• Journal of the Korea Concrete Institute
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• v.26 no.1
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• pp.3-12
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• 2014

Hybrid Truss Bridge (HTB) uses steel truss webs instead of concrete webs in prestressed box girder bridges, which is becoming popular due to its structural benefits such as relatively light self-weight and good aesthetics appearance. Since the core technology of this bridge is the connection system between concrete slabs and steel truss members, several connection systems were proposed and experimentally evaluated. Also, the selected joint system was applied to the real bride design and construction. The research was performed on the connection system, since it can affect the global behavior of this bridge such as flexural and fatigue behaviors as well as the local behavior around the connection region. The evaluation study showed that HTB applied to a curved bridge or an eccentrically loaded bridge had a weak torsional capacity compared to an ordinary PSC box girder bridge due to the open cross-sectional characteristic of HTB. Therefore, three types of girders with different joint system between truss web member and concrete slab were tested for their torsional capacity. In this study, the three different types of HTB girders under torsional loading were simulated using FEM analysis to investigate the torsional behavior of HTB girders more in detail. The results are discussed in detail in the paper.

• International Journal of Highway Engineering
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• v.5 no.1 s.15
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• pp.1-10
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• 2003

The objective of pavement design, just as with the design of other structures, is to obtain the most economical designs at specified levels of reliability. Methods that yield designs with different levels of reliability are undesirable, and over the course of time design approaches in the U.S. and Europe have converged toward the Load and Resistance Factor Design (LRFD) format in order to assure uniform reliability. At present the LRFD format has been implemented in concrete, steel, wood and bridge design specifications. In this paper, reliability theories are used to illustrate the development of an LRFD format for Mechanistic-Empirical (M-E) design of flexible pavements as an alternative of its reliability module. It is shown in this paper that ten candidate pavement sections designed with a reliability level using the AASHTO design guide (1986) do not have uniform structural reliability in terms of pavement mechanistic distress such as fatigue cracking and the uniform reliability can be achieved by using the LRFD format.

• Korean Journal of Construction Engineering and Management
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• v.6 no.4 s.26
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• pp.172-180
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• 2005

The purpose of this study is to suggest a new SRC(Steel Ready mixed Concrete) lining board. The research method of this study includes problem analysis of existing lining boards a constant load test and a fatigue test. The results of this study are as follow : 1) the suggested new lining board improves the function and reduce slipperiness than existing lining boards. 2) the strength of the new SRC lining board is analyzed as superior than existing lining boards from the results of constant load test and fatigue test.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.14 no.12
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• pp.6534-6541
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• 2013

The aim of this study was to develop a fiber-reinforced asphalt mixture that was designed to do the following: 1) address fatigue cracks, which is a major source of damage; and 2) increase the rutting resistance. This study reports the effects of the aggregate mixture design that incorporates a dumbbell-shaped fiber. An experiment was carried out to measure the unit weights and unit weight ratios between the mixture that was compacted and the one that was not. A method to substitute a specific aggregate mixture with the dumbbell-shaped fiber was confirmed using the volume concept according to the Bailey method. The results showed that the weight of the PCS aggregate mixture that need to be replaced was 11.88g when a 0.3% reinforcing fiber was added to the 1950g mixture.

• Journal of Korean Society of Steel Construction
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• v.20 no.2
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• pp.333-345
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• 2008

concrete deck bridges are increasingly aplied to twin- girder bridges and open-stel box girder bridges.One of the most dificult isues in the design of shear conect ors is the mater of achieving ful composite action. Many connectors in smal area require a significant section los of precast decks resulting in difficult reinforcement details. In this closer spacing than the required minimum spacing in the design codes was evaluated through static tests. Test results s howed that the ultimate strength decreased as the conector spacing was reduced. The strength enhancement was observed due to aditional reinforcement for precast slabs or for shear pockets. Thus, the design of group stud shear connection needs to anticipate failure modes and the conector failure should be induced. Based on the test results, an empirical equation consi dering stud spacing was proposed to evaluate the ultimate strength of group stud shear conection. Fatigue tests showed n o reduction in fatigue life of the group stud shear conection in the range of this research. Details of the precast decks wer e enhanced using the findings of the study.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.6D
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• pp.809-817
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• 2008

This paper deals with the development of ViscoElastic Continuum Damage Finite Element Program (VECD-FEP++) and its verification with the results from both field and laboratory accelerated pavement tests. Damage characteristics of asphalt concrete mixture have been defined by Schapery's work potential theory, and uniaxial constant crosshead rate tests were carried out to be used for damage model implementation. VECD-FEP++ predictions were compared with strain responses (longitudinal and transverse strains) under moving wheel loads running at different constant speeds. To this end, an asphalt pavement section (A5) of Korea Expressway Corporation Test Road (KECTR) instrumented with strain gauges were loaded with a dump truck. Also, a series of accelerated pavement fatigue tests have been conducted at pavement sections surfaced with four asphalt concrete mixtures (Dense-graded, SBS, Terpolymer, CR-TB). Planar strain responses were in good agreement with field measurements at base layers, whereas strains at both surface and intermediate layers were found different from simulation results due to the complexity of tire-road contact pressures. Finally, fatigue characteristics of four asphalt mixtures were reasonably described with VECD-FEP++.

• Journal of the Korea institute for structural maintenance and inspection
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• v.16 no.5
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• pp.137-147
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• 2012

In the steel-free bridge concrete deck, steel straps are generally used instead of conventional steel rebar while laterally restrained in the perpendicular direction to the traffic in order fir the arching effect of concrete deck. In this paper, the minimum amount of FRP bar is to be suggested based on the structural strength, crack propagation, stress level and others in order to control cracks. As a result of laboratory tests, the structural strength of deck with 0.15 percentage of steel strap showed improved structural strength including ductility. The long-term serviceability of steel strap deck with FRP bar proved to satisfy the requirements and to be structurally stable while showing the amount of crack and residual vertical displacement within the allowable limits after two million cyclic loadings. The structural failure of RC bridge deck is generally caused from the punching shear rather than moment. Therefore, the ultimate load at failure could be estimated using the shear strength formula in the two-way slab based on ACI and AASHTO criteria. However the design criteria tend to underestimate the shear strength since they don't consider the arching effects and nonlinear fracture in bridge deck with lateral confinement. In this paper, an equation to estimate the punching shear strength of steel strap deck is to be developed considering the actual failure geometries and effect of lateral confinement by strap while the results are verified in accordance with laboratory tests.

• Journal of the Korea Concrete Institute
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• v.25 no.1
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• pp.63-72
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• 2013

HTB (hybrid truss bridge) steel truss webs instead of concrete webs in prestressed box girder bridges has been widely used in, because of its structural benefit such as relatively less self-weight and good aesthetics due to open web structure. Since the core technology of this bridge is the connection system between concrete slabs and steel truss members, several connection systems were proposed and experimentally evaluated. Also, the selected joint system was applied to the real bride design and construction. The researches were performed on the connection system, since it can affect the global behavior of this bridge such as flexural and fatigue behaviors as well as the local behavior around the connection region. The evaluation study showned that HTB applied to a curved bridge or a eccentric loading bridge, characteristic has a weak torsional capacity compared to an ordinary PSC box girder bridges due to the open structure of HTB. In this study, three box shaped hybrid truss specimens were made and the torsional test and evaluation for them were performed in order to find out the torsional behavior of HTB according to the connection system.

• International Journal of Highway Engineering
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• v.13 no.4
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• pp.117-122
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• 2011

Asphalt concrete pavement can be widely seen on urban streets, highways, parking lots, and bike trails. Asphalt concrete pavement is relatively temperature sensitive materials due to the viscoelastic behavior, which can be defined as flexible performance in summer and rigid performance in winter. In terms of maintenance, it can be fixed quite easily if damaged. In addition, asphalt concrete pavement is generally found to be black and grey in color. However, several colors can be adopted to change the appearance of plain old boring, black and grey. Generally, there are two types of color systems in hot mix asphalt concrete materials. One system uses colored cementitious material that is applied to pavement surface through coating the surface of the asphalt pavement. The major disadvantage to this system requires a careful skill set to be used on the construction site in order to prevent taking off the cementitious material. The other coloring system colors the asphalt hot mixtures through using color additives. The main advantage to this system is that the asphalt pavement layer is colored using the same techniques that are already used in paving. The disadvantage is that the colors are limited to mainly reds and browns. In this study, a suggested color additive was evaluated, based on rutting, moisture sensitivity, and fatigue cracking performance.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.42 no.4
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• pp.537-548
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• 2022

It is important to design the pavement thickness considering heavy-duty traffic loads, which can cause excessive stress and strain in the pavement. Port-rear roads and industrial roads have many problems due to early stress in pavement because these have a higher ratio of heavy loads than general roads such as national roads and expressways. Internationally, composite pavement has been widely applied in pavement designs in heavy-duty areas. Composite pavement is established as an economic pavement type that can increase the design life by nearly double compared to that of existing pavement while also decreasing maintenance and user costs. This study suggests a thickness design method for composite pavement using roller-compacted concrete as a base material to ensure long-term serviceability in heavy-duty areas such as port-rear roads and industrial roads. A three-dimensional finite element analysis was conducted to investigate the mechanical behavior and the long-term pavement performance ultimately to suggest a thickness design method that considers changes in the material properties of the roller-compacted concrete (RCC) base layer. In addition, this study presents a user-friendly catalog design method for RCC-base composite pavement considering the concept of linear damage accumulation for each container trailer depending on the season.