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The new railway hybrid bridge in Dąbrowa Górnicza: innovative concept using new design method and results of load tests

Wojciech Lorenc
Wojciech Lorenc
 oraz 
Błażej Bartoszek
Błażej Bartoszek
   | 09 mar 2023
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Article Category: Original Study
Data publikacji: 09 mar 2023
Zakres stron: 89 - 111
Otrzymano: 31 sie 2022
Przyjęty: 25 lis 2022
DOI: https://doi.org/10.2478/sgem-2023-0002
Słowa kluczowe
© 2023 Wojciech Lorenc et al., published by Sciendo
This work is licensed under the Creative Commons Attribution 4.0 International License.

Figure 1

Dąbrowa bridge (picture by Nowak MOSTY).
Dąbrowa bridge (picture by Nowak MOSTY).

Figure 2

The idea of external reinforcement by SSF Ingenieure applied in the trough girders (both in the longitudinal and transversal directions of the slab for railway bridges) in the bridge located next to Spergau [9, 1] (picture by Guenter Seidl).
The idea of external reinforcement by SSF Ingenieure applied in the trough girders (both in the longitudinal and transversal directions of the slab for railway bridges) in the bridge located next to Spergau [9, 1] (picture by Guenter Seidl).

Figure 3

The main differences between 13 m span bridge next to Spergau by “SSF Ingenieure” design office and 23 m bridge in Dąbrowa Górnicza by “FASYS Mosty” design office (reinforced concrete slab and enlarged height of webs of T-sections): a) bridge by SSF using external reinforcement, b) bridge in Dąbrowa Górnicza using general composite section.
The main differences between 13 m span bridge next to Spergau by “SSF Ingenieure” design office and 23 m bridge in Dąbrowa Górnicza by “FASYS Mosty” design office (reinforced concrete slab and enlarged height of webs of T-sections): a) bridge by SSF using external reinforcement, b) bridge in Dąbrowa Górnicza using general composite section.

Figure 4

Distribution of longitudinal shear in a combined general composite section [3].
Distribution of longitudinal shear in a combined general composite section [3].

Figure 5

General view of the bridge (picture by Nowak Mosty).
General view of the bridge (picture by Nowak Mosty).

Figure 6

Reinforcing bars in cross section [57].
Reinforcing bars in cross section [57].

Figure 7

Upper reinforcement in slab [57].
Upper reinforcement in slab [57].

Figure 8

Bottom reinforcement in slab [57].
Bottom reinforcement in slab [57].

Figure 9

Shear reinforcement of hybrid girders [57].
Shear reinforcement of hybrid girders [57].

Figure 10

Steel T-sections produced in Luxembourg (picture: ArcelorMittal).
Steel T-sections produced in Luxembourg (picture: ArcelorMittal).

Figure 11

Steel T-sections on site next to scaffolding prepared for in situ slab (picture by Nowak Mosty).
Steel T-sections on site next to scaffolding prepared for in situ slab (picture by Nowak Mosty).

Figure 12

Steel structure after welding (picture by Nowak Mosty): main elements and transversal elements at the edge of slab.
Steel structure after welding (picture by Nowak Mosty): main elements and transversal elements at the edge of slab.

Figure 13

The geometry of the steel T-sections above the pillar [57].
The geometry of the steel T-sections above the pillar [57].

Figure 14

T-sections and reinforcement of bottom part of the superstructure (main stirrups crossing concrete dowels are still missing at this stage, compare Fig. 9).
T-sections and reinforcement of bottom part of the superstructure (main stirrups crossing concrete dowels are still missing at this stage, compare Fig. 9).

Figure 15

The general view of slab reinforcement.
The general view of slab reinforcement.

Figure 16

Reinforcing bars in the upper part of the web girders above the pillar [57].
Reinforcing bars in the upper part of the web girders above the pillar [57].

Figure 17

Possible longitudinal shear flow transfers: only via CDs (I) on the left and via CD (I) plus PBLs (II) on the right.
Possible longitudinal shear flow transfers: only via CDs (I) on the left and via CD (I) plus PBLs (II) on the right.

Figure 18

Implementation of the hybrid section concept (double composite) in the design of the bridge.
Implementation of the hybrid section concept (double composite) in the design of the bridge.

Figure 19

FEM models of the bridge structure made by external consulting [10]: a) mixed shell + beam model with shell elements standing for concrete parts and beam elements standing for structural steel parts; b) beam model using cracked steel–concrete sections.
FEM models of the bridge structure made by external consulting [10]: a) mixed shell + beam model with shell elements standing for concrete parts and beam elements standing for structural steel parts; b) beam model using cracked steel–concrete sections.

Figure 20

Scheme of the locomotive SM31.
Scheme of the locomotive SM31.

Figure 21

Optical fibers (light wires) on concrete and steel.
Optical fibers (light wires) on concrete and steel.

Figure 22

Exemplary deformation (linear analysis) of the finite element model from Fig. 19 under load 80 kN/m on the left span, applied as uniformly distributed to the slab in kPa [10].
Exemplary deformation (linear analysis) of the finite element model from Fig. 19 under load 80 kN/m on the left span, applied as uniformly distributed to the slab in kPa [10].

Figure 23

Load scheme and localization of measurements points.
Load scheme and localization of measurements points.

Figure 24

Main girder deflection of points no. D1-1 and D1-2 for models M40 CR and M40 UCR.
Main girder deflection of points no. D1-1 and D1-2 for models M40 CR and M40 UCR.

Figure 25

Main girder deflection of points no. D2-1 and D2-2 for models M40 CR and M40 UCR.
Main girder deflection of points no. D2-1 and D2-2 for models M40 CR and M40 UCR.

Figure 26

Main girder deflection of points no. D1-1 and D1-2 for models S40–S60 (LINE stands for linear, NONL stands for nonlinear material analysis).
Main girder deflection of points no. D1-1 and D1-2 for models S40–S60 (LINE stands for linear, NONL stands for nonlinear material analysis).

Figure 27

Main girder deflection of points no. D2-1 and D2-2 for models S40–S60.
Main girder deflection of points no. D2-1 and D2-2 for models S40–S60.

Figure 28

Stress in steel section for optical fibers and for the models M40 UCR/CR.
Stress in steel section for optical fibers and for the models M40 UCR/CR.

Figure 29

Stress in steel section for optical fibers and for the models S40–S60.
Stress in steel section for optical fibers and for the models S40–S60.

Figure 30

Comparison of dynamic factors for different FE models and the test load results.
Comparison of dynamic factors for different FE models and the test load results.

Figure 31

Strain in optical fibers along the span.
Strain in optical fibers along the span.

Figure 32

General view of the structure during test. L1 – light wire on steel flange, L2 – light wire on concrete web, E – measuring equipment under the bridge (displacements), C – car with computer for computing light wire recordings.
General view of the structure during test. L1 – light wire on steel flange, L2 – light wire on concrete web, E – measuring equipment under the bridge (displacements), C – car with computer for computing light wire recordings.

Dynamic factors for Midas models, PN-EN 1991-2, and test values.

Speed Dynamic factors Units
Model no. - M40 UCR M40 CR 6.4.5.2 D1 D2 -
Maintenance - Standard - - -
Span length LΦ 26.85 - - m
Frequency n0 4.90 3.76 - 5.43 Hz
ϕ 10 1.01 1.02 1.16 1.00 1.00 -
20 1.03 1.03 1.16 1.01 1.00
30 1.04 1.05 1.16 1.00 1.00
40 1.06 1.06 1.16 1.02 1.02
50 1.07 1.08 1.16 1.01 1.01
60 1.09 1.10 1.16 1.03 1.03
70 1.10 1.12 1.16 1.02 1.02
80 1.12 1.13 1.16 - -
90 1.13 1.15 1.16 1.06 1.03
100 1.14 1.17 1.16 - -
110 1.16 1.19 1.16 - -
120 1.17 1.21 1.16 1.08 1.06

Dynamic factors for SOFiSTiK models.

Speed Dynamic factors Units
Model no. - S00 S10 S20 S30 S40 S50 S60 S70 -
Maintenance - Standard -
Span length LΦ 26.85 m
Frequency n0 4.83 4.45 4.68 4.70 4.57 4.83 4.72 4.71 Hz
ϕ 10 2.78 1.02 1.01 1.01 1.01 1.01 1.01 1.01 1.01 -
20 5.56 1.03 1.03 1.03 1.03 1.03 1.03 1.03 1.03
30 8.33 1.04 1.04 1.04 1.04 1.04 1.04 1.04 1.04
40 11.11 1.06 1.06 1.06 1.06 1.06 1.06 1.06 1.06
50 13.89 1.07 1.07 1.07 1.07 1.07 1.07 1.07 1.07
60 16.67 1.09 1.09 1.09 1.09 1.09 1.09 1.09 1.09
70 19.44 1.10 1.11 1.10 1.10 1.11 1.10 1.10 1.10
80 22.22 1.12 1.12 1.12 1.12 1.12 1.12 1.12 1.12
90 25.00 1.13 1.14 1.13 1.13 1.14 1.13 1.13 1.13
100 27.78 1.15 1.15 1.15 1.15 1.15 1.15 1.15 1.15
110 30.56 1.16 1.17 1.16 1.16 1.16 1.16 1.16 1.16
120 33.33 1.17 1.18 1.18 1.18 1.18 1.17 1.18 1.18
Speed Dynamic factors Units
eISSN:
2083-831X
Język:
Angielski
Częstotliwość wydawania:
4 razy w roku
Dziedziny czasopisma:
Geosciences, other, Materials Sciences, Composites, Porous Materials, Physics, Mechanics and Fluid Dynamics
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