DELIVERABLE 2.8 - urban track

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Figure 3.8 Bezogene Krümmung 8 6 4 2 0 -2 -4 -6 -8 D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 32 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven Alle Überhöhungsrampen - Krümmungen 0 0,2 0,4 0,6 0,8 1 All cant gradients - curvatures Be zoge ne r W e g Linear ramp Bloss ram p COS (Japanese) ram p Helm ert (S chramm ) ramp W atorek ram p SIN ram p Herbert's HT ram p Viennese type HHM P7 © H asslin ger The position of the ramp is directly built with the basic function. The first derivative is proportional to the rail inclination angle and the angular velocity about roll axis, the second derivative is proportional to the angular acceleration about roll axis and the bending moment about transverse axis in the rail, the third derivative is proportional to the angular jerk about roll axis and the shear force in upright direction. The smooth junction with the constant functions at each side can be proven. To prove the superiority of this advanced curve design an ideal reproduction of conventional curves (clothoid) with straight cant gradients was built and negotiated with a track recording train during nightly downtimes. The track recording train conducted acceleration measurements in a series of measuring runs. Then the curves were retamped to introduce the new alignment geometry (Viennese Transition Curve and cant gradients) and the measuring runs repeated with the track recording train. The following comprehensive deterministic and statistic evaluation clearly shows that vehicle movement was improved by the new alignment geometry (see Illustration).
3.3. IMPLEMENTATION Figure 3.9 Figure 3.10 D0208_STIB_M24.doc TIP5-CT-2006-031312 Page 33 of 44 URBAN TRACK Issued: August 13, 2008 Quality checked and approved by project co-ordinator André Van Leuven The first Viennese transition curves and cant gradients were built by ÖBB near the stopping place Poehndorf of Western main line track 1 Frankenmarkt – Ederbauer of Austrian Railways with a Plasser & Theurer Stopfexpress of Bahnbau Wels in summer 2001. Situation in Poehndorf: Stopfexpress Frankenmarkt - Ederbauer Plasser & Theurer Win-ALC and begin of Viennese curve The two Viennese curves lead to a radius of 420 m and cant of 152 mm, one from the Viennese side, the other from the Salzburg side. They substitute conventional clothoid transition curves with constant cant gradients. The engine drivers confirm an excellent comfort negotiating the new transition curves.
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Page 11 and 12: Figure 2.3 Figure 2.4 Lateral widen
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Page 15 and 16: 2.4. SAARBAHN Figure 2.7 Rail profi
Page 17 and 18: 2.6. KARLSRUHE (VBK) Figure 2.9 Rai
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Page 31: Figure 3.6 Figure 3.7 Bezogene Übe
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DELIVERABLE 2.8 - urban track

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