scholarly journals Analisis Perhitungan Jembatan Gelagar I pada Jembatan Jalan Raya dan Jembatan Kereta Api

2013 ◽  
Vol 4 (1) ◽  
pp. 517
Author(s):  
Irpan Hidayat
Keyword(s):  
Highway Bridges ◽  
Highway Bridge ◽  
Live Load ◽  
Railway Bridge ◽  
Dead Load ◽  
Railway Bridges ◽  
Railroad Bridge ◽  
Limit Stress ◽  
Girder Bridge ◽  
Bridge Spans

The bridge is a means of connecting roads which is disconnected by barriers of the river, valley, sea, road or railway. Classified by functionality, bridges can be divided into highway bridge and railroad bridge. This study discusses whether the use of I-girder with 210 m height can be used on highway bridges and railway bridges. A comparison is done on the analysis of bridge structure calculation of 50 m spans and loads used in both the function of the bridge. For highway bridge, loads are grouped into three, which are self weight girder, additional dead load and live load. The additional dead loads for highway bridge are plate, deck slab, asphalt, and the diaphragm, while for the live load is load D which consists of a Uniform Distributed Load (UDL) and Knife Edge Load (KEL) based on "Pembebanan Untuk Jembatan RSNI T-02-2005". The load grouping for railway bridge equals to highway bridge. The analysis on the railway bridges does not use asphalt, and is replaced with a load of ballast on the track and the additional dead load. Live load on the structure of the railway bridge is the load based on Rencana Muatan 1921 (RM.1921). From the calculation of the I-girder bridge spans 50 m and girder height 210 cm for railway bridge, the stress on the lower beam is over the limit stress allowed. These results identified that the I-girder height 210 cm at the railway bridge has not been able to resist the loads on the railway bridge.

Deflection Control Method Study of Long-Span PC Continuous Rigid-Frame Highway Bridge Compared with Railway Bridge

2014 ◽  
Vol 638-640 ◽  
pp. 933-936
Author(s):  
Xun Wu ◽  
Jian Jun Yue ◽  
Xian Zheng Huang
Keyword(s):  
Prestressed Concrete ◽  
Control Method ◽  
Highway Bridges ◽  
Highway Bridge ◽  
Railway Bridge ◽  
Railway Bridges ◽  
Long Span ◽  
Rigid Frame ◽  
Stress States

Down-deflection of long-span prestressed concrete (PC) continuous rigid-frame bridges in highway is more serious than in railway. Deflection comparison of highway bridges and railway bridges can provide a reference for the deflection control of highway bridges. Differences of highway and railway design codes about deflection were firstly analyzed. Then, the whole construction processes of a highway bridge and a similar span railway bridge were simulated by Midas/Civil. Both the stress state and long-term deformation were compared. The results show that stress states of the railway bridge will reduce the down-deflection. Finally, for highway bridges, we propose the compressive stress at upper edge of pier-top section should be slightly larger than that at lower edge during the layout of prestressed tendons.

scholarly journals COMPARISON ANALYSIS OF RAILWAY BRIDGE MODUL FOR “I” GIRDER TYPE AND “WARREN” TRUSS TYPE

2020 ◽  
Vol 14 (1) ◽  
pp. 47-58
Author(s):  
Dwi Agus Purnomo ◽  
Djoko Prijo Utomo ◽  
Agung Barokah Waseso ◽  
Mira Marindaa
Keyword(s):  
Construction Materials ◽  
Live Load ◽  
Steel Bridge ◽  
Railway Bridge ◽  
Comparison Analysis ◽  
Dead Load ◽  
Line Load ◽  
Railway Bridges ◽  
Traffic Loads ◽  
Implementation Method

The railway bridge in Indonesia, with a width of 1067 mm, was built in 1878, so that maintenance modules are needed to repair or to replace of construction modul at regular intervals. Implementation of maintenance and repairs refers to the Minister of Transportation Regulation No. 60 of 2012. Problems were encountered in the field at the BH182 Daop 2 railway bridge in Bandung due to lowering structural strength. Therefore, it was necessary to repair the bridge module with a new bridge design. The purpose of this study is to analyse and to calculate strength of the structure and to determine effectiveness of the use of construction materials on 2 alternative bridge construction selection with the type of “I" girder and the type of “Warren" Truss. Design implementation method used is to utilize Midas Civil Structure software. The loading used for railway bridges is grouped into three load groups, namely the girder's self-weight, additional dead load, and live load. Additional dead load analysed is line load including bearings, while for live load is trainset load based on loading requirements. From the results of calculations between the steel bridge “I" girder type height of 300 cm and the type of “Warren" Truss height of 600 cm, each span of 30 m showed that those were a function of the railway bridge. It would be more effective to use the type of “Warren” Truss structure that is quite able to withstand train traffic loads in accordance with applicable standards.

scholarly journals Effect of High-Speed Train-Induced Wind on Trackside UAV Thrust Near Railway Bridge

2020 ◽  
Vol 10 (10) ◽  
pp. 3495 ◽  
Author(s):  
Hyuk-Jin Yoon ◽  
Su-Hwan Yun ◽  
Dae-Hyun Kim ◽  
Jae Hee Kim ◽  
Bong-Kwan Cho ◽  
...  
Keyword(s):  
Unmanned Aerial Vehicles ◽  
Wind Velocity ◽  
High Speed ◽  
Railway Bridge ◽  
High Speed Train ◽  
Box Girder ◽  
Railway Bridges ◽  
High Speed Trains ◽  
Thrust Measurement ◽  
Girder Bridge

Imaging devices attached to unmanned aerial vehicles (UAVs) are used for crack measurements of railway bridges constructed for high-speed trains. This research aims to investigate track-side wind induced by high-speed trains and its effect on UAV thrust near the railway bridge. Furthermore, the characteristics of train-induced wind in three axial directions along a track, wind velocity, and the effect of train-induced wind on the UAV thrust were analyzed. This was achieved by installing 3-axis ultrasonic anemometers and a UAV thrust measurement system on top of a PSC box girder bridge. The changes in the train-induced wind velocity were monitored along the train travel, width, and height directions. The train-induced wind was measured at distances of 0.8, 1.3, 2.3, and 2.8 m away from the train’s body to analyze wind velocity based on distance. It was found that the maximum wind velocity decreased linearly as the distance from the train’s body increased. The UAV thrust increased by up to 20% and 60%, owing to train-induced wind when the leading and trailing power cars of a high-speed train passed, respectively. Thus, it is necessary to conduct further research to develop robust control and a variable pitch-propeller that can control thrust.

Canadian highway bridge evaluation: derivation of Clause 12 of CAN/CSA-S6-88

1992 ◽  
Vol 19 (6) ◽  
pp. 1007-1016 ◽  
Author(s):  
F. Michael Bartlett ◽  
Peter G. Buckland ◽  
D. J. Laurie Kennedy
Keyword(s):  
Key Words ◽  
Highway Bridges ◽  
Highway Bridge ◽  
Dead Load ◽  
Resistance Factors ◽  
Bridge Evaluation ◽  
Load And Resistance Factors ◽  
Practical Guidelines ◽  
New Criteria

Improvements to Clause 12 of CAN/CSA Standard S6-88 "Design of highway bridges" required the transformation of basic findings into a form suitable for use by evaluators. The number of dead load categories was reduced, and the rating equation was simplified. Rating factors calculated using the new criteria were checked against past practice. Practical guidelines for material grade identification and the evaluation of deteriorated components were developed. Three examples of the application of the provisions are included. Key words: calibration, codes (standards), evaluation, highway bridges, load and resistance factors, mean load method, safety.

scholarly journals Finite Element Analysis of I-Girder Bridge

2021 ◽  
Vol 9 (8) ◽  
pp. 2084-2097
Author(s):  
Mohd Nadeem
Keyword(s):  
Prestressed Concrete ◽  
Concrete Bridge ◽  
Bending Moments ◽  
Railway Bridge ◽  
Dead Load ◽  
Shear Forces ◽  
Bending Resistance ◽  
Girder Bridge ◽  
Deck Slab

Abstract: In India railway bridge structures are widely designed with the method suggested by IRS – Concrete bridge code 1997.This Code of Practice applies to the use of plain, reinforced and prestressed concrete in railway bridge construction. It covers both in-situ construction and manufacture of precast units. The Code gives detailed specifications for materials and workmanship for concrete, reinforcement and prestressing tendons used in the construction of railway bridges. After defining the loads, forces and their combinations and requirements for the limit state design, particular recommendations are given for plain concrete, reinforced concrete and prestressed concrete bridge construction. The design of I-Girder bridge superstructure (deck slab and PSC I-beam) are done by calculating bending moments, shear forces, bending resistance in transverse direction, bending resistance in longitudinal direction, checking flexural cracking. The Design of PSC I-Girders is done for Bending moments and Shear forces by Dead Load, Super Imposed Dead Load (SIDL) and Live Loads (LL). The Shrinkage strain, Creep Strain and effect of Temperature rise and fall are also determined. The design is complete for Pre-stressing cables, un-tensioned reinforcements, End cross girder, Shear connectors. I-girder superstructures are the most commonly used superstructures at cross-over location in metro bridges in india, as it has the wide deck slab and it easily permits metro’s to change tracks. I-Girder superstructure construction is component wise construction unlike U-Girders. I-Girders are constructed in casting yard and its deck slab is cast in situ, parapets are also installed on later stage. Keywords: SIDL effects, Live Load effects, Derailment effect, with or without 15% future PT margin

Some observations on BWIM data collected in Manitoba

2020 ◽  
Vol 47 (1) ◽  
pp. 88-95
Author(s):  
B. Algohi ◽  
B. Bakht ◽  
H. Khalid ◽  
A. Mufti ◽  
J. Regehr
Keyword(s):  
Highway Bridges ◽  
Highway Bridge ◽  
Live Load ◽  
Design Code ◽  
Bridge Design ◽  
Canadian Province ◽  
Load Effects ◽  
Long Term Performance ◽  
Term Performance

Three highway bridges in the Canadian province of Manitoba are being monitored continuously not only for their long-term performance but also for bridge weighing-in-motion (BWIM). Data collected for the BWIM study has led to some observations that have far-reaching consequences about the design and evaluation loads for highway bridges. This paper presents the well-known concept of equivalent base length, Bm, as a useful tool for comparing trucks with different axle weight and spacing configurations as they influence load effects in all bridges. It is discussed that the statistics of gross vehicle weights (GVWs), W, collected over a one-month period is not significantly different from that for the GVW data collected over a longer period. A rational method concludes that the value of W for the CL-W Truck, the design live load specified by the Canadian Highway Bridge Design Code, is 555 kN for Manitoba. The observed truck data in Manitoba presented on the W–Bm space is found to be similar to that collected in the Canadian province of Ontario more than four decades ago. It was also found that the multi-presence factors, accounting for the presence of side-by-side trucks in two-lane bridges, specified in North American bridge design and evaluation codes are somewhat conservative.

Weight-in-Motion-Based Ambient Truck Characteristic Identification in Highway Bridges

2014 ◽  
Vol 1025-1026 ◽  
pp. 930-937 ◽  
Author(s):  
Jun Won Seo ◽  
Jong Wan Hu
Keyword(s):  
Structural Response ◽  
Time History ◽  
Highway Bridges ◽  
The United States ◽  
Strain Sensors ◽  
Live Load ◽  
Data Sets ◽  
Bridge Model ◽  
Girder Bridge ◽  
Transportation Applications

Ambient truck classification and weight data have been used in numerous transportation applications, focusing on highway safety. Specifically, ambient truck characteristics identified from Weight-In-Motion (WIM) data obtained from vehicle weigh stations have been considered to be likely candidates to better understand structural response of highway bridges to live-load events. This paper provides a framework to explicitly identify WIM-based ambient truck characteristics specific to highway bridges of interest. As an application of the framework, a highway steel I-girder bridge in the United States was selected and a network of strain sensors was installed on the bridge deck. Multiple strain time history data sets resulting from ambient trucks were measured and evaluated via a structural health monitoring (SHM) system with strain sensors. Each set of strain data representing a single truck, which cross the bridge, was used to identify its features, such as axle numbers and spacings. WIM trucks specific to each set were also characterized by examining the monitored strain time history patterns. These patterns make it possible to the identification of ambient WIM truck configurations. WIM data were obtained from weigh stations located adjacent the bridge. It is anticipated that this work will result in the creation of ambient truck pools on a specific bridge. Their pools will be used as live load inputs in the bridge model to investigate the structural behavior and to evaluate the bridge health conditions..

Mechanical Analysis of Link Slab in Continous Paving Layer of Simple Supported Girder Bridge

2012 ◽  
Vol 178-181 ◽  
pp. 2290-2293 ◽  
Author(s):  
Fan Li ◽  
Xi Yuan Liu ◽  
Rong Xia Wang ◽  
Xiao Wei Wang
Keyword(s):  
Tensile Stress ◽  
Temperature Variation ◽  
Theoretical Basis ◽  
Bridge Deck ◽  
Highway Bridges ◽  
Mechanical Analysis ◽  
Live Load ◽  
Linear Elastic ◽  
Linear Elastic Theory ◽  
Girder Bridge

The link slab of simple supported girder bridge deck was discussed in this paper. Based on “Gernal Code of design of Highway Bridges and Culverts(JTGD60-2004)” of China and linear elastic theory the continouse paving layer was analysized under the live load, temperature variation. The deformation and tensile stress formulations of link slab were given. The conclusion can provide theoretical basis for the design of building new bridge and strengthening and repairing old bridge.

Characterization of operational vibrations of highway bridges Via Lidar

2021 ◽  
Author(s):  
Adriana Trias
Keyword(s):  
Physical Model ◽  
Natural Frequencies ◽  
Highway Bridges ◽  
Physical Models ◽  
Highway Bridge ◽  
Steel Girder ◽  
Use Of Data ◽  
Steel Girder Bridge ◽  
Girder Bridge

<p>During the examination of data obtained from scanning an operational steel girder bridge, local ripples were noted in horizontal elements that were expected to be planar in nature (such as girder flanges). It was hypothesized that these ripples are a result of the bridge vibrating under truck traffic. The objective of this paper is to examine this hypothesis through the use of data obtained from an operating highway bridge together with the use of numerical and physical models. After analyzing the data, by estimating the distance between the peak of these ripples (and translating this into time using the data acquisition metrics) the frequency of the vibrating object can be estimated. For the operating bridge and physical model employed in this research, the natural frequencies were estimated within 2% to 10% and 0,22% to 5%, respectively.</p>

Deconstruction of Existing Railway and Highway Bridges

2013 ◽  
Vol 814 ◽  
pp. 214-221
Author(s):  
Edward Petzek ◽  
Luiza Toma ◽  
Elena Meteş
Keyword(s):  
Highway Bridges ◽  
Modular System ◽  
Highway Bridge ◽  
Railway Bridge ◽  
The Road ◽  
Low Costs ◽  
Structural Parts ◽  
Simple Technology ◽  
Remaining Fatigue Life ◽  
Made In

The paper presents the damage under time dependent actions, fatigue, creep, corrosion for a railway bridge and a highway bridge. The first one is situated on the IV Pan-European Corridor, which crosses the Romanian territory. Although recently rebuilt, in the end of 80s, the bridge’s superstructure, made of decks with twin plain web girders, was in an unsatisfactory condition - loss of load bearing capacity and missing structural parts (strong corrosion and cracks). After the stress analysis and the fatigue verifications based on the Wöhler concept which were made in relation with the prescriptions of the Romanian standard SR 1911-1998, Swiss code 161 & SBB Richtlinie 2002 and the German code DS 805-2002, a life prediction analysis based on fracture mechanics principles was performed in order to evaluate the remaining fatigue life for this structure for the new traffic UIC conditions; in conclusion, the superstructure should be replaced. The highway bridge is the only crossing possibility over the Bistriţa River, parish Frânceşti, being an important element for the road infrastructure in the area. The current bridge was meant to be a temporary structure, but due to economic difficulties it wasn’t replaced. It does assure the clearance and safety according to the standards. Based on the technical situation of the existing bridge the replacement of this structure is a necessity. Taking into consideration the need of a simple technology, the limited construction height and a very short erection time, it leads in both cases to the necessity of a modular system with low costs. In this area of application the VFT-WIB® solution with its roots in the classical WIB composite structure was developed.

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