EN 13803-2-2006 en Railway applications - Track - Track alignment design parameters - Track gauges 1 435 mm and wider - Part 2 Switches and crossings and comparable alignment desig.pdf

1、BRITISH STANDARDBS EN 13803-2:2006Incorporating Railway applications Track Track alignment design parameters Track gauges 1 435 mm and wider Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvatureICS 93.100g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43

2、g50g56g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g60g3g38g50g51g60g53g44g42g43g55g3g47g36g58corrigendum July 2007+A1:2009National forewordThis British Standard is the UK implementation of EN 13803-2:2006+A1:2009, incorporating corrigen

3、dum July 2007. It supersedes BS EN 13803-2:2006 which is withdrawn.The start and finish of text introduced or altered by amendment is indicated in the text by tags. Tags indicating changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated b

4、y !“.Corrigendum July 2007 replaces the term “recommended limiting value” with “recommended value” throughout the standard and amends the symbol delta in 6.2. In addition, other non-technical editorial changes have been incorporated in the standard. The UK participation in its preparation was entrus

5、ted to Technical Committee RAE/2, Railway track components.A list of organizations represented on this committee can be obtained on request to its secretary. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Co

6、mpliance with a British Standard cannot confer immunity from legal obligations.BS EN 13803-2:2006+A1:2009This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 January 2007 BSI 2010Amendments/corrigenda issued since publicationAmd. No. Date Comme

7、nts 17325Corrigendum No. 131 October 2007 Implementation of CEN corrigendum July 200728 February 2010 Implementation of CEN amendment A1:2009ISBN 978 0 580 67233 0EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 13803-2:2006+A1 November 2009 ICS 93.100 Supersedes EN 13803-2:2006English Version R

8、ailway applications - Track - Track alignment design parameters - Track gauges 1 435 mm and wider - Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature Applications ferroviaires - Voie - Paramtres de conception du trac de la voie - cartement 1 4

9、35 mm et plus large - Partie 2: Appareils de voie et situations comparables de conception du trac avec changements brusques de courbure Bahnanwendungen - Oberbau - Linienfhrung in Gleisen - Spurweiten 1 435 mm und grer - Teil 2: Weichen und Kreuzungen sowie vergleichbare Trassierungselemente mit unv

10、ermitteltem Krmmungswechsel This European Standard was approved by CEN on 4 November 2006 and includes Corrigendum 1 issued by CEN on 11 July 2007 and Amendment 1 approved by CEN on 19 October 2009. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditi

11、ons 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 Management Centre or to any CEN member. This European Standard exists in three

12、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 Management Centre has the same status as the official versions. CEN members are the national standards bodies of Aus

13、tria, 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 COM

14、MITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2009 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 13803-2:2006+A1:2009: EEN 13803-2:20

15、06+A1:2009 (E) 2 Contents Page Foreword 41 Scope 52 Normative references 53 Terms and definitions .54 Symbols and abbreviations 65 General requirements 76 Principles for the assessment of abrupt changes of cant deficiency at abrupt changes in curvature .86.1 General 86.2 Principle based on limiting

16、values of abrupt change of cant deficiency (I) 87 Circular curves without transition curves .87.1 Limiting values based on the principle of abrupt change of cant deficiency Ilim .87.1.1 General 87.1.2 Switch and crossing layouts 97.1.3 Plain line 107.2 Limiting values based on the principle of the v

17、irtual transition 107.3 Minimum radius of horizontal curves . 108 Combinations of horizontal curves . 108.1 General . 108.2 Limiting length of intermediate element(s) between two abrupt changes of curvature (Lslim) . 118.3 Abrupt change of cant deficiency (l) at abrupt changes in curvature in combin

18、ed curves 128.3.1 Length of intermediate element(s) equal to, or greater than the limiting minimum value (Ls Lslim) . 128.3.2 Intermediate element(s)of sub-standard length (Ls1/R0), straight (1/RI= 1/R0) and/or contra flexure (1/RI 1/R0) (See also EN 13232-1 for definitions). The approximate estimat

19、ion of the magnitude of the curvature 1/RIIis useful for calculation of equilibrium cant, cant deficiency, cant excess, for checking the minimum radius criterion and for buffer locking considerations. It should not be used in the alignment calculation. 9.3.3 Cant D The cant on curved tracks with swi

20、tch and crossing layouts shall be restricted to the limiting values specified in Table 7. Table 6 Limiting values of cant DlimRecommended value aMaximum limiting value a100 mm 160 mm aTo avoid the risk of derailment of torsionally-stiff freight wagons on small radii curves, it is recommended that ca

21、nt should be restricted to the following limit (see as reference ENV 13803-1): Dlim= (R 50)/1,5 mm. This recommendation applies to all tracks in a switch and crossing unit. On one of the tracks of canted contrary flexure turnouts, and on certain curves in close conjunction to canted switch and cross

22、ing layouts, the cant will be negative, i.e. the outer rail will be lower than the inner rail. With negative cant, the cant deficiency equals: DRVCI +=2mm where C = 11,8 mmmh2/km2The cant deficiency shall comply with 9.3.4. 9.3.4 Cant deficiency I The maximum limiting values for cant deficiency on t

23、racks with switch and crossing layouts shall be as specified in ENV 13803-1. The recommended values for cant deficiency on tracks with a non-continuous outer rail are specified in Table 8. BS EN 13803-2:2006+A1:2009EN 13803-2:2006+A1:2009 (E) 20 Table 7 Recommended values for cant deficiency IlimIli

24、mmm V 160 km/h 160 V 230 km/h 230 V 300 km/h Fixed common crossings 110 90 Excluded Obtuse crossings 100 75 Excluded Crossings with movable parts 130 a120 a80 Expansion devices 100 80 60 aRecommended value Ilimfor freight trains (see ENV 13803-1). 9.3.5 Cant excess E As guidance, the same values as

25、specified in ENV 13803-1 are permissible i.e.: recommended value 110 mm ; maximum limiting value 130 mm (110 mm for passenger trains). The recommended values for cant excess on tracks with a non-continuous low rail are specified in Table 9. Table 8 Recommended values for cant excess ElimElimmm V 160

26、 km/h 160 V 230 km/h 230 V 300 km/h Fixed common crossings 110 90 Excluded Obtuse crossings 100 75 Excluded Crossings with movable parts 110 110 80 Expansion devices 100 80 60 BS EN 13803-2:2006+A1:2009EN 13803-2:2006+A1:2009 (E) 21 Annex A (informative) General design considerations Railway vehicle

27、s in motion are passively guided to follow the track alignment. The reactions from rail-wheel interactions provide lateral guiding forces that steer the wheel sets through the alignment. The actual path followed by a railway vehicle is dependent upon a variety of different factors: a) The theoretica

28、l path for railway vehicles is fixed by the designed alignment of the track layout, by means of the rails theoretical position in space. Usually this theoretical position is defined by the mean track alignment, or by the mean projection of the rails in both the horizontal plane and longitudinal prof

29、ile (the horizontal and vertical alignment), and, in addition, the designed variation in track cross level, or cant. b) Compared to the designed alignment, the track in practice will have deviations, or track irregularities, relative to the permitted track geometry deviations, which are not the subj

30、ect of this European Standard. c) The dynamic influences of variable or different track elasticity due to the track substructure and/or track components. d) The wheel-rail contact i.e. the guiding forces that control vehicle behaviour along the track, cannot be assumed to vary in a consistent manner

31、 i.e. the same wheels of the same vehicle may not have the same wheel-rail contact points during repeated runs over the same section of track. Consequently, this may introduce random variations in the guiding forces. e) The variations in the guiding forces result in movements of the wheel sets withi

32、n the free play between the wheel and the rail, movements of bogie, and movements of the vehicle body. These movements are influenced also by elements in the switch and crossing panels and change the wheel-rail contact point on the running surface of the rail. Consequently, the lateral position of t

33、he wheel sets within the track gauge influence the path followed by the vehicle in relation to the track alignment. f) The dynamic influences at designed discontinuities along the running edge of the rail, or at guiding elements such as switch parts, crossings, wing rails and check rails could in so

34、me cases be very important and are to be taken into account, along with the influence of cant deficiency. Track alignment designs normally only take into account the first of the preceding factors. This is quite valid when the alignment designs are for plain line track, where straight and curved ali

35、gnment elements are joined by transition curves with gradually increasing or decreasing radii. In such cases, the relative influence of the rail-wheel interactions and vehicle suspension behaviour are satisfied by the track alignment design parameters specified in ENV 13803-1. However, when there ar

36、e abrupt changes, rather than gradual changes in the curvature, vehicles respond differently and this part of the European Standard specifies the track alignment design parameters for such situations. Generally it must be accepted, that in alignments with such abrupt changes the continuous behaviour

37、 of the vehicles is disturbed and the level of the passenger comfort, in comparison to the alignments based on ENV 13803-1, is always clearly reduced. Railway practice and experience has shown that for abrupt changes in curvature, it is possible to derive general rules for the design of track alignm

38、ents. These rules, which can be applied as a common reference for different types of vehicle, do not require a study of the behaviour of each vehicle, based on a detailed calculation of the wheel-rail contact points and the forces generated. Consequently, on-site measurements are only recommended fo

39、r special combinations of alignment elements. This assumption, based on experience, allows separating track alignment design from the other sources of vehicle movements, as stated above. The detailed wheel-rail contact is determined by the wheel and rail profiles, which are specified in the relevant

40、 standards for wheels and rails. The rails may be either rails used in plain track, or rails specially machined for the manufacture of switches and crossings. The contact points created depends upon the specific alignment parameters, the position of the wheels within the track gauge, and the suspens

41、ion characteristics of the vehicle. BS EN 13803-2:2006+A1:2009EN 13803-2:2006+A1:2009 (E) 22 Annex B (informative) The installation of switch and crossing layouts B.1 Standard switch and crossing units In a turnout with a curved diverging track through the crossing panel, as shown in Figure B.1 a),

42、the crossing, check rail, and other components are subjected to higher forces due the cant deficiency on the diverging track. The alignment of the diverging track through the crossing panel of a standard turnout should, wherever possible without introducing additional abrupt changes of curvature, be

43、 straight, as shown in Figure B.1 b). n1 n2a) Diverging track with a curved crossing panel b) Diverging track with a straight crossing panel Figure B.1 Different alignments through the crossing panel The angles of fixed obtuse crossings in diamond crossings, single slips or double slips should not b

44、e flatter than 1:9 (see EN 13232-9). Switch diamonds should be used when the angle of the obtuse crossing would be flatter than 1:9. Turnouts laid on high-speed lines yet to be built for speeds greater than or equal to 280 km/h (on the main), should have crossings with movable parts (swing nose cros

45、sings). On conventional lines, consideration should be given to providing crossings with movable parts for lower speeds. B.2 Lateral track resistance at the switch panel The designer should take into consideration that over the length of the switch panel, depending upon the type of bearers and the r

46、adius of the diverging track, there could be a reduction in the lateral resistance and stability of the track. This possible reduction in lateral track resistance occurs over the same length as where the thermal forces in the rails are greater than the thermal forces in continuously welded plain lin

47、e track. In sections of track with small radii curves, or special combinations of turnouts, it may be necessary to increase the lateral resistance of the switch panels and the abutting track panels. B.3 Stress transition zone between continuously welded track and jointed track Track stability, when

48、switch and crossing layouts are installed in the stress transition zones at the end of continuously welded rails, should be assured, by using appropriate design and construction standards, and conforming to national standards. If necessary, rail expansion joints should be installed to separate switc

49、h and crossing layouts from abutting continuously welded rails. BS EN 13803-2:2006+A1:2009EN 13803-2:2006+A1:2009 (E) 23 B.4 Switch and crossing layouts on, or near under-bridges When the expandable length of a bridge deck is greater than 30 m to 40 m, a switch and crossing layout should, wherever possible, not be installed in lengths of track affected by movements at the expansion joi