• Journal of Applied Reliability
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• v.16 no.2
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• pp.90-97
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• 2016

Purpose: Majority of bridges and roads in Gangwon Province have been carrying loads associated with heavy materials such as rocks, mining products, and cement. This location-specific live loads have contributed to the present situation of overloading, compared to other provinces in Korea. However, the bridges in Gangwon province are designed by national bridge design specification, without considering the location-specific live load characteristics. Therefore, this study focuses on the real traffic data accumulated on regional weighing station to verify the live load characteristics, including actual live load gross vehicle weight, axle weight axle spacings, and number of trucks. Methods: In order to take into account the location specific live load, a governmental weigh station (38th national highway Miro) have been selected and the passing truck data are processed. Based on the truck survey, trucks are categorized into 3 different shapes, and each shape has been idealized into normal distribution. Then, the resulting survey data are processed to predict the target maximum live load values, including the axle loads and gross vehicle weights in 75 years service life span. Results: The results are compared to the nationally used DB-24 live loads, and the results show that nationally recognized DB-24 live load does not sufficiently represent real traffic in mountaineous region in Gangwon province. Conclusion: The comparison results in the recommendation of location-specific live load that should be taken into account for bridge design and evaluation.

• Smart Structures and Systems
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• v.30 no.2
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• pp.145-157
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• 2022

The design of safe and economical structures depends on the reliable live load from load survey. Live load surveys are traditionally conducted by randomly selecting rooms and weighing each item on-site, a method that has problems of low efficiency, high cost, and long cycle time. This paper proposes a deep learning-based method combined with Internet big data to perform live load surveys. The proposed survey method utilizes multi-source heterogeneous data, such as images, voice, and product identification, to obtain the live load without weighing each item through object detection, web crawler, and speech recognition. The indoor objects and face detection models are first developed based on fine-tuning the YOLOv3 algorithm to detect target objects and obtain the number of people in a room, respectively. Each detection model is evaluated using the independent testing set. Then web crawler frameworks with keyword and image retrieval are established to extract the weight information of detected objects from Internet big data. The live load in a room is derived by combining the weight and number of items and people. To verify the feasibility of the proposed survey method, a live load survey is carried out for a meeting room. The results show that, compared with the traditional method of sampling and weighing, the proposed method could perform efficient and convenient live load surveys and represents a new load research paradigm.

• Proceedings of the Korean Institute of Building Construction Conference
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• 2004.05a
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• pp.85-90
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• 2004

We divided the planting bale into waterproof layer, drainage layer and soil layer so at to investigate changes of live load according to species of wood and composition of the base to make rooftops green. The results are follows, 1. As concerning construction and live load for green roof, sheet waterproofing is superior. 2. When materials of drainage are changed crushed gravel into artificial lightweight graval or ferrite, live load of planting bale is decreased about 22% and 25% in order. 3. When ingredients of soil are chased normal sand into volcanic sand, live load of base is decreased about 28%. Especially, when it is changed into ferrite, 54% of live load is decreased. 4. In this study, all live load we concerned excesses the standard about roof live load of office, school and house. Hence, structure has to be concerned thoroughly when making rooftops green. But, we judge that various methods for making rooftops green can be applied if we consider roof garden when we plan new buildings.

• Structural Engineering and Mechanics
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• v.42 no.3
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• pp.291-311
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• 2012

The multi-span suspension bridge having double main cables in the vertical plane is investigated regarding endurance of live load distribution in the case of non-displaced pylon and pylon displacement. The coefficient formula of live load distribution described as the ratio of live load on the bottom cable to the top cable is obtained. Based on this formula, some function in respect of this bridge are derived and used to analyze its characteristics. This analysis targets the cable force, the cable sag and the horizontal displacement at the pylon top under live load etc. The results clarified that the performance of the live load distribution and the horizontal force of cables in the case of non-deformed pylon has a similar tendency to those in the case of deformed pylon, and the increase of pylon rigidity can increase live load distributed to the bottom cable and slightly raise the cable horizontal force under live load. However, effect on the vertical rigidity of bridge and the horizontal force increment of cables caused by live load is different in the case of non-deformed pylon and deformed pylon.

• Structural Engineering and Mechanics
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• v.76 no.1
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• pp.1-15
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• 2020

The aim of this paper is to simply present live load factor calculation methodology formulation with the addition of a simple new future load projection procedure to previously proposed two methods. For this purpose, Oregon Weigh-in-Motion (WIM) data were used to calculate live load factors by using WIM data. These factors were calculated with two different approaches and by presenting new simple modifications in these methods. A very simple future load projection method is presented in this paper. Using four different WIM sites with different average daily truck traffic (ADTT) volume, and all year data, live load factors were obtained. The live load factors, were proposed as a function of ADTT. ADTT values of these sites correspond to three different levels which are approximately ADTT= 5,000, ADTT = 1,500 and ADTT ≤ 500 cases. WIM data for a full year were used from each site in the calibration procedure. Load effects were projected into the future for the different span lengths considering five-year evaluation period and seventy-five-years design life. The live load factor for ADTT=5,000, AASHTO HS20 loading case and five-year evaluation period was obtained as 1.8. In the second approach, the methodology established in the Manual for Bridge Evaluation (MBE) was used to calibrate the live load factors. It was obtained that the calculated live load factors were smaller than those in the MBE specifications, and smaller than those used in the initial calibration which did not convert to the gross vehicle weight (GVW) into truck type 3S2 defined by AASHTO equivalents.

• Proceedings of the Korea Concrete Institute Conference
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• 1999.10a
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• pp.459-462
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• 1999

This paper presents a numerical study on the effect of live load pattern on RC flat plate under in-plane compression. Through the numerical study on various live load pattern, the load condition that governs the strength of the flat plate is determined. Effects of L.L/D.L. and arrangement of reinforcement on the behavior of the flat plate are also studied. And the efficient arrangement of reinforcement regarding to live load pattern is proposed.

• International journal of steel structures
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• v.18 no.4
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• pp.1252-1264
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• 2018

Long span bridges such as steel cable stayed and suspension bridges are usually more flexible than short to medium span bridges and expected to have large deformations. Deflections due to live load for long span bridges are important since it controls the overall heights of the bridge for securing the clearance under the bridge and serviceability for securing the comfort of passengers or pedestrians. In case of sea-crossing bridges, the clearance of bridges is determined considering the height of the ship master from the surface of the water, the trim of the ship, the psychological free space, the tide height, and live load deflection. In the design of bridges, live load deflection is limited to a certain value to minimize the vibrations. However, there are not much studies that consider the live load deflection and its effects for long span bridges. The purpose of this study is to investigate the suitability of live load deflection limit and its actual effects on serviceability of bridges for steel cable-stayed and suspension bridges. Analytical study is performed to calculate the natural frequencies and deflections by design live load. Results are compared with various design limits and related studies by Barker et al. (2011) and Saadeghvaziri et al. (2012). Two long span bridges are selected for the case study, Yi Sun-Sin grand bridge (suspension bridge, main span length = 1545 m) and Young-Hung grand bridge (cable stayed bridge, main span length = 240 m). Long-term measured deflection data by GNSS system are collected from Yi Sun-Sin grand bridge and compared with the theoretical values. Probability of exceedance against various deflection limits are calculated from probability distribution of 10-min maximum deflection. The results of the study on the limitation of live load deflection are expected to be useful reference for the design, the proper planning and deflection review of the long span bridges around the world.

• Structural Engineering and Mechanics
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• v.34 no.5
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• pp.635-662
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• 2010

In this study, the effect of superstructure-abutment continuity on the distribution of live load effects among the girders of integral abutment bridges (IABs) is investigated. For this purpose, two and three dimensional finite element models of several single-span, symmetrical integral abutment and simply supported (jointed) bridges (SSBs) are built and analyzed. In the analyses, the effect of various superstructure properties such as span length, number of design lanes, girder size and spacing as well as slab thickness are considered. The results from the analyses of two and three dimensional finite element models are then used to calculate the live load distribution factors (LLDFs) for the girders of IABs and SSBs as a function of the above mentioned parameters. LLDFs for the girders are also calculated using the AASHTO formulae developed for SSBs. Comparison of the analyses results revealed that the superstructure-abutment continuity in IABs produces a better distribution of live load effects among the girders compared to SSBs. The continuity effects become more predominant for short span IABs. Furthermore, AASHTO live load distribution formulae developed for SSBs lead to conservative estimates of live load girder moments and shears for short-span IABs.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 1994.10a
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• pp.61-69
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• 1994

The most fundamental elements in analyzing the structure of building are strength of maerials and value of loads. The applied loads of structural analysis in our country are classified into the dead and live loads. This study, with special reference to live load, is to suggest the stochastic character of live load and the appropriate live load by using the Monte-carlo Simulation method, one of the O. R(Operations Research) techniques acting on school buildings.

• Proceedings of the Computational Structural Engineering Institute Conference
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• 2006.04a
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• pp.749-756
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• 2006

Because of the orthotropic elastic properties and significant two-way bending action, orthotropic plate theory may be suitable for describing the behavior of concrete filled grid bridge decks. Current AASHTO LRFD Bridge Design Specification(2004) has live load moment equations considering flexural rigidity ratio between longitudinal and transverse direction, but the Korea highway bridge design specification(2005) doesn't. The Korea highway bridge standard specification LRFD(1996) considers an orthotropic plate model with a single load to estimate live load moments in concrete filled grid bridge decks, which may not be conservative. This paper presents live load moment equations for truck and passenger car, based on orthotropic plate theory. The equations of truck model use multiple presence factor, impact factor, design truck and design tandem of the Korea highway bridge standard specification LRFD(1996). The estimated moments are verified through finite-element analyses.