EN 13848-5:2008

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Zgornji ustroj - Kakovost tirne geometrije - 5. del: Ravni kakovosti tirne geometrijeBahnanwendungen - Oberbau - Qualität der Gleisgeometrie - Teil 5: Geometrische QualitätsstufenApplications ferroviaires - Voie - Qualité géométrique de la voie - Partie 5 : Niveaux de la qualité géométrique de la voieRailway applications - Track - Track geometry quality - Part 5: Geometric quality levels93.100Gradnja železnicConstruction of railways45.080Rails and railway componentsICS:Ta slovenski standard je istoveten z:EN 13848-5:2008SIST EN 13848-5:2008en,de01-maj-2008SIST EN 13848-5:2008SLOVENSKI
STANDARD
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13848-5March 2008ICS 93.100 English VersionRailway applications - Track - Track geometry quality - Part 5:Geometric quality levelsApplications ferroviaires - Voie - Qualité géométrique de lavoie - Partie 5 : Niveaux de la qualité géométrique de lavoieBahnanwendungen - Oberbau - Qualität der Gleisgeometrie- Teil 5: Geometrische QualitätsstufenThis European Standard was approved by CEN on 7 February 2008.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the CEN Management Centre or to any CEN member.This European Standard exists in three official versions (English, French, German). A version in any other language made by translationunder the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, 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.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2008 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 13848-5:2008: ESIST EN 13848-5:2008

Relative importance of the various parameters.12 A.1 Track-vehicle system.12 A.2 Influence of track geometry parameters on vehicle behaviour and safety.13 A.3 Other criteria.13 Annex B (informative)
Alert and intervention limits.15 B.1 Introduction.15 B.2 Alert limit and intervention limit.15 B.2.1 Track gauge.15 B.2.2 Longitudinal level.16 B.2.3 Cross level.17 B.2.4 Alignment.17 B.2.5 Twist.18 Annex ZA (informative)
Relationship between this European Standard and the essential requirements of EU Directive 96/48/EC of 23rd July 1996 on the interoperability of the trans-European high-speed rail system amended by the EU Directive 2004/50/EC of 29th April 2004.19 Bibliography.21
1) To be published. SIST EN 13848-5:2008

 Twist base-length m λ Wavelength m N/A Not applicable
r curve radius m u cross level mm V speed km/h
5 Background The importance of knowing the track geometric quality arose in the middle of 20th century, when European infrastructure managers developed their own track recording vehicles allowing a continuous measurement of track geometry and based on this, their own track geometry quality evaluation standards. These independent developments resulted in different measuring and evaluation methods which are no longer adequate in the light of the requirements of European railway interoperability. This is because it is difficult to compare the track geometry conditions of various European infrastructures. Yet, at least for safety reasons, it is necessary to make such comparisons. The main purpose of the standard is to define a minimum track geometry quality to ensure safe operation of trains based on the experience of various European infrastructure managers. 6 Overview This European Standard sets out quality levels, in particular immediate action limits, with the aim of harmonising European track geometry quality standards. It can be significant in:  optimisation of track geometry maintenance works;  optimisation of vehicle ride quality and dynamic loading of the track; SIST EN 13848-5:2008

1 668 mm. Networks using other nominal track gauges shall adjust the values accordingly. The reference for the track gauge in the HS INS TSI is 1 435 mm. NOTE The minimum and maximum values in Table 2 and Table 3 are independent from the design track gauge. SIST EN 13848-5:2008

Table 3 — Track gauge – IAL – Nominal track gauge to mean track gauge over 100 m Nominal track gauge to mean track gauge over 100 m (in mm) Speed (in km/h) Minimum Maximum V ≤ 40 N/A +32 40 < V ≤ 80 -8 +32 80 < V ≤ 120 -7 +27 120 < V ≤ 160 -5 +20 160 < V ≤ 230 -5
+20 230 < V ≤ 300 -3 +20
NOTE The minimum values may be relaxed by 1 mm when the nominal rail inclination is 1:20. SIST EN 13848-5:2008

— Gauge – HS INS TSI IAL – Minimum value of mean gauge (mm) over 100 m in service, on straight track and in curves of radius R > 10 000 m (reminder) Speed
(in km/h) Minimum value of mean gauge (mm) over 100 m in service, on straight track and in curves of radius R > 10 000 m
V ≤ 160 1 430 160< V ≤ 200 1 430 200< V ≤ 230 1 432 230< V ≤250 1 433 250< V ≤280 1 434 280< V ≤300 1 434 V > 300 1 434
8.3 Longitudinal level Table 5 — Longitudinal level – IAL – Isolated defects – Mean to peak value
Mean to peak value (in mm) Wavelength range Speed (in km/h) D1 D2 V ≤ 80 28 N/A 80 < V ≤ 120 26 N/A 120 < V ≤ 160 23 N/A 160 < V ≤ 230 20 33 230 < V ≤ 300 16 28
The mean, in the table above, is calculated over a length of at least twice the higher wavelength in the D1 or D2 range. In practice the mean will be close to zero and therefore zero to peak values may be used. Special attention should be paid to short wavelength defects which, although unlikely, can become dangerous when their amplitude is high. NOTE For speeds less than or equal to 40 km/h, the limit can be relaxed to 31 mm. 8.4
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