As the spread of new and renewable power generation facilities, the fixed investment cost CAPEX(Capital Expenditure) of solar power generation facilities decreases due to continuous technological development, and the impact of O&M costs that determine investment success has increased. For this reason, the importance of technologies such as accuracy of O&M cost calculation through ICT, failure prediction, and predictive maintenance have emerged. In the above paper, based on the cost-breakdown structure design and failure rate model design of the solar power generation facility using engineering estimation method, the maintenance cost of the solar power generation facility, which is a renewable power generation facility, is predicted and the maintenance cost used was compared and confirmed. In addition, the cost-breakdown structure and failure rate model of solar power generation facilities were designed and developed by incorporating them into a new program of economic evaluation of new and renewable power generation facilities.

PURPOSES : The actual service life of repair methods applied to cement concrete pavement is analyzed based on de-icing agent usage. METHODS : Highway PMS data pertaining to de-icing agent usage are classified into three grades: low (1~5 ton/lane/year), medium (5~8 ton/lane/year), and high (greater than 8 ton/lane/year). The repair methods considered include diamond grinding, patching, joint repair, partial depth repair, and asphalt overlay on five major highways. The service life of each repair method is analyzed based on the usage level of the de-icing agent. RESULTS : The service lives of the applied repair methods are much shorter than expected. It is confirmed that the service life afforded by diamond grinding, patching, and joint repair methods are not significantly affected by the use of de-icing agents, whereas that afforded by asphalt overlay and partial depth repair methods is affected significantly. The service life afforded by the asphalt overlay and partial depth repair methods decreases at high usage levels of the de-icing agent (greater than 8 ton/lane/year). CONCLUSIONS : Among the repair methods considered, the service life afforded by partial depth repair and asphalt overlay is affected significantly by the amount of de-icing agent used. Additionally, the differences between the expected and actual analyzed service lives should be considered in the next-generation maintenance strategy for cement concrete pavements.

이 논문에서는 박스형 전력구의 지진응답해석에 사용되는 응답진도법의 보수성을 평가하였다. 이를 위해 25가지 전력구 단면과 각 전력구에 대한 2개의 지반조건을 고려한 총 50개 예제를 선정하였다. 응답진도법의 보수성을 평가하기 위해 동적 지반-구조물 상호 작용을 고려한 정밀해석법에 의한 응답과 비교하였다. 비교결과, 정밀해석 응답에 대한 응답진도법에 의한 응답의 비로 정의한 응답 비의 평균이 1.0에 근접하며, 응답비의 표준편차도 5% 이내로 매우 작아서, 응답진도법에 의한 해석이 정밀해석법과 일관됨을 알 수 있었다. 마지막으로 응답진도법에 의한 응답에 하중계수 1.1을 적용하면 전력구의 보수적인 내진설계가 가능할 것으로 나타났다.

PURPOSES : Recently, interest in maintaining aged concrete pavements has been increasing. An asphalt overlay is generally used for pavement maintenance, and a tack coat is used to secure interlayer adhesion. Particularly, aged concrete pavements are required for higher adhesion performance of tack coats for attaching interlayers to materials with different properties. Insufficient interlayer adhesion could cause pavement damage, such as slippage, rutting, shoving, corrugation, and pothole. In this study, we examined the performance of interface adhesion by applying a tack coat material developed for maintaining aged concrete pavement. METHODS : In this study, we examined the effect of adhesion performance at the pavement interface, using a tack coat material developed for the maintenance of aged concrete pavement. RESULTS : The developed tack coat not only accomplished the performance objectives but also improved the results by more than 12 to 43%, compared to commonly used materials. CONCLUSIONS : The use of developed tack coat is expected to improve the interlayer adhesion and reduce the delay of the maintenance process in aged concrete pavement.

This study examines the Gyeongju Seokguram Grotto restoration project (1961-1962) by architect Kim Chung Up (1922-1988) and introduces the documents he wrote at the time of planning. The study highlights Kim’s Plan attempt to adopt Buckminster Fuller’s idea of the Geodesic Dome, while inheriting the architect Pai Ki Hyung’s previous design plan which was nullified. As Seokguram Grotto’s water leak and deterioration issues have been brought up, the four-times survey was carried out by experts team between 1958 and 1960, under Ministry of Education’s direction. Pai designed an initial restoration plan based on the survey’s result, which was a double-dome structure with a concrete film on the outer periphery as a way to protect Seokguram Grotto in January 1961. However, as drawbacks, such as the heavy load of the concrete dome, and non-installation of entrance hall, have been indicated in the review process, the Cultural Properties Committee rejected the plan. Subsequently, Kim was appointed as the supervisor of the second restoration project. Kim drew up a process management schedule to be implemented from August 1961 to December 1963 and designed the conception plans for the second restoration design. This study analyzes Kim’s Plan by examining sketches, site plans, floor plans, and sections. Kim planned to maintain the idea of the double-dome structure proposed by Pai while applying Buckminster Fuller’s idea of the Geodesic Dome. Kim planned to lighten the dome structure by applying a steel-frame Geodesic Dome so that the dome structure could be supported by its own. The study is expected to reclaim the omitted parts from Seokguram Grotto's historical description and Kim's careers.

이 논문에서는 박스형 전력구의 지진응답해석에 사용되는 응답변위법(Response Displacement Method, RDM)의 보수성을 평가하였다. 이를 위하여 25가지 전력구 단면과 각 전력구에 대한 2개의 지반조건을 고려한 총 50개 예제를 선정하였다. 응답변위법에 의한 해석은 다음과 같은 세 가지 방법을 적용하였다: (1) 단일코사인방법, (2) 이중코사인방법, (3) 부지응답해석법. 그리고 이들 응답변위 법의 보수성을 평가하기 위하여 지반-구조물 상호작용을 고려한 동적해석법으로 구한 응답과 비교하였다. 비교결과, 설계지진력을 결정하는 방법 중에서 부지응답해석법이 가장 변동폭이 작았으며, 이중코사인방법이 가장 보수적인 결과를 보였다. 마지막으로 이중 코사인방법을 적용할 때, 응답변위법에 의한 부재력이 동적해석에 의한 값보다 클 확률이 80% 이상이 되기 위한 지반강성 보정계수 C값으로 기능수행수준에서 0.9, 붕괴방지수준에서 0.7을 추천하였다.

PURPOSES : The Korea Expressway Corporation has been working on an early remodeling project for the Jungbu Expressway, to prepare techniques for the rehabilitation of the old CRCP. In this study, a literature review, field survey, and thickness design using MEPGD were conducted. This is to provide a procedure for the pre-treatment, or repair of the existing pavement in the JungBu Expressway. METHODS : To evaluate the pavement condition of the JungBu Expressway, the existing PMS data were analyzed, and field surveys were conducted for each pavement condition. The SMA overlay thickness design was performed using the pavement thickness design program (MEPGD). In addition, the repair procedure was reviewed considering the characteristics of the old CRCP in Korea. RESULTS : From the analysis of existing PMS, field surveys, and laboratory tests, it was discovered that the old CRCP condition of the Jungbu Expressway was not satisfactory. Using MEPDG, the SMA thicknesses for each scenario were proposed as 5, 8, and 10 cm. In addition, appropriate repair procedures for each distress type(punchpout, multiple repair, re-failure, failure of longitudinal joint, etc.) of damaged CRCP in Korea were proposed. CONCLUSIONS : For the remodeling project of the Jungbu Expressway, appropriate repairs should be performed for each type of distress in the old CRCP. In this study, an appropriate overlay thickness and pre-treatment method are suggested.

PURPOSES : This study analyzes the service life of the repair methods of jointed plain concrete pavement (JPCP) on expressways in Korea using PMS data. METHODS : The Korea Expressway Corporation PMS data acquired from five major expressways in Korea were used for the analysis. The service lives of the repair methods were considered for two different cases: 1) the previous repair methods had been completely rerepaired by another or the same method due to their damage, and 2) the current repair methods were still in use. RESULTS : The service lives of D/G and section repair were shown to be at least 30 % and 50 % shorter than expected, respectively. Joint sealing and crack sealing exhibited a service life similar to that expected. The Mill-and-Asphalt-overlay method showed an approximately 30 % longer service life; this might be because some damage to the asphalt overlay is typically neglected until subsequent maintenance and repair. When multiple repairs were applied in series for an identical pavement section, the service life of repairs on previously damaged secti ons become even shorter compared to their first application. CONCLUSIONS : It was found that the analyzed service life of most important repair methods did not reach the expected service life, and that the service life of the same repair method becomes shorter as applied to the previously repaired concrete pavement sections. These shorter service lives should be seriously considered in future JPCP repair strategy development.

PURPOSES : The type and degree of structural conditions and influencing factors distributed across representative sections should be similar to those distributed across entire sections as the representative sections have been predominantly used for developing performance prediction models, which substitute entire sections of road pavement. Therefore, a logic that selects the representative sections with similar distributions of structural conditions and the influencing factors with those of entire expressway asphalt pavement sections requires development. METHODS : The logic developed in this study to select the representative sections of asphalt pavements comprised three steps. First, the data on the structural conditions of the pavement and the influencing climate conditions and pavement materials were collected and organized. Consequently, in the second step, the candidate sections were selected, with the severity of the structural conditions of the pavement distributed widely and evenly. Finally, in addition to the widely and evenly distributed pavement conditions, the representative sections with climatic conditions and pavement materials were selected. RESULTS : A total of 6,352 ordinary asphalt pavement sections and 596 composite asphalt pavement sections were selected as entire expressway asphalt pavement sections and the data were collected and organized according to the logic developed in this study. Three times the representation sections were selected as candidate sections and, finally, 85 sections were selected as representative sections. The distribution of structural conditions and influencing climate conditions and pavement materials in the representative sections were similar to those in the entire sections. In addition, the representative sections were spread evenly across the country. CONCLUSIONS : The sections presenting similar distributions of structural conditions and the influencing factors of entire expressway asphalt pavement sections could be selected in this study. Using the representative sections selected in this study, a remodeling index model will be developed for predicting the asphalt pavement sections that require large-scale repair.

본 논문은 증기이송튜브를 이용한 현장경화 보강튜브 삽입공법(Cured in placed pipe, CIPP)의 성능을 평가하기 위한 실험적 연구이다. 연구를 위해 증기이송튜브를 이용하여 CIPP 라이너 시편 및 CIPP 라이너로 보수된 콘크리트관 실험체를 제작 하였다. CIPP 라이너 시편을 이용하여 단ㆍ장기 휨특성을 평가하였으며, 단기 휨특성 시험변수로 시점으로부터 떨어진 거리를 고려하였다. 단기 휨거동 평가결과 CIPP 라이너의 휨강도 및 휨탄성계수는 ASTM 기준에서 제시하고 있는 휨강도 및 휨탄성계수의 197%, 154% 수준으로 우수한 단기 구조 성능을 보이는 것으로 나타났다. 또한 시점부로부터 떨어진 거리와 CIPP 라이너의 단기 휨특성은 큰 상관관계가 없는 것으로 나타났다. 장기 휨거동 시험내용을 이용하여 1차원 회귀분석을 실시한 결과 50년 경과 후 CIPP 라이너의 휨 탄성계수는 초기 휨탄성계수의 87.8%로 우수한 장기 구조 성능이 나타났다. 이 후 CIPP 라이너로 보수된 콘크리트관 실험체의 외압강도시험을 실시하였다. 외압강도시험 변수로 보수 유ㆍ무 및 시점으로부터 떨어진 거리를 고려 하였다. CIPP 라이너로 보수된 콘크리트관의 외압강도는 보수되지 않은 콘크리트관에 비해 초기균열 하중은 16.8%, 최대하중은 7.7% 증가한 것으로 나타났다. 외압강도 시험결과 시점으로부터 떨어진 거리와 외압강도는 상관관계가 없는 것으로 나타났다. 이는 실험체 제작시 증기이송튜브를 이용하여 CIPP 내부 모든 구간에서 균일한 경화온도를 확보할 수 있었기 때문으로 판단된다.

This study evaluates safety assessment before and after repair of Seonamsa temple seungseon bridge, which refer to the representative Hongye bridge in Korea. In this approach natural frequency of the structure were considered in the modeling procedure. Trial & error method is applied to obtain the approximate natural frequency before and after retrofit construction. Stiffness of the actual structure was examined to account for the dynamic characteristics of Hongye bridge measured in the field and adjusting parameters in computer modeling. The safety and usability of the stone structure in terms of load bearing capacity and displacement were examined.