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Recent Major Bridges in Korea Summary 1. Introduction

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Recent Major Bridges in Korea Summary 1. Introduction Recent Major Bridges in Korea Hyun-Moo KOH Jinkyo F. CHOO Professor Assistant Professor Seoul National University Konkuk University Seoul, Korea Seoul, Korea [email protected] [email protected] Hyun-Moo Koh, born 1952, Jinkyo F. Choo, born 1968, received his BS and MS in civil received his civil engng. engng. from Seoul Nat’l Univ. degree from the Univ. Libre of and his Ph.D. from the Univ. of Bruxelles and his Ph.D. from Illinois at Urbana Champaign. Seoul National Univ. He is currently chair of the Korean Group of IABSE. Summary During a relatively short period, bridge technology in Korea has recognized outstanding development. Owing to the governmental policy aiming to achieve balanced regional development, unprecedented bridge construction activities are conducted in the peninsula, especially in the southwestern coast to link some of the 3,000 islands with the mainland. Korean bridge engineers are now designing and constructing bridges using domestic technology, which has today reached a level enabling to realize the erection of numerous sea-crossing bridges counting among the longest in the world like Incheon cable-stayed bridge (main span 800m) and Gwangyang suspension bridge (main span 1545m). This paper reviews the evolution of modern bridge construction in Korea and presents major bridges recently erected or to be built. R&D programs dedicated to the advancement of bridge technology are also introduced. Keywords: bridge technology; sea-crossing bridges; cable-supported bridges; R&D programs. 1. Introduction Despite of its short history of 40 years, the Korean bridge technology recognized outstanding development. The construction of bridges was at first involved as social infrastructure supporting the series of 5-year plans of the governmental policy since 1962 aiming to boost the economy of the country. As a result, the bridge stock of the peninsula increased from 9,322 bridges in 1970 to 22,937 bridges in 2007 and the corresponding developed length extended Fig. 1 Number of bridges built by decades in Korea [1] from 268km to 1,987km [2]. It is noteworthy that even if the developed length of the bridges multiplied by 5 times, the bridge stock only doubled. This means that Korean bridge engineering has realized remarkable progress in the domain of long-span bridges such as cable-supported bridges. In a short delay, Korea will have a cable-stayed bridge, Incheon Bridge (80+260+800+260+80m) that will rank at the fifth position among the longest cable-stayed bridges in the world, and a suspension bridge, Gwangyang Bridge (main span: 1545m), that will be the third longest bridge in the world at its completion in 2012. The preference given to cable-supported bridge can be attributed to the topography of the Korean peninsula. Seventy percent of the country is composed of mountainous areas and the coastal regions are surrounded by 3,174 islands, which represent 3.80% of the territory with 0.65% of the population. Most of these islands being inhabited, their connection with the mainland is of primordial importance for the balanced regional development and preference is indeed given to cable-supported bridges in order to secure navigational channels (Fig. 2). The construction of bridges is thus a necessity that will bring multiple benefits. In a social point of view, about 90% of the 3,174 islands of Korea are gathered in the southern and western coastal areas of the peninsula, of which most are located within a distance of 1km from the continent. However, the aging and emigration of the working population to big cities and the poor accessibility are accelerating their desertion. In an economical point of view, it becomes obviously necessary to prepare for the future tourism inflow and economic revitalization of remote areas through Fig. 2 Overview of the islands of Korea by province the construction of seashore road belts conducted by the governmental plan. The scenes offered by the southern and western coasts will be a very profitable source of revenue for these regions. The construction of bridges will also reduce significantly the large deviations caused by the sawtooth coastline, and improve the accessibility and transportability of goods fabricated in the neighbouring industrial complexes [2,3]. The bridge stock will grow continuously through the restless sea-crossing bridge construction activities in the southwestern coast, especially in the Province of Jeollanamdo located in the southwest of Korea and bounded on the west by the Yellow Sea and on the south by Jeju Strait. Almost 2,000 islands of which 75% are inhabited are scattered along the 6,100km of its coastline. The plan of the provincial government is to provide a total of 103 bridges to link major islands. Among these, 33 bridges have already been completed, 21 are under Fig. 3 Sea-crossing bridge construction activities in Jeollanamdo construction and 48 are under Province project (Fig. 3). At completion of these bridge projects, the southwestern coast of Korea will become a museum of bridges with all types of structures from simple girder bridges to world-ranking suspension bridges. The following intends to review briefly the 40 years of the history of bridge in Korea with focus on sea-crossing bridges so as to highlight major recent bridges that have been or are being constructed all over the country. Recent national R&D programs of the Ministry of Land, Transport and Maritime Affairs (MLTM) and in-house programs dedicated to the advancement of bridge engineering and design are also introduced. 2. Evolution of Modern Bridges in Korea Construction has been the backbone of the economic development of Korea and, bridges in the transportation network played a critical role in the realization of the “Miracle on the Han River”, which is the astonishing period of rapid economic growth that took place from 1961 to 1997. The Miracle on the Han River that started from Seoul to propagate over the whole country enabled Korea to propel as the 12th largest economy in the world after the ravages of the Korean War (1951-1953). Korea achieved its transformation from agrarian economy to a modern industrial power within three decades, which other industrialized countries took almost a century to achieve, owing to the succession of 5-year development plans since 1962 (1962-1996). These plans were established by the government by identifying specific areas for outward-oriented national development driven by the assumption that economic growth and competitiveness cannot continue without breakthroughs in science and technology. Accordingly, social infrastructures including roads, railways, airports, harbours and bridges were restlessly built to support the industrialization process as well as the stabilization process for the regional balanced economic development. Excluding the bridges built before the Independence and the creation of the Republic of Korea, four major periods can be distinguished in the evolution of modern bridge technology in Korea, which correspond roughly with the series of 5-year economic plans of the government. 2.1 First Generation of Sea-Crossing Bridges in Korea (1962-1990) The first generation of sea-crossing bridges in Korea corresponds to the introduction period of foreign technology and grew along with the industrialization boom of the country until 1990. At the time, the government poured huge investments for social overhead capitals (SOC) and construction was funded essentially through public loan. Various types of bridges were built in records of time but the need for rapid construction and the lack of skill often resulted in poor quality of construction. The collapse of Sungsu Bridge in Seoul in 1994, only 15 years after its opening to traffic in 1979, is a sadful example of unskillfully erected bridges at the time. In addition, the design of most of the bridges of the first generation was relying on foreign technology. Besides, this period corresponds also to the introduction of cable-supported bridges in Korea with Namhae Bridge, the first suspension bridge in Korea. Namhae Bridge completed in 1973 after 5 years of construction is a three-span suspension bridge with a main span of 660m (128+404+128m) and stiffening girders composed of welded steel boxes. Thereafter, several cable-stayed bridges were built like the first Jindo Bridge (70+344+70m) and Dolsan Bridge (85+280+85m) in 1984 (Fig. 4). Fig. 4 Views of Namhae Bridge, Jindo Bridge (front: 1st Jindo Bridge, rear: 2nd Jindo Bridge) and Dolsan Bridge Together with the increase of the bridge stock, Korea experienced also tremendous increase of traffic. The number of vehicles registered in Korea today has already exceeded 16 million units. From 1970 to early 2000s, the total number of vehicles multiplied by 120 and the number of trucks mutiplied by 60. To worsen the situation, the dimensions and weight of trucks increased dramatically. However, even if the bridges designed at the time were applying truck design load DB-18 (total weight of 34tonf) with consideration of the future increase of traffic volume and vehicle loads, design could not predict such exceptional increase of vehicle. For example, the traffic load of Namhae Bridge has been controlled and limited to 32.4t since 2003 after 30 years of operation due to the appearance of fatigue cracks in the girder generated by the incessant crossing of heavy trucks [4]. The first Jindo Bridge, the first cable-stayed bridge in Korea and also the longest cable-stay span outside Europe at its completion in 1984, was also designed with respect to design live load DB-18. Similarly to Namhae Bridge, the bridge was subjected to truck loads exceeding the design load and the governmental authorities decided to improve the load carrying capacity of the existing bridge while erecting a twin bridge (Fig. 4) designed for vehicle load of DB-24 and DL-24.
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