Design of Shear Connections in Steel and Composite Concrete Bridges

7/25/2019 Design of Shear Connections in Steel and Composite Concrete Bridges

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Journal of Constructional Steel Research 57 (2001) 203219

www.elsevier.com/locate/jcsr

Design of shear connection in composite steeland concrete bridges with precast decks

Chang-Su Shim *, Pil-Goo Lee, Sung-Pil Chang

School of Civil, Urban and Systems Engineering, Seoul National University, San 56-1, Shinlim-Dong,Kwanak-gu, Seoul, South Korea

Received 12 November 1999; received in revised form 10 August 2000; accepted 24 August 2000

Abstract

For the design of the shear connection in steelconcrete composite bridges with precastdecks, design considerations were discussed, and experimental works on the push tests andthe bridge model test were performed. The characteristics of the shear connection in a precast

deck system are the filling material in shear pockets and the bedding layer between the precastdeck and the steel girder. Also, it is necessary to evaluate the structural behavior of the shearconnection in case of uniformly distributed shear connectors through experiments.

Based on the push tests, the behavior of the shear connection in a precast deck was dis-cussed. In addition, the ultimate strength and the fatigue endurance of the shear connectionwere estimated. As the thickness of the bedding layer increases, the ultimate strength decreases.The shear load redistribution between shear connectors was verified through the experimenton the bridge model, and shear connectors can therefore be distributed uniformly along thespan. Using the experimental results and the finite element analysis based on the partial interac-tion theory, the shear stiffness of the shear connection and the flexural stiffness of the bridgewere evaluated. 2001 Elsevier Science Ltd. All rights reserved.

Keywords:Shear connection; Composite bridge; Precast deck; Design; Bedding layer; Filling material

1. Introduction

For the rapid replacement of the deteriorated concrete deck in steelconcrete com-posite bridges, the precast concrete deck system is very attractive and has beenwidely used in several countries. Also, the system can be applied to the new construc-

* Corresponding author. Tel.: +82-2-880-7355; fax: +82-2-887-0349.

E-mail address: [email protected] (C.-S. Shim).

0143-974X/01/$ - see front matter 2001 Elsevier Science Ltd. All rights reserved.

PII: S 0 1 4 3 - 9 7 4 X ( 0 0 ) 0 0 0 1 8 - 3


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204 C.-S. Shim et al. / Journal of Constructional Steel Research 57 (2001) 203219

Nomenclature

Ash cross-sectional area of the stud shanka reduction factor considering bedding layer

Bh bedding thicknessdsh diameter of the stud shankds slip as a proportion of the diameter of the shank of the stud

Em the modulus of elasticity of mortarfsu tensile strength of the studN number of fatigue loading at failureQu static strength of the stud shear connectionsr stress range

tion of composite bridges, which have fewer steel girders and a wide spanning bridgedeck. Because the precast deck system needs no framework in place and can saveconstruction time, it can be applied especially to construction sites in the mountains,sea, and crowded cities. In the case of the replacement of a deteriorated concretedeck of a bridge located in a city, this system can minimize the traffic interference.

There are two types of precast deck system, half-depth and full-depth, and in this

paper, the full-depth precast deck system is considered. Design consideration shouldbe concentrated on the shear connection such as the bedding layer between the pre-cast deck and the steel girder, and the transverse joints between the precast decks.The filling material in the joints and the bedding layer is non-shrinkable mortar, andthe shear connector is a stud connector, which is commonly used and can be installedin a narrow shear pocket.

For the design of shear connection in full-depth precast deck bridges, it is neces-sary to evaluate the ultimate strength and the fatigue endurance of the shear connec-tion through experiments. Also, in the case of uniform distribution along the span,which is necessary from an economic aspect in the precast deck system, the behavior

of the shear connection is to be investigated. In this paper, empirical equations forthe design of the shear connection are suggested through experimental works. Also,design considerations are discussed.

2. Design considerations and previous research

2.1. Design considerations

Precast deck bridge systems are used for the replacement of deteriorated bridge

decks more frequently than a new construction. In the case of replacement, the pre-cast decks should be designed considering the change of girder section and the con-nection details of the existing bridge. Therefore, a bedding layer is inevitable, and


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205C.-S. Shim et al. / Journal of Constructional Steel Research 57 (2001) 203219

Fig. 1. Full-depth precast deck system.

the thickness of the layer should be determined by the configuration of the existingbridge. Also, it is necessary to evaluate the effect of the bedding layer on the behaviorof the shear connection in precast decks.

An overview of the system in this paper is shown in Fig. 1. The precast decksystem requires a step-by-step construction sequence, such as: (1) removing thedeteriorated bridge decks; (2) preparing the girders, placing the rubber strips andspacers; (3) positioning the precast decks; (4) filling the transverse joints with grout;(5) applying longitudinal post-tensioning; (6) filling the bedding layer and the pocketsfor stud shear connectors with non-shrink mortar.

Some considerations for the design of the shear connection can be discussed by

example of actual bridge rehabilitation. Fig. 2 shows the cross section of a simplysupported bridge with a 40-m span. For the design of precast decks in this bridge,the following considerations should be made: the transverse slope, as shown in Fig.2(a); the change of girder section along the span, such as the change of the upperflange thickness (tFuf in Fig. 2(b)); and the connection details, such as the bolting

Fig. 2. Design considerations. (a) Bridge section, (b) longitudinal section.


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and the splicing. These bridge configurations can be reflected in designing the bed-ding layer and the hunch. In order to adjust the bridge deck elevation, the transverseslope and the change of section can be reflected in the height of the hunch, but

connection details can only be reflected in the thickness of the bedding layer. Also,it is necessary to reduce the change of mold for precast decks, considering the econ-omic point of view. Therefore, the effect of the bedding layer on the behavior ofthe shear connection should be evaluated through experimental works.

2.2. Previous research

Several experiments were performed to build the design basis of the shear connec-tion in a precast concrete bridge system [69]. The evaluation of shear connectionis usually done by push tests. From previous studies on the push test, the ultimatestrength of the shear connection mainly depends on the material properties of theconcrete, such as compressive strength, elastic modulus [1,2], and shank area andtensile strength of the stud [1]. In the case of high compressive strength of theconcrete, the ultimate strength of the shear connection is expressed as a function ofthe tensile strength of the stud Ashfsu, in AASHTO LRFD and EUROCODE-4 [3,4].

Experimental and analytical studies on the connections, the transverse joints andthe shear connection, are required to build a design basis for a composite bridge

with precast decks. The precast deck system in this paper needs longitudinal prestressto prevent cracks in the transverse joints. Experiments were performed to determinethe effective longitudinal prestress, considering interface and fatigue behavior [5].

Push tests were performed to evaluate the ultimate strength of the shear connectionin a precast deck considering the compressive strength of the non-shrink mortar inthe shear pocket of the studs [6,7]. From the results of the push tests, the ultimatestrength of the shear connection is mainly affected by the shank diameter of thestud. However, the compressive strength of the mortar, which is greater than 54.88MPa, has negligible effect on the ultimate strength. Therefore, the empirical equationis suggested as:

Qu9.971dsh66.061 (1)

where Qu is the the ultimate strength of the shear connection (kN), and dsh is theshank diameter of the stud (mm).

The relationship between the elastic modulus and the compressive strength of themortar was estimated through several tests, and the empirical equation for shearstiffness of the shear connection was suggested from the loadslip curves of pushtests [8,9]. Experiments on composite beams showed the capacity of shear load redis-tribution between studs through the fatigue test [9]. Experimental studies on shear

connection in a precast deck also show that the effect of the bedding layer on thebehavior of the shear connection is important. Therefore, additional push tests withvarious bedding thickness are performed and the results are presented in this paper.


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Fig. 3. Push specimen.

3. Ultimate strength of stud shear connection

3.1. Behavior of stud shear connection

The failure mode on the push specimen, as shown in Fig. 3, gives two importantcharacteristics of the shear connection in the precast deck. One is that cracks suchas ripping, splitting, and herringbone cracks occurred at the bedding layer at a rela-

tively low load level. Fig. 4(a) shows the crack pattern at the bedding layer. Thebearing zone behind the stud is lost because of the crack, so that the flexural defor-mation at the upper part of the weld collar becomes larger. The other charactersitic

Fig. 4. Failure mode of stud shear connection. (a) Crack pattern in bedding layer, (b) deformed shape

of stud after failure.


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Fig. 5. Strain at stud shank.

is that the deformation capacity of the shear connection is greater than that in thecase of a cast-in-place concrete deck. Fig. 4(b) shows the deformed shape of thestud after removing the deck.

The flexural strain 15 mm above the bottom of the stud is measured as shown inFig. 5. When cracks occur at the bedding layer, strain at the stud becomes tensileimmediately. Therefore, the bedding layer has a considerable effect on the behaviorof the shear connection in a precast deck.

3.2. Ultimate strength

The parameters considered in the tests are the diameter of the stud, the compressivestrength of the mortar, and the thickness of thebedding layer, as presented in Table1. Shear pockets are placed in the precast slab for the installation of the stud connec-tors, and two stud connectors are installed longitudinally in each concrete slab. The

Table 1

Push specimen for static tests

Parameter Specimen Number of Shank diameter Compressive Bedding heightspecimen (mm) strength of (mm)

mortar (N/mm2)

Shank diameter B-13 2 13 61.09 20

B-16 2 16

B-19 4 19

B-22 2 22

Compressive A-19 4 19 54.88 20

strength of

mortar (cube)

C-19 4 71.38

Bedding height D-0 3 19 55.48 0

D-40 3 40


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height of the stud is 150 mm and its tensile strength is 450 MPa. The dimension ofthe steel beam is 300300 mm2, and the thickness of the flange is 15 mm.

It has been shown that the casting direction of the concrete around the stud connec-

tors influences the static strength of the shear connection due to the bleeding of theconcrete. Therefore, in order to match the casting direction of the concrete in actualsteelconcrete composite bridges, specimens are made as follows. First, the web ofthe H-shaped beam is cut into two parts, and then both flanges of the beam areplaced upwards. The studs are then welded to steel flanges and precast slabs areplaced on rubber strips attached to the edges of the steel flanges. Shear pockets arethen filled with non-shrink mortar simultaneously to make sure that each constituenthas the same properties. Spacers of the specified thickness are put on the flange toensure the thickness of the bedding layer. After curing, both flanges with slabs areconnected into one I-section to form a push-out specimen, as shown in Fig. 3. Theflange surfaces of the steel beam are lubricated using oil to remove the bond betweenthe mortar and the steel beam.

The results of the push tests are presented in Fig. 6. The failure mode of the shearconnection is the shear failure of the stud. As shown in Fig. 6, the ultimate strengthis mainly dependent on the stud shank area and is negligibly affected by the com-pressive strength of the mortar. Therefore, the empirical equation of the ultimatestrength is suggested as (2). The bedding layer also has a significant effect on theultimate strength, and its effect is considered in the empirical equation (3). Thebedding layer is thin and has no reinforcement. Therefore, it is too weak to take on

the role of bearing zone. The layer is easily cracked at relatively low load. Therefore,it is good enough to deduce the linear relationships over the 040 mm range froma practical point of view. The ultimate strength of the shear connection in a precastdeck is 75101% of the tensile strength of the stud.

Qua(0.362Ash18.714) (2)

a10.0086(Bh20) (3)

Here, Quis the ultimate strength of the shear connection (kN), Ashis the area of thestud shank (mm2), a is the reduction factor considering the bedding layer, and Bhis the bedding thickness (mm).

Fig. 6. Ultimate strength of shear connection. (a) Shank diameter, (b) compressive strength, (c) bed-

ding height.


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4. Fatigue endurance of stud shear connection

4.1. Fatigue behavior

Fatigue tests on push specimens with a 20-mm bedding layer are performed toestimate the fatigue endurance of the shear connection in a precast deck. In an actualsituation, the thickness of the bedding layer is generally about 20 mm. Push speci-mens are presented in Table 2. Mortars with three different compressive strengthsare used to fill the shear pockets, which are expressed as A, B, C series in this paper.

In evaluating the shear stiffness of the shear connection, two aspects should beconsidered. One is the secant stiffness considering residual slip, and the other is thetangential stiffness. As the range of shear load increases, the residual slip increases.After some cycles of fatigue loading, the residual slip increases abruptly. Therefore,the secant stiffness of the shear connection increases during fatigue tests, due to theresidual slip [8]. However, the tangential stiffness of the shear connection is nearlyconstant during fatigue tests [7,9].

4.2. Fatigue endurance

Fig. 7 shows the fatigue endurance of the shear connection obtained from fatiguetests. Based on the results, the empirical equation of the fatigue endurance is sug-gested as (4). The correlation of the equation is 0.87. Fatigue tests on push specimens

of various bedding thickness have not been performed yet. Therefore, further experi-ments for the effect of bedding thickness are necessary on the fatigue endurance ofshear connections in a precast deck.

log10N7.88690.021sr (4)

Here,Nis the number of loadings and sris the stress range of the stud shear connec-tor (MPa).

Table 2

Fatigue tests

Specimen Compressive strength Maximum load Minimum load Stress range (MPa)

of mortar (MPa) (kN) (kN)

F150A 54.88 (A series) 36.75 1.255 125.2

F170A 54.88 (A series) 41.65 1.255 142.5

F130B 61.09 (B series) 31.85 1.255 107.9

F150B 61.09 (B series) 36.75 1.255 125.2

F180B 61.09 (B series) 44.10 1.255 151.1

F130C 71.38 (C series) 31.85 1.255 107.9

F150C 71.38 (C series) 36.75 1.255 125.2

F180C 71.38 (C series) 44.10 1.255 151.1

F180C 71.38 (C series) 44.10 1.255 151.1


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Fig. 7. Fatigue endurance of shear connection.

5. Experimental works on composite bridge model

5.1. Distribution of stud shear connectors

Regarding the characteristics of the precast deck bridge system, it is favorable todistribute the shear pockets for studs uniformly. Therefore, it is necessary to investi-

gate the capability of shear load redistribution between shear connectors in shearspan. Generally, a stud connector is considered as a flexible shear connector, andthis is confirmed through the push tests mentioned above. Shear connection in aprecast deck has greater slip capacity than that in a cast-in-place concrete deck. Itis possible to distribute the shear connectors uniformly in a simply supported bridgebecause the longitudinal shear by live load is nearly constant along the shear span.However, considering temperature and shrinkage, it is advantageous to install theshear connectors nearer to the support.

To evaluate the shear stiffness of the shear connection in precast decks and theflexural stiffness of a composite bridge, a simply supported composite bridge model

with seven precast decks is fabricated. Also, a finite element model was constructedconsidering partial interaction, and its results are compared with those of the experi-ment.

5.2. Bridge model details

A composite bridge model with two steel girders is designed and fabricated toinvestigate the static and fatigue behavior of shear connection and its effects on theflexural stiffness of the bridge. The model is a 8.0-m spanning, simply supportedbridge with seven precast decks, as shown in Fig. 8. A stud, 19150 mm2, is used

as the shear connector and three studs per pocket were distributed uniformly 400 mapart. In order to eliminate the effect of prestressed compression in the precast slabon the steel beam, composite action was achieved by filling the shear pocket of the


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Fig. 8. Bridge model. (a) Section, (b) precast panel, (c) steel details.


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stud connectors with mortar after introducing longitudinal prestress. The degree ofshear connection, defined as the strength of the shear connection in a shear span, asa proportion of the strength required for full shear connection, was anticipated to be

1.11 [10].

5.3. Material properties

Several materials were used in the bridge model, such as concrete, mortar,reinforcement, studs, prestressing tendons. The material properties of each materialare listed in Table 3. The elastic modulus for the concrete and mortar is evaluatedthrough 100200 mm2 cylinder tests. Tension tests for reinforcement and studs arealso performed.

5.4. Fabrication of bridge model

Procedures for the fabrication of the bridge model are summarized here. Firstly,precast decks are prefabricated in a precast-plant and are steam-cured for 24 h andthen air-cured for more than a month. Strips, which act as fillers, are attached at theend surfaces of the precast panels. Stud shear connectors are welded on the upperflanges of the steel beams, which are located on the supports. Rubber strips, usedfor the bedding layer, are also attached on the upper flanges of the steel beams.Then, precast decks are installed on the steel beams and the transverse joints between

precast decks are filled with non-shrinkable mortar. When the compressive strengthof the mortar is greater than that of the precast concrete, longitudinal prestress isintroduced, balancing the prestressing forces in the precast deck transversely. Then,block-outs for stud connectors are filled with non-shrinkable mortar, and compositeaction is achieved when the mortar has its design strength. Treatments, pouring andcuring, are performed carefully when the connections are filled with the mortar. Fig.9 shows the completed bridge model.

Table 3

Material properties

Material Property Average value

Precast deck concrete Compressive strength 42.0 MPa

Elastic modulus 2.36104 MPa

Mortar Transverse joint Compressive strength 30.0 MPa


Shear pocket Compressive strength 33.0 MPa


Stud Tensile strength 503.0 MPa

Reinforcement Tensile strength 549.0 MPa

Prestressing tendon (d=24.3 mm) Tensile strength 552 kN



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Fig. 9. Completed bridge model.

5.5. Test setup and measurements

The test specimen is placed simply on the supporting structures. The concentratedload is applied through a steel plate bearing on a neoprene pad. The contact area ismodeled as a 200500 mm2 rectangle, which represents the contact area of a reartire of a heavy truck. Load is applied using an MTS closed loop electro-hydraulictesting system. Static tests are performed by applying the truck load in the form ofequal concentrated forces, and two-point concentrated loads of 250 kN are appliedat the mid-span and the applied load is measured and controlled by a load cell anda hydraulic pressure transducer, which are integral parts of the hydraulic loadingsystem. Fatigue load testing is performed in an effort to investigate the adequacy ofthe connections under cyclic loading. The bridge model is subjected to two million

load cycles of simulated serviceable truck loading. Then the ultimate load test iscarried out to investigate the adequacy of the shear connections under ultimateload conditions.

Vertical deflections and slips are measured at several points of the bridge model,as shown in Fig. 10. Longitudinal strains in the studs at 20 mm above the root ofthe stud were measured to estimate the relative connector loads. The prestressingforce is also measured at a anchorage by a center-hole type load cell. Electricalresistance strain gages are mounted on the steel beam, the surface of the concretepanel, and the stud connectors to measure the strain, as presented in Fig. 10.

During the fatigue tests, deflections and strains are measured frequently to observe

the behavior of the test specimen. The measured data are recorded electronicallyusing a digital voltmeter connected to a reed-type scanner, controlled by a microcom-puter. Crack growth and widths are also carefully observed. During the tests, crack


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Fig. 10. Measurements.

occurrences and leakage in the connections, shear connections and transverse joints,are carefully observed.

5.6. Finite element analysis

Partial interaction theory considering the shear stiffness of the shear connectionis used for the analysis of the composite beam. The assumptions used in the finiteelement model of the composite beam are as follows: (1) the shear connection iscontinuous and uniform along the beam; (2) plane sections remain plane in the slaband beam respectively; (3) no separation takes place at the interface. The compositebeam element has 12 degrees of freedom, as shown in Fig. 11, and the program canconsider the strainstress curves of steel and concrete, and the loadslip curve ofthe shear connection, respectively.

The shear stiffness of the shear connection in a composite bridge and the flexural

stiffness of the bridge are evaluated from linear elastic analysis using the results ofthe experiment, such as deflection and slip. The shear stiffness obtained from thebridge model is compared with that from the push tests. The results of the experimentwill be compared with those of the analysis in the following sections.

5.7. Behavior of shear connection

The results of the initial static test, deflections and slips indicate that the shearconnection behavior of the bridge can be considered as full interaction on comparisonwith the results of the finite element analysis, as shown in Figs. 12 and 13. The

shear stiffness of the shear connection, obtained from the finite element analysispresented in Fig. 11 using the results of the experiment, is infinite.

After the shear load at the interface of the steel beam and the concrete slab over-


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Fig. 11. Finite element model for composite beam.

Fig. 12. Loaddeflection curve.

comes bonding and friction forces, the behavior of the shear connection can be con-sidered as partial interaction. From the deflection data, the flexural stiffness of thebridge is reduced up to 13.8% of the initial value, as presented in Fig. 12. Fig. 13indicates that the slip increases as the load increases after the bonding is broken andalso shows that the slip does not occur until the shear force at the interface overcomesthe frictional resistance. From the results of stress at the stud, before bonding orfrictional resistance is overcome, the shear loads on the stud are very small, as shownin Fig. 14. The magnitude of shear load on each stud is different because each shear

connection does not have the same shear stiffness. If the fatigue loads are appliedto the shear connection, stiffer shear connection will be damaged first and the shearload will be transferred to other shear connections, i.e. shear load redistribution.


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Fig. 13. Loadslip curve.

Fig. 14. Strain at stud shank. (a) Load-stress curves before and after bonding is broken, (b) friction effect.

After the shear load overcomes the frictional resistance, the tangential stiffness ofthe shear connection evaluated from finite element analysis using the slip data, neg-lecting residual slip, is 150 kN/mm. The shear stiffness obtained from the results ofthe push tests is 171 kN/mm [9], about 10% difference. Therefore, the shear stiffnessobtained from the push tests can be used in finite element analysis using partialinteraction theory.

During static testing, full composite action is evident since no slippage occurredat the interface between the concrete panels and the steel girders at the haunches.Full composite action is also evident in the strain across the depth of the beam (Fig.15). Strain gages across the depth of the beam indicate that slippage does not occur

until a significant amount of fatigue is introduced, but after fatigue testing, a notice-able amount of slippage occurs

As a result of the experiment on the bridge model, the empirical equations obtained


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Fig. 15. Strain distribution at mid-section.

from the push tests can be used in designing a bridge with full-depth precast decks.In addition, redistribution of the shear loads on the stud shear connectors, which isobserved from the measured stresses of the stud connectors along the shear span, issatisfactory. Therefore, it is possible to distribute the shear connectors uniformly,and this is favorable for a precast deck system. Of course, the behavior of the shearconnection at the ultimate state should be verified through additional experiments.Judging from the experiment, the bonding and friction prolong the fatigue life of

the shear connector [11].

6. Summary and conclusion

For the design of the shear connection in a precast deck system, analytical andexperimental studies are performed. Characteristics of the shear connection are tofill the shear pockets with a non-shrink mortar and incorporate a bedding layer.

In this paper, non-shrink mortar should have the same elastic modulus as precastconcrete to insure equal stiffness between the two materials. In the range of these

tests, the failure mode of the shear connection is shear failure of the stud connector,and the ultimate strength of the shear connection can be expressed as the functionof the area of the stud shank. Therefore, the ultimate strength decreases as the thick-ness of the bedding layer increases. In designing the actual bridge, it is recommendedthat the ultimate strength should be evaluated using the highest bedding layer forconservative design.

Fatigue endurance is also investigated through push tests and further experimentsare necessary to investigate the effect of bedding thickness on the fatigue enduranceof the shear connection in a precast deck. The secant stiffness of the shear connectionincreases during fatigue tests due to residual slip. However, the tangential stiffness

of the shear connection is nearly constant during fatigue tests.Judging from the experiments on the bridge model, stud shear connectors in a

precast deck system can be distributed uniformly because of the deformation capacity


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of the shear connection and the shear load redistribution. However, the effect ofshrinkage and temperature should be considered in the design of an actual bridge.After bonding and frictional resistance are overcome, the flexural stiffness of the

bridge is reduced, and the behavior of the bridge can be estimated by finite elementanalysis using the shear stiffness of the shear connection obtained from push tests.

Acknowledgements

This research was conducted as a cooperative project of the Seoul National Univer-sity, the DAEWOO Institute of Construction Technology, and the Ministry of Con-struction and Transportation of Korea, and was partially supported by the POSCOresearch foundation.

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Design of Shear Connections in Steel and Composite Concrete Bridges

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