ENV 13803-1:2002

SLOVENSKI STANDARD
01-marec-2004
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Railway applications - Track alignment design parameters - Track gauges 1435 mm and
wider - Part 1: Plain line
Bahnanwendungen - Linienführung in Gleisen - Spurweiten 1435 mm und grösser - Teil
1: Durchgehendes Hauptgleis
Applications ferroviaires - Parametres de conception du tracé de la voie - Ecartement
1435 mm et plus large - Partie 1: Voie courante
Ta slovenski standard je istoveten z: ENV 13803-1:2002
ICS:
45.080 7UDþQLFHLQåHOH]QLãNLGHOL Rails and railway
components
93.100 Gradnja železnic Construction of railways
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EUROPEAN PRESTANDARD
ENV 13803-1
PRÉNORME EUROPÉENNE
EUROPÄISCHE VORNORM
November 2002
ICS 45.080
English version
Railway applications - Track alignment design parameters -
Track gauges 1435 mm and wider - Part 1: Plain line
Applications ferroviaires - Paramètres de conception du Bahnanwendungen - Linienführung in Gleisen - Spurweiten
tracé de la voie - Ecartement 1435 mm et plus large - 1435 mm und grösser - Teil 1: Durchgehendes Hauptgleis
Partie 1: Voie courante
This European Prestandard (ENV) was approved by CEN on 19 July 2002 as a prospective standard for provisional application.
The period of validity of this ENV is limited initially to three years. After two years the members of CEN will be requested to submit their
comments, particularly on the question whether the ENV can be converted into a European Standard.
CEN members are required to announce the existence of this ENV in the same way as for an EN and to make the ENV available promptly
at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in parallel to the ENV) until the final
decision about the possible conversion of the ENV into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Czech Republic, Denmark, Finland, France, Germany, Greece,
Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36  B-1050 Brussels
© 2002 CEN All rights of exploitation in any form and by any means reserved Ref. No. ENV 13803-1:2002 E
worldwide for CEN national Members.

Contents Page
Foreword . 5
1 Scope. 5
2 Terms and definitions. 6
3 Symbols and abbreviations. 9
4 Requirements.10
4.1 Background.10
4.1.1 Track alignment design parameters.10
4.1.2 Parameter quantification.10
4.1.3 Traffic categories .11
4.2 Recommended limiting values and maximum (or minimum) limiting values for track alignment
design parameters.11
4.2.1 Radius of horizontal curve R .11
4.2.2 Cant D .12
4.2.3 Cant deficiency I.13
4.2.4 Cant excess E.15
4.2.5 Rate of change of cant as a function of time dD/dt.15
4.2.6 Rate of change of cant as a function of length dD/dl.18
4.2.7 Rate of change of cant deficiency as a function of time dI/dt .18
4.2.8 Length of alignment elements (circular curves and straights) L .19
i
4.2.9 Length of transition curves in the horizontal plane L.19
4.2.10 Vertical curves.20
4.2.11 Radius of vertical curve R .20
v
4.2.12 Vertical acceleration a .21
v
Annex A (informative) Supplementary information for track alignment design related to shape and
length of aligment elements.23
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 Prestandard .24
A.2 The rolling movement of a vehicle and its relation with minimum length of alignment elements.26
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 .47
B.1 General.47
B.2 Safety .48
B.3 Comfort .50
B.4 Economy.50
Annex C (informative) Track resistance to lateral forces generated by the rolling stock .53
C.1 General.53
C.2 The effect of alignment design components on lateral forces generated by the rolling stock.53
C.2.1 Cant deficiency .53
C.2.2 Cant excess.54
C.3 The lateral strength limit of a track under loading (Prud'homme limit).54
C.4 Factors influencing the resistance to track lateral displacement.55
C.4.1 Rail profile.55
C.4.2 Type of sleeper .55
C.4.3 Type of fastening.55
C.4.4 Ballast characteristics.55
C.4.5 Running speed. 55
C.4.6 Track consolidation after tamping . 56
C.4.7 Thermal load in rails. 56
C.4.8 Proximity of two axles . 56
C.4.9 Oscillatory axle load variation (vehicle ride quality in the vertical plane). 56
Annex D (informative) Other criteria to be considered for the description of a line classification
system. 57
Annex E (informative) Consequences on track resistance, stress and fatigue resulting from tilting
body train systems. 59
E.1 General. 59
E.2 Basic principles applying to tilting body techniques. 60
E.2.1 Safety requirements. 60
E.2.3 Economic assessment of the system . 63
E.3 Current practice rules. 65
E.4 Current state of development of harmonised criteria for tilting trains. 66
Annex F (informative) Rules for converting parameter values for track gauges wider than 1435 mm. 68
F.1 Scope. 68
F.2 Symbols and abbreviations. 68
F.3 Basic assumptions and equivalence rules . 68
F.4 Detailed conversion rules. 69
F.4.1 Radius of horizontal curve R (4.2.1 of the main body of the Prestandard). 69
F.4.2 Cant D (4.2.2 of the main body of the Prestandard) . 70
F.4.3 Cant deficiency I (4.2.3 of the main body of the Prestandard). 71
F.4.4 Cant excess E (4.2.4 of the main body of the Prestandard) . 72
F.4.5 Rate of change of cant as a function of time dD /dt (4.2.5 of the main body of the
Prestandard) . 72
F.4.6 Rate of change of cant as a function of length dD /dl (4.2.6 of the main body of the
Prestandard) . 72
F.4.7 Rate of change of cant deficiency as a function of time dI /dt (4.2.7 of the main body of the
Prestandard) . 73
F.4.8 Length of the alignment elements (circular curves and straights) L (4.2.8 of the main body of
i
the Prestandard). 73
F.4.9 Length of transition curves in the horizontal plane L (4.2.9 of the main body of the
Prestandard) . 74
F.4.10 Other parameters . 74
Annex G (normative) Track alignment design parameter values for track gauges wider than 1435
mm . 75
G.1 Scope . 75
G.2 Requirements for a gauge of 1668 mm. 75
G.2.1 Cant D . 75
G.2.2 Cant deficiency I . 76
G.2.3 Rate of change of cant as a function of time dD /dt (mm/s) . 77
G.2.4 Rate of change of cant as a function of length dD /dl. 77
G.2.5 Rate of change of cant deficiency as a function of time dI /dt . 77
G.2.6 Length of alignment elements (circular curves and straights) L . 78
i1
G.2.7 Vertical curves. 78
G.2.8 Radius of vertical curve R . 78
v1
G.2.9 Vertical acceleration a . 79
v1
Annex H (informative) Constraints and risks associated with the use of maximum (or minimum)
limiting values. 80
Annex I (informative) Recapitulation of the work carried out by the ORE B 55 Committee -
maximum permissible cant. 81
I.1 Introduction . 81
I.2 Criteria for safety against derailment at low speed through wheel-climbing. 81
I.3 Limiting values for track twist . 82
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 . 82
I.5 List of reports published by the ORE B 55 Committee. 83
Annex ZA Correspondence between this European Prestandard and EC Directives. 84
Bibliography.85

Foreword
This document ENV 13803-1:2002 has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
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 EC Directives:

- Council Directive 96/48/EC of 23 July 1996 on the interoperability of the European high-speed network

- European Parliament and Council Directive 98/4/EC of 16 February 1998 in amendment of Council Directive
93/38/EC of 14 June 1993 co-ordinating the procurement procedures of entities operating in the water, energy,

transport and telecommunications sectors

- Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways

For the relationship with the EU Directives, see annex ZA.

This European Prestandard is one of a series of European Prestandards as listed below:

- Railway applications - Track alignment design parameters - Track gauges 1435 mm and wider - Part 1: Plain
line.
- Railway applications - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2:
Switches and crossings.
Annexes A, B, C, D, E, F, H and I are informative. Annex G is normative.

This document contains bibliographical references.

According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to announce this European Prestandard: Austria, Belgium, Czech Republic, Denmark,
Finland, France, Germany, Greece, Iceland, Ireland, Italy, Luxembourg, Malta, Netherlands, Norway, Portugal,
Spain, Sweden, Switzerland and the United Kingdom.
1 Scope
This European Prestandard 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.

Official Journal of the European Communities N° L 235 of 17.9.96 ; see annex ZA to this Prestandard
Official Journal of the European Communities N° L 199 of 9.8.93 and N° L 101 of 1.4.98
Official Journal of the European Communities N° L 237 of 24.8.91

The designer should endeavour to use the recommended limiting values specified in this European Prestandard
and avoid unnecessary use of the maximum (or minimum) limiting values.

This European Prestandard 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 Prestandard does not apply to urban and suburban lines.

This European Prestandard 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).

The attention of the designer is drawn to the fact that this European Prestandard does not apply to track
alignment design for tilting vehicles. However, annex E draws the attention of the designer to the consequences
of track resistance, wear and fatigue due to the operation of such vehicles.

2 Terms and definitions
For the purposes of this European Prestandard, the following terms and definitions apply:

2.1
curves
this covers both horizontal and vertical curves and their related transitions.
Unless otherwise stated, the curve parameters are defined for the track centreline

2.1.1
circular curve
a curve of constant radius
2.1.2
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 uniform
variation of curvature and cant. In some cases, the ends of the transition curves are even rounded by a larger
radius.
Within these types of transitions, there is generally proportionality between curvature and cant.
It is possible to use other forms of transition curve which show a non-uniform 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
2.1.3
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

2.1.4
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

2.2
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 or on the plain line immediately adjoining the turnout (see Part 2: Track
alignment design parameters - Track gauges 1435 mm and wider - Switches and crossings).

When the speed of a vehicle negotiating a curve is such that the resultant of the weight of the vehicle and the
effect of centrifugal force is perpendicular to the plane of the rails, the vehicle is not subjected to unbalanced
centripetal 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
2.3
cant excess
when the speed of a vehicle negotiating a curve is lower than the equilibrium speed, there will be an
unbalanced centripetal force. The equilibrium cant is excessive for the lower speed and the resultant force will
move towards the inner rail of the curve. Equilibrium conditions may be restored theoretically by taking into
consideration the amount by which the equilibrium cant is in excess for the lower speed. This amount is known
as cant excess
2.4
cant deficiency
when the speed of a vehicle negotiating a curve is higher than the equilibrium speed, there will be an
unbalanced centrifugal force. The equilibrium cant is therefore insufficient for the higher speed and the resultant
force will move towards the outer rail of the curve. Equilibrium conditions may be restored theoretically by taking
into consideration the amount by which the equilibrium cant is deficient for the higher speed. This amount is
known as deficiency of cant or cant deficiency

2.5
rate of change of cant as a function of length
the amount by which the cant is increased or decreased in a given transition length

2.6
rate of change of cant as a function of time
the rate at which cant is increased or decreased relative to the maximum speed of a vehicle negotiating a
transition curve, for example 35 mm per second means that a vehicle travelling at the maximum speed
permitted will experience a change in cant of 35 mm in each second

2.7
rate of change of cant deficiency as a function of time
the rate at which cant deficiency is increased or decreased relative to the maximum speed of a vehicle
negotiating a transition curve, for example 35 mm per second means that a vehicle travelling at the maximum
speed permitted will experience a change in cant deficiency of 35 mm in each second

2.8
maximum permissible speed
maximum speed permitted on a curve with associated transitions when radius, cant, cant deficiency, cant
gradient and rates of change of cant and cant deficiency and other parameters have been taken into
consideration
2.9
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
2.10
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

2.11
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.

3 Symbols and abbreviations
1 2 3 4
No. Symbol Designation Unit
1 a non-compensated lateral acceleration in the track plane m/s²
q
2 da / dt rate of change of non-compensated lateral acceleration as a function of time m/s
q
a
3 quasi-static lateral acceleration parallel to the vehicle floor m/s²
i
4 da / dt rate of change of quasi-static lateral acceleration parallel to the vehicle floor as a m/s
i
function of time
a
5 quasi-static vertical acceleration on vertical curve m/s²
v
6 D Cant mm
7 D cant limit mm
l
8 dD/dt rate of change of cant as function of time mm/s
9 rate of change of cant as function of length mm/m
dD/dl
10 E cant excess mm
11 e distance between wheel treads of an axle (about 1500 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 as function of time mm/s
15 L length of transition curve or cant gradient 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 OI —
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
24 g acceleration due to gravity - 9,81 m/s² m/s²
25 lim limiting value (index) —
26 overall variation of non-compensated lateral acceleration along the whole transition m/s²
Δa
q
curve
27 overall cant deficiency variation along a transition curve, between straight track and mm
ΔI
plain curve or between two adjacent curves of different radii
28 ΔD overall cant variation along a transition curve, between straight track and plain curve mm
or between two adjacent curves of different radii
29 Q dynamic wheel load N
30 Q nominal wheel load N
N
31 ΔQ overall wheel load variation N
32 Y guiding force at the wheel rail contact N

4 Requirements
4.1 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 Prestandard may have to be adjusted in consultation with the train operator.

4.1.1 Track alignment design parameters

The following parameters are specified in 4.2:

- 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/s²) (*S)
q
- cant excess E (mm)
- rate of change of cant as a function of time dD/dt (mm/s)
- rate of change of cant as a function of length dD/dl (mm/m) (*S)
- rate of change of cant deficiency as a function of time dI/dt (mm/s)
(m)
- length of alignment elements (circular curves and straights ) L
i
- length of transition curves in the horizontal plane L (m)
- radius of vertical curve R (m)
v
- vertical acceleration a (m/s²)
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.

4.1.2 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.
4.1.3 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;
IIa - mixed traffic lines, with passenger train speeds greater than 120 km/h and up to 160 km/h maximum;
IIb - mixed traffic lines, with passenger train speeds greater than 160 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 Prestandard, the reference speed is that for passenger 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.
4.2 Recommended limiting values and maximum (or minimum) limiting values for track
alignment design parameters
4.2.1 Radius of horizontal curve R

The track alignment designer shall endeavour to use the largest curve radii 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
DI+
The minimum 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
DE−
The minimum curve radius shall be determined such that the values of D, I and E comply with the limits
specified in this European Prestandard and satisfy the following condition:
11,,8 ⋅ V 118 ⋅ V
min max
≥≥R     [m]
DE− DI+
NOTE 1 Compliance with the above formulae generates a minimum radius of around 200 m. It should be noted that on existing main lines
sharper radii curves (minimum radius around 150 m) and operating speeds under 80 km/h can occur.

NOTE 2 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 3 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.

4.2.2 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
I Iia IIb III IV V
Mixed traffic Mixed traffic Mixed traffic Mixed traffic lines Mixed traffic lines with High-speed lines
Traffic
lines lines lines designed for passenger passenger train speeds with dedicated
categories
train speed  passenger traffic
80 ≤ V ≤ 120 120 < V ≤ 160 160 < V ≤ 200 V ≤ 230 (or 250)
(speed in
200 < V ≤ 300 250 ≤ V ≤ 300
(with vehicles
km/h)
incorporating special
technical design
characteristics)
Recommended
Limiting value
160 160 160 160 160 160
a
[mm]
Maximum
limiting value
180 180 180 180 180 200
a
[mm]
a
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]
l
15,
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.
4.2.3 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 DI≤ [mm]
lim
R
I can be replaced with the value (a ) :
lim q lim
V gD⋅ I I
max lim
a = − =≤ a = [m/s²]
()
qq
lim
12,96 ⋅R 1500 153 153
Table 2 - Limiting cant deficiency I
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
110 150 130 165
80 ≤ V ≤ 120 R ≥ 650 m
d
IIa - Mixed traffic lines 110 150 160 165
120 < V ≤ 160
d
IIb - Mixed traffic lines 110 150 160 165
160 < V ≤ 200
d
III - Mixed traffic lines 100 100 150 150
200 < V ≤ 250
designed for passenger
c c
train speed 80 80 130 130
250 < V ≤ 300
200 < V ≤ 300
b d b
IV - Mixed traffic lines
V ≤ 160 110 160 160 180
with passenger train x 140 x 160
160 < V ≤ 200
speeds up to 230 km/h
(or 250 km/h on upgraded x 120 x 160
200 < V ≤ 230
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 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 Part 2) may 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
lim
fastenings, 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 , w
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