• International Journal of Concrete Structures and Materials
• /
• 제7권4호
• /
• pp.319-332
• /
• 2013

The purpose of this study was to investigate the design comparison of totally prefabricated bridge substructure system. Prefabricated bridge substructure systems are a relatively new and versatile alternative in substructure design that can offer numerous benefits. The system can reduce the work load at a construction site and can result in shorter construction periods. The prefabricated bridge substructures are designed by the methods of Korea Highway Bridge Code (KHBD) and load and resistance factor design (AASHTO-LRFD). For the design, the KHBD with DB-24 and DL-24 live loads is used. This study evaluates the design method of KHBD (2005) and AASHTO-LRFD (2007) for totally prefabricated bridge substructure systems. The computer program, reinforced concrete analysis in higher evaluation system technology was used for the analysis of reinforced concrete structures. A bonded tendon element is used based on the finite element method, and can represent the interaction between the tendon and concrete of a prestressed concrete member. A joint element is used in order to predict the inelastic behaviors of segmental joints. This study documents the design comparison of totally prefabricated bridge substructure and presents conclusions and design recommendations based on the analytical findings.

• 콘크리트학회지
• /
• 제10권4호
• /
• pp.135-143
• /
• 1998

현행 AASHTO 및 AASHTO LRFD 설계기준에는 차선하중에 대한 윤하중분포폭을 차륜하중에 적용되는 윤하중분포폭의 2배를 적용하도록 규정하고 있다. 이에 반해 국내 도로교 표준시방서에는 차선하중에 대한 윤하중분포폭의 규정은 없는 실정이다. 본 연구에서는 연속 철근콘크리트 슬래브 교량에 대한 윤하중분포폭에 관한 연구를 수행하였다. 연속슬래브 교량의 윤하중분포폭에 영향을 미치는 인자들로는 지간길이, 교량폭, 단부보 및 지점조건이 있다. 이들 각 인자들에 대한 유한 요소 모델의 구성 및 해석을 통하여 연속 철근콘크리트 슬래브 교량의 합리적인 윤하중분포폭의 식을 제안하였다. 본 연구에서 제안된 윤하중분포폭의 식은 현행 도로교 표준시방서에 제시되어 있지 않은 철근콘크리트 연속 슬래브 교량의 보다 정확한 설계 및 합리적인 내하력 산정시 매우 효율적으로 사용될 것으로 사료된다.

• 대한토목학회논문집
• /
• 제36권3호
• /
• pp.375-384
• /
• 2016

현행, 도로교설계기준에서는 교량바닥판에 대해 지간이 짧은 다거더 플레이트 거더교 위주의 규정을 두고 있으며, 강합성 소수 거더교에 적용되는 장지간 바닥판에 대한 설계규정은 명확하게 없는 실정이다. 이는 소수 거더교의 장지간 바닥판에 적용하기에는 한계가 있으므로 합리적인 설계를 위해서는 관련 규정을 보완할 필요가 있다. 따라서, 본 연구에서는 내측부 교량바닥판의 지간 6.0~12.0m 범위를 대상으로 도로교설계기준의 KL-510 하중을 적용하여 교축방향(종방향)과 교축직각방향(횡방향)에 대한 설계휨모멘트를 제안하였다. 설계휨모멘트는 바닥판의 직교 이방성, 거더의 강성, 그리고 다차로재하계수의 영향이 반영되었으며, 이를 기존의 DB-24 하중에 대한 설계휨모멘트와 비교하였다.

• Structural Monitoring and Maintenance
• /
• 제9권4호
• /
• pp.323-336
• /
• 2022

Steel truss bridge is one of the most widely used bridge types in Indonesia. Out of all Indonesia's national roads, the number of steel truss bridges reaches 12% of the total 17,160 bridges. The application of steel truss bridges is relatively high considering this type of bridge provides advantages in the standardization of design and fabrication of structural elements for typical bridge spans, as well as ease of mobilization. Directorate of Road and Bridge Engineering, Ministry of Works and Housing, has issued a standard design for steel truss bridges commonly used in Indonesia, which is designed against the design load in SNI 1725-2016 Bridge Loading Standards. Along with the development of actual traffic load measurement technology using Bridge Weigh-in-Motion (B-WIM), traffic loading data can be utilized to evaluate the reliability of standard bridges, such as standard steel truss bridges which are commonly used in Indonesia. The result of the B-WIM measurement on the Central Java Pantura National Road, Batang - Kendal undertaken in 2018, which supports the heaviest load and traffic conditions on the national road, is used in this study. In this study, simulation of a sequences of traffic was carried out based on B-WIM data as a moving load on the Australian type Steel Truss Bridge (i.e., Rangka Baja Australia -RBA) structure model with 60 m class A span. The reliability evaluation was then carried out by calculating the reliability index or the probability of structural failure. Based on the analysis conducted in this study, it was found that the reliability index of the 60 m class Aspan for RBA bridge is 3.04 or the probability of structural failure is 1.18 × 10^-3, which describes the level of reliability of the RBA bridge structure due to the loads from B-WIM measurement in Indonesia. For this RBA Bridge 60 m span class A, it was found that the calibrated nominal live load that met the target reliability is increased by 13% than stated in the code, so the uniform distributed load will be 7.60 kN/m² and the axle line equivalent load will be 55.15 kN/m.

• 한국콘크리트학회:학술대회논문집
• /
• 한국콘크리트학회 1992년도 가을 학술발표회 논문집
• /
• pp.234-239
• /
• 1992

Design live load and girder distribution factors play an important role in the current design procedures. The fraction of vehicle load effect transferred to a single member may be selected in accordance with current KBDC. However, the specified values, both design load and distribution factors involve considerable inaccuracies, These inaccuracies relate to the uncertainties of the structural analysis, especially any bias and scatter which drives from the use of simplified load distribution factors. In this study , based on several field measurement and finite element analysis, live load distribution effects of current KBDC are evaluated. The final values of the bias and coefficient of variation of "g"according to bridge type are determined. The bridge types are reinforced concrete slab, prestressed concrete girder and steel l-beam.el l-beam.

• Computers and Concrete
• /
• 제24권4호
• /
• pp.303-311
• /
• 2019

The depth of superstructure is the summation of the height of girders and the thickness of the deck floor. In this study, it is aim to determine the maximum span length of girders and minimum depth of the superstructure of prestressed concrete I-girder bridge. For this purpose the superstructure of the bridge with the width of 10m and the thickness of the deck floor of 0.175m, which the girders length was changed by two meter increments between 15m and 35m, was taken into account. Twelve different girders with heights of 60, 75, 90, 100, 110, 120, 130, 140, 150, 160, 170 and 180 cm, which are frequently used in Turkey, were chosen as girder type. The analyses of the superstructure of prestressed concrete I girder bridge was conducted with I-CAD software. In the analyses AASHTO LRFD (2012) conditions were taken into account a great extent. The dead loads of the structural and non-structural elements forming the bridge superstructure, prestressing force, standard truck load, equivalent lane load and pedestrian load were taken into consideration. HL93, design truck of AASHTO and also H30S24 design truck of Turkish Code were selected as vehicular live load. The allowable concrete stress limit, the number of prestressed strands, the number of debonded strands and the deflection parameters obtained from analyses were compared with the limit values found in AASHTO LRFD (2012) to determine the suitability of the girders. At the end of the study maximum span length of girders and equation using for calculation for minimum depth of the superstructure of prestressed concrete I-girder bridge were proposed.

• 콘크리트학회지
• /
• 제20권6호
• /
• pp.41-46
• /
• 2008

The bridge across Chambal River consists of two approach bridges and a cable stayed bridge with concrete girder and pylon. And the main bridge has been designed mainly based on AASHTO LRFD. This article covers design specifications from AASHTO LRFD, which are applied to load combinations and structural verification. And it also covers local standards applied in definition of loads such as live load, wind load, temperature, etc. In addition, the difference between applied design specifications and Korean standards is mentioned in this article briefly.

• KCI Concrete Journal
• /
• 제14권3호
• /
• pp.130-137
• /
• 2002

It is known that lap splice in the longitudinal reinforcement of reinforced concrete(RC) bridge columns is not desirable for seismic performance, but it is sometimes unavoidable. Lap splices were practically located in the potential plastic hinge region of most bridge columns that were constructed before the adoption of the seismic design provision of Korea Bridge Design Specification on 1992. The objective of this research is to evaluate the seismic performance of reinforced concrete(RC) bridge piers with lap splicing of longitudinal reinforcement in the plastic hinge region, to develop the enhancement scheme of their seismic capacity by retrofitting with glassfiber sheets, and to develop appropriate limited ductility design concept in low or moderate seismicity region. Nine test specimens in the aspect ratio of 4 were made with three confinement ratios and three types of lap splice. Quasi-static test was conducted in a displacement-controlled way under three different axial load levels. A significant reduction of displacement ductility ratios was observed for test columns with lap splices of longitudinal steels.

• 한국안전학회지
• /
• 제25권5호
• /
• pp.54-61
• /
• 2010

The additional axial force of CWR(continuous welded rail) is occurred by structure-track interaction, in reverse, fixed supports of structure are applied the large load by that. Ratio of load which transferred on support through the bridge superstructure with one-side REJ by acceleration and braking load are stated in High-Speed Rail Design Criteria(2005). On the other hand the horizontal forces of support delivered to the load due to thermal loads has been no report about the criteria. Therefore, this study was performed the review of the reaction and displacement on support by structure-track interaction in a special bridge(composite brdiges, 45+55+55+45=200m) with REJ acting on the temperature load. As a result, because fixed support of a special bridge or a continuous bridge with REJ under the temperature load which is constant load has been acted the large lateral load by structure-track interaction, when determining the fixed bearing capacity of structure should be reflected in the results to secure the safety of structures was confirmed.

• 복합신소재구조학회 논문집
• /
• 제1권1호
• /
• pp.34-45
• /
• 2010

This paper describes the design, manufacturing process, testing, application, and assessment of capacity-ratings of the first all advanced composites bridge on a public highway system. In order to verify the bridge design prior to the field application, a sub-scale bridge superstructure was built and tested in the laboratory. The field load test results were compared with those of the finite element analysis for the verification of validity. To investigate its in-service performance, field load testing and visual inspections were conducted under an actual service environment. The paper includes the presentation and discussion for advanced composites bridge capacity rating based on the stress modification coefficients obtained from the test results. The test result indicates that the advanced composites bridge has no structural problems and is structurally performing well in-service as expected. Since these composite materials are new to bridge applications, reliable data is not available for their in-service performance. The results may provide a baseline data for future field advanced composites bridge capacity rating assessments and also serve as part of a long-term performance of advanced composites bridge.