Railway traffic actions and combinations with

other variable actions

Autor(en):

Gandil, Jacques / Tschumi, Marcel A. / Delorme, Frdric

Objekttyp:

Article

Zeitschrift:

IABSE reports = Rapports AIPC = IVBH Berichte

Band (Jahr): 74 (1996)

PDF erstellt am:

26.06.2015

Persistenter Link: http://dx.doi.org/10.5169/seals-56074

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Railway traffic actions and combinat

Einwirkungen aus Eisenbahnverkeh
Einwirkungen, die nicht
Actions de circulatio

et combinaisons avec les actions autre

Jacques GANDEL
Former Head of Structures Division
French National Railways
Paris, France, from 1984 to 1992.
Jacques Gandil bom in
1928, graduated in Civil

Engineering from Ecole

Nationale des Ponts et
Chaussees in Paris. He

ofthe Structures
Division at SNCF for
was head

years and represents the

latter at the Bridge Sub9

1^

committee ofthe
International Union of
Railways (UIC). He retired

in

Frederic DELORME

1992.

230

1.

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

Introduction

This article contains a presentation ofthe current thoughts of European railway companies
about the contents of ENV 1991 3 Standard "Traffic loads on bridges" - Part 6 which is called
"rail traffic actions and other actions specifically for railway bridges" (EC 1 3, Part 6) This
provisional draft for the Eurocode has been made by 6 railway experts from a number of
European railway undertakings, who incidentally are members ofthe Bridge Sub-committee of
the International Union of Railways (UIC)

ENV 1991-3 (EC1-3 part 6) needs to be completed and tested before it is put to the vote as an
EN Groups of loads and combinations of actions, among other things, are still being discussed
by European railway administrations Therefore, the following should be considered as initial
thoughts which is slightly different from the ENV prescriptions and application rules, taking
into account the early observations raised by BANVERKET (Sweden), DB-AG (Germany)
and SNCF (France)

This part ofthe Eurocode is essential for the railway administrations which will be involved in
the future European High-Speed Rail System

As a matter of fact, in conjunction with the Eurocode development, Engineers have been given
a two-year timescale to produce a common technical response to the E U directive on
interoperability ofthe European High-Speed Rail System The purpose of this directive is to
enable the Operation of any type of train, whether existing or yet to be developed, for speeds of
250 km/h and above, on the totality ofthe network

To achieve this goal, an Organization was set up consisting of representatives from UIC
(railway companies) and UNIFE (railway manufacturers) and is supported by editorial groups
in charge of technical specifications on interoperability (STI) This specification will be
mandatory for designers and suppliers of high speed sub-systems (infrastructure, rolling stock,
power suppiy Systems, command/control Systems) The Organisation is further supported by a
coordination group addressing interfaces between these various sub-systems So far as bridges
are concerned, STI will refer to the Eurocode
The interoperability parameters applicable to bridges are the following

*for railway actions vertical loads, horizontal static loads (in particular, braking and traction
forces, slip-stream effects, load combinations) (see 6 3 to 6 7)

*for traffic safety criteria permissible girder vertical accelerations, twists, rotations and
horizontal deformations (see

2 in appendix G)

It should be noted that the operating comfort and durability of structures are not assumed as
essential interoperability requirements

for bridges

The parameters relating to rolling stock which have an impact on bridge interoperability are as
follows axle load, axle spacing, operating speed, vertical Suspension characteristics (or
transfer function) braking and traction forces, train aerodynamic drag coefficient The rnge of
charactenstics required for future high-speed trains will have to be validated by the
coordination and interface group

J. GANDIL, M.A. TSCHUMI,

F.

DELORME AND

VOIGNIER

231

Vertical load modeis

2.

To design railway bridges, various vertical load modeis must be taken into account, as

follows

UIC 71
+

Vertical load
modeis

Unloaded
train

SW/2

sw/o
Approach

Descnption

Deterministic
(charactenstic
nominal values)

Deterministic
(charactenstic
nominal values)

Normal traffic
see load model
below

Heavy load traffic

see load model
below

Static

Yes,

assessment

multiplied
by a factor a

Dynamic
assessment

Fatigue
assessment

if specified
Dynamic effect is
taken into account
by a multiplying
factor <J>, within a
field of application
Normal traffic mix
is taken mto
account by UIC 71
(including the
dynamic factor d>)
multiplied by a
factor X

Deterministic
(charactenstic
nominal
values)
a 12 5kN/m

uniformly
distnbuted
force

If specified

Yes

Dynamic effect is
taken mto account
by a multiplying

No

Train types
for fatigue
Col lectionof trains

No

of

representative

traffic
* 12 train types,
* Standard traffic

mix,

* heavy traffic mix

No

To be used for
dynamic calculation,
outside ofthe field of
application ofthe
dynamic factor <J>
No

factor <D, within a

field of application
No

Actual trains
for dynamic
calculation
Actual trains,
especially present
high speed trains all
over the world
For instance,
AVE, ETR,
EUROSTAR,
ICE,TGV
SHINKANSEN
No

No

If specified
Standard traffic

mix,
or, heavy traffic

mix with 250kN

axles,
or, special traffic

mix as a
combination of
tram types
Table 1
fl) European Rail Research Institute (ERRI), Union Internationale des Chemms de fer (UIC)
4 x 250 kN
Fig 1 UIC71 LQAP MODEl
80 kN/m

0m80+ lm60
Fig 2 SW/Q AND SW/2 LOAD MODELS
Load model
qvk (kN/m)
a(m)
133
SW/0
15,0
SW/2

150

Fig 3 TGV AXLE LOADS

V 350km/h
L 237,60 m
q

Rvk

7,0

(as an example^

21,5 kN/m

4xl70kN

L, ll,0i

5100kN

3!

FigT 4

TRAIN TYPE N7 (as

10350 kN

an example)

3,0

qVk

5,3

25.0

SQ

IQ
V= 120 km/h
L= 196,50

c(m)

+ lm60 + lm60 + 0m80

3,0

3xl70kN
3h

15,71
3,0

6x225kN

3xl70kN

8x(2xl70kN)

15,7|
3,0

3,0

4 x 225

kN

15,7||3,'3,
3,0

x (4 x 225 kN)

52,7 kN/m

185

17,8

3,0

4 x 225 kN
8

4xl70kN

17,8

8x 178

35

11,0

3,0

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

232

Groups of loads, combinations of actions and specific railway

3.

assessments

Horizontal forces

3.1

Together with vertical loads, some horizontal forces due to rail traffic must be taken into account:
traction and braking forces (see ENV 1991-3, 6.5.3 and 6.5.4) aet at the top ofthe rails m the
longitudinal direction ofthe track; when the track is contmuous at one or both ends ofthe bndge, only a
Proportion of these forces is transferred through the deck to the beanngs, the remainder ofthe forces are
transmitted through the track where it is resisted behmd the abutments. This is called interaction between
the track and the bridge due to traction and braking
centrifugal forces (see ENV 1991-3, 6.5.1) are considered fully transmitted through the deck to the
bearings;
nosing forces having generally only local effects.

Groups of loads and rail traffic action

3.2

The simultaneous effects ofthe various vertical and horizontal forces due to the railway traffic is taken into
account by considering the groups of loads, as follows (boxed values):
Groups of loads

Nbof

Group

Loaded

LM71=

loaded

track n

UIC71+

11

Tl
Tl
Tl
Tl
Tl
Tl

i-

One

track

K4

':

12
13
14
15
21

h*

22

31

s
',

Three
tracks
or
more

Traction and
braking

Centrifugal
force

Nosing
force

[0,5]
[1,0]
[0,5]
[0,5]
[1,0]

[0]
[0]
[1,0]
[0]
[0]

[1,0]
[1,0]
[1,0]
[1,0]
[1,0]
[1,0]
[1,0]

[0]
[0]
[0]
[0]
[0]
[0]
[0]
[0]

[1,0]
[1,0]
[0,5]
[0,5]
[1,0]
[1,0]
[0,75]
[0,75]

[0,5]
[0,5]
[1,0]
[1,0]
[0,5]
[0,5]
[0,5]
[0,5]

[0]
[0]
[0]
[0]
[1,0]
[1,0]
[0]
[0]

[0]
[0]
[0]
[0]
[0]
[0]
[0]
[0]
[0]

[0,5]
[0,5]
[0]
[1,0]
[1,0]
[0]
[1,0]
[1,0]
[0]

[0,75]
[0,75]
[0,75]
[0,375]
[0,375]
[0,375]
[0,375]
[0,375]
[0,375]

[0]
[0]
[0]
[0]
[0]
[0]
[1,0]
[1,0]
[1,0]

[0]

[0]
[0]
[0]
[0]
[0]
[0]
[0]
[0]
[0]

Tl
T2
T3

33

[1,0]
[0,5]
[1,0]
[1,0]
[0]

[0,75]
[0,75]
[0,75]
[0,75]
[0,75]
[0,75]
[0,75]
[0,75]
[0,75]

Tl
T2
T3

32

[0]
[0]
[0]
[0]
[1,0]

Tl

Tl
T2

24

',\

train
[0]
[0]
[0]
[1,0]
[0]

T2

Tl
T2

23

\j

Ln loaded

[1,0]
[1,0]
[1,0]
[0]
[0]

[0]
[0]
[0]
[0]
[0]
[0]
[0]
[1,0]

T2

Two
tracks

SW/2

sw/o

tracks
*

Horizontal forces

Vertical forces

Tl
T2
T3

table 2
to be considered m designing a structure supporting one track
to be considered in designing a structure supporting two tracks; that means all the groups from 11 to 24
to be considered m designing a structure supporting three tracks or more that means all the groups from

The multicomponent action due to railway traffic from the groups of loads above should be chosen m order
to determine the most unfavourable effect for each assessment. Embankment loading can be added, when
relevant.

lto33

J. GANDIL, M.A. TSCHUMI,

33"

F.

DELORME AND R VOIGNIER

233

Other variable actions

Some other actions must be taken into account. For instance :

aerodynamic effects (slipstream due to railway traffic, see ENV 1991 -3, 6.6), should be
considered as a separate variable action,
non public footpaths loads (see ENV 1991-3, 6.3.6.1)),
wind forces (see ENV 1991 -2-4),
temperature effects (see ENV 1991-2-5), including interaction between track and deck of
bridges (see ENV 1991 -3, 6.5.4).

Representative values of the rail traffic action

3.4

Each traffic action, as defined in ENV 1991-3, part 6, must be considered as a characteristic
value, for combination with non-traffic actions.
The other representative values are defined by multiplying by factors T^ (infrequent values),
Tj (frequent values) and T2 (quasi-permanent): see table 3 below (boxed values).

Combinations of actions

3.5

In order to use Basis of Design format,

factors Yq in table 3 below (boxed values).
Variable actions

Main traffic
action

(Groups of loads)

Other traffic actions

see

combination factors

% and partial safety

Yq

M>o

Vi

Vi

M>2

[1,45]
[1,45]
[1,45]
[1,20]
[1,00] (3)

[0,80]
[0,80]
[0,80]
[0,80]
[0,80]

[1,00]
[1,00]
[1,00]
[1,00]
[1,00]

[0,80]
[0,80]
[0,80]
[0,80]
[0,80]

[0]
[0]
[0]
[0]
[0]

[1,45]
[1,45]
[1,45]
[1,20]

[0,80]
[0,80]
[0,80]
[0,80]

[1,00]
[1,00]
[1,00]
[1,00]

[0,60]
[0,60]
[0,60]
[0,60]

[0]
[0]
[0]
[0]

[1,45]
[1,45]
[1,45]

[0,80]
[0,80]
[0,80]

[1,00]
[1,00]
[1,00]

[0,40]
[0,40]
[0,40]

[0]
[0]
[0]

[1,50]

[0,80]

[1,00]

[0,50]

[0]

[1,50]

[0,80]

[0,80]

[0,50]

[0]

Fw"(l)

[1,50]
[1,50]

[0,60]
[1,00]

[0,60]
[0]

[0,50]
[0]

[0]
[0]

Tk(2)

[1,50]

[0,60]

[0,80]

[0,60]

[0,50]

Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.
Gr.

n 11
n 12
n 13
n 14
n 15
n 21
n 22
n 23
n 24
n 31
n 32
n 33

aerodynamic
effects
non public

footpaths

Wind forces
Temperature effects

FwkorFwn(l)

Table

(1)

Whenever^wind action is required to be considered with traffic, the wind action

greater Fw" : see ENV 1991-2.4.

(2)

see

(3)

generally [1,00], to be combined with wind forces, for transversal static equilibrium or lateral internal forces.

vj/0

Fwk

or \|/0 F^, should be taken

ENV 1991-2.5.

as

no

234

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

Design situations and combinations of actions

3.6

of actions are summarized in the following next two

Design situations and combinations

pages table 4 (boxed values).

Table 4 (1/2)
PERSISTENT AND TRANSIENT

SITUATIONS

LIMIT STATES

Ultimate (3)
resistance
static equilibrium

infrequent

frequent

fundamental

infrequent

frequent

quasi
permanent

G Max

G Max

G Min

G Mm

G Max
G Min

COMBINATIONS

fundamental

PERMANENT ACTIONS

Gl

G Max
G Min

G2

Seif weight

Fav

Unfav

9(2)
11(2)

Service

quasi
permanent

fatigue

fatigue

G Max
G Min

135

13

13

13

13

Earth

direct

pressure
and weight

actions

Movable

Fav

loads

Unfav

Fav

11(2)
/
/

135

135

indirect

Settlements

Unfav

actions

Prestressing,
shrinkage and

Fav

Unfav

9(2)
1x13(2)

35x13

creep

\ ariable actions
Grll

Grl2
Grl3
Grl4
Grl5

Gr24
Gr31

actions

Gt32
Gr33
Embankment loads
Other traffic actions
(actual trains,
specific actions)
Fatigue traffic actions

Other
variable

45x0 8
1 45x0 8
145x1
1

lxl

145
145
145
135
145
145
145
145

Other traffic actions

a.

Gr21
Gr22
Gr23

Traffic

145
145
145
12

145

1
1

45x0 8
45x0 8
45x1 0

/
45x0 8
1 45x0 8
145x1
1 45x0 8
1

45x0

145
145
145
12

lxl

145

145
145
135
145
145

145
145

145

45x0 8
1 45x0 8
145x1
1

45x0 8
45x0 8

45x10

/
45x0
1 45x0
145x1
1 45x0
1

45x0

1
1

a.

08
08

08
08

08
08

08
08
08
08
/
06
06
06
06
04
04
04

/
/

/
/
/

/
/
/
/
/
/
/

/
/
/
/

/
/
/
/
/
/

/
/
/

/
/
/

/
/

/
/
/

/
/
/
/
/
/

/
/
/
/
/
/
/
/
/
/

/
/
/

/
/
/
/

08

(1)

/
/
/
/

08

08

/
/

15

15x0

15

15x0 8

08

05

15

15x0

15

15x0 6

06

05

15x0

15

15x0 6

06

06

05

05

Natural actions

Wind

actions
Thermal
Seismic actions
Accidental actions

(1)
(2)
(3)

/
/

/
/

0.8 / 0.6 / 0.4 for 1, 2 or 3 tracks.

0,85 and 1,15 instead of 0,9 and 1,1 when people safety is involved.
General equilibrium of earthworks is not included in this table.
d.
a.

dominant
accompanying

06

J. GANDIL, M.A. TSCHUMI,

DELORME AND R VOIGNIER

F.

235

Table 4 (2/2)
ACCIDENTAL
Ultimate
resistance
static equilibrium

SITUATIONS

LIMIT STATES
COMBINATIONS

accidental

PERMANENT ACTIONS

Gl

accidental

Fav

Unfav

(1)
(1)

seismic

G Max
G Min

G2

Seif weight

SEISMIC

Ultimate
resistance
static equilibrium

G Max
G Min

G Min

[1]
[1]

[1]
[1]

infrequent

seismic

G Max

Service

G Max
G Min

[1]
[1]

[1]
[1]

Earth

Direct

pressure
and weight

actions

Movable

Fav

[1]

[1]

[1]

[1]

[1]

loads

Unfav

[13]

[13]

[13]

[13]

[13]

Fav

[0]
(1)

[0]
[1]
[1]
[1]

[0]
[1]
/
/

[0]
[1]
[1]
[1]

[0]
[1]
[1]
[1]

Indirect

Settlements

Unfav

actions

Prestressing,
shrinkage and

Fav

/
/

Unfav

creep

Vanable actions

Grll
Grl2
Grl3
Grl4
Grl5
Traffic
actions

Gr21
Gr22
Gr23
Gr24
Gr31
Gr32
Gr33

/
/
/
/
/
/
/

[0,8]
[0,8]
[0,8]
[0,8]

/
/

/
[0,6]
[0,6]
[0,6]
[0 6]
[0 4]
[0,4]
(1)

[0,8]

[0,8]

[0 5]

[0,5]

Natural actions
Wind

[0 5]

[0,5]

Temperature

[0,6]

[0,5]

[0,6]

[0,5]

10,4]

Seismic actions

Accidental actions

(1)

0 8 /0 6 /0 4 fori, 2 or 3 tracks
dominant
d
a

accompanying

/
/
/
/

a.

a.

/
/
/

/
/

Other traffic actions

actions

[0,6]
[0,6]
[0 6]
[0,6]
[0 4]
[0,4]
[0 4]
(1)

Embankment loads
Other traffic actions
(actual trains,
specific actions)
Fatigue traffic actions

Other
variables

[0,8]
[0,8]
[0,8]
[0,8]

/
/
/
/

R E

[i]

[i]

[i]

[1]

[1]

236

3.7

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

Specific railway assessments

Besides assessments related to structures and materials, there are some specific railway
criteria to be checked (see ENV 1991-3, annex G3).

Cntena
Situations

Normal

Limit states
of bndge
ULS static
equilibrium
ULS

traffic

resistance
SLS

(persistent
and

infrequent
other SLS

transient
situations)

Fatigue LS

Earthquake

ULS static
equilibnum
ULS

Safety

of traffic due to

bndge
Resistance
Static

equilibnum

Durability of bndge

Safety

of traffic due to track

Fatigue

Track

Stress

geometry

in rail

Ballast
compacity

Deflection

of bndge

Durability
ofbndge

X
X
X
X
X

resistance
SLS

Accidental
situations
(derail-

infrequent
ULS static

equilibnum
ULS

-ments
and

resistance

colhsions)

SLS
infrequent

Comfort

J. GANDIL, M A. TSCHUMI,

F.

DELORME AND

VOIGNIER

237

Current research topics

Up to now, research which was conducted with a view to setting up common directives
specific to the development ofa European High Speed Rail System, has highlighted two main
problems raised concerning track safety, they are the dynamic behaviour of bndge girders
under traffic action, and the problems related to the interaction between continuous track and
structure
4.1

Dynamic behaviour under traffic actions (background)

Safety and comfort are two major requirements determimng the deformabihty limits
bndges

of rail

The safety of tram Operations is conditional upon the stnct observance of certain entena
concerning the permanent way It is first important to make sure that the wheel/rail contact is
still maintained despite the oscillations ofthe structure and the train dynamic trajeetory As a
result, the ascending vertical acceleration onto axles and the track twist due to the girder
torsional movements have to be restneted Secondly, it is also necessary to check that the
girders* dynamic oscillations do not cause a reduetion in track stability or loss of track
geometry (in the case ofthe ballasted track, this can give a lateral stability defect)

To prevent any discomfort when a tram is crossing a bndge, passengers should not be subject
to excessive levels of vertical acceleration These accelerations are generated, on the one hand,
by bndge oscillations and, on the other, by the damping from vehicle body suspensions
The deformabihty entena that should be assumed for specific checks on the serviceability limit
State ofthe railway bndges are shown m appendix G 3 The limitations on the natural
frequency are shown in item 6 4 3 Such limitations should guarantee that the dynamic stresses
due to actual trains at speeds smaller than or equal to 220 km/h, remain smaller than the
stresses calculated with the UIC loading scheme, including the dynamic factor In the 70's UIC
developed a dynamic increment factor from a Statistical survey on existing bndges' stiffhesses
Therefore, new design bndges should not be made more flexible than existing bndges At very
high speeds (in excess of 220 km/h), this check has to be supplemented by dynamic
calculations under actual traffic as shown in appendix H, in order to cover any resonance or
excessive Vibration ofthe girder
The calculations and measurements made by the vanous UIC members on the permanent way,
girders and vehicles have led to the determination ofthe following limits for high speeds the
vertical acceleration ofthe girder is limited to 0,35 g (wheel/rail contact entena and ballast
loosening), twist to 0,4 mm/m (wheel/rail contact entenon), rotations at girder ends to a level
usually compnsed between 0,5 10 ~3 and 10 "3 rd under an actual train (rail breakage entenon
-due to excessive tensile strength or to track buckling resulting from excessive compressive
load- and ballast looseness entenon), the vertical accelerations on vehicle bodies to a level
between 0,1 and 0,2 g (depending on the level of comfort required)

Detailed investigations into the dynamic behaviour of structures should be made by

calculations appropnate to the structures to solve the equation ofthe dynamic movement
bending beams using the finite element method This equation is the following

of

.d^qx) dy(t x) d2 ^T/ x d^yft x)

x
m(x)~dt2
The finite element method consists of determimng successive Vibration modes on the structure
and then in calculating the structural response by model supenmposition, with the selection of
train speeds likely to result in resonance situations (so called "entical" speeds)

+c^r+^EI(x)^2 -**>

238

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

J%

The study on the train dynamic behaviour is carried out on the basis of calculations
deterrnining the Za(t) displacement at the level ofa bogie and the vertical acceleration onto the
body including bogie Suspension characteristics which are obtained by the integration of the
z(t) differential equation where
:

d2z
,dz dza
2,
xx

0
2c;n(-~f) + (z(t)-za(t))
+
n
dt dt
dt2
x

n: is Vibration ofthe body/bogie assembly.

and : is the damping/critical damping ratio.

z(t)

Bridge deformation
at moment

z.(t)

t
x

Trajectory of bodies - modelling

VAU)

r(m/s)

0.6

0.64

'

1.25

ZA

'

3.75

'

7^

6.25

0A15 FH V=274 6 km/h ACCELERATION

'

10

8.75
AT UK)

12.5

TI

11.25

SPAN

Midspan of continuous bridge

acceleration at resonance

JPm

J. GANDIL, M.A. TSCHUMI,

F.

DELORME AND

P.

VOIGNIER

239

3.0

Zs

l*

2.0

i^

1.0

2
o

100

bodies

structure

300

200

zE

-= CN

100

400

speed

Example

structure occeterotion
structure deflection

200

400

300

speed

of complete analysis ofvibratory behaviour

Track structure interaction (background)

When a track is continuous at least at one end ofthe bridge, the longitudinal forces generated
by the track are distributed as a result ofthe interaction between track and structure. The
4.2

longitudinal force components transmitted to each element (bridge and track) depend on track
resistance to longitudinal displacement in relation to the adjacent structure or substrueture, and
on the girder resistance to longitudinal displacement, hence on the stiffness of bearings
(bearing devices, piers, foundations). The additional forces exerted on the track will have to be
withstood by the track ; the force components affecting the bridge will have to be taken into
consideration for the design ofthe structure.

device

rexpansion
where fitted

RaiH
V/VS

mm .mn

*""

l^w-l

j|

*W}
^-Structure

Model of structure for interaction

t\vs

PM

RAILWAY TRAFFIC ACTIONS AND COMBINATIONS

240

iPk

The loading cases likely to generate additional horizontal forces are essentially : thermal
expansion, horizontal traction and braking loads, angular rotation ofthe structure at the
bearings.

For each of these determinant factors, item 6.5.4 gives values for the design of structures
under the interaction effects from a ballasted continuous track and takes into account the
variations of permissible stress increment factors in long-welded rails. These interaction effects
are essentially the girder maximum expansion lengths, the permissible girder longitudinal
displacement under braking and traction forces, permissible bending rotations at the level of
bearings, the bearing reactions due to thermal loads, the bearing reactions due to braking and
traction.
:

However, it should be noted that the design assumptions ofthe ENV relating to the interaction
only reflect the case of ballasted structures with either isostatic girder and a fixed bearing at
one end, or continuous girder and fixed end or intermediate bearing, and with track equipped
with UIC 60 rails, providing for a Standard track behaviour law on its bearing and that they are
only valid for certain temperature ranges ofthe rail and ofthe structure.
The other cases (different track equipment, direct fastened track, sequence of isostatic or
continuous girders, etc.) are subject to specific requirements in each railway. A UIC committee
of experts has been set up to conduct modellings, tests and measurements, so as to achieve a
Joint specification by the end of 1997, this deadline being both applicable to EC1 and STI.