• Computational Structural Engineering
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• v.19 no.3 s.73
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• pp.63-72
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• 2006

• Magazine of the Korea Concrete Institute
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• v.25 no.2
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• pp.21-24
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• 2013

• Journal of Korean Society of Steel Construction
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• v.17 no.5 s.78
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• pp.549-559
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• 2005

A railway bridge with a double composite section is proposed to enhance the structural performance of existing two-girder bridges because the governing design parameter of railway bridges is the flexural stiffness. The concrete deck in negative moment regions is neglected in the design of continuous composite bridges assuming the concrete slab has no resistance to tension. Therefore, the flexural stiffness of the composite section in the negative moment region is reduced resulting in the increase of the depth of the steel section. In order to resolve this disadvantage, several methods are suggested and the double composite section is one of the excellent solutions for extending the span length and increasing the flexural stiffness. In this study, push-out tests on lying studs and mixed stud shear connection with lying and vertical studs were performed to investigate the behavior of the shear connection in the double composite section. Static strength of the shear connection was evaluated through the test results and numerical analyses.

• Journal of Korean Society of Steel Construction
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• v.18 no.1
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• pp.53-58
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• 2006

The aim of this paper is to verify the dynamics stability of the continuous PSC Box bridges on the high-speed Kyoung-bu railway when a high-sped train runs through it. An experimental study was carried out to investigate the dynamic behaviors of the PSC Box railway bridge, which had ben designed based on dynamic design criteria. As a result, it was determined that PSC Box railway bridges possess enough dynamics stability for use by high-speed trains. According to the result of a field test (dynamics measuring analysis) that was conducted, an application of the natural frequency of train speed and the adjustment of the bridge's span length will allow one to come up with a more economical and suitable bridge design. Furthermore, it was found that the continuous control of the bridge's dynamic behavior and the bridge's maintena nce require the recording of data. The results of this study are very important in evaluating the structural stability of high-speed line bridges.

• Journal of Korean Society of Steel Construction
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• v.18 no.1
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• pp.101-111
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• 2006

The SCP girder, which compensates for the shortcomings of conventional girders through the effective composition of concrete, steel, and PS tendon, has recently been developed and applied on real bridges. Developed as a simple-support type, it may be applied on simple-support and continuous bridges by connecting the simple-support SCP girders to the interior supports. A continuous SCP girder, which has structural and cost advantages over the simple-support SCP girder, is proposed in this study. Likewise proposed herein is a new method of constructing a continuous SCP girder, using segments of the girder sequentially. A two-span, half-scale specimen was designed and constructed to verify the propriety of the continuous SCP girder bridge. A static load test was also carried out, using this specimen, to examine the behavior of the continuous SCP girder. Based on the results of the study, it is expected that the continuous bridge that uses the continuous SCP girder can guarantee the structural safety of the simple-support SCP girder.

• Journal of Korean Society of Steel Construction
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• v.25 no.1
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• pp.1-13
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• 2013

Most rahmen-type temporary bridges are constructed with limited bridge length to prevent excessive horizontal forces due to the thermal expansion of main girder. To achieve a long length temporary bridge several independent bridges are required and they can not share the bents, at the rahmen-type ends, with the adjacent ones. The additional bents require more cost and reduce the section space under bridges. In order to remove extra bents with keeping the rahmen effect at the bridge ends, this study proposes a new rahmen-type movable joint system for temporary bridges.

• Structural Engineering and Mechanics
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• v.14 no.3
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• pp.331-343
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• 2002

Because of the increasing span of arch bridges, ultimate capacity analysis recently becomes more focused both on design and construction. This paper investigates the static and ultimate behavior of a long-span steel arch bridge up to failure and evaluates the overall safety of the bridge. The example bridge is a long-span steel arch bridge with a 550 m-long central span under construction in Shanghai, China. This will be the longest central span of any arch bridge in the world. Ultimate behavior of the example bridge is investigated using three methods. Comparisons of the accuracy and reliability of the three methods are given. The effects of material nonlinearity of individual bridge element and distribution pattern of live load and initial lateral deflection of main arch ribs as well as yield stresses of material and changes of temperature on the ultimate load-carrying capacity of the bridge have been studied. The results show that the distribution pattern of live load and yield stresses of material have important effects on bridge behavior. The critical load analyses based on the linear buckling method and geometrically nonlinear buckling method considerably overestimate the load-carrying capacity of the bridge. The ultimate load-carrying capacity analysis and overall safety evaluation of a long-span steel arch bridge should be based on the geometrically and materially nonlinear buckling method. Finally, the in-plane failure mechanism of long-span steel arch bridges is explained by tracing the spread of plastic zones.

• Journal of the Korean Society for Railway
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• v.19 no.6
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• pp.755-764
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• 2016

In this paper, to verify the field application of a displacement estimation technique based on the relationship between displacement and strain, static and dynamic field load test are performed on three-span continuous real bridge structures. The superstructure types of the test bridges are IPC girder highway bridge and steel box girder AGT bridge. LVDTs and strain gauges are attached to them; then, the responses due to test vehicle are measured. To obtain the displacement-strain relationship of the test bridges, the bridges are modeled as grillage system with 6 DOFs for the purpose of structural analyses. Static and dynamic displacements, which are estimated using both the calculated displacement-strain relationship and the measured strain signal, agree well with the values measured by LVDT. This study demonstrates that the displacement estimation technique using the strain signal can be effectively applied to the displacement measurement of bridge structures that cross rivers/roads/railways or have high clearance.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.729-734
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• 2002

The effect of several simplified methods of seismic analysis is estimated. The pounding/contacting of superstructures were considered in the multispan simply supported bridge and the multispan continuous bridge. Although nonlinear time history analysis is generally used for seismic analysis of bridges, many codes including AASHTO propose several simplified analysis methods. AASHTO, however, does not mention pounding. Therefore, the simplified methods may produce results that are different from those of nonlinear time history analysis. This study developed nonlinear analytical models of the two types of bridges mentioned. The models were then modified to the simplified linear models for simplified analysis. The results of the simplified methods were compared with those of nonlinear time history analysis. It was found that including of the pounding/contacting element in the simplified methods generated responses similar to those of the nonlinear time history analysis.

• Journal of Korean Society of Steel Construction
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• v.14 no.6
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• pp.803-811
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• 2002

Current composite steel and concrete bridges are designed using full-interaction theory assuming there is no relative slip, between the steel and concrete components along their interface, because of the complexities of partial-interaction analysis techniques. However, in the assessment of existing composite bridges this simplification may not be warranted as it is often necesary to extract the correct capacity and endurance from the structure. This may only be achieved using partial-interaction theory which tuly reflects the behaviour of the structure. In this paper, Parametric analyses have been carried out in order to confirm the partial-interaction curvatures with deflection effect using the finite element method. Therefore, the model is considered for simply supported steel and concrete composite bridges with a uniform distribution of connectors subjected to a single concentrated load. For the case studies, this study applicate a parameters such as the number and space of stud shear connector and elastic modulus of concrete slabs. From this study, it is known that partial-interaction effect was in the increase to the increasing the deflection of composite bridges, and stiffness and strength of slab concrete considering the occurrence of crack effect seriously to the partial-interaction behavior.