InBridge4EU Work Packages

WP1 is led by UPM and merges WS1, WS2, WS4, WS5 and part of WS11. It is focused on the evaluation of the most critical parameters of rolling stock (WS4 and WS5), mainly related with their geometry and axle loads, as well as with the definition of DTCs for ensuring the train-bridge interface compatibility (WS2) and improved spectral methods (WS1). Finally, the limits of validity to the current static compatibility analysis defined in EN 15528 [4] will also be addressed here (WS11).The outcomes from this WP will be used to check the compatibility of the interface between trains and bridges in WP2, including the economic assessment carried out in WP2 and envisaged in.

WP2 is led by UJI and merges WS3, WS6 and WS9. It aims to build a database of bridges representative of the European bridge landscape to identify the combination of critical parameters that most influence the dynamic performance of existing bridges (WS6). To achieve this, simplified models will be developed to perform the necessary dynamic analysis in an efficient manner (WS9). Finally, it also envisages the economic assessment of the impact of the DTCs developed in WP1 in the European landscape of bridges (WS3) based on the subset of bridges that do not comply with the train-bridge compatibility interface.

WP3 is led by KTH and addresses WS7. It aims to revise the current formulae related to the dynamic amplification factors φ′ and φ′’. While the former will be studied based on moving load models, the latter requires complex train-bridge interaction analysis to evaluate the impact of different types of track irregularities in the dynamic amplification. This WP is practically stand-alone, with a slight relation to WP1 and WP2 in terms of consistency in the format of the load models.

WP4 is led by UPORTO and envisages WS8. It aims to assess damping on different railway bridges based on experimental data collected by the consortium in previous projects. It will be possible to analyse the parameters that most influence the damping values, as well as to justify the wide scatter of damping values in similar structures. This WP is also practically stand-alone with negligible dependencies with the remaining WPs.

WP5 is led by BAM and addresses WS10. It aims to revisit the acceleration limit currently stipulated in EN 1990-Annex A2 [5], both for bridges with ballasted and ballastless tracks. Regarding the former, additional small-scale tests will be carried out by BAM to better understand the parameters that most influence the ballast behaviour when subjected to vibrations and, to understand if the current criterion may be updated, additional laboratory testing on a full-scale bridge in Sweden will also be performed. With respect to ballastless tracks, numerical TBI simulations will be carried out to check if there is a correlation between the explicit derailment indicators (unloading, Nadal) with the current acceleration limit of 5 m/s2. This WP is also practically stand-alone, but the outputs that will arise from it may influence the preliminary outcomes of the findings achieved in WP2, since in a first stage the evaluation of the bridge dynamic performance will be based on the current acceleration criterion.

WP6 is led by UPORTO and aims to summarise all the normative recommendations that will arise from the research carried out in the previous WPs, thus answering the requirements defined in WS 11. It is, therefore, fully dependent on all the technical-scientific WPs (1 to 5) but has to be seen as a corollary of their findings.

WP7: the final WP is led by UPORTO and is dedicated to the project’s coordination, quality assurance of the scientific outputs and management of the D&E&C activities.

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