• Journal of the Korean Society for Railway
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• v.13 no.5
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• pp.521-527
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• 2010

The Paved Track is applied to reduce maintenance cost of conventional line. The Paved Track could be used in all types of lines including earthwork, bridge, tunnel and turnout sections. In case of earthwork section, the construction joint is the most critical factor to track durability. The construction joint does not affect to the track structure directly, but the gap due to discontinuity of slabs may affect to the long-term serviceability. To evaluate this problem, the accelerated track test has been performed on the construction joint and the middle part to of the real scale Paved Track. The purpose of this test is that evaluate the vulnerability of construction joint section comparing the trends of settlement and earth pressure under repeated loads of construction joint with those of the middle slab part.

• Journal of Korean Society of Steel Construction
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• v.20 no.1
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• pp.9-20
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• 2008

It is important to increase the economy and efficiency of the diaphragm of the steel box girder bridge design. In this study, an experimental test is performed in a 4-span steel box girder bridge, which was under constructed according to the dead load of slab concrete and vehicle load. The test result is analyzed to verify the stress distribution of the diaphragm and the middle span. Next, stresses on the vertical stiffener are analyzed according to height. Stresses on the diaphragm with equal height are arranged respectively. Also, the stress distribution of the diaphragm and the middle span. Next, stress on the vertical stiffeners are analyzed according to height. Stresses on the diaphragm with equal height are arranged respectively. Also, the vertical stiffeners in the diaphragm was studied, and using the analyzed results, the proper length of the ratio of vehicle load with curing concrete to vehicle load with asphalt is calculated in each part of the steel box girder bridge. The results provide data that serve as basis for an economical and efficient design for the steel box girder bridge diaphragm.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.498-501
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• 2006

R.C. Rahmen bridges have been widely constructed in the location of interchange or narrow road crossing. In addition, skewed or curved rahmen bridges are mostly constructed in comparison with normal rahmen bridges for the purpose of maintaining the route of road or considering the beauty of bridge. However, due to the functional characteristics, rahmen bridges are sustained under the direct vehicle loads and the side directional earth pressure so that the stress concentration with respect to the geometrical eccentricity can be occurred if rahmen bridges are constructed in large amount of skew. In this investigation, the behavior of skewed rahmen bridges which is located in curved route has been analysed to investigate the additional effects on the change of stress concentration. As a result, it is judged that the stress of curved rahmen bridges is more concentrated than the stress of straight rahmen bridges in the region of obtuse angle. However, in the middle of slab, the curve does not affect on the stress concentration.

• Magazine of the Korean Society of Agricultural Engineers
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• v.41 no.5
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• pp.104-105
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• 1999

This study was performend to examine Poisson's ration of polymer-modified asphalt concrete due to temperature variatino . Asphalt binder used in this study was an AC85-100, penetration grade of 85-100, and polymer for modifying asphalt were domestic LDPE(Low-density polyethylene) and SBS(Styrene-butadiene-styrene). Aggregate was a crushed gneiss which was most widely used in the middle part of Korea. Using these materias, asphalt mixture slab(340mm$\times$240mm$\times$80mm) with optimum asphalt content from mix design was made and cut into square pillar (80mm$\times$80mm$\times$160mm). Poisson's ration was measured in various temperture (-15$^{\circ}C$, -1$0^{\circ}C$, -5$^{\circ}C$,$0^{\circ}C$,5$^{\circ}C$,1$0^{\circ}C$ and 2$0^{\circ}C$) under the load of one axis repeated compression mode. Poisson's ration of normal asphalt polymer modified asphalt mixtures in normal temperatures. This indicated that AP mixture was more susceptible to temperature effects. From regression aalysis of experimental results, the difference of Poisson's ration between normal and low temperature showed that polymer modified asphalt mixture were lower than AP mixture except for SBS modified asplat mixture.

• Journal of the Korean earth science society
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• v.30 no.4
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• pp.427-443
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• 2009

Cretaceous intrusive and extrusive rocks in the southwestern part of the Yeongnam Massif are possibly the result of intensive magmatism which occurred in response to subduction of the Pacific plate beneath the northeast portion of the Eurasian plate. Geochemical and petrological study on the granitic rocks were carried out in order to constrain the petrogenesis of the granitic magma and to establish the paleotectonic environment of the area. Whole rock chemical data of the granitic rocks from the study area indicate that all the rocks have characteristics of calc-alkaline series in the subalkaline field. The overall geochemical features show systematic variations in each granitic body, but the source materials of each granitic body are thought to have been different in their chemical composition. The granodiorites distributed around Donggyori in the Bognae area (DGd) are different from other granitic rocks within the study area in the contents and differentiation trends of $Al_2O_3$ and MgO as well as in the contents of the trace elements such as Ba, Sr, Pb, Ni, Cr and Y DGd have geochemical features similar to slab-derived adakites such as high $Al_2O_3$, Sr contents and high Sr/Y, La/Yb ratios, but low Y and Yb contents. The major and trace element contents of the DGd fall well within the adakitic field, whereas other Cretaceous granites in the study area are plotted in the island arc ADR area in Sr/Y vs. Y diagram. On the ANK vs. A/CNK and tectonic discrimination diagrams, parental magma type of the granites corresponds to I-type and volcanic arc granite (VAG). Interpretations of the chemical characteristics of the granitic rocks favor their emplacement in a compressional tectonic regime at continental margin during the subduction of Pacific plate. The geochemical and tectonic features reveal that adakite-like signatures of the DGd were generated by the interaction of mantle peridotite and subducted slab-derived adakitic melts (caused by the thermal effect of ridge subduction), and which slightly modified by crustal contamination during emplacement.

• International Journal of Highway Engineering
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• v.6 no.2 s.20
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• pp.47-59
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• 2004

The temperature variation of concrete pavement at early-age significantly affects the initiation and propagation of its early-age cracks. This implies that the measurement and analysis of early age temperature trend are necessary to examine the causes of early age cracks in the concrete pavement. In this study, it is investigated how the early age temperature trend in concrete pavement affects the random crack initiation and behaviors of saw-cut joints using the actual construction site which is located at the KHC test road. During 72 hours after placing the concrete pavement, the ambient air temperature and temperatures at the top, middle, and bottom in concrete pavement were measured and the random crack initiation in concrete slabs and early age behaviors in the joints were surveyed. The investigation results indicate that the first random crack was initiated at one of the slabs placed in the early morning which have higher temperature changes during early 72 hours. The movement of slab was influenced by the early-age crack in the joint. It suggested that the different occurrence time of the cracks in the joint had an influence on the behavior of the cracks. Besides, the slab constructed In the morning had higher possibility of crack initiation than that in the afternoon. The rarely occurred cracks had bigger gap than other cracks.

• Korean Journal of Digital Imaging in Medicine
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• v.13 no.2
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• pp.83-90
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• 2011

To prospectively determine the diagnostic performance a combination of standard bolus-chase magnetic resonance (MR) angiography and MR angiography with time-resolved imaging of contrast kinetics (TRICKS) for depicting severity of the head and neck vascular diseases. Over a period of two months, A total of 100 patients(average ages : $50{\pm}8$, male : 60, female : 40) with head and neck vascular diseases were performed on the GE excite 3.0 T units with 8-channel head coil and 4-channel NV coil. Imaging parameters for a typical study were as follow: SBC(TR/ TE/ FA/ SliceThicken./ Slab/ Freq./ FOV/ BW/Scan Time) = 5.4/ min/ 30/ 2/ zip2/ 70/ $224{\times}448$/ 30/ 62.50/ 28, TRICKS(TR/ TE/ FA/ Slice Thicken/Slab/ Freq./ FOV/ BW/ Temp Res./ Scan Time = 3.6/ min/ 25/ 4/ 30/ $160{\pm}384$, zip512/ 30/ 100/ 1 to 1.5/ 23). The analysis of all MR images, which have respect-ively classified two techniques into some diseases. The results of the former were divided into two groups(SBC, TRICKS)with 4 grading of two reader, respectively. Wilcoxon signed rank test was used to determine if a significant difference between imaging techniques existed(p < 0.05). In 33 of 100 patients, arterio-venous malformation was 11% at TRICKS, subclavian vein stenosis : 8%, fistular sinus : 4%, jugular vein stenosis:6%, Middle Cerebral Artery bypass surgery : 4%, p < 0.05). The rest of 67 patients were considered as the results of SBC(14% in the basilar artery stenosis, carotid stenosis : 16%, vertebral stenosis : 17%, central neuro-cytoma : 5%, meningioma : 5%, Not appliable : 10%, p < 0.05). Sensitivity and specificity of TRICKS MR angiography in SVS, FS, JVS, MCABS were improved compared with those at standard MR angiography. In SBS MR angiography which were improved in BAS, CS, VS, CN, Meningioma. In conclusion, TRICKS MR angiography of the SVS, FS, JVS, MCABS is superior to standard MR angiography regarding the number of diagnostic grading. The SBS MR angiography were improved in BAS, CS, VS, CN, Meningioma. and assessment of the degree of luminal narrowing on both TRICKS and SBS.

• Journal of the Korea institute for structural maintenance and inspection
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• v.23 no.3
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• pp.143-149
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• 2019

In this study, a U-shape composite beam was developed to be effectively used for a steel parking lot which is 8m or lower in height. When the U-shape composite beam was applied to a steel parking lot, essential considerations were story-height and long-span. In addition, due to the mixed structural system with reinforced concrete and steel material, the U-shape composite beam needed to have a structural integrity and reliable performance over demand capacity. The main objective of this study was to investigate the performance of the structure consisting of the reinforced concrete (RC) slab and U-shape beam. A U-shape composite beam generally used at a parking lot served as a control specimen. Four specimens were tested under four-point bending. To calculate theoretical values, strain gauges were attached to rebar, steel plate, and concrete surface in the middle of the specimens. As the results, initial yielding strength of the control specimen occurred at the bottom of the U-shaped steel. After yielding, the specimen reached the maximum strength and the RC slab concrete was finally failed by concrete crush due to compressive stress. The structural performance such as flexural strength and ductility of the specimen with the increased beam depth was significantly improved in comparison with the control specimen. Furthermore, the design of the U-shape composite beam with the consideration of flexural strength and ductility was effective since the structural performance by a negative loading was relatively decreased but the ductile behavior was evidently improved.

• Steel and Composite Structures
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• v.21 no.5
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• pp.1157-1182
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• 2016

A newly puzzle shape of crestbond rib shear connector is a type of ductile perfobond rib shear connector. This shear connector has some advantages, including relatively easy rebar installation and cutting, as well as the higher shear resistance strength. Thus, this study proposed a newly puzzle shape of crestbond rib with a "${\mho}$" shape, and its shear resistance behaviors and shear strengths were examined using push-out tests. Five main parameters were considered in the push-out specimens to evaluate the effects of shear resistance parameters such as the dimensions of the crestbond rib, transverse rebars in the crestbond dowel, concrete strength, rebar strength, and dowel action on the shear strength. The shear loading test results were used to compare the changes in the shear behaviors, failure modes, and shear strengths. It was found that the concrete strength and number of transverse rebars in the crestbond rib were significantly related to its shear resistance. After the initial bearing resistance behavior of the concrete dowel, a relative slip occurred in all the specimens. However, its rigid behavior to shear loading decreased the ductility of the shear connection. The cross-sectional area of the crestbond rib was also shown to have a minor effect on the shear resistance of the crestbond rib shear connector. The failure mechanism of the crestbond rib shear connector was complex, and included compression, shear, and tension. As a failure mode, a crack was initiated in the middle of the concrete slab in a vertical direction, and propagated with increasing shear load. Then, horizontal cracks occurred and propagated to the front and rear faces of the specimens. Based on the results of this study, a design shear strength equation was proposed and compared with previously suggested equations.

• Magazine of the Korea Concrete Institute
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• v.6 no.5
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• pp.140-148
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• 1994

RCI 318-8!4 recommends that when the specified cornpresslve strength of concrete In a column is greater than 1.4 times thdt spec~f~ed for a floor svsttm. top surface of the colunm concrete shall extend 2ft(600mm) into the slab from the face of colurnn to avoid unexpected brittle failure. Six test specimens were cast arid tested on 2/3 scale frame specmiens havlng different extension distances and compressive strength of concrete as the major variables. The paper discusses the performance of the frames in terms of ductility and also presents the assessment of the ACI 318-89 provisions.The test results showed that the ductility index were incrrased with increasing of compressive strength of concrete and extension distance. And top surface of the column concrete should extend 2h(h overall depth of beam) into the beam from the face of the column to avoid unexpected brittle failure in frame.