• Magazine of the Korean Society of Agricultural Engineers
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• v.8 no.1
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• pp.1088-1096
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• 1966

The following is a method of synthetic unitgraph derivation based on the routing of a time area diagram through channel storage, studied by Clark-Jonstone and Laurenson. Unithy drograph (or unitgraph) is the hydrograph that would result from unit rainfall\ulcorner excess occuring uniformly with respect to both time and area over a catchment in unit time. By thus standarzing rainfall characteristics and ignoring loss, the unitgraph represents only the effects of catchment characteristics on the time distribution of runoff from a catchment The situation abten arises where it is desirable to derive a unitgraph for the design of dams, large bridge, and flood mitigation works such as levees, floodways and other flood control structures, and are also used in flood forecasting, and the necessary hydrologie records are not available. In such cases, if time and funds permit, it may be desirable to install the necessary raingauges, pruviometers, and stream gaging stations, and collect the necessary data over a period of years. On the otherhand, this procedure may be found either uneconomic or impossible on the grounds of time required, and it then becomes necessary to synthesise a unitgraph from a knowledge of the physical charcteristics of the catchment. In the preparing the approach to the solution of the problem we must select a number of catchment characteristic(shape, stream pattern, surface slope, and stream slope, etc.), a number of parameters that will define the magnitude and shape of the unit graph (e.g. peak discharge, time to peak, and base length, etc.), evaluate the catch-ment characteristics and unitgraph parameters selected, for a number of catchments having adequate rainfall and stream data and obtain Correlations between the two classes of data, and assume the relationships derived in just above question apply to other, ungaged, Catchments in the same region and, knowing the physical characteritics of these catchments, substitute for them in the relation\ulcorner ships to determine the corresponding unitgraph parameters. This method described in this note, based on the routing of a time area diagram through channel storage, appears to provide a logical line of research and they allow a readier correlation of unitgraph parameters with catchment characteristics. The main disadvantage of this method appears to be the error in routing all elements of rainfall excess through the same amount of storage. evertheless, it should be noted that the synthetic unitgraph method is more accurate than the rational method since it takes account of the shape and tophography of the catchment, channel storage, and temporal variation of rainfall excess, all of which are neglected in rational method.

• Journal of the Korean Society of Surveying, Geodesy, Photogrammetry and Cartography
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• v.36 no.6
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• pp.629-639
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• 2018

In this study, the application of the single beam echosounder and multi beam echosounder was analyzed for the Youngsan river, from the Juksanbo to the Juksan bridge, length of 840m, width 230m and area $0.16km^2$. A single beam echosounder and a multi beam echosounder are mounted on an USV (Unmanned Surface Vessel), and each data is acquired. Then, TIN (Triangular Irregular Network) is created and the grid depth of 10m intervals is extracted. The grid depth of the single beam echo sounder and the grid depth of the multi beam echo sounder were overlapped to compare the two data. As a result of analysis using 5,024 data, the mean depth difference was 0.0319m and the standard deviation was 2.4095m. The river bed shape was similar to each other. If the multi-beam echo sounder is regarded as the standard, the volume difference of the stream is $161,882m^3$. With a multi-beam echo sounder installed, the operating distance increased by approximately 55% to 4595.85m, and the operating time increased by approximately 59% to approximately 47%.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.2
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• pp.67-74
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• 2019

In this paper the response factor is investigated for middle and small size-RC slab aged bridges. The response factor consists of static and dynamic response factors and is a main parameter in the frequency based-bridge load carrying capacity prediction model. Static and dynamic response factors are determined based on the frequency variation and the impact factor variation respectively between current and previous (or design) states of bridges. Here, the impact factor variation is figured out using the impact factor response spectrum which provides the impact factor according to the natural frequency of bridges. In this study, four actual RC slab bridges aged over 30 years after construction are considered and their span length is 12m. The dynamic loading test in field using a dump truck and eigenvalue analysis with FE models are conducted to identify the current and previous (or design) state-natural frequencies of the bridges, respectively. For more realistic considerations in the moving loading situation, the impact factor response spectrum is developed based on tri-axle moving loads representing the dump truck load distribution and various supporting conditions such as simply supported and both ends fixed conditions. From the results, the response factor is widely ranged from 0.21to 0.91, showing that the static response factor contributes significantly on the results while the dynamic response factor has a small effect on the result. Compared to the results obtained from the impact factor response spectrum based on the single axle-simply supported condition, the maximum percentage difference of the response factors is below 3.2% only.

• Korean Journal of Ecology and Environment
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• v.53 no.4
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• pp.445-452
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• 2020

In this study, we carried out a distribution and migration boundary lines of chum salmon (Oncorhynchus keta) in the Milyang River. We measured the total length of dead chum salmons. As a results, 40 chum salmons were found during the study period, 25 dead salmons and 15 alive individuals. The ratio of female was 64%. We verified the migration boundary lines of chum salmons based on a sighting survey until detecting a structure that chum salmons are not able to migrate upstream. We discovered that chum salmons were not able to migrate up to 13 km in a mainstream of the Milyang River and up to 12 km in the Danjang stream (a tributary of the Milayang River) from upstream of the Yerim Bridge. Therefore, our results indicate that Milyang River should improve a river connectivity by demolishing weirs that disturb chum salmon's migration or installing appropriate fishways. Also, effective legislations are needed to retain naturality in spawning ground and micro-habitats to increase the survival rate of parrs and smolts.

• Journal of the Korea institute for structural maintenance and inspection
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• v.27 no.3
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• pp.12-20
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• 2023

This study presents basic data on how to secure stability by analyzing the change in tensile force of steel rod and the inclination characteristics of PSC BOX in the "Temporary fixation system using internal prestressing tendon", which is mainly applied to construction of superstructures by FCM. To date, it has been difficult to confirm the changes in tension force of the steel rod and the inclination of the PSC BOX because the steel rod was installed vertically inside the pier and the PSC BOX. Therefore, measurement of the change in length of the steel rod and the displacement of PSC BOX were performed using a micro-measured FBG sensor. Comparisons of the calculated tensile force and the residual tensile force of the steel rod revealed that the safety factor decreased in all bridges. The cause was mainly identified to be the loss of tensile force in fixation~1segment, and countermeasures are suggested. The analysis of the inclination characteristics showed that the inclination increased with the segment progresses even in bridges with sufficient safety factor, and the difference before and after the segment was confirmed. In addition, the increase in inclination was related to the loss of tension force in the steel rod, and the stress on the opposite sides of the inclination was further reduced. It is believed that upward tensile force is generated in the steel rod on the opposite side of the inclined side due to the unbalanced moment, causing the difference in stress of the steel rod between the two sides.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.30 no.3A
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• pp.329-336
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• 2010

An experimental study to evaluate bursting behavior in anchorage zone of the standard PSC I girders (span length : 30 m) has been carried out. The arrangement of bursting reinforcement in anchorage zone of the standard PSC I girders is considered to be designed without accurately reflecting the stress flows in the end zone of the PSC I girders caused by presstressing forces of the tendons. Also, due to excessive arrangement of the bursting bars, the workability of the girder is decreased greatly. In this study, three specimens with the same dimensions as the end zone of the standard PSC I girder are prepared and the experiment is carried out by applying PS forces. The bursting reinforcement of each specimen consists of 100 mm, 200 mm, and 300mm spacings, respectively. The experimental results show that the range of the PS forces to cause crack in the anchorage zone of the specimen are more than 1.6 times of the design PS forces. The bursting cracks occur in the vertical direction on the inside of all specimens. After applying 2.7 times of the design PS force, some of the transverse bursting reinforcements only in the specimen reinforced by 300 mm spacing yielded. The experimental results show that the anchorage zone of the standard PSC I girders arranged by 300 mm spacing of the bursting reinforcements which is the maximum spacing allowed in the road bridge design specifications, can be considered safe enough.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.43 no.1
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• pp.9-20
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• 2023

For highway concrete structures, the deterioration of the structure is accelerated due to the increase in the use of deicing materials, and sectional repair work is being frequently carried out to restore performance. However, after the repair work, re-damage such as cracks, delamination, and poor bond performance is exhibited in the repaired sectional area. In this study, overseas repair material requirements were first analyzed, and present domestic requirements were improved repair material performance through field surveys of common concrete structures, laboratory experiments, and test construction on a disused concrete bridge. In addition, performancebased quality requirements were presented so that all materials that meet the required performance can be applied, and different test methods for each material were unified into concrete test methods for consistent test results analysis. The considered performance requirements were compression strength, bending strength, and bond strength for structural properties, and length change rate, crack resistance, thermal expansion coefficient, and elasticity coefficient were for dimensional behavior. For resistance to chloride penetration resistance and freeze-thaw resistance were presented as durability. The proposed requirements for concrete repair materials are expected to contribute to the improvement of the quality of concrete sectional repair work in Korea.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1A
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• pp.133-142
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• 2006

This paper evaluates the moment equations in the 2000 Canadian highway bridge code (CHBDC) for soil-metal box structures, which are applicable to the span less than 8 m. Finite element analyses carried out for soil-metal box structures having spans of 3-12 m using the deep corrugated metal plates under three construction stages; backfill up to the crown, backfill up to the cover depth, and live loading. The coefficients of moment equations are newly proposed based on the results of numerous finite element analyses considering various design variables, such as span length, soil depth, backfill conditions. The validity of the proposed coefficients in the moment equations of the 2000 CHBDC is investigated by the comparison with the existing coefficients and numerical results of finite element analyses. The comparisons show that the moments of the 2000 CHBDC give good predictions for the span less than 8m, but underestimate for the span greater than 8m, whereas the proposed moments give good estimates of numerical results for the spans of 3-12 m. In addition, this study suggests the use of high strength steel to satisfy the requirement of design bending strength for the span greater than 8 m.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.4A
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• pp.315-327
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• 2009

In this study, the static test of CFT truss girders for different f/L ratios was conducted to determine how the ultimate strength of the CFT truss girder was affected by different f/L ratios. A total of two CFT truss girders were constructed and tested under bending condition. The length of all specimens is 20,000 mm. The CFT truss girder is a tubular truss composed of chord members made of concrete-filled circular tubes. The main parameter analyzed in the experimental study was the f/L ratio. This factor was experimentally investigated to assess their influence on ultimate strength and stiffness. The test results show that CFT truss girder has good elastic-plastic property and ductility. The presence of the f/L ratios in CFT truss girders alters its ultimate strength because of the global stiffness of the CFT truss girders. The ultimate strength of CFT truss girders increases as the f/L ratio increases. If the f/L ratio of the CFT truss girders increases twofold, the ultimate strengths increase by 80%. The CFT truss girders showed that they retained large deformation capacity, even after reaching the ultimate strength. Results of this investigation demonstrated the potential for efficiently using a CFT truss as a bridge girder.

• Journal of Korean Society of Disaster and Security
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• v.16 no.3
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• pp.27-34
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• 2023

In Korea, safety inspections of bridges are conducted periodically in accordance with law. Bridges are classified according to type, length, etdc., and the content and frequency of safety inspections are different. Bridges safety evaluation is performed on relatively large bridges, and safety evaluation of small bridges, which account for the majority of all bridges, is not mandatory. Therefore, in this study, in order to confirm the safety of small-scale bridges, a correlation analysis study was conducted with the common load carrying rate for each safety evaluation indicator. For this purpose, inspection reports of bridges from local goverments were collected, and the values for each bridges for about 50 indicators in the report were converted into data. By performing cleaning on the collected data and analyzing the correlation with the common load carrying rate, the top indicators related to safety for each bridges type were derived.