• Journal of the Korea institute for structural maintenance and inspection
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• v.11 no.5
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• pp.144-152
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• 2007

This study investigated the failure mechanism of RC beams strengthened with AFRP sheets. Total 5 half-scale RC beams were constructed and tested to estimate the effectiveness of various methods to prevent the debonding failure of AFRP sheets. From the experimental results, it was found that increasing bonded length or end U-wrappings does not prevent debonding failure. On the other hand, the beams with center U-wrappings and shear-keys reached the ultimate state with their sufficient performance. The center U-wrappings tended to control debonding of the longitudinal AFRP sheets because the growth of the longitudinal cracks along the edges of the composites was delayed. In case of shear-keys, it was sufficient to eliminate debonding and the beams failed by AFRP sheets rupture due to the sufficient bond mechanism.

• Journal of Korean Tunnelling and Underground Space Association
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• v.17 no.1
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• pp.11-23
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• 2015

In this study, the new segment assembling method using cable tensible force was developed to improve the problem of bolt assembling method of shield tunnel. In the field test construction, cable assembling method reduced the assembling time of segment in comparison with bolt assembling method because of guide role of segment shear-key. In the result of measuring the necessary time for segment assembling process, it took 420sec to assemble one segment in bolt method and 400sec to assemble one segment in cable method, but in case of using the cable automatic feeder, it could reduce the necessary time as 60sec in comparison with bolt assembling method. The cable automatic system modeling using BIM, that connected shield TBM also will be utilized in the area of design TBM, excavation plan, method process understanding, construction management and so on.

• Economic and Environmental Geology
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• v.54 no.2
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• pp.271-283
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• 2021

The Imjingang Belt in the middle-western Korean Peninsula has tectonically been correlated with the Permo-Triassic Qinling-Dabie-Sulu collisional belt between the North and South China cratons in terms of collisional tectonics. Within the belt, crustal-scale extensional ductile shear zones that were interpreted to be formed during collapsing stage with thrusts and folds were reported as evidence of collisional events by previous studies. In this study, we tried to understand the nature of deformation along the southern boundary of the belt in the Munsan area based on the interpretations of recently conducted structural analyses. To figure out the realistic geometry of the study area, the down-plunge projection was carried out based on the geometric relationships between structural elements from the detailed field investigation. We also conducted kinematic interpretations based on the observed shear sense indicators from the outcrops and the oriented thin-sections made from the mylonite samples. The prominent structures of the Munsan area are the regional-scale ENE-WSW striking thrust and the N-S trending map-scale folds, both in its hanging wall and footwall areas. Shear sense indicators suggest both eastward and westward vergence, showing opposite directions on each limb of the map-scale folds in the Munsan area. In addition, observed deformed microstructures from the biotite gneiss and the metasyenite of the Munsan area suggest that their deformation conditions are corresponding to the typical mid-crustal plastic deformation of the quartzofeldspathic metamorphic rocks. These microstructural results combined with the macro-scale structural interpretations suggest that the shear zones preserved in the Munsan area is mostly related to the development of the N-S trending map-scale folds that might be formed by flexural folding rather than the previously reported E-W trending crustal-scale extensional ductile shear zone by Permo-Triassic collision. These detailed examinations of the structures preserved in the Imjingang Belt can further contribute to solving the tectonic enigma of the Korean collisional orogen.

• Journal of Korean Society of Steel Construction
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• v.20 no.2
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• pp.227-236
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• 2008

The kind of concrete generally used in steel concrete composite bridges is normal-weight concrete whose unit weight is ${2,300kg/m^{3}}$. However, using lightweight concrete in composite bridges diminishes the sectional forces due to the self-weight of concrete decks. As a result, this will make the bridge design more economical. The type of concrete deck that could be adopted in composite bridges using lightweight con crete may be classified into Cast-In-Place (C.I.P.) concrete deck and precast concrete deck. These two types of decks have some differences with respect to structural behavior and constructional method, and hence,structural behavior of stud shear connectors that connect a concrete deck to a steel girder is changed with the type of deck used. In this study, push-out tests were conducted to evaluate the characteristics of static behavior of the stud shear connectors with a precast deck using lightweight concrete. Also, additional precast deck specimens with bedding layer that had shear keys and devices for transverse confinement of the bedding layer for the prevention of cracks occurring in the bedding layer were tested. These cracks The efficiency of these devices was then evaluated.

• Journal of the Korea institute for structural maintenance and inspection
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• v.18 no.4
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• pp.10-21
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• 2014

The joint of prefabricated steel grid composite deck is composed of concrete shear key and high-tension bolts. The flexural and shear strength of the joint were experimentally evaluated only by the bending and push-out test of the joint element. In this study the lateral load transfer behavior of the joint in deck structure system is experimentally evaluated. Several decks connected by the joint are prefabricated and loaded centrically and eccentrically. In the case of centrically loaded specimens, the analysis results show that for the same loading step the rotation angle of the joint with 4 high-tension bolts is larger than the case of the joint with 9 high-tension bolts. Consequently, flexural stiffness of deck and lateral load transfer decrease in the case of specimen with 4 high-tension bolts. But, in the case of eccentrically loaded specimens, it is found that there are no significant differences in the load transfer behavior. The further analysis results about the structural behavior of the joint show that lateral load transfer can be restricted by the load bearing capacity of the joint as well as punching shear strength of the slab. Furthermore, considering that high-tension bolts in the joint didn't reach to the yielding condition until the punching shear failure, increase in the number of high-tension bolts from 4 to 9 has a greater effect on the flexural stiffness of the joint and deck system than the strength of them.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.5
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• pp.64-71
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• 2018

This paper provides the results for experimental study on longitudinal shear performance for new-concept composite slabs embedded with silence insulator. Longitudinal shear capacity tests are used to predict characteristics of composite action between the concrete block, silence insulator and deckplate. A total set of 7 Push-Down specimens are tested to clarify the composite action between the concrete block, silence insulator and deckplate. Parameters in this study are the width of T-type bar, the depth of reinforced bar and the thickness of silence insulator. The results from experimental study on longitudinal shear capacity for new-concept composite slabs applied T-type bar, Reinforced bar and Silence insulator are summarized as follows. In test result, the Longitudinal Shear Capacity of the new concept specimen is 2 times excellent than basic specimen with safety. It is expected that applying the proposed composite slab detail at the actual site will provide a significant safety factor in structural aspect of the existing composite slab, and greatly contribute to the improvement capacities of resisting vibration and sound.

• Journal of the Korean Geosynthetics Society
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• v.15 no.3
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• pp.13-26
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• 2016

In this study, more economical than conventional reinforced soil retaining walls, we compared the behavior characteristic about the safety block type numerically for reinforced retaining wall. In this study, reinforced soil retaining wall, first, was integrated a wall putting shear key on the blocks. Second, construction reinforcement focused on the theoretical failure surface was satisfied with the stability of a retaining wall reinforced by a shear plane. when analyzing, element of using reinforcement was carried out a numerical analysis for the cable element and the strip element, and they were analyzed under the conditions according to the stiffener length, distance, with or without shear key. Analysis for the integration of the front wall was reinforced soil retaining walls by installing a larger displacement shear key confinement effect, if reinforced construction and reinforcement with 1 interval and 2 interval, the failure surface was bigger displacement constraints. Generating a deformation amount was smaller than the generation amount of deformation accrued during construction of AASHTO so that it was stable.

• Journal of the Korea Concrete Institute
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• v.27 no.2
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• pp.137-145
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• 2015

The slab-type precast modular bridge consists of the precast slab bridge modules which are connected in the transverse direction. The longitudinal joints between the precast slab bridge modules are filled with cast-in-place mortar. The construction of the slab-type precast modular bridge is completed by applying the prestressing force on the longitudinal joints. In this study, 4-points bending tests and 3-points bending tests were conducted to examine the effects of the prestressing force and the shape of joint on the flexural strength and crack serviceability of longitudinal joint. The results of 4-points bending tests showed that the flexural strength is affected by the prestressing force but not by the shape of join. From the results of 3-points bending tests by which the bending moment and the shear force are simultaneously applied on the joints of the specimens, it is observed that the shape of joint affects on the flexural strength and the crack behavior. The results of two types of bending tests confirmed that the prestressing force according to the design code is appropriate and the joint with two shear keys gives the better performances against the crack of joint.

• Journal of the Korea Concrete Institute
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• v.22 no.4
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• pp.461-472
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• 2010

This paper investigates the behavior of precast concrete (PC) shear walls with a new vertical connections for a fast remodeling construction. The C-type vertical connections for the PC wall systems are proposed for transfer of bending moment between top and bottom walls in the vertical direction while a shear key in the center of wall is prepared to transfer shear forces by bearing action. The proposed vertical connections allows easy fabrication thanks to slots at the edges of wall in opposite directions. The plane PC wall systems subject to lateral load are compared with ordinary wall systems by investigating the effects of connection on the stiffness, strength, ductility, and failure modes of whole systems. The load-displacement relationship and influence of premature failure of connections are examined. The experimental test showed that the longitudinal reinforcing steel bars placed at the edges of walls yielded first and the ultimate deformation were terminated due to premature failure of connections. The diagonal reinforcements for efficient shear transfer in the walls were not effective. The strength and deformation obtained through the section analysis were generally in agreement with the experimental data, and indicated that. Gap opening contributed to the deformation behavior more than any other factors.

• Proceedings of the KSR Conference
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• 2011.10a
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• pp.3251-3255
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• 2011

Being the concrete track laid on bridge, due to track-bridge temperature difference, traction and brake force, and nosing force, the horizontal force can be applied to the track slab. Therefore, shear key structures to resist this horizontal force should be installed. The shear key structures installed in the Kyeong-Bu high-speed line are consisted of four shear keys at every slab with the length of 6 to 8m. However, in the point of view of construction, it is more advantageous to curtail the numbers of shear keys, and thus, the numbers and spacing of the shear keys should be carefully determined. In this study, hence, the effects of slab length, the numbers and spacing of the shear keys on design of shear key and track slab are examined.