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Abstract

Dynamic testing of bridges has as target to establish their response on pulse forces between the wheels and unevenness of road surface. Generally, during the tests, real time accelerations or deformations are to be measured and which through successive processing methods lead to other data as velocities, displacements, dynamic impact factor, but also the damping ratio. In order to validate the bridge response following testing, the measured data are compared both with allowable limits existing in standards and with the results obtained using analytical or numerical models.

In Romania, the dynamic testing of bridges is recommended by the current standards, only for important bridges, erected in complex or special solutions and also for large span bridges.

The aim of this paper is to outline the results obtained from the on-site measurements during dynamic testing of a viaduct placed on the motorway A1, sector Orăştie-Sibiu. The bridge superstructure is a composite one, continuous girder on 12 spans: 40+10×60+40 m, the substructure consisting in 11 piers with lamellar elevations and variable height in the range 8.50-24m.

In the paper a finite element model is also presented which was used for time-history analyses using an impulse type load. Finally, the results obtained on the site and using the numerical model are compared and discussed.

Abstract

In this paper, a rail joint model consisting of three Euler-Bernoulli beams connected via a Winkler foundation is proposed in order to point out the influence of the joint gap length upon the stiffness of the rail joint. Starting from the experimental results aiming the stiffness of the rail joint, the Winkler foundation stiffness of the model has been calculated. Using the proposed model, it is shown that the stiffness of the rail joint of the 49 rail can decreases up to 10 % when the joint gap length increases from 0 to 20 mm.