Dynamic response of bridges under travelling loads

Humar, J. L.; Kashif, Aizaz

doi:10.1139/l93-033

Cited by 40 publications

(28 citation statements)

References 5 publications

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“…All but one value of the calculated dynamic load allowance were less than unity, suggesting that the peak responses due to dynamic loading events were generally less than those for corresponding static load events. However, the dynamic load allowance is known to be dependent on a wide variety of factors, including the vehicle weight, speed, suspension characteristics and axle configuration, as well as the road surface roughness and irregularities along the bridge and approach spans, and bridge stiffness and mass considerations (Paultre et al 1992;Humar and Kashif 1993). The results reported herein relate to a single truck configuration and road condition existing at the time of the measured events.…”

Section: Dynamic Load Allowancementioning

confidence: 96%

Comparison of load rating techniques for the Red Deer River Bridge

et al. 2011

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A reliability-based structural evaluation for the Red Deer River Bridge was conducted based on collected strain gauge data and compared to theoretical results using the conventional methods outlined in CAN/CSA-S6-06. Live load capacities for flexure were calculated in accordance with both the load and resistance factor and mean load code-based methods, suggesting that the bridge is adequate for the proposed increased live load level. The structural evaluation based upon the results of the field measurements, though, indicated reliability indices for flexure that exceeded those calculated based on code methods for all but the one instrumented location; furthermore, anomalously high strain readings at this one apparently deficient location cast doubt on the measured result. The transverse distribution of live loads varied considerably along the instrumented span and indicated that the bridge diaphragms are not fully effective. Measured dynamic effects were lower than those prescribed by CAN/CSA-S6-06.Résumé : Une évaluation structurale basée sur la fiabilité a été réalisée pour le pont de la rivière Red Deer en se basant sur les données colligées de jauges de contrainte et en les comparant à des résultats théoriques au moyen des méthodes conventionnelles mentionnées dans la norme CAN/CSA-S6-06. La charge utile en flexion a été calculée selon les méthodes basées sur les codes du facteur de charge et de résistance et de la charge moyenne, suggérant que le pont soit adéquat pour le niveau accru de charge utile proposé. L'évaluation structurale basée sur les résultats de mesures sur le terrain a cependant indiqué des indices de fiabilité en flexion qui dépassaient ceux calculés selon les méthodes contenues dans les codes pour tous les emplacements instrumentés sauf un; de plus, des lectures de contraintes élevées anomales à cet endroit apparemment défectueux jettent un doute sur le résultat mesuré. La distribution transversale des charges utiles variait considérable-ment le long de la portée instrumentée et indiquait que les diaphragmes du pont n'étaient pas complètement efficaces. Les effets dynamiques mesurés étaient inférieurs à ceux prescrits par la norme CAN/CSA-S6-06.Mots-clés : évaluation de pont, méthode de la charge moyenne, facteurs de charges utiles, facteurs de résistance, tolérance de charge dynamique, distribution des charges latérales, fiabilité.[Traduit par la Rédaction]

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Section: Dynamic Load Allowancementioning

confidence: 96%

Comparison of load rating techniques for the Red Deer River Bridge

et al. 2011

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“…There are various representations of moving rail vehicles used in dynamic analyses, differing in terms of mathematical and physical accuracy [2,6,7,8,9,12,16]. The most popular models are ( The first two models can be used for determining the dynamic response of bridge yet without analysing the behaviour of vehicle and vehicle-structure interaction.…”

Section: Mechanical Models Of Rail Vehicles In Relation To the En-199mentioning

confidence: 99%

Dynamics of an Orthotropic Railway Bridge in the Light of European Standards

Zbiciak

Oleszek

Michalczyk

2016

Archives of Civil Engineering

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The paper presents selected aspects of dynamie numerical simulations of an orthotropic steel raił way bridge loaded by high-speed trains. The model of moving loads was adopted in accordance with the models set out in the applicable standards. The current European code requirements are referred in which the computer calculations of the dynamie response of the structure are the bas is for assessing the suitability of the structure to carry high-speed raił traffic ( v > 160 km/h ). In this research the calculations are based on the author's method of generating traffic loads in Abaqus FEM environment. lt is emphasized in the paper that in most commercial FEM codes (including Abaqus), moving loads are not implemented in modules responsible for defining of loads. The author's approach to this issue allowed to obtain results confirming its adequacy. In the longer term, the authors will develop a plan to adapt this algorithm in order to generale traftic loads on bridges discretized as spatial and piane numerical models.

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“…The first analytical studies evaluated the maximum dynamic amplification factors relative to the deflection of simple beams and different boundary conditions at the supports [4,5]. In 1993, Humar and Kashif published a study -3-in which they showed that dynamic amplification factors depend on the velocity and weight of the vehicle [6]; it criticised the continued evaluation of DAFs on the basis of a single parameter [6,7]. In 1997, Henchi et al extended analytical studies to the subject of continuous bridges [8].…”

Section: Research Into Dynamic Amplification Factorsmentioning

confidence: 99%