• Proceedings of the Korea Concrete Institute Conference
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• 1992.10a
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• pp.234-239
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• 1992

Design live load and girder distribution factors play an important role in the current design procedures. The fraction of vehicle load effect transferred to a single member may be selected in accordance with current KBDC. However, the specified values, both design load and distribution factors involve considerable inaccuracies, These inaccuracies relate to the uncertainties of the structural analysis, especially any bias and scatter which drives from the use of simplified load distribution factors. In this study , based on several field measurement and finite element analysis, live load distribution effects of current KBDC are evaluated. The final values of the bias and coefficient of variation of "g"according to bridge type are determined. The bridge types are reinforced concrete slab, prestressed concrete girder and steel l-beam.el l-beam.

• Structural Engineering and Mechanics
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• v.49 no.2
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• pp.203-223
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• 2014

The extensive use of prestressed reinforced concrete (PSC) highway bridges in marine environment drastically increases the sensitivity to both fatigue-and corrosion-induced damage of their critical structural components during their service lives. Within this scenario, an integrated method that is capable of evaluating the fatigue reliability, identifying a condition-based maintenance, and predicting the remaining service life of its critical components is therefore needed. To accomplish this goal, a procedure for fatigue reliability prediction of PSC highway bridges is proposed in the present study. Vehicle-bridge coupling vibration analysis is performed for obtaining the equivalent moment ranges of critical section of bridges under typical fatigue truck models. Three-dimensional nonlinear mathematical models of fatigue trucks are simplified as an eleven-degree-of-freedom system. Road surface roughness is simulated as zero-mean stationary Gaussian random processes using the trigonometric series method. The time-dependent stress-concentration factors of reinforcing bars and prestressing tendons are accounted for more accurate stress ranges determination. The limit state functions are constructed according to the Miner's linear damage rule, the time-dependent S-N curves of prestressing tendons and the site-specific stress cycle prediction. The effectiveness of the methodology framework is demonstrated to a T-type simple supported multi-girder bridge for fatigue reliability evaluation.

• KSCE Journal of Civil and Environmental Engineering Research
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• v.28 no.3A
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• pp.305-313
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• 2008

A reliability based calibration of dynamic load allowance (DLA) of highway bridge is performed by numerical dynamic analysis of various types of bridges taking into account of the road surface roughness and bridge-vehicle interaction. A total of 10 simply supported bridges with three girder types in the form of prestressed concrete girder, steel plate girder, and steel box girder is analyzed. The cross sections recommended in "The Standardized Design of Highway Bridge Superstructure" by the Korean Ministry of Construction are used for the prestressed concrete girder bridges and steel plate girder bridges while the box girder bridges are designed by the LRFD method. Ten sets of road surface roughness for each bridge are generated from power spectral density (PSD) function by assuming the roadway as "Average Road". A three dimensionally modeled 5-axle tractor-trailer with its gross weight the same as that of DB-24 design truck is used in the dynamic analysis. For the finite element modeling of superstructure, beam elements for the main girder, shell elements for concrete deck, and rigid links between main girder and concrete deck are used. The statistical mean and coefficient of variation of DLA are obtained from a total of 100 DLA results for 10 different bridges with each having 10 sets of road surface roughness. Applying the DLA statistics obtained, the DLA is finally calibrated in a reliability based LRFD format by using the formula developed in the calibration of OHBDC code.

• Proceedings of the KSR Conference
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• 1998.11a
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• pp.47-53
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• 1998

Many kinds of methods have been developed to carry out transverse analysis of prestressed concrete(PSC) box girder bridges. However, most bridge engineers only use the simple frame model to analyze PSC box girder in transverse direction because of its simplicity and easy usage. But, this frame model has many problems such that it can't consider warping, distortion and longitudinal load distribution. In this study, the results from simple frame model and 3-dimensional shell model with UIC load are compared to show its validity. The results from frame model are slightly larger than those of shell model in symmetric loading case. But, positive bending moment of top slab is larger in shell model than frame model in case subject to anti-symmetric loading. It shows that simple frame model can't always give conservative results, so a practical tool whose treatment is easy and whose product is reliable shall be developed as soon as possible.

• Journal of the Korea Concrete Institute
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• v.12 no.6
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• pp.43-50
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• 2000

In this paper, a new splicing method was applied to design the girder section of bridges with the span length of 25m, 30m, 35m, 40m and 45m. A U-type precast prestressed section was also determined for each bridge. Additionally, the sectional area, beam depth and Guyon's efficiency factor of the spliced U-type sections in each span were analyzed in comparison with the present I-type PSC bridges. As a result, in spite of an increase of 31%∼50% in the sectional areas compared with the I-type precast girders, the spliced U-type the beam depth of the spliced U-type girder was designed as 2,050 mm compared with the I-type precast girder of 2,600mm in a 40m span bridge. The sectional efficiency factors of the spliced U-type sections were analyzed as 0.76∼0.99. It shows that the spliced U-type sections ar of a superior structural efficiency in contrast to the average sectional efficiency factor of 0.66 value in the I-type girders.

• Journal of the Korean Society of Safety
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• v.31 no.1
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• pp.74-80
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• 2016

In this paper, structural characteristics for an extradosed prestressed concrete box girder bridge are investigated in terms of selective parameters. These parameters are mainly associated with the structural details of the extradosed bridge and derived from currently available literatures regarding previous design drawings. The analyses have been carried out using general-purpose structural analysis program, RM-Space Frame. The parameters evaluated for the present study represent the most salient features of the extradosed bridge and are as follows; 1) span length ratio(side-span length to center-span length), 2) boundary condition of girder, 3) height of pylon, 4) anchorage location of external cables and 5) girder stiffness. The analytical predictions indicate that span length ratio and pylon height are reasonably adequate in the range of 0.55 to 0.60 and $L_m/8$ to $L_m/12$ respectively for the bridge under consideration. Also, demonstrated is the boundary condition of girder, in which rigid-connection details give more efficiency than the continuous details. In addition, considering structural characteristics of the extradosed bridge, it is desirable that the girder stiffness should be determined by the stress range of external cables rather than bending moment of girder.

• Advances in concrete construction
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• v.5 no.5
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• pp.469-479
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• 2017

Balanced cantilever construction is extensively used in the construction of prestressed concrete (PSC) box-girder bridges. Shear-lag effect is usually considered in finished bridges, while the cumulative shear-lag effect in bridges during balanced cantilever construction is considered only rarely. In this paper, based on the balanced cantilever construction sequences of large-span PSC box-girder bridges, the difference method is employed to analyze the cumulative shear-lag effect of box girders with varying depth under the concrete segments' own weight. During cantilever construction, no negative shear-lag effect is generated, and the cumulative shear-lag effect under the balanced construction procedure is greater than the instantaneous shear-lag effect in which the full dead weight is applied to the entire cantilever. Three cross-sections of Jianjiang Bridge were chosen for the experimental observation of shear-lag effect, and the experimental results are in keeping with the theoretical results of cumulative shear-lag effect. The research indicates that only calculating the instantaneous shear-lag effect is not sufficiently safe for practical engineering purposes.

• Structural Engineering and Mechanics
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• v.47 no.1
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• pp.59-73
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• 2013

The Xiaolan channel super large bridge is unique in style and with greatest span in the world with a total length of 7686.57 m. The main bridge with spans arranged as 100m+220m+100m is a combined structure composed of prestressed concrete V-shape rigid frame and concrete-filled steel tubular flexible arch. First of all, the author compiles APDL command flow program by using the unit birth-death technique and establishes simulation calculation model in the whole construction process. The creep characteristics of concrete are also taken into account. The force ratio of the suspender, arch and beam is discussed. The authors conduct studies on the three-plate webs's rule of shear stress distribution, the box girder's longitudinal bending normal stress on every construction stage, meanwhile the distribution law of longitudinal bending normal stress and transverse bending normal stress of completed bridge's box girder. Results show that, as a new combined bridge, it is featured by: Girder and arch resist forces together; Moment effects of the structure are mainly presented as compressed arch and tensioned girder; The bridge type brings the girder and arch on resisting forces into full play; Great in vertical stiffness and slender in appearance.

• International Journal of Concrete Structures and Materials
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• v.7 no.3
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• pp.183-191
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• 2013

Prestress losses assumed for bridge girder design and deflection analyses are dependent on the concrete modulus of elasticity (MOE). Most design specifications, such as the American Association of State Highways and Transportation Officials (AASHTO) bridge specifications, contain a constant value for the MOE based on the unit weight of concrete and the concrete compressive strength at 28 days. It has been shown in the past that that the concrete MOE varies with the age of concrete. The purpose of this study was to evaluate the effect of a time-dependent and variable MOE on the prestress losses assumed for bridge girder design. For this purpose, three different variable MOE models from the literature were investigated: Dischinger (Der Bauingenieur 47/48(20):563-572, 1939a; Der Bauingenieur 5/6(20):53-63, 1939b; Der Bauingenieur, 21/22(20):286-437, 1939c), American Concrete Institute (ACI) 209 (Tech. Rep. ACI 209R-92, 1992) and CEB-FIP (CEB-FIP Model Code, 2010). A typical bridge layout for the Dallas, Texas, USA, area was assumed herein. A prestressed concrete beam design and analysis program from the Texas Department of Transportation (TxDOT) was utilized to determine the prestress losses. The values of the time dependent MOE and also specific prestress losses from each model were compared. The MOE predictions based on the ACI and the CEB-FIP models were close to each other; in long-term, they approach the constant AASHTO value. Dischinger's model provides for higher MOE values. The elastic shortening and the long term losses from the variable MOE models are lower than that using a constant MOE up to deck casting time. In long term, the variable MOE-based losses approach that from the constant MOE predictions. The Dischinger model would result in more conservative girder design while the ACI and the CEB-FIP models would result in designs more consistent with the AASHTO approach.

• Smart Structures and Systems
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• v.33 no.3
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• pp.189-199
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• 2024

To properly extract the strain components under varying operational conditions is very important in bridge health monitoring. The abnormal sensor readings can be correctly identified and the expected operational performance of the bridge can be better understood if each strain components can be accurately quantified. In this study, strain components under varying load conditions, i.e., temperature variation and live-load variation are evaluated based on field strain measurements collected from a real concrete box-girder bridge. Temperature-induced strain is mainly regarded as the trend variation along with the ambient temperature, thus a smoothing technique based on the wavelet packet decomposition method is proposed to estimate the temperature-induced strain. However, how to effectively extract the vehicle-induced strain is always troublesome because conventional threshold setting-based methods cease to function: if the threshold is set too large, the minor response will be ignored, and if too small, noise will be introduced. Therefore, an autoencoder framework is proposed to evaluate the vehicle-induced strain. After the elimination of temperature and vehicle-induced strain, the left of which, defined as the model error, is used to assess the operational performance of the bridge. As empirical techniques fail to detect the degraded state of the structure, a clustering technique based on Gaussian Mixture Model is employed to identify the damage occurrence and the validity is verified in a simulation study.