• Journal of the Korea Academia-Industrial cooperation Society
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• v.21 no.11
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• pp.740-745
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• 2020

To calculate the reasonable design temperature load of a concrete box girder bridge, one bridge test specimen was made. The temperature gauges installed on the bridge test specimen measured 48 sets of temperature per day at 30-minute intervals during the summer and winter periods of one year. The temperature measured at each station was treated statistically to calculate the trend line and standard error, and the temperature distribution and trend line at the representative station were presented. The maximum effective temperature and the lowest effective temperature were calculated from the air temperature suggested by Euro code. The maximum effective temperature was calculated to be 1.5 to 2℃ higher than the Euro code at 35℃ and above. In comparison, the lowest effective temperature was 0.5 to 1.1℃ lower at -13℃ to-19℃. Compared to the effective temperature of this study according to the highest and lowest 50-year frequency of the Yangsan region, the highest effective temperature was 4.7℃ higher, and the lowest effective temperature was 4.5℃ lower. Considering the increasing climate change and reflecting the results of this analysis, it is deemed necessary to make the current temperature design standards larger.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.350-353
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• 2006

We enhance the stability of SaeManGeum Drainage Sluice Gate Bridge. We prevent a destruction disaster of it. We extend the life cycle of it. So We have developed the safety control system to manage the facility of bridge to the continuance. In this study, sensitive sensor and measuring instrument has been taken to consider the characteristic of the box-girder type concrete bridge. And CDMA type has adapted for wireless communication. Control program has been developed on web base. In this program, the advanced systems have applied like this; the setup of control range for management from the statistical analysis, the evaluation system for force and deformation and the control system for a heavy vehicle permit.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.10b
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• pp.1001-1006
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• 2000

These should be constructed partially, because many prestressed concrete box girder bridges in situ have large cross section and long span. Therefore, accurate prediction of differences, both elapse time of each construction stage and exposure of atmosphere at each position of cross section, is very important. Though it is importance, engineers are apt to overlook it. This study predicted cracks due to shrinkage and stress concentration phenomenon by each construction stage and then, ascertained reduction of tensile stresses after applying retrofit scheme.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.54-60
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• 1998

PSC box bridges by MSS construction method in high-speed railway may not be cast in place at one step. Web and bottom flange(U member) in the cross section are cast in place at first, then top flange will be cast in place later with some time lag. In this section, stress distributions of U member and top flange are different with those in generally complete cast in place cross section. In the composite section composed of two different aged members, the redistribution of stresses takes place. This results from time-dependent strain characteristics of concrete and the effects of forces applied at the various stages. For comparison in the present paper, two models, one with the composite cross section and the other with generally complete cast in place cross section, are analyzed. The longitudinal stress differences of two models on considering construction stages are compared. As the analysis results show the considerable differences in the stresses of cross section between two models, the composition of cross section is considered for rational design of PSC box girder bridge.

• 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.

• Journal of the Korea Concrete Institute
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• v.22 no.6
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• pp.797-803
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• 2010

A dynamic analysis procedure is developed to provide a better estimation of the dynamic responses of pre-stressed concrete (PSC) box girder bridges on the Korea high speed railway. Particularly, a three dimensional numerical model including the structural interaction between high speed vehicles, bridges and railway endures to analyze accurately and evaluate with in-depth parametric studies for dynamic responses of bridge due to the high speed railway vehicles. Three dimensional frame element is used to model the PSC box girder bridges, simply supported span lengths 40 m. The high-speed railway vehicles (K-TGV) including a locomotive are used as 38-degree of freedom system. Three displacements (vertical, lateral, and longitudinal) as well as three rotational components (pitching, rolling, and yawing) are considered in the 38-degree of freedom model. The dynamic analysis by Runge-Kutta method which are able to analyze considering the dynamic impact factors are compared and contrasted. It is proposed as an empirical formula that the impact factors damaged the bridge load-carrying capacities occurs to the bride due to high-speed vehicle.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.29 no.3
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• pp.219-227
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• 2016

In this study, we have proposed a method of monitoring of bridges under construction in view of the long-term behavior of the prestress concrete bridge of which the Free Cantilever Method is applied. As a method to confirm the ability of the long-term behavior of the concrete box girder, temperature sensors and strain gauges were installed, and the measured data was used to calculate creep coefficient. Moreover, we have measured the stress of the concrete box girder during construction which was applied with creep coefficient and compared with the changes in temperature to analyze the vertical displacement along the segment. In conclusion, monitoring of the FCM bridge during construction in consideration of the long-term behavior can be analyzed efficiently by suing temperature and displacement data without the use of laser displacement meter or laser delfectometer.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.33 no.5
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• pp.319-329
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• 2020

Among the bridges used in Korea, those that are more than 30 years old account for approximately 11% of the total bridges. Therefore, developing a seismic performance-evaluation method is necessary by considering the bridge age. Three composite steel-concrete box girder bridges with port, elastic-rubber, and lead-rubber bearings were selected, and a structural analysis model was developed using the OpenSEESs program. In this study, pier aging was reflected by the reduction in the area of the longitudinal and transverse rebars. Four conditions of 5%, 10%, 25%, and 50% in the degree of pier aging were used. As input earthquakes, 40 near-fault and far-field earthquakes were used, and the maximum displacement and maximum shear-force responses of the piers were obtained and compared. The result shows that as the aging degree increases, the pier strength decreases. Therefore, the pier displacement response increases. To analyze the effects of displacement response and shear resistance, displacement ratio D_ratio and shear-force ratio F_ratio were evaluated. The older the sample bridge is, the greater is the tendency of D_ratio to increase and the smaller is the tendency of F_ratio to decrease.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.3
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• pp.602-608
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• 2019

The purpose of this study was to calculate the temperature difference of the sectional elevation according to the asphalt thickness of the steel box girder bridge deck and provide data on the design basis accordingly. Asphalt thicknesses produced four steel box girder model specimens of 0mm, 50mm, 100m and 150mm. In each model, 17 to 23 temperature sensors were attached to upper concrete and steel box girders. Six temperature gauges were selected to compare the temperature difference with Euro codes. The maximum and lowest temperature were calculated at the reference atmospheric temperature of each model, and the temperature difference (slope) was calculated based on this calculation. Four models of temperature difference are presented at each model. The 0mm to 100mm temperature difference models showed a -0.9 to -1.5 degree lower temperature difference compared to the temperature difference of Euro codes at the top of the slab. Overall, the measured temperature difference was found to be between 5.45% and 8.33% compared to the Euro code. The standard error coefficient, which was calculated by multiplying the average temperature with the standard error, was calculated from a range of 2.50 to 2.51 times the average at the top and bottom. It is estimated that the proposed temperature difference model can be used as a basic data when calculating temperature difference criteria for bridges in Korea.

• Steel and Composite Structures
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• v.37 no.2
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• pp.117-136
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• 2020

Curved steel-concrete composite box girder has been widely adopted in urban overpasses and ramp bridges. In order to investigate its mechanical behavior under complicated and combined bending, shear and torsion load, two large-curvature composite box girders with interior angles of 25° and 45° were tested under static hogging moment. Based on the strain and deflection measurement on critical cross-sections during the static loading test, the failure mode, cracking behavior, load-displacement relationship, and strain distribution in the steel plate and rebar were investigated in detail. The test result showed the large-curvature composite box girders exhibited notable shear lag in the concrete slab and steel girder. Also, the constraint torsion and distortion effect caused the stress measured at the inner side of the composite beam to be notably higher than that of the outer side. The strain distribution in the steel web was approximately linear; therefore, the assumption that the plane section remains plane was approximately validated based on strain measurement at steel web. Furthermore, the full-process non-linear elaborate finite element (FE) models of the two specimens were developed based on commercial FE software MSC.MARC. The modeling scheme and constitutive model were illustrated in detail. Based on the comparison between the FE model and test results, the FE model effectively simulated the failure mode, the load-displacement curve, and the strain development of longitudinal rebar and steel girder with sufficient accuracy. The comparison between the FE model and the test result validated the accuracy of the developed FE model.