• Steel and Composite Structures
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• v.4 no.5
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• pp.385-402
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• 2004

Nearly 400 composite railway bridge decks of a new kind belonging to the trough type with U-shaped cross section have been constructed in Belgium over the last fifteen years. The construction of these bridge decks is rather complex with the preflexion of precambered steel girders, the prestressing of a concrete slab and the addition of a 2nd phase concrete. Until now, they have been designed with a classical computation method using a pseudo-elastic analysis with modular ratios. Globally, they perform according to the expectations but variability has been observed between the measured and the computed camber of these bridge decks just after the transfer of prestressing and also at long-term. A statistical analysis of the variability of the relative difference between the measured camber and the computed camber is made for a sample of 36 bridge decks using no less than 10 variables. The most significant variables to explain this variability at prestressing are the ratio between the maximum tensile stress reached in the steel girders during the preflexion and the yield strength and the type of steel girder. For the same sample, the long-term camber under permanent loading is computed by two methods and compared with measurements taken one or two years after the construction. The camber computed by the step-by-step method shows a better agreement with the measured camber than the camber computed by the classical method. The purpose of the paper is to report on the statistical analysis which was used to determine the most significant parameters to consider in the modeling in order to improve the prediction of the behaviour of these composite railway bridge decks.

• International Journal of Concrete Structures and Materials
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• v.7 no.3
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• pp.183-191
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• 2013

Prestress losses assumed for bridge girder design and deflection analyses are dependent on the concrete modulus of elasticity (MOE). Most design specifications, such as the American Association of State Highways and Transportation Officials (AASHTO) bridge specifications, contain a constant value for the MOE based on the unit weight of concrete and the concrete compressive strength at 28 days. It has been shown in the past that that the concrete MOE varies with the age of concrete. The purpose of this study was to evaluate the effect of a time-dependent and variable MOE on the prestress losses assumed for bridge girder design. For this purpose, three different variable MOE models from the literature were investigated: Dischinger (Der Bauingenieur 47/48(20):563-572, 1939a; Der Bauingenieur 5/6(20):53-63, 1939b; Der Bauingenieur, 21/22(20):286-437, 1939c), American Concrete Institute (ACI) 209 (Tech. Rep. ACI 209R-92, 1992) and CEB-FIP (CEB-FIP Model Code, 2010). A typical bridge layout for the Dallas, Texas, USA, area was assumed herein. A prestressed concrete beam design and analysis program from the Texas Department of Transportation (TxDOT) was utilized to determine the prestress losses. The values of the time dependent MOE and also specific prestress losses from each model were compared. The MOE predictions based on the ACI and the CEB-FIP models were close to each other; in long-term, they approach the constant AASHTO value. Dischinger's model provides for higher MOE values. The elastic shortening and the long term losses from the variable MOE models are lower than that using a constant MOE up to deck casting time. In long term, the variable MOE-based losses approach that from the constant MOE predictions. The Dischinger model would result in more conservative girder design while the ACI and the CEB-FIP models would result in designs more consistent with the AASHTO approach.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.36 no.3
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• pp.375-384
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• 2016

In the current Korea highway bridge design code (KHBDC), the criteria of concrete bridge decks are mainly based on short span decks of steel plate girder bridge, there are very little the specific criteria of long span decks in the twin steel plate girder bridge. Therefore, to put more rational and practical design criteria of the long span decks on the code, the complements of the related criteria are required in the current design code. This paper proposed the design bending moments of decks with 6.0~12.0m span for KL-510 load in direction to bridge (longitudinal direction) and perpendicular direction to bridge (transverse direction). The effects of orthotropic concrete decks, stiffness of steel girders and multiple lane loading factors (MLLF) were reflected in the design bending moments. The proposed design bending moments were compared to the design bending moments with DB-24 load.

• Journal of the Korean Institute of Illuminating and Electrical Installation Engineers
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• v.20 no.6
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• pp.1-8
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• 2006

The study is to analyze the surface luminance of the illuminated bridges according to the change of view point using luminance measurements with instrument CS-100 and ProMetric 1400. For the purpose the illuminated bridges of the structure type were sleceted. Also, the view points were classified the three types which are a perspective view, a building view, a driver view. The luminance of the surrounding sky, surface of river, upper structure or bridge, girder side, and pier or the objects was measured. As a result of this study, The Kwangjin and Dongho Bridge showed the luminance distribution of a perspective view was high. And the Olympic and Dongjac bridge the luminance distribution of building view was high. The luminance effect of the girder bridge that has no upper structure was distinguished for the perspective view, and the cable-stayed girder bridge and the arch bridge were characterized as the building view.

• Structural Engineering and Mechanics
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• v.77 no.5
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• pp.601-612
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• 2021

To study the vibration characteristics of a high-speed railway continuous girder bridge-track coupling system (HSRCBT), a coupling vibration analysis model of an m-span continuous girder bridge-subgrade-track system with n-span approach bridge was established. The model was based on the energy and its variational method, where both the interlaminar slip and shear deformation effects were considered. In addition, the free vibration equations and natural boundary conditions of the HSRCBT were derived. Further, according to the coordination principle of deformation and mechanics, an analytical method for calculating the natural vibration frequencies of the HSRCBT was obtained. Three typical bridge-subgrade-track coupling systems of high-speed railway were taken and the results of finite element analysis were compared to those of the analytical method. The errors between the simulation results and calculated values of the analytical method were less than 3%, thus verifying the analytical method proposed in this paper. Finally, the analytical method was used to investigate the influence of the number of the approach bridge spans and the interlaminar stiffness on the natural vibration characteristics of the HSRCBT based on the degree of sensitivity. The results suggest the approach bridges have a critical number of spans and in general, the precision requirements of the analysis could be met by using 6-span approach bridges. The interlaminar vertical compressive stiffness has very little influence on the low-order natural vibration frequency of HSRCBT, but does have a significant influence on higher-order natural vibration frequency. As the interlaminar vertical compressive stiffness increases, the degree of sensitivity to interlaminar stiffness of each of the HSRCBT natural vibration characteristics decrease and gradually approach zero.

• Steel and Composite Structures
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• v.43 no.2
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• pp.165-183
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• 2022

Most transportation departments have recognized and developed procedures to address the ever-increasing weights of trucks traveling on bridges in a service today. Transportation agencies also recognize the issues with overheight vehicles' collisions with bridges, but few stakeholders have definitive countermeasures. Bridges are becoming more vulnerable to collisions from overheight vehicles. The exact response under lateral impact force is difficult to predict. In this paper, nonlinear impact analysis shows that the degree of deformation recorded through the modeling of the unprotected vehicle-girder model provides realistic results compared to the observation from the US-61 bridge overheight vehicle impact. The predicted displacements are 0.229 m, 0.161 m, and 0.271 m in the girder bottom flange (lateral), bottom flange (vertical), and web (lateral) deformations, respectively, due to a truck traveling at 112.65 km/h. With such large deformations, the integrity of an impacted bridge becomes jeopardized, which in most cases requires closing the bridge for safety reasons and a need for rehabilitation. We proposed different sacrificial cushion systems to dissipate the energy of an overheight vehicle impact. The goal was to design and tune a suitable energy absorbing system that can protect the bridge and possibly reduce stresses in the overheight vehicle, minimizing the consequences of an impact. A material representing a Sorbothane high impact rubber was chosen and modeled in ANSYS. Out of three sacrificial schemes, a sandwich system is the best in protecting both the bridge and the overheight vehicle. The mitigation system reduced the lateral deflection in the bottom flange by 89%. The system decreased the stresses in the bridge girder and the top portion of the vehicle by 82% and 25%, respectively. The results reveal the capability of the proposed sacrificial system as an effective mitigation system.

• Journal of the Korea institute for structural maintenance and inspection
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• v.12 no.3
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• pp.127-134
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• 2008

The response of a bridge can be influenced by span length, bridge's surface condition, vehicle's weight, and vehicle's velocity. It is difficult to predict accurate behavior of a bridge. In the current standard of specifications, such dynamic effect is defined by impact factor and prescribed to consider live load as to increase design load by means of multiplying this value by live load. However, it is not well understood because the Impact factor method differs from every country. Dynamic, static and pseudo-staitic field loading tests on PSC-I girder bridges were carried out to find out the dynamic property of the bridge. This paper is aimed to figure out actual dynamic property of the bridge by using field loading test. An empirical method based on impact factor is widely used and also argued. Displacement and strain response measured from the tests was compared with one from the empirical method. The former seems to be reasonable since it can consider actual response of a bridge through field tests.

• Advances in concrete construction
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• v.10 no.1
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• pp.71-79
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• 2020

Ultra-high-performance concrete (UHPC) is recognized as a promising material in future civil engineering projects due to its outstanding mechanical and durability properties. However, the lack of local UHPC materials and official standards, especially for prestressed UHPC structures, has limited the application of UHPC. In this research, a large-scale prestressed bridge girder composed of nonproprietary UHPC is produced and investigated. This work has two objectives to develop the mixing procedure required to create UHPC in large batches and to study the flexural behavior of the prestressed girder. The results demonstrate that a sizeable batch of UHPC can be produced by using a conventional concrete mixing system at any precast factory. In addition, incorporating local aggregates and using conventional mixing systems enables regional widespread use. The flexural behavior of a girder made by this UHPC is investigated including flexural strength, cracking pattern and development, load-deflection curve, and strain and neutral axis behaviors through a comprehensive bending test. The experimental data is similar to the theoretical results from analytical methods based on several standards and recommendations of UHPC design.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2005.04a
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• pp.249-256
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• 2005

Rigorous FE(Finite Element) analyses of the cable-stayed bridge with steel-box girder, the main construction method of which is FCM (Free Cantilever Method), are presented in this paper. The analysis and the checking of design for a derrick crane under several loading conditions are performed using the software MIDAS/Civil and the beam elements are used to model the main structure. Among all the construction stages, special construction stages are chosen and considered to ensure the safety of segments of box girder The stress analysis for lifting of a segment of box girder is performed using the software SAP2000 and the shell elements of which having 6 DOF(Degrees Of Freedom) per nodes are successfully used to model the segment of box girder for the purpose of capturing the detailed behaviors on the folded-plates in the segment. Finally, concluding remarks are given to improve a design of the derrick crane and the segment based on the results from this study.

• Structural Engineering and Mechanics
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• v.30 no.1
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• pp.37-66
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• 2008

This paper focuses on the nonlinear vibrations of stay cables and evaluates the dynamic characteristics of stay cables by using the nonlinear enhanced MECS approach and the approximate approach. The nonlinear enhanced MECS approach is that both the girder-tower vibrations and the cable vibrations including parametric cable vibrations are simultaneously considered in the numerical analysis of cable-stayed bridges. Cable finite element method is used to simulate the responses including the parametric vibrations of stay cables. The approximate approach is based on the assumption that cable vibrations have a small effect on girder-tower vibrations, and analyzes the local cable vibrations after obtaining the girder-tower responses. Under the periodic excitations or the moderate ground motion, the differences of the responses of stay cables between these two approaches are evaluated in detail. The effect of cable vibrations on the girder and towers are also discussed. As a result, the dynamic characteristics of the parametric vibrations in stay cables can be evaluated by using the approximate approach or the nonlinear enhanced MECS approach. Since the different axial force fluctuant of stay cables in both ends of one girder causes the difference response values between two approach, it had better use the nonlinear enhanced MECS approach to perform the dynamic analyses of cable-stayed bridges.