Journal articles: 'Steel bridges, the fatigue crack propagation'

1

Zhou, Tai Quan, and Tommy Hung Tin Chan. "Fatigue Damage Accumulation of Welded Bridge Member during Crack Growth Propagation with Initial Crack." Key Engineering Materials 353-358 (September 2007): 24–27. http://dx.doi.org/10.4028/www.scientific.net/kem.353-358.24.

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The crack growth behavior and the fatigue life of welded members with initial crack in bridges under traffic loading were investigated. Based on existed fatigue experiment results of welded members with initial crack and the fatigue experiment result of welded bridge member under constant stress cycle, the crack keeps semi-elliptical shape with variable ratio of a/c during crack propagation. The calculated method of the stress intensity factor necessary for welded bridge member crack propagation was discussed. The crack remained semi-elliptical shape with variable ratio of a/c during crack propagation. The fatigue crack propagation law suitable for welded steel bridge member fatigue crack propagation analysis was deduced based on the continuum damage mechanics and fracture mechanics. The proposed fatigue crack growth model was then applied to calculate the crack growth and the fatigue life of existed welded member with fatigue experimental result. The calculated and measured fatigue life was generally in good agreement, at suitable initial conditions of cracking, for welded member widely used in steel bridges.

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RAPOSO, Patrícia, José CORREIA, Grzegorz LESIUK, Isabel VALENTE, Abílio DE JESUS, and Rui CALÇADA. "MECHANICAL CHARACTERIZATION OF ANCIENT PORTUGUESE RIVETED BRIDGES STEELS." Engineering Structures and Technologies 9, no. 4 (December 21, 2017): 214–25. http://dx.doi.org/10.3846/2029882x.2017.1414637.

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In repairing and retrofitting processes of ancient riveted steel bridges is crucial to assess the structural state of old metals to guaranty structural safety. Metals under long-time operations (mild, rimmed low carbon steels <0.1% C, puddle irons) and cyclic loading present a tendency for degradation processes. The case-studies of this work are five metallic bridges existing in Portugal (Luiz I, Eiffel, Fao, Pinhao and Trezoi). This work presents the study of some characteristics of materials extracted from the five case-studies, such as: monotonic tensile strength, chemical composition, microstructures, hardness, notch toughness and fatigue crack propagation. In terms of monotonic tensile tests, the materials from Luiz I, Eiffel and Fao bridges are similar to puddle steel and the materials from Pinhao and Trezoi bridges are similar to mild steel. In terms of toughness only the material from the Pinhao bridge exhibits acceptable toughness properties, considering current design requirements. The materials from the other bridges exhibit relatively low toughness properties. The fatigue crack propagation data from the old Portuguese riveted steel bridges were correlated using the Paris’s law and the possibility for a design crack growth rate was discussed.

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Liao, Ping, Yongbao Wang, Xiucheng Zhang, Renda Zhao, Yi Jia, and Haifeng Zhu. "Fatigue Life Assessment and Reliability Analysis of Cope-Hole Details in Steel Bridges." Baltic Journal of Road and Bridge Engineering 15, no. 1 (March 17, 2020): 26–46. http://dx.doi.org/10.7250/bjrbe.2020-15.460.

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Cope-hole details are widely applied to steel bridges. However, the safety of steel bridges is influenced by the fatigue performance of welded details. So, cope-hole details with flange and web subjected to axial loads were selected as the research object. Based on the basic theory of linear elastic fracture mechanics and the Finite Element Method, the stress intensity factors of cope-holes details were calculated. The influences of geometry size and crack size of the detail on the stress intensity factors were then investigated. The Paris model of fatigue crack propagation predicted the crack propagation life of cope-hole details. Besides, the fatigue limit-state equation was also established to analyse the effect of random variables (such as initial crack size, critical crack size, crack propagation parameter) on the fatigue reliability index. Finally, the recommended value of the detection period was present. The results show that the stress intensity factor gradually increases with the increase of the cope-hole radius, the weld size, the flange plate thickness, the crack length and the web thickness. However, it gradually decreases with the increase of the ratio of the long and short axle to the crack. The predicted number of fatigue cyclic loading required by the fatigue crack depth propagating from 0.5 mm to 16 mm under nominal stress amplitude of 63 MPa is 122.22 million times. The fatigue reliability index decreases with the fatigue growth parameter, the crack shape ratio and the mean of initial crack size increasing, which is relatively sensitive. However, the variation coefficient of the initial crack size has little effect on it. The detection period of cope-hole details is the service time corresponding to the fatigue accumulated cyclic loading of 198.3 million times.

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Seitl, Stanislav, Petr Miarka, Jan Klusák, Stanislava Fintová, and Ludvík Kunz. "Comparison of the Fatigue Crack Propagation Rates in S355 J0 and S355 J2 Steel Grades." Key Engineering Materials 784 (October 2018): 91–96. http://dx.doi.org/10.4028/www.scientific.net/kem.784.91.

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The use of S355 high strength steel in civil engineering to design bridges, its elements or simple engineering parts allows material and economical savings meeting the strict construction requirements. The knowledge of the fatigue resistance of material plays the key role during design and maintenance of the bridge structures. This contribution brings a comparison of the fatigue crack growth resistance of two standard S355 J0 and S355 J2 steel grades. Differences in chemical composition and the texture of material structure could generally play a role in the fatigue crack growth. This study shows that in the case of studied steels the chemical composition has an influence on material fatigue behaviour, whereas the texture of material structure is irrelevant.

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Zhang, Yu, Kaifeng Zheng, Junlin Heng, and Jin Zhu. "Corrosion-Fatigue Evaluation of Uncoated Weathering Steel Bridges." Applied Sciences 9, no. 17 (August 22, 2019): 3461. http://dx.doi.org/10.3390/app9173461.

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Uncoated weathering steel (UWS) bridges have been extensively used to reduce the lifecycle cost since they are maintenance-free and eco-friendly. However, the fatigue issue becomes significant in UWS bridges due to the intended corrosion process utilized to form the corrodent-proof rust layer instead of the coating process. In this paper, an innovative model is proposed to simulate the corrosion-fatigue (C-F) process in UWS bridges. Generally, the C-F process could be considered as two relatively independent stages in a time series, including the pitting process of flaw-initiation and the fatigue crack propagation of the critical pitting flaw. In the proposed C-F model, Faraday’s law has been employed at the critical flaw-initiation stage to describe the pitting process, in which the pitting current is applied to reflect the pitting rate in different corrosive environments. At the crack propagation stage, the influence of pitting corrosion is so small that it can be safely ignored. In simulating the crack propagation stage, the advanced NASGRO equation proposed by the NASA is employed instead of the classic Paris’ law, in which a modified fatigue limit is adopted. The fatigue limit is then used to determine the critical size of pitting flaws, above which the fatigue effect joins as a parallel driving force in crack propagation. The model is then validated through the experimental data from published articles at the initiation stage as well as the whole C-F process. Two types of structural steel, i.e., HPS 70W and 14MnNbq steel, have been selected to carry out a case study. The result shows that the C-F life can be notably prolonged in the HPS 70W due to the enhancement in fatigue strength and corrosion resistance. Besides, a sensitivity analysis has been made on the crucial parameters, including the stress range, stress ratio, corrosive environment and average daily truck traffic (ADTT). The result has revealed the different influence of the above parameters on the initiation life and propagation life.

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Seitl, Stanislav, Pavel Pokorný, Petr Miarka, Jan Klusák, Zdeněk Kala, and Ludvík Kunz. "Comparison of fatigue crack propagation behaviour in two steel grades S235, S355 and a steel from old crane way." MATEC Web of Conferences 310 (2020): 00034. http://dx.doi.org/10.1051/matecconf/202031000034.

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Utilization of various steel grades in civil engineering allows designing bridges, bridge elements or simple structures according to their fracture mechanical properties. The service intervals of structures, which are going to be in use for a long time, cannot be calculated only on the basis of tensile and brittle fracture properties but also on the knowledge of the resistance to the fatigue crack growth. This contribution presents a comparison of the fatigue behaviour of two modern steel grades S235 J2, S355 J2 and a steel extracted from an old crane way. The comparison of these steel grades is done by fatigue crack propagation tests (the results of the experimental tests are described using concept of the stress intensity factor range ΔK). The fatigue properties are discussed and recommendations for the use of the steels are stated.

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Seitl, Stanislav, Petr Miarka, Lucie Malíková, and Martin Krejsa. "Comparison of Calibration Functions for Short Edge Cracks under Selected Loads." Key Engineering Materials 754 (September 2017): 353–56. http://dx.doi.org/10.4028/www.scientific.net/kem.754.353.

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Attention to the fatigue cracks in steel structures and bridges has been paid for long time. In spite to efforts to eliminate the creation and propagation of fatigue cracks throughout the designed service life, cracks are still revealed during inspections. Note, that depending on location of initial crack, the crack may propagate from the edge or from the surface. The theoretical model of fatigue crack progression is based on linear fracture mechanics. Steel specimens are subjected to various load (tension, three-and four-point bending, pure bending etc.). The calibration functions for short edge cracks are compared for various load and the discrepancies are discussed.

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Ju, Xiao Chen, and Tateishi Kazuo. "Experimental Study on Fatigue Crack Propagation of through-Thickness Crack under Out-of-Plane Bending." Applied Mechanics and Materials 166-169 (May 2012): 1277–83. http://dx.doi.org/10.4028/www.scientific.net/amm.166-169.1277.

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In Japan, fatigue through-thickness cracks have been reported in steel bridges. Some of the cracks are originated by out-of-plane bending. For performing more efficient maintenance against the fatigue damages, it is essential to identify the crack propagation behavior of the through-thickness crack under out-of-plane bending. As an important factor to assess the crack propagation behavior, generally, stress intensity factor for through-thickness crack under bending was determined by some assumptions that crack front shape is straight in thickness direction. However, the actual crack front is curved under out-of-plane bending. In this paper, in order to identify the propagation behavior of through-thickness crack under out-of-plane bending, the fatigue test on through-thickness cracked plate was carried out. Moreover, through finite element analysis on the test specimen, the stress intensity factor along curved crack front was investigated.

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Choi, Dong Ho, Hang Yong Choi, Sang Hwan Chung, and Hoon Yoo. "Mixed-Mode Fatigue Crack Growth in Orthotropic Steel Decks." Key Engineering Materials 321-323 (October 2006): 733–38. http://dx.doi.org/10.4028/www.scientific.net/kem.321-323.733.

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The strain energy density factor approach under mixed-mode condition is used for the prediction of crack propagation in the orthotropic steel deck specimen, which is similar to that of existing suspension bridges. Stress intensity factor approach is used to compare with strain energy density factor approach for the fatigue crack growth analysis. The stress intensity factors are computed by numerical extrapolation using cracked models for the different crack length. The study shows that the fatigue crack propagation under mixed-mode condition is slower than that under mode I only. Parametric studies on the initial crack length, critical crack length and parameters related to crack growth equations are performed to show the influence of these parameters on the fatigue life.

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Wang, Ying, Wenhui Zhang, Xu Pan, and Yuqian Zheng. "Experimental Study on Fatigue Crack Propagation of High-Strength Steel Wire with Initial Defects for Bridge Cables." Applied Sciences 10, no. 12 (June 12, 2020): 4065. http://dx.doi.org/10.3390/app10124065.

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In order to study the effect of initial defects on fatigue crack propagation law, a test method to identify fatigue crack propagation rate and path based on load waveform variation was presented, and a new test device was designed to apply fatigue pulsation loads to multiple wires for bridge cables simultaneously in this paper. To simplify the corrosion defect formation process, a machine-cut notch was used to describe the initial defect on the steel wire surface. Firstly, fatigue crack propagation tests were conducted on the surface notched steel wire specimens. By using crack front marking technique, the “beach-like patterns” visible to the naked eyes on the cross sections of the steel wires were formed, and the process of fatigue crack propagation can be tracked and reproduced. Then Autodesk Computer Aided Design (AutoCAD) software was used to describe the morphology of “beach-like patterns” and accurately measure the depth and width of cracks. Finally, the influence of initial defect morphology on fatigue crack propagation rate was investigated according to the relationship between fatigue cracks depth and cyclic loading numbers. The results show that the test device designed in this paper can effectively realize the synchronous fatigue crack propagation test of multiple wires, and significantly shorten the fatigue test period. By observing and analyzing the change of load waveform, the moment of fatigue crack propagation can be directly and accurately determined. The larger the depth, the smaller the width and the sharper the morphology of initial defect, the faster the crack propagation rate and the shorter the life of notched wire specimens under the combined action of fatigue loads and corrosive medium.

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Li, Huile, and Gang Wu. "Fatigue Evaluation of Steel Bridge Details Integrating Multi-Scale Dynamic Analysis of Coupled Train-Track-Bridge System and Fracture Mechanics." Applied Sciences 10, no. 9 (May 7, 2020): 3261. http://dx.doi.org/10.3390/app10093261.

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Increased running speed and axle weight in the transportation network lead to significant dynamic interactions between the vehicles and bridges. It is essential to capture these interactions in fatigue analysis of steel bridges. This paper presents a framework for fatigue evaluation of critical steel bridge details through multi-scale dynamic analysis of the train-track-bridge system and linear elastic fracture mechanics. The multi-scale coupled dynamic analysis allows accurate and efficient computation of fatigue stresses produced by the moving trains in structural details based on a vehicle-bridge analysis model composed of a 3D vehicle model, multi-scale bridge finite element model including the track system, and a wheel–rail interaction model. Field data from an existing steel-truss railway bridge are used to validate the multi-scale analysis method. Enhanced fatigue evaluation of the bridge detail is performed using the computed fatigue load effects and linear elastic fracture mechanics. The effects of the track irregularity and operating train speed on fatigue crack propagation life are investigated. The presented framework is general and can be applied to other types of steel bridges such as the steel-box girder bridge with orthotropic decks.

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Ju, Xiaochen, and Kazuo Tateishi. "Fatigue Crack Behavior at Rib-To-Deck Weld Bead in Orthotropic Steel Deck." Advances in Structural Engineering 17, no. 10 (November 2014): 1459–68. http://dx.doi.org/10.1260/1369-4332.17.10.1459.

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One of the typical fatigue cracks observed in orthotropic steel deck is a through-thickness crack which penetrates and propagates along the weld bead. Moreover, according to some reports of the fatigue crack observed in some bridges, the fatigue crack sometimes changes its direction suddenly, and propagates to the rib wall and the deck plate. Such fatigue damage can cause the sudden decrease of stiffness of longitudinal rib. However, the propagation mechanism of the crack has not been investigated clearly. In this study, numerical studies on the through-thickness crack at rib-to-deck weld bead in the orthotropic steel deck were carried out. Finite element model (FEM) of an orthotropic deck with different through-thickness crack at rib-to-deck weld bead was created. In order to identify the propagation behavior of the fatigue crack, stress intensity factors for three deformation modes were estimated by the FE analysis (FEA) and the displacement extrapolation method. Based on the maximum energy release rate (MERR) criterion, the equivalent stress intensity factor and the crack direction were evaluated. From the numerical results, the crack direction change was found to be originated by the Mode II and Mode III deformation near the crack tip due to the out-of-plane bending of the rib wall along the crack.

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Feier, Anamaria. "Effect of Corrosion and Cracks at the Historical Steel Bridges." Advanced Materials Research 1111 (July 2015): 181–86. http://dx.doi.org/10.4028/www.scientific.net/amr.1111.181.

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Most of the historical steel bridges are still original and have presented a number of defects (strong corrosion, fatigue material). These fractures may be conceptually explained by the presence of irregularities along the elements, the rusted surface that may act as crack initiators and precipitate crack propagation throughout the section.

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Wang, Ying, Zhen Wang, and Yuqian Zheng. "Analysis of Fatigue Crack Propagation of an Orthotropic Bridge Deck Based on the Extended Finite Element Method." Advances in Civil Engineering 2019 (July 25, 2019): 1–14. http://dx.doi.org/10.1155/2019/6319821.

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As one of the most fatigue-sensitive parts of an orthotropic steel bridge deck, the weld between the U-rib and the top deck is prone to fatigue cracking under the actions of the stress concentration, welding residual stress, and vehicle load. To investigate the mechanism of fatigue crack propagation and the influence of the welding residual stress on the propagation patterns of fatigue cracks, a multiscale modeling method was proposed, and the static analysis and the dynamic propagation analysis of fatigue crack were carried out in this paper. First, a multiscale finite element model was established, including whole bridge models with a scale feature of 102 m, orthotropic bridge deck models with a scale feature of 100 m, and crack models with a scale feature of 10−3 m. Then, a segmental model of the bridge deck was extracted, which is regarded as a critical location of the bridge, and the shell-solid coupling method is adopted in the segmental model in order to further analyze the crack propagation rule. Moreover, based on the extended finite element method (XFEM), the static crack and dynamic crack propagation in this critical position were analyzed. Finally, thermoelastoplastic analysis was carried out on the connection of the U-rib and deck with a length of 500 mm to obtain the residual stress, and then the results of residual stress were introduced into the segmental model to further study its influence on the evolution of fatigue crack propagation. The analysis of the welding process shows that near the weld region of the connection of the U-rib and deck, the peak value of the residual tensile stress can reach the material yield strength. The static analysis of fatigue cracks shows that under the single action of a standard fatigue vehicle load, the fatigue details at the weld toe of the deck cannot reach the tensile stress required for fatigue crack propagation, and only the fatigue details at the weld toe of the U-rib can meet the requirements of fatigue crack propagation. The dynamic analysis of fatigue cracks reveals that the crack in the weld toe of the U-rib is a mixed-mode crack with modes I, II, and III. The propagation of a fatigue crack without a residual stress field will be terminated until the crack length is extended to a certain length. Nevertheless, when the residual stress field was introduced, the growth angle and size of the fatigue crack would increase, and no crack closure occurs. For the crack in the weld toe of the deck, the crack is in the closed state under the standard fatigue vehicle load. When the residual stress field is introduced, the tensile stress of the fatigue details increases. Meanwhile, the fatigue crack will become a mixed-mode crack with modes I, II, and III that will be dominated by mode I and extend toward the weld at a slight deflection angle. The results of various initial crack sizes at the weld toes of the top deck are analyzed, which shows that the initial crack size has a certain effect on the fatigue crack growth rate, especially the initial crack depth.

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Deshpande, Aditya S., and J. M. Chandra Kishen. "Fatigue crack propagation in rocker and roller–rocker bearings of railway steel bridges." Engineering Fracture Mechanics 77, no. 9 (June 2010): 1454–66. http://dx.doi.org/10.1016/j.engfracmech.2010.04.003.

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Lesiuk, Grzegorz, José A. F. O. Correia, Michał Smolnicki, Abílio M. P. De Jesus, Monika Duda, Pedro A. Montenegro, and Rui A. B. Calcada. "Fatigue Crack Growth Rate of the Long Term Operated Puddle Iron from the Eiffel Bridge." Metals 9, no. 1 (January 8, 2019): 53. http://dx.doi.org/10.3390/met9010053.

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The paper summarises an experimental study on the fatigue crack propagation and cracks paths in ancient steel—19th-century puddle iron from the Eiffel bridge. The tests were performed with the load R-ratio equal to 0.05 and 0.5. All tests were performed under different notch inclinations (mode I + II). The fatigue crack growth rate in the tested material is significantly higher than its “modern” equivalent—low carbon mild steel. The crack closure phenomenon occurs in specimens during the process of crack growth. Understanding this aspect is crucial for the examination of a stress R-ratio influence on kinetic fatigue fracture diagram (KFFD) description. Both the experimental and numerical approach, using the HP VEE environment, has been applied to the crack closure as well as the crack opening forces’ estimation. These analyses are based on the deformation of the hysteresis loop. The algorithm that was implemented in the numerical environment is promising when it comes to describing the kinetics of fatigue crack growth (taking into consideration the crack closure effect) in old metallic materials.

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Xu, Jun, Huahuai Sun, Weizhen Chen, and Xuan Guo. "Experiment-Based Fatigue Behaviors and Damage Detection Study of Headed Shear Studs in Steel–Concrete Composite Beams." Applied Sciences 11, no. 18 (September 7, 2021): 8297. http://dx.doi.org/10.3390/app11188297.

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Many in-service bridges with steel–concrete composite beams are currently aging and experiencing performance deterioration. Under long-term cyclic loads from traffic on bridges, headed shear studs in steel–concrete composite beams are vulnerable to fatigue damage. The comprehensive understanding of fatigue behaviors and the feasible detection of fatigue damage of headed shear studs is, thus, crucial for the accurate numerical simulation of the fatigue crack propagation process. The paper, thus, experimentally investigates the fatigue behaviors of headed shear studs through push-out tests of three specimens. The fatigue failure modes and cyclic strain evolution of specimens are analyzed. The fatigue lives of headed shear studs are compared with the S–N curves of the AASHTO, Eurocode 4 and BS5400 codes. The fatigue crack details of shear studs in push-out tests are then detected using the ultrasonic non-destructive testing. The results show that the root fracture is the main fatigue failure mode of shear studs under fatigue loading. The fatigue life estimations based on the three current codes (i.e., AASHTO, Eurocode 4 and BS5400) can be safely guaranteed only with different safety redundancies. The strain at the shear stud with fatigue damage shows a consistent increasing trend followed by decreasing behavior after reaching the peak value with the loading cycles. Moreover, the feasibility of the ultrasonic non-destructive testing with the combination of a strain measurement for fatigue crack details detection of headed shear studs in composite beams is proved.

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Mohammadi, Alireza, and Walid S. Najjar. "Analytical Study of Fatigue Cracking in Coped Stringers of Steel Bridges." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 10 (May 16, 2019): 239–46. http://dx.doi.org/10.1177/0361198119849065.

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Typical coped stringers of streel bridges are prone to fatigue cracking as a result of the high concentration of tensile stress in the cope zone. This stress concentration is caused by a combination of geometric discontinuity at the cope radius and end-connection rigidity. Few retrofit methods are available for mitigating this cracking; they include hole drilling at a crack tip, and top-rivet removal from a stringer-floorbeam connection. Three-dimensional finite element models of a typical stringer with coped web were developed and analyzed to evaluate (i) cope geometry and load configuration parameters and (ii) the effectiveness of these two retrofit methods. The studied geometry parameters were cope radius and cope length. Variations in the cope-zone stress distribution for each parameter and between an original and a retrofitted condition are presented in this paper. Tensile stress reduction was associated with increased cope radius. Although hole drilling resulted in significant stress reduction along the cope edge, this method was associated with increased tensile stress at the bottom of the drilled hole, which could result in further crack propagation. This finding is consistent with existing studies. Removal of a top rivet resulted in significant reduction of tensile stress.

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Maes, M. A., X. Wei, and W. H. Dilger. "Fatigue reliability of deteriorating prestressed concrete bridges due to stress corrosion cracking." Canadian Journal of Civil Engineering 28, no. 4 (August 1, 2001): 673–83. http://dx.doi.org/10.1139/l01-031.

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In this paper, an analysis framework is presented to develop a relationship between fatigue reliability in a prestressed concrete bridge and the progress of stress corrosion cracking (SCC) in prestressing steel. The fatigue limit state uses a cumulative damage model for prestressing steel wires, which is a function of both stress range and minimum stress. The SCC model takes into account varying degrees of material susceptibility, stress regimes, and environmental conditions and is structured around three stages: initiation of micro-cracking, propagation, and macro-crack instability using linear elastic fracture mechanics. The framework is an overall time-dependent analysis of the safety against fatigue of a prestressed concrete bridge. It involves a stochastic analysis of the evolution of prestressing wire corrosion as a function of time and a time-dependent probabilistic analysis of the fatigue reliability of the prestressed concrete bridge suffering a certain degree of deterioration. The uncertainties involved in the fatigue model, the SCC model, and traffic actions are considered. The updating of uncertainties is simplified by considering a limited number of classes representative of the severity of SCC exposure. The framework is applied to three deteriorating highway bridges.Key words: fatigue analysis, prestressing strands, stress corrosion cracking, reliability assessment, prestressed concrete bridges, deterioration.

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He, Shiqin, Zeyang Cao, Jiajun Ma, Shuai Zeng, Pengfei Li, and Hui Wang. "Influence of Corrosion and Fatigue on the Bending Performances of Damaged Concrete Beams." Advances in Civil Engineering 2021 (May 24, 2021): 1–14. http://dx.doi.org/10.1155/2021/6693224.

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The durability of in-service reinforced concrete bridges will be greatly reduced under the action of corrosion and the repeated load such as vehicles. In this paper, six reinforced concrete beams were cast and subjected to sustained load test for one year, and then, the alternating test of corrosion and fatigue load were carried out with the damaged concrete beams. The long-term deflection, fatigue lifetime, failure modes, and crack growth were investigated under different corrosion and fatigue working conditions. The fracture section of steel bars was scanned by electron microscopy at the end of fatigue test. The results indicate that the deflection of the beams will continue to increase under a long-term load. The chloride salt in the beam has little influence on the deflection performance, but will shorten the fatigue lifetime due to the corrosion of the steel bars. Moreover, the corrosion environment can accelerate the rusting of the beam bar and reduce the fatigue lifetime, the accumulation of deflection damage and crack damage, and other fatigue characteristics. The crack initiation-propagation-fracture stage of steel bars occurs in the process of fatigue.

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Wang, Ying, Zheng Yan, and Zhen Wang. "Fatigue Crack Propagation Analysis of Orthotropic Steel Bridge with Crack Tip Elastoplastic Consideration." Computer Modeling in Engineering & Sciences 127, no. 2 (2021): 549–74. http://dx.doi.org/10.32604/cmes.2021.014727.

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Lukácsa, János, and Haidar Mobarkb. "Mismatch effect on fatigue crack propagation limit curves of S690QL, S960QL and S960TM type base materials and their gas metal arc welded joints." Zavarivanje i zavarene konstrukcije 65, no. 2 (2020): 75–86. http://dx.doi.org/10.5937/zzk2002075l.

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Nowadays, one of the basic trends in the industry is the environmental impact reduction, in other words the weight decreasing of structural elements and structures, which can be approached by applying different high strength steels. In case of different steel structures, the main manufacturing and joining technology is the welding, the conventional and advanced methods of fusion and pressure welding processes. Beside the weight decreasing, the reliability and safety requirements according to steel structures have significant grown. During the welding process, the welded parts are affected with heat-effect and mechanical loads, which result in inhomogeneous welded joint. The inhomogeneity of the welded joints appears both in microstructural (local) and in geometrical (both local and global) aspects. The changes in microstructure and geometry appear in deflections (basically acceptable), or rather in failures (basically unacceptable); and these influence both the behaviour and the loadability of welded joints. Discontinuities in base materials and their welded joints have especially high danger in case of cyclic loading conditions, which are typical for different structures and structural elements (e.g. bridges, vehicles). There are different standards and prescriptions containing fatigue crack propagation limit curves and rules for the prediction of the crack growth; simple and two-stage crack growth relationships can be found in the literature, most frequently based on the Paris-Erdogan law. The paper summarizes and presents the results according to our fatigue crack growth investigations on Weldox 700E and Weldox 960E quenched and tempered (Q+T) and on Alform 960M thermomechanically treated (TM) high strength steel base materials and their gas metal arc welded joints. The mismatch effect has also been studied; matched, overmatched, undermatched and matched/overmatched (mixed-matched) welded joints were investigated. 15 mm thick plates were used for the investigations, statistical aspects were applied both for presenting the possible crack locations in the real plates, as well as for processing the measured data. Furthermore, the results will be compared with each other, and fatigue crack propagation limit curves will be derived using simple crack growth relationship.

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Sakagami, Takahide, Yoshiaki Mizokami, Daiki Shiozawa, Yui Izumi, and Akira Moriyama. "TSA based evaluation of fatigue crack propagation in steel bridge members." Procedia Structural Integrity 5 (2017): 1370–76. http://dx.doi.org/10.1016/j.prostr.2017.07.200.

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Wang, Chun Sheng, Lan Duan, and Jing Yu Hu. "Fatigue Crack Growth Rates of HPS 485W in China." Key Engineering Materials 452-453 (November 2010): 157–60. http://dx.doi.org/10.4028/www.scientific.net/kem.452-453.157.

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This paper provides an introduction of existing fatigue and fracture behavior studies about high performance steel (HPS). This paper is emphasis on the crack propagation studies of HPS 485W, which is a new kind of structural weathered steel produced by Wuyang Steel Company using quenching and tempering (Q&T) in China. HPS has more advantages than traditional steel, such as high fracture toughness and cracking tolerance, high strength, low preheating weld or no preheating, recycle using and so on, so it can be used in sustainable bridge and building structures with low carbon releasing. To ensure the using safety and extend applying area of the new green civil material, the key material properties of HPS should be studied, such as fatigue crack growth rate. Fatigue crack growth rate characterizes the material resistance to stable crack extension under cyclic loading. A set of 5 compact specimens were made from 8mm and 14mm thick HPS 485W separately. Fatigue crack growth rate function of crack-tip stress-intensity factor range, da/dN versus ΔK, is proposed based on the test results, which shows HPS has high cracking tolerance ability.

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Duchaczek, Artur, and Zbigniew Mańko. "The influence of a cracking mode on fatigue crack propagation in steel girders in military bridges." European Journal of Environmental and Civil Engineering 20, no. 1 (July 7, 2015): 1–18. http://dx.doi.org/10.1080/19648189.2014.992550.

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Yang, Liu, Di Tang, Hui Bin Wu, Hong Wei Zheng, and Jin Xing Jiang. "Study on High-Cycle Fatigue Property of Q500q Bridge Steel." Applied Mechanics and Materials 290 (February 2013): 9–14. http://dx.doi.org/10.4028/www.scientific.net/amm.290.9.

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The fatigue limit and S-N curve of Q500q bridge steel were obtained by high-cycle fatigue test. The experimental results show that the fatigue limit of the experimental steel is 552.5MPa at room temperature with stress ratio R=0.1.There are some differences from the traditional fatigue fracture of high-cycle fatigue, the experimental steel’s rapid propagation area shows the morphology feature of both plastic fracture and brittle fracture. From analyzing the fatigue facture, the morphology feature of plastic fracture is mainly caused by the high fatigue limit. The little size (2~4μm) of inclusions in the experimental steel and the acicular ferrite’s microstructure feature of sub-lath structure with high-density dislocation reduce the crack initiation. And that’s the main reason why the steel has such high fatigue limit.

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Miranda, Roberto M. C., Carlos Albuquerque, Valentin Richter-Trummer, Miguel A. V. de Figueiredo, Rui Calçada, and Paulo M. S. T. de Castro. "Fatigue Crack Propagation Behavior of the Welded Steel of a Railway Bridge." Materials Science Forum 730-732 (November 2012): 787–92. http://dx.doi.org/10.4028/www.scientific.net/msf.730-732.787.

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In the context of a R&D project concerning the new Alcácer do Sal composite railway bridge, a study of the fatigue crack growth on samples of its base material and weldments was performed. For this purpose, tests were carried out on CT specimens designed according to ASTM E647 standard, using the approximate thickness (B) of a structural detail of interest, B=32mm. The choice of B led to a relatively large specimen and was justified by the desire to better simulate service conditions, which would not be possible with smaller specimens, particularly in the case of weldments. The test matrix used included three values of R ratio (maximum/minimum load), 0.1, 0.4 and 0.7, and three material conditions, namely base material (BM), heat affected zone (HAZ) and weld metal (WM). When the nominal range of the stress intensity factor (DK) is used, the measured data displays a strong effect of the weldments on the FCG rates, with the base material presenting higher da/dN values. An evaluation of opening load behaviour was carried out, and it showed extensive closure caused by residual stresses in the HAZ and WM specimens. The investigation included the full field measurement of the residual stress perpendicular to the crack plane, using the contour technique. When the opening load effect was taken into consideration it was found that the da/dN vs. ∆K of the BM, HAZ and WM specimens is approximately identical. Furthermore if loading effects are considered, no significant difference is found for the three R values used, even if, as expected, higher R corresponds to higher da/dN values.

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Seitl, Stanislav, Petr Miarka, Pavel Pokorný, Stanislava Fintová, and Jan Klusák. "Influence of Micro-Structure on the Fatigue Crack Propagation in Bridge Steel." Proceedings 2, no. 8 (June 19, 2018): 470. http://dx.doi.org/10.3390/icem18-05373.

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Zheng, X. L., X. Xie, X. Z. Li, and Z. Z. Tang. "Fatigue crack propagation characteristics of high-tensile steel wires for bridge cables." Fatigue & Fracture of Engineering Materials & Structures 42, no. 1 (August 2, 2018): 256–66. http://dx.doi.org/10.1111/ffe.12901.

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Kong, Xiangxiong, Jian Li, Caroline Bennett, William Collins, Simon Laflamme, and Hongki Jo. "Thin-Film Sensor for Fatigue Crack Sensing and Monitoring in Steel Bridges under Varying Crack Propagation Rates and Random Traffic Loads." Journal of Aerospace Engineering 32, no. 1 (January 2019): 04018116. http://dx.doi.org/10.1061/(asce)as.1943-5525.0000940.

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Kamruzzaman, Mohamed, Mohd Zamin Jumaat, N. H. Ramli Sulong, and A. B. M. Saiful Islam. "A Review on Strengthening Steel Beams Using FRP under Fatigue." Scientific World Journal 2014 (2014): 1–21. http://dx.doi.org/10.1155/2014/702537.

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In recent decades, the application of fibre-reinforced polymer (FRP) composites for strengthening structural elements has become an efficient option to meet the increased cyclic loads or repair due to corrosion or fatigue cracking. Hence, the objective of this study is to explore the existing FRP reinforcing techniques to care for fatigue damaged structural steel elements. This study covers the surface treatment techniques, adhesive curing, and support conditions under cyclic loading including fatigue performance, crack propagation, and failure modes with finite element (FE) simulation of the steel bridge girders and structural elements. FRP strengthening composites delay initial cracking, reduce the crack growth rate, extend the fatigue life, and decrease the stiffness decay with residual deflection. Prestressed carbon fibre-reinforced polymer (CFRP) is the best strengthening option. End anchorage prevents debonding of the CRRP strips at the beam ends by reducing the local interfacial shear and peel stresses. Hybrid-joint, nanoadhesive, and carbon-flex can also be attractive for strengthening systems.

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32

Cao, Baoya, Youliang Ding, Zhao Fang, Fangfang Geng, and Yongsheng Song. "Influence of Weld Parameters on the Fatigue Life of Deck-Rib Welding Details in Orthotropic Steel Decks Based on the Improved Stress Integration Approach." Applied Sciences 9, no. 18 (September 18, 2019): 3917. http://dx.doi.org/10.3390/app9183917.

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Fatigue cracks in orthotropic steel decks (OSDs) have been a serious problem of steel bridges for a long time. The structural stress approach is an important approach for fatigue life evaluation of welded structures. Firstly, two parameters and the mesh sensitivity of the stress-based integration equivalent structural stress approach (stress integration approach for short) are analyzed in this paper. Then, the applicability of the master S-N curve is verified based on experimental data of the deck-rib welding details in OSDs. Finally, the multi-scale finite element model (FEM) of Jiangyin Bridge is established, and the bridge fatigue life calculation steps based on the stress integration approach are given. The influence of the slope of the master S-N curve at high cycles on the bridge fatigue life is discussed. Further, the weld parameter influences on the bridge fatigue life are analyzed, as including the following: (1) The determination of the influence of the weld size changes caused by weld manufacturing errors on the bridge fatigue life; (2) the proposal of a new grinding treatment type, and the analysis of influence of the grinding radius on fatigue life; and (3) a comparison of the fatigue life of the deck-rib welding details under 80% partial penetration and 100% full penetration. The results show that the structural stress calculated by the stress integration approach does not change significantly with the parameters of the isolation body width w and the distance δ between the crack propagation surface and the reference surface. To simplify the calculation, δ is set as 0, and w can be set as the mesh size along the weld length direction. The mesh size of the stress integration approach is recommended as 0.25 times the deck thickness. The slope of the master S-N curve at high cycles significantly affects the bridge fatigue life, and a slope of 5 is reasonable. The weld parameter studies for the deck-rib welding details in the OSD of Jiangyin Bridge show that the change of weld size caused by manufacturing errors can obviously affect the bridge fatigue life, and the fatigue life of five different weld types varies from 51 years to 113 years. The new grinding treatment type, without weakening the deck, is beneficial to improving the bridge fatigue life. The fatigue life increases by approximately 5% with an increase of the grinding radius of 2 mm. The fatigue life of 80% partial penetration is slightly higher than that of 100% full penetration.

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33

Lesiuk, G., and M. Szata. "Aspects of structural degradation in steels of old bridges by means of fatigue crack propagation." Materials Science 47, no. 1 (July 2011): 82–88. http://dx.doi.org/10.1007/s11003-011-9371-z.

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van den Berg, Niels, Haohui Xin, and Milan Veljkovic. "Effects of residual stresses on fatigue crack propagation of an orthotropic steel bridge deck." Materials & Design 198 (January 2021): 109294. http://dx.doi.org/10.1016/j.matdes.2020.109294.

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Liao, X. W., Y. Q. Wang, X. D. Qian, and Y. J. Shi. "Fatigue crack propagation for Q345qD bridge steel and its butt welds at low temperatures." Fatigue & Fracture of Engineering Materials & Structures 41, no. 3 (October 13, 2017): 675–87. http://dx.doi.org/10.1111/ffe.12727.

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36

Han, Weiwei, Shuyin Wu, Xue Gao, Xinyao Zong, and Jingsong Shan. "Experimental and Numerical Study on Fracture Characteristics of Interface between In Situ Engineered Cementitious Composites and Steel Deck." Advances in Materials Science and Engineering 2021 (February 6, 2021): 1–12. http://dx.doi.org/10.1155/2021/6653516.

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In this study, engineered cementitious composite (ECC) is used as the pavement of orthotropic steel deck bridge and an epoxy adhesive is used to achieve wet-bonding between the steel deck and cast-in-place ECC. To investigate the fracture properties of bimaterial interface, the double cantilever beam (DCB) and 4-point end notched flexure (4ENF) specimens were used to obtain the fracture toughness, and virtual crack closure technology (VCCT) was used to calculate the energy release rates. A mixed fracture criterion was also established based on the blister test in this study. In addition, for the phenomena of water accumulation in the interface cracks, the hydrodynamic pressure under load was evaluated with a two-way fluid-solid coupling model and the propagation mechanism of cracks at the water-bearing interface was explored. The results showed that the energy release rates at the crack front showed obvious nonuniform distribution characteristics. The blister test indicated that a mixed fracture was in good agreement with the linear fracture criterion. The fracture effect produced by the hydrodynamic pressure of the interfacial water-bearing crack was far less than the fracture toughness of the interface, which indicated that the hydrodynamic pressure could hardly destroy the interface at one time but might cause the erosion fatigue damage of the interface.

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Yan, Banfu, Qiqi Zou, You Dong, and Xudong Shao. "Application of PZT Technology and Clustering Algorithm for Debonding Detection of Steel-UHPC Composite Slabs." Sensors 18, no. 9 (September 5, 2018): 2953. http://dx.doi.org/10.3390/s18092953.

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A lightweight composite bridge deck system composed of steel orthotropic deck stiffened with thin Ultra-High Performance Concrete (UHPC) layer has been proposed to eliminate fatigue cracks in orthotropic steel decks. The debonding between steel deck and UHPC layer may be introduced during construction and operation phases, which could cause adverse consequences, such as crack-induced water invasion and distinct reduction of the shear resistance. The piezoelectric lead zirconate titanate (PZT)-based technologies are used to detect interfacial debonding defects between the steel deck and the UHPC layer. Both impedance analysis and wave propagation method are employed to extract debonding features of the steel-UHPC composite slab with debonding defect in different sizes and thicknesses. Experimental tests are performed on two steel-UHPC composite slabs and a conventional steel-concrete composite deck. Additionally, an improved Particle Swarm Optimization (PSO)-k-means clustering algorithm is adopted to obtain debonding patterns based on the feature data set. The laboratory tests demonstrate that the proposed approach provides an effective way to detect interfacial debonding of steel-UHPC composite deck.

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38

Xu, Wei, Xiaoshu Wei, Jintao Wei, and Zhengxiong Chen. "Experimental Evaluation of the Influence of Aggregate Strength on the Flexural Cracking Behavior of Epoxy Asphalt Mixtures." Materials 13, no. 8 (April 16, 2020): 1876. http://dx.doi.org/10.3390/ma13081876.

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The flexural cracking resistance of an asphalt concrete mixture used in a steel bridge deck pavement needs to be higher than that of one used in ordinary pavement. In this study, mechanical experimental tests were used to evaluate the influence of the aggregate strength on the flexural cracking behavior of epoxy asphalt concrete (EAC). The aggregate fracture area of beam cross sections was quantitatively analyzed by digital image processing, and crack propagation in the mixture was analyzed using fracture mechanics theory. The bending test results showed that the EAC containing high-strength aggregates exhibited the highest flexural cracking resistance among all of the aggregate mixtures under the same conditions. The use of high-strength aggregates led to a reduction in the aggregate fracture area, thereby improving the flexural cracking resistance of the mixture. The aggregate strength had a significant influence on the flexural cracking propagation behavior of the mixture. Fatigue test results at strain-controlled levels of 600–1200 με and 15 °C showed that the aggregate strength had no evident influence on the fatigue properties of the EAC. It is recommended that high-strength aggregates are used to increase the fracture resistance of aggregates and the flexural crack resistance of EACs.

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39

Jiang, Jinlong, Yang Zou, Jun Yang, Jianting Zhou, Zhongya Zhang, and Zulin Huang. "Study on Bending Performance of Epoxy Adhesive Prefabricated UHPC-Steel Composite Bridge Deck." Advances in Civil Engineering 2021 (March 15, 2021): 1–16. http://dx.doi.org/10.1155/2021/6658451.

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UHPC has high strength, high toughness, and excellent durability. For orthotropic steel bridge deck pavement, UHPC can significantly increase the bridge deck’s stiffness and then solve the problems of fatigue cracking and pavement damage of the bridge deck. However, if UHPC adopts cast-in-place construction, its self-shrinkage can easily cause shrinkage cracks, and it requires high maintenance conditions. Meanwhile, the traditional stud connection will bring a great deal of welding work and cause welding fatigue. In contrast, prefabricated UHPC pavement and orthotropic steel bridge deck can greatly reduce the amount of welding of studs on the bridge deck through epoxy bonding, thus speeding up the construction process and avoiding the risk of cracking caused by UHPC self-shrinkage. In order to consider the influence of the surface state of interface and ratio of shear span to depth on flexural behavior of epoxy adhesive prefabricated UHPC-steel composite bridge deck, positive bending moment loading test with different ratios of shear span to depth was carried out, and the failure mode, load-deflection curve, interface slip, and strain distribution of the specimens were obtained. Finally, based on the cohesive interface element, the prefabricated UHPC-steel epoxy bonding interface was successfully simulated. The test results show that each specimen’s loading stage can be divided into the elastic stage, crack initiation stage, interfacial crack propagation stage, interface failure stage, and yield stage. The specimen’s ultimate failure is that the interface failure is prior to the yield at the bottom of the steel plate. During the loading process, the bending performance shows that the ultimate load P B i and growth deflection Δ δ B i C i of CD-ERA-P-λ4.44 are higher than those of other specimens in terms of the load-deflection curve. The ultimate load of CD-ERA-P-λ3.33 is lower than that of CD-ERG-P-λ3.33, which decreases by 4.6%, but the increasing deflection increases by 75%. Simultaneously, the interface slip of the specimen is similar, which further shows that the specimen has the best bending performance when the surface of the steel plate is rough (R) and the surface of the prefabricated UHPC plate is grooved (A). No matter what kind of surface is used at the interface, the reduction of the ratio of shear span to depth will aggravate the ultimate failure of the interface and the cracking of the precast UHPC slab. Finally, the bending performance of epoxy adhesive prefabricated UHPC-steel composite bridge deck is successfully simulated based on the cohesive interface element, which is verified by the test results.

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Su, Sanqing, Yiyi Yang, Wei Wang, and Xiaoping Ma. "Crack propagation characterization and statistical evaluation of fatigue life for locally corroded bridge steel based on metal magnetic memory method." Journal of Magnetism and Magnetic Materials 536 (October 2021): 168136. http://dx.doi.org/10.1016/j.jmmm.2021.168136.

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41

Yang, Yabin, and Guangyu Shi. "Crack Propagation-Based Fatigue Evaluation of Rib-to-Deck Welded Joints of Orthotropic Steel Bridge Deck by Using Schwartz-Neuman Alternating Method." International Conference on Computational & Experimental Engineering and Sciences 21, no. 2 (2019): 35. http://dx.doi.org/10.32604/icces.2019.05623.

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42

Zhao, Yanjing, Jiwang Jiang, Fujian Ni, and Lan Zhou. "Fatigue Cracking Resistance of Engineered Cementitious Composites (ECC) under Working Condition of Orthotropic Steel Bridge Decks Pavement." Applied Sciences 9, no. 17 (September 1, 2019): 3577. http://dx.doi.org/10.3390/app9173577.

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In order to investigate the fatigue cracking resistance of engineered cementitious composites (ECC) used in in total life pavement, the semi-circular bending (SCB) test and improved three-point bending fatigue test (ITBF) were utilized in this study. The digital image correlation (DIC) method was also utilized to track the surface strain fields of specimens during the SCB test. X-ray computed tomography (CT) and digital image processing (DIP) technologies were applied to measure the internal-crack distribution of the ITBF specimen. The results of the SCB test showed that the fatigue cracking damage process of ECC can be divided into three stages and that the cracking stable propagating stages occupied the main part, which indicates that ECC has excellent ductility and toughness and could work very well with existing cracks. The ITBF results showed that the fatigue cracking resistance of ECC was better than epoxy asphalt concrete (EAC). In addition, the internal-crack distribution along the depth direction of the ITBF specimen could be presented well by the image pixel statistical (IPS) method based on CT scanning of image slices. It could be found that multiple cracks propagate simultaneously in ECC, instead of a single crack, under the OSBD pavement working condition.

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43

Rowiński, Sławomir, Wojciech Lorenc, and Maciej Kożuch. "Study on Fatigue Cracks in Steel – Concrete Shear Connectors Composite Dowels MCL." Key Engineering Materials 598 (January 2014): 207–12. http://dx.doi.org/10.4028/www.scientific.net/kem.598.207.

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In recent years many experimental researches were carried out on steel-concrete composite beams with shear connectors of composite-dowels type. Shear connection is mainly used in bridge construction, where strength and fatigue durability of structure are important issues. Research on fatigue in the Preco-Beam project [1] have confirmed the hypothesis that the initiating and propagating crack in steel connecting beam may lead to the loss of its continuity, resulting in failure or even destruction of superstructure [2,. However, it should be noted that these studies were carried out for a specific type of mechanical connector, called PZ-type (Fig. 1). Within next years different shape was developed (MCL shape), which combines many advantages and eliminates disadvantages of the previous types of shapes [4]. In the study [5] complex fatigue tests of beams (in scale similar to natural) were conducted at the Wrocław University of Technology. The objective of that study was to describe the behavior of MCL-type steel connectors. Two failure mechanisms of steel connectors were presented: so-called tearing of steel flange and pulling out of steel dowel. This paper presents the course and the results of macroscopic and microscopic tests of observed fatigue cracks. For the selected crack a profilogram was prepared, which allowed explaining causes of its initiation and characteristics of its development.

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44

Chow, C. L., C. W. Woo, and K. T. Chung. "Fatigue crack propagation in mild steel." Engineering Fracture Mechanics 24, no. 2 (January 1986): 233–41. http://dx.doi.org/10.1016/0013-7944(86)90054-8.

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45

Toribio, J., B. González, and J. C. Matos. "Fatigue crack propagation in cold drawn steel." Materials Science and Engineering: A 468-470 (November 2007): 267–72. http://dx.doi.org/10.1016/j.msea.2006.07.172.

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46

Wang, Lei, Xiaochao Su, Yafei Ma, Ming Deng, Jianren Zhang, and CS Cai. "Strengthening of steel decks for cable-stayed bridge using ultra-high performance concrete: A case study." Advances in Structural Engineering 23, no. 16 (July 9, 2020): 3373–84. http://dx.doi.org/10.1177/1369433220939210.

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Fatigue cracking induced by vehicle load is a prevalent problem in orthotropic steel decks. In addition, pavement debonding in steel bridge decks is another familiar issue resulting from low slip resistance in the faying surface between the steel and asphalt concrete. The present study proposed a strengthening method that uses ultra-high performance concrete to stiffen a repeatedly maintained cable-stayed bridge in order to help address these two problems. The existing issues of the real bridge and the corresponding causes were investigated. Following this, an ultra-high performance concrete paving system was designed to improve the stiffness of the orthotropic steel decks. For this paving system, a 45-mm ultra-high performance concrete layer was connected to the deck by welded shear studs. The local stresses at the typical vulnerable fatigue cracking points were determined by means of a finite element model and of a field loading test to evaluate the strengthening effect. The results showed that this strengthening method can prevent the propagation of fatigue cracks. The local stresses of the U-ribs and diaphragms were reduced by 45.4% and 40.0%, respectively. The repaired bridge has sufficient resistance against fatigue cracking based on the in situ observations.

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47

Mori, Takeshi, and Kazuki Komon. "Fatigue Crack Propagation Rates of Stainless Clad Steel." Doboku Gakkai Ronbunshu, no. 598 (1998): 439–44. http://dx.doi.org/10.2208/jscej.1998.598_439.

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48

Albuquerque, C. M. C., R. M. C. Miranda, V. Richter‐Trummer, M. A. V. de Figueiredo, R. Calçada, and P. M. S. T. de Castro. "Fatigue crack propagation behaviour in thick steel weldments." International Journal of Structural Integrity 3, no. 2 (May 25, 2012): 184–203. http://dx.doi.org/10.1108/17579861211235192.

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49

Sarwar, M., and R. Priestner. "Fatigue Crack Propagation Behavior in Dual-Phase Steel." Journal of Materials Engineering and Performance 8, no. 2 (April 1, 1999): 245–51. http://dx.doi.org/10.1361/105994999770347106.

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50

Averbach, B. L., Bingzhe Lou, P. K. Pearson, R. E. Fairchild, and E. N. Bamberger. "Fatigue crack propagation in carburized X-2M steel." Metallurgical Transactions A 16, no. 7 (July 1985): 1267–71. http://dx.doi.org/10.1007/bf02670331.

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Journal articles on the topic 'Steel bridges, the fatigue crack propagation'

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