• Smart Structures and Systems
• /
• v.26 no.3
• /
• pp.319-329
• /
• 2020

Structural damage to an arch dam is often of major concern and must be evaluated for probable rehabilitation to ensure safe, regular, normal operation. This evaluation is crucial to prevent any catastrophic or failure consequences for the life time of the dam. If specific major damage such as a large crack occurs to the dam body, the assessments will be necessary to determine the current level of safety and predict the resistance of the structure to various future loading such as earthquakes, etc. This study investigates the behavior of an arch dam cracked due to water pressure. Safety factors (SFs), of shear and compressive tractions were calculated at the surfaces of the contraction joints and the cracks. The results indicated that for cracking with an extension depth of half the thickness of the dam body, for both cases of penetration and non-penetration of water load into the cracks, SFs only slightly reduces. However, in case of increasing the depth of crack extension into the entire thickness of the dam body, the friction angle of the cracked surface is crucial; however, if it reduces, the normal loading SFs of stresses and joints tractions reduce significantly.

• Journal of Korean Association for Spatial Structures
• /
• v.23 no.2
• /
• pp.37-44
• /
• 2023

In the case of a school building, even though it is a regular structure in terms of plan shape, if the masonry infill wall acts as a lateral load resisting element, it can be determined as a torsionally irregular building. As a result, the strength and ductility of the structure are reduced, which may cause additional earthquake damage to the structure. Therefore, in this study, a structure similar to a school building with torsional irregularity was selected as an example structure and the damping performance of the PC-BRB was analyzed by adjusting the eccentricity according to the amount of masonry infilled wall. As a result of nonlinear dynamic analysis after seismic reinforcement, the torsional irregularity of each floor was reduced compared to before reinforcement, and the beams and column members of the collapse level satisfied the performance level due to the reduction of shear force and the reinforcement of stiffness. The energy dissipation of PC-BRB was similar in the REC-10 ~ REC-20 analytical models with an eccentricity of 20% or less. REC-25 with an eccentricity of 25% was the largest, and it is judged that it is effective to combine and apply PC-BRB when it has an eccentricity of 25% or more to control the torsional behavior.

• Proceedings of the Korean Institute of Building Construction Conference
• /
• 2007.11a
• /
• pp.11-14
• /
• 2007

Noise level and Airflow amount of a kitchen hood are affected by the conditions of airflow path. Thus this study is expected to be used as a basic reference in designing airflow path of apartment housing throughout analysing changes in noise level and airflow amount from the various conditions of airflow path. Noise level generated by the kitchen hood is estimated in a kitchen and a living room of two constructed apartment houses, and an experiment is conducted in an half anechoic chamber to analyze noise level and airflow amount by the different length, diameter and number of windings of a round shaped soft duct which is connected to the kitchen hood. The measured results in apartment houses show that the noise level in both apartments exceeds the NC standard greatly in living spaces. In apartment A, a regular apartment house, the noise level was $NC-65{\sim}75$, $NC-45{\sim}60$ and NC-70, NC-45 in the kitchen and living room with an operation of kitchen hood in 1 and 3 stages. In apartment B, an apartment complex, the noise level was NC-55 and NC-60 in the kitchen and living room with an operation of kitchen hood in 3 stages. In particular, there was an increase of noise level at 125Hz-band resulted from an amplification of sound, which requires adequate measures in noise reduction. The results measured in Half anechoic chamber show 99% of airflow amount increase with the modification of a duct' s diameter from ${\Phi}$ 100mm to ${\Phi}$ 125mm, 37% of airflow amount increase with the modification of a duct' s diameter from ${\Phi}$ 125mm to ${\Phi}$ 150mm, and 173% of airflow amount increase with the modification of a duct' s diameter from ${\Phi}$ l00mm to ${\Phi}$ 150mm. The noise level was lower than the level measured in apartment housing about 20 in NC-value and 11.4 in dB(A)-value, which was interpreted as the effect of the load by the pressure condition at the rear end of the duct. Also, an amplification of sound in 125Hz-band influenced NC-value considerably, therefore effective measure is needed.

• International Journal of Highway Engineering
• /
• v.11 no.3
• /
• pp.97-109
• /
• 2009

One of the main causes of asphalt rutting is high temperature of the pavement. Nevertheless, there has been few research on lowering the pavement temperature for reducing rutting. This study investigated the performance characteristics of moisture-retaining porous asphalt pavement, which is known to have a temperature reducing effect. The purpose of this study is to quantify the temperature reducing effect of moisture-retaining porous asphalt pavement and its effect of reducing rutting through Accelerated Pavement Testing(APT). Additionally, the possibility of reducing the thickness of the pavement in comparison to general dense grade pavement by analyzing structural layer coefficient of moisture retaining pavement. A total of three test sections consisting of two moisture-retaining porous asphalt pavement sections and one general dense-grade porous asphalt pavement section were constructed for this study. Heating and spraying of water were carried out in a regular cycle. The loading condition was 8.2 ton of wheel load, the tire pressure of $7.03kgf/cm^2$, and the contact area of $610cm^2$. The result of this experiment revealed that the temperature reducing effect of the pavement was about $6.6{\sim}7.9^{\circ}C$(average of $7.4^{\circ}C$) for the middle layer and $7.9{\sim}9.8^{\circ}C$(average of $8.8^{\circ}C$) for surface course, resulting in a rutting reduction of 26% at the pavement surface. Additionally, the structural layer coefficient of moisture retaining pavement measured from a laboratory test was 0.173, about 1.2 times that of general dense grade pavement. The general dense-grade porous asphalt pavement test section exhibited rutting at all layers of surface course, middle layer, and base layer, while the test sections of moisture-retaining porous asphalt pavement manifested rutting mostly at surface course only.