Journal articles on the topic 'Railroad bridges Design'
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1
Uppal, A. S., S. H. Rizkalla, and R. B. Pinkney. "Response of timber bridges under train loading." Canadian Journal of Civil Engineering 17, no. 6 (December 1, 1990): 940–51. http://dx.doi.org/10.1139/l90-106.
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Timber bridges are still commonly used by several North American railroads. For short spans, they offer an attractive alternative to other types of bridges, as they are economical, faster to construct, and easy to maintain. Current design practices do not allow an independent consideration of the effects of the dynamic loads in sizing the bridge components, because very little information is available on the subject. Dynamic tests were carried out at two timber railroad bridge sites under the passage of trains at speeds varying from crawl, i.e., 1.6 km/h (1 mph), to 80.5 km/h (50 mph). The loads at wheel–rail interfaces, the vertical displacements, and the accelerations were measured at several locations on the bridge spans, the bridge approaches, and the normal track sections. The maximum values of the dynamic load factors obtained were 1.50, 1.65, and 1.85 for bridge, bridge approach, and normal track, respectively; and the corresponding maximum values of the dynamic displacement factors obtained were 1.30, 1.00, and 1.20. The main objective of this paper is to describe the experimental work and the influence on the measured values of the train speed and other factors. Key words: railroad, timber, bridge, wheel–rail interfaces, load, deflection, frequency, load factor, dynamic displacement, track modulus.
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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.
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Valenti, Robert, Alex Brudno, Michael Bertoulin, and Ian Davis. "Fort Point Channel: Concrete Immersed-Tube and Ventilation Building Design." Transportation Research Record: Journal of the Transportation Research Board 1541, no. 1 (January 1996): 147–52. http://dx.doi.org/10.1177/0361198196154100119.
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The Central Artery/Third Harbor Tunnel Project in Boston, Massachusetts, is one of the largest highway projects over undertaken in the country. It requires the replacement of the existing elevated artery, I-93, with an underground tunnel extending through downtown Boston and an extension of the Massachusetts Turnpike Authority (MTA) I-90 from its existing termination at the I-93 interchange to Boston's Logan International Airport. The I-90 extension tunnels east under the existing South Station intercity and commuter railroad tracks, under historic Fort Point Channel while crossing above the 1915 twin subway tunnels, and continues through industrial South Boston with ramps surfacing in a new South Boston interchange, the heart of tremendous growth in Boston. From there the tunnel connects to the recently completed Ted Williams Tunnel harbor crossing to East Boston and Logan International Airport. The unique design challenges and solutions relating to the Fort Point Channel crossing, particularly the use of in-the-wet construction with concrete immersed-tube tunnels and the design interface to the ventilation structures, are presented. Structures required for the I-90 extension are concrete immersed tubes and jacked tunnels, as well as more conventional cut-and-cover tunnels, bridges, surface roads, and ancillary buildings. The geometric and physical restraints of the alignment initially required the placement of the ventilation building, which serves the tunnels, on a cut-and-cover tunnel transition section between the jacked tunnels and the concrete immersed tubes. Ultimately, placement of the ventilation building on the immersed tubes created a substantial cost and schedule benefit.
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RESHETNOV, A. YU, V. I. SOLOMKA, and P. A. OVCHYNNYKOV. "PARAMETERS OF TYPICAL CONTINUOUS STEEL TRUSS SPANS UNDER A HIGH-SPEED MOVEMENT." Bridges and tunnels: Theory, Research, Practice, no. 11 (December 10, 2017): 88–101. http://dx.doi.org/10.15802/bttrp2017/159217.
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Purpose. Determination of the stress-strain state of a typical continuous steel truss span by calculation according to national norms and computer simulation in the conditions of passage of high-speed passenger trains. Methodology. In this work, the stress-strain state of a continuous truss span of the typical project No. 3 501.2-166 for the possibility of its application in areas with perspective high-speed railway traffic was investigated. Calculation of the specified span structure for DBN V.2.3-14-2006 «Constructions of transport. Bridges and pipes. Design rules» for railroad loading С14 was executed. The cross-sections of the elements of a continuous truss span were calculated and the necessary checks performed. For the given span structure in the software complex a model was developed and the stress-strain state at various speeds of railway transport according to European and national norms was investigated. The acceleration and deflection of a continuous steel truss span were determined and their comparison with normative requirements was performed. Findings. As a result of simulation in the software complex for a continuous steel truss span, acceleration and deflection under the action of cargo and passenger load at different speeds of movement were determined. The cross-sections of the elements of a continuous steel truss span were calculated. Originality. The results of the study can be applied in the development of national regulatory documents on high-speed rail transport and in the design of bridge structures with continuous truss spans in areas with high and higher-speed railway traffic. Practical value. The obtained results of the research will allow to effectively use continuous steel truss spans of typical designs in areas with high– and higher-speed railway traffic.
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Myers, John J., and Ramon L. Carrasquillo. "Influence of Hydration Temperature on Durability and Mechanical Property Performance of Prestressed and Precast High-Performance Concrete Beams." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 131–42. http://dx.doi.org/10.3141/1696-16.
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Concrete technology has continued to advance throughout the years to meet the demands of designers and innovative structural systems. With the advent of high-performance concrete (HPC), which contains large amounts of cementitious materials, the investigation of the impact of concrete temperature development during hydration on concrete performance is of keen interest. Match-curing technology was used to investigate the influence of concrete temperature development during hydration on the mechanical and material property performance of prestressed and precast HPC beams. These members were fabricated for use in two recently constructed HPC bridges in Texas. The investigation was conducted in conjunction with the design, instrumentation, and construction of the Louetta Road Overpass in Houston, Texas, and the North Concho River US-87 and South Orient Railroad Overpass in San Angelo, Texas. FHWA and the Texas Department of Transportation cosponsored these projects as part of the Strategic Highway Research Program to stimulate the use of HPC and to demonstrate the suitability of HPC in highway structures. The results of the study indicated that for HPCs that contain large amounts of cementitious materials, the concrete temperature during hydration can have a dramatic impact on both the mechanical and the material (durability) performance of the concrete. Temperature recommendations are provided to avoid less than optimal concrete performance on the basis of the member shapes and mix designs investigated in the study.
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Cartagena Abella, Juan José. "Consideraciones en el diseño de puentes de hormigón para líneas de alta velocidad ferroviaria." Informes de la Construcción 44, no. 420 (August 30, 1992): 15–20. http://dx.doi.org/10.3989/ic.1992.v44.i420.1321.
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Kormanikova, Eva, Kamila Kotrasova, Jozef Melcer, and Veronika Valaskova. "Numerical Investigation of the Dynamic Responses of Fibre-Reinforced Polymer Composite Bridge Beam Subjected to Moving Vehicle." Polymers 14, no. 4 (February 20, 2022): 812. http://dx.doi.org/10.3390/polym14040812.
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In modern industry, heavy traditional materials are being substituted with light and strong fibre-reinforced polymer composite materials. Bridges and railroads made of composite laminates are considerably affected by traffic loads. Therefore, it is very important to analyse this effect which would find practical applications in engineering designs. This paper explains the theoretical formulation that governs the dynamic response of a composite beam subjected to a moving load. The governing equations for the dynamic effect on the laminated composite bridge beam are explained here. The main theories in the micro–macro modelling of composite laminates are also described in the paper. Within the macro modelling, the Classical Laminate and Shear Deformation Laminate Theory of beams are presented. The symmetric cross-ply laminated bridge, made of boron/epoxy is under consideration. The computational two-dimensional model of the vehicle is adopted. The governing equations for the dynamic effect on the laminated composite bridge beam are explained. The calculation of the time response of the bridge for the characteristic speeds of the vehicle is performed in the environment of the MATLAB software. The maximum dynamic magnification factor for the dynamic analysis of a composite beam is found.
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Hou, Wenting, Erol Tutumluer, and Wenjing Li. "A Validated Train-Track-Bridge Model with Nonlinear Support Conditions at Bridge Approaches." Infrastructures 6, no. 4 (April 16, 2021): 59. http://dx.doi.org/10.3390/infrastructures6040059.
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A bridge approach, an essential component connecting a relatively rigid bridge and a more flexible track on subgrade soil, is one of the most common types of track transition zones. The tracks on a bridge deck often undergo significantly lower deformations under loading compared to the approach tracks. Even though there have been numerous efforts to understand and remediate performance deficiencies emerging from the differences in stiffness between the bridge deck and the approach, issues such as differential settlement and unsupported hanging crossties often exist. It is often difficult and expensive to try different combinations of mitigation methods in the field. Therefore, computational modeling becomes of vital importance to study dynamic responses of railroad bridge approaches. In this study, field instrumentation data were collected from the track substructure of US Amtrak’s Northeast Corridor railroad track bridge approaches. After analyses and model implementation of such comprehensive field data, an advanced train-track-bridge model is introduced and validated in this paper. Nonlinear relative displacements under varying contact forces observed between crosstie and ballast are adequately considered in the dynamic track model. The validated model is then used to simulate an Amtrak passenger train entering an open deck bridge to generate typical track transient responses and better understand dynamic behavior trends in bridge approaches. The simulated results show that near bridge location experiences much larger transient deformations, impact forces, vibration velocities and vibration accelerations. The validated track model is an analysis tool to evaluate transient responses at bridge approaches with nonlinear support; it is intended to eventually aid in developing improved track design and maintenance practices.
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Kim, Eungcheol, Myungseob (Edward) Kim, Gabrielle Delos, and Tyler Clark. "Post-Construction Alignment Revision in Direct-Fixation Railroad Tracks." Sustainability 11, no. 21 (November 5, 2019): 6166. http://dx.doi.org/10.3390/su11216166.
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In railroad construction—in particular, direct-fixation tracks—a longitudinal concrete block known as a “plinth” is used to elevate the profiles of the railroad track from the aerial guideway (e.g., bridge deck). A post-construction alignment revision is often required if the plinth elevation surpasses its maximum tolerance after the concrete pour. In such cases, the plinth surface needs to be grinded to meet the design elevation, or a shim should be inserted underneath the rail pad to raise the profile elevation. Considering both sides of the rail plinths, vertical design factors, and performance specifications, re-optimization of the vertical profile is of great interest, but the process poses challenges and represents a practical research problem. An optimization model aimed at minimizing the cost of post-construction alignment repairs is proposed and a real-case numerical example is analyzed to check the effectiveness of the model.
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Samodra, F. X. T. B., and I. G. Nugrahani. "Composing the noise space: Musical architecture of urban culture." IOP Conference Series: Earth and Environmental Science 903, no. 1 (November 1, 2021): 012003. http://dx.doi.org/10.1088/1755-1315/903/1/012003.
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Abstract In the recent climate change era of several tropical urban living and cultures, many slums are built on the railroad tracks accompanying the overheating environment. The people in that area can receive the noise radiation that was made from the railroad and the train wheels friction. The design research aims to manage noise with high intensity into the white noise, which was fit and valuable to increasing human life performance in daily life. It enhances through designing the attractive area at Malang urban area as the site and analyzing the environmental psychology approach according to adaptable barriers. This study uses audio editing and music notation software, Adobe Audition and Cubase, to capture the sound to support the design. The results highlighted that musical architecture could bridge the needs of the various people’s living space and noise that cannot be moved and deleted. The play of materials, order, and composition of time that pay attention to the intensity and frequency of noise design project compose the rhythm of formal and spatial settlement design.
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Purnomo, D. A., W. A. N. Aspar, W. Barasa, S. M. Harjono, P. Sukamdo, and T. Fiantika. "Initial Implementation of Structural Health Monitoring System of a Railway Bridge." IOP Conference Series: Materials Science and Engineering 1200, no. 1 (November 1, 2021): 012019. http://dx.doi.org/10.1088/1757-899x/1200/1/012019.
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Abstract In order to determine the actual condition of the railway bridge structure in the field, predictive monitoring is needed by installing a structural health monitoring system (SHMS). In the process of applying the SHMS, a bridge design review was applied to have railway bridge characteristics. The purpose of conducting this design review is to determine the allowable threshold for deflection and vibration of the bridge. This paper will present the analysis of the steel frame structure; with a span of 51.60 meters, 4.45 meters wide, of 5.00 meters high, respectively. According to the applicable standards, the loads used following the function of the bridge on the railroad tracks are calculated. The purpose of this paper is to (1) analyze the strength of the attached profile against the working forces, especially the live load of the rail line, (2) to know the deflection that occurs, (3) to know the natural frequency that occurs, and (4) to develop expert systems. The simulation results are used as the basis for placing sensors on the bridge and as the basis for determining the threshold for the railway bridge SHMS.
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El-Ghandour, AI, and CD Foster. "Coupled finite element and multibody systems dynamics modelling for the investigation of the bridge approach problem." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit 233, no. 10 (February 7, 2019): 1097–111. http://dx.doi.org/10.1177/0954409719828599.
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Railways are the most common mode of transportation for both people and cargo due to its advantages in economy, safety, and comfort. The finite element method has been broadly used for more than three decades to model the different components of the railroad system such as rails, sleepers (cross ties), and substructure and has been used to investigate a variety of problems associated with rail mechanics. Different multibody systems dynamics software programs have also been developed to investigate the dynamic performance and contact behaviour between the rails and the wheels and to determine the contact forces. In this work, a full three-dimensional model that couples both the finite element method and the multibody systems dynamics has been used to study the railroad system. The main focus of this study is to model the bridge approach problem under dynamic load. The bridge approach problem arises from the sudden change in the foundation's stiffness under the rails at the bridge entry and exit, leading to high levels of stress and settlement that can also cause further problems over time. The effect of using a concrete slab at the bridge entry is also investigated in this study, using two slab designs: rectangular and inclined. The results show the effectiveness of the three-dimensional model and slab implementation on the forces and the vertical deformation, especially the inclined slab that applies a gradual change in the stiffness rather than a sudden change.
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Chen, Yue Ping, Yuan Qing Wang, Xin Yue Zhao, Yong Jiu Shi, Hui Zhou, and Yun Sheng Li. "The Fatigue Research of Straight Thread Sleeve Connection for Beijing South Railway Station." Applied Mechanics and Materials 94-96 (September 2011): 1003–7. http://dx.doi.org/10.4028/www.scientific.net/amm.94-96.1003.
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As for Beijing South Railway Station, railway track just lies on the roof slab of the basement, in railroad bridge or the railroad station orbit layer structure, the reinforcing bar designs general is used thick diameter reinforcing bar.However weld can’t assure the quality, and the reinforcing bar is dense, it is hard to site operation;But the mechanical connection has many advantages, such as have high quality, convenient construction,high productivity ,so now more and more project will choose it.Railroad station orbit layer has a total of 500 000 steel bar joints inside and directly bears the live load of moving trains,which need to do a fatigue search for assuring its satisfy use and specification request.Finally,through the test and application,the result is very good, gives reference for other construction projects of machinery connectivity on the live load.
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Pan, Nai Hsin, and Ming Li Lee. "Standard Bridge Engineering Supply Chain Behavior Analysis Using Computer Simulation Technology." Applied Mechanics and Materials 405-408 (September 2013): 3495–98. http://dx.doi.org/10.4028/www.scientific.net/amm.405-408.3495.
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This paper tries to use systematic approaches for analysis and design of the construction supply chain operation model. According to the Supply Chain Operations Reference Model, SCOR Model of Supply Chain Council, SCC in 1996 and based on this model and application to the SCOR Model, this research places focus on the supplydemand behaviors of the Taiwan High Speed Railroad (HSR) construction process as a case study. This paper uses the concept of SCOR Model and appliance to Dynamic Simulation software, namely, SIMPROCESS, trying to assist in establishing a hierarchical model to explore the behavior of construction supply chain process and developing a performance evaluation method which can help improve supply chain management (SCM) of the construction project.
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Choi, Byung H., Lorenz B. Moreno, Churl-Soo Lim, Duy-Duan Nguyen, and Tae-Hyung Lee. "Seismic Performance Evaluation of a Fully Integral Concrete Bridge with End-Restraining Abutments." Advances in Civil Engineering 2019 (March 27, 2019): 1–12. http://dx.doi.org/10.1155/2019/6873096.
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A fully integral bridge that is restrained at both ends by the abutments has been proposed to form a monolithic rigid frame structure. Thus, the feasible horizontal force effect due to an earthquake or vehicle braking is mainly prevented by the end-restraining abutments. In a recent study, a fully integral bridge with appropriate end-restraining abutment stiffness was derived for a multispan continuous railroad bridge based on linear elastic behavior. Therefore, this study aims to investigate the nonlinear behavior and seismic capacity of the fully integral bridge and then to assess the appropriate stiffness of the end-restraining abutment to sufficiently resist design earthquake loadings through a rigorous parametric study. The finite element modeling and analyses are performed using OpenSees. In order to obtain the force-deflection curves of the models, nonlinear static pushover analysis is performed. It is confirmed that the fully integral bridge prototype in the study meets the seismic performance criteria specified by Caltrans. The nonlinear static pushover analysis results reveal that, due to the end-restraining effect of the abutment, the lateral displacement of the fully integral bridge is reduced, and the intermediate piers sustain less lateral force and displacement. Then, the sectional member forces are well controlled in the intermediate piers by a proper application of the end-restraining abutments.
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Nuranita, Badriana, Erma Desmaliana, and Kenny Gesa. "Evaluasi Perencanaan Jembatan Kereta Api Rangka Baja Double Track Tipe Welded Through Truss Bentang 50 meter." RekaRacana: Jurnal Teknil Sipil 6, no. 3 (February 25, 2021): 132. http://dx.doi.org/10.26760/rekaracana.v6i3.132.
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ABSTRAKPenelitian ini menganalisis perencanaan struktur atas jembatan kereta api rangka baja double track tipe Welded Through Truss (WTT) dengan bentang jembatan 50 m melalui Gambar Standar Tipikal Jembatan yang ada di lapangan. Analisis dan pembebanan jembatan sesuai kriteria teknis yang mengacu pada Lampiran Peraturan Menteri Perhubungan No. 60 Tahun 2012 tentang Persyaratan Teknis Jalur Kereta Api. Hasilnya dievaluasi dalam nilai tegangan dan defleksi. Hasil analisis menunjukan bahwa terdapat beberapa batang diagonal yang menghasilkan angka rasio tegangan > 1, sehingga perlu dilakukan penambahan tebal profil penampang atau juga menambahkan stiffener pada elemen-elemen jembatan yang kritis. Namun demikian nilai lendutan aktual di tengah bentang sebesar 46,651 mm masih memenuhi syarat karena kurang dari lendutan ijin 50 mm.Kata kunci: jembatan kereta api, welded through truss, PM 60 Tahun 2012, rasio tegangan dan defleksi ABSTRACTThis study analyzed the performance design about the uper structure of typical railway bridge for the 50 m WTT (Welded Through Truss) steel frame railway bridge with double track. Planning criteria refer to Attachment to the Minister of Transportation Regulation No. 60 of 2012 for Technical Requirements for Railroad. The results are evaluated in terms of stress ratio and deflection. The analysis result show that the 50 m WTT (Welded Through Truss) steel frame railway bridge has several diagonal bars that produce a stress ratio > 1, so it is necessary to add the thickness of the cross sectional profile or also to add a stiffener to the bridge structure. However the actual deflection value in the middle of the span of 46.651 mm still meets the requirements because it is less than the allowable deflection of 50 mm.Keywords: railway bridge, welded through truss, PM 60 of 2012, stress ratio and deflection
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Wicks, Frank. "First Flights." Mechanical Engineering 122, no. 07 (July 1, 2000): 60–65. http://dx.doi.org/10.1115/1.2000-jul-3.
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This article discusses work of engineers apart from Wright Brothers in the field of aviation. Octave Chanute, an American who made his fortune as a railroad and bridge engineer, began to try his hand at flight in 1875. A German engineer, Otto Lilienthal, who was achieving international fame with spectacular flights in hang gliders of his own design, inspired William Randolph Hearst. Lilienthal made steady progress until 1896, when his glider stalled, and he fell to the ground and died from internal injuries. Samuel Pierpont Langley, a professor of physics, after securing research funds, began to measure how much power was required to lift a weight with a wing moving through the air. He used a technique for testing air foils that had been described 50 years earlier by Sir George Cayley. Langley estimated that human flight would require an engine of at least 12 hp. In 1899, his friend Robert Thurston, a Cornell engineering professor, introduced him to Charles Manly, who had graduated from Cornell as a mechanical engineer.
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Buyakova, N. V., V. P. Zakaryukin, A. V. Kryukov, and D. A. Seredkin. "Simulation of Electromagnetic Fields Generated by Overhead Power Lines and Railroad Traction Networks." Energy Systems Research, no. 2(14) (July 23, 2021): 70–88. http://dx.doi.org/10.38028/esr.2021.02.0007.
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The establishment of smart grids requires special attention to the safety of power industry facilities and the reduction in their negative impact on personnel and the environment. A significant factor of such an impact is the considerable intensities of electromagnetic field (EMF) generated by such facilities. In the context of power industry digitalization, the development of methods and tools for EMF digital simulation is needed to ensure the electromagnetic safety of the service personnel. Computer models designed to adequately determine the EMF generated by overhead power lines (OPL) can be implemented based on the methods and tools created to determine operating parameters of electric power systems in phase coordinates developed at Irkutsk State Transport University. The technique of electromagnetic safety analysis is implemented based on the proposed approach and has the following features: a systems approach, which is the possibility of simulating electromagnetic fields in terms of properties and characteristics of a complex electric power system; versatility, which allows simulating power lines and traction networks of various designs; appropriateness to the environment achieved by considering the profile of the underlying surface, underground utilities, and artificial structures of rail transport, such as galleries, bridges, and tunnels; comprehensiveness, which is provided by combining the computation of operating parameters and the determination of EMF intensities. The paper describes methods and algorithms developed to determine the intensities of electromagnetic fields generated by multi-conductor power lines at fundamental and higher harmonics frequencies. A technique for the EMF determination at the points of OPL orthogonal crossing is also presented.
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J. LUCHKO, Y. KOVALCHUK, and I. KRAVETS. "METHODS OF ASSESSING THE BEARING CAPACITY OF CORRUGATED METAL STRUCTURES." Bridges and tunnels: Theory, Research, Practice, no. 11 (December 10, 2017): 30–41. http://dx.doi.org/10.15802/bttrp2017/158458.
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Purpose. The aim of the research is to analyze the methods of calculating and evaluation of the bearing capacity of corrugated metal structures (the CMS) in cooperation with soil backfill as a result of stress from rolling stock or vehicles. To prove the applicability of these methods for the calculation of pipes of different diameters and different structural forms. Methodology. The methods of calculating the deflected mode of corrugated metal pipes of small diameter (up to 3 m.) at constant load, and calculation methods CMS of large diameter more than 6 m are analyzed. Findings. The calculated models that take into account the spatial work of structures is more correct than " flat " models and calculated scheme, and therefore the calculation of the CMS is to apply three-dimensional calculation model which model the most realistic work of corrugated metal structures. Originality. For the first time the methods of calculation and experience designing of flexible corrugated metal structures at interaction of soil backfill and under the influence of the stress from the rolling stock and road transport are analyzed. Practical value. The obtained analysis of the evaluation methodologies of the bearing capacity of corrugated metal structures of different shape section can be used by engineers in bridge probationary stations Ukrainian Railroad (UR) and Ukravtodor and project organizations involved in the design and construction of the CMS.
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Edwards, J. Riley, Kirill A. Mechitov, Ian Germoglio Barbosa, Arthur de O. Lima, Billie F. Spencer, Erol Tutumluer, and Marcus S. Dersch. "A Roadmap for Sustainable Smart Track—Wireless Continuous Monitoring of Railway Track Condition." Sustainability 13, no. 13 (July 3, 2021): 7456. http://dx.doi.org/10.3390/su13137456.
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Ensuring safe train operation, minimizing service interruptions, and optimizing maintenance procedures are primary railway industry focus areas. To support these goals, a multi-disciplinary team of researchers at the University of Illinois at Urbana-Champaign proposed a wireless, continuous, and accurate methodology to monitor track conditions. This project, referred to as “Smart Track”, included the development of a conceptual design plan for efficient and effective implementation of smart monitoring technologies. The project began by establishing guiding research questions, and revising those questions based on track-caused accident data obtained from the Federal Railroad Administration (FRA) and expert opinions from rail experts in the public and private sectors. Next, the research team combined these findings and developed metrics for assigning risk and priorities to various track assets and inspection needs. In parallel, the project team conducted a survey of available wireless technologies for intra-site and site-to-cloud communications. These capabilities were mapped to instrumentation types and requirements (e.g., strain gauges, accelerometers) to ensure compatibility in terms of energy consumption, bandwidth, and communications range. Results identified the rail, crosstie and support, ballast and sub-structure, bridge deck and support, and special trackwork as priority locations for instrumentation. Additionally, IEEE 802.15.4 was found to be the most appropriate cellular communication system within field sites and 4G LTE cellular was determined to be the wireless technology best suited for field site-to-cloud communication. The conceptual design presented in this paper is the first step in achieving the broader goal of Smart Track; to improve the rail industry’s ability to answer critical safety and maintenance-related questions related to the track infrastructure by monitoring and predicting track health.
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V. Shajihan, Shaik Althaf, Tu Hoang, Kirill Mechitov, and Billie F. Spencer. "Wireless SmartVision system for synchronized displacement monitoring of railroad bridges." Computer-Aided Civil and Infrastructure Engineering, May 5, 2022. http://dx.doi.org/10.1111/mice.12846.
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"The Artificial Intelligence and Design of Multibody Systems with Predicted Dynamic Behavior." International Journal of Circuits, Systems and Signal Processing 14 (December 14, 2020). http://dx.doi.org/10.46300/9106.2020.14.124.
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The problem of complicated dynamic system optimization is very difficult for human intellect. The design of these systems comprises typical tasks of artificial intelligence – big data analysis, decision making, etc. In this article, we applied artificial intelligence approach to optimize the properties of the multibody dynamic system. It is very important to study the whole carrying system of a high-speed railroad in its integrity because the elements of the system interact and influence each other simultaneously. The system should include the train of several cars, the track upper structure, and the bridges. It is possible to synthesize the optimal system with predicted behavior that meets various constraints on dynamic parameters and interaction between the elements of the system.
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Wu, Di, Jingtian Lin, Yan Xiong, and Jie Cui. "Influence of site conditions on seismic performance of isolated high-speed railroad bridges." Advances in Structural Engineering, June 4, 2022, 136943322211057. http://dx.doi.org/10.1177/13694332221105702.
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Earthquakes have occurred frequently in western China (Sichuan, Tibet, etc.) while the complex site conditions in western regions bring great uncertainty to the seismic performance of isolated high-speed railroad bridges (HSRBs). By studying the relationship between structure-dependent and structure-independent seismic intensity measures, soil site conditions are taken into account in the probabilistic seismic demand model (PSDM), which is applied to analyze the failure probability of the isolated HSRB under different site conditions. Based on the design parameters and test results of a typical isolated HSRB in western region, the analysis of the finite element model of the structure was performed. Probabilistic seismic demand models of the isolated HSRB were developed. The seismic fragility curves of the isolated HSRBs were obtained and the failure probabilities under different site conditions were compared and analyzed. The evaluation of the failure probability that the failure probability of the isolated HSRBs in the site area with seismic intensity of 9 is 35.84% and 78.19% under the soil site categories D and E, respectively. Therefore, the seismic spectrum characteristics of the soil site are an important factor affecting the seismic response of isolated HSRB structures. This study provides a more effective modified PSDM for seismic performance assessment of isolated HSRBs under the different site conditions.
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Martland, Carl D. "Introduction of Heavy Axle Loads." Journal of the Transportation Research Forum, June 1, 2013. http://dx.doi.org/10.5399/osu/jtrf.52.2.4162.
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The Association of American Railroads (AAR) initiated the Heavy Axle Load (HAL) Research Program in 1988 in order to “provide guidance to the North American railroad industry about whether to increase axle loads and to determine the most economic payload consistent with safety” (Kalay and Martland 2001). The research demonstrated the technical feasibility and economic desirability of increasing axle loads and the ability of technology to mitigate the adverse effects of heavier loads. In 1991, the industry decided to accept cars with 286,000 lb. gross vehicle weight (286k GVW) in interchange service. Since then, more than 90% of all bulk equipment acquired has been rated for 286k GVW. By 2010, nearly 100% of coal traffic and 30% of general freight moved in 286k loads. Technological improvements resulting from the HAL research program have been critical in enabling the industry to reduce costs of 286k operations. Stronger materials, better designs, and improved maintenance techniques reduced life cycle costs for rail and other track components. Bridge costs did not increase as much as expected, because of technological developments and better understanding of their ability to withstand HAL loads. Net benefits of HAL operations to railroads, suppliers, and their customers were approximately $6 billion between 1994 and 2010. Annual net benefits exceeded $600 million in 2010. Benefits included reductions in equipment expense, more efficient operations, and increases in line capacity. Given the technological advances in railroad engineering over the past 20 years, further increases in GVW or loading density should now be considered. OVERVIEW OF THE HAL RESEARCH PROGRAMThis paper has two major objectives. First, it estimates the net benefits achieved by increasing the maximum GVW to 286k, taking into account impacts on operations and infrastructure. Second,
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Yu, Shuai, Shihui Shen, Hai Huang, and Cheng Zhang. "Engineered Semi-Flexible Composite Mixture Design and Its Implementation Method at Railroad Bridge Approach." Transportation Research Record: Journal of the Transportation Research Board, April 7, 2021, 036119812110049. http://dx.doi.org/10.1177/03611981211004981.
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Considerable variation in the vertical displacement can cause railway tracks’ transition problems at the bridge approach. The vertical displacement gaps can result in amplification of the dynamic force and frequency, and gradually degrade the serviceability of the railway track. Many strategies, focusing on either modifying the track component or making changes to the entire structure, were used to mitigate transition problems. In particular, asphalt concrete underlayment as a structural adjustment method provides additional support to the ballast and protects the subgrade. However, its effect of reducing dynamic impact at the bridge approach is limited because asphalt mixture has a limited range of modulus and cannot make enough adjustments to the entire structure. Therefore, this paper aims to develop an engineered semi-flexible composite mixture (SFCM) design to mitigate the transition problem. The experiment showed that SFCM is a viscoelastic material with a wider modulus range, and its modulus can adjust with its air voids and the concrete slurry content. Track analysis using a 2.5D sandwich model was conducted to simulate the effects of the structure and material on the responses of the railway track under the dynamic loads and determine the arrangement of the transition zone. A four-segment transition zone design was eventually proposed for a special case of bridge approach. This method can be used to develop transition zones for achieving a smooth transition at the bridge approaches.
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Ahammed, MD Rasel. "CONSTRUCTION ENGINEERING AND CONSTRUCTION MATERIALS." EPRA International Journal of Multidisciplinary Research (IJMR), November 20, 2019, 118–22. http://dx.doi.org/10.36713/epra3793.
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Construction Engineering is very important part of Civil Engineering. We can’t think about a good and stable structure without good quality of construction. And the construction materials is also play an important role for any construction work. Construction engineering is a professional discipline that deals with the designing, planning, construction and management of infrastructures such as roads, tunnels, bridges, airports, railroads, facilities, buildings, dams, utilities and other projects. Civil Engineering is a related field that deals more with the practical aspects of projects. Construction engineers learn some of the design aspects similar to civil engineers as well as project site management aspects. Construction Engineers are heavily involved in the design and management/ allocation of funds in these projects. They are charged with risk analysis, costing and planning. Many types of building materials are used in the construction industry to create buildings and structures. KEYWORDS: Construction materials as like Brick, Stone, Cement, Lime-stone, Lime, Water, Reinforcement Steel, Wood etc.
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Fink, Maximilian C., Diana Sosa, Volker Eisenlauer, and Bernhard Ertl. "Authenticity and interest in virtual reality: Findings from an experiment including educational virtual environments created with 3D modeling and photogrammetry." Frontiers in Education 8 (January 27, 2023). http://dx.doi.org/10.3389/feduc.2023.969966.
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Virtual Reality (VR) and photogrammetry are emerging technologies that facilitate and shape the ongoing digital transformation of education. VR offers new opportunities for creating immersive and interactive educational experiences. Photogrammetry enables new ways to create lifelike educational virtual environments and is becoming an alternative to manual 3D modeling with graphics software. The manner in which VR affects the authenticity of educational experiences has been addressed in previous educational and psychological research. Empirical papers have so far focused on the authenticity of educational VR environments created by 3D modeling. However, little is known about the authenticity of educational VR environments developed with photogrammetry. Given that VR provides rich multi-sensory experiences and interests can be stimulated by engaging contexts, educational VR environments also possess great potential to support interest development. What is still unknown regarding this topic are the beneficial characteristics of VR environments and the individual variables required to trigger and explain interest development. Consequently, we conducted an experiment following up on the mentioned authenticity and interest research questions in the context of higher education. A two-group between-subjects design was used and N = 64 educational science and psychology university students gathered information about a railroad bridge wearing a head-mounted display (HMD). The control group encountered an educational virtual environment created with 3D modeling. The intervention group was presented with the same educational virtual environment but the main object of the railroad bridge was generated by photogrammetry. Situational interest was measured in the pretest and the posttest; authenticity-related variables (i.e., presence and representation fidelity) were assessed in the posttest. Concerning authenticity, there were no significant group differences. Photogrammetry might thus not affect authenticity in educational contexts in which participants focus on gathering information. Regarding interest development, there were two main findings. First, interest in VR for learning increased from pretest to posttest, supporting that interest can be induced in VR. Second, a large share of posttest interest was explained by presence and pretest interest, highlighting the importance of these variables.
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Novica, Dimas Rifqi, Ima Kusumawati Hidayat, Mitra Istiar Wardhana, Andy Pramono, Joko Samodra, Arif Sutrisno, and Muhammad Nurwiseso Wibisono. "Designing a Smartphone Application for Religious Tourism in Sukoharjo, Malang, Indonesia." KnE Social Sciences, June 2, 2021, 295–302. http://dx.doi.org/10.18502/kss.v5i6.9214.
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Many potential tourism spots have been recently developed all over Malang, Indonesia. It all started from a university student’s project that transformed the packed living area of the colorful village of Jodipan (Kampung Warna Warni Jodipan) into a tourism destination. After this successful metamorphosis, the nearby villages started to develop their thematic villages. For example, across the bridge from Jodipan there is Kampung 3D and across the railroad track is Kampung Biru Arema. Near these places, there is Sukoharjo sub-district which is longing to do the same. One of the potential attractions on Sukoharjo is Haul Akbar Pondok Pesantren Darul Hadits Al-Faqihiyyah (the annual celebration of the Islamic boarding school Darul Hadits Al-Faqihiyyah), which is a pillar of religious tourism in Malang. This project explored a smartphone application design that would bring tourists to Sukoharjo. The design and development involved adapting prototype SDLC models to quickly involve the audience in the process. The prototype is expected to be used in a pilot project that further employs the development features of the smartphone application.
Keywords: Smartphone application, potential tourism spots, prototype SLDC models
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Kirkpatrick, Steven W., Chen-Yu Lin, Leandro Iannacone, Paul Gharzouzi, Todd Treichel, Christopher P. L. Barkan, and Paolo Gardoni. "Derailment Analysis for Prediction of Damage and Probability of Release for Novel Railroad Tank Car Designs." Transportation Research Record: Journal of the Transportation Research Board, November 30, 2022, 036119812211375. http://dx.doi.org/10.1177/03611981221137589.
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Over the past 15 years, there has been substantial research performed to improve the safety of tank cars carrying hazardous materials. This has included a series of full-scale tank car impact tests and the development of impact/puncture models capable of evaluating the performance of existing and novel tank car designs under specific impact conditions. In parallel, statistical information was developed on tank car performance based on data from past accidents. However, such data cannot predict the performance of novel tank car designs involving new materials and configurations. This paper presents an innovative analytical framework to address this gap by simulating railroad tank cars behaviors under various train accident and rolling stock features. The finite element method-based simulation model is developed to generate impact forces on railcars after the initiation of train derailments. The results of the modeling were compared, validated, and calibrated with the real-world train derailment to assure the practicality of the analytical tool. This research is novel as it is the first quantitative, analytical methodology that can accurately and practically assess the physical behaviors of railcar movements and impact forces in train derailments. The results of this study provide new and important information for tank car performance in train derailments, which contributes to the literature in structural modeling of rail tank cars. It also specifies an approach to building a bridge between analytical methods and real-world scenarios and data for estimating tank car conditional probability of release (a frequently used metric for hazardous materials transportation safety).
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Hong, Zequn, Jun Zhang, Lei Han, and Yuanhao Wu. "Numerical Study on Water Sealing Effect of Freeze-Sealing Pipe-Roof Method Applied in Underwater Shallow-Buried Tunnel." Frontiers in Physics 9 (January 3, 2022). http://dx.doi.org/10.3389/fphy.2021.794374.
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The freezing-sealing pipe-roof method is a new presupporting technique, which fully combines the advantages of pipe-roof method and artificial ground-freezing method, and can adapt to the construction needs of underground projects in complex and sensitive strata. After the Gongbei Tunnel of Hong Kong–Zhuhai–Macao Bridge, this method will be applied for the first time in an underwater shallow-buried railroad tunnel, and there are still many urgent problems to be solved. In this article, based on the field situation and the preliminary design scheme, a convective heat transfer model under complex boundary conditions was first established. Then, the development of frozen wall thickness during the active freezing period was solved by numerical simulation for three different pipe filling modes, and the cloud map of temperature distribution in the whole section is analyzed. After that, the moving state of river water was characterized by different heat transfer coefficients, and the weakening effect of flow velocity on the top freezing wall was studied. Finally, six critical water sealing paths were selected, and the temperature differences of the frozen curtain were calculated. The results show that the mode with interval concrete filling can form a reliable frozen curtain within the scheduled time, whereas the nonfilling mode cannot achieve the water sealing requirement. River water has a large effect on the temperature at the boundary of jacking pipe and almost no effect on the center of the jacked pipe. It takes approximately 15 days from the frozen soil covering the pipe wall to reach the designed thickness, and the freezing effect of empty pipe lags approximately 28 days compared with that of solid pipe, which requires targeted enhancement measures in field projects.
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Musazay, Jubair A., Allan M. Zarembski, and Joseph W. Palese. "Determining track-induced lateral thermal expansion forces on a curved railway track." Proceedings of the Institution of Mechanical Engineers, Part F: Journal of Rail and Rapid Transit, February 15, 2021, 095440972199531. http://dx.doi.org/10.1177/0954409721995318.
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This research studies the development of lateral thermal expansion forces on a curved railway track. The geometric alignment of a railway right of way often requires railway tracks to be curved. This curvature which is usually defined by the radius of curvature or degree of curvature represents a higher level of complexity in the track’s analysis and design process. Particularly, presence of curvature on the track introduces multiple sources of force in the lateral (radial) direction, including, but not limited to, lateral thermal expansion, lateral wheel/rail forces due to centrifugal action, lateral components of vertical loads, bogie hunting and nosing effects of locomotives, and vehicle curving dynamics. Some of these forces are well understood such as centrifugal forces while some are not as well understood, such as lateral thermal expansion forces. To bridge this gap, this research studies the development of track-induced lateral thermal expansion forces on a curved railway track. In this research, the curved track is assumed to be an arbitrary arc section of a circular track and is modeled as an equivalent idealized circular ring for analysis. Owing to its importance, three analytical methods are used to include: 1) Timoshenko thermoelastic stress analysis in cylindrical coordinate system, 2) mechanics of thin wall cylinders and 3) adaptation of a variational calculus formulation method from a previous comparable study. A fourth analysis approach is also introduced using a commercially available finite element analysis package. The results of these analyses are compared through a wide range of parametric studies and are then validated by the finite element analysis. The results of this study showed that the several methods presented in this paper, could be used to approximate thermally induced expansion behavior (pre-buckling) on a curved railway track. While all three techniques are effective, the Timoshenko stress analysis method appears to be the most suitable as it is a direct method that examines the stress build up from the element level and takes into account additional material properties, such as the Poisson effect. The research resulted in a methodology for determining load transfer from thermally induced forces in curved railroad track to the fastener and supporting structure.