• 한국산학기술학회논문지
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• 제17권10호
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• pp.13-20
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• 2016

교량은 지속적인 규모의 증가와 노후화의 확대로 인해 전산화된 관리 체계가 요구되었다. 국내외 교량관리시스템(Bridge Management System; BMS) 개발 동향 및 기능의 비교, 고찰을 통해 생애주기 관리가 가능한 ICT (Information and Communication Technology) 기반 교량 관리 체계를 제안하였다. BMS는 인터넷과 모바일이 결합된 운영 체계에 GIS 기능과 객체 기반 정보 관리 체계를 바탕으로 개발되었다. BMS는 교량의 생애주기 동안 발생되는 모든 정보의 객체 기반 정보화를 수행하여, 생애주기 성능 변화와 소요 예산의 추정을 바탕으로 중장기 관리 전략과 단기 관리 계획의 수립을 지원한다. 실제 공용중인 교량 약 6천 개소에 대한 생애주기 관리 전략 수립을 통해 의사 결정 지원을 위한 유용한 지식 정보를 도출하였다. 전국의 모든 도로교량에 적용 가능하도록 개발된 BMS는 정확한 이력 관리를 통한 성능 유지, 합리적인 예산 관리를 통한 비용 절감, 현장 정보 수집의 편의성 및 신뢰성 증진을 위해 실제적, 실용적으로 활용될 수 있을 것으로 판단된다.

• 대한인간공학회지
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• 제35권4호
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• pp.237-245
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• 2016

Objective: This study aims to introduce the bridge resource management (BRM) training courses implemented in Korea and to analyze their effectiveness in several views. Background: BRM training will be a mandatory course for crew members of ships from 2017. At this stage, it is needed to check if the BRM training courses implemented until now was effective to the Korean maritime safety and to investigate if there are more effective training methods. Method: The effectiveness of BRM training intervention in Korea was compared with that of the other countries, using Kirkpatrick's (1976) training evaluation framework. Kim (2012)'s data on the BRM training effectiveness were re-analyzed in order to check if the effects of BRM training are dependent on the bridge work experience. Results: Many BRM training courses has been opened in Korea. However, the methods to assess BRM training effects used in Korea focused on the survey of subjective satisfaction level, not investigating trainees' attitude and behavior change. On the other hand, the effectiveness of BRM training was higher to the bridge officers with long work experience than with shorter work experience. Conclusion: The contents of BRM training should be changed to effectively apply to the context of the real-world exercise and be differentiated depending on the work experience. Research on the methods to measure the BRM training effectiveness is also more required. Application: The results of this study will aid to develop the BRM training courses for bridge officers of ships in the BRM training institutions.

• 한국전산구조공학회:학술대회논문집
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• 한국전산구조공학회 2006년도 정기 학술대회 논문집
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• pp.557-564
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• 2006

Life-cycle performance and maintaining cost predictions are required for the effective management for bridges. In Korea, the importance of management of bridges has been recognized over the past two decades, resulting in the development of databases and various bridge management support tools by both government and private sectors. However, none of these tools has truly included the expected features of the bridge management system (EMS) for the next generation such as the quantification of the effects of maintenance interventions on bridge condition and safety. In this paper, a novel quantification process to simulate the life-cycle performance of steel box bridges has been developed. The process is based on the Response Surface method. Various performance-related variables aloe investigated to identify a set of significant design variables to construct the response surfaces.

• 한국산학기술학회논문지
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• 제17권11호
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• pp.128-134
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• 2016

교량관리시스템(Bridge Management System, BMS)을 활용한 교량의 생애주기 관리를 위해서는 교량의 부재별 보수보강 비용 산정이 필수적이다. 본 연구에서는 BMS에 적용 가능한 체계적인 유지관리 비용 모델의 개발을 위하여 교량을 구성하는 대표 부재를 정의하고, 대표 부재별 세부 및 대표 보수보강 공법을 도출하였다. 세부 보수보강 공법별 단가를 산정하기 위해 표준 품셈과 실적 공사비를 이용해 각 세부 보수보강 공법별 일위대가를 구성하고, 적산 프로그램을 활용하여 보수보강 단가의 갱신이 용이하도록 체계적인 절차를 제시하였다. 또한 세부 보수보강 공법별 단가와 적용 빈도를 고려해 가중 평균 형태로 대표 보수보강 공법의 평균 단가를 산정하였다. 도출된 평균 단가를 기존의 실적 비용 단가와 비교 검증하여 적정성을 검토하였다. 제안된 평균 보수보강 비용 단가는 교량 유지관리 계획 수립 단계에서 요구 예산의 타당성을 검증하거나 보수보강 실적 비용의 적정성을 검토하는 데 활용될 수 있다. 본 연구를 통해 유지관리 비용 정보의 신뢰도와 의사결정의 합리성을 증진시킬 수 있을 것으로 판단된다.

• 대한토목학회논문집
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• 제43권2호
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• pp.267-275
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• 2023

최근 30년 이상 노후화된 국내 인프라의 증가로 한정된 예산 내에서 인프라 유지관리를 위한 정확한 유지관리 비용산출과 그에 따른 적절한 예산분배의 중요성이 증대되고 있다. 이에 본 연구에서는 콘크리트 교량의 대표적인 결함과 이에 대한 보수보강 공법들을 매칭하고 유지보수에 필요한 비용을 산정하였다. 표준품셈과 BMS (Bridge Management System) 데이터 분석을 통해 교량의 보수보강 공법을 분류하였으며, 결함의 위치와 종류, 크기에 따라 결함-공법을 매칭하였다. 그리고 표준품셈을 기준으로 단위당 작업량과 물량을 계산하여 노무비, 경비, 재료비를 구분하여 산출하였다. 서울시 교량 유지보수 내역서와 비교를 통해 평균 예측 정확도가 85.1 %가 나왔으며, 결함의 간단한 조건을 통해 유지보수 비용을 파악할 수 있다. 향후 현장 조건을 고려한 장비 및 야간작업 여부를 추가하여 더 높은 유지보수 비용을 파악할 수 있을 것으로 기대된다.

• Corrosion Science and Technology
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• 제3권4호
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• pp.166-171
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• 2004

Recent developments in Bridge Management Systems (BMS) and in Life-Cycle Cost (LCC) of bridges, have raised the need for evaluation procedure of future condition (Deterioration) of a bridge. Predicting future deterioration is not an easy task due to limited past data to extrapolate from and also due to difficulty in measuring actual deterioration such as section loss of steel on an actual steel bridge. Also, increase in live load and reduction of resistance are random variables, thus a probabilistic approach should be adopted for determining the future deterioration. Due to difficulties in evaluation of future deterioration on steel bridges, accepting uncertainties within a reasonable error, a deterministic procedure using bridge condition rating can be a useful tool for projection of future condition of bridges to identify repair and maintenance needs. The object of this paper is to determine applicability of evaluating deterioration of steel bridge components based on Bridge condition ratings. Bridge condition ratings of bridge components show wide variation for bridges of same age and does not directly correlate well with the age of the bridge and/or deterioration of the bridge. High uncertainty can be reduced by breaking down the rating and by sensitivity analysis. From refined condition rating data, generalized deterioration profile of structures based on age can be derived. Examples are shown for sample bridges in USA. Approximately, 3,000 short to medium span steel bridges were listed in the inventory database. Results show wide variation of rating factors but by subdividing the Bridge condition ratings for various categories general deterioration profiles of steel bridges can be determined.

• Steel and Composite Structures
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• 제39권3호
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• pp.261-274
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• 2021

In a railway bridge, the CRTS II slab ballastless track is subjected to interlayer connection failures, such as void under slab, mortar debonding, and fastener fracture. This study investigates the influences of interlayer connection failure on the safe operation of high-speed trains. First, a train-track-bridge coupled vibration model and a bridge-track deformation model are established to study the running safety of a train passing a deformed bridge with interlayer connection failure. For each type of the interlayer connection failure, the effects of the failure locations and ranges on the track irregularity are studied using the deformation model. Under additional bridge deformation, the effects of interlayer connection failure on the dynamic responses of the train are investigated by using the track irregularity as the excitation to the vibration model. Finally, parametric studies are conducted to determine the thresholds of additional bridge deformations considering interlayer connection failure. Results show that the interlayer connection failure significantly affects the running safety of high-speed train and must be considered in determining the safety thresholds of additional bridge deformation in the asset management of high-speed railway bridges.

• 보건의료산업학회지
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• 제4권1호
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• pp.11-22
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• 2010

The purpose of this study is to approving the usefulness on Customer Satisfaction of Human Bridge. To achieve this purpose, we conduct a survey of 385 Customer to have a new operation analysis that so-called Human Bridge. The results of this study as follow. First of all, It's appeared that dependence on mass communication has a high level Because that Some 66% of the people surveyed say that they have Human Bridge operation by mass communication. Secondly, In case of satisfaction level connected with operation, some 66% of the respondents say that it is inconvenient or not at all in the Human Bridge operation and some 81% of the respondents say that it is very healthy or the same in the gum condition. On the other hand, Some 64% of the people surveyed say that it is inconvenient or extra comfortable in the masticate their's food well. Thirdly, In case of the level of teeth shaking, Some 90% of the people surveyed say that it is no change or small to contrast beginning, and in aesthetic satisfaction after operation, a surprising 93% of the people surveyed say that it is satisfaction.

• 디지털산업정보학회논문지
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• 제11권1호
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• pp.9-18
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• 2015

Numerical analysis of PSC box bridge bearings for high speed KTX train vehicles has been carried out as a virtual simulation for Ubiquitous Technology. Improved numerical models of bridge, vehicle and interaction between bridge and train are considered, where bending and torsional modes are provided, whereas the exist UIC code is applied by the simplified HL loading. Dynamic and static analysed results are compared to get Dynamic Amplification Factors (D. A. F.) for maximum deflections and bending stresses up to running speed of 500 km/h. Equation from the regression analysis for the D. A. F. is presented. Sliding distance of the bearings for various KTX running speeds is compared with maximum and accumulated distances by the dynamic behaviors of PSC box bridge. Dynamic and static simulated sliding distances of the bearings according to the KTX running speed are proved as a major parameter in spite of the specifications of AASHTO and EN1337-2 focused on the distance by temperature variations.

• 한국안전학회지
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• 제29권2호
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• pp.38-44
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• 2014

When a cable-stayed bridge is under construction, the cable tension that changes according to the construction phase is the index indicating the proper construction management. In this study, the vibration method using the least-square estimation has been implemented to monitor changing tensions of two multi-strand cables of a cable-stayed bridge under construction. The test bridge is Hwamyung Bridge in Korea with a prestressed concrete box girder. The field tests are executed during the second tensioning stage just after the installation of the key segment. The tensions of two cables are measured before and after the tensioning and 5 days later (i.e., after finishing the tensioning of all cables). The accuracy of the estimated tensions by the vibration method has been improved by employing proper effective lengths of the cables. The measured tensions are compared with the result of the lift-off tests and design tensions. The vibration method shows very good performance in monitoring the changing tensions according to the construction phase with minimal error.