• Composites Research
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• v.24 no.5
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• pp.29-33
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• 2011

The application of high performance materials for the deck can represent a fair alternative to reduce the weight of the deck and improve the econimic efficiency of the bridge even if high performance materials are costly. In UHPC(Ultra High Performance Concrete) bridges, it is necessary to verify that exiting headed stud can be used to transfer longitudinal shear forces across the steel-concrete interface. In this paper, the push-out tests are performed to analisys the composite behavior between UHPC bridge deck and steel girder. The ultimate strength of test specimens is proportional to the diameter of headed studs in push-out test for static loading. Test results show that the shear strength of headed stud is improved for the case of normal concrete bridge decks.

• Journal of the Korea Concrete Institute
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• v.14 no.4
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• pp.503-512
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• 2002

Generally, the girder spacing of the two-girder composite bridge is from 5m up to 15m. To ensure the structural safety according to Korean Bridge Design Specification, the deck depth should be from 33 cm upto 73 cm. Using the transversal prestressing strands in concrete deck, we can reduce its depth about 10％. However, there is little experience on the design and construction of prestressed concrete(PSC) decks in Korea. This paper focuses on the behaviors of PSC deck. A literature survey is performed widely. Considering the characteristics of the two-girder bridge and the construction conditions in Korea, a cast-in-place PSC deck is recommended for the two-girder bridge with 6m girder spacing. To examine its structural behaviors and safety, three partial model deck specimens(3 m$\times$5 m) with real scale are fabricated md tested. One(PS34-RS) is 34cm depth with the stiffness restraint in longitudinal edges for simulating the real bridge deck. Another(PS34-NS) is same depth without the stiffness restraint, and the other(PS28-NS) is 28cm depth with the stiffness restraint. Under the static patch loading, each specimen had a larger ultimate flexural strength than the design value. Specimens with the stiffness restraint (PS34-RS and PS28-RS) showed the punching shear failure mode and specimen without that(PS34-NS) showed the flexural failure mode.

• Journal of Korean Society of Steel Construction
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• v.11 no.2 s.39
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• pp.213-222
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• 1999

Elastic-plastic methods have been used for the better prediction of the actual behavior of continuous-composite plate girder bridges in the overload and maximum load analysis. The structural evaluation using ALFD(Alternate Load Factor Design) uses the elastic-plastic analysis. The plastic rotations that remain after the load is removed can be occurred by the yielding locations of the maximum moment section. This situation can occur due to the residual stresses even if the moment is below the theoretical yield moment. The local yielding causes positive automoments that assure elastic behavior under subsequent overloads. In this study, the automoments at the piers occurred due to the unit plastic rotations and other locations were calculated by the conjugate-beam method and three-moment equation, using the nine design span with progressively smaller pier sections. The automoments were determined by the developed computer programs in this study in which the moments and plastic rotations from the continuity and moment-inelastic rotation relationships must be equal. And also the ratings of 3-span continuous composite plate girder bridges with non-compact section were carried out according to the Korean Highway Bridge Specification.

• Journal of Korean Society of Steel Construction
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• v.10 no.1 s.34
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• pp.125-135
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• 1998

This study presents a design method for three-span continuous preflex composite girder bridges (3S-PCB) which imposes prestresses in the negative moment region by lifting or lowering interior supports and the design method is automated by a computer program which incorporates optimal design procedure. The objective function for the design of 3S-PCB minimizes the cost of construction materials and the constraint functions represent the limited dimensions of the design section and the allowable stress for each structural member as given in the specifications. Optimal design procedure used in this study is a modification of existing sequential unconstrained minimization technique (SUMT), a numerical analyses procedure for two-span continuous preflex composite bridges. The optimized design sections determined for each span length are compared with those of simple preflex composite beams (SPCB) and the optimal girder depth is determined by defining the relationship between girder depth and construction material costs.

• Journal of Korean Society of Steel Construction
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• v.19 no.2
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• pp.233-245
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• 2007

Previous finite element studies have shown that AASHTO Standard load distribution factor (LDF) equations appear to be conservative for longer spans and larger girder spacing, but too permissible for short spans and girder spacing. AASHTO LRFD specification defines the distribution factor equation for girder spacing, span length, slab thickness, and longitudinal stiffness. However, this equation requires an iterative procedure to correctly determine the LDF value due to an initially unknown longitudinal stiffness parameter. This study presents a simplified LDF equation for interior and exterior girders of two-span continuous I-girder bridges that does not require an iterative design procedure. The finite element method was used to investigate the effect of girder spacing, span length, slab thickness, slab width, and spacing and size of bracing. The computer program, GTSTRUDL, was used to idealize the bridge superstructures as the eccentric beam model, the concrete slab by quadrilateral shell elements, steel girders by space frame members, and the composite action between these elements by rigid links. The distribution factors obtained from these analyses were compared with those from the AASHTO Standard and LRFD methods. It was observed through the parametric studies that girder spacing, span length, and slab thickness were the dominant parameters compared with others. The LRFD distribution factor for the interior girder was found to be conservative in most cases, whereas the factor for the exterior girder to be unconservative in longer spans. Furthermore, a regression analysis was performed to develop simplified LDF formulas. The formulas developed in this study produced LDF values that are always conservative to those from the finite element method and are generally smaller than the LDF values obtained from the AASHTO LRFD specification. The proposed simplified equation will assist bridge engineers in predicting the actual LDF in two-span continuous I-girder bridges.

• 한국방재학회:학술대회논문집
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• 2008.02a
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• pp.63-66
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• 2008

The bridge deck section composed of a concrete slab resting on two I-beam girders are known to be susceptible to flutter instability and vortex shedding. Moreover, the cable stayed bridge in construction is more vulnerable to wind rather than in service when the free cantilever construction method is applied. This paper describes the effect of the dynamic wind loads on the bridge during construction and the effect of alternative temporary stabilizing measures. Therefore, a series of wind tunnel tests and numerical analysis were carried out to determine if any countermeasures were required.

• 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.

• Proceedings of the KSR Conference
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• 1998.05a
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• pp.548-555
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• 1998

The influences of high speed train on the dynamic responses of steel composite railway bridges are investigated. The bridge system which has two Ⅰ-girder and several cross beams is modeled with plate and frame elements. With assumption of concrete slabs ate fully connected with steel girders, the offset between slabs and girders is modeled using rigid link. The track system is modeled using beams on elastic foundation theory. And, the TGV train is modeled in 2-dimension considering bouncing and pitching motion. And, braking action of vehicle is considered using speed dependent braking function. To investigate the behavior of bridges due to moving trains, parametric studies are performed.

• Journal of Korean Society of Steel Construction
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• v.17 no.2 s.75
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• pp.131-138
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• 2005

The AASHTO wheel load distribution factor (LDF) equation has been with us since 1931 and has undergone minor modifications. In 1994, an entirely new procedure was introduced in the AASHTO LRFD code based on parametric studies and finite element analyses. However, this LDF equation involves a longitudinal stiffness parameter, the design of which is not initially known. Thus, an iterative procedure is required to correctly determine the LDF value. The increased level of complexity puts undue burden on the designer resulting in a higher likelihood for misinterpretation and error. In this study, based on current AASHTO LRFD framework, a new simplified equation is developed that does not require an iterative procedure. A total of 43 representative composite steel girder bridges are selected and analyzed using a finite element model.The new simplified equation produces LDF values that are always conservative when compared to those obtained from the finite element analyses and are generally greater than the LDF obtained using AASHTO LRFD specification. Therefore, the proposed simplified equation is expected to streamline the determination of LDF for bridge design without sacrificing safety.

• Journal of the Korean Recycled Construction Resources Institute
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• v.1 no.2
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• pp.120-127
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• 2013

Vam Cong Cable Stayed Bridge which has 450m main span length is one of the Central Mekong Delta Region Connectivity Project and is located in Cuu Long Delta Region. It has steel-concrete composite girder with 4 lane and the type of cable is multi strand cable. The improved H-shape pylon and cast-in-place bored piles were applied. High strength concrete is applied for pylon, precast concrete slab and Cast-in-Situ concrete pile to ensure the structural safety. The present paper describe the design specifications and main features of Vam Cong Cable Stayed Bridge design.