| Summary: | The world-wide development of new high-speed rail lines has led to more stringent design requirements for railway bridges, mainly because high-speed trains can cause resonance in the bridge superstructure. Dynamic simulations, often utilising time-consuming finite element analysis (FEA), have become essential for avoiding such problems. Therefore, guidelines and tools to assist structural engineers in the design process are needed. Considerable effort was spent at the beginning of the project, to develop simplified models based on two-dimensional (2D) Bernoulli-Euler beam theory. First, a closed-form solution for proportionally damped multi-span beam, subjected to moving loads was derived (Paper I). The model was later used to develop design charts (Paper II) and study bridges on existing railway lines (Paper III). The model was then extended to non-proportionally damped beams (Paper IV) in order to include the effects of soil-structure interactions. Finally, the importance of the interaction between the surrounding soil and the bridge was verified by calibrating a finite element (FE) model by means of forced vibration tests of an end-frame bridge (Paper V). Recommendations on how to use the models in practical applications are discussed throughout the work. These recommendations include the effects of shear deformation, shear lag, train-bridge and soil-structure interactions, for which illustrative examples are provided. The recommendations are based on the assumption that the modes are well separated, so that the response at resonance is governed by a single mode. The results of the work show that short span bridges, often referred to as `simple´ bridges, are the most problematic with respect to dynamic effects. These systems are typically, non-proportionally damped systems that require detailed analyses to capture the `true´ behaviour. Studying this class of dynamic system showed that they tend to contain non-classical modes that are important for the structure response. For example, the bending mode is found to attain maximum damping when its undamped natural frequency is similar to that of a non-classical mode. === <p>QC 20170213</p>
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