• Proceedings of the Korean Geotechical Society Conference
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• 2010.09c
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• pp.72-77
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• 2010

The Incheon Bridge, which was opened to the traffic in October 2009, is an 18.4 km long sea-crossing bridge connecting the Incheon International Airport with the expressway networks around the Seoul metropolitan area by way of Songdo District of Incheon City. This bridge is an integration of several special featured bridges and the major part of the bridge consists of cable-stayed spans. This marine cable-stayed bridge has a main span of 800 m wide to cross the vessel navigation channel in and out of the Incheon Port. In waterways where ship collision is anticipated, bridges shall be designed to resist ship impact forces, and/or, adequately protected by ship impact protection (SIP) systems. For the Incheon Bridge, large diameter circular dolphins as SIP were made at 44 locations of the both side of the main span around the piers of the cable-stayed bridge span. This world's largest dolphin-type SIP system protects the bridge against the collision with 100,000 DWT tanker navigating the channel with speed of 10 knots. Diameter of the dolphin is up to 25 m. Vessel collision risk was assessed by probability based analysis with AASHTO Method-II. The annual frequency of bridge collapse through the risk analysis for 71,370 cases of the impact scenario was less than $0.5{\times}10^{-4}$ and satisfies design requirements. The dolphin is the circular sheet pile structure filled with crushed rock and closed at the top with a robust concrete cap. The structural design was performed with numerical analyses of which constitutional model was verified by the physical model experiment using the geo-centrifugal testing equipment. 3D non-linear finite element models were used to analyze the structural response and energy-dissipating capability of dolphins which were deeply embedded in the seabed. The dolphin structure secures external stability and internal stability for ordinary loads such as wave and current pressure. Considering failure mechanism, stability assessment was performed for the strength limit state and service limit state of the dolphins. The friction angle of the crushed stone as a filling material was reduced to $38^{\circ}$ considering the possibility of contracting behavior as the impact.

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.6
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• pp.195-200
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• 2011

KS F 2782 (for shotcrete accelerators) standard cross-section of tunnel construction or repair is a reinforcement used in the field of shotcrete accelerators as a criterion in assessing shotcrete performance. Thus, KS F 2782 by standard accelerator will determine the nature of the product of concrete accelerators that will be used to record variations in the product roles, through determination of the quality of the experimental method to identify only the quality of the many variables that exist. This evaluation standard has so far distinguished accelerator products in indoor experiments that do not meet quality standards but were mostly for an on-site accelerator mixed with the shotcrete after being quite satisfied with the level of quality in a certain number of products. This observation is derived from the results of an indoor experiment considered to verify whether the site is suitable for indoor experiments, and whether its actual location in the city is relevant to the accelerator quality, to find a way to test if it fits. This study centers on the material conditions of the shotcrete accelerator and a variety of experimental results, and used the Gilmore needle to compare the compressive strength and KS F 2782 specification of the accelerator as a means to ensure product quality conformity analysis and for further research experiments. In conclusion, a portion of KS F 2782 standard that fixes the problems that can be resolved from the ground up as a whole is not a review for the domestic reality. As an indoor experiment to ensure uniformity in the field when applied in a sufficient correlation, complement must be in place.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.4
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• pp.144-152
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• 2016

This paper focuses on the experimental study for investigating the performance for lap splice of hooked or headed reinforcement in beam with different depths. In the experiment, seven specimens, with its variables as the lap length of headed or hooked bar, the existence of stirrups, etc., was manufactured. Bending test was conducted. Lap strengths by test were compared with the theoretical model based on KCI2012. The result showed that the cracks at failure mode occurred along the axial direction to a headed bar. The initial stiffness and the stiffness after initial crack were similar for all specimens. For HS series specimens without stirrups, a 25% increase in lap length was increased 11.8~18.1% maximum strengths. For HH series specimens without stirrups, a increase in lap length did not affect the maximum strengths because of the pryout failure of headed bar. For HS series specimens, the theoretical lap strengths based on KCI2012 considering the B grade lap and the reduction factor for stirrup were evaluated. They are smaller than the test strengths and can ensure the safety in terms of strength capacity. For HH series specimens, the stirrups in the lap zone are needed to prevent the pryout behaviour of headed bar.

• Journal of the Korea institute for structural maintenance and inspection
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• v.20 no.4
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• pp.120-127
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• 2016

Due to the enlargement and high-rise of reinforced concrete structure, the application of high functional material is required. However, high-strength bar is recently introduced to the country and the material is insufficient to measure the variation of quantity of rebar quantitatively when using high-strength bar. For these reasons, this study is to provide useful data in cost decision making when applying high-strength bar at a stage of architectural project planning. For residence-commerce complex buildings, we set up six types of conditions such as in case of using only rebar, in case of using only high-strength bar, in case of using rebar mixed with high-strength bar and so on. With the standard of study model 1 that applies only SD400 regardless of rebar diameter, the analyzed result of rebar variation and the cost change of construction in other study model is as follows. When the rebar amount and cost in study model I was 100%, each ratio was 88.3% and 90.5% in study model II, 80.2% and 83.4% in study model III, 91.9% and 93.5% in study model IV, 88.9% and 87.7% in study model V and 82.4% and 85.5% in study model VI. Therefore, in case of rebar amount and construction cost, study model III was evaluated as the best that was applied only SD600.

• Journal of the Korea institute for structural maintenance and inspection
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• v.14 no.5
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• pp.144-152
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• 2010

In this study, cement-based filler is used as an adhesive instead of organic adhesive, epoxy because there were problems under wet condition. First, the bond strength of cement-based filler was measured and the result was satisfied with KS F 4716. However, in case of wet condition, bond strength of epoxy adhesive decreased $0.73N/mm^2$ in 7 days and $0.84N/mm^2$ in 14 days from pilot test. This implies that there would be a problem on reinforced concrete structure in wet condition, such as tunnel and sewage box. In the second experiment, the flexural strength of RC beams with GFRP using different thickness of cement-based filler was investigated, and the result was indicated 113%, 66%, 75% increase in 10mm, 20mm, 30mm thickness, respectively. From the result, it was known that 10mm filler thickness produces stable bond performance.

• Journal of the Korea institute for structural maintenance and inspection
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• v.17 no.4
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• pp.57-65
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• 2013

The development of the oil refining industry has resulted in an annual 120 million tons of sulphur, which is a by-product of the desulphurization process. To exploit this abundance, the applications of sulphur must be expanded. as excellent durability of reuse of leftover sulphur which has high potential for utilization in construction materials, the study is actively in progress. Meanwhile, there has been active research on semi-rigid pavements that draw on the strengths and overcome the weaknesses of asphalt and concrete pavements. Acrylate is used to prevent cracking but involves a high cost, thus, an alternative material is required. As such, this study presents methods on the reuse of leftover sulphur and examines the engineering performance of grout containing sulfur polymer emulsion (SPE) for use in semi-rigid pavements. Our analysis shows that grout in which 30% of acrylate is replaced with SPE has superior properties in terms of time of flow and strength compared to regular grout. However, performance declined when more than 50% of acrylate was replaced by SPE, indicating that the optimum replacement level is 30%. Through SEM analysis, we found that grout with utra harding cement in this study at three hours had similar hydration properties to that of Type 1 Ordinary Portland Cement (OPC) at seven days, and maintained the properties regardless of grout containing SPE. OPC and grout with a replacement level of 30% displayed similar levels of chloride invasion resistance, whereas grout without SPE was far less resistant. Within the scope of this paper, the optimum replacement level of acrylate with SPE was found to be 30% in consideration of various properties such as time of flow, strength, and chloride invasion resistance.

• Journal of the Korea institute for structural maintenance and inspection
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• v.14 no.1
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• pp.93-101
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• 2010

When doing underground excavation works for the purpose of constructing large underground structures for a building in the limited space in downtown area, the stability of the adjacent ground must be top priority, and to accomplish this, it is essential to review the retaining wall construction carefully. H-Pile, which has been mainly used as a stress-carrying material in temporary earth-retaining structures, is most likely to be abandoned after completion of the works for the basement exterior wall in relation to contiguous bored piles, so it will result in a waste of material. To improve this situation, Basement Composite Wall where H-Pile and basement wall are compounded, has been developed. This wall is being used most frequently in many local construction sites. In this study, five specimens are made in order to evaluate the shear resistance of the basement composite wall and tested. Test parameter is the composition ratio and wall thickness according to shear connectors. Test result shows that the shear strength is improved when the composite ratio is increased but the magnitude is not much. A formula, which considers the contribution of concrete, web of H-pile as well as flange' effect in calculation of shear strength of composite basement wall, is suggested and used to calculation of the strength of specimens. It is found that there is a good co-relation between test result and the calculated one by the formula.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.4
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• pp.65-74
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• 2021

In order to efficiently inspect rapidly increasing old tunnels in many well-developed countries, many inspection methodologies have been proposed using imaging equipment and image processing. However, most of the existing methodologies evaluated their performance on a clean concrete surface with a limited area where other objects do not exist. Therefore, this paper proposes a 6-step framework for tunnel crack detection deep learning model development. The proposed method is mainly based on negative sample (non-crack object) training and Cascade Mask R-CNN. The proposed framework consists of six steps: searching for cracks in images captured from real tunnels, labeling cracks in pixel level, training a deep learning model, collecting non-crack objects, retraining the deep learning model with the collected non-crack objects, and constructing final training dataset. To implement the proposed framework, Cascade Mask R-CNN, an instance segmentation model, was trained with 1561 general crack images and 206 non-crack images. In order to examine the applicability of the trained model to the real-world tunnel crack detection, field testing is conducted on tunnel spans with a length of about 200m where electric wires and lights are prevalent. In the experimental result, the trained model showed 99% precision and 92% recall, which shows the excellent field applicability of the proposed framework.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.6
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• pp.19-26
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• 2021

The seismic isolation system have been applied in order to protect the collapse of bridge by seismic load and the vertical load transmitted from the superstructure. However, the failure and damages of non-shrinkage mortar, isolator and wedge in total 12 bridge were reported by Pohang Earthquake. In this study, the damage mechanism and behavior characteristics of elastomeric bearing by an earthquake were evaluated to consider the seismic isolation system including non-shrinkage mortar and the seat concrete of pier. To discuss the effect of installed wedge and damage mode of elastomeric bearing, the compressive-shear tests were carried out. Also, the mechanical behaviors and damage mechanism for each component of elastomeric bearing were evaluated by using finite element analysis. From the test results, the cracks were created at boundary between non-shrinkage mortar and seismic isolator and the shear loads were rapidly increased after bump into wedge. The cause for damage mechanism of seismic isolation system was investigated by comparing stress distribution of anchor socket and non-shrinkage mortar depending on wedge during earthquake.

• Journal of the Korea institute for structural maintenance and inspection
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• v.25 no.5
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• pp.15-23
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• 2021

In this paper, service life for RC(Reinforced Concrete) substructure subjective to carbonation was evaluated through deterministic and probabilistic method considering field investigation data and Design Code(KDS 14 20 40). Furthermore changes in service life with increasing COV(Coefficient of Variation) and equivalent safety index meeting the same service life were studied. From the investigation, the mean and its COV of cover depth were evaluated to 70.0 ~ 90.0 mm and 0.2, respectively. With intended failure probability of 10.0 % and 70 mm of cover depth, service life decreased to 137 years, 123 years, and 91 years with increasing COV of 0.05, 0.1, and 0.2, respectively. In the case of 80 mm of cover depth, it changes to 179 years, 161 years, and 120 years with increasing COV. The equivalent safety index meeting the same service life from deterministic method showed 1.66 ~ 3.43 for 70 mm of cover depth and 1.61 ~ 3.24 for 80 mm of cover depth, respectively. The various design parameters covering local environment and quality condition in deterministic method yields a considerable difference of service life, so that determination of design parameters are required for exposure conditions and parameter variation.