Russian Journal of Transport Engineering
Russian journal of transport engineering
           

2019, Vol. 6, No. 3. - go to content...

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DOI: 10.15862/17SATS319 (https://doi.org/10.15862/17SATS319)

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Marasanov A.I., Sheikin A.A. The monitoring experience of Moscow railway infrastructure sructures. Russian Journal of Transport Engineering. 2019; 6(3). Available at: https://t-s.today/PDF/17SATS319.pdf (in Russian). DOI: 10.15862/17SATS319


The monitoring experience of Moscow railway infrastructure sructures

Marasanov Alexander Igorevich
Russian university of transport (MIIT), Moscow, Russia
E-mail: marasanovai@yandex.ru

Sheikin Alexander Alexandrovich
Russian university of transport (MIIT), Moscow, Russia
E-mail: a.sheikin@yandex.ru

Abstract. The scientific support results of monitoring of Moscow railway infrastructure structures during new construction in close proximity to these structures are represented. This scientific support was realized by means of proposed procedure of displacement estimation of given points of these structures. This procedure is based on application of numerical method. Due to this method displacement increments are computed on each step of building operations (step of solution). The total displacement of considered structure is obtained by summation of all obtained displacement increments. This procedure was applied for scientific support of monitoring of two railway structures. One of them is overbridge across Minskaya street on Moscow – Bryansk line during strengthening of its supports and tunneling in perpendicular direction to railway line. The other is embankment of line Moscow – Kazan during tunneling. Computed displacement of base of overbridge support N 3 after strengthening of support bases is equal to 11,9 millimeter’s. This value obtained by means of geodesic monitoring is equal to 12,6 millimeter’s. Computed displacement of base of overbridge support N 3 after construction of right tunnel is equal to 0,8 millimeter’s. This value obtained by geodesic monitoring after construction of left and right tunnels is equal to 2,6 millimeter’s. Computed displacement of embankment after tunneling is equal to 22,6 millimeter’s. This value obtained by geodesic monitoring is equal to 20 millimeter’s. So the proposed procedure gave satisfactory results.

Keywords: scientific support of monitoring; procedure of displacement estimation; geodesic monitoring; displacement increment; finite element method; overbridge; embankment

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ISSN 2413-9807 (Online)

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