• Resources Recycling
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• v.20 no.6
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• pp.19-27
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• 2011

This study was to draw a retentive concrete pavement that can reduce urban heat island which has become intensified according to the increase of buildings and paved roads. It used bottom ash, an industrial by-product that has retentive effect, as a replacement of fine aggregate. Meanwhile, in order to improve the decline of dynamic performance caused by bottom ash replacement, we manufactured specimen that metakaolin was added and we studied the characteristics of durable, ecological and retentive concrete through various experiments.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.20 no.5
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• pp.593-604
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• 2007

Although composite construction has more mechanical advantages compared to noncomposite construction, the design of noncomposite construction for skew bridges with large skew angels has been often checked because composite construction may cause large stresses in the bridge deck. In this study, the analytical model considered dynamic behaviors for noncomposite skew bridges was proposed. Using the proposed analytical model, the validity of the application of noncomposite construction to skew bridges was checked. Also, the effects of interactions between the concrete deck and steel girders such as composite construction, partial composite construction, and noncomposite construction on the dynamic characteristics and dynamic behaviors of simply supported skew bridges were investigated. A series of parametric studies for the total 27 skew bridges was conducted with respect to parameters such as girder spacing, skew angle, and deck aspect ratio. Although the slip at the interfaces between the concrete deck and steel girders results in the reduction of seismic total base shear in the transverse direction due to period elongation, it causes an undesirable behavior of skew bridges by the modification in mode shapes and distributions of stiffness. Shear connectors placed by minimum requirements for partial composite action have an effect on reducing the girder stresses and deck stresses; except case of some skew bridges, the magnitude of the girder stresses and deck stresses obtained from partial composite skew bridges is similar to or slightly more than those acquired from composite skew bridges.

• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 2000.04a
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• pp.383-390
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• 2000

The purpose of this paper is to investigate dynamic characteristics of an isolated bridge with a different location of seismic isolation at piers and to determine the best location of seismic isolation. The substructure of the bridge is two column framed type reinforced concrete and has relatively high piers so it has long natural period, To decide the best location of seismic isolations displacement shear force bending moment acceleration and absorbed energy are compared using fast nonlinear analysis. To isolate overall structures is effective to bending moments and shear forces for long period bridges.

• Magazine of the Korean Society of Agricultural Engineers
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• v.24 no.2
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• pp.67-75
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• 1982

A study on the effect of water reducing agent on the various characteristics of concrete has been conducted. The experimental results of the study are summarized as follows. 1. Slump test for the concrete added water reducing setretarding agent in proper quantity have been conducted. According to the test results, the decreasing rate of slump value become bigger than plain concrete with increase of the unit weight of cement and elapse of time 2. In case the proper quantity content of maximum compressive strength in Fig. 5 of water reducing set retarding agent is added, unit weight of water is decreased about 15% or so as compared with plain concrete. with the increase of water reducing set accelerating agent content unit weight of water is decreased much more, And other hand, amount of air entraining shows the increasing tendency with the increase of water reducing agent content. 3. The adding rate of water reducing agent which produce maximum strength shows that WR-CH and WR-SA which is water reducing set-starding agent is 0.2% and WR-CO is 0.5% and that WS-PO which is water reducing set accelerating agent is 0.5 4. compressive strength jof the concrete made of sulfate resistant cement shows less than the strength of normal portland cement at initial strength but the strength of both cement shows almost same at curing age of 28 days. 5. when proper quantity of water reducing set retarding agent is used, boned strength is increased about 15% at curing age of 28days. 6. According to the result of durability test, dynamic young's mudulus of elasticity at plain concrete is decreased about 50% as compared with initial step at 300 cycle of freezing and thawing after curing age of days. on the contarary the concrete used water reducing agent is decreased less than 7%.

• Structural Engineering and Mechanics
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• v.85 no.2
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• pp.197-206
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• 2023

The deterioration caused by chloride penetration and carbonation plays a significant role in a concrete structure in a marine environment. The chloride corrosion in some marine concrete structures is invisible but can be dangerous in a sudden collapse. Therefore, as a novelty, this research investigates the ability of a non-destructive damage detection method named the Power Spectral Density (PSD) to diagnose damages caused only by chloride ions in concrete structures. Furthermore, the accuracy of this method in estimating the amount of annual damage caused by chloride in various parts and positions exposed to seawater was investigated. For this purpose, the RC Arosa bridge in Spain, which connects the island to the mainland via seawater, was numerically modeled and analyzed. As the first step, each element's bridge position was calculated, along with the chloride corrosion percentage in the reinforcements. The next step predicted the existence, location, and timing of damage to the entire concrete part of the bridge based on the amount of rebar corrosion each year. The PSD method was used to monitor the annual loss of reinforcement cross-section area, changes in dynamic characteristics such as stiffness and mass, and each year of the bridge structure's life using sensitivity equations and the linear least squares algorithm. This study showed that using different approaches to the PSD method based on rebar chloride corrosion and assuming 10% errors in software analysis can help predict the location and almost exact amount of damage zones over time.

• Wind and Structures
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• v.14 no.3
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• pp.253-283
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• 2011

This paper presents the field measurement results of wind effects on a super-tall building (CITIC Plaza, 391 m high) located in Guangzhou. The field data such as wind speed, wind direction and acceleration responses were simultaneously and continuously recorded from the tall building by a wind and vibration monitoring system during two typhoons. The typhoon-generated wind characteristics including turbulence intensity, gust factor, peak factor, turbulence integral length scale and power spectral density of fluctuating wind speed were presented and discussed. The dynamic characteristics of the tall building were determined based on the field measurements and compared with those calculated from a 3D finite element model of the building. The measured natural frequencies of the two fundamental sway modes of the building were found to be larger than those calculated. The damping ratios of the building were evaluated by the random decrement technique, which demonstrated amplitude-dependent characteristics. The field measured acceleration responses were compared with wind tunnel test results, which were found to be consistent with the model test data. Finally, the serviceability performance of the super-tall building was assessed based on the field measurement results.

• Advances in Computational Design
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• v.8 no.1
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• pp.1-12
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• 2023

To consider the effects of the increasing speed of next-generation high-speed trains, the existing traffic safety code for railway bridges needs to be improved. This study suggests a numerical method of evaluating the new effects of this increasing speed on railway bridges. A prestressed concrete (PSC) box bridge with a 40 m span length on the Gyeongbu track sector is selected as a representative example of high-speed railway bridges in Korea. Numerical models considering the inertial mass forces of a 38-degree-of-freedom train and the interaction forces with the bridge as well as track irregularities are presented in detail. The vertical deflections and accelerations of the deck are calculated and compared to find the new effects on the bridge arising with increasing speed under simply and continuously supported boundary conditions. The ratios between the static and dynamic responses are calculated as the dynamic amplification factors (DAFs) under different running speeds to evaluate the traffic safety. The maximum deflection and acceleration caused by the running speed are indicated, and regression equations for predicting these quantities based on the speed are also proposed.

• Smart Structures and Systems
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• v.23 no.5
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• pp.467-478
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• 2019

Composite floor structures formed by continuous slab panels may be susceptible to excessive vibrations, even when properly designed in terms of ultimate limit state criteria. This is due to the inherent vibration characteristics of continuous floor slabs composed by precast orthotropic reinforced concrete panels supported by steel beams. These floor structures display close spaced multimode vibration frequencies and this dynamic characteristic results in a non-trivial vibration problem. Structural stiffening and/or insertion of struts between floors are the usual tentative solution applied to existing vibrating floor structures. Such structural alterations are in general expensive and unsuitable. In this paper, this vibration problem is analyzed on the basis of results obtained from experimental measurements in typical composite floors and their theoretical counterpart obtained with computational modeling simulations. A passive control system composed by multiple synchronized dynamic attenuators (MSDA) was designed and installed in these floor structures and its efficiency was evaluated both experimentally and through numerical simulations. The results obtained from experimental tests of the continuous slab panels under human walking dynamic action proved the effectiveness of this control system in reducing vibrations amplitudes.

• Journal of the Korean Geotechnical Society
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• v.31 no.9
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• pp.29-38
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• 2015

In this study, track dynamic interaction characteristics caused by the vehicle running through transitional section such as bridge abutments were studied using the finite element analysis program. The geometric condition of track was generated by trigonometric function and allowable maximum track irregularity is determined by KORAIL track maintenance criteria. The sub-infrastructure under rail fastener system was modelled by 3D solid elements. To reduce computational cost only half track line is numerically considered and the roller boundary condition was applied to each side of model. In this study, the vehicle-track dynamic interaction analysis was carried out for standard Korean transition section of concrete track and the dynamic behaviors were investigated. The dynamic characteristics considered are wheel load variation, vertical acceleration at body, and maximum Mises stress at each part of transitional section.

• Structural Engineering and Mechanics
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• v.62 no.4
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• pp.391-399
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• 2017

This study investigates the effects of soft story, short columns, heavy overhangs, pounding, and construction and workmanship quality parameters on seismic response of reinforced concrete buildings through nonlinear static and dynamic procedures. The accounted parameters are selected for their common use in rapid screening of RC buildings. The 4- and 7-story buildings designed according to pre-modern codes are used to reflect majority of the existing building stock. The relative penalty scores are employed in this study to evaluate relative importance of certain irregularities in the existing rapid seismic assessment procedures. Comparison of relative scores for the irregularities considered in this study show that the overall trend is similar. The relatively small differences may be accounted for regional construction practices. It is concluded that initial-phase seismic assessment procedures based on architectural features yield in somewhat similar results independent of their bases. However, the differences in the scores emphasize the proper selection of the method based on the regional structure characteristics.