Traffic-induced cyclic stresses in the subsoil are three-dimensional, and it is important to acknowledge that cyclic major, intermediate, and minor principal stresses have obvious impacts on the permanent strain of the subsoil. Therefore, a series of cyclic true triaxial tests were performed on intact marine clay to investigate the evolution of permanent major principal strain (epsilon(p)(1)) under long-term true triaxial cyclic loads in this study, considering the effects of the amplitudes of cyclic deviator stress (q(ampl)), coefficient of the cyclic intermediate principal stress (b(cyc)), and the slope of the stress path (eta). The test results indicated that epsilon(p)(1) exhibits an increasing trend with increasing CSR, but decreases nonlinearly with an increase in b(cyc)and eta. This implies that the increasing amplitude of cyclic deviator stress promotes the development of epsilon(p)(1), and the accumulation of epsilon(p)(1) is limited by the growing amplitudes of the cyclic mean principal stress and cyclic intermediate principal stress. Considering the effects of CSR, b(cyc), and eta on epsilon(p)(1), a five-parameter empirical model is established to describe the accumulation of epsilon(p)(1) under true triaxial cyclic loads. In addition, the proposed model is verified by the permanent deformation data in this study and previous studies.

In recent years, there has been a concerning increase in road collapses triggered by failures in urban drainage systems. Concrete pipes, commonly uesd in urban drainage pipelines, endure prolonged cyclic loading from traffic above. However, the mechanisms governing the long-term performance and fatigue damage remain unclear. Through conducting fatigue model box tests on concrete pipes, the effects of different fatigue loading cycles on the circumferential strain of concrete pipes were investigated. A fatigue life prediction equation for concrete pipes was proposed, and the crack propagation under various fatigue loading cycles was observed. Additionally, corresponding 3D FE models of concrete pipe-soil interaction with bell-and-spigot joints and gaskets were constructed. These models were used to explore the vertical displacements, circumferential bending moments, and circumferential stresses of the concrete pipes under different fatigue loading cycles, the damage and failure mechanisms of the concrete pipes under fatigue loading were revealed. The results indicate that the potential failure location of concrete pipes is within the inner crown of the bell under the fatigue traffic loads. The circumferential strains and crack propagation exhibiting a three-stage evolution pattern under fatigue loads. The proposed fatigue life prediction equation accurately predicts the remaining life of concrete pipes. Upon reaching 21.89 million loading cycles, the strain at the inner crown of the bell reaches 575.0 mu epsilon, resulting in complete failure. Cracks on the inner crown of the bell extend inward and to the right from the middle of the joint, forming a channel for crack propagation. The vertical displacements at the crown and the circumferential bending moments of the bell and spigot exhibit rapid increases, stabilization, and subsequent declines with the increasing loading cycles. When concrete pipes undergo fatigue fracture, the maximum vertical displacement and circumferential bending moment at the bell are measured as 2.26 mm and 17.82 kN & sdot;m/m, respectively. Stress concentration at the bell and spigot during fatigue loading leads to crack propagation and convergence, causing redistribution of stress fields characterized by an initial increase followed by a decrease in the inner crown and invert of the bell.

Tunnels offer myriad benefits for modern countries, and understanding their behavior under loads is critical. This paper analyzes and evaluates the damage to buried horseshoe tunnels under soil pressure and traffic loading. To achieve this, a numerical model of this type of tunnel is first created using ABAQUS software. Then, fracture mechanics theory is applied to investigate the fracture and damage of the horseshoe tunnel. The numerical analysis is based on the damage plasticity model of concrete, which describes the inelastic behavior of concrete in tension and compression. In addition, the reinforcing steel is modeled using the bilinear plasticity model. Damage contours, stress contours, and maximum displacements illustrate how and where traffic loading alters the response of the horseshoe tunnel. Based on the results, the fracture mechanism proceeded as follows: initially, damage started at the center of the tunnel bottom, followed by the formation of damage and micro-cracks at the corners of the tunnel. Eventually, the damage reached the top of the concrete arch with increasing loading. Therefore, in the design of this tunnel, these critical areas should be reinforced more to prevent cracking.