EN 14067-5:2006

Railway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels

This European Standard applies to the aerodynamic loading caused by trains running in a tunnel

Bahnanwendungen - Aerodynamik - Teil 5: Anforderungen und Prüfverfahren für Aerodynamik im Tunnel

Diese Europäische Norm gilt für die aerodynamischen Belastungen, die Züge bei der Fahrt durch einen Tunnel verursachen.

Applications ferroviaires - Aérodynamique - Partie 5: Exigences et procédures d'essai pour l'aérodynamique en tunnel

La présente norme européenne s’applique à la description traite dudes chargementsollicitations aérodynamiques des trains circulant dans un tunnel.

Železniške naprave – Aerodinamika – 5. del: Zahteve in preskusni postopki pri aerodinamiki v predorih

General Information

• Status: Withdrawn
• Publication Date: 01-Aug-2006
• Withdrawal Date: 02-Nov-2010
• ICS: 45.060.01 - Railway rolling stock in general
• Technical Committee: CEN/TC 256 - Railway applications
• Drafting Committee: CEN/TC 256/WG 6 - Aerodynamics
• Current Stage: 9960 - Withdrawal effective - Withdrawal
• Start Date: 03-Nov-2010
• Completion Date: 03-Nov-2010
• Directive: 93/38/EEC - Procurement procedures of entities operating in the water, energy, transport and telecommunications sectors
• Directive: 96/48/EC - Interoperability of the trans-European high-speed rail system
• Mandate: M/024 - Mandate to CEN/CENELEC/ETSI for programming and standardization in the field of railway equipment
• Mandate: M/275 - Mandate to CEN/CENELEC/ETSI for standardization in the field of railway equipment on the interoperability of the Trans-European high-speed rail system
• Ref Project: SIST EN 14067-5:2007 - Railway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels

Relations

• Merged Into: EN 14067-5:2006+A1:2010 - Railway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels
• Effective Date: 19-Jan-2023
• Amended By: EN 14067-5:2006/FprA1 - Railway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels
• Effective Date: 15-Feb-2010

Standards Content (Sample)

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave – Aerodinamika – 5. del: Zahteve in preskusni postopki pri aerodinamiki v predorihBahnanwendungen - Aerodynamik - Teil 5: Anforderungen und Prüfverfahren für Aerodynamik im TunnelApplications ferroviaires - Aérodynamique - Partie 5: Exigences et procédures d'essai pour l'aérodynamique en tunnelRailway applications - Aerodynamics - Part 5: Requirements and test procedures for aerodynamics in tunnels93.060Gradnja predorovTunnel construction45.060.01Železniška vozila na splošnoRailway rolling stock in generalICS:Ta slovenski standard je istoveten z:EN 14067-5:2006SIST EN 14067-5:2007en01-januar-2007SIST EN 14067-5:2007SLOVENSKI
STANDARD
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 14067-5August 2006ICS 45.060.01 English VersionRailway applications - Aerodynamics - Part 5: Requirements andtest procedures for aerodynamics in tunnelsApplications ferroviaires - Aérodynamique - Partie 5:Prescriptions et méthodes d'essai pour aérodynamique entunnelsBahnanwendungen - Aerodynamik - Teil 5: Anforderungenund Prüfverfahren für Aerodynamik im TunnelThis European Standard was approved by CEN on 30 June 2006.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 Central Secretariat 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 Central Secretariat has the same status as the officialversions.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.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2006 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 14067-5:2006: ESIST EN 14067-5:2007

Predictive equations.20 Annex B (informative)
Pressure comfort criteria.28 Annex C (informative)
Micro-pressure wave.29 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 96/48/EC.32 Bibliography.33
Figure 1 — Train-tunnel-pressure signature at a fixed position in a tunnel (detail).6 Figure 2 — Train-tunnel-pressure signature at an exterior position just behind the nose of the train.7 Figure 3 — External pressure drop due to the head passage of a crossing train.10 Figure 4 — Internal pressure evolution inside an unsealed vehicle due to the head passage of a crossing train.10 Figure 5 — Pressure differences on an unsealed vehicle due to the head passage of a crossing train.11 Figure 6 — Typical measured maximum forces on a freight wagon door during the head passage of a crossing train.12 Figure 7 — Pressure difference on a well sealed train in two successive tunnels.13 Figure 8 — External pressure histories at different speeds in two successive tunnels.14 Figure 9 — Influence of tunnel length on maximum external pressure variation.14 Figure 10 — Influence of the relative entry time ∆∆∆∆t1,2 on maximum absolute values of pressure differences for a particular situation.15 Figure 11 — Example scenario for train crossings during 1,5 h of scheduled traffic on a high speed line with 6 trains in circulation passing 6 tunnels which cover 10 % of the line length.17 SIST EN 14067-5:2007

EN 14067-1:2003 and the following apply. NOTE Additional definitions, symbols and abbreviations are explained in the text. 3.1 tunnel closed structure enveloping track(s) with a length of more than 20 m 4 Methodologies for quantifying the pressure changes in order to meet the medical health criterion 4.1 General The relevant pressure changes caused by trains running in a tunnel may be measured at full-scale, estimated from approximating equations (see Annex A), predicted using validated numerical methods or measured using moving model tests. The determination of the pressure variations in order to meet the medical safety pressure limits may be undertaken in the same way. Full-scale test data may be the basis for train and tunnel acceptance and homologation. Each single train/tunnel combination is described by a train-tunnel-pressure signature. 4.2 Train-tunnel-pressure signature 4.2.1 General The static pressure in the tunnel as shown in Figure 1 develops as follows when a train enters the tunnel:  there is a sharp first increase in pressure ∆pN caused by the entry of the nose of the train into the tunnel;  there is a second increase in pressure ∆pfr due to friction effects caused by the entry of the main part of the train into the tunnel;  there is then a drop in pressure ∆pT caused by the entry of the tail of the train in the tunnel;  there is a sharp drop in pressure ∆pHP caused by the passing of the train head at the measurement position in the tunnel. SIST EN 14067-5:2007

Figure 1 — Train-tunnel-pressure signature at a fixed position in a tunnel (detail) The following methods are suitable for characterising the aerodynamic quality of a train in a tunnel. The train-tunnel-pressure signature can be derived from calculations or measurements at a fixed position in a tunnel, i.e. the four pressure changes ∆pN, ∆pfr, ∆pT and ∆pHP at a given point in the tunnel (see 4.2.2). 4.2.2 Full scale measurement of ∆∆∆∆pN, ∆∆∆∆pfr, ∆∆∆∆pT and ∆∆∆∆pHP at a fixed location in the tunnel The tunnel should have constant cross section, no airshafts and no residual pressures waves. Ideally there should be no initial air flow in the tunnel. However, if there is, its influence on the measurements should be checked. Pressures are measured using transducers in the tunnel. These should be calibrated prior to use over the expected pressure range, typically ± 4 kPa. The measurement error should be less than 1 %. The speed of the train shall be known within an accuracy of 1 % and should be constant during the entry into the tunnel within 1 %. Data should be sampled at a rate of at least 5 vtr/LN Hz, with anti-aliasing filters with a cut-off frequency of one quarter of the sampling rate. In order to obtain precise values of ∆pN, ∆pfr, ∆pT and ∆pHP for a fully developed wave pattern, it is necessary to ensure the following conditions when the train speed vtr and the length of the train Ltr are given:  the distance xp between the entrance portal and the measuring position is 1trtrpxvccLx∆+−= (1) where the additional distance ∆x1 ensures a good temporal separation of the individual pressure variations and ideally should be about 100 m. The measuring system should be installed at xp to avoid wave damping effects;  the minimum tunnel length is SIST EN 14067-5:2007

Figure 2 — Train-tunnel-pressure signature at an exterior position just behind the nose of the train To get the whole friction pressure rise ∆pfr it is necessary to measure the pressures on the outside of the train just behind the nose at a position where the full cross section is reached. The minimum tunnel length Ltu,min is SIST EN 14067-5:2007

At a fixed location in a tunnel for a 1 train situation: HPTfrNmaxppppp∆+∆+∆+∆=∆ (6) Onboard a train in a 2 train crossing situation: altHPTfrNmax222pppppp∆+∆+∆+∆+∆=∆ (7) Onboard a train in a 1 train situation:
altTfrNmaxppppp∆+∆+∆+∆=∆ (8) where hgp∆=∆0altρ (9) is the natural pressure variation due to the difference in altitude where ρ0 = 1,225 kg/m³
∆h is the difference between maximum and minimum altitudes in the tunnel. The maximum pressure variations are useful information for comparison with TSI and national pressure limits and for load estimates. SIST EN 14067-5:2007

Key 1 external pressure at the front 2 external pressure in the middle 3 external pressure at the rear Figure 3 — External pressure drop due to the head passage of a crossing train When the head of the opposing train passes the front of the unsealed vehicle the internal pressure starts to decrease too. As the information about the pressure drop travels with the speed of sound inside the vehicle, the internal pressure is nearly independent of the location inside the vehicle (see Figure 4).
Key 1 internal pressure at the front 2 internal pressure in the middle 3 internal pressure at the rear Figure 4 — Internal pressure evolution inside an unsealed vehicle due to the head passage of a crossing train SIST EN 14067-5:2007

Key 1 pressure difference at the front 2 pressure difference in the middle 3 pressure difference at the rear Figure 5 — Pressure differences on an unsealed vehicle due to the head passage of a crossing train The time the nose of the crossing train takes to travel along a vehicle is tr,2tr,1vehvvLt+=∆ (10) where Lveh
is the length of the vehicle. This means in the case of a moving vehicle that the time for the nose passing becomes shorter. The resulting mechanical forces may be higher, because of lateral accelerations, three-dimensional and inertial effects, as shown in Figure 6. SIST EN 14067-5:2007

Key Fmax
maximum measured force on the door ∆pd,max
maximum difference between internal and external pressure NOTE Each point represents a different passing train speed vtr,2. Figure 6 — Typical measured maximum forces on a freight wagon door during the head passage of a crossing train 6 Pressure loading on sealed trains in tunnels 6.1 General The pressure variations caused by traffic in tunnels shall be considered in the construction of sealed trains. Both the single train case and the train crossing situation shall be considered. The train has to withstand all the loads occurring during its life cycle. The differences between external and internal pressures lead to the loading of car bodies, windows, gangway bellows, doors etc. Depending on the degree of sealing of the vehicle, the pressure variations outside the train cause pressure variations insid
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