Evaluation and Repair of Wrought Iron and - Purdue e-Pubs ...
Evaluation and Repair of Wrought Iron and - Purdue e-Pubs ... Evaluation and Repair of Wrought Iron and - Purdue e-Pubs ...
24Elleby, Wallace W. Sanders, F. Wayne Klaiber, and Douglas Reeves (1976) discusses thetesting that was performed on the eyebars from both of the bridges.The eyebars of the bridges were tested both cyclically and statically. Themajority of the testing concentrated on the fatigue testing of the wrought iron eyebars.Both fatigue and static type tests were performed on both undamaged and damagedeyebars. The damaged eyebars were actually undamaged eyebars that had beenpurposefully damaged in the laboratory and then repaired. Three types of repair weresimulated on the eyebars and investigated. The first type was repair of a fracture in theforging area near a turnbuckle. The second was a fracture at the neck of an eye that hadbeen welded together with splice bars. The third was a fracture in the eye where theentire eye was removed and a new eye was formed out of cold rolled bar stock.Of the fatigue tests performed, it was found that the repairs made to the eyes didnot significantly affect the fatigue life of the eye. Instead, the life of the eye connectionwas governed by the characteristics of the eye. For the static testing, the repairprocedures affected the resulting tensile strength of the eye. This is especially true whenadding a new eye with a welded splice plate connection. Failures in these tests weregoverned by the quality of the forges in the eye connection. From both the fatigue andstatic testing it can be concluded that the repair procedures used on the eyes areacceptable when repairing the eyebar members of a bridge.2.3.4 Norfolk and Western Railway Bridge, Wabash Railroad, 1888The Norfolk and Western Railway Bridge spans the Mississippi river betweenIllinois and Missouri and consists of seven truss spans and one continuous swing span fora total length of 1,580ft. The bridge consists of riveted built up compression membersand tension eyebars. It has undergone many repairs during its service life. These repairsincluded shortening of the spans and tightening of the eyebars. To tighten the eyebars, a
25piece was cut out from the center of the eyebar. The two cut ends were then drawn closerto each other and splice plates were welded on either side. The splice plates used were amild steel material.The paper Fatigue Behavior of Welded Wrought-Iron Bridge Hangers by Peter B.Keating, John W. Fisher, Ben T. Yen, and William J. Frank (1984) investigates the spliceplate repair in detail. While doing a visual inspection of these splice plate repairs fatiguecracking was found across the toe of the transverse welds of the detail. Fatigue crackingwas also found in the welded gap at the center of the lap splice. To further investigatethis repair procedure, laboratory fatigue tests were completed on both actual spliceddetails from the bridge and fabricated details.Similar to the splice plate details on the bridge, the details that were testeddeveloped surface cracks at the toe of the splice plates that were welded to the surface ofthe wrought iron eyebars. These cracks developed at cyclic lives that were comparable tothe lives of the steel components. The cracks in the wrought iron were arrested by theslag deposits dispersed throughout the metal. Therefore, they did not have an adverseeffect on the fatigue resistance of the wrought iron. The investigation of this repairdemonstrates that using a splice plate method to shorten or tighten eyebars in a bridgecould be an acceptable method of repair.2.4 Survey ResultsTo determine if there were any existing maintenance and repair procedures thatexisted through out the country, a survey was created and distributed to all fifty StateDepartments of Transportation and Local Technical Assistant Programs. To determine ifthere were any formal repair procedures in the state of Indiana, a survey was distributedand sent to the engineer or highway supervisor in all ninety-two county highwaydepartments in Indiana and some various bridge engineering design consultants.
- Page 1 and 2: Purdue UniversityPurdue e-PubsJTRP
- Page 3: 1. Report No. 2. Government Accessi
- Page 6 and 7: epairing a bent wrought iron tensio
- Page 8 and 9: vPageCHAPTER 3TEST PROCEDURES FOR M
- Page 10 and 11: ixLIST OF FIGURESFigurePageFigure 1
- Page 12 and 13: xiFigurePageFigure 3.30 Top View of
- Page 14 and 15: xiiiFigurePageFigure 5.12 Typical T
- Page 16 and 17: xvAppendix FigurePageFigure D.7 Ini
- Page 18 and 19: viiiAppendix TablePageTable A.5 Det
- Page 20 and 21: iiiThe authors would also like to t
- Page 22 and 23: 2but also what material properties
- Page 24 and 25: 4microstructure of the metal. The c
- Page 26 and 27: 62. LITERATURE SEARCHBefore experim
- Page 28 and 29: 8imperfections, the performance of
- Page 30 and 31: 10wrought iron. Adding the slag aft
- Page 32 and 33: 12method for manufacturing wrought
- Page 34 and 35: 14patents for their process and tra
- Page 36 and 37: 16This method of testing of structu
- Page 38 and 39: 18plot of this percent elongation d
- Page 40 and 41: 20significant variation in the perc
- Page 42 and 43: 22The practice of restoring histori
- Page 46 and 47: 26From all the surveys that were di
- Page 48 and 49: 28Table 2.1 Average Ultimate Streng
- Page 50 and 51: 30Figure 2.3 Wrought Iron “Sponge
- Page 52 and 53: 32Histogram of Kirkaldy Wrought Iro
- Page 54 and 55: 34Percent Occurance in Range - %45.
- Page 56 and 57: 3660Combined Wrought Iron BarsTensi
- Page 58 and 59: 38The Bell Ford Bridge consisted of
- Page 60 and 61: 40Two. These samples were taken fro
- Page 62 and 63: 42specimens were of constant cross
- Page 64 and 65: 44Along with rectangular tensile co
- Page 66 and 67: 46After the initial test loading wa
- Page 68 and 69: 483.6 Fatigue TestingTo develop a b
- Page 70 and 71: 50The final specimen category consi
- Page 72 and 73: 52This analysis was completed using
- Page 74 and 75: 54After the initial test was comple
- Page 76 and 77: 56completed, but before the surface
- Page 78 and 79: 58readings, load cell readings and
- Page 80 and 81: 60Figure 3.3 Donated Eyebars 4 and
- Page 82 and 83: 62Figure 3.7 Heated Areas in Blue o
- Page 84 and 85: 64Figure 3.11 Detail Used in Groove
- Page 86 and 87: 66900080007000y = 27.153xR 2 = 0.99
- Page 88 and 89: 68Figure 3.19 Charpy Impact Testing
- Page 90 and 91: 70Figure 3.23 Eyebar Connection in
- Page 92 and 93: 72Figure 3.27 Eyebar A After Filler
25piece was cut out from the center <strong>of</strong> the eyebar. The two cut ends were then drawn closerto each other <strong>and</strong> splice plates were welded on either side. The splice plates used were amild steel material.The paper Fatigue Behavior <strong>of</strong> Welded <strong>Wrought</strong>-<strong>Iron</strong> Bridge Hangers by Peter B.Keating, John W. Fisher, Ben T. Yen, <strong>and</strong> William J. Frank (1984) investigates the spliceplate repair in detail. While doing a visual inspection <strong>of</strong> these splice plate repairs fatiguecracking was found across the toe <strong>of</strong> the transverse welds <strong>of</strong> the detail. Fatigue crackingwas also found in the welded gap at the center <strong>of</strong> the lap splice. To further investigatethis repair procedure, laboratory fatigue tests were completed on both actual spliceddetails from the bridge <strong>and</strong> fabricated details.Similar to the splice plate details on the bridge, the details that were testeddeveloped surface cracks at the toe <strong>of</strong> the splice plates that were welded to the surface <strong>of</strong>the wrought iron eyebars. These cracks developed at cyclic lives that were comparable tothe lives <strong>of</strong> the steel components. The cracks in the wrought iron were arrested by theslag deposits dispersed throughout the metal. Therefore, they did not have an adverseeffect on the fatigue resistance <strong>of</strong> the wrought iron. The investigation <strong>of</strong> this repairdemonstrates that using a splice plate method to shorten or tighten eyebars in a bridgecould be an acceptable method <strong>of</strong> repair.2.4 Survey ResultsTo determine if there were any existing maintenance <strong>and</strong> repair procedures thatexisted through out the country, a survey was created <strong>and</strong> distributed to all fifty StateDepartments <strong>of</strong> Transportation <strong>and</strong> Local Technical Assistant Programs. To determine ifthere were any formal repair procedures in the state <strong>of</strong> Indiana, a survey was distributed<strong>and</strong> sent to the engineer or highway supervisor in all ninety-two county highwaydepartments in Indiana <strong>and</strong> some various bridge engineering design consultants.
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