PhilippeRamondenc Critical Aspects of The High-Speed Rail Infrastructure

Critical Aspects of the
High-speed rail infrastructure
Philippe RAMONDENC
SNCF – Head of Engineering Department - FRANCE
Critical aspects of the High-speed rail infrastructure
ªRequirements of high speed
Why should we be concerned?

Requirements of high speed
ª General information
Speed record set on 29th March 1955 : 331 Km/h

What does the Infrastructure

consist of?
What are the particular requirements for high-speed rail

infrastructure?
Perfect rail/wheel contact,
Particular loads and stresses,
Dynamic and aerodynamic effects,
Noise and vibrations .

Consequences of these particular

requirements :
Continuous, welded rails (CWR) are a

necessity,
Need for controlled elasticity in the

track to reduce the effects.
High speed on an infrastructure = obligation to solve

some requirements concerning :
Its environment,
The infrastructure itself,
The track,
The vehicle.
ª Environnemental requirements
The environmental requirements concern the infrastructure’s
insertion in its site
ª Requirements for the infrastructure

The requirements for the infrastructure itself mainly concern :
its stability,
its strength,
its deformability,
its longevity.
ª Requirements of the track
The track imposes its laws on the infrastructure, which

ultimately just has to support it : without the track there is
no need for an infrastructure!
In the 19th century, the French dictionary definition of

an Ouvrage d’Art (a civil engineering structure) was
"a structure designed to ensure the continuity of a railway."
The infrastructure must therefore guarantee the integrity of

the track and the continuity of the rail.
ª Requirements to the vehicle

Earthworks, embankments
and cuttings
Earthworks, embankments and cuttings
The specifications require a high
standard of track geometry
ª Principles of design
Recommended settlement criteria :
Normal zones: "maximum settlement < 10 cm with

settlement rate < 1 cm/year for 25 years",
Proximity to civil engineering (CE) structures :

"absence of differential settlement between structures
and embankment" hence the need for specially
designed structures.
Course layer
Typical cross-section of a high-speed rail platform

The materials are selected to guarantee the durability and

longevity of the embankments
Example of sub-ballast materials
ª Dimensioning and constructive dispositions

Normal track bed structures
Track bed structures with sub-ballast layer added

bearing capacity characteristics to take into account

(bearing soils) or to determine (treatment of levelling
courses and sub-ballast layers)
Ground support - Reference

load-bearing capacities
-S1 ‘tolerable’ quality soil 30 Mpa
-S2 ‘good’ quality soil 50 MPa
-S3 ‘very good’ quality soil 80 MPa

Ground support Improvement of levelling courses

-S1:
. Treatment over at least 35 cm
. Objective of 40 MPa
-S2
. Treatment over at least 35 cm
. Objective of
» 50 MPa if granular solution chosen
» 80 MPa if treated
-S3:
.Treatment prohibited
.Objective of 80 MPa
Treated sub-ballast layer

-Objective of
. 120 MPa treated sub-ballast layer
. 80 MPa granular sub-ballast layer
Sub-ballast layer ª Dimensioning and constructive dispositions
Draining of surrounding
peat and anthropogenic fill
(1.5 to 5 m)
Network of prefabricated
vertical drains
(1.40 m triangular mesh)
ª La grave bitume : a particular constructive disposition
New material : « grave bitume »- expected advantages :
Makes work easier
Savings in sub-ballast
Facilitates maintenance
Reduces structure thickness

ª Draining of the platforms and hydraulic constraints
Rail infrastructures are highly

vulnerable to hydraulic
hazards,
ª Draining of the platforms and hydraulic constraints
Many malfunctions occur

with rail traffic
ª Draining of the platforms and constraints hydraulic
Precautions to be taken :
Surveying natural flows,
Evacuation of overhead water,
Drainage of platforms,
Drainage of ground water.
Rocky Thalweg
Particular operations for draining residual water from

structures :
Various watertight facings and extraction techniques,
Drawdown basin at the

bottom of the excavation.
Draining of the platforms and constraints hydraulic
In the "track design" phase, it is indispensable to

integrate the hydraulic constraints !
Cross-section of a prefabricated ditch with

weepholes
Laying a perforated drainage pipe

Earth ditch with sills ª Draining of the platforms and constraints hydraulic
Cross-section of a gutter which can be used for access

Cross-section of a gutter which can’t be used for access

ª Protection against noise effects

The design of platforms, earth embankments must also
take noise pollution into account
Single unit TGV at Single unit TGV at

100km/h 300km/h
9-coach Corail train at 9-coach Corail train at
100km/h 160km/h
10-wagon freight Train at 10-wagon freight Train at
100km/h 100km/h
R701
N
R703 R709
R708
R704
R705
R706
R707
0 100m
Platforms must be
supplemented by
earth or noise
barriers
Shallow foundations
earth embankments and foundations
Pile
foundations
ª Cross winds
A requirement to take into account in the construction of

a new high-speed line
Major impact on equipment for laying fill or building

structures
ª Cross winds
Physical phenomenon :
Shifting of load from one rail
Overloading on the other rail

ª Cross winds
Protection strategy and methodology :
Line security ensured by :
9placing barriers at critical

sites
9"all-weather" transit speed

of 80 km/h
9monitoring network
of anemometers
ª Cross winds
Methodology to be followed :
Characterisation of wind on the line
Characterisation of aerodynamic and dynamic behaviour of TGV

coaches
ª The direct laying

In 1970, SNCF chose the ballasted option for its high-speed
network (speed : 300 km/h).
The track design itself (ballasted or direct) must also take these
requirements into account
Possibility, on a high
speed line, of limiting
the effect of trains
running to values not
exceeding those of
HGVs at conventional
speeds (V≤ 200km/h).
Choice of ballasted track confirmed by :
commercial speed of 300Km/h on the LGV (high speed line)

network over more than 18 years
speed record - 574Km/h on the TGV East

A system of way of original design
1 reinforced concrete slab

2 treated gravel sub-ballast layer
3 track cemented in place with fibrous concrete
4 polyurethane resin sealing
3080
280 2520 280
330
T.N
500
350
340
2000
500 790 500 790 500
500
500
1250
2000
1250
500 2400 1500 2400 1500 2400 1500 2400 1500 2400 1500 2400 1500 2400
500
26800
anchored with sheet piling

Sliding formwork system controlled by means of GPS

Choice of design confirmed by :
Possibility of building a thinner structure
Use of standard concrete
The effects of local

subsidence reduced by
a continuous slab
Track before cementing
Completed track
ª Specially-designed structures
The transition between earth embankments and

civil engineering structures requires very specific
measures to be taken to ensure adequate
continuity in the elasticity of the track and its
course layer
Specially-designed
structures in railway
bridges on the LGV
East
Bridges and Viaducts

Criteria to take into account when designing bridges and

viaducts :
Ground/structure interaction,
Interaction between track/CE structure,
Interaction between vehicle/track and

CE structure.
Railway bridges :
specific design characteristics !
ª The Service Limit States
During the design process, a number of checks need

to be carried out :
To the ultimate limit states – ULS,
To the service limit states– SLS.

Some SLS are specific to railways.

Compliance with SLS is critical for railway
infrastructure safety.
Stability of the track course,
Continuity of the track,
Rail/wheel contact,
Ride quality.
Checks to be carried out to ascertain the stability of the

track course (sleepers embedded in the ballast)
9 Ballast acceleration,
9 Ballast decompression
(at the edges).
Checks to be carried out to ascertain the track continuity
9Stress in the rail (function of the behaviour scheme)

Checks to be carried out to ensure rail/wheel contact
9 Warping
9 Horizontal and vertical

angulation
9 Deck acceleration
Checks to be carried out to make sure of ride quality for users
9 Deck deflection
These railway SLS only make sense if the

structure’s deformations are reversible!
Earthquake
SLS
ª The UIC 71 load model
The static sizing basis for railway bridges is the

UIC71 load model. Its dynamic effects are partly
modelled by a ‘static equivalent’, the ΦUIC
coefficient.
ª The UIC 71 load model
250 kN 250 kN 250 kN 250 kN
80 kN:m
80 kN:m
illimité 0,8 m 1,6 m 1,6 m 1,6 m 0,8 m illimité
The UIC 71 load model

ª The effect of fast loading
δ4y (x,t) δy (x,t) δ2y (x,t)

EI +C +m = p (x,t)
δx4 δt δt2
y(x,t) is the deflection of the beam as a function of the abscissa and

time, E, I, C, m are the deck’s mechanical characteristics.
= 1+ϕ’
The dynamic increase coefficient

with an actual train, the UIC is written fully as :
1 + φ = 1 + ϕ’ + λϕ’’
0≤λ≤1
ϕ’’ takes into account the track’s maintenance condition; it is a coefficient
based both on theory and experience
- L2 - L2
a 100 n1 L 400
ϕ’’ = 56 e + 50 -1 e
100 80 V
a=
22
According to the track’s condition and as a general rule, we
consider that λ = 0,5
An approximate formula for φ (L) (track in good condition λ=0.5) is :
φ2 = (1,44/√Lφ - 0,2) + 0,82

By proceeding in the same way with a track in poor condition (λ=1, also
used for shearing force) :
φ3 = (2,16/ √Lφ - 0,2) + 0,73
Lφ is the characteristic length of the element being considered,

given as a function of its span L and its links to the edges.
ª Résonance
How do we take the possibilities of forced resonance

into account ?
The fundamental equation for dynamics thus becomes :
A + B + C = Σ δi (x - Vt) [P+Q sin ωt]

ª Résonance
4
γ = y" (t ) = f ( L ) g ( β , S (λ ))
mπ λ
n0
The dynamic signature which highlights specific exciter frequencies for
v
each train and each speed ( f = ) characterises, by its intensity, the
λ
dynamic aggressiveness of this convoy.
Signature of high speed trains ª Résonance
0
0 5 10 15
ª Résonance
8000
7000
6000
The High Speed Load
5000 Model (HSLM) is
S0
(k 4000 composed by ten TGV
N)
trains which have the
3000
maximum signature, for
2000 each wave length.
1000
0
0 5 10 15 20 25 30
Train D (m) d (m) P (kN)
Wave length λ (m)
1 18 2 170
2 19 3.5 200
3 20 2 180
4 21 3 190
5 22 2 170
6 23 2 180
7 24 2 190
8 25 2.5 190
9 26 2 210
10 27 3.5 220
ª Stability of track layer

Long welded rails
Depuis 30-40 ans, toutes les
voies nouvelles sont conçues
avec des longs rails soudés.
2 criteria to check :
1. Vertical acceleration of the deck less than 0.35g
2. If there is continuity of the ballast, the end of the deck must not
shift by more than 5 mm under braking and 10 (or 8) mm under
the effects of vertical flexion of the deck, in order to avoid
deconsolidation of the deck where it meets the
running track.
Longitudinal displacement under vertical effects
Frail
Fv
F1 F2
f(x)
θ
h
K
20m>LD<60m 60m<LD<100m LD>100m

ª Rail / structure interaction and Rail continuity
What is rail / structure interaction ?

Variations in temperature ΔT (example of iso-static span)
Frail
F1 F2
f(x)
ΔT
F
K
u1 u2
F = Ku1 = ∫ f ( x ) dx = − F2 − F1 ; u 2 − u1 = α L ΔT
Braking (or acceleration) Fb (example of iso-static span)
Frail
F1 Fb F2
f(x)
F
K
u u
F = Ku = ∫ f ( x ) dx = − Fb − F2 − F1
Finite element analysis

In order to evaluate rail/structure interaction with finite element analysis we
need to use the following model
Rail
K
plateforme tablier
Behaviour of the rail/deck connection
Rail u(x) f
f(x)
f(x)
u(x)-v(x)
v(x) 0
Effort normal dans la voie :
Support (tablier / plateforme)
ΔN t = ∫ f (u ( x ) − v ( x )) dx
Analytical model of the connection load f(x)
f f
voie chargée voie chargée
60 kN/m 60 kN/m
voie non chargée

40 kN/m
voie non chargée
20 kN/m
0 2 mm 0 0,5 mm u(x)-v(x)
voie ballastée voie non ballastée

u(x)-v(x)
Acceptability criteria :
Rail continuity :
9 Additional constraints in the rails :

Δσ < 72 MPa in compression
Δσ < 92 MPa in traction
To make sure the constraints in the rail without needing to

calculate them, simplified methods can be used – under certain
conditions :
9 stiffness of the track without load between 20 and 40 kN/m and with
load at 60 kN/m
9 actions stipulated in the SNCF Booklet 2.01 for braking and

acceleration and for temperatures ΔT = 35° C
9 on ballast tracks, expansion devices are not necessary if the

dilatable length LT is < 60 m for metal decks and < 90 m for
concrete and mixed decks
Displacements criteria :
9 5mm underbraking and acceleration

9 10mm under deck flexion
Calculating a displacement from braking with the simplified method
Reduction factor ξ
Total length of the structure [m] Continuous track Thermal dilatation device at one end
Single or double track Single or double track
≤ 30 0,50 --
60 0,50 0,60
90 0,60 0,65
120 0,70 0,70
150 0,75 0,75
180 -- 0,80
210 -- 0,85
240 -- 0,90
270 -- 0,90
300 -- 0,90
For bridges carrying track with an expansion device at each end of the deck, ξ = 1.0
Inert span with double expansion device

Example of functional diagram
AD AD AD
L < 900 m ~ 40 m L < 900 m
fixed bearing
mobile bearing
joint guard-ballast
ª Rail-wheel contact
Several checks necessary :
the twist must be less than the maximum
twist (calculate using UIC system)
g = (θ i − θ i −1 )× 1500 → mm / m
3
Δθ
θ
gie
2
bo
me
mê
’un
3m
xd
ie u
Rail
ss
ee
θ
ntr
ee
1
nc
sta
Di
ª Rail-wheel contact
Several checks are necessary :

Deck acceleration must be less than 0.5g (always checked
beforehand for ballasted track, considering the other criteria to be
checked)
Deck angulation must respect limits
1.8.1.4 flèches horizontales 2 voies chargées

- V≤ 120 km/h θ ≤ .0035 rd (1)
- 120≤V≤200 km/h θ ≤ .0020 rd
- V>200 km/h θ ≤ .0015 rd
(1) pont à 2 voies ou plus

ª Passenger comfort
For dynamic analysis, experience shows that the following
can be considered separately :
deformation of structure,
behaviour of the vehicle on the deformed structure.
Modélisation
Modelling du phénomène
phenomenon
For a ride quality corresponding to 1 m/s²
3.000
V=
2.500 1/2500 350
V=
300
V=
2.000 1/2000
280
V=
250
V=
220
L/δ
1.500 1/1500 V=
200
V=
160
1.000
V=
120
(2)
(1)
500
1/500 20 40 60 80 100
0
0 10 20 30 40 50 60 70 80 90 100 110 120
L [m ]
ª Fatigue
1842 1st accident (Paris - Versailles)

Broken axle: 164 victims including 55 dead
1850 Fatigue phenomenon identified

ª Fatigue
Defect in the metal
« Oval mark »
Fatigue can occur not just for metal but for all materials !
With weld continuity ª Fatigue
oGas cutting
L ≤ 50mm
Grinding of
yes 50 < L ≤ 50mm
connections
no l > 100mm
> 150mm
ª Fatigue
European Community rule for rail bridges
γFF .. λ . ∅ . Δ σuic ≤ Δσ c,t

γ MF
λ = λ 1 x λ2 x λ3 x λ4
with λ1 span + traffic
λ2 traffic
λ3 lifetime
λ4 number of tracks
ª Fatigue
To estimate fatigue under real convoys we use :
- damage mechanics
n actual number of cycles under Δσ
S=
N maximum admissible number of cycles under Δσ
- and continuum damage mechanics.

If the structure is subject to a set of constraint cycles (ni, Δσi)
then S = Σ nii
Si = Σ n
S = ∑ Si = ∑
Ni i
N
ª Fatigue
Each real train T is transformed into an equivalent UIC 71 load model relative to
fatigue, using a coefficient λT, such that, on the cross-section considered where
the calculation is made : S (λT ΔσUIC) = S (ΔσT)
where
λT S (ΔσUIC) = S (ΔσT)
S (ΔσT)
λT =
S (ΔσUIC)
Tunnels
Tunnels
gauges
aerodynamic phenomena/vibratory phenomena
maintenance
safety
Tunnels
ª Gauges
Gauges do not have sufficient clearance for passing

through tunnels with maximum safety and comfort. It
is necessary to take account of aerodynamic
phenomena
Tunnels
ª Gauges
Structure gauges
LR gauge
4,8m
C1 gauge
GC gauge LR : Lorry-rail
GB1(B+) gauge C1 : new lines
GB gauge GC : construction and
reconstruction projects
Gabarit
GA gaugeGA
GB1 : 3 major routes of
3.3 gauge combined traffic
GB : major routes of
combined transport - 9’6’’
GA : minimum gauge
(ultimately) 8’6 ½ ’’
3.3 : double-decked rolling
stock
Tunnels
ª Aerodynamic and vibratory phenomena
Aerodynamic phenomena :
The most critical element when designing the
cross section of an underground structure
Tunnels
Slipstream effect
Strong pressure created by the piston effect of trains

Tunnels
Ensuring safety for personnel
Personnel must be able to work safely in tunnels
Equipment must be able to withstand the pressures

created
Tunnels
Variations of pressure
Standard tunnel pressure diagram
at a point on the outside of the train
Pression extérieure [Pa] 500

0 Outside P
-500
-1000
-1500
-2000
0 5 10 15 20 25
Temps [Sec]
1500
Head of train
Distance [m]
1000 Tail of train
500 Compression
wave
0 Depression
0 5 10 15 20 25 wave
Temps [Sec]
Entrée de la rame
Tunnels
Parameters influencing air pressure in tunnels
Characteristics of structures ΔP en fonction de la longueur de tunnel

(B=0,15)
5000
Δ P max. en 4 s.( Pa)

4000
Characteristics of trains 3000
2000
1000
Train-tunnel interaction 0
0 5 10 15 20
L tunnel/L train
Tunnels
Influence of speed
Evolution de la pression maximale crête à crête

TGV - S=71m² - L=1500m
4000
3000
ΔPmax (Pa)
2000
1000
0
150 200 250 300 350
Vitesse du train (km/h)
Tunnels
Influence of the blockage ratio
Peak to peak maximum pressure curve

TGV - V=300km/h - L=1500m
6000
5000
Δpmax (Pa)
4000
3000
2000
20 40 60 80 100 120
(0.5) (0.25) (0.17) (0.125) (0.1)
Cross-section of tunnel in m2
(blockage ratio in brackets)
Tunnels
Why worry about variations in air
pressure in tunnels ?
Cross-section of human ear
Inner ear Middle ear Outer ear
120
Eardrum Pinna
Eustachian tube Ear
canal
Tunnels
Physiological issues
Diagrammatic illustration of the ear
120
Tunnels
Criteria of eardrum safety
Pressure variation (felt by all passengers) :

< 10,000 Pascals
During entire passage through tunnel (irrespective of time)

Tunnels
Criteria for eardrum comfort
Non-airtight train (outside pressure = pressure inside train)

Pressure < 2500 Pa for a 4 second interval and < 4500 Pa (passing another train)
Airtight train (relatively airtight: pressure variations attenuated)

Inside pressure :
< 1000 Pa (10 s)
Pressure gradient :
< 500 Pa/s. 500 Pext
0 Pint
Pression [Pa]
-500
-1000
-1500
-2000
0 5 10 15 20 25
Temps [Sec]
Tunnels
Indicative values for air sections resulting from the preceding

criteria
Speed Number L<2km 2km<L<4km L>4km

of
tracks
Non-airtight trains 270 VU 82 m2 73 m2 59 m2
DV 97 m2 93 m2 77 m2
300 VU 97 m2 89 m2 70 m2
DV 110 m2 104 m2 91 m2
Airtight trains 320 VU 60 m2 58 m2 55 m2
DV 104 m2
350 VU 64 m2 61 m2 59 m2
DV 135 m2
Tunnels
Old tunnel V 160 – S 42m2 Modern tunnel on traditional line V 160 –

S 56 m2
Tunnel on H-S line V 270 – S 71 m2 Tunnel on H-S line V 300 – S 100 m2
Changes to transverse sections over the last 100 years

Tunnels
The sonic “Boom”
Installing vents at the head
Tunnels
Piston effect on ventilation
speed
m/s
6
5 VENT = 0
VENT > 0
4 VENT < 0
Erdaun Simulation
3
2
With initial wind in same
1 direction as train progress
0 No initial
. wind
-1
With initial wind in opposite
-2 direction to train progress
TIMES (S)
(to = train stopped in tunnel / V120/ S tunnel 50m2)

t0 t0+3’ t0+8’ t0+15’
Tunnels
ª Vibratory phenomena
Vibration emission
Structure noise
Technical solutions
Tunnels
Vibration emissions -Tactile vibratory annoyance
Admissible thresholds
-human sensitivity: 66 dB
-residential - night: 69 dB
-residential - day: 72 dB,
-offices: 78 dB.
Example of spectrum
measured at the apex of an
80m tunnel during passage of
a train
Tunnels
Acoustic disturbance
People living near tunnels report discomfort when the 30 dB(A)

threshold in Leq 1s is reached, above the tunnel, or exceeded when
trains are passing.
Acoustic discomfort is produced by weaker vibrations than those

that produce tactile discomfort.
Tunnels
Solutions used
Tunnels
ª Maintenance
Partial or total sealing
depending on context
Concrete coating
Tunnels
ª Safety
Safety in tunnels is the result of a combination of measures,

concerning :
Infrastructure
Operation
Rolling stock
Tunnels
ª Safety
Shared dispositions
Reaction & resistance to fire
Civil engineering
Dispositions
Road access and parking at head of tunnel 3.1.1 applicable from
400 à 800 m
Routing 3.1.2
Safe conditions for maintenance workers 3.1.3
General safety equipment Dispositions

applicables
Electrical power 3.2.1 beyond 800 m
Lighting 3.2.2
Indicating exits and their distance 3.2.3
Water supplies for fire-fighting

Tunnels in urban or peri-urban environments 3.2.4.1
Tunnels in a country environment non
Communications for emergency services non
Hoisting rings 3.2.6
Return rings 3.2.7

Tunnels
ª Safety
Particular dispositions
Nature of the measures

(civil engineering) Urban lines Intercity lines Mixed lines
Measures 800 - 5 km 5 - 10 km 800 - 5 km 5 - 10 km 800 - 5 km 5 – 10 km
Drainage system (100l/s yes if MD yes if MD yes if MD

mini; 80m3; siphon /50m) no transit no transit non transit
Emergency access
devices (sinks / 800m) yes yes no no no no
Communications between
tubes (width 4.8m / 800m) no no yes yes yes yes
yes if yes if yes if yes if
Helicopter landing site no no unfavourable unfavourable unfavourable unfavourable
area area area area
Anti-smoke-recycling yes if bi-tube yes if bi-tube yes if bi-tube yes if bi-tube yes if bi-tube yes if bi-tube
Ventilation for smoke yes yes no

yes if standard
no
yes if MD or
extraction stock standard stock
Tunnels
Installations at heads ª Safety
Advanced medical
station
Tunnels
ª Safety
Tunnel lighting
in recesses emergency
Tunnels
ª Safety
Typical cross-section of tunnel for V300
Conclusion
The infrastructure
is the fundamental element of the railway system :
in fact it is the ‘rail-way’ itself !
Thank you for your attention !

PhilippeRamondenc Critical Aspects of The High-Speed Rail Infrastructure

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PhilippeRamondenc Critical Aspects of The High-Speed Rail Infrastructure

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Critical Aspects of the

High-speed rail infrastructure

ªRequirements of high speed

Why should we be concerned?

Speed record set on 29th March 1955 : 331 Km/h

What does the Infrastructure

 What are the particular requirements for high-speed rail

Perfect rail/wheel contact,

Particular loads and stresses,

Dynamic and aerodynamic effects,

Noise and vibrations .

 Consequences of these particular

Continuous, welded rails (CWR) are a

Need for controlled elasticity in the

 High speed on an infrastructure = obligation to solve

The infrastructure itself,

ª Requirements for the infrastructure

ª Requirements of the track

The track imposes its laws on the infrastructure, which

In the 19th century, the French dictionary definition of

The infrastructure must therefore guarantee the integrity of

ª Requirements to the vehicle

Normal zones: "maximum settlement < 10 cm with

Proximity to civil engineering (CE) structures :

Typical cross-section of a high-speed rail platform

The materials are selected to guarantee the durability and

ª Dimensioning and constructive dispositions

Track bed structures with sub-ballast layer added

 bearing capacity characteristics to take into account

Ground support - Reference

-S1 ‘tolerable’ quality soil 30 Mpa

-S2 ‘good’ quality soil 50 MPa

-S3 ‘very good’ quality soil 80 MPa

Ground support Improvement of levelling courses

Treated sub-ballast layer

ª La grave bitume : a particular constructive disposition

 New material : « grave bitume »- expected advantages :

Makes work easier

Reduces structure thickness

ª Draining of the platforms and hydraulic constraints

Rail infrastructures are highly

Many malfunctions occur

Surveying natural flows,

Evacuation of overhead water,

Drainage of ground water.

 Particular operations for draining residual water from

Various watertight facings and extraction techniques,

Drawdown basin at the

Draining of the platforms and constraints hydraulic

In the "track design" phase, it is indispensable to

Cross-section of a prefabricated ditch with

Laying a perforated drainage pipe

Cross-section of a gutter which can be used for access

Cross-section of a gutter which can’t be used for access

ª Protection against noise effects

Single unit TGV at Single unit TGV at

A requirement to take into account in the construction of

Major impact on equipment for laying fill or building

Shifting of load from one rail

Overloading on the other rail

 Protection strategy and methodology :

Line security ensured by :

What are the particular requirements for high-speed rail

Consequences of these particular

High speed on an infrastructure = obligation to solve

bearing capacity characteristics to take into account

New material : « grave bitume »- expected advantages :

Particular operations for draining residual water from

Protection strategy and methodology :

Choice of ballasted track confirmed by :

Choice of design confirmed by :

Criteria to take into account when designing bridges and

During the design process, a number of checks need

Finite element analysis

Behaviour of the rail/deck connection