is put in perspective with respect to the very few number of mechanical tests required for their calibration. However, these results and conclusions were reached in enabling conditions, and some limitations of such discrete models should be kept in mind.