• Ecology and Resilient Infrastructure
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• v.7 no.4
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• pp.336-344
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• 2020

The prediction and evaluation of driftwood accumulation around river-crossing structures are essential because driftwood accumulation increases during flood disasters. In this study, the driftwood accumulation and behavior around bridge piers were evaluated via a numerical model that could be employed to analyze three-dimensional turbulent flow and driftwood motion. The moving particle semi-implicit-based model for driftwood motion was sensitive to the number of spheres. The numerical results showed that the approach velocity and the ratio of driftwood length to pier width were the key factors influencing driftwood accumulation, whereas the driftwood density had only a minor influence. Overall, it is expected that this study will contribute to the development of improved risk evaluation indexes for assessing driftwood accumulation around river-crossing structures.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3A
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• pp.323-330
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• 2008

The ship collision analysis of steel pile group as protection system of bridge in navigable waterways was performed to analyze the structural characteristics of protective structure during ship collision. The analysis encompassed finite element modeling of ship and pile, modeling of material non-linearity, hard impact analysis, displacement-based analysis and soft impact analysis for collision scenarios. Through the analysis of hard impact with a rigid wall, impact load for each collision type of ship bow was estimated. In the displacement-based analysis the estimate of energy which protection system can absorb within its maximum horizontal clearance so as to secure bridge pier from vessel contact during collision was performed. Soft impact analysis for various collision scenarios was conducted and the collision behaviors of vessel and pile-supported protection system were reviewed for the design of protection system. The understanding of the energy dissipation mechanism of pile supported structure and colliding vessel would give us the optimized design of protective structure.

• Journal of the Korea Concrete Institute
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• v.15 no.5
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• pp.705-714
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• 2003

Even though Korean peninsula is located in regions of moderate seismic risks, current seismic design provisions of the roadway bridge design code have adopted the AASHTO code which is based on the requirements for high seismic regions. The objective of this research is to investigate the seismic performance of circular reinforced concrete (RC) bridge piers with limited ductility, which may be desirable in low or moderate seismic regions, such as in Korea. Four test specimens were designed and constructed. The reference specimen was designed with longitudinal steel ratio as 1.01% and the confinement reinforcement ratio as 0.13% without considering earthquake, and three other test specimens were designed in accordance with a limited-ductility concept as 0.3% for the confinement steel ratio. This confinement ratio is 0.32 times of minimum lateral reinforcement specified in current seismic design provisions, and 2.3 times of lateral reinforcement required in nonseismic design provisions. The pseudo-dynamic test was carried out to evaluate the seismic performance of full-scale specimens in size of 1.2m diameter and 4.8m height. Judging from the experiment, the reference specimen was not satisfactory for the demand displacement ductility ${\mu}$=5.0, but three limited-ductility specimens appeared to have the displacement ductility of more than 5.

• Journal of the Korea Concrete Institute
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• v.16 no.3 s.81
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• pp.357-367
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• 2004

In this paper, the effect of cumulative damage for reinforced concrete bridge piers subjected to both single and multiple earthquakes is investigated. For this purpose, selected are three set of accelerograms one of which represents the real successive input ground motions, recorded at the same station with three months time interval. The analytical predictions indicate that piers are in general subjected to a large number of inelastic cycles and increased ductility demand due to multiple earthquakes, and hence more damage in terms of stiffness degradation is expected to occur. In addition, displacement ductility demand demonstrates that inelastic seismic response of piers can significantly be affected by the applied input ground motion characteristics. Also evaluated is the effect of multiple earthquakes on the response with shear. Comparative studies between the cases with and without shear indicate that stiffness degradation and hence reduction in energy dissipation capacity of piers are pronounced due to the multiple earthquakes combined with shear. It is thus concluded that the effect of multiple earthquakes should be taken into account for the stability assessment of reinforced concrete bridge piers.

• Journal of Korea Water Resources Association
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• v.36 no.2
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• pp.273-284
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• 2003

In this paper, the reasons of damages and the case study are review in which bridge pier with debris accumulation, and safety Influence factors by debris around the bridge piers are review. Also experiment Is conducted for the characteristic of flow around piers by different area and angle of debris and the basic characteristics was review for safe design of bridge and embankments. As result of review of several standards of design, hydraulic structure's freeboard is simply decided by discharge, so it needs more detail standards. And as result of experiment, in the case of that water depth is deep and velocity is slow, variation of water depth Is more increase as increasing of debris. Therefore the variation regime of flow characteristics like velocity and water depth by debris is more large in the stream of small or medium size, which streams have large water depth and slow velocity so Froude Number Is expressed as small in the flood. Also when Froude Number is about 0.5, the water elevation is over freeboard in the standard if the debris over 20%. Therefore when hydraulic structure is constructed in the stream of small or medium size, it need to conduct more detail experiments about influence of debris, distribution of velocity and variation of elevation, and than the more safe freeboard will be presented using the experimental results.

• Steel and Composite Structures
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• v.47 no.1
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• pp.91-102
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• 2023

To study the evaluation standard and control limit of mortar filling layer void length, in this paper, the train sub-model was developed by MATLAB and the track-bridge sub-model considering the mortar filling layer void was established by ANSYS. The two sub-models were assembled into a train-track-bridge coupling dynamic model through the wheel-rail contact relationship, and the validity was corroborated by the coupling dynamic model with the literature model. Considering the randomness of fastening stiffness, mortar elastic modulus, length of mortar filling layer void, and pier settlement, the test points were designed by the Box-Behnken method based on Design-Expert software. The coupled dynamic model was calculated, and the support vector regression (SVR) nonlinear mapping model of the wheel-rail system was established. The learning, prediction, and verification were carried out. Finally, the reliable probability of the amplification coefficient distribution of the response index of the train and structure in different ranges was obtained based on the SVR nonlinear mapping model and Latin hypercube sampling method. The limit of the length of the mortar filling layer void was, thus, obtained. The results show that the SVR nonlinear mapping model developed in this paper has a high fitting accuracy of 0.993, and the computational efficiency is significantly improved by 99.86%. It can be used to calculate the dynamic response of the wheel-rail system. The length of the mortar filling layer void significantly affects the wheel-rail vertical force, wheel weight load reduction ratio, rail vertical displacement, and track plate vertical displacement. The dynamic response of the track structure has a more significant effect on the limit value of the length of the mortar filling layer void than the dynamic response of the vehicle, and the rail vertical displacement is the most obvious. At 250 km/h - 350 km/h train running speed, the limit values of grade I, II, and III of the lengths of the mortar filling layer void are 3.932 m, 4.337 m, and 4.766 m, respectively. The results can provide some reference for the long-term service performance reliability of the ballastless track-bridge system of HRS.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.2
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• pp.281-290
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• 2022

In Korea, the number of national facilities for which a safety inspection is mandatory is increasing, and a safer safety inspection method is needed. This study aimed to increase the efficiency of the bridge safety inspection by enabling rapid exterior inspection while securing the safety of inspectors by using drones to perform the safety inspections of bridges, which had mainly relied on visual inspections. For the research, the Youngjong Grand Bridge in Incheon was selected as a test bed and was divided into four parts: the warren truss, suspension bridge main cable, main tower, and pier. It was possible to establish a five-step standard procedure for drone safety inspections. The step-by-step contents of the standard procedure obtained as a result of this research are: Step 1, facility information collection and analysis, Step 2, analysis of vulnerable parts and drone flight planning, Step 3, drone photography and data processing, Step 4, condition evaluation by external inspection, Step 5, building of external inspection diagram and database. Therefore, if the safety inspections of civil engineering facilities including bridges are performed according to this standard procedure, it is expected that these inspection can be carried out more systematically and efficiently.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.36 no.3
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• pp.173-184
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• 2023

Presently, the general seismic fragility evaluation method for a bridge system composed of member elements with different nonlinear behaviors against strong earthquakes has been to evaluate at the element-level. This study aims to develop a system-level seismic fragility evaluation method that represents a structural system. Because the seismic behavior of bridges is generally divided into transverse and longitudinal directions, this study evaluated the system-level seismic fragility in both directions separately. The element-level seismic fragility evaluation in the longitudinal direction was performed for piers, bridge bearings, pounding, abutments, and unseating. Because pounding, abutment, and unseating do not affect the transverse directional damages, the element-level seismic fragility evaluation was limited to piers and bridge bearings. Seismic analysis using nonlinear models of various structural members was performed using the OpenSEES program. System-level seismic fragility was evaluated assuming that damage between element-levels was serially connected. Pier damage was identified to have a dominant effect on system-level seismic fragility than other element-level damages. In other words, the most vulnerable element-level seismic fragility has the most dominant effect on the system-level seismic fragility.

• Proceedings of the Korean Geotechical Society Conference
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• 1999.03a
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• pp.185-192
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• 1999

It had found that, as a result of cross-hole tonic logging test, concrete was not filled partially within the bottom 2.0 m of the large diameter (Ø= 2,500mm) rock socketed pile, MP20-P11(socket diameter (Ø= 2,200mm), which was a pile among piles group supporting a pier of Kwangan Grand Bridge. The pile was repaired by the combined cement grout injected through the pipes for the cross-hole sonic logging test and the bore holes for core samples. A month after the cement grouting, repairing was checked by coring and cross-hole sonic logging then 3 times of grouting and 2 times of coring were, in turns, peformed, then repairing was completed successfully. The vertical compressive capacity of the repaired large diameter socketed pile was evaluated by several formulas and software ROCKET, and was more conservative than design load (1,882 ton) of MP20-P11. It is expected that, in the case of the battered socketed piles, it could be more reasonable to analyze the behaviors of a battered pile using 3-D model. A 3-D analysis will be peformed in the future study.

• Proceedings of the Korea Water Resources Association Conference
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• 2005.05b
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• pp.1138-1142
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• 2005

The tidal river is a river affected by tide, which causes the water level to rise and fall two times everyday periodically. The local velocity across the river could be very fast because of the cross-sectional characteristics of the river even though it's not a rainy season. Therefore extreme local scour could take place around hydraulic structures such as piers and caissons due to backward flow velocity. For the construction of pier foundation of Ilsan-bridge In the Han River, the field observations were performed to get the velocity and water level. The numerical analysis was performed by HEC-RAS(UNET). The relationship between measured maximum velocity and calculated mean velocity is achieved, which is used to estimate the velocity and water level as the construction is proceeding. Countermeasures for scour were designed with the results of the hydraulic analysis to avoid potential damage during construction work. According to the results of monitoring, the velocity increase after temporary road embankment was negligible, from which it is considered that the degradation of main channel compensated for the constriction of cross-section by embankment.