High-speed Railway Bridges E-Book

José Romo

• Herausgeber: Wiley-VCH
• Kategorie: Wissenschaft und neue Technologien
• Sprache: Englisch

Seitenzahl: 405

Veröffentlichungsjahr: 2023

Beschreibung

The need for large-scale bridges is constantly growing worldwide, as the expansion of transport infrastructures with rail roads and high-speed lines is an important current task in many regions.
This book develops all aspects referring to the structural conceptional design and analysis that are taken into account when planning a bridge or viaduct for a high-speed rail line. That includes the characteristics of the railway traffic such as speeds, actions, limit states, etc., and a detailed analysis of the superstructure of the track with its various components and singular elements.
One of the special features of the book is that it not only highlights the bridge typologies and structural components related to the bridge design but also takes into account the issues of the track construction. The design basis, the requirements from different situations, and solutions are given.
Special attention is paid to the interactions between the structure and the track and to the dynamic nature of railway actions, studying the dynamic response of the structure and its influence on the behaviour of the track and its components as well as on safety, traffic flow quality, and maintenance needs. The particulars of the design of high-speed rail bridges located in seismic areas are included as well.
Numerous examples in all chapters serve the book's character as a useful guide to HSR bridge design, and to prevent typical problems and errors.
An appendix with selected HSR bridges built worldwide completes the work.
With this work the authors provide first-hand experience gained from many years of planning of completed bridges for high-speed rail lines.

Leseprobe

Table of Contents

Cover

Table of Contents

Title Page

Copyright

Foreword

About the Authors

Acknowledgements

1 Introduction to High‐Speed Railway Bridges

1.1 Book's Content

1.2 What is Special About a High‐Speed Rail Bridge?

1.3 General Ideas on High‐Speed Railway Bridges

1.4 Evolution and Trends in High‐Speed Bridge Design

1.5 The Landscape and the Design of High‐Speed Railway Bridges

1.6 Railway Bridges as Landmarks or Icons of a Line

1.7 Railway Bridge's Legacy

1.8 Building for the 21st Century

1.9 Conclusions

References

2 Track for High‐Speed Bridges

2.1 Introduction

2.2 Specific Criteria for Railway Bridges

2.3 Description of the Track Superstructure

2.4 SLS Related to the Track

References

3 Conceptual Design of High‐Speed Railway Bridges

3.1 Introduction

3.2 Structural and Functional Specific Requirements for High‐Speed Railway Bridges

3.3 Longitudinal Design Strategies

3.4 Design Situation of High‐Speed Railway Bridges

3.5 Structural Types

3.6 Structural Elements – Substructure

3.7 Seismic Design

3.8 Worked Example

References

4 Design Basis

4.1 Introduction

4.2 Design Situations

4.3 Rail Traffic Actions and Other Actions Specific of Railway Bridges

4.4 Application of Traffic Loads on Railway Bridges

4.5 Traffic Loads for Fatigue

4.6 Verifications Regarding Deformation and Vibrations for Railway Bridges

4.7 Worked Example

References

5 Dynamic Behaviour of High‐Speed Railway Bridges

5.1 Introduction

5.2 Methods for Dynamic Calculations and Structural Response

5.3 Interoperability

5.4 Application Examples

References

Note

6 Longitudinal Track–Structure Interaction

6.1 Introduction

6.2 Problem Statement

6.3 Model for Analysis

6.4 Actions

6.5 Verifications

6.6 Rail Expansion Joints

6.7 Longitudinal Schemes

6.8 Example of Track–Structure Interaction

References

7 Conceptual Design for Maintenance

7.1 Introduction

7.2 Accesses

7.3 Bearings

7.4 Expansion Joints

7.5 Drainage

7.6 Conclusions

References

Appendix A Basic Concepts of Dynamics

A.1 Dynamics of Single Degree‐of‐Freedom Systems

Reference

Note

Appendix B Singular Bridges for High‐Speed Railway Lines

B.1 Germany

B.2 France

B.3 Spain

B.4 Japan

B.5 China

Index

End User License Agreement

List of Tables

Chapter 1

Table 1.1 List of the major high‐speed railway bridges (HSRB).

Chapter 2

Table 2.1 First executions of ballastless track.

Table 2.2 Limit values for longitudinal level – Isolated defects (Mean to p...

Table 2.3 Limiting values of deck twist.

Table 2.4 Maximum horizontal rotation and maximum change of radius of curva...

Table 2.5 Recommended levels of comfort [10].

Chapter 3

Table 3.1 Summary of dimensions, quantities, and loads of slab concrete dec...

Table 3.2 Summary of dimensions, quantities, and loads of precast concrete ...

Table 3.3 Summary of dimensions, quantities, and loads of concrete box deck...

Table 3.4 Summary of dimensions, quantities, and loads of steel double I gi...

Table 3.5 Summary of dimensions, quantities, and loads of steel semi‐throug...

Table 3.6 Summary of dimensions, quantities, and loads of steel truss decks...

Table 3.7 Summary of dimensions of upper deck arch bridges.

Table 3.8 Summary of dimensions for steel tied‐arch.

Table 3.9 Summary of dimensions for extradosed concrete bridges.

Table 3.10 Dead loads.

Chapter 4

Table 4.1 Assessment of groups of loads (Characteristic values of the multi...

Table 4.2 Reaction in pier heads due to permanent loads and transversally s...

Table 4.3 Reaction in pier heads due to transversally asymmetrical vertical...

Table 4.4 Maximum axial Reaction in pier heads due to transversally asymmet...

Table 4.5 Forces transmitted by the deck.

Table 4.6 Vertical forces transmitted by the deck.

Table 4.7. Table Forces on abutments.

Chapter 5

Table 5.1 Resonance velocity for extreme cases in km/h.

Table 5.2 Definition of parameters of HSLM‐A trains.

Table 5.3 Damping index to be used for dynamic analysis (acc. to EN 1991‐2 ...

Table 5.4 Maximum deflection in the structure [mm].

Table 5.5 Parameters to be used for first bogie and the first mode of vibra...

Chapter 6

Table 6.1 Values of track resistance,

k

, and yielding displacement,

u

0

, rec...

Table 6.2 Load combinations to be considered for track–structure interactio...

Table 6.3 Earthquake intensity levels.

Table 6.4 Displacements of the top of the deck due to train live load (LL) ...

Table 6.5 Calculation of vertical displacement between deck edge and abutme...

List of Illustrations

Chapter 1

Figure 1.1 Sar Viaduct (FHECOR), Spain

Figure 1.2 Span by span isostatic solution: China, China Railways

Figure 1.3 Gänsebachtal Viaduct (schlaich bergermann ...

Figure 1.4 Structural scheme bridge over the river Main at Gemünden (1984)....

Figure 1.5 Structural scheme bridge over the river Main...

Figure 1.6 Structural scheme bridge over the Pfieffetal Viaduct (1989).

Figure 1.7 La Grenette Viaduct with ‘inert’ section and double expansion joi...

Figure 1.8 Avignon viaducts with intermediate expansion joint (1999).

Figure 1.9 Example of a Spanish bridge with a continuous deck.

Figure 1.10 La Savoureuse Viaduct (2011).

Figure 1.11 Unstruttal Bridge (2012).

Figure 1.12 Gänsebachtal Viaduct (2012).

Figure 1.13 Isostatic multi span bridge, China

Figure 1.14 Colne Valley Viaduct of HS2, England, UK

Figure 1.15 Fresno Viaduct in California, USA

Figure 1.16 Example of a standard anti‐noise panel on the bridge

Figure 1.17 Study of the view from the train as it passes over the Colne Val...

Figure 1.18 Semi‐through deck structure

Figure 1.19 Isostatic deck, China

Figure 1.20 La Savoureuse Viaduct (2011), France

Figure 1.21 Pfieffetal Viaduct (1989), Germany

Figure 1.22 Bridge over the river Main at Gemünden (1984), Germany

Figure 1.23 Unstruttal Bridge (2012), Germany

Figure 1.24 Gänsebachtal Viaduct (2012), Germany

Figure 1.25 Beipanjiang Viaduct (2016), China

Figure 1.26 Alcántara Bridge (2019), Spain

Figure 1.27 Almonte Viaduct (2016), Spain

Figure 1.28 Nantenbach Bridge (1993), Germany

Figure 1.29 Ulla Estuary Viaduct (2015), Spain

Figure 1.30 Hutong Yangtze River Bridge, China

Figure 1.31 Proposal Terceira Travessia do Tejo, Lisbon, Portugal

Figure 1.32 Maria Pia Bridge (Ponte de Dona Maria Pia, 1878) Porto, Portugal...

Figure 1.33 Proposal for the Ulla Bridge, Spain

Chapter 2

Figure 2.1 Differences in dead loads between road bridges and railway bridge...

Figure 2.2 Differences in traffic loads between road bridges and railway bri...

Figure 2.3 SLS for the bridge – ULS for track and vehicle.

Figure 2.4 Joints of the rails (source [2]).

Figure 2.5 Ballast (a) and ballast detail (b) (source [2]).

Figure 2.6 Timber sleepers (source [2]).

Figure 2.7 Steel sleepers (source [2]).

Figure 2.8 Bi‐block sleepers (source [2]).

Figure 2.9 Monoblock sleepers (source [2]).

Figure 2.10 Frame sleepers (source [2]).

Figure 2.11 Elastic direct fastening. (a) Nabla, (b) Pandrol Fastclip (sourc...

Figure 2.12 Elastic indirect fastening. (a) Pandrol. (b) Vossloh (source [2]...

Figure 2.13 ‘Fish bally’ rail.

Figure 2.14 Vignoles rails; (a) UIC 46 E1; (b) UIC 60 E1.

Figure 2.15 Grooved rail.

Figure 2.16 Ballasted high‐speed track. (a) Track in execution. (b) Madrid –...

Figure 2.17 Cross section of a ballasted high‐speed track (source [2]).

Figure 2.18 Typical slab track on bridges (source [2]).

Figure 2.19 Classification of existing ballastless track (source [2]).

Figure 2.20 Vertical track stiffness (source [3]).

Figure 2.21 Dynamic amplification of deck deformation and acceleration.

Figure 2.22 Definition of deck twist (source [10]).

Figure 2.23 Maximum permissible vertical deflection for railway bridges with...

Chapter 3

Figure 3.1 Braking and traction force vs deck length.

Figure 3.2 Short viaduct with a longitudinal fixed point in an abutment.

Figure 3.3 Long viaduct with a longitudinal fixed point in a central pier.

Figure 3.4 Bearings layout for simply supported spans.

Figure 3.5 Ultra‐long and continuous viaducts with two intermediate fixed po...

Figure 3.6 Schemes configuration of continuous concrete decks with different...

Figure 3.7 Riudellots Viaduct, Spain

Figure 3.8 Example of in situ deck for 20 m of span.

Figure 3.9 Example of in situ deck for 30 m of span.

Figure 3.10 Example of precast deck for 30 m of span.

Figure 3.11 Example of U section in concrete.

Figure 3.12 Monotonous bridge.

Figure 3.13 Continuous frames.

Figure 3.14 Continuous inverted frames.

Figure 3.15 Bearing and pier layout for continuous frame.

Figure 3.16 Bearing and pier layout for continuous inverted frames.

Figure 3.17 Solution types for intermediate fixed point.

Figure 3.18 Study of a long crossing with a single main span.

Figure 3.19 Continuous viaduct.

Figure 3.20 Examples of central fixation.

Figure 3.21 Gänsebachtal viaduct (sbp).

Figure 3.22 Simply supported launching beam system for 32 m prefabricated co...

Figure 3.23 Cross section slab solution.

Figure 3.24 Slab solution elevation.

Figure 3.25 Example of slab‐type deck with span‐by‐span construction with co...

Figure 3.26 Standard solution with two U‐shaped beams with structural contin...

Figure 3.27 Standard solution with two U‐shaped beams (elevation).

Figure 3.28 Pre‐fabricated solution.

Figure 3.29 Beams' delivery by means of cranes.

Figure 3.30 Beams' launching beam system.

Figure 3.31 Typical pre‐stressed connection in prefabricated U‐beams.

Figure 3.32 Typical concrete box cross section.

Figure 3.33 Typical concrete box longitudinal cross section.

Figure 3.34 Launching construction.

Figure 3.35 Launching construction.

Figure 3.36 Construction by movable scaffolding system (MSS).

Figure 3.37 Construction of a concrete box section with an upper MSS.

Figure 3.38 Typical cross section of a double steel beam.

Figure 3.39 Example of semi‐through deck with lateral hollow steel beams.

Figure 3.40 AP‐7 Viaduct Almeria, Spain

Figure 3.41 Example of upper deck concrete arch.

Figure 3.42 Geometry of the arches in the spring sections as the span increa...

Figure 3.43 Example of deck to arch connection in the crown.

Figure 3.44 Example of tied arches.

Figure 3.45 Example of extradosed bridge.

Figure 3.46 Example of double‐level truss deck. ADF – FHECOR – IDEAM.

Figure 3.47 Control of the relative rotation at the expansion joint by intro...

Figure 3.48 Tagus River Crossing proposal, 550 m main span, DJV ADF – FHECOR...

Figure 3.49 HSL Wufengshan Yangtze River Bridge, deck's cross section.

Figure 3.50 HSL Wufengshan Yangtze River Bridge, hybrid bridges.

Figure 3.51 Cross section tubular‐framed HSRB

Figure 3.52 Tubular‐framed Ulla Bridge

Figure 3.53 Longitudinal configuration of an abutment with structural expans...

Figure 3.54 Longitudinal configuration of an abutment with track expansion j...

Figure 3.55 Lateral elevation and centreline cross section of an abutment wi...

Figure 3.56 Front elevation and plan view of an abutment with track expansio...

Figure 3.57 Longitudinal configuration of a fixed abutment.

Figure 3.58 Detail of longitudinal fixing with POT bearings.

Figure 3.59 Detail of longitudinal fixing with brackets.

Figure 3.60 Detail of longitudinal fixing with prestress.

Figure 3.61 Fixed abutments with friction slab.

Figure 3.62 Example of solid pier for a concrete slab deck type.

Figure 3.63 Example of hollow pier with variable dimensions in height.

Figure 3.64 Example of type of POT bearings.

Figure 3.65 Example of spherical bearing.

Figure 3.66 Bearing arrangement simply supported decks.

Figure 3.67 Bearing arrangement continuous decks.

Figure 3.68 Hydraulic dampers between deck and abutment.

Figure 3.69 Relative vertical rotation axis during transversal seismic.

Figure 3.70 Transversal stoppers at piers.

Figure 3.71 Transversal damping system in piers.

Figure 3.72 Special transverse reinforced bearing device with guaranteed max...

Figure 3.73 Example of steel damping bearings.

Figure 3.74 Pendulum devices.

Figure 3.75 Example of hydraulic viscodamper.

Figure 3.76 Example of re‐centring with flexible – fixed piles in the centre...

Figure 3.77 Example with re‐centring by additional neoprene (plan and latera...

Figure 3.78 Plan and elevation.

Figure 3.79 Railway platform.

Figure 3.80 Abutment n°2.

Figure 3.81 Viaduct elevation.

Figure 3.82 Plan view of the structure.

Figure 3.83 Cross section of the deck.

Figure 3.84 Deck cross section in the centre of span.

Figure 3.85 Deck cross sections in piers supports.

Figure 3.86 General bearings layout.

Figure 3.87 Longitudinally guided POT and multidirectional free POT bearing....

Figure 3.88 Abutment n°1.

Figure 3.89 Abutment n°2 (Fixed point).

Figure 3.90 Piers 1 and 5.

Figure 3.91 Piers 2 to 4.

Chapter 4

Figure 4.1 Typical cross section.

Figure 4.2 Partial ballast removal (Situation 1).

Figure 4.3 Partial ballast removal (Situation 2).

Figure 4.4 Example of loads representing normal traffic on main lines

Figure 4.5 Example of heavy loads models

Figure 4.6 Transverse eccentricity, load distribution in sleepers, and load ...

Figure 4.7 Braking load transmission through a continuous rail.

Figure 4.8 Pressure distribution on a side web in a U‐shaped section.

Figure 4.9 Accidental derailment situations.

Figure 4.10 Impact in the upper structure.

Figure 4.11 Elevation.

Figure 4.12 Cross section.

Figure 4.13 Load type 71.

Figure 4.14 Load type SW/0.

Figure 4.15 Load eccentricity.

Figure 4.16 Deck geometry unloaded state.

Figure 4.17 Deck loaded state.

Figure 4.18 Centrifugal free action.

Figure 4.19 Bearings layout.

Figure 4.20 Transversal cross section of the abutment.

Figure 4.21 Friction forces.

Figure 4.22 Scheme for the calculation of earth pressures.

Chapter 5

Figure 5.1 Typical train definition.

Figure 5.2

ϕ′

as a function of

K

.

Figure 5.3

ϕ″

as a function of the determinant length

L

Φ

(fo...

Figure 5.4 Total dynamic factor as a function of the determinant length for ...

Figure 5.5 Geometry of HSLM‐A trains.

Figure 5.6 Maximum displacement as a function of train velocity of HSLM‐A.

Figure 5.7 Maximum acceleration as a function of train velocity for the 10 t...

Figure 5.8 Triangular pulses simulating the train loads.

Figure 5.9 Sinusoidal eigenforms for a simply supported beam.

Figure 5.10 Equilibrium of a beam slice.

Figure 5.11 Deflections due to the first four vibration modes – plotted sepa...

Figure 5.12 Deflections due to the additive effect of the first four vibrati...

Figure 5.13 Effect of individual loads.

Figure 5.14 Superposition of several bogies.

Figure 5.15 Dynamic Load Factor (

Φ

) as a function of the train velocity...

Figure 5.16 Effect of damping on Dynamic Load Factor.

Figure 5.17 Dynamic interaction model considering the interaction between ve...

Figure 5.18 Full vehicle–structure interaction model

Figure 5.19 Simplified model to account for vehicle–structure interaction.

Figure 5.20 Geometry of HSLM‐B trains.

Figure 5.21 Values of

d

and

N

as a function of the span.

Figure 5.22 Simplified model of the structure.

Figure 5.23 Symmetric and antimetric structural models. (a) Symmetric vibrat...

Figure 5.24 Characteristic polynomial and its solutions (symmetric system)....

Figure 5.25 Characteristic polynomial and its solutions (symmetric system) –...

Figure 5.26 Characteristic polynomial and its solutions (antimetric system)....

Figure 5.27 Shape of 3 eigenvectors.

Figure 5.28 Load history for nodes 2, 3, and 4 as a single axle weighing 340...

Figure 5.29 Effect of single load travelling over bridge at 177 km/h – first...

Figure 5.30 Comparison of the contribution of the first and third modes.

Figure 5.31 Variation of the maximum deflection with time due to the passage...

Chapter 6

Figure 6.1 Stresses in Continuous Welded Rail (CWR) placed ground between ra...

Figure 6.2 Half section of a high‐speed railway bridge showing a ballasted t...

Figure 6.3 Examples of track joints.

Figure 6.4 Possible model for the analysis of track–structure interaction (a...

Figure 6.5 Force per length vs longitudinal displacement.

Figure 6.6 Example of creep and shrinkage strain occurring before the instal...

Figure 6.7 (a) Displacement between decks at expansion joint and (b) between...

Figure 6.8 Horizontal displacement of deck due to vertical loads (a) fixed b...

Figure 6.9 (a) Vertical relative displacement between two deck or (b) betwee...

Figure 6.10 Schematic depiction of the functional principle of REJs.

Figure 6.11 Asymmetric switch rail profile 60E2A2

Figure 6.12 Exemplary picture of a REJ

Figure 6.13 Lever mechanism for moveable steel sleepers

Figure 6.14 View of the REJ's gaps.

Figure 6.15 Example of results of computations of uplift forces on fasteners...

Figure 6.16 Regulation of REJs.

Figure 6.17 (a) Ballast guard walls; (b) elastic sheet preventing ballast st...

Figure 6.18 Continuous deck with a single fixed point located at one of the ...

Figure 6.19 Longitudinal scheme and deck cross section of bridge for example...

Figure 6.20 Stresses in rail computed for a seasonal variation of temperatur...

Figure 6.21 Longitudinal scheme of example 1 with REJ at the mobile abutment...

Figure 6.22 Envelope of rail stresses computed for bridge of example 1.

Figure 6.23 Computation of maximum displacement in the REJ for example 1.

Figure 6.24 Longitudinal scheme for example 2.

Figure 6.25 Envelope of rail stresses computed for bridge of example 2.

Figure 6.26 Load‐dependent force per length vs longitudinal displacement law...

Figure 6.27 First step of step‐by‐step computation (strains imposed on rail ...

Figure 6.28 Successive steps of step‐by‐step computation (vertical traffic l...

Figure 6.29 Final step of step‐by‐step computation (braking load).

Figure 6.30 Additional rail stresses due to vertical traffic load for exampl...

Figure 6.31 Additional rail stresses due to braking load for example 2, comp...

Figure 6.32 Envelope of rail stresses for example 2, computed with simplifie...

Figure 6.33 Usual bearing system for simply supported span in low‐seismicity...

Figure 6.34 Longitudinal scheme and deck cross section of bridge for example...

Figure 6.35 Rail stresses computed for bridge of example.

Figure 6.36 Longitudinal scheme of the bridge.

Figure 6.37 Stresses in rail computed for a seasonal variation of temperatur...

Figure 6.38 Envelope of rail stresses with REJ at pier 14.

Figure 6.39 Envelope of rail stresses with a double REJ at neutral central s...

Figure 6.40 Longitudinal scheme of continuous stretch for spans 11 to 13 of ...

Figure 6.41 Envelope of rail stresses for left viaduct.

Figure 6.42 Envelope of rail stresses for right viaduct.

Figure 6.43 Influence of the requirements on stiffness for fixed points on s...

Figure 6.44 Examples of especial central pier for fixed point in Spanish HS ...

Figure 6.45 Continuous deck with several fixed points located at the central...

Figure 6.46 Appearance of plastic hinges under design seismic actions.

Figure 6.47 Continuous deck with several fixed points located at the central...

Figure 6.48 Continuous deck with STUs located on both abutments.

Figure 6.49 Continuous deck with dampers located on both abutments.

Figure 6.50 Arroyo de las Piedras Viaduct, Córdoba‐Málaga HSL, Spain.

Figure 6.51 Pot‐bearing behaviour model.

Figure 6.52 Appearance of longitudinal forces on bearings due to relative la...

Figure 6.53 Bearing system for simply supported span in high‐seismicity area...

Figure 6.54 Load‐dependent force per length vs longitudinal displacement law...

Figure 6.55 Improved bearing system for simply supported span in high‐seismi...

Figure 6.56 Schematic layout of the viaduct.

Figure 6.57 Scheme of the model used for track–bridge interaction.

Figure 6.58 Case example: scheme of position of braking and acceleration for...

Figure 6.59 Envelope of rail stresses.

Figure 6.60 Increase of stresses in rail due to temperature increase in the ...

Figure 6.61 Total stresses in rail due to increase in temperature in deck an...

Figure 6.62 Total stresses in rail due to decrease in temperature in deck an...

Figure 6.63 Total stresses in rail due to train load placed on odd spans.

Figure 6.64 Total stresses in rail due to train load placed on even spans.

Figure 6.65 Total stresses in rail due to train load placed on all spans.

Figure 6.66 Total stresses in rail due to braking and traction forces acting...

Figure 6.67 Total stresses in rail due to braking and traction forces acting...

Figure 6.68 Total stresses in rail due to braking and traction forces acting...

Figure 6.69 Envelope of stresses in rail.

Chapter 7

Figure 7.1 Example of access on a deck.

Figure 7.2 Example of access on a pier.

Figure 7.3 Example of access chamber on an abutment.

Figure 7.4 Example of layout for bearing replacement.

Figure 7.5 Example of steel plates joint in a fixed abutment.

Figure 7.6 Example of steel plates joint in a movable abutment.

Figure 7.7 Example of neoprene expansion joint (MAURER SPS GmbH).

Figure 7.8 Example of expansion joint (MAURER SPS GmbH).

Figure 7.9 Example of drainage of a deck.

Figure 7.10 Drain trough expansion joint

Appendix A

Figure A.1 SDOF system.

Figure A.2 Dynamic over static deflection resulting from a SDOF system initi...

Figure A.3 A generic force‐time law can be decomposed into a series of impul...

Figure A.4 DLF as a function of load duration (constant load).

Figure A.5 Triangular pulse applied at time

t

0

with a duration Δ

t

.

Figure A.6 Time history of a SDOF system with a natural frequency

ω

 = 1...

Figure A.7 Maximum displacement as a function of the ratio

ω

f

/

ω

.

Appendix B

Figure B.1 Gemünden Bridge

Figure B.2 Gemünden Bridge

Figure B.3 Veitshöchheim Bridge

Figure B.4 Veitshöchheim Bridge (Source: Störfix...

Figure B.5 Pfieffetal Bridge

Figure B.6 Pfieffetal Bridge

Figure B.7 Nantenbach Bridge

Figure B.8 Nantenbach Bridge

Figure B.9 Unstruttal Bridge

Figure B.10 Unstruttal Bridge

Figure B.11 Gänsebachtal Viaduct

Figure B.12 Gänsebachtal Viaduct

Figure B.13 Hämerten Bridge

Figure B.14 Hämerten Bridge

Figure B.15 Filstal Bridge

Figure B.16 Filstal Bridge

Figure B.17 La Garde‐Adhémar Viaduct

Figure B.18 La Garde Adhémar Viaduct...

Figure B.19 Avignon Viaducts

Figure B.20 Avignon Viaducts, bearing

Figure B.21 Mornas Viaduct

Figure B.22 Mornas Viaduct

Figure B.23 Savoureuse Viaduct

Figure B.24 Savoureuse Viaduct

Figure B.25 Osera Bridge, interior view

Figure B.26 Osera Bridge

Figure B.27 Llinars des Vallès Viaduct

Figure B.28 Llinars del Vallès Viaduct

Figure B.29 Salto del Carnero railway bridge

Figure B.30 Salto del Carnero railway bridge, view from below

Figure B.31 Viaduct over AP7 Riudellots de la Selva, aerial view

Figure B.32 Viaduct over AP7 Riudellots de la Selva

Figure B.33 Contreras Bridge

Figure B.34 Contreras Bridge

Figure B.35 Ulla River Viaduct

Figure B.36 Ulla River Viaduct

Figure B.37 Almonte Bridge

Figure B.38 Almonte Bridge

Figure B.39 Alcántara Bridge

Figure B.40 Alcántara Bridge

Figure B.41 Yashiro Bridge

Figure B.42 Yashiro Bridge

Figure B.43 Kumagawa Bridge

Figure B.44 Kumagawa Bridge, view from below

Figure B.45 Sannai‐Maruyama

Figure B.46 Sannai‐Maruyama, aerial view

Figure B.47 Tianxingzhou Yangtze River Bridge

Figure B.48 Tianxingzhou Yangtze River Bridge

Figure B.49 Nanjing Dashengguan Yangtze River Bridge

Figure B.50 Nanjing Dashengguan Yangtze River Bridge

Figure B.51 Tongling Yangtze River Bridge

Figure B.52 Tongling Yangtze River Bridge

Figure B.53 Beipanjiang Bridge

Figure B.54 Beipanjiang Bridge

Figure B.55 Yachihe Bridge

Figure B.56 Yachihe Bridge

Figure B.57 Wufengshan Yangtze River Bridge

Figure B.58 Wufengshan Yangtze River Bridge

Guide

Cover Page

Table of Contents

Title Page

Copyright

Foreword

About the Authors

Acknowledgements

Begin Reading

Appendix A Basic Concepts of Dynamics

Appendix B Singular Bridges for High‐Speed Railway Lines

Index

Wiley End User License Agreement

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High‐Speed Railway Bridges

Conceptual Design Guide

José Romo, Alejandro Pérez‐Caldentey, and Manuel Cuadrado

Authors

José Romo

Alejandro Pérez‐Caldentey

Fhecor Ingenieros Consultores, S.A.

Barquillo 23

28004 Madrid

Spain

Manuel Cuadrado

Fundación Caminos de Hierro

Calle Serrano 160

28002 Madrid

Spain

Cover: Riudellots Viaduct, Riudellots de la Selva (Gerona), Spain

Photographer/Copyright: José Romo Madrid, Spain

This book was kindly supported by:

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Print ISBN: 978‐3‐433‐03313‐5

ePDF ISBN: 978‐3‐433‐61040‐4

ePub ISBN: 978‐3‐433‐61039‐8

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Cover Design: Petra Franke/Ernst & Sohn GmbH using a design by Sonja Frank, Berlin, Germany

Foreword

At the request of the authors, I have been given the honour of writing the foreword to this book, which is devoted to railway bridges. It develops the aspects referring to their structural conception, taking into account the characteristics of railway traffic: actions, limit states, speeds, etc., and includes a detailed analysis of the superstructure of the track with its different components and singular elements (for example, expansion devices) that allow the correct behaviour of the track.

In the following chapters, the knowledge and experience of the authors is passed on. In this respect, I remember a technical conference that took place in the 1970s at the Eduardo Torroja Institute, dedicated to bridges; at that time, the undersigned engineer was assigned to the Renfe Bridge Division and attended it. Ramón del Cuvillo, professor of Concrete at the School of Civil Engineering in Madrid, presented a paper in which he focused on the defects and mistakes in design and execution in projects and works in which he had been involved. His presentation was the most applauded of the day's and, personally, the one from which I learned the most. I hope that reading this book will be useful to avoid the repetition of problems that can be avoided, without having to wait for experience after the execution of the works.

As the reader will appreciate, special emphasis is placed on the interactions between the structure and the track, subjected to railway and environmental actions, taking into account the requirements of their stability in different situations; solutions are also proposed and considered in relation to the transitions between the bridge and the adjacent infrastructure (and track).

Special attention is paid to the dynamic nature of railway actions, studying the dynamic response of the structure and its influence on the behaviour, also dynamic, of the track and its components, with the repercussions that this may have on safety, traffic flow quality, and maintenance needs.

To conclude, I would like to transmit here some ideas that the Emeritus Professor of Structural Engineering of the University of Berkeley, Edward L. Wilson, sets out in his book Static and Dynamic Analysis of Structures. In a section of Personal Remarks, he relates that his first‐year physics professor warned his students ‘not to use an equation they could not prove’; he also advises, with respect to modern structural engineering, ‘not to use a structural analysis program unless you fully understand the theory and approximations contained in the program’. I fully agree with these considerations; I therefore share them with the reader, in the hope that they will be useful to them.

Madrid, June 2023

Jorge Nasarre

Civil EngineerCaminos de Hierro Foundation

About the Authors

José Romo is Chief Executive Officer and partner of FHECOR, and also a bridge engineer fully specialised in large‐span bridges with more than 40 years of experience in bridge design, 35 of them working in FHECOR. He has vast technical knowledge based on his design background complemented with his activity as professor of concrete and steel structures at Madrid University, and his active participation in national and international associations of bridge designers and concrete and steel materials. He is a member of many scientific committees such as Eurocodes, IABSE, and ACHE where he became president in 2014 and was awarded with the honour's medal in 2008. He is a fellow of the Institution of Civil Engineers of UK. He has always worked as a bridge designer participating in innumerable bridge projects in Spain and worldwide, and also in the construction engineering for many of them. He has a great aesthetic vision that he applies to all the designs, while having great concern for sustainability and the use of new materials and construction techniques.

Alejandro Pérez‐Caldentey is full Associate Professor at the Department of Mechanics of Continuous Media and Theory of Structures for the Civil Engineering School at the Polytechnic University of Madrid. He joined FHECOR in 1989 after graduating from UPM where he also obtained his PhD in Civil Engineering in 1996. During his more than 34 years of experience, Alejandro has developed structural bridge projects in countries such as Spain, Chile, Italy, and the USA. He is experienced in managing multidisciplinary structural teams, developing designs, and planning and defining the scope of works. He also has extensive experience in managing and developing Research and Development projects, in Standardisation (member of the Project Team for EN 1992‐1‐1:2023), and in Education (Professor at UPM). He holds Engineering licenses for Spain, Chile, Virginia, Texas, Florida, North Carolina, Québec, Ontario, and British Columbia. He is also a partner and member of the Board of FHECOR Consulting Engineers.

Manuel Cuadrado holds an MSc in Civil engineering from the Polytechnic University of Madrid. He is currently Associate Professor at the Carlos III University of Madrid and a member of the Technological Committee of the Spanish Railway Research Foundation (SRRF). Manuel Cuadrado has been working for 34 years, mainly in the railway industry, for Spanish and French Engineering companies, as an independent Consultant, and from 2005 to 2017 for the SRRF. He has participated both in key Spanish High‐Speed projects and in International High‐Speed Lines (Portugal, Turkey, California), and has been involved in many R & D projects mainly related to the mechanical behaviour of railway infrastructures. As a result of his R & D activity, he has produced many monographs, published several papers in national and international journals, and presented many papers in national and international congresses, including WCRR 1999‐Tokyo, WCRR 2001‐Köln, WCRR 2006‐Montreal, WCRR 2008‐Seoul, and WCRR 2016‐Milan, and UIC High Speed Congresses 2010‐Beijing and 2015‐Tokio. He was also invited to participate as a specialist in the drafting of railway standards, as a member of Spanish, European, and international technical committees. Finally, from December 2017, he has been participating as Infrastructure Assessor and Lead Assessor in several Rail Safety & Interoperability assessments, as Infrastructure expert and as Slab‐track expert.

Acknowledgements

The authors would like to express their most sincere thanks to all the staff of FHECOR and the Caminos de Hierro Foundation who gave us their support and assistance in the creation and publication of this book.

We are particularly grateful to Francisco Javier Fernández Pozuelo, for his commitment and dedication to this initiative, and to Eduardo Romo for his support from the Caminos de Hierro Foundation.

The authors would like to express their deepest gratitude to Jorge Nasarre for his help in the general approach to the publication and its subsequent technical review, to Julio Sánchez for his advice and technical reviews, to Fabrice Leray for the preparation of the graphic material and the conception of the book's design, to Eduardo Conde for the layout work, and to Marta Heras for her coordination. We would also like to thank all the FHECOR engineers who prepared the High‐Speed Bridge Design seminar, which was the seed of this book. Without their help and without the strong support of FHECOR and the Caminos de Hierro Foundation, this book would not have been possible. Many thanks to all of them.

1Introduction to High‐Speed Railway Bridges

José Romo

1.1 Book's Content

One of the particularities of this book is that it includes not only the aspects related to the design and behaviour of these types of bridges, but also those questions linked to the railway technology of the track itself. It is clear that the knowledge of both fields and the interaction between these two technologies, structural and railway, is fundamental for the complete design of these bridges.

The first chapter of the book is dedicated to explain the particularities of high‐speed railway bridges (HSRB), in comparison with structures for conventional railways. The typological particularities of this type of bridge are also explained, as well as the importance of these works as a legacy for future generations.

Chapter 2 is devoted entirely to explaining the technology of the track and the particularities of the high‐speed infrastructure. This chapter explains the special constraints in terms of rail traffic safety and passenger comfort. It also deals with critical elements in the design of these structures, such as rail joints and other special track elements.

Chapter 3 reviews the main concepts which affect the design and includes the main typologies used in structures for high‐speed railway lines. The dimensions and characteristic weights of the different solutions are also included. This chapter also describes the special structural elements of these structures, such as abutments and fixed points. Finally, the particulars of the design of HSRB located in seismic areas are included. This chapter also has a worked example corresponding to a railway viaduct, which starts with the general definition of the bridge in a specific valley and the geometric definition of the different structural elements that make up the structure.

Chapter 4 is dedicated to the Design Basis of bridges of the railways high‐speed lines. In this section, the typical loads and design criteria are indicated, as well as its application to the worked example defined in Chapter 3.

Chapter 5 is devoted entirely to analysing the dynamic phenomena associated with HSR bridges. In this section the different methods of analysis, the trains that must be analysed to calculate the dynamic response, as well as the way to consider other aspects of the response, such as the irregularity of the track and the vehicle or the interaction between the vehicle and the structure, are presented. The chapter is completed with several practical examples and an appendix which includes the theoretical aspects of general dynamics and their application to the analysis of HSRB.

Chapter 6 is dedicated to the interaction between the track and the structure. This section analyses this phenomenon and how to take into account the thermal effects, traction and braking forces, vertical loads and rheological effects, in the case of concrete decks. In addition to the analysis models, the checks to be carried out to calculate stresses in rails and relative displacements are analysed. This chapter also deals with the criteria for the placement of track joints, as well as the practical application of the worked example.

Chapter 7 deals specifically with aspects linked to the conceptual design with maintenance of bridges for high‐speed rail lines in mind.

In addition to Chapters 1–7, the book includes two appendices. One is devoted to a review of the general concepts of dynamics that the reader of Chapter 5 on the dynamic behaviour of these bridges should be familiar with. The second appendix includes a ‘register’ of high‐speed railway bridges built in different parts of the world.

1.2 What is Special About a High‐Speed Rail Bridge?

It is often asked what is so special about a railway bridge for a high‐speed line and particularly, what makes a railway bridge for a high‐speed line different from a conventional railway bridge. The corresponding Sections 1.2.1–1.2.4 that follow in this chapter describe the causes or aspects that make HSRB so special.

1.2.1 Dynamic Amplification and Resonance

On railway bridges, there are a number of factors that lead to a dynamic response of the structure under traffic loads.

On the one hand, the loads are fast so there is an impact effect. On the other hand, the trains are composed of a more or less long succession of vehicles which means that the loads are repeated, so the dynamic effect is amplified. Finally, the imperfections of both the track and the vehicles create disturbances in the value and the way of applying the loads, which leads to an increase in the response of the structure.

Therefore, the actual forces and deformations of a bridge due to rail traffic are of a dynamic nature and their values can be considerably higher than those due to static actions. In order to take this amplification into account in the calculations, an impact or dynamic magnification coefficient is applied to the static loads, a coefficient established in the design standards on the basis of statistical studies carried out on bridges in service.

But all these causes are increased when the speed of trains is increased, and as will be seen throughout the book, the critical range of speeds for the phenomenon of resonance on a bridge occurs when trains run over 220 km/h.

Resonance of a structure occurs when the frequencies of the dynamic excitatory actions coincide with the eigenfrequency of vibration of the structure f0 (a whole fraction of it). In the case of railway bridges, resonance can be produced by the passage of trains with regularly spaced axle loads or groups of axles ( metres) running at a certain critical speed ( in m/s).

(1.1)

Thus for a 30 m span bridge with a typical eigenfrequency of 3.5 Hz, on which high‐speed trains with 18 m coaches are running, the critical speed of passage is 3.5 · 18 · 3.6 = 227 m/s.

The coefficients of dynamic load magnification do not cover the risk of the effects of the resonance of the structure.

The amplification of stresses and accelerations due to the proximity to the resonance frequency means that special problems typical of HSRB can occur. These problems can affect the functionality of the structure as they can lead on the one hand to safety problems for rail traffic and on the other hand to a loss of comfort for train users.

Therefore, it must be verified that the vibrations of the deck do not reduce the lateral support of the track or reduce the contact pressure between the wheel and the rail, which could cause the wheel to come off the track and the convoy to derail.

1.2.2 Rail Traffic Security

One of the effects that can jeopardise the safety of rail traffic as a result of the high speed of the train is the high vertical acceleration of the deck produced as a dynamic effect of the excitation of the structure if the frequency of the loads is close to the vertical frequency of the structure. In these cases, track instability can occur as a result of the loss of ballast support or the loss of geometric quality of the track.

Other effects, such as the danger of derailment by deck twist or by the deformation of the deck or rotations in supports, or by the transverse deformation of the deck, or by the relative displacement of the deck, increase considerably as the speed of passage of train increases.

All this obliges the establishment of much more rigorous limits for the highest speeds and even, as will be seen later, to create fixed longitudinal connection points between the deck and the infrastructure to avoid its relative movement.

1.2.3 Passenger's Comfort

Also, as a consequence of the vertical accelerations suffered by the structure, there may be a loss of comfort for train users. For this reason, the design of the structure must seek to distance the vibration frequencies of the structure from the frequency of passage of the bogies and therefore the loads, in order to reduce this problem so that the acceleration experienced by the passengers and therefore their loss of comfort is within manageable limits. To analyse that a dynamic analysis used different types of trains has to be carried out.

1.2.4 Track–Structure Interaction

On all railway bridges there is an interaction between the track and the structure. The track is laid on the structure and therefore there is a joint response to the loads. For example, the difference in temperature between the rails and the structure, the transmission of traction and braking loads make it necessary to control the stresses on the rails to prevent them from breaking. The complexity of the mechanics of the connection between the rails and the deck and between the deck and the substructure (including the foundations) means that in any bridge project for a high‐speed line it is necessary to analyse the interaction between the rails and the structure by means of a non‐linear analysis. This type of complex analysis allows calculating the value of the stresses in the rails as well as the distribution of loads to the different part of the structure.

1.3 General Ideas on High‐Speed Railway Bridges

Here again it might be asked what the differences are between a conventional railway bridge and a high‐speed one. Firstly, it should be noted that the deformation and acceleration limits that must be met in this type of bridge are much more demanding, due to the stricter demands on the regularity of the track to achieve high‐throughput speeds, and consequently the decks are slightly more robust than in the case of a conventional railway bridge.

But perhaps what most differentiates an HSRB from other bridges is the need to rigidly fix the deck to a fixed point in the infrastructure, in the common case of continuous decks. This means that on the one hand the longitudinal typology of these bridges is different and on the other hand the connection details between superstructure and substructure are special as will be explained below [1]. There is also another factor that conditions the longitudinal typology. The stroke of the track expansion devices homologated for high‐speed. For a time the maximum stroke was 600 m and then in the last decades it went up to 1200 mm.

The need to fix the deck longitudinally to one point of the infrastructure, in bridges with a continuous deck, means that on the one hand the longitudinal behaviour of this type of bridge is radically different from that of other bridges. Firstly, the resistance to longitudinal action is concentrated at one point, which means that the deck will be subject to significant traction and this influences the design of the deck. On the other hand, when the deck is fixed at one point, it is often necessary to have rail expansion joints in one of the abutments when the structure exceeds a length of approximately 90 m in order to reduce the over‐stress on the rails.

In all cases where the deck is continuous, at least one element of the infrastructure must be designed with high longitudinal rigidity (Figure 1.1). As will be seen later, in the case of long viaducts, and due to the limitation of maximum movements of commercial expansion joint devices, it may be necessary to have a fixed point in the middle of the bridge.

Figure 1.1 Sar Viaduct (FHECOR), Spain

(Source: FHECOR).