n2. Overview of Port Constructionnt plan in Korea(lont trading po structures in Korea and Japan - Structural design philosophyconsideration of waterfront concrete structures Inspection and Maitenance System -IOMIS program - Evironmental friendly, exchange sea water, suction. Concluding Remarks

Structural Performance and Field Applications of High Durable, Light Weight Composite Bridge Deck Charac

(Times New Roman Font, Size 12pt, All Cap, Bold Face)Sung WooAuthor Numbe r OneLee1, Je In Kim2, Nam Hoon Cho31, Sokhwan Choi4Author

Number Two2 and 2, and Gyu Sang Jeong34

Ho

ABSTRACT:

Recent days composite bridge deck is considered one of the promising alternative to concrete bridge deck due to many advantages. In this paper, structural performance of glass fiber reinforced composite bridge deck for DB24 truck load of 3-cell trapezoidal profile, called ‘Delta Deck’, fabricated with pultrusion is presented. Extensive experiments including flexural tests, fatigue tests, and field load tests for the pultruded deck were conducted. Some field applications of developed composite deck are presented as well. IFinite element analysis also performed and the results werload. t also proposes the next generation deck profile for vertical snap-fit connections. iomposite materiagainnnttr steel and concrete due to dvantaight, high strength,ce and high durabilsite bridge deck and concrete hybrid composite pile are presented. Experimental and analytical studieso inforced como fabricated with bag moilament iusion are briefyribedctulications ofdvomposites including axial-flexural tests and development of P-M nactm for the nce presented.KEYWORDS: glass fiber, fiber-reinforced composites, bridge composite deck, composite pile, fiber-reinforced composites, structural tests aanalysis, field applications

1. INTRODUCTION

To cope with problems of deterioration and corrosion of conventional steel and concrete materials, high durable, lightweight fiber reinforced composites are considered one of the promising alternative construction materials for the civil infrastructures.I some resultsch and developmenor the composite bridge deck andle are introduced. The resultolvedthe ridge decks are described aper. Vaumoldingding and pultrswereted for th fabrication of the deck. Finite element analysis and various experiments were carried out for these decks.

oaxial-flexural tests, field driving tests and procedures for deent of for the concrete-filledcite pabricth fila

1 Dean/College of Engineering, Professor/Dept. of Civil & Env. Eng., Kookmin University, Seoul, Korea(email: swlee@kookmin.ac.kr) Deo

2 Vice President, Kookmin Composite Infrastructure Inc., Seoul, Korea(email: muzimi@kookminci.com)3 Deputy Manager, Kookmin Composite Infrastructure Inc., Seoul, Korea(email: namhoon@kookminci.com)44 Research Associate, Kookmin University, Seoul, Korea(email: gsjeong@kookmin.ac.kr)SUniversity, Korea, A

1

DESIGN AND FABRICATION OF PULTRUDED Composite deck fabricated with pultrusionCOMPOSITE BRIDGE DECK

2.1 Profile Design

Pultrusion is considered to be most economical fabrication method and it assures uniform product quality. Based on the previous studies on the composite deck, deck profile for pultrusion was developed for full-scale composite deck3). To satisfy serviceability criteria of local deflection and to improve fatigue characteristics of local behavior of top flange, trapezoidal shape section of 200mm depth with 16 mm of top flange, 12 mm of bottom flange and 10 mm of web was designed for Korean highway truck load DB24 truck (rear axle load of 94.1kN) for typical 2.5 m girder spacing as shown in Figure 1. The tube consists of 3 trapezoidal sections and it will be bonded together to make complete deck panel. Considering local effect due to tire contact at the top surface, top flange was designed thicker than bottom flange. Laminate design was done differently for top flange, bottom flange and web. For pultrusion process, 60 % weight fraction of glass fiber was selected in the design. Figure 2 shows the laminate design of top flange of the deck. In the laminate, 8800 Tex E-glass roving was used in the longitudinal direction and multi-axial stitched fabrics (90°/±45°) were used for transverse direction. Unsaturated polyurethane was used as resin base of the composite deck. Figure 3 shows graphic view of the composite deck installed on the girder bridge.Pultrusion is considered to be most economical fabrication method and it assures uniform product quality. Based on the previous study, dDeck profile for pultrusion was developed for full-scale composite deck3). To satisfy serviceability criteria of local deflection and to improve fatigue characteristics of local behavior of upper flange, trapezoidal shape section of 200 mm depth with 16 mm of top flange, 12 mm of bottom flange and 10 mm of web was designed for Korean highway truck load DB24 truck load(rear wheel load of 9.6 tonf) for typical 2.5 m girder spacing as shown in Fig. 10. The tube consists of 3 trapezoidal sections and it will be bonded together to make complete deck panel. Considering local effect due to tire contact at the top surface, top flange was designed thicker than bottom flange. Laminate design was done differently for top, bottom and web. For pultrusion process, 60 % weight fraction of glass fiber was selected in the design. Fig. 11 shows the laminate design of upper flange of the deck. In the laminate, 8800 Tex E-glass roving was used in the longitudinal direction and multi-axial stitched fabrics (90°/±45°) were used for transverse direction. Unsaturated polyurethane was used as resin base of the composite deck. Fig 12 shows graphic view of the composite deck installed on the girder bridge. Fig. 14 Photo 6 shows fabrication process for the pultrusion and Fig. 15Photo 7 shows cutting figures of the section when fabrication is completed.

2

Fig. 1 Profile of pultruded deck (Delta Deck) Fig. 2 Laminate design of top flange

Fig. 123 Graphic view of composite deck bridge Fig Deflection contours after analysis

2.2 Sructural Analysis fod Fabrication

Finite element analysis was performed to examine serviceability and structural safety of the ‘Delta-Deck’ applied to the steel plate girder bridge. Deflection, stresses and failure indices of the composite deck were checked, including buckling stability for the web due to DB24 truck load. Figure 4 shows cross section of the bridge under consideration. The bridge in consideration is 30m in length with simple supports and has 5 girders of 2.5m spacing. FE analysis was carried out for this bridge using the material properties of composites obtained by micromechanics. After verification by analysis, the deck was fabricated with pultrusion. Then FE analysis was performed again using the actual material properties obtained from coupon tests of the fabricated deck. In this paper, analysis results for the later case were described. Figure 5 shows deflection contours after analysis.

Impact factor of 0.3 was applied to the live load. Two lane load model was considered in its transverse direction. A serviceability criterion of deflection was taken L/425. Tsai-Wu failure theory was adopted to examine the structural safety of the composite deck herein. The results of analysis are tabulated in Table 1. As shown in the table, the designed composite deck satisfies all the requirements of serviceability and structural safety. P

3

Composite Deck

Girder

Fig. 4 Cross section of bridge model for analysis Fig. 5 Deflection contours after analysis

Photo 1 Fabrication process for the pultrusion Photo 2 Completed section after fabricationFig. 15 failure index distribution over entire deck

According to Tsai-Wu failure analysis, failure index at the upper deck is 0.096, meaning that the deck has safety factor of 10.42. When the web is checked for buckling, due to its eigenvalue of 14.22 and knock-down factor of 0.75, it has the safety factor of 10.67. The results for safety factors of stresses, deflections and failure indices are arrangedanalysis are tabulated in table 1. As is manifest from shown in the table, the designed composite deck satisfieds all the requirements of serviceability and structural safety. Material properties used in the analysis are from results of specimen test for the deck (table 3).

It is common that created stresses be compared with allowable ones. However, when the stress field exists under 2 axes or multi-axes condition, appropriate failure theory needs to be applied in order to check the safety of structural members. For isotropic materials such as steel, maximum shear stress theory or strain energy theory is often used. However, for composite material, which is neither isotropic nor yielding, existing failure theory does not hold. Tsai-Wu failure theory iswas adopted to examine the structural safety of the composite deck herein.

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Table 1 Analysis result for the bridge in consideration

Item

Max. stress (MPa)Tsai-Wu

failure index

Max.

deflection

( mm )

Eigenvalue

for bucklingTop flange Bottom flange

σx σy σx σy

Result -14.07 -15.69 17.36 7.20 0.096 2.32 14.22

Factor of safety 18.19 10.13 17.13 11.01 10.42 2.53 10.67

x : longitudinal direction of tube (perpendicular to bridge axis)y : transverse direction of tube (parallel to bridge axis)

 

4.1.1 Test Summary

3 point flexural test was carried out in order to evaluate the structural performance of the pultruded composite deck. At failure load, flexural capacity and deflection of the deck were evaluated. Load was applied on the wheel load contact area of 580mm x 230mm. Test deck was 2.25m long, 1.0m wide and was simply supported. The load was applied at the center of the span. Photo 3 shows figures of the flexural test.

Vertical deflections of the deck was measured through LVDTs positioned at 3 locations in the transverse direction at the middle of the span. Strains were measured at 16 points on the top and bottom flange of the deck. Figure 6 shows the locations of strain gages attached to the deck. L signifies longitudinal direction and T signifies transverse direction of the test deck.

Photo 3 Flexural test for pultruded composite deck Fig. 6 Location of the strain gages attached to top and bottom flanges

tubesult

At failure, the load was 411.9kN and vertical deflection was 35.6mm. Figure 7 shows load-deflection curves. Since the rear axle load of DB24 including impact factor 1.3, is 122.4kN, factor of safety becomes 3.36 (411.9/122.4). However, if the effect of wheel load distribution for 1.0m width is considered, it can be expected to have more safety margin. Photo 9 shows local punching failure on the top flange of the deck occurring at maximum load.

122.4kN corresponding DB24 is designated in Figure 7. Figure 8 shows load-strain curves in L direction for the top flange. Stresses in L and T direction for top and bottom flange at DB24 load are tabulated in Table 2. Final failure mode of the flexural test turned out to be local damage failure at the loaded part of the top flange (Photo 4). However, this type of failure mode may not be anticipated to occur in real situation. If real situation of this kind is considered, it is expected to have more margins. FE analysis was also carried out for the test deck model. Though it is not included in the paper, the analytical results agreed well with those from experiments3). In the analysis, Tsai-Wu failure index was also evaluated for the failure load of 411.9kN. Figure 9 shows the distribution of failure indices according to Tsai-Wu failure analysis. Tsai-Wu failure indices for each strain gage location are shown in Table 3.

5

Fig. 7 Load-deflection curve Fig. 8 Load-strain curve for top flange in L direction

Table 2 Stresses at DB24 load for the test deck

Top L Bottom T Top L Bottom T

strain(με) -1,475 -1,235 1,950 870

stress(MPa) -24.7 -24.5 40.5 12.45

ultimate. strength(MPa)

-256.0 -159.0 297.3 155.7

safety factor 10.35 6.48 7.34 12.50

Photo 4 Failure mode at maximum load

Table 3 shows results of the specimen test for the composite deck, which are used as input data for FE analysis.

of composite deck for FE Analisk

te

core

te

co

6ovement)Y : transverse to tube direction (parallel to vehicle

movement)

sai-Wu faifailure failure

Fig. 9 Tsai-Wu failure index distribution

As shown in Table 3, 4.1.3 FE Analysis for flexural test deck

3.22 Shear Test for Girder-Deck Connection

Push-down test was carried out for the shear connection between the girder and the composite deck. Test specimen was made in such a way that two deck panels with 4 shear connectors were connected to the H-type girder in each side. Shear pockets were filled with non-shrinkage mortar to complete the girder-deck connection. 0, strain gages are atpart of the welded connectors in order to identify the behavioral c Photo 3 Shear Test for Deck-GirdTest Resultccurreds at the joint of the web an lower bottom flange of the cte deck at the load o9.2kN. The shear cone were wasis already yielded when ithe composite deck occurreds at the joint. Allowable Ssfab estimated based on the average yield strength of 4 shear connectors. Photo 5 shows shear test set-up for deck-girder connection. Fig. 21ure 10 shows load-strainves measured from the strain gages attached to the shear connectors.

7

Table 3 Tsai-Wu failure indices for strain gage location

Gage No.

Tsai-Wu failure index

Gage No.

Tsai-Wu failure index

bottom flange

1 0.23

top flange

1 0.412 0.18 2 0.263 0.04 3 0.184 0.12 4 0.285 0.02 5 0.066 0.01 6 0.367 0.04 7 0.198 0.05 8 0.189 0.02 9 0.07

3.3 Ctigue Test for Coltruded Deck

Compression fatigue test was carried out to evaluate fatigue characteristics of composite deck at girder support. 2million cycles of repetitive load corresponding to DB24 wheel load of 122.4kN including impact was loaded with 5Hz over the tire contact area of 23.0cmx57.7cm.

Photo 5 Shear test for deck-girder connection Fig. 10 Load-strain curves for shear connectors

Allowable shear force for shear connector is obtained by measuring yield strength of shear connector and dividing it with factor of safety. Yield strength is chosen instead of ultimate strength in order to reflect the test result that the failure on base composites occurs before the shear connector yields. The compressive strength is 400kgf/cm2 for the non-shrinkage mortar and the yield strength is 2,400kgf/cm2 and the diameter 22mm for the shear connectors. According to design manuals for Korean highway bridges, allowable shear force becomes 2.9tonf and yield shear force becomes 10.9tonf, which is yield stress multiplied by the cross section area of shear connector. Safety factor of 4.0 is to be applied even though 3.7 is obtained through computation. According to the design manual, yielding of shear connector is to occur at the strain 0.2%. On the safe side, computation is based on the shear force (Fig. 21) measured at the yield strain (εy= σy/Es=2,400/2,040,000=0.0012). As is shown in Table 5, average shear force per shear connector is approximately 11.9tonf when yielding occurs (εy=0.0012). Allowable shear force per shear connector becomes almost 2.9tonf as shown in equation 1 according to the yield strength criteria given in table 5.

(εy=1200με)

(4 shear connectors)[tonf]

[tonf]

8

a shear (1)5. Structural Performance Test for connecting parts between composite deck and guard wall5.1 Test Summary

8

composite deck, and concrete guard wall. The amount of reinforcing bar is calculated according to the standardized drawing in the specification.

Performance test for the guard wall is carried out by loading the upper part of the guard wall at the rate of 2mm/min under strain control. 2 and Fig. 23 show location maps for LVDT’s and strain gages for the test guard wall.

Photo 4 Performance Test for connecting parts n compe de

(cross-section) LVDT’s (plan)

Photo 6 Compression fatigue test Fig. 11 Strain gage location for test deck

9

Photo 7 Flexural fatigue test Fig. 12 Strain gage location at bottom

Photo 6 shows test set-up for compression fatigue test. Figure 11 shows strain gage location for the test deck.

After 2 million cycle loading,

Test Result

Noany crack, delamination, or failure between fiber and matrix wereare not found observedafter 2 million cycles of repetitive loading inside the test deck. No apparent damage wais found at bonded areas of uppertop and lowerbottom flanges and webs either. After the repetitive loading of initial, 0.5million, 1million, 1.5million, and 2million cycles, static load tests wereas carried out. Multiplying the modulus obtained from specimen tests with the measured strains gives stresses, which is to be compared with the failure strength of the deck. Maximum stress occurreds at gage 6 after 2million cycles of repetitive loading due to DB24 truck load and failure strength wais 13.1 times larger than the maximum stress, from which it wais concluded that the deck iis sufficiently safe as far as fatigue is concerned. Figure 2513 shows load-strain relationshipcurves at gage 6 obtained from static load tests after loading of each cycle measured from gage 6. As shown in the figure, sStrains after 2 million cycles of repetitive loading does not change did not change too much compared with those of the initial deck. The strains got very much after 2million cycles of repetitive loading and fatigue behavior gets stabilized after 0.5million cycles, thus it is demonstrated that composite deck at girder location showed satisfactory fatigue characteristics. It is to be noted that deck stiffness diminishes gradually until

0.5million cycles of loading and later on does not change very much, in other words, fatigue behavior of the deck gets stabilized (Sungwoo Lee, 2004)3) ... Comparing the strains at each gage location, mamumumain 2millionncerned.As well as compression fatigue test, fFle

tf .. sh-up for flexurafatigue tesows stran gage location at bottange of the test dibutad of 7.8 tonf is ready for test deck of 1m width (Sunpart inside the deck panel. Photo 612 shows flexural fatigue test and figure 16 shows strain gage location at bottom flange of the deck..

10

Fig. 13 Load-strain curves at gage G6 Fig. 14 Load-strain curves at gage BG7

Tes

cycles

middl left)

After 2million cycles of repetitive loading, any type of damage for the deck at the center span and girder location was not observed. Also at the deck and girder connection, any crack or damage of the non-shrinkage mortar, which was filled around shear studs in the pocket of the deck was not found. Figure 14 shows load-strain curves at gage BG7. As shown in the figure, curves for each load cycle were almost identical. Thus it demonstrated that the deck possesses excellent flexural fatigue characteristics. 3.4 Field Load Test

After extensive structural performance tests in the laboratory as described above, developed pultruded deck was installed on the demonstration bridge of plate girder type at lane enlargement project of Gyongbu highway. For this demonstration bridge, field load test was carried out as shown in Photo 8. Maximum deck deflection was measured 1.92mm for the test truck. Permissible deflection for the 2.0m girder spacing was estimated 4.7mm when deflection serviceability criterion of L/425(2000/425) was applied. Thus the safety margin of 2.4 was obtained for this test truck. When test truck load was converted to DB24 truck load, serviceability safety margin can be estimated to 2.9. For the maximum stress obtained from measured strain at the bottom flange of the deck in the direction of bridge axis, factor of safety was evaluated as 39 compared with ultimate strength of the deck for the equivalent DB24 truck load. From field load test, it is demonstrated that developed pultruded deck possesses sufficient margin for deflection serviceability and strength.

4. SOME FIELD APPLICATIONS

11

Several field applications of ‘Delta Deck’ composite bridge deck are now underway in Korea. Photo 9 shows installation of filament wound composite deck over another demonstration Fig. 26 shows load-strain relationship measured from BG 7 attached in the transverse direction to the vehicle movement or longitudinal direction of the deck tubes.

Photo 8 Field load test for demonstration bridge Photo 9 Installation of filament wound composite deck

Photo 10 Installation of composite deck Photo 11 Heavy loaded traffic over composite

at Gwangyang deck bridge at Gwangyang

Photo 12 Installation of composite Photo 13 Installation of composite

deck at Jangsoo(I) deck at Jangsoo(II)

12

Photo 14 Installation of composite Photo 15 Installation of composite

deck at Pyungtaek(I) deck at Pyungtaek(II)

Photo 16 Installation of composite Photo 17 Installation of composite deck at Seoul(I) deck at Seoul(II)

plate girder bridge at Gwangju. After field verification for the previous two demonstration composite girder bridges, 150m-long, 12m-wide pultruded composite deck plate girder bridge was constructed at Gwangyang in October, 2004. Photo 10 shows installation of composite deck at Gwangyang bridge. Photo 11 shows heavily loaded traffic over the completed bridge at Gwangyang. As an another case, Photo 12 and 13 show installation of 25m-long, 12m-wide pultruded composite deck steel plate girder bridge at Jangsoo in October, 2004. Photo 14 and 15 show other case of installation of 70m-long, 12m-wide pultruded composite deck PSC girder bridge at Pyungtaek in November 2004. Photo 16 and 17 show 45m-long, 9m-wide pultruded composite deck arch bridge at Seoul in June, 2004. In addition to above, several more composite deck bridges are expected to be constructed in 2005. After successful implementation of composite bridge deck, a large project of 300m-long and 35m-wide wharf type girder bridge in Busan new port area is currently under design and planned to be installed in 2006.

Finite element analysis was carried out to verify strength and serviceability criteria for the designed deck. Simply supported plate girder bridge of 30 m span of 5 girders with 2.5m spacing was considered. Analysis was performed with COSMOS/M for the finite element meshes with SHELL4L element for the composite deck and girders. At the location of load, refined meshes were incorporated. DB24 truck load was applied for the analysis and the deflection contours are shown in Fig. 13 after analysis. From the analysis results, designed deck is considered to possess factor of safety of 2.53 for deflection(L/425 criteria), 10.4 for Tsai-Wu failure criteria and 10.7 for web buckling for the DB24 truck load.

13

of pultruded deck panel Fig. 17 Compression fatigue test of deck

18. Feo 7 Field load test for composite deck bridge

Fig. 20 compressoPhoto 7 shows field load test. Several field applications of ’Delta

Deck’ composite bridge deck are now underway in Korea. Fig. 22 and Fig 23 show recent installation photos for arch bridge in Seoul. Fig. 24 shows profile of 150m long, 11m wide plate girder bridge in Kwangyang for composite deck installation. Fig. 25 shows storage of deck panels for installation of the bridge in Fig. 24.. 2hoo8 9 Ln-

 4PPhoto1 of panels: (Times abstract of the current work should be supplied here. Asions. (Times Roman Font, Size 10pt, justified).u

search described in this paper deals with the behavior of concrete filled composite tubes, which are used as foundation piles or columns. Several researchers have introduced FRP(fiber reinforced plastics) composite tubes to overcome the corrosion and deterioration of steel tubes under severe weather condition[1,2]. Ohan 50 years. In the current study several concrete filled GFRP(glass fiber reinforced plastics) tubes were fabricated and tested under uni-axication process, investigate the mechanical and geometrical properti for design purpose. 2.

14

2

Fig. 2 Psan new port project (‘9 – 2011)

Fig 1. Krea’s trading hub plan in Northeast Asia

2. Ps ne 3. Kayan

Po Capacity

u m

– 1

Gravity type(Fig. 4)

Seawater (Fig. 5, Fig. 6) Suction pile foundation(Fig. 87)

Japan- aseismic design,

15

6Beeawat

7.nvronmeneakwater(Jeju port) datio f bek

Dese: Strength desigmeSteel

structure: Allowable stressdesign ethod

(concrete & steel structure)

th des Mn: f ≤ fa

γiMd ≤ Mu / (γm∙γb)

b m ctor

Load factor- Wave force 1.5- -

it e a

f

ead ~1.arce

t ~1.

m

oendon

tb ~1.i ~1.

16

trengthof concre

: 180R/C: memr(uthers 240 kf

240

e metopectum analysis (oper levele2 : Equilent static analysis 2) Seismic design factor

Zone : 0.11Zone : 0.07Ⅱcicient ~ SB(Imporance

factor :

·Kh

Kone factor :Z) ~ Zone E(0.08)coefficient(S) :

SA ~ SC (0.8 ~ 1.2)ctor(I) : 0.8 1.5

000

9 Grpi 10 Sen rd Section

10: SemIted POMIS 1 GrahSfpection R

2 ScreIqwings ofr Sctn 3 Hel relining Typ in Con5. STUDY ON THE SNAP-FIT CONNECTION

For the prevailing pultruded composite bridge decks of tongue and groove type, to assemble the deck panels one another on top of the girder, they should be pushed in horizontal direction

17

with adhesive bonding. Then shear connectors should be installed to the girder from the top of the panel through the pre-drilled hole after the deck panels have been assembled. However, in this case, the workability and construction quality becomes very bad. Normally the shear connectors are installed prior to deck placement in the conventional bridge deck construction. To improve this situation, it is necessary to develop the method of deck panel assembly in the vertical direction. Vertical snap-fit connection method is considered one of the solution to the

Fig. 3115 Ssnap-fit connection Fig. 16 Analysis of snap-fit connectionprobls ofthis kind. Currently the study for this connection type is under way. This method has been in use for plastic products such as toys, camera, electronic circuit board, etc. For large structures there has not been any significant progress so far4). Figure 15 shows concept of vertical snap-fit connection. Figure 16 shows a preliminary analysis result for snap-fit joint. By expanding this concept to the bridge deck connection, it is viable to develop a new assembly method of deck panel.

6. SONCLUDING REMARKS

In this paper, studies for design, fabrication and experiment, and some field applications of fiber reinforced composite bridge decks were presented. Deck profile for pultrusion was designed and fabricated for DB24 truck load. Extensive analyses and experiments were carried out for this pultruded deck. It is demonstrated that developed pultruded composite deck is considered to possess safety factors for strength, fatigue and serviceability well beyond Korean highway code requirements. Some field applications for composite deck bridge in Korea were also described. Also, vertical snap-fit deck connection method was briefly introduced. Due to many advantages of composite bridge deck such as lightweight, high durability, high strength and fast installation, it is anticipated to be utilized widely in the civil infrastructures in the near future.

7. ACKNOWLEDGEMENT

The studies presented in this paper were partly supported by Ministry of Construction and Tansportation(Mokjeok A01) and Korea Science and Engineering Foundation (Grant no : R01-2004-000-10696-0 ), and Kookmin Composite Infrastructure Inc. The authors gratefully acknowledge theirits suppors.

8. REFERENCES

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1) DARPA (2000), Advanced Composites for Bridge Infrastructure Renewal-Phase II Tasks 16- Modular Composite Bridge, Defense Advanced Research Projects Agency, Technical Report Vol. IV, USA

2) Keller, Thomas (2003), Use of Fiber Reinforced Polymers in Bridge Construction, Structural Engineering Documents 7, IABSE (International Association for Bridge and Structural Engineering), Switzerland

3) Lee, S.W. (2004), Development of High Durable, Light Weight and Fast Installable Composite Bridge Deck, MOCT R&D Report, Ministry of Construction and Transportation, Korea

4) David E. Lee and H. Thomas Hahn. (1996), Assembly Modeling and Analysis of Integral Fit Joints for Composite Transportation Structures, ASME Design Engineering Technical CONPOSITE PILE

5.1 IntroductionConcrete-filled glass fiber reinforced polymer(GFRP) composite pile has been

introduced to overcome the corrosion problems associated with concrete and steel piles under severe environments. Benefits of composite pile include high durability, high confined strength, low maintenance cost, high ductility and long expected service life. MOMAF(Ministry of Maritime and Fisheries) supported research on the composite marine pile4) has recently been carried out and some results are presented in this paper. Experimental works such as compression tests for concrete-filled short composite tubes, axial-flexure tests under various load combinations, buckling tests with several different slenderness ratios and field driving tests have been conducted in the research. In addition, numerical procedure to construct P-M diagram for filament wound composite pile was developed. This study demonstrates the applicability of concrete-filled glass fiber reinforced composite pile as an

5.2 Some results of experimental and analytical studies Axial-flexural tests for concrete-filled composite pile models were carried out as shown

in Fig. 264 Table 151 hos properties of test pile models. Seven model piles were tested under axial-flexural loads and the results are shown in Fig. 15327 aogwith an analytical P-M interaction diagram. The P-M interaction diagram shown in Fig. 27 was developed using results of tensile tests of composite tubes and compression tests of concrete-filled composite cylinders of various fiber volumes. Constitutive model of FRP encased concrete can be represented as in Fig. 28. Tangent modulus E2 of the confined concrete in Fig. 28 was obtained as shown in Fig. 29 using experimental results. Also, a formula to calculate strength increase ratio of confined concrete compared to plain concrete was obtained as shown in Fig. 30. Computed stress-strain relationship using this confinement model shows good agreement with test results as shown in Fig. 31. P-M interaction diagram which was constructed using this constitutive model shows good agreement with the results of axial-flexural tests, as shown in Fig. 27. Thus developed P-M interaction diagram procedure can be used for the concrete-filled composite piles fabricated in such a way as in this study. In order to understand the behavior of pile with practical size, 3-point flexural tests as shown in Fig. 32 were carried out for piles of 600mm diameter. Spirals were formed inside the composite piles to make composite action with concrete. It has been found that performance increases dramatically with such spirals. When specimens do not have spirals inside, core concrete slipped out with load increase, and failure occurred at the compression side of the composite shell. When spirals were fabricated, the compressive failure of the shell was observed first and was followed by the final tensile failure. In this case, the bond between concrete and shell did not allowTable Property of composite pile modelTable 1. Properties of composite pile model

19

Proper y

FW-2PLY (mm)r mm)

(mm) 41

strength(MPa)

0

500

1000

1500

2000

2500

3000

3500

0 2000 4000 6000 8000 10000

Moment (kN.cm)

Lo

ad

(kN

)

analysisexperiment

46 Potof aiural te . 5 ExpimetlralP-M interaction diagramshown in Fig. 13 was devheoretical comta basodel, developed through experiments of many models of various fiber volume, shown in Fig. 14 was used. Computed stress-strain re

: E1= Elastic modulus of plain concrete

Note: Ej= modulus of elasticity in the hoop direction , D=inner diameter of the tube

. 6 Conituieencased concrete c mdl rto

30 Sen mod :ube thicknessfco: compressive strength of unconfined concrete, D inner diameter of the tubein

20

0

1

2

3

4

5

6

0 0.002 0.004 0.006 0.008 0.01 0.012

t/D × Vf × α (α : Hoop direction fiber % , D : φ100 m/m)

R=f

c/f

c',

Str

engt

h R

atio

at f

ailu

re

수적층법으로 제조한 합성압축공시체 (HL)

필라멘트 와인딩으로 제조한 합성압축공시체 (FW)

R = 1 + 320 (t/D × Vf × α)

Hand LayupFilament winding

32 Fxu 33 Pe slippage and increased the flexural stiffness considerably. Fig. 33 shows pile driving test for D600mm piles in the field and it is observed that performance was very satisfactory. The research results demonstrate the potential of concrete-filled composite pile as an alternative to conventional pile in corrosive environments, and provide an experimental database for FRP composite pile. Analytical procedure for P-M interaction diagram developed in this study is considered to be practically utilized in the design of bearing pile for the pier type port structures, and for bridge and building foundations.

Photo offlexuraestt : tube thickness

nalytical exprlations

0

500

1000

1500

2000

2500

3000

3500

0 2000 4000 6000 8000 10000

Moment (kN.cm)

Lo

ad

(kN

)

analysisexperiment

. 1 permnatical P-M interactioram

21

1617

Flexua Pile rv.UM2.2 Design of tube sections

mm mm

,00

Figure 1. Stress and strain calculation in the cross-section of a FRP tube

o

o

(mm)Y× 104

MPa × 1MPa 3

2

(kN·cm ) kN )187(1.) (2.02)

s compared orget st tuTable 3. Strength comparison between current FRP tubes and target steel tubes

1.

22

Five concrete filled GFRP tubes with L/D=2 were tested under compression using INSTRON material testing system that has the capacity of 4.9MN(Figure 2). Displacement controlled load was applied with the speed of 0.5mm/min. Strain gages were attached at the middle of the member to both the axial and circumferential directions. Figure 3 shows the stress-strain curves for axial direction, and in Figure 4 for both axial and lateral direction. It is recognized that the stress-strain response can be divided into two regions; first region with high stiffness, and second region with high ductility and confinement effect. The strengths of the concrete-filled FRP tubes were 1.96~2.36 times higher than concrete cylinder specimens. The strains at failure were also 5.28~7.00 times higher for FRP tubes revealing high ductility.

Figure 2. Test setup under compression for short columns

23

(PF-1, PF-2; dia.=16.5cm, span=120cm). Figure 5 is the test configuration, and Figure 6 is the photo for the setup at the testing site. Figure 7 is the relation between the applied moments and strains at the top and bottom faces of the mid-span. Figure 8 reveals load and displacements measured at the bottom of the center. Test results are given in Table 4. The measured bending strength was compared with the calculated one and given in Table 5. 3.3 Axial-flexure test; dia.=16.5cm, span=120cm). After predetermined axial force is appli was applied. Initial axeveloped in P-6-P-7. Load-displacement curves at the bottom of mid-span were given in Figure 9.As shown in Figure 10(a) tension failure was occurred for member P-1~P-5. As load increases the concrete in tension side cracks first, then outside tube takes over the applied loads. Therefore final flexural strength was determined by the yield strength of the glass fibers at the tension side. The various responses for member P-1 which shows tension failure. As shown in Figure 10(b), compression failure was occurred at the topside for test member P-6~P-7. The inside concrete carries larger compressive force under confinement. FRP cell fails after the concrete fails first. Load-response curves are shown in Figure 11 and 14.

Figure 5. Pure flexural and axial-flexural test setup

F

24

F

kN ) kN·cm ) (mm)

(from centroid) cm cm

e ) ) )

6. Axil

Figure 9. Load-displacement curves at the bottom of mid-span

)Figure 10. Photos taken for axial-flexural test at failure

Figure 12. Load-displacement curve (P-1)

25

based on the tensile strength of fibers and real compressive response of confined concrete obtain in Section 3.1, and it is shown in Figure 15, and current experimental results were marked on it. Computed axial strength was 96% of the test result, and it was 105% for flexural strength.

Figure 13. Load-strain curve (P-6) F

Figure 15. Computed P-M interaction diagram and experimental results

2.

The research presented in this paper was sponsored by the Ministry of Maritime Affairs and Fisheries of Korea, and its support is gratefully acknowledged.

“FRP-Concret mn and Pile Ja, Tallahassee, Fla., 1997, Shahawy, Miber Composite”, J. Struc. Engrg., ASCE, Vol. 124, N

A4 (217.2 x 29.710. cm2 inches) (182.9mm x 259.1mm). The text area will be 6.3 x 9.5 inches (16 cm x 24.2 cm). The top margin is 1.5 inches (38.1 mm)3 cm with the bottom and side margins at 1 inch 2.5 cm(25.4mm) each. Figure 1 shows these final dimensions.New Roman font (or a similar serif font) should be used for the body text of tentirehe manuscript. Font sizes/formats should be as follows:Title: Arial, 14pt, Bold FaceTimes New Roman Font, Size 12pt, All Cap, Bold FaceSection Headings: Times New RomanArial, 112pt, All Cap, Bold FaceFigure Captions: Times Roman, 110pt, Bold FaceText should be fully justified and single-spaced. Title and section headings should align on the left-hand margin. Place a full page of text and figures on each page. Do not include headers, footers or page numbers in your electronic submissions. Number the pages of the hardcopy by hand in pencil in the top right hand corner.

oCountry, Academic Quaze 10pt) Company or University, Country, Academic Qualification, (Times Roman Font, Size 10pt)

All references should appear together at the end of the paper. References are listed and numbered as cited in the text following the example below (not alphabetized). All references listed must be cited in the text. References are cited in the text by the number in bracket [1].

26

Please note: If an illustration or photograph has been published previously, it will be necessary for the author to obtain written approval from the original publisher for it to be reprinted in the Proceedings. employer, etc, prior to submission of the paper. After receipt of the manuscript, it will not be possible to withdraw or revise a paper.3. LENGTH97 or WordPerfect (all for windows PC). All manuscripts must reach the individual (s) designated below prior to the May 1, 2001 deadline that has been established for the receipt of the manuscripts. Manuscripts received after this date can not be included in the Proceedings.ntu.edu.sgswerewerin. Touldachievmablesignal ament sTo attain that, s were captured and thetween the two contwas controlled e ed, the,might not have attavalueat 1] Magazine of Concrete Research, Vol. 31, No.108, Sep., 1979, pp. 151-158.3

Conferences and Computers in Engineering Conference, August 18-22, Irvine,

California.works for fabrinalysis ants for compsmodel composite decks of various shapes,

fabricated yARproale composite decks. Designed full-scale deck was fabricated by ft winde

pultruded deck and the results of experiments and analysis showthaite deck is considrpossesactors

forengt,rviceability wel. Results of compression tests, axial-flexural tests and development

procedure of PM interaction diagram were introduced. Due to many advantages of fiber reinforced

composite materials such as light weight, rabilit

A series of research projects with the support from Korean Ministry of Maritime Affairs and Fisheries (MOMAF) have been carried out to review current maintenance systems for port structures in Korea and other countries and then to develop inspection manuals and repair-retrofit manuals for port structures in Korea(1-5). Based on the developed series of manuals, an internet-based port maintenance and information system (POMIS) has been developed to create and manage a database of inspection and repair records mainly of quay-walls and breakwaters among port structures.

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POMIS program provides an on-line service of inspection and repair database for port authorities and some permitted users through internets. A schematic view of internet-based POMIS is shown in Fig. 2. Fig. 3 shows the database flow of POMIS in detail.Fig. 2: Schematic View of Internet-Based POMIS

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Inspection and Maintenance System of Port Structures

Regular Abovewater Underwater Emergency

whennecessary4 yr.2 yr.6 mo.

Summary ofInspection

InspectionRecord

POMIS

D/B

Manuals for Safety Inspection and Detail

Inspection

ConditionRate

Sc

op

e a

nd

Pro

ced

ure

Sa

fety

In

sp

ect

ion

Ro

ute

Evaluation

Standard

No Use Limited Use

RegularRepair

Need Detail Inspection?

No

Yes

Detail Inspection

Design of Repair, Retrofit, Rehabilitation

Scope and Procedure

RepairStandard

RepairMethod

Repair, Retrofit, Rehabilitation

Repair ReportSummary of

Repair Results

Standard Manual for Repair and Retrofit

Regular Inspection Route

E D C B A

i2) Input/Output of Repair Data4) Management of Basic Codesc V6) Web System for Information on Port FacilitiesHelFig. 4: Graphic View of Safety Inspection Results

29

POMIS thru Internet

Log In

InspectionData

RepairData

Local Authority

UserManagement

InformationWeb System for Port Facilities

View ofDrawing DataBasic Codes

Inquiry ofInspection and

Repair Data

Port

Sheet-pile type

Wharfs (quay-walls) Outer Walls (breakwaters, sea-walls)

Pier type Gravity type

Inspection Module Repair Module

usersPort facilitiesDrawing dataBasic codes Record sheets for repairGuildelines for repair

DB Input

Manager Permit

DB Store

Log Out

DB Print

- inspection unit

- I/O of basic data

- I/O of inspectiondata

- I/O repair data - facility type

- facility inspection schedule

- annual inspectionschedule

- summary tables of inspection data

- repair priority

- repair records

- annual repair records

- management

- authority/port/wharf

- facility

- wharf data

- deterioration type

- inspection sector

- damages in inspected sector

- items related to deterioration type

- evaluation rank

- jointed company

- user registration

- user group

- authorized limit

- drawings

- wharf facilities

- outer wall facilities

- view of drawing data

Fig. 6: Help Screen for Explaining a Damage Type in Concrete Pier5. Some Research result for Composite marine pileThe research described in this paper deals with the behavior of concrete filled composite tubes, which are used as foundation piles or columns. Several researchers have introduced FRP(fiber reinforced plastics) composite tubes to overcome the corrosion and deterioration of steel tubes under severe weather condition[1,2]. Other benefits of composite piles are low maintenance costs, high earthquake resistance, and long expected endurance period, which reaches more than 50 years. In the current study several concrete filled GFRP(glass fiber reinforced plastics) tubes were fabricated and tested under uni-axial compression, bending, and axial-bending in oder to examine fabrication process, investigate the mechanical and geometrical properties, construct P-M diagrams that can be used for design purpose.3.3 Axial-flexure test

Figure 5. Pure flexural and axial-flexural test setup F3.3.3 P-M diagram for the FRP tubes

i

jor container ports in Northeast Asia and Korea’s development plan for hub ports in this region are briefly reviewed. Structural design philosophy and durability consideration of port structures in Korea and Japan is discussed. New development of inspection and maitenance system along with its database management program are introduced. Some recent research results of composite marine pile are also presented.7. ACKNOWLEDGEMENTThe researches presented in this paper were sponsored by the Ministry of Construction and neering Foundation Koant no: R01-2004-000-10696-0), and Kookmin Composite Infrastructure Inc. The authors gratefully acknowledge theirits surts. is gratef8. REFERENCES1) DARPA (2000), Advanced Composites for Bridge Infrastructure Renewal-Phase II Tasks 16- Modular Composite Bridge, Defense Advanced Research Projects Agency, Technical Report Vol. IV, USA3) Lee, S.W. (2004), Development of High Durable, Light Weight and Fast Installable Composite Bridge Deck, MOCT R&D Report, Ministry of Transportation, Korea okmin University, Korea, 2002

30

n3. Sung Woo Lee et al, Development of Port Maintenance and Inormation System, Research report, Korea Ministry of Maritime Affairs and Fisheries, 2002

r

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