Journal articles: '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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11

Sala, Damian, P. Pawłowski, Przemysław Kołakowski, Andrzej Świercz, and Krzysztof Sekuła. "Monimost - Integrated SHM System for Railway Truss Bridges." Key Engineering Materials 518 (July 2012): 211–16. http://dx.doi.org/10.4028/www.scientific.net/kem.518.211.

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A railway bridge has been the object of investigation since mid 2007 as a response to increasing interest in structural health monitoring (SHM) from Polish Railways. It is a typical 40 m long, steel truss structure spanning a channel in Nieporet near Warsaw. There is over 1500 similar bridges in the railway network in Poland. The integrated system consists of two components weigh in motion (WIM) part for identification of train load and SHM part for assessing the state of the bridge. Two aspects of wireless transmission are considered short range (in the vicinity of the bridge, 2.4GHz) and far range (from the bridge to the data analysis center, GSM). The system is designed to be energetically self-sufficient, batteries are recharged by solar panels. Both the subsystems use piezoelectric strain sensors. Numerical model of the bridge corresponds well to the experimental data and provides a good starting point for considering different scenarios of simulated damage in the structure.

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12

Shao, Chang Jiang, Hua Ping Yang, and Yong Jiu Qian. "Performance-Based Seismic Design of Long-Span Railway Arch Bridge." Applied Mechanics and Materials 178-181 (May 2012): 2329–32. http://dx.doi.org/10.4028/www.scientific.net/amm.178-181.2329.

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New requirement is claimed for the seismic design method of long-span railway bridges with the rapid development of high-speed railway construction in China during the last decade. However, the present design code of our country seems not keep pace with the engineering practice. The existing method, although embodying the philosophy of performance-based earthquake resistance design framework, in ‘the seismic design code of railway engineering’ is only applicable to those girder bridges with spans smaller than 150m. Therefore, the authors introduce the anti-seismic design measures of highway bridges from the Current China Specification to check the seismic safety of a long-span railway arch bridge as an applying example. Different seismic fortification criterions and property objects of the structural system and components are supplied in order to optimize the anti-seism performance of this bridge. The numerical results show that this kind of approach is helpful to improve the dynamical properties and seismic performances of large span railway bridges.

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13

Wei, Zhao Lan, Guo Jun Liu, and Zu Yin Zou. "Research on Railway Bridge Evaluation Index." Advanced Materials Research 838-841 (November 2013): 1126–29. http://dx.doi.org/10.4028/www.scientific.net/amr.838-841.1126.

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Each related index was compared in three specifications, including Fundamental code for design on railway bridge and culvert, Code for rating existing railway bridges, and Code for design of high speed railway. The reasons of the difference existed in indexes was revealed, especially between high speed railway bridge and normal speed railway bridge.

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14

Xiao, Ye, Xiaoyong Luo, Jinhong Liu, and Kun Wang. "Dynamic Response of Railway Bridges under Heavy-Haul Freight Trains." Advances in Civil Engineering 2020 (March 10, 2020): 1–13. http://dx.doi.org/10.1155/2020/7486904.

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In the freight railway bridge, the increase of the train running speed and train axle loads can enlarge dynamic response (DR) of the railway bridges, which leads to excessive vibration of bridges and endangers the structural safety. In this paper, a three-dimensional coupled finite element (FE) model of a heavy-haul freight train-track-bridge (HHFTTB) is established using multibody dynamics theory and FE method, and the DR for the coupled system of HHFTTB are solved by ABAQUS/Explicit dynamic analysis method. The field-measured data for a 32 m simply supported prestressed concrete beam of a heavy-haul railway in China are analyzed, and the validity of the FE model is verified. Finally, the effects of train formation number, train running speed, and train axle loads on DR of the heavy-haul railway bridge structures are studied. The results show that increasing the train formation number only has an influence on DR duration of the bridge structure, rather than the peak value of DR, when the train formation number exceeds a certain number; besides, the train axle loads and train running speed have significant influence on DR of the bridge structure. The results of this study can be used as reference for the design of heavy-haul railway bridges and the reinforcement transformation of existing railway bridges.

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Li, Yongle, Shifu Dong, Yulong Bao, Kejian Chen, and Shizhong Qiang. "Impact Coefficient Analysis of Long-Span Railway Cable-Stayed Bridge Based on Coupled Vehicle-Bridge Vibration." Shock and Vibration 2015 (2015): 1–9. http://dx.doi.org/10.1155/2015/641731.

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Compared with medium and small span bridges, very limited attention has been paid on the research of the impact coefficient of long-span railway bridges. To estimate the impact effects of long-span railway bridges subjected to moving vehicles, a real long-span railway cable-stayed bridge is regarded as the research object in this study, and a coupled model of vehicle-bridge system is established. The track irregularities are taken as the system excitation and the dynamic responses of the vehicle-bridge system are calculated. The impact effects on main girder, stayed cable, bearings, and bridge tower are discussed at various vehicle speeds. The results show that different components of the long-span railway cable-stayed bridge have different impact coefficients. Even for each part, the impact coefficient is also different at different local positions. It reveals that the impact coefficients in the actual situation may have significant differences with the related code clauses in the present design codes.

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Yan, Bin, Limei Yu, Zhe Li, and Zhiping Zeng. "Vulnerability Analysis of Catenary-Bridge-Track System." Shock and Vibration 2023 (August 29, 2023): 1–12. http://dx.doi.org/10.1155/2023/6667171.

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Continuous welded rails on bridges are extensively employed in high-speed railways, where trains are predominantly electrically powered, and the open-air catenary represents the weakest link in the system. Despite the widespread use of continuous welded rail on bridges for high-speed railways, there exists a relative dearth of research on their vulnerability, particularly regarding seismic vulnerability studies that consider the catenary, track type, and bridge collectively. The vulnerability of fasteners and catenary on bridges under the longitudinal resistance of the line was investigated by constructing a 7−32 m high-speed railway double-line simply-supported box girder bridge. It reveals, for the first time, the influence of the longitudinal resistance of the line on the vulnerability of fasteners and catenary under seismic action. The study indicates that both the fasteners’ and catenary’s vulnerability increases with the intensity of ground shaking, with the catenary being more susceptible. The longitudinal resistance of the line has a greater impact on the fasteners’ vulnerability than the catenary. When the degree of damage is minimal, the order of damage to the fasteners is the ballasted track, small resistance fastener, and ballastless track when the probability of exceedance is 5%. The ballastless track can significantly increase the probability of no damage to the fasteners, and it is recommended that the ballastless track be used when designing high-speed railway bridges in earthquake-prone regions.

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Martinson, William. "bridges over the river Kei." Toposcope 52 (October 4, 2021): 40–51. http://dx.doi.org/10.21504/tj.v52i.2393.

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The article is the outcome of the author's long-standing interest in the number and variety of bridges that were built within a short section of the Great Kei River at Victoria Drift - in close proximity to the village of Komgha - over a 100-year period. The particular bridges under scrutiny - with their dates of construction - are as follows: Temporary Military Bridge, 1877 (no longer extant) Lattice Girder Wagon Bridge, 1879 Timber Railway Bridge, 1905 (only foundations remaining) Relocated Lattice Girder Railway Bridge, 1948 N2 SANRAL Concrete Bridge, 1977.

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Machelski, Czesław, and Czesłąw Wolek. "The effectiveness of the load of railway bridges." Transportation Overview - Przeglad Komunikacyjny 2016, no. 8 (August 1, 2016): 23–33. http://dx.doi.org/10.35117/a_eng_16_08_04.

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A direct comparison of complex systems of forces occurring in the schemes loads of railway bridges is not possible. Each of the systems of movable forces of load bridge has a different structure and different geometrical parameters. Only bringing such a system into one type, for example dummy load, enables to compare the effectiveness of selected groups of loads. The multiplier load of two criteria analysis and assuming static scheme bridge elements in the form of a simply supported beam were applied in this study. The results of the comparative analysis: operational and standard loads adopted for the design, indicate that most of their effective-ness in the event of short elements (transoms and stringers) and small bridges span. In these types of elements poor representation of load model and design for locomotives operated on lines of the Polish State Railways was demonstrated.

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Azim, Md Riasat, and Mustafa Gül. "Development of a Novel Damage Detection Framework for Truss Railway Bridges Using Operational Acceleration and Strain Response." Vibration 4, no. 2 (May 14, 2021): 422–43. http://dx.doi.org/10.3390/vibration4020028.

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Railway bridges are an integral part of any railway communication network. As more and more railway bridges are showing signs of deterioration due to various natural and artificial causes, it is becoming increasingly imperative to develop effective health monitoring strategies specifically tailored to railway bridges. This paper presents a new damage detection framework for element level damage identification, for railway truss bridges, that combines the analysis of acceleration and strain responses. For this research, operational acceleration and strain time-history responses are obtained in response to the passage of trains. The acceleration response is analyzed through a sensor-clustering-based time-series analysis method and damage features are investigated in terms of structural nodes from the truss bridge. The strain data is analyzed through principal component analysis and provides information on damage from instrumented truss elements. A new damage index is developed by formulating a strategy to combine the damage features obtained individually from both acceleration and strain analysis. The proposed method is validated through a numerical study by utilizing a finite element model of a railway truss bridge. It is shown that while both methods individually can provide information on damage location, and severity, the new framework helps to provide substantially improved damage localization and can overcome the limitations of individual analysis.

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Silva, Artur, Diogo Ribeiro, Pedro Aires Montenegro, Gonçalo Ferreira, Andreas Andersson, Abbas Zangeneh, Raied Karoumi, and Rui Calçada. "New Contributions for Damping Assessment on Filler-Beam Railway Bridges Framed on In2Track EU Projects." Applied Sciences 13, no. 4 (February 18, 2023): 2636. http://dx.doi.org/10.3390/app13042636.

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Structural damping is an important characteristic in railway bridges, which affects the performance of the structure, especially for bridges with train speeds higher than 200 km/h. The accurate evaluation of damping must be performed properly to correctly assess the structural performance of the bridge under dynamic loading conditions. The present article introduces an alternative methodology that contributes to the assessment of damping coefficients with application to railway bridges. The methodology is based in the Prony method with an energy-sorting technique for the identification of dominant frequencies of a free vibration signal of a passing train. The numerical validation of the method is based on a sensitivity analysis of the free vibration periods of signals through the evaluation of influence lines of displacement and numerically simulated receptance tests, and in the estimation of the damping coefficient from the free vibration period obtained in a train-bridge interaction dynamic analysis with a known imposed value. Finally, and in the scope of the In2Track2 and In2Track3 projects, the experimental assessment of damping coefficients using this methodology was carried out, considering four filler-beam bridges from the Portuguese Railway Network. The ambient vibration tests allowed the evaluation of the main frequencies and damping in these bridges, and the dynamic tests under railway traffic allowed the definition of the dynamic response of these bridges and subsequent application of the Prony method for two types of trains. The results of this work allow a new update of the database for damping coefficients of filler-beam railway bridges, contributing to future revisions of EN1991-2.

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Suo, Wen Jia, Bing Zhu, Ning Zhao, Fan Wang, and Sheng Tan Dou. "Seismic Response Analysis of Railway Continuous Curved Rigid Frame Bridges." Applied Mechanics and Materials 353-356 (August 2013): 1846–49. http://dx.doi.org/10.4028/www.scientific.net/amm.353-356.1846.

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To study the effects of seismic waves directions on bridges, the time history analytic method was used. Two bridge types, the railway continuous curved rigid frame bridge and the railway continuous straight rigid frame bridge, have been taken into account. Both the two same span bridges were used for comparative analysis about free vibration and seismic response feature, then some practical application conclusions were obtained. The longitudinal and transversal seismic waves produce the maximum reaction values. Besides, the pier bottom sections and the beam sections at the piers top are the critical sections in the bridges. In addition, this small radius curved bridge can be designed as the straight bridge in seismic design.

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Kotula, Patrik, Peter Koteš, Jaroslav Odrobinak, and Jozef Prokop. "Diagnostics and Evaluation of Selected Concrete Vaulted Rail Bridges." Key Engineering Materials 930 (August 31, 2022): 217–22. http://dx.doi.org/10.4028/p-6vq858.

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The paper deals with diagnostics, recalculation, and determination of the current load capacity of three concrete arch bridges on the original railway line Bratislava - Žilina. This was built in 1954 in connection with the relocation of the line, caused by the exhibition of the Nosice reservoir. At present, the railway line has been relocated to a new location and the existing original line, including the existing engineering facilities, will be used for the construction of a new road connecting the district towns of Púchov and Považská Bystrica. The task was solved within the cooperation of Faculty of Civil Engineering with the Railways of the Slovak Republic (ŽSR in Slovak) and the Research and Development Institute of Railways (VVÚŽ in Slovak). The conclusions from the recalculations and the subsequently determined load capacity show that the bridge structures in question are suitable for further use, however, their reconstruction is necessary.

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Li, Zhonglong, Xiaowei Chen, Haonan Bing, Yangjun Zhao, and Zhifeng Ye. "A Comprehensive Reliability Assessment Method for Existing Railway Bridges Based on Bayesian Theory." Advances in Civil Engineering 2022 (August 23, 2022): 1–9. http://dx.doi.org/10.1155/2022/3032658.

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The increase in traffic volume and train load poses new challenges to the reliability assessment of existing railway bridges. To construct a comprehensive assessment method for the safety and reliability of existing railway bridges, firstly, the risk factors of railway bridge structures are analyzed and the evaluation criteria are determined; secondly, based on the accident tree theory, a multilevel Bayesian network model with key points is established, and the ability of the Bayesian network bidirectional reasoning and sensitivity analysis is used to evaluate the structural safety; finally, the result was applied to the marina northern Songhua River extra-large bridge to verify the applicability of the comprehensive evaluation of the reliability of an existing railway bridge. This approach provides a theoretical basis for the maintenance and reinforcement of the Songhua River Bridge along the Bin-North Line.

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Vican, Josef, Peter Kotes, Martin Moravcik, and Jaroslav Odrobinak. "Determination of Load-Carrying Capacity of Railway Concrete Bridges According to New Guideline." Key Engineering Materials 738 (June 2017): 100–109. http://dx.doi.org/10.4028/www.scientific.net/kem.738.100.

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The handbook "Determination of load-carrying capacity of railway bridges" [1] has grown up due to updating of old Slovak guideline [2] taking into account Eurocodes. In the case of railway bridges, there are about 2300 bridges in Slovakia and about 78 % of them are from concrete or masonry. About 28 % of bridge total number is older than 77 years and about 18 % of them are even older than 100 years. Therefore, there is need to make regular inspections, recalculate them – determine of load-carrying capacity and then to decide, which of them should be repaired or reconstructed [3,4]. The paper presents general concepts and basic assumptions for determining the load-carrying capacity of reinforced and prestressed concrete railway bridges. In contrast to design of a new bridge, additional data related to existing bridge condition and its behaviour like information from regular inspections and real state of degradation can be taken into account. Special recommendation and allowances for global analysis of existing concrete superstructures for the purpose of the load-carrying capacity estimation are discussed, as well.

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SOUSA, Helder, Bruno J. A. COSTA, António Abel HENRIQUES, João BENTO, and Joaquim A. FIGUEIRAS. "ASSESSMENT OF TRAFFIC LOAD EVENTS AND STRUCTURAL EFFECTS ON ROAD BRIDGES BASED ON STRAIN MEASUREMENTS." JOURNAL OF CIVIL ENGINEERING AND MANAGEMENT 22, no. 4 (December 13, 2015): 457–69. http://dx.doi.org/10.3846/13923730.2014.897991.

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Several technical and scientific publications have been made available focussing on Bridge Weight-in-Motion (BWIM) concerning railway bridges. On the contrary, BWIM analysis on road bridges are more scarce and therefore, this work intends to provide a contribution by presenting the BWIM analysis performed on two major road bridges in Portugal – Lezíria Bridge and Pinhão Bridge. These bridges are equipped with electric and optical strain gauges, acquisition systems with features that allow high sampling rates. Based on the collected data and focussing on the bridges’ lifetime, a probabilistic approach to quantify extreme traffic loads was implemented using extreme distribution functions. The bridges’ behaviour to these extreme traffic loads is numerically evaluated and a comparison with the alarm levels established by the bridge designers is performed. Although the bridge’s safety is not compromised, it was concluded that the representativeness of the observation period is a critical issue and the analysis of this kind of results must be carefully considered. A comprehensive discussion about this matter is carried out at the end of this work.

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Juszczyk, Artur. "Revitalization of historic railway bridges on the example of a structure in Łęknica (Poland)." MATEC Web of Conferences 284 (2019): 01003. http://dx.doi.org/10.1051/matecconf/201928401003.

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In the article, an attempt is made to describe the scale of the problem of the revitalization of railway bridges found on lines no longer in use. The issue of changes in use of historic railway bridges is considered on the example of a bridge in Łęknica built in the years 1897-1898. The described bridge is untypical due to the inverted parabolic truss girders and the placement of 9 spans in a horizontal arch of a small radius. The structural solutions of the railway structure as well as the scope of construction works carried out in an effort to adapt it for pedestrian and cyclist traffic have been presented.

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Moravčík, Milan, and Martin Moravčík. "Dynamic Response of Railway Bridges Subjected to Passing Vehicles." Transactions of the VŠB – Technical University of Ostrava, Civil Engineering Series. 17, no. 2 (December 1, 2017): 79–88. http://dx.doi.org/10.1515/tvsb-2017-0031.

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Abstract This paper discusses some issues related to dynamic effects in railway bridges focussed on the dynamic behaviour of the small and medium span simply supported railway bridges subjected to a series of moving vehicle. Presented parametric study is focused on the dynamic deflection of the simply supported railway bridge of the span Lb = 38 m, due to the series moving loads representing a conventional train with the IC-coaches, with the impact to the speed up to 160 km/h applied in Slovakia.

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Wibowo, Heriyanto, and Sinung Tri Nugroho. "Penerapan Metode Analythic Hierarchy Process untuk Pengambilan Keputusan Pemilihan Desain Jembatan Kereta Api." Jurnal Teknik Transportasi 1, no. 1 (April 20, 2020): 40. http://dx.doi.org/10.54324/jtt.v1i1.429.

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Padalarang - Purwakarta line track is a very crowded but potential track since it connects Jakarta - Bandung. Argo Parahyangan train and freight train are passing through this track. Therefore, it is crucial to build double track lane. However, it is difficult to execute due to a wide and deep river which requires a new bridge with a complex high cost construction. That is the reason why, an in-depth evaluation of the bridge design is needed. In selecting the bridge design, the Analytical Hierarchy Process was used as the selection method. The method would applied a four-level developed structure: the first level was the goal of choosing the Optimum Bridge Design, the second level was the people involved, the third level was the evaluation criteria, the last level was the alternative bridge to be built. The data was taken from the questionnaires filled by six respondents of the railway bridge's construction experts. The results show that the order of the bridge's design selection is as follows: 0.395 for concrete bridges; 0.213 for steel arch bridges; 0.199 for steel frame bridges; and 0.194 for cable bridges.

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Yang, Y. B., Zhi-Lu Wang, Kang Shi, Hao Xu, and Y. T. Wu. "State-of-the-Art of Vehicle-Based Methods for Detecting Various Properties of Highway Bridges and Railway Tracks." International Journal of Structural Stability and Dynamics 20, no. 13 (August 31, 2020): 2041004. http://dx.doi.org/10.1142/s0219455420410047.

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The vehicle scanning method (VSM), an indirect approach for bridge measurement, has attracted intensive attention since it was proposed. By this method, a moving test vehicle is employed to detect the “mechanical” properties of the bridge, e.g. frequencies, mode shapes, damages, etc., utilizing the interaction between the two substructures. Compared with the conventional direct approach that requires quite a few sensors and data loggers to be fitted on the bridge, the advantage of the VSM is obvious: mobility, economy, and efficiency. As for railways, the broader vehicle-based techniques have long been used to detect the “geometrical” properties of the track, such as track profiles and rail conditions. Relatively little use has been made of the interaction between the moving vehicle/train and the track/bridge. This paper is a state-of-the-art report of the VSM’s applications to highway bridges and the vehicle-based techniques to railway tracks. It starts with a summary of the pioneering works by Yang and co-workers on the VSM. Then, the applications of the techniques to highway bridges and railway tracks will be separately reviewed. Conclusions will be made, along with future research directions, at the end of the paper.

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Gawronek, Pelagia, Maria Makuch, Bartosz Mitka, and Tadeusz Gargula. "Measurements of the Vertical Displacements of a Railway Bridge Using TLS Technology in the Context of the Upgrade of the Polish Railway Transport." Sensors 19, no. 19 (October 2, 2019): 4275. http://dx.doi.org/10.3390/s19194275.

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The railway system in Poland is undergoing technological transformation. The development of the Polish railway system concerns not only high-speed trains but also infrastructure. The steel bridge is the most popular type of railway bridge in Poland. Most of them were built in the 1950s and 1960s. According to the recommendations in place in Western Europe, such railway bridges should be reviewed in terms of their fitness for use with modern high-speed trains. The modern technological revolution affects not only the railway, but also developments in displacement and deformation measurement techniques. New technologies provide more objective measurement results and accelerate results processing. They also facilitate the non-contact measurement of bridge structure stability. The authors investigated the vertical displacement of an old steel railway bridge in three different, specific case studies of terrestrial laser scanning data application. Then, the results of 3D data were compared with traditional land surveying results. The scientific results led to a conclusion that a strictly determined methodology of the measurement and analysis of a terrestrial laser scanner results supported by traditional land surveying techniques facilitates the determination of the vertical displacement of bridges with acceptable accuracy.

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Juszczyk, Artur, Marek Dankowski, and Adam Wysokowski. "Not In-Service Railway Arched Bridges and Their Future/ Nieużytkowane Kolejowe Mosty Sklepione I Ich Przyszłość." Civil And Environmental Engineering Reports 17, no. 2 (June 1, 2015): 51–60. http://dx.doi.org/10.1515/ceer-2015-0021.

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Abstract At the turn of the 19th and 20th century, on the areas of today northern and western Poland, the railway infrastructure was developing rapidly. In the late 80’s of the previous century many of the railway lines, together with the whole infrastructure including bridges, were being closed down. The example of such practices can be the brick bridge located near Nojewo, Voivodeship wielkopolskie. This article presents the technical parameters of these bridges and their damages as well as ideas for the future development of the railway facilities.

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Mei, Ting Yu, Jian Wei Wang, and Lang Wu. "Carbonation Life Prediction of Concrete Railway Bridges." Advanced Materials Research 1065-1069 (December 2014): 1748–51. http://dx.doi.org/10.4028/www.scientific.net/amr.1065-1069.1748.

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On the analysis of main factors influencing on carbonation of concrete is a stochastic model and criterion of carbonation life prediction of bridge protection layer of concrete carbonation depth. Detection results with long age of railway bridges, the minimum requirements for concrete bridge in northern area of the design strength and thickness of protection layer.

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Zhong, Tie Yi, Ming Bo Zhang, and Wen Qiu Wang. "Reliability Research of RPC Low-Height T-Beam in Railway Bridge." Advanced Materials Research 194-196 (February 2011): 1160–64. http://dx.doi.org/10.4028/www.scientific.net/amr.194-196.1160.

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Reactive powder concrete (RPC) is one of new composite material, which is applied in the pilot project of the railways construction. According to the literature survey and test data report, the major factors which influence the reliability of 32m prestressed RPC girder in railway bridges are given in this paper. Furthermore, combining numerical simulation with finite-element method, the reliability of the prestressed RPC girder is calculated. The results show that the failure probability and reliability parameter can be obtained through direct sampling method and the latin hypercubic sampling method. The reliability parameter of fracture is 3.9 with two methods, while the reliability parameter of deflection control is 4.1 and 4.2 respectively with the two methods, and the reliability parameters meet the demands of norm of railway bridges. Consequently, the RPC is safety to be used in the railway bridges.

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Garozzo, R., and C. Santagati. "DIGITAL SURVEY AI AND SEMANTICS FOR RAILWAY MASONRY BRIDGES HEALTH ASSESSMENT." International Archives of the Photogrammetry, Remote Sensing and Spatial Information Sciences XLVI-M-1-2021 (August 28, 2021): 249–55. http://dx.doi.org/10.5194/isprs-archives-xlvi-m-1-2021-249-2021.

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Abstract. Masonry arch railway bridges represent a historically built heritage to be preserved. The multidisciplinary approach requires the construction of a common language, namely the creation of a formal conceptualisation of bridge domain that could serve as basis for both adding new layers of knowledge in H-BIM modeling and aiding the automatic segmentation of masonry bridge point clouds, thus supporting the semi-automatic creation of information models. The presented research aims at showing the results of an in-depth analysis conducted on masonry arched bridges computational ontologies; following this, the authors propose a semantic conceptualization in the masonry bridge domain, structured with three group of key concepts needed in the process of knowledge: bridge elements, materials, and defects. As a case study the masonry bridges of the Sicilian Circumetnea railway are chosen.

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Luo, Ru Deng, Mei Xin Ye, and Ye Zhi Zhang. "Study on Influences of Thickness of Flange of U Rib on Mechanical Behaviors of Orthotropic Monolithic Steel Bridge Deck System." Advanced Materials Research 163-167 (December 2010): 122–26. http://dx.doi.org/10.4028/www.scientific.net/amr.163-167.122.

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Orthotropic monolithic steel bridge deck system stiffened by U rib is very fit for high-speed railway steel bridges because of its excellent mechanical behaviors. Thickness of flange is a very important parameter of U rib and has influence on mechanical behaviors of orthotropic monolithic steel bridge deck system. Based on the engineering practice of Anqing Yangtze River Railway Grand Bridge, the kind and the extents of influences of thickness of flange of U rib on mechanical behaviors of orthotropic monolithic steel bridge deck system are studied with finite element analysis. The results show that thickness of flange of U rib has relative large positive influences on rigidity, strength and stability of orthotropic monolithic steel bridge deck system. 14~18mm is the appropriate range of thickness of flange of U rib for high-speed railway steel bridges.

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Janas, Lucjan. "The acoustic specificity of steel-railway bridges." Transportation Overview - Przeglad Komunikacyjny 2017, no. 9 (September 1, 2017): 38–45. http://dx.doi.org/10.35117/a_eng_17_09_05.

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In the paper, the acoustic effects in the vicinity of four railway bridges have been studied. One of the objects has a track fastened directly to the steel deck plate, another has a deck in the form of an open grillage. The other two objects have a track situated on the ballast and various types of girders. The influence of the bridge on the level of acoustic pressure in the neighborhood of railway roads has been analyzed. General recommendations for the design of silent bridges were discussed.

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Bizjak, Karmen Fifer, Aljoša Šajna, Katja Slanc, and Friderik Knez. "Environmental life cycle assessment of railway bridge materials using UHPFRC." Materials and Geoenvironment 63, no. 4 (October 1, 2016): 183–98. http://dx.doi.org/10.1515/rmzmag-2016-0017.

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AbstractThe railway infrastructure is a very important component of the world’s total transportation network. Investment in its construction and maintenance is significant on a global scale. Previously published life cycle assessment (LCA) studies performed on road and rail systems very seldom included infrastructures in detail, mainly choosing to focus on vehicle manufacturing and fuel consumption. This article presents results from an environmental study for railway steel bridge materials for the demonstration case of the Buna Bridge in Croatia. The goal of these analyses was to compare two different types of remediation works for railway bridges with different materials and construction types. In the first part, the environmental impact of the classical concrete bridge construction was calculated, whereas in the second one, an alternative new solution, namely, the strengthening of the old steel bridge with ultra-high-performance fibre-reinforced concrete (UHPFRC) deck, was studied. The results of the LCA show that the new solution with UHPFRC deck gives much better environmental performance. Up to now, results of LCA of railway open lines, railway bridges and tunnels have been published, but detailed analyses of the new solution with UHPFRC deck above the old bridge have not previously been performed.

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Podworna, M., and M. Klasztorny. "Vertical vibrations of composite bridge/track structure/high-speed train systems. Part 1: Series-of-types of steel-concrete bridges." Bulletin of the Polish Academy of Sciences: Technical Sciences 62, no. 1 (March 1, 2014): 165–79. http://dx.doi.org/10.2478/bpasts-2014-0018.

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Abstract A new series-of-types of single-span simply-supported railway composite (steel-concrete) bridges, with a symmetric platform, has been designed according to the Polish bridge standards. The designed bridges/viaducts are located on the main railways of the classification coefficient k = +2. A ballasted track structure adapted to high operating speeds has also been designed. The ultimate limit states and the limit states corresponding to the bridges undertaken are collected and discussed. The bridges have been designed in accordance with contemporary art engineering, with geometric and material optimization, avoiding overdesign. A new methodology of numerical modelling and simulation of dynamic processes in composite bridge/ballasted track structure/high speed train systems, developed in Part 2 and Part 3, has been applied and implemented in a problem-oriented computer programme. A new approach to predicting forced resonances in those systems is formulated and tested numerically. It has been proved that in the case of typical structural solutions of bridges and ballasted track structures, it is necessary to introduce certain limitations for operating speeds of trains

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Hardy, A. E. J. "Noise from railway bridges." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 213, no. 3 (May 1999): 161–72. http://dx.doi.org/10.1243/0954409991531119.

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Abe, Hidehiko, Hans-Peter Andrä, Rolf Grüter, Jochen Haensel, Philippe Ramondenc, Reiner Saul, André Colson, and Eugene Brühwiler. "Steel Composite Railway Bridges." Structural Engineering International 2, no. 4 (November 1992): 259–67. http://dx.doi.org/10.2749/101686692780608444.

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Yılmaz, Mehmet Fatih, Barlas Özden Çağlayan, and Kadir Özakgül. "Seismic assessment of a curved multi-span simply supported truss steel railway bridge." Challenge Journal of Structural Mechanics 4, no. 1 (March 3, 2018): 13. http://dx.doi.org/10.20528/cjsmec.2018.01.003.

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Fragility curve is an effective method to determine the seismic performance of a structural and nonstructural member. Fragility curves are derived for Highway Bridges for many studies. In Turkish railway lines, there are lots of historic bridges, and it is obvious that in order to sustain the safety of the railway lines, earthquake performance of these bridges needs to be determined. In this study, a multi-span steel truss railway bridge with a span length of 25.7m is considered. Main steel truss girders are supported on the abutments and 6 masonry piers. Also, the bridge has a 300m curve radius. Sap 2000 finite element software is used to model the 3D nonlinear modeling of the bridge. Finite element model is updating according to field test recordings. 60 real earthquake data selected from three different soil conditions are considered to determine the seismic performance of the bridge. Nonlinear time history analysis is conducted, and maximum displacements are recorded. Probabilistic seismic demand model (PSDMs) is used to determine the relationship between the Engineering Demand Parameter (EDP) and Intensity Measure (IMs). Fragility curve of the bridge is derived by considering the serviceability limit state, and results are discussed in detail.

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Youliang, Ding, and Wang Gaoxin. "Evaluation of Dynamic Load Factors for a High-Speed Railway Truss Arch Bridge." Shock and Vibration 2016 (2016): 1–15. http://dx.doi.org/10.1155/2016/5310769.

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Studies on dynamic impact of high-speed trains on long-span bridges are important for the design and evaluation of high-speed railway bridges. The use of the dynamic load factor (DLF) to account for the impact effect has been widely accepted in bridge engineering. Although the field monitoring studies are the most dependable way to study the actual DLF of the bridge, according to previous studies there are few field monitoring data on high-speed railway truss arch bridges. This paper presents an evaluation of DLF based on field monitoring and finite element simulation of Nanjing DaShengGuan Bridge, which is a high-speed railway truss arch bridge with the longest span throughout the world. The DLFs in different members of steel truss arch are measured using monitoring data and simulated using finite element model, respectively. The effects of lane position, number of train carriages, and speed of trains on DLF are further investigated. By using the accumulative probability function of the Generalized Extreme Value Distribution, the probability distribution model of DLF is proposed, based on which the standard value of DLF within 50-year return period is evaluated and compared with different bridge design codes.

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Mottahed, Jaber, Jabbar A. Zakeri, and Saeed Mohammadzadeh. "Field and numerical investigation of the effect of under-sleeper pads on the dynamic behavior of railway bridges." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 232, no. 8 (March 19, 2018): 2126–37. http://dx.doi.org/10.1177/0954409718764027.

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There is a growing need to minimise vibrations of railway structures, especially the railway bridges, due to the increasing speed of trains. Various methods are used to reduce the effects of vibration on bridges. One of the methods is using under-sleeper pads. In this study, a real railway bridge – located in the northern district of Iran – with two spans and a free span length of 7 m was selected for the investigation of the effect of under-sleeper pads on the reduction of vibrations imposed on railway bridges. Field experiments – including the installation of an accelerometer to measure the accelerations beneath bridge decks, on the rail web, and next to the sleeper, and also the installation of Linear variable differential transformers (LVDTs) to measure the displacements of midspan point of bridge decks – were conducted. The effect of under-sleeper pads on the reduction of vibration accelerations, displacements, and moments of bridge midspan was investigated by developing numerical models of the bridge and validating its results through experimental outputs. The modeling predicts that the reduction of acceleration imposed on the deck in the first and second spans was different; the reduction effects in the first span were higher, where there was 58% reduction after using under-sleeper pads beneath the sleepers. There was a 15% decrease in the displacement of the bridge deck when under-sleeper pads are used. Similar results were obtained for the midspan moment of the bridge which reduced by 16%.

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Olmi, Palombi, Durazzani, Poggi, Renzoni, Costantino, Durazzani, Frilli, and Raimondi. "Integrating Thermographic Images in A User-Friendly Platform to Support Inspection of Railway Bridges." Proceedings 27, no. 1 (September 19, 2019): 12. http://dx.doi.org/10.3390/proceedings2019027012.

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preventive inspection of railway bridges is a key step for an effective maintenance program. The TOSCA-FI project has developed an integrated ICT platform for easy access to a wide set of data, obtained with several imaging techniques (high definition photography, photogrammetry, 3D scanning, fluorescence LIDAR and thermography) and integrated into a 3D model of the bridge. The aim is to provide a tool to support the inspection of railway bridges, often based exclusively on the visual inspection. In this paper, we present selected results obtained on masonry bridges by using thermography and their integration in the TOSCA-FI platform.

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Vican, Josef, Jaroslav Odrobinak, and Peter Kotes. "Determination of Load-Carrying Capacity of Railway Steel and Concrete Composite Bridges." Key Engineering Materials 691 (May 2016): 172–84. http://dx.doi.org/10.4028/www.scientific.net/kem.691.172.

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In the frame of global European standardization and in consequence of new knowledge related to existing bridges, the need for revision of the service handbook "Determination of load-carrying capacity of railway bridges" grown up. The paper presents general concepts and basic assumptions for determining the railway bridge load-carrying capacity. In contrast to design of a new bridge, additional data related to existing bridge condition and behavior like information from regular inspections and real state of degradation can be taken into account. Based on these data together with the remaining lifetime, a modification of reliability levels for existing bridges based on the mathematic theory of probability can be adopted in the evaluation process. Special attention is also paid to the specific features of determination of load caring capacity of steel-concrete composite bridges in exploitation. Recommendation and allowances for global analysis of existing composite steel and concrete superstructures for the purpose of the load-carrying capacity estimation are discussed as well.

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Zimmermann, Welf, and Stefan Kuss. "New Composite Construction Method with STEEL/UHPFRC Constructing Railway Bridges." Solid State Phenomena 292 (June 2019): 242–48. http://dx.doi.org/10.4028/www.scientific.net/ssp.292.242.

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In Austria last years sequenced according modern technology successfully bridges were made from UHPC or UHPFRC [1], [2], [3]. A couple of well-done examples of these bridges I presented on the occasion of Prof. Sparowitz birthday publication in 2017 [2]. Recently in Austria another example of a railway bridge consisting innovative material UHPFRC - created as a composite construction - was projected by ZKP ZT GmbH by order of Austrian Railway Company ÖBB. Innovative and new is the application of Ultra-High Performance Concrete in combination with Steel S355J2+N creating a composite action in highest utilization of both material strengths and auxiliary connected with a steel panel. Construction work was done from March to September 2017, the bridge was finished in October 2017 in single railway track Lavanttalbahn near city Wolfsberg in Carinthia.

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Erduran, Emrah, Christian Nordli, and Semih Gonen. "Effect of Elastomeric Bearing Stiffness on the Dynamic Response of Railway Bridges Considering Vehicle–Bridge Interaction." Applied Sciences 12, no. 23 (November 23, 2022): 11952. http://dx.doi.org/10.3390/app122311952.

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This article presents a numerical study that aims to explore the impacts of the stiffness of elastomeric bearings on the dynamic behavior of railway bridges under train-induced vibrations. For this purpose, a finite element code that considers vehicle–bridge interaction using a coupled approach was developed. The software was validated by comparing the numerical response to the analytical solution. The numerical analysis of single- and multi-span bridges with varying bearing stiffness values under passenger trains showed the interplay between bearing stiffness, its impact on the natural frequency of the bridge and the loading frequency. It is demonstrated that the amplitude of the maximum acceleration on the bridge depends heavily on the stiffness of the bearings. Furthermore, the bearing stiffness significantly impacts the location of the maximum acceleration on the bridge. The results of the extensive numerical analyses improve the understanding of the impact of the bearing stiffness on the dynamic behavior of bridges and highlight the importance of quantifying the boundary conditions correctly for reliable estimation of dynamic response of railway bridges under train-induced vibrations.

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Li, Wen Ping, Shu Li Chen, and Mu Biao Su. "Lateral Vibration Research for Railway Deck Steel Plate Bridges." Advanced Materials Research 243-249 (May 2011): 1646–50. http://dx.doi.org/10.4028/www.scientific.net/amr.243-249.1646.

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In this paper, the vehicle-bridge lateral vibration mechanism was analyzed; the vehicle-bridge vibration model was built and the lateral reinforcement schemes of open steel plate bridges were designed. Numbers of analysis were carried out for the lateral vibration of 40m deck steel plate bridges before and after reinforcement, under input of random artificial hunting waves and track irregularity. The results showed that, the frequency of hunting motion is approaching loaded frequency of the girder. The larger lateral amplitude appears on the bridge when the hunting wavelength is around 8~9m and the velocity of the train is around 55~70km/h. The wavelength is longer, the resonant velocity of the bridge is higher.

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Aydın, Abdulkadir Cüneyt, and Mehmet Fatih Yılmaz. "Assessment of an old roadway bridge under static and seismic loading conditions." Challenge Journal of Structural Mechanics 7, no. 2 (June 23, 2021): 107. http://dx.doi.org/10.20528/cjsmec.2021.02.006.

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A large proportion of road and railway bridges, present in Turkey served for many years, have been completed their service life or will soon. Continuing safety and sustainability of these bridges under traffic loads have been of great increasing importance to roadway and railway transportation line to be continuous servicing. In addition, the demolition and reconstruction of bridges that have reached the end of their service life or are nearing completion will have a negative impact on the country's economy. All of these requirements' detailed examination of bridges in order to provide economical and safe service, considering current vehicle loads and earthquake loads. The Mahmutçavuş Bridge is investigated as a simply supported continuous composite roadway bridge at this work. The finite-element model of the bridge is constituted by site investigation and measurement. Different truckloads using for the design of the bridge are determined, and static analysis of the bridge is conducted. Seven earthquake records are scaled for two different earthquake design spectrums. The nonlinear time-history analyses are conducted, considering Δ-δ effects. The performance of the bridge for varying truckloads and earthquake loads is investigated, and results are discussed in detail.

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Lee, Kyoung Chan, Il-Wha Lee, and Seong-Cheol Lee. "Biaxial Shear Load Capacity of Anchor System for Quick-Hardening Track on Railway Bridges." Advances in Civil Engineering 2018 (September 4, 2018): 1–14. http://dx.doi.org/10.1155/2018/9179343.

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Quick-hardening railway track was developed to rapidly convert old-style ballast track to slab track in order to improve its maintainability and ride comfort. On bridges, quick-hardening track is applied in a segmented structure to reduce the temperature constraint, and anchors at the centers of the segments securely couple the track to the bridge. In this study, an anchor system is proposed that facilitates fast construction, and two designs for the proposed anchor systems are provided along with experimental test results of the same. Two anchor system designs were developed to allow for the maximum possible longitudinal and transverse loads in high-speed railways while considering the frictional resistance between the track slab and bridge deck. The biaxial shear capacity of each design was investigated experimentally, and the structural capacity for biaxial shear loads was evaluated using an elliptical curve to represent the longitudinal and transverse shear capacities. The minimum friction coefficient was determined based on the results of the evaluation to minimize damage to the anchor. The results obtained from the experiments confirmed that the proposed anchor systems possess sufficient shear capacity for application on high-speed railway bridges.

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Journal articles on the topic 'Railway bridges'

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