• Journal of Korean Society of Steel Construction
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• v.19 no.3
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• pp.303-312
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• 2007

Steel box girder bridges are being commonly designed for medium-span bridges of span length. Composite truss bridges with steel diagonals instead of concrete webs can be an excellent design alternative, because it can reduce the dead weight of superstructures. One of the key issues in the design of composite truss bridges is the joint structureconnecting the diagonal steel members with the upper and lower concrete slabs. Because the connection has to carry concentrated combined loads and the design provisions for the joint are not clear, it is necessary to investigate the load transfer mechanism and the design methods for each limit state. There are various connection details according to the types of diagonal members. In this paper, the joint structure with group stud connectors welded on a gusset plate is used. Push-out tests for the group stud connectors of were performed. The test results showed that the current design codes on the ultimate strength ofthe stud connection can be used when the required minimum spacing of stud connectors is satisfied. Flexure-shear tests were conducted to verify the applicability of the design provisions for combined load effects to the strength of joint structures. To increase the pullout strength of the connection, bent studs were proposed and utilized for the edge studs in the group arrangement of the joint. The results showed that the details of the joint structure were enhanced. Thereafter, design guidelines were proposed.

• Journal of Navigation and Port Research
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• v.43 no.1
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• pp.9-15
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• 2019

Mooring bollards are the mandatory facility in ports for they are the objects used to fasten the ship to its position at the berth. All the mooring bollards were installed following suggested sizes, numbers, materials and shape of installation according to Port and Fishing Design Standards. However, Korea has no management standard for use of mooring bollards to safety in ship berthing. In this research, the installation standard for mooring bollards including the holding power applied to mooring bollards in berthing was studied. Also, the performance of mooring bollards for minimum safety guarantee in berthing based on research of various specification by their sizes was analyzed. The analysis on mooring bollards was examined by each power on mooring bollards from the applied force in berthing divided into horizontal and vertical direction in order to examine the performance of domestic mooring bollards, the limit force is calculated based on detailed specification research result. As a result, the working stress according to the towing force was found to be at least 150Mpa and it was evaluated to be 60% of the limit strength. Also, by comparing each forces, the appropriateness was examined and the specification of maximum capability calculated. This performance evaluation method based on detail specification of mooring bollards will be expected to be useful to examine the appropriateness of mooring bollards for various types of vessel in berthing and to develop maintenance and management standard through the performance change evaluation referring to mooring bollard detailed specification changes.

• Journal of the Korea institute for structural maintenance and inspection
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• v.21 no.1
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• pp.9-14
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• 2017

In the present work, a mechanical performances under cyclic loading in RC (Reinforced Concrete) beams with normal steel and FRPH (Fiber Reinforced Plastic Hybrid) bar are investigated. For the work, RC beam members with $200{\times}200{\times}2175mm$ of geometry and 24 Mpa of design strength are prepared, and 4-point-bending tests are performed for evaluation of cracking, yielding, and ultimate loads. Through static loading test, 48.9kN and 36.0 kN of yielding loads are measured for normal RC and FRPH beam, respectively. They have almost same ultimate load of 50.0 kN. Typical tension hardening behavior is observed in FRPH beam, which is caused by the behavior of FRPH bar with tension hardening. In cyclic loading conditions, FRPH beam has more smaller crack width and scattered crack pattern, and it shows more elastic recovery than normal RC beam. The energy dissipation ratio in FRPH beam is 0.83, which is greater than 0.62 in normal RC beam and it shows more effective resistance to cyclic loadings.

• Journal of the Korea institute for structural maintenance and inspection
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• v.26 no.6
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• pp.128-138
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• 2022

In this study, in order to apply ultra-high-strength concrete beams of 100 MPa or more manufactured by centrifugal molding as the superstructure of the avalanche tunnel, the purpose is to verify the structural safety of the corner rigid joint in which the centrifugal molded beam is integrated with the substructure, which is the negative moment area. A full-size specimen was manufactured, and loading tests and analysis studies were performed. In order to expect the same effect that the maximum moment occurs in the corner joint part of the upper slab end when the standard model of the avalanche tunnel is designed with a load combination according to the specification, a modified cantilever type structural model specimen was manufactured and the corner rigid joint was fixedly connected. A study was performed to determine the performance of the method and the optimal connection construction method. The test results demonstrated that the proposed connection system outperforms others. Despite having differences in joint connection construction type, stable flexural behavior was shown in all the tested specimens. The proposed method also outperformed the behavior of centrifugally formed beams and upper slabs. The behavior of the corner rigid joint analysis model according to the F.E. analysis showed slightly greater stiffness compared to the results of the experiment, but the overall behavior was almost similar. Therefore, there is no structural problem in the construction of the corner rigid joint between the centrifugally formed beam and the wall developed in this study.

• Journal of the Korea Concrete Institute
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• v.24 no.6
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• pp.705-714
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• 2012

Precast reinforced concrete bridge columns with hollow rectangular section were tested under cyclic lateral load with constant axial force to investigate its seismic performance. After all the precast column segments were erected, longitudinal reinforcement was inserted in the sheath prefabricated in the segments, which were then mortar grouted. Main variables of the test series were column aspect ratio, longitudinal reinforcement ratio, amount of lateral reinforcement, and location of segment joints. The aspect ratios were 4.5 and 2.5, and the longitudinal steel ratios were 1.15% and 3.07%. The amount of lateral reinforcement were 95%, 55%, 50%, and 27% of the minimum amount for full ductility design requirements in the Korean Bridge Design Code. The locations of segment joints in plastic hinge region were 0.5 and 1.0 times of the section depth from the bottom column end. The test results of cracking and failure mode, axial-flexural strength, lateral load-displacement relationship, and displacement ductility are presented. Then, safety of the ductility demand based seismic design in the Korean Bridge Design Code is discussed. The column specimens showed larger ductility than expected, because buckling of longitudinal reinforcing bar was prevented due to confinement developed not only by transverse steel but also by sheath and infilling mortar.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.40 no.4
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• pp.371-381
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• 2020

The failure mode of concrete reinforced with FRP is defined as the concrete crushing and the fiber rupture and the definition of limit state is a slightly different according to the design methods. It is relatively difficult to predict of FRP reinforced concrete because the mechanical properties of fibers are quite depending on its of fibers. The design code by ACI440 committee, which has been developed mainly on GFRP having low modulus of elasticity, is widely used, but the applicability on other FRPs of this code has not been sufficiently verified. In addition, the ultimate and serviceability limit state based on the ACI440 are comparatively difficult to predict the behavior of member with the 0.8~1.2 𝜌_b because crushing and rupturing failure can be occurred simultaneously is in this region of reinforcement ratio, and predicted deflection is too sensitive according to the loading condition. Therefore, in this study, reliability and convenience of the prediction of structural performance by design methods such as ACI440 and MC90 concept, respectively, were examined through the experimental results and literature review of the beam and slab with the reinforcement ratio of 0.8 ~ 1.4. As a result of the analysis, it can be applied to the FRP reinforced structure in the case of the simple moment-curvature formula (LIM-MC) of Model Code, and the limit state design method based on the EC2 is more reliable than the ultimate strength design method.

• Journal of the Korea Concrete Institute
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• v.18 no.4 s.94
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• pp.527-534
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• 2006

This paper outlines a new strengthening technique for concrete beams using externally unbended high-strength bars. The advantages of proposed method lie in speed and simplicity of construction compared to the alternative strengthening method. Externally unbended reinforcement retains many of the advantages over external unbended prestressed tendons. It eliminates time consuming stressing operations. Clearance requirements around anchorages are reduced as access is not required for prestressing jacks. Test results of eight specimens on reinforced concrete beams using different reinforcement materials such as carbon fiber sheet, steel plate and high-tension bar are reported. The beam strengthened by carbon fiber sheet showed a brittle failure mode due to the separation of fiber. As a result of draped profile of external bar, the maximum strength of the beam were increased by up to 212 percent and the deflections were reduced by up to 65 percent. Test results show that the beams reinforced with high-tension bar are superior to reference specimens, especially for the strength and deformation capacity.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.3
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• pp.1-8
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• 2019

Steel elevator pit was developed for the purpose of minimizing the excavation, simplifying the construction of the frame and economical efficiency by improving the problems that occurred in the existing reinforced concrete. It is common to apply conventional RC method through excavation to underground structures such as underground floor collector well and elevator pit. In recent years, the use of steel collector well and steel elevator pits to reduce construction costs by minimizing the materials of steel and concrete has been continuously increasing. The steel elevator pit is an underground structure and then the performance of the welding part and the structure system is important. Specimen with only steel plate and concrete without studs could support the load more than 3 times than the specimen with deck only. Therefore, even if there is no stud, the deck (steel plate) rib is formed and the effect of restraining the steel plate and the concrete during the bending action can be expected. However, since sudden fracture in the elevator pit may occur, stud bolt arrangement is necessary for the composite effect of steel plate and concrete. It is expected that the bending strength can be expected to increase by about 15% or more depending with and without stud bolts.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.12
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• pp.694-701
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• 2018

Larger crack widths can be observed more in FRP-reinforced concrete members than in steel-reinforced concrete members as a result of the lower elastic modulus and bond strength of FRP reinforcement. The ACI 440.1R-15 design guide provides equations derived as the maximum bar spacing to control the crack widths indirectly. On the other hand, it is not concerned with long-term effects on the crack control design provisions. This study provides suggestions for how to incorporate time-dependent effects into the crack width equation. The work presented herein includes the results from 8 beams composed of four rectangular and T-shaped FRP-reinforced concrete beams tested for one year under four-point bending. Over a one year period, the crack widths increased as much as 2.6~3.0 times in GFRP and AFRP-reinforced specimens and 1.1~1.4 times in the CFRP-reinforced specimens compared to steel-reinforced specimens. In addition, the average multiple for crack width at one year relative to the instantaneous crack width upon the application of the sustained load was 2.4 in the specimens with a rectangular section and 3.1 in the specimens with a T-shaped section. As a result, it is recommended conservatively that the time-dependent coefficient be taken as 2.5 for the rectangular beams and 3.5 for T-beams.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.2A
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• pp.301-310
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• 2006

Carbon fiber reinforced polymer (CRFP) materials are well suited to the rehabilitation of civil engineering structures due to their corrosion resistance, high strength to weight ratio and high stiffness to weight ratio. Their application in the field of the rehabilitation of concrete structures is increased due to the vast number of bridges and buildings in need of strengthening. However, RC members, strengthened with externally bonded CFRP plates, happened to collapse before reaching the expected design failure load. Therefore, it is necessary to develop the new strengthening method to overcome the problems of previous bonded strengthening method. This problems can be solved by prestressing the CFRP plate before bonding to the concrete. In this study, a total of 21 specimens of 3.3 m length were tested by the four point bending method after strengthening them with externally bonded CFRP plates. The CFRP plates were bonded without prestress and with various prestress levels ranging from 0.4% to 0.8% of CFRP plate strain. All specimen with end anchorage failed by a plate fracture regardless of the prestress levels while the specimen without end anchorage failed by the separation of the plate from the beam due to premature debonding. The cracking loads was proportionally related to the prestress levels, but the maximum loads of specimens strengthened with prestressed CFRP plates were insignificantly affected by the prestress levels.