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
oSIST prEN 13803-1:2006(en)
©  Standard je založil in izdal Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno

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EUROPEAN STANDARD
DRAFT
prEN 13803-1
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.

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prEN 13803-1:2006 (E)
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
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prEN 13803-1:2006 (E)
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
1
F.4.2 Cant D (5.2.2 of the main body of the standard).66
1
F.4.3 Cant deficiency I (5.2.3 of the main body of the standard) .67
1
F.4.4 Cant excess E (5.2.4 of the main body of the standard).68
1
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
1
F.4.7 Cant gradient dD /dllll (5.2.6 of the main body of the standard) .70
1
F.4.8 Rate of change of cant deficiency dI /dt (5.2.7 of the main body of the standard).70
1
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
1
G.2.2 Cant deficiency I .73
1
G.2.3 Rate of change of cant dD /dt [mm/s].74
1
G.2.4 Cant gradient dD /dℓ .74
1
G.2.5 Rate of change of cant deficiency dI /dt .74
1
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
1
G.3.2 Cant deficiency I .78
1
G.3.3 Rate of change of cant dD /dt [mm/s].79
1
G.3.4 Cant gradient dD /dℓ .79
1
G.3.5 Rate of change of cant deficiency dI /dt .79
1
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
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prEN 13803-1:2006 (E)
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

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prEN 13803-1:2006 (E)
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:
1
 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
2
procedures of entities operating in the water, energy, transport and postal services sectors
3
 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

1
Official Journal of the European Communities N° L 235 of 1996-09-17
2
Official Journal of the European Communities N° L 134 of 2004-04-30
3
Official Journal of the European Communities N° L 237 of 1991-08-24
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prEN 13803-1:2006 (E)
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
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prEN 13803-1:2006 (E)
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
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prEN 13803-1:2006 (E)
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
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prEN 13803-1:2006 (E)
4 Symbols and abbreviations
No. Symbol Designation Unit
2
1 a non-compensated lateral acceleration in the track plane m/s
q
...