EN standards 13803-1 and 13803-2

for track alignment

Dr Björn Kufver (Ferroplan)
 Contents
• IIntroduction
t d ti (2)
• Line categories vs traffic categories (4)
• Transition ccurves
r es (1)
• Length between cant transitions (1)
• Tilting trains (2)
• Abrupt change of curvature (3)
• Buffer locking (5)
• Vertical bending (3)
 Introduction - 1
• CEN TC256 - Railways
• CEN TC256/SC1 - Tracks
• CEN TC256/SC1/WG15 – Track alignment
• ENV 13803-1:2002
13803 1 2002 = Prestandard
P t d d ffor “Plain
“Pl i
Line”
• EN 13803-2 = CEN Standard for S&C
• EN 13803
13803-1
1 = CEN standard for “Plain
Plain Line”
Line
• prEN 13803 = merged and updated draft
 Introduction - 2
IN CEN TC256/SC1/WG15
• Umbrella approach (avoid introducing criteria and limits
that 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
practice, comfortable ride
ride, low
wheel/rail forces, or easy track maintenance
• “Normal
Normal limits
limits” (in prEN 13803 just called “limits”)
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 - 1

The prestandard ENV 13803-1:2002 contained many

li categories
line t i such h as:
• I Mixed traffic lines, 80<V<120 (km/h)
• II Mixed
Mi d ttraffic
ffi lilines, 120
120<V<200
I V 200 (km/h)
(k /h)
• III Mixed traffic lines, 200<V<300 (km/h)
• IV Mixed
Mi d ttraffic
ffi lilines, V<250
250 (km/h),
(k /h) with
ith vehicles
hi l
incorporating special design characteristics
• V Dedicated passenger lines lines, 250<V<300 (km/h)
 Line 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
• III Mixed traffic lines, 200<V<250 (km/h), FS
• IV Dedicated passenger lines, 250<V<300 (km/h)
 Line categories - 3

Problems with the “old” approach:

Lack of proper definitions
• What are “special design characteristics”
• Certain freight trains are “passenger
I trains”
Inconsistent rules
• V=115 required a longer cant transition than V=120
• V=200 required larger vertical radius than V=210
• Line cat IV ((special
p design
g characteristics)) required
q larger
g vertical
radius than Line cat III
• Line cat IV (special design characteristics) required lower cant
deficiency than Line cat III for certain speed intervals
 Line categories - 4

“Old” approach had problems with Interoperability:

No rules for a “traditional”
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”
I
• Old approach used terms such as “Passenger train”, “Special
design characteristics”, “Freight trains”, “dedicated freight wagons
with special mechanical characteristics”
• New approach uses “Cant deficiency” and procedures for
pp
approval of vehicles acc. to EN 14363 ((similar to UIC 518))
• The levels for cant deficiency coordinated with ERTMS
• ERTMS limits are not stable …
 Transition curves

Most European railway companies use clothoids

and linear cant transitions
Information about S-shaped ramps in an
informative annex of EN 13803-1
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 train
speed (since the S-shaped ramp is steeper)
Length between cant transitions

Very conservative rules in ENV 13803-1

13803 1
from 2002:
• Where
Wh V 200 kkm/h:
V<200 /h L>V/5
L V/5 ((m per kkm/h)
/h)
• Where V>200 km/h:/ L>V/2/ ((m p
per km/h)
/ )
Requirements not applied in Sweden, UK
and Germany
Germany, and therefore deleted
from EN 13803-1 (… informative Annex).
 Tilting trains - 1

Limits for tilting trains have been introduced in

EN 13803
13803-1 1 ((cantt d
deficiency,
fi i rate
t off change
h off
cant, rate of change of cant deficiency)
Th
Three E
European railil companies i d do nott h have any
limit for rate of change of cant deficiency.
D tto th
Due the ““umbrellab ll approach”, h” th
there iis no
“Exceptional limit” for rate of change of c.d.
E
Exceptional
ti l lilimits
it are iintended
t d d tto bbe iintroduced
t d d
in prEN 13803
 Tilting trains - 2

Example (from the UIC project FACT):

• Radius = 2000 m, transition lengths = 20 m, and
applied cant = 20 mm
With Enhanced speed = 230 km/h
• Cant deficiency = 292 mm
• Rate of change of cant = 65 mm/s
• Rate of change of cant deficiency = 933 mm/s !!!
Abrupt change of curvature - 1

Lateral jerk (m/s3) reduced by transition

curves
Wh
Where no ttransition
iti curve, a need d ffor a
method to limit the lateral jerk:
• Constant limit for abrupt change of c.d.
• Virtual transition (bogie distance)
• Slightly
g y reduced limit at higher
g speeds
p
Abrupt change of curvature - 2

Eurofima coach

1,8
3)
Laterral jerk (m/s3 Jerk-2Hz-w
J k 2H
Jerk-2Hz-m
1,3
Simulations: Jerk-.3Hz-w
Jerk-.3Hz-m
For all speeds, 08
0,8
Jerk-1s-w
abrupt change off Jerk-1s-m

cant deficiency is Jerk-Virt.

0,3
100mm 0 50 100 150 200 250
Train speed (km/h)
 Abrupt change of curvature - 3
Abrupt change of cant deficiency = 100mm Abrupt change of c.d. - CEN high-speed lines

1,8 1,8
Jerk-2Hz-w Jerk-2Hz-w
Lateral jerk (m /s3)

Lateral jerk (m /s3)

Jerk-2Hz-m
Jerk 2Hz m Jerk-2Hz-m
Jerk 2Hz m
1,3 1,3
Jerk-.3Hz-w Jerk-.3Hz-w
Jerk-.3Hz-m Jerk-.3Hz-m
0,8 Jerk-1s-w 0,8 Jerk-1s-w
Jerk-1s-m Jerk-1s-m
0,3 0,3
0 50 100 150 200 250 0 50 100 150 200 250
Train speed (km/h) Train speed (km/h)

Abrupt change
Abrupt change
of c.d. -of
CENc.d.conventional
- BV limits lines Abrupt change of c.d. - draft revised BV limits

1,8 1,8
Jerk-2Hz-w Jerk-2Hz-w
Lateral jerk (m//s3)

Lateral jerk (m//s3)

Jerk-2Hz-m Jerk-2Hz-m
1,3 1,3
Jerk-.3Hz-w Jerk-.3Hz-w
Jerk-.3Hz-m Jerk-.3Hz-m
0,8 Jerk-1s-w 0,8 Jerk-1s-w
Jerk-1s-m Jerk-1s-m
0,3 0,3
0 50 100 150 200 250 0 50 100 150 200 250
Train speed (km/h) Train speed (km/h)
 Buffer locking - 1
B = Buffer displacement = end throw

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

distance

B=
( L / 2)
2
−
(W / 2)
2
=
L −W
2 2

2⋅ R 2⋅ R 8⋅ R
 Buffer locking - 2
B = Buffer displacement = end throw

Ri=radius (+/-), L=vehicle length,

W=bogie distance,
distance LS=Length of
intermediate straight
L −W ⎛ 1
2 2
1 ⎞ L 1 2
B= ⋅ ⎜⎜ − ⎟⎟ − ⋅ S

8 ⎝ R1 R2 ⎠ 2 R1 − R2
1
=
1
−
1 L2 − W 2 − L2S
B= R2 = − R1
Rid R1 R2 8 ⋅ Rid
 Buffer locking - 3
Intermediate straight LS

14

12

10

8
Ls(m)

CEN (2006)
6
407
407mm (R1
(R1=-R2)
R2)
4
407 mm (R1=150m)
2
BV ((1996))
0
75 80 85 90 95 100 105 110 115 120 125
Rid (m)
 Buffer locking - 4
Intermediate straight LS

14

12

10

8
Ls(m)

CEN (2006)
6 407mm (R1=-R2)
407 mm (R1=150m)
4
BV (1996)
2 373 mm (R1=-R2)
373 mm (R1=150 m)
0
75 80 85 90 95 100 105 110 115 120 125
Rid (m)
 Buffer locking - 5
Intermediate straight LS

14

12

10

8
Ls(m)

CEN (2006)
6 407mm (R1=-R2)
407 mm (R1
(R1=150m)
150 )
4 BV (1996)
373 mm (R1=-R2)
2 373 mm (R1=150 m)
BV (draft)
(d ft)
0
75 80 85 90 95 100 105 110 115 120 125
Rid (m)
 Vertical bending - 1
D( s)
z II ( s ) = z I ( s ) − ⋅ y(s)
1 .5 m
• zII(s) is level of track II,
• zI(s) is level of track I,
• y(s) is lateral distance between the two
tracks,
• D(s) is cant [metres] and
• s is chainage
 Vertical bending - 2
dz•II dz I 1 ⎛ dy dD ⎞
(s) = ( s) − ⋅ ⎜ D( s) ⋅ ( s) + ( s) ⋅ y(s) ⎟
ds ds 1 .5 m ⎝ ds ds ⎠

d 2 z II d 2 zI 1 ⎛ d2y dD dy d 2D ⎞
2
( s) = 2
( s) − ⋅ ⎜⎜ D( s ) ⋅ 2 ( s ) + 2 ⋅ ( s ) ⋅ ( s ) + 2 ( s ) ⋅ y ( s ) ⎟⎟
ds ds 1.5m ⎝ ds ds ds ds ⎠

d 2 z rp d 2z ⎛ ⎛ D( s ) ⎞ ⎞ 1 D( s)
( s) = ( s) ⋅ cos⎜⎜ arcsin⎜ ⎟⎟⎟ + ⋅
ds 2 ds ⎝ ⎝ 1.5m ⎠ ⎠ Rh ( s) 1.5m
 Vertical 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 curvature,
Vertical t ttrackk I,
I 0 -1/4500
1/4500 1/3000 1/3000 -1/6000
1/6000
perpendicular to horizontal (convex) (concave) (concave) (convex)
plane [m-1]
Cone effect, track I [m-1] 1/4500 1/4500 1/4500 1/4500 1/6000
Vertical curvature, track I, 1/4500 0 1/1800 1/1800 0
perpendicular to the canted (concave) (concave) (concave)
running plane [m-1]
Branch diverging … outwards outwards outwards outwards inwards
Horizontal radius, track II [m] 400 400 400 400 300
Vertical curvature, track II, 1/18000 -1/4500 1/3000 1/3000 -1/6000
perpendicular to horizontal (concave)
+1/18000 +1/18000 +1/18000 -1/18000
plane [m-1]
= 1/6000
=-1/6000 =1/2571 +1/13200 = 1/4500
=-1/4500
(convex) (concave) (convex)
=1/2152
(concave)
Cone effect, track II [m-1] 1/6000 1/6000 1/6000 1/6000 1/4500
Vertical curvature, track II, 1/4500 0 1/1800 1/1584 0
perpendicular to the canted (concave) (concave) (concave)
running plane [m-1]
 Discussion & Conclusions
• Th
The fformulation
l ti off criteria
it i and
d lilimits
it iin a
standard is a balancing act between
relevance and accuracy against user
friendliness.
• The CEN standard EN 13803-2 is affected
by the
t e umbrella
u b e a app
approach.
oac The e “worst”
o st
limits have been dictating.
• Company standards and local
specifications may be more conservative.