• Magazine of the Korea Concrete Institute
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• v.8 no.6
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• pp.173-182
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• 1996

An experimental research was carried out to investigate the effect of thc compressive strength of concrete on the stirrup effectiveness in shear behavior of concrete beams. For this purpose. total 24 beams of section dimension of $300{\times}600mm$ were tested: 4 specimens without web reinforcement and 20 specimens with web reinforcement in the form of vertical stirrups. Main variables were two levels(norma1 and high strength) of the compressive strength of concrete and six types of t h e shear rcinfor.cement ratios. Prior to experiment, for given sections and assumed material constants, the reference shear reinforcement ratio(${\rho}_vACI$) which leads to the flexure failure using the provisions of the ACI Building Code(AC1 318-95) was calculated. and the shear reinforcement ratios were relatively selected from the value of ${\rho}_vACI$. From test results, it was shown that thc safety factor of ACI eyuation for p1,ediction of shear strength was decreased with increasing the compressive strength of concrete in beams without stirrups. However. it was observed that as the amount of' stirrup is increased, the safety factor for high strength conci,ete beams with high stirrup ratio is ensured more than that for normal strength concrete beams. Therefore i t appears that the stirrup effectiveness of high strength concrete beams is greater than that of normal strength concrete beams.

• Journal of Positioning, Navigation, and Timing
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• v.7 no.4
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• pp.295-305
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• 2018

Network RTK is a highly practical technology that can provide high positioning accuracy at levels between cm~dm regardless of user location in the network by extending the available range of RTK using reference station network. In particular, unlike other carrier-based positioning techniques such as PPP, users are able to acquire high-accuracy positions within a short initialization time of a few or tens of seconds, which increases its value as a future navigation system. However, corrections must be continuously received to maintain a high level of positioning accuracy, and when a time delay of more than 30 seconds occurs, the accuracy may be reduced to the code-based positioning level of meters. In case of SSR, which is currently in the process of standardization for PPP service, the corrections by each error source are transmitted in different transmission intervals, and the rate of change of each correction is transmitted together to compensate the time delay. Using these features of SSR correction is expected to reduce the performance degradation even if users do not receive the network RTK corrections for more than 30 seconds. In this paper, the simulation data were generated from 5 domestic reference stations in Gunwi, Yeongdoek, Daegu, Gimcheon, and Yecheon, and the network RTK and SSR corrections were generated for the corresponding data and applied to the simulation data from Cheongsong reference station, assumed as the user. As a result of the experiment assuming 30 seconds of missing data, the positioning performance compensating for time delay by SSR was analyzed to be horizontal RMS (about 5 cm) and vertical RMS (about 8 cm), and the 95% error was 8.7 cm horizontal and 1cm vertical. This is a significant amount when compared to the horizontal and vertical RMS of 0.3 cm and 0.6 cm, respectively, for Network RTK without time delay for the same data, but is considerably smaller compared to the 0.5 ~ 1 m accuracy level of DGPS or SBAS. Therefore, maintaining Network RTK mode using SSR rather than switching to code-based DGPS or SBAS mode due to failure to receive the network RTK corrections for 30 seconds is considered to be favorable in terms of maintaining position accuracy and recovering performance by quickly resolving the integer ambiguity when the communication channel is recovered.

• Structural Engineering and Mechanics
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• v.86 no.5
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• pp.607-619
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• 2023

This study, it was tried to evaluate the asphalt behavior under tensile loading conditions through indirect Brazilian and direct tensile tests, experimentally and numerically. This paper is important from two points of view. The first one, a new test method was developed for the determination of the direct tensile strength of asphalt and its difference was obtained from the indirect test method. The second one, the effects of particle size and loading rate have been cleared on the tensile fracture mechanism. The experimental direct tensile strength of the asphalt specimens was measured in the laboratory using the compression-to-tensile load converting (CTLC) device. Some special types of asphalt specimens were prepared in the form of slabs with a central hole. The CTLC device is then equipped with this specimen and placed in the universal testing machine. Then, the direct tensile strength of asphalt specimens with different sizes of ingredients can be measured at different loading rates in the laboratory. The particle flow code (PFC) was used to numerically simulate the direct tensile strength test of asphalt samples. This numerical modeling technique is based on the versatile discrete element method (DEM). Three different particle diameters were chosen and were tested under three different loading rates. The results show that when the loading rate was 0.016 mm/sec, two tensile cracks were initiated from the left and right of the hole and propagated perpendicular to the loading axis till coalescence to the model boundary. When the loading rate was 0.032 mm/sec, two tensile cracks were initiated from the left and right of the hole and propagated perpendicular to the loading axis. The branching occurs in these cracks. This shows that the crack propagation is under quasi-static conditions. When the loading rate was 0.064 mm/sec, mixed tensile and shear cracks were initiated below the loading walls and branching occurred in these cracks. This shows that the crack propagation is under dynamic conditions. The loading rate increases and the tensile strength increases. Because all defects mobilized under a low loading rate and this led to decreasing the tensile strength. The experimental results for the direct tensile strengths of asphalt specimens of different ingredients were in good accordance with their corresponding results approximated by DEM software.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.6
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• pp.178-186
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• 2020

In the domain of Korean weapon system development, issues about software reliability have become crucial factors when developing a weapon system. There is a process required for weapon system software development and management that includes certain activities required to improve the reliability of software. However, these activities are biased toward static and dynamic analyses of source code and do not include activities necessarily required by the international standard. IEEE std. 1633-2016 defines a process for software reliability engineering and describes software reliability estimation as an essential activity in the process. Software reliability estimation means that collecting defective data during the test and estimating software reliability by using the statistical model. Based on the estimated model, developers could estimate the failure rate and make comparisons with the objective failure rate to determine termination of the test. In this study, we collected defective data and applied reliability estimation models to analyze software reliability in the development of a weapon system. To achieve objective software reliability, we continuously tested our software and quantitatively calculated software reliability. Through the research, we hope that efforts to include activities described by the international standard will be carried out in the domain of Korean weapon system development.

• Explosives and Blasting
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• v.22 no.1
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• pp.33-43
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• 2004

In this study, a comparison was made between the resulting behaviors of scaled model test and particle flow analysis for blasting demolition of a reinforced concrete structure. For the test and analysis, a progressive failure of a five-story structure was considered. The dimension analysis was carried out to properly scale down the real structure into the laboratory size. The test model was made of the mixture of gypsum, sand and water along with soldering lead to analogy reinforcing steel bars. The ratio of mixing components was chosen to best represent the scaled down strength and deformation modulus. The columns and girders of the structure were precasted in the laboratory and assembled right before the blasting test. The numerical analysis of the blasting demolition was carried out using PFC2D (Particle Flow Analysis 2-Dimension by Itasca). The results of the blasting of concrete lahmen structure showed roughly identical demolition behavior between scaled model test and numerical test. For the blasting of the reinforced concrete structure, the results were more identical and closer to the real demolition behavior, since the demolition behavior was better represented in this case due to the increased tensile strength of the component.

• The Journal of the Korea Contents Association
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• v.14 no.1
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• pp.455-465
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• 2014

This study focuses on some institutional improvement for revitalization of change in building use of officetel to lifestyle lodging industry. First as analysis method, this study establishes a failure factor for change in building use of officetel to lifestyle lodging industry. Second, analyzes an urgent importance to improve it in aspect of a legal institution or management for revitalizing a change of building use of officetel to lifestyle lodging industry. As a result, a failure factor of change in building use from officetel to lifestyle lodging industry is deducted in 4 articles with 13 detailed index. As a result of AHP, 'existing contractor's 100% agreement condition' is the first place, 'commercial /semi-residential area in zoning' is the second place, 'relative cleanup zone' is the fourth place, 'late changes of building use by a complex licensing procedure' is the fifth place, 'operational risk of consignment' is the sixth place, 'deficiency in publicity of related institution' is the eighth place, 'lack of concept in lifestyle lodging industry of building code' is the ninth place, 'basic constructional condition such as parking lot sewage and fire protection system' is the tenth plce, 'installation of ventilation facility' is the eleventh place, 'installation of bathroom and shower room in each room' is the twelfth place, 'installation of kitchen facility' is the thirteenth place.

• Journal of the Earthquake Engineering Society of Korea
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• v.10 no.1 s.47
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• pp.41-49
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• 2006

Through the 1982 Urahawa-ohi and the 1995 Kobe earthquakes, a number of bridge columns were observed to develop a flexural-shear failure due to the bond slip as a consequence of premature termination of the column longitudinal reinforcement. Because the seismic behavior of RC bridge piers is largely dependent on the performance of the plastic hinge legion of RC bridge piers, it is desirable that the seismic capacity of RC bridge pier is to evaluate as a curvature ductility. The provision for the lap splice of longitudinal steel was not specified in KHBDS(Korea Highway Bridge Design Specification) before the implementation of 1992 seismic design code, but the lap splice of not more than 50%, longitudinal reinforcement was newly allowed in the 2005 version of the KHBDS. The objective of this research is to investigate the distribution and ductility of the curvature of RC bridge column with the lap splice of longitudinal reinforcement in the plastic hinge legion. Six (6) specimens were made in 600 mm diameter with an aspect ratio of 2.5 or 3.5. These piers were cyclically subjected to the quasi-static loads with the uniform axial load of $P=0.1f_{ck}A_g$. According to the slip failure of longitudinal steels of the lap spliced specimen by cyclic loads, the curvatures of the lower and upper parts of the lap spliced region were bigger and smaller than the corresponding paris of the specimen without a lap splice, respectively. Therefore, the damage of the lap spliced test column was concentrated almost on the lower part of the lap spliced region, that appeared io be failed in flexure.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.22 no.4
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• pp.396-402
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• 2021

A cross section in RC flexural members must be designed to satisfy flexural strength and ductility requirements simultaneously. In design provisions, ductile behavior is ensured by a sufficient reinforcement ratio or depth of the neutral axis. If the reinforcement ratio is less than the balanced reinforcement ratio, ductile behavior is secured, and this value is theoretically the maximum reinforcement ratio. But for a cross section with less steel, brittle failure can occur regardless of ductile behavior because of unqualifying a cracking moment. Recently, designs with a minimum steel ratio have been increasing along with the use of high-strength material, so in design provisions, a minimum amount of reinforcement is suggested. In the KCI(2012) standard, a minimum amount of reinforcement was suggested in terms of strength of steel and concrete. But in the revised KCI(2017) standard, a minimum amount of reinforcement was suggested by a relationship between the design flexural strength and cracking moment indirectly. This code can reflect the effect of cover thickness, but a material model must be defined. Therefore, the minimum amount of reinforcement in KCI(2012) and KCI(2017) was examined, and a rational review method was studied by parametric analysis.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.5
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• pp.173-181
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• 2021

Reinforced concrete structures are exposed to various environments, resulting in reinforcement corrosion due to moisture and ions penetration. Reinforced concrete corrosion causes a decrease in the durability performance of reinforced concrete structures. One solution to mitigate such issues is using FRP rebars, which offer several advantages such as high tensile strength, corrosion resistance, and light-weight than conventional rebars, in reinforced concrete instead of conventional steel rebars. The FRP rebar used should be examined at the limit state because FRP reinforced concrete has linear behavior until its fracture and can generate excessive deflection due to the low elastic modulus. It should be considered while designing FRP reinforced concrete for flexure. In the ultimate limit state, the flexural strength of FRP reinforced concrete as per ACI 440.1R is significantly lower than the flexural strength by applying both the environmental reduction and strength reduction factors accounting for the material uncertainty of FRP rebar. Therefore, in this study, the experimental results were compared with the deflection of the proposed effective moment of inertia referring to the local and international standards. The experimental results of GFRP and BFRP reinforced concrete were compared with the flexural strength as determined by ACI 440.1R and Fib bulletin 40. The flexural strength obtained by the experimental results was more similar to that obtained by Fib bulletin 40 than ACI 440.1R. The flexural strength of ACI 440.1R was conservatively evaluated in the tension-controlled section.

• Structural Monitoring and Maintenance
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• v.9 no.4
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• pp.323-336
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• 2022

Steel truss bridge is one of the most widely used bridge types in Indonesia. Out of all Indonesia's national roads, the number of steel truss bridges reaches 12% of the total 17,160 bridges. The application of steel truss bridges is relatively high considering this type of bridge provides advantages in the standardization of design and fabrication of structural elements for typical bridge spans, as well as ease of mobilization. Directorate of Road and Bridge Engineering, Ministry of Works and Housing, has issued a standard design for steel truss bridges commonly used in Indonesia, which is designed against the design load in SNI 1725-2016 Bridge Loading Standards. Along with the development of actual traffic load measurement technology using Bridge Weigh-in-Motion (B-WIM), traffic loading data can be utilized to evaluate the reliability of standard bridges, such as standard steel truss bridges which are commonly used in Indonesia. The result of the B-WIM measurement on the Central Java Pantura National Road, Batang - Kendal undertaken in 2018, which supports the heaviest load and traffic conditions on the national road, is used in this study. In this study, simulation of a sequences of traffic was carried out based on B-WIM data as a moving load on the Australian type Steel Truss Bridge (i.e., Rangka Baja Australia -RBA) structure model with 60 m class A span. The reliability evaluation was then carried out by calculating the reliability index or the probability of structural failure. Based on the analysis conducted in this study, it was found that the reliability index of the 60 m class Aspan for RBA bridge is 3.04 or the probability of structural failure is 1.18 × 10^-3, which describes the level of reliability of the RBA bridge structure due to the loads from B-WIM measurement in Indonesia. For this RBA Bridge 60 m span class A, it was found that the calibrated nominal live load that met the target reliability is increased by 13% than stated in the code, so the uniform distributed load will be 7.60 kN/m² and the axle line equivalent load will be 55.15 kN/m.