• Journal of the Computational Structural Engineering Institute of Korea
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• v.20 no.5
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• pp.653-660
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• 2007

Since the temperature of asphalt for deck plate of steel bridge during paying procedure is relatively high as $240^{\circ}C\;to\;260^{\circ}C$, the temperature of deck plate of bridge rises mere than $100^{\circ}C$ and excessive displacement and stress could occur. In order to avoid undesirable failure of base plate and determine the optimal pavement pattern, a thorough thermal analysis is needed. General structural model which is made of beam and plate element should be modified for transient heat transfer analysis; asphalt pavement material and convection effect on surface of structure need to be added. A new technique with the Equivalent Heat Source (EHS) for numerical thermal analysis for steel bridge under thermal load of Guss asphalt pavement is proposed. Since plate/beam elements which were generally used for structural analysis for bridge cannot explain convection effect easily on plate/beam surface, EHS which is determined based on calculated temperature with convection effect is used. To verify the EHS proposed in this study, numerical analyses with plate elements are performed and the results are compared with estimated temperatures. EHS might be used for other thermal analyses of steel bridge such as welding residual stress analysis and bridge fire analysis.

• Journal of the Korean Society for Railway
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• v.7 no.3
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• pp.283-289
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• 2004

According to continuos welded rails on a bridge, temperature changes bring about the expansion of the bridge deck adding axil forces on the track. Moreover, the ballast on the bridge deck expansion joint is moved due to the bridge deck. If bridge decks are longer, the influence is greater, loosening ballast, causing track irregularities, and deteriorating passengers' comfort. Considering structure of bridge itself and tolerance of track irregularities caused by the loosened ballast on bridges, the maximum length of a deck should be less than 80m, which is the same as the standard of the French railway. In this study, an interaction between the expansion related to the bridge length and irregularity in longitudinal level referring to measurements and maintenance works performed in the high-speed railways was analyzed. This research shows that installation of sliding plate or vertical ballast stopper is not a good option since it is difficult to install. On the other hand, installation of movable fastener or gluing is easy but its influence is insignificant. To conclude, switch tie tamping or manual tamping is more effective than others.

• Proceedings of the Korean Society for Noise and Vibration Engineering Conference
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• 2001.11a
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• pp.139-144
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• 2001

Railroad noise is one of the main causes of environmental impact. Whenever a new railroad line is planned or a housing project near an existing railroad is proposed, an estimate of the relevant noise levels is usually required. For this, it is necessary to quantify those parameters that affect the railroad noise. This paper deals with an estimation of railroad noise by the barrier and deck plate of the bridge.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.1A
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• pp.35-43
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• 2006

In this paper, procedures and research results involved in the development of glass reinforced composite bridge deck of hollow section were presented. Laminate design for the 3 cell deck section was performed. Structural characteristics such as serviceability, strength, failure and stability for DB24 load were analytically studied through the finite element analysis for the composite deck plate girder bridge. Composite deck tube was fabricated with pultrusion and extensive tests such as flexural test, girder-connection test, barrier-connection test, compression fatigue test and flexural fatigue test were carried out to evaluate structural behavior experimentally. Also, field load test was conducted for the demonstration plate girder bridge with composite deck and requirements for the strength and serviceability were reviewed.

• Journal of Korean Society of Steel Construction
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• v.12 no.1 s.44
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• pp.17-28
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• 2000

The current specifications for bridge decks requires the same amount of upper and lower reinforcement mats. There have been many empirical activities that the partial elimination of upper reinforcing bars was not caused the structural integrity of a deck. A simplified method is derived based on thin plate theory for three and four-girder-span bridge decks. A simplified method for bridge deck considering the effect of girder deflection is proposed based on a closed-form solution that shows good agreement with the results of finite element models. In this research, a new design approach for deck slabs is proposed based on the simplified method. The negative bending moments in a deck can be evaluated with the simplified method based on the position of a wheel load, the aspect ratio and relative stiffness and the span length. This new approach can lead to a significant reduction of the quantity of the top reinforcing steel bars in a deck. Reducing the quantify of the top reinforcement not only reduces the construction costs for bridge decks, but also reduces the corrosion of reinforcement to a minimum.

• Journal of the Korea institute for structural maintenance and inspection
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• v.17 no.6
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• pp.50-60
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• 2013

Dynamic response of steel plate girder bridges by KL-510 design truck in KHBDC considering the road surface roughness of bridges and bridge-vehicle interaction is investigated. Simply supported steel plate girder bridges with span length of 20m, 30m, and 40m from "Standard Highway Bridge Superstructure" published by the Korean Ministry of Construction are used for a bridge model, and ten sets of the road surface roughness of bridge deck are generated from power spectral density (PSD) function by assuming the roadway as "Average Road". A three dimensionally modeled 5-axle tractor-trailer with its gross weight, which is the same as that of KL-510 design truck, is used for dynamic analysis. For the finite element modeling of superstructure, beam element for the main girder, shell element for the concrete deck, and rigid link between main girder and concrete deck are used. Impact factor and DLA of steel plate girder bridges for different span are calculated by the proposed numerical analysis model and compared with those specified by several bridge codes.

• Steel and Composite Structures
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• v.7 no.5
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• pp.391-404
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• 2007

This paper presents push-out tests of stud shear connectors to examine their fatigue behavior for developing a new composite bridge deck system. The fifteen push-out specimens of D16 mm stud welded on 9 mm steel plate were fabricated according to Eurocode-4, and a series of fatigue endurance test and residual strength test were performed. Additionally, the stiffness and strength variations by cyclic loading were compared. The push-out test, when the stiffness reduction ratio of the specimens was 0.95 under cyclic load, resulted in the failure of the studs. The stiffness variation of the push-out specimens additionally showed that the application of cyclic loads reduced the residual strength. The fatigue strength of the shear connectors were compared with the design values specified in the Eurocode-4, ASSHTO LRFD and JSSC codes. The comparison result showed that the fatigue endurance of the specimens satisfies the design values of these codes.

• Steel and Composite Structures
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• v.52 no.2
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• pp.237-248
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• 2024

In order to make the dynamic analysis and design of improved composite beam with corrugated steel web (CBGSCC) bridge more efficient and economical, the parametric self-cyclic analysis model (SCAM) was written in Python on Anaconda platform. The SCAM can call ABAQUS finite element software to realize automatic modeling and dynamic analysis. For the CBGSCC bridge, parameters were set according to the general value range of CBGSCC bridge parameters in actual engineering, the SCAM was used to calculate the large sample model generated by parameter coupling, the optimal value range of each parameter was determined, and the sensitivity of the parameters was analyzed. The number of diaphragms effects weakly on the dynamic characteristics. The deck thickness has the greatest influence on frequency, which decreases as the deck thickness increases, and the deck thickness should be 20-25 cm. The vibration frequency increases with the increase of the bottom plate thickness, the web thickness, and the web height, the bottom plate thickness should be 17-23mm, the web thickness should be 13-17 mm, and the web height should be 1.65-1.7 5 m. Web inclination and Skew Angle should not exceed 30°, and the number of diaphragms should be 3-5 pieces. This method can be used as a new method for structural dynamic analysis, and the importance degree and optimal value range of each parameter of CBGSCC bridge can be used as a reference in the design process.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2004.04a
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• pp.13-17
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• 2004

In recent years, the deterioration of reinforced concrete structures has become a serious problem in civil engineering fields. This situation is mainly due to corrosion of steel reinforcing bars embedded in concrete. Recently, there has been a greatly increased demand for the use of FRP (fiber reinforced plastic) in civil engineering field due to their superior mechanical and physical properties. This paper presents an experimental study on the behavior of concrete bridge deck reinforced with FRP Box, FRP Plate, and FRP Re-bar. In tlIe study, mechanical properties of FRP Box, FRP Plate, GFRP Re-bar, and CFRP Grid have been investigated. Full scale one-way deck slab was tested under four point lateral load (equivalent to actual wheel load of DB-24 including impact). Load-deflection and load-strain data were collected through LVDT's and strain gages attached to the specimen.

• Proceedings of the Korea Concrete Institute Conference
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• 1992.04a
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• pp.137-142
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• 1992

The purpose of this study is to develop a new structural system for precast deck plate bridge. In order to investigate load distribution and composite effects by connecting diaphragms and precast deck plate to main girder with shear keys, computer analysis with F.E.M S/W package program ADINA was carried out. As results of analysis, the following could be concluded : -The distance between diaphragms with6m is suficient for crossing load distribution effects. -The composite effects by connection deck plate to main girder with shear key is reasonable. -The gap between deck plate and main girder under given load is negligible.