Fig.

5 : Dynamic amplification (DIF) for Case2, 80m Span within speed range of 10 kmph to 360 kmph

Fig. 6 : Maximum Displacement corresponding to maximum DIF3 for Case2, 80m Span
7. CONCLUSION
The response of two superstructures of
bridges with different span lengths subject to
dynamic loads from HST is studied and the
variation in dynamic amplifications are observed
in the results from the analysis carried out by
two methods e.g. with and without vehicle-
structure interaction. The code based dynamic
augment factor [1] is assumed as a benchmark
and can be used for various bridges meant for
HST. However dynamic analysis of bridges after
considering vehicle-structure interaction
becomes necessary for superstructures when
these are proposed to be carrying high-speed-
trains according to this study. Also currently
various types of HST-s are being manufactured
and could be introduced to various sections of a
vast railway network according to the choice of
different authorities. Therefore representative
load models (say HSLM) can generalise and
simplify the dynamic analysis for bridges when
it comes to the design due to load from different
type of high speed trains. This study could also
help in analysis of bridges or flyovers

** Chief Consultant-Newline Consulting Engineers, India , BE, M-Tech(Structures) ; e-mail:

dbhawalnce@gmail.com 7