• 한국소음진동공학회:학술대회논문집
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• 한국소음진동공학회 2007년도 춘계학술대회논문집
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• pp.483-483
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• 2007

• Steel and Composite Structures
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• 제27권5호
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• pp.647-659
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• 2018

Through extensive research, there exist a new type of connection between railway bridge girders and steel-concrete composite panels. In addition to conventional shear connectors, newly developed blind bolts have been recently adopted for retrofitting. However, the body of knowledge on their influence and application to railway structures has not been thoroughly investigated. This study has thus placed a particular emphasis on the application of blind bolts on the Sydney Harbour Bridge as a feasible alternative constituent of railway track upgrading. Finite element modeling has been used to simulate the behaviours of the precast steel-concrete panels with common types of bolt connection using commercially available package, ABAQUS. The steel-concrete composite track slabs have been designed in accordance with Australian Standards AS5100. These precast steel-concrete panels are then numerically retrofitted by three types of most practical bold connections: head studded shear connector, Ajax blind bolt and Lindapter hollow bolt. The influences of bolt connections on load and stress transfers and structural behaviour of the composite track slabs are highlighted in this paper. The numerical results exhibit that all three bolts can distribute stresses effectively and can be installed on the bridge girder. However, it is also found that Lindapter hollow bolts are superior in minimising structural responses of the composite track slabs to train loading.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2004년도 춘계학술대회 논문집
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• pp.1168-1173
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• 2004

Bridges and tunnels mainly compose the structural system of Kyung-bu high-speed railway in Korea and the prestressed concrete box girder bridges are applied for the most part of bridge structures. Precast full span construction method was practiced in the construction of many prestressed concrete box girder bridges in Kyung-bu high speed railway for the high quality, great construction speed, low construction cost and construction safety. However, there have been no application of this method in continuous bridges until now. Therefore, a new advanced precast full span construction method is developed using pre-tensioning for precast and post-tensioning in alternating the simple span into a continuous bridge system. since the high-speed railway trains can cause dynamic problems in a continuous bridge. This study shows the structural behavior and the construction process of the new advance method.

• Structural Engineering and Mechanics
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• 제61권5호
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• pp.645-655
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• 2017

To determine the seismic applicability of a long-span railway concrete upper-deck arch bridge with concrete-filled steel-tube (CFST) rigid skeleton ribs, some fundamental principles and seismic approaches for long-span bridges are investigated to update the design methods in the current Code for Seismic Design of Railway Engineering of China. Ductile and mixed isolation design are investigated respectively to compare the structural seismic performances. The flexural moment and plastic rotation demands and capacities are quantified to assess the seismic status of the ductile components. A kind of triple friction pendulum (TFP) system and lead-plug rubber bearing are applied simultaneously to regularize the structural seismic demands. The numerical analysis shows that the current ductile layout with continuous rigid frame approaching spans should be strengthened to satisfy the demands of rare earthquakes. However, the mixed isolation design embodies excellent seismic performances for the continuous girder approaching span of this railway arch bridge.

• Earthquakes and Structures
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• 제7권4호
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• pp.463-484
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• 2014

Solid piers with a rounded rectangular cross-section are widely used in railway bridges for high-speed trains in China. Compared to highway bridge piers, these railway bridge piers have a larger crosssection and less steel reinforcement. Existing material models cannot accurately predict the seismic behavior of this kind of railway bridge piers. This is because only a few parameters, such as axial load, longitudinal and transverse reinforcement, are taken into account. To enable a better understanding of the seismic behavior of this type of bridge pier, a simultaneous influence of the various parameters, i.e. ratio of height to thickness, axial load to concrete compressive strength ratio and longitudinal to transverse reinforcements, on the failure characteristics, hysteresis, skeleton curves, and displacement ductility were investigated. In total, nine model piers were tested under cyclic loading. The hysteretic response obtained from the experiments is compared with that obtained from numerical studies using existing material models. The experimental data shows that the hysteresis curves have significantly pinched characteristics that are associated with small longitudinal reinforcement ratios. The displacement ductility reduces with an increase in ratio of axial load to concrete compressive strength and longitudinal reinforcement ratio. The experimental results are largely in agreement with the numerical results obtained using Chang-Mander concrete model.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2007년도 추계학술대회 논문집
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• pp.511-516
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• 2007

Rubber wheeled AGT(Automated Guide-way Transit) system is a prominence transportation system for urban area, because of its low construction cost and management, low noise and vibration and fine exterior view. AGT system uses concrete tracks. Concrete can be easily damaged by the impact, change of temperature and external loads. The fault of concrete track is harmful not only to riding quality but also to bridge. Therefore, in this study, the effects of railway prominence to the bridge are surveyed by experimental method. The experiment was executed for PSC bridge at AGT test line in Kyungsan. And the test results for 5mm, 10mm prominence and without prominence are compared and investigated, according to the vehicle speed.

• 한국철도학회:학술대회논문집
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• 한국철도학회 2008년도 춘계학술대회 논문집
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• pp.71-79
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• 2008

The concrete track is being used at the Phase II of the Kyeongbu High Speed Railway and New Constructed Honam High Speed Railway. When it makes a decision of bridge type, It has to consider about longitudinal forces of Continuous Welded Rail, Displacement at the end of bridges, Up-lift forces for fastener on the track. If it is installed turnout on the bridge, There is likelihood of the deck twist by applying the each difference longitudinal forces at the 4 each rails and the buckling by concentration of rail stress at the turnout. Moreover, If it is installed turnout on the continuous bridge and REJ(Rail Expansion Joint) on the main track or turnout track. It is hard to keep a safety for rail because of coming to twist or folding at the expansion of deck on the turnout track. Therefore when it is a design of bridge with turnout. It need to take bridge type to minimize an additional axial force and a displacement at the turnout. This paper makes a study of the composite steel arch bridge that is able to resolve criteria requirements of safety for track with turnout and suggest a helpful design method for bridge considering track with turnout by being based on design and construction method of Eonyang Bridge at the north part of Ulsan Station in Phase II of the Kyeongbu High Speed Railway.

• 한국철도학회논문집
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• 제19권3호
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• pp.341-350
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• 2016

철도교량 구간의 콘크리트 궤도는 교량 상부구조의 움직임에 효과적으로 대응할 수 있도록 설계되어야 한다. 이를 위해 일반적으로 전단키로 명명되는 전단키를 교면 보호 콘크리트층(PCL) 위에 일정 간격으로 설치하여 그 위에 궤도 슬래브를 타설함으로써 궤도와 교량 상부구조의 상대 변위에 의해 발생하는 전단력을 전달하도록 설계하고 있다. 이 연구에서는 전단키의 전단 거동을 예측하기 위해 타설 경계면을 고려한 비선형 구조 해석 방법을 제시하였다. 제시된 해석 방법은 콘크리트 면에서의 마찰력과 철근의 다월 거동을 고려함으로써 전단키 타설 경계면(시공이음부)에서의 전단력-전단 미끌림 거동을 예측할 수 있으며, 해석 결과 4개의 시험체에 대한 실험 결과를 잘 예측하는 것으로 나타났다.

• 한국콘크리트학회:학술대회논문집
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• 한국콘크리트학회 1998년도 가을 학술발표대회 논문집(III)
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• pp.894-899
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• 1998

To absorb the deformation of live load, thermal gradient, shrinkage and creep in bridge structures and general structures, expansion joint has to be established. Especially expansion joint for high-speed railway bridge has to accomodate the static and dynamic forces and it not only has the durability of itself but also maintain the durability of structure by preventing the leakage of water. The actual used product of expansion joint for high-speed railway bridge is only ones made in France, Germany and Japan. In this study, the development process and test results of developed expansion joint are introduced which has the functional operation and durability enough to apply to high-speed railway bridges, roadway bridges and general structures. The tests consist of fatigue-durability test of 3 million times by high-speed rail load, leakage test and jack-up test for verifying the possibility of exchanging it. The performance of developed expansion joint satisfy the specification of Korea High Speed Rail Construction authority.

• 한국철도학회논문집
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• 제1권1호
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• pp.30-39
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• 1998

The functions of diaphragms at abutments and piers of PSC box girder railway bridge are to transfer forces from the superstructure onto bearings or columns and to stiffen the superstructure cross-section against in -plane deformation. Due to stress disturbance at diaphragm, the design for the diaphragm using conventional design method is relatively irrational than those for other structural members. And, due to contribution to boundary condition of deck slab by the diaphragm, the behavior of deck slab near the diaphragm is different from that of the deck slab obtained from two dimensional analysis of the bridge, which is basis for the design of deck slab. In this paper, three dimensional behavior of deck slab near the diaphragm of prestressed concrete (PSC) box girder railway bridge constructed by the precast span method are analyzed by using three dimensional finite element modeling and using the strut-and-tie model design of the diaphragm are presented. The modeling techniques used in this paper can be applied effectively to examine the causes of cracks at deck slab near diaphragm and to design diaphragm rationally.