## 1 Introduction  
High-speed railway lines often run through tunnels and on bridges, and the train-induced ground vibrations need to be predicted. The aim of this contribution is to analyse the effects of these special track or line types from measurements, while calculations for tunnel and bridge lines have been included in the companion paper [1]. The BAM has performed simultaneous measurements of the vehicle, track and ground vibrations during test runs on the high-speed line near Wurzburg where a tunnel, bridge and surface section were included [2]. This combination of vibration measurements is unique and allows new insights into the vehicle-track-soil interaction and the excitation of ground vibration. Whereas the results for the surface line have been evaluated in [3], the focus is now set on the specific behaviour of the bridge and the tunnel line. Vibration measurements of vehicle vibration for vehicle problems are often found, see in [4], as well as track measurements for track problems, e.g., [5]. Moreover, vehicle measurements can be used for the monitoring of the track, e.g., [6], and track measurements for the monitoring of the vehicle, e.g., [7], where the vehicle-track interaction is included. Combined vibration measurements of the vehicle, track and ground as presented here are not found in the literature. There is a wide literature about the vibrations of railway bridges, for example [8; 9; 10], and the amplification and cancellation of bridge resonances have been well studied [11; 12]. The combination of the bridge analysis with the generated ground vibration, however,is quite rare, for example [PERSON] and [PERSON] [13]. Measurements of bridge vibrations and their resonances have been shown for example in [PERSON] et al. [14] for different speeds, and in [PERSON] et al. [15] for different bridges, but the focus is usually on regular high-speed trains and not on conventional passenger trains which are analysed in the present article. A few articles [16; 17; 18] combine a detailed theory with experimental results about ground vibration. [PERSON] and [PERSON] [16] include a parameter study about resonances of simply supported bridges, the influence of the vehicle-bridge interaction and a comparison of measured ground vibrations with the numerical results of a big finite-element model of a 21-span viaduct with a span length of 30 m. The standard Chinese high-speed bridge, which has a simply supported span length of 32 m, has been analysed in detail by [PERSON] et al. [17] for bridge and ground vibrations. The Japanese high-speed viaduct, which consists of 24 m long frame segments of three 6 m long spans and 2 \(\times\) 3 bridge piers, has been analysed theoretically and with bridge and ground vibration measurements by [PERSON] and [PERSON] [18]. More measurements near bridge lines, also for freight trains or urban trains, can be found in [19; 20; 21; 22]. Many of these references address the strong attenuation of the ground vibrations with the distance from the bridge pier which can be attributed to the special point-load excitation for a bridge line. Some details of ground vibration measurements near bridge lines will be discussed in this contribution. The BAM measurements will be evaluated for the bridge resonances and their dependence on the axle sequence and the speed of the train. Measurements of ground vibrations near railway tunnels have been reported in [23; 24; 25; 26; 27], where they have been used to verify numerical tunnel-soil models. In [28], some rules for the excitation of the ground vibrations have been derived from measurements at tunnel lines. It seems that the maximum amplitudes generally occur in a frequency range of 50 to 100 Hz higher than what is usually found for surface lines, but only a few measurements directly compare the vibrations from a tunnel and a surface line. In [29], the measurements at a near-surface tunnel were evaluated for a surface-to-tunnel reduction.