prEN 13803-1

SLOVENSKI oSIST prEN 13803-1:2006

PREDSTANDARD
april 2006
Železniške naprave – Zgornji ustroj – Parametri za projektiranje prog – Tirne
širine 1435 mm in več – 1. del: Odprta proga
Railway applications - Track - Track alignment design parameters - Track gauges
1435 mm and wider - Part 1: Plain line
ICS 45.080 Referenčna številka
©  Standard je založil in izdal Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno

EUROPEAN STANDARD
DRAFT
NORME EUROPÉENNE
EUROPÄISCHE NORM
January 2006
ICS
English Version
Railway applications - Track - Track alignment design
parameters - Track gauges 1435 mm and wider - Part 1: Plain
line
Applications ferroviaires - Paramètres de conception du Bahnnwendungen - Pberbau - Linienführung in Gleisen -
tracè de la voie - Ecartement 1435 mm et plus large - Spurweiten 1 435 mm und grösser - Teil 1: Durchgehendes
Partie 1: Voie courant Hauptgleis
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other language
made by translation under the responsibility of a CEN member into its own language and notified to the Management Centre has the same
status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania,
Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36  B-1050 Brussels
© 2006 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 13803-1:2006: E
worldwide for CEN national Members.

Contents Page
Foreword.5
1 Scope.6
2 Normative references.6
3 Terms and definitions .7
4 Symbols and abbreviations.9
5 Requirements.10
5.1 Background.10
5.1.1 Track alignment design parameters .10
5.1.2 Parameter quantification.10
5.1.3 Traffic categories.11
5.2 Recommended limiting values and maximum (or minimum) limiting values for track
alignment design parameters.12
5.2.1 Radius of horizontal curve R.12
5.2.2 Cant D .12
5.2.3 Cant deficiency I .13
5.2.4 Cant excess E .16
5.2.5 Rate of change of cant dD/dt.17
5.2.6 Cant gradient dD/dllll.19
5.2.7 Rate of change of cant deficiency dI/dt.19
5.2.8 Length of transition curves in the horizontal plane L.21
5.2.9 Length of alignment elements (circular curves and straights) L .21
i
5.2.10 Vertical curves.22
5.2.11 Radius of vertical curve R .22
v
5.2.12 Vertical acceleration a .23
v
Annex A (informative) Supplementary information for track alignment design related to shape and
length of alignment elements.25
A.1 Table summarising the properties of different transition curves shapes, compared with the
conventional cubic parabola and clothoid which are the bases of the standard.25
A.2 The rolling movement of a vehicle and its relation with minimum length of alignment
elements .27
A.3 Further parameters that may be considered for track alignment curve design and a
progressive system of design rules .30
A.3.1 Symbols and abbreviations.30
A.3.2 Objectives.31
A.3.3 Progressive track alignment design.31
A.3.4 Application.35
Annex B (informative) Classification of parameters as a function of their influence on safety,
comfort and economy .46
B.1 General.46
B.2 Safety.47
B.3 Comfort.49
B.4 Economy.50
Annex C (informative) Track resistance to lateral forces generated by the rolling stock .52
C.1 General.52
C.2 The effect of alignment design components on lateral forces generated by the rolling stock.52
C.2.1 Cant deficiency.52
C.2.2 Cant excess.53
C.3 The lateral strength limit of a track under loading (Prud'homme limit).53
C.4 Factors influencing the resistance to track lateral displacement .54
C.4.1 Rail profile.54
C.4.2 Type of sleeper .54
C.4.3 Type of fastening.54
C.4.4 Ballast characteristics.54
C.4.5 Running speed.54
C.4.6 Track consolidation after tamping.54
C.4.7 Thermal load in rails.55
C.4.8 Proximity of two axles.55
C.4.9 Oscillatory axle load variation (vehicle ride quality in the vertical plane).55
Annex D (informative) Other criteria to be considered for the description of a line classification
system .56
Annex E (informative) Consequences on track resistance, stress and fatigue resulting from tilting
body train systems.58
E.1 General.58
E.2 Basic principles applying to tilting body techniques .58
E.2.1 Safety requirements.59
E.2.2 Comfort requirements.61
E.2.3 Economic assessment of the system.62
Annex F (informative) Rules for converting parameter values for track gauges wider than 1435 mm.64
F.1 Scope.64
F.2 Symbols and abbreviations.64
F.3 Basic assumptions and equivalence rules .65
F.4 Detailed conversion rules.66
F.4.1 Radius of horizontal curve R (5.2.1 of the main body of the standard) .66
F.4.2 Cant D (5.2.2 of the main body of the standard).66
F.4.3 Cant deficiency I (5.2.3 of the main body of the standard) .67
F.4.4 Cant excess E (5.2.4 of the main body of the standard).68
F.4.5 Length of transition curves in the horizontal plane L (5.2.8 of the main body of the standard) .69
F.4.6 Rate of change of cant dD /dt (5.2.5 of the main body of the standard) .69
F.4.7 Cant gradient dD /dllll (5.2.6 of the main body of the standard) .70
F.4.8 Rate of change of cant deficiency dI /dt (5.2.7 of the main body of the standard).70
F.4.9 Length of the alignment elements (circular curves and straights) L (5.2.9 of the main body of
i
the standard).71
F.4.10 Other parameters.71
Annex G (normative) Track alignment design parameter values for track gauges wider than 1435
mm.72
G.1 Scope.72
G.2 Requirements for a gauge of 1668 mm .72
G.2.1 Cant D .72
G.2.2 Cant deficiency I .73
G.2.3 Rate of change of cant dD /dt [mm/s].74
G.2.4 Cant gradient dD /dℓ .74
G.2.5 Rate of change of cant deficiency dI /dt .74
G.2.6 Length of alignment elements (circular curves and straights) L .75
i1
G.2.7 Vertical curves.75
G.2.8 Radius of vertical curve R .76
v1
G.2.9 Vertical acceleration a .76
v1
G.3 Requirements for a gauge of 1524 mm .77
G.3.1 Cant D .77
G.3.2 Cant deficiency I .78
G.3.3 Rate of change of cant dD /dt [mm/s].79
G.3.4 Cant gradient dD /dℓ .79
G.3.5 Rate of change of cant deficiency dI /dt .79
G.3.6 Length of alignment elements (circular curves and straights) L .80
i1
G.3.7 Vertical curves.80
G.3.8 Radius of vertical curve R .81
v1
G.3.9 Vertical acceleration a .81
v1
Annex H (informative) Constraints and risks associated with the use of maximum (or minimum)
limiting values.82
Annex I (informative) Recapitulation of the work carried out by the ORE B 55 Committee - Maximum
permissible cant .83
I.1 Introduction.83
I.2 Criteria for safety against derailment at low speed through wheel-climbing .83
I.3 Limiting values for track twist.84
I.4 Rules applicable to the design of and checks performed on new vehicles with regard to
their capability of coping with track twist values.85
I.5 List of reports published by the ORE B 55 Committee.85
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 96/48/EC on the interoperability of the trans-European
high-speed rail system.86

Foreword
This document (prEN 13803-1:2006) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of the following EU Directives:
 Council Directive 96/48/EC of 23 July 1996 on the interoperability of the European high-speed network
 European Parliament and Council Directive 2004/17/EC of 31 March 2004 coordinating the procurement
procedures of entities operating in the water, energy, transport and postal services sectors
 Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways
For relationship with EU Directive 96/48/EC, see informative Annex ZA, which is an integral part of this
document.
EN 13803 "Railway applications – Track – Track alignment design parameters – Track gauges 1435 mm and
wider" consists of the following parts:
 Part 1: Plain line
 Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of the
curvature
Official Journal of the European Communities N° L 235 of 1996-09-17
Official Journal of the European Communities N° L 134 of 2004-04-30
Official Journal of the European Communities N° L 237 of 1991-08-24
1 Scope
This European Standard specifies the track alignment design parameters, the rules and the values that shall be
used to determine the maximum operating speed for both new and existing lines. Alternatively, for a given
specified speed, it defines the track alignment design parameters either for a new line or an upgraded line.
The track alignment designer is free to specify the values most appropriate for the various parameters, when
considering safety, geographical, engineering, historical and economic constraints. These values are defined in
the contract document. However, the choice should be such that the selected values are no worse than the
maximum (or minimum) limiting values for the safety-related parameters.
Whenever necessary, the track alignment designer should take into account any specific requirements of the
appropriate national standards.
The designer should endeavour to comply with the recommended limiting values specified in this European
Standard and avoid unnecessary use of the maximum (or minimum) limiting values.
This European Standard applies to main lines with track gauges 1435 mm and wider with mixed or dedicated
passenger traffic, running at operating speeds between 80 km/h and 300 km/h. Annex F (informative) describes
the conversion rules which can be applied for tracks with gauges wider than 1435 mm. Annex G has a
normative character and is applied for corresponding specific national conditions.
However, the values and conditions stated for this speed range can also be applied to lines where operating
speeds are less than 80 km/h, but in this case, more or less restrictive values may need to be used and should
be defined in the contract.
This European Standard does not apply to urban and suburban lines.
This European Standard also considers the possibility of increasing the performance of line operation, without
major alignment modifications, by means of particular rail vehicle types, such as:
 vehicles with a low axle mass;
 vehicles with a low suspension roll coefficient;
 vehicles equipped with tilting body systems to compensate for cant deficiency (active or passive systems).
For tilting trains, certain alignment parameters may prove to be sensitive, depending in particular on the tilt
control system used. Such special requirements and the corresponding limiting values are described, if
necessary, within this part of the European Standard. Annex E draws the attention of the designer to the
consequences of track resistance, stress and fatigue due to the operation of such vehicles.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced document
(including any amendments) applies.
prEN 13803-2, Railway applications – Track alignment design parameters – Track gauges 1435 mm and wider
– Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature
ISO 31-1, Quantities and units – Part 1: Space and time
UIC 505-5, Basic conditions common to Leaflets 505-1 and 505-4 – Notes on the preparation and provisions of
these leaflets
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply:
3.1
curves
this covers both horizontal and vertical curves and their related transitions. Unless otherwise stated, the curve
parameters are defined for the track centreline
31.1
circular curve
a curve of constant radius
3.1.2
transition curve
a curve of variable radius.
Transition curves may be found between two circular curves, each of a different radius, and between a circular
curve and a straight. The clothoid (or cubic parabola) is normally used for transition curves, giving a linear
variation of curvature and cant. In some cases, cant and or curvature is smoothed at the ends of the transition.
It is possible to use other forms of transition curve which show a non-linear variation of curvature and cant.
In principle, a transition curve is not used for the vertical alignment.
Annex A gives a detailed account of the alternative types of transitions that may be used in track alignment
design
3.1.3
compound curve
a curve formed by two circular curves of different radii which curve in the same direction.
The two adjacent curves may be joined by a transition curve
3.1.4
reverse curve
a curve formed by two circular curves which curve in the opposite direction.
The two adjacent curves may be joined by a transition curve
3.2
cant
the amount by which one gauge rail is raised above the other gauge rail.
Cant is positive when the outer rail on curved track is raised above the inner rail and is negative when the
inner rail on curved track is raised above the outer rail.
Negative cant is unavoidable at switches and crossings on a canted main line where the turnout is curving in
the opposite direction to the main line and, in certain cases, on the plain line immediately adjoining a turnout
(see prEN 13803-2).
When the speed of a vehicle negotiating a curve is such that the resultant of the gravitational force of the vehicle
and the effect of centrifugal force is perpendicular to the plane of the rails, the vehicle is not subjected to
unbalanced lateral force and is said to be in equilibrium. Obtaining this condition on curved track implies raising
one gauge rail above the level of the other gauge rail by a designed amount. This amount is known as the
equilibrium cant
3.3
cant excess
when the arranged cant is higher than equilibrium cant, there will be an unbalanced lateral force. The resultant
force will move towards the inner rail of the curve. The difference between arranged cant and equilibrium cant is
known as cant excess. Cant on a straight track results in cant excess, generating a force towards the low rail
3.4
cant deficiency
when the arranged cant is lower than equilibrium cant, there will be an unbalanced lateral force. The resultant
force will move towards the outer rail of the curve. The difference between equilibrium cant and arranged cant is
known as cant deficiency
3.5
cant gradient
the amount by which the cant is increased or decreased in a given transition length
3.6
rate of change of cant
the rate at which cant is increased or decreased relative to the speed of a vehicle negotiating a transition curve,
for example 35 mm per second means that a vehicle travelling at the specified speed will experience a change
in cant of 35 mm in each second
3.7
rate of change of cant deficiency
the rate at which cant deficiency is increased or decreased relative to the speed of a vehicle negotiating a
transition curve, for example 35 mm per second means that a vehicle travelling at the specified speed permitted
will experience a change in cant deficiency of 35 mm in each second
3.8
maximum permissible speed
maximum speed permitted on a curve with associated transitions when radius, cant, cant deficiency and rates of
change of cant and cant deficiency and other parameters have been taken into consideration
3.9
line speed
maximum speed at which vehicles are allowed to run on a line or branch or on sections of a line or branch.
The line speed limit is usually established after taking into consideration the incidence of permanent speed
restrictions on the line or branch. On mixed traffic lines, several different line speed limits may exist at the same
time due to the different types of traffic categories
3.10
recommended limiting values
values to be applied by the designer for the design of new railway lines or sections of such lines, or for the
upgrading of existing lines. Such values ensure maintenance costs of the track are kept at a reasonable level,
except where particular conditions of poor track stability may occur, without compromising passenger comfort
3.11
maximum (or minimum) limiting values
extreme but permissible values used at maximum speed for most railway vehicles. As these values are extreme,
it is essential that the use of maximum (or minimum) limiting values is as infrequent as possible on any given
line.
Annex H describes the constraints and risks associated with the use of maximum (or minimum) limiting values
4 Symbols and abbreviations
No. Symbol Designation Unit
1 a non-compensated lateral acceleration in the track plane m/s
q
da /dt
2 rate of change of non-compensated lateral acceleration m/s
q
3 a quasi-static lateral acceleration parallel to the vehicle floor m/s
i
4 da /dt rate of change of quasi-static lateral acceleration parallel to the vehicle floor m/s
i
5 a quasi-static vertical acceleration on vertical curve m/s
v
6 D cant mm
7 cant limit mm
D
l
8 dD/dt rate of change of cant mm/s
9 cant gradient mm/m
dD/dl
10 E cant excess mm
11 e distance between wheel treads of an axle (e.g. 1500 mm for gauge 1435 mm) mm
12 h height of the centre of gravity mm
g
13 I cant deficiency mm
14 dI/dt rate of change of cant deficiency mm/s
15 L length of transition curve and/or cant transition m
16 L length of alignment elements (circular curves and straights) m
i
17 R radius of horizontal curve m
18 R radius of vertical curve m
v
19 s roll flexibility coefficient according to UIC 505-5 -
20 t time s
21 V line speed km/h
22 V maximum curving speed of fast trains km/h
max
23 V minimum curving speed of slow trains km/h
min
2 2
24 g acceleration due to gravity: 9,81 m/s m/s
25 limiting value (index) -
lim
26 ∆a overall variation of non-compensated lateral acceleration along a transition curve m/s
q
between straight track and plain curve or between two adjacent curves of
different radii
27 overall cant deficiency variation along a transition curve, between straight track mm
∆I
and circular curve or between two adjacent circular curves of different radii
28 ∆D overall cant variation along a cant transition, between straight track and circular mm
curve or between two adjacent circular curves of different radii
Q
29 dynamic wheel load N
30 Q nominal wheel load N
N
31 overall wheel load variation N
∆Q
32 Y guiding force at the wheel rail contact N
5 Requirements
5.1 Background
The following technical normative rules assume that standards for acceptance of vehicle, track construction and
maintenance cover the conditions defined in the cited informative annexes.
A good compromise has to be found between train dynamic performance, maintenance of the vehicle and track
and construction costs. The choice of alignment elements depends upon the operation requirements, the
parameters specified (and their values) and on local conditions. The specified parameters and values within this
European Standard may have to be adjusted in consultation with the train operator.
5.1.1 Track alignment design parameters
The following parameters are specified in 5.2:
 radius of horizontal curve R (m) (*S);
 cant D (mm) (*S);
 cant deficiency I (mm) (*S);
 uncompensated (quasi-static) lateral acceleration at track level a (m/s ) (*S);
q
 cant excess E (mm);
 length of transition curves in the horizontal plane L (m);
 rate of change of cant dD/dt (mm/s);
 cant gradient dD/dl (mm/m) (*S);
 rate of change of cant deficiency dI/dt (mm/s);
 length of alignment elements (circular curves and straights ) L (m);
i
 radius of vertical curve R (m);
v
 vertical acceleration a (m/s );
v
 speed V (km/h) (*S).
Parameters followed by the (*S) note indicate safety-related parameters.
Annex B describes an alternative means of classification for the above mentioned parameters, as a function of
their relative influence on safety, comfort and cost efficiency of the track/vehicle system.
5.1.2 Parameter quantification
For each of the parameters, two different types of limiting values are specified:
 a recommended limiting value;
 a maximum limiting value which may have two different meanings:
a) For safety-related parameters, it shall be considered as the absolute maximum limit of this parameter; this
maximum limit may depend upon the actual track mechanical and geometrical state. See annex B for
further information.
It should also be noted that the maximum limiting value is safety-related and may (for some
parameters) induce a reduced comfort level : most operators will reduce these values by at least 10%,
and refer to the proposed limits as "exceptional" values to be used only under special circumstances or
after a specific safety case analysis.
The attention of the operators is drawn to the fact that limiting values are defined with respect to a
commercial train operating pattern. If and when running trials are conducted, for example to ascertain
the vehicle dynamic behaviour (by continually monitoring of the vehicle responses), exceeding the
limiting values (particularly in terms of cant deficiency) shall be permitted and it shall be up to the
infrastructure manager to decide any appropriate arrangement. In this context, safety margins are
generally reinforced by taking additional steps such as ballast consolidation, monitoring of track
geometric quality, etc.
b) For non-safety related parameters, the values shall be considered as the limit above which passenger
comfort may be affected and track maintenance significantly increased; however, to cope with special
situations, operators may choose values in excess of these specified values, but they should not exceed
the safety limits.
NOTE The following parameters for interoperable high speed lines are specified by the Technical Specification for
Interoperability:
 cant;
 cant deficiency.
5.1.3 Traffic categories
A distinction is made between the following traffic categories:
 I mixed traffic lines, with passenger train speeds from 80 km/h to 120 km/h maximum;
 II mixed traffic lines, with passenger train speeds greater than 120 km/h and up to 200 km/h maximum;
 III mixed traffic lines, designed for passenger train speed higher than 200 km/h to 300 km/h;
 IV mixed traffic lines, with passenger train speeds up to 230 km/h (or 250 km/h on upgraded lines) with
vehicle incorporating special technical design characteristics (low axle mass, low roll flexibility coefficient,
etc.);
 V dedicated passenger lines with speeds between 250 km/h and 300 km/h.
For the purposes of this European Standard, the reference speed is that for conventional trains.
The above classification uses speed as the most relevant criteria to be considered when defining operational
conditions for the different traffic categories.
Other criteria may be considered for the production of such a traffic classification, namely, aspects related to
safety, comfort and cost efficiency. Further information on such systems of classifications can be found in
annex D.
5.2 Recommended limiting values and maximum (or minimum) limiting values for track
alignment design parameters
5.2.1 Radius of horizontal curve R
The track alignment designer shall endeavour to use the largest curve radii and transition permitted by track
design constraints. This will cater for any future increase of speed. In any event, the track alignment designer
shall not use curve radii less than 180 m for new alignments.
The parameters that shall be considered in the determination of the minimum curve radius are:
 the maximum and minimum operating speeds;
 the applied cant;
 the limiting values for cant deficiency and cant excess.
The minimum allowable curve radius for the maximum operating speed, usually with cant deficiency I, shall be
calculated using the following equation:
11,8
R = V [m]
max
D + I
The maximum allowable curve radius for the minimum operating speed, usually with cant excess E, shall be
calculated using the following equation:
11,8
R = V [m]
min
D − E
The curve radius shall be determined such that the values of D, I and E comply with the limits specified in this
European Standard and satisfy the following condition:
11,8 11,8
2 2
V ≥ R ≥ V [m]
min max
D − E D + I
NOTE 1 Sharp radius curves generally necessitate a widening of the track gauge in order to improve vehicle curving.
This widening of the track gauge can be used in conjunction with the installation of a check rail. The installed check rail
serves a dual purpose:
 it increases stiffness of the track panel;
 it provides better guidance of the inner face of the wheel and absorption of part of the curving force.
NOTE 2 It is recommended that the radius of tracks alongside platforms should not be less than 500 m. This is to restrict
the gap between platform and vehicles to facilitate safe vehicle access and egress by passengers.
5.2.2 Cant D
Cant shall be determined in relation to the following considerations:
 high cant on small-radius curves increases the risk of low-speed freight wagons derailing. Under these
conditions, vertical wheel loading applied to the outer rail is much reduced, especially when track twist
causes additional reductions (see as reference [ORE B55/Rp 8]);
 cant exceeding 160 mm may cause freight load displacement and the deterioration of passenger comfort
when a train makes an unscheduled stop at a location where high cant has been applied. Furthermore, with
such high cant, works vehicles and special loads with a high centre of gravity may become unstable;
 high cant increases cant excess values on curves where there are large differences between the speeds of
fast trains and slow trains.
Table 1 — Cant D
lim
To avoid the risk of derailment of torsionally-stiff freight wagons on sharp radii curve, cant should be restricted to
the following limit (see as reference [ORE B 55/Rp 5 and 8]):
R − 50
D = [mm]
lim
1,5
I II III IV V
Traffic Mixed traffic Mixed traffic Mixed traffic lines Mixed traffic lines High-speed
categories lines lines designed for with passenger train lines
(speed in km/h) passenger train speeds with dedicated
80 ≤ V ≤ 120 120 < V ≤ 200
speed V ≤ 230 (or 250) passenger
traffic
200 < V ≤ 300 (with vehicles
incorporating special 250 ≤ V ≤ 300
technical design
characteristics)
Recommended
limiting value 160 160 160 160 160
[mm]
Maximum
limiting value 180 180 180 180 200
[mm]
NOTE It is recommended that cant should be restricted to 110 mm for tracks adjacent to passenger platforms. Some
other track features, such as level crossings, bridges and tunnels may also, in certain local circumstances, impose cant
restrictions.
5.2.3 Cant deficiency I
For given values of local radius R and cant D, the cant deficiency I shall determine the maximum speed through
a full curve such that:
V
max
I = 11,8 − D ≤ I [mm]
lim
R
I can be replaced with the value (a ) :
lim q lim
V I
g ⋅ D I
max lim
a = − = ≤()a = [m/s ]
q q
lim
12,96 ⋅R 1500 153 153
5.2.3.1 Cant deficiency for conventional trains
Table 2 — Cant deficiency l – Conventional trains
lim
a
Traffic categories Recommended limiting value Maximum limiting value
[mm] [mm]
(speed in km/h) Freight Passenger Freight Passenger
I - Mixed traffic lines R < 650 m 110 130 130 160
R ≥ 650 m 110 150 130 165
80 ≤ V ≤ 120
d
II - Mixed traffic lines
110 150 160 165
120 < V ≤ 200
d
III - Mixed traffic lines 100 100 150 150
200 < V ≤ 250
designed for passenger
c, d c
train speed 250 < V ≤ 300 80 80 130 130
200 < V ≤ 300
b d b
IV - Mixed traffic lines 110 160 160 180
V ≤ 160
with passenger train x 150 x 165
160 < V ≤ 200
speeds up to 230 km/h
(or 250 km/h on upgraded 200 < V ≤ 230 x 130 x 160
lines)
with vehicle incorporating
special technical design x 100 x 150
230 < V ≤ 250
characteristics
V - High-speed lines V = 250
x 100 x 150
with dedicated
c
passenger traffic V > 250 x 80 x 130
250 ≤ V ≤ 300
NOTE 1 The designer should endeavour to keep cant deficiency at least 20 mm below the recommended limiting
value.
NOTE 2 The previous table takes into consideration most of the maximum limiting values used by different
European Railways in commercial operation, for both new and existing lines (either for line speed upgrading or for
optimising speeds where both freight trains and passenger trains use the same tracks). Vehicle testing procedure for
dynamic vehicle behaviour is based on the values indicated.
NOTE 3 The preceding values apply only to progressive increases of cant deficiency for speeds above 80 km/h; in
the case of cant deficiency discontinuities (sudden application of a lateral acceleration) the specific rules for switches
and crossings for the diverging line (see prEN 13803-2) shall be taken into account.
a
For jointed tracks, cant deficiency values shall be as specified by the contract.
b
These cant deficiency limits shall only be applied to dedicated vehicle types with special mechanical characteristics
such as low axle load, reduced unsprung masses, low roll coefficient.
c
A cant deficiency of 150 mm can be used on non-ballasted tracks for speeds in excess of 250 km/h.
d
These values apply only to dedicated freight wagons with special mechanical characteristics whose performance is
similar to passenger vehicles.

NOTE The values of I and (a ) are based on the following considerations:
lim q lim
a) Track forces and safety
Cant deficiency affects the vertical and lateral forces on the outer rail and the lateral forces of the loaded track panel.
The magnitude of these forces depends, among other factors, upon:
 type of track structure (welded or jointed track);
 track maintenance condition;
 track geometry;
 type of vehicle running-gear and suspension;
 axle-load and unsprung masses of vehicles;
 vehicle maintenance condition.
Any authorisation of a higher I value would presuppose that the rail section, sleeper type, sleeper spacing, rail fastenings,
lim
ballast bed and carrying capacity of the infrastructure are suitable for this higher value.
Furthermore, it is assumed that the lateral forces exerted by the axles do not exceed the loaded track resistance to lateral
deformation. This resistance is not only a function of the track structure, especially the type of ballast material, but also of the
degree of ballast consolidation. After a tamping operation, for example, allowance is made for the minimum track lateral shift
value (see as a reference [ORE C 138/Rp 9 and DT 150]).
b) Economic aspects of track maintenance
Any increase in the value of I means extra cost for inspection and maintenance of track quality. There will also be a resultant
decrease in the service life of the track components.
c) Ride comfort and roll flexibility coefficient(s)
The quasi-static lateral acceleration parallel to the vehicle floor a, which is a measure of the acceleration felt by passengers
i
inside the vehicle, is greater than the lateral non-compensated acceleration at
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