• Journal of the Computational Structural Engineering Institute of Korea
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• v.20 no.5
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• pp.511-520
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• 2007

There is a concern with worldwide deterioration of highway bridges, particularly reinforced concrete. The advantages of fibre reinforced plastic(FRP) composites over conventional materials motivate their use in highway bridges for replacement of structures. Recently, an FRP deck has been installed on a state highway, located in New York State, as an experimental project. In this paper, a systematic approach for analysis of this FRP deck bridge is presented. Multi-step linear numerical analyses have been performed using the finite element method to study the structural behavior and the possible failure mechanism of the FRP deck-superstructure system. Deck's self-weight and ply orientations at the interface between steel girders and FRP deck are considered in this study. From this research, the results of the numerical analyses were corroborated with field test results. Analytical results reveal several potential failure mechanism for the FRP deck and truss bridge system. The results presented in this study may be used to propose engineering design guideline for new and replacement FRP bridge deck structure.

• Journal of the Korea Concrete Institute
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• v.13 no.6
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• pp.593-601
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• 2001

In RC structure, sufficient anchorage of reinforcement is necessary for the member to produce the full strength. Generally, conventional standard hook is used for the reinforcement's anchorage. However, the use of standard hook results in steel congestion, making fabrication and construction difficult. Mechanical anchor offers a potential solution to these problems and may also ease fabrication, construction and concrete placement. In this paper, the required characteristics and the design considerations of mechanical anchor were studied. Also, the mechanical anchor was designed according to the requirements. To investigate the pull-out behavior and properness of mechanical anchorage, pull-out tests were performed. The parameters of tests were embedment length, diameter of reinforcement, concrete compressive strength, and spacing of reinforcements. The strengths of mechanical anchor were consistent with the predictions by CCD method. The slip between mechanical anchor and concrete could be controlled under 0.2mm. Therefore, the mechanical anchor with adequate embedment could be used for reinforcement's anchorage. However, it was observed that the strength of mechanical anchors with short spacing of reinforcements was greatly reduced. To apply the mechanical anchor in practice (e.g. anchorage of the beams reinforcements in beam-column joint), other effects that affect the mechanical anchor mechanism, such as confinement effect of adjacent member from frame action or effects of shear reinforcement, should be considered.

• Journal of the Korea Concrete Institute
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• v.26 no.2
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• pp.211-218
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• 2014

In the design of reinforced rectangular concrete beam structure, the minimum amount of flexural reinforcement is required to avoid brittle failure. KCI code is based on concept of ultimate strength and usually used as a model code. But bridge design code enacted by Ministry of land, transportation and maritime affairs in 2012 is based on concept of limit state and similar to Euro code EN 1992-2. This means that the minimum reinforcement presented in both design codes has different origination and safety margin. When rectangular concrete beams with minimum reinforcement are designed according to EN and KCI codes, the amount of minimum reinforcement specified in EN code is only 76% of that in KCI code. This makes the design engineers to be confused. In this study, flexural tests were conducted on nine beams with the two different minimum reinforcement specified in KCI and EN design codes. In results, the measured ratios of nominal strength to crack strength from the test were about 25% greater than those evaluated from the equations presented in KCI and EN codes. The EN beams having only 76% of the minimum reinforcement for the KCI beams were fractured by rupture of steel reinforcement but in ductile manner. It is confirmed that the minimum reinforcement concrete beams designed according to both codes have enough safety margin in flexural capacity and moreover in ductility.

• Journal of the korean academy of Pediatric Dentistry
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• v.36 no.2
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• pp.275-280
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• 2009

Radicular cyst is a true epithelium lined cyst formed when epithelium at the apex of a nonvital tooth is stimulated by inflammation. It is the most common type of cyst in the oral cavity, but its frequency is low in the primary dentition. Treatment of large-sized cyst aims at conservation of adjacent structure and allowance of proper eruption of the successive permanent teeth in the primary dentition. Considering these two aspects, marsupialization or enucleation following decompression is recommended as a treatment means for large-sized radicular cyst. In this case, 8-year old boy visited the pediatric dentistry department. Yonsei University Dental Hospital, with the chief complaint of pain on the lower right area. Clinical and radiographic examinations revealed periapical radiolucent lesion on #84, which had previous pulp treatment and restorated with the stainless steel crown. Dislocation of its successive tooth, #44, was also observed. #84 was extracted and sent for biopsy. Through histologic examination, it was diagnosed as radicular cyst. Following its extraction, removable space maintainer was delivered, which was also used as a decompressor. During periodic check-up for next 22 months, favorable healing of the lesion and eruption of the successive tooth were observed.

• Journal of the Korean Society of Fisheries and Ocean Technology
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• v.38 no.1
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• pp.69-78
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• 2002

In order to examine the directional suitability of the axis direction of the fishing gear against the current, the experiments were carried out at the bamboo weir in Samchunpo water area from January, 2000 to September, 2001 The results of the study are as follows: In the experimental fishing gear constructed in the "V" shape, the range between two reference piles located at the entrance was 2.5m. The direction of bamboo weir′s axis was 355.5$^{\circ}$ The length of the left wing and those from the reference pile to the starting point of a curve were 106.0m, 7.5m, respectively. The length of the right wing and those from the reference pile to the starting point of a curve were 79.0m, 10.0m, respectively. Depths around the left and right stone wall that drove the steel pile were 5.0~6.5m and 6.5~9.5m, respectively. Also, depths on the bamboo weir′s axis and around the sack were 7.0~8.0m and about 8.0m, respectively. The maximum height of stone walls at the point of the left wing, the right wing and around the sack on the bamboo weir\` axis were 3.0m, 4.7m and 4.0m, respectively, Widths of stone walls at the point of both of the wings and around the sack on the bamboo weir\`s axis were 10.0~l4.0m, 22.0~25.0m, respectively. The averaging current direction on ebb tide was measured two times and it was 169.2$^{\circ}$ but the direction had about a 6.3$^{\circ}$ difference from the bamboo weirs axis. The maximum current speed appeared two to three hours later from the time of high tide and the current speed over 80.0cm/s lasted during about two Hours on the ebb tide In the case of a straight type wing In the bamboo weir, the eddy out of the left wing was comparatively big and the current on the right side from the bamboo weir′s axis had a tendency in turning to the right wing side. But in the case of a curve type wing, the eddy and tendency reduced significantly. It was thought that the experimental fishing gear was set suitably from the result of this simulation.

• Journal of the Korean Society for Nondestructive Testing
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• v.20 no.4
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• pp.276-284
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• 2000

The acoustic emission (AE) behavior of reinforced concrete beams tested under flexural loading was investigated to characterize and identify the source of damage. This research was aimed at identifying the characteristic AE response associated with micro-crack development, localized crack propagation, corrosion, and debonding of the reinforcing steel. Concrete beams were prepared to isolate the damage mechanisms by using plain, notched-plain, reinforced, and corroded-reinforced specimens. The beams were tested using four-point cyclic step-loading. The AE response was analyzed to obtain key parameters such as the time history of AE events, the total number and rate of AE events, and the characteristic features of the waveform. Initial analysis of the AE signal has shown that a clear difference in the AE response is observed depending on the source of the damage. The Felicity ratio exhibited a correlation with the overall damage level, while the number of AE events during unloading can be an effective criterion to estimate the level of corrosion distress in reinforced concrete structures. Consequently, AE measurement characterization appears to provide a promising approach for estimating the level of deterioration in reinforced concrete structure.

• International Journal of Highway Engineering
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• v.13 no.2
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• pp.147-157
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• 2011

As a background study to apply the reliability-based resistance factors to the domestic concrete bridge design code, a comparative study is conducted for the design results and the reliability indexes obtained by adopting different resistance factor formats to yield the design strength of concrete structures. The design results which are calculated by applying the section resistance factors of the current domestic design code and the material resistance factors of Eurocode are compared for the concrete beam bridge. The reliability index is calculated by considering the uncertainties involved in material, dimension and strength equation during the design procedure to get the strength of concrete structure. Also, the sensitivity analysis is performed to figure out which design variables have great impact on the reliability index. The resistance factors of the current domestic bridge design code, AASHTO LRFD and Eurocode are applied to the bridge design for flexure and shear strength and the results show that the resistance factors of the domestic code give the largest reliability indexes. It is observed that the probabilistic distribution of the live load makes difference for the reliability index and the yield strength of reinforcing steel and the live load have great impact on the reliability of both flexural and shear strength of concrete beam through the sensitivity analysis.

• Journal of Welding and Joining
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• v.33 no.5
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• pp.53-60
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• 2015

Laser surface Melting Process is getting hardening layer that has enough depth of hardening layer as well as no defects by melting surface of substrate. This study used CW(Continuous Wave) Yb:YAG and STD11. Laser beam speed, power and beam interval are fixed at 70mm/sec, 2.8kW and 800um respectively. Hardness in the weld zone are equal to 400Hv regardless of melting zone, remelting zone overlapped by next beam and HAZ. Similarly, microstructures in all weld zone consist of dendrite structure that arm spacing is $3{\sim}4{\mu}m$, matrix is ${\gamma}$(Austenite) and dendrite boundary consists of ${\gamma}$ and $M_7C_3$ of eutectic phase. This microstructure crystallizes from liquid to ${\gamma}$ of primary crystal and residual liquid forms ${\gamma}$ and $M_7C_3$ of eutectic phase by eutectic reaction at $1266^{\circ}C$. After solidification is complete, primary crystal and eutectic phase remain at room temperature without phase transformation by quenching. On the other hand, microstructures of substrate consist of ferrite, fine $M_{23}C_6$ and coarse $M_7C_3$ that have 210Hv. Microstructures in the HAZ consist of fine $M_{23}C_6$ and coarse $M_7C_3$ like substrate. But, $M_{23}C_6$ increases and matrix was changed from ferrite to bainite that has hardness above 400Hv. Partial Melted Zone is formed between melting zone and HAZ. Partial Melted Zone near the melting zone consists of ${\gamma}$, $M_7C_3$ and martensite and Partial Melted Zone near the HAZ consists of eutectic phase around ${\gamma}$ and $M_7C_3$. Hardness is maximum 557Hv in the partial melted zone.

• Journal of the Korean Wood Science and Technology
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• v.42 no.1
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• pp.1-12
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• 2014

This study carried out life cycle assessment for evaluating environmental impacts of timber Arch-Truss bridge by using domestic Pinus rigida Miller glued-laminated timber throughout life cycle such as extraction, manufacturing, transportation, construction, use, dismantlement, transportation of waste, disposal and recycling. The life cycle GHG (GreenHouse Gas) emissions of the target bridge are 192.56 ton $CO_2$ eq. in 50 years. Especially, the life cycle GHG emissions of concrete used in the target bridge are 82.84 ton $CO_2$ eq. which accounts for 53.02% of the GWP (Global Warming Potential) in extraction and manufacturing stages. The target bridge is constructed of $116.57m^3$ of domestic Pinus rigida Miller glued-laminated timber and used timber has stored 104.72 ton $CO_2$. If an effect of carbon storage in timber is applied to the total GHG emissions of the target bridge, the GHG emissions can be reduced by 54.38%. In the case of substitution effect, if domestic Pinus rigida Miller glued-laminated timber replaces steel manufactures used in other bridge which has the same structure and life span as the target bridge, the GHG emissions in extraction and manufacturing stages can be reduced by 10.26% to 23.91%.

• Journal of the Korean Institute of Gas
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• v.14 no.2
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• pp.40-46
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• 2010

In this study, the integrated control and safety management system for a super-large LNG membrane storage tank has been presented based on the investigation and analysis of measuring equipments and safety analysis system for a conventional LNG membrane storage tank. The integrated control and safety management system, which may increase a safety and efficiency of a super-large LNG membrane storage tank, added additional pressure gauges and new displacement/force sensors at the steel anchor between an inner tank and a prestressed concrete structure. The displacement and force sensors may provide clues of a membrane panel failure and a LNG leakage from the inner tank. The conventional leak sensor may not provide proper information on the membrane panel fracture even though LNG is leaked until the leak detector, which is placed at the insulation area behind an inner tank, send a warning signal. Thus, the new integrated control and safety management system is to collect and analyze the temperature, pressure, displacement, force and LNG density, which are related to the tank system safety and leakage control from the inner tank. The digital data are also measured from measurement systems such as displacement and force of a membrane panel safety, LNG level and density, cool-down process, leakage, and pressure controls.