• Journal of the Korean Society for Precision Engineering
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• v.16 no.10
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• pp.187-193
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• 1999

Dimensional difference by welding deformation is usually occurred at steel bridge manufacturting or multi-pass welding used at joining of thick plates. Be this, root gap out of standard is frequently developed at butt weld joints. For example, although standard root gap below 6mm at butt weld joints of plates under 15mm thickness, maximum 30mm root opening is developed at the weld field. At this case, 24mm parts out of standard is generally built up. But, there are no accumulated data and restriction about this built up welding pars. In this study, therefore, the accumulation of data for built up parts and the verification of the mechanical properties of weld part as root gap is performed. It is included that tensile, bending, impact, hardness test and microstructural review for each welding specimen of 0mm, 6mm, 30mm root opening.

• Journal of the Korean Society for Railway
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• v.4 no.1
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• pp.23-30
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• 2001

The dynamic characteristics such as natural frequency, mode shape and damping ratio are most important parameters in the high-speed railway bridges rather than general roadway bridges. Also, the need to know the dynamic behavior of bridges greatly increased in recent years. In the early of 1990s, to design the high-speed railway bridges, damping ratio recommended in general code was 2.5～7.5%. However, these values were not applied in all cases. Therefore, obtaining the damping value of specific structures is important to get the correct variable for design of high-speed railway bridges. The purpose of this study is mainly to obtain the damping ratio of high-speed railway bridges. The average damping ratio of high-speed railway bridges evaluated from a field test is about 2.4%.

• Proceedings of the KSR Conference
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• 2006.11b
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• pp.460-469
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• 2006

It is widely known that the temperature variation introduces the axial force along a CWR(Continuous Welded Rail) in the railway bridges. Additional axial forces are generated due to many other reasons. These includes the interaction between the bridge girder and the CWR; acceleration or deceleration of the vehicles; support rotation (or deflection) of the girder. Among aforementioned reasons, this study investigates the influence of the support rotation on additional axial forces throughout the numerical study and the field test. Several strains gauges are installed along the CWR and the strains are measured under passing trains. It is expected that the elaborated estimation of the axial force on CWR will be beneficial for future railway maintenance.

• Journal of the Korea institute for structural maintenance and inspection
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• v.22 no.6
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• pp.148-156
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• 2018

The integrity assessment of the bridge behavior is generalized by field data of a static load-deformation curve and dynamic properties such as impact factors and natural frequencies. Evaluating it with numerical analysis is a reasonable method. The results of the mockup test and the numerical analysis are corresponded with each other since the behavior of service load proceeds in elastic region. In case of the dynamic behavior of structure, especially for the analysis of vibration, the result of the mockup test differs from the result of numerical analysis a little due to the geometric shape and non-homogeneous materials. In order to converge on these tolerances, this study suggested several numerical models, analyzed the sensitivity and finally offered a practical modeling method for the estimation of bridge on the basis of the result of mockup test. Based on the model substituted concrete section for strands section, the natural frequency of the model composed with axial stiffness of strands or the model applied the modified modulus of elasticity was closest with the result of the mockup test.

• Journal of Sensor Science and Technology
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• v.10 no.6
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• pp.304-309
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• 2001

A Fiber optic strain sensor for the measurement of the internal strain of a concrete specimen was developed. This sensor was a 11 mm Fiber-optic Fabry-Perot interferometer attached inside a stainless steel pipe of 2 mm diameter. The fabricated strain sensors were embedded in a reinforced concrete structure of $100{\times}100{\times}500\;mm^3$ size and were measured the internal strain of a concrete structure when the external pressure was applied to the structure. For a field application, the strain sensors were attached on the bottom of a real bridge and dynamic loading test were executed. In the test, they showed good sensitivity as a deformation sensor and capability of remote monitoring.

• Journal of the Korea institute for structural maintenance and inspection
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• v.15 no.5
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• pp.218-226
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• 2011

Low heat concrete using strontium hydroxide based latent heat material was manufactured in ready-mixed concrete batcher plant and its fundamental properties were tested. As a result of B/P test, its applicability to the construction site was verified. After B/P test, low heat concrete using strontium hydroxide based latent heat material was applied to the real construction site of bridge footing. Through the analysis and the actual measurement of the hydration heat of the concrete footing, the reduction effect of hydration heat and thermal crack was confirmed.

• Wind and Structures
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• v.13 no.3
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• pp.275-292
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• 2010

Wind tunnel experiments were conducted to investigate the wind characteristics in the mountainous valley terrain with 4 simplified valley models and a 1:500 scale model of an existing valley terrain in the simulated atmospheric neutral boundary layer model. Measurements were focused on the mean wind flow and longitudinal turbulence intensity. The relationship between hillside slopes and the velocity speed-up effect were studied. By comparing the preliminary results obtained from the simplified valley model tests and the existing terrain model test, some fundamental information was obtained. The measured results indicate that it is inappropriate to describe the mean wind velocity profiles by a power law using the same roughness exponent along the span wise direction in the mountainous valley terrain. The speed-up effect and the significant change in wind direction of the mean flow were observed, which provide the information necessary for determining the design wind speed such as for a long-span bridge across the valley. The longitudinal turbulence intensity near the ground level is reduced due to the speed-up effect of the valley terrain. However, the local topographic features of a more complicated valley terrain may cause significant perturbation to the general wind field characteristics in the valley.

• Proceedings of the Korea Concrete Institute Conference
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• 2004.11a
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• pp.501-504
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• 2004

This paper proposes degree of hydration based shrinkage prediction model of 40MPa HPC. This model shows degree of hydration which is defined as the ratio between the hydrated cement mass and the initial mass of cement is very closely related to shrinkage deformation. In this study, degree of hydration was determined by CEMHYD-3D program of NIST. Verification of the predicted degree of hydration is performed by comparison between test results of compressive strength and estimated one by CEMHYD-3D. Proposed model is determined by statistical nonlinear analysis using the program Origin of Origin Lab. Co. To get coefficients of the model, drying shrinkage tests of four specimen series were followed with basic material tests. Testes were performed in constant temperature /humidity chamber, with difference moisture curing ages to know initial curing time effect. Verification with another specimen, collected construction field of FCM bridge, was given in the same condition as pre-tested specimens. Finally, all test results were compared to propose degree of hydration based model and other code models; AASHTO, ACI, CEB-FIP, JSCE, etc.

• International Journal of Highway Engineering
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• v.13 no.1
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• pp.177-183
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• 2011

VES-LMC(very-early strength latex modified concrete) has been widely used as repair material for bridge deck overlay or rehabilitation, because it could be opened to the traffic after 3 hours of curing. However, the bright color of VES-LMC disturb driver's sigh. A black VES-LMC, matching to asphalt concrete, was developed and applied at a filed for driver's comfort and safety. The black VES-LMC included 2% carbon black in cement weight ratio. A series of performance evaluation for black VES-LMC was done in terms of field applicability, pavement color and temperature change. The field applicability test result showed that there were no change of workability, slump and air void, and the compressive strengthen developed more than 20MPa after 4 hours of placement. The thermal stress of black VES-LMC was smaller than that of OPC and asphalt concrete, which means the stability of black VES-LMC. The performance evaluation result showed that the black VES-LMC could prevent road icing at below zero temperatures and promote thawing at melting temperature.

• Journal of Technologic Dentistry
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• v.23 no.2
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• pp.75-93
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• 2002

This research was preformed for the purpose of preparing the items of standard model of the national dental technician test base on the duty analysis of the dental technician. The results of the duty analysis for the dental technician follows. 1. The dental technician is a profession to make the oral function smooth through the dental supplement and equipment in a scientific method and the skilled technique. 2. The duty of the dental technician are determined as A. preparation for manufacture B. manufacture C. management of the place of the dental technology D. self-development. A. The field of "the preparation for manufacture" are determined as 1. to confirm work authorization 2. To confirm the working model, B. The field of "In manufacture" are determined as 1. to manufacture the temporary crown 2. to manufacture the inlay and crown & bridge prosthesis 3. to manufacture the porcelain fused metal crown prosthesis 4. to manufacture the all ceramic crown prosthesis 5. to manufacture the temporary denture prosthesis 6. to manufacture the partial denture prosthesis 7. to manufacture the complete denture prosthesis 8. to manufacture the attachment prosthesis 9. to manufacture implant prosthesis 10. to manufacture the removable orthodontic device, 11. to manufacture the fixed orthodontic device, 12. to manufacture the orthodontic study cast C. The field of "in management of the dental lab." are determined as 1. management 2. to control the dental lab. D. The field of "In the self-development" are determined as 1. to improve the professionalism 2. self-control. 3. The developing items selected under the duty evaluation of the dental technician are l7s in the manufacture preparation, 1,011s in the manufacture, 7s in the management for the dental technology, 5s in self-development, and in all together 1,040s