Investigation of Longitudinal Forces in a Concrete Railroad Trestle

Foutch, Douglas A.; Kim, Tae‐Wan; Otter, Duane; Doe, Brian

doi:10.1061/(asce)1084-0702(2006)11:5(618)

Cited by 11 publications

(8 citation statements)

References 1 publication

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“…2. Loading a viscoelastic restrictive device to a value equal to the dynamic effort R, the expression for which, in a closed form, was obtained after solving the system of equations (18).…”

Section: T T T T T * = + + +mentioning

confidence: 99%

Design of impact dampers for transporting cargoes by two-link vehicles

Vikovych

Krainyk

Zinko

et al. 2021

EEJET

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This paper considers the influence of the transitional modes of movement (acceleration, braking) of a multi-link vehicle on the vibration protection of transported non-fixed or partially fixed cargoes. The impact phenomenon, in this case, can be strengthened by the existence of coupling mechanisms between the links of a multi-link vehicle. To reduce such horizontal impact loads, it is advisable to use elements with viscoelastic damping in the coupling devices of a multi-link vehicle. To study the actual impact phenomena during the transportation of non-fixed or partially fixed cargoes under the extreme modes of movement of two-link vehicles, it is proposed to use a flat two- and three-mass dynamic model with viscoelastic damping. At the same time, the theory of elastic impact has been applied while the elastic-damping characteristics of vehicles' suspensions were not taken into consideration. It has been shown that the reported research results make it possible to estimate the approximate values of the mechanical parameters for restrictive devices that protect non-fixed or partially fixed cargoes from impact, during the transition modes of transportation, depending on the conditions of motion. This practically makes it possible to select the rational design parameters for the elements of viscoelastic restrictive devices, in particular elastic elements and dampers, in order to reduce impact loads on non-fixed heavy cargoes during transportation under extreme modes of movement. Based on this study, a procedure of vibration protection of non-fixed or partially fixed cargoes in the body of a two-link vehicle during its uneven movement has been proposed, which implies determining the maximum dynamic loads on these cargoes as well as the possibility of choosing the rational design parameters for restrictive devices in order to prevent or reduce the impact of these cargoes hitting the restrictive devices

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“…2. Loading a viscoelastic restrictive device to a value equal to the dynamic effort R, the expression for which, in a closed form, was obtained after solving the system of equations (18).…”

Section: T T T T T * = + + +mentioning

confidence: 99%

Design of impact dampers for transporting cargoes by two-link vehicles

Vikovych

Krainyk

Zinko

et al. 2021

EEJET

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“…4 High longitudinal forces due to braking can occur at any location, even on a bridge, particularly if an emergency brake application occurs. Maintenance items attributed to longitudinal forces include: the actual longitudinal force capacity of many bridges designed during that time is much higher due to other design forces as well as the use of standard details with much higher capacity.…”

Section: Effects Of Longitudinal Loads On Bridgesmentioning

confidence: 99%

“…When a train is maintaining a speed that exceeds 25 kmph (6.94 m/s), the locomotives typically cannot exert the maximum tractive effort. 4 High longitudinal forces due to braking can occur at any location, even on a bridge, particularly if an emergency brake application occurs. Excessive tensile loads along the longitudinal axis of the rail can result in the rail breaking.…”

Section: Effects Of Longitudinal Loads On Bridgesmentioning

confidence: 99%

“…If any of the bridges are found to be less rated than required, train operating restrictions can often be used to limit the applied longitudinal forces, so that the bridges can continue to perform adequately without excessive and costly maintenance. Since 1996, researchers from the Association of American Railroads 2 subsidiary Transportation Technology Center, Inc., 3 and the University of Illinois at Urbana-Champaign 4 have undertaken a series of tests to determine the magnitude of longitudinal loads transferred from high-adhesion locomotives under tractive effort and dynamic braking into the superstructure and substructure of a railway bridge.…”

Section: Introductionmentioning

confidence: 99%

“…bending in beams Damage to the bearings and anchoragesMost of these items are also influenced by other loadings, so the effects of longitudinal loading alone are difficult to isolate. Although longitudinal forces for design of bridges as per older Railways Bridge Rules were relatively low from 1969 through 1996,4 …”

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confidence: 99%

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Evaluation of Longitudinal Force on a Railway Bridge Based on Strain Measurements

Srinivas

Ramanjaneyulu

Kumar

et al. 2011

Experimental Techniques

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Evaluation of longitudinal force is very important for the performance evaluation of older bridges and for the design of new bridges. There is a growing demand to increase freight haulage in railway networks, in particular, on the iron ore routes of various zones of Indian railways. This proposed alteration may subject the bridges to higher tractive effort/braking forces together with higher axle loads. It is thus obvious that there is a need to check the performance of the concerned bridges under this proposed increased loading. Hence, as part of evaluating the bridges for higher axle loads, experimental investigations have been carried out on a typical steel plate girder railway bridge. This paper gives the summary of experimental investigations, test setups, and results obtained for the evaluation of longitudinal force. The longitudinal force evaluated based on the experiments for the increased axle loads is found to be within the design limits specified. The special fixtures developed for direct measurement of the longitudinal force are found to give the reliable results compared to the strain gage measurements on the girder. The results show that only part of the rail force is transmitted to the girder.

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