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Monitoring traffic loads and dynamic effects using an instrumented railway bridge
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Design and Bridges. (Brobyggnad)ORCID iD: 0000-0002-5447-2068
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Design and Bridges. (Brobyggnad)
KTH, School of Architecture and the Built Environment (ABE), Civil and Architectural Engineering, Structural Design and Bridges.
2005 (English)In: Engineering structures, ISSN 0141-0296, E-ISSN 1873-7323, Vol. 27, no 12, 1813-1819 p.Article in journal (Refereed) Published
Abstract [en]

This paper presents a cost-effective method for the assessment of actual traffic loads on an instrumented bridge. The instrumentation of a newly constructed integral-type railway bridge in Stockholm (Sweden) is described. A complete “Bridge Weigh-in-Motion” (B-WIM) system, with axle detection and accurate axle-load evaluation, was implemented using only four concrete embedded strain transducers. A temporary accelerometer was attached to the edge beam of the bridge to evaluate the eigenfrequencies, predict possible wheel/rail defects, and check whether the acceleration limit value for ballast instability (as given in railway bridge design codes) is exceeded. The main objective of the monitoring project has been to increase the knowledge of actual traffic loads and their effect on railway bridges, through both measurements and numerical simulations. Some very early but representative results are presented, and the efficiency of the algorithms and usefulness of the monitoring program highlighted.

Place, publisher, year, edition, pages
Elsevier , 2005. Vol. 27, no 12, 1813-1819 p.
Keyword [en]
Bridge, Railway, Traffic loads, Weigh-in-motion, Monitoring, Dynamics
National Category
Civil Engineering
Identifiers
URN: urn:nbn:se:kth:diva-11187DOI: 10.1016/j.engstruct.2005.04.022ISI: 000231892600011Scopus ID: 2-s2.0-23844511791OAI: oai:DiVA.org:kth-11187DiVA: diva2:241331
Note
QC 20100818Available from: 2009-10-02 Created: 2009-10-02 Last updated: 2017-12-13Bibliographically approved
In thesis
1. Railway bridge response to passing trains: Measurements and FE model updating
Open this publication in new window or tab >>Railway bridge response to passing trains: Measurements and FE model updating
2009 (English)Doctoral thesis, comprehensive summary (Other academic)
Abstract [en]

Today’s railway bridges are analysed in more detail for moving loads due to the increase in speeds and axle loads. However, these numerical analyses are very time consuming as they often involve many simulations using different train configurations passing at different speeds and many considerations to take into account. Thus, simplified bridge, track and train models are often chosen for practical and time efficient simulations.

The New Årsta Railway Bridge in Stockholm was successfully instrumented during construction. A simplified 3D Bernoulli-Euler beam element FE model of the bridge was prepared. The FE model was first manually tuned based on static load testing. The most extensive work was performed in a statistical identification of significantly influencing modelling parameters. Consequently, parameters to be included in an optimised FE model updating, with consideration also to synergy effects, could be identified. The amount of parameters included in the optimisation was in this way kept at an optimally low level. For verification, measurements from several static and dynamic field tests with a fully loaded macadam train and Swedish Rc6 locomotives were used. The implemented algorithms were shown to operate efficiently and the accuracy in static and dynamic load effect predictions was shown to be considerably improved.

It was concluded that the complex bridge can be simplified by means of beam theory and an equivalent modulus of elasticity, and still produce reliable results for simplified global analyses. The typical value of an equivalent modulus of elasticity was in this case approximately 25% larger than the specified mean value for the concrete grade in question.

The optimised FE model was used in moving load simulations with high speed train loads according to the design codes. Typically, the calculated vertical acceleration of the bridge deck was much lower than the specified allowable code value. This indicates that multispan continuous concrete bridges are not so sensitive to train induced vibrations and therefore may be suitable for high speed train traffic.

Finally, the relevant area of introducing the proposed FE model updating procedure in the early bridge design phase is outlined.

Place, publisher, year, edition, pages
Stockholm: KTH, 2009. x, 37 p.
Series
Trita-BKN. Bulletin, ISSN 1103-4270 ; 100
National Category
Civil Engineering
Identifiers
urn:nbn:se:kth:diva-11195 (URN)
Public defence
2009-10-23, F3, Lindstedtsvägen 26, KTH, Stockholm, 10:00 (English)
Opponent
Supervisors
Note
QC 20100818Available from: 2009-10-06 Created: 2009-10-02 Last updated: 2012-08-07Bibliographically approved
2. Monitoring railway traffic loads using bridge weight-in-motion
Open this publication in new window or tab >>Monitoring railway traffic loads using bridge weight-in-motion
2007 (English)Licentiate thesis, comprehensive summary (Other scientific)
Place, publisher, year, edition, pages
Stockholm: KTH, 2007. xiii, 33 p.
Series
Trita-BKN. Bulletin, ISSN 1103-4270 ; 90
National Category
Reliability and Maintenance
Identifiers
urn:nbn:se:kth:diva-4317 (URN)
Presentation
2007-03-08, Seminarierummet, KTH, Brinellvägen 34, Stockholm, 13:00
Supervisors
Note
QC 20101111Available from: 2007-03-26 Created: 2007-03-26 Last updated: 2012-02-21Bibliographically approved

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Karoumi, Raid

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