New transport facilities such as floating underwater tunnels present a major scientific challenge. No such structure has been built all over the world; design, at best, ends at the technical and economic assessment stage. The scientific basis development for designing these structures began in the 1990s, mainly in Norway, Japan, Italy, and South Korea. A submerged floating tunnel is a structure, also known as the «Archimedes Bridge», in terms of design is an underwater artificial structure attached to pontoons on the surface of the water (zero buoyancy structure) or secured from emersion by anchor devices (positive buoyancy structure). The lack of any construction experience makes the synthesis problem of optimal solutions very relevant. There are many approaches to the underwater floating tunnel calculation and a certain paradigm for their study has not been established. For Russia, the use of floating tunnels is relevant in connection with the construction of the northern latitudinal passage and the crossing of large Siberian rivers near the coast of the Arctic Ocean. Significant deep-water obstacles are the Caspian Sea, Baikal, reservoirs of Siberian rivers, and sea straits. The review article discusses the foreign experience of scientific design basics development of such tunnels and provides a structure classification based on draft designs. Foreign publications devoted to various research and development aspects of underwater floating tunnels are considered. The problems solved in current works devoted to the study of floating tunnels can be conditionally divided into three groups. The first group of tasks concerns the justification of the use of the structure in the organization of intersections, the second group of tasks concerns the floating tunnels design calculation for various effects and their combinations, and the third group of tasks combines two related areas: the search for new methods for calculating and optimizing structures.
{"title":"Modern approaches to research and development of underwater floating constructions","authors":"V. Poliakov, Igor Khorev, Ivan Demidov","doi":"10.15862/08sats322","DOIUrl":"https://doi.org/10.15862/08sats322","url":null,"abstract":"New transport facilities such as floating underwater tunnels present a major scientific challenge. No such structure has been built all over the world; design, at best, ends at the technical and economic assessment stage. The scientific basis development for designing these structures began in the 1990s, mainly in Norway, Japan, Italy, and South Korea. A submerged floating tunnel is a structure, also known as the «Archimedes Bridge», in terms of design is an underwater artificial structure attached to pontoons on the surface of the water (zero buoyancy structure) or secured from emersion by anchor devices (positive buoyancy structure). The lack of any construction experience makes the synthesis problem of optimal solutions very relevant. There are many approaches to the underwater floating tunnel calculation and a certain paradigm for their study has not been established. For Russia, the use of floating tunnels is relevant in connection with the construction of the northern latitudinal passage and the crossing of large Siberian rivers near the coast of the Arctic Ocean. Significant deep-water obstacles are the Caspian Sea, Baikal, reservoirs of Siberian rivers, and sea straits. The review article discusses the foreign experience of scientific design basics development of such tunnels and provides a structure classification based on draft designs. Foreign publications devoted to various research and development aspects of underwater floating tunnels are considered. The problems solved in current works devoted to the study of floating tunnels can be conditionally divided into three groups. The first group of tasks concerns the justification of the use of the structure in the organization of intersections, the second group of tasks concerns the floating tunnels design calculation for various effects and their combinations, and the third group of tasks combines two related areas: the search for new methods for calculating and optimizing structures.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"72 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133015709","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Introduction: An important engineering task is to assess the state of span structures during their operation in various conditions and develop a methodology not only for determining the current state of the structure and its individual elements but also for predicting life cycle stages. This work is dedicated to the study of the influence of the location and crack size located in the tension region of the beam cross-section on the value of the natural oscillations frequency of the main beam of the superstructure. The article proposes a method for determining the location and parameters of crack opening in the tension region of a pin-ended beam, which is the span structure base, by analyzing several vibration frequencies. Methods: The bridge crossing beam is modeled using the Euler-Bernoulli-type flexural theory. Crack modeling was carried out using the flexibility function, with the account of the location and length of the crack. A mathematical expression is formulated to determine the location and length of an open crack in the tension region of a pin-ended beam. The MATLAB program was used for numerical studies and simulation modeling of the problem of determining the crack parameters. Results: Values of the bridge girder’s natural resonance frequency with a crack in different places along the span and different lengths of the crack in the tension region of the cross-section were obtained. The relationship between the relative crack length and the relative fundamental beam frequency with a crack for different coordinates of its location and also the relationship between the relative location and the relative fundamental beam frequency with a crack for different crack length values are constructed. These given values are proposed to be used as criterion parameters for assessing the state and possible scenarios for the further operation of the beam span. Discussion: The results obtained show that with an increase in the relative length and relative coordinate of the crack initiation site, the natural frequency decreases. Based on the study results, the conclusion was formulated that cracks in the hinged beam tension region with a relative crack length and a relative location of less than 0.1 deserve the least attention. On the other hand, it is necessary to conduct a study to assess the state of a damaged bridge beam with a relative crack location of more than 0.1 and a relative crack length of less than 0.3, and after the analysis, a decision should be made on the possible modes of further operation of the engineering structures. For span structures whose beams have cracks with a relative crack location of more than 0.1 and a relative crack length of more than 0.3, a detailed study and examination of a structure are required, with the development of recommendations for the required repair work.
{"title":"Behavior analysis of span structures with cracks during vibrations","authors":"A. Loktev, A. Barakat","doi":"10.15862/04sats322","DOIUrl":"https://doi.org/10.15862/04sats322","url":null,"abstract":"Introduction: An important engineering task is to assess the state of span structures during their operation in various conditions and develop a methodology not only for determining the current state of the structure and its individual elements but also for predicting life cycle stages. This work is dedicated to the study of the influence of the location and crack size located in the tension region of the beam cross-section on the value of the natural oscillations frequency of the main beam of the superstructure. The article proposes a method for determining the location and parameters of crack opening in the tension region of a pin-ended beam, which is the span structure base, by analyzing several vibration frequencies.\u0000\u0000Methods: The bridge crossing beam is modeled using the Euler-Bernoulli-type flexural theory. Crack modeling was carried out using the flexibility function, with the account of the location and length of the crack. A mathematical expression is formulated to determine the location and length of an open crack in the tension region of a pin-ended beam. The MATLAB program was used for numerical studies and simulation modeling of the problem of determining the crack parameters.\u0000\u0000Results: Values of the bridge girder’s natural resonance frequency with a crack in different places along the span and different lengths of the crack in the tension region of the cross-section were obtained. The relationship between the relative crack length and the relative fundamental beam frequency with a crack for different coordinates of its location and also the relationship between the relative location and the relative fundamental beam frequency with a crack for different crack length values are constructed. These given values are proposed to be used as criterion parameters for assessing the state and possible scenarios for the further operation of the beam span.\u0000\u0000Discussion: The results obtained show that with an increase in the relative length and relative coordinate of the crack initiation site, the natural frequency decreases. Based on the study results, the conclusion was formulated that cracks in the hinged beam tension region with a relative crack length and a relative location of less than 0.1 deserve the least attention. On the other hand, it is necessary to conduct a study to assess the state of a damaged bridge beam with a relative crack location of more than 0.1 and a relative crack length of less than 0.3, and after the analysis, a decision should be made on the possible modes of further operation of the engineering structures. For span structures whose beams have cracks with a relative crack location of more than 0.1 and a relative crack length of more than 0.3, a detailed study and examination of a structure are required, with the development of recommendations for the required repair work.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"40 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126113438","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The materials presented in the article will be used in the dissertation submitted in partial fulfillment of the requirements for the degree of Ph.D. in Engineering Science. The article provides information on the construction and operation of a railroad tunnel for a high-speed railway line, it is noted that generally single-track railroad tunnels are constructed on new railway lines. A development review of existing methods for reducing and compensating aerodynamic pressure and ways of its regulation is given, and its advantages and disadvantages are analyzed. A new design solution description that helps to reduce the intensity of the aerodynamic effect is presented, the principles of its operation and the main hypothesis are described, and advantages over existing solutions are shown. The study materials of the aerodynamic state of the «tunnel-train» system, obtained from the numerical simulation results by the methods of computational fluid dynamics, are presented. An analysis of the change in aerodynamic pressure for various parameters of the passage of a train in a tunnel has been carried out, and the «tunnel-train» system state assessment has been given. The main attention is paid to the influence degree of the train speed, the cross-sectional areas ratio, and tunnel and train lengths. The numerical modeling results were evaluated by the aerodynamic pressure drop values, by the nature of the aerodynamic state of the «tunnel-train» system, by the nature of the air flows, and by its speed trajectories. The obtained results are presented in tabular and graphic forms, and results analysis is carried out. The effectiveness of a new design solution for a tunnel for a high-speed railway line in solving the problem of mitigating aerodynamic pressure is shown, and the rationality of the engineering solution is substantiated. The constructive solution of the tunnel for a high-speed railway line has the potential to reduce material consumption and improve the technical and economic characteristics of the structure and can be used in the design and construction for further efficient operation of perspective high-speed railway lines in modern conditions, with the account aerodynamic phenomena.
{"title":"Development and study of a constructive solution for a single-track railroad tunnel for a high-speed railway line, with the account of aerodynamic processes","authors":"Oleg Shelgunov, Vladimir Kavkazskiy","doi":"10.15862/02sats322","DOIUrl":"https://doi.org/10.15862/02sats322","url":null,"abstract":"The materials presented in the article will be used in the dissertation submitted in partial fulfillment of the requirements for the degree of Ph.D. in Engineering Science. The article provides information on the construction and operation of a railroad tunnel for a high-speed railway line, it is noted that generally single-track railroad tunnels are constructed on new railway lines. A development review of existing methods for reducing and compensating aerodynamic pressure and ways of its regulation is given, and its advantages and disadvantages are analyzed.\u0000\u0000A new design solution description that helps to reduce the intensity of the aerodynamic effect is presented, the principles of its operation and the main hypothesis are described, and advantages over existing solutions are shown. The study materials of the aerodynamic state of the «tunnel-train» system, obtained from the numerical simulation results by the methods of computational fluid dynamics, are presented. An analysis of the change in aerodynamic pressure for various parameters of the passage of a train in a tunnel has been carried out, and the «tunnel-train» system state assessment has been given. The main attention is paid to the influence degree of the train speed, the cross-sectional areas ratio, and tunnel and train lengths.\u0000\u0000The numerical modeling results were evaluated by the aerodynamic pressure drop values, by the nature of the aerodynamic state of the «tunnel-train» system, by the nature of the air flows, and by its speed trajectories. The obtained results are presented in tabular and graphic forms, and results analysis is carried out. The effectiveness of a new design solution for a tunnel for a high-speed railway line in solving the problem of mitigating aerodynamic pressure is shown, and the rationality of the engineering solution is substantiated.\u0000\u0000The constructive solution of the tunnel for a high-speed railway line has the potential to reduce material consumption and improve the technical and economic characteristics of the structure and can be used in the design and construction for further efficient operation of perspective high-speed railway lines in modern conditions, with the account aerodynamic phenomena.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"38 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129738492","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The article presents abstract theorems and practical options for monitoring and regulating the technological process implementation of building a railway track object using artificial intelligence methods and tools. Railway construction as a complex dynamic system requires certain resources for its maintenance. Under these conditions, effective control over the construction work technology is of decisive importance. This can be achieved by improving the existing engineering and technical support system for railway construction through the introduction of an engineering and intellectual support subsystem for technological processes for railway facilities construction. One of the tasks of the subsystem is the effective use of automation tools with artificial intelligence elements. The deviations occurrence from planned requirements during construction work, due to the stochastic nature of railway construction, leads to violations of technology, an increase in labor costs, prime cost, an increase in duration, and as a result, a deterioration in the operational railway facility characteristics. To avoid such a development of events, a prompt review of the adopted technological solutions is necessary. To this end, within the scope of the methodology formation for engineering and intellectual support of railway construction technological processes, a system for monitoring and regulating work production has been developed. Intellectualization of monitoring the technological process implementation consists of the use of an expert system at the evaluation stage, built on a probabilistic inference model. The main purpose of the system is to process the monitoring results of the work progress during the railway track facility construction. The data obtained at the evaluation stage serve as the basis for predicting the implementation of the technological process. The essence of the forecast is based on the solution of general methodological issues of applying Markov processes. The regulation of the process implementation is based on the monitoring results. Adjusting the technological process to changing conditions of work provides flexibility in railway track facilities construction. This is achieved through rapid decision-making using the capabilities of an artificial neural network and subsequent adjustment of the work progress. Based on the theoretical study results, the article presents the practical aspects of monitoring and regulating the production of works in railway construction using intelligent technologies by the example of the construction of a flooded embankment section of a railway subgrade. The results presented in the article were obtained in the course of dissertation research carried out by the author.
{"title":"Intellectualization of monitoring and regulation of the technological processes implementation in railway construction","authors":"A. Polyanskiy","doi":"10.15862/05sats322","DOIUrl":"https://doi.org/10.15862/05sats322","url":null,"abstract":"The article presents abstract theorems and practical options for monitoring and regulating the technological process implementation of building a railway track object using artificial intelligence methods and tools. Railway construction as a complex dynamic system requires certain resources for its maintenance. Under these conditions, effective control over the construction work technology is of decisive importance. This can be achieved by improving the existing engineering and technical support system for railway construction through the introduction of an engineering and intellectual support subsystem for technological processes for railway facilities construction. One of the tasks of the subsystem is the effective use of automation tools with artificial intelligence elements.\u0000\u0000The deviations occurrence from planned requirements during construction work, due to the stochastic nature of railway construction, leads to violations of technology, an increase in labor costs, prime cost, an increase in duration, and as a result, a deterioration in the operational railway facility characteristics. To avoid such a development of events, a prompt review of the adopted technological solutions is necessary. To this end, within the scope of the methodology formation for engineering and intellectual support of railway construction technological processes, a system for monitoring and regulating work production has been developed.\u0000\u0000Intellectualization of monitoring the technological process implementation consists of the use of an expert system at the evaluation stage, built on a probabilistic inference model. The main purpose of the system is to process the monitoring results of the work progress during the railway track facility construction. The data obtained at the evaluation stage serve as the basis for predicting the implementation of the technological process. The essence of the forecast is based on the solution of general methodological issues of applying Markov processes.\u0000\u0000The regulation of the process implementation is based on the monitoring results. Adjusting the technological process to changing conditions of work provides flexibility in railway track facilities construction. This is achieved through rapid decision-making using the capabilities of an artificial neural network and subsequent adjustment of the work progress. Based on the theoretical study results, the article presents the practical aspects of monitoring and regulating the production of works in railway construction using intelligent technologies by the example of the construction of a flooded embankment section of a railway subgrade.\u0000\u0000The results presented in the article were obtained in the course of dissertation research carried out by the author.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"30 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129546622","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The author presents a philosophical interpretation of the contribution of bridge construction to the development of civilization. Bridges have always been an important element of civilization, an instrument of human interaction with each other and with nature, an object of not only physical, but, above all, intellectual human activity. Therefore, their philosophical understanding, penetration into the logic and dialectics of the development of bridge construction is justified and necessary. The following main factors determine the development of bridge construction: concept and criteria, requirements, competition, experience and information. The concept of the projected bridge should take into account the categories of purpose, reliability, economy, traditions, the level of design achieved, personal preferences and experience of the designer. The goal pursued by the construction of a specific bridge in a specific location is determined mainly by current needs, is formulated in the Terms of Reference and is regulated by the levels of consumer properties set in the norms. At the same time, the criteria of strength and reliability must be observed throughout the entire life cycle. The level of reliability is provided by design standards. The requirements for bridges should contain social, technical and humanitarian aspects. The economy is almost always, at least in our country, the main criterion when choosing a bridge option. Competition is one of the main conditions for the development of nature and human society. There are three types of competition in the field of bridge construction: between different countries (competition of prestige), competition of scientific and design schools, competition in bidding. Experience and information are important for the development of bridge construction. We are talking here about the collective experience of the bridge community. An effective means of exchanging experience and ideas is technical literature, and above all, technical journals and collections, various bridge forums.
{"title":"Philosophy of bridge building","authors":"Alexander Vasiliev","doi":"10.15862/06sats322","DOIUrl":"https://doi.org/10.15862/06sats322","url":null,"abstract":"The author presents a philosophical interpretation of the contribution of bridge construction to the development of civilization. Bridges have always been an important element of civilization, an instrument of human interaction with each other and with nature, an object of not only physical, but, above all, intellectual human activity. Therefore, their philosophical understanding, penetration into the logic and dialectics of the development of bridge construction is justified and necessary. The following main factors determine the development of bridge construction: concept and criteria, requirements, competition, experience and information. The concept of the projected bridge should take into account the categories of purpose, reliability, economy, traditions, the level of design achieved, personal preferences and experience of the designer. The goal pursued by the construction of a specific bridge in a specific location is determined mainly by current needs, is formulated in the Terms of Reference and is regulated by the levels of consumer properties set in the norms. At the same time, the criteria of strength and reliability must be observed throughout the entire life cycle. The level of reliability is provided by design standards. The requirements for bridges should contain social, technical and humanitarian aspects. The economy is almost always, at least in our country, the main criterion when choosing a bridge option. Competition is one of the main conditions for the development of nature and human society. There are three types of competition in the field of bridge construction: between different countries (competition of prestige), competition of scientific and design schools, competition in bidding. Experience and information are important for the development of bridge construction. We are talking here about the collective experience of the bridge community. An effective means of exchanging experience and ideas is technical literature, and above all, technical journals and collections, various bridge forums.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"48 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133009693","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The presented studies confirmed stress formation patterns in concrete supports, which are the sum of gravitational, tectonic, and variable components, especially in areas with active geodynamics. The problem of the underground workings lining reliability is due to the need to solve problems of determining the stress-strain state level, taking into account all the listed components of the forces and the concrete lining strength properties. The main stress parameters in the transport tunnel support are determined using the unloading deformations. For unloading, a borehole is drilled with core sampling. In the drilling process, linear deformations of the core are measured in three directions, for which a delta socket of strain gauges is installed on the concrete lining surface. The core taken from the borehole is also used to determine the actual concrete strength class and modulus of elasticity. Principal deformations and principal stresses are determined analytically. As a result of the measurements, were identified tunnel sections that work mainly on rock pressure and sections with a significant contribution of horizontal stresses, and a relationship was also established between the main stresses of the lining and the tectonic fault cracks trajectories in the mountain massif. In practice, it is proposed to take into account when designing the contribution of horizontal tectonic components and variable stresses, determined with special scientific support, and, accordingly, reinforce the concrete lining. During operation in areas with active geodynamics, to ensure reliability and lining safety, it is recommended to use automated deformation control of changes in its stress-strain state.
{"title":"Stresses in the concrete lining of tunnels located in heterogeneous mountain massifs","authors":"Natalya Bikova, D. Zainagabdinov, T. Baranov","doi":"10.15862/07sats322","DOIUrl":"https://doi.org/10.15862/07sats322","url":null,"abstract":"The presented studies confirmed stress formation patterns in concrete supports, which are the sum of gravitational, tectonic, and variable components, especially in areas with active geodynamics. The problem of the underground workings lining reliability is due to the need to solve problems of determining the stress-strain state level, taking into account all the listed components of the forces and the concrete lining strength properties. The main stress parameters in the transport tunnel support are determined using the unloading deformations. For unloading, a borehole is drilled with core sampling. In the drilling process, linear deformations of the core are measured in three directions, for which a delta socket of strain gauges is installed on the concrete lining surface. The core taken from the borehole is also used to determine the actual concrete strength class and modulus of elasticity. Principal deformations and principal stresses are determined analytically. As a result of the measurements, were identified tunnel sections that work mainly on rock pressure and sections with a significant contribution of horizontal stresses, and a relationship was also established between the main stresses of the lining and the tectonic fault cracks trajectories in the mountain massif. In practice, it is proposed to take into account when designing the contribution of horizontal tectonic components and variable stresses, determined with special scientific support, and, accordingly, reinforce the concrete lining. During operation in areas with active geodynamics, to ensure reliability and lining safety, it is recommended to use automated deformation control of changes in its stress-strain state.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"52 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126053406","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Vladimir Afanasev, A. Harchenko, Danil Idiatulin, Aidar Minmullin, Regina Shaykhutdinova
The article presents a method for restoring the bearing capacity of pile foundations as one of the components of comprehensive monitoring of transport infrastructure facilities. It gives examples of systems for the technical condition monitoring of bridges, and outlines innovative approaches to strength monitoring. Using one of the piers of a railway bridge as an example, the latest technologies of survey and calculation of the pile foundation are applied. The testing laboratory performed work on the survey of the piles structure after completing the pile foundation construction for the bridge piers. The concrete continuity of piles and the presence of void pockets and decompaction in the concrete were to be determined. The bearing capacity of the pile footing was calculated and the design loads were determined. The study provides design models of the pile foundation, external loads, and the method statement. Hydrological conditions corresponded to those referred to in design documentation being part of the report on geological engineering surveys. The analysis of calculations revealed an increase in the sectional strength utilization rate in the “hollow” zone of the pile, taking into account the construction and further operation of the bridge, calling for special measures to strengthen the pile foundation. Then, the measures to restore the bearing capacity of the pile foundation and a brief description of the drill and inject technology are given. Upon completion of the drill and inject operations, the bearing capacity of the pile footing was calculated taking into account the stabilization of the soil mass and the pile strengthening. At the end of the study, the conclusion about the feasibility of the measures taken and on securing the bearing capacity and operational reliability of the bridge foundation piles is made.
{"title":"Restoration of the bearing capacity of the pile foundation of the bridge to ensure its operational reliability","authors":"Vladimir Afanasev, A. Harchenko, Danil Idiatulin, Aidar Minmullin, Regina Shaykhutdinova","doi":"10.15862/02sats222","DOIUrl":"https://doi.org/10.15862/02sats222","url":null,"abstract":"The article presents a method for restoring the bearing capacity of pile foundations as one of the components of comprehensive monitoring of transport infrastructure facilities. It gives examples of systems for the technical condition monitoring of bridges, and outlines innovative approaches to strength monitoring. Using one of the piers of a railway bridge as an example, the latest technologies of survey and calculation of the pile foundation are applied.\u0000\u0000The testing laboratory performed work on the survey of the piles structure after completing the pile foundation construction for the bridge piers. The concrete continuity of piles and the presence of void pockets and decompaction in the concrete were to be determined. The bearing capacity of the pile footing was calculated and the design loads were determined.\u0000\u0000The study provides design models of the pile foundation, external loads, and the method statement. Hydrological conditions corresponded to those referred to in design documentation being part of the report on geological engineering surveys.\u0000\u0000The analysis of calculations revealed an increase in the sectional strength utilization rate in the “hollow” zone of the pile, taking into account the construction and further operation of the bridge, calling for special measures to strengthen the pile foundation.\u0000\u0000Then, the measures to restore the bearing capacity of the pile foundation and a brief description of the drill and inject technology are given. Upon completion of the drill and inject operations, the bearing capacity of the pile footing was calculated taking into account the stabilization of the soil mass and the pile strengthening.\u0000\u0000At the end of the study, the conclusion about the feasibility of the measures taken and on securing the bearing capacity and operational reliability of the bridge foundation piles is made.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127466609","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This article discusses methodological approaches to the repair and maintenance of minor bridges with the atypical design that are in the state of failure, that doesn’t have design documentation, as well as regulatory and methodological documents for the maintenance work organization and technology. Such bridges, although in small numbers, are present on territorial and municipal road networks, for example, in the Orenburg region. The bridge floor turned out to be hydrophobic. Precipitation cannot penetrate under the asphalt concrete layer due to the loosened bitumen presence, meanwhile, the water that was under the asphalt concrete layer during the summer month came out through the asphalt concrete layer pores through pore pressure. A month after the emergency repair work, under the influence of high summer temperature and mechanical load from passing vehicles, the consolidation processes associated with the evaporation of water were completed, and the loosened bitumen turned into a film state. In the limit of a cold wet asphalt mix based on dispersed viscous bitumen, the conventional hot asphalt concretes properties are achieved. Setting smooth, durable, and waterproof coating allows for minimizing the passing traffic dynamic effects, significantly slowing down the destructive processes in the bridge’s bearing elements. For the first time, a minor bridge in the state of failure with an atypical design was repaired by grouting the soil ground around the bridge supports with a liquefied bitumen slurry to a 0.5 m depth, which made it possible to ensure its equal strength. At the same time, the dispersion degree for this project was 1–10 microns due to the bituminous slurry preparation specifics. New is the setting of a hydrophobic double-layered bridge floor without a waterproofing layer from a cold wet asphalt concrete mixture based on dispersed viscous bitumen and the use of a bridge mesh. The possibility of using bitumen-cement-concrete nonshrinking mixtures in the repair of the bridge masonry is shown. The bridge floor geometry was selected for the shockless mode of the existing traffic flow, with the account of the velocity squared of traffic, the bridge floor height, the sum of curvature radii, and the vehicle wheel. The possibility of using bitumen-cement-concrete non-shrinking mixtures in the repair of the masonry of a bridge structure is shown. A new result is also the reinforcing system construction for a bridge floor made of cold wet asphalt concrete based on prestressing of a metal bridge mesh that is flexible with tension in displacement increments.
{"title":"Repair of a minor bridge in the state of failure with an atypical design using prestressed bridge meshes and bitumen slurry","authors":"A. Kochetkov, A. Kamenskikh, I. Shashkov","doi":"10.15862/04sats222","DOIUrl":"https://doi.org/10.15862/04sats222","url":null,"abstract":"This article discusses methodological approaches to the repair and maintenance of minor bridges with the atypical design that are in the state of failure, that doesn’t have design documentation, as well as regulatory and methodological documents for the maintenance work organization and technology. Such bridges, although in small numbers, are present on territorial and municipal road networks, for example, in the Orenburg region.\u0000\u0000The bridge floor turned out to be hydrophobic. Precipitation cannot penetrate under the asphalt concrete layer due to the loosened bitumen presence, meanwhile, the water that was under the asphalt concrete layer during the summer month came out through the asphalt concrete layer pores through pore pressure. A month after the emergency repair work, under the influence of high summer temperature and mechanical load from passing vehicles, the consolidation processes associated with the evaporation of water were completed, and the loosened bitumen turned into a film state. In the limit of a cold wet asphalt mix based on dispersed viscous bitumen, the conventional hot asphalt concretes properties are achieved.\u0000\u0000Setting smooth, durable, and waterproof coating allows for minimizing the passing traffic dynamic effects, significantly slowing down the destructive processes in the bridge’s bearing elements. For the first time, a minor bridge in the state of failure with an atypical design was repaired by grouting the soil ground around the bridge supports with a liquefied bitumen slurry to a 0.5 m depth, which made it possible to ensure its equal strength. At the same time, the dispersion degree for this project was 1–10 microns due to the bituminous slurry preparation specifics.\u0000\u0000New is the setting of a hydrophobic double-layered bridge floor without a waterproofing layer from a cold wet asphalt concrete mixture based on dispersed viscous bitumen and the use of a bridge mesh. The possibility of using bitumen-cement-concrete nonshrinking mixtures in the repair of the bridge masonry is shown.\u0000\u0000The bridge floor geometry was selected for the shockless mode of the existing traffic flow, with the account of the velocity squared of traffic, the bridge floor height, the sum of curvature radii, and the vehicle wheel.\u0000\u0000The possibility of using bitumen-cement-concrete non-shrinking mixtures in the repair of the masonry of a bridge structure is shown.\u0000\u0000A new result is also the reinforcing system construction for a bridge floor made of cold wet asphalt concrete based on prestressing of a metal bridge mesh that is flexible with tension in displacement increments.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132184741","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The article discusses the impact of plastic waste on the environment, disposal methods, and the problems of isolation from the total waste amount. The technology of its recycling is described, as well as the properties of the materials obtained, pros and cons relative to analogs from traditional materials (concrete, steel, and wood), the foreign experience of its use in bridge engineering (construction of new bridges, reconstruction of old bridge structures). The article also analyzes the economic component of construction using building materials from plastic waste and its impact on the environment. A comparison is made of materials from primary polymers and secondary industry polymeric materials. It is shown how things are with plastic waste recycling abroad and in Russia, and what systems are being developed to improve and optimize the recycling process. The purpose of the article is to point out that humanity needs to reconsider its view of the environmental situation in the world, due to environmental pollution with plastic waste, and to show that there is a way to solve this problem and it is recycling plastic waste. This option of recycling plastic waste will allow us to clean our planet from accumulations of plastic waste (which is formed both on land and in the ocean, adversely affecting flora and fauna) and create competitive, reliable building materials and products that will speed up the process of building bridge structures, facilitate and make more economical the operation of bridges in the future.
{"title":"Polymeric materials of secondary industry in bridge engineering","authors":"Adil Anshvaev, I. Ovchinnikov","doi":"10.15862/06sats222","DOIUrl":"https://doi.org/10.15862/06sats222","url":null,"abstract":"The article discusses the impact of plastic waste on the environment, disposal methods, and the problems of isolation from the total waste amount. The technology of its recycling is described, as well as the properties of the materials obtained, pros and cons relative to analogs from traditional materials (concrete, steel, and wood), the foreign experience of its use in bridge engineering (construction of new bridges, reconstruction of old bridge structures). The article also analyzes the economic component of construction using building materials from plastic waste and its impact on the environment. A comparison is made of materials from primary polymers and secondary industry polymeric materials. It is shown how things are with plastic waste recycling abroad and in Russia, and what systems are being developed to improve and optimize the recycling process.\u0000\u0000The purpose of the article is to point out that humanity needs to reconsider its view of the environmental situation in the world, due to environmental pollution with plastic waste, and to show that there is a way to solve this problem and it is recycling plastic waste. This option of recycling plastic waste will allow us to clean our planet from accumulations of plastic waste (which is formed both on land and in the ocean, adversely affecting flora and fauna) and create competitive, reliable building materials and products that will speed up the process of building bridge structures, facilitate and make more economical the operation of bridges in the future.","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"130 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128296707","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In the last 20–30 years, bridge condition monitoring during the operational cycle has become increasingly common on the Russian highway network. The monitoring ensures control of the bridge on an ongoing basis in a continuous mode. The task facing the monitoring systems developers is to expand the range of the parameters that can be used in real-time to monitor the bridge’s condition and the safe conditions for its operation. One way is to use indirect parameters obtained as a direct data processing result. Appropriate algorithms for converting information recorded by the system sensors and obtaining new parameters are needed. The most important design characteristics are dynamic characteristics, which include the frequencies and amplitudes of the self-induced vibration modes, and vibration decrements. This article discusses a technique for estimating the dynamic bridge characteristics, namely, the self-induced vibration modes frequencies and amplitudes using experimental data. A dynamic system mathematical model that performs self-induced vibration is considered in the system form with one input signal and n output signals. Formulas for the model frequency response and its components are given: the amplitude and phase response of the system. To calculate the frequency response, power spectra and cross-power spectra are needed, which are obtained using the Fourier transforms of the signal. The article shows how, to reduce the random error, to estimate the mutual spectrum by dividing the realizations into several adjacent intervals (segments) of length T each. The final spectrum (periodogram) is obtained as the arithmetic mean of the segment spectra. Monitoring systems using accelerometers that measure the structure linear accelerations of the record the output signals. One of the accelerometers is considered an input signal source. According to the proposed mathematical model, the self-induced vibration frequency response of the system characterizes the amplitudes and signs of the structure displacements at the accelerometers’ location at different frequencies. The mathematical apparatus considered by the authors is applied to the data obtained on a real object: a bridge crossing over the Volga river on the highway Nizhny Novgorod-Shakhunya-Kirov in the Nizhny Novgorod region — Borsky Bridge. The monitoring of the bridge state stream crossing the Volga by its purpose is control and research, in terms of the form of information presentation over time — continuous, in terms of the speed and synchronism of polling sensors — dynamic. The monitoring purpose is to monitor the bridge structure operation and its operating conditions, including the technical control of the stress-strain state (SSS) parameters. The bridge characteristics and the current monitoring system are given. The results of numerical calculations of the arch span for vibrations are presented. The authors performed periodogram calculations using the mathematical package MathCad
{"title":"Evaluation of the self-induced vibrations modes of bridge superstructure during monitoring","authors":"O. Krutikov, I. Gershuni, Dmitry Ryzhov","doi":"10.15862/01sats222","DOIUrl":"https://doi.org/10.15862/01sats222","url":null,"abstract":"In the last 20–30 years, bridge condition monitoring during the operational cycle has become increasingly common on the Russian highway network. The monitoring ensures control of the bridge on an ongoing basis in a continuous mode.\u0000\u0000The task facing the monitoring systems developers is to expand the range of the parameters that can be used in real-time to monitor the bridge’s condition and the safe conditions for its operation. One way is to use indirect parameters obtained as a direct data processing result. Appropriate algorithms for converting information recorded by the system sensors and obtaining new parameters are needed.\u0000\u0000The most important design characteristics are dynamic characteristics, which include the frequencies and amplitudes of the self-induced vibration modes, and vibration decrements. This article discusses a technique for estimating the dynamic bridge characteristics, namely, the self-induced vibration modes frequencies and amplitudes using experimental data.\u0000\u0000A dynamic system mathematical model that performs self-induced vibration is considered in the system form with one input signal and n output signals. Formulas for the model frequency response and its components are given: the amplitude and phase response of the system. To calculate the frequency response, power spectra and cross-power spectra are needed, which are obtained using the Fourier transforms of the signal.\u0000\u0000The article shows how, to reduce the random error, to estimate the mutual spectrum by dividing the realizations into several adjacent intervals (segments) of length T each. The final spectrum (periodogram) is obtained as the arithmetic mean of the segment spectra.\u0000\u0000Monitoring systems using accelerometers that measure the structure linear accelerations of the record the output signals. One of the accelerometers is considered an input signal source. According to the proposed mathematical model, the self-induced vibration frequency response of the system characterizes the amplitudes and signs of the structure displacements at the accelerometers’ location at different frequencies.\u0000\u0000The mathematical apparatus considered by the authors is applied to the data obtained on a real object: a bridge crossing over the Volga river on the highway Nizhny Novgorod-Shakhunya-Kirov in the Nizhny Novgorod region — Borsky Bridge. The monitoring of the bridge state stream crossing the Volga by its purpose is control and research, in terms of the form of information presentation over time — continuous, in terms of the speed and synchronism of polling sensors — dynamic. The monitoring purpose is to monitor the bridge structure operation and its operating conditions, including the technical control of the stress-strain state (SSS) parameters. The bridge characteristics and the current monitoring system are given. The results of numerical calculations of the arch span for vibrations are presented.\u0000\u0000The authors performed periodogram calculations using the mathematical package MathCad","PeriodicalId":145434,"journal":{"name":"Russian journal of transport engineering","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2022-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128967810","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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