Environmental awareness has strongly increased these last years, especially in the developed countries where societies have become increasingly preoccupied by the natural resource depletion and environmental degradation. At the same time, the increasing mass transportation demand throughout the European Union requires the development of new infrastructures. Life Cycle Assessment is increasingly used to provide environmental information for decision-makers, when a choice is to be made about the transportation mode to be implemented on a given route. In a life-cycle perspective, not only the environmental pressure of the operation of vehicles but also the burden from the infrastructure, in particular bridges as key links of the road and railway networks, has to be assessed when comparing transportation modes. Based on an extensive literature review, a simplified quantitative LCA is implemented in order to compare the environmental performance of two railway bridge designs. It is meant to be useful at an early stage in the design process, when no detailed information about the bridge is available, and when rough environmental estimations are needed. The Excel based model covers the entire life-cycle of the bridge, from raw material extraction to construction materials recycling and disposal. Various assumptions and omissions are made to narrow the scope of the analysis. For instance, processes that are found insignificant in the literature are omitted, and only a limited set of relevant emissions and impacts to the environment is considered. The model provides fully transparent results at the inventory and impact assessment level. The streamlined approach is tested by comparing the environmental burden throughout the life-cycle of a steel-concrete composite railway bridge on a single span, equipped with either a ballasted or a fixed concrete single track. The results show that the environmental impacts of the fixed track alternative are lower than that of the ballasted track alternative, for every impact categories. In a sustainable development perspective, it would thus have been preferable to install a fixed track over the bridge to reduce its overall impact on the environment by about 77%. The raw material phase is found decisive in the life-cycle of both alternatives. The frequency of the replacement of the track is identified as a key environmental parameter, since the road traffic emissions during bridge closure nearly overwhelmed the other life-cycle stages.

With the introduction of high-speed trains over the past few years, as well as withan increase in traffic loads and volumes, the attractiveness and competitiveness ofthe railway transport system have increased. This leads to the need to develop newcost-effective ways in railway construction, providing an increase in the life cycle ofthe railway track and reducing the need for maintenance.In several European countries, Japan, and the USA, asphalt mixtures, also called“bituminous mixtures”, are used as such an alternative solution in both traditionalballasted and ballastless railway designs. International experience has shown thatbituminous mixtures have good technical characteristics and can meet many of therequirements of modern railway construction, especially when it comes to the useof asphalt materials in ballasted tracks. However, there is a lack of knowledge andexperience in using bituminous mixtures in railway construction in the northernregions and harsh winter conditions.In this thesis, the development of two- and three-dimensional models of ballastedrailway track with an asphalt sub-ballast layer is presented. The analysis of thestatic and dynamic characteristics of the whole model and the asphalt layer exposedto different temperatures is carried out using the finite element method (FEM) inthe COMSOL software. Simulation for all conditions is carried out with a trainspeed of 200 km/h. The relationship between various temperatures from 􀀀30 °Cto +30 °C and the stress-strain behaviour of the asphalt sub-ballast layer is alsodetermined. The results of the study show that both under the influence of lowand high temperatures, the stresses and strains in the asphalt layer are quite small.Besides, the use of asphalt sub-ballast in the track structure reduces deformationsand stresses acting on the subgrade surface.

A via permanente representa um elemento imprescindível na composição do transporte ferroviário e seu desempenho deve ser adequado, de forma a garantir tanto segurança quanto conforto. Assim, diversos aspectos devem ser analisados ainda na fase de projeto, através de dimensionamentos que confrontem diferentes parâmetros da resposta da via e os limites estabelecidos. Dessa forma, o conhecimento do comportamento mecânico da via, devido aos esforços impostos pela passagem do material rodante, passa a ser essencial no projeto de uma estrutura que garanta os requisitos necessários, sem ser inviável economicamente. Visto que esse comportamento mecânico é muito sensível à rigidez vertical da estrutura, o presente trabalho apresenta análises da influência desse parâmetro na resposta da via e, consequentemente, no seu dimensionamento. Nesse contexto, o trabalho abrange tanto o caso de vias em lastro solicitadas por trens de carga, quanto o caso de vias em laje solicitadas por trens de passageiros em meios urbanos. No primeiro caso são realizados estudos paramétricos, por meio de modelos clássicos e um modelo mecanicista, para a análise de momentos fletores e deflexões nos trilhos, bem como tensões verticais nas camadas de lastro, sub-lastro e subleito. Já no segundo caso, são realizados estudos paramétricos relativos à transmissibilidade e à atenuação de vibrações causadoras de ruído secundário. Também é feita uma análise da influência da rigidez vertical na amplificação dinâmica das cargas estáticas, que pode ser aplicada a ambos os casos citados e até extrapolada para casos de vias de alta velocidade. Os resultados mostraram que aumentos de rigidez vertical resultam em ganhos do ponto de vista de momentos fletores e deflexões nos trilhos, além de maior resistência e capacidade de dissipação de tensões verticais nas camadas de lastro, sub-lastro e subleito. Por outro lado, esses aumentos também levaram a maiores tensões nas camadas subjacentes à grade citadas, além de atenuações de vibrações em menores intervalos de frequência e maiores amplificações dinâmicas das cargas estáticas em vias de alta velocidade. Assim, é mostrado que a influência da rigidez vertical, tanto da via como um todo quanto de alguns elementos específicos, não deve ser analisada de forma genérica, pois, dependendo do parâmetro da resposta da via considerado no dimensionamento, seu aumento pode representar uma influência positiva ou negativa. / The railway track is an essential element in the composition of rail transport and its performance should be adequate to ensure both safety and comfort. Therefore, several aspects should be analyzed still in the project phase, through project designs that compare the response of the track from the point of view of different parameters and some stablished limits. Thus, the knowledge of the mechanical behavior of the track due to stresses imposed by the passage of rolling stock becomes essential to the design of a structure which ensures the necessary requirements, without being uneconomic. Since this mechanical behavior is very sensitive to vertical stiffness of the structure, this thesis presents some analyses about the influence of this parameter in the track response and, consequently, in its design. In this context, the research covers both the case of ballasted tracks with freight trains and the case of slab tracks with passenger trains in urban areas. In the first case, parametric studies are performed by means of classical and mechanistic models with analyses of bending moments and deflections in rails, as well as the vertical stresses on ballast, sub-ballast and subgrade layers. In the second, it was analyzed in the parametric studies the transmission and attenuation of vibrations causing ground borne vibration. In addition to these, there is also an analysis of the influence of the vertical stiffness in dynamic amplification of the static loads, which can be applied to both the mentioned cases and even extrapolated to cases of high-speed railways. The results showed that stiffness increases result in positive gains from the point of view of bending moments and deflections in rails, as well as higher strength and dissipation of vertical stresses on ballast, sub-ballast and subgrade layers. On the other hand, this increase of stiffness also lead to higher pressures on the layers cited, in addition to attenuation of vibrations in lower frequency ranges and higher dynamic amplifications of static loads in the case of high-speed operation. Thus, the influence of vertical stiffness should not be analyzed in a generic way, because, depending on the parameter of the track response considered, it can represent a positive or negative influence.

A via permanente representa um elemento imprescindível na composição do transporte ferroviário e seu desempenho deve ser adequado, de forma a garantir tanto segurança quanto conforto. Assim, diversos aspectos devem ser analisados ainda na fase de projeto, através de dimensionamentos que confrontem diferentes parâmetros da resposta da via e os limites estabelecidos. Dessa forma, o conhecimento do comportamento mecânico da via, devido aos esforços impostos pela passagem do material rodante, passa a ser essencial no projeto de uma estrutura que garanta os requisitos necessários, sem ser inviável economicamente. Visto que esse comportamento mecânico é muito sensível à rigidez vertical da estrutura, o presente trabalho apresenta análises da influência desse parâmetro na resposta da via e, consequentemente, no seu dimensionamento. Nesse contexto, o trabalho abrange tanto o caso de vias em lastro solicitadas por trens de carga, quanto o caso de vias em laje solicitadas por trens de passageiros em meios urbanos. No primeiro caso são realizados estudos paramétricos, por meio de modelos clássicos e um modelo mecanicista, para a análise de momentos fletores e deflexões nos trilhos, bem como tensões verticais nas camadas de lastro, sub-lastro e subleito. Já no segundo caso, são realizados estudos paramétricos relativos à transmissibilidade e à atenuação de vibrações causadoras de ruído secundário. Também é feita uma análise da influência da rigidez vertical na amplificação dinâmica das cargas estáticas, que pode ser aplicada a ambos os casos citados e até extrapolada para casos de vias de alta velocidade. Os resultados mostraram que aumentos de rigidez vertical resultam em ganhos do ponto de vista de momentos fletores e deflexões nos trilhos, além de maior resistência e capacidade de dissipação de tensões verticais nas camadas de lastro, sub-lastro e subleito. Por outro lado, esses aumentos também levaram a maiores tensões nas camadas subjacentes à grade citadas, além de atenuações de vibrações em menores intervalos de frequência e maiores amplificações dinâmicas das cargas estáticas em vias de alta velocidade. Assim, é mostrado que a influência da rigidez vertical, tanto da via como um todo quanto de alguns elementos específicos, não deve ser analisada de forma genérica, pois, dependendo do parâmetro da resposta da via considerado no dimensionamento, seu aumento pode representar uma influência positiva ou negativa. / The railway track is an essential element in the composition of rail transport and its performance should be adequate to ensure both safety and comfort. Therefore, several aspects should be analyzed still in the project phase, through project designs that compare the response of the track from the point of view of different parameters and some stablished limits. Thus, the knowledge of the mechanical behavior of the track due to stresses imposed by the passage of rolling stock becomes essential to the design of a structure which ensures the necessary requirements, without being uneconomic. Since this mechanical behavior is very sensitive to vertical stiffness of the structure, this thesis presents some analyses about the influence of this parameter in the track response and, consequently, in its design. In this context, the research covers both the case of ballasted tracks with freight trains and the case of slab tracks with passenger trains in urban areas. In the first case, parametric studies are performed by means of classical and mechanistic models with analyses of bending moments and deflections in rails, as well as the vertical stresses on ballast, sub-ballast and subgrade layers. In the second, it was analyzed in the parametric studies the transmission and attenuation of vibrations causing ground borne vibration. In addition to these, there is also an analysis of the influence of the vertical stiffness in dynamic amplification of the static loads, which can be applied to both the mentioned cases and even extrapolated to cases of high-speed railways. The results showed that stiffness increases result in positive gains from the point of view of bending moments and deflections in rails, as well as higher strength and dissipation of vertical stresses on ballast, sub-ballast and subgrade layers. On the other hand, this increase of stiffness also lead to higher pressures on the layers cited, in addition to attenuation of vibrations in lower frequency ranges and higher dynamic amplifications of static loads in the case of high-speed operation. Thus, the influence of vertical stiffness should not be analyzed in a generic way, because, depending on the parameter of the track response considered, it can represent a positive or negative influence.

Studying the dynamic characteristics and evolution laws of the ballast bed under low-temperature, rain and snow environments has practical significance for the driving stability of railways in alpine. In this paper, a full-scale ballasted track model was constructed in a programmable temperature control laboratory, and the frequency response function (FRF) curves of the ballast bed under different temperature and humidity conditions were measured. Then the vibration characteristics and the evolution laws of the ballast bed under different conditions were analyzed. The longitudinal transfer behavior and the dissipation of the vibration energy in the ballast bed under different humidity and temperature environments were discussed combined with the finite element method. The results show that the influence of temperature on the vibration characteristics of the ballast bed is not significant in the dry and water-rich environments, but the vibration characteristics of the ballast bed in the frozen environment change dramatically with the decrease of temperature. The vibration energy is harder to dissipate in the frozen ballast bed than in the dry and water-rich ballast beds, and the frozen ballast bed is more prone to be sudden damaged when a train passes due to the significant increase in its stiffness. Thus, the performance monitoring and emergency maintenance of the ballast bed in those environments should be strengthened.

The increased use of continuously welded rails in the railway systems makes it necessary to increase the control of the rail stresses to avoid instability and damages of the rails. Large stresses are especially prone to appear at discontinuities in the railway systems, such as bridges, due to the interaction between the track and the bridge. The interaction leads to increased horizontal forces in the rails due to the changed stiffness between the embankment and the bridge, temperature variations, bending of the bridge structure because of vertical traffic loads and braking and traction forces. If the compressive rail stresses become too high it is necessary to use costly and maintenance-requiring devices such as rail expansion joints and other rail expansion devices. These devices increase the railway systems life cycle cost and should if possible be avoided. The use of non-ballasted track on high-speed railways, tramways and subways, has increased since this kind of track requires less maintenance and according to some investigations have a lower life cycle cost compared to ballasted track. The non-ballasted track is usually made of a track slab to which the rails are connected through fastenings. The track slab is connected to the bridge structure and held in place by shear keys. When non-ballasted tracks are used in populated areas it is sometimes necessary to introduce some vibration and noise damping solution. One of the possible solutions is to introduce a floating slab mat (elastic mat) under the track slab on the bridge. The influence of the floating slab mats properties on the rail stresses is investigated in this degree project. The investigation was performed through a numerical modelling of two railway bridges using the finite element software SOFiSTiK. The results from the investigation showed that there was a small reduction of the compressive rail stresses by approximately 3 – 7% (depending on the stiffness of the elastic support, load positions and the properties of the mat) when a mat was installed under the track slab. The results from the investigation also showed that there was a small reduction (up to approximately 1 %) of the compressive stresses in the rail when the thickness of the mat was increased, and the stiffness of the mat was reduced. This reduction of the compressive stresses is assumed to be caused by the mat being mounted on the sides of the shear keys. The lower stiffness of the mat allows the track slab and the bridge deck to move more freely parallel to each other in the horizontal direction. This leads to a decrease of the stresses in the rail due to a lower interaction between the track and the bridge. It was also shown that the rail stresses increased if the friction between the slab mat and the bridge deck was considered. This is because of an increase of the interaction between the track and the bridge due to the mats horizontal stiffness. / Den ökade användningen av kontinuerligt svetsade räler i järnvägsnäten i världen leder till en ökad kontroll av rälsspänningarna för att undvika instabilitet och skador på rälsen. Särskilt vid en diskontinuit i järnvägssystemet, som vid broar, kan stora tillskottspänningar i rälsen uppstå till följd av interaktionen mellan spår och bro. Interaktion leder till ökade horisontella krafter som verkar på rälsen och beror på den förändrade styvheten mellan järnvägsbank och bro, temperaturvariationer, nedböjning av bron på grund av vertikala trafiklaster samt broms- och accelerationskrafter. Om spänningarna i rälsen blir för stora behöver kostsamma och underhållskrävande dilatationsfogar införas. Dessa dilatationsfogar ökar järnvägssystemets livscykelkostnad och är något som ska undvikas att införas i den mån det är möjligt. Användningen av ballastfritt spår för höghastighetsjärnvägar, spårvägar och tunnelbanor ökar på grund av att dessa spår kräver mindre underhåll och har enligt vissa undersökningar en lägre livscykelkostnad i jämförelse med ballasterat spår. Ballastfritt spår består oftast av en betongplatta till vilken rälsen är kopplad genom befästningar. Plattan är i sin tur kopplad till underbyggnaden genom skjuvförbindare som håller plattan på plats. När ballastfritt spår används i bebodda områden är det ibland nödvändigt att ta till vibrations- och ljuddämpande åtgärder. En åtgärd som används på brokonstruktioner för att minska vibrationer och ljudföroreningar är att montera en vibrationsdämpande matta, som är tillverkad av ett elastiskt material, mellan betongplattan och broöverbyggnaden. I detta examensarbetet undersöks hur den vibrationsdämpande mattans egenskaper påverkar rälsspänningarna. Resultaten från undersökningen visar att spänningarna i rälsen minskar med cirka 3–7 % (beroende på det elastiska stödets styvhet, lastpositioner och mattans egenskaper) när en elastisk matta installeras under spårplattan i jämförelse med när ingen matta används. När mattans tjocklek ökar och när styvheten sänks minskar spänningarna med cirka 1 % i jämförelse mellan den tjockaste och tunnaste mattan. Denna minskning av spänningarna antas bero på att den vibrationsdämpande mattan som är monterad på sidan av skjuvförbindarna ger en möjlighet för spåret och bron att förskjutas fritt parallellt varandra innan en interaktion mellan spår och bro uppstår. Det visade sig även att om friktionen mellan mattan och broöverbyggnaden medräknas ökar spänningarna i rälsen. Detta beror på att mattan då skapar en större interaktion mellan spåret och bron gentemot fallet då mattans horisontella styvhet inte beaktas.