Steel Bridge Construction of Hong Kong–Zhuhai–Macao Bridge

Wen-bo Gao,Quan-ke Su,Jin-wen Zhang,Hong-bing Xie,Feng Wen,Fang Li,Ji-zhu Liu 한국강구조학회 2020 International Journal of Steel Structures Vol.20 No.5

The 55-km-long Hong Kong–Zhuhai–Macao Bridge (HZMB) is the world’s longest sea-crossing bridge, connecting Hong Kong with Zhuhai and Macao at the mouth of the Pearl River Estuary in China, comprising 22.9-km-long steel bridges. HZMB is the leading steel bridge in China, with top-level manufacturing and installation technology. This paper outlines the steel bridge construction experiences of HZMB to provide comparisons for the construction of other long sea-crossing steel bridges at home or abroad. The main considerations of construction constraints, scheme selection, structural and aesthetic design of HZMB are presented, and the following points related to new strategies in the steel bridge construction of HZMB are elaborated: (1) construction quality assurance, (2) automatic manufacturing technology, (3) large segment off shore installation, (4) eco-friendly paint (content limitation of volatile organic compounds) and new multifunctional inspection gantry, and (5) Guss Mastic Asphalt steel deck pavement system. The successful implementation of those strategies shows that the steel bridge construction of HZMB promotes improvement in the overall construction and management level of the Chinese bridge industry. The advanced experience of HZMB has opened up broad prospects for the design and construction of off shore bridge engineering in China.

Reliability evaluation of steel truss bridge due to traffic load based on bridge weigh-in-motion measurement

Widi Nugraha,Indra Djati Sidi,Made Suarjana,Ediansjah Zulkifli Techno-Press 2022 Structural monitoring and maintenance Vol.9 No.4

Steel truss bridge is one of the most widely used bridge types in Indonesia. Out of all Indonesia's national roads, the number of steel truss bridges reaches 12% of the total 17,160 bridges. The application of steel truss bridges is relatively high considering this type of bridge provides advantages in the standardization of design and fabrication of structural elements for typical bridge spans, as well as ease of mobilization. Directorate of Road and Bridge Engineering, Ministry of Works and Housing, has issued a standard design for steel truss bridges commonly used in Indonesia, which is designed against the design load in SNI 1725-2016 Bridge Loading Standards. Along with the development of actual traffic load measurement technology using Bridge Weigh-in-Motion (B-WIM), traffic loading data can be utilized to evaluate the reliability of standard bridges, such as standard steel truss bridges which are commonly used in Indonesia. The result of the B-WIM measurement on the Central Java Pantura National Road, Batang - Kendal undertaken in 2018, which supports the heaviest load and traffic conditions on the national road, is used in this study. In this study, simulation of a sequences of traffic was carried out based on B-WIM data as a moving load on the Australian type Steel Truss Bridge (i.e., Rangka Baja Australia -RBA) structure model with 60 m class A span. The reliability evaluation was then carried out by calculating the reliability index or the probability of structural failure. Based on the analysis conducted in this study, it was found that the reliability index of the 60 m class Aspan for RBA bridge is 3.04 or the probability of structural failure is 1.18 × 10^-3, which describes the level of reliability of the RBA bridge structure due to the loads from B-WIM measurement in Indonesia. For this RBA Bridge 60 m span class A, it was found that the calibrated nominal live load that met the target reliability is increased by 13% than stated in the code, so the uniform distributed load will be 7.60 kN/m² and the axle line equivalent load will be 55.15 kN/m.

Prediction of vibration and noise from steel/composite bridges based on receptance and statistical energy analysis

Quanmin Liu,Linya Liu,Huapeng Chen,Yunlai Zhou,Xiaoyan Lei 국제구조공학회 2020 Steel and Composite Structures, An International J Vol.37 No.3

The noise from the elevated lines of rail transit has become a growing problem. This paper presents a new method for the rapid prediction of the structure-borne noise from steel or composite bridges, based on the receptance and Statistical Energy Analysis (SEA), which is essential to the study of the generation mechanism and the design of a low-noise bridge. First, the vertical track-bridge coupled vibration equations in the frequency domain are constructed by simplifying the rail and the bridge as an infinite Timoshenko beam and a finite Euler-Bernoulli beam respectively. Second, all wheel/rail forces acting upon the track are computed by taking a moving wheel-rail roughness spectrum as the excitation to the train-track-bridge system. The displacements of rail and bridge are obtained by substituting wheel/rail forces into the track-bridge coupled vibration equations, and all spring forces on the bridge are calculated by multiplying the stiffness by the deformation of each spring. Then, the input power to the bridge in the SEA model is derived from spring forces and the bridge receptance. The vibration response of the bridge is derived from the solution to the power balance equations of the bridge, and then the structure-borne noise from the bridge is obtained. Finally, a tri-span continuous steel-concrete composite bridge is taken as a numerical example, and the theoretical calculations in terms of the vibration and noise induced by a passing train agree well with the field measurements, verifying the method. The influence of various factors on wheel/rail and spring forces is investigated to simplify the train-track-bridge interaction calculation for predicting the vibration and noise from steel or composite bridges.

강박스-트러스 하이브리드 곡선 교량의 거동 분석

장민서,김정훈,김종민,강영종 한국방재학회 2012 한국방재학회논문집 Vol.12 No.4

Steel Box-Truss Hybrid bridge consisted with steel box type in positive moment that is allowed to resist with low depth and truss type in negative moment not only has restriction of delivery but has to use high depth is new type bridge. This can be used as 80m~150m long span bridge and is economical structural type. But safety of truss type is concerned because of torsion that occurs when Steel Box-Truss Hybrid bridge applies a curved bridge. Therefore, it is necessary to analyse and evaluate straight and curved bridge for commercialization of Steel Box-Truss Hybrid bridge. In this study, structural analysis of Steel Box-Truss hybrid curved bridge with various curvature is performed and compared with member force and displacement of Steel Box-Truss Hybrid straight bridge. Also the applicable limited curvature of Steel Box-Truss Bridge form is proposed. 강박스-트러스 하이브리드(HiTAB: Hybrid Truss And Box) 교량은 낮은 형고로 저항이 가능한 정모멘트 구간에는 강박스구조를 활용하고, 운반에 제약을 받을 뿐만 아니라 높은 형고의 거더를 활용해야 하는 부모멘트 구간에는 트러스 구조를 적용한 신형식 교량이다. 이는 경간장 80~150 m 내외의 장경간 교량으로 활용이 가능하여 경제성이 우수한 구조형식이지만, 곡선구간 적용 시 교량에 발생하는 비틀림으로 인해 트러스 구조의 안전성이 저하될 우려가 있다. 그러므로 강박스-트러스 하이브리드 교량의 상용화를 위해서는 직선 교량 뿐만 아니라 곡선 교량의 거동 분석 및 평가가 반드시 필요하다. 따라서 본 연구에서는 다양한 곡률을 가지는 강박스-트러스 하이브리드 곡선 교량에 대해 구조해석을 수행하였으며, 이를 직선 교량의 부재력과처짐에 대한 비교를 통해 거동 분석 및 평가를 수행하였다. 또한 강박스-트러스 하이브리드 교량의 직선 형식으로 곡선 교량에적용 가능한 한계곡률을 제시하였다.

Comparison of long-term behavior between prestressed concrete and corrugated steel web bridges

Yulin Zhan,Fang Liu,Zhongguo John Ma,Zhiqiang Zhang,Zengqiang Duan,Ruinian Song 국제구조공학회 2019 Steel and Composite Structures, An International J Vol.30 No.6

Prestressed concrete (PC) bridges using corrugated steel webbing have emerged as one of the most promising forms of steel-concrete composite bridge. However, their long-term behavior is not well understood, especially in the case of largespan bridges. In order to study the time-dependent performance, a large three-span PC bridge with corrugated steel webbing was compared to a similar conventional PC bridge to examine their respective time-dependent characteristics. In addition, a threedimensional finite element method with step-by-step time integration that takes into account cantilever construction procedures was used to predict long-term behaviors such as deflection, stress distribution and prestressing loss. These predictions were based upon four well-established empirical creep prediction models. PC bridges with a corrugated steel web were observed to have a better long-term performance relative to conventional PC bridges. In particular, it is noted that the pre-cambering for PC bridges with a corrugated steel web could be smaller than that of conventional PC bridges. The ratio of side-to-mid span has great influence on the long-term deformation of PC bridges with a corrugated steel web, and it is suggested that the design value should be between 0.4 and 0.6. However, the different creep prediction models still showed a weak homogeneity, thus, the further experimental research and the development of health monitoring systems are required to further progress our understanding of the long-term behavior of PC bridges with corrugated steel webbing.

Effect of cross-beam on stresses revealed in orthotropic steel bridges

Abdullah Fettahoglu 국제구조공학회 2015 Steel and Composite Structures, An International J Vol.18 No.1

Orthotropic steel highway bridges exist almost everywhere in world, especially in Europe. The design of these bridges started very early in 20th century and ended with a conventional orthotropic steel bridge structure, which is today specified in DIN FB 103. These bridges were mostly built in 1960's and exhibit damages in steel structural parts. The primary reason of these damages is the high pressure that is induced by wheel- loads and therefore damages develop especially in heavy traffic lanes. Constructive rules are supplied by standards to avoid damages in orthotropic steel structural parts. These rules are first given in detail in the standard DIN 18809 (Steel highway- and pedestrian bridges- design, construction, fabrication) and then in DIN- FB 103 (Steel bridges). Bridges built in the past are today subject to heavier wheel loads and the frequency of loading is also increased. Because the vehicles produced today in 21st century are heavier than before and more people have vehicle in comparison with 20th century. Therefore dimensioning or strengthening of orthotropic steel bridges by using stiffer dimensions and shorter spans is an essence. In the scope of this study the complex geometry of conventional steel orthotropic bridge is generated by FEProgram and the effects of cross beam web thickness and cross beam span on steel bridge are assessed by means of a parameter study. Consequently, dimensional and constructional recommendations in association with cross beam thickness and span will be given by this study.

Behavior of composite box bridge girders under localized fire exposure conditions

Gang Zhang,Venkatesh Kodur,Weifa Yao,Qiao Huang 국제구조공학회 2019 Structural Engineering and Mechanics, An Int'l Jou Vol.69 No.2

This paper presents results from experimental and numerical studies on the response of steel-concrete composite box bridge girders under certain localized fire exposure conditions. Two composite box bridge girders, a simply supported girder and a continuous girder respectively, were tested under simultaneous loading and fire exposure. The simply supported girder was exposed to fire over 40% of its span length in the middle zone, and the two-span continuous girder was exposed to fire over 38% of its length of the first span and full length of the second span. A measurement method based on comparative rate of deflection was provided to predict the failure time in the hogging moment zone of continuous composite box bridge girders under certain localized fire exposure condition. Parameters including transverse and longitudinal stiffeners and fire scenarios were introduced to investigate fire resistance of the composite box bridge girders. Test results show that failure of the simply supported girder is governed by the deflection limit state, whereas failure of the continuous girder occurs through bending buckling of the web and bottom slab in the hogging moment zone. Deflection based criterion may not be reliable in evaluating failure of continuous composite box bridge girder under certain fire exposure condition. The fire resistance (failure time) of the continuous girder is higher than that of the simply supported girder. Data from fire tests is successfully utilized to validate a finite element based numerical model for further investigating the response of composite box bridge girders exposed to localized fire. Results from numerical analysis show that fire resistance of composite box bridge girders can be highly influenced by the spacing of longitudinal stiffeners and fire severity. The continuous composite box bridge girder with closer longitudinal stiffeners has better fire resistance than the simply composite box bridge girder. It is concluded that the fire resistance of continuous composite box bridge girders can be significantly enhanced by preventing the hogging moment zone from exposure to fire. Longitudinal stiffeners with closer spacing can enhance fire resistance of composite box bridge girders. The increase of transverse stiffeners has no significant effect on fire resistance of composite box bridge girders.

Development of automatic system for evaluating the stress redistribution in structural members of a steel cable-stayed bridge due to cable stress relaxation

Tien-Thang Hong,Jung J. Kim,Duc-Kien Thai,Seung-Eock Kim 국제구조공학회 2022 Steel and Composite Structures, An International J Vol.44 No.6

In this study, a graphical automatic system is developed in order to investigate the stress redistribution of structural members in a steel cable-stayed bridge. The generalized Maxwell model is selected for stress relaxation estimation, and it is carefully verified and applied to all the cable members of a steel cable-stayed bridge to investigate its stress relaxation. A set of stress relaxation parameters in all cables is determined using the fmincon optimization function. The stress redistribution of the steel cable-stayed bridge is then analyzed using ABAQUS. To shorten the investigation time, all the aforementioned phases are built up to be an automatic system. The automatic system is then employed to investigate the effect of cable cross-section areas and girder spans on stress redistribution. The findings from these studies show that the initial tension in the cables of a steel cable-stayed bridge should be kept to less than 55% of the cable's ultimate strength to reduce the effect of cable stress relaxation. The cable space in a steel cable-stayed bridge should be limited to 15,000 mm to minimize the effect of cable stress relaxation. In comparison to other structural members of a steel cable-stayed bridge, the girders experience a significant stress redistribution.

레일매립궤도 시스템이 적용된 판형교의 진동 및 소음특성에 대한 연구

박정근,고효인,강윤석,정영도,이성태 한국구조물진단유지관리공학회 2019 한국구조물진단유지관리공학회 논문집 Vol.23 No.1

기존 선로구조물의 대부분은 준공된 지 상당한 시일이 경과되어 노후화가 많이 진행된 상태이다. 특히 기존 철도교량 중 판형교는상당수가 준공으로부터 40~60년 이상 경과된 노후교량이며 도상 없이 거더에 침목이 직결되어 있어서 차량의 주행하중이 교량에 직접 전달되므로 유도상 교량과 비교하여 교량에 가해지는 충격 및 소음이 클 뿐만 아니라 동적인 충격과 진동도 상대적으로 크다. 따라서 기존선 판형교에대한 적절한 유지관리 및 보수, 보강기술의 개발이 매우 시급하다. 본 연구에서는 기존선 판형교의 성능개선과 소음, 진동 문제 해결을 위해 기개발된 레일매립궤도 시스템의 특징을 소개하고, 레일매립궤도의 진동 및 소음 저감 성능을 평가하기 위해 길이 5m 침목이 설치되어 있는 무도상 판형교와 레일매립궤도를 적용한 판형교를 제작하여 동일한 가진 조건에 따라 발생되는 진동응답을 측정하고 분석하였다. 또한 실험에서 얻은 진동응답 데이터를 음향해석 모델의 입력데이터로 사용하여 방사소음해석을 수행하였다. 실험 및 해석 결과 레일매립궤도를 적용한판형교가 무도상 판형교 보다 진동에서는 15.0~18.8dB정도 감소하고 소음의 경우 평균 7.7dB(A)정도 감소하는 것으로 확인되었다. Most of the existing rail structures have undergone a lot of aging since a considerable period of time has passed from completion. In particular,among existing railway bridges, many of the plate girder bridges are older bridges that have lived 40 to 60 years or more. Since the treadmill is directlyconnected to the girder without the ballast, the running load of the vehicle is directly transmitted to the bridge. Therefore, the shock and noise appliedto the bridge are larger than those of the ballast bridge, and the dynamic shock and vibration are also relatively large. Therefore, it is very urgent todevelop appropriate maintenance, repair and reinforcement technology for existing steel plate bridge. In this study, the authors introduced thecharacteristics of embedded rail (ERS) developed for improving the performance of the existing plate girder bridge and the techniques solving thevibration and noise problems. In order to evaluate the vibration and noise reduction performance of ERS, a non-ballast plate girder bridge with 5mlength of sleepers installed and a plate girder bridge with ERS were fabricated. And, then, the vibration response generated under the same excitationcondition was measured and analyzed. Also, the radiated noise analysis was performed using the vibration response data obtained from the experimentas the input data of the acoustic analysis model. As a result of experiments and analyses, it was confirmed that the plate girder bridge’s vibration usingERS was reduced by 15.0~18.8dB and the average noise was reduced by 7.7dB(A) more than the non-ballast bridge.

내후성강재의 철도용 강교량 적용기술

조광일(Kwang-Il Cho),성택룡(Taek-Ryong Seong),박용명(Yong Myung Park),권오혁(Oh-Hyuk Kwon),안기성(Ki-Sung An) 한국철도학회 2016 한국철도학회 학술발표대회논문집 Vol.2016 No.10

장지간 철도교에는 강교의 적용이 필수적이나 재도장이 필요한 단점을 가지고 있어, 재도장이 불필요한 내후성강이 강교에 적용되었다. 미국과 일본에서는 1960년대부터 강교량에 내후성강을 사용해왔고 현재에는 강교 적용 시 내후성강을 우선적으로 고려하고 있다. 반면, 국내에서는 1992년에 내후성강을 교량에 최초 적용한 후 도로교 약 30개소에 적용하였으나 철도교에는 적용사례가 없다. 이에 국내 교량 건설환경에 적합한 고강도 내후성강재로 HSB500W 및 HSB600W가 개발되었으며, 이의 사용을 위한 용접재료 및 이용기술이 개발되었다. 연구 결과, 내후성강 거더는 교량 적용에 필요한 성능을 모두 갖추었으며, 초기 제작비 약 5%, 100년 생애주기비용 약 30%를 절감할 수 있는 것으로 나타났다. Steel bridges usually applied for long-span railway bridges require repainting during those service life. To save the costs of repainting, weathering steels have been used for bridges since 1960s in the United States and Japan. Also, weathering steels have been having a priority when steels are considered as main material of bridges. On the other hand, there are few weathering steel bridges in Korea. In order to expand the application of weathering steels, the high-strength weathering steels HSB 500W and 600W were developed newly and those performances were evaluated. It was found that about 5% of the initial construction cost and about 30% of LCC for 100 years are reduced when the hybrid weathering steel bridge is applied.