EN 13848-5-2008 en Railway applications - Track - Track geometry quality - Part 5 Geometric quality levels - Plain line (Incorporates Amendment A1 2010)《轨道交通 轨道 轨道几何质量 第5部分 几何质量等级 .pdf

《EN 13848-5-2008 en Railway applications - Track - Track geometry quality - Part 5 Geometric quality levels - Plain line (Incorporates Amendment A1 2010)《轨道交通 轨道 轨道几何质量 第5部分 几何质量等级 .pdf》由会员分享，可在线阅读，更多相关《EN 13848-5-2008 en Railway applications - Track - Track geometry quality - Part 5 Geometric quality levels - Plain line (Incorporates Amendment A1 2010)《轨道交通 轨道 轨道几何质量 第5部分 几何质量等级 .pdf（26页珍藏版）》请在麦多课文档分享上搜索。

1、BRITISH STANDARD BS EN 13848-5:2008Railway applications Track Trackgeometry quality Part 5: Geometric quality levels Plain lineICS 93.100g49g50g3g38g50g51g60g44g49g42g3g58g44g55g43g50g56g55g3g37g54g44g3g51g40g53g48g44g54g54g44g50g49g3g40g59g38g40g51g55g3g36g54g3g51g40g53g48g44g55g55g40g39g3g37g60g3g

2、38g50g51g60g53g44g42g43g55g3g47g36g58+A1:2010National forewordThis British Standard is the UK implementation of EN 13848-5:2008+A1:2010. It supersedes BS EN 13848-5:2008 which is withdrawn.The start and finish of text introduced or altered by amendment is indicated in the text by tags. Tags indicati

3、ng changes to CEN text carry the number of the CEN amendment. For example, text altered by CEN amendment A1 is indicated by !“.The UK participation in its preparation was entrusted to Technical Committee RAE/2, Railway Applications Track. A list of organizations represented on this committee can be

4、obtained on request to its secretary. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Compliance with a British Standard cannot confer immunity from legal obligations.BS EN 13848-5:2008+A1:2010This British St

5、andard was published under the authority of the Standards Policy and Strategy Committee on 30 April 2008 BSI 2010Amendments/corrigenda issued since publicationDate Comments 30 June 2010 Implementation of CEN amendment A1:2010ISBN 978 0 580 67154 8EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN

6、13848-5:2008+A1 April 2010 ICS 93.100 Supersedes EN 13848-5:2008English Version Railway applications - Track - Track geometry quality - Part 5: Geometric quality levels - Plain line Applications ferroviaires - Voie - Qualit gomtrique de la voie - Partie 5: Niveaux de la qualit gomtrique de la voie -

7、 Voie courante Bahnanwendungen - Oberbau - Qualitt der Gleisgeometrie - Teil 5: Geometrische Qualittsstufen - Gleise This European Standard was approved by CEN on 7 February 2008 and includes Amendment 1 approved by CEN on 22 March 2010. CEN members are bound to comply with the CEN/CENELEC Internal

8、Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member.

9、This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members a

10、re the national standards bodies of Austria, Belgium, Bulgaria, Croatia, 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, Swed

11、en, Switzerland and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2010 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members.

12、Ref. No. EN 13848-5:2008+A1:2010: EEN 13848-5:2008+A1:2010 (E) 2 Contents Page Foreword 31 Scope 42 Normative references 43 Terms and definitions .44 Symbols and abbreviations 55 Background 56 Overview .57 Assessment of track geometric quality .68 Immediate action limits .78.1 Introductory remarks .

13、78.2 Track gauge 78.3 Longitudinal level 98.4 Cross level 98.5 Alignment 108.6 Twist . 109 Alert and intervention limit 11Annex A (informative) Relative importance of the various parameters 12A.1 Track-vehicle system . 12A.2 Influence of track geometry parameters on vehicle behaviour and safety 13A.

14、3 Other criteria . 13Annex B (informative) Alert and intervention limits . 15B.1 Introduction . 15B.2 Alert limit and intervention limit 15B.2.1 Track gauge . 15B.2.2 Longitudinal level . 1616 16B.2.3 Cross level . 17B.2.4 Alignment 17B.2.5 Twist . 18Annex C (informative) !A-Deviations“ 19Annex ZA (

15、informative) Relationship between this European Standard and the essential requirements of EU Directive 96/48/EC of 23rdJuly 1996 on the interoperability of the trans-European high-speed rail system amended by the EU Directive 2004/50/EC of 29thApril 2004 . 20Bibliography . 22BS EN 13848-5:2008+A1:2

16、010EN 13848-5:2008+A1:2010 (E) 3 Foreword This document (EN 13848-5:2008+A1:2010) 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

17、identical text or by endorsement, at the latest by October 2010, and conflicting national standards shall be withdrawn at the latest by October 2010. This document includes Amendment 1, approved by CEN on 2010-03-22. This document supersedes EN 13848-5:2008. The start and finish of text introduced o

18、r altered by amendment is indicated in the text by tags ! “. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document has been pr

19、epared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 96/48/EC of 23rdJuly 1996 on the interoperability of the trans-European high-speed rail system amended by the EU Directive 2004/50/EC of the Eur

20、opean Parliament and of the Council of 29thApril 2004. For relationship with EU Directive, see informative Annex ZA, which is an integral part of this document. This European Standard is one of the series EN 13848 Railway applications Track Track geometry quality as listed below: Part 1: Characteris

21、ation of track geometry Part 2: Measuring systems Track recording vehicles Part 3: Measuring systems Track construction and maintenance machines Part 4: Measuring systems Manual and light weight devices 1) !Part 5: Geometric quality levels Plain line“ According to the CEN/CENELEC Internal Regulation

22、s, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, N

23、etherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. 1)To be published. BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 4 1 Scope This European Standard defines the minimum requirements for the quality levels of track geometry, and s

24、pecifies the safety related limits for each parameter as defined in EN 13848-1. This standard covers the following topics: description of quality levels; relative importance of parameters; immediate action limit; considerations on other quality levels. This European Standard applies to high-speed an

25、d conventional plain line of 1 435 mm and wider gauge railways provided that the vehicles operated on those lines comply with EN 14363 and other vehicle safety standards. For lines covered by the high speed infrastructure TSI, the requirements stated in the HS INS TSI prevail. Any track geometry par

26、ameter not covered by the HS INS TSI needs to be compliant with this European Standard. 2 Normative references Not applicable. 3 Terms and definitions For the purposes of this document, the following terms and definitions apply. 3.1 nominal track gauge reference value for track gauge used by individ

27、ual networks 3.2 design track gauge design value of track gauge for a given track section, which might be different from the nominal track gauge 3.3 QN1 level refer to EN 14363 3.4 QN2 level refer to EN 14363 3.5 QN3 level refer to EN 14363 BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 5 4 S

28、ymbols and abbreviations For the purposes of this document, the following symbols and abbreviations apply. Table 1 Symbols and abbreviations Symbol or abbreviation Designation Unit AL Alert limit mm or mm/m IL Intervention limit mm or mm/m IAL Immediate action limit mm or mm/m D1 Wavelength range D1

29、: 3 m 10 000 m (reminder) Speed (in km/h) Minimum value of mean gauge (mm) over 100 m in service, on straight track and in curves of radius R 10 000 m V 160 1 430 160 300 1 434 8.3 Longitudinal level Table 5 Longitudinal level IAL Isolated defects Mean to peak value Mean to peak value (in mm) Speed

30、(in km/h) Wavelength range D1 D2 V 80 28 N/A 80 200 km/h; 2) Limit twist = (20/) + 1,5) for (r 100)/2 u (r 50)/1,5 (curve B) with a maximum value of 6 mm/m and a minimum value of 3 mm/m. For both equations: is the twist base-length, with 1,3 m 20 m; u is the cross level (in mm); r is the curve radiu

31、s (in m). BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 11 Key twist base-length (in m) cf. Table 1 C IAL value for twist (in mm/m) Figure 1 Twist IAL Isolated defects Zero to peak value Twist values in accordance with the above figure shall only be applicable if the twist extends for at lea

32、st 2 m. The minimum base-length considered herein is 1,3 m and the maximum is 20 m in accordance with ORE B55 RP8. NOTE 1 Exceeding the above limits of cross level u can be allowed provided that other measures are taken to ensure safety, e.g. installation of check rails or rail-lubrication systems.

33、NOTE 2 For long twist base-lengths, certain tight curves having a high design twist require special care in maintenance because of the small difference between the IAL values and the design twist values. NOTE 3 For gauges wider than 1 435 mm, different cross level u limits should be used. 9 Alert an

34、d intervention limit Unlike immediate action limits, which take into account the track/vehicle interaction, as well as the risk of unexpected events (see Annex A), the other quality levels are mainly linked with maintenance policy. Maintenance policy may be directed either at upholding safety alone

35、or at achieving good ride quality, lower life cycle cost or more attractive (higher speed) services in addition to safety. The alert limits and intervention limits set by the European infrastructure managers will be set at least to ensure safety and can be tightened to achieve a given level of ride

36、quality. The frequency of inspections should be chosen to take account of the intervention and alert levels set down in each European infrastructure manager standard and to assure the geometric quality of the track. For these reasons, the values given in Annex B should be considered as purely indica

37、tive, reflecting the common practice in most European infrastructure managers. BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 12 Annex A (informative) Relative importance of the various parameters A.1 Track-vehicle system The railway track has the three functions: carrying the train, guiding

38、it and absorbing the traction forces. These functions lead to vertical, lateral and longitudinal forces between train and track. The track-vehicle interaction cannot be defined precisely as a deterministic process, because it depends on a great number of external and internal factors of the system.

39、Some external factors have not been taken into account in the determination of immediate action limits, such as wind or resonance effects due to the substructure. Considering only track-vehicle interaction, 3 types of criteria have to be taken into account: a) Safety parameters 1) Sum of the lateral

40、 forces (Y) This parameter characterises the risk of track shift under load due to high forces on the track. The lateral resistance of a track is mainly related to the friction of sleepers on the ballast. Then, it depends on the vertical force applied on the track. It is expressed with a very simple

41、 law, the so called PrudHomme formula or limit, which is given by: Y (10 + P0/3) where P0is the static axle load (in kN) being equal to 1 for locomotives and coaches, and 0,85 for freight wagons. 2) Lateral (Y) and vertical (Q) forces combination The ratio Y/Q generated by a wheel characterises the

42、risk of derailment, corresponding to climbing of the wheel flange onto the rail. Y/Q ratio has to be lower than a critical value depending on the angle between wheel and rail, the contact condition, the speed and other factors. 3) Quasi static lateral and vertical forces In small radius curves (R 60

43、0 m), quasi-static lateral and vertical forces have also to be taken into account. b) Comfort parameters Comfort is evaluated by measuring vertical and lateral accelerations in the vehicle body (respectively *z horizontal curvature, which generates quasi-static forces that can be quite substantial d

44、epending on the running speed; shape and sequence of defects; track geometry quality standards usually address the problem of isolated defects without considering their shape or their sequence. However, experience shows that the BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 14 shape and sequ

45、ence of defects, as well as combinations of defects of different nature, may also affect the vehicle reaction; wheel-rail contact geometry; for example equivalent conicity, which is important for the running behaviour of the vehicle; rate of change of the defect; since any track defect can evolve be

46、tween two inspections, its amplitude should be monitored against the corresponding limit and its rate of change and other characteristics evaluated; vehicle type and state of maintenance; the track usually cannot be devoted to a single vehicle type. Since each type has its own characteristics and re

47、sponse, provision should be made so that all vehicles complying with EN 14363 and other vehicle safety and maintenance standards will run safely; environmental conditions should be considered. Wind loads for example can have a quasi-static effect in the same manner as cant deficiency as well as a dy

48、namic effect on the vehicle. BS EN 13848-5:2008+A1:2010EN 13848-5:2008+A1:2010 (E) 15 Annex B (informative) Alert and intervention limits B.1 Introduction Examples of intervention and alert limits are given in the following tables and figures. These values are not mandatory but are proposed as a gui

49、deline. To take account of the differing tolerances on certain parameters, some values are expressed as a range, others as a discrete value. With the exception of track gauge, all values stated are absolute. B.2 Alert limit and intervention limit B.2.1 Track gauge The values provided in the following tables apply to the nominal track gauges 1 435 mm, 1 524 mm and 1 668 mm. Networks using other nominal track gauge