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Journal articles on the topic 'Bridges Bridges Railroad bridges'

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Published: 4 June 2021

Last updated: 12 February 2022

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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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5

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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6

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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8

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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9

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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10

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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11

Choi, Eun-Soo, and Seung-Hwan Choi. "Analysis of dynamic behavior of Railroad Steel Bridges According to Bridge Bearing Types." Journal of the Korean society for railway 15, no. 1 (February 26, 2012): 62–70. http://dx.doi.org/10.7782/jksr.2012.15.1.062.

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12

Unsworth, John F. "Heavy Axle Load Effects on Fatigue Life of Steel Bridges." Transportation Research Record: Journal of the Transportation Research Board 1825, no. 1 (January 2003): 38–47. http://dx.doi.org/10.3141/1825-06.

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Heavy axle railway loads (freight equipment with more than a 100-ton capacity and gross vehicle weights exceeding 263,000 lb) have been introduced extensively on North American Class I freight railroads in the past decade. An overview is presented of the effects of heavy axle loads on the fatigue life of steel bridges in the North American freight railroad infrastructure. Also outlined are life extension and rehabilitation techniques typically used to maintain the safety and reliability of existing steel railway bridges.

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13

Gong, Z., E. O. Nyborg, and G. Oommen. "Acoustic emission monitoring of steel railroad bridges." NDT & E International 25, no. 6 (December 1992): 291. http://dx.doi.org/10.1016/0963-8695(92)90655-z.

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14

Day, Kevin R., and Christopher P. L. Barkan. "Model for Evaluating Cost-Effectiveness of Retrofitting Railway Bridges for Seismic Resistance." Transportation Research Record: Journal of the Transportation Research Board 1845, no. 1 (January 2003): 203–12. http://dx.doi.org/10.3141/1845-22.

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Many of the major railroad lines in the Mid-America earthquake region are potentially susceptible to high peak ground accelerations (PGA) and soil liquefaction effects due to an earthquake associated with the New Madrid fault. With geographic information systems (GIS) data and analysis techniques, the risk to the rail network posed by a major earthquake in the region was estimated. It was estimated that about 2,107 active rail route miles and 2,082 railroad bridges, including eight major river-crossing bridges over the Ohio and Mississippi Rivers, are in areas with a 2% probability of experiencing PGA values with potential to cause moderate to severe damage (>20% g) in the next 50 years. Because of the importance of this portion of the rail network and the bridges in the region, a model to calculate the cost-effectiveness of retrofitting railway bridges for enhanced seismic resistance was developed. Analysis using the model indicates that retrofitting small to moderately sized bridges is not generally cost-effective in the Mid-America region. However, a sensitivity analysis indicated that for large river-crossing bridges there may be plausible conditions when retrofitting would be cost-effective.

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15

Smyrnov, Vladimir, Anastasia Dyayenko, and Leonid Dyachenko. "The peculiarities of constructing bridges at high-speed mainline railroads." Bulletin of scientific research results, no. 3 (October 17, 2017): 69–81. http://dx.doi.org/10.20295/2223-9987-2017-3-69-81.

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Objective: To analyze calculation and construction peculiarities of bridgework at high-speed networks (VSM). Methods: Mathematical simulation, as well as numerical and analytical methods of structural engineering was applied. Results: The main peculiarities of bridge construction at high-speed networks (VSM) were analyzed in the given study. It was proved that artificial constructions at VSM operate in the conditions which differ considerably from the conditions at common railroad lines. The former include the need in continuous welded rail design along the whole length of a bridge, requirement for high stiffness of a structure; consideration of aerodynamic influence of a rolling stock, moving with high speed, on structures, consideration of “train-bridge” system’s elements interaction in order to identify resonant modes of train operation, which result in increased dynamic impact on a bridge, railway vehicles, etc. Calculation results of a “bridge- continuous welded rail” system interaction under temperature and train influence for specific types of bridgeworks multi-span beam discontinuous and continuous elevated structures were presented in the article. The influence of length, flow diagram and longitudinal stiffness of intermediate structures on force value, occurring in the rails of a rolling stock was stated. Practical importance: The description of some peculiarities of train operation at VSM bridges, which are to be considered during design engineering, were presented as well as certain measures, providing operation security and comfort of train passengers, were suggested.

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16

Ebrahimpour, A., E. A. Maragakis, and D. N. O'Connor. "Modified Computer Code for Rating Truss Railroad Bridges." Journal of Computing in Civil Engineering 4, no. 4 (October 1990): 313–26. http://dx.doi.org/10.1061/(asce)0887-3801(1990)4:4(313).

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17

Brown, Jeff L. "Still in Service: America’s Enduring Stone Railroad Bridges." Civil Engineering Magazine Archive 83, no. 8 (September 2013): 48–51. http://dx.doi.org/10.1061/ciegag.0000576.

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18

Brown, Jeff L. "Rock Solid: Stone Railroad Bridges of the 1840s." Civil Engineering Magazine Archive 84, no. 1 (January 2014): 44–47. http://dx.doi.org/10.1061/ciegag.0000790.

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19

Jacobs, David W., and Ramesh B. Malla. "On live load impact factors for railroad bridges." International Journal of Rail Transportation 7, no. 4 (April 27, 2019): 262–78. http://dx.doi.org/10.1080/23248378.2019.1604182.

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20

Moreu, F., H. Jo, J. Li, R. E. Kim, S. Cho, A. Kimmle, S. Scola, H. Le, B. F. Spencer, and J. M. LaFave. "Dynamic Assessment of Timber Railroad Bridges Using Displacements." Journal of Bridge Engineering 20, no. 10 (October 2015): 04014114. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000726.

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21

Bellido De Luna, José. "Railroad Precast Bridges System to High Seismicrisk Zones." IABSE Symposium Report 87, no. 11 (January 1, 2003): 150–55. http://dx.doi.org/10.2749/222137803796328926.

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22

Efimov, Stefan, Sergey Bokarev, and Sergey Pribytkov. "Durability of operated reinforced concrete superstructures of railroad bridges." MATEC Web of Conferences 216 (2018): 01005. http://dx.doi.org/10.1051/matecconf/201821601005.

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The paper describes method to evaluate residual service life of reinforced concrete structures of railroad bridges, enabling to consider the presence of defects, operation history, and climatic factor to calculate probabilities of the structural state at any given moment of time. The model based on semi-Markov process was used to predict the state and calculate reliability indicators of structures and their elements. The data sources for reliability models are results of observations of the structural state, mathematical models of occurrence and development of defects. The example of determining residual service life of reinforced concrete superstructure is given based on the mathematical model of working reinforcement corrosion development.

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23

Akbari, Reza. "Accelerated Construction of Short Span Railroad Bridges in Iran." Practice Periodical on Structural Design and Construction 24, no. 1 (February 2019): 05018004. http://dx.doi.org/10.1061/(asce)sc.1943-5576.0000396.

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24

Daumueller, Andrew N., and David V. Jáuregui. "Strain-Based Evaluation of a Steel Through-Girder Railroad Bridge." Advances in Civil Engineering 2012 (2012): 1–12. http://dx.doi.org/10.1155/2012/145850.

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In the state of New Mexico (USA), passenger rail began in 2008 between Belen and Santa Fe on the Rail Runner, following the acquisition of about 100 miles of existing rail and related infrastructure. Many of the bridges on this route are over 100 years old and contain fatigue prone details. This study focuses on a steel through-girder bridge along this corridor. To accurately evaluate these structures for load carrying capacity and fatigue, an accurate analytical model is required. Accordingly, four models were developed to study the sensitivity of a bridge in New Mexico to floor-system connection fixity and the ballast. A diagnostic load test was also performed to evaluate the accuracy of the finite-element models at locations of maximum moments. Comparisons between the simulated and measured bridge response were made based on strain profiles, peak strains, and Palmgren-Miner’s sums. It was found that the models including the ballast were most accurate. In most cases, the pinned ended models were closer to the measured strains. The floor beams and girders were relatively insensitive to the ballast and end conditions of the floor-system members, whereas the stringers were sensitive to the modeling of the ballast.

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Aguero, Marlon, Ali Ozdagli, and Fernando Moreu. "Measuring Reference-Free Total Displacements of Piles and Columns Using Low-Cost, Battery-Powered, Efficient Wireless Intelligent Sensors (LEWIS2)." Sensors 19, no. 7 (March 30, 2019): 1549. http://dx.doi.org/10.3390/s19071549.

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Currently, over half of the U.S.’s railroad bridges are more than 100 years old. Railroad managers ensure that the proper Maintenance, Repair, and Replacement (MRR) of rail infrastructure is prioritized to safely adapt to the increasing traffic demand. By 2035, the demand for U.S. railroad transportation will increase by 88%, which indicates that considerable expenditure is necessary to upgrade rail infrastructure. Railroad bridge managers need to use their limited funds for bridge MRR to make informed decisions about safety. Consequently, they require economical and reliable methods to receive objective data about bridge displacements under service loads. Current methods of measuring displacements are often expensive. Wired sensors, such as Linear Variable Differential Transformers (LVDTs), require time-consuming installation and involve high labor and maintenance costs. Wireless sensors (WS) are easier to install and maintain but are in general technologically complex and costly. This paper summarizes the development and validation of LEWIS2, the second version of the real-time, low-cost, efficient wireless intelligent sensor (LEWIS) for measuring and autonomously storing reference-free total transverse displacements. The new features of LEWIS2 include portability, accuracy, cost-effectiveness, and readiness for field application. This research evaluates the effectiveness of LEWIS2 for measuring displacements through a series of laboratory experiments. The experiments demonstrate that LEWIS2 can accurately estimate reference-free total displacements, with a maximum error of only 11% in comparison with the LVDT, while it costs less than 5% of the average price of commercial wireless sensors.

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Bokarev, S. A., and I. V. Zasukhin. "REVISITING DURABILITY OF BRIDGE SOLID PIERS." Vestnik Tomskogo gosudarstvennogo arkhitekturno-stroitel'nogo universiteta. JOURNAL of Construction and Architecture, no. 5 (October 30, 2018): 185–97. http://dx.doi.org/10.31675/1607-1859-2018-20-5-185-197.

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The paper presents data on the prevalence and service life of solid piers of railroad bridges of the Russian Railways. The dynamics of solid pier damages, the development of normative documents on assessing their technical conditions and durability, and methods of assessing the residual life of bridge structures are shown herein. Information on the threshold values of failure is also given. The residual life of the intermediate masonry support is analyzed and estimated using two standard techniques. Their similarities and differences are determined and their limitations are compared. Proposals are made to clarify the damage parameters described in the current normative document for assessing the technical condition of railway structures. For statistical data processing in relation to bridge damages and prediction of their development, a model is proposed on the basis of semi- Markovian process. Possible data sources for constructing such a model are indicated. An alternative model for estimating the reliability of bridge structures is shown.

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Dahniel, Dahniel, and F. X. Supartono. "Analisis Deformasi dan Tegangan Pada Bascule Bridge Akibat Pengaruh Sudut Angkat Jembatan." JMTS: Jurnal Mitra Teknik Sipil 3, no. 4 (November 1, 2020): 1257. http://dx.doi.org/10.24912/jmts.v3i4.8369.

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Bumi sedang menghadapi masalah pemanasan global yang besar sehingga membuat es di kutub mencair dan menambah tinggi muka air, juga mengurangi luas daratan. Dalam mengatasi masalah tersebut dibutuhkan suatu akses yang menghubungkan transportasi darat dan juga transportasi laut, jembatan bergerak merupakan solusi untuk mengatasi masalah tersebut. Jembatan bergerak memiliki banyak jenis, salah satunya adalah jembatan bascule, jembatan bascule adalah jembatan bergerak yang bergerak arah vertikal dan horizontal untuk memberikan akses kendaraan laut dan darat. Jembatan bascule ini menggunakan rangka batang yang biasanya digunakan untuk jalur kereta api, tetapi jembatan kali ini untuk jalur kendaraan beroda. Model Jembatan bascule dibuat dengan menggunakan program Midas Civil menggunakan wizard rangka batang yang bergerak vertikal dengan sudut 0º, 30º, 45º, 60º. Hasil dari analisis menggunakan program Midas Civil menunjukkan bahwa untuk jalur kendaraan beroda, jembatan bascule tipe rangka batang bisa digunakan dengan ketentuan seperti dalam penelitian ini dengan menahan tegangan dan defleksi akibat beban mati dan beban hidup. Kata kunci: Jembatan Bascule, Rangka Batang, Tegangan, Defleksi, Midas Civil. The earth is facing a big problem of global warming that makes the polar ice melt and increase the water level, also reduce the land area. In overcoming this problem, we need an access that connects land transportation and also sea transportation, moving bridges are a solution to overcome these problems. Moving bridges have many types, one of which is the bascule bridge, the bascule bridge is a moving bridge that moves vertically and horizontallyto provide access to sea and land vehicles. This bascule bridge uses truss which is usually used for railroad lines, but this time the bridge is for wheeled vehicles. The bascule bridge model was created using the Midas Civil program using steel wand truss that moves vertically with angles of 0º, 30º, 45º, 60º. The results of the analysis using the Midas Civil program show that for wheeled vehicle lines, the truss type bascule bridge can be used with the provisions as in this study by holding stress and deflection due to dead load and live load. Keywords: Bascule Brdege, Truss, Stress, Deflection, Midas Civil.

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Abouelmaaty, Waled, Emmanuel Maragakis, Ahmad Itani, and Bruce Douglas. "Fatigue Testing of Double-Angle Connections of Steel Railroad Bridges." Transportation Research Record: Journal of the Transportation Research Board 1688, no. 1 (January 1999): 46–52. http://dx.doi.org/10.3141/1688-06.

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Moreu, F., J. Li, H. Jo, R. E. Kim, S. Scola, B. F. Spencer, and J. M. LaFave. "Reference-Free Displacements for Condition Assessment of Timber Railroad Bridges." Journal of Bridge Engineering 21, no. 2 (February 2016): 04015052. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000805.

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Wang, Yingliang. "The selection of box girders for cable‐supported railroad bridges." Steel Construction 12, no. 2 (March 13, 2019): 114–23. http://dx.doi.org/10.1002/stco.201800030.

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31

Park, Gun, Jae Hyuk Lee, and Hyungchul Yoon. "Semantic Structure from Motion for Railroad Bridges Using Deep Learning." Applied Sciences 11, no. 10 (May 11, 2021): 4332. http://dx.doi.org/10.3390/app11104332.

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Current maintenance practices consume significant time, cost, and manpower. Thus, a new technique for maintenance is required. Construction information technologies, including building information modeling (BIM), have recently been applied to the field to carry out systematic and productive planning, design, construction, and maintenance. Although BIM is increasingly being applied to new structures, its application to existing structures has been limited. To apply BIM to an existing structure, a three-dimensional (3D) model of the structure that accurately represents the as-is status should be constructed and each structural component should be specified manually. This study proposes a method that constructs a 3D model and specifies the structural component automatically using photographic data with a camera installed on an unmanned aerial vehicle. This procedure is referred to as semantic structure from motion because it constructs a 3D point cloud model together with semantic information. A validation test was carried out on a railroad bridge to validate the performance of the proposed system. The average precision, intersection over union, and BF scores were 80.87%, 66.66%, and 56.33%, respectively. The proposed method could improve the current scan-to-BIM procedure by generating the as-is 3D point cloud model by specifying the structural component automatically.

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Flanigan, Katherine A., Jerome P. Lynch, and Mohammed Ettouney. "Probabilistic fatigue assessment of monitored railroad bridge components using long-term response data in a reliability framework." Structural Health Monitoring 19, no. 6 (June 7, 2020): 2122–42. http://dx.doi.org/10.1177/1475921720915712.

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Fatigue is a primary concern for railroad bridge owners because railroad bridges typically have high live load to dead load ratios and high stress cycle frequencies. However, existing inspection and post-inspection analysis methods are unable to accurately consider the full influence of bridge behavior on the fatigue life of bridge components. Reliability-based fatigue analysis methods have emerged to account for uncertainties in analysis parameters such as environmental and mechanical properties. While existing literature proposes probabilistic fatigue assessment of bridge components, this body of work relies on train parameter estimates, finite element model simulations, or controlled loading tests to augment monitoring data. This article presents a probabilistic fatigue assessment of monitored railroad bridge components using only continuous, long-term response data in a purely data-driven reliability framework that is compatible with existing inspection methods. As an illustrative example, this work quantifies the safety profile of a fracture-critical assembly comprising of six parallel eyebars on the Harahan Bridge (Memphis, TN). The monitored eyebars are susceptible to accelerated fatigue damage because changes in the boundary conditions cause some eyebars to carry a greater proportion of the total assembly load than assumed during design and analysis; existing manual inspection practices aim to maintain an equal loading distribution across the eyebars. Consequently, the limit state function derived in this article accounts for the coupled behavior between fatigue and relative tautness of the parallel eyebars. The reliability index values for both the element (i.e. individual eyebars) and system (i.e. full eyebar assembly) reliability problems are assessed and indicate that under the conservative assumption that progressive failure is brittle, first failure within the parallel eyebar system is generally equivalent to system failure. The proposed method also serves as an intervention strategy that can quantify the influence of eyebar realignment on the future evolution of the reliability index.

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Fabianowski, Dariusz, and Przemysław Jakiel. "An expert fuzzy system for management of railroad bridges in use." Automation in Construction 106 (October 2019): 102856. http://dx.doi.org/10.1016/j.autcon.2019.102856.

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Washeleski, Teresa L., Kadir C. Sener, Robert J. Connor, and Amit H. Varma. "Load-Rating Procedures for Railroad Flatcars Repurposed as Sustainable Highway Bridges." Journal of Bridge Engineering 21, no. 11 (November 2016): 04016078. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000945.

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35

Yoo, Mintaek, and Jae Sang Moon. "Comparison of Signal-Analysis Techniques for Seismic Detection System for High-Speed Train Data: Effect of Bridge Structures." Sensors 20, no. 23 (November 28, 2020): 6805. http://dx.doi.org/10.3390/s20236805.

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This study evaluated the earthquake warning system for high-speed trains using onboard accelerometers instead of expensive seismometers. Onboard accelerometers measure the train data additional to the earthquake acceleration. The measured earthquake acceleration could also be modified by railroad-supporting bridges. To develop the data analysis system, the virtual onboard data sets are synthesized using the train acceleration data and earthquake data. Not only the earthquake acceleration data but also the earthquake responses of bridges are used for the virtual onboard data synthesis. For the analysis of synthesized data, the short-time Fourier Transform (STFT), the wavelet transform (WT), and Wigner–Ville Distribution (WVD) methods have been compared. Results show that WVD provides the best detection performance while the computational costs are large.

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36

Michelle, Michelle, and FX Supartono. "ANALISIS JEMBATAN PRATEGANG BOX GIRDER DENGAN INCREMENTAL LAUNCHING METHOD." JMTS: Jurnal Mitra Teknik Sipil 3, no. 2 (May 17, 2020): 419. http://dx.doi.org/10.24912/jmts.v3i2.6933.

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The purpose of this research is to gain a broader understanding in analysing bridges that are built in stages. With Incremental Launching Method, bridges are casted in segments behind one of the abutments and launched over piers. Therefore, this method has little effect on surroundings and much efficient for constructions of highways or railroad lines. This method uses 40 meter long nose made of steel and is connected to the front part of the bridge to reduce the cantilever moment that occurs. The structure of the bridge is modelled in Midas Civil. 31 centric pre-stressing tendons are used during launching, whereas 20 tendons are placed in the top flanges and 11 tendons are placed in the bottom flanges. 2 pre-stressing tendons are placed in each web, to be tensioned after the bridge has reached its final position. The results from analysis using Midas Civil stated that the tendons used are sufficient to withstand the stresses due to dead load and live load.AbstrakTujuan dari penelitian ini adalah untuk memperoleh pemahaman yang lebih luas dalam menganalisis jembatan yang dibangun secara bertahap. Dengan Incremental Launching Method (ILM), jembatan dicor per segmen di belakang salah satu abutmen dan diluncurkan diatas tiang setelah beton mencapai kekukatannya. Oleh karena itu, metode ini memiliki efek yang sedikit pada lingkungan dan sangat efisien untuk pembangunan jalan raya atau jalur kereta api. Metode ini menggunakan nose sepanjang 40 meter yang terbuat dari baja dan disambungkan pada bagian depan jembatan untuk mengurangi momen kantilever yang terjadi. Model struktur jembatan dibuat dalam program Midas Civil menggunakan wizard ILM. 31 tendon centric prestressing digunakan selama peluncuran, 20 ditempatkan di flens atas box girder dan 11 ditempatkan di bawah. 2 tendon ditempatkan di masing-masing web yang akan ditarik setelah jembatan berada di posisi akhir. Hasil dari analisis menggunakan Midas Civil menunjukan bahwa tendon yang digunakan cukup untuk menahan tegangan akibat beban mati dan beban hidup.

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Ozdagli, A. I., J. A. Gomez, and F. Moreu. "Real-Time Reference-Free Displacement of Railroad Bridges during Train-Crossing Events." Journal of Bridge Engineering 22, no. 10 (October 2017): 04017073. http://dx.doi.org/10.1061/(asce)be.1943-5592.0001113.

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Ledezma, Christian, Tara Hutchinson, Scott A. Ashford, Robb Moss, Pedro Arduino, Jonathan D. Bray, Scott Olson, et al. "Effects of Ground Failure on Bridges, Roads, and Railroads." Earthquake Spectra 28, no. 1_suppl1 (June 2012): 119–43. http://dx.doi.org/10.1193/1.4000024.

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The long duration and strong velocity content of the motions produced by the 27 February 2010 Maule earthquake resulted in widespread liquefaction and lateral spreading in several urban and other regions of Chile. In particular, critical lifeline structures such as bridges, roadway embankments, and railroads were damaged by ground shaking and ground failure. This paper describes the effects that ground failure had on a number of bridges, roadway embankments, and railroads during this major earthquake.

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39

Tomlins, Christopher L. "A Mysterious Power: Industrial Accidents and the Legal Construction of Employment Relations in Massachusetts, 1800-1850." Law and History Review 6, no. 2 (1988): 375–438. http://dx.doi.org/10.2307/743687.

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On 16 June 1837, at a little after six o'clock in the morning, a train of cars carrying lumber and gravel and crowded with twenty or more Irish track laborers and other workmen left the Boston depot of the Boston & Worcester Railroad Corporation bound for Worcester. About four miles out, just after the train had passed the City Mills and was nearing the Brookline road, a wheel on one of the cars broke. The train was thrown from the tracks. Two men were killed and several others severely injured.Among the injured was a man named Gilham Barnes, engaged by the Corporation about two weeks before to carry out maintenance work on several bridges between Boston and Worcester. On the previous day, Barnes, his brother Luther, and one of the men who worked with them had ridden the same train (an unscheduled track maintenance train known to the corporation as the “gravel” train) as far as the Arsenal bridge, which carried the railroad over the Watertown road in Brighton, to deliver materials and tools. On the morning of the sixteenth, Barnes sent the others by wagon via the Mill Dam toll road to begin work on the Arsenal bridge while he made arrangements with the conductor of the gravel train for additional materials to be carried to the Worcester bridge. Barnes intended, it would seem, to ride the gravel train as far as the Arsenal bridge where he would jump off and join his workmen. “We saw the train going out just after we paid [the] toll,” Luther Barnes later recounted. “Then near City Mills we saw shingles &c all about. I saw my brother running towards us. He waved his hat twice. And he held up his arm and I saw blood and flesh.”

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40

Choi, Sanghyun, Jin-Ho Kim, Yong Yoo, and Se-Gon Kwon. "Analysis of Vibration Transfer Characteristics of Approach Bridges for an Elevated Railroad Station." Journal of the Korea Academia-Industrial cooperation Society 16, no. 4 (April 30, 2015): 2911–16. http://dx.doi.org/10.5762/kais.2015.16.4.2911.

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41

Ballantyne, Donald. "Sri Lanka Lifelines after the December 2004 Great Sumatra Earthquake and Tsunami." Earthquake Spectra 22, no. 3_suppl (June 2006): 545–59. http://dx.doi.org/10.1193/1.2211367.

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The water supply and transportation lifeline systems near the coastline of Sri Lanka were the most heavily affected by the December 2004 Great Sumatra earthquake and tsunami. The fishing and tourist industries were devastated; many fishing harbors were heavily damaged. Dozens of bridges in the highway and railroad system were damaged, primarily by erosion and scour. Portions of coastal road were washed away. However, most of the above-grade infrastructure components such as electrical distribution systems, water supply systems, communications systems, and bridges were inland and thus were not affected. Quickly distributing potable water to the affected areas was a challenge. International emergency responders provided portable, then permanent, water treatment facilities. An estimated 60,000 wells were inundated, 12,000 of which will require cleaning. Wells were being restored by pumping out the saltwater. Restoration was limited by the availability of equipment, labor, and supplies of critical resources. Sand for concrete to construct schools, hospitals, and housing was in very limited supply.

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Cartagena Abella, Juan José. "Consideraciones en el diseño de puentes de hormigón para líneas de alta velocidad ferroviaria." Informes de la Construcción 44, no. 420 (August 30, 1992): 15–20. http://dx.doi.org/10.3989/ic.1992.v44.i420.1321.

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43

Guyer, Robert C., and Jeffrey A. Laman. "Distortion-induced stress investigation of double angle stringer-to-floorbeam connections in railroad bridges." Engineering Structures 38 (May 2012): 104–12. http://dx.doi.org/10.1016/j.engstruct.2012.01.007.

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44

Loktev, A. A., V. V. Korolev, D. A. Loktev, D. R. Shukyurov, P. A. Gelyukh, and I. V. Shishkina. "Perspective constructions of bridge overpasses on transport main lines." Vestnik of the Railway Research Institute 77, no. 6 (December 30, 2018): 331–36. http://dx.doi.org/10.21780/2223-9731-2018-77-6-331-336.

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Abstract. When designing bridges on motorways and railways, conventional beam or trussed design schemes of structures made of steel or reinforced concrete are used, but at present there is a significant increase in the speeds of motion of individual vehicles, axial loads and total train weight increase, and temporary intervals between trains. These factors lead to a significant increase in dynamic effects and necessitate the use of non-classical design schemes for artificial structures of transport infrastructure. In this study, it is proposed to take a threespan arch bridge with suspended central span structure as the basis for unified bridge overpass. Such an arrangement will allow changing the design length of the central span in a fairly wide range, reducing the total number of supports with an increase in the total length of the bridge overpass, and using a similar design as a double-track railroad, two- or four-lane motorway bridge. Calculations carried out and the results obtained for calculating displacements, internal forces and stresses in the units and elements of the proposed bridge overpass design allow concluding about the allowable limit values of the values found, sufficiently uniform load of all its main elements, the absence of strongly marked large-scale stress concentrators. Proposed design allows setting different sizes of spans during the design, reducing the number or even avoiding the installation of channel supports, adapting this structure for the passage of both rail and road transport. Design of the bridge, mathematical model of which is described in detail in the article, can be manufactured at the factory, and then delivered to the installation site and mounted there, which significantly reduces the final construction cost and makes it a profitable solution, for example, for arranging railway interchanges at different levels.

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45

Aliev, T. A., T. A. Babayev, T. A. Alizada, N. E. Rzayeva, and E. E. Alibayli. "A System for Noise Control of the Technical Condition of Railroad Bridges and Tunnels in Seismically Active Regions." Mekhatronika, Avtomatizatsiya, Upravlenie 22, no. 5 (May 17, 2021): 237–45. http://dx.doi.org/10.17587/mau.22.237-245.

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The authors analyze the technical condition of objects of railroad communications with modern bridges, tunnels, stations, overpasses, crossings and power installations. It is noted that, based on the specific features of such objects, control of their technical condition in most cases is carried out at certain intervals. At the same time, existing continuous control systems do not always adequately assess the technical condition of rail infrastructure objects due to the presence of additional noises in the processed signals at the time when a malfunction occurs. In this regard, one of the possible options is proposed for "continuous" monitoring of the beginning of changes in the technical condition of railroad tracks by means of noise technologies. It is pointed out that when the technical condition of rail infrastructure changes, vibration signals caused by the impact of rolling stock contain noises in addition to the useful component. The use of correlation and spectral analysis technologies, as well as other traditional methods does not allow ensuring the adequacy of the control results, due to the influence of the noise on useful vibration signals. Therefore, technologies are proposed for split analysis of the useful signal and the noise received from vibration, as well as for forming informative attributes of identification of the technical condition of rail infrastructure. In this case, the estimates of the characteristics of the useful signal and the noise are used as the main carrier of diagnostic information. Due to the simplicity and reliability of the developed theoretical algorithms, the implementation of the technical equipment and its installation in all objects of the railroad track present no particular difficulties. At the same time, the implementation of the Noise system will ensure real-time control of the beginning of changes in the technical condition of railroad tracks during the movement of the rolling stock. This, in turn, will allow timely detection of malfunctions, significantly enhancing the safety of passenger and cargo rail transportation.

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46

Baboshin, Vladimir A., Konstantin N. Savinov, Andrei K. Chernykh, and Mikhail G. Iashin. "SOME ISSUES OF ORGANIZATION OF RESTORATION OF RAILWAY INFRASTRUCTURE FACILITIES." Автоматизация Процессов Управления 62, no. 4 (2020): 23–32. http://dx.doi.org/10.35752/1991-2927-2020-4-62-23-32.

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The Railway Troops of the Armed Forces of the Russian Federation are intended for technical cover, restoration, demining and barrage of sections (objects) of the RF railroad transport infrastructure in the RF Armed Forces responsibility zone, increasing its survivability and carrying capacity, as well as planning the guidance and operation of floating railway bridges. The railway infrastructure is understood as "a technological complex, which includes subsystems of railway infrastructure, components of subsystems and elements of components of subsystems of railway infrastructure, ensuring the functioning of this complex" [1]. The tasks of the troops include the operation of existing and construction of new sections of railways, bypassing railway (railway) junctions, the construction of temporary railway bridges in order to ensure the actions of troops [2]. When restoring infrastructure facilities for railroad transport, the organization of work management and the promptness of restoring interrupted train traffic play a decisive role, which largely depends on the preparation and decision-making that requires certain engineering calculations. In particular, the development of design documentation for the construction of a bypass of a destroyed section of a road or a railway junction requires a significant amount of time. The most time-consuming document of design documentation is the calculation and construction of a longitudinal bypass profile. The article discusses the issues of automated construction of a longitudinal bypass profile, which can significantly reduce the time required for preparing design documentation, including for laying cable lines to restore the regulation of train traffic.

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Ozdagli, A. I., Bideng Liu, and F. Moreu. "Measuring Total Transverse Reference-Free Displacements for Condition Assessment of Timber Railroad Bridges: Experimental Validation." Journal of Structural Engineering 144, no. 6 (June 2018): 04018047. http://dx.doi.org/10.1061/(asce)st.1943-541x.0002041.

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48

Choi, Eunsoo, Inkyu Rhee, Joonam Park, and Baik-Soon Cho. "Seismic retrofit of plain concrete piers of railroad bridges using composite of FRP-steel plates." Composites Part B: Engineering 42, no. 5 (July 2011): 1097–107. http://dx.doi.org/10.1016/j.compositesb.2011.03.024.

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49

Provines, Jason T., Robert J. Connor, and Ryan J. Sherman. "Development of Load Rating Procedure for Railroad Flatcar Bridges through Use of Field Instrumentation. II: Procedure Development." Journal of Bridge Engineering 19, no. 5 (May 2014): 04013026. http://dx.doi.org/10.1061/(asce)be.1943-5592.0000554.

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50

Ozdagli, A. I., F. Moreu, Dan Xu, and Tao Wang. "Experimental Analysis on Effectiveness of Crash Beams for Impact Attenuation of Overheight Vehicle Collisions on Railroad Bridges." Journal of Bridge Engineering 25, no. 1 (January 2020): 04019133. http://dx.doi.org/10.1061/(asce)be.1943-5592.0001503.

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