Impact from Railway Loading on Steel Girder Spans

Byers, William G.

doi:10.1061/jsdeag.0002597

Cited by 18 publications

(2 citation statements)

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“…Following Byers (1976), a CoV of 0.14 is assumed for α. The DAF is assumed to be normally distributed with a mean value of 1.10, which is typical for stringers in riveted railway bridges (Byers 1970, Szeliski & Elkholy 1984, and a standard de-viation of 0.15 which is in agreement with field measurements on short-span railway bridges (Byers 1970).…”

Section: δ ≥ Dmentioning

confidence: 99%

Probabilistic fatigue life estimates for riveted railway bridges

Imam¹,

Righiniotis²,

Chryssanthopoulos³

et al. 2015

Advances in Bridge Maintenance, Safety Management, and Life-Cycle Performance, Set of Book &Amp; CD-ROM

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A large percentage of the railway bridges in the UK rail network and around Europe are of riveted construction exceeding in many cases 100 years of age. The remaining fatigue life of these bridges is difficult to estimate due to the uncertainties regarding the fatigue behaviour of wrought-iron and older steel material, which was used for their construction, as well as the actual loading and the number of cycles that these bridges have experienced in the past and will be experiencing in the future. This paper presents probabilistic fatigue life estimates for a stringer-to-cross-girder connection of a typical riveted rail bridge. On the loading side, the problem is randomised through the frequency of train traffic, dynamic amplification and the ratio between actual and calculated stresses. On the response side, S-N curves pertaining to the various assumed classes for the connection details and the Miner sum are also treated as random.

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Section: δ ≥ Dmentioning

confidence: 99%

Probabilistic fatigue life estimates for riveted railway bridges

Imam¹,

Righiniotis²,

Chryssanthopoulos³

et al. 2015

Advances in Bridge Maintenance, Safety Management, and Life-Cycle Performance, Set of Book &Amp; CD-ROM

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“…Considerable testing relative to stress in bridge members under revenue traffic conditions (24,25) and work recently reported to AREMA Committee 15 by R. A. P. Sweeney (unpublished data) have resulted in recommendations (8, Part 7, Chapter 15) for modifications to calculated RMC stress ranges. Also, extensive impact testing and analysis have resulted in establishing mean impact loads for fatigue analysis that are less than those used in design work (24)(25)(26). These field tests have resulted in a recommended practice for the fatigue rating of steel railway bridges that does not overestimate stress range values, which would result in a considerable underestimation of fatigue life (fatigue life is inversely proportional to the cube of stress range, as shown by Equation 1).…”

Section: Determining Stresses In Bridge Members Under Revenue Traffic Conditionsmentioning

confidence: 99%

Heavy Axle Load Effects on Fatigue Life of Steel Bridges

Unsworth

2003

Transportation Research Record: Journal of the Transportation R

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Heavy axle railway loads (freight equipment with more than a 100-ton capacity and gross vehicle weights exceeding 263,000 lb) have been introduced extensively on North American Class I freight railroads in the past decade. An overview is presented of the effects of heavy axle loads on the fatigue life of steel bridges in the North American freight railroad infrastructure. Also outlined are life extension and rehabilitation techniques typically used to maintain the safety and reliability of existing steel railway bridges.

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