Relevant bibliographies by topics / Railway bridges

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Railway bridges'

Author: Grafiati
Published: 4 June 2021
Last updated: 7 September 2023

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Journal articles on the topic "Railway bridges"

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Braschler, Brigitte, Claudine Dolt, and Bruno Baur. "The Function of A Set-Aside Railway Bridge in Connecting Urban Habitats for Animals: A Case Study." Sustainability 12, no. 3 (February 7, 2020): 1194. http://dx.doi.org/10.3390/su12031194.

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As elements of green infrastructure, railway embankments are important corridors in urban environments connecting otherwise isolated habitat fragments. They are interrupted when railways cross major roads. It is not known whether dispersing animals use railway bridges to cross roads. We examined the function of a set-aside iron-steel railway bridge crossing a 12 m wide road with high traffic density in Basel (Switzerland) for dispersing animals. We installed drift fences with traps on a single-track, 32 m long and 6 m wide railway bridge with a simple gravel bed, and collected animals daily for 9 months. We captured more than 1200 animals crossing the bridge: small mammals, reptiles and amphibians as well as numerous invertebrates including snails, woodlice, spiders, harvestmen, millipedes, carabids, rove beetles and ants. For some animals it is likely that the gravel bed, at least temporarily, serves as a habitat. Many animals, however, were apparently dispersing, using the bridge to cross the busy road. We found season- and daytime-dependent differences in the frequency the bridge was used. Our findings indicate an important function of a set-aside railway bridges for connecting urban habitats. As most animal dispersal was recorded during the night, railway bridges with no (or little) traffic during the night may also contribute to animal dispersal. As important elements of green infrastructure, set-aside railway bridges should be considered in future urban planning.
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Haniiev, I. H. "SURVEY RESULTS AND TESTING OF RAILWAY BRIDGES." Science and Transport Progress, no. 33 (August 25, 2010): 64–68. http://dx.doi.org/10.15802/stp2010/13131.

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The article is devoted to the survey and testing of railway bridges by the State Joint-Stock Railway Company «Uzbekiston Temir Yollari» («Uzbekistan Railways»). It is stated that in the existing rules on determination of the capacity of bridges the recommendations on taking into account the cumulative deflection to the moment of technical diagnostics of spans on the bridge capacity are absent. The author states on the need to develop a method for determining the wear of spans on restriction of the residual deflection in the bridge floor slabs.
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Yan, Bin, Wenfei Kuang, Rui Gan, Haoran Xie, and Jie Huang. "Track–Bridge Interaction of CWR on Chinese Large-Span Bridge of High-Speed Railway." Applied Sciences 12, no. 18 (September 10, 2022): 9100. http://dx.doi.org/10.3390/app12189100.

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The track–bridge interaction is a fundamental concern in the field of railway engineering, which plays an important role in the optimization design of railway bridges, especially for heavy-haul railway and high-speed railway bridges. This paper systematically introduces the research status of the CWR track–bridge interaction for large-span bridges of high-speed railway in China. The evolution process of the track–bridge interaction model from the simplest elastic bar and linear longitudinal resistance model to the complex beam–rail interaction model considering the loading history is described. In this paper, the modeling methods of the track–bridge interaction model for five types of long-span railway bridges, namely simply supported beam bridge, continuous beam bridge, cable-stayed bridge, arch bridge, and suspension bridge, are systematically introduced, and the characteristics of longitudinal force distribution under the track–bridge interaction are analyzed. This paper discusses the practical application of the theory of the track–bridge interaction on extra-large-span bridges from the aspects of system dynamic performance evaluation and system safety evaluation. The practical application of track–bridge interaction theory under special conditions such as earthquake load, complex temperature load, shrinkage and creep load, and superposition of multiple loads is emphasized. It provides guidance for the further improvement of the track–bridge interaction model and the design of large-span high-speed railway bridges in the future.
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Wu, Xun, Jian Jun Yue, and Xian Zheng Huang. "Deflection Control Method Study of Long-Span PC Continuous Rigid-Frame Highway Bridge Compared with Railway Bridge." Applied Mechanics and Materials 638-640 (September 2014): 933–36. http://dx.doi.org/10.4028/www.scientific.net/amm.638-640.933.

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Down-deflection of long-span prestressed concrete (PC) continuous rigid-frame bridges in highway is more serious than in railway. Deflection comparison of highway bridges and railway bridges can provide a reference for the deflection control of highway bridges. Differences of highway and railway design codes about deflection were firstly analyzed. Then, the whole construction processes of a highway bridge and a similar span railway bridge were simulated by Midas/Civil. Both the stress state and long-term deformation were compared. The results show that stress states of the railway bridge will reduce the down-deflection. Finally, for highway bridges, we propose the compressive stress at upper edge of pier-top section should be slightly larger than that at lower edge during the layout of prestressed tendons.
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Chen, Ling Kun, Li Zhong Jiang, and Peng Liu. "Elasto-Plastic Earthquake Response Analysis of High-Speed Railway Bridge Fabricated Isolation Bearings." Materials Science Forum 675-677 (February 2011): 1175–78. http://dx.doi.org/10.4028/www.scientific.net/msf.675-677.1175.

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Basin rubber bearings are frequently used in high-speed railway bridge or passenger special line railway bridge, lead rubber bearings (LRB) are infrequently used in those railway bridges nowdays, the study on earthquake-resistant capability of railway bridge fabricated isolation bearing - the intelligent and functional structure - would be beneficial in engineering practices. Elasto-plastic earthquake responses of high-speed railway bridges fabricated LRB are studied by means of the finite element program, earthquake responses of railway bridges under high-speed vehicles and different earthquake action fabricated and unfabricated isolation bearing are calculated respectively. The results show that: plastic hinge will develop at the bottom of piers in regard to railway bridges with mid-high and low pier; LRB can reduce displacement and inner forces of structures and improve earthquake-resistant capability of structures effectively.
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Yang, Fan, Mu Biao Su, Qing Ning Li, Xian Li Yan, and Tao Feng. "Analysis of Parts Weight of Railway Concrete Girder Bridges by Fuzzy Analytic Hierarchy Process." Applied Mechanics and Materials 204-208 (October 2012): 2105–8. http://dx.doi.org/10.4028/www.scientific.net/amm.204-208.2105.

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In order to accurately determine the weight of railway bridges parts, for railway concrete girder bridge case, this thesis is based on analysing the construction features of the railway concrete girder bridges and destructive characteristic of seismic damage and proposes a detailed method, which adopts combination of the analytic hierarchy process and the fuzzy synthetical evaluation. The weight of railway concrete girder bridges can be confirmed, by utilizing its logical and pairwise comparison method, Studies show that this is an effective method to confirm the weight of railway concrete girder bridges. It is of great value to quickly evaluate earthquake loss of railway bridges in the earthquake stricken areas.
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Vičan, Josef, Jozef Gocál, Jaroslav Odrobiňák, and Peter Koteš. "Existing Steel Railway Bridges Evaluation." Civil and Environmental Engineering 12, no. 2 (December 1, 2016): 103–10. http://dx.doi.org/10.1515/cee-2016-0014.

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Abstract The article describes general principles and basis of evaluation of existing railway bridges based on the concept of load-carrying capacity determination. Compared to the design of a new bridge, the modified reliability level for existing bridges evaluation should be considered due to implementation of the additional data related to bridge condition and behaviour obtained from regular inspections. Based on those data respecting the bridge remaining lifetime, a modification of partial safety factors for actions and materials could be respected in the bridge evaluation process. A great attention is also paid to the specific problems of determination of load-caring capacity of steel railway bridges in service. Recommendation for global analysis and methodology for existing steel bridge superstructure load-carrying capacity determination are described too.
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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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Zhang, Chang Yong, Tie Yi Zhong, Ke Jian Chen, and Yun Kang Gong. "Study on the Effects of Train Live Loads on Isolated and Non-Isolated Simply Supported Railway Bridges." Applied Mechanics and Materials 50-51 (February 2011): 100–104. http://dx.doi.org/10.4028/www.scientific.net/amm.50-51.100.

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In this paper, based on the finite element program ANSYS, the model of a simply supported railway bridge with and without isolation using lead rubber bearing is established. Seismic response time-history analyses of the bridge subjected to high-level earthquakes are carried out considering and not considering train live loads. Through the comparison and analyses of the results, the effects of train live loads on seismic calculation of non-isolated railway bridges and isolated railway bridges are obtained. The results of the research will support the further study on seismic design and isolation design of simply supported railway bridges.
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Ma, Lin, Wei Zhang, Steve C. S. Cai, and Shaofan Li. "The dynamic amplification factors for continuous beam bridges along high-speed railways." Advances in Structural Engineering 24, no. 11 (March 27, 2021): 2542–54. http://dx.doi.org/10.1177/13694332211003288.

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In this paper, the dynamic amplification factors (DAFs) of high-speed railway continuous girder bridges are studied. The vehicle-bridge interactions (VBIs) of 13 concrete continuous girder bridges with spans ranging from 48 to 130 m are analyzed, the influences of the train speed, the train marshalling and the bridge fundamental frequency on the DAF are investigated, and the DAF design standard for high-speed railway bridges is discussed. The results indicate that for the continuous beam bridge whose fundamental frequency is less than 3.0 Hz, the maximum DAF is no more than 1.15; while for the bridge examples with a fundamental frequency larger than 3.0 Hz, the maximum DAF reaches 1.25 because the resonance occurs at high train speed. The empirical formulas of the DAFs in the Japan Railway Technical Research Institute (JRTRI) code could provide a conservative estimation of the DAFs of high-speed railway continuous bridges.
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Dissertations / Theses on the topic "Railway bridges"

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García, San Martín Lorea. "Life Cycle Assessment of Railway Bridges : Developing a LCA tool for evaluating Railway Bridges." Thesis, KTH, Bro- och stålbyggnad, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-40590.

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The global understanding that natural resources and non renewable energy sources are not inexhaustible has been growing lately together with the increase of conscientiousness on the consequences that our demanding way of life has on the environment. Global warming, ozone layer depletion, the greenhouse effect or the acid rain, are some of these consequences, which may reach catastrophic levels if nothing is done to emend the actual situation. Lately, society is beginning to see sustainability not only as a needed requirement but as a distinctive value which has to be pursued by the different areas of society involved and responsible for a sustainable development such as public administration and companies, engineers and researchers. As a fundamental part of society, infrastructures have utmost importance in sustainable development. Even more when it comes to rail transport infrastructure, given the important role of rail transport in the development of a sustainable society. That is why engineers should make an effort to use all the tools available to choose the best structural design, which not only meets structural requirements, but has also a good performance for the environment. To do so, engineers must focus on using renewable sources or energy and materials, increasing the life of the existing infrastructures, making them more durable. When it comes to railway bridges, it is preferable to reuse and adapt existing structures than tear them down to build new ones. In this line, environmental assessment methodologies provide an incredibly valuable tool for help decision-makers and engineers to identify and select the best alternative design regarding environmental issues. Therefore, it is important to count on a common basis and established criteria together with a systematic methodology in order to obtain reliable results to compare alternatives and make the right decisions. However, nowadays, there exists very little guidance to perform this kind of analysis, and an extensive variety of databases and methodologies non standardized, which leads to uncertainties when it comes to evaluate and compare the obtained results. This thesis means to be a good guide for engineers, when performing a Life Cycle Assessment of a railway bridge, and to become a useful tool to compare several alternatives to identify the best option relating the environmental burdens involved. With this purpose, in order to know the state of the art of LCA methodology, it has been studied a wide range of existing literature and previous studies performed to analyze bridges and building materials. Finally, it has been developed an own methodology based on all the research done before, and implemented in an Excel application program based on Visual Basic macros, which means to be easy to use with a simple user interface, and to provide reliable results. The application is useful for assessing, repair or improving existing bridges, where the amounts of materials and energy are known, but can also be helpful in the design phase to compare different alternatives. It also allows using different weighting methodologies according to several reference sources depending on the case of study. The application is tested by carrying out a Life Cycle Assessment of a Spanish railway bridge located in the city center of Vitoria-Gasteiz, evaluating the different structures that conform the bridge system thorough all the stages of its life cycle identifying the most contributive parameters to the environmental impacts. The study was carried out over a 100 year time horizon. In the case of performing the LCA of this particular bridge, the contribution of the whole bridge is taken into consideration. When comparing two different bridges, the application has the option to compare them in the same basis, dividing by length and width of the bridge, which is a helpful tool if both bridges are not the same size. All stages of the life cycle were considered: the material stage, construction, the use and maintenance stage, and the end of life. The material stage includes the raw material extraction, production and distribution. The construction stage accounts the diesel, electricity and water consumption during construction activities. The use and maintenance stage covers the reparation and replacing operations. And the end of life covers several scenarios. In this case of study, in order not to interrupt the rail traffic, the bridge was constructed parallel to its final location, and then moved into the right place with hydraulic jacks. This leads to an important auxiliary structure with its own foundations, which has a significant contribution to the overall environmental impact. The scenario chosen for the end of life was based on similar actuation in other constructions in the proximities of the bridge, as the bridge is already in use. These assumptions were to recycle 70 % of the concrete and 90 % of the steel; all the wood used for formwork was disposed as landfill. The results obtained, weighted according to the US Environmental Protection Agency, shows that the main contributor to the environmental impacts is the material phase, with the 64 % of the total weighted results with concrete and steel production as principal factors, followed by timber production. These processes account great amounts of CO 2emissions, which makes essential to focus on reducing the impact of the material processes by optimizing the processes but mainly by reusing materials from other constructions as much as it may be possible. The maintenance activities have some importance due to the frequency of the track replacement, assumed to be once every 25 years. While construction does not imply great burdens for the environment, the end of life causes the 33 % of the overall bridge impact. This is due to the timber formwork disposal as landfill and to a lesser extent because of the recycling of the steel. The timber disposal increases widely the eutrophication effect, and will be easy to be reused in further constructions. Regarding the different parts of the bridge structure, the auxiliary structure has an important contribution with the 61 % of the overall weighted impact. As it is a concrete bridge, both the substructure and superstructure has similar contribution. The substructure has a slightly higher impact with the 21 % and the superstructure the 15 %. Rail structure and transport have very little contribution.
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Thiebault, Vincent. "Design of railway bridges considering LCA." Thesis, KTH, Bro- och stålbyggnad, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-36362.

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Environmental awareness has strongly increased these last years, especially in the developed countries where societies have become increasingly preoccupied by the natural resource depletion and environmental degradation. At the same time, the increasing mass transportation demand throughout the European Union requires the development of new infrastructures. Life Cycle Assessment is increasingly used to provide environmental information for decision-makers, when a choice is to be made about the transportation mode to be implemented on a given route. In a life-cycle perspective, not only the environmental pressure of the operation of vehicles but also the burden from the infrastructure, in particular bridges as key links of the road and railway networks, has to be assessed when comparing transportation modes. Based on an extensive literature review, a simplified quantitative LCA is implemented in order to compare the environmental performance of two railway bridge designs. It is meant to be useful at an early stage in the design process, when no detailed information about the bridge is available, and when rough environmental estimations are needed. The Excel based model covers the entire life-cycle of the bridge, from raw material extraction to construction materials recycling and disposal. Various assumptions and omissions are made to narrow the scope of the analysis. For instance, processes that are found insignificant in the literature are omitted, and only a limited set of relevant emissions and impacts to the environment is considered. The model provides fully transparent results at the inventory and impact assessment level. The streamlined approach is tested by comparing the environmental burden throughout the life-cycle of a steel-concrete composite railway bridge on a single span, equipped with either a ballasted or a fixed concrete single track. The results show that the environmental impacts of the fixed track alternative are lower than that of the ballasted track alternative, for every impact categories. In a sustainable development perspective, it would thus have been preferable to install a fixed track over the bridge to reduce its overall impact on the environment by about 77%. The raw material phase is found decisive in the life-cycle of both alternatives. The frequency of the replacement of the track is identified as a key environmental parameter, since the road traffic emissions during bridge closure nearly overwhelmed the other life-cycle stages.
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Imam, Boulent. "Fatigue analysis of riveted railway bridges." Thesis, University of Surrey, 2006. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.431074.

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Ruiz, Meléndez Sergio 1974. "Dynamics of prestressed concrete railway bridges." Thesis, Massachusetts Institute of Technology, 2001. http://hdl.handle.net/1721.1/84298.

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Thesis (M.Eng.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2001.
Includes bibliographical references (leaves 80-81).
by Sergio Ruiz Meléndez.
M.Eng.
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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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James, Gerard. "Analysis of traffic load effects an railway bridges." Doctoral thesis, KTH, Civil and Architectural Engineering, 2003. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-3523.

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The work presented in this thesis studies the load and loadeffects of traffic loads on railway bridges. The increasedknowledge of the traffic loads, simulated using fieldmeasurements of actual trains, are employed in a reliabilityanalysis in an attempt at upgrading existing railwaybridges.

The study utilises data from a weigh-in-motion site whichrecords, for each train, the train speed, the loads from eachaxle and the axle spacings. This data of actual trainconfigurations and axle loads are portrayed as moving forcesand then used in computer simulations of trains crossing twodimensional simply supported bridges at constant speed. Onlysingle track short to medium span bridges are considered in thethesis. The studied load effect is the moment at mid-span. Fromthe computer simulations the moment history at mid-span isobtained.

The load effects are analysed by two methods, the first isthe classical extreme value theory where the load effect ismodelled by the family of distributions called the generalisedextreme value distribution (GEV). The other method adopts thepeaks-over-threshold method (POT) where the limiting family ofdistributions for the heights to peaks-over-threshold is theGeneralised Pareto Distribution (GPD). The two models aregenerally found to be a good representation of the data.

The load effects modelled by either the GEV or the GPD arethen incorporated into a reliability analysis in order to studythe possibility of raising allowable axle loads on existingSwedish railway bridges. The results of the reliabilityanalysis show that they are sensitive to the estimation of theshape parameter of the GEV or the GPD.

While the study is limited to the case of the ultimate limitstate where the effects of fatigue are not accounted for, thefindings show that for the studied cases an increase inallowable axle load to 25 tonnes would be acceptable even forbridges built to the standards of 1940 and designed to LoadModel A of that standard. Even an increase to both 27.5 and 30tonnes appears to be possible for certain cases. It is alsoobserved that the short span bridges ofapproximately fourmetres are the most susceptible to a proposed increase inpermissible axle load.

Keywords:bridge, rail, traffic load, load effect,dynamic amplification factor, extreme value theory,peaks-over-threshold, reliability theory, axle loads, fielddata.

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Cinek, Fatih. "Dynamic Effects Of Moving Traffic On Railway Bridges." Master's thesis, METU, 2010. http://etd.lib.metu.edu.tr/upload/2/12611934/index.pdf.

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In this study, dynamic effects on high speed railway bridges under moving traffic are investigated. Within this context, the clear definition of the possible dynamic effects is provided and the related studies that exist in literature are investigated. In the light of those studies, analytical procedures that are defined to find the critical dynamic responses such as deflections, accelerations and resonance conditions are examined and a MatLab programming language is written to obtain the responses for different train loading and velocity values. The reliability of the written program is conformed by comparing the results with the related studies in literature. In addition to the analytical procedures, the approaches in the European standards concerning the dynamic effects of railway traffic are defined. A case study is investigated for a bridge that is in the scope of the Ankara-Sivas High Speed Railway Project. The related bridge is modeled by using finite element program, SAP2000 according to the definitions that are stated in European standards. The related high speed railway bridge is analysed with a real train which is French TGV together with the HSLM trains that are defined in Eurocode and the results obtained are compared with each other. This study also includes the analysis of the bridges performed for 7 different stiffness and 3 different mass values to determine the parameters affecting dynamic behaviour.
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ERASO, ANDREA ISABEL ROJAS. "RELIABILITY ANALYSIS FOR STRINGERS OF CONCRETE RAILWAY BRIDGES." PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO, 2011. http://www.maxwell.vrac.puc-rio.br/Busca_etds.php?strSecao=resultado&nrSeq=19272@1.

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PONTIFÍCIA UNIVERSIDADE CATÓLICA DO RIO DE JANEIRO
COORDENAÇÃO DE APERFEIÇOAMENTO DO PESSOAL DE ENSINO SUPERIOR
Em todo projeto de estruturas de engenharia existem incertezas associadas às propriedades dos materiais, às propriedades geométricas e aos carregamentos. Essas incertezas geralmente são consideradas através de fatores de segurança. A análise de confiabilidade aplicada ao projeto de estruturas é uma ferramenta que permite avaliar a probabilidade de falha da estrutura para um determinado modo de comportamento e a sensibilidade deste projeto em relação às variáveis consideradas. Neste trabalho são aplicadas estratégias de avaliação da confiabilidade das vigas principais de uma ponte existente de concreto armado, as quais são verificadas no estado limite último na flexão simples e no estado último de serviço na formação de fissuras, segundo as recomendações da NBR6118:2003. Foram desenvolvidas rotinas com o auxílio do programa Matlab para avaliar a probabilidade de falha da ponte segundo o método de simulação de Monte Carlo e o método FORM (First Order Reliability Method). Também é realizada uma análise de sensibilidade para analisar a influência de cada variável na confiabilidade da ponte.
In the project of engineering structures, some design variables are usually taken as deterministic, although there are uncertainties associated with loads, material and geometrical properties. The use of safety factors is the most common strategy to deal with these uncertainties. The reliability analysis of structures is a tool to assess the probability of structural failure in a certain behavior and the sensitivity of this failure in relation to each variable considered. This work is concerned with the reliability analysis of the main beams of an existing bridge made of reinforced concrete, which is checked at the ultimate limit state in simple bending and the ultimate state of service in the formation of cracks as recommended by NBR6118: 2003. Matlab routines are developed in order to assess the probability of failure of the bridge using two methods: Monte Carlo simulation and FORM (First Order Reliability Method). Additionally, a sensitivity analysis is performed in order to analyze the influence of each variable in the reliability of the bridge.
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Murugesan, Kaviraj. "Damage detection on railway bridges using system identification." Thesis, Karlstads universitet, 2013. http://urn.kb.se/resolve?urn=urn:nbn:se:kau:diva-28595.

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Andersson, Andreas. "Capacity assessment of arch bridges with backfill : Case of the old Årsta railway bridge." Doctoral thesis, KTH, Bro- och stålbyggnad, 2011. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-32827.

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The work presented in this thesis comprises the assessment of existing arch bridges with overlying backfill. The main objective is to estimate the load carrying capacity in ultimate limit state analysis. A case study of the old Årsta railway bridge is presented, serving as both the initiation and a direct application of the present research. The demand from the bridge owner is to extend the service life of the bridge by 50 years and increase the allowable axle load from 22.5 to 25 metric tonnes. The performed analyses show a great scatter in estimated load carrying capacity, depending on a large number of parameters. One of the factors of main impact is the backfill material, which may result a significant increase in load carrying capacity due to the interaction with the arch barrel. Based on theoretical analyses, extensive conditional assessments and the demand from the bridge owner, it was decided that the bridge needed to be strengthened. The author, in close collaboration with both the bridge owner and the persons performing the conditional assessment, performed the development of a suitable strengthening. The analyses showed a pronounced three-dimensional behaviour, calling for a design using non-linear finite element methods. Due to demands on full operability during strengthening, a scheme was developed to attenuate any decrease in load carrying capacity. The strengthening was accepted by the bridge owner and is currently under construction. It is planned to be finalised in 2012. The application of field measurements to determine the structural manner of action under serviceability loads are presented and have shown to be successful. Measured strain of the arch barrel due to passing train has been performed, both before, during and after strengthening. The results serve as input for model calibration and verification of the developed strengthening methods. The interaction of the backfill was not readily verified on the studied bridge and the strengthening was based on the assumption that both the backfill and the spandrel walls contributed as dead weight only. The finite element models are benchmarked using available experimental results in the literature, comprising masonry arch bridges with backfill loaded until failure. Good agreement is generally found if accounting for full interaction with the backfill. Similarly, accounting for the backfill as dead weight only, often results in a decrease in load carrying capacity by a factor 2 to 3. Still, several factors show a high impact on the estimated load carrying capacity, of which many are difficult to accurately assess. This suggests a conservative approach, although partial interaction of the backfill may still increase the load carrying capacity significantly.
Arbetet i föreliggande avhandling omfattar analyser av befintliga bågbroar med ovanliggande fyllning. Huvudsyftet är att uppskatta bärförmågan i brottgränstillstånd. En fallstudie av gamla Årstabron redovisas, vilken utgör både initieringen och en direkt tillämpning av föreliggande forskning. Kravet från broförvaltaren är att öka brons livslängd med 50 år, samtidigt som axellasten ska ökas från nuvarande 22.5 ton till 25 ton. Utförda analyser visar på stor spridning i uppskattad bärförmåga, beroende på ett stort antal parametrar. En av de främsta faktorerna är fyllningens egenskaper, vilken kan resultera i en markant ökning av bärförmågan p.g.a. samverkan med bågen. Baserat på teoretiska analyser, tillståndsbedömningar och krav från broförvaltaren beslutades att bron skulle förstärkas. En förstärkningsmetod har utvecklats i nära samarbete med broförvaltaren och personer som tidigare utfört tillståndsbedömningarna. Analyserna visar ett utpräglat tredimensionellt beteende, vilket har föranlett användandet av icke-linjära finita elementmetoder. Krav på full trafik under samtliga förstärkningsarbeten har resulterat i att dessa utförs enligt en föreskriven ordning, som ska reducera minskning i bär­förmåga under samtliga etapper. Förstärkningsförslaget godkändes av Banverket och är för närvarande under byggnation. Enligt plan ska dessa slutföras under 2012. Fältmätningar har använts för att bestämma det statiska verkningssättet under brukslaster, vilket visas ge goda resultat. Resulterande töjningar från passerande tåg har uppmäts i bågen, både före, under och efter förstärkning. Resultaten har använts både för att kalibrera beräkningsmodeller och att verifiera utförda förstärkningar. Samverkan mellan båge och fyllning har inte kunnat verifierats för den aktuella bron och de utvecklade förstärkningarna baseras på en modell där både fyllning och sidomurar endast utgör yttre verkande last. De framtagna finita element modellerna har jämförts med experimentella resultat från litteraturen, omfattande tegelvalvsbroar med ovan­liggande fyllning belastade till brott. Generellt erhålls god överensstämmelse om full samverkan mellan båge och fyllning antas. Om fyllningen istället endast betraktas som yttre last, minskar lastkapaciteten ofta med en faktor 2 till 3. Fortfarande uppvisar ett antal faktorer stor inverkan på bärförmågan, vilka ofta är svåra att med säkerhet bestämma. Ett konservativt betraktningssätt rekommenderas, även om delvis sam­verkan med fyllningen fortfarande kan öka bärförmågan avsevärt.
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Books on the topic "Railway bridges"

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

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Company, Hamilton Bridge Works, ed. The Hamilton Bridge Works Company Limited: Engineers, designers and contractors for railway bridges, railway turntables, electric railway bridges, electric railway power houses and running sheds ... Hamilton [Ont.]: The Co., 1991.

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Wood, L. V. Bridges for modellers: An illustrated record of railway bridges. Poole: Oxford Publishing Co., 1985.

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Raimundo, Delgado, ed. Dynamics of high-speed railway bridges. London, UK: Taylor & Francis, 2008.

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Design of modern steel railway bridges. Boca Raton, FL: CRC Press, 2010.

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Canadian Society of Civil Engineers., ed. Masonry arches for railway purposes. [S.l: s.n., 1986.

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Dawson, W. Bell. Masonry arches for railway purposes. [S.l: s.n., 1986.

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Canadian Society of Civil Engineers., ed. Fraser River Bridge: Canadian Pacific Railway Mission Branch. [S.l: s.n., 1986.

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Brown, C. W. Reducing noise emissions from steel railway bridges. Ascot: Steel Construction Institute, 1997.

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Unsworth, John F. Design and Construction of Modern Steel Railway Bridges. Second edition. | Boca Raton : Taylor & Francis, CRC Press, 2017.: CRC Press, 2017. http://dx.doi.org/10.1201/9781315120775.

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Book chapters on the topic "Railway bridges"

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Guerrieri, Marco. "The Railway Bridges." In Springer Tracts in Civil Engineering, 159–76. Cham: Springer Nature Switzerland, 2023. http://dx.doi.org/10.1007/978-3-031-24030-0_9.

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Dvorak, Zdenek, Maria Luskova, David Rehak, and Simona Slivkova. "Criticality Assessment of Railway Bridges." In TRANSBALTICA XI: Transportation Science and Technology, 474–83. Cham: Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-38666-5_50.

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Orbán, Zoltán. "Sustainable Masonry Arch Railway Bridges." In Structural Integrity, 858–65. Cham: Springer International Publishing, 2019. http://dx.doi.org/10.1007/978-3-030-29227-0_95.

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Unsworth, John F. "Construction of Steel Railway Bridges." In Design and Construction of Modern Steel Railway Bridges, 497–537. Second edition. | Boca Raton : Taylor & Francis, CRC Press, 2017.: CRC Press, 2017. http://dx.doi.org/10.1201/9781315120775-10.

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Unsworth, John F. "Construction of Steel Railway Bridges." In Design and Construction of Modern Steel Railway Bridges, 539–94. Second edition. | Boca Raton : Taylor & Francis, CRC Press, 2017.: CRC Press, 2017. http://dx.doi.org/10.1201/9781315120775-11.

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Unsworth, John F. "Steel for Modern Railway Bridges." In Design and Construction of Modern Steel Railway Bridges, 39–54. Second edition. | Boca Raton : Taylor & Francis, CRC Press, 2017.: CRC Press, 2017. http://dx.doi.org/10.1201/9781315120775-2.

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Ribeiro, Diogo, Cássio Bragança, Artur Silva, and Rui Calçada. "Dynamic Testing on Railway Bridges." In Advances on Testing and Experimentation in Civil Engineering, 241–68. Cham: Springer International Publishing, 2023. http://dx.doi.org/10.1007/978-3-031-23888-8_11.

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Pietraszek, T. T. "Full Scale Testing of Steel Railway Bridges." In Bridge Evaluation, Repair and Rehabilitation, 463–78. Dordrecht: Springer Netherlands, 1990. http://dx.doi.org/10.1007/978-94-009-2153-5_34.

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Pipinato, A., and R. Patton. "Railway bridges." In Innovative Bridge Design Handbook, 509–27. Elsevier, 2016. http://dx.doi.org/10.1016/b978-0-12-800058-8.00019-0.

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"Railway bridges." In Steel Bridges, 415–36. EFPL Press, 2013. http://dx.doi.org/10.1201/b15429-17.

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Conference papers on the topic "Railway bridges"

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Garibaldi, Luigi, Luigi Bregant, Claudio Valente, Fabio Brancaleoni, and Giuseppe Catania. "Railway Bridges Identification Techniques." In ASME 2005 International Design Engineering Technical Conferences and Computers and Information in Engineering Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/detc2005-84650.

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Output-only methodologies are nowadays well established to extract modal parameters in many areas of engineering, such as civil, mechanical and aeronautical. In the past, civil engineering tests have been mainly developed for road bridges, with the vehicle passage over the bridge deck representing the main source of excitation with some contribution given by the ambient noise. In the road bridge cases, the excitation is considered to be a function of the road surface roughness, the vehicles speed, the weight and suspension vehicles characteristics, and also the random access of the vehicles over the bridge, whilst for the railway case, not all these issues are correctly addressed, and other characteristics rise-up, possibly advantageous for a correct identification process; to demonstrate this statement, we can bear in mind how the random access of the vehicles becomes meaningless for railway bridges, the single train being a quasi deterministic source; furthermore, the influence of the train weight should be considered if compared to usual road vehicles. Since output-only techniques are conceived for random excitation noise, their use in these conditions is considerably stressed and special care, or alternative techniques, has to be considered to avoid errors. In this sense, the bridge reference model becomes more important and some special techniques have to be developed.
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Hlinka, Richard, Jaroslav Odrobiňák, Jozef Prokop, Josef Vičan, Ondrej Kridla, and Branislav Vavák. "Evaluation of Riveted Railway Bridge Using Experimental-Numerical Analyses." In IABSE Symposium, Prague 2022: Challenges for Existing and Oncoming Structures. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/prague.2022.1115.

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<p>Railway bridges represent crucial points within railways, because of its strategy meanings in transportation infrastructure. During the decades of exploitation, degradation processes and external influences attack the bridge structures. Typical 70-years old riveted railway bridge with main plate girders and the upper member deck is analysed in the paper. Load-carrying capacity, possible reserves and analysis of critical details are presented. Provisions of the new guideline for determination of load-carrying capacities of railway bridges were applied. Data needed for numerical analysis and subsequent calculation were supported by enhanced diagnostics and measurements. Actual behaviour of the whole structure and chosen members, respectively, were verified by the static and the dynamic load tests. Both the researches academics from the university and the R&amp;D institute staff of the state railway administrator were involved in this pilot project.</p>
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Hołowaty, J. "Repair of High Silicon Steel Railway Bridges." In IABSE Symposium, Wroclaw 2020: Synergy of Culture and Civil Engineering – History and Challenges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2020. http://dx.doi.org/10.2749/wroclaw.2020.1024.

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<p>Structural steel has a varied history, with different types of steels used in construction. The majority of structural steels were of standard type but right from the start there was great interest in manufacturing higher strength steels. For a short period, high silicon structural steels were popular and the steels found applications in many riveted engineering structures. The first two railway bridges made from silicon steel were constructed in Germany and Switzerland. The paper presents repair works on two railway truss bridges constructed from high silicon steel in the early 1930s. Modernisation of the track system required some works to be carried out via welding. Material and tensile tests were undertaken to assess the possibility for welding to be used in joining the new components. Repair works were carried out by Polish Railways. The results of tests on the old silicon steels may be useful when strengthening similar riveted structures constructed from early high-strength steels.</p>
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Liu, Xiaoguang, Yongjie Pan, and Xinxin Zhao. "Research on Construction Informatization of Railway Steel Bridge Based on BIM in China." 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.2019.1552.

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<p>The construction informatization of railway bridges is becoming a significant feature of “intelligent manufacturing" in China's high speed railway (HSR). In order to explore the implementation of “Internet plus steel bridge construction" and further improve the quality and efficiency of construction, digitization and informatization of steel bridge construction have been studied. The overall framework of digital construction of railway steel bridge construction based on the internet of things (IoT) and BIM technology is proposed after analyzing the key process of quality control during the construction of railway steel bridge. And then the virtual reconstruction of railway steel bridge is presented based on the advanced digital technology. Taking the pre-assembly in fabrication stage and the bolted connection in erection stage of steel bridges as two representative examples, the virtual reconstruction information system has been developed and tested in some HSR railway bridge projects in China, which verifies the feasibility and efficiency of digital control virtual reconstruction strategy. The research is meaningful to the future application and development in intelligent construction of railway steel bridges.</p>
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Venturi, Giorgia, Peter Simonsson, and Peter Collin. "Strengthening old steel railway bridges: a review." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1718.

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<p>Strengthening old bridges is an increasingly relevant strategy for risk prevention and operation continuity in management of infrastructures. Transportation networks are subjected to progressively stricter environmental and load conditions, leading to a growing number of deficient structures, also due to aging and deterioration. However, employable resources are finite, from both economical and environmental points of view. For these reasons, strengthening opportunities should be considered as a viable option, improving bridges behaviour with low economical and environmental impact. With this perspective, a selection of some of the most interesting strengthening techniques for old truss railway bridges is presented. To address effective solutions, the most frequent problems in old truss railway bridges are first presented. Literature analysis and experts’ interviews were conducted and compared to results obtained from a representative bridge cluster. Different solutions addressing highlighted problems are then collected and qualitatively evaluated, in terms of efficacy on structural behaviour and typical construction requirements. Finally, general remarks and recommendations based on collected evidence are presented.</p>
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Venturi, Giorgia, Peter Simonsson, and Peter Collin. "Strengthening old steel railway bridges: a review." In IABSE Congress, Ghent 2021: Structural Engineering for Future Societal Needs. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2021. http://dx.doi.org/10.2749/ghent.2021.1718.

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<p>Strengthening old bridges is an increasingly relevant strategy for risk prevention and operation continuity in management of infrastructures. Transportation networks are subjected to progressively stricter environmental and load conditions, leading to a growing number of deficient structures, also due to aging and deterioration. However, employable resources are finite, from both economical and environmental points of view. For these reasons, strengthening opportunities should be considered as a viable option, improving bridges behaviour with low economical and environmental impact. With this perspective, a selection of some of the most interesting strengthening techniques for old truss railway bridges is presented. To address effective solutions, the most frequent problems in old truss railway bridges are first presented. Literature analysis and experts’ interviews were conducted and compared to results obtained from a representative bridge cluster. Different solutions addressing highlighted problems are then collected and qualitatively evaluated, in terms of efficacy on structural behaviour and typical construction requirements. Finally, general remarks and recommendations based on collected evidence are presented.</p>
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Lin, Weiwei, Nozomu Taniguchi, and Teruhiko Yoda. "A Long-life Maintenance Strategy for Existing Steel Railway Structures in Japan." 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.2019.1783.

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<p>Since Japan’s first rail line between Shinbashi and Yokohama opened on 14 October 1872, Japanese National Railways (JNR) has been expanding the railway network using many short span railway bridges. As a result, some of existing railway bridges become old nowadays. With aging, deterioration resulting from fatigue and corrosion becomes a severe problem and seriously affects the serviceability and durability of bridges. Therefore, appropriate preventive maintenance or strengthening should be performed on aged steel railway structures to ensure their reliability and safety in service condition. On this background, a maintenance method for existing steel railway bridges using rubber-latex mortar, Glass Fiber Reinforced Polymer (GFRP) plates, lightweight rapid hardening concrete, and reinforcement, was reported in this study. Both field tests and numerical analyses were performed to confirm the actual effectiveness of this strengthening method. According to the results obtained from this study, the present renovation method can greatly enhance the rigidity and reduce the stress levels of old steel railway bridges, resulting in the extension of their residual service lives.</p>
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Täljsten, Björn, Thomas Blanksvärd, Gabriel Sas, Niklas Bagge, Jonny Nilimaa, Cosmin Popescu, Lennart Elfgren, Anders Carolin, and Jens Häggström. "Bridges Tested to Failure in Sweden." In IABSE Conference, Copenhagen 2018: Engineering the Past, to Meet the Needs of the Future. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2018. http://dx.doi.org/10.2749/copenhagen.2018.064.

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Five bridges of different types have been tested to failure and the results have been compared to analyses of the load-carrying capacity using standard code models and advanced numerical methods. The results may help to make accurate assessments of similar existing bridges. There it is necessary to know the real behaviour, weak points, and to be able to model the load-carrying capacity in a correct way.<p> The five bridges were: (1) a strengthened one span concrete road bridge - Stora Höga ; (2) a one span concrete rail trough bridge loaded in fatigue – Lautajokk; (3) a two span strengthened concrete trough railway bridge - Övik; (4) a one span railway steel truss bridge -Åby; and (5) a five span prestressed concrete road bridge - Kiruna. The unique results in the paper are the experiences of the real failure types, the robustness/weakness of the bridges, and the accuracy and shortcomings/potentials of different codes and models for safety assessment of existing structures.
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Monka, Johanna, and Steffen Marx. "Railway bridges - Monuments in the network." In IABSE Symposium, Prague 2022: Challenges for Existing and Oncoming Structures. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/prague.2022.0499.

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<p>Since the 1830s, the railway network has grown rapidly, connecting all regions of the German country. In order to overcome topographical obstacles such as valleys, rivers etc., many railway bridges were built in different construction periods. The individual structures are understood as elements of the dynamic development of the complex "railway" network. Railway bridges are constantly changing structures, as their functionality and preservation value must be secured through maintenance, repair and replacement due to increased requirements. During the beginning of railway expansion, especially in Saxony, a dense network was developed. The topography of a low mountain region led to a high number of arch bridges. This type of construction still makes up a high proportion of the existing bridges in Saxony today. The history of selected railway arch bridges from representative parts of the railway network in Saxony is shown and analysed.</p>
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Akray, Ayhan, Murat Erdoğdu, and Burak Kurtman. "Design of Shusha Railway Bridge." In IABSE Symposium, Istanbul 2023: Long Span Bridges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2023. http://dx.doi.org/10.2749/istanbul.2023.0110.

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<p>Shusha Bridge is located on an 82.8 km railway in the Shusha region of Azerbaijan. The difficulties in the design of the arch bridge with a total bridge length of 424 m and a 200 m deep valley with a single-track railway on it, construction stages of the elements, dynamic analysis of the train, rail-structure interaction, time-dependent effects, seismic analysis, and solid modelling of foundations will be explained under the main headings.</p>
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Reports on the topic "Railway bridges"

1

GUO, Hui, Suoting HU, Xiaoguang LIU, and Pengfei SU. DISPLACEMENT AT GIRDER END OF LONG-SPAN RAILWAY STEEL BRIDGES AND PERFORMANCE REQUIREMENTS FOR BRIDGE EXPANSION JOINT. The Hong Kong Institute of Steel Construction, December 2018. http://dx.doi.org/10.18057/icass2018.p.035.

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Huntley, D., D. Rotheram-Clarke, R. Cocking, J. Joseph, and P. Bobrowsky. Current research on slow-moving landslides in the Thompson River valley, British Columbia (IMOU 5170 annual report). Natural Resources Canada/CMSS/Information Management, 2022. http://dx.doi.org/10.4095/331175.

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Interdepartmental Memorandum of Understanding (IMOU) 5170 between Natural Resources Canada (NRCAN), the Geological Survey of Canada (GSC) and Transport Canada Innovation Centre (TC-IC) aims to gain new insight into slow-moving landslides, and the influence of climate change, through testing conventional and emerging monitoring technologies. IMOU 5107 focuses on strategically important sections of the national railway network in the Thompson River valley, British Columbia (BC), and the Assiniboine River valley along the borders of Manitoba (MN) and Saskatchewan (SK). Results of this research are applicable elsewhere in Canada (e.g., the urban-rural-industrial landscapes of the Okanagan Valley, BC), and around the world where slow-moving landslides and climate change are adversely affecting critical socio-economic infrastructure. Open File 8931 outlines landslide mapping and changedetection monitoring protocols based on the successes of IMOU 5170 and ICL-IPL Project 202 in BC. In this region, ice sheets, glaciers, permafrost, rivers and oceans, high relief, and biogeoclimatic characteristics contribute to produce distinctive rapid and slow-moving landslide assemblages that have the potential to impact railway infrastructure and operations. Bedrock and drift-covered slopes along the transportation corridors are prone to mass wasting when favourable conditions exist. In high-relief mountainous areas, rapidly moving landslides include rock and debris avalanches, rock and debris falls, debris flows and torrents, and lahars. In areas with moderate to low relief, rapid to slow mass movements include rockslides and slumps, debris or earth slides and slumps, and earth flows. Slow-moving landslides include rock glaciers, rock and soil creep, solifluction, and lateral spreads in bedrock and surficial deposits. Research efforts lead to a better understanding of how geological conditions, extreme weather events and climate change influence landslide activity along the national railway corridor. Combining field-based landslide investigation with multi-year geospatial and in-situ time-series monitoring leads to a more resilient railway national transportation network able to meet Canada's future socioeconomic needs, while ensuring protection of the environment and resource-based communities from landslides related to extreme weather events and climate change. InSAR only measures displacement in the east-west orientation, whereas UAV and RTK-GNSS change-detection surveys capture full displacement vectors. RTK-GNSS do not provide spatial coverage, whereas InSAR and UAV surveys do. In addition, InSAR and UAV photogrammetry cannot map underwater, whereas boat-mounted bathymetric surveys reveal information on channel morphology and riverbed composition. Remote sensing datasets, consolidated in a geographic information system, capture the spatial relationships between landslide distribution and specific terrain features, at-risk infrastructure, and the environmental conditions expected to correlate with landslide incidence and magnitude. Reliable real-time monitoring solutions for critical railway infrastructure (e.g., ballast, tracks, retaining walls, tunnels, and bridges) able to withstand the harsh environmental conditions of Canada are highlighted. The provision of fundamental geoscience and baseline geospatial monitoring allows stakeholders to develop robust risk tolerance, remediation, and mitigation strategies to maintain the resilience and accessibility of critical transportation infrastructure, while also protecting the natural environment, community stakeholders, and Canadian economy. We propose a best-practice solution involving three levels of investigation to describe the form and function of the wide range of rapid and slow-moving landslides occurring across Canada that is also applicable elsewhere. Research activities for 2022 to 2025 are presented by way of conclusion.
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Malhotra, Suchi, Howard White, Nina de la Cruz, Ashrita Saran, John Eyers, Denny John, Ella Beveridge, and Nina Blondal. Evidence and gap map-studies of the effectiveness of transport sector intervention in low and middle-income countries. Centre for Excellence and Development Impact and Learning (CEDIL), June 2022. http://dx.doi.org/10.51744/cswp3.

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There are great disparities in the quantity and quality of transport infrastructure. Differences in access to investment are often exacerbated by weak governance and an inadequate regulatory framework with poor enforcement which lead to high costs and defective construction. The wellbeing of many poor people is constrained by lack of transport, which is called ‘transport poverty’. This evidence and gap map identifies, maps and describes existing evidence on the effects of transport sector interventions related to all means of transport (roads, paths, cycle lanes, bridges, railways, ports, shipping, and inland waterways, and air transport).
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ULTIMATE CAPACITY OF NARROW TYPE STEEL BOX SECTION FOR RAILWAY SELF-ANCHORED SUSPENSION BRIDGE UNDER BIAS COMPRESSION. The Hong Kong Institute of Steel Construction, May 2019. http://dx.doi.org/10.18057/ijasc.2019.15.2.7.

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