Academic literature on the topic 'Railroad bridges Design'
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Journal articles on the topic "Railroad bridges Design"
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Uppal, A. S., S. H. Rizkalla, and R. B. Pinkney. "Response of timber bridges under train loading." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 940–51. http://dx.doi.org/10.1139/l90-106.
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Timber bridges are still commonly used by several North American railroads. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out at two timber railroad bridge sites under the passage of trains at speeds varying from crawl, i.e., 1.6 km/h (1 mph), to 80.5 km/h (50 mph). The loads at wheel–rail interfaces, the vertical displacements, and the accelerations were measured at several locations on the bridge spans, the bridge approaches, and the normal track sections. The maximum values of the dynamic load factors obtained were 1.50, 1.65, and 1.85 for bridge, bridge approach, and normal track, respectively; and the corresponding maximum values of the dynamic displacement factors obtained were 1.30, 1.00, and 1.20. The main objective of this paper is to describe the experimental work and the influence on the measured values of the train speed and other factors. Key words: railroad, timber, bridge, wheel–rail interfaces, load, deflection, frequency, load factor, dynamic displacement, track modulus.
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Doornink, J. D., T. J. Wipf, and F. W. Klaiber. "Use of Railroad Flatcars in Cost-Effective Low-Volume-Road Bridges." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 385–96. http://dx.doi.org/10.3141/1819b-49.
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The use of railroad flatcars (RRFCs) as the superstructure in lowvolume bridges has been investigated in a research project at Iowa State University. These alternative bridges should enable county engineers to replace old, inadequate county bridges for less money and in a shorter construction time than required for a conventional bridge. Capital saved can be used to improve other areas of secondary road transportation. A feasibility study completed in 1999 by the Bridge Engineering Center at Iowa State University determined that RRFC structures have adequate strength to support Iowa legal traffic loads. In a follow-up research project, two RRFC demonstration bridges with different substructures and RRFC lengths were designed, constructed, and tested to validate the conclusions of the feasibility study. Bridge behavior predicted by grillage models was supported by data from field load tests, and it was determined that the engineered RRFC bridges had live-load stresses significantly below the safe yield strength of the steel and deflections well below the AASHTO bridge design specification limits. Moreover, since analytical procedures were able to predict RRFC bridge behavior, it is possible to analyze each bridge to determine its adequacy for any state’s legal traffic loads or for roads with larger hauling loads, such as quarry or coal-hauling roads. From the results of this research, it has been determined that, through proper RRFC selection, connection, and engineering design, RRFC bridges can be a viable, economic alternative for low-volumeroad bridges.
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Sigdel, Sulav. "A comparative study of structural parameters of a RCC T-girder bridge using loading pattern from different codes." Journal of Engineering Issues and Solutions 1, no. 1 (May 1, 2021): 45–58. http://dx.doi.org/10.3126/joeis.v1i1.36818.
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Nepal is an under-developed country; it is on the threshold of becoming a developing country. With new highways and railroad projects launching, construction of bridges is likely to increase. Bridges improve connectivity across the country and provide support to the country's overall economic growth. While designing a bridge, concrete properties, reinforcement properties, superstructure and substructure sections, traffic movements and loading conditions are specified. Bridges in Nepal are designed based on criteria enumerated by Indian Road Congress (IRC) code provisions. But, there are different bridge design codes used by different countries. Although these provisions follow the same basic principles, they may yield different results. The study on various structural parameters' variation is significant while selecting the code provision for the design and analysis of the bridge. In this study, a T-Girder Bridge is considered and is modelled and analyzed by vehicular loading patterns from IRC Codal Provision, AASHTO Codal Provision, and Chinese Codal Provision. This study uses CSiBridge computer software to perform the analysis.
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Fisher, John W. "Evolution of Fatigue-Resistant Steel Bridges." Transportation Research Record: Journal of the Transportation Research Board 1594, no. 1 (January 1997): 5–17. http://dx.doi.org/10.3141/1594-01.
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Fatigue cracking was seldom found in welded highway and railroad bridges from the time of their introduction in the 1950s until the late 1960s. The fatigue design specifications used in that era were developed from a limited knowledge base and largely with small-scale specimens that simulated welded details. During the AASHO Road Test in 1960 fatigue cracks were observed to develop in cover-plated steel bridge beams as a result of the heavy loads and high stress ranges. This observation subsequently resulted in a series of experimental studies supported by NCHRP starting in 1967. The laboratory studies with full-scale details were designed to evaluate the significance of many factors thought to influence fatigue resistance, including loading history (and associated stress states including residual stresses), type of steel, design details, and quality of fabrication. These studies indicated that small-scale specimens overestimated fatigue resistance and that only the stress range for a given detail was critical. As a result fatigue resistance design provisions in use since the 1950s were inadequate and overly optimistic, particularly at longer lives, because the assumption of a fatigue limit of 2 million cycles proved to be incorrect. The results of laboratory studies with full-size specimens and their impact on changing the concept of fatigue design and the bridge fatigue design provisions used for highway and railroad bridges today are reviewed. During the 1970s and 1980s fatigue cracking associated with low-fatigue-strength details (Categories E and E′), such as cover plates and lateral gusset plates, increased. Cracks were also found in transverse groove welds, particularly in attachments such as longitudinal stiffeners, gusset plates and even flange splices. These groove weld cracks generally occurred because large defects were inadvertently fabricated into the welded joint. The occurrence of these cracks was found to be predictable and in agreement with the laboratory fatigue resistance results. The 1970s also exposed an unexpected source of cracking due to the distortion of small web gaps that were frequently used in welded bridge structures. Web gap cracking continues to develop in a wide range of bridge types. It is the source of most fatigue cracks in steel bridges. Existing bridges that are susceptible to fatigue cracks or that develop fatigue cracks at primary details or from web gap distortion are easily repaired or retrofitted to ensure long-term performance. Examples of such repairs are reviewed. The future is bright for welded bridges because the knowledge base and current design provisions make it possible to design and build fatigue-resistant bridges.
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Uppal, A. S., R. B. Pinkney, and S. H. Rizkalla. "An analytical approach for dynamic response of timber railroad bridges." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 952–64. http://dx.doi.org/10.1139/l90-107.
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In the 1970s, it was reported that there were approximately 3700 track kilometers of timber railroad bridges in the United States and Canada. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out in 1986 on timber bridge spans at two test sites using test trains consisting of a locomotive unit, two loaded hopper cars, and a caboose. This paper gives a brief description of the analytical approach employed for determining the dynamic response of timber bridge spans under railway vehicles travelling at a constant speed. The model comprises a multi-degree-of-freedom system with each vehicle having bounce, pitch, and roll movements. Two parallel chords, each having its distributed mass lumped at discrete points, were used to idealize the bridge spans. A computer program developed on this basis was used to predict the loads at the wheel–rail interfaces and the vertical displacements at the discrete points on the spans. The predicted loads at wheel–rail interfaces and the maximum vertical displacements were found to be in agreement within about 20% and 16% respectively of the measured values. The program was utilized to study the effect of speed and other factors on the dynamic response of open-deck and ballast-deck bridges. Key words: analytical approach, timber railway bridge, railway locomotive and cars, constant speed, wheel–rail interface, loads, displacements, accelerations, dynamic response.
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Smyrnov, Vladimir, Anastasia Dyayenko, and Leonid Dyachenko. "The peculiarities of constructing bridges at high-speed mainline railroads." Bulletin of scientific research results, no. 3 (October 17, 2017): 69–81. http://dx.doi.org/10.20295/2223-9987-2017-3-69-81.
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Objective: To analyze calculation and construction peculiarities of bridgework at high-speed networks (VSM). Methods: Mathematical simulation, as well as numerical and analytical methods of structural engineering was applied. Results: The main peculiarities of bridge construction at high-speed networks (VSM) were analyzed in the given study. It was proved that artificial constructions at VSM operate in the conditions which differ considerably from the conditions at common railroad lines. The former include the need in continuous welded rail design along the whole length of a bridge, requirement for high stiffness of a structure; consideration of aerodynamic influence of a rolling stock, moving with high speed, on structures, consideration of “train-bridge” system’s elements interaction in order to identify resonant modes of train operation, which result in increased dynamic impact on a bridge, railway vehicles, etc. Calculation results of a “bridge- continuous welded rail” system interaction under temperature and train influence for specific types of bridgeworks multi-span beam discontinuous and continuous elevated structures were presented in the article. The influence of length, flow diagram and longitudinal stiffness of intermediate structures on force value, occurring in the rails of a rolling stock was stated. Practical importance: The description of some peculiarities of train operation at VSM bridges, which are to be considered during design engineering, were presented as well as certain measures, providing operation security and comfort of train passengers, were suggested.
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Park, Gun, Jae Hyuk Lee, and Hyungchul Yoon. "Semantic Structure from Motion for Railroad Bridges Using Deep Learning." Applied Sciences 11, no. 10 (May 11, 2021): 4332. http://dx.doi.org/10.3390/app11104332.
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Current maintenance practices consume significant time, cost, and manpower. Thus, a new technique for maintenance is required. Construction information technologies, including building information modeling (BIM), have recently been applied to the field to carry out systematic and productive planning, design, construction, and maintenance. Although BIM is increasingly being applied to new structures, its application to existing structures has been limited. To apply BIM to an existing structure, a three-dimensional (3D) model of the structure that accurately represents the as-is status should be constructed and each structural component should be specified manually. This study proposes a method that constructs a 3D model and specifies the structural component automatically using photographic data with a camera installed on an unmanned aerial vehicle. This procedure is referred to as semantic structure from motion because it constructs a 3D point cloud model together with semantic information. A validation test was carried out on a railroad bridge to validate the performance of the proposed system. The average precision, intersection over union, and BF scores were 80.87%, 66.66%, and 56.33%, respectively. The proposed method could improve the current scan-to-BIM procedure by generating the as-is 3D point cloud model by specifying the structural component automatically.
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Flanigan, Katherine A., Jerome P. Lynch, and Mohammed Ettouney. "Probabilistic fatigue assessment of monitored railroad bridge components using long-term response data in a reliability framework." Structural Health Monitoring 19, no. 6 (June 7, 2020): 2122–42. http://dx.doi.org/10.1177/1475921720915712.
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Fatigue is a primary concern for railroad bridge owners because railroad bridges typically have high live load to dead load ratios and high stress cycle frequencies. However, existing inspection and post-inspection analysis methods are unable to accurately consider the full influence of bridge behavior on the fatigue life of bridge components. Reliability-based fatigue analysis methods have emerged to account for uncertainties in analysis parameters such as environmental and mechanical properties. While existing literature proposes probabilistic fatigue assessment of bridge components, this body of work relies on train parameter estimates, finite element model simulations, or controlled loading tests to augment monitoring data. This article presents a probabilistic fatigue assessment of monitored railroad bridge components using only continuous, long-term response data in a purely data-driven reliability framework that is compatible with existing inspection methods. As an illustrative example, this work quantifies the safety profile of a fracture-critical assembly comprising of six parallel eyebars on the Harahan Bridge (Memphis, TN). The monitored eyebars are susceptible to accelerated fatigue damage because changes in the boundary conditions cause some eyebars to carry a greater proportion of the total assembly load than assumed during design and analysis; existing manual inspection practices aim to maintain an equal loading distribution across the eyebars. Consequently, the limit state function derived in this article accounts for the coupled behavior between fatigue and relative tautness of the parallel eyebars. The reliability index values for both the element (i.e. individual eyebars) and system (i.e. full eyebar assembly) reliability problems are assessed and indicate that under the conservative assumption that progressive failure is brittle, first failure within the parallel eyebar system is generally equivalent to system failure. The proposed method also serves as an intervention strategy that can quantify the influence of eyebar realignment on the future evolution of the reliability index.
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Baboshin, Vladimir A., Konstantin N. Savinov, Andrei K. Chernykh, and Mikhail G. Iashin. "SOME ISSUES OF ORGANIZATION OF RESTORATION OF RAILWAY INFRASTRUCTURE FACILITIES." Автоматизация Процессов Управления 62, no. 4 (2020): 23–32. http://dx.doi.org/10.35752/1991-2927-2020-4-62-23-32.
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The Railway Troops of the Armed Forces of the Russian Federation are intended for technical cover, restoration, demining and barrage of sections (objects) of the RF railroad transport infrastructure in the RF Armed Forces responsibility zone, increasing its survivability and carrying capacity, as well as planning the guidance and operation of floating railway bridges. The railway infrastructure is understood as "a technological complex, which includes subsystems of railway infrastructure, components of subsystems and elements of components of subsystems of railway infrastructure, ensuring the functioning of this complex" [1]. The tasks of the troops include the operation of existing and construction of new sections of railways, bypassing railway (railway) junctions, the construction of temporary railway bridges in order to ensure the actions of troops [2]. When restoring infrastructure facilities for railroad transport, the organization of work management and the promptness of restoring interrupted train traffic play a decisive role, which largely depends on the preparation and decision-making that requires certain engineering calculations. In particular, the development of design documentation for the construction of a bypass of a destroyed section of a road or a railway junction requires a significant amount of time. The most time-consuming document of design documentation is the calculation and construction of a longitudinal bypass profile. The article discusses the issues of automated construction of a longitudinal bypass profile, which can significantly reduce the time required for preparing design documentation, including for laying cable lines to restore the regulation of train traffic.
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Loktev, A. A., V. V. Korolev, D. A. Loktev, D. R. Shukyurov, P. A. Gelyukh, and I. V. Shishkina. "Perspective constructions of bridge overpasses on transport main lines." Vestnik of the Railway Research Institute 77, no. 6 (December 30, 2018): 331–36. http://dx.doi.org/10.21780/2223-9731-2018-77-6-331-336.
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Abstract. When designing bridges on motorways and railways, conventional beam or trussed design schemes of structures made of steel or reinforced concrete are used, but at present there is a significant increase in the speeds of motion of individual vehicles, axial loads and total train weight increase, and temporary intervals between trains. These factors lead to a significant increase in dynamic effects and necessitate the use of non-classical design schemes for artificial structures of transport infrastructure. In this study, it is proposed to take a threespan arch bridge with suspended central span structure as the basis for unified bridge overpass. Such an arrangement will allow changing the design length of the central span in a fairly wide range, reducing the total number of supports with an increase in the total length of the bridge overpass, and using a similar design as a double-track railroad, two- or four-lane motorway bridge. Calculations carried out and the results obtained for calculating displacements, internal forces and stresses in the units and elements of the proposed bridge overpass design allow concluding about the allowable limit values of the values found, sufficiently uniform load of all its main elements, the absence of strongly marked large-scale stress concentrators. Proposed design allows setting different sizes of spans during the design, reducing the number or even avoiding the installation of channel supports, adapting this structure for the passage of both rail and road transport. Design of the bridge, mathematical model of which is described in detail in the article, can be manufactured at the factory, and then delivered to the installation site and mounted there, which significantly reduces the final construction cost and makes it a profitable solution, for example, for arranging railway interchanges at different levels.
Dissertations / Theses on the topic "Railroad bridges Design"
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Senturk, Tolga. "Impact Of Passanger Comfort Level On Design Of Short-span Composite Steel I-girder High Speed Railroad Bridges." Master's thesis, METU, 2010. http://etd.lib.metu.edu.tr/upload/3/12611320/index.pdf.
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In globalizing world, increase in demand for high speed rail travel requires comfortable ride over bridges while maintaining an economical design. These bridges either have composite steel I-girders, prestressed precast I or box girder superstructures. The span lengths can reach up to 40 meters. If frequency of wheel load pass at a point on bridge matches with one the critical frequencies of the structure, excessive vibration can developed both at the train and the bridge even if the structure is structurally safe. Excessive vibration can discomfort the passengers. Focus of this study is given to identify certain thresholds for the rigidity of span to minimize the passenger discomfort at short-span composite steel I-girder high speed railroad bridges. In this context, various span lengths with different girder configurations have been analyzed under various train design speeds and ballast stiffness. Eigenvalue analyses are performed to determine critical frequencies of bridges. Moving force models are used to determine structural vibrations as recommended by high speed railroad bridge design specifications. It is well-known that stiffer structures can have significantly less vibration amplitudes than lighter ones providing a comfortable ride for high speed train passes.
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Ngobeni, Nhlamulo. "Kliptown CBD ‘Bridge’: an architectural intervention enhancing the physical & socio-economic integration of Freedom Square, Kliptown informal settlement and Kliptown CBD, Johannesburg." Thesis, 2014. http://hdl.handle.net/10210/10056.
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M.Tech. (Architectural Technology)This dissertation is rooted within the process of analysing and understanding the dynamics of the context, from which principles can be drawn. The project is founded with the aim to address the harsh edges between Kliptown informal settlement and Kliptown CBD, which are physically separated by railway tracks. This dissertation identifies the context as the ‘bank’ of design informants. Thus it forces the author to undergo a critical analysis of the context. The proposed site (Kliptown) forms a comprehensive layer of history, which has over time influenced both physical development and movement of the site. The project propose a physical intervention in a form of a bridge over the railway tracks in attempt to connect the two areas. The author engaged with the context to establish program for the architectural intervention. The education gap was established within the informal settlement, which was then used to establish the program for the intervention. The average shack size of 15 square meters is never enough for learners to do they school work after schooling hours, thus the proposed programme of the physical bridge forms part of the bridging concept. The program is more about bridging the educational gap within the context.
Books on the topic "Railroad bridges Design"
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Yan hai tie lu qiao liang she ji yu shi jian. Beijing: Zhongguo tie dao chu ban she, 2012.
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Holmegaard, Karsten. Storebælt 1988-1998. København: Storebælt, 1998.
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Design of modern steel railway bridges. Boca Raton, FL: CRC Press, 2010.
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Koerte, Arnold. Two railway bridges of an era: Firth of Forth and Firth of Tay : technical progress, disaster, and new beginning in Victorian engineering = Zwei Eisenbahnbrücken einer Epoche : technischer Fortschritt, Desaster, und Neubeginn in der viktorianischen Ingenieurbaukunst. Basel: Birkhäuser Verlag, 1991.
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Honshū Shikoku Renrakukyō Kōdan (Japan). Honshū Shikoku renrakukyō Ōnarutobashi kōjishi. Tōkyō: Honshū Shikoku Renrakukyō Kōdan, 1987.
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Brunel's Royal Albert Bridge: A study of the design and construction of his 'Gateway to Cornwall' at Saltash. Truro: Twelveheads Press, 1997.
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D, Middleton William. The bridge at Québec. Bloomington: Indiana University Press, 2001.
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Roze, Claude. Un grandiose ouvrage d'art du XIXe siècle: Le viaduc de Chaumont. Langres [France]: D. Guéniot, 1990.
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Beyer, Peter. 150 Jahre G ̈oltzschtal- und Elstertalbr ̈ucke im S ̈achsischen Vogtland: 1851 - 2001. Plauen: Vogtland-Verlag Wolfgang G unther, 2001.
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Gao su tie lu qiao liang she ji yu shi jian. Beijing Shi: Zhongguo tie dao chu bans he, 2011.
Find full textBook chapters on the topic "Railroad bridges Design"
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Haw, Richard. "Securing Niagara (1852–55)." In Engineering America, 344–95. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190663902.003.0016.
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The Niagara contract was a fitting judgment on John’s career to date, and the bridge itself was a triumph, eliciting praise and admiration from all over the globe, for both its handsome Egyptian architecture and the soundness of its design. It took four years to build and was the world’s first railroad suspension bridge, or at least the first successful one, fully demonstrating the strength and effectiveness of the suspension plan for heavy-going freight. It also compared very favorably with Robert Stephenson’s recently completed Britannia Tubular Bridge, the British engineer’s rival solution to the problem of long-span railroad bridges. A lifelong, committed abolitionist who wrote extensively about the evils of slavery, John also appreciated the impact his bridge had (somewhat incidentally) on the institution of slavery. Harriet Tubman (among others) used John’s bridge numerous times in the late 1850s to lead runaway slaves out of the United States and into British Canada.
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"Railroad Bridge Design Specifications*." In Bridge Engineering Handbook, 159–74. CRC Press, 2014. http://dx.doi.org/10.1201/b15616-12.
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Castle, W. "Rehabilitative design/build of a railroad bridge." In Bridge Maintenance, Safety, Management and Life-Cycle Optimization, 537. CRC Press, 2010. http://dx.doi.org/10.1201/b10430-417.
Full textConference papers on the topic "Railroad bridges Design"
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Smith, Frank J. "Smart Bridge: Autonomous Structural Integrity Monitor for Railroad Bridges." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8062.
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Abstract This paper provides an introduction to Smart Bridge; a railroad bridge structural integrity monitoring system based on Continuous Fiber Optic Strain Sensing (CFOSS) technology. This design concept allows for the real time observation of how a bridge responds to dynamic loading and provides for autonomous reporting of abnormal structural conditions. The CFOSS technology can monitor the entire bridge and observe changes in the behavure of its structural elements. The structure is constantly monitored, both when the structure is at static load and when the bridge is supporting the load of a train. When significant changes are observed they can be defined by location and the degree of deviation from normal. A Smart Bridge provides automatic notification of sudden changes to the structure in real time. These changes may be an indication of bridge impact damage. It also provides a graphical map of the changes in structural behavure over time. In both circumstances the technology will identify the specific structural element that is degrading. Smart Bridge is based on Continuous Fiber Optic Strain Sensing technology. This technology manifests in the form of a cable that is bonded along the entire length of the structural elements of the bridge. The cable senses strain in both the axial and transverse directions. Unlike conventional strain gauge elements that are bonded to a single location, CFOSS cables run continuously along the beam, plate or tendon. The technology is able to observe the changes in the concentration of strain along a structure and identify the origin of the change. CFOSS technology is currently under development as part of the Smart Rail project. The underlying fiber optic strain sensing cable technology is in commercial use in the oil well and petrochemical pipeline industry. The adoption of Smart Bridge provides enhanced operational safety because it monitors the structural integrity of the bridge continuously and provides automatic status annunciations. This monitoring is active during times when the bridge is in dead load and when it is supporting the load of a passing train. Smart Bridge also improves the working safety of bridge inspectors by providing a map of structural changes that may indicate hazardous conditions. The use of Smart Bridge improves the inspection process by identifying potential structural problems that may require visual confirmation. And it provides autonomous warnings when sudden changes in the bridge structural integrity are detected.
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Gergel, John T., Vishali M. Vasudevan, and Matthew H. Hebdon. "Railroad Tie Lateral Resistance on Open-Deck Plate Girder Bridges." In 2020 Joint Rail Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/jrc2020-8053.
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Abstract On open-deck railroad bridges, the crossties (sleepers) are directly supported by the bridge superstructure and anchored with deck tie fasteners such as hook bolts. These fasteners provide lateral resistance for the bridge ties, and in railroad bridge design, their spacing is controlled by the required lateral resistance of the ties. Currently there are no provisions to assist in the calculation of lateral resistance provided by railroad ties on open-deck bridges, and as a result there are no specific requirements for the spacing of deck tie fasteners. This has led to different design practices specific to each railroad, and inconsistent fastener spacing in existing railroad bridges. A research plan was conducted to experimentally quantify the lateral resistance of timber crossties on open-deck plate girder bridges using different wood species and types of fasteners. Experimental tests were conducted on four different species of timber crossties (Beech, Sycamore, Southern Pine, and Oak) with three different types of fasteners (square body hook bolt, forged hook bolt, and Quick-Set Anchors). A structural test setup simulated one half of an open-deck bridge with a smooth-top steel plate girder, and hydraulic actuators to apply both vertical and horizontal load to a railroad tie specimen. The three main contributions to lateral resistance on open-deck bridges were identified as friction resistance between tie and girder due to vertical load from a truck axle, resistance from the fastener, and resistance from dapped ties bearing against the girder flange. Initial testing conducted at Virginia Tech isolated each component of lateral resistance to determine the friction coefficient between tie and girder as well as resistance from just the fastener itself. Results indicate that friction resistance varies based on the magnitude of vertical truck axle load, species of wood, and quantity of creosote preservative on the tie, while fastener resistance varies based on type of fastener and displacement of the tie. With the experimental results, a preliminary equation for calculating the overall resistance of open-deck timber crossties is developed, which allows for a recommendation of fastener spacing based on the type of fastener, wood species, and anticipated lateral loads on the structure.
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Jacobs, David W., and Ramesh B. Malla. "Review of Live Load Impact Factor for Existing Truss Railroad Bridges in the United States." In 2013 Joint Rail Conference. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/jrc2013-2567.
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The current American Railway Engineering and Maintenance-of-Way Association (AREMA) Manual provides live load impact formulas for the design of steel railroad bridges. The only variable in those formulas is span length and do not include other parameters that bridge engineers know affects live load impact factor. Years of use in practice and research have shown that these formulas are reliable, safe and simple to apply, though often very conservative. In order to make the nation’s transportation more efficient and energy efficient, a significant effort is underway in the U.S. to enhance its railroad infrastructures. Bridges built before the 1950s, many of which are still in service, were designed to sustain the effects of steam engine hammer blow, and consequently slow speed. Yet, most of these bridges may not be replaced and may be required to carry high speed passenger equipment. This raises the question of what effects higher speed trains will have on old, long span truss steel bridges. This paper presents finding from the detail literature review on the current live load impact factor on truss railroad bridges and its implication to the future.
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Fairbanks, Gary, Harold Weisinger, Steven Zuiderveen, Anand Prabhakaran, and Tanner Buel. "Dynamic Load Augment From Steam Locomotives." In 2016 Joint Rail Conference. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/jrc2016-5839.
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Railroad bridges experience dynamic wheel load augment from rolling stock that cross the bridges, due to nominal bridge and suspension dynamics, as well as anomalies such as wheel flats. The level of dynamic augment is particularly high for steam locomotives due to the hammer blow effect associated with the driven wheels. Tests conducted in the early-mid 20th century had quantified some of these effects, and the resulting findings have been part of the impact formulae presented in the AREMA Railway Engineering Manual. However, there was concern that the impact associated with some of the non-cross counter-balanced, lighter, older locomotives, could be higher than specified by AREMA formulae. This paper describes the methodology and results from a series of tests that evaluated the levels of dynamic augment experienced by railroad track and an exemplar bridge under a set of narrow gauge steam locomotives, and compares the measurements to the design values specified in the AREMA Manual. Vertical and lateral loads on railroad track, and strain levels on multiple critical bridge members were measured under three different classes of light, narrow gauge steam locomotives, over a range of operating speeds and conditions. The tests were conducted on a 120 ft span, through truss bridge, and adjacent track on a tourist railroad. Dynamic augment values measured during the tests were generally lower than the values expected from AREMA formulae. Similarly, the peak lateral loads measured appear to be nominal and lower than the AREMA prescribed values. However, it should be kept in mind that these results are from tests conducted with three relatively light, narrow gauge locomotives, on specific bridge and track, whereas, the AREMA formulae are intended to cover a wider range of conditions. These tests tend to show that the legacy standards are conservative and are applicable to calculating regulatory required bridge loads where steam locomotives are concerned.
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Vergoossen, Rob. "Towards 2222, science fiction or an educated guess for the design of bridges?" In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.0215.
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<p>About 200 years ago the first railroad bridges were build, followed almost 100 years later by bridges for cars and trucks. Since the first cars and trucks, traffic has changed. Up to now this change is mostly an increase in intensity and axle and gross vehicle weight of trucks. But soon mobility will change.</p><p>When designing a bridge for a lifespan of 200 years there are a lot of uncertainties to deal with.</p><p>Will there be more vehicles due to easier transport, or will there be less because of a reducing population, virtual reality and robotics? There are a lot of construction activities going on in the world, but when will this change and what is the impact on mobility and transportation? The innovation in technology will change the use of the transport, which will make it more efficient, but is this also efficient for bridges? And what will be the effect of renewable energies and reducing CO2 on the usage of bridges? A lot of unknowns and only future will tell us what exactly will happen.</p><p>In this paper we give some scenarios on possible changes in the near and far future and how this can possibly influence the way we design our bridges today.</p>
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Buesing, Aaron W. "Hydraulic Design Recommendations for the Railroad Bridges across the Wisconsin River at Sauk City, Wisconsin." In Joint Conference on Water Resource Engineering and Water Resources Planning and Management 2000. Reston, VA: American Society of Civil Engineers, 2000. http://dx.doi.org/10.1061/40517(2000)14.
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Rossini, Marco, Antonio Nanni, Fabio Matta, Steven Nolan, William Potter, and Derek Hess. "Overview of AASHTO Design Specifications for GFRP-RC Bridges 2nd Edition: Toledo Bridge as Case Study." In IABSE Symposium, Guimarães 2019: Towards a Resilient Built Environment Risk and Asset Management. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/guimaraes.2019.1214.
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<p>Glass fiber-reinforced polymer (GFRP) bars are a viable corrosion-resistant reinforcement for concrete bridge structures. This technology is becoming increasingly attractive, especially in aggressive environments as coastal areas or cold-weathered regions where de-icing salts are used.</p><p>The development of a bridge-comprehensive national standard is crucial to foster the deployment of durable GFRP-RC structures. To respond to this demand, a task force of researchers and practitioners has developed a draft for the second edition of the AASHTO LRFD Bridge Design Specifications for GFRP-RC (AASHTO GFRP-2). The draft was submitted to AASHTO Subcommittee T6 and approved for publication by AASHTO Committee on Bridge and Structures in June 2018.</p><p>Compared to the first 2009 edition of the guidelines, changes were introduced to reflect the current state-of-the-art. The goals included making the provisions more rational, offsetting some over- conservativeness, and harmonizing the design philosophy with that of authoritative national and international guides and standards.</p><p>This paper illustrates the salient contents of the document, with a focus on flexural design. The GFRP-RC deck of the Anthony Wayne Trail Bridge over Norfolk Southern Railroad (OH) is presented as an example of a common application for GFRP bars in cold-weathered regions. The design with GFRP bars according to AASHTO GFRP-2 is compared to an equivalent design performed according to the first edition of the specifications. Furthermore, the design is compared to traditional and non- corrosive steel-RC alternatives. Economic considerations are included.</p>
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Hronek, John W. "Innovative Design Solutions Speed Construction of Commuter Rail Corridor." In 2010 Joint Rail Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/jrc2010-36157.
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This paper will detail the design challenges and construction of the extension of the New Mexico Rail Runner commuter rail corridor from Bernalillo, NM to Santa Fe, NM. Numerous innovative solutions were implemented in the design and construction of the project to meet the aggressive schedule dictated by the client. The project was awarded to the design-build contractor in August 2007 and the line was opened to traffic in December 2008. This project was an important component of the New Mexico statewide transportation improvement project. Project final design and construction plans for the 18 mile extension were completed in five months. Construction started prior to completion of the final construction documents. The design was planned to provide a steady flow of Approved for Construction (AFC) documents to facilitate construction. Project highlights included eighteen miles of welded rail on concrete ties, six railroad bridges, one highway bridge overpass, two rail passing sidings, six concrete box rail crossings and 18 miles of new 136lb welded rail on concrete ties. The project is designed to meet the operating requirements of Class IV track and an operating speed of 79 mph. The major civil quantities included two million cubic yards of earthwork, 59,000 square feet of MSE retaining walls, 263,000 tons of ballast and subballast, 98,000 track feet of rail, and 50,000 concrete ties. The project team (NMDOT and Design-Build Consortium) collaborated by meeting weekly and reviewing plans and solutions, prior to acceptance for construction. Key to this effort was the use of the 3D design model created for the entire project leading to refining of the project quantities, reducing cost and allowing the NMDOT to remain within the budget established for this project.
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Wang, Yongxin, Matthew Jablonski, Chaitanya Yavvari, Zezhou Wang, Xiang Liu, Keith Holt, and Duminda Wijesekera. "Safety and Security Analysis for Movable Railroad Bridges." In 2019 Joint Rail Conference. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/jrc2019-1251.
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Movable railroad bridges, consisting of lift, bascule, or swing bridges have been used by American rail tracks that cross usable waterways for over a century. Although custom made, movable bridges share many common components and designs. Most of them use weight bearing towers for the movable span using electric or electro-hydraulic systems lift and/or rotate these movable spans. Automated locks hold the bridge in place as soon as the movement stops. The bridge operation, train and ship signaling systems work in synchrony for trains and waterway traffic to be granted safe passage with minimal delay. This synchrony is maintained by using custom-made control systems using Programmable Logic Controllers (PLCs) or Field Programmable Gate Arrays (FPGAs). Controllers located on the movable and the static parts of the bridge communicate using radio and/or wired underwater links sometimes involving marine cables. The primary objective of this paper is to develop a framework to analyze the safety and security of the bridge operating systems and their synchronous operations with railway and waterway systems. We do so by modeling the movable physical components and their control system with the interconnected network system and determine the faults and attacks that may affect their operations. Given the prevalence of attacks against PLCs, FPGAs and controllers, we show a generic way to determine the effect of what if scenarios that may arise due to attacks combined with failures using a case study of a swing bridge.
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"Seismic Performance of Unreinforced Concrete Railroad Bridge Piers." In SP-342: Advanced Analysis and Testing Methods for Concrete Bridge Evaluation and Design. American Concrete Institute, 2020. http://dx.doi.org/10.14359/51725940.
Full textReports on the topic "Railroad bridges Design"
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Lottes, S. A., C. Bojanowski, N. Sinha, and K. Kerenyi. Three Dimensional Analysis of Pier Extension and Guide Wall Design Alternatives to Mitigate Local Scour Risk at the BNSF Railroad Bridge Downstream of the Prado Dam. Office of Scientific and Technical Information (OSTI), March 2015. http://dx.doi.org/10.2172/1171963.
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Lottes, S. A., N. Sinha, C. Bojanowski, K. Kerenyi, and Jeremy Sharp. Three Dimensional Analysis of the Final Design of Pier Extensions and West Guide Wall to Mitigate Local Scour Risk at the BNSF Railroad Bridge Downstream of the Prado Dam Supplemental Report. Office of Scientific and Technical Information (OSTI), June 2016. http://dx.doi.org/10.2172/1327819.
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