• Journal of the Korean Society of Safety
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• v.23 no.2
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• pp.87-97
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• 2008

The Ilsun Bridge is the world's longest box girder bridge(801m) with corrugated steel webs and has the widest width($21.2{\sim}30.9m$: tri-cellular cross section) among these kinds of composite girder bridges. It has fourteen spans(50m, 10 at 60m, 50m, 2 at 50.5m) where twelve spans are erected by the incremental launching method and two spans by full staging method. Special topics related to the structural safety of prestressed concrete box girder bridge with corrugated steel web in construction stage and service were reviewed. Investigations focus on the span-to-depth ratio, shear stress of corrugated steel webs and optimization of tile length of steel launching nose. The span-to-depth ratio of Ilsun bridge has been found to be well-planned while the corrugated steel web has been designed highly conservative and it has been observed that the conventional nose-deck interaction equation do not fit well with corrugated steel web bridges. As a result, detailed construction stage analysis was performed to check the stress levels and the safety of preceding design conditions. Finally, from the design review of Ilsun bridge, this study suggests optimal design issues which should be of interest in designing a prestressed concrete box girder bridge with corrugated steel webs.

• Magazine of the Korea Concrete Institute
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• v.10 no.3
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• pp.53-61
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• 1998

• Magazine of the Korea Concrete Institute
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• v.22 no.4
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• pp.48-62
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• 2010

• Magazine of the Korea Concrete Institute
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• v.24 no.2
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• pp.16-20
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• 2012

• Magazine of the Korea Concrete Institute
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• v.18 no.2 s.91
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• pp.40-45
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• 2006

• Magazine of the Korea Concrete Institute
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• v.19 no.3
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• pp.60-68
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• 2007

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.302-305
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• 2006

The temperature difference of deck and girder is one of the major factors that affect the stress distribution of a section, and therefore, the design of a composite girder bridge. However, domestic design codes of highway and railway bridges, respectively, present different shapes of design equations regarding the temperature difference, which may induce some confusion to the designers. In this study, each design equation is investigated on a theoretical basis and compared together. Some other methodologies such as finite element method and other equations from a different point of view are also taken into account for further comparison. An example of a railway bridge is presented to verify the result of each scheme.

• Proceedings of the Earthquake Engineering Society of Korea Conference
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• 2000.04a
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• pp.259-266
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• 2000

This study was conducted to investigate the seismic behavior assessment of circular reinforcement concrete bridge piers particularly with regard to assessing the displacement ductility curvature ductility response modification factor(R) and plastic hinge region etc, The experimental variables of bridge piers test consisted of transverse steel details amount and spacing different axial load levels etc. The test results indicated that reinforcement concrete bridge piers with confinement steel by the code specification exhibited suffcient ductile behavior and seismic performance. Also it is found that current seismic design code specification of confinement steel requirements may be revised.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.10a
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• pp.75-80
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• 2000

Evaluation method of seismic performance has mainly used elastic spectrum analysis. This method has simplicity of analysis but deficiency of accuracy. And evaluation method of seismic performance using inelastic dynamic analysis reflects accurately inelasticity of material but hardly reflects site effects. This study suggested evaluation scheme of seismic performance for bridge structure using capacity spectrum method applied inelastic static analysis and standard design response spectrum of Korea Standard Specification for Highway Bridge. Two results, capacity spectrum method and inelastic dynamic analysis method, are very similar. As a result, this study appropriately supply both simplicity of analysis and accuracy of result.

• Proceedings of the KSR Conference
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• 2000.11a
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• pp.328-335
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• 2000

The substructure of Light Rail Transit is mainly built on elevated structure that is composed of pier, girder and bridge deck. The bridge deck mostly has been made by field formed reinforced concrete so far. The objectives of the study are to find a method for design and construction of the new bridge deck. I-beam is fabricated to make grid and concrete is poured on it at factory. This type can be used for maintenance of duty line by advantages such as good quality control and short construction time.