SIST EN 13803-2:2007
(Main)Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature
Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature
This European Standard specifies the rules and values for the track alignment design parameters used to
determine the maximum operating speeds over tracks with abrupt changes in curvature and, consequently,
abrupt changes of cant deficiency. Such conditions occur in the following situations:
- in the diverging tracks in switch and crossing layouts;
- when it is not practical to design an alignment with transition curves;
- if the length of a transition curve is less than the minimum required for plain line track.
Engineering requirements specific to the mechanical behaviour of switch and crossing components and
subsystems are to be found in the relevant standards.
This European Standard presupposes that the homologation of the operating vehicles will be valid and
specified for conditions corresponding to the limiting values specified in this European Standard.
This European Standard is applicable to abrupt changes in curvature in switch and crossing layouts and plain
lines with track gauges of 1435 mm and wider. Annex C is applicable to track gauges wider than 1435 mm.
This European Standard specifies the requirements for preventing buffer locking.
The limiting values specified in this European Standard, when applied at the switch toe, are for switches with
tangential geometry (as defined in EN 13232-1).
This European Standard need not be applicable to certain urban and suburban lines.
This European Standard is not applicable to track alignment requirements for tilting body vehicles. However,
Annex H draws the designer’s attention to the consequences and the restrictions imposed when tilting
vehicles are operated over switch and crossing layouts and alignments without transition curves.
Bahnanwendungen - Oberbau - Linienführung in Gleisen - Spurweiten 1 435 mm und größer - Teil 2: Weichen und Kreuzungen sowie vergleichbare Trassierungselemente mit unvermitteltem Krümmungswechsel
Diese Europäische Norm legt die Regeln und Parameter der Entwurfselemente für die Linienführung fest, die zur Bestimmung der zulässigen Geschwindigkeiten in Gleisen mit unvermittelten Krümmungswechseln und damit unmittelbaren Änderungen des Überhöhungsfehlbetrages zu verwenden sind. Solche Verhältnisse entstehen in den folgenden Situationen:
in abzweigenden Gleisen von Weichen und in Weichenbereichen;
in Bereichen, in denen es nicht zweckmäßig ist, eine Linienführung mit Übergangsbögen vorzusehen;
wenn die Länge des Übergangsbogens kleiner ist als die für durchgehende Hauptgleise geforderte Länge.
Die konstruktiven Anforderungen bezüglich der mechanischen Eigenschaften der Bauteile und Untersysteme von Weichen und Kreuzungen sind den entsprechenden Normen zu entnehmen.
Diese Europäische Norm setzt voraus, dass die eingesetzten Fahrzeuge entsprechend den Bedingungen zugelassen sind, die den in dieser Europäischen Norm festgelegten Grenzwerten ent¬sprechen.
Diese Europäische Norm ist bei unvermittelten Krümmungswechseln in Weichen und Weichenbereichen sowie in durchgehenden Hauptgleisen mit Spurweiten von 1 435 mm und größer anzuwenden. Anhang C ist bei Spur¬weiten größer als 1 435 mm anzuwenden.
Diese Europäische Norm legt die Anforderungen fest, die zur Vermeidung von Überpufferungen gelten.
Soweit sich die in dieser Europäischen Norm festgelegten Grenzwerte auf den Weichenanfang beziehen, gelten sie für Weichen mit tangentialer Geometrie (wie in EN 13232-1 festgelegt).
Diese Europäische Norm gilt nicht für Stadtbahnen und Vorortbahnen.
Diese Europäische Norm regelt nicht die Bedingungen der Linienführung für Neigetechnikfahrzeuge. Anhang H weist den Planer jedoch auf die Folgen und Beschrän¬kungen hin, die zu beachten sind, wenn Neigetechnikfahrzeuge über Weichen und Weichenbereiche sowie über Trassierungselemente ohne Übergangsbögen verkehren.
Applications ferroviaires - Parametres de conception du tracé de la voie - Ecartement 1435 mm et plus large - Partie 2: Appareils de voie et situations comparables de conception du tracé avec changements brusques de courbure
La présente Norme Européenne spécifie les regles et les valeurs des parametres de conception du tracé de la voie utilisées pour déterminer les vitesses d’exploitation maximales sur les voies présentant de brusques variations de courbure et donc d’insuffisance de dévers. De telles conditions se rencontrent dans les situations suivantes :
- en voie déviée dans les zones d’appareils de voie,
- lorsque la conception d’un tracé avec des courbes de transition n’est pas possible,
- lorsque la longueur de la courbe de transition est inférieure au minimum demandé en voie courante.
Les exigences techniques spécifiques au comportement mécanique des composants et sous-systemes des appareils de voie doivent etre trouvées dans les normes concernant ces éléments.
La présente Norme Européenne suppose que l’homologation des véhicules exploités soit valide et spécifiée pour les conditions correspondant aux valeurs limites indiquées dans la présente Norme européenne.
La présente Norme Européenne s'applique aux variations brusques de courbure dans les zones d'appareils de voie et en voie courante pour les écartements de voie de 1435 mm et plus. L'annexe C s'applique aux écartements de voie supérieurs a 1435 mm.
La présente Norme Européenne spécifie les exigences pour la prévention de l’enchevetrement des tampons.
Les valeurs limites spécifiées dans la présente Norme Européenne, lorsqu’elles sont appliquées en pointe d’aiguille, concernent les aiguillages a géométrie tangentielle (comme défini dans l’EN 13232-1).
Il n’est pas nécessaire d’appliquer la présente Norme Européenne aux lignes urbaines et suburbaines.
Les exigences de tracé de la voie spécifiées dans la présente Norme Européenne ne s’appliquent pas aux véhicules pendulaires. Toutefois, l’annexe H attire l’attention du concepteur sur les conséquences et les restrictions imposées lorsque des véhicules pendulaires circulent sur des appareils de voie et des tracés sans courbes de transition
Železniške naprave - Zgornji ustroj - Parametri za projektiranje prog - Tirne širine 1435 mm in več - 2. del: Kretnice, križišča in horizontalne krivine brez prehodnic
General Information
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Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Railway applications - Track - Track alignment design parameters - Track gauges 1435 mm and wider - Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvatureApplications ferroviaires - Parametres de conception du tracé de la voie - Ecartement 1435 mm et plus large - Partie 2: Appareils de voie et situations comparables de conception du tracé avec changements brusques de courbureBahnanwendungen - Oberbau - Linienführung in Gleisen - Spurweiten 1 435 mm und größer - Teil 2: Weichen und Kreuzungen sowie vergleichbare Trassierungselemente mit unvermitteltem KrümmungswechselTa slovenski standard je istoveten z:EN 13803-2:2006SIST EN 13803-2:2007en93.100Gradnja železnicConstruction of railways45.080Rails and railway componentsICS:SLOVENSKI
STANDARDSIST EN 13803-2:200701-marec-2007
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 13803-2December 2006ICS 93.100 English VersionRailway applications - Track - Track alignment designparameters - Track gauges 1435 mm and wider - Part 2:Switches and crossings and comparable alignment designsituations with abrupt changes of curvatureApplications ferroviaires - Paramètres de conception dutracé de la voie - Ecartement 1435 mm et plus large -Partie 2: Appareils de voie et situations comparables deconception du tracé avec changements brusques decourbureBahnanwendungen - Oberbau - Linienführung in Gleisen -Spurweiten 1 435 mm und größer - Teil 2: Weichen undKrezungen sowie vergleichbare Trassierungselemente mitunvermitteltem KrümmungswechselThis European Standard was approved by CEN on 4 November 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 13803-2:2006: E
EN 13803-2:2006 (E) 2 Contents Page Foreword.4 1 Scope.5 2 Normative references.5 3 Terms and definitions.5 4 Symbols and abbreviations.6 5 General requirements.7 6 Principles for the assessment of abrupt changes of cant deficiency at abrupt changes in curvature.8 6.1 General.8 6.2 Principle based on limiting values of abrupt change of cant deficiency (∆∆∆∆I).8 7 Circular curves without transition curves.8 7.1 Limiting values based on the principle of abrupt change of cant deficiency ∆∆∆∆Ilim.8 7.1.1 General.8 7.1.2 Switch and crossing layouts.9 7.1.3 Plain line.10 7.2 Limiting values based on the principle of the virtual transition.10 7.3 Minimum radius of horizontal curves.10 8 Combinations of horizontal curves.10 8.1 General.10 8.2 Limiting length of intermediate element(s) between two abrupt changes of curvature (Lslim).11 8.3 Abrupt change of cant deficiency (∆∆∆∆I) at abrupt changes in curvature in combined curves.12 8.3.1 Length of intermediate element(s) equal to, or greater than the limiting minimum value (Ls ≥ Lslim).12 8.3.2 Intermediate element(s)of sub-standard length (Ls < Lslim) or no intermediate element (Ls = 0).12 8.4 Requirements for preventing buffer locking.13 9 Alignment rules and parameters for designing switch and crossing layouts.14 9.1 General rules.14 9.1.1 Horizontal alignment.14 9.1.2 Vertical alignment.14 9.2 Switch and crossing layouts in straight track without cant.15 9.2.1 Simple turnout.15 9.2.2 Turnouts with variable curvature.15 9.3 Switch and crossing layouts installed on horizontal curves.18 9.3.1 General rules.18 9.3.2 Horizontal radii.18 9.3.3 Cant D.19 9.3.4 Cant deficiency I.19 9.3.5 Cant excess E.20 Annex A (informative)
General design considerations.21 Annex B (informative)
The installation of switch and crossing layouts.22 B.1 Standard switch and crossing units.22 B.2 Lateral track resistance at the switch panel.22 B.3 Stress transition zone between continuously welded track and jointed track.22 B.4 Switch and crossing layouts on, or near under-bridges.23
EN 13803-2:2006 (E) 3 B.5 Limits for diamond crossings, diamond crossings with slips and tandem turnouts.23 B.6 Switch and crossing layouts with steel bearers.23 B.7 Abutting turnouts.23 B.8 Crossovers and follow-on turnouts with reverse curves.23 B.9 Scissors crossovers and single or double junctions.24 B.10 Tracks with cant gradients.24 B.11 Influence of cant on the deflection angle in the horizontal plane.24 Annex C (normative)
Rules for converting parameter values for track gauges wider than 1435 mm.26 C.1 Scope.26 C.2 Symbols and abbreviations.26 C.3 Basic hypothesis.26 C.4 Conversion rules.27 C.4.1 Application of ∆∆∆∆I limiting values.27 C.4.2 Cant.27 C.4.3 Equilibrium cant.28 C.4.4 Other formulas and values of the standard.28 C.4.5 Annexes.29 Annex D (informative)
Limits of lateral acceleration.30 D.1 Introduction.30 D.2 Wheel-base effect.31 D.3 Limiting values of the non-compensated lateral acceleration.31 D.4 Conclusion.32 Annex E (informative)
The principle of virtual transition.33 E.1 Virtual transition at an abrupt change of curvature.33 E.2 Virtual transition at a short intermediate length between two abrupt changes of curvature.33 E.3 Limiting values based on the principle of the virtual transition.34 E.3.1 General.34 E.3.2 Characteristic vehicle with a distance of 20 m between bogie centres.34 E.3.3 Characteristic vehicle with a distance of 12,2 m and 10,06 m between bogie centres.35 Annex F (informative)
A method for calculating the maximum permissible speed at the toe of a non-tangential switch.36 Annex G (informative)
Constraints and risks associated with the use of maximum (or minimum) limiting values.38 Annex H (informative)
The maximum permissible speed of tilting body trains over switch and crossing layouts.39 H.1 General.39 H.2 The maximum permissible speeds over abrupt changes of curvature.39 H.3 The permissible speeds over switch and crossing layouts on curves.39 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system amended by the EU Directive 2004/50/EC of 29 April 2004.40 Bibliography.42
EN 13803-2:2006 (E) 4 Foreword This document (EN 13803-2:2006) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by June 2007, and conflicting national standards shall be withdrawn at the latest by June 2007. 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 EU Directives: Council Directive 96/48/EC of 23 July 1996 on the interoperability of the European high-speed network1 European Parliament and Council Directive 2004/17/EC of 31 March 2004 coordinating the procurement procedures of entities operating in the water, energy, transport and postal services sectors2 Council Directive 91/440/EEC of 29 July 1991 on the development of the Community's railways3 For relationship with EU Directive 96/48/EC, see informative Annex ZA, which is an integral part of this document. EN 13803 "Railway applications – Track – Track alignment design parameters – Track gauges 1435 mm and wider" consists of the following parts: Part 1: Plain line Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Romania, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
1 Official Journal of the European Communities N° L 235 of 1996-09-17 2 Official Journal of the European Communities N° L 134 of 2004-04-30 3 Official Journal of the European Communities N° L 237 of 1991-08-24
EN 13803-2:2006 (E) 5 1 Scope This European Standard specifies the rules and values for the track alignment design parameters used to determine the maximum operating speeds over tracks with abrupt changes in curvature and, consequently, abrupt changes of cant deficiency. Such conditions occur in the following situations: in the diverging tracks in switch and crossing layouts; when it is not practical to design an alignment with transition curves; if the length of a transition curve is less than the minimum required for plain line track. Engineering requirements specific to the mechanical behaviour of switch and crossing components and subsystems are to be found in the relevant standards. This European Standard presupposes that the homologation of the operating vehicles will be valid and specified for conditions corresponding to the limiting values specified in this European Standard. This European Standard is applicable to abrupt changes in curvature in switch and crossing layouts and plain lines with track gauges of 1435 mm and wider. Annex C is applicable to track gauges wider than 1435 mm. This European Standard specifies the requirements for preventing buffer locking. The limiting values specified in this European Standard, when applied at the switch toe, are for switches with tangential geometry (as defined in EN 13232-1). This European Standard need not be applicable to certain urban and suburban lines. This European Standard is not applicable to track alignment requirements for tilting body vehicles. However, Annex H draws the designer’s attention to the consequences and the restrictions imposed when tilting vehicles are operated over switch and crossing layouts and alignments without transition curves. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13232-1:2003, Railway applications – Track – Switches and crossings – Part 1: Definitions EN 13232-9, Railway applications – Track – Switches and crossings – Part 9: Layouts ENV 13803-1:2002, Railway applications – Track alignment design parameters – Track gauges 1435 mm and wider – Part 1: Plain line 3 Terms and definitions For the purposes of this document, the terms and definitions given in EN 13232-1:2003 and ENV 13803-1:2002 and the following apply. 3.1 abrupt change of cant deficiency ∆∆∆∆l abrupt change of the cant deficiency and/or cant excess due to an abrupt change in curvature
EN 13803-2:2006 (E) 6 3.2 rate of change of cant deficiency at an abrupt change in curvature as function of time ∆∆∆∆I/∆∆∆∆t value used in the theoretical model of the principle of the virtual transition calculation (see Annex E). The value of ∆t is the time required to travel over the length of the virtual transition at the specified speed 3.3 distance between bogie centres Lb distance between the bogie centres of the characteristic vehicle used to calculate ∆I/∆t (see Annex E). The characteristic vehicle is usually the passenger vehicle with the shortest distance between bogie centres operating over a route 3.4 total length of the intermediate element(s) between two abrupt changes of curvature Ls total length of the straight and/or curved element(s) between two abrupt changes of curvature (see Clause 8) 3.5 parameter of clothoid A parameter describing the linear change of curvature as function of the length (see 9.2.2.2) 3.6 high speed lines (see Directive 96/48/EC) 3.7 conventional lines other than high speed lines 4 Symbols and abbreviations The symbols and abbreviations specified in ENV 13803-1 are also applicable to this European Standard. Additional symbols and abbreviations are as follows : Table 1 — Symbols and abbreviations No. Symbol Designation Unit 101 A parameter of clothoid m 102 C factor for calculation of equilibrium cant mm·m·h2/km2 103 Ii cant deficiency of the alignment element i; i = 1, 2 mm 104 Imax maximum value of cant deficiency within the length of the diverging track mm 105 ∆I abrupt change of the cant deficiency and/or cant excess due to an abrupt change in curvature mm 106 ∆I/∆t rate of change of cant deficiency at an abrupt change in curvature as function of time mm/s 107 ∆Ic abrupt change of cant deficiency on the crossing side of a turnout with curves of variable curvature in diverging track mm 108 ∆Ii abrupt change of the cant deficiency and/or cant excess due to an abrupt change in curvature at tangent point i mm 109 ∆Is abrupt change of cant deficiency on the switch side of a turnout with curves of variable curvature in diverging track mm 110 Lb distance between bogie centres of the characteristic vehicle m
EN 13803-2:2006 (E) 7 No. Symbol Designation Unit 111 Ls total length of intermediate element(s) between two abrupt changes of curvature m 112 n inverse turnout angle - 113 qA factor for calculation of rate of change of cant deficiency mm·m2·h3/(s·km3)114 qS factor for calculation of minimum length of intermediate element(s) between two abrupt changes of curvature m·h/km 115 qV factor for conversion of the units for vehicle speed km·s/(h·m) 116 R0 radius of the diverging track of the switch and crossing unit in the version for straight track m 117 Ri radius of the alignment element i within one track; i = 1, 2 m 118 Rid equivalent radius for reverse curves (see 8.4) m 119 Rj radius of track j within one switch and crossing unit; j = I, II m 120 Rs effective radius at a toe of a non-tangential switch m 121 ti tangent length i m 122 v versine m
5 General requirements The track alignment designer is free to specify the most appropriate values for the various parameters at the specified operating speeds, when considering safety, geographical, engineering, historical, and economic constraints. These values and parameters shall be specified in the contract documents. The designer shall endeavour not to exceed the recommended limiting values specified in this European Standard and avoid unnecessary use of the maximum (or minimum) limiting values. Annex G describes the constraints and risks associated with the use of maximum (or minimum) limiting values. Whenever necessary, the track alignment designer shall take into account national standards when these are more restrictive. The most important requirements for the installation of switch and crossing layouts are specified in Annex B. These requirements have an influence on the design of the alignment elements for both tracks in switch and crossing layouts and, consequently, they influence the maximum operating speeds and life cycle costs. The designer should, as far as it is practicable, comply with these requirements. Existing installations, which do not conform to this European Standard, should be modified as soon as possible if safety requirements (for example abrupt change of cant deficiency, length of element(s) between abrupt changes of curvature and the safety related parameters listed in ENV 13803-1) are compromised. Other non-conforming installations should, if possible, be modified during the next track renewal. The railway authority or the manufacturer shall specify the limits (e.g. requirement for the switch entry angle) for non-tangential switches (see also EN 13232-9). Annex F describes a method for calculating the maximum permissible speed at the toe of a non-tangential switch.
EN 13803-2:2006 (E) 8 6 Principles for the assessment of abrupt changes of cant deficiency at abrupt changes in curvature 6.1 General The main principle described in 6.2 is based on in-service experiences in terms of safety and passenger comfort. Some European railway authorities use the principle of the virtual transition described in Annex E (informative). There are in current use various types of turnouts that have curves of variable curvature combined with circular curves or straights in the diverging track. The different geometrical layouts used in these types of turnout are described in 9.2.2. The curves of variable curvature used in these turnouts are normally of the Clothoid form. Annex D describes a theoretical calculation method that can be used to compare the effects of a succession of different alignment elements with vehicles of different characteristics. 6.2 Principle based on limiting values of abrupt change of cant deficiency (∆∆∆∆I) This principle is based on limiting the abrupt change in cant deficiency between an abutting curve and straight, or between the abutting arcs of a compound or reverse curve. The relationship between cant deficiency, speed, radius, and cant is expressed by the equation: ii2iDRVCI−⋅=
[mm] where C = 11,8 mm·m·h2/km2 and i = 1, 2 For curves with cant excess, the equation I = −E shall be used. Between two abutting curves (i.e. two arcs without an intermediate element) the abrupt change in cant deficiency is ∆I = I2 ± I1. For a reverse curve it is ∆I = I2 + I1 and for a compound curve it is ∆I = I2 − I1. The limiting values are specified in 7.1. The limiting lengths of intermediate element(s) between two abrupt changes of curvature are specified in 8.2. The value of abrupt change in cant deficiency to be taken into account when there is no intermediate element between curves, or the intermediate element is of substandard length, is specified in 8.3.2. 7 Circular curves without transition curves 7.1 Limiting values based on the principle of abrupt change of cant deficiency ∆∆∆∆Ilim 7.1.1 General This principle of abrupt change of cant deficiency is described in 6.2. The maximum permissible speed over an abrupt change in curvature between a curve without cant and a straight shall be based on the limiting values for abrupt change of cant deficiency (∆Ilim) specified in 7.1.2 and 7.1.3.
EN 13803-2:2006 (E) 9 lim2IRVCI∆≤⋅=∆
[mm] where C = 11,8 mm·m·h2/km2
Figure 1 — Combination of circular curve and straight without cant NOTE When designs are based on the principle of limiting values for abrupt change of cant deficiency (∆Ilim), in accordance with 6.2, it is not necessary to conform to the limiting values for the rate of change of abrupt change of cant deficiency (∆I/∆t), specified for the principle of the virtual transition as described in the informative Annex E. 7.1.2 Switch and crossing layouts The limiting values for an abrupt change of cant deficiency in the tracks of a switch and crossing layout shall be as specified in Table 2. Table 2a — Limiting values of abrupt change of cant deficiency (∆∆∆∆Ilim) – High-speed lines Speed V (km/h) V ≤ 70 70 < V ≤ 170 170 < V ≤ 230 Recommended limiting values ∆∆∆∆Ilim (mm) 100 80 60 Maximum limiting values ∆∆∆∆Ilim (mm) 120 105 85
Table 2b — Limiting values of abrupt change of cant deficiency (∆∆∆∆Ilim) – Conventional lines Speed V (km/h) V ≤ 100 100 < V ≤ 170 170 < V ≤ 220 220 < V ≤ 230 Recommended limiting values ∆∆∆∆Ilim (mm) 100 133 – 0,33 V 60 Maximum limiting values ∆∆∆∆Ilim (mm) 120 141 – 0,21 V 161 – 0,33 V
EN 13803-2:2006 (E) 10 NOTE A tolerance of 10 mm on the maximum limiting values is permitted for existing turnouts laid on lines to be upgraded for high-speed. 7.1.3 Plain line Plain line alignments with abrupt changes of cant deficiency shall only be used when the scope for designing the alignment is severely restricted. Such restrictions occur in stations, at small deviations in alignment within a limited length, or in compound curves when there is only a small variation in the radii of abutting curves. The recommended limiting values for abrupt change of cant deficiency on plain line shall be as specified in Table 3. Table 3 — Recommended limiting values of abrupt change of cant deficiency (∆∆∆∆Ilim) Speed V (km/h) V ≤ 70 70 < V ≤ 170 170 < V ≤ 230 Recommended limiting values ∆∆∆∆Ilim (mm) 50 40 30
The use of higher values of abrupt change of cant deficiency should, if possible, be avoided. If the use of higher values is unavoidable, for example in close conjunction to switch and crossing layouts, the limiting values shall not exceed those specified in 7.1.2. 7.2 Limiting values based on the principle of the virtual transition Some European railway authorities use the principle of the virtual transition (see Annex E). The limits applicable for this principle are given in E.3. 7.3 Minimum radius of horizontal curves On all tracks (including the diverging tracks in switch and crossing layouts) where different railway vehicles operate, the designed minimum radius for any curve shall not be less than 150 m. In the case of a reverse curve, or curves in opposite directions with short intermediate elements, the alignment design shall conform to 8.4. 8 Combinations of horizontal curves 8.1 General Horizontal curves can be combined to form a reverse
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