Beruflich Dokumente
Kultur Dokumente
New evolutions for high speed rail line bridge design criteria and
corresponding design procedures
D. Dutoit
Systra, Paris, France
ABSTRACT: The high speed rail lines bridges have always had specific design criteria. Never-
theless, with the new development of the analysis of rail stresses due to rail structure interaction,
some of the initial criteria used in France can be replaced by limitation of the rail stresses, as
described for instance in the Eurocode. This can lead to significant savings, especially in highly
seismic zones.
In order to address the concerns described above, specific design criteria had been developed by
several national codes.
These specific criteria involved:
A limitation of maximum distance between bridge expansion joints when using a continuous
welded rail, in order to limit the additional stress in the rail due to the difference of displacement
between the structure and the rail.
A maximum rotation at bridge ends in order to limit the additional stress in the rail due to bridge
end displacement and the corresponding force transmitted by the elasticity of the ballast or of the
rail supports in the case of slab track and to ensure the stability of the ballast. This may control
the deck rigidity.
A maximum displacement of the bridge when the maximum braking and acceleration force is
applied: this may control the foundation, pier and bearing design.
In the new evolution, instead of controlling the additional stresses in the rail by the above
mentioned limitations, a complete analysis of the additional stresses in the rail due to the bridges
supporting the track is limited to the followings
72 N/mm2 compression (Risk of track buckling in compression)
Ballasted track
92 N/mm2 tension
3 MAIN CONSEQUENCES
These new design procedures can induce a significant saving in the substructures (foundation,
piers). These savings may be magnified in seismic areas. Since the loads applied by a given
Downloaded by [Engineers Australia ] at 04:20 31 March 2016
earthquake increase with the substructure rigidity, the additional elasticity of the substructure due
to the new HSR service load criteria will also induce a significant saving in the seismic analysis
of the structure.
The following examples show that the simplified method (no track structure interaction modelled)
used to avoid computerised calculation (track structure interaction modelled) is generally too con-
servative and cannot identify the critical points on the line where very high bearing reactions can
occur.
In the following examples, we compare the simplified method and the computerised method on
a simple case:
Train type UIC 71
Ballasted track
Straight track
Double track
Rail type UIC 60
Succession of 30 m simply supported spans.
4.1 Comparison between the simplified method and the computerised method optimisation of
the pier and foundation
(a) Simplified method:
In the case of a succession of simply supported spans, the braking and acceleration forces applied
on one span are fully transmitted to the bearings of the span.
In the case of a 30 m simple span, the longitudinal braking and acceleration forces are:
The bearing reaction under temperature effect is calculated using the formula 8 L (L is the
length of the span). It can be estimated at 8 kN/m 30 m = 240 kN.
The maximum allowable relative displacement under braking and acceleration forces between
two decks is = 5 mm. Therefore, the minimum stiffness of the pier and foundation is:
F
K= = 318000 kN/m (2)
Each pier and foundation shall have a stiffness higher than 318000 kN/m.
Figure 2. Stresses in the rails under Temperature, braking/acceleration and live loads.
The maximum bearing reaction is 1019 kN. This represents only 64% of the value given by the
simplified method (1590 kN).
It can also be noticed that the bearing reaction under temperature effect is almost zero compared
to 240 kN calculated by the simplified method.
(c) Analysis of the results:
The table below shows the results of the computerised calculations.
Table 1.
Results Allowable limits Ratio
In addition, the bearing reaction under temperature, braking/acceleration and live loads is only
56% of the value given by the simplified method.
(d) Conclusion:
It is therefore possible to optimise the piers and foundation. Additional calculations show that even
if the pier stiffness is reduced by more than 2, the safety of the track is still ensured.
The bearing reactions calculated by the computerised method are also around half of the value
calculated by the simplified method.
4.2 Comparison between the simplified method and the computerised method Identification
of the critical points on the line
Due to the link between adjacent girder created by the track, a force applied on one span is
transmitted to the adjacent spans.
In some case, where there is a sudden variation of pier stiffness, a bearing reaction may be higher
than the one calculated using the simplified method (see 4.1.a). The simplified method is, in these
cases, too favourable.
The case studied here is the same than the previous one (pier stiffness equal to 318000 kN/m),
but one pier has a stiffness much higher than the other (due for example to a sudden variation of the
ground level). We study in detail the bearing reactions on this pier under braking and acceleration
forces.
25 span (30 m)
Conclusion
The maximum bearing reaction is 2036 kN, which is 128% of the value calculated using the
simplified method (1590 kN see 4.1.a).
Additional calculations shows that, in case of slab track, it is even more unfavourable. The
maximum bearing reaction is then 155% of the value calculated using the simplified method.
The new computarised method allows therefore a better identification of the overstressed areas,
and allows to make the required changes necessary to have a safer track.