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ESDEP WG 16

STRUCTURAL SYSTEMS: REFURBISHMENT

Lecture 16.4: Trad t onal Res dual L fe

Assessment for Br dges
OBJECTIVE/SCOPE

To demonstrate the means by wh ch ex st ng br dges may be assessed and, where necessary, strengthened.

PRE-REQUISITES

None.

RELATED LECTURES

Lecture 15B.2 Act ons on Br dges

SUMMARY

A major ty of ex st ng steel br dges for road and ra l are r veted structures bu lt n the last century.

Many of these old br dges have been repa red or strengthened several t mes follow ng damage n the World Wars or due to changes of serv ce
requ rements. The safety of these br dges for modern traff c loads throughout the r rema n ng serv ce l fe needs to be assessed.

A class cal method for the assessment of the rema n ng fat gue safety of ex st ng ra lway br dges s g ven. Th s method s based on the
procedure g ven n the Standards of the German Ra lways. It s noted that the S-N l nes referred to n th s method do not comply w th the S-N
l nes g ven n Eurocode 3. Also the safety assumpt ons used n th s method are d fferent to those spec f ed n Eurocode 3. The method may,
however, be eas ly transferred nto the Eurocode system. The method s llustrated by a numer cal example. S m lar pr nc ples apply to
h ghway br dges.

General methods for strengthen ng br dges are outl ned and a case study s presented.

1. INTRODUCTION
The nature of br dge behav our s such that the structure should be subject to regular nspect on and ma ntenance. Old steel br dges that are
subjected to grow ng traff c dens ty and traff c loads may need a general safety check to evaluate them to determ ne the r res dual safety and
rema n ng serv ce l fe. Th s may nclude:

exper mental determ nat on of the stresses

assessment of cond t on
strengthen ng of elements
replacement of elements
speed reduct on
traff c reduct on
part al or total clos ng of the l ne or h ghway.

Methods for evaluat ng the rema n ng serv ce l fe of ex st ng structures are becom ng ncreas ngly mportant as the number of structures
exceed ng the r des gn l fe s grow ng exponent ally. Th s growth s related to the br dge construct on boom wh ch began over one hundred
years ago. Few structures need to be replaced when they reach the r des gn l fe, because the des gn l fe was not def ned sc ent f cally n the
past. Most structures are able to endure fat gue load ng well beyond the r or g nal des gn l fe.

The des gn l fe s that per od for wh ch a br dge s requ red to perform safely w th an acceptable probab l ty that t w ll not requ re repa r.

Generally, l ttle s known of prev ous load ng, structural mod f cat ons or poss ble crack locat on n an ex st ng br dge. Start ng w th s mple
conservat ve assumpt ons and proceed ngs n steps, an acceptable dec s on can be taken regard ng the safety of the structure.

In the follow ng a class cal method for the assessment of the rema n ng fat gue safety of ex st ng ra lway br dges s g ven. Th s method s
based on the procedure g ven n the Standards of the German Ra lways.

It s noted that the S-N l nes referred to n th s method do not comply w th the S-N l nes g ven n Eurocode 3. Also, the safety assumpt ons
used n th s method are d fferent to those spec f ed n Eurocode 3. The method may, however, be eas ly transferred nto the Eurocode system n
due course.

2. GENERAL ELEMENTS

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2.1 The Wöhler Curves

A f rst step n evaluat ng the rema n ng serv ce l fe of an ex st ng steel ra lway br dge s to assess the r fat gue l fe w th Wöhler curves.

Fat gue fa lure occurs n elements subjected to var able loads at values s gn f cantly below those that would cause fa lure under stat c
cond t ons. The f rst systemat c stud es on fat gue were carr ed out by Wöhler. The express on l nk ng the number of cycles N and the stress
range Ds = smax-sm n (the algebra c d fference between the two extremes of a stress cycle) can be plotted on a logar thm c scale as a stra ght
l ne. The l ne s known as the Wöhler curve (or the S-N curve). The fat gue strength s def ned by a ser es of Wöhler curves, each apply ng to a
typ cal deta l category (the des gnat on g ven to a part cular welded or bolted deta l). These curves are obta ned exper mentally from a great
number of tests. Generally the l near part of the Wöhler curve s def ned by:

N = (DsR /Ds )k . NR (1)

or N = C Ds k

where:

C = NR DsRk (2)

or log N = log (NR DsRk) - k log Ds (3)

where:

Ds1, Ds2 are nd v dual stress ranges n a des gn spectrum

n are the number of appl ed repet t ons of damag ng stress ranges Ds

N are the number of stress range repet t ons Ds1, Ds2.... br ng ng about fa lure, correspond ng to n1, n2 .... repet t ons of appl ed stress cycles.

NR = 2 ´ 106 cycles

DsR = fat gue strength at NR cycles

k s the slope of the curve.

There are d fferent forms of Wöhler curves that may be used for damage calculat ons:

w th un que slope (F gure 1); even low stress ranges contr bute to fat gue of the mater al.
w th un que slope and cut-off l m t (F gure 2); low stress ranges below the break po nt make no contr but on to mater al fat gue.
w th two slopes (F gure 3); small stress ranges below the break po nt have a smaller but f n te effect.

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The follow ng po nts should be noted:

1. The Wöhler curves are establ shed stat st cally; a small number of exper mental tests cannot be used to mod fy them.
2. For r veted structures the value of the slope s k = 5,0; for welded elements k has the value 3,75.

2.2 The Palmgren - Langer - M ner Rule

The cumulat ve damage nduced by d fferent load ng patterns act ng on a structure s g ven by:

S= (4)

Equat on (4) can be transformed (F gure 4)

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(5)

From Equat on (1) for a l near part of the S-N curve

N = NR DsRk / Ds k = C / Ds k (6)

Ne = NR DsRk / Dsek = C / Dsek (7)

(e = equ valent)

where C s a constant value def ned by N = 2 ´ 106

Subst tut ng Equat ons (6) and (7) nto Equat on (5) g ves:

(8)

and f nally:

S n Ds k = ne Dsek (9)

Stress ranges can be related to the value

DsUIC = (max sUIC - m n sUIC)

where sUIC are the stresses result ng from the standard UIC load ng, w th appropr ate allowance for dynam c effects, as d scussed below.

If l = Ds /DsUIC then

S n Dl k = ne . lek (10)

Mathemat cally the relat on expresses the equ valence between the d fferent areas n F gure 4.

2.3 Dynam c Coeff c ents for Actual Tra ns

The dynam c effect of a mov ng tra n s generally expressed as a percentage of the stat c l ve load. For nstance the Internat onal Un on of
Ra lways (UIC) and the German Standard DS 805 [2] g ves the follow ng express on for the dynam c coeff c ent:

1 + r (11)

where r = a1 r¢ + a2 r² r < 1 (12)

r¢ refers to an ntact ra l

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r² takes nto account the mperfect ons of the ra l

The values a1 and a2 are:

The German Standard [2] g ves the follow ng def n t ons for the ra l qual ty:

Qual ty 3 - Imperfect ons of 2 mm depth on 1000 mm length; usually before 1930, or when the speed v < 80 km/h

Qual ty 2 - Imperfect ons of 1 mm depth on 1000 mm length of the ra l; for speed 80 < v < 140 km/h

Qual ty 1 - w thout ra l mperfect ons; for v > 140 km/h

The values of r¢ and r² are g ven n Tables 1 and 2.

2.4 Dynam c Coeff c ent for the UIC Load ng

The UIC 71 load ng represents the stat c effect of normal ra l traff c on the track, as shown n F gure 5.

Tak ng nto account the dynam c effects result ng from the movement of veh cles at speed, the equ valent load can be calculated from the stat c
loads, mult pl ed by a dynam c factor as follows:

{1,67 0 £ L £ 3,61m
{1,44 / (ÖLf - 0,2) + 0,82 3,61 £ L £ 65m (13)
{1,00 65m £ L

The values of the character st c length Lf can be taken from Table 3.

3. MAIN STEPS FOR THE ASSESSMENT OF THE FATIGUE SAFETY OF

EXISTING RAILWAY BRIDGES
Accord ng to DS 805 [2] the def n t on of an ex st ng structure s one wh ch s more than 10 years old. The ma n steps n evaluat ng the safety
of ex st ng br dges are as follows:

The cumulat ve damage nduced by d fferent tra ns s g ven by the Palmgren-Langer-M ner rule of summat on:

S= where (14)

The Wöhler curve for calculat ng N has the form:

N = (15)

where DsR s the des gn stress range value for NR = 2 ´ 106 cycles, obta ned by apply ng a safety coeff c ent

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DsR = D /gR (gR = 1,65)

D s the f = 50% fat gue strength at NR = 2 ´ 106 cycles

Ds s the stress range value for N cycles

The stress ranges are related to the value Dsu c (max mum stress range) produced by the UIC 71 load ng pattern:

Dsu c = max su c - m n su c

and Ds / Dsu c = l ; D / Dsu c = lR (16)

The follow ng po nts should be noted:

1. The ntroduct on of these values enables the rat o l to be tabulated:

l = Ds / Dsu c = [(1 + r)/f].(DM / DMu c) (17)

2. For a s mply supported g rder n Table 3 (Case 5) the bend ng moments produced by the UIC 71 load ng pattern are g ven n
Table 4.

The Wöhler curves become:

N = [lR/l ]k NR(18)

Us ng the above express on and the PLM rule, the cumulat ve damage s:

Sp = S [(n l k)/(NRlRk)] = [1/NRlRk].S n l k (19)

The express on S n l k refers to all tra ns wh ch have crossed the br dge; to calculate the total damage to the structure up to the present
t me Sp, the stress rat o l s spl t n a sum (lTj s produced by the tra ns "j"). If Nj s the number of tra ns type "j" cross ng the br dge n
one day and Tn s the per od n years throughout wh ch these tra ns have crossed the br dge, the total number of tra ns cross ng dur ng
th s per od s:

ZTm = 365 Tn Sj Nj (20)

For the evaluat on of the fat gue safety of the structure t s necessary to recons der the traff c n the past. Th s a d ff cult problem;
analys ng all the traff c for a certa n per od t s poss ble to typ fy the tra ns. Such tra n types of fat gue accord ng to the DS 805,
are g ven n Table 5; the correspond ng values for the related damage lTj for each tra n are shown n Table 6.

The total damage for the above ment oned per od s:

STm = 365/(NRlRk) . Tn Sj NjnlTjk (21)

Summ ng th s throughout the l fe of the structure (Tn, w th n = 1,2 ..m)

Sp = 365/(NRlRk) . Smn=1 Tn Sj Njn(lTjn)k (22)

Clearly f S < 1 the structure or the element has suff c ent safety aga nst fat gue fa lure.
The fat gue safety for the cumulat ve damage s g ven by:

gt,p = [1/Sp]1/k ³ 1 (23)

The above formula has a s mple explanat on; the transformat on can be followed n F gure 6:

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[1/Sp]1/k = [NR lRk/Sn l k]1/k

[1/Sp]1/k = lR[NR /S n l k]1/k

W th S n l k = NR lpk

g ves 1/lpk= NR /S n l k

and f nally [1/Sp]1/k = lR/lp ³ 1

The rat o of the two values depends on the adopted safety concept; the smaller lp s n compar son to lR, the greater the safety.

F nally the ma n pract cal poss b l t es are:

1. Structures or elements, for wh ch the cond t on

gtk . Sp £ 1 (24)

s sat sf ed and there are no cracks. These may be regarded as suff c ently safe aga nst fat gue fa lure.

In the relat on above gt s a spl t coeff c ent depend ng on the age of the structure at the moment of calculat on:

gt = gR,t . gS,t (25)

gR,t =

gS,t = 1,15

tg - age of the structure.

2. If:

1,0 £ gtk . Sp < 1,1 (26)

and no cracks are found wh ch need mmed ate act on, then at the next nspect on spec al attent on must be pa d to these elements.

3. If:

1,1 £ gtk . Sp < 1,2 (27)

mmed ate spec al nspect on must be ordered and repeated after 3 years; spec al attent on must be pa d to the cracks and the r rate
of growth.

4. When:

gtk . Sp ³ 1,2 (28)

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mmed ate spec al nspect on must be ordered and repeated every year. Other ma ntenance measures must be taken; spec al
attent on must be pa d to the cracks.

Th s process s llustrated n the example on page 24.

It should be noted that t s not poss ble to prevent all fa lures, but f major collapses are to be prevented, the lessons from prev ous
fa lures must be learned. F gure 7 shows a fat gue crack wh ch appeared n a str nger of a br dge bu ld n 1911 w th a span of 75
m. Th s fa lure was caused by an mperfect ra l jo nt.

4. STRENGTHENING OF STEEL BRIDGES

4.1 General Cons derat ons

Dur ng serv ce, br dges are subject to wear; n add t on, the n t al volume of traff c has ncreased, part cularly over the last 50 years. Many
br dges therefore requ re strengthen ng.

It s f rst necessary to assess the cond t on of the br dge, and then, f necessary, to have a scheme for strengthen ng. The nspect on should
cons der:

(a) the age of the br dge and any repa rs;

(b) the extent and locat on of any defects: cracks, local deformat ons, corros on, etc.

(c) n s tu data on steel grade, stress and stra n at d fferent po nts, etc.

The assessment should nclude a feas b l ty study to demonstrate the cost-benef t of strengthen ng. It must be emphas sed that strengthen ng
may extend the l fe of a br dge by about 20-40 years. It does not create a new br dge, and hence s only a real st c propos t on f the cost s less
than 40% of a replacement br dge.

4.2 Methods of Strengthen ng

4.2.1 D rect Strengthen ng

Th s s used to overcome local defects and nvolves f tt ng add t onal elements. There are two poss b l t es:

Ex st ng flush surfaces to wh ch new elements are f tted d rectly (F gure 8a).

Surfaces wh ch requ re some n t al preparat on, e.g. by remov ng the heads of r vets (F gure 8b) to prov de a flush face to wh ch new
elements can be f tted.

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4.2.2 Ind rect strengthen ng

In th s case ndependent elements are nserted w th n the structure. There are many types. Some may allow n t al prestress ng forces, thereby
ncreas ng the eff c ency of the re nforcement.

The pr nc pal methods of prov d ng nd rect strengthen ng are:

Strengthen ng w th tendons

The tendons can be a s mple bar or a bu lt-up sect on placed at the level of tens on chord; t may be prestressed and s typ cally used to
strengthen br dges of latt ce g rder or truss construct on (F gure 9 and F gure 10).

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Strengthen ng by cables

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Prestressed cables can be used n a s m lar way, f tted alongs de or w th n ex st ng tens on elements.

For the example shown n F gure 11, three cables were ntroduced at the centre of the lower tens on chord; as a result of the prestress ng force
n the cables th s chord became almost completely unstressed under dead load. To ncrease the load carry ng res stance of the complete trusses,
the upper chord and the lateral d agonals were also re nforced but us ng d rect strengthen ng measures.

Re nforcement by add t onal trusses

Deck br dges can be strengthened by add ng a th rd ma n g rder connected to the ex st ng structure n order to ncreases ts load carry ng
res stance (F gure 12).

Increas ng the effect ve depth

Re nforcement by a new chord connected to that ex st ng by a tr angulated arrangement of members, effect vely ncreas ng the he ght of the
ma n truss (F gure 13).

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Strengthen ng plate g rders by transformat on nto compos te sect ons

The concrete slab replaces the sleepers; th s ma nta ns the or g nal construct onal depth. The concrete slab w ll act as an ntegral part of the
compress on flanges of the str ngers and floor beams, F gure 14.

Re nforcement of the transverse frame

For sem - through trusses and through trusses where the w nd-brac ng has been removed dur ng electr f cat on of the l ne, t may be necessary
to ncrease the r g d ty of the transverse frame. For th s purpose a tendon s ntroduced nto the cross-sect on (F gure 15).

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4.2 The Re nforcement of the "Angel Sal gny" Br dge Over the Danube
The br dge over the Danube at Cernavoda (F gure 16) was bu lt n 1895. S nce then, espec ally after World War II, traff c and hence l ve load
have grown n the structure to a level wh ch endangered ts safety. As a result major strengthen ng was necessary. Th s work had to be
completed w thout nterrupt ng the traff c.

Many of the methods outl ne above were used (F gure 17).

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The bottom chords were strengthened by add ng a th rd web connected by r veted d aphragms. The str ngers were replaced.

For strengthen ng the cross g rders, a pretens oned g rder was used.

For the compress on d agonals d rect strengthen ng was ach eved by f tt ng add t onal plates. The tens on d agonals were strengthened w th
tendons.

The most d ff cult problem was strengthen ng of the upper chord. It was f nally dec ded to ntroduce a th rd chord located between the ex st ng
ones (F gure 18). In order to rel eve the ex st ng chords of the stresses produced by dead load, the th rd chord, represent ng 45% of the ex st ng
sect ons, was prestressed.

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A total of 4.000 tonnes of steel was used. Strengthen ng was completed n 1967. After 25 years of subsequent use the br dge has presented no
spec al ma ntenance problems.

5. CONCLUDING SUMMARY
Br dges should be subject to regular nspect on and assessment.
Class cal methods can be used to prov de an nd cat on of safety levels w th regard to fat gue fa lure.
If strengthen ng s requ red, a var ety of techn ques can be used.
Strengthen ng measures may ncrease the serv ce l fe of a br dge by 20 to 40 years. The relat ve cost and benef t of strengthen ng
compared w th replac ng the structure by a new br dge should be carefully cons dered.

6. REFERENCES
[1] "Bestehende E senbahnbrücken. Bewertung der Trags cherhe t und konstrukt ve H nwe se" DS 805, Deutsche Bundesbahn Ma 1991.

7. ADDITIONAL READING
1. "Vorschr ft für E senbahnbrücken und sonst ge Ingen eurbauwerke" DS 804, Deutsche Bundesbahn, Januar 1983.
2. "Steel, Concrete and Compos te Br dges" Br t sh Standard BS 5400, Part 10, 1980.
3. Sm th, I.F.C., "Fat gue Des gn Concepts" IABSE Per od ca 4/1984.
4. Eurocode 3: "Des gn of Steel Structures: ENV 1993-1-1: Part 1, General Rules and Rules for Bu ld ngs, CEN, 1992.

Table 1 Values of the Coeff c ent r ' [2]

v [km/h] 10 20 30 40 50 60 70 80 90 100 110 120 140 160 180

l [m]

2 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483
5 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483
7 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483
10 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483
15 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483
20 0,0177 0,0360 0,0549 0,0746 0,0951 0,1163 0,1383 0,1612 0,1851 0,2099 0,2357 0,2625 0,3196 0,3815 0,4483

30 0,0149 0,0303 0,0462 0,0625 0,0794 0,0968 0,1148 0,1334 0,1526 0,1725 0,1930 0,2142 0,2589 0,3067 0,3579
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40 0,0133 0,0269 0,0409 0,0552 0,0700 0,0852 0,1008 0,1169 0,1335 0,1505 0,1681 0,1862 0,2240 0,2642 0,3069
50 0,0121 0,0245 0,0372 0,0502 0,0635 0,0772 0,0913 0,1057 0,1205 0,1357 0,1513 0,1673 0,2007 0,2360 0,2733
70 0,0105 0,0213 0,0323 0,0435 0,0549 0,0667 0,0786 0,0909 0,1034 0,1163 0,1294 0,1428 0,1706 0,1998 0,2304
100 0,0091 0,0183 0,0278 0,0374 0,0472 0,0571 0,0673 0,0776 0,0882 0,0990 0,1100 0,1212 0,1442 0,1683 0,1933

120 0,0084 0,0170 0,0257 0,0346 0,0436 0,0528 0,0622 0,0717 0,0814 0,0912 0,1013 0,1115 0,1325 0,1544 0,1771

Table 2 Values of the Coeff c ent r ' [2]

v [km/h] 10 20 30 40 50 60 70 80 90 100 110 120 140 160 180

l [m]

2 0,0673 0,1345 0,2018 0,2690 0,3363 0,4055 0,4708 0,5380 0,5380 0,5380 0,5380 0,5380 0,5380 0,5380 0,5380
5 0,0545 0,1090 0,1635 0,2181 0,2726 0,3271 0,3816 0,4361 0,4361 0,4361 0,4361 0,4361 0,4361 0,4361 0,4361
7 0,0429 0,0858 0,1287 0,1715 0,2144 0,2573 0,3002 0,3431 0,3431 0,3431 0,3431 0,3431 0,3431 0,3431 0,3431
10 0,0258 0,0515 0,773 0,1030 0,1288 0,1545 0,1603 0,2060 0,2060 0,2060 0,2060 0,2060 0,2060 0,2060 0,2060
15 0,0074 0,0148 0,0221 0,0295 0,0369 0,0443 0,0516 0,0590 0,0590 0,0590 0,0590 0,0590 0,0590 0,0590 0,0590
20 0,0013 0,0026 0,0038 0,0051 0,0064 0,0077 0,0090 0,0103 0,0103 0,0103 0,0103 0,0103 0,0103 0,0103 0,0103

30 0,0012 0,0024 0,0036 0,0048 0,0060 0,0072 0,0084 0,0095 0,0095 0,0095 0,0095 0,0095 0,0095 0,0095 0,0095
40 0,0004 0,0007 0,0011 0,0015 0,0019 0,0022 0,0026 0,0030 0,0030 0,0030 0,0030 0,0030 0,0030 0,0030 0,0030
50 0,0001 0,0001 0,0002 0,0002 0,0003 0,0003 0,0004 0,0004 0,0004 0,0004 0,0004 0,0004 0,0004 0,0004 0,0004
70 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000
100 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000
120 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000 0,0000

Table 3 Def n t ons of character st c lengths for fat gue calculat ons

Case Structural Element Character st c Length Lf

DECK PLATE (Steel) closed deck w th ballast bed (orthotrop c deck plate) (for local stresses)
1 Deck w th long tud nal and cross r bs

1.1 Deck plate (for both d rect ons) 3 ´ cross g rder spac ng
1.2 Long tud nal r bs ( nclud ng small cant levers up to 3 ´ cross g rder spac ng
0,50m)(*)

1.3 Cross g rders, end cross g rders 2 ´ length of cross g rders

2 Deck plate w th cross g rders only

2.1 Deck plate (for both d rect ons) 2 ´ cross g rder spac ng + 3 m

2.2 Cross g rders, end cross g rders 2 ´ length of cross g rders

DECK PLATE (Steel) open deck w thout ballast bed (for local stresses)
3 3.1 Ra l bearers 3 ´ cross g rder spac ng

- as an element of a gr llage cross g rder spac ng + 3 m

- s mply supported
3.2 Cant lever of ra l bearer the character st c length leads to f 3 = 2,0
3.3 Cross g rders, end cross g rders 2 ´ length of cross g rders
DECK PLATE WITH BALLAST BED (structural concrete)

(for local and transverse stresses)

4 4.1 Deck plates as part of box g rders or upper flange of
ma n beam
- spann ng transversely to the ma n g rders 3 ´ span of deck plate
- spann ng n the long tud nal d rect on 3 ´ span of deck plate or character st c length of
ma n g rder; wh chever s the lesser
- transverse cant levers support ng ra lway load ng see footnote (**)
4.2 Deck plate cont nuous over cross g rders ( n ma n- 2 ´ span of deck plate n the long tud nal d rect on
g rder d rect on)
4.3 Deck plate for trough br dges:
- spann ng perpend cular to the ma n g rders span of deck plate

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27.03.2020
- spann ng n the long tud nal d rect on
4.4 Deck slabs spann ng transversely between steel
beams embedded n concrete
MAIN GIRDER ELEMENTS
5 5.1 S mply supported g rders and slabs ( nclud ng steel
g rders embedded n concrete)
5.2 G rders and slabs cont nuous over n spans w th:
ESDEP LECTURE NOTE [WG16]
2 ´ span of deck plate or character st c length of
ma n g rders; wh chever s the lesser
2 ´ character st c length n the long tud nal
d rect on
Span n ma n g rder d rect on
Lf = k . Lm, at least max. L ( =1,....,n)

Lm =

* In general all cant levers greater than 0,50 m and support ng ra lway loads need a spec al study.

(**) These cant levers need a spec al study.

Table 4 Max mum bend ng moments produced n a s mply supported g rder by the UIC 71 load ng

L (m) Mmax (kN.m) L (m) Mmax (kN.m) L (m) Mmax (kN.m)

1,0 62,5 6 732,2 34 15340

1,2 75,0 7 974,2 36 16990

1,4 87,5 8 1251 38 18710

1,6 100,0 9 1543 40 20520

1,8 112,7 10 1855 42 22400

2,0 125,8 11 2187 44 24360

2,2 139,3 12 2539 46 26410

2,4 153,2 13 2911 48 28530

2,6 167,5 14 3303 50 30740

2,8 182,2 15 3715 52 33020

3,0 197,3 16 4147 54 35380

3,2 212,8 17 4599 56 37830

3,4 241,2 18 5071 58 40350

3,6 275,0 19 5563 60 42960

3,8 312,5 20 6075 65 49820

4,0 350,0 22 7159 70 57180

4,2 387,5 24 8323 75 65040

4,4 425,0 26 9567 80 73400

4,6 462,5 28 10890 85 82260

4,8 500,0 30 12300 90 91620

5,0 537,7 32 13780 100 111800

Table 5 H stor cal types of tra ns for fat gue analys s [1]

Type 2.1 (1876-1890) S P = 126,5 t L = 64,04 m

Type 2.2 (1876-1890) S P = 249 t L = 77,18 m

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27.03.2020 ESDEP LECTURE NOTE [WG16]
Type 3.1 (1891-1905) S P = 166 t L = 76,15 m

Type 3.2 (1891-1905) S P = 325 t L = 76,98 m

Type 4.1 (1906-1920) S P = 205,1 t L = 95,02 m

Type 6.1 (1936-1950) S P = 294 t L = 98,78 m

Type 6.2 (1936-1950) S P = 478 t L = 171,14 m

Type 6.3 (1936-1950) S P = 732 t L = 271,9 m

Type 7.1 (1951-1965) S P = 52 t L = 46,5 m

Type 7.2 (1951-1965) S P = 346 t L = 151,1 m

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27.03.2020 ESDEP LECTURE NOTE [WG16]

Type 7.3 (1951-1965) S P = 406 t L = 177,5 m

Table 6 lTj - for fat gue tra ns-past (k = 5) [2]

Per od Tra n j Span l [m]

2 3 5 7 10 15 20 25 50 100

1 1

2
2 1 0,637 0,595 0,423 0,411 0,364 0,577 0,370 0,298 0,277 0,116

2 0,709 0,653 0,523 0,515 0,445 0,577 0,412 0,335 0,358 0,197
3 1 0,721 0,612 0,466 0,464 0,404 0,635 0,453 0,335 0,325 0,134

2 0,884 0,823 0,529 0,515 0,445 0,577 0,412 0,335 0,374 0,224
4 1 0,753 0,685 0,477 0,463 0,445 0,692 0,494 0,410 0,358 0,155

2 0,938 0,798 0,580 0,577 0,549 0,756 0,535 0,447 0,423 0,189

3 0,891 0,810 0,484 0,465 0,446 0,635 0,453 0,373 0,390 0,218
5 1 1,116 0,891 0,657 0,668 0,647 0,981 0,700 0,596 0,569 0,247

2 1,117 0,911 0,666 0,609 0,589 0,813 0,618 0,522 0,537 0,229

3 1,104 1,019 0,748 0,748 0,744 1,043 0,701 0,560 0,537 0,245
6 1 1,090 0,869 0,672 0,671 0,687 0,981 0,741 0,596 0,569 0,229

2 1,148 0,888 0,699 0,692 0,699 0,983 0,741 0,596 0,569 0,239

3 1,071 1,010 0,814 0,832 0,813 1,156 0,782 0,634 0,602 0,253
7 1 0,427 0,411 0,252 0,185 0,125 0,174 0,124 0,112 0,114 0,053

2 1,134 0,810 0,658 0,673 0,689 1,040 0,782 0,634 0,602 0,232

3 1,148 0,843 0,660 0,674 0,691 1,043 0,783 0,634 0,602 0,237

4 1,385 1,264 0,883 0,782 0,777 1,100 0,743 0,634 0,667 0,310
8 1 0,427 0,411 0,252 0,185 0,125 0,174 0,124 0,112 0,114 0,053

2 1,068 1,016 0,515 0,447 0,416 0,592 0,415 0,373 0,325 0,134

3 1,193 0,981 0,670 0,643 0,582 0,722 0,541 0,450 0,439 0,184

4 1,413 1,355 0,805 0,633 0,499 0,676 0,468 0,379 0,409 0,211

Table 6 (cont nued) lTj - for fat gue tra ns-past (k = 3,75) [2]

Per od Tra n j Span l [m]

2 3 5 7 10 15 20 25 50 100

1 1

2
2 1 0,713 0,648 0,435 0,414 0,365 0,577 0,371 0,298 0,277 0,116

2 0,846 0,731 0,541 0,520 0,445 0,577 0,412 0,336 0,358 0,197
3 1 0,813 0,678 0,471 0,468 0,405 0,635 0,453 0,336 0,325 0,134

2 1,089 1,004 0,565 0,522 0,449 0,578 0,412 0,336 0,374 0,224

4 1 0 880 0 791 0 511 0 467 0 445 0 693 0 494 0 410 0 358 0 155
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27.03.2020 ESDEP LECTURE NOTE [WG16]
4 1 0,880 0,791 0,511 0,467 0,445 0,693 0,494 0,410 0,358 0,155

2 1,158 0,962 0,625 0,608 0,591 0,777 0,538 0,448 0,423 0,189

3 1,109 1,000 0,526 0,475 0,450 0,637 0,454 0,373 0,391 0,218
5 1 1,318 1,034 0,679 0,674 0,648 0,981 0,700 0,595 0,569 0,247

2 1,396 1,089 0,760 0,685 0,635 0,835 0,620 0,522 0,537 0,229

3 1,420 1,287 0,845 0,811 0,782 1,064 0,705 0,563 0,537 0,245
6 1 1,289 0,999 0,719 0,686 0,688 0,981 0,741 0,596 0,569 0,229

2 1,423 1,049 0,706 0,751 0,731 0,997 0,742 0,597 0,569 0,239

3 1,371 1,275 0,886 0,870 0,830 1,166 0,786 0,635 0,602 0,253
7 1 0,480 0,464 0,283 0,205 0,130 0,177 0,126 0,114 0,114 0,053

2 1,336 0,914 0,686 0,694 0,697 1,048 0,785 0,635 0,602 0,232

3 1,374 0,980 0,692 0,699 0,707 1,062 0,789 0,635 0,602 0,237

4 1,804 1,611 1,065 0,876 0,807 1,117 0,750 0,638 0,669 0,310
8 1 0,480 0,464 0,283 0,205 0,130 0,177 0,126 0,114 0,114 0,053

2 1,221 1,151 0,577 0,495 0,442 0,622 0,426 0,377 0,325 0,134

3 1,445 1,183 0,760 0,694 0,621 0,779 0,562 0,460 0,439 0,184

4 1,814 1,716 1,013 0,740 0,560 0,728 0,493 0,394 0,416 0,211

EXAMPLE OF CALCULATION PROCEDURE

Ra lway br dge, L = 5 m, bu lt n 1902, cons st ng of two r veted plate g rders each w th a sect on modulus, w, of 2890 cm3

From Sect on 2.4, the dynam c ampl f cat on factor s g ven by:

+ 0,82 = 1,53

From Table 4, max mum bend ng moment = 537,7 kN.m

su c = (1,53 × 537,7 × 106) / (2 × 2890 × 103) = 14,23 kN/cm2

DsR = 100 N/mm2 lR = 1,65 × 100/142,3 = 1,16

Dsu c = 142,3 N/mm2

The calculat on of the total damage S s shown n Table 7.

Sp = {365 /(2.106 × 1,165)} ´ 747 = 649 . 10-4

gR,t = = 1,40

gt = 1,40 ´ 1,15 = 1,61

1,615 ´ 649 ´ 10-4 = 0,70 £ 1

Þ Safety (f rst case)

Table 7 Calculat on of total damage n Example of calculat on procedure

Per od Tn Tra n Speed Tra ns/ lTj (lTj)k SNjN 1-j [(1+j)/fuc ]k
(lTjn)k
(years) (type) km/h day
(1) 7 3.1 60 20 0,466 0,021 0,42 1,513 0,97 2,85

1902 - 1908 3.2 40 20 0,529 0,041 0,82 1,337 0,52 2,98

(2) 15 4.1 60 20 0,477 0,024 0,493 1,513 0,97 7,17

1009 - 1923 4.2 80 15 0,580 0,065 0,984 1,69 1,69 24,94

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27.03.2020 ESDEP LECTURE NOTE [WG16]
4.3 40 20 0,484 0,026 0,531 1,337 0,52 4,14

(3) 15 4.3 40 20 0,484 0,026 0,531 1,337 0,52 4,14

1924 - 1938 5.1 80 20 0,657 0,122 2,44 1,69 1,69 61,95

5.2 100 15 0,667 0,131 1,96 1,9 3,05 89,37

5.3 40 15 0,748 0,234 3,51 1,337 0,52 27,37

(4) 15 5.3 40 20 0,748 0,234 468 1,337 0,52 36,50

1939 - 1953 6.1 80 15 0,672 0,137 2,05 1,69 1,69 51,96

6.2 100 15 0,699 0,166 2,49 1,9 3,05 113,9

6.3 40 15 0,814 0,357 5,35 1,337 0,52 41,73

(5) 15 7.1 80 15 0,252 0,001 0,015 1,69 1,69 0,38

1954 - 1968 7.2 80 10 0,658 0,123 1,23 1,69 1,69 31,18

7.3 100 10 0,66 0,125 1,25 1,9 3,05 57,18

7.4 40 20 0,883 0,536 10,7 1,337 0,52 5,56

8.2 80 15 0,515 0,036 0,54 1,69 1,69 0,38

8.4 40 15 0,805 0,338 5,07 1,337 0,52 15,75

(6) 15 8.1 80 20 0,252 0,001 0,02 1,59 1,25 5,62

1969 - 1983 8.2 80 25 0,515 0,036 0,9 1,59 1,25 16,87

8.3 100 25 0,67 0,135 3,37 1,64 1,46 63,15

8.4 60 20 0,805 0,338 6,76 1,44 0,76 76,95

S = 747

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