• Journal of Korean Society of Coastal and Ocean Engineers
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• v.29 no.2
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• pp.92-108
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• 2017

Present work shows a numerical method to analysis of interaction analysis between solitary wave and onshore bridge. Numerical simulation is carried out by TWOPM-3D (three-dimensional one-field model for immiscible two-phase flows), which is based on Navier-Stokes solver. To do this, the solitary wave is generated numerically in numerical wave channel, and numerical results and experimental results were compared and analyzed in order to verify the applicability of force acting on an onshore bridge. From this, we discussed precisely the characteristics of horizontal and vertical forces (uplift and downward forces) changes including water level and velocity changes due to the variation of solitary wave height, water depth, onshore bridge's location and type, and number of girder. Furthermore, It is revealed that the maximum horizontal and vertical forces acting on the girder bridge show different varying properties according to the number of girder, although each maximum force acting on the girder bridge is proportional to the increasement of incident solitary wave height, and the entrained air in the fluid flow affects the vertical force highly.

• Journal of Korean Society of Steel Construction
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• v.9 no.4 s.33
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• pp.659-672
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• 1997

Thermal response induced from nonlinear temperature distribution in composite box gilder bridges depends on several variables(environmental conditions, physical and material properties, location and orientation of bridge, and cross-section geometry). In this paper, parametric study are conducted in order to find the effects of variations of seasons, location and orientation of bridge, sectional geometry and some material properties on the axial deformation, curvature and stresses in composite box girder bridge. A two-dimensional transient finite element model to conduct this parametric studies is briefly presented. Firstly, the effects of the parameters on the diurnal variation of curvature are considered, and for the time of maximum curvature, on the distribution of temperature and stresses of composite box girder sectional are considered. Finally, some considerations about the influence of the parameters on the daily maximum values of axial deformation, curvature and stresses are carried out. The influence of thermal effect on structures is important as much as the influence of live or dead load in some cases. In the design of steel composite bridges, the thermal stresses calculated on the supposition that the temperature difference between the concrete slab and steel girder is $10^{\circ}C$ and the temperature distributions are uniform in concrete slab and steel girder can be underestimated.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.33 no.2
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• pp.781-790
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• 2013

This research focuses on development of the conceptual cost estimation models for I.L.M box girder bridge. The current conceptual cost estimation for public construction projects is dependent on governmental average unit price references which has been regarded as inaccurate and unreliable by many experts. Therefore, there have been strong demands for developing a better way of conceptual cost estimating methods. This research has proposed three different conceptual cost estimating method for a P.S.C. girder bridge built with the I.L.M method. Model (I) attempts to seek the proper breakdown of standard works that are accountable for more than 95 percentage in total cost and calculates the amount of standard work's materials from the standard section and volume of I.L.M box girder bridge. Model (II) utilizes a correlation analysis (coefficient over 0.6 or more) between breakdown of standard works and input data that would be considered available information in preliminary design phase. Model(III) obtains conceptual estimating through multiple-regression analysis between the breakdown of standard works and all of input data related to them. In order to validate the clustering of coverage in the preliminary design phase, the variation of I.L.M cost coverage from multiple-regression analysis[model(III)] has been investigated which result in between -3.76% and 11.79%, comparing with AACE(Association for the Advancement of Cost Engineering) which informs its variation between -5% and +15% in the design phase. The model proposed from this research are envisioned to be improved to a great distinct if reliable cost date for P.S.C. girder bridges can be continually collected with reasonable accuracies.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.4A
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• pp.417-429
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• 2008

This paper presents an experimental result to evaluate the redundancy in continuous span two plate-girder bridges which are generally classified as a non-redundant load path structure. The experiments were performed when one of the two girders is seriously cracked. To estimate the effects of bottom lateral bracing on the redundancy, the experiment variable was considered as the bottom lateral bracing, and two 1/5-scaled bridge specimens with and without lateral bracing system were fabricated. The ultimate loading tests were conducted on the damaged specimens with an induced crack at a girder in the side span. The test results showed that the load carrying capacity of damaged specimen with bracing was about 1.2 times higher than that without bracing. To evaluate the redundancy in each specimen, numerical analysis was performed to calibrate the difference of dead load between the actual bridge and the test specimens. When the dead load calibration is considered, the results showed that a continuous span two-girder bridges have a reasonable redundancy even without lateral bracing. Especially, the level of redundancy is increased by about 1.8 times when the lateral bracing is provided.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.5A
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• pp.887-899
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• 2006

The aim of this study is to investigate a correlation between fundamental data on aerodynamic characteristics of bridge girder cross-sections, such as aerodynamic force coefficients and flutter derivatives, and their aerodynamic behaviour. The section model tests were carried out in three stages. In the first stage, seven deck configurations were studied, namely; Six 2-edge girders and one box girder. In this stage, changes in aerodynamic force coefficients due to geometrical shape of girders, incidence angle of flow, wind directions and turbulence intensities were studied by static section model tests. In the second stage, the dynamic section model tests were carried out to investigate the relativity of static coefficients to dynamic responses. And finally, the two-dimensional (lift-torsion) aerodynamic derivatives of three bridge deck configurations were investigated by dynamic section model tests. The aerodynamic derivatives can be best described as a representation of the aerodynamic damping and the aerodynamic stiffness provided by the wind for a given deck geometry. The method employed here to extract these unsteady aerodynamic properties is known as the initial displacement technique. It involves the measurement of the decay in amplitude with time of an initial displacement of the deck in heave and torsion, for various wind speeds, in smooth flow. It is suggested that the proposed aerodynamic force coefficients and flutter derivatives of bridge girder sections will be potentially useful for the aeroelastic analysis and buffeting analysis.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.26 no.4A
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• pp.707-717
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• 2006

As an alternative to conventional prestressed concrete (PSC) girders, various types of PSC girders are either under development or have already been applied in bridge structures. Incrementally prestressed concrete girder is one of these newly developed girders. According to the design concept, these new types of PSC girders have the advantages of requiring less self-weight while having the capability of longer spans. However, the dynamic interaction between bridge superstructures and passing trains is one of the critical issues concerning these railway bridges designed with more flexibility. Therefore, it is very important to evaluate modal parameters of newly designed bridges before doing dynamic analyses. In the present paper, a 25 meters long full scale PSC girder was fabricated as a test specimen and modal testing was carried out to evaluate modal parameters including natural frequencies and modal damping ratios at every prestressing stage. During the modal testing, a digitally controlled vibration exciter as well as an impact hammer is applied, in order to obtain precise frequency response functions and the modal parameters are evaluated varying with construction stages. Prestressed force effects on changes of modal parameters are analyzed at every incremental prestressing stage. With the application of reliable properties from modal experiments, estimation of dynamic performances of PSC girder railway bridges can be obtained from various parametric studies on dynamic behavior under the passage of moving train. Dynamic displacements, impact factor, acceleration of the slab, end rotation of the girder, and other important dynamic performance parameters are checked with various speeds of the train.

• Journal of Korean Society of Steel Construction
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• v.26 no.2
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• pp.105-118
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• 2014

The number of the deteriorated bridge has been sharply increased due to the increase in the bridge service period in Korea. Local corrosion problem of structural member can be occurred according to atmospheric corrosion environments based on the installation location of steel bridges. Especially, in case of the plate girder bridge, corrosion damage is concentrated on the web panel and stiffener at girder end. An asymmetrical shear resistant web section in the plate girder bridge can be caused from the local corrosion of the web panel, because local corrosion is not symmetrically occurred to the bridge. In this study, therefore, the shear buckling strength and behavior of a plate girder with asymmetrically corroded web panel was numerically evaluated using FE analysis, which was considering an aspect ratio and corrosion damage level of web panel. The shear buckling strength reduction of an asymmetrical shear resistant web panel was compared and evaluated according to corroded volume ratio for a web panel and for diagonal tension field of a web panel.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.12 no.4
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• pp.525-535
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• 1999

In this study, a new method of fabricated concrete deck bridge construction is proposed. This paper details the method in which concrete multi-girders and fabricated concrete decks are rested on the upper flange of the girder and the female to female type sheat-key is formed to connect girder and deck. The finite element analysis is performed to verify the accuracy of the structural behaviors of the fabricated concrete deck bridge by comparing with experimental results. The first task performed is the analysis of the equilibrium of the member force occurring between the deck and the girder. After verifying equilibrium of the member force determined by the finite element analysis, this process is applied to the analysis of maximum member force as the position of design load. This task is utilized to determine the safety of each member according to the same scale finite element model. The final process in this study is to compare the deflection of girders used in experiment with that of the same scale finite element model to verify the strength of fabricated cincrete deck bridge. By this comparison, it is shown that the behavior of the fabricated concrete deck bridge is almost same as the finite element analysis. The second task is to analyze the load distribution effect according to the number of diaphragms and the composite effect due to the cinnection of the deck and girder by the finite element analysis. From the results of second task, it is found that the load distribution effect is not related to the number of diaphragms in case of the central loading, but is related to the number of diaphragms for eccentric loading. Analysis of the load distribution indicates that the effective number of diaphragm is three. It is also shown that the maximum deflection is decreased to almost one half due to the composite action of the deck and girder.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2000.04b
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• pp.246-252
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• 2000

The nonlinearity of a cable-stayed bridge results in the large displacement of main girder due to a long span, the large axial forces reduce the catenary action of cables and the flexural stiffness. Therefore, the static and dynamic behavior of pylon for a cable-stayed bridge plays an important role in determining its safety. This study was performed to find the behavior of pylon of cable-stayed bridge for the first-order analysis considering of axial load only and for the second-order analysis considering of lateral deflection due to axial load. The axial force and moment values of pylon were different from the results of the first-order analysis and second-order analysis according to pylon shape and cross beam stiffness when the pylon was subjected to earthquake and wind loads. In the second-order analysis, comparing the numerical values of the member forces for the dynamic analysis, types 3 and 4 (A type) were relatively more advantageons types than types 1 and 2 (H type). Considering the stability for pylon of cable-stayed bridge (whole structural system), types 3 and 4 (A type) with pre-buckling of girder were proper types than types 1 and 2 (H type) with buckling of pylon.

• Wind and Structures
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• v.23 no.5
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• pp.405-420
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• 2016

Section model wind tunnel test is currently the main technique to investigate the flutter performance of long-span bridges. Further study about applying the wind tunnel test results to the aerodynamic optimization is still needed. Systematical parameters and test principle of the bridge section model are determined by using three long-span steel truss suspension bridges. The flutter critical wind at different attack angles is obtained through section model flutter test. Under the most unfavorable working condition, tests to investigate the effects that upper central stabilized plate, lower central stabilized plate and horizontal stabilized plate have on the flutter performance of the main beam were conducted. According to the test results, the optimal aerodynamic measure was chosen to meet the requirements of the bridge wind resistance in consideration of safety, economy and aesthetics. At last the credibility of the results is confirmed by full bridge aerodynamic elastic model test. That the flutter reduced wind speed of long-span steel truss suspension bridges stays approximately between 4 to 5 is concluded as a reference for the investigation of the flutter performance of future similar steel truss girder suspension bridges.