Various non-seismic tie details are frequently used for one- and two-story small buildings because the seismic demand on their deformation capacities is not relatively significant. To evaluate the effects of the non-seismic tie details on the seismic performance of reinforced concrete columns, six square columns with a cross section of 400 × 400 mm and six rectangular columns with a cross section of 250 × 640 mm were tested. The anchorage details at both ends and spacing of tie hoops, along with the cross-sectional shape and the magnitude of axial load, were considered as the primary test parameters. Test results showed that square columns had higher stiffness and lower lateral deformation rather than rectangular columns. Both lap spliced tie and U-shaped tie provided comparable or improved seismic performance to 90° hook tie in terms of maximum strength, ductility, and energy dissipation. The predicted curves with modeling parameters in ASCE41-13 were conservative for test results of lap spliced tie and U-shaped tie specimens since plastic behavior after flexural yielding could not be considered. For economical design, ASCE41-13 should be revised with various test results of tie details.

The purpose of this study is to develop a new seismic resistant method by using precast concrete wall panels for existing low-rise, reinforced concrete beam-column buildings such as school buildings. Three quasi-static hysteresis loading tests were experimentally performed on one unreinforced beam-column specimen and two reinforced specimens with L-type precast wall panels. The results were analyzed to find that the specimen with anchored connection experienced shear failure, while the other specimen with steel plate connection principally manifested flexural failure. The ultimate strength of the specimens was determined to be the weaker of the shear strength of top connection and flexural strength at the critical section of precast panel. In this setup of L-type panel specimens, if a push loading is applied to the reinforced concrete column on one side and push the precast concrete panel, a pull loading from upper shear connection is to be applied to the other side of the top shear connection of precast panel. Since the composite flexural behavior of the two members govern the total behavior during the push loading process, the ultimate horizontal resistance of this specimen was not directly influenced by shear strength at the top connection of precast panel. However, the RC column and PC wall panel member mainly exhibited non-composite behavior during the pull loading process. The ultimate horizontal resistance was directly influenced by the shear strength of top connection because the pull loading from the beam applied directly to the upper shear connection. The analytical result for the internal shear resistance at the connection pursuant to the anchor shear design of ACI 318M-11 Appendix-D except for the equation to predict the concrete breakout failure strength at the concrete side, principally agreed with the experimental result based on the elastic analysis of Midas-Zen by using the largest loading from experiment.

This study aims at developing a new seismic resistant method by using precast concrete wall panels for existing low-rise, reinforced concrete beam-column buildings such as school buildings. Three quasi-static hysteresis loading tests were performed on one unreinforced beam-column specimen and two reinforced specimens with U-type precast wall panels. Top shear connection of the PC panel was required to show the composite strength of RC column and PC wall panel. However, the strength of the connection did not influence directly on the ultimate loading capacities of the specimens in the positive loading because the loaded RC column push the side of PC wall panel and it moved horizontally before the shear connector receive the concentrated shear force in the positive loading process. Under the positive loading sequence(push loading), the reinforced concrete column and PC panel showed flexural strength which is larger than 97% of the composite section because of the rigid binding at the top of precast panel. Similar load-deformation relationship and ultimated horizontal load capacities were shown in the test of PR1-LA and PR1-LP specimens because they have same section dimension and detail at the flexural critical section. An average of 4.7 times increase in the positive maximum loading(average 967kN) and 2.7 times increase in the negative maximum loading(average 592.5kN) had resulted from the test of seismic resistant specimens with anchored and welded steel plate connections than that of unreinforced beam-column specimen. The maximum drift ratios were also shown between 1.0% and 1.4%.

The purpose of this study is to investigate the behavior characteristics of new hollow reinforced concrete (RC) bridge pier sections with triangular reinforcement details and to provide the details and reference data. Among the numerous parameters, this study concentrates on the shape of the section, the reinforcement details and the spacing of the transverse reinforcement. Additional eight column section specimens were tested under quasi-static monotonic loading. In this study, the computer program, named RCAHEST (Reinforced Concrete Analysis in Higher Evaluation System Technology), was used. A innovative confining effect model was adopted for new hollow bridge pier sections. This study documents the testing of new hollow RC bridge pier sections with triangular reinforcement details and presents conclusions based on the experimental and analytical findings.

The purpose of this study was to investigate the performance of new hollow reinforced concrete (RC) bridge pier sections with triangular reinforcement details. The proposed triangular reinforcement details are economically feasible and rational and facilitate shorter construction periods. A model of pier sections with triangular reinforcement details was tested under quasi-static monotonic loading. As a result, proposed triangular reinforcement details was equal to existing reinforcement details in terms of required performance. In the companion paper, the parametric study for the performance assessment of new hollow RC bridge pier sections with triangular reinforcement details is performed.

This paper deals with the strengthening effect of reinforced concrete beams strengthened with carbon fiber sheets (CFSs). Fifteen strengthened reinforced concrete (RC) beams were experimentally evaluated to determine improvements in structural performance. Test parameters in this experimental study are strengthening ratios and strengthening methods of CFSs (I-S, I-W, U-S, U-W type). RC beams strengthened with CFSs were tested under sustaining load. Considering strengthening ratios and strengthening methods of carbon fiber sheets, structural performance and failure mode of test specimens were evaluated. The results show that maximum capacity of beams strengthened with CFSs is about 28.8% in I-S type, 20.5% in I-W type, 26.0% in U-S type, 28.7% in U-W type higher than that of control beam.

국내의 회전교차로는 2010년 도입되어 교통지체, 교통사고가 많은 교차로에 설치되어 현재 전국 지방 지역 364개소에 설치·운영 중에 있다. 회전교차로는 차량이 진행함에 따라 원심력이 발생하게 되어 외측 차륜에 과도한 윤하중이 실리게 된다. 이는 아스팔트 포장의 응력 증가를 의미하며 궁극적으로 소성변형 (Rutting), 밀림(Shoving), 라벨링(Raveling) 그리고 지지력 부족으로 인한 균열을 초래하게 된다. 따라 서 유럽의 많은 국가들은 회전교차로의 포장을 JCP, CRCP와 같은 콘크리트를 사용한 포장을 권장하고 있다. 국내의 경우 2015년부터 회전교차로를 일반국도에서 확대 설치를 계획하고 있지만 콘크리트 회전 교차로는 설계 및 거동에 대한 이해가 부족하여 바로 적용하기에는 어려운 실정이다. 본 연구에서는 CRCP의 형태를 갖는 연속철근 콘크리트 회전교차로 포장(CRCR: Continuously Reinforced Concrete Roundabout)의 설계법 개발을 위한 기초 연구를 수행하였다. 우선 그림 1과 같이 내경의 크기에 따른 원형구조물에 대한 분석을 수행하여 CRCR의 거동 특성을 분석하였으며, 이를 토대 로 그림 2와 같은 CRCR 해석 모델을 개발하였다. 개발된 해석 모델을 이용하여 CRCR의 균열 진전, 응력 의 분포 등을 분석하였다.

The purpose of this study is to improve the previous damage evaluation model for RC members which is proposed by Igarashi[1] in 2010.The previous model was not confirmed by enough data of damage such as, residual crack length, width and area for exfoliation of concrete, etc. In addition, validation of the model is still insufficient. Therefore, experiment of a real-scale RC structure and experiment of RC columns using the high-strength concrete were conducted to gather the data of damage in RC members. The investigation has been conducted gathering the data not only additional experiments data but also existing data for modification of damage evaluation model. It has been investigated on changing damage in RC due to axial force ratio, shear reinforcement and shear span ratio. As a result, several problems were founded in the previous model, such as, hinge length(lp), spacing of flexural crack(Sav,f), total width of flexural cracks regulated by maximum width of flexural crack(nf) and total width of shear cracks regulated by maximum width of shear crack(ns). New model is proposed and evaluated the damage properly.

이 논문은 화재에 노출된 철근콘크리트 구조에 대한 수치해석 모델을 제시하고, 기존의 자료 및 설계 규준과의 비교를 통해 구조물의 설계 시 고려 사항에 대해 제안하고 있다. 수치해석은 비정상 열전달 해석과 비선형 구조해석의 두 단계로 수행되며, 비정상 열전달 해석을 통해서 얻어진 화재시간에 따른 단면 온도분포를 바탕으로 비선형 구조해석하여 부재의 상태에 대한 정보를 얻게 된다. 이때, 철근콘크리트의 재료모델을 화재진행상태(Under-Fire)와 화재종료 후 냉각상태(After-Cooling)로 나뉘어 해석수행하여 각각의 재료상태에 따른 거동의 변화를 살펴본다. 해석된 결과는 여러 구조물에 대해 기존의 실험결과와 비교하여 검증하고, 설계 규준과의 비교를 통해 화재 시 구조물의 안전성에 대해 고찰하였다.

근래 국내 초고층 주상복합 건물에는 철근콘크리트구조가 보편적으로 적용되는데, 이러한 철근콘크리트 초고층 주상복합 건물은 시공 시점에 따라 구조적인 문제가 발생할 수 있다. 따라서, 시공 중인 철근콘크리트 초고층 주상복합 건물에 대하여, 시공 시점별 구조 안전성 및 횡력저항성능을 검토하고자 한다. 이를 위해, 예제 모델로 탑상형의 초고층 주상복합 60층 건물을 선정했고, 기존의 범용구조해석 프로그램을 사용하여 구조해석을 수행하였다. 각 시공 시점별 10층, 20층, 30층, 40층, 50층, 60층 완료모델과 60층 완공단계 모델의 구조성능을 비교하였다. 구조성능 비교를 위해 이 모델들의 고유치해석을 수행하였으며, 횡력저항성능과 부재별 단면성능을 검토하였다. 횡력저항성능 검토를 위해 횡변위비와 층간변위비를 검토했고, 부재별 단면성능 검토는 완공단계에 대한 설계강도비와 시공단계의 설계강도비를 비교하여 부재안전성을 검토하였다. 이 연구를 통해, 시공 중인 철근콘크리트 초고층 건물의 구조 안전성을 검토하고 시공단계에 적합한 구조해석 및 설계하중의 가이드라인을 제시하고자 한다.

PURPOSES: The purpose of this study is to investigate the relationship between the crack propagation depth through a slab and crack width movement in continuously reinforced concrete slab systems (CRCSs). METHODS : The crack width movements in continuously reinforced concrete pavement (CRCP) and continuously reinforced concrete railway track (CRCT) were measured in the field for different crack spacings. In addition, the crack width movements in both CRCP and CRCT were simulated using finite element models of CRCP and CRCT. The crack width movements, depending on the unit temperature change, were obtained from both the field tests and numerical analysis models.. RESULTS: The experimental analysis results show that the magnitudes of the crack width movements in CRCSs were related to not only the crack spacing, but also the crack propagation depth. In CRCP, the magnitudes of the crack width movements were more closely related to the crack propagation depths. In CRCT, the crack width movements were similar for different cracks since most were through cracks. If the numerical analysis was performed to predict the crack width movements by assuming that the crack propagates completely through the slab depth, the predicted crack width movements were similar to the actual ones in CRCT, but those may be overestimated in CRCP. CONCLUSIONS: The magnitudes of the crack width movements in CRCSs were mainly affected by the crack propagation depths through the slabs.

본 논문에서는 현재 시공중인 58층의 철근콘크리트조 고층건물에서 진동현식게이지를 통해 계측된 기둥의 축방향 변형률과 레이져 스캐닝을 통해 구한 횡변위를 3차원 시공단계해석에 의한 예측치와 비교하였다. 예측치는 ACI 209와 PCA의 재료모델식, PCA report의 축소량 산정알고리즘을 3차원 구조해석 프로그램으로 개발한 ASAP을 사용하여 구하였다. 비교결과 평면의 중앙부 기둥의 축방향 변형율 계측치는 시공단계 해석치와 거의 유사한 결과를 나타내었으나 각 모서리에 두 개씩 배치된 기둥의 경우 비교적 큰 오차를 나타내었다. 레이져 스캐닝에 의한 횡변위 계측결과는 해석결과와 유사한 경향을 보였으나 층당 계측치가 큰 변동을 나타내므로 향후 이를 해결하기 위한 계측 및 데이터 처리기법이 요구된다.

불확실성을 가지는 콘크리트의 특성으로 인해 철근 콘크리트 부재의 처짐에는 높은 변동성이 발생할 수 있다. 그러나 현행 설계규준은 이를 고려하지 않고 경험적인 데이터에 바탕을 두고 있으며, 부재의 최소 두께 또는 최대 허용 처짐만을 제시하고 있다. 본 논문에서는 철근 콘크리트 플랫 플레이트의 처짐 예측이 가능한 유한요소해석 모델에 확률해석 모델을 적용하여 철근 콘크리트 플랫 플레이트 처짐의 변동성을 평가하고자 하였다. 이를 위해 콘크리트, 철근, 부재치수, 인장강성에 관련된 8개 요소를 변수로 한 몬테카를로 시뮬레이션을 수행하였다. 해석결과, 스팬의 크기가 증가할수록 하중으로 인한 처짐에 더 민감하게 반응하는 것으로 나타났으며, 재하되는 활하중의 크기가 클수록, 슬래브의 두께가 작을수록 처짐의 변동성이 큰 것으로 나타났다.

PURPOSES: The purpose of this study is to evaluate the degree of restraint (DOR) of longitudinal steel at continuously reinforced concrete pavement (CRCP) against environmental loadings. METHODS : To measure the longitudinal steel strain, 3-electrical resistance and self-temperature compensation gauges were installed to CRCP test section (thickness = 250mm, steel ratio = 0.7%) and continuously measured 10 min. intervals during 259 days. In order to properly analyze the steel strains first, temperature compensation process has been conducted. Secondly, measured steel strains were divided into 12 phases with different events such as before paving, during concrete hardening, and after first cracking, etc. RESULTS : Thermal strain rate (TSR) concept is defined as the linear strain variations with temperature changes and restraints rate of longitudinal steel against environmental loadings (especially thermal loading) with different cases is defined as degree of restraint(DOR). New concept of DOR could be indirect indicator of crack width behaviors of CRCP. CONCLUSIONS: Before paving, DOR of longitudinal steel is almost same at the coefficient of thermal expansion of steel (12.44m/m/℃) because of no restraint boundary condition. After concrete pouring, DOR is gradually changed into -1 due to concrete stiffness developing with hydration. After first cracking at crack induced area, values of DOR are around -3~-5. The negative DOR stands for the crack width behavior instead of steel strain behavior. During winter season, DOR reached to -5.77 as the highest, but spring this values gradually reduced as -1.7 as the lowest. Based on this observation, we can presume crack width decreased over time within the time frame of this study. This finding is not consistent with the current theory on crack width variations over time, so further study is necessary to identify the causes of crack width reducing. One of the reasons could be related to concrete stress re-distribution and stress relaxation.

PURPOSES : The purpose of this study is to analyse the longitudinal steel strain and stress of continuously reinforced concrete pavement(CRCP) with longitudinal and transverse direction at early age using stress dependent strain analysis method. METHODS : To measure the longitudinal steel strain, 9-electrical resistance and self-temperature compensation gauges were installed to CRCP test section (thickness = 250mm, steel ratio = 0.7%) and continuously measured 10min. intervals during 30days. In order to properly analyze the steel stress first, temperature compensation process has been conducted. Secondly, measured steel strains were divided into stress dependent strain (elastic strain) and stress independent strain (thermal strain) and then stress dependent strain was applied to stress calculation of longitudinal steels. RESULTS: Steel strains were successfully measured during 30days. To verify the accuracy of temperature compensation process, measured coefficient of thermal expansion(COTE,11.46×10-6m/m/℃) of longitudinal steel before paving was compared with that of unrestrained steel. Max. steel stress in the transverse direction shows about 266MPa at 23days after placement. CONCLUSIONS: Steel stresses in the longitudinal and transverse direction have been evaluated. In longitudinal direction, steel stress from the crack was rapidly reduced from 183MPa at crack to 18MPa from 600mm apart the crack. From this observation, stress effective length can be identified as within 600mm apart from the crack. In transverse direction, max. stress point was located near the center of pavement width and stress level(266MPa) is about 66% of yield stress of steel

PURPOSES: Analysis and design of asphalt concrete (AC) and continuously reinforced concrete (CRC) composite pavements. METHODS: In this study, the service life of the AC/CRC composite pavements was determined based on the probabilistic method in the mechanistic-empirical pavement design guide(MEPDG). Typical pavement design was provided with respect to heavy truck traffic volume of highways. RESULTS: The service life of the composite pavements based on IRI was shorter than that based on rutting at lower traffic volume, but this trend was switched at higher traffic volume. CONCLUSIONS : It is concluded that the main distress affecting the service life of the composite pavements was longitudinal roughness and rutting. Roughness became lower, but rut depth became greater as the stiffness of the CRC increased.

본 논문은 철근콘크리트 구조물의 지진해석에 관한 국제 벤치마크 프로젝트인 SMART-2013을 통해 3차원 비대칭 철근콘크리트 건물의 고유진동수와 재료 비선형성을 고려한 지진응답을 계산한 결과를 제시한다. 이를 위해 콘크리트와 철근의 비선형 재료모델을 구성하고 대표부피요소에 대한 국부테스트를 수행하여 비선형 모델의 성능을 평가하였다. 이러한 SMART-2013 철근콘크리트 건물의 비선형 유한요소모델에 대해 모드해석과 저강도 지진하중에 대한 선형 시간이력해석을 수행한 결과, 구조물의 고유진동수, 변위 및 가속도 시간이력이 SMART-2013 프로젝트에서 제시한 실험값들과 유사하였다. 또한 Northridge 지진에 대한 변위 및 가속도 응답의 시간이력과 최대층간상대변위의 응답스펙트럼을 계산하여 고강도 지진 하중에 대한 이 철근콘크리트 건물의 거동을 평가하였다.

이 연구에서는 물량저감 철근상세를 갖는 중공 철근콘크리트 교각 시스템의 전용 설계프로그램과 소성설계 적용 결과를 제시하였다. 개발된 물량저감 철근상세는 경제성과 합리성을 갖으며 공사기간의 단축을 가져올 수 있다. 물량저감 중공 철근콘크리트 교각의 적용을 통해 경제성 평가를 수행하였다. 평가 결과 개발상세가 기존상세에 비해 구조적 합리성, 시공성, 그리고 경제성 등이 우수함을 확인하였다.