Abstract
The free-field dynamic response at the distance and dynamic response of building structures due to railway traffic calculation procedures is described in this paper. The viscoelastic halfspace model is used both for evaluation of the track-soil interaction forces as well as for prediction of the ground-borne vibrations spectral functions at the distance. In the next step these functions are applied for building structure dynamic response calculation via relevant computational building structure model.
Highlights
The model evaluates the track–soil interaction forces in terms of the spectral density function which is often calculated as the statistical description of the rail roughness function [13]
Final products of the numerical calculations are: vehicle, rail, sleeper, railpads and ballast frequency response functions using spectral density functions (SDF) of the rail roughness used by railway operators or experimentally measured in situ for case study
For calculation of expected structure dynamic response it was used: (i) PSD – Gii(f ) of ground acceleration at the track nearest region (Fig. 7) with similar geological medium data as site medium (ZSR – railway line Bratislava – Vienna, track No 1 (No 2) in the town district Bratislava Trnavka) as input spectra, (ii) The halfspace transfer function Hik(f ) of the building site geological medium obtained by impulse seismic method (ISM) tests (Fig. 6) and (iii) project of building structure
Summary
The growing traffic volume, the higher population density and the diminishing distance between the track and the structure can be considered to be responsible for increasing vibration nuisance due to railway traffic. The model evaluates the track–soil interaction forces in terms of the spectral density function which is often calculated as the statistical description of the rail roughness function [13] This calculations followed by a second step in which the spectral density of the level of ground–borne vibrations is determined by FRF. Final products of the numerical calculations are: vehicle, rail, sleeper, railpads and ballast frequency response functions ( sleepers deflection and bending moment in time domain) using spectral density functions (SDF) of the rail roughness used by railway operators or experimentally measured in situ for case study. The results presented in this study are limited to linear analyses In this model is accepted symmetrical dynamic response of the sleepers to longitudinal axis of the track (rail roughness coherence function for left and right rail is equal to Ϸ 1)
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