| 1. |
- Bayoglu Flener, Esra, et al.
(author)
-
Dynamic testing of a soil-steel composite railway bridge
- 2009
-
In: Engineering structures. - : Elsevier BV. - 0141-0296 .- 1873-7323. ; 31:12, s. 2803-2811
-
Journal article (peer-reviewed)abstract
- Actual dynamic response of a long-span corrugated steel culvert railway bridge is studied. The bridge, which is a type of soil-steel composite structures, has a span of 11 m. Tests were carried out by measuring strains and displacements during passages of a locomotive at different speeds. Vertical ballast accelerations as well as the effects of braking forces were also measured. The tests showed that the speed has a large influence on the displacements, thrusts and moments. The measured dynamic displacements and thrusts are as much as 20% larger than the corresponding static response. This is greater than the values specified in bridge design codes. Dynamic amplification factors as high as 1.45 were obtained for the moments at the quarter point which is found to be much larger than the values for the crown point. This type of bridge structure is believed to be less sensitive to resonance from passing trains than other common bridge types, due to the high damping values obtained from the forced vibration tests.
|
|
| 2. |
- Bayoğlu Flener, Esra, et al.
(author)
-
Evaluation of the dynamic response of a soil-steel composite railway bridge
- 2012
-
In: Archives of Institute of Civil Engineering.
-
Conference paper (peer-reviewed)abstract
- The dynamic response of a long-span arch soil-steel composite railway bridge is studied. The bridge has a span of 11 m and a rise of 4.3 m. Strains, displacements and vertical ballast accelerations were measured during passages of a locomotive at different speeds. The results indicate that the speed of the locomotive has a large influence on the displacements, thrusts and moments. The structure was found to be safe when measured values of moments and thrusts were compared with the live load calculations according to design codes. However, dynamic amplification factors as high as 1.45 were obtained for the moments at the quarter point and this is found to be much greater than the values specified in bridge design codes. Despite this, due to the high damping involved, bridges of this kind are believed to be less sensitive to resonance problems from passing trains.
|
|
| 3. |
- Bayoglu Flener, Esra, et al.
(author)
-
Field testing of a long-span arch steel culvert during backfilling and in service
- 2005
-
In: Structure and Infrastructure Engineering. - : Informa UK Limited. - 1573-2479 .- 1744-8980. ; 1:3, s. 181-188
-
Journal article (peer-reviewed)abstract
- The paper presents the first part of the in-situ measurements and data analyses for the tests conducted during backfilling and during service of a long-span corrugated steel culvert railway bridge over Skivarpsan, Rydsgard, Sweden. Static and dynamic tests were carried out measuring strains and displacements. Temperature readings were taken along with the measurements. Comparisons of moments during compaction showed that there is good agreement between test results and theoretical values. The theoretical calculation of the rise of the crown during compaction and the crown moments due to live load seem to be conservative, while the theoretical axial forces agree reasonably with the measured axial forces.
|
|
| 4. |
|
|
| 5. |
|
|
| 6. |
|
|
| 7. |
- Bayoglu Flener, Esra, et al.
(author)
-
Field testing of a long-span arch corrugated-steel culvert under dynamic and static loads
- 2007
-
In: First European Conference on Burried Flexible Steel Structures, Rydzyna, Archives of Intitute of Civil Engineering. ; , s. 25-33
-
Conference paper (peer-reviewed)abstract
- We present the dynamic and static performance of a long-span corrugated steel culvert railway bridge. The culvert has 7 mm plate thickness, and a 11.12 m span. Two sets of tests were carried out with a locomotive by measuring strains and displacements. The dynamic performance of the bridge under different speeds and braking forces were obtained. The loads do not have a visible effect on the crown before the locomotive passes the footing level. The moments at the crown are not affected as much as the moments at the quarter point. Thrusts are not influenced by the speeds as much as the moments. The values for the braking and dynamic tests are quite close to each other. The dynamic amplification factors based on the maximum vertical displacements of the crown increase significantly after 70 km/h (maximum is 1.24).
|
|
| 8. |
|
|
| 9. |
|
|
| 10. |
|
|
