Dynamic Effects on Culverts for High Speed Trains

Workshopon“DYNAMICS, STRUCTURAL ANDEARTHQUAKE ENGINEERING:RESEARCH AND PRACTICE”at the occasion ofProf. MICHEL GÉRADIN´s65th Anniversary andretirement from the JRC16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”<strong>Dynamic</strong> effects on culverts forhigh speed trainsE. Alarcón, J. Vega, E. Montañés, A. FraileUniversidad Politécnica de Madrid16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”• Proliferation of commercial high-speed lines• Variety of new “old “ problems.• Bridge resonances produced not only by critical speeds but byrepeated excitation by the axle loads.• Ballast liquefaction due to high levels of vertical acceleration• Deagregation of embankments on soft soils due to wavestravelling to speeds near the train one.• Vibration ( and sound!) transmitted to nearby buildings.16 - july - 2010ENRIQUEALARCÓN1. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓNRECTANGULAR BARREL DRAINPIPES VAULTS FRAMES2. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”CROSS -SECTION16 - july - 2010ENRIQUEALARCÓN2. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”MT: Layers of cemented mixedMG: Layers of granulated mixed strongly compactedoverburden (0.70 m); abutment height (3 m)EMBANKMENT CROSS –SECTION16 - july - 2010ENRIQUEALARCÓN2. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”MG: Layers of granulated mixed strongly compactedoverburden (3.12 m)EMBANKMENT CROSS –SECTION16 - july - 2010ENRIQUEALARCÓN2. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”In the framework of the new European Interoperability andCodification effort, a research has been launched whose mainaim is the production of computational models, AS SIMPLEAS POSSIBLE, giving acceptable results irrespective of thespeed of traffic and type of trains.16 - july - 2010ENRIQUEALARCÓN1. Foreword and objectives

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”6 closed rectangular frames: 3 precast, 2 cast in situ and 1 mixed(precast abutments and in-situ slab)Several rectangular open frames, barrel vaults and drainpipesOverall sizes:Spans: 2 to 10 mClear height: 1.5 to 6.5 mOverburden: 0.6 to 3.0 mTrains (138 items):Speed: 100 to 300 km/hTalgo 350 (300 km/h)Talgo 250 (200 km/h)Altaria (200 km/h)ATPRD-CAF (200 km/h)16 - july - 2010ENRIQUEALARCÓN3. In-situ test campaign

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Track Drainpipe instrumentationFrame Vault16 - july - 2010ENRIQUEALARCÓN3. In-situ test campaign

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN4. Numerical analysis and model updating

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”• Transfer function• Harmonic solutions (frequencies of interest)• Different damping for different materials• Frequency depending absorbing boundaries16 - july - 2010ENRIQUEALARCÓN4. Numerical analysis and model updating

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN4. Numerical analysis and model updating

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Parametric study for rectangular frames:• 3 span lengths: 3, 5 and 10 m• 3 values of overburden: 0.6, 1.5 and 3 m• 3 trains:• 26 speeds: 50 to 300 km/h, each 10 km/h• with and without rail irregularities1404 computations16 - july - 2010ENRIQUEALARCÓN5. Statistical studies and preliminary practical formula

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Simplified design procedure-3 3T = 18·10 L OI. <strong>Dynamic</strong> factor on concrete slabi. KKV · T2 · Lii.1+′K1 '=1+ 1-K+K4iii.Φ =δδstst UIC1+ '+ ''16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN5. Statistical studies and preliminary practical formula

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Simplified design procedure2I. Maximum acceleration a = C L V · T max m 2 · L ii. Ballast interface C = 40·10 4i. Concrete slab C = 15·10 416 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Simplified design procedure:AOt .BL: span; V: train speed1. m: Mass per unit lengthA+Bm ct B + sO22. T: fundamental period1T = L O750.7 0.2516 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”m rc hE c , A c , I c , ck h12 mk sm sc sk pm stpc p0.6 mASn ( ) ( B2 n)316 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Slab Centre16 - july - 2010ENRIQUEALARCÓN5. Statistical studies and preliminary practical formula

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”T = 0.05 sT = 0.036 s16 - july - 2010ENRIQUEALARCÓN

“<strong>Dynamic</strong>s, Structural and Earthquake Engineering:Research and Practice”Some material properties16 - july - 2010ENRIQUEALARCÓN