Track geometry for high-speed railways

1 TRITA - FKT Report 2001:54 ISSN 1103 - 470 XISRN KTH/FKT/EX--01/54--SEStockholm2001 Railway TechnologyDepartment of Vehicle EngineeringRoyal Institute of TechnologyTrack geometry forhigh- speed railwaysA literature surveyandsimulation of dynamic vehicle responcebyMartin LindahlTRITA-FKT Report 2001:54 ISSN 1103-470 XISRN KTH/FKT/EX--01/54--SETrack geometry forhigh- speed railwaysA literature surveyandsimulation of dynamic vehicle responcebyMartin LindahlPostal AddressRoyal Institute of TechnologyRailway TechnologyS-100 44 StockholmVisiting addressTeknikringen present work consists of two main parts.

2 The first part (Chapter 2 and 3) deals with aliterature survey where a short introduction is given for Track geometry and Track /vehicleinteraction. After the introduction, a survey over the present standard in Europe andJapan is made. In particular the recent proposals for a common European Standard(CEN) and TSI (Technical Specification for Interoperability) are second part (Chapter 4, 5 and 6) starts with an attempt to foresee the performance ofa train that would be available from the industry around 2010.

3 Furthermore, the secondpart deals with simulations. Firstly, hunting stability is simulated to establish a vehicleconfiguration that could deal with higher speeds. Secondly, Track shift forces aresimulated with Prud hommes criteria as boundary condition. Thirdly, a risk factor forvehicle overturning was calculated in the most adverse case where the train was runningon a curve and the wind was directed outwards. In the simulations, two sets of trackirregularities were consequences of different kinds of freight train operations are discussed in short terms, the following conclusions have been drawn:- A cant up to 200 mm is possible if the Track is built for dedicated high - speed traffic; infreight train operations some 20-50 mm A cant deficiency of 225-250 mm could be allowed when using carbody tilt andsuitable bogie technology.

4 The tilt is a basic requirement when using such high valuesof cant The transition curves should be long, the duration in the transition curve should bein the order of around 4-5 sec, if carbody tilt is It could be concluded that hunting stability can be The Track quality has too be improved relative to current standards for 200 km/h inorder to meet requirements on lateral Track shift forces. The degree of improvementshould be further It is concluded that safety criteria for side-wind exposure can be met, if the trains havefavourable, although, realistic, aerodynamic The maximum gradient shall be chosen according to the type of freight trafficforeseen in the.

5 Track , geometry , high - speed , train, railway, cant, cant deficiency, cant excess, tangent Track ,transition curve, horizontal curve radius, gradient, vertical curve radius, simulation, hunting stability, trackshift force, vehicle overturning, Track irregularity, freight trainsiiiiiSammanfattningI Sverige finns behov av sp rgeometri f r h ghastighetsbanor. har fr ganaktualiserats i samband med studier av den Europakorridoren (Stockholm -J nk ping - K penhamn/G teborg). I dessa sammanhang har det framf rts nskem l omen hastighetsstandard f r 350 km/h, vilket r den standard som tminstone delvisprojekteras och byggs i Mellan- och Sydeuropa.

6 F r Sveriges del, som r ett land medl nga transportavst nd, finns det behov av korta restider p l nga avst nd, vilket talar f rh g hastighet. Detta st ller krav p stora kurvradier. Samtidigt finns ett starkt behov avatt bygga banorna med relativt l ga investeringskostnader samt sm intr ng i natur ochbebyggelse. Detta st ller krav p att inte g ra kurvradierna st rre n absolut n dv ndigtoch ven att kunna till ta relativt st rre lutningar i litteraturgenomg ng har utf rts d r f rslagen till europastandard f r sp rgeometristuderats (CEN och TSI).

7 Dessa f rslag till europastandard skapar flera m jligheter attminimera b de horisontella och vertikala kurvradier. Det f resl s ven vara m jligt atttill ta t g med korglutning efter s rskilt tillst nd av banh llaren. Lutningar i banan uppemot 35 f resl s ven vara till tar ven upp den framtida t gteknologin om vad som r tekniskt m jligt vilkethar diskuterats med tekniska experter inom industrin. Optimerad passiv hjulparsstyrning r en del som diskuterats. I detta sammanhang har utvecklingen av aktivsekund rfj dring n mnts som ett alternativ men dock inte studerats ing ende.

8 Denaerodynamiska utformningen har f rfinats och senast k nd teknologi har anv har utf rts i tre olika steg. F rst g rs en g ngstabilitetssimulering f r attfastst lla att anv nd teknik klarar av hastigheterna som efterstr vas. N sta steg var attber kna sp rf rskjutningskrafter med Prud hommes kriterium som gr nsv rde. I dennadel simulerades olika fall d r sp rl get varierades f r att ge en uppfattning om vad somkr vdes f r att klara gr nsv rdet. Slutligen simulerades s kerheten mot v ltning vidkraftig sidvind enligt f reslagna riktv rden f r vilka vindhastigheter som b r annat har f ljande slutsatser dragits:- R lsf rh jning upp mot 200 mm r m jligt vid antagandet av enbart h ghastighets-trafik (V 200 km/h).

9 - R lsf rh jningsbrist upp mot 250 mm kan till tas f rutsatt att korglutningsteknik ochl mpliga boggier anv L nga verg ngskurvor rekommenderas (en varaktighet om minst ca 4-5 s).- Uppst llda g ngstabilitetsvillkor uppn Sp rl get m ste f rb ttras f r att gr nsv rdet f r de laterala sp rf rskjutnings-krafterna ska klaras. Graden av f rb ttring m ste studeras Villkoren f r sidvindsstabilitet klaras om t get f r en god aerodynamisk Banans lutningsf rh llanden b r v ljas med h nsyn till den godstrafik som f.

10 Sp rgeometri,h ghastighetsbana,t g,h ghastighetst g,godst gr lsf rh jning,r lsf rh jningsbrist, r lsf rh jnings verskott, raksp r, verg ngskurva, horisontalkurva, lutning, vertikal-kurva, simulering, g ngstabilitet, sp rf rskjutningskraft, v ltning, sp rl and acknowledgementsThis study has been carried out at the Division of Railway Technology, Department ofVehicle Engineering, Royal Institute of Technology (KTH, Kungliga TekniskaH gskolan), Stockholm, in close cooperation with the Swedish National RailAdministration(Banverket),Europakorr idorenAB,Helsingborg,BombardierTransport ation, V ster s, and the Swedish National Road and Transport ResearchInstitute (VTI), Link ping.