Narrow Results

Increasing the operating speed of trains in modern railway networks can induce greater actions on the infrastructure than was previously the case. This is due, in particular, to the occurrence of the resonance phenomenon in railway bridges, which is the focus of this paper and was not traditionally considered as a concern. In this context, the vibrations experienced by bridges, both vertical accelerations and displacements, are limited by design regulations to ensure that the safety of train passages over bridges and the comfort of passengers are guaranteed. However, previous studies have shown that the conventional dynamic design methods do not always result in conservative designs, nor is the achieved safety always consistent. Therefore, a probabilistic approach is adopted in this study to optimize the cross-section properties of various railway bridges in a wide design range including section types, span lengths, and number of spans. For this purpose, an iterative line search-based optimization problem is formulated to minimize the thickness of the cross-sections under consideration and consequently the linear mass of the bridges. Meanwhile, the associated failure probabilities of the above dynamic limit states are constrained to be less than the desired level of safety by incorporating them into the optimization constraint. In this regard, First-Order Reliability Method (FORM) is adopted to perform reliability analyses. Thus, the obtained results are presented in the form of design curves that may assist designers to select minimum cross-section dimensions satisfying the desired level of safety in terms of dynamic limit states. This objective can be achieved using the proposed design curves without the need to construct associated complex computational models and perform computationally expensive dynamic analyses.

Increasing the operating speed of the trains on modern networks necessitates performing dynamic analyses to assess the performance of bridges under passage of trains. The detailed investigation of their responses requires constructing complex computational models capable to take the train–track–bridge interaction effects into account. Such models have successfully been developed; however, employing those elaborated models for practical engineering applications, or to perform studies that require a large number of analyses may become infeasible. Among such situations are conducting probabilistic investigations, screening of entire networks, or sensitivity analyses. These concerns have been addressed by employing simplified models mostly relying on moving load modeling strategy which disregards the train–track–bridge interaction effects. Those neglected contributions can be compensated by implementing additional correction factors. The distribution of loads within track is one of those disregarded effects where a reduction factor is recommended by design guidelines to take its contribution into account. It has been shown that the existing relationship for these reduction factors delivers an acceptable performance for vertical accelerations, while showing a less favorable performance for displacements. Then, a data-driven strategy is adopted in this study to propose easy-to-apply relationships for reduction factors of deflections, due to load distribution within the track. In this context, three different distributive lengths of triangular load footprints have been considered, namely 2.0, 2.5 and 3.0m. The procedure employed has trained and tested for more than 1200 train configurations, comprising conventional, articulated and regular vehicles, and including several tens of thousand data points for each distributive length. The performance observed in the new models revealed a considerable improvement with respect to the existing relationship.

This work focuses on the dynamic analysis of road bridges under large microsimulated traffic flows, contributing an efficient dynamic analysis framework for future fatigue, comfort or driving safety studies in which realistic interactions between vehicles are considered. Different strategies to define the loading vector in the governing dynamic equations are presented for bridges discretized with beam and shell elements. The proposed interpolation techniques for beam-like models include a recursive binary search and a novel vectorized strategy based on shape functions expanded to the entire length of the deck. These are applied to a short simply supported bridge and a very long cable-stayed bridge under traffic flows generated with a cellular automata microsimulation model. The strategies presented here reduce the computational time required in conventional load interpolation algorithms, particularly in long bridges subject to dense traffic flows. Finally, the binary search algorithm is applied to the study of bridge decks discretized with shell elements under microsimulated traffic, demonstrating that high vehicle densities increase the contribution of the transverse vibration of the slab and the potential discomfort of pedestrians.

The paper deals with the problem of obtaining a given dynamic behavior of simply supported bridge beams from the impact of rolling stock. Resonant vibrations of beams become a reality at high speeds if the train is formed of identical cars, which is typical for passenger trains. The phenomenon of suppression of beam vibrations by a train, known from publications, is possible only with an exact ratio of the length of the car and the beam. This significantly reduces the possibilities of choosing the necessary spans of beams. Consideration of issues of interaction in the “bridge–track—train” system for security purposes requires the involvement of a rather complex mathematical apparatus and appropriate software. The paper proposes a new method for determining the specified dynamic behavior of bridge beams, suitable for any spans and available to engineers at the stage of pre-design assignment of dynamic parameters of beams. The requirements that are necessary and sufficient conditions for preventing the resonance of bridge beams on the HSR are determined. At the same time, it does not require the involvement of software based on a complex mathematical technique.