• Steel and Composite Structures
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• v.32 no.4
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• pp.479-495
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• 2019

In tied-arch bridges, the way the arch and the deck are connected may become crucial. The deck is usually suspended from hangers made out of steel pinned cables capable of resisting axial forces only. However, a proper structural response may be ensured by fixing and stiffening the hangers in order to resist, additionally, shear forces and bending moments. Thus, this paper studies the effect of different pinned and stiffened hanger arrangements on the structural behavior of the tied-arch bridges, with the intention of providing designers with useful tools at the early steps of design. Longitudinally and transversally stiffened hangers (and the effect of hinges at the hangers and their locations) are studied separately because the in-plane and the out-of-plane behavior of the bridge are uncoupled due to its symmetry. As a major conclusion, regarding the in-plane behavior, hangers composed of cables (either with vertical, $Nielsen-L\ddot{o}hse$ or network arrangements) are recommended due to its low cost and ease of erection. Alternatively, longitudinally stiffened hangers, fixed at both ends, can be used. Regarding the out-of-plane behavior, and in addition to three-dimensional arrangements of cables, of limited effectiveness, transversally stiffened hangers fixed at both ends are the most efficient arrangement. A configuration almost as efficient and, additionally, cheaper and easier to build can be achieved by locating a hinge at the end corresponding to the most flexible structural element (normally the arch). Its efficiency is further improved if the cross-section tapers from the fixed end to the pinned end.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.19 no.3
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• pp.21-31
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• 2018

This paper presents an experimental investigation on the structural performance of precast ribbed panel specimens and bridge deck specimens fabricated from the panels. The panel specimens are developed for permanent deck forms of railway bridges (PSC girder). The decks of railway bridges have short lengths compared with highway bridges. Therefore, precast panels for railway bridges are different from those of highway bridges. The precast panels have ribs designed for crack control at the bottom of the sections. Two kinds of specimens were examined: one with 400-mm width and one with 1200-mm width. Three specimens of each type were fabricated, and a total of 12 specimens were tested. In this test, the ultimate load, strain of the reinforcement and concrete, crack width, deformation, and slip were measured. The structural performance of the specimens was assessed using the Korea railway bridge design code and Eurocode. All specimens met the current design criteria for structural strength and serviceability.

• Steel and Composite Structures
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• v.36 no.5
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• pp.553-568
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• 2020

Steel-concrete composite structures have been extensively used in building, bridges, and other civil engineering infrastructure. Shear stud connectors between steel and concrete are essential in composite members to guarantee the effectiveness of their behavior in terms of strength and deformability. This study focuses on investigating the shear stiffness of headed studs embedded in several types of concrete with wide range of compressive strength, and their effects on the elastic behavior of steel-concrete composite girders were evaluated. Firstly, totally 206 monotonic push-out tests from the literature were reviewed to investigate the shear stiffness of headed studs embedded in various types of concrete (NC, HPC, UHPC etc.). Shear stiffness of studs is defined as the secant stiffness of the load-slip curve at 0.5V_u, and a formulation for predicting defined shear stiffness in elastic state was proposed, indicating that the stud diameter and the elastic modulus of steel and concrete are the main factors. And the shear stiffness predicted by the new formula agree well with test results for studs with a diameter ranging from 10 to 30 mm in the concrete with compressive strength ranging from 22.0 to 200.0MPa. Then, the effects of shear stiffness on the elastic behaviors of composite girders with different sizes and under different loading conditions were analyzed, the equations for calculating the stress and deformation of simply supported composite girders considering the influence of connection's shear stiffness were derived under different loading conditions using classical linear partial-interaction theory. As the increasing of shear stiffness, the stress and deflection at the most unfavorable section under partial connected condition tend to be those under full connected condition, but the approaching speed decreases gradually. Finally, the connector's shear stiffness was recommended for fully connection in composite girders with different dimensions under different loading conditions. The findings from present study may provide a reference for the prediction of shear stiffness for headed studs and the elastic design of steel-concrete composite girder.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.691-699
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• 2002

A study on the evaluationof the proper spacing and required bending rigidity of cross beams in composite multiple I-girder bridge without lateral and sway bracing system was performed. For the purpose, a two-lane 40m simple span and 40+50+40m continuous sample bridge with four girders was designed. For the sample bridges, structural analysis under the design loads including dead load before and after composite, live load, and seismic loads has been performed. The material and geometric nonlinear analysis under dead load before composite has also been performed to evaluate lateral buckling strength of the steel-girder-cross beam grillage. Based on the two phase anlayses, proper spacing and bending righidity of cross beams were proposed.

• Journal of the Korea Concrete Institute
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• v.27 no.1
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• pp.55-63
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• 2015

Prefabrication technologies are making bridge construction safer and less disruptive to the environment and traveling public, making bridge designs more constructible and, improving the quality and durability by shifting site work to a more controllable environment. Modular bridge substructures with concrete-filled steel tube (CFT) piers and composite pier caps were suggested to realize accelerated bridge construction. The precast segmental pier cap consists of a composite pier table and precast prestressed segments on the table. The pier table has embedded steel section to mitigate stress concentration at the connection by small tubes. Each bridge pier has four or six CFT columns which connect to the pier cap. Shear strength of the pier cap was obtained by extending vertical reinforcing bars from the table to the precast segment. Transverse prestressing was introduced to control tensile stresses by service loadings. Structural performance of the proposed modular system was evaluated by static tests. Design requirements of the composite pier cap were satisfied by continuous reinforcing bars and prestressing tendons. Standardized modular substructures can be effectively utilized for the fast replacement or construction of bridges.

• Steel and Composite Structures
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• v.17 no.3
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• pp.339-358
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• 2014

Exodermic deck systems are new composite steel grid deck systems which have been used in various projects during the past decade. One of the eminent features of this system is considerable reduction in the structure weight compared to the ordinary reinforced concrete decks and also reduction in construction time by using precast Exodermic decks. In this study, dynamic properties of the Exodermic deck bridges with alternative perfobond shear connectors are investigated experimentally. In order to evaluate the dynamic properties of the decks, peak picking and Nyquist circle fit methods are employed. Frequencies obtained experimentally are in good agreement with the results of the finite-element solution, and the experimental results show that the first mode is the most effective mode among the obtained modes. The first four modes are the rigid translational motion modes, and the next two modes seem to be rigid rotational motion modes around a horizontal axis. From the 7th mode onwards, modes are flexible. The range of damping ratios is about 0.5%. Furthermore, the static behavior of the Exodermic decks under a static load applied at the center of the decks was investigated. Failure of the decks under positive bending was punching-shear. The bending strength of the decks under negative bending was about 50 percent of their strength under positive bending. In addition, the weight of an Exodermic deck is about 40% of that of an equivalent reinforced concrete slab.

• Proceedings of the KSR Conference
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• 2005.11a
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• pp.1171-1176
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• 2005

The latest technical development of steel plate girder railway bridge are developing in ways to maximize its durability of materials in use of high strength steel and efficiency of maintenance and management by the introduction of simplified and standardization ideas. In addition to this, it is also expected to reduce the cost of bridge construction and to simplify the process of bridge manufacturing. Referring to this, composite few plate girder railway bridge is highly recommendable that is very economical with the fine exterior. In this paper, it will analyse the variation of dynamic behavior of existing composite few plate girder railway bridge with ballast caused by modified Slab Track through interpretation of limited enzyme in order to obtain the existing data for improvement of Slab Track system from Ballast Track system. Consequently, it can help maximize economic efficiency and structural capability. As a results, although the natural frequency by modified Slab Track are decreased, it is hardly influencing on the safety of railway bridges. It is also evident in the case of slab deck with a reduced scale in comparison with Ballast Track. Therefore, it is expected to reduce the cost of a railway bridge plan. And, it can expect the synergistic effect of the ensure long term durability of bridge caused by decreased stresses of bottom flange due to reduced dead load. As a result, the analytical study are carried out to investigate the composite few plate girder railway bridge could be the optimal design method for the dynamic safety of a girder section.

• Journal of the Korea Concrete Institute
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• v.17 no.3 s.87
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• pp.393-400
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• 2005

Steel encased composite columns have been used for buildings and piers of bridges. Since the column section for the pier is relatively larger than that of building columns, economical steel ratio needs to be investigated for the required performance. Composite action between concrete and embedded steel sections can be obtained by bond and friction. However, the behavior of the column depends on the load introduction mechanism. Compression can be applied to concrete section, steel section and composite section. In this paper, experiments on shear strength of the steel encased composite column were performed to study the effect of confinement by transverse reinforcements, mechanical interlock by holes, and shear connectors. Bond strength obtained from the tests showed considerably higher value than the design value. Confinement, mechanical interlock and stud connectors Increased the shear strength and these values can be used effectively to obtain composite action of Steel Reinforced Concrete(SRC) columns.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.4
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• pp.1993-1999
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• 2013

Steel composite structures have been studied in various areas such as bridges, high rise buildings, and wind towers. They show excellent structural performance through overcoming of the weaknesses of steel and concrete. Although various methods were already developed to achieve full composite behavior between steel and concrete in flexural members, the number of studies regarding composite columns is quite limited. If slip occurs between concrete and steel under external loads, the performance of the composite column would be reduced significantly. Connection methods ensuring full composite action between steel and concrete must be suggested. This paper investigated about structural behavior of shear studs through a series of experimental tests. Extensive parameters were also performed to understand the effects of the diameter of stud, space of stud and height of concrete. The present study provides fundamental bases for further development of design method of shear studs in composite columns.

• Journal of Korean Society of Steel Construction
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• v.21 no.3
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• pp.221-232
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• 2009

The load distribution factor (LDF) values of simplified composite H beam panel bridges (SCHPBs) that were subjected to one lane and two lane loads were investigated using three dimensional finite element analyses with the computer program ABAQUS (2007). This study considered some design parameters such as the slab thickness, the steel plate thickness, the span length, and the continuity of the SCHPBs in the development of new LDFs. The distribution values that were obtained from these analyses were compared with those from the AASHTO Standard, LRFD, and the equations presented by Tarhini and Frederick, Huo et al., Back and Shin, and Cai. The AASHTO Standard distribution factors for SCHPBs were found to be very conservative. Sometimes, the distribution values from the finite element analyses for interior girders were similar to the results of the AASHTO LRFD, whereas the values for exterior girders were conservative in most cases. The new distribution values that were presented in this study produced LDFs that are more conservative than those from the finite element method. For the simple application of the design to SCHPBs, bridge engineers can use 0.42 for the interior girder and 0.32 for the exterior girder. The proposed values improve the current design procedure for the LDF problem and increase SCHPB design efficiency.