• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3B
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• pp.315-321
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• 2008

Recently, in the light of environments and utilization, countermeasures to preserve beaches in coastal area are required without depending on such as jetties and breakwaters. The necessity of integrated sand management including not only coastal sediment but also sediment discharge from hinterland rivers is increased so as to establish long-term counterplan for sediment transport. In this regard, the following subjects are examined in this study; efficient ways for discharged sand to be transported from a river to the neighboring coast, the river terrace occurrence and its growth at the river delta, measures to improve storage efficiency of the discharged sand and measures to prevent the sand resources from being discharged into the deep sea during flooding. In recent, A jetty of 260 m length was constructed at Namdae River mouth in the year of 2005 as a countermeasure against the occurrence of sand-bar at river mouth and its close. In this study, a series of numerical experiments were carried out to investigate the characteristics of sediment transport and morphological change due to the construction of jetty at the entrance of Namdae River mouth. Firstly, The sand discharge from Namdae River is quantified by one-dimensional numerical analysis assuming the mixed sand of three different particle diameters. Then, in order to understand the transport behavior of the sand discharge from river and river mouth phenomena the numerical experiments were then conducted to examine the flow behaviors of river efflux and wind generated circulations in coastal area. And, after establishing the numerical model system, which predicts the sea bed changes obtained from the flux model combining with the wave propagation, wave-induced currents and sediment transport models, the sediment transport in the vicinity of Namdae River mouth is analyzed.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4D
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• pp.593-600
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• 2006

Joint opening of jointed concrete pavement is caused by change in temperature and humidity of adjoined slab. The magnitude of joint opening influences on the load-transfer-efficiency and the behavior of sealant. If temperature or humidity decreases, joint opening increases. Generally maximum joint opening of a given joint is predicted by using AASHTO equation. While different magnitudes of joint opening at the individual joints have been observed in a given pavement section, AASHTO equation is limited to predict average joint opening in a given pavement section. Therefore the AASHTO equation may underestimate maximum joint for the half of joint in a given pavement section. Joints showing larger opening than the designed may experience early joint sealant failure, early faulting. Also unexpected spalling may be followed due to invasion of fine aggregate into the joints after sealant pop-off. In this study, the variation of the joint opening in a given pavement section was investigated based on the LTPP SMP data. Factors affecting on the variation are explored. Finally a probabilistic joint opening model is developed. This model can account for the reliability of the magnitude of joint opening so that the designer can select the ratio of underestimated joint opening.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5D
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• pp.831-838
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• 2006

An experimental/analytic study has been conducted to understand the adverse effects of low vehicle speed, high axle load and high tire pressure on the performance of asphalt pavements. Of 33 asphalt sections at KHC test road, two sections having different base layer thickness (180 mm versus 280 mm) are adopted for rollover tests. During the test, a standard three-axle dump truck maintains a steady state condition as moving along the wheel path of a passing lane, and lateral offsets and real travel speed are measured with a laser-based wandering system. Test results suggest that vehicle speed affects both longitudinal and transverse strains at the bottom of asphalt layer (290 mm and 390 mm below the surface), and even slightly influences the measured vertical stresses at the top of subbase and subgrade due to the dynamic effect of rolling vehicle. Since the anisotropic nature of asphalt-aggregate mixtures, the difference between longitudinal and transverse strains appears prominent throughout the measurements. As the thickness of asphalt pavement increases, the measured lateral strains become larger than its corresponding longitudinal strains. Over the limited testing conditions, it is concluded that higher axle weight and higher tire pressures induce more strains and vertical stresses, leading to a premature deterioration of pavements. Finally, a layered elastic analysis overestimates the maximum strains measured under the 1st axle load, while underestimating the maximum vertical stress in both pavement sections.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.6A
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• pp.1013-1022
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• 2006

Although the cable-stayed bridges with two I-type girders inherently do not have good aerodynamic characteristics, a lot of the bridges with this type girders are constructed in Korea recently because of an economical merit. This paper investigated the aerodynamic characteristics of the cable-stayed bridges with two I-type girders. Section model tests were conducted in order to investigate the aerodynamic behaviors of this section with varying of the angles of attack, turbulence intensity and damping ratios. Two deck section configurations with different torsional stiffness were studied under construction and after completion respectively. Three types of the fairings were investigated to improve the aerodynamic characteristics of the bridges. The result of this study showed that the traditional section model test in uniform flow estimates the aerodynamic behavior rather pessimistically. The wind induced responses of the bridges were severely varied in accordance with the turbulence intensity and the structural damping ratio. The proposed fairing reduced the magnitude of the vortex-shedding vibrations and buffeting responses. It also increased the wind speed at which flutter occurs. It is expected that these investigations would provide a lot of information for the design of the cable stayed bridges with two I-type girders regarding wind resistance.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.2A
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• pp.301-310
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• 2006

Carbon fiber reinforced polymer (CRFP) materials are well suited to the rehabilitation of civil engineering structures due to their corrosion resistance, high strength to weight ratio and high stiffness to weight ratio. Their application in the field of the rehabilitation of concrete structures is increased due to the vast number of bridges and buildings in need of strengthening. However, RC members, strengthened with externally bonded CFRP plates, happened to collapse before reaching the expected design failure load. Therefore, it is necessary to develop the new strengthening method to overcome the problems of previous bonded strengthening method. This problems can be solved by prestressing the CFRP plate before bonding to the concrete. In this study, a total of 21 specimens of 3.3 m length were tested by the four point bending method after strengthening them with externally bonded CFRP plates. The CFRP plates were bonded without prestress and with various prestress levels ranging from 0.4% to 0.8% of CFRP plate strain. All specimen with end anchorage failed by a plate fracture regardless of the prestress levels while the specimen without end anchorage failed by the separation of the plate from the beam due to premature debonding. The cracking loads was proportionally related to the prestress levels, but the maximum loads of specimens strengthened with prestressed CFRP plates were insignificantly affected by the prestress levels.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.29 no.6D
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• pp.719-726
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• 2009

In this study, a series of push-off tests for lean concrete, aggregate, asphalt subbases mainly used in Korea were performed to investigate the friction characteristics between the slab and subbase layers. Use of separation membrane and wet condition of subbase were other parameters in the tests. Horizontal displacements of the slabs and friction coefficients were measured at 1st loading, stable condition (2nd and 3rd loadings), and wet condition (4th loading) by applying 40mm/hour horizontal loadings. Larger maximum friction coefficients were measured in order of the lean concrete, asphalt, aggregate, and subbases using the separation membrane at 1st loading, and in order of the asphalt, aggregate, lean concrete, and subbases using the separation membrane at stable and wet conditions. The friction coefficients of the aggregate and asphalt subbases which did not used the separation membrane decreased by the wet condition while the subbases using the separation membrane were not affected. Additional push-off tests for effects of slab thickness and temperature sensitivity of asphalt will be performed. And, effects of the friction characteristics between the slab and subbase layers on behavior and performance of concrete pavements will be investigated by structural analyses using the test results.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.5A
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• pp.699-707
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• 2008

For most structural evaluation of bridge integrity, it is very important to measure the geometric profile, which is a major factor representing the global behavior of civil structures, especially bridges. In the past, because of the lack of appropriate methods to measure the deflection profile of bridges on site, the measurement of deflection has been restricted to just a few discrete points along the bridge, and the measuring points have been limited to the locations installed with displacement transducers. Thus, some methods for predicting the static deflection by using fiber optic strain sensors has been applied to simply supported bridges. In this study, a method of estimating the static deflection profile by using strains measured from suspension bridges was proposed. Based on the classical deflection theory of suspension bridges, an equation of deflection profile was derived and applied to obtain the actual deflection profile on Namhae suspension bridge. Field load tests were carried out to measure strains from FBG strain sensors attached inside the stiffening girder of the bridge. The predicted deflection profiles were compared with both precise surveying data and numerical analysis results. Thus, it is found that the equation of predicting the deflection profiles proposed in this study could be applicable to suspension bridges and the FBG strain sensors could be reliable on acquiring the strain data from bridges on site.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.6A
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• pp.799-808
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• 2008

The analysis of vehicular loads reflecting the domestic traffic circumstances is necessary for the development of adequate design live load models in the analysis and design of cable-supported bridges or the development of fatigue load models to predict the remaining lifespan of the bridges. This study intends to develop an ANN(artificial neural network)-based Bridge WIM system and Influence line-based Bridge WIM system for obtaining information concerning the loads conditions of vehicles crossing bridge structures by exploiting the signals measured by strain gauges installed at the bottom surface of the bridge superstructure. This study relies on experimental data corresponding to the travelling of hundreds of random vehicles rather than on theoretical data generated through numerical simulations to secure data sets for the training and test of the ANN. In addition, data acquired from 3 types of vehicles weighed statically at measurement station and then crossing the bridge repeatedly are also exploited to examine the accuracy of the trained ANN. The results obtained through the proposed ANN-based analysis method, the influence line analysis method considering the local behavior of the bridge are compared for an example cable-stayed bridge. In view of the results related to the cable-stayed bridge, the cross beam ANN analysis method appears to provide more remarkable load analysis results than the cross beam influence line method.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.6B
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• pp.709-721
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• 2008

This paper is to test the applicability of ModKIMSTORM (Modified KIneMatic Wave STOrm Runoff Model) by applying it to Namgangdam watershed of $2,293km^2$. Model inputs (DEM, land use, soil related information) were prepared in 500 m spatial resolution. Using five typhoon events (Saomi in 2000, Rusa in 2002, Maemi in 2003, Megi in 2004 and Ewiniar in 2006) and two storm events (May of 2003 and July of 2004), the model was calibrated and verified by comparing the simulated streamflow with the observed one at the outlet of the watershed. The Pearson's coefficient of determination $R^2$, Nash and Sutcliffe model efficiency E, the deviation of runoff volumes $D_v$, relative error of the peak runoff rate $EQ_p$, and absolute error of the time to peak runoff $ET_p$ showed the average value of 0.984, 0.981, 3.63%, 0.003, and 0.48 hr for 4 storms calibration and 0.937, 0.895, 8.08%, 0.138, and 0.73 hr for 3 storms verification respectively. Among the model parameters, the stream Manning's roughness coefficient was the most sensitive for peak runoff and the initial soil moisture content was highly sensitive for runoff volume fitting. We could look into the behavior of hyrologic components from the spatial results during the storm periods and get some clue for the watershed management by storms.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.5B
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• pp.559-573
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• 2008

In this study, we newly proposed 3-D nonlinear wave driver utilizing the Navier-Stokes Eq. the numerical integration of which is carried out using SPH (Smoothed Particle Hydrodynamics), an internal wave generation with the source function of Gaussian distribution and an energy absorbing layer. For the verification of new 3-D nonlinear wave driver, we numerically simulate the sloshing problem within a parabolic water basin triggered by a Gaussian hump and uniformly inclined water surface by Thacker (1981). It turns out that the qualitative behavior of sloshing caused by relaxing the external force which makes a free surface convex or uniformly inclined is successfully simulated even though phase error is visible and an inundation height shrinks as numerical simulation more proceeds. For the more severe test, we also simulate the nonlinear shoaling and refraction over uniform beach of wedge shape. It is shown that numerically simulated waves are less refracted than the linear counterpart by Hamiltonian ray theory due to nonlinearity, energy dissipation at the bottom and side walls, energy loss induced by breaking, and the hydraulic jump occurring when breaking waves encounter a down-rush by the preceding wave.