Dynamic behavior of high speed railway bridges in interoperable lines

• Type: Article in International Conference Proceedings Book
• Date: 2006

Authors

Delgado, R (Author) FEUP; Calcada, R (Author) FEUP; Faria, I (Author) Other; Ribeiro, D (Author) Other; Pinto, JR (Author) Other; Figueiredo, H (Author) Other

Conference proceedings International

Title: Proceedings of the 3rd International Conference on Bridge Maintenance, Safety and Management - Bridge Maintenance, Safety, Management, Life-Cycle Performance and Cost

Pages: 167-168

3rd International Conference on Bridge Maintenance, Safety and Management - Bridge Maintenance, Safety, Management, Life-Cycle Performance and Cost

Porto, 16 July 2006 through 19 July 2006

Indexing

ISI Web of Knowledge

Scopus - 0 Citations

Other information

Authenticus ID: P-007-P0T

Abstract (EN): The dynamic behavior of different types of bridges in interoperable lines, in which the Technical Specifications for Interoperability (TSI) are applicable, has been performed for both the actual high-speed real trains and the HSLM load schemes. The response of the bridges was assessed in terms of structural safety, traffic safety and passengers comfort, based on the most recent criteria established in the Eurocodes. Four different types of bridges were analyzed, the first existing in a conventional line and the others part of high-speed railway lines: a metallic bowstring arch bridge, a prestressed concrete voided slab bridge, a prestressed concrete box girder bridge and a composite twin girder bridge. The bowstring metallic arch bridge, the Alcácer do Sal bridge, consists of 8 simply supported spans, ranging from about 14 to 50 meters in a total of 291.25 m, and only one track. This bridge belongs to a conventional line that has been subject of a number of interventions for allowing the passage of new trains traveling at speeds higher than those to which it had been originally designed for. The main goal of the study was the evaluation of the dynamic effects resulting for the passage of the high-speed "Alfa Pendular" tilting train, in order to conclude about the performance of the structure up to the maximum speed reached by these trains, which is 220 km/h, complemented with the investigating of the dynamic behavior of the bridge for the passage of other trains, currently in use in the European high speed railway network. The dynamic analyses were performed for the passage of the high-speed trains VIRGIN, TALGO, TGV, EUROSTAR, THALYS, ICE2 and ETR-Y, with a range of speeds from 140 km/h to 420 km/h (1.2 x 350 km/h), and, for the "Alfa Pendular" up to a speed of 265 km/h (1.2 x 220 km/h). The maximum displacement, equal to 2.65 cm, was obtained for the TGV train at a speed of 365 km/h, significantly lower than that resulting from the application of the loading model LM71, majored by the respective dynamic factor, equal to 3.50 cm (3.35 cm x 1.04). The prestressed concrete voided slab bridge, in the Córdoba-Málaga high-speed railway, has a total length of 415.0 m, comprising a continuous deck with seventeen spans. From the structural safety point of view table it was concluded that the bending moments obtained using the dynamic analysis are considerably lower than those resulting from the application of the LM71 and SW/0 load models. The relation between these values is of 2.8 for the 1st span, 2.9 for the 2nd span and 4.3 over the support element. The prestressed concrete box girder bridge, one of the most frequently used solutions for bridges with spans around 40 m to 60 m, included in the Córdoba-Málaga high-speed railway line, has simply supported spans of 46 m. The dynamic analysis enables to concluded that the highest effects were obtained for the passage of the VIRGIN train at a speed of 270 km/h, the resonance speed corresponding to the excitation of the structure with a frequency of the first mode shape of the bridge. The maximum values of displacement and acceleration were obtained for the passage of the different HSLM-A loading schemes, with values slightly higher than the ones obtained with real trains. It was, also, concluded that, in general, the response is dominated by the contribution of the first mode shape. For a speed of 270 km/h, to which resonance occurs in the deck, the contribution of the first mode shape represents about 97% of the global response, both in terms of displacements and accelerations. The composite twin girder deck, used in continuous schemes with span lengths ranging from 40 m up to 65 m, a very competitive solution in France, consists of a 333 m long composite twin girder deck located on the French TGV Nord line. The bridge is continuous over its entire length, comprising 7 intermediate spans of 40 m and 2 end spans of 28 m and 25 m. From the analysis performed it can be concluded that the effects induced by the HSLMs are greater than those produced by the real European high speed trains, thus demonstrating the ability of the new models to reproduce the effects of high speed traffic on this type of structures. The highest vertical acceleration levels were registered on the two end spans, reaching a maximum value of 4.29 m/s2 on the 9th span for a speed of 405 km/h (HSLM-A1). This peak values are associated with local modes of vertical bending and torsion. From the track safety point of view it was concluded, in the bowstring metallic arch bridge, that the limit of 5 m/s2 (¿0.5 g) was exceeded at diverse speeds. For the other three bridges the vertical accelerations of the deck obtained from the analysis of the Real Trains are lower than the limit value of 0.35 g (¿3.5 m/s2) in all situations, except for the composite twin girder deck where this value is higher on the 5th span with HSLM-A3 at a speed of 330 km/h (3.75 m/s2) and on the 9th span for speeds over 400 km/h (4.29 m/s2). For the bowstring metallic arch bridge it was observed that the level of comfort would be very good for speeds up to 280 km/h, and good for higher speeds. Very good level of comfort for the passengers was obtained for all the others bridges. © 2006 Taylor & Francis Group.

Language: English

Type (Professor's evaluation): Scientific

No. of pages: 2