• Earthquakes and Structures
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• v.12 no.4
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• pp.457-468
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• 2017

When studying the vibration of a suspension bridge based on the traffic-bridge coupled system, most researchers ignored the contribution of the pavement response. For example, the pavement was simplified as a rigid base and the deformation of pavement was ignored. However, the action of deck pavement on the vibration of vehicles or bridges should not be neglected. This study is mainly focused on establishing a new methodology fully considering the effects of bridge deck pavement, probabilistic traffic flows, and varied road roughness conditions. The bridge deck pavement was modeled as a boundless Euler-Bernoulli beam supported on the Kelvin model; the typical traffic flows were simulated by the improved Cellular Automaton (CA) traffic flow model; and the traffic-pavement-bridge coupled equations were established by combining the equations of motion of the vehicles, pavement, and bridge using the displacement and interaction force relationship at the contact locations. The numerical studies show that the proposed method can more rationally simulate the effect of the pavement on the vibrations of bridge and vehicles.

• International Journal of Highway Engineering
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• v.10 no.3
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• pp.189-197
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• 2008

Using a 5 year(2003 to 2007) pavement condition survey data from the highway pavement management system(HPMS), the roughness of the bridge deck pavement was analyzed. Based on the result of this analysis, this study tried to identify the factors affecting the deterioration of the bridge deck pavement condition. The data from HPMS indicates that the roughness of the bridge deck pavement is worse than that of the general pavement on the roadbed. The worse roughness of the bridge deck pavement is caused by the settlement of approach slab as well as the surface distress on the bridge deck pavement. In order to improve effectively the roughness of the bridge deck pavement, a management system was established in which not only the regular automated pavement condition survey to check the distress of surface of the bridge deck pavement was adopted but an automated surface profiler to check the degree of settlement of approach slab was applied.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.318-321
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• 2006

The objective of this study is to evaluate the optimum thickness of High Performance Concrete bridge deck pavement. The application of High Performance Concrete bridge deck pavement with micro-silica was introduced to north America in the early 1980's. In order to decide the optimum thickness of High Performance Concrete bridge deck pavement, we conducted Finite Element Method analysis with Incheon Grand Bridge constructed by SAMSUNG E&C. From the FEM results, a thickness of five centimeters of High Performance Concrete bridge deck pavement with micro-silica is considered as a resonable value compared with the conventional asphalt bridge deck pavement.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.103-110
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• 2013

PURPOSES: The objective of this study is to analyze and evaluate the behavior of orthotropic steel bridge deck pavement using three-dimensional finite element analysis and full-scale wheel load testing. METHODS: Since the layer thickness and material properties used in the bridge deck pavement are different from its condition, it is very difficult to measure and access the behavior of bridge deck pavement in the field. To solve this problem, the full-scale wheel load testing was conducted on the PSMA/Mastic bridge deck pavement and the deflection of bridge deck and horizontal tensile strain on top of pavement were measured under the loading condition. Three-dimensional finite element analysis was conducted to predict the behavior of bridge deck pavement and the predicted deflection and tensile strain values are compared with measured values from the wheel loading testing. RESULTS: Test results showed that the predicted deflections are 10% lower than measured ones and the error between predicted and measured horizontal tensile strain values is less than 2% in the critical location. CONCLUSIONS: The fact indicates that the proposed the analysis is found to be accurate for estimating the behavior of bridge deck pavements.

• Journal of the Society of Disaster Information
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• v.8 no.2
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• pp.100-107
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• 2012

The main purpose of this research is to propose advanced bridge-decks surfacing from the examples of In-Cheon bridge with Guss asphalt and Gyul-Hyeon bridge with stone matrix asphalt(SMA) concrete. The research results presented that the Guss asphalt concrete pavement was weak when rutting was developed due to the low resistance at high temperatures. The SMA concrete pavement demonstrated good resistance to plastic deformations and was easy to maintain pavement conditions. The results mentioned above are generalized in developed counties where surfacing pavement techniques for steel bridge-decks are advanced. However, due to the lack of construction experiences in Korea, appropriate construction guidelines and organized research for the steel bridge deck pavements are necessary for more advanced steel bridge decks surfacing.

• Wind and Structures
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• v.24 no.3
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• pp.287-306
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• 2017

In the present study, a new assessment simulation of ride safety based on a new wind-traffic-pavement-bridge coupled vibration system is developed considering stochastic characteristics of traffic flow and bridge surface. Compared to existing simulation models, the new assessment simulation focuses on introducing the more realistic three-dimensional vehicle model, stochastic characteristics of traffic, vehicle accident criteria, and bridge surface conditions. A three-dimensional vehicle model with 24 degrees-of-freedoms (DOFs) is presented. A cellular automaton (CA) model and the surface roughness are introduced. The bridge deck pavement is modeled as a boundless Euler-Bernoulli beam supported on the Kelvin model. The wind-traffic-pavement-bridge coupled equations are established by combining the equations of both the vehicles in traffic, pavement, and bridge using the displacement and interaction force relationship at the patch contact. The numerical simulation shows that the proposed method can simulate rationally useful assessment and prevention information for traffic, and define appropriate safe driving speed limits for vulnerable vehicles under normal traffic and bridge surface conditions.

• Structural Engineering and Mechanics
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• v.77 no.6
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• pp.809-817
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• 2021

In this study, the dynamic behavior of a three-span hybrid continuous arch bridge under vehicle loading is investigated. The natural vibration characteristics of the bridge were analyzed through pulsation test. In the dynamic loading test, the vibrations of the bridge under different truck speeds and different pavement conditions were tested, and time histories of deflection and acceleration of the bridge were measured. Based on the dynamic loading test, the impact coefficient was analyzed. The results indicate that the pavement smoothness had more impacts on the vibration of the bridge than the truck's speed. The vertical damping of the bridge under the excitation of the trucks is larger than the transverse damping. Resonance occurs at the side span of the bridge under a truck at 10 km/h.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.31 no.3D
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• pp.421-431
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• 2011

In this paper, actual bridges constructed with SMA (Stone Mastic Asphalt) deck pavement and virtual bridges substituted the deck pavement with polymer concrete under the same conditions were statically analyzed to investigate applicability of the thin polymer concrete bridge deck pavements. PSC (prestressed Concrete) girder bridge, steel box girder bridge, PSC box girder bridge, and RC (Reinforced Concrete) rahmen bridge constructed with the SMA deck pavement were analyzed and compared to evaluate various types of the bridge. The bridge deck and pavement were assumed to be fully bonded and the stress and deformation during the construction were ignored while those due to pavement weight and vehicle loading were analyzed. According to the analysis results, the stress and deformation of the bridges using the polymer concrete due to the pavement weight were smaller than those using the SMA because of smaller self weight due to lighter unit weight and thinner thickness of the pavement. The stress and deformation of the bridges using the polymer concrete due to the vehicle loading were larger than those using the SMA because of the smaller area moment of inertia due to the thinner pavement thickness. In case that the pavement weight and vehicle loading applied simultaneously, the stress and deformation of the bridges using the polymer concrete were smaller because effect of self weight reduction was more dominant. Investigation of performance of the bridge deck pavement and analysis of economical efficiency are warranted.

• International Journal of Highway Engineering
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• v.15 no.1
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• pp.1-9
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• 2013

PURPOSES: The purpose of this study is to evaluate physical properties, durability, fatigue resistance, and long-term performance of poly-urethane concrete (PU) which can be possible application of thin layer on long-span orthotropic steel bridge and to check structural stability of bridge structure. METHODS : Various tests of physical properties, such as flexural strength, tensile strength, bond strength and coefficient of thermal expansion tests were conducted for physical property evaluation using two types of poly urethane concrete which have different curing time. Freezing and thawing test, accelerated weathering test and chloride ion penetration test were performed to evaluate the effect of exposed to marine environment. Beam fatigue test and small scale accelerated pavement test were performed to assess the resistance of PU against fatigue damage and long-term performance. Structural analysis were conducted to figure out structural stability of bridge structure and thin bridge deck pavement system. RESULTS: The property tests results showed that similar results were observed overall however the flexural strength of PUa was higher than those of PUb. It was also found that PU materials showed durability at marine environment. Beam fatigue test results showed that the resistances of the PUa against fatigue damage were two times higher than those of the PUb. It was found form small scale accelerated pavement test to evaluate long-term performance that there is no distress observed after 800,000 load applications. Structural analysis to figure out structural stability of bridge structure and thin bridge deck pavement system indicated that bridge structures were needed to increase thickness of steel deck plate or to improve longitudinal rib shape. CONCLUSIONS: It has been known that the use of PU can be positively considered to thin layer on long-span orthotropic steel bridge in terms of properties considered marine environment, resistance of fatigue damage and long-term performance.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3A
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• pp.391-399
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• 2008

Because of relatively high temperature, over $240^{\circ}C$, of asphalt for steel deck bridge during pavement procedure, the temperature of deck could rise over $100^{\circ}C$ and undesirable excessive displacement and thermal stress could occur. In this study, in order to estimate the thermal effect of pavement process and to find the optimal pavement process, a new thermal analysis technique with Equivalent Heat Source (EHS) is proposed and its applicability to the practical pavement of steel bridge is studied. EHS is developed to simulate the high temperature pavement materials and its thermal effect such as conduction and convection which cannot be explain easily in general structural analysis program for bridge design. To verify the applicability of new analysis technique with EHS, thermal analyses of steel deck bridge with uplift and curved bridge with various pavement procedures are presented.