• Proceedings of the Computational Structural Engineering Institute Conference
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• 1999.10a
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• pp.45-52
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• 1999

In this study, a new bridge rail system is proposed to prevent large vehicles from running off the bridge edge. The crush model has accounted for the effects of both curbs and bridge rails which are simulated by Highway Vehicle Object Simulation Model(HVOSM) and BARRIER VII. Vehicle sizes ranged from minicars weighing 1800kg to large vehicles weighing 14000kg, and impact angles ranged from 15$^{\circ}$ to 25$^{\circ}$.

• 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.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.41 no.2
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• pp.93-100
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• 2021

The objective of this research is to evaluate of fire damage for steel-concrete composite bridge superstructure and PSC bridge superstructure under highway bridge exposed to fire loading. To enhance the accuracy and efficiency of the numerical analysis, the proposed heat flow fire analysis method is implemented in ANSYS. The proposed heat flow analysis method is applied to fire damage analysis and performance evaluation for Buchen and Yangsan highway bridge. The result of analysis, temperature of concrete slab and lower flange of steel-concrete composite bridge superstructure are exceed the critical temperature. Also, temperature of slab, lower and upper flange, web of PSC bridge superstructure are exceed the critical temperature. However, the major component, tendon, did not exceed the critical temperature.

• 한국방재학회:학술대회논문집
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• 2009.02b
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• pp.133.1-133.1
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• 2009

• Magazine of the Korea Concrete Institute
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• v.11 no.3
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• pp.53-63
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• 1999

• Magazine of the Korean Society of Agricultural Engineers
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• v.10 no.2
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• pp.1502-1504
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• 1968

• Journal of the Korea institute for structural maintenance and inspection
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• v.17 no.3
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• pp.56-64
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• 2013

The wind resistant capacity of bridges with a span of less than 200m is typically evaluated by Wind Resistant Design Manual for Highway Bridges in Japan. Also, the first vertical frequency plays an important role in the evaluation of their aerodynamic performance. An unexpected vortex-induced vibration of Nielsen arch bridge with span of 183m designed by this manual has been measured by monitoring system during typhoon. The amplitude of vibrations was about 2 times than the allowable vibration displacement. This paper presents the feature of vortex-induced vibration of this Nielsen arch bridge based on measured wind velocity, wind direction, and responses at midspan of main girder. From the result of FFT, the $1^{st}$ mode shape of the bridge is antisymmetric and the $2^{nd}$ is symmetric. Also, the dominant vibration of the bridge is the $2^{nd}$ vertical mode. According to these results, the $2^{nd}$ vertical vibration mode of this Nielsen arch bridge is prior to the first for the estimation of wind resistance capacity.

• Proceedings of the Korean Geotechical Society Conference
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• 2008.03a
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• pp.343-358
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• 2008

Piles of a bridge pier are connected with a column through a pile cap(footing). Behavior of the pile foundation can be different according to the connection method between piles and the pile cap. This difference causes a change of the design method. Connection methods between pile heads and the pile cap are divided into two groups ; rigid connections and hinge connections. KHBDC(Korea Highway Bridge Design Code) has specified to use rigid connection method for the highway bridge. In the rigid connection method, maximum bending moment of a pile occurs at the pile head and this helps the pile to prevent the excessive displacement. Rigid methods are also good to improve the seismic performance. However some specifications prescribe that conservative results through investigations for both the fixed-head condition and the free-head condition should be reflected in the design. This statement may induce an over-estimated design for the bridge which have very good quality structures with casing covered drilled shafts and the PC-house contained pile cap. Because the assumption of free-head conditions (hinge connections) are unreal for the elevated pile cap system with multiple piles of the long span sea-crossing bridges. On the other hand, elastic displacement method to evaluate the pile reactions under the pile cap is not suitable for this type of bridges due to impractical assumptions. So, full modeling techniques which analyze the superstructure and the substructure simultaneously should be performed. Loads and stress state of the very large diameter drilled shaft and the pile cap for Incheon Bridge which will the longest bridge in Korea were investigated through the full modeling for rigid connection conditions.

• International Journal of Highway Engineering
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• v.19 no.1
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• pp.11-19
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• 2017

PURPOSES : The purpose of this study is to verify the property of self-healing, and to propose an appropriate duration for wet curing of bridge deck concrete overlays. METHODS : In this study, reinforced bars were inserted into concrete molds in order to prevent brittle fracture and induced cracks in the concrete resulting from indirect tension mode. The induced time of concrete cracking was 3 to 7 days, following which the concrete specimens were cured in water. The resulting concrete crack width was measured using image analysis equipment. Additionally, the self-healing tests were performed using the following three mixtures: OPC, SFC, and LMC. RESULTS : Concrete mixtures with crack widths of $150{\mu}m$ or lower were completely healed by Day 28. Hydrates of crack fills were found to be the calcium carbonate. CONCLUSIONS : The cement-based mixtures exhibit properties of self-healing. Considering these properties, it is necessary to increase the curing duration of concrete overlays for bridge decks.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.39 no.4
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• pp.469-475
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• 2019

A long-term bridge monitoring system has been introduced and is under operation for long-term safety management of the structure. However, it is difficult to assess the condition of the quantitative structural system as it only measures responses and does not measure input loads. To overcome these shortcomings, FBG (Fiber Bragg Grating)-based input load measurement sensors were developed in this paper for measuring highway bridge input loads and their validity was verified through laboratory tests.