• Wind and Structures
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• v.28 no.4
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• pp.255-270
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• 2019

Aerodynamic configurations of bridge decks have significant effects on the aerostatic torsional divergence and flutter forsuper long-span bridges, which are onset for selection of suitable bridge decksfor those bridges. Based on a cable-stayed bridge with double main spans of 1500 m, considering typical twin-box, stiffening truss and closed-box section, which are the most commonly used form of bridge decks and assumed that the rigidity of those section is completely equivalent, are utilized to investigate the effects of aerodynamic configurations of bridge decks on aerodynamic instability performance comprised of the aerostatic torsional divergence and flutter, by means of wind tunnel tests and numerical calculations, including three-dimensional (3D) multimode flutter analysis and nonlinear aerostatic analysis. Regarding the aerostatic torsional divergence, the results obtained in this study show twin-box section is the best, closed-box section the second-best, and the stiffening truss section the worst. Regarding the flutter, the flutter stability of the twin-box section is far better than that of the stiffening truss and closed-box section. Furthermore, wind-resistance design depends on the torsional divergence for the twin-box and stiffening truss section. However, there are obvious competitive relationships between the aerostatic torsional divergence and flutter for the closed-box section. Flutter occur before aerostatic instability at initial attack angle of $+3^{\circ}$ and $0^{\circ}$, while the aerostatic torsional divergence occur before flutter at initial attack angle of $-3^{\circ}$. The twin-box section is the best in terms of both aerostatic and flutter stability among those bridge decks. Then mechanisms of aerostatic torsional divergence are revealed by tracking the cable forces synchronous with deformation of the bridge decksin the instability process. It was also found that the onset wind velocities of these bridge decks are very similar at attack angle of $-3^{\circ}$. This indicatesthat a stable triangular structure made up of the cable planes, the tower, and the bridge deck greatly improves the aerostatic stability of the structure, while the aerodynamic effects associated with the aerodynamic configurations of the bridge decks have little effects on the aerostatic stability at initial attack angle of $-3^{\circ}$. In addition, instability patterns of the bridge depend on both the initial attack angles and aerodynamic configurations of the bridge decks. This study is helpful in determining bridge decksfor super long-span bridges in future.

• International Journal of Concrete Structures and Materials
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• v.11 no.1
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• pp.85-97
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• 2017

Research has suggested that conventional lightweight concrete can offer durability advantages due to reduced cracking tendency. Although a number of publications exist providing the results of laboratory-based studies on the durability performance of lightweight concrete (with lightweight coarse aggregate) and internally cured concrete (using prewetted lightweight fine aggregate), far fewer field studies of durability performance of conventional lightweight concrete bridge decks in service have been performed. This study was commissioned to provide insight to a highway agency on whether enhanced durability performance, and therefore reduced maintenance and longer lifecycles, could be anticipated from existing lightweight concrete bridge decks that were not intentionally internally cured. To facilitate performance comparison, each lightweight bridge deck selected for inclusion in this study was paired with a companion normalweight bridge deck on a bridge of similar structural type, deck thickness, and geometric configuration, with similar age, traffic, and environmental exposure. The field-observed cracking of the decks was recorded and evaluated, and crack densities for transverse, longitudinal, and pattern cracking of the normalweight and lightweight deck in each pair were compared. Although some trends linking crack prevalence to geographic location, traffic, and age were observed, a distinct difference between the cracking present in the paired lightweight and normalweight bridge decks included in this study was not readily evident. Statistical analysis using analysis of covariance (ANCOVA) to adjust for age and traffic influence did not indicate that the type of concrete deck (lightweight or normalweight) is a statistically significant factor in the observed cracking. Therefore, for these service environments, lightweight decks did not consistently demonstrate reduced cracking.

• Proceedings of the Korea Concrete Institute Conference
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• 2000.10a
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• pp.485-490
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• 2000

Because of occuring easily the crack, debond, lutting on asphalts pavement of bredge decks under traffic's heavy weigt load. We investigated the application of latex modified concrete to resurface and repaire bridge decks for preventing the above problems. Here, Using the ordinary portland cement and high early cement, We rested mix design, workability, compressive strength, adhesive power, drying shrinkage, carbonation, and economic estimation etc. We selected the condition of application to resurface and repaire bridge decks and detected high early cement is superior to ordinary portland cement in results of analyzing the application of the repairing bridge decks and economic estimations.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05b
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• pp.165-168
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• 2006

The major cause of deterioration for the bare concrete bridge decks exposed to de-icing chemicals would be chloride-induced reinforcement corrosion. Thus, in this paper, in order to predict time to corrode for concrete bridge decks on highways, the chloride concentration was measured with depth from the surface. Then, the surface chloride concentration and apparent diffusion coefficient were calculated by regression. The premature failure of bare concrete decks were mostly related with thin cover depth and poor concrete property(high permeability). The good protection of deck surface might contribute to the prolongation of the service life of bare concrete bridge decks.

• Journal of the Korean Society for Advanced Composite Structures
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• v.1 no.2
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• pp.44-50
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• 2010

The behaviour of Modular GFRP(Glass Fiber Reinforced Polymers) decks for use in deteriorated bridge decks replacement are investigated experimentally in this study. As for the performance evaluation of bridge decks, experimental studies on the 3 test specimens with 1/5 scale of full size were carried out. Three specimens were sandwich plates with box tube cores. The constituents of bridge decks were glass fiber preforms and epoxy resin. The experimental results of all the specimens were summarized for maximum strength, stiffness and deformation capacity. A finite element analyses were compared to verify validity of experimental results.

• International Journal of Concrete Structures and Materials
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• v.7 no.1
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• pp.79-93
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• 2013

One of the biggest problems affecting bridges is the transverse cracking and deterioration of concrete bridge decks. The causes of early age cracking are primarily attributed to plastic shrinkage, temperature effects, autogenous shrinkage, and drying shrinkage. The cracks can be influenced by material characteristics, casting sequence, formwork, climate conditions, geometry, and time dependent factors. The cracking of bridge decks not only creates unsightly aesthetic condition but also greatly reduces durability. It leads to a loss of functionality, loss of stiffness, and ultimately loss of structural safety. This investigation consists of field, laboratory, and analytical phases. The experimental and field testing investigate the early age transverse cracking of bridge decks and evaluate the use of sealant materials. The research identifies suitable materials, for crack sealing, with an ability to span cracks of various widths and to achieve performance criteria such as penetration depth, bond strength, and elongation. This paper also analytically examines the effect of a wide range of parameters on the development of cracking such as the number of spans, the span length, girder spacing, deck thickness, concrete compressive strength, dead load, hydration, temperature, shrinkage, and creep. The importance of each parameter is identified and then evaluated. Also, the AASHTO Standard Specification limits liveload deflections to L/800 for ordinary bridges and L/1000 for bridges in urban areas that are subject to pedestrian use. The deflection is found to be an important parameter to affect cracking. A set of recommendations to limit the transverse deck cracks in bridge decks is also presented.

• Proceedings of the Korea Concrete Institute Conference
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• 2001.11a
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• pp.59-64
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• 2001

The concrete bridge decks are in need of replacement and rehabilitation due to decreasing load carrying capacity. In this study, to extend life cycle of the concrete bridge decks which are reinforced with the glass fiber sheets, the concrete bridge decks are examined on the strengthen effect and the fatigue behavior. The behavior of strengthened slabs is represented by load-displacement relationship, variation of compliance and total released energy. Owing to result of that, the strengthened slabs is modified the elasticity, the compliance and represents to control the crack elongation, to elevate the total released energy, to modify the fatigue life. When the concrete bridge deck is strengthened, the crack propagation nay be controled efficiently.

• Proceedings of the Korea Concrete Institute Conference
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• 2003.05a
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• pp.499-504
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• 2003

Future bridge decks must have high load-resistance capacity as well as fatigue strength to withstand the increase in traffic loading and the increase in span length between girders due to the decrease in the number of main girders. Steel-concrete composite bridge decks may be proper deck types to satisfy such requirements. To promote the application of composite bridge decks, a rational process to predict and evaluate the fatigue behavior of steel concrete composite bridge deck is required. Various types of steel-concrete composite bridge decks have been developed in many countries. In this study, combining advantages of the existing composite deck types, a new type of composite bridge deck is proposed. An experimental study is performed to examine the fatigue behavior of the proposed composite bridge deck. This composite bridge deck consists of corrugated steel sheet, welded T-beams, stud-type shear connectors and reinforced concrete filler. The fatigue tests are conducted under four-point bending test with three different stress ranges in constant amplitude. The fatigue category of the fillet welding between corrugated steel sheet and the T-beam is evaluated based on the S-N data obtained from the experiment.

• Journal of the Society of Disaster Information
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• v.8 no.2
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• pp.100-107
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• 2012

The main purpose of this research is to propose advanced bridge-decks surfacing from the examples of In-Cheon bridge with Guss asphalt and Gyul-Hyeon bridge with stone matrix asphalt(SMA) concrete. The research results presented that the Guss asphalt concrete pavement was weak when rutting was developed due to the low resistance at high temperatures. The SMA concrete pavement demonstrated good resistance to plastic deformations and was easy to maintain pavement conditions. The results mentioned above are generalized in developed counties where surfacing pavement techniques for steel bridge-decks are advanced. However, due to the lack of construction experiences in Korea, appropriate construction guidelines and organized research for the steel bridge deck pavements are necessary for more advanced steel bridge decks surfacing.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.134-137
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• 2006

In this paper, performance verification of connection between bridge rail and FRP decks are performed by static test. Also, the effect of flexible bridge rail failure to behavior of FRP deck are examined. Commercial products of flexible bridge rail are applied to test specimen, and 6 types of FRP deck-to-bridge rail connection system are considered. By the test results, 6 types of connection system by the connection method have similar structural capacity and have enough safety margin. Therefore, it is determined that 6 kinds of bridge rail considered in this study can be applied to bridge effectively by the cases of bridge field condition.