COURSE NO. 724 Sr.

Professional Course (Bridge & General) PROJECT REPORT ON

DESIGN LOADS FOR BRIDGES ON HIGH SPEED ROUTES OF 250-350 KMPH

PRESENTED BY
SRI DIPAK ROY DY. CE(CONSTRUCTION) RANCHI- S. E . RLY. SRI SUDHIR P ARIHAR X EN (BRIDGE DESIGN) JABALPUR- W. C. RLY.

UNDER G UIDANCE OF
Sri SURESH GUPTA DEAN, IRICEN, P UNE.

CONTENTS
SR. NO. 1 2 3 4 DESCRIPTION INTRODUCTIO N NEED FOR HIG H SPEED APPROACHES TO HIGH SPEED SALIENT FEATURES OF A HIG H SPEED CORRIDOR PARAMETERS 5 6 7 8 9 FOR HIG H-SPEED 10-17 18-19 20-26 27 28 CONSTRUCT IO N HSR TRACK GEOMETRY MO NITORING FOR HIG H-SPEED L INES DESIGN LOADS FOR BRIDG ES IN HIGH SPEED ROUTE CONCL USIO N REFERENCES PAG E NOS. 1-4 5 6-8 9

1.0 INTRODUCTION
High Speed train operations are catching world wide attention from las t 3040 years s ince Japan in troduced high s peed train s ervices way back in early 60s . The developm ent of thes e new lines has been done over a period of more than forty years, between the m iddle of the 1950s and the current decade. running. There are four objectives (i) To reduce the travel time between activity centers , (ii) fas ter bulk m ovement, (iii) environment friendly s ys tem and (iv) To com pete with air lines in terms of travel tim e, s afety & com forts of pass engers . In Indian Scenario, the high speed was reckoned with introduction of Rajdhani Express way back in 1967-68 and then later days introduction of Shatabdi express . The high s peed is termed as any s peed higher than roughly 120 Km ph. Recently the talk is going on to introduce the high train services on som e s ections of Indian Railways for example, Mum bai to Ahmedabad without specifying the speed. This talk has already s tarted lot of heat and dis cussions regarding viability of this project. Internationally the term High s peed is used if the following characteris tics are fulfilled: Separately cons tructed lines with defined s tandard of high s peed. Vehicles for high s peed traffic Ma xim um s peed of at least 200 km per hour and generally more than 250 km per hour. The cons truction of new high s peed railway lines is currently being undertaken in a large num ber of countries, in particular on the continent of Europe. There are now m ore than 2 900 km open for comm ercial s ervice in Europe (and more than 2 000 km under cons truction) as well as alm os t 2 200 km in Japan.
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During this period the des ign criteria have been modifie d as

experience has been gained with the different as pects of high s peed

Figure 1 s hows the increas e of m aximum speeds in experimental test runs and in comm ercial s ervice during the las t few decades . Figure 2 gives the total number of kilometres of tes t runs done by SNCF, in the range of s peeds between 400 and 515 km /h.

Fig. 1

Maxim um s peed in test runs and comm ercial s peeds

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k m

r u

2 0 0 0

U M A T

U V

L A T I V E N U M B E R O F R U N S E R Y H IG H S P E E D ( S N C F )

F i g u

r e

4 4

r u n 9

s s

a t a

V t V

> >

4 5

0 0 0

k m k m

/ h / h

1 5 0 0

r u n

1 0 0 0

? ? ? ?

T T T T

e e e e

s s s s

t t t t

s s s s

T V T T

G 2 G G

V V V

1 1 8

4 0 7 8

5 0 0

p e

e d

0 4 0 0 4 2 0 4 4 0 4 6 0 4 8 0 5 0 0 5 1 5

Fig. 2

Cum ulative number of runs at very high s peed

From the point of view of comm ercia l operation, the experience available is s ituated in the range from 250 to 300 km/h. However, s ome lines have been type tes ted for s peeds of more than 300 km /h (up to 320 km /h). Looking ahead, it is necessary to report that the pres ent situation will change for certain routes and for certain types of s ervice. On the European level, it is foreseeable that this will be checked, for the firs t tim e with the s pecification of the new TGV Mediterranean lines (it has been decided to operate a s ection of some 60 kilometres of this line at 320 km /h) and the Madrid - Barcelona line.

In the s econd of thes e, over a dis tance of 625 km (approximately) and for a journey tim e that the train timing s tudies have put between 2 hours and 2 1/2 hours (direct s ervices ), the average commercial speed will be between 250 and 278 km/h. In view of the speed res trictions which are impos ed at the approaches to large towns , a running s peed in excess of 300 km/h seems to be essential. 320 km /h and if necessary 350 km/h will, therefore, be the reference level for this new railway line.
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Ess ential prerequis ite for High Speed corridor is to have control on the degradation of track geometry s o as to keep various tolerances well within the s pecified limits . Degradation of track geometry is a function of Track Des ign, Axle-Load, Speed, Sub-Grade characteris tics . Improvem ent of subgrade in poor ground areas and bridges is recognized as one of the m os t s ignificant factor. This paper des cribes the considerations of loads for design of bridges in high s peed routes of 250-350 Km ph.

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2.0 NEED FOR HIGHER SPEED

Transport is the back bone of any nation. Among the available transportation s ys tems , Railway is the bulk, cheaper, less pollution, environment friendly s ys tem and hence m os t of the population use it. Therefore, for fas ter trans portation, lesser pollution and com pete with airways there is very much need for increase of speed. The growing demand of trans port is one of the s alient features of the developing econom y. In developing countries like India, Railways attract major s hare of growing traffic, as it offers the cheaper trans port. Indian Railway is life line of our nation. In India where rapid growth of econom y with GDP growth rate m ore than 8%, Indian Railway trade surplus more than Rs .20,000 crore, Urban population growth. (expected population in 2012 368 million or 30.4% ), high dis posal incom e of working class, Cos t effective & efficient mode of transportation for about 600 km distance, environmental friendly as energy requirem ent is more than half per thous and commuters transportation, socio-technological advancem ent and multinational com petitive atmos phere are taking place, IR als o needs to develop its network and quality of service and that to in a com petitive atmosphere . Quality is directly linked with the quality of service to the cus tomer in terms of phys ical com fort and tim e saving. The growth of traffic on Indian Railway has been m anifold. A quantum increas e is expected in the passenger and freight traffic in Indian Railways in the next few years . Integrated Railway Modernization Plan (2005-10) has been m ade which has objective to enhance capacity, im prove rail-port connectivity, higher axle load wagons to carry bulk material and developm ent of dedicated freight corridors. IR als o plans to develop a world class high s peed dedicated pass enger corridor fit for 250-300 km ph trains . Ahm edabad-Mumbai has been identified for feasibility s tudies as a part of s eparate project. Indian Railways have to; therefore, em bark upon a path of m odernization and expansion in a big way.
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3.0

DIEEFRENT M ODES FOR INTRODUCTION OF HIGH SPEED

High-speed trains currently function under two dis crete technologies: Im provem ent of conventional rail sys tems. Exclus ive high-speed corridors . Com binations of the above two s ystems .

3.1

Improvement of conventional rail system The first type us es exis ting conventional rail s ystems and its great velocity is primarily the fact of cons id erable im provem ents in locomotive performance and train design. England (London-Edinburgh), Sweden type of (Stockholm -Gothenburg), Italy (Rom e-Florence and Rom e-Milan) and the United States (Boston-Was hington) are examples in this technolo gy. Trains can reach peak speeds of approxim ately 200 km /h in mos t cas es and up to 250 km /h in Italy. The principal drawback for use of this s ystem , however, is that it m us t share exis ting lines with regular freight services .

3.1.1 Advantages The main advantage of improving conventional rail sys tem is lower cos t and m uch less tim e required in introducing a high-speed train. The cos t of cons tructing a dedicated new high-speed line may be prohibitively high for a developing nation. 3.1.2 Problems running on existing lines (i) High s peed trains and heavy freight trains have different demands on track s tandards concerning horizontal alignment, cant, gradients and vertical curves . The prim ary problem with the existing railways
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is that they can have tight curves . The centrifugal forces on an object going round a bend are the function of the s quare of velocity, i.e. if you double the s peed, you quadruple centrifugal forces , if you triple the speed you increase centrifugal forces by nine folds . Therefore, even what m ight appear m ild curves provide problems at speed. Increas ing radius of curve and widening track spacing entail huge cos t and som etim es may not be feasible as well. (ii) Other key problem is that running on exis ting railway; the new fas t trains have to be s cheduled in around the conventional trains. This can be a tricky thing, es pecially on a busy network; fas t trains can eas ily become s tuck behind slow running ones , res ulting in delays . If the timing of fas t trains is ensured, it greatly affects line capacity of the section. (iii) Safety is als o a param ount consideration. Although since initial

cons truction many years ago, the track will have been replaced many tim es , the foundation of the railways are s am e which means after heavy rains for exam ple the track may s ag slightly and loos e some alignm ent, only a real problem at s peed. (iv) Maintenance of track for high-speed trains will require track geom etry to be m aintained within very tight limits . On m ixed traffic routes , both high-s peed passenger trains and heavy a xle load freight trains operate on the s am e track and thes e heavy axle loads can be up to 25T. This poses problem for the Civil engineer in that these heavy axle loads can accelerate the deterioration of the track.

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3.2

Exclusive high-speed corridors The s econd category of high-s peed trains runs on its own exclus ive and independent corridors . Such s ys tems are presently in operation in France, Spain, Germ any, Japan, South Korea etc.

3.2.1 Relative merits of dedicated high-speed railways There are two m ain drawbacks of building high-speed railway lines , cons truction cos ts and environmental impact. Cons truction cos ts of civil and electrical infrastructures are very high in com paris on to improving exis ting tracks and the income received m ay, usually, not be enough to pay off a high-s peed railway line. Environm ental impact comes in through cutting down grown up trees /re-lands caping for the rail ways , and creating a brand new trans port corridor. However where poss ible this can be reduced, for example in France the s ection of high s peed line from Lille to Paris was built s o that it ran right along s ide a 6 lane m otorway. This means a new trans port corridor is n'created s o environmental dis ruption is t at a m inim um . Dedicated high-speed rail is only really applicable if it cannot be achieved by conventional railway. Although exis ting track can be safely run up to 250km /h, existing track m ay have a number of speed res trictions becaus e of curves . Hig h-s peed lines m ay als o be looked at if rail ways are in saturation and no extra services can be tim etabled in. Sometimes when exis ting railways were built they were cons tructed a bit at a tim e and a haphazard network arose. This m eans train lines often don' go in a t roughly s traight line between dis tant locations , often because they go to other towns in between. Building a new line gives the option of build ing a direct straight line between cities giving a shorter running dis tance again reducing journey time. However with the advent of tilting m echanisms , which allow curves on existing railways to be negotiated with up to 30% more speed, it puts a knife in the cas e to build.
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4.

SALIENT FEATURES OF A HIGH SPEED CORRIDOR:

The s alient features of the high-speed track /bridges are as follow: (i) The new corridor will be of double electrified lines for high-s peed passenger traffic with a speed of 250 km ph-350 kmph. (ii) The trains shall be hauled by two electric locom otives with 18 nos . airconditioned coaches . (iii) There will be grade s eparation on the new corridor i.e. there will be no surface level crossings and com plete line shall be fence to avoid interference of local people and cattle' . The m inim um height of the s embankment shall be 3m. (iv) The maximum grade shall be 1 in 200 and minim um radius of curvature is propos ed to be 4000 m . (v) The track structure s hall be 60 Kg CWR on PRC Sleepers with sleeper dens ity of 1720 per Km and ballas t cushion of 300 mm or m ore. The fas tenings are proposed to be of double elas tic type and turnouts are proposed to have movable nos e or ballastless track with s lab track s tructure wherein the rails are s upported at dis crete points or embedded track structure. (vi) Rail joint should be eliminated or minimized including over the bridges . (vii) Meas ures s hould be taken for good riding com fort while m oving over approaches into the bridge and vice-vers a. (viii)Trolley refuge to be provided at lesser dis tance wherever required. (ix) The signaling s ystem shall have cab signaling. Automatic train control, s olid s tate Interlocking device, Centralized traffic control and nonins ulated track circuits . The telecommunication shall be with lates t technology cons isting of Optic fibre s ys tem , train radio control and teleprinter and faxim ile arrangem ent. (x) For electrification, the power supply sys tem will have auto transform er s ys tem of 2x25 kV with OHE s ys tem of m aximum s pan of 60 m and current carrying capacity of 920 Am peres .
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5.0 PARAMETERS FOR HIGH-SPEED CORRIDOR

5.1 Geometrical parameters of the line The m ain factors governing the standards required for the geom etry of a high-speed railway is for the com fort of passengers . 5.1.1 Curves Gentle curves are generally adopted on high-s peed track. Gentle curves becom e necessary in view of res triction on m aximum values of cant deficiency and cant excess along with maxim um speed of operation. The minim um radius of curvature for the high-s peed lines on developed HSR networks generally varies from 4000 m to 7000 m for s tandard gauge. Table 1 s hows values , effect of speed on the selection of the geom etric param eters of curves as adopted on SNCF. Table 1 Geometric param eters of curves
Parameter Radius (m) Recommended Normal Exceptional Max Cant (mm) Normal Exceptional Cant deficiency (mm) Normal Exceptional Cant excess (mm) Normal Exceptional Variation of Cant deficiency (mm/s) Normal Exceptional 30 50
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Speed (km/h) 270 3846 3226 3125 180 180 100 130 100 100 300 4545 4000 4000 180 180 85 100 110 110 350 7143 6250 5556 180 180 65 85 ---

30 50

30 50

Recomm ended and m inimum horizontal curve radius as a function of speed as per Swedish Standard is presented in Table 2. Table 2 Swedish Rail Recomm ended and m inimum horizontal curve radius on

Speed ( km/h) 200 Recomm ended (m ) Minimum (m) 1888 2959 3700 4248 5140 5782 3200 250 5000 280 6300 300 7200 330 8700 350 9800

In reality, however, it is often difficult to meet thes e recommendations . On several newly built lines compromises have been m ade due to econom ic and other reasons such as locations near im portant bridges , s tations etc. Such locations m ay require s uitable speed res trictions . 5.1.2 Ruling gradient Generally s teeper gradients can be allowed on high-speed lines in comparison to conventional lines . Very high mom entum of trains makes it feasible to negotiate s teeper gradients . French Railways The maxim um gradient allowed on high-speed lines (TGV) is up to 35 /00. However transition between two different gradients is always provided by a circular transition curve whose radius is more than 12,000 m. Japanese Railways The m axim um gradient m ay attain 15 /00 as long as the average over a dis tance of 12 km does not exceed 12 /00
0 . 0 0

Between two s uccessive

gradients , a circular transition curve is always provided.

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5.1.3 Vertical curves The practice on s ome of the high-speed railway networks is as follows : French Railways The desirable value of radius of vertical curve has been pres cribed as 10,000 m . German Railways Des irable radius of vertical curve in m eter is calculated as 0.4V , where V is m aximum speed in km /h. The minim um value of radius of vertical curve is pres cribed as 20V+ 550. Japanese Railways Vertical curve of radius 10,000 m for s traight and horizontal curve up to 3,500 m radius and 15,000 m for horizontal curves steeper than 3500 m has been specified as desirable. 5.1.4 Spacing of tracks Wide spacing between the lines is im portant for high-speed track becaus e when two trains pass each other, the s peed difference can be as m uch as 600 Km/h. If two trains are too clos e together, there is burs t of air press ure when they firs t pass and then a drop of pressure between the carriages . Although this is not enough to push the trains off the track, repeated s tress on the windows m ay cause fatigue, which result in breakage of window glass es. However, wider spacing between tracks has economic implications . Studies show that an increas e of 30 cm in the width of the s ub-grade would involve an increas e in cost of the civil engineering works by 1%.
2

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Minim um dis tance between track centres adopted by s om e of the highspeed networks us ing s tandard gauge are given in Table 3 below. Table 3 Minim um dis tance between tracks Country France Germ any Italy Spain Minimum distance between tracks (m) 250 Km/h 4.2 4.5 4.5 4.3 300 Km/h 4.2 4.5 5.0 4.3 350 Km/h 4.5 4.5 5.0 4.7

Indian Railways have recommended to adopt spacing of 5.35 m between tracks of broad gauge for new cons truction projects , which is sufficient for speeds up to 300 km/h. 5.2 Track bed Track bed for high-s peed lines is much deeper than conventional railways . It is necessary that em bankm ents are unyielding and s table. Suitably graded granular m aterial with minim um of fines is generally used in cons truction of high-s peed em bankm ents . Usually a layer of concrete or tarm ac is put down and then the s ub-ballas t and ballast is put on top. Drainage problems often lead to lowering the s trength of the s ub-grade and consequential dis tortion of vertical alignm ent during rainy s eas on. Any settlement of the sub-grade can be far m ore damaging to the track geom etry than improper quality of ballas t. The need for proper des ign and execution of drainage below the track can not be overemphasized. 5.3 Ballast Generally the thickness of ballas t cus hion varies from 30 to 35 cm over high-speed lines . Ballas t is laid on a s ub-ballas t layer of thickness 20 to
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30 cm . The characteris tics of ballas t and sub-ballas t on s ome of the highspeed networks are given in Table 4. Table 4 Characteris tics of ballas t and sub-ballas t Country Parameters (Speed: Km/h) France 300/350 Minimum /Maxim um s ize of ballas t (mm ) Minimum thickness of the ballas t (Cm ) Minimum thickness of s ubballas t 5.4 Ballastless track bed Presently all over the world non-ballas ted track concepts are being applied, although s till at a moderate volum e. The great advantages of such s tructures can be s ummarized as follows : Reduction of s tructure height; Lower maintenance requirements and hence higher 25/50 30 20 Germany 300 22/63 35 30 Japan 300 30/60 30 25 Italy 300 30/60 35 30

availability; Increas ed s ervice life; High lateral track res is tance, which allows future s peed increases in com bination with tilting technology; No problems with churning of ballast particles at highs peed.

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If the low-m ain tenance characteristics of slab track on open line are to be retained, great care mus t be taken to ensure that the sub-grade layers are hom ogenous and capable of bearing the loads im posed. The s labs m ay be prefabricated or poured on s ite. The high level of inves tment required has prevented widespread us e of s lab track on open lin e so far. However, on the bas is of life cycle cos ts a different picture is obtained. The greates t savings will be achieved in tunnels and on bridges. The us e of more efficient construction m ethods , of the type used in the road cons truction indus try could reduce cons truction cos ts s till further. 5.5 Rails and Sleepers The quality of rail is not, in principle, affected by the increase in s peed above 250 km/h, if the rail to be laid is of the top of the range type. Mos t of the high-s peed networks us e UIC 60 rails of 900 A grade s teel. It is recommended that attention s hould be paid to the aspects ; acceptance, assem bly, welding, surface defects , etc. World over, pre-s tressed concrete s leepers have been us ed on high-s peed lines . The number of sleeper varies from 1587 to 1666 per km . 5.6 Rail pads, fastening system and stiffness of the track The s tiffness of the track mus t be limited in order to reduce the vertical dynam ic forces between wheels and rails , by the us e of rail pads under the rail with appropriate characteristics . As far as ballas ted high-speed lines are concerned (according to the Technical Specificatio ns for Interoperabil ity (STI)), the dynamic rigid ity of the rail pads under the rail mus t not exceed 600 MN/m. Similarly, the total dynamic s tiffness of s lab track s ys tems m us t not exceed 150 MN/m .
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Rail pads are generally formed of rubber or elas tom er elem ents and one of their m ain characteris tic is the vertical s tiffness . It is especially critical on bridges , tunnels and s lab track. 5.7 Tunnel and Bridges The cos t of cons truction of tunnels and bridges are m uch higher as compared to cutting and embankment construction. There has been tendency to avoid tunnels and bridges to reduce the cos t of cons truction. If the curvature and gradient us ed to avoid tunnels and brid ges are not suitable for perm itting the desired s peed, their cons tructio n becom es ines capable. At high speeds , airwaves are generated ins ide the tunnels , which can be detrim ental to the health of passenger. To mitigate this health hazard, following alternatives may be adopted. Increased cross -sectional area of the tunnel Avoiding double line tunnels Operating only air s ealed coaches Provis ion of press ure release shafts

A com bination of alternatives m ay be used depending on the requirem ent. In case of bridges , approaches receive s udden im pact loading due to a change in the vertical s tiffness between the bridge deck and approach embankment leading to frequent s ettlement of the approach bank. This may create large acceleration at high s peed. Proper des ign of approach bank is necess ary. Poss ible s olutions include; provision of an approach slab; and providing tapering s tone fill to sim ulate gradual ris e in approach stiffness . 5.8 Level crossing / grade separation Norm all y level crossing is not s uitable for higher s peed train operation and hence for road transport either road over bridges or road under bridges
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need to be planned. crossings mus t

However, in unavoidable circumstances, level Sophisticated

be interlocked with the s ignals .

arrangem ent of interlocking the signals of train with that of road trans port with help of video camera is us ed on JNR. 5.9 Fencing On high-s peed lines, tres passing is very ris ky. E ven the train m ay s uffer accident and cons equences of accidents can be alarming. Thus , the entire high-speed track is generally provided with fencing. In any cas e, areas prone to trespassing have to be provided with fencing on highspeed routes .

5.10

Environment The aspect of the environment mos t affected by the increase in s peed is the s ubject of nois e. In fact, the nature of the noise changes with the speed, s uch that as the s peed increases, the predom in ant noise, which is that of motor up to 120 km /h, becom es the track noise 160 km /h, then the pantograph and aerodynamic noises above 250/300 km/h.

In principle it is reas onable to s uppos e that the m ore the s peed increas es the m ore noise problems will be created. As a result meas ures should be taken to protect agains t nois e (s creens , mounds of earth, etc.), as well as poss ible m odifications of the route or the creation of artificia l tunnels or covered sections , modifications of the m aintenance (grinding) and, of cours e, modifications to the rolling s tock.

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6.

TRACK GEOMETRY M ONITORING FOR HIGH-SP EED LINES Track geom etry is des cribed by track profile, cross level, alignm ent and gauge. As a vehicle travels, it responds to track geometry variations and irregularity. Since the natural frequency of carriages designed for highspeed is low, generally less than 1 Hz, long wavelength anomalies provide dynam ic input to the high-speed pass enger vehicles and can excite car body modes at high s peeds . At s peeds of 250 km /h and above, track irregularity up to 80 m wavelength would be im portant. The pres ent day chord length of 9.6 m and 7.2 m for meas urement of top and alignm ent res pectively are gross ly inadequate in correctly assess ing the track irregularity for high-s peed operation. Trans fer function of thes e chords is presented in Figure 3.
2.5

2.0

Transfer Function

TF( 7.2 m Chord ) TF( 9.6 m Chord )

1.5

1.0

0.5

0.0 0 5 10 15 20 25 30 35 40

Wavelength (m)

Fig 3 Trans fer function of 7.2m and 9.6m chords To control longer wavelengths , mos t foreign high-s peed railroads either use a 30 or 40 m chord or inertial principle of m easurements . Thes e longer chord lengths allow meas urem ent of anom alies with wavelengths
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up to 90 m . A 40 m chord was adopted by Japanes e Railways after increased speed on Tokaido line. JR res earch and tes ting indicates a strong correlation between car body motion at high s peed and track geom etry limits bas ed on 40 m mid chord offs et. The Indian Railways Track Recording Cars are capable of meas urem ent of track irregularity on any s electable chord, since the m easurement is bas ed on inertial principles . However, s tandards for ju dgments of irregularities on thes e high chords will have to be worked out.

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7.0 7.1

DES IGN LOADS FOR BRIDGES IN HIGH SP EED ROUTE With res pect to normal s peed, the bridges are subjected to more im pact affect, vibration which may lead to resonance, riding comfort, thermal forces for LWR/CWR track, affect due to change in track m odulus for travel from approach into the bridges & vice versa. For the bridges in high s peed route, following forces to be considered as per IRS Bridge Rules except Dynam ic effect, forces due to CWR/LWR track:i. ii. iii. iv. v. vi. vii. viii. ix. x. xi. xii. xiii. IMPACT The provision in IRS Bridge Rules for Coefficient of Dynamic Augm ent (CDA) is applicable for speed upto 125Km ph/160 Kmph for broad gauge goods train/passenger train res pectively. The formula can not be adopted for high s peed. It requires to be revis ed. Dead load Live load Forces due to curvature or eccentricity of track Tem perature effect Frictional resis tance of expans ion bearings Longitudinal force Racking force Forces on parapets Wind press ure effect Forces and effects due to earthquake Erection forces and effects Derailment loads Load due to Plass ers Quick Relay S ys tem (PQRS)

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CDA depends upon the s peed of train and irregularity of tracks . In abs ence of Indian code, UIC code m ay be adopted. ORE D 23 Comm ittee concluded that the ratio of maximum s tress due to a train crossing at s peed to the m ax s tress due to the s ame train crossing very s lowly ( the dynamic effect) is usually a function of the param eter K =v/(2Lf). This function is intended to give s afe es tim ates for all except the unus ual cases . Later work has m odified this function and added a com ponent intend to include the effect of typical dipped joints . For a sim ply supported beam the s tatic influence line for s tress may be calculated if s pan and section m odulus is known. For m os t cas es therefore the only bridge parameter leaded to calculate the stress his tory are span( L), firs t m ode natural frequency ( f) and s ection m odulus (W). Natural frequencies The limits of the natural frequencies are given in UIC leaflet 776-1R.
0.748072

&

f max = 438.80 . L

f min = Or

80 when L L

20 m

f min = 207.80 . 0.592217 L Dynamic increment ( )

when 20 L

100 m

UIC leaflet 776-1R gives a value for dynam ic increm ent ( ) which is m ade of two com ponents . The first component dynamic increm ent due to speed ( ) which applies to perfect track is based on the work of ORE D 23 Comm ittee.

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= K/(1-K+ K )

Where K = v / (2Lf) v : velocity in m/s L : s pan in m f : frequency in Hz

The second component dynamic increment due to track irregularities ( ) applies to a dip in the track. Where = (a /100) (56 exp (-L /100) + 50 (f L/80- 1) exp (-L /400)) a = v / 22 a =1 ; ; v 22 m/s v > 22 m/s
2 2

For norm ally m aintained vehicles and track Dynamic increment Dynamic increment = + For especially well maintained vehicles and track = + /2

Riding comfort
In any Railway s ys tem , riding comfort is one of the primary goals . There are m any causes responsible for riding com fort. In high s peed, any m inor irregularity in track s hall lead to riding dis comfort. In cas e of bridges , approaches receive sudden impact loading due to a change in the vertical stiffness between the bridge deck and approach em bankm ent leading to frequent s ettlem ent of the approach bank. This m ay create large acceleration at high speed. Proper des ign of approach bank is necess ary. Possible s olutions include; provis ion of wider s le epers at approaches (Fig4-i & ii); an approach slab(Fig-5-i & ii); more rails at approaches and providing tapering stone fil l(Fig-6) to s imulate gradual ris e in approach stiffness .

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Fig-4(i) & 4(ii): Wider sleeper at approaches of bridge

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Fig-5(i) & 5(ii): Approach s lab

Fig-6: Work for providing s tone colum n

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Deflections of s uperstructure, is other m ain cause for riding com fort. The m axim um deflection of a railway b ridge is dependent on speed of the train span length mass , stiffness and dam ping of the s tructure axle loads of the train Lim it values for deflection (L/f) dependent on s pan length and s peed under x LM UIC 71. RESONANCE P HENOM ENON Another problem encountered in high-s peed railways is the vibration of bridges caus ed by the m oving trains . The loads induced by a m oving train on the bridge are repetitive in nature, as characterized by the s equentially m oving wheel lo ads , im plying that certain frequencies of excitation will be im pos ed on the bridge durin g the pass age of a train. When trains travel at a higher s peed, m aking it poss ible for the excitation frequencies to coincide with the vibration frequencies of the bridge, resulting in the s o-called resonance phenomenon. Whenever the condition of resonance is reached, the bridge response will be continuously amplified as there are more wheel loads passing the bridge. The mass ratio of the vehicles to the bridge is generally larger for railways, due to the fact that a train consis ts of a num ber of cars in connection and the railway bridge deck is relatively narrow, it carries no more than two tracks in mos t cases . For this reason, the interaction between the moving vehicles and bridge appears to be much s tronger for
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railways. Finally, concerning the manoeuvrability of the train in m otion, the riding com fort or vehicle response is an iss ue that account in the des ign of high-speed railways . In cas e of res onance excess ive bridge deck Vibration can caus e loss of wheel/rail contact, des tabil is ation of the ballas t, exceeding the s tress limits . should be taken into

Res onance is given, if n Bridge = i . fexcit i = 1,2,3,4

with fexcit = v/Lvehi cle and the firs t natural frequency for bending n0 the critical speeds can be calculated with the form ula vcrit = n 0 . Lvehicle i i = 1,2,3,4

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8.0 CONCLUSION
8.1 In addition to then norm al s peed, the bridges in high speed route are subjected to more im pact forces, vibration, sus ceptible to passenger dis comfort and chances of occurrence of res onance. In case of bridges , approaches receive s udden im pact loading due to a change in the vertical s tiffness between the bridge deck and approach embankment leading to frequent s ettlement of the approach bank. This may create large acceleration at high s peed. Proper des ign of approach bank is necess ary. Poss ible s olutions include; provision of an approach slab; wider sleepers at approaches ; more rails at approaches and providing tapering s tone fill to s im ulate gradual ris e in approach s tiffness . 8.3 The choice between ballasted and ballas tless track is purely a techno economic decision. World over the trend is to go for ballas tless track. The s hared or dedicated track depends on discipline of operations and techno economic cons iderations . The improvements in exis ting track also depends on dis cipline of operations but in view of pres ent sys tem , a new track is preferred. For des igning a High speed bridges, dynam ic sim ulation softwares becom e the necess ity. Suitable des ign procedures should be developed. A High degree of reliability is essential in design, m anufacturing and transportation. For m aintenance innovative m ethods will have to be planned.

8.2

8.4

8.5

8.6

8.7 8.8

8.9

8.10 Suitable high s peed and high performance maintenance m achines should be us ed. 8.11 Although not all possible applications of the integrated track/vehicle m odel could be dis cuss ed in this article, it should be obvious that dynam ic simulated s oftwares offers m any new possibilities for investigating track performance res ulting from load excitation by moving vehicles, operated at both conventional and high speed.
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9.0 REFERENCES
9.1 Statis tical distribution of axle loads and stress es in railway bridges report no. D 128/RP 5/E, Office of the Research and Experiments of the International Union of Railways . Des ign of new lines for speeds of 300 350 km /h State of the Art, October 2001, High Speed Department, International Union of Railways Experience with the introduction and operation of high and very high s peed lines , Proceedings of the ORE Colloquium , Office of the Research and Experiments of the Internatio nal Union of Railways Engineering studies in support of the Development of High-Speed Track Geometry Specification, by Magdy El-Sibaie etl, IEEE/AS ME Joint Railroad Conference, March 18-20, 1997, Bos ton, Massachusetts . Track geom etry for high speed railways , by Martin Lindahl, Railway Technology, Departm ent of Vehicle Engineering, Royal Ins titute of Technology, Stockholm .

9.2

9.3

9.4

9.5

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