Design Requirements for

Bridges and Viaducts for

High Speed Trains

Prof. Alok Goyal

Civil Engineering Department
Indian Institute of Technology, Bombay

High Speed Trains

• Normal Operating Speed
 200 kmph ~ 350 km/h: Mumbai-Ahmedabad
Shenkashen at 320 km/h
• Maximum Design Speed
 Usually 5-10% higher due to downward
gradients in the alignment: Mumbai-
Ahmedabad Shenkashen at 350 km/h

• Reduced Operating Speed Environments

 Approaches near Stations (through or
stopping trains)
 High Wind Velocities (> 60~90 km/h)
 Low Visibility (< 200m~500m)
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 Additional Design Requirements for
High Speed Bridges and Viaducts
• Deformation Control is the key for
designing Bridges and Viaducts for High
Speed
• Design must satisfy the stringent limits
specified for
 Maximum Vertical Displacements
 Maximum Vertical Deck Accelerations
 Maximum Vertical and Horizontal Angular
Rotations
 Maximum Vertical Alignment Irregularity
 Maximum Torsional Rotation

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Design Limit Values of Vertical

Displacement of Girder
• For verification of running safety in ordinary
conditions – permanent + variable loads

Span Length Lb (m)

Number of Max Speed
Tracks (km/h) 10-60 60-120

260 Lb/700 Lb/700

Single Track 300 Lb/900 Lb/900

360 Lb/1100 Lb/1100

260 Lb/1200 Lb/1400

Multiple Tracks 300 Lb/1500 Lb/1700

360 Lb/1900 Lb/2000

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 Design Limit Values of Vertical
Accelerations of Girder
• For verification of running safety in ordinary
conditions – permanent + variable loads
Type of Track Maximum Acceleration (g)
Ballasted Track 0.35
Directly Fastened Track 0.50

• Normal Design Limits are 0.10g – 0.13g with

maximum acceptable to 0.20g (rare)
• Maximum Acceleration Limit within Car Body is
0.045 g (ride quality)

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Design Limit Values of Vertical

Displacement of Girder
• For verification of ride quality in ordinary conditions
– variable loads only

Span Length Lb (m)

Number of Max Speed
Tracks (km/h) 30-40 40-60 60-120
Single Track
360 Lb/2900 Lb/2200 Lb/1500

Multiple Tracks
360 Lb/2700 Lb/2200 Lb/2200

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 Angular Rotation of Track Surface

• Rotation of the ends of each deck about a transverse

axis or the relative total rotation between adjacent
deck ends

• Vertical deflection of the end of the deck beyond

bearings

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Design Limit Values of Angular

Rotation of Track Surface
• For verification of running safety in ordinary
conditions – permanent + variable loads

Vertical θ (1/1000) Horizontal θ (1/1000)

Max Speed
(km/h)
Parallel Parallel
Folding Folding
Shifting Shifting

210 4.0 4.0 2.0 2.0

260 3.0 3.0 1.5 2.0

300 2.5 2.5 1.0 1.0

360 2.0 2.0 1.0 1.0

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 Design Limit Values of Vertical
Alignment Irregularity of Track Surface
• For verification of running safety in ordinary
conditions – permanent + variable loads

Max Speed Single Span (mm) Multiple Span (mm)

(km/h)

260 2.0 3.0

300 1.5 2.5

360 1.0 2.0

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Response to Moving Load

Mid-Point Displacement

Position of Load / Span Length

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 Mid-Point Displacement
Response to Moving Load

ustat

udyn

Position of Load / Span Length

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Kinetic Effects of Rigid Moving Mass

• The maximum displacement produced

because of the moving mass may be more
than the displacement produced by static
action
• This part is considered in design by
introducing ‘iα’ the kinetic contribution to
‘Impact Factor’ such that

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 Mid-Point Displacement
Response to Moving Load

ustat

udyn

Position of Load / Span Length

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Vehicle Oscillation Effects of Moving

Mass

(Mcb) g + (Mcar) g
Mcar
(Mcb) g + (Mcar) (g + a)
Mcb

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 Vehicle Oscillation Effects of Moving
Mass
• The maximum displacement produced
because of the oscillations of moving
mass may be more than the displacement
produced by kinetic action
• This part is considered in design by
introducing ‘ic’ the vehicle oscillation
contribution to ‘Impact Factor’ such that

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Impact Factor Definition

• The maximum displacement produced by
moving mass because of the combined
kinetic effects and vehicle oscillations is
estimated using

• Impact Factor ‘i’ is defined by

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 Vehicle Oscillation Contribution to
Impact Factor
• The vehicle oscillation contribution to
Impact Factor ‘ic’ depends on vehicle
suspension system (stiffness and
damping properties), track irregularity,
initial conditions at span entry,..
• In most codes, it is given as a function of
span

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Vehicle Oscillation Contribution to

Impact Factor
• The maximum value of vehicle oscillation
contribution to Impact Factor ‘ic’ is 0.15 –
the value used in the design of vehicles
• RDSO Bridge Rules: the maximum value is
used independent of span!
• This simplifies the expression of Impact
Factor (or CDA in IRS Code)

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 Kinetic Effect Contribution to Impact
Factor
• The kinetic effect contribution to Impact
Factor ‘iα’ depends on dynamic properties
of the bridge, speed of the train, and
vehicle length to span ratio
• In speeds lower than 160 km/h, it is a
function of span only as per RDSO Bridge
Rules

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Real Train Loads

• The moving train loads are periodic in
nature – they are exactly repeated after

• Lv is the vehicle length (say 25.0m)

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 Force in kN First Mode Train Load

Time in Seconds

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First Mode Train Load

Force in kN

Time in Seconds

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 Response to Periodic Train Loads
• At 250 km/h, Span 40m, Lb / Lv = 1.6
Mid-Point Displacement in mm

IIT Bombay Time in Seconds 23

Response to Periodic Train Loads

• At 250 km/h, Span 50m, Lb / Lv = 2.0
Mid-Point Displacement in mm

Time in Seconds
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 Critical Speeds for Span
• Resonance Speed
‘ ’ is the natural frequency

• Cancellation Speed

• Ideal Design Condition is

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Parameters Controlling Kinetic Effect

Contribution to Impact Factor
• Vehicle Length ‘𝐿 ’ and Span Length ‘𝐿 ’
• Train Speed ‘V ’, Span Length and Natural
Frequency of Span ‘n’
• Structural Damping of Span ‘ζ ’
• Ratio of Dead Load Mass on Span to Live
Load Mass on Span
The estimation of Kinetic Effect Contribution
to Impact Factor is usually done by Dynamic
Analysis of Simply Supported Beam Span
Considering a Single Mode
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 Kinetic Effect Impact Factor
• At 40-360 km/h, ω1 = Lb / 900, Lv = 25m
Kinetic Effect Impact Factor iα

Train Speed in km/h

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Deck Vertical Accelerations

• At 40-360 km/h, ω1 = Lb / 900, Lv = 25m
Vertical Acceleration in m/sec2

Train Speed in km/h

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 Kinetic Effect Impact Factor
• At 40-360 km/h, ω1 = Lb / 900, Lv = 20m
Kinetic Effect Impact Factor iα

Train Speed in km/h

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Deck Vertical Accelerations

• At 40-360 km/h, ω1 = Lb / 900, Lv = 20m

Vertical Acceleration in m/sec2

Train Speed in km/h

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 Parameters Controlling Kinetic Effect
Contribution to Impact Factor
• Vehicle Length ‘𝐿 ’ and Span Length ‘𝐿 ’
• Train Speed ‘V ’, Span Length and Natural
Frequency of Span ‘n’
• Structural Damping of Span ‘ζ ’
• Ratio of Dead Load Mass on Span to Live
Load Mass on Span
The estimation of Kinetic Effect Contribution
to Impact Factor is usually done by Dynamic
Analysis of Simply Supported Beam Span
Considering a Single Mode
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Kinetic Effect Impact Factor: Influence

of Damping Ratio
• At 40-360 km/h, ω1 = Lb / 900, Lv = 25m , Lb = 50m
Kinetic Effect Impact Factor iα

Train Speed in km/h

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 Deck Vertical Accelerations: Influence
of Damping Ratio
• At 40-360 km/h, ω1 = Lb / 900, Lv = 25m , Lb = 50m
Vertical Acceleration in m/sec2

Train Speed in km/h

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Kinetic Effect Impact Factor:

Uncertainty in Natural Frequency
• At 40-360 km/h, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Train Speed in km/h

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 Deck Vertical Accelerations:
Uncertainty in Natural Frequency
• At 40-360 km/h, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

IIT Bombay Train Speed in km/h 35

Parameters Controlling Kinetic Effect

Contribution to Impact Factor

• Span Arrangement ‘ ’
• Speed Parameter

• Structural Damping of Span ‘ζ ’, ζ =0.02 is

most commonly used

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 Kinetic Effect Impact Factor:
Uncertainty in Natural Frequency
• At 40-360 km/h, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Speed Parameter α
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Deck Vertical Accelerations:

Uncertainty in Natural Frequency
• At 40-360 km/h, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

Speed Parameter α
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 Kinetic Effect Impact Factor: Effect of
Axle Configuration
• At 40-360 km/h, Lb / Lv = 1.0
Kinetic Effect Impact Factor iα

Speed Parameter α
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Deck Vertical Accelerations: Effect of

Axle Configuration
• At 40-360 km/h, Lb / Lv = 1.0
Vertical Acceleration in m/sec2

Speed Parameter α
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 Kinetic Effect Impact Factor: Effect of
Axle Configuration
• At 40-360 km/h, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Speed Parameter α
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Deck Vertical Accelerations: Effect of

Axle Configuration
• At 40-360 km/h, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

IIT Bombay Speed Parameter α 42

RDSO Training Course IIT Roorkee 21

 Parameters Controlling Kinetic Effect
Contribution to Impact Factor
• Vehicle Length ‘𝐿 ’ and Span Length ‘𝐿 ’
• Train Speed ‘V ’, Span Length and Natural
Frequency of Span ‘n’
• Structural Damping of Span ‘ζ ’
• Ratio of Dead Load Mass on Span to Live
Load Mass on Span
The estimation of Kinetic Effect Contribution
to Impact Factor is usually done by Dynamic
Analysis of Simply Supported Beam Span
Considering a Single Mode
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Kinetic Effect Impact Factor: Effect of

Dead Load to Live Load Ratio
• At 40-360 km/h, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Deck Vertical Accelerations: Effect of
Dead Load to Live Load Ratio
• At 40-360 km/h, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

IIT Bombay Speed Parameter α 45

Kinetic Effect Impact Factor: Effect of

Damping Ratio
• At 40-360 km/h, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Deck Vertical Accelerations: Effect of
Damping Ratio
• At 40-360 km/h, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

Speed Parameter α
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Train Loads: Two Tracks

• The moving train loads are periodic in
nature – they are exactly repeated after

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 First Mode Train Load: Two Tracks
• d / Lv an Integer
Force in kN

Time in Seconds
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Torsion: One Track Loaded on Two-

Track Bridge

• Recommended limit of Deck Twist

is 0.0005 Radians

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 Kinetic Effect Impact Factor: Single
Train or Two Trains
• At 40-360 km/h, No Lag, Lb / Lv = 3.1
Kinetic Effect Impact Factor iα

Speed Parameter α
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Deck Vertical Accelerations: Single

Train or Two Trains
• At 40-360 km/h, No Lag, Lb / Lv = 3.1
Vertical Acceleration in m/sec2

Speed Parameter α
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 First Mode Train Load: Two Tracks
• d / Lv not an Integer, It is a random number
Force in kN

Time in Seconds
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Reduction in Impact Effect for Two

Loaded Tracks
• For two tracks loaded, Impact Factor can
be reduced by

• IRS Recommendations

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 Reduction in Impact Effect for Two
Loaded Tracks

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Design Curves: Kinetic Effect Impact Factor

• Lb / Lv = 0.2 – 0.5, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Design Curves: Kinetic Effect Impact Factor
• Lb / Lv = 0.5 – 1.0, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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Design Curves: Kinetic Effect Impact Factor

• Lb / Lv = 1.0 – 1.5, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Design Curves: Kinetic Effect Impact Factor
• Lb / Lv = 1.5 – 2.0, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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Design Curves: Kinetic Effect Impact Factor

• Lb / Lv = 2.0 – 2.5, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Design Curves: Kinetic Effect Impact Factor
• Lb / Lv = 2.5 – 3.0, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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Design Curves: Kinetic Effect Impact Factor

• Lb / Lv = 3.0 – 3.5, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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 Design Curves: Kinetic Effect Impact Factor
• Lb / Lv = 3.5 – 4.0, Damping Ratio = 0.02,
Mass Ratio = 5
Kinetic Effect Impact Factor iα

Speed Parameter α
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Acceleration Check Curves

• Lb / Lv = 0.2, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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 Acceleration Check Curves
• Lb / Lv = 0.5, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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Acceleration Check Curves

• Lb / Lv = 1.0, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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 Acceleration Check Curves
• Lb / Lv = 1.5, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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Acceleration Check Curves

• Lb / Lv = 2.0, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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 Acceleration Check Curves
• Lb / Lv = 2.5, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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Acceleration Check Curves

• Lb / Lv = 3.0, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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 Acceleration Check Curves
• Lb / Lv = 3.5, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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Acceleration Check Curves

• Lb / Lv = 4.0, Damping Ratio = 0.02
Vertical Acceleration in m/sec2

Speed Parameter α
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 Estimation of Natural Frequency
• Simply Supported Beam at Both Ends with
Uniformly Distributed Mass

• Natural Frequency (First Mode)

   

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Estimation of Natural Frequency

• Continuity Conditions at Beam (Bridge)

Ends will change natural frequency
• If uniform Beam is continuous at both
ends, use Leff = 0.815 Lb for frequency
calculation
• If uniform Beam is continuous at one
end, use Leff = 0.895 Lb for frequency
calculation
• For Stingers in Truss, use Leff = 1.5 Lb (as
in RDSO Bridge Rules)
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 End Slope in Truss

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Concluding Remarks
• The dynamic response of a bridge not only
depends on the dynamic properties of
bridge but also on the properties of train
(periodicity of loads) such as Lb / Lv ratio.
• The dynamic response is maximum when
this ratio is an integer and vice-versa.
• Effective span selection is the best
preventive measure to avoid undesirable
dynamic response, whether it’s the kinetic
impact factor or the deck acceleration.

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 Concluding Remarks
• Dead load to live load mass ratio is an
important parameter to reduce the deck vertical
accelerations. Concrete Deck with or without
ballast is essential for higher mass ratio.

• The frequency of designed structure should be

such that the value of Speed Parameter α lies
in the plateau region of the design curves so
that any uncertainty in the estimation of natural
frequency does not change the design KIF
factor and the estimated deck acceleration

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References
• CHSRA. California High-Speed Train Project
Design Criteria. CHSRA, 2012
• EN1991-2. Eurocode 1: Actions on structures -
Part 2: Traffic loads on bridges. The European
Union, 2003
• JRS. Design Standards for Railway Structures.
Japanese Standardization, 2018
• NHSRCL. Design Basis Report for Mumbai -
Ahmedabad HSR (Viaduct and Bridge) R0.
NHSRCL, 2015
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 Acknowledgements

• National High Speed Rail Corporation Ltd., New

Delhi
• Research Designs & Standards Organization,
Lucknow
• Dheeraj Poojari (M. Tech.), Prakash S. Badal
(Ph.D.), Prof. Ravi Sinha (Professor), IIT Bombay

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