• Journal of Korean Society of Steel Construction
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• v.27 no.2
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• pp.195-205
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• 2015

The rahmen bridge is well known common type of bridge in which all members are connected rigidly. The rahmen bridge is built for several situations because it has many advantages such as no need of bridge bearing system, easy of maintenance, reduction of the cross-sectional area of superstructure, and relatively low construction cost compared with other bridge types. Recently, to lengthen the span of rahmen bridge system, steel-concrete composite beam is used for superstructure of rahmen bridge instead of normal concrete girder with slab. However, member forces are increased because of extension of span length of superstructure and substructure is designed and constructed inefficiently when steel-concrete composite rahmen bridge is designed. In this study, new-type steel-concrete composite bridge is suggested. New-type steel-concrete composite rahmen bridge is adopted hinge connection between abutment and foundation for the reduction of the bending momemt at the foundation. In this study, we present the results of experiment conducted to estimate the load carrying capacity of new-type steel-concrete composite rahmen bridge and the structural characteristics of hinge connection.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.05a
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• pp.498-501
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• 2006

R.C. Rahmen bridges have been widely constructed in the location of interchange or narrow road crossing. In addition, skewed or curved rahmen bridges are mostly constructed in comparison with normal rahmen bridges for the purpose of maintaining the route of road or considering the beauty of bridge. However, due to the functional characteristics, rahmen bridges are sustained under the direct vehicle loads and the side directional earth pressure so that the stress concentration with respect to the geometrical eccentricity can be occurred if rahmen bridges are constructed in large amount of skew. In this investigation, the behavior of skewed rahmen bridges which is located in curved route has been analysed to investigate the additional effects on the change of stress concentration. As a result, it is judged that the stress of curved rahmen bridges is more concentrated than the stress of straight rahmen bridges in the region of obtuse angle. However, in the middle of slab, the curve does not affect on the stress concentration.

• 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.

• Journal of the Korea Academia-Industrial cooperation Society
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• v.20 no.4
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• pp.597-605
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• 2019

IPM bridge is an integral bridge that can be applied from span 30.0m up to 120.0m, the shape conditions of IPM bridge is also applicable to the rahmen bridge. In this study, to perform the structural analysis of Rahmen bridge and IPM Bridge, the researchers compared the distribution types such as load, moment, and displacement of those bridges. Structural analysis was carried out on four span models ranging from single span bridges to four spans of 120.0 m, based on span length of 30.0 m. Structural analysis was carried out on those bridge with span 30.0m up to 120.0m. The conclusions drawn from this study are as follows. 1) The bending moments were calculated to be large for the Rahmen bridge, and the horizontal displacements were estimated to be large for the IPM bridge. 2) Since the bending moments are derived by the span length rather than the extension of the bridge, the permissible bending moment for the span length should be considered in the design. 3) The pile bent of the IPM bridge did not exceed the plastic moment of the steel pipe pile at 120.0m span, but because the horizontal displacement in the shrinkage direction is close to 25mm, the design considerations are needed. 4) In the actual design, it is important to ensure stability against member forces, so review of the negative moment is most important.

• Journal of the Korea institute for structural maintenance and inspection
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• v.28 no.1
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• pp.61-69
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• 2024

An ultra-high strength prestressed prismatic beam of 100 MPa in compressive strength was developed by increasing the water-tightness of concrete by utilizing centrifugal molding processes without adding expensive admixtures. The centrifugal prismatic PSC beam developed as the superstructure of the avalanche tunnel was constructed on a rahmen bridge in a small local river. In this study, the centrifugal prismatic beam was compared and analyzed based on the results of measurements made through static load tests and the results of numerical analysis of the target structure. The common load-carrying capacity and safety of the rahmen bridge were evaluated. The static·dynamic load tests and finite element analysis results of this bridge were similar, and it was confirmed that the behavior of the centrifugal prismatic beam was well simulated. All centrifugally formed square beams that make up the composite rahmen bridge were evaluated to secure sufficient load carrying capacity under the design live load, and structural reliability was proven by ensuring safety.

• Journal of the Computational Structural Engineering Institute of Korea
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• v.19 no.1 s.71
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• pp.15-25
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• 2006

The researches on the early-aged concrete hydration process and the techniques for the early-aged concrete crack control mainly have been focused and developed on the massive concretes in both experimental and numerical studies. However, those researches for relatively thin members such as the upper slab of the reinforced concrete rahmen bridge have nearly been attempted. In this study, a designing technique for crack controlling in the thin members of the early-aged reinforced concrete rahmen bridges based on measured temperature history, strength revelation model and sinkage model is proposed. A method of calculating the reinforcing bar area for crack controlling is also proposed and it is found that the distributing bars under the design loads become the main reinforcing bars in the temperature stress analysis of the early-aged reinforced concrete rahmen bridges. It is shown that the proposed analysis technique is able to use the design of crack control for the early-aged reinforced concrete rahmen bridge.

• Proceedings of the Korea Concrete Institute Conference
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• 2005.11a
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• pp.239-241
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• 2005

Reliability analysis of the design of reinforced concrete rahmen bridge is performed. Statistical properties for loads and resistances are taken into account in the analysis and the reliability indices are calculated for strength limit state of the current bridge design specification. Results are presented and discussed for different span lengths and wall heights.

• Proceedings of the Korea Concrete Institute Conference
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• 2006.11a
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• pp.213-216
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• 2006

The designer has difficulty due to inadequacy of provisions in the domestic design code and lack of understanding for behavior of D-region. The reinforced concrete pi(${\pi}$)-shaped RC rahmen bridge consists of various failure mechanisms as the crushing or splitting from compression concrete, and shearing failure under the loading plate. However, predicting those failure mechanisms is very difficult. In this study, the pi(${\pi}$)-shaped RC rahmen bridge is analyzed and designed by using strut-tie model. Adequacy for the application of strut-tie model is verified by comparison with the way used in current design practice. As a result that designing the structures should be maked a comparison between strut-tie model and current conventional design method.

• Proceedings of the Korea Concrete Institute Conference
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• 2001.11a
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• pp.979-984
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• 2001

The Sang-Jin bridge constructed by the Free Cantilever Method in 1985 is 4-span concrete rahmen bridge with a hinge at midspan. Due to the effect of creep, shrinkage of concrete and relaxation of tendon, the Sang-Jin bridge exposed the excessive displacement at midspan with the passage of time. In order to improve the load-carrying-capacity and durability of the bridge, needs to repair and rehabilitate the structure emerged. New rehabilitation methods were applied such as external prestressing of concrete box, application of pier pre-camber and steel truss jacking. Structural analysis and several tests including static load test, dynamic load test and ambient vibration test were executed to verify the improvement. The test result showed that the displacement of the midspan was improved by 10mm and it was verified that the stiffness of the bridge was increased. Totally, the load-carrying-capacity of Sang-Jin bridge was increased at least 1.56times which was attributed to the new rehabilitation method.

• Proceedings of the Korea Concrete Institute Conference
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• 1993.04a
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• pp.207-212
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• 1993

Rail carrying structures in international routes as well as domestic ones shall be designed to carry HL(High Speed Railway live Load) loads, The loads shall be placed in the most unfavourable position for the part of the structure in question. In general, influence lines may be used to determine the maximum bending moments and maximum shear forces in the reinforced concrete rahmen bridge structures. In this study, based on the finite element analysis, equivalent distributed loads of HL loading for design of the rahmen bridges are deterimined.