DELIVERABLE 2.8 - urban track

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Figure 3.1 D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 24 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven These forces are channelled into the track and cause increased wear and tear and maintenance costs. This also causes the carriage to sway, which reduces passenger comfort. In the meantime, the new transition curve has been used in the ÖBB network and in the Viennese Underground many times. The first test results were positive and so the Viennese Curve was authorized for use in general route design in the revised edition of the route guidelines (B50 - track routing). The design of the Viennese Curve now has been authorized in the new routing guidelines of the Austrian Railways (ÖBB). These routing guidelines cut down on unnecessary wear and tear and improve passenger comfort. The Viennese Curve is easily recognisable in the curvature string because of its characteristic amplitudes in the opposite direction of the curvature. nolmalised amount of curverture Curvature alignment for centre of gravity normalised chainage
D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 25 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven 3.2. BASIS OF ATM – CURVE, COMPARISON OF KINEMATICS AND DYNAMICS Figure 3.2 The main difference between the standard curve (clothoid) and the Viennese Curve is in the advanced line management. The advantages of the modern geometry are obviously. The centre of gravity guidance of the vehicle is optimised and has very low and continuous accelerations and low guiding forces. The track is continuously defined while its loading is minimal and known. The track alignment height is based on the centre of gravity. Due to the smooth ramp, transition low decay rates of the track are expected and demonstrated. The following picture shows the curve driving powers which affect the track and the vehicle and due the passengers. Curve Driving Powers at the drive over a curved track The transition curves used so far had straight cant gradients. The impact of substantial forces at these transitions has resulted in greater rail and wheel wear. Such conventional transitions also reduce the passengers’ ride comfort and safety by causing noticeable transverse jerks. In addition, such areas frequently develop track geometry defects. The Viennese Transition Curve provides for a verifiable reduction of rail wear in curves and for an extended life cycle in comparison with a conventional alignment geometry based on clothoid and straight cant gradients. Moreover, the new design feature improves the accuracy of track position. The advanced track alignment used for the Viennese Transition Curve is the key to maintaining the desired track geometry. This in turn will extend the life cycle and reduce life cycle costs. In addition, the constant and non-jerking movement of vehicles obtained in curves will greatly improve passengers’ riding comfort and safety.
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DELIVERABLE 2.8 - urban track

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