EN standards 13803-1 and 13803-2 for track alignmentDr Björn Kufver (Ferroplan)

ContentsContentsI t d ti (2)• Introduction (2)

• Line categories vs traffic categories (4)Transition c r es (1)• Transition curves (1)

• Length between cant transitions (1)Tilting trains (2)• Tilting trains (2)

• Abrupt change of curvature (3)Buffer locking (5)• Buffer locking (5)

• Vertical bending (3)

Introduction 1Introduction - 1

• CEN TC256 - Railways• CEN TC256/SC1 - Tracks• CEN TC256/SC1/WG15 – Track alignment

ENV 13803 1 2002 P t d d f “Pl i• ENV 13803-1:2002 = Prestandard for “Plain Line”

• EN 13803-2 = CEN Standard for S&C• EN 13803-1 = CEN standard for “Plain Line”EN 13803 1 CEN standard for Plain Line• prEN 13803 = merged and updated draft

Introduction 2Introduction - 2IN CEN TC256/SC1/WG15IN CEN TC256/SC1/WG15 • Umbrella approach (avoid introducing criteria and limits

that would require a change of existing track alignmentsthat would require a change of existing track alignments that have proven to be workable and safe while being used in operation)

• The least conservative limit among European railways defines the “Exceptional limit”

• Not necessarily good practice comfortable ride low• Not necessarily good practice, comfortable ride, low wheel/rail forces, or easy track maintenance

• “Normal limits” (in prEN 13803 just called “limits”) areNormal limits (in prEN 13803 just called limits ) are more conservative than “Exceptional limits”

• The standards are NOT design manuals - The limits are not intended to be used as normal design values

Line categories 1Line categories - 1

The prestandard ENV 13803-1:2002 contained many li t i hline categories such as:

• I Mixed traffic lines, 80<V<120 (km/h)II Mi d t ffi li 120 V 200 (k /h)

I• II Mixed traffic lines, 120<V<200 (km/h)• III Mixed traffic lines, 200<V<300 (km/h)

Mi d t ffi li 250 (k /h) ith hi l

I

• IV Mixed traffic lines, V<250 (km/h), with vehicles incorporating special design characteristicsV Dedicated passenger lines 250<V<300 (km/h)• V Dedicated passenger lines, 250<V<300 (km/h)

Line categories 2Line categories - 2

Traffic categories have also been used in UIC Leaflet 703 from 1989:

• I Mixed traffic lines, 80<V<120 (km/h) I• II Mixed traffic lines, 120<V<200 (km/h)

• III Mixed traffic lines, 200<V<250 (km/h), DB

I

• III Mixed traffic lines, 200<V<250 (km/h), FS• IV Dedicated passenger lines, 250<V<300 (km/h)

Line categories 3Line categories - 3

Problems with the “old” approach:Lack of proper definitions• What are “special design characteristics”

Certain freight trains are “passenger trains” I• Certain freight trains are “passenger trains”Inconsistent rules• V=115 required a longer cant transition than V=120

I

• V=115 required a longer cant transition than V=120• V=200 required larger vertical radius than V=210• Line cat IV (special design characteristics) required larger vertical ( p g ) q g

radius than Line cat III• Line cat IV (special design characteristics) required lower cant

deficiency than Line cat III for certain speed intervalsdeficiency than Line cat III for certain speed intervals

Line categories 4Line categories - 4

“Old” approach had problems with Interoperability:No rules for a “traditional” passenger train running on Line CategoryNo rules for a traditional passenger train running on Line Category

IV (Mixed traffic line where the passenger trains are supposed to have special design characteristics)

Step change to “Line categories” IStep change to “Line categories”• Old approach used terms such as “Passenger train”, “Special

design characteristics”, “Freight trains”, “dedicated freight wagons

I

with special mechanical characteristics”• New approach uses “Cant deficiency” and procedures for

approval of vehicles acc. to EN 14363 (similar to UIC 518)pp ( )• The levels for cant deficiency coordinated with ERTMS• ERTMS limits are not stable …

Transition curvesTransition curves

Most European railway companies use clothoids and linear cant transitionsand linear cant transitions

Information about S-shaped ramps in an informative annex of EN 13803-1 informative annex of EN 13803 1

Normal limit for rate of change of cant is 50 mm/s for linear ramps and 55 mm/s for S-shaped ramps

Realigning a linear ramp to an S-shaped ramp does not result in a higher permissible traindoes not result in a higher permissible train speed (since the S-shaped ramp is steeper)

Length between cant transitionsLength between cant transitions

Very conservative rules in ENV 13803-1Very conservative rules in ENV 13803 1 from 2002:Wh V 200 k /h L V/5 ( k /h)

• Where V<200 km/h: L>V/5 (m per km/h)• Where V>200 km/h: L>V/2 (m per km/h)/ / ( p / )Requirements not applied in Sweden, UK

and Germany and therefore deletedand Germany, and therefore deleted from EN 13803-1 (… informative Annex).

Tilting trains 1Tilting trains - 1

Limits for tilting trains have been introduced in EN 13803 1 ( t d fi i t f h fEN 13803-1 (cant deficiency, rate of change of cant, rate of change of cant deficiency)

Th E il i d t h Three European rail companies do not have any limit for rate of change of cant deficiency.

D t th “ b ll h” th iDue to the “umbrella approach”, there is no “Exceptional limit” for rate of change of c.d.

E ti l li it i t d d t b i t d dExceptional limits are intended to be introduced in prEN 13803

Tilting trains 2Tilting trains - 2

Example (from the UIC project FACT):Example (from the UIC project FACT):• Radius = 2000 m, transition lengths = 20 m, and

applied cant = 20 mm applied cant 20 mmWith Enhanced speed = 230 km/h• Cant deficiency = 292 mm• Cant deficiency = 292 mm• Rate of change of cant = 65 mm/s• Rate of change of cant deficiency = 933 mm/s !!!• Rate of change of cant deficiency = 933 mm/s !!!

Abrupt change of curvature 1Abrupt change of curvature - 1

Lateral jerk (m/s3) reduced by transitionLateral jerk (m/s ) reduced by transition curves

Wh t iti d fWhere no transition curve, a need for a method to limit the lateral jerk:

• Constant limit for abrupt change of c.d.Virtual transition (bogie distance)• Virtual transition (bogie distance)

• Slightly reduced limit at higher speedsg y g p

Abrupt change of curvature 2Abrupt change of curvature - 2

Eurofima coachEurofima coach

1,83)

Jerk-2Hz-wJ k 2H

0 8

1,3

ral j

erk

(m/s

3 Jerk-2Hz-mJerk-.3Hz-wJerk-.3Hz-mJerk-1s-w

Simulations: For all speeds,

f0,3

0,8

0 50 100 150 200 250

Late

r

Jerk-1s-mJerk-Virt.

abrupt change of cant deficiency is 100mm 0 50 100 150 200 250

Train speed (km/h)

Abrupt change of curvature 3Abrupt change of curvature - 3Abrupt change of cant deficiency = 100mm

1,8

/s3) Jerk-2Hz-w

Jerk-2Hz-m

Abrupt change of c.d. - CEN high-speed lines

1,8

/s3) Jerk-2Hz-w

Jerk-2Hz-m

0,8

1,3

Late

ral j

erk

(m

Jerk 2Hz mJerk-.3Hz-wJerk-.3Hz-mJerk-1s-wJerk-1s-m

0,8

1,3

Late

ral j

erk

(m

Jerk 2Hz mJerk-.3Hz-wJerk-.3Hz-mJerk-1s-wJerk-1s-m

0,30 50 100 150 200 250

Train speed (km/h)

0,30 50 100 150 200 250

Train speed (km/h)

Abrupt change of c.d. - CEN conventional lines

1,8

/s3) Jerk-2Hz-w

Jerk-2Hz-m

Abrupt change of c.d. - BV limits

1,8

/s3) Jerk-2Hz-w

Jerk-2Hz-m

Abrupt change of c.d. - draft revised BV limits

1,8

/s3) Jerk-2Hz-w

Jerk-2Hz-m

0,8

1,3

Late

ral j

erk

(m/ Jerk-2Hz-m

Jerk-.3Hz-wJerk-.3Hz-mJerk-1s-wJerk-1s-m

0,8

1,3

Late

ral j

erk

(m/ Jerk-2Hz-m

Jerk-.3Hz-wJerk-.3Hz-mJerk-1s-wJerk-1s-m

0,8

1,3La

tera

l jer

k (m

/ Jerk-2Hz-mJerk-.3Hz-wJerk-.3Hz-mJerk-1s-wJerk-1s-m

0,30 50 100 150 200 250

Train speed (km/h)

0,30 50 100 150 200 250

Train speed (km/h)

0,30 50 100 150 200 250

Train speed (km/h)

Buffer locking 1Buffer locking - 1B Buffer displacement end throwB = Buffer displacement = end throw

R=radius, L=vehicle length, W=bogie distancedistance

( ) ( ) WLWL 2/2/ 2222( ) ( )RWL

RW

RLB

⋅−

=⋅

−⋅

=82

2/2

2/ 22

RRR 822

Buffer locking 2Buffer locking - 2B Buffer displacement end throwB = Buffer displacement = end throw

Ri=radius (+/-), L=vehicle length, W=bogie distance L =Length ofW=bogie distance, LS=Length of intermediate straight

222 111 LWLB S ⋅−⎟⎟⎞

⎜⎜⎛

−⋅−

=2121 28 RRRR −⎟

⎠⎜⎝

21

111RRRid

−=id

S

RLWL

B⋅

−−=

8

222

12 RR −=

Buffer locking 3Buffer locking - 3Intermediate straight LS

14

10

12

6

8

Ls(m

)

CEN (2006)

407 (R1 R2)

2

4407mm (R1=-R2)

407 mm (R1=150m)

BV (1996)0

75 80 85 90 95 100 105 110 115 120 125

Rid (m)

( )

Buffer locking 4Buffer locking - 4Intermediate straight LS

14

10

12

6

8

Ls(m

)

CEN (2006)407mm (R1=-R2)

2

4 407 mm (R1=150m)BV (1996)373 mm (R1=-R2)373 mm (R1=150 m)

075 80 85 90 95 100 105 110 115 120 125

Rid (m)

373 mm (R1=150 m)

Buffer locking 5Buffer locking - 5Intermediate straight LS

14

10

12

6

8

Ls(m

)

CEN (2006)407mm (R1=-R2)407 (R1 150 )

2

4407 mm (R1=150m)BV (1996)373 mm (R1=-R2)373 mm (R1=150 m)BV (d ft)

075 80 85 90 95 100 105 110 115 120 125

Rid (m)

BV (draft)

Vertical bending 1Vertical bending - 1

)(D )(m51)()()( sysDszsz III ⋅−=

• zII(s) is level of track II,m5.1

• zI(s) is level of track I, • y(s) is lateral distance between the two• y(s) is lateral distance between the two

tracks, • D(s) is cant [metres] and • s is chainages is chainage

Vertical bending 2Vertical bending - 2

• ⎟⎠⎞

⎜⎝⎛ ⋅+⋅⋅−= )()()()(

m5.11)()( sys

dsdDs

dsdysDs

dsdz

sds

dz III

⎟⎞

⎜⎛1 2222 DddydDydzdzd III

⎟⎟⎠

⎞⎜⎜⎝

⎛⋅+⋅⋅+⋅⋅−= )()()()(2)()(

m5.11)()( 2222 sys

dsDds

dsdys

dsdDs

dsydsDs

dszd

sds

zd III

m5.1)(

)(1

m5.1)(arcsincos)()(

2

2

2 sDsR

sDsds

zdsds

zd

h

rp ⋅+⎟⎟⎠

⎞⎜⎜⎝

⎛⎟⎠⎞

⎜⎝⎛⋅=

)(h⎠⎝

Vertical bending 3Vertical bending - 3 Example Ex 1 Ex 2 Ex 3 Ex 4 Ex 5

Horizontal radius, track I [m] 300 300 300 300 400

Cant [m] 0.100 0.100 0.100 0.100 0.100

Cant gradient [m/m] 0 0 0.0 1/400 0

V ti l t t k I 0 1/4500 1/3000 1/3000 1/6000Vertical curvature, track I, perpendicular to horizontal plane [m-1]

0 -1/4500 (convex)

1/3000(concave)

1/3000 (concave)

-1/6000(convex)

Cone effect, track I [m-1] 1/4500 1/4500 1/4500 1/4500 1/6000

Vertical curvature, track I, perpendicular to the canted running plane [m-1]

1/4500 (concave)

0 1/1800(concave)

1/1800(concave)

0

Branch diverging … outwards outwards outwards outwards inwards

Horizontal radius, track II [m] 400 400 400 400 300

Vertical curvature, track II, perpendicular to horizontal plane [m-1]

1/18000 (concave)

-1/4500

+1/18000

= 1/6000

1/3000

+1/18000

=1/2571

1/3000

+1/18000

+1/13200

-1/6000

-1/18000

= 1/4500=-1/6000 (convex)

=1/2571(concave)

+1/13200

=1/2152 (concave)

=-1/4500 (convex)

Cone effect, track II [m-1] 1/6000 1/6000 1/6000 1/6000 1/4500

Vertical curvature, track II, perpendicular to the canted running plane [m-1]

1/4500 (concave)

0 1/1800 (concave)

1/1584 (concave)

0

Discussion & ConclusionsDiscussion & Conclusions

Th f l ti f it i d li it i• The formulation of criteria and limits in a standard is a balancing act between relevance and accuracy against user friendliness.

• The CEN standard EN 13803-2 is affected by the umbrella approach. The “worst” by t e u b e a app oac e o stlimits have been dictating.

• Company standards and local• Company standards and local specifications may be more conservative.