Railway Tracks Design Guidelines 2013 Part 2 - Eng

.

ISRAEL RAILWAYS

LTD.

RAILWAY TRACKS DESIGN GUIDELINES FOR SPEEDS OF UP TO 250 KM/H

VERSION 1 MAY 2013

PART 2 OF 3

DEVELOPMENT DIVISION - PLANNING BRANCH

Appendices

APPENDIX 1 – PLANNING AUTHORIZATIONS ......................................................................................... 4 APPENDIX 2 – COORDINATION OF TRACK DESIGN ................................................................................. 5 APPENDIX 3 – PROJECT DOCUMENTATION REQUIREMENTS .................................................................. 8 APPENDIX 4 – CALCULATION OF PLANNED SPEED IN CURVES ................................................................ 9 APPENDIX 5 – CALCULATION OF HORIZONTAL TRACK-PLATFORM DISTANCE ...................................... 19 APPENDIX 6 – CALCULATION OF HORIZONTAL TRACK-WALL DISTANCE ............................................... 23 APPENDIX 7 – ELECTRIFIED DOUBLE TRACKS ....................................................................................... 24 APPENDIX 8 – LOCOMOTIVE TRAILING LOADS ..................................................................................... 25 APPENDIX 9 – EXAMPLES OF RAILWAY STATION CHARACTERIZATION ................................................. 36 APPENDIX 10 – EXAMPLES OF INTERCHANGE AND TRACK CROSSING .................................................. 57 APPENDIX 12 – FORMULAS FOR CALCULATION OF CURVE PARAMETERS ............................................. 76 APPENDIX 13 - UIC FACILITY NO. 703 - Dated 01/01/1999 ..................................................................... 78 APPENDIX 14 – TECHNICAL SPECIFICATION FOR THE PRODUCTION AND SUPPLY OF BALLAST MATS ON BRIDGES AND STEEL TRACK TUNNELS.................................................................................................. 80 APPENDIX 15 – TRANSITION SECTION BETWEEN BRIDGES AND EMBANKMENTS ................................. 84 APPENDIX 16 – PEDESTRIAN TRAILS IN ISR COMPOUNDS .................................................................... 87 APPENDIX 17 – ACCURATE CALCULATION OF ARCH TURNOUTS .......................................................... 89 APPENDIX 18 – LONGITUDINAL PROFILE PLANS FOR ARCH TURNOUTS .............................................. 90 APPENDIX 19 – CALCULATION OF HEIGHT AND GRADIENT DIFFERENCES IN A TURNOUT'S LAST LONG SLEEPER. ............................................................................................................................................. 92 APPENDIX 20 – TURNOUTS FOR SPEEDS OF OVER 160 KM/H .............................................................. 95 APPENDIX 21 – STATION CHARACTERIZATIONS FOR SPEEDS OVER 250 KM/H ...................................... 96 APPENDIX 22 - RAILWAY EXPANSION JOINT (REJ) ............................................................................... 100

CHAPTER 9

APPENDICES

APPENDIX 1 – PLANNING AUTHORIZATIONS

Table 9.1

Scope of Responsibility

Planning Branch Ops. Development Branch

Communications Planning Branch

Rolling Stock Development

and Engineering Branch

Track and Environment

Branch

Construction Branch

Safety and Data Eng. Branch

Planning Process:

Management of guidelines, control and authorization of design phases

Functional specification of the planned track layout and turnouts

Guidelines, control and authorization of design and phases for execution of signaling & Communications device, electricity and lighting

Control and authorization of non-standard solutions associated with rolling stock

Coordination of execution phases and safety arrangements throughout all phases of execution

Coordination of execution phases and safety arrangements throughout all phases of execution

Coordination of safety issues

Advance Planning

Principle authorization

Authorization within station perimeters, comments for layout and longitudinal profile

Authorization for electricity, communications, signaling and lighting

Coordination of all phases of execution and special terms in design

Detailed Design Authorization to publish tender

General coordination and authorization within station perimeters, coordination and authorization of execution phases

Authorization for electricity, communications and lighting

Coordination of execution phases and special terms in design

1. Coordination of execution phases

2. Authorization for tender readiness

1. Safety in tunnels, bridges, track sections

2..Safety during execution phases

Note: For more details regarding authorization of design, also see [37].

APPENDIX 2 – COORDINATION OF TRACK DESIGN

As customary when designing tracks, the Planner must coordinate and receive authorization from all relevant ISR Branches and other relevant authorities.

Listed below is a list of ISR Units with which coordination is required within framework of design that is lead by the Operations Division under supervision and guidance of the Deputy CEO.

All planning shall be carried out and coordinated in accordance with the design Task Guidelines based on the following phases: Preliminary Design, Advance Design, Detailed Design, and on-the-job revisions (as required).

Note: For more details regarding coordination of design, also see [37].

The Planning Branch

Management of design, comments and professional guidelines in the field of civil engineering and track engineering, including review and monitoring of all programs, reports, plans and specifications:

Field Entity

1. Track geometry and design speeds, longitudinal profiles, superstructure, communications cable alignments, cross-section profiles and typical profiles ….....................................

2. Typical profiles, substructure, ground, foundations, slope stability and erosion …........................….................................

3. Drainage system, ditches, hydrology, protection of slopes ... 4. Bridges and other structures, foundations ............................ 5. Landscape …........................................................................... 6. Acoustics …............................................................................. 7. ISR boundaries, designation of land, land parcels, Municipal

Zoning Plans, announcements, expropriations, and coordination with external entities and public authorities ….

Track Design Administrator Ground Administrator Drainage Planning Administrator Construction Administrator Environmental Protection Supervisor Acoustics Supervisor Land and statutory design Coordinator

All planning shall be coordinated by the Line Manager who is appointed for each specific line or project. All work, including coordination with ISR functionaries and external entities, technical inspections, specifications, Bills of Quantity, time tables, estimates and submission of Planner plans must be coordinated with the appointed Line Manager.

Coordination of all projects under the ISR Planning Branch shall be conducted by the Design Control Coordinator and shall be subject to authorization and coordination of the Planning Branch Manager.

Authorizations for all design phases and professional and engineering authorizations for plans, specifications, Bills of Quantity, estimates, track material lists and execution phases shall be provided by the Engineering Supervisor in coordination with the Planning Branch Manager.

Track and Environment Branch

When designing detailed plans, the following must be coordinated:

1. Time tables, execution phases and safety when working near operational tracks.

2. Placing of track material orders (quantities and estimates) within framework of existing contracts.

3. Layout plans and longitudinal profile of tracks and turnout in stations and typical profiles.

4. Layout and longitudinal profiles at joints an existing track.

5. Superstructure (type of track rails ad turnouts, type of sleeper, etc.)

6. Engineering lines, track structures and garages for mechanical equipment.

The Electrification Authority

Positioning of electrification posts in sections, stations, bridges, etc., height of electrification wire, special guidelines and requirements pertaining to track infrastructure (preparation for electrification).

The Operations Development Branch

The Operations Development Branch is responsible for guidance and supervision of all operational aspects of the design process. As such, the unit is responsible for preparation of all operational specifications of all tracks and turnouts located on the line, platforms, signaling devices. The specification is then submitted to the Planner by the Track Planning Administrator of the Planning Branch.

The Planner is then required to examine all implications of the operational specification from an engineering, statutory, and financial perspective, present them to the Planning Branch, and after having received approval, continue the design process in accordance with the approved specification.

All station, interchange, track crossing and turnout alignment plans must be approved by the Ops. Development Branch Supervisor.

There must be regular contact with the Perennial Design Dept. Manager of the Ops. Development Branch. Furthermore, the Operations Development Branch shall coordinate and approve all design phases and work schedules which require halting of traffic or interfere with regular train traffic, takeover of track sections and operational instructions for ensuring proper train traffic.

The Communications Development Branch

The Communications Development Branch is responsible for guiding Planners in all matters pertaining to electricity system infrastructures, train communications and signaling, including the approval of plans, specifications, Bills of Quantity, and assessments in the following fields:

Field Entity

1. Electricity infrastructures …...................................................... 2. Communication ditch alignments (concrete ditches or direct

concealment) …........................................................................ 3. signaling …...............................................................................

Electricity supervisor Engineering inspector signaling supervisor

All engineering solutions, electricity, signaling and communications infrastructure plans, execution phases and schedules shall be approved by the Communications Development Branch Director.

The Infrastructures Ops. Unit

The Infrastructures Ops. Unit is responsible for the coordination of all matters pertaining to executing bodies, schedules, work plans and ordering of track materials:

Field Entity

1. Executor work schedules and signaling pulses …...............…... 2. Superstructure work plans, executors, execution phases,

signaling pulses and ordering of track materials …..................

Ops. & Work Plan Coordinator Communications and Superstructures Supervisor

The Safety and Data Engineering Branch

Coordination of safety in tunnels, bridges, track sections, Safety Appendix for work executed in close proximity to tracks within the tender documents. The Planner shall coordinate all design with the ISR Safety and Data Engineering Branch.

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APPENDIX 3 – PROJECT DOCUMENTATION REQUIREMENTS

1. All detailed design plans for executions of work such as layout and longitudinal profiles, superstructure plans, typical profiles, drainage plans which are approved by the ISR Authority, must be submitted to the Planning Branch archive.

2. Manner by which plans are to be submitted:

a) Plan set: Layout and execution phase plans shall be submitted in color while other plans are to be submitted in b/w.

b) One copy in magnetic form (CD) including all plans, technical specification, Bill of Quantity, estimation, and reports (land, hydrological, geological, laboratory, etc.)

Notes:

1. The Planner shall be required to submit a CD copy of all authorized design material to the ISR Planning Branch during all phases of the project.

2. In the event of a change in plans, all plans which were previously submitted to the archive must be updated.

3. The final account shall be closed with the Planner only after all updated plans and CDs are completed and submitted to the ISR Planning Branch archive.

4. The final copy of the CD must be submitted to the ISR Track and Environment Department

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APPENDIX 4 – CALCULATION OF PLANNED SPEED IN CURVES

1. Flow Chart for Calculation of Design Speed in Curves

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Flowchart Legend:

1. V - Design speed as per Table 1.1, km/h

2. RV - Vertical Curve Radius, see Sub-chapter 2.2, m.

3. Le - Length of element of longitudinal profile, see Sub-chapter 2.7, m.

4. Lt - Distance between horizontal curves, see Sub-chapter 2.5 ,m.

5. LC - Length of round curve, see Sub-chapter 2.2, m.

6. R - Radius of horizontal curve, see Sub-chapter 2.1, m.

7. h - Cant based on Section 2.3, m.

8. Vmax - Maximum speed in curve, see Sub-chapter 2.13, km/h

9. LC min - Minimum length of round curve, see Sub-chapter 2.2, m.

10. LC min - Minimum distance between horizontal curves, see Sub-chapter 2.5, m.

11. Le min - Minimum length of element of longitudinal profile, see Sub-chapter 2.7, m.

See Sub-chapter 2.8

12. ∑∆hmax - Sum of maximum cant deficiencies as per Sections 2.4.1 and 2.5.2.

13. - See Section 2.13


15. Lf - Length of ramp for change of cant as per Section 2.4.2, m


17. LS min - Length of transition curve, see Sub-chapter 2.4.1, m

18. Vmax - Maximum design speed of train traffic in planned curve, km/h

kv - Speed coefficient, with values of 100, 125, 166 as per Section 2.4.2, see Formula (2.14) and (2.16).

∆h - Recommended up to 70 mm, in certain cases up to 100 mm, in special cases (subject to ISR Planning Branch authorization) – up to 130 mm.

2. Calculation Tables

Table 9.2: “Track Alignment, Cants and Maximum Design Speed”.

Table 9.3: “Longitudinal Track Profile”.

Table 9.4: “Squared Weighted Speed Calculation Parameters”.

ISRAEL RAILWAYS LTD. INFRASTRUCTURES DIVISION – PLANNING BRANCH

Table 9.2

Project

Section: Early Tender Execution

Design Company: Planner: Date: Alignment for Track No. _______, Cant and Maximum Planned speed

Ser. No. (Curve)

(IP)

Arch Start

Arch Finish

Direction Total Length

Round Curve Length

Transition Curve Length

Ramp Length*

Length of Straight Line

between Curves

Radius Calculated Cant

Cant Cant Deficiency

Max. Design Speed

Notes**

R / L Entry Exit Entry Exit L Lr LS IN LS OUT LS IN LS OUT LT R H h ∆h Vmax

km km m m m m m m m m mm mm mm Km/h

* In case of non-applicability, the relevant columns must be removed

** Specification of km must be provided for stations, sites, crossings, single-level junctions and other elements that influence maximum train speed.

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Table 9.3

Project


Design Company: Planner: Date: Longitudinal Profile of Track No. …..................

Ser. No. (Element)

Element Grade Vertical Curve / Break Parameters Notes ** Grade Variance Start End Radius / Crack Length Speed *

Start End Length Km Km m ‰ ‰ km km m'/- m Km/h

* Maximum speed permitted in vertical curve as per Section 2.8

** Specification of km must be provided for stations, sites, crossings, single-level junctions, bridges, and other elements that influence vertical curve radii and maximum design.

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Table 9.4

Project


Design Company: Planner: Date: Squared Weighted Speed Calculation Parameters

Ser. No. Max. Speed - Train i Load - Train No. i No. of i Type Trains Train Type

Km/h Ton Units

Vi2 Qi ni

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3. Calculation Examples

For calculation examples of maximum design speed together with different elements along the alignment, see Figures 9.1a – 9.1d

1. Legend for Figures No. 9.1a – 9.1d.

Lt - Straight line

LS - Transition curve

Round curve

R - Curve radius

Lr - Ramp

CC - Point of connection of two round curves in adjacent curves

CS - End of round arch

CT - End of round arch with no transition curves

SC - Start of round arch

ST - End of transition curve

TC - Start of round arch without transition curves

TS - Start of transition curve

2. Description of Examples:

1. Curve without transition arch.

2. Curve with transition arch.

3. Compound without transition curve.

4. Compound with transition curve at start and end but not between curves.

5. Compound with transition arch between curves.

6. Adjacent arches in opposite direction to transition curves.

7. Adjacent arches in opposite direction with length of straight line between them being:

Lt 0.1*Vmax

8. Adjacent arches in opposite direction with length of straight line between them being:

Lt < 0.1*Vmax

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Figure 9.1-a

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Figure 9-1-b

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Figure 9-1-c

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Figure 9-1-d

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APPENDIX 5 – CALCULATION OF HORIZONTAL TRACK-PLATFORM DISTANCE

Figure 9.2-a

a) Distance between track axis and platform edge (Platform on inner side of arch)

figure 27-a

Where: Lb - Total between bogie centers (m) R - Radius (m) h - Cant (mm) hP - Height between rail height and platform height (mm) f - Arch arrow (mm) ft - Relocation of coach due to cant deficiency (mm)

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Figure 9.2-b

b) Distance between track axis and platform edge (Platform on outer side of arch)

Figure 27-b

Distance AC must be set equal to distance A (1651 mm)

and verified that it is within range of the console as per Figure 9.2-c.

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Figure 9.2-c

c) Distance between track axis and platform edge within range of coach console

Figure 27-c

If ∆ < 0 . fK < fh

A > AC, it is necessary to set a fixed distance of 1651 meters

Where:

Lb - Total between bogie centers (m)

LK - Length of coach console (m)

Lvg - Coach length

R - Radius (m) h - Cant (mm)

hP - Height difference between rail and platform heights (mm)

f - Arch arrow (mm)

fk - Arrow at coach edge (mm)

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Figure 9.2-d

d) Distance between track axis and platform edge within range of transition curve

Figure 27-d

1. Platform on inner side of arch A = 1651 + ∆

∆ - See Figure 9.2-a

Ai = 1651 + ∆i

∆i = ∆ * (24.5+Li) / (24.5+LS)

LS - Transition curve length (m)

Li - Distance between beginning of

transition curve and point 'i' (m)

2. Platform on outer side of arch

Ac = 1651 + ∆

∆ - See Figure 9.2-c If ∆ > 0 the above calculation applies

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APPENDIX 6 – CALCULATION OF HORIZONTAL TRACK-WALL DISTANCE

Figure 9.3 – Distance (AC, mm) from Track Axis to Wall (Bridge Beam) on Inner Side of Curve

Where:

Lb - Total between bogie centers (m)

R - Radius (m) h - Cant (mm)

ht - Maximum loading capacity (mm), based on vertical

clearance, ht = 4119

f - Arch arrow (mm)

fh - Relocation of coach due to cant (mm)

Bm - Distance between track axis and wall (bridge beam) in

straight rail (mm),

Bm = 3000, Up to beam, according to vertical clearance

Bm = 3300, Up to beam, for train speeds of 121 - 160 km/h.

Bm = 3800, Up to beam, for train speeds of 161 - 230 km/h.

Notes:

1. In cases where the wall is located on the outside of the arch, distance “Ac” must be determined as specified in Table 4.1.

2. In a transition curve, and also for testing the approach of the coach's console, see Figure 9.2.

When using formulas, the value ht must be used in place of hP

APPENDIX 7 – ELECTRIFIED DOUBLE TRACKS

Figure 9.4

* For speeds of 161-250 km/h 3.80 meters

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APPENDIX 8 – LOCOMOTIVE TRAILING LOADS

1. The following values are approximates that characterize the dependency between speed,

trailing load and a rising longitudinal grade. The values presented are theoretic only and are presented for orientation purposes only (Table 9.5).

TRAILING LOAD – SPEED – GRADE TABLE

2000 HP MODEL G26CM – 2 LOCOMOTIVE END CONDITIONS 124 METRIC TONNE LOCOMOTIVE 82 METRIC TONNE FREIGHT CARS

Table 9.5

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TRAILING LOAD – SPEED – GRADE TABLE 2000 HP MODEL G26CW – 2 LOCOMOTIVE END CONDITIONS

60117 G.R. 124 METRIC TONNE LOCOMOTIVE 82 METRIC TONNE FREIGHT CARS

Table 9.5 – Contd.

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124 METRIC TONNE LOCOMOTIVE 23 METRIC TONNE FREIGHT CARS


TONNAGES CAN BE HANDLED ONLY IF ADHESION IS ATTAINABLE

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124 METRIC TONNE LOCOMOTIVE 23 METRIC TONNE FREIGHT CARS


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TRAILING LOAD – SPEED – GRADE TABLE 1950/1800 HP MODEL G16 LOCOMOTIVE 62/15 G.R.

LOCOMOTIVE WEIGHT 107 TONS FREIGHT CAR WEIGHT 60 TONS


Trailing loads can be handled only if adhesion shown is attainable 9999 – indicates trailing load exceeding 10,000 tons - 9999

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Trailing loads can be handled only if adhesion shown is attainable indicates trailing load exceeding 10,000 tons - 9999

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2. The Relationship Vertical Slope (IP) and Maximum Speed (V km/h) for IC/ABB 3 Type Motor Coach

Table 9.6

I, promille 10 12 14 16 18 20 22 24 26 28 30

V, km/h (Welded Rail)

163 153 145 130 123 117 111 103 99 95 91

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Graph Showing Dependency Between Gravity of a JT 42CW Locomotive and Speed

LOCOMOTIVE: 3000 HP JT 42CW

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Graph Showing Dependency Between Gravity of a JT 42 Locomotive and Speed

LOCOMOTIVE: 3000 HP JT42

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APPENDIX 9 – EXAMPLES OF RAILWAY STATION CHARACTERIZATION

Upon initiation of planning, the ISR Ops. Development Branch and ISR Planning Branch) shall formulate an operational characterization for the planned station. This characterization shall serve as a basis for design of the tracks, the signaling system and location.

The following are characterization examples which include explanations and operational schemes for the station (Figure 9.5).

1. The Objective

a) To define the operational area required for obtainment of land required for the railway station.

b) This area shall provide a solution for the phased expansion of the tracks, with the most advanced stage of development enabling no less than the following:

(1) Operation of a double track line,

(2) Ability to overtake a freight train by a passenger train from all directions,

(3) Branching off of a branch for transport of freight,

(4) Passenger station.

2. Design Criteria

1) Usable length of tracks for freight trains – 750 m.

2) The usable length of the same tracks for lines running at speeds of 250 km/h is 750/1500 meters, as determined by the ISR Authority.

3) Usable length of tracks for passenger trains only – 400 m.

4) Length of loading and unloading track (branch) – 400 m.

5) Usable length of protective flanks – 50 m.

6) Minimum length of shunting flank (pull) – 400 m.

7) For safety distances and distances between Signaling Devices and turnouts, see Figures 9.5 and 9.6. These dimensions were determined by the valid ISR code of practice [36].

8) In parallel to the planning of a new track, the Planner shall also be required to design engineering lines and a line worker's structure for track maintenance, see Figure 9.7.

Notes:

1. It is advisable to add approx. 10 meters (5 m on each side) to the usable length of all tracks in order to ensure proper line of sight to all signaling devices.

2. When determining the usable length of flanks, it is necessary to consider the length of

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the buffer stop and the braking point before it.

3. It is necessary to design engineering tracks and the line worker's structure in accordance with ISR Tracks and Environment Branch guidelines.

4. In terms of the signaling system, the station characterizations presented in Figure 9.5 apply to speeds of up to 250 km/h.

5. For distances between turnouts and signaling devices see Figures 9.5 and 9.6 which apply to track grade of up to 2.5 promille. When the grades are higher than 2.5 promille, the distances must be adjusted as follows:

1. For downhill movement of trains, it is necessary to increase the distance by 1% for each additional promille of slope.

2. For uphill movement of trains it is possible to decrease the distance by 0.5% for each additional promille of slope.

6. For characteristics of stations with lines for speeds of up to 250 km/h see Appendix 21.

3. Station Specifications

1. Specifications with “Additional Safety Sections”:

1. For stations with early signaling devices installed after turnouts see Figure 9.5, A-1 and B-1.

2. For stations that do not require installation of early signaling devices after turnouts see Figure 9.5, C-1 and D-1.

3. For stations with early signaling devices installed between turnouts see Figure 9.5, A-2 and B-2.

2. Specifications with “Skid Lines on Turnouts”:

1. For stations without early signaling devices (passenger train stations only) see Figure 9.5, A-3 and B-3.

2. For stations with early signaling devices installed after turnouts see Figure 9.5, C-3 and D-3.

3. For stations with early signaling devices installed between turnouts see Figure 9.5, A-4 and B-4.

4. Preferences Between Station Specifications

1. In terms of the signaling system and operational flexibility, specifications including “Additional Safety Sections” are preferred , as specified in Figures 9.5 A-1, B-1, C-1 and D-1. When planning a station, the Planner must conform with these specifications.

2. In cases where it is not possible to ensure sufficient distance for installation of early signaling devices after turnouts (due to reasons of track geometry, lack of space or

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vertical clearance, etc.), it shall be necessary to plan the station with early signaling devices between the turnouts as specified in Figures 9.5 A-2 and B-2.

3. In cases where it is not possible execute planning in accordance with Subsections 4-a and 4-b, it shall be necessary to execute planning as specified in Subsection 3-b (with “skid tracks on turnouts”). Specifications that include signaling devices after turnouts (Figures 9.5 C-3 and D-3) are preferred over those having signaling devices installed between the turnouts (Figures 9.5 A-4 and B-4).

4. Planning carried out in accordance with Subsections 4-b and 4-c requires prior coordination with the ISR Ops. Development Branch, the ISR Communications Development Branch and the ISR Planning Branch.

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A. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING OF FREIGHT TRAINS

Figure 9.5

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B. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING

BOTH PASSENGER AND FREIGHT TRAINS

Figure 9.5 – Contd. (2)

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C. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY


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D. TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY


* The said distance was determined in accordance with safety requirements only.

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FIGURE 9.5 A-1

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING FREIGHT TRAINS ONLY

WITH EARLY SIGNALING DEVICES PLACED AFTER TURNOUTS

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FIGURE 9.5 B-1

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH EARLY SIGNALING DEVICES PLACED AFTER TURNOUTS

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FIGURE 9.5 C-1

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY

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FIGURE 9.5 D-1

TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY

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FIGURE 9.5 A-2

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING FREIGHT TRAINS ONLY

WITH EARLY SIGNALING DEVICES PLACED BETWEEN TURNOUTS

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FIGURE 9.5 B-2

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH EARLY SIGNALING DEVICES PLACED BETWEEN TURNOUTS

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FIGURE 9.5 A-3

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY

WITH SKID TRACK LOCKING OVER TURNOUTS

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FIGURE 9.5 B-3

TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY

WITH SKID TRACK LOCKING OVER TURNOUTS

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FIGURE 9.5 C-3

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS

WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES AFTER TURNOUTS

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FIGURE 9.5 D-3

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS

WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES AFTER TURNOUTS

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FIGURE 9.5 A-4

TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES BETWEEN TURNOUTS

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FIGURE 9.5 B-4

TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES BETWEEN TURNOUTS

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Figure 9.6 – Safety Distances and Distances Between Signaling Devices and Turnouts

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Figure 9.7 – Engineering Tracks (line worker's structure)

Note: Option – Addition of a 100 meter track

APPENDIX 10 – EXAMPLES OF INTERCHANGE AND TRACK CROSSING

It is advisable to design crossings between main track using interchanges such as bridges (Figure 9.8-a) or tunnels (Figure 9.8-b) in order to prevent conflict between simultaneous train traffic on the interchange tracks. In such interchanges there are no crossings using single level turnouts between tracks. The use of single-level junction plans by turnouts (Figure 9.8-c and 9.8-d) is only permitted after ISR Authority approval is obtained. It is advisable to design “triangular” shaped track convergences / divergences such that they have an elevation separation (Figure 9.8-h). Pending ISR approval, it is possible to design a track “triangle” with a partial separation (Figure 9.8-g) or as a single-level using turnouts (Figures 9.8-e and 9.8-f).

Figure 9.8

A. Example of a Track Interchange with Bridge

January 2012

Figure 9.8 – Contd.

B. Example of a Track Interchange with Tunnel

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C. A Single Track Junction

D. A Double Track Junction

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Figure 9.8 – Contd. E. A Single-Level “Triangle”

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Figure 9.8 – Contd. F. A Single-Level “Triangle” for Double Tracks

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Figure 9.8 – Contd. G. A Partial Two-Level “Triangle” for Double Tracks

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APPENDIX 11 – TYPES OF TURNOUTS AND CROSSOVERS

General: - When designing railway stations and track junctions, regular turnouts are to be used (based on

Section A)

- The use of special turnouts (based on section B) and arch turnouts (Chapter 8 and Appendices

18 and 19) shall only be permitted subject to prior approval and authorization of the ISR

Planning Branch.

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1. Regular Turnouts

As per Sections 3.7.1 and 3.7.2, see Figure 9.9.

Figure 9.9

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Figure 9.9 – Cont.

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2. Special Turnouts


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May 2013


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May 2013


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Figure 9.10

3. Crossovers

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APPENDIX 12 – FORMULAS FOR CALCULATION OF CURVE PARAMETERS

T – The tangent of a round curve.

R – Radius of a round curve. Ls - Length of a transition curve. α – Turning angle (in degrees) LC – Length of a circular curve

B – The distance between the vertex of the angel and the circular curve in an outward direction (in an angular direction)

m – Increment of tangent in execution of transition curve.

P – Shifting length of round curve during execution of transition curve (see Section 2.4). Tp – Increment of T of a round curve after shifting of P.

Bp – Increment of B of a circular curve after shifting of P.

Ts - Tangent sum

May 2013

Scheme for Calculation of Curve Parameters

Figure 9.11

Where:

TS – Start of curve / Start of first transition curve SC – End of first transition curve / Start of round curve CS – End of round curve / Start of second round curve ST – End of second round curve / end of curve Note: Calculation of curve parameters, see also [2, 5].

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APPENDIX 13 - UIC FACILITY NO. 703 - Dated 01/01/1999

Data for Design of Fast Tracks for Passenger Trains, [20]

Table 9.7

Track type 1 2 3 4

Top speed (km/h) 80-120 120-200 ≤ 250 250-300

Italy Germany France

Size Regular Max Special Regular Max Special Regular Max Special Max Regular Max ∆h (mm) aq (m/s2) Regular line

80 0.53

100 0.67

130 0.86

100 0.67

120 0.8

150 1

121 0.81

- -

40 0.27

60 0.4

50 0.33

100 0.67

∆h (mm) aq (m/s

2)

Continuation of line in lateral turnouts and intersections

60 0.40

80 0.53

120 0.80

60 0.40

80 0.53

100 0.67

- -

- -

- -

- -

50 0.33

100 0.67

he (mm) 50 70 90 70 90 110 100 - 50 70 - 110

h (mm) Regular line

150 160 120 150 160 125 - 65 85 180 -

d∆h/dt (mm/sec) daq/dt (m/sec3) Transition curve with a constant change of curves

25 0.17

70 0.47

90 0.60

25 0.17

70 0.47

- -

36 0.24

- -

13 0.08

- -

30 0.20

75 0.50

d∆h/dt (mm/sec) daq/dt (m/sec3) Transition curve with a variable change of curves

50 0.33

90 0.60

50 0.33

90 0.60

- -

- -

- -

- -

- -

- -

- -

dh/dt (mm/sec) Constant change of cant with ramp

28 46 55 28 35 50 38 - 20 - 50 60

dh/dt (mm/sec) Variable change of cant with ramp

56 70 - 56 70 - - - - - - -

av (m/sec2) 0.20 0.30 0.40 0.20 0.30 - 0.16 0.24 0.2 - 0.45 0.60

May 2013

Table Legend:

∆h – Lack of excess elevator

aq – Acceleration in horizontal curve

av – Acceleration in a vertical curve

he – Excess cant

h - Cant

t - Time

d∆h/dt- Change in cant deficiency over time

daq/dt - Chang in size of aq over time

(m/sec2)

V max – Maximum train speed, km/h

V min – Minimum train speed, km/h

R – Horizontal curve radius, m.

Rv – Vertical curve radius, m.

May 2013

APPENDIX 14 – TECHNICAL SPECIFICATION FOR THE PRODUCTION AND SUPPLY OF BALLAST MATS ON BRIDGES AND STEEL TRACK TUNNELS

General

this specification is designed for planning, production, supply and installation of coating over pavements (tubs) in bridges and concrete floors of tunnels for tracks that are laid over a layer of ballast when train speed is 140 km/h or more.

The said specification contains special instructions which the manufacturer must follow in order to create an coating made of elastic material (Ballast mats) underneath ballast in tunnels and bridges.

1. Scope of Specification

The requirements set forth by this specification shall apply to the design of bridge systems with concrete pavements and tunnels with concrete floors when the track is placed over a layer of ballast and train speed is 140 - 250 km/h. Furthermore, these instructions shall also apply to the supply of elastic material (Ballast mats) for ISR. See Figure 9.12.

Figure 9.12

a) Typical profile for laying down of mats on bridges underneath ballast (straight line)

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b) Typical profile for laying down of mats underneath ballast in tunnels (straight line)

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2. Definitions

The installation of ballast mats includes adhesives, connectors, and various drainage components which are used for the following purposes:

Reduction of track rigidity and as a result – elimination of strains and wear and tear of superstructure elements (rails and ballast).

Reduction in grout size of ballast located between concrete sleeper and concrete floor.

Track stability against deflection (sinking) and less investments in maintenance.

Passenger comfort.

Reduction of dynamic impact on rolling stock, noise levels and vibration.

Protection of concrete pavement sealing in bridges.

3. Terms of Use

3.1. On bridges with concrete pavements and tunnels with concrete floors

The maximum permissible track speed: 140 – 250 km/h.

The load on the axle of a rolling stock passing over the track shall be no greater than 22 tons.

3.2. Bridge or Tunnel Configuration

The contractor shall ensure he receives all of the data and plans required for execution of lining from the Planner:

1. Number of tracks.

2. Length and breadth of all bridge and/or tunnel surfaces requiring lining.

3. Type of lining.

4. Type of sealing.

5. Drainage specifications.

6. Technical specification for lining.

4. Materials

All ballast mats shall be produced from elastic materials such as micro-cell polyurethane or natural rubber or synthetic rubber, provided the finished product meets the requirements of this specification. The use of recycled rubber shall not be permitted.

All materials which are to be used and all of the conditions for quality control and product acceptance shall meet the requirements set forth in the “Technical Specification of Germany Railways BR 918071.

All mats shall consist of several layers which are to be connected to each other at the manufacturing plant, with the top layer designed for protection and prevention against ballast entering the mat.

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Special requirements for mat materials and other materials:

1. The product's static modulus shall be determined based on maximum train speed and axle load.

2. The minimum Foundation Modulus of a base shall be as per DB BN (TL) 918071, 0.06-N/mm3 requirements.

3. The maximum Foundation Modulus shall be as per DB BN (TL) 918071; 0.1-N/mm3

requirements.

4. Mat thickness – 10-30 mm;

5. The maximum static deflection of a track with a mat and an axle load of 25.5 tons – 2.0 mm;

6. The material's technical properties shall be resistant to temperatures of -10oC to +50oC;

7. Pot life, 800 million load tons;

8. All mat unit joints shall be executed with an overlap of no less than 10 cm;

9. All mat units are to be glued to one another in overlapping areas, in concrete pavement corers with floors and vertical walls or in the form of integrated joints;

10. All mat materials and the adhesive shall be resistant to all chemical substances which may pour onto the track from train cars, e.g: salt, phosphates, fuel, lubricants, as well as rain runoff water and internal tunnel liquids.

11. On the walls of all bridge tubs it shall be necessary to install mats of “Sidewall” type. The Foundation Modulus shall be as per DB BN (TL) 918071, N/mm3 0.2 requirements.

5. Maintenance User Guide

Before mats are laid, the supplier (manufacturer) shall be required to submit comments and instructions for application of subgrade (concrete), including recommendations for installation, joint details, adhesive requirements, dismantling and maintenance.

The following technical materials shall be supplied along with the proposal:

1. Detailed technical specifications of the manufacturer.

2. The sketch portfolio.

3. Third party test results for all material properties of the mat and adhesive (section 4), including reference to the extreme weather conditions in Israel.

4. The company's names list, including address, name of contact person, telephone/fax numbers and email.

6. General Warranty and Sustainability

The warranty shall cover all wear and tear, destruction of product, durability of technical characteristics including resistance to dynamic loading and chemical resistance. The product service/design life and durability shall remain valid for a period of no less than 50 years as per DIN 45673-5 requirements.

May 2013

APPENDIX 15 – TRANSITION SECTION BETWEEN BRIDGES AND EMBANKMENTS

In sections of transition between bridges and embankments, it is necessary to implement access and transition plates into the design (see picture 38). The length of a transition section and the dimensions of access / transition plates are defined in Table 9.8.

Table 9.8 – Length and Quantity of a Transition Section Components

Speed, km/h

Section Length, meters

Access Plate Concrete Plates

LP = 4 (m) LP = 3.2 (m) LP = 2.75(m) LP = 1.75(m)

250 36.55 1 4 4 5

200 29.05 1 3 3 4

160 16.75 1 2 1 2

120 11.76 1 1 1 1

60 4.00 1 0 0 0

Figure 9.13

A) Typical profile of transition section between bridge and embankment

* - For speeds of 161-230 km/h, 0.35 meters


B) Transition section between bridge and embankment

APPENDIX 16 – PEDESTRIAN TRAILS IN ISR COMPOUNDS

All pedestrian trails located within perimeter of ISR compounds must be designed alongside tracks such that track employees find them easier to walk on (see Figure 9.14), using "fine" ballast as specified in Table 9.9 below:

Table 9.9 – Recommended Classification of “Fine” Ballast for Walking Trail

Sieve No. (“)

Passing Rate (%)

1.5" 100

1.0 " 90 - 100

3/4" 40 - 80

1/2" 15 - 60

3/8" 0 - 30

#4 0 - 10

#8 0 - 5

#200 0 - 0.5

Figure 9.14 – Details of Pedestrian Trails inside ISR Facilities

May 2013

APPENDIX 17 – ACCURATE CALCULATION OF ARCH TURNOUTS

Figure 9.15

Note: The sketch and calculation apply to internal arch turnouts only. For external arch turnouts, the

formula variables must be changed.

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APPENDIX 18 – LONGITUDINAL PROFILE PLANS FOR ARCH TURNOUTS

1. General

The vertical alignment of turnouts with cants must be designed such that it corresponds with the horizontal alignment. This coordination between the rail height of both straight and divergent tracks and the horizontal alignment must appear in the plans by specifying the arch turnout height. The purpose of the plans is to prove that all joints connecting between the turnout rails and the track rails conform with one another and that there are no inconsistencies in height.

The plan includes 3 parts:

a) Part 1 – In the upper part, a description of the relative heights of all rails.

b) Part 2 – In the middle part, a description of kilometrage of each planned track.

c) Part 3 – In the lower part, layout plans of all turnouts and tracks.

Scale: 1:500

2. Content of Arch Turnout Elevation Plans

a) Part 1 – Relative height of rails (longitudinal profile):

Height of all rails.

Longitudinal grade (promille), length of all longitudinal profile elements.

Position ad height of all longitudinal profile cracks.

Marking of start and end of all turnouts with turnout no. and height of lowest rail.

Numbering of tracks.

Marking the position of the turnout's last long sleeper and height of lowest rail.

Marking of travel direction on tracks.

Cant variance in ramps (M:1) and ramp length.

Marking of cant

Marking of start and end of cant variance ramps.

b) Part 2 – Description of kilometrage.

Kilometrage of all important points along the longitudinal profile and layout. It is necessary to draw one line for each track.

Marking of travel directions on various tracks.

c) Part 3 – Layout plans of all turnouts and tracks.

Distance between track axes.

Schematic drawing of platforms, bridges, tunnels, etc.

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Marking of all turnouts, including all turnout numbers and types.

Numbering of tracks.

Marking the position of the turnout's last long sleeper.

A description of all lateral geometry, radii, transition curves, element lengths and position.

Marking of travel directions on various tracks.

Position ad height of all longitudinal profile cracks, longitudinal grade (promille), length of longitudinal profile elements, radii of vertical arches, tangent length, length of arch angle bisector.

Note: Regarding longitudinal profile plans of arched turnouts see also[25, 26].

May 2013

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APPENDIX 19 – CALCULATION OF HEIGHT AND GRADIENT DIFFERENCES IN A TURNOUT'S LAST LONG SLEEPER.

zs – The height difference between the track of the basic arch and divergent track at the last long sleeper. The difference primarily depends on the geometry of a standard straight turnout.

∆i – Is the difference in gradient of the longitudinal profile between the track of the basic arch and divergent track at the last long sleeper.

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Figure 9.16

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Where:

zs, mm – The height difference between the lowest rail of the primary arch track and the lowest rail of the divergent track at the point of the last long sleeper.

h, mm - The turnout's cant

ys, m - The distance between the track axis in a basic arch and the axis of a divergent track at the point of the last long sleeper.

1.5, m - Distance between center axes of track rails.

In order to calculate the difference in gradient ∆i of a longitudinal profile between the tracks of the primary arch and those of a divergent track at the point of the last long sleeper, it is necessary to calculate the derivative s'z of zs.

According to the full differential:

In accordance with Figure 9.16:

ε – The angle between the basic arch track and the divergent track at the point of the last long sleeper.

An approximate of the tan ε may be calculated using the following formula:

Where:

The longitudinal grade of a divergent track may be calculated as follows:

The distance for calculation of profile point 'N':

For testing purposes, it is possible to calculate:

May 2013

APPENDIX 20 – TURNOUTS FOR SPEEDS OF OVER 160 KM/H

HIGH SPEED < 230 km/h TURNOUT 60E1 / 60E1A4 RAIL PROFILE TURNOUT WITH FIXED NOSE CROSSING

Turnout (Tangent)

Speed (km/h)

Diverging Track

Cant Deficiency

(mm)

Length (m)

TOE to RP

Radius (m) diverging

track Layout diagram

0.11 1/9

40 76 26.170 250/280

0.085 1/12

60 88 35.142 604/485

0.0654 1/15,3

80 92 47.310 820

0.05 1/20

100 91 56.470 2000/1300

0.0476 1/21

110 92 64.735 1540

0.0372 1/26

140 92 82.408 2500

0.0336 1/29

160 101 90.493 3000

Note: In tracks designated for train traffic at speeds of over 200 km/h it is advisable to consider the implementation of turnouts with special elements in the frog area: Movable Points or Movable Wing Rails.

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APPENDIX 21 – STATION CHARACTERIZATIONS FOR SPEEDS OVER 250 KM/H

1. In passenger stations, it is necessary to maintain a separation between primary tracks with non-stopping train traffic and secondary tracks with side platforms which are designated for stopping of trains for the purpose of allowing passenger embarkation and disembarkation, see Figure 17-a.

2. The usable length of tracks in an operational stations 750/1500 meters in accordance with ISR Authority decision.

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Figure 9.17a

A. Typical Operational Characterization of Passenger Stations located on 230 km/h Lines

May 2013

Figure 9.17b

B. Typical Operational Characterization of Stations Designated for Stopping of Freight Trains on 230 km/h Lines

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Figure 9.17c

C. Typical Operational Characterization for Stations Designated for Stopping of both Freight and Passenger Trains on 230 km/h Lines

January 2012

APPENDIX 22 - RAILWAY EXPANSION JOINT (REJ)

Railway expansion joints (REJ) are superstructure elements of railway tracks which provides rails with enlarged horizontal movement.

When laying down Railway Expansion Joints, it is necessary to account for the design of both horizontal and vertical alignments of railway tracks located on bridges as follows:

1. Minimum radius of horizontal curve:

1. For speeds of Vmax ≤ 160 km/h and Rmin ≥ 1200 m.

2. For speeds of Vmax > 160 km/h and Rmin ≥ 3000 m.

3. In special conditions and subject to ISR Planning Branch authorization, it is possible to decrease the radius down to 400 m.

2. The design of a REJ in a transition curve is prohibited. The recommended distance between a REJ and transition curve is no less than 100 meters.

3. The radius of a vertical curve:

1. Under normal conditions - Rv ≥ 16,000 m.

2. In special condition and subject to ISR Planning Branch authorization - Rv ≥ 10,000 m.

3. In cases where the radius of a vertical curve is less than 10,000 meters – the recommended distance between a REJ and a transition curve shall be no less than 100 meters.

4. The distance between a REJ and a turnout – 100 m.

5. The distance between two adjacent REJ along a track – 300 m.

6. REJs must be positioned no more than 30 m away from the nearest fixed support.

7. The design and implementation of REJ on a track must be carried out in accordance with “Railway Expansion Joints Design and Construction Guidelines”, [42].

8. The Planner / constructor of railway bridges shall be required to complete a REJ Order Form, see Table 9.11.

Table 9.11 – Railway Expansion Joint Order Form

LEGEND

1. Track Compendium, Bernhard Lichtberger, 2005.

2. Research and Designing Railways, I. V. Turbin, 1989.

3. Modern Railway Track, Coenraad Esveld, 2001.

4. Railways of a Track 1520 mm. Building Technical Norms. Ц-01-95. Moscow, 1995.

5. Research and Designing Railways, I. I. Kantor, 2003.

6. Netzinfrastruktur Technik entwerfen; Linienführung. Deutsche Bahn 800.0110, 01.09.1999.

7. Work of the Track under the Train, M. A. Frishman, 1975.

8. British Standards: prEN 13803-1:2006 (E), EN 13803-2:2006.

9. Building Norms and Rules II-39-76. Moscow, 1976.

10. Building Norms and Rules 32-01-95. Moscow, 1995.

11. British Standard BS EN 13232 – 2: 2003.

Railway applications – Track – Switches and crossings – Part 2: Requirements for Geometric design.

12. UIC Mode 741–OR: Passenger stations – Height of platforms – Regulations governing the positioning of platform edges in relation to the track. 4-th edition, December 2005.

13. Station Design and Maintenance Requirements. GC/RT5161. Issue Two, August 2000.

14. UIC Mode 505 – 4 ORI. Effects of the Application of the Kinematic Gauges Defined in the 505 series of leaflets on the Positioning of Structures in Relation to the Tracks and of the Tracks in Relation to each other.

15. Weichen und Kreuzungen. DS 800 01.

16. Eisehbahntunnel Planet, Bauen und Instand Halten Richtzeichnuugen Tunnel. Deutsche Bahn RIL 853, 01.06.2002.

17. Hydraulic Design Series No.2, Second Edition, Highway Hydrology, US Department of Transportation, October 2002.

18. Hydraulic Design Series Number 5, Hydraulic design of highway culverts. US Department of Transportation, September 2001.

19. Hydraulic Engineering Circular No. 22, Second Edition, Urban drainage design manual. US Department of Transportation, August 2001.

20. UIC Mode 703 – R: Layout characteristics for lines usedby fast passenger trains. 2-nd edition, January 1990.

21. Taschenbuch für Gleisban, 1987.

22. Personenbahnhöfe planen. Deutsche Bahn RIL 813, 15.10.2005.

23. Netzinfrastruktur Technik entwerfen; Streckendquersehnitte ouf Erdkörpern. Deutsche Bahn RIL 800.0130.

24. Auswahl der Weichen, Kreuzungen und Hemmschuhauswurfvorrichtungen. Deutsche Bahn RIL 800.0120, 01.01.2007.

25. Fahrbahnen Einrechnen . Deutsche Bahn RIL 883.0030, 01.07.2007.

26. Produkte Beschreiben Weichenhöhenplan. Deutsche Bahn RIL 885.1103, 01.01.2007.

27. UIC Code 755 – 1 IR: Laying of telecommunications and signaling cabeles and their protection against mechanical damage (1), 01.01.1970.

28. Track Crossings Procedure, March 2012 (Hebrew)

29. Technical Specification “Frogs and Close Proximity between Power Lines and ISR”, May 2006.

30. Program for Design of Passenger trains, 6th Edition, January 2009.

31. Loads and Geometric Requirements of Bridges: Railway bridges. Israeli Standard SI 1227, Part 2, March 1990.

32. Guidelines for Planning of Track Level Separation - Way, February 2006.

33. Planning guidelines for Construction of Railway track Substructures. Part I - July 2001.

Part II - October 2008.

34. Hydrological-statistical Model for Calculation of Maximum Flow Rates in Rivers, 2003.

35. Railroad Junction Planning Guidelines, March 2006.

36. Israel Railways Regulations. Annex 9 – Part 5. ”Reference Manual for Sp Dr L72-2, 1982 type Electrical Signals.

37. Guidelines for Preparation and Design of Drawings, August 2010.

38. Planning Guidelines for Railway track Drainage, Hydrology - Drainage - Erosion, May 2009.

39. Drainage Details, October 2009.

40. Israeli Standard SI 5826 Part 2, TUNNELING: DESIGN BASICS FOR RAILWAY TUNNELS, March 2011.

41. railway Buffer Stop Design Guidelines, July 2009.

42. Railway Expansion Joint Design Guidelines.

Railway Tracks Design Guidelines 2013 Part 2 - Eng

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