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Assessment of the Strengthening of an RC Railway Bridge with CFRP utilizing a Full-Scale Failure Test and Finite-Element Analysis
Luleå tekniska universitet, Institutionen för samhällsbyggnad och naturresurser, Byggkonstruktion och -produktion. Savonia University of Applied Scinces, Kuopia, Finland.
Luleå tekniska universitet, Institutionen för samhällsbyggnad och naturresurser, Byggkonstruktion och -produktion. Bodens kommun.
Luleå tekniska universitet, Institutionen för samhällsbyggnad och naturresurser, Byggkonstruktion och -produktion.ORCID-id: 0000-0002-8682-876X
Luleå tekniska universitet, Institutionen för samhällsbyggnad och naturresurser, Byggkonstruktion och -produktion.ORCID-id: 0000-0002-5154-7044
Vise andre og tillknytning
2015 (engelsk)Inngår i: Journal of Structural Engineering, ISSN 0733-9445, E-ISSN 1943-541X, Vol. 141, nr 1 (Special Issue), s. D4014008-1-D4014008-11, artikkel-id D4014008Artikkel i tidsskrift (Fagfellevurdert) Published
Abstract [en]

A finite element (FE) model was calibrated using the data obtained from a full-scale test to failure of a 50 year old reinforced concrete (RC) railway bridge. The model was then used to assess the effectiveness of various strengthening schemes to increase the loadcarrying capacity of the bridge. The bridge was a two-span continuous single-track trough bridge with a total length of 30 m, situated in Örnsköldsvik in northern Sweden. It was tested in situ as the bridge had been closed following the construction of a new section of the Railway line. The test was planned to evaluate and calibrate models to predict the load-carrying capacity of the bridge and assess the strengthening schemes originally developed by the European research project called Sustainable bridges. The objective of the test was to investigate shear failure, rather than bending failure for which good calibrated models are already available. To that end, the bridge was strengthened in flexure before the test using near-surface mounted square section carbon fiber reinforced polymer (CFRP) bars. The ultimate failure mechanism turned into an interesting combination of bending, shear, torsion, and bond failures at an applied load of 11.7 MN (2,630 kips). A computer model was developed using specialized software to represent the response of the bridge during the test. It was calibrated using data from the test and was then used to calculate the actual capacity of the bridge in terms of train loading using the current Swedish load model which specifies a 330 kN (74 kips) axle weight. These calculations show that the unstrengthened bridge could sustain a load 4.7 times greater than the current load requirements (which is over six times the original design loading), whilst the strengthened bridge could sustain a load 6.5 times greater than currently required. Comparisons are also made with calculations using codes from Canada, Europe, and the United States.

Abstract [en]

A finite element (FE) model was calibrated using the data obtained from a full-scale test to failure of a 50 year old reinforced concrete (RC) railway bridge. The model was then used to assess the effectiveness of various strengthening schemes to increase the load-carrying capacity of the bridge. The bridge was a two-span continuous single-track trough bridge with a total length of 30 m, situated in Örnsköldsvik in northern Sweden. It was tested in-situ as the bridge had been closed following the construction of a new section of the railway line. The test was planned to evaluate and calibrate models to predict the load-carrying capacity of the bridge and assess the strengthening schemes originally developed by the European Research Project “Sustainable Bridges”. The objective of the test was to investigate shear failure, rather than bending failure for which good calibrated models are already available. To that end, the bridge was strengthened in flexure before the test using near-surface mounted square section carbon fiber reinforced polymer (CFRP) bars. The ultimate failure mechanism turned into an interesting combination of bending, shear, torsion and bond failures at an applied load of 11.7 MN (= 2630 kips).A computer model was developed using Brigade software (based on Abaqus), to represent the response of the bridge during the test. It was calibrated using data from the test and was then used to calculate the actual capacity of the bridge in terms of train loading using the current Swedish load model which specifies a 330 kN (= 74 kips) axle weight. These calculations show that the unstrengthened bridge could sustain a load 4.7 times greater than the current load requirements (which is over 6 times the original design loading), whilst the strengthened bridge could sustain a load 6.5 times greater than currently required. Comparisons are also made with calculations using codes from Canada, Europe and the U.S.

sted, utgiver, år, opplag, sider
2015. Vol. 141, nr 1 (Special Issue), s. D4014008-1-D4014008-11, artikkel-id D4014008
Emneord [en]
Bridge, Train load, Failure analysis, Ultimate load-carrying capacity, Shear, Near-surfacemounted reinforcement (NSMR), Civil engineering and architecture - Building engineering
Emneord [sv]
Samhällsbyggnadsteknik och arkitektur - Byggnadsteknik
HSV kategori
Forskningsprogram
Konstruktionsteknik; Attraktivt samhällsbyggande (FOI)
Identifikatorer
URN: urn:nbn:se:ltu:diva-15842DOI: 10.1061/(ASCE)ST.1943-541X.0001116ISI: 000346338100011Scopus ID: 2-s2.0-84920771165Lokal ID: f66f5694-cfe1-40be-a43e-24618eb23eaeOAI: oai:DiVA.org:ltu-15842DiVA, id: diva2:988817
Prosjekter
Mainline-MAINtenance, renewaL and Improvement of rail transport iNfrastructure to reduce Economic and environmental impacts, Centrum för riskanalys och riskhantering, CRR, Sustainable Bridges
Merknad

Validerad; 2015; Nivå 2; Bibliografisk uppgift: This work is made available under the terms of the Creative Commons Attribution 4.0 International license, http://creativecommons.org/licenses/by/4.0/.; 20140524 (elfgren)

Tilgjengelig fra: 2016-09-29 Laget: 2016-09-29 Sist oppdatert: 2018-07-10bibliografisk kontrollert

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