Relevant bibliographies by topics / Bridges Bridges Railroad bridges

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Academic literature on the topic 'Bridges Bridges Railroad bridges'

Author: Grafiati
Published: 4 June 2021
Last updated: 12 February 2022

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Journal articles on the topic "Bridges Bridges Railroad bridges"

1

Uppal, A. S., S. H. Rizkalla, and R. B. Pinkney. "Response of timber bridges under train loading." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 940–51. http://dx.doi.org/10.1139/l90-106.

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Timber bridges are still commonly used by several North American railroads. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out at two timber railroad bridge sites under the passage of trains at speeds varying from crawl, i.e., 1.6 km/h (1 mph), to 80.5 km/h (50 mph). The loads at wheel–rail interfaces, the vertical displacements, and the accelerations were measured at several locations on the bridge spans, the bridge approaches, and the normal track sections. The maximum values of the dynamic load factors obtained were 1.50, 1.65, and 1.85 for bridge, bridge approach, and normal track, respectively; and the corresponding maximum values of the dynamic displacement factors obtained were 1.30, 1.00, and 1.20. The main objective of this paper is to describe the experimental work and the influence on the measured values of the train speed and other factors. Key words: railroad, timber, bridge, wheel–rail interfaces, load, deflection, frequency, load factor, dynamic displacement, track modulus.
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2

Doornink, J. D., T. J. Wipf, and F. W. Klaiber. "Use of Railroad Flatcars in Cost-Effective Low-Volume-Road Bridges." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 385–96. http://dx.doi.org/10.3141/1819b-49.

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The use of railroad flatcars (RRFCs) as the superstructure in lowvolume bridges has been investigated in a research project at Iowa State University. These alternative bridges should enable county engineers to replace old, inadequate county bridges for less money and in a shorter construction time than required for a conventional bridge. Capital saved can be used to improve other areas of secondary road transportation. A feasibility study completed in 1999 by the Bridge Engineering Center at Iowa State University determined that RRFC structures have adequate strength to support Iowa legal traffic loads. In a follow-up research project, two RRFC demonstration bridges with different substructures and RRFC lengths were designed, constructed, and tested to validate the conclusions of the feasibility study. Bridge behavior predicted by grillage models was supported by data from field load tests, and it was determined that the engineered RRFC bridges had live-load stresses significantly below the safe yield strength of the steel and deflections well below the AASHTO bridge design specification limits. Moreover, since analytical procedures were able to predict RRFC bridge behavior, it is possible to analyze each bridge to determine its adequacy for any state’s legal traffic loads or for roads with larger hauling loads, such as quarry or coal-hauling roads. From the results of this research, it has been determined that, through proper RRFC selection, connection, and engineering design, RRFC bridges can be a viable, economic alternative for low-volumeroad bridges.
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Gomez, Jose A., Ali I. Ozdagli, and Fernando Moreu. "Reference-free dynamic displacements of railroad bridges using low-cost sensors." Journal of Intelligent Material Systems and Structures 30, no. 9 (August 15, 2017): 1291–305. http://dx.doi.org/10.1177/1045389x17721375.

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Displacements of railroad bridges under service loads are important parameters in assessing bridge conditions and risk of train derailment, according to railroad bridge managers. Measuring bridge responses in the field is often expensive and challenging due to the high costs of sensing equipment. Consequently, railroad bridge managers typically rent or subcontract field measurements to others or choose not to collect dynamic data in the field and make visual inspections. This article studies the use of a low-cost data acquisition platform to measure reference-free dynamic displacements of railroad bridges by combining low-cost microcontrollers and accelerometers. Researchers used off-the-shelf systems to measure accelerations and reconstructed reference-free displacements from several railroad bridge crossing events by running trains with different levels of serviceability in the laboratory. The results obtained from the proposed low-cost sensors were compared with those of commercial sensing equipment. The results show that low-cost sensors and commercial sensing systems have comparable accuracy. The results of this study show that the proposed platform estimates reference-free displacements with a peak error between 20% and 30% and a root mean square error between 10% and 20%, which is similar to commercial structural health monitoring systems. The proposed low-cost system is approximately 300 times less expensive than the commercial sensing equipment. The ultimate goal of this research is to increase the intelligent assessment of bridges by training owners and inspectors to collect dynamic data of their interest with their own resources.
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Garg, Piyush, Roya Nasimi, Ali Ozdagli, Su Zhang, David Dennis Lee Mascarenas, Mahmoud Reda Taha, and Fernando Moreu. "Measuring Transverse Displacements Using Unmanned Aerial Systems Laser Doppler Vibrometer (UAS-LDV): Development and Field Validation." Sensors 20, no. 21 (October 24, 2020): 6051. http://dx.doi.org/10.3390/s20216051.

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Measurement of bridge displacements is important for ensuring the safe operation of railway bridges. Traditionally, contact sensors such as Linear Variable Displacement Transducers (LVDT) and accelerometers have been used to measure the displacement of the railway bridges. However, these sensors need significant effort in installation and maintenance. Therefore, railroad management agencies are interested in new means to measure bridge displacements. This research focuses on mounting Laser Doppler Vibrometer (LDV) on an Unmanned Aerial System (UAS) to enable contact-free transverse dynamic displacement of railroad bridges. Researchers conducted three field tests by flying the Unmanned Aerial Systems Laser Doppler Vibrometer (UAS-LDV) 1.5 m away from the ground and measured the displacement of a moving target at various distances. The accuracy of the UAS-LDV measurements was compared to the Linear Variable Differential Transducer (LVDT) measurements. The results of the three field tests showed that the proposed system could measure non-contact, reference-free dynamic displacement with an average peak and root mean square (RMS) error for the three experiments of 10% and 8% compared to LVDT, respectively. Such errors are acceptable for field measurements in railroads, as the interest prior to bridge monitoring implementation of a new approach is to demonstrate similar success for different flights, as reported in the three results. This study also identified barriers for industrial adoption of this technology and proposed operational development practices for both technical and cost-effective implementation.
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Sigdel, Sulav. "A comparative study of structural parameters of a RCC T-girder bridge using loading pattern from different codes." Journal of Engineering Issues and Solutions 1, no. 1 (May 1, 2021): 45–58. http://dx.doi.org/10.3126/joeis.v1i1.36818.

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Nepal is an under-developed country; it is on the threshold of becoming a developing country. With new highways and railroad projects launching, construction of bridges is likely to increase. Bridges improve connectivity across the country and provide support to the country's overall economic growth. While designing a bridge, concrete properties, reinforcement properties, superstructure and substructure sections, traffic movements and loading conditions are specified. Bridges in Nepal are designed based on criteria enumerated by Indian Road Congress (IRC) code provisions. But, there are different bridge design codes used by different countries. Although these provisions follow the same basic principles, they may yield different results. The study on various structural parameters' variation is significant while selecting the code provision for the design and analysis of the bridge. In this study, a T-Girder Bridge is considered and is modelled and analyzed by vehicular loading patterns from IRC Codal Provision, AASHTO Codal Provision, and Chinese Codal Provision. This study uses CSiBridge computer software to perform the analysis.
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Uppal, A. S., R. B. Pinkney, and S. H. Rizkalla. "An analytical approach for dynamic response of timber railroad bridges." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 952–64. http://dx.doi.org/10.1139/l90-107.

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In the 1970s, it was reported that there were approximately 3700 track kilometers of timber railroad bridges in the United States and Canada. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out in 1986 on timber bridge spans at two test sites using test trains consisting of a locomotive unit, two loaded hopper cars, and a caboose. This paper gives a brief description of the analytical approach employed for determining the dynamic response of timber bridge spans under railway vehicles travelling at a constant speed. The model comprises a multi-degree-of-freedom system with each vehicle having bounce, pitch, and roll movements. Two parallel chords, each having its distributed mass lumped at discrete points, were used to idealize the bridge spans. A computer program developed on this basis was used to predict the loads at the wheel–rail interfaces and the vertical displacements at the discrete points on the spans. The predicted loads at wheel–rail interfaces and the maximum vertical displacements were found to be in agreement within about 20% and 16% respectively of the measured values. The program was utilized to study the effect of speed and other factors on the dynamic response of open-deck and ballast-deck bridges. Key words: analytical approach, timber railway bridge, railway locomotive and cars, constant speed, wheel–rail interface, loads, displacements, accelerations, dynamic response.
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7

Hidayat, Irpan. "Analisis Perhitungan Jembatan Gelagar I pada Jembatan Jalan Raya dan Jembatan Kereta Api." ComTech: Computer, Mathematics and Engineering Applications 4, no. 1 (June 30, 2013): 517. http://dx.doi.org/10.21512/comtech.v4i1.2797.

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The bridge is a means of connecting roads which is disconnected by barriers of the river, valley, sea, road or railway. Classified by functionality, bridges can be divided into highway bridge and railroad bridge. This study discusses whether the use of I-girder with 210 m height can be used on highway bridges and railway bridges. A comparison is done on the analysis of bridge structure calculation of 50 m spans and loads used in both the function of the bridge. For highway bridge, loads are grouped into three, which are self weight girder, additional dead load and live load. The additional dead loads for highway bridge are plate, deck slab, asphalt, and the diaphragm, while for the live load is load D which consists of a Uniform Distributed Load (UDL) and Knife Edge Load (KEL) based on "Pembebanan Untuk Jembatan RSNI T-02-2005". The load grouping for railway bridge equals to highway bridge. The analysis on the railway bridges does not use asphalt, and is replaced with a load of ballast on the track and the additional dead load. Live load on the structure of the railway bridge is the load based on Rencana Muatan 1921 (RM.1921). From the calculation of the I-girder bridge spans 50 m and girder height 210 cm for railway bridge, the stress on the lower beam is over the limit stress allowed. These results identified that the I-girder height 210 cm at the railway bridge has not been able to resist the loads on the railway bridge.
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Fisher, John W. "Evolution of Fatigue-Resistant Steel Bridges." Transportation Research Record: Journal of the Transportation Research Board 1594, no. 1 (January 1997): 5–17. http://dx.doi.org/10.3141/1594-01.

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Fatigue cracking was seldom found in welded highway and railroad bridges from the time of their introduction in the 1950s until the late 1960s. The fatigue design specifications used in that era were developed from a limited knowledge base and largely with small-scale specimens that simulated welded details. During the AASHO Road Test in 1960 fatigue cracks were observed to develop in cover-plated steel bridge beams as a result of the heavy loads and high stress ranges. This observation subsequently resulted in a series of experimental studies supported by NCHRP starting in 1967. The laboratory studies with full-scale details were designed to evaluate the significance of many factors thought to influence fatigue resistance, including loading history (and associated stress states including residual stresses), type of steel, design details, and quality of fabrication. These studies indicated that small-scale specimens overestimated fatigue resistance and that only the stress range for a given detail was critical. As a result fatigue resistance design provisions in use since the 1950s were inadequate and overly optimistic, particularly at longer lives, because the assumption of a fatigue limit of 2 million cycles proved to be incorrect. The results of laboratory studies with full-size specimens and their impact on changing the concept of fatigue design and the bridge fatigue design provisions used for highway and railroad bridges today are reviewed. During the 1970s and 1980s fatigue cracking associated with low-fatigue-strength details (Categories E and E′), such as cover plates and lateral gusset plates, increased. Cracks were also found in transverse groove welds, particularly in attachments such as longitudinal stiffeners, gusset plates and even flange splices. These groove weld cracks generally occurred because large defects were inadvertently fabricated into the welded joint. The occurrence of these cracks was found to be predictable and in agreement with the laboratory fatigue resistance results. The 1970s also exposed an unexpected source of cracking due to the distortion of small web gaps that were frequently used in welded bridge structures. Web gap cracking continues to develop in a wide range of bridge types. It is the source of most fatigue cracks in steel bridges. Existing bridges that are susceptible to fatigue cracks or that develop fatigue cracks at primary details or from web gap distortion are easily repaired or retrofitted to ensure long-term performance. Examples of such repairs are reviewed. The future is bright for welded bridges because the knowledge base and current design provisions make it possible to design and build fatigue-resistant bridges.
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Bojović, A., A. Mora Muñoz, Z. Marković, and N. Novaković. "Network arches over the Danube – Railway Road Bridge in Novi Sad/Netzwerkbögen über die Donau – Eisenbahn-Straßenbrücke in Novi Sad." Bauingenieur 93, no. 03 (2018): 110–15. http://dx.doi.org/10.37544/0005-6650-2018-03-46.

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The Railway road bridge in Novi Sad (Serbia) is situated on the international railroad line No 2 (Belgrade-Budapest) and designed for two railway tracks (160 km/h), two road lanes and two footpaths. The bridge structure consists of four structures: two approach composite bridges at the banks and two steel tied network arch bridges over the river. The spans are 27,0 m + 177,0 m + 3,0 m + 219,0 m + 48,0 m, totally 474,0 m in length. The rises of arches are 34,0 m and 42,0 m respectively. The width of the bridge is 31,5 m. The arches and ties, as well as the girders of the approach spans, are steel box girders. The decks of all bridge structures are the composite reinforced concrete slabs with thickness of 300 mm, locally 400 mm. The launching itself was very complex and unique, in both analysis and construction. The arch bridges were fully assembled on the banks and launched by skids over the bank and by pontoons over the river, to the final position on piers. The bridge is, despite of heavy loads and structural complexity, very rational in steel volumes and construction costs as well.
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Ilicali, Mustafa, Necati Catbas, Mehmet Kiziltas, and Aybike Ongel. "Multimodal Transportation Issues in Istanbul: A Case Study for Traffic Redistribution due to Long Span Bridge Rehabilitation." Advanced Materials Research 831 (December 2013): 413–17. http://dx.doi.org/10.4028/www.scientific.net/amr.831.413.

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In this paper, the use of multimodal transportation systems for Istanbul was reviewed. It was seen that there is a high imbalance towards the use of highway transportation. Especially, the marine and the railroad lines are underutilized and have not developed properly over the years. Due to extensive use of highway transportation, inter-and intra-city traffic experiences extensive congestions, delays, time and monetary losses. One of the bottlenecks of this congestion is at the Bosphorus Straight where there are two long span bridges. Recently, one of the bridges on the strait, Fatih Sultan Mehmet (FSM) Bridge, has undergone rehabilitation, thus offering reduced traffic capacity. This reduced capacity is taken partially by the other long span bridge (Bogazici Bridge) and partially by the marine transportation lines. In this paper, the traffic flow data before and after the FSM Bridge maintenance are presented along with the marine line data, especially for the redistribution of the traffic during the rehabilitation work at the FSM Bridge. It was concluded that with a well-developed and designed strategy, the marine lines can provide a more balanced modal distribution and more efficient transportation for the city of Istanbul.
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Dissertations / Theses on the topic "Bridges Bridges Railroad bridges"

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Carver, Kathleen C. "Repurposing Industrial Railroad Bridges: Linking the Past to the Present." Youngstown State University / OhioLINK, 2014. http://rave.ohiolink.edu/etdc/view?acc_num=ysu1403195362.

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Sorrenson, Peter James. "An integrated methodology for stress-based fatigue assessment of steel railway bridges." Access electronically, 2003. http://www.library.uow.edu.au/adt-NWU/public/adt-NWU20040401.125345/index.html.

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Akin, Tugba. "Structural Monitoring And Analysis Of Steel Truss Railroad Bridges." Master's thesis, METU, 2012. http://etd.lib.metu.edu.tr/upload/12614825/index.pdf.

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Railroad bridges are the most important connection parts of railroad networks. These bridges are exposed to heavier train loads compared to highway bridges as well as various detrimental ambient conditions during their life span. The railroad bridges in Turkey are mostly constructed during the late Ottoman and first periods of the Turkish Republic
therefore, they are generally close to about 100 years of age
their inspection and maintenance works are essential. Structural health monitoring (SHM) techniques are widely used around the world in order to increase the effectiveness of the inspection and maintenance works and also evaluate structural reliability. Application of SHM methods on railway bridges by static and dynamic measurements over short and long durations give important structural information about bridge members&rsquo
load level and overall bridge structure in terms of vibration frequencies, deflections, etc. Structural Reliability analysis provides further information about the safety of a structural system and becomes even more efficient when combined with the SHM studies. In this study, computer modeling and SHM techniques are used for identifying structural condition of a steel truss railroad bridge in Usak, Turkey, which is composed of six spans with 30 m length each. The first two spans of the bridge were rebuilt about 50 years ago, which had construction plans and are selected as pilot case for SHM and evaluation studies in this thesis. Natural frequencies are obtained by using 4 accelerometers and a dynamic data acquisition system (DAS). Furthermore, mid span vertical deflection member strains and bridge accelerations are obtained using a DAS permanently left on site and then compared with the computer model analyses results. SHM system is programmed for triggering by the rail load sensors developed at METU and an LVDT to collect mid span deflection high speed data from all sensors during train passage. The DAS is also programmed to collect slow speed data (once at every 15 minutes) for determination of average ambient conditions such as temperature and humidity and all bridge sensors during long term monitoring. Structural capacity and reliability indices for stress levels of bridge members are determined for the measured and simulated train loads to determine structural condition of bridge members and connections. Earthquake analyses and design checks for bridge members are also conducted within the scope of this study.
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Igwemezie, Jude O. "Dynamic response and impact effects in precast, prestressed concrete bridge ties." Thesis, McGill University, 1987. http://digitool.Library.McGill.CA:80/R/?func=dbin-jump-full&object_id=74056.

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Gergel, John Thomas. "Railroad Tie Lateral Resistance on Open Deck Plate Girder Bridges." Thesis, Virginia Tech, 2020. http://hdl.handle.net/10919/96637.

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On open-deck railroad bridges, the crossties (sleepers) are directly supported by the bridge superstructure and anchored with deck tie fasteners such as hook bolts. These fasteners provide lateral resistance for the bridge ties. Currently there are no provisions to assist in the calculation of lateral resistance provided by railroad ties on open-deck bridges, and as a result there are no specific requirements for the spacing of deck tie fasteners. This has led to different design practices specific to each railroad, and inconsistent fastener spacing in existing railroad bridges. A research plan was conducted to experimentally quantify the lateral resistance of timber crossties on open-deck plate girder bridges using different wood species and types of fasteners. Experimental tests were conducted on five different species of timber crossties (beech, sycamore, southern pine, Douglas-fir, and oak) with three different types of fasteners (square body hooks bolt, forged hook bolts, and Quick-Set Anchors). A structural test setup simulated one half of an open-deck bridge with a smooth-top steel plate girder, and hydraulic actuators to apply both vertical and horizontal load to a railroad tie specimen. The three main contributions to lateral resistance on open-deck bridges were identified as friction resistance between tie and girder due to vertical load from a truck axle, resistance from the fastener, and resistance from dapped ties bearing against the girder flange. Initial testing isolated each component of lateral resistance to determine the friction coefficient between tie and girder as well as resistance from just the fastener itself. Additional testing combined both vertical load and fastener to determine whether or not the overall resistance is simply the sum of the friction and fastener resistance. Results indicated that friction resistance varies based on the magnitude of vertical axle load, species of wood, and creosote retention in the tie, while fastener resistance varies based on type of fastener and lateral displacement of the tie. An approximation of the lateral resistance as a function of lateral displacement was established depending on the vertical load, type of hook bolt, and coefficient of friction between tie and girder. The approximation was used in a structural analysis, which modelled a section of railroad track as a beam supported by non-linear springs spaced at discrete distance. Based on anticipated lateral loads, the analysis was used to determine a preliminary chart for a safe and economical fastener spacing for a railroad track based on type of hook bolt, creosote retention, tie species, and curvature of bridge.
Master of Science
On open-deck railroad bridges, the crossties are directly supported by the steel bridge girders and connected to the girders with fasteners as hook bolts. These fasteners provide lateral resistance for the bridge ties. Currently there are no provisions to assist in the calculation of lateral resistance provided by railroad ties on open-deck bridges, and as a result there are no specific requirements for the spacing of deck tie fasteners. This has led to different design practices specific to each railroad, and inconsistent fastener spacing in existing railroad bridges. A research plan was conducted to experimentally quantify the lateral resistance of timber crossties on open-deck plate girder bridges using different wood species and types of fasteners. Experimental tests were conducted on five different species of timber crossties (beech, sycamore, southern pine, Douglas-fir, and oak) with three different types of fasteners (square body hooks bolt, forged hook bolts, and Quick-Set Anchors). A structural test setup simulated one half of an open-deck bridge with a smooth-top steel plate girder, and hydraulic actuators to apply both vertical and horizontal load to a railroad tie specimen. The three main contributions to lateral resistance on open-deck bridges were identified as friction resistance between tie and girder due to vertical load from a truck axle, resistance from the fastener, and resistance from dapped ties bearing against the girder flange. Initial testing isolated each component of lateral resistance to determine the friction coefficient between tie and girder as well as resistance from just the fastener itself. Additional testing combined both vertical load and fastener to determine whether or not the overall resistance is simply the sum of the friction and fastener resistance. Results indicated that friction resistance varies based on the magnitude of vertical axle load, species of wood, and creosote retention in the tie, while fastener resistance varies based on type of fastener and lateral displacement of the tie. An approximation of the lateral resistance as a function of lateral displacement was established depending on the vertical load, type of hook bolt, and coefficient of friction between tie and girder. The approximation was used in a structural analysis, and the analysis was used to determine a preliminary chart for a safe and economical fastener spacing for a railroad track based on type of hook bolt, creosote retention, tie species, and curvature of bridge.
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Herron, David. "Vibration of railway bridges in the audible frequency range." Thesis, University of Southampton, 2009. https://eprints.soton.ac.uk/151141/.

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The noise level associated with a train travelling on a bridge is normally greater than that for a train travelling on plain track. It is sometimes the bridge noise that causes the highest levels of disturbance to people in the vicinity or triggers action under regulations such as the Environmental Noise Directive. Consequently, there is a need to study means of predicting noise levels from proposed bridges, noise control measures for existing structures and principles of low-noise bridge design. This thesis describes a programme of work in which an existing calculation model for bridge noise and vibration has been tested and alternative calculation methods have been developed where required. The existing model is based on analytical models for wheel-rail interaction and the calculation of the power input to the bridge. The response of the various component parts of the bridge for this power input is found using a simplified SEA scheme. In this work, the existing model has been tested against measurements made on railway bridges and the results of an advanced method of structural analysis, the Waveguide Finite Element (WFE) method. This method is well-suited to modelling some important types of railway bridge. Specifically, it allows a numerical modelling approach to be used up to higher frequency than conventional Finite Element methods. It has been found to offer some significant advantages over the existing bridge noise model, particularly for concrete-steel composite bridges and concrete box-section viaducts. The track support structure has an important influence on bridge noise and vibration, through its role in the transmission of vibration from the rail to the bridge. Laboratory measurements have been made in this work to characterise the vibration transmission properties of two important types of track support structure on bridges; ballasted track and two-stage resilient baseplate track. Improved methods of modelling the dynamic behaviour of these track forms have been developed from the measurements, which can be used in calculation models for both bridge noise and also for rolling noise.
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Bewes, Oliver Guy. "The calculation of noise from railway bridges and viaducts." Thesis, University of Southampton, 2005. https://eprints.soton.ac.uk/65989/.

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Pandrol Rail Fastenings Limited are a designer and manufacturer of railway rail-fastening systems. As an organisation they have the capability to reduce the noise impact of bridges using resilient track components. They also have a commercial interest in providing such technology. Knowledge of the processes behind bridge noise is important to Pandrol in two ways; to aid the engineers within the organisation in the design of fastening systems and to demonstrate a state-of-the-art understanding of the problem of railway bridge noise to customers, as this will aid in the sale of Pandrol products. The fitting of new rail components to an existing track form, or failure to meet noise regulations with a new track form, can be costly. It is important to be able to predict accurately the effectiveness of noise reduction techniques. Currently, Pandrol’s knowledge of the problem consists almost entirely of experience gained and data gathered while working on existing bridge projects. To expand their knowledge base, Pandrol perform noise and vibration measurements on railway bridges and viaducts and then use the measured data to predict the performance of their systems on other bridges. This completely empirical approach to predicting bridge noise is both costly and situation specific results cannot be provided before the installation of the fastening system. ii Another approach to predicting bridge noise is through the application of analytical models. Limited analytical modelling in the context of bridge noise is currently conducted within the organisation. For these reasons, Pandrol are sponsoring research into bridge noise in the form of this EngD project. Here an existing rapid calculation approach is identified that relies less on the exact geometry of the bridge and more on its general characteristics. In this approach an analytical model of the track is coupled to a statistical energy analysis (SEA) model of the bridge. This approach forms a suitable basis from which to develop a better model here by concentrating on its weaknesses. A mid-frequency calculation for the power input to the bridge via a resilient track system has been developed by modelling the track-bridge system as two finite Timoshenko beams continuously connected by a resilient layer. This has resulted in a power input calculation which includes the important effects of coupling between the rail and bridge and the resonance effects of the finite length of a bridge. In addition, a detailed study of the frequency characteristics of deep I-section beams has been performed using Finite Element, Boundary Element and Dynamic stiffness models. It is shown that, at high frequencies, the behaviour of the beam is characterised by in-plane motion of the beam web and bending motion in the flange. This knowledge has resulted in an improved calculation for the mobility of a bridge at high frequencies. The above improvements are included in an improved model for use by Pandrol in their general activities. Data from real bridges is compared to predictions from the improved model in order to validate different aspects of the model. The model is then used to study the effect on noise of varying many bridge design parameters. It is shown that the parameter that has most influence on the noise performance of a bridge is the dynamic stiffness of the resilient rail fastening system. Additionally it is demonstrated that for a given bridge and noise receiver location, an optimum fastener stiffness exists where the noise radiated by the bridge and track is at a minimum.
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8

Massa, Joshua Jacob. "Field testing of multiple span railroad flatcar bridges on low volume roads." [Ames, Iowa : Iowa State University], 2007.

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9

Hammada, Ahmmed A. "SuperLoad Crossing of Millard Avenue Bridges Over Duck Creek and CSX Railroad." University of Toledo / OhioLINK, 2012. http://rave.ohiolink.edu/etdc/view?acc_num=toledo1353103016.

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10

Bill, Nicholas Aaron. "Timber railway bridges and viaducts in the United Kingdom : 1835-1870." Thesis, University of Cambridge, 2013. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.607856.

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Books on the topic "Bridges Bridges Railroad bridges"

1

Changnon, Stanley Alcide. Railroad bridges in the heartland. Mahomet, Ill: S.A. Changnon, 1997.

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2

Gamble, W. L. Static response of three precast pretensioned concrete railroad bridges. Chicago, Ill: AAR Technical Center, 1995.

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Dynamics of railway bridges. London: T. Telford, 1996.

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Xia, H., G. de Roeck, and José M. Goicolea. Bridge vibration and controls: New research. Hauppauge, N.Y: Nova Science Publisher's, 2011.

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Cook, Richard J. The beauty of railroad bridges in North America, then and now. San Marino, Calif: Golden West Books, 1987.

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Eisenbahnbrücken aus zwei Jahrhunderten. Basel: Birkhäuser, 1985.

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United States. National Transportation Safety Board. Derailment of Amtrak train 4, Southwest Chief, on the Burlington Northern Santa Fe Railway near Kingman, Arizona, August 9, 1997. Washington, D.C: National Transportation Safety Board, 1998.

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Corporation, Alaska Railroad. Annotated bibliography of Alaska Railroad & related timber bridges. Anchorage, Alaska: Alaska Railroad Corp., 2008.

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D, Middleton William. The bridge at Québec. Bloomington: Indiana University Press, 2001.

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Holmegaard, Karsten. Storebælt 1988-1998. København: Storebælt, 1998.

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Book chapters on the topic "Bridges Bridges Railroad bridges"

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Nassif, Hani, Peng Lou, and Ying-Jie Wang. "Dynamic Modeling and Field Testing of Railroad Bridges." In Topics in Dynamics of Bridges, Volume 3, 119–24. New York, NY: Springer New York, 2013. http://dx.doi.org/10.1007/978-1-4614-6519-5_13.

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Govindaraju, M. R., M. K. Devine, S. B. Biner, and D. C. Jiles. "Magnetic Nondestructive Evaluation Techniques for Inspection of Railroad Bridges." In Research Transformed into Practice, 177–86. New York, NY: American Society of Civil Engineers, 1995. http://dx.doi.org/10.1061/9780784400944.ch16.

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Forde, M. C. "Sonic and Radar Impulse Non-Destructive Testing of Railroad Bridges." In Transportation Infrastructure, 405–12. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-61092-9_37.

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Ozdagli, Ali, Bideng Liu, and Fernando Moreu. "Real-Time Low-Cost Wireless Reference-Free Displacement Sensing of Railroad Bridges." In Sensors and Instrumentation, Aircraft/Aerospace and Energy Harvesting , Volume 8, 103–9. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-74642-5_12.

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Gasparini, D. A. "Joseph M. Wilson, Henry Pettit and the iron truss bridges of the Pennsylvania Railroad." In History of Construction Cultures, 379–86. London: CRC Press, 2021. http://dx.doi.org/10.1201/9781003173434-153.

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Mańko, Zbigniew, and Grzegorz Tkaczyński. "Dynamic Testing of Spans of Steel Railroad Bridges in Connection with their Adaptation to High Speeds." In Transportation Infrastructure, 311–18. Berlin, Heidelberg: Springer Berlin Heidelberg, 1996. http://dx.doi.org/10.1007/978-3-642-61092-9_26.

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Uzmi, Zartsh Afzal, and Tariq Mahmood Jadoon. "Bridges." In Handbook of Computer Networks, 390–402. Hoboken, NJ, USA: John Wiley & Sons, Inc., 2011. http://dx.doi.org/10.1002/9781118256053.ch25.

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Matsagar, Vasant, Saeid Eslamian, Kaveh Ostad-Ali-Askari, Mohammad Raeisi, George Lee, Sona Pazdar, and Aida Bagheri-Basmenji. "Bridges." In Encyclopedia of Earth Sciences Series, 74–92. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-73568-9_35.

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Roznowski, Rob. "Bridges." In Roadblocks in Acting, 167–78. London: Macmillan Education UK, 2017. http://dx.doi.org/10.1057/978-1-137-60970-0_9.

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Holmes, John D., and Seifu A. Bekele. "Bridges." In Wind Loading of Structures, 383–408. Fourth edition. | Boca Raton : CRC Press, 2021. |: CRC Press, 2020. http://dx.doi.org/10.1201/9780429296123-12.

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Conference papers on the topic "Bridges Bridges Railroad bridges"

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Liu, Bideng, Ali I. Ozdagli, and Fernando Moreu. "Cost-Effective Monitoring of Railroad Bridge Performance." In ASME 2017 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/smasis2017-3981.

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Railroads carry 40% of the U.S.’ freight tonnage. Railroad bridges are the most critical component of this network. Measuring transverse displacement of railroad bridges under train-crossing load is essential for the safe and cost-effective operation of railroad network. However, bridge displacement is difficult to collect in the field with traditional sensors due to the lack of fixed reference frame. Although reference-free sensors provide flexibility overcoming the aforementioned challenge, they often fail to capture pseudo-static components observed in timber bridges. This study proposes a novel reference-free sensing system to measure the total displacements of railroad bridges under train-crossing loads. A novel passive-servo electro-magnetic-induction (PSEMI) sensing technology provides accurate direct reference-free dynamic displacement measurement. Furthermore, researchers utilize two reference-free accelerometers to record inclination measurement and transform to pseudo-static displacement. Total bridge displacement is obtained by adding dynamic and pseudo-static responses together. Shake table experiments employing a bridge pier model excited by bridge displacements measured in the field has validated the effectiveness and accuracy of the novel sensing system.
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Wang, Yongxin, Matthew Jablonski, Chaitanya Yavvari, Zezhou Wang, Xiang Liu, Keith Holt, and Duminda Wijesekera. "Safety and Security Analysis for Movable Railroad Bridges." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1251.

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Movable railroad bridges, consisting of lift, bascule, or swing bridges have been used by American rail tracks that cross usable waterways for over a century. Although custom made, movable bridges share many common components and designs. Most of them use weight bearing towers for the movable span using electric or electro-hydraulic systems lift and/or rotate these movable spans. Automated locks hold the bridge in place as soon as the movement stops. The bridge operation, train and ship signaling systems work in synchrony for trains and waterway traffic to be granted safe passage with minimal delay. This synchrony is maintained by using custom-made control systems using Programmable Logic Controllers (PLCs) or Field Programmable Gate Arrays (FPGAs). Controllers located on the movable and the static parts of the bridge communicate using radio and/or wired underwater links sometimes involving marine cables. The primary objective of this paper is to develop a framework to analyze the safety and security of the bridge operating systems and their synchronous operations with railway and waterway systems. We do so by modeling the movable physical components and their control system with the interconnected network system and determine the faults and attacks that may affect their operations. Given the prevalence of attacks against PLCs, FPGAs and controllers, we show a generic way to determine the effect of what if scenarios that may arise due to attacks combined with failures using a case study of a swing bridge.
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Smith, Frank J. "Smart Bridge: Autonomous Structural Integrity Monitor for Railroad Bridges." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8062.

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Abstract This paper provides an introduction to Smart Bridge; a railroad bridge structural integrity monitoring system based on Continuous Fiber Optic Strain Sensing (CFOSS) technology. This design concept allows for the real time observation of how a bridge responds to dynamic loading and provides for autonomous reporting of abnormal structural conditions. The CFOSS technology can monitor the entire bridge and observe changes in the behavure of its structural elements. The structure is constantly monitored, both when the structure is at static load and when the bridge is supporting the load of a train. When significant changes are observed they can be defined by location and the degree of deviation from normal. A Smart Bridge provides automatic notification of sudden changes to the structure in real time. These changes may be an indication of bridge impact damage. It also provides a graphical map of the changes in structural behavure over time. In both circumstances the technology will identify the specific structural element that is degrading. Smart Bridge is based on Continuous Fiber Optic Strain Sensing technology. This technology manifests in the form of a cable that is bonded along the entire length of the structural elements of the bridge. The cable senses strain in both the axial and transverse directions. Unlike conventional strain gauge elements that are bonded to a single location, CFOSS cables run continuously along the beam, plate or tendon. The technology is able to observe the changes in the concentration of strain along a structure and identify the origin of the change. CFOSS technology is currently under development as part of the Smart Rail project. The underlying fiber optic strain sensing cable technology is in commercial use in the oil well and petrochemical pipeline industry. The adoption of Smart Bridge provides enhanced operational safety because it monitors the structural integrity of the bridge continuously and provides automatic status annunciations. This monitoring is active during times when the bridge is in dead load and when it is supporting the load of a passing train. Smart Bridge also improves the working safety of bridge inspectors by providing a map of structural changes that may indicate hazardous conditions. The use of Smart Bridge improves the inspection process by identifying potential structural problems that may require visual confirmation. And it provides autonomous warnings when sudden changes in the bridge structural integrity are detected.
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Gergel, John T., Vishali M. Vasudevan, and Matthew H. Hebdon. "Railroad Tie Lateral Resistance on Open-Deck Plate Girder Bridges." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8053.

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Abstract On open-deck railroad bridges, the crossties (sleepers) are directly supported by the bridge superstructure and anchored with deck tie fasteners such as hook bolts. These fasteners provide lateral resistance for the bridge ties, and in railroad bridge design, their spacing is controlled by the required lateral resistance of the ties. Currently there are no provisions to assist in the calculation of lateral resistance provided by railroad ties on open-deck bridges, and as a result there are no specific requirements for the spacing of deck tie fasteners. This has led to different design practices specific to each railroad, and inconsistent fastener spacing in existing railroad bridges. A research plan was conducted to experimentally quantify the lateral resistance of timber crossties on open-deck plate girder bridges using different wood species and types of fasteners. Experimental tests were conducted on four different species of timber crossties (Beech, Sycamore, Southern Pine, and Oak) with three different types of fasteners (square body hook bolt, forged hook bolt, and Quick-Set Anchors). A structural test setup simulated one half of an open-deck bridge with a smooth-top steel plate girder, and hydraulic actuators to apply both vertical and horizontal load to a railroad tie specimen. The three main contributions to lateral resistance on open-deck bridges were identified as friction resistance between tie and girder due to vertical load from a truck axle, resistance from the fastener, and resistance from dapped ties bearing against the girder flange. Initial testing conducted at Virginia Tech isolated each component of lateral resistance to determine the friction coefficient between tie and girder as well as resistance from just the fastener itself. Results indicate that friction resistance varies based on the magnitude of vertical truck axle load, species of wood, and quantity of creosote preservative on the tie, while fastener resistance varies based on type of fastener and displacement of the tie. With the experimental results, a preliminary equation for calculating the overall resistance of open-deck timber crossties is developed, which allows for a recommendation of fastener spacing based on the type of fastener, wood species, and anticipated lateral loads on the structure.
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Prucz, Zolan, and Donald F. Sorgenfrei. "Serviceability Considerations for Railroad Bridges." In Structures Congress 2000. Reston, VA: American Society of Civil Engineers, 2000. http://dx.doi.org/10.1061/40492(2000)161.

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Moreu, Fernando. "Replacing US railroad bridges within hours, a.k.a Change Outs "Railroad Bridge Change-outs"." In IABSE Symposium, Weimar 2007: Improving Infrastructure Worldwide. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2007. http://dx.doi.org/10.2749/222137807796120382.

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Jacobs, David W., and Ramesh B. Malla. "Review of Live Load Impact Factor for Existing Truss Railroad Bridges in the United States." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2567.

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The current American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual provides live load impact formulas for the design of steel railroad bridges. The only variable in those formulas is span length and do not include other parameters that bridge engineers know affects live load impact factor. Years of use in practice and research have shown that these formulas are reliable, safe and simple to apply, though often very conservative. In order to make the nation’s transportation more efficient and energy efficient, a significant effort is underway in the U.S. to enhance its railroad infrastructures. Bridges built before the 1950s, many of which are still in service, were designed to sustain the effects of steam engine hammer blow, and consequently slow speed. Yet, most of these bridges may not be replaced and may be required to carry high speed passenger equipment. This raises the question of what effects higher speed trains will have on old, long span truss steel bridges. This paper presents finding from the detail literature review on the current live load impact factor on truss railroad bridges and its implication to the future.
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Gomez, Jose A., Ali I. Ozdagli, and Fernando Moreu. "Application of Low-Cost Sensors for Estimation of Reference-Free Displacements Under Dynamic Loading for Railroad Bridges Safety." In ASME 2016 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/smasis2016-9294.

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The concept of SHM is that a sensing system on the structure monitors the system responses and notifies the owner about the condition of the structure. The aim of this paper is to propose an inexpensive SHM method employing low-cost sensors to monitor the railroad bridges. Traditional monitoring systems can have limitations regarding the deployment of wired sensors due to their high cost. In this paper, the utilization of low-cost sensors for live load monitoring of railroad bridges is explored. In this study an Arduino microcontroller along with an inexpensive accelerometer manufactured by Analog Devices were used as test platform. In order to determine the ability of the low-cost accelerometer to assess the condition of a vibrating structure, the sensor system was attached to an actuator simulating bridge vibrations and different types of frequencies and amplitudes were tested. The values obtained with the Arduino microcontroller are very similar to the commercial accelerometer while being 60 times cheaper, which shows the potential of investing on low-cost instrumentation for inexpensive monitoring of railroad bridges. The findings of this research indicate that low-cost sensors can be effectively utilized for structural health monitoring of railroad bridges.
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Hota, GangaRao V. S., P. V. Vijay, and Reza S. Abhari. "Rehabilitation of Railroad Bridges Using GFRP Composites." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36053.

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The use of glass fiber reinforced polymer (GFRP) composite materials to rehabilitate timber Railroad Bridge is investigated in this research. Two different rehabilitation methods were developed and implemented to strengthen timber stringers using GFRP. These methods are referred to as GFRP spray lay-up and vacuum bagging of GFRP wraps around timber members. Tests were conducted on four full scale (8″×16″×12″) timber stringers in the WVU-CFC laboratory under four point bending loads. These creosote treated timber stringers were loaded up to 20% of their ultimate loads to verify their properties. The stringers were then repaired using the above two rehabilitation methods and retested to failure. Strengthening the stringers with GFRP composites increased the shear moduli of the two stringers by 41% and 267%. Rehabilitation and load testing were carried out on an open-deck-timber railroad bridge built during early 1900’s on the South Branch Valley Railroad (SBVR) owned by the WVDOT in Moorefield, WV. Specifically, field rehabilitation involved repairing piles using GFRP composite wraps and phenolic formaldehyde adhesives. Using a 80-ton locomotive, static and dynamic tests were performed to determine the dynamic response of the substructure. Rehabilitated SBVR Bridge showed a 43% and 46% strain reduction in the piles and pile cap, respectively.
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Rakoczy, Anna M., and Duane Otter. "Can 100-year-old steel railroad bridges continue to be used in service?" In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.1377.

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<p>More than 50 percent of steel deck plate girder railway bridges in North America exceed 100 years in service. This includes more than 14,000 spans with a total length of 145 miles that remain in service. The oldest bridges are close to 150 years old. For these aging structures, there is a special need to develop reliable procedures to evaluate their fitness for continued service. Simplified calculations and conservative assumptions often lead to spurious outcomes that indicate older structures ceased to be functional decades ago. Even if a steel bridge reaches its estimated fatigue life, the structure might be fit for future service and perhaps for a significant period of time. Fitness for service assessments that utilize probabilistic methods, and that are informed by and consistent with detailed physical inspections of the structures, provide a more accurate assessment of the fitness and expected life of bridges. In this paper, a probabilistic method is demonstrated on three, riveted deck plate girder spans that exceed 100 years of service. The spans are currently located at the Facility for Accelerated Service Testing.</p>
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Reports on the topic "Bridges Bridges Railroad bridges"

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Demina, O. A., and S. A. Bakhtin. Tutorial Bridges, tunnels. OFERNIO, July 2020. http://dx.doi.org/10.12731/ofernio.2020.24544.

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ABERDEEN TEST CENTER MD SUPPORT EQUIPMENT DIV. Bridges and Equipment. Fort Belvoir, VA: Defense Technical Information Center, September 2009. http://dx.doi.org/10.21236/ada505642.

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Eastlake, D., R. Perlman, A. Ghanwani, D. Dutt, and V. Manral. Routing Bridges (RBridges): Adjacency. RFC Editor, July 2011. http://dx.doi.org/10.17487/rfc6327.

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Perlman, R., D. Eastlake, Y. Li, A. Banerjee, and F. Hu. Routing Bridges (RBridges): Appointed Forwarders. RFC Editor, November 2011. http://dx.doi.org/10.17487/rfc6439.

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Lam, H., S. M. Marcuccio, P. I. Svirskaya, S. Greenberg, A. B. Lever, and C. C. Leznoff. Binuclear Phthalocyanines with Aromatic Bridges. Fort Belvoir, VA: Defense Technical Information Center, March 1989. http://dx.doi.org/10.21236/ada205868.

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Perlman, R., D. Eastlake, D. Dutt, S. Gai, and A. Ghanwani. Routing Bridges (RBridges): Base Protocol Specification. RFC Editor, July 2011. http://dx.doi.org/10.17487/rfc6325.

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Norseth, K., and E. Bell, eds. Definitions of Managed Objects for Bridges. RFC Editor, September 2005. http://dx.doi.org/10.17487/rfc4188.

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Decker, E., P. Langille, A. Rijsinghani, and K. McCloghrie. Definitions of Managed Objects for Bridges. RFC Editor, December 1991. http://dx.doi.org/10.17487/rfc1286.

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Decker, E., P. Langille, A. Rijsinghani, and K. McCloghrie. Definitions of Managed Objects for Bridges. RFC Editor, July 1993. http://dx.doi.org/10.17487/rfc1493.

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Hilbrich Lee, P. D., M. A. Ritter, and M. H. Triche. Standard plans for southern pine bridges. Madison, WI: U.S. Department of Agriculture, Forest Service, Forest Products Laboratory, 1995. http://dx.doi.org/10.2737/fpl-gtr-84.

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