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Design Loads For Bridges On High Speed Routes of 250-350 KMPH
Design Loads For Bridges On High Speed Routes of 250-350 KMPH
724
Sr. Professional Course (Bridge & General)
PROJECT REPORT
ON
PRESENTED BY
UNDER G UIDANCE OF
Sri SURESH GUPTA
DEAN, IRICEN, P UNE.
CONTENTS
SR. NO. DESCRIPTION PAG E NOS.
1 INTRODUCTIO N 1-4
High Speed train operations are catching world wide attention from las t 30-
40 years s ince Japan in troduced high s peed train s ervices way back in early
60’s . 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. 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
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.
Page 1 of 28
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.
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k m r u n C U M U L A T I V E N U M B E R O F R U N S F i g u r e 2
A T V E R Y H IG H S P E E D ( S N C F )
2 0 0 0
4 4 r u n s a t V > 4 5 0 k m / h
1 5 0 0 9 r u n s a t V > 5 0 0 k m / h
? T e s t s T G V 1 4 0
? T e s t s V 2
? T e s t s T G V 1 7
1 0 0 0 ? T e s t s T G V 8 8
5 0 0
S 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
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 ¼ 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 sub-
grade 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
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
(Stockholm -Gothenburg), Italy (Rom e-Florence and Rom e-Milan) and the
United States (Boston-Was hington) are examples in this type of
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.
(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
Page 6 of 28
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.
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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.
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4. SALIENT FEATURES OF A HIGH SPEED CORRIDOR:
Page 9 of 28
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.
Speed (km/h)
Parameter
270 300 350
Radius (m)
Recommended 3846 4545 7143
Normal 3226 4000 6250
Exceptional 3125 4000 5556
Max Cant (mm)
Normal 180 180 180
Exceptional 180 180 180
Cant deficiency (mm)
Normal 100 85 65
Exceptional 130 100 85
Cant excess (mm)
Normal 100 110 --
Exceptional 100 110 --
Variation of Cant deficiency
(mm/s)
Normal 30 30 30
Exceptional 50 50 50
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Recomm ended and m inimum horizontal curve radius as a function of
speed as per Swedish Standard is presented in Table 2.
Speed ( km/h)
Page 11 of 28
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
2
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.
Page 12 of 28
Minim um dis tance between track centres adopted by s om e of the high-
speed networks us ing s tandard gauge are given in Table 3 below.
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
Page 13 of 28
30 cm . The characteris tics of ballas t and sub-ballas t on s ome of the high-
speed networks are given in Table 4.
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 :
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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.
Page 15 of 28
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.
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 .
Page 16 of 28
need to be planned. However, in unavoidable circumstances, level
crossings mus t be interlocked with the s ignals . Sophisticated
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 high-
speed 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 high-
speed 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
TF( 7.2 m Chord )
Transfer Function
1.5
TF( 9.6 m Chord )
1.0
0.5
0.0
0 5 10 15 20 25 30 35 40
Wavelength (m)
Page 18 of 28
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.
Page 19 of 28
7.0 DES IGN LOADS FOR BRIDGES IN HIGH SP EED ROUTE
7.1 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. Dead load
ii. Live load
iii. Forces due to curvature or eccentricity of track
iv. Tem perature effect
v. Frictional resis tance of expans ion bearings
vi. Longitudinal force
vii. Racking force
viii. Forces on parapets
ix. Wind press ure effect
x. Forces and effects due to earthquake
xi. Erection forces and effects
xii. Derailment loads
xiii. Load due to Plass er’s Quick Relay S ys tem (PQRS)
• 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.
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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 = 80 when L 20 m
L
Or
Dynamic increment ( )
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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4
’ = 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.
2 2
’’ = (a /100) (56 exp (-L /100) + 50 (f L/80- 1) exp (-L /400))
Where a = v / 22 ; v 22 m/s
a =1 ; v > 22 m/s
• 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 (Fig-
4-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
Page 23 of 28
Fig-5(i) & 5(ii): Approach s lab
Page 24 of 28
Deflections of s uperstructure, is other m ain cause for riding com fort.
Lim it values for deflection (L/f) dependent on s pan length and s peed under
x LM UIC 71.
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.
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
Page 25 of 28
railways. Finally, concerning the manoeuvrability of the train in m otion, the
riding com fort or vehicle response is an iss ue that should be taken into
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 .
with fexcit = v/Lvehi cle and the firs t natural frequency for bending n0 the
critical speeds can be calculated with the form ula
Page 26 of 28
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.
8.5 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.
8.6 For des igning a High speed bridges, dynam ic sim ulation softwares
becom e the necess ity.
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 .
9.2 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
9.3 “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
9.5 “Track geom etry for high speed railways ”, by Martin Lindahl, Railway
Technology, Departm ent of Vehicle Engineering, Royal Ins titute of
Technology, Stockholm .
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