By Rui Calcada, Raimundo Delgado, António Campos e Matos
Since the Eighties in Europe high-speed rail has emerged speedily as a way of transportation, and within the upcoming years many extra tunnel, bridge and different infrastructure initiatives could be built around the continent. even as layout strategies and applied sciences have more desirable and leading edge structural rules have seemed, due to the fact that trains vacationing at excessive pace produce new and previously unknown results on buildings resembling bridges.
Bridges for High-Speed Railways is a suite of papers from top specialists during this box. factor addressed include:
– metal and composite bridges for high-speed railways;
– eu criteria for high-speed railway bridges;
– Prestressed concrete high-speed railway bridges;
– Bridge-vehicles dynamic interaction;
– Seismic layout of buildings for high-speed railways;
– Codes and dynamic research;
– building, tracking, upkeep and repair.
Bridges for High-Speed Railways offers a priceless resource of reference for bridge designers, specialists, infrastructure proprietors, regulatory gurus, building businesses, researchers, lecturers and scholars all in favour of structural engineering initiatives for high-speed railways.
Read Online or Download Bridges for High-Speed Railways: Revised Papers from the Workshop, Porto, Portugal, 3 - 4 June 2004 PDF
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Extra resources for Bridges for High-Speed Railways: Revised Papers from the Workshop, Porto, Portugal, 3 - 4 June 2004
Different types of high-speed trains, according to Eurocode EN1991-2 . influence significantly the resonant peaks, making it extremely difficult to assure the fulfillment of the dynamic performance interoperability conditions. 2) is very useful for the purpose of obtaining a dynamic envelope. Figure 7 shows the dynamic signature (common for LIR and DER methods) obtained © 2009 Taylor & Francis Group, London, UK Dynamic Loads in New Engineering Codes for Railway Bridges in Europe and Spain 39 Talgo AV ICE2 ETR-Y VIRGIN AVE THALYS EUROSTAR 7000 Signature G(λ) (kN) 6000 5000 4000 3000 2000 1000 0 5 10 15 20 25 30 35 Wavelength λ (m) Figure 7.
DYNAMIC ANALYSIS METHODS Impact factor The basic method followed up to now in the existing engineering codes for railway bridges [7, 6, 5] has been that of the impact factor, generally represented as . As has been discussed previously in section 1, such coefficient represents the dynamic effect of (single) moving loads, but does not include resonant dynamic effects. e. without track or wheel irregularities) is evaluated in  to be covered by the following expression: ϕ = K ; 1 − K + K4 K= λ , 2L (3) where L is the equivalent span of the element under study and λ = v/f0 the wavelength of excitation.
The dynamic performance must be assured by a set of dynamic analyses that covers all possible present (and future) trains. European high speed trains may be classified into three different types (Fig. 6): 1. Articulated trains: each two coaches share one bogie between them. This type includes THALYS, AVE and EUROSTAR. 2. Conventional trains: each coach has two bogies. This includes ICE2, ETR-Y, VIRGIN. 3. Regular trains: coaches are supported not on bogies but on single axles in the junction between each two of them.