• The Journal of Advanced Prosthodontics
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• v.14 no.4
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• pp.223-235
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• 2022

PURPOSE. To compare the clinical outcomes of two types of implant restoration for posterior edentulous area, 3-unit bridge supported by 2 implants and 3 implant-supported splinted crowns. MATERIALS AND METHODS. The data included 127 implant-supported fixed restorations in 85 patients: 37 restorations of 3-unit bridge supported by 2 implants (2-IB), 37 restorations of 3 implant-supported splinted crowns (3-IC), and 53 single restorations (S) as controls. Peri-implantitis and mechanical complications that occurred for 14 years were analyzed by multivariable Cox regression model. Kaplan-Meier curves and the multivariable Cox regression model were used to analyze the success and survival of implants. RESULTS. Peri-implantitis occurred in 28.4% of 2-IB group, 37.8% of 3-IC group, and 28.3% of S control group with no significant difference. According to the implant position, middle implants (P2) of the 3-IC group had the highest risk of peri-implantitis. The 3-IC group showed a lower mechanical complication rate (7.2%) than the 2-IB (16.2%) and S control group (20.8%). The cumulative success rate was 52.8% in S (control) group, 62.2% in 2-IB group, and 60.4% in 3-IC group. The cumulative survival rate was 98.1% in S (control) group, 98.6% in 2-IB group, and 95.5% in 3-IC group. There was no significant difference in the success and survival rate according to the restoration type. CONCLUSION. The restoration type was not associated with the success and survival of implants. The risk of mechanical complications was reduced in 3 implant-supported splinted crowns. However, the middle implants of the 3 implant-supported splinted crowns had a higher risk of peri-implantitis.

• Journal of Korean Society of Steel Construction
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• v.21 no.1
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• pp.45-53
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• 2009

More than 40% of railway bridges on the conventional lines in Korea consist of track-on-steel plate girder (TOSPG) bridges. This type of bridge is typically designed without considering seismic loadings, as most of them were built before 1970. The seismic performance of this particular type of bridge could be upgraded through various seismic retrofit schemes, and seismic risk assessment could play a key role in decision-making on the level of the seismic retrofit. This study performed a seismic risk assessment of TOSPG bridges in Korea. The seismic damage of several crucial components of TOSPG bridges--fixed bearings, free bearings, and piers--were probabilistically estimated, and their seismic fragility curves were developed. The probability that the components would exceed their predefined limit states was also calculated by combining the fragility curves and the seismic hazard function. The analysis showed that the piers of TOSPG bridges, which are made of plain concrete without rebars, have relatively low risk against seismic loadings in Korea. This is because the mass of the superstructures of TOSPG bridges is relatively small, and hence, the seismic loading being transferred to the piers is minimal. The line-type bearings typically used for TOSPG bridges, however, are exposed to a degree of seismic risk. Among the bearings, the probability of the free-end bearings and the fixed-end bearings exceeding the slight damage state in 50 years was found to be 12.78% and 4.23%, respectively. The gap between these probability values lessened towards more serious damage states. This study could effectively provide an engineering background for decision-making activities on the seismic retrofit of railway bridges.

• Structural Engineering and Mechanics
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• v.66 no.4
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• pp.515-529
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• 2018

Multiple hazards (multihazard) conditions may cause significant risk to structures that are originally designed for individual hazard scenarios. Such a multihazard condition arises when an earthquake strikes to a bridge pre-exposed to scour at foundations due to flood events. This study estimates the impact spectrum of flood-induced scour on seismic vulnerability of bridges. Characteristic river-crossing highway bridges are formed based on the information obtained from bridge inventories. These bridges are analyzed under earthquake-only and the abovementioned multihazard conditions, and bridge fragility curves are developed at component and system levels. Research outcome shows that bridges having pile shafts as foundation elements are protected from any additional seismic vulnerability due to the presence of scour. However, occurrence of floods can increase seismic fragility of bridges at lower damage states due to the adverse impact of scour on bridge components at superstructure level. These findings facilitate bridge design under the stated multihazard condition.

• Proceedings of the KSR Conference
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• 2004.10a
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• pp.733-738
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• 2004

Recently continuous welded rail is generally used to ensure running performances and to overcome the problems such as structural vulnerability and fastener damage at the rail expansion joint. Though the use of continuous welded rail on bridge has the advantage of decreasing the vibration and damage of rail, it still the risk of buckling and breaking of rail due to change of temperature, starting and/or breaking force, axial stress concentration and so on. So, VIC code and many methods has been developed by researchers considering rail-bridge interaction. Although there are many research concerning stability of continuous welded rail about temperature change on bridge and starting and/or breaking force, the study of continuous welded mil for earthquake load is still unsufficient. In this study, the nonlinear seismic response analysis of continuous welded rail on bridge considering soil-structure interaction, geotechnical characteristic of foundation and earthquake isolation equipment has been performed to examine the stability of continuous welded rail.

• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 2006.03a
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• pp.261-268
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• 2006

This study represents results of fragility curve development for 3-span continuous bridge. To research the response of bridge under earthquake excitation, Monte Carlo simulation is performed to study nonlinear dynamic analysis. Because of limited number of real time histories from the Korean peninsula, a set of 150 synthetic time histories were generated. Fragility corves in this study are represented by lognormal distribution functions with two parameters and developed as a function of PGA. Five damage states were defined to express the condition of damage based on the actual experimental damage data of bridge column. As a result of this research, the value of damage probability corresponding to each damage state were determined. This approach may be used in constructing the fragility curves for all of bridge structure and, by extension, in constructing the seismic hazard map.

• Journal of the Korea Safety Management & Science
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• v.14 no.1
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• pp.225-233
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• 2012

The research discusses interrelationship of structural and reliability importance measures which used in the probabilistic safety assessment. The most frequently used component importance measures, such as Birnbaum's Importance (BI), Risk Reduction (RR), Risk Reduction Worth (RRW), RA (Risk Achievement), Risk Achievement Worth (RAW), Fussel Vesely (FV) and Critically Importance (CI) can be derived from two structure importance measures that are developed based on the size and the number of Minimal Path Set (MPS) and Minimal Cut Set (MCS). In order to show an effectiveness of importance measures which is developed in this paper, the three representative functional structures, such as series-parallel, k out of n and bridge are used to compare with Birnbaum's Importance measure. In addition, the study presents the implementation examples of Total Productive Maintenance (TPM) metrics and alternating renewal process models with exponential distribution to calculate the availability and unavailability of component facility for improving system performances. System state structure functions in terms of component states can be converted into the system availability (unavailability) functions by substituting the component reliabilities (unavailabilities) for the component states. The applicable examples are presented in order to help the understanding of practitioners.

• Earthquakes and Structures
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• v.25 no.6
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• pp.469-479
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• 2023

A probabilistic seismic damage analysis is an essential procedure to identify seismically vulnerable structures, prioritize the seismic retrofit, and ultimately minimize the overall seismic risk. To assess the seismic risk of multiple structures within a region, a large number of nonlinear time-history structural analyses must be conducted and studied. As a result, each assessment requires high computing resources. To overcome this limitation, we explore a deep learning-based metamodel to enable the prediction of the mean and the standard deviation of the seismic damage distribution of track-on steel-plate girder railway bridges in Korea considering the geometric variation. For machine learning training, nonlinear dynamic time-history analyses are performed to generate 800 high-fidelity datasets on the seismic response. Through intensive trial and error, the study is concentrated on developing an optimal machine learning architecture with the pre-identified variables of the physical configuration of the bridge. Additionally, the prediction performance of the proposed method is compared with a previous, well-defined, response surface model. Finally, the statistical testing results indicate that the overall performance of the deep-learning model is improved compared to the response surface model, as its errors are reduced by as much as 61%. In conclusion, the model proposed in this study can be effectively deployed for the seismic fragility and risk assessment of a region with a large number of structures.

• Journal of the Korean Society of Marine Environment & Safety
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• v.15 no.2
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• pp.127-133
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• 2009

The suspension bridge between Myodo and Gwangyang is located in the main navigation channel to Gwangyang Harbor. So, there is need for the collision protection against large vessels. In this paper, the method of risk analysis and non-linear numerical analysis are conducted to consider the ship collision effects. The results of risk analysis, the annual frequency of collapse is more than the acceptable frequency 0.0001. Therefore, as a ship collision protection, island protection with concrete block quay wall is planned. The ship collision force on the pylon is less than the lateral capacity of pylon from the nonlinear numerical analysis.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1A
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• pp.155-162
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• 2006

This study presents the seismic risk assesment for an extradosed bridge with seismic isolators of lead rubber bearings(LRB). First, the seismic vulnerability of a structure and then the seismic hazard of the site are evaluated using earthquake data set and seismic hazard map in Korea, and then the seismic risk of the structure is assessed. The nonlinear seismic analyses are carried out to consider plastic hinges of bridge columns and nonlinear characteristics of soil foundation. The ductility demand is adopted to describe the nonlinear behavior of a column, and the moment-curvature curve of a column is assumed to be bilinear hysterestic. The fragility curves are represented as a log-normal distribution function for column damage, movement of superstructure, and cable yielding. And seismic hazard is estimated using the available seismic hazard maps. The results show that the effectiveness of the seismic isolators for the columns is more noticeable than those for cables and girders, in seismic isolated extradosed bridges under earthquakes.

• Journal of the Korean Society of Marine Environment & Safety
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• v.24 no.2
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• pp.133-139
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• 2018

Keeping a proper straight route length under the marine bridge is one of the important factors for the safe passage of ships. However, according to port and harbor design standards, there is only a constant guideline of 8 times the length of the marine bridge underpass. On this study, we used the ES model to determine the ratio of risk to the route width, traffic volume, the degree of curvature of the route, and the length of the straight route in order to derive the optimal straight route distance. As a result, the risk ratio decreased by 2.27% as the route distance increased from 3L to 10L when the degree of curvature of the route was $45^{\circ}$. The risk associated with curvature was found to be 4.83% when the bending degree was changed from $0^{\circ}$ to $45^{\circ}$ in the case of 3L length. In addition, it was confirmed that the risk ratio according to the degree of curvature of the route and the straight route was reduced by 1.45% at maximum under the condition that the width of the line was 400m and the number of the vessels generated per hour was 20. It was verified that a straight route distance more than a certain length is needed depending on the congestion degree and the degree of curvature of the route when constructing the marine bridge.