Analysis Of Fatigue Crack Propagation Of A Steel Catenary Riser

Even though the probability of failure of stub axle is higher due to impact failure of weld joints. Which may cause the serious safety effect.

When bridges are poorly constructed, they may fail due to load they carry, collision by derailed trains or even by vehicles that lose control leading to catastrophic incidences. However, if bridges are well-constructed, the chances or injury are greatly minimized in the event of an accident. Discussed in the subsections are the requirements of AS 5100 standards in relation to cable-stayed bridges and include design requirements for bridges, bridge aesthetics, bridge functional requirements, bridge component design requirements and bridge construction

Calculations were performed to determine the effectiveness of the design of the platform. Allowing for a safety factor of 1.5 times the design weight of 10kg and considering the bridge must not be overdesigned; plans were made for the bridge to fail at 25kg, 2.5 times that of the design weight. According to the calculations, the bridge would hold a load of over 15kg and experience failure at 20kg in the members. These calculations were later disproven in the testing, breaking 8kg earlier than expected, due to unforseen errors. An analysis of the bridge design and calculations has been included at the end of this report.

Two weeks ago, there was an incident at Truss Construction Shop. A hoist operator was placed into an induced coma due to a large part of a Truss breaking apart during a QA Truss load test. The Truss broke apart because the testing was pushed beyond the threshold. This

The Lift Coefficient CL is calculated using the graphs 1-6. In this report counting the squares method is used to calculate the area between the curves for pressure distribution on the upper surface and lower surface. The area gives the lift coefficient at particular angles

Adding additional uplift capacity to the stringers while minimizing changes to the beam cross section will be essential to preventing future damage to the stringers

Although the Tacoma Narrows Bridge is oft considered “the most spectacular failure in bridge engineering history”, it was far from being the first unsuccessful suspension bridge. There were ten prior suspension bridges that failed due to unaccounted wind/oscillating forces. However, the Tacoma Narrows Bridge collapsed 50 years after the last bridge, and it was the most expensive and longest- more than double any previous bridge- that is the reason why its failure is so significant. The remains of this bridge now serve as “one of the world’s largest manmade

The use of steel rebars was started in construction in 18th century. Cast iron was used in the earlier age. Cast iron rebars were of high quality, and there was no corrosion. The technique was refined by embedding the steel bars in concrete. Square twisted steel bars (deformed bars) were introduced in 1960s but these were phased out due to their inherent inadequacies. Later the steel rebars of high yield strength were produced by raising carbon (>0.5 and <1.0 wt% content) as well as manganese contents. Carbon was added to steels in order to achieve strength and later on it was realized that higher content of carbon created problem of brittleness and accelerated rate of corrosion (due to the presence of higher proportion of cementite phases

3. Special on the pipe branching 29 382 lines with the appropriate amount of support 5 pieces of calculation was not able to withstand the occasional load is affected by the wind because the line was known to have a sufficient length of pipe length and diameter is very small which is 1 inch, so the need to increase support at least 2 the path to be able to withstand the

Note: This assignment contributes 10% towards your final mark. This assignment is due at 5pm on Tuesday, April 24th during Week 7. Submit your report to the assignment box on the 3rd floor outside of the drawing office in the Mechanical Engineering Building or via email by that time (i.manchester@acfr.usyd.edu.au). Late assignments will not be marked unless a doctor’s certificate or equivalent is provided. Plagiarism will be dealt with in accordance with the University of Sydney plagiarism policy. You must complete and submit the compliance statement available online. Mathematical derivations are expected to be done by hand except where the use of Matlab

Heavier trains requiring stronger track have resulted in striking increases in the weight of rails. Because of heavier trains, joints in the tracks have become fragile. Designing engineers have sought to reduce the number of joints by lengthening the rails. The customary length when locomotives were introduced was three feet, but in the 1830’s this was increased to fifteen or twenty feet. Early in the 20th century the most common length for rails was thirty feet, when 40-foot freight cars become generally available.

Because of advancements in today’s technology in construction field, many types of bridges are being constructed depending on the requirement and their suitability for the situations.

Fonte et al in 2006 [3] Suggested that Most of catastrophic mechanical failures in power rotor shafts occur under cyclic bending combined with steady torsion: Mode I (ΔKI) combined with Mode III (KIII). An analysis of the influence of steady torsion loading on fatigue crack growth rates in shafts is presented for short as well as long cracks. Long cracks growth tests have been carried out on cylindrical specimens in DIN Ck45k steel for two types of testing: rotary or alternating bending combined with steady torsion in order to simulate real conditions on power rotor shafts. The growth and shape evolution of semi-elliptical surface cracks, starting from the cylindrical specimen surface, has been measured for several loading conditions and both testing types. Short crack growth tests have been carried out on specimens of the same material DIN Ck45k, under alternating bending combined with steady torsion. The short crack growth rates obtained are compared with long crack growth rates. Results have shown a significant reduction of the crack growth rates when a steady torsion Mode III is superimposed to cyclic Mode I. A 3D Finite Element analysis has also shown that Stress Intensity Factor values at the corner crack surface depend on the steady torsion value and the direction of the applied torque.

This is to certify that the below mentioned students have completed the workshop and course of ‘Final Year Project’ during the year 2016-17 and are from B.E. 7th semester in the branch of Mechanical Engineering.

The field of non-destructive testing (NDT) is a very broad, interdisciplinary field that plays a critical role in assuring that structural components and systems perform their function in a reliable and cost effective manner [4]. NDT techniques are used to locate and characterize material conditions and flaws that cause major damages to the systems and components.