EN 13232-2:2003+A1:2011

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Oberbau - Weichen und Kreuzungen - Teil 2: Anforderungen an den geometrischen EntwurfApplications ferroviaires - Voie - Appareils de voie - Partie 2: Exigences de la conception géométriqueRailway applications - Track - Switches and crossings - Part 2: Requirements for geometric design93.100Gradnja železnicConstruction of railways45.080Rails and railway componentsICS:Ta slovenski standard je istoveten z:EN 13232-2:2003+A1:2011SIST EN 13232-2:2004+A1:2012en,fr,de01-januar-2012SIST EN 13232-2:2004+A1:2012SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 13232-2:2003+A1
October 2011 ICS 93.100 Supersedes EN 13232-2:2003English Version
Railway applications - Track - Switches and crossings - Part 2: Requirements for geometric design
Applications ferroviaires - Voie - Appareils de voie - Partie 2: Exigences de la conception géométrique
Bahnanwendungen - Oberbau - Weichen und Kreuzungen -Teil 2: Anforderungen an den geometrischen Entwurf This European Standard was approved by CEN on 7 February 2003 and includes Amendment 1 approved by CEN on 13 September 2011. 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. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC 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 translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, 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.
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!Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC" . 18Bibliography . 21
Speed and radius are then related to lateral acceleration. Cant deficiency is derived from this. Switches and crossings are characterised by changes in lateral acceleration, so rules for both steady and sudden changes between radii are included in this section. Calculations and rules relate to vehicles with 2 axles or vehicles with 2-axle bogies. Vehicles with other than 2 axles may require special consideration and as such their configuration shall be provided by the Customer. These rules are defined for steady-state design, i.e. without acceleration. Requirements of a dynamic nature shall be stated by the Customer. SIST EN 13232-2:2004+A1:2012

Key 1 Actual switch toe 6 Limits of supply (front joints) 2 Mathematical point of switch 7 Origin of switch curve 3 Tumout intersection 8 Centreline radius 4 Theoretical intersection 9 Turnout angle 5 Limits of supply (heel joints) Figure 1 — Key reference points 3.2.2 General tangency rules At any change in radius the two radii shall be mutually tangential at the running edges. To achieve this the centres of adjacent curves shall lie on the same radial line (see Figure 2). Exceptions to the mutual tangency rule may occur. These are: • along the low-side curve of a turnout where gauge variation occurs; • at the switch toe, for example, to shorten the switch rail. Details are given in prEN 13232-3 and prEN 13232-5. SIST EN 13232-2:2004+A1:2012

Key 1 Tangent Figure 2 — Mutual tangency 3.2.3 Key determinants For a concise definition of the geometry of an assembly of switches and crossings, a minimum amount of basic quantitative information is required. The following items are both necessary and sufficient for such a definition of a turnout. The following shall be defined by the Customer and numerical values provided to the Supplier. Note that some values may be different from those for plain line : • gauge; • speed; • maximum lateral acceleration or cant deficiency; • maximum rate of change of lateral acceleration or cant deficiency; • turnout intersection point and angle (see Figure 3); • limits of supply (front joints, heel joints); • lowside gauge variation (if any). For a crossover or junction, in addition, the following shall be defined by the Customer and provided to the Supplier: • distance between main line track centrelines. For switches and crossings on a curved main line, the following must be defined and provided by the Customer: • main line curvature; • main line and branch line cant through turnout. The key points whose location shall be agreed between Customer and Supplier are as follows: SIST EN 13232-2:2004+A1:2012

Key 1 Overall length 2 Tangent length 3 Turnout intersection 4 Turnout angle Figure 3 — Setting out diagram Radii of main and branch lines and the positions at which they change shall be agreed, for example as illustrated in Figure 4a) for circular geometry and 4b for transitional geometry, together with: • centreline radii; • origin of switch curve to positions of changes of radii; • tangent offset (if any); where such changes of radii shall be bounded either by included angle, or by longitudinal distance or by lateral offset, or in the case of a transition section, by such data as is necessary to uniquely define its shape. SIST EN 13232-2:2004+A1:2012

Figure 4a) —Circular Figure 4b) — TransitionalKey 1 Centreline 2 Transition Figure 4 — Key dimensions related to radius 3.3 Speed relationships Fundamental rules of circular motion determine the relationship between radius and speed around a curve. For railway specific applications the following formula applies: vmax = √(amax Rc) (1) where Rc
is the local centreline radius of the curve in metre; amax
is the maximum lateral acceleration in m/s2 ; vmax
is the maximum local velocity in m/s. Alternatively with Vmax in km/h: Vmax = 3,6 √(amax Rc) (2) Often it is convenient to express maximum speed in terms of more physical measures, using the variables cant deficiency and wheel contact gauge. Firstly, wheel contact gauge is expressed conventionally as: sw = st + sr
(3) where sw
is the wheel contact gauge, or distance between the two upper wheel/rail contacts, in millimetre; st
is the track gauge in millimetre; SIST EN 13232-2:2004+A1:2012

is the rail head width in millimetre. If sr is not specified then, for standard gauge (1 435 mm
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