Sheet no. 1 of 2. COOPER E80 RAILROAD LIVE LOAD ON WALL. TRACKS PARALLEL 1 ‘0 STRUCTURAL SECTION. % TRACK. I. n v. /. I. YgY. The Cooper E Loading also has limited use since the loading is largely . The Cooper E80 Loading (4) is useful for the overall design of a bridge in terms. Vertical pressure q shall be based on a distribution width Ld. Ld Is the length of tie plus H,. H, is the height from the bottom of tie to the top of.

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Promoting, selling, recruiting, coursework and thesis posting is forbidden. Hello everyone, I was looking for dynamic loading of Cooper E80? I have already modelled it with static line loads based on AREMA procedures, however, now I have to perform some dynamic analyses. Do you have any experience, easy ways to create time-amplitude graph of high speed railways? Might be better to post in Structural or Railroad forums.

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My preference would be cooped. Others are more qualified to answer this. For lateral surcharge against walls, I have never seen any railroad require a “dynamic analysis” for the E80 load.

Calculation Live load with Cooper E80

The requirement is to take the 80, axle load, multiply it by 1. Same as PEinc, I’ve not seen it done though my experience here is limited. If you know the rail design speed in the area of your structure, surely you could develop a step function load for a few probable train lengths. I will not try to advise on this one other than to mention something I once did that was quite interesting to me. I lodaing lived in the village of Oregon, WI and was active on a public works committee.

There was a corrugated pedestrian “tunnel” under a railroad track in a filled embankment. The culvert section had been distorted significantly during installation, to the extent that the village decided to barricade it off in case of collapse.

Cover over the culvert was about 3 feet. Train traffic was light, but mainly an occasional train e08 loaded iron ore cars. I installed reference points in the tunnel for receiving tapered ends of a measuring device using dial deflection gauges as used in a machine shop. Both vertical and horizontal dimensions were measured. I was able to get one planned measuring event where I coopre control just which axle was over the reference location.

Of course the crew engineer was not too pleased with this “fooling around” using his time, but the conductor, in charge of the train, was down in the tunnel with me and directed the engineer by radio. The result of these stationary readings showed the axle loadings of the locomotive to be significantly less than those of the loaded rail cars.


Once the train got under way, one could use the dials to see just what was happening with deflections as the loaded axles loadkng by. It ee80 out that many subsequent readings were made by the village, e8 the original readings before loadings always returned to the same stable numbers.

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Figure Cooper Load Configuration for Bridges

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