교통량이 증가하고 교량과 같은 특수구조물에 아스팔트 포장이 시공되는 사례가 증가함에 따라 일반적으로 사용되는 아스팔트보다 높은 성능을 가진 아스팔트에 대한 수요가 증가하고 있다. 일반 아스팔트 혼합물은 내구연한이 지나면 재생첨가제 등을 사용하여 다 시 도로포장재료로서 재활용할 수 있는 방안이 마련되어 있으나, 개질 아스팔트가 사용된 폐아스팔트 혼합물은 매립재로 사용하는 것 이외에는 별다른 대안이 없는 실정이다. 이에 본 연구에서는 국토부 지침에 규정된 재활용 아스팔트 혼합물 배합설계법을 적용하여 개질 폐아스팔트 혼합물을 재활용할 수 있는지를 검토해보고자 하였다. 이를 위해 개질 아스팔트를 활용하여 혼합물을 제작하였으며, 현장에서 수거되는 폐아스팔트 혼합물의 노화상태를 모사하기 위해 AASHTO R 30을 참고하여 강제 노화를 실시하였다. 노화 및 추출 과정에서 아스팔트의 물성 변화를 확인하기 위해 절대점도, DSR, MSCR 시험을 실시하였다. 시험결과, 추출 후 바인더의 절대점도는 감소하였으나 G*(복합전단계수)와 δ(위상각)은 증가하는 경향을 보였다. 소성변형 저항성을 확인하기 위해 MSCR(다중 응력 크리프 및 회복) 시험을 실시한 결과,  이 2배 가까이 증가하여 소성변형 저항성이 감소한 것을 확인할 수 있었다. 이러한 결과는 추출시 사용 되는 용매가 개질첨가제를 추출하지 못하여 기인한 결과로 판단된다. 따라서 개질 폐아스팔트 혼합물을 재활용하기 위해서는 기존과 는 다른 별도의 배합설계법이 개발되어야 할 것으로 판단되었다.

PURPOSES : A mechanistic-empirical (ME) predictive design logic that can compute the reflective cracking life of hot-mix asphalt (HMA) overlaid on top of a composite pavement is proposed herein. METHODS : The overlay thickness design and analysis logic of the HMA were formulated based on the ME concept of reflection crack propagation. Climate data, traffic load data, the pavement material properties, and the thickness of each layer of the pavement are the main inputs for the ME-Reflective Cracking Rate (RCR) prediction algorithm. An Microsoft Excel Virtual Basic for Application (VBA) program was created to aid designers in assessing the expected performance of an HMA overlay design. Calibration was done using data from the Long-Term Pavement Performance (LTPP) sections. Sensitivity analysis was conducted to compare the results yielded by the program and data from a report by the Texas Transportation Institute. RESULTS : The predictive model performance effectively generates the dynamic and relaxation modulus curves. The correlation value of the calibration factors, R2, is 0.79. The calibration factors used for the Asphalt Overlay Thickness Design (AOTD) program and the sensitivity analysis, i.e., k1, k2,, and k3,, are set to 5, 5, and 150, respectively. The sensitivity of the AOTD program affords reasonable results. Additionally, the program yields results similar to the trends presented in a report by the Federal Highway Administration. CONCLUSIONS : The proposed ME design logic is successfully translated into an Excel VBA program, AOTD, which can perform routine assessments of laboratory tests for HMA overlays. The program can effectively perform numerous iterations and computations to predict an HMA overlay. The predictive model can generate reasonable dynamic modulus and relaxation modulus curves for the characterization of HMA overlays. Under the same asphalt binder grade and HMA type, doubling the HMA overlay thickness yields three times the expected reflective cracking service life.

PURPOSES : This study evaluates the long-term performance of the asphalt overlay designed by the Seoul pavement design method which determines overlay thickness by considering existing pavement conditions, traffic volume, and bearing capacity of the pavement. METHODS : A total of 76 sections including 17 control sections and 59 design sections were constructed under various traffic conditions, overlay thicknesses and asphalt mixtures. The performance of the pavements has been monitored up to 60 months in terms of surface distresses, rutting, and longitudinal roughness. The service life of the pavements was estimated to be the period when the Seoul pavement condition index (SPI) becomes 6.0, i.e., a rehabilitation level. RESULTS : Overall, the service life of the pavements was 72 months in the control and 120 months for the design sections. For relatively thinner overlay sections than designed, the service life reduced significantly; 36 months for 15cm thick overlay and 120 months for 25cm thick overlay. The service life of the pavement in the bus-only lane was 78 months, which is 30 months shorter than that in mixed-traffic lanes. Out of the bus-only lanes, 56% of the pavement along bus stop was deteriorated early to be a poor condition while only 2% of the pavement in a driving lane was degraded to be poor. The overlay with Stone Mastic Asphalt (SMA) in the wearing surface had 38% longer life than that with conventional dense graded mixtures. CONCLUSIONS : Most of the overlays sections designed by the Seoul pavement design method were expected to survive 10 years, except for bus-only lanes. The control sections having 5 to 10 cm thick overlays showed significant lower performance than the design sections. Thus proper thickness and materials considering the characteristics of existing pavement and traffic volumes should be applied to secure the service life of overlays.

최근에는 경량화 문제에 대한 합리적인 솔루션을 제공하고 유용한 개념설계를 제공할 수 있는 다중 재료 구조 위상최적화가 더욱 중요해지고 있다. 기존의 MMTO(Multi-Material Topology Optimization)의 경우 후보 물질의 수가 증가할수록 설계변수의 수도 증가 하고, 결과적으로 계산 시간이 크게 증가한다. 따라서 PSM(Phase Section Method)과 같은 단일 설계변수를 갖는 MMTO가 제안되었 다. 본 연구는 조성비가 면적이나 부피비를 나타내지 못하고, 설계변수가 목표치에 충분히 집중되지 않고, 특정 재료가 요구량보다 적 게 생성되는 PSM의 세 가지 주요 제한점을 고려하여 이를 개선하는데 중점을 둔다. 이러한 한계를 극복하기 위해 재정의된 조성비와 더 나은 수렴을 위한 조정된 매개변수를 제안한다. 제안된 수정 사항의 유효성을 2차원 및 3차원 수치 예제를 통해 검증한다.

In a previous paper, ambient vibration tests were conducted on a cable stayed bridge with resilient-friction base isolation systems (R-FBI) to extract the dynamic characteristics of the bridge and compare the results with a seismic analysis model. In this paper, a nonlinear seismic analysis model was established for analysis of the bridge to compare the difference in seismic responses between nonlinear time history analysis and multi-mode spectral analysis methods in the seismic design phase of cable supported bridges. Through these studies, it was confirmed that the seismic design procedures of the “Korean Highway Bridge Design Code (Limit State Design) for Cable Supported Bridges” is not suitable for cable supported bridges installed with R-FBI. Therefore, to reflect the actual dynamic characteristics of the R-FBI installed on cable-supported bridges, an improved seismic design procedure is proposed that applies the seismic analysis method differently depending on the seismic isolation effect of the R-FBI for each seismic performance level.

In this study, a field bridge test was conducted to find the dynamic properties of cable supported bridges with resilient-friction base isolation systems (R-FBI). Various ambient vibration tests were performed to estimate dynamic properties of a test bridge using trucks in a non-transportation state before opening of the bridge and by ordinary traffic loadings about one year later after opening of the bridge. The dynamic properties found from the results of the tests were compared with an analysis model. From the result of the ambient vibration tests of the cable supported bridge with R-FBI, it was confirmed that the dynamic properties were sensitive to the stiffness of the R-FBI in the bridge, and the seismic analysis model of the test bridge using the effective stiffness of the R-FBI was insufficient for reflecting the dynamic behavior of the bridge. In the case of cable supported bridges, the seismic design must follow the “Korean Highway Bridge Design Code (Limit State Design) for Cable supported bridges.” Therefore, in order to reflect the actual behavior characteristics of the R-FBI installed on cable-supported bridges, an improved seismic design procedure should be proposed.

When domestic sewage and rainwater runoff are discharged into a single sewer pipe, it is called a “combined sewer system.” The sewage design standards in Korea specify the flow velocity based only on the volume of rainfall; therefore, sedimentation occurs on non-rainy days owing to the reduced flow rate and velocity. This sedimentation reduces the discharge capacity, causes unpleasant odors, and exacerbates the problem of combined sewer overflow concentration. To address this problem, the amount of sewage on non-rainy days, not just the volume of rainfall, should also be considered. There are various theories on sedimentation in sewer movement. This study introduces a self-cleansing velocity based on tractive force theory. By applying a self-cleansing velocity equivalent to the critical shear stress of a sand particle, sedimentation can be reduced on non-rainy days. The amount of sewage changes according to the water use pattern of citizens. The design hourly maximum wastewater flow was considered as a representative value, and the velocity of this flow should be more than the self-cleansing velocity. This design method requires a steeper gradient than existing design criteria. Therefore, the existing sewer pipelines need to be improved and repaired accordingly. In this study, five types of improvement and repair methods that can maximize the use of existing pipelines and minimize the depth of excavation are proposed. The key technologies utilized are trenchless sewer rehabilitation and complex cross-section pipes. Trenchless sewer rehabilitation is a popular sewage repair method. However, it is complex because the cross-section pipes do not have a universal design and require continuous research and development. In an old metropolis with a combined sewer system, it is difficult to carry out excavation work; hence, the methods presented in this study may be useful in the future.

PURPOSES : Almost every design method for airport concrete pavements considers only traffic loading and not environmental loading. This study proposes a mechanistic design method for airport concrete pavements, that considers both environmental and traffic loading simultaneously. METHODS: First, the environmental loading of concrete pavements in Korean airports was quantified. FEAFAA, a finite element analysis program for airport pavements, was used to calculate the maximum tensile stress (MTS) of the slab, caused by both environmental and traffic loadings. The factors that influence the MTS were identified via sensitivity analysis, and an MTS prediction model was developed using the statistical analysis program SPSS. The ratio of MTS to the tensile strength of slab was calculated using the prediction model. The fatigue model under the AC 150/5320-6E and AC 150/5320-6F standards of the FAA was corrected to make it suitable for the predicted stress-strength ratio. RESULTS : The MTS prediction model and corrected fatigue model were used to redesign the slab thickness and joint spacing of airport concrete pavements originally designed using the AC 150/5320-6D standard, which empirically considers traffic loading only. As a result, different slab thicknesses and joint spacings were redesigned with consideration for environmental loading, specifically the weather conditions of airports. . CONCLUSIONS: The slab thickness and joint spacing can be mechanistically designed at the same time, whereas previously, only the slab thickness was designed, and the joint spacing was determined empirically.

본 논문에서는 체계적인 설계법을 통해 다중 빔 형성을 위한 빔 분배기의 설계를 소개한다. 본 연구의 목표는 산란하는 마이크로파를 다중 방향으로 진행하는 빔으로 변환시키는 빔 분배기를 설계하는 것이다. 기존의 이론 기반 접근법으로는 불 특정 방향으로의 다중 빔 분배가 어렵다. 그러므로 본 연구에서는 기존의 이론 기반 접근법인 변환광학 이론이 아닌 체계적인 설계 방법인 페이즈 필드 설계법을 통해 최적의 빔 분배기 구조를 설계하였다. 목적함수는 각 방향으로 특정 지점의 전기 장 세기의 표준값을 최대화로 설정하였다. 섬 형상의 구조를 피하고 하나의 연결된 구조를 얻기 위해 증강된 라그랑지안을 사용하여 체적 제약조건을 설정하였다. 목표 주파수는 X-band의 주파수 대역의 10GHz이다. 설계된 최적 형상의 빔 분배기는 다중 빔 형성 성능을 잘 보였고, 목표 영역에 전달되는 전기 에너지는 증가하였다. 또한 설계가 유효한 주파수 대역을 평가하기 위해 X-band 대역에 대해 주파수 대역 성능 평가를 수행하였다.

본 연구에서는 페이즈필드 설계법을 통한 다중 유전체로 구성된 콜리메이터 구조를 설계하였다. 제작 가능성을 고려하여 폴리프로필렌과 파라핀을 유전체 재질로 선정하였고, 측정영역의 전기장의 세기의 면적분으로 계산하여 이를 최대화하는 것 으로 설계의 목적 함수를 설정하였다. 두 가지 유전체 재질을 이용하여 설계영역 내의 중공영역이 배제된 구조를 도출하였 으며 컷오프를 통해 최종 형상을 모델링하였다. 수치해석을 통하여 설계된 다중 유전체 구조의 콜리메이터를 이용하는 경우 자유공간 내의 원형 전자기파 대비 측정영역에서 105%의 전기장 세기가 증가된 평행파를 생성하는 콜리메이터의 성능을 확인하였다. 설계된 모델의 수치해석을 통하여 콜리메이터의 역변환 가능성과 구조적 내구성의 증가를 확인하였고, X밴드 대역 전체에서의 성능을 평가하였다.