• Proceedings of the KSR Conference
• /
• 2005.11a
• /
• pp.185-190
• /
• 2005

In order to evaluate that factors such as span length, member type and train loading affected on fatigue of steel railway bridges, in this paper, a series of field tests were carried out for some plate girder bridges. From the result estimated by rainflow counting method to analyze real strain-time curve obtained from the field test, it was known that the fatigue effect is more significant in the bridges having short span length and the secondary members regardless of train load types.

• Structural Monitoring and Maintenance
• /
• v.5 no.4
• /
• pp.429-443
• /
• 2018

Fatigue is a principal failure mode for steel structures, and it is still less understood than any other modes of failure. Fatigue life estimation of metal bridges is a major issue for making cost effective decisions on the rehabilitation or replacement of existing infrastructure. The fatigue design procedures given by the standard codes are either empirical or based on nominal stress approach. Since the fatigue life estimation through field measurements is difficult and costly, more researches are needed to develop promising techniques in the fatigue analysis of bridges through Finite Element Analysis (FEA). This paper aims to develop a methodology for the Fatigue life estimation of railway steel bridge using FEA. The guidelines of IIW-1823-07 were used in the development of the methodology. The Finite Element (FE) package ANSYS and the programming software MATLAB were used to implement this methodology on an Indian Railway Standard (IRS) welded plate girder bridge. The results obtained were compared with results from published literature and found satisfactory.

• Journal of Korean Society of Steel Construction
• /
• v.23 no.6
• /
• pp.679-690
• /
• 2011

Since the elastic buckling problem of the plate has been studied both experimentally and theoretically, the buckling loads with various boundary conditions and loads can be easily determined. Currently, flange and web design specifications are based on the buckling stress and the post-buckling strength and include a safety-factor. Therefore, this study extended suchresearch to the linear buckling theory with ideal conditions and to the ultimate state with post-buckling. The current specifications are based on elastic buckling stress; and therefore, further research on the ultimate behavior of the plate is required. The ultimate strength design concept, which allows finite deflection, is used in this studyto maximize the post-buckling strength in a steel box. An empirical equation, which provides the ultimate strength of the steel box due to the change in the slenderness and optimum rigidity, are suggested based on the experiment results. Moreover, the appropriateness of the current design specifications was analyzed and discussed.

• Journal of Korean Society of Steel Construction
• /
• v.15 no.3
• /
• pp.231-239
• /
• 2003

Many box girder bridges have been constructed during the past several decades due to their large bending and torsional rigidities as well as aesthetic considerations. However, box girders have shortcoming in that the cross section distorts under an eccentric loading and warps out of the section plane. Therefore, in order to reduce distortional stresses such as distortional warping and transverse bending normal stresses, diaphragms were generally installed in the box girders. Shapes of the diaphragms in steel-box-girder bridges constructed up to date were solid-plate, frame, and truss types. The objectives of this study using parametric study were to evaluate the appropriate stiffness ratio of intermediate diaphragms and then to propose the effective spacing and numbers of intermediate diaphragms based on the evaluated stiffness ratio. Target bridges for this study were straight continuous span bridges with a single-cell steel box section. The parameters for the parametric study were the shape of box section, the span numbers, the equivalent span length, the stiffness of intermediate diaphragms, and the spacing of intermediate diaphragms. From the results of the parametric study, the effective spacing and numbers as well as the stiffness ratio of the intermediate diaphragms will be presented.

• Journal of Korean Society of Steel Construction
• /
• v.9 no.4 s.33
• /
• pp.543-555
• /
• 1997

Generally, in a steel-concrete composite gilder, the shear connector which was constructed between concrete deck and steel girder should have enough stiffness to behave as one body, because the conformity between plate and concrete deck is influences by the stiffness and spacing of the shear connectors. If the stiffness of shear connectors are insufficient, slip would happen at the contact surface. Partial interaction is the case that takes account of slips. In this paper, an easy method is presented to evaluate the stiffness or spacing of the shear connector according to the degree of imperfection without difficult calculations for a composite gilder with partial interaction. Also, the horizontal shearing force applied to the shear connector and the longitudinal axial force, which is occurs at contact surface between concrete deck and steel girder, have been presented in a simple influence line that is various to the parameters of sectional properties, degree of imperfection and applied load points. Furthermore, through the case study, it determined the relationships between the degree of imperfection and the follows 1) spring constants 2) axial force and horizontal shearing force 3) stress and neutral axis by using the partial differential equation based on Newmark's Partial Interaction Theory.

• Journal of the Korea institute for structural maintenance and inspection
• /
• v.14 no.2
• /
• pp.176-183
• /
• 2010

In the steel deck box girder bridges, the deck is composed of deck plate, longitudinal and lateral direction ribs. The bridge, that is considered in this study, has been used for about 40 years and, recently, several cracks were found in the connection area of U-ribs. Further, additional cracks were occurred after some lateral rib plates and longitudinal frames were attached for the purpose of reinforcement. Therefore, the connection method in the U-ribs reinforcement was changed from the bolting to the weldment to get rid of stress concentration and further cracking. In this study, the stress in the U-ribs connection was analysed numerically and variable amplitude stress for the real traffic loads was measured experimentally before and after the frame reinforcement. Finally, the effects of reinforcement method were investigated and discussed.

• International journal of steel structures
• /
• v.18 no.5
• /
• pp.1617-1630
• /
• 2018

The crucial differences between conventional rail with split-type connectors and continuous welded rails are axial stress in the longitudinal direction and stability, as well as other issues generated under the influence of loading effects. Longitudinal stresses generated in continuously welded rails on railway bridges are strongly influenced by the nonlinear behavior of the supporting system comprising sleepers and ballasts. Thus, the track structure interaction cannot be neglected. The rail-support system mentioned above has properties of non-uniform material distribution and uncertainty of construction quality. The linear elastic hypothesis therefore cannot correctly evaluate the stress distribution within the rails. The aim of this study is to apply the nonlinear finite element method using the nonlinear coupling interface between the track and structural model and to illustrate the welded rail behavior under the loading effect and uncertain factors of the ballast. Numerical results of nonlinear finite analysis with a three-dimensional solid and frame element model are presented for a typical track-bridge system. A composite plate girder, modeled by solid and shell elements, is also analyzed to consider the behavior of the welded rail. The analysis result showed buckling under the independent calculations of load cases, including 'temperature change', 'bending of the supporting structure', and 'braking' of the railway vehicle. A parametric study of the load combination method and the loading sequence is also included in this analysis.

• Journal of the Korea Institute of Building Construction
• /
• v.22 no.1
• /
• pp.11-21
• /
• 2022

Currently, in the domestic construction industry, the free web method has been emerging as a potential solution to the shortage of skilled workers due to the prolonged COVID-19 crisis, as it helps in securing economic feasibility through shortening the construction period and reducing labor costs. To consider one part of the construction method, in this study, the bending behavior according to the load was evaluated for the SY slope-type beam formwork, which was manufactured at a factory, assembled with rebar, brought into the site, and then poured into the site. For the SY Beam standard cross-sectional shape, a cross-sectional dimensional width of 400mm and depth 600mm determined through structural modeling using the MIDAS GEN program were applied. A total of 6 specimens were made with a member length of 5,000mm, 5 specimens and one RC specimen in the comparison group were manufactured in real-size format using the thickness of the steel plate(0.8, 1.0, 1.2mm) as a variable, and bending experiments were performed. In the bending test, the steel plate deck showed high initial stiffness and maximum strength as it yielded, which showed that it sufficiently contributed to the flexural strength. It is judged that additional analysis and experimental studies for 1.05, 1.1, and 1.15mm are needed to derive the appropriate steel plate thickness and the method for calculating the tensile force contribution of the steel plate to secure the manufacturing, construction and economic feasibility of SY Beam in the future.

• KSCE Journal of Civil and Environmental Engineering Research
• /
• v.30 no.6A
• /
• pp.503-512
• /
• 2010

In AASHTO LRFD (2007), a compact section is defined as a section in which no premature failure caused by local buckling of web and flange plate or later buckling occurs before the section reaches the plastic moment, Mp. The current AASHTO LRFD (2007) provides the compact section requirement by limiting the web slenderness only for webs without longitudinal stiffeners. The role of longitudinal stiffener is to increase the web buckling strength caused flexure. Although a web does not satisfy the compactness requirement without longitudinal stiffeners, the web buckling can be prevented by use of valid longitudinal stiffeners. Therefore, the web may be able to reach the plastic moment. However, the reason why a longitudinal stiffener may not be used to satisfy compactness requirement is not cleary explained in AASHTO LRFD (2007). In this study, the buckling and ultimate strength behaviors of stiffened webs subjected to bending are investigated through the linear buckling and nonlinear finite element analysis. It is found that steel plate girders having webs that do not satisfy the compactness requirement are able to reach the plastic moment if the longitudinal stiffeners have sufficient rigidities and are properly located. From a nonlinear regression analysis of the results, a new compactness requirement is suggested for webs stiffened with one longitudinal stiffener.

• Journal of Korean Society of Steel Construction
• /
• v.19 no.6
• /
• pp.671-680
• /
• 2007

In this study, we performed a loading test to evaluate the effect of load distribution on continuous two-span plate-girder bridges with or without bottom lateral bracing using one-fifth-scale bridge specimens. From the test results, when specimens with lateral bracing were loaded eccentrically, the load distribution capacity of the concrete deck and cross beam improved and greater loading was distributed to the other side of the girder subjected to loading. The load distribution rate of the specimens with and without lateral bracing system was evaluated from the analytical model that was verified by the test results. From the result of the quantitative evaluation, when specimen without lateral bracing was loaded eccentrically, mostly 21% of loading according to the concrete deck was distributed to the other side of the girder subjected to loading. However, when specimen with lateral bracing was loaded eccentrically, the load distribution rate increased by 1.7 times as all cross beams, bracing and concrete deck participated in load distribution. The reason is that the torsional rigidity increased as the model with lateral bracing behaved like a pseudo-closed box section.