BS en 13803 2017

BS
EN 13803:2017
BSI Standards Publication
Railway applications - Track - Track alignment

design parameters - Track gauges 1 435 mm and
wider
BS EN 13803:2017 BRITISH STANDARD
National foreword
This British Standard is the UK implementation of EN 13803:2017.
It supersedes BS EN 13803‑1:2010 and BS EN 13803‑2:2006+A1:2009,
which are withdrawn.
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 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.
© The British Standards Institution 2017
Published by BSI Standards Limited 2017
ISBN 978 0 580 82260 5
ICS 93.100
Compliance with a British Standard cannot confer immunity from
legal obligations.
This British Standard was published under the authority of the
Standards Policy and Strategy Committee on 30 June 2017.
Amendments/corrigenda issued since publication

Date Text affected
BS EN 13803:2017
EUROPEAN STANDARD EN 13803

NORME EUROPÉENNE
EUROPÄISCHE NORM April 2017
ICS 93.100 Supersedes EN 13803-1:2010, EN 13803-

2:2006+A1:2009
English Version
Railway applications - Track - Track alignment design

parameters - Track gauges 1 435 mm and wider
Applications ferroviaires - Voie - Paramètres de Bahnanwendungen - Oberbau - Trassierungsparameter
conception du tracé de la voie - Écartement 1 435 mm - Spurweiten 1 435 mm und größer
et plus large
This European Standard was approved by CEN on 21 December 2016.
CEN members are bound to comply with the CEN/CENELEC Internal 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-CENELEC Management Centre or to any CEN
member.
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-CENELEC Management
Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2017 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 13803:2017 E
worldwide for CEN national Members.
BS EN 13803:2017
EN 13803:2017 (E)
Contents Page
European foreword....................................................................................................................................................... 6
1 Scope .................................................................................................................................................................... 7
2 Normative references .................................................................................................................................... 7
3 Terms and definitions ................................................................................................................................... 7
4 Symbols and abbreviations ...................................................................................................................... 10
5 General ............................................................................................................................................................. 11
5.1 Background .................................................................................................................................................... 11
5.2 Alignment characteristics ......................................................................................................................... 11
6 Limits for 1 435 mm gauge ....................................................................................................................... 13
6.1 Radius of horizontal curve R .................................................................................................................... 13
6.2 Cant D................................................................................................................................................................ 13
6.3 Cant deficiency I............................................................................................................................................ 14
6.4 Cant excess E .................................................................................................................................................. 16
6.5 Length of cant transitions LD and transition curves in the horizontal plane LK ..................... 17
6.5.1 General ............................................................................................................................................................. 17
6.5.2 Lengths of linear cant transitions and clothoids .............................................................................. 17
6.5.3 Lengths of transition curves with non-constant gradient of curvature and cant ................. 18
6.6 Cant gradient dD/ds .................................................................................................................................... 19
6.7 Rate of change of cant dD/dt .................................................................................................................... 19
6.8 Rate of change of cant deficiency dI/dt ................................................................................................ 20
6.9 Length of constant cant between two linear cant transitions Li.................................................. 21
6.10 Abrupt change of horizontal curvature................................................................................................ 22
6.11 Abrupt change of cant deficiency ΔI ...................................................................................................... 22
6.12 Length between two abrupt changes of horizontal curvature Lc ................................................ 22
6.13 Length between two abrupt changes of cant deficiency Ls ............................................................ 23
6.14 Track gradients p ......................................................................................................................................... 24
6.15 Vertical radius Rv .......................................................................................................................................... 25
6.16 Length of vertical curves Lv ....................................................................................................................... 25
6.17 Abrupt change of track gradient Δp ...................................................................................................... 26
Annex A (normative) Rules for converting parameter values for track gauges wider than
1 435 mm......................................................................................................................................................... 27
A.1 Scope ................................................................................................................................................................. 27
A.2 Symbols and abbreviations ...................................................................................................................... 27
A.3 Basic assumptions and equivalence rules........................................................................................... 29
A.3.1 General ............................................................................................................................................................. 29
A.3.2 Basic formulae............................................................................................................................................... 29
A.3.3 Basic data ........................................................................................................................................................ 30
A.4 Detailed conversion rules ......................................................................................................................... 30
A.4.1 General ............................................................................................................................................................. 30
A.4.2 Cant D1 (Subclause 6.2 of the main body of the standard) ............................................................ 30
A.4.3 Cant deficiency I1 (Subclause 6.3 of the main body of the standard) ........................................ 32
A.4.4 Cant excess E1 (Subclause 6.4 of the main body of the standard) ............................................... 33
A.4.5 Lengths of cant transitions LD and transition curves in the horizontal plane LK
(Subclause 6.5 of the main body of the standard) ............................................................................ 33
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A.4.6 Cant gradient dD1/ds (Subclause 6.6 of the main body of the standard) ................................. 34
A.4.7 Rate of change of cant dD1/dt (Subclause 6.7 of the main body of the standard) ................. 34
A.4.8 Rate of change of cant deficiency dI1/dt (Subclause 6.8 of the main body of the
standard) ......................................................................................................................................................... 35
A.4.9 Abrupt change of curvature and abrupt change of cant deficiency ΔI1
(Subclauses 6.10 and 6.11 of the main body of the standard)...................................................... 36
A.4.10 Other parameters (Subclauses 6.1, 6.9, 6.12, 6.13, 6.14, 6.15, 6.16 and 6.17 of the
main body of the standard) ....................................................................................................................... 36
Annex B (normative) Track alignment design parameter limits for track gauges wider than
1 435 mm ......................................................................................................................................................... 37
B.1 Scope ................................................................................................................................................................. 37
B.2 Requirements for a gauge of 1 520 mm and 1 524 mm .................................................................. 37
B.2.1 General ............................................................................................................................................................. 37
B.2.2 Radius of horizontal curve R1 ................................................................................................................... 37
B.2.3 Cant D1............................................................................................................................................................... 37
B.2.4 Cant deficiency I1........................................................................................................................................... 38
B.2.5 Cant excess E1 ................................................................................................................................................. 39
B.2.6 Length of cant transitions LD1 and transition curves in the horizontal plane LK1 .................. 39
B.2.7 Cant gradient dD1/ds ................................................................................................................................... 40
B.2.8 Rate of change of cant dD1/dt ................................................................................................................... 41
B.2.9 Rate of change of cant deficiency dI1/dt ............................................................................................... 41
B.2.10 Length of constant cant between two linear cant transitions Li1 ................................................ 42
B.2.11 Abrupt change of horizontal curvature ................................................................................................ 43
B.2.12 Abrupt change of cant deficiency ΔI1 ..................................................................................................... 43
B.2.13 Length between two abrupt changes of horizontal curvature LC1............................................... 43
B.2.14 Length between two abrupt changes of cant deficiency Ls1 ........................................................... 43
B.2.15 Track gradients p1 ........................................................................................................................................ 44
B.2.16 Vertical radius Rv1 ......................................................................................................................................... 44
B.2.17 Length vertical curves Lv1 .......................................................................................................................... 44
B.2.18 Abrupt change of track gradient Δp1 ..................................................................................................... 44
B.3 Requirements for a gauge of 1 668 mm ................................................................................................ 44
B.3.1 General ............................................................................................................................................................. 44
B.3.2 Radius of horizontal curve R1 ................................................................................................................... 44
B.3.3 Cant D1............................................................................................................................................................... 44
B.3.4 Cant deficiency I1........................................................................................................................................... 45
B.3.5 Cant excess E1 ................................................................................................................................................. 46
B.3.6 Length of cant transitions LD1 and transition curves in the horizontal plane LK1 .................. 46
B.3.7 Cant gradient dD1/ds ................................................................................................................................... 47
B.3.8 Rate of change of cant dD1/dt ................................................................................................................... 48
B.3.9 Rate of change of cant deficiency dI1/dt ............................................................................................... 49
B.3.10 Length of constant cant between two linear cant transitions Li1 ................................................ 50
B.3.11 Abrupt change of horizontal curvature ................................................................................................ 50
B.3.12 Abrupt change of cant deficiency ΔI1 ..................................................................................................... 50
B.3.13 Length between two abrupt changes of horizontal curvature LC1............................................... 51
B.3.14 Length between two abrupt changes of cant deficiency Ls1 ........................................................... 51
B.3.15 Track gradients p1 ........................................................................................................................................ 51
B.3.16 Vertical radius Rv1 ......................................................................................................................................... 51
B.3.17 Length vertical curves Lv1 .......................................................................................................................... 52
B.3.18 Abrupt change of track gradient Δp1 ..................................................................................................... 52
Annex C (informative) Supplementary information about shape and length of transition
curves ................................................................................................................................................................ 53
C.1 General ............................................................................................................................................................. 53
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C.2 Definitions and properties of different transition curves and cant transitions.................... 53
C.2.1 Definitions ...................................................................................................................................................... 53
C.2.2 Properties ....................................................................................................................................................... 54
C.3 Further aspects that may be considered for a progressive track alignment design ........... 59
C.3.1 Background .................................................................................................................................................... 59
C.3.2 Progressive track alignment design ...................................................................................................... 59
Annex D (informative) Constraints and risks associated with the use of exceptional limits ........ 62
Annex E (informative) Evaluation of conditions at the toe of a switch .................................................. 63
E.1 General ............................................................................................................................................................. 63
E.2 Method based on effective radius .......................................................................................................... 63
Annex F (informative) Design considerations for switch and crossing units...................................... 65
F.1 Examples of common switch and crossing units .............................................................................. 65
F.2 Use of diamond crossings, diamond crossings with slips and tandem turnouts .................. 67
F.3 Switch and crossing units on, or near, under-bridges .................................................................... 67
F.4 Abutting switch and crossing units........................................................................................................ 67
F.5 Switch and crossing units on horizontal curves................................................................................ 67
F.6 Switch and crossing units on canted track .......................................................................................... 68
F.7 Vertical alignments and switch and crossing units ......................................................................... 68
Annex G (informative) Examples of applications .......................................................................................... 71
G.1 General ............................................................................................................................................................. 71
G.2 Example of crossover on horizontal curve.......................................................................................... 71
G.3 Example of bi-linear cant transition ..................................................................................................... 72
G.4 Example where a cant transition is designed without a coinciding transition curve ......... 73
G.5 Example of substandard transition curve ........................................................................................... 74
G.6 Example where several alignment elements forms an intermediate length.......................... 75
Annex H (informative) Examples of local limits for cant deficiency ....................................................... 76
Annex I (informative) Considerations regarding cant deficiency and cant excess ........................... 77
I.1 Introduction ................................................................................................................................................... 77
I.2 Cant deficiency .............................................................................................................................................. 77
I.3 Cant excess...................................................................................................................................................... 77
I.4 Wheel climb criterion ................................................................................................................................. 77
I.5 Vehicle overturning..................................................................................................................................... 78
I.6 The lateral strength of a track under loading (Prud'homme limit)............................................ 78
I.7 Cant deficiency at switch and crossing layouts on curves ............................................................. 78
Annex J (informative) Passenger comfort on curves .................................................................................... 79
J.1 General ............................................................................................................................................................. 79
J.2 Lateral acceleration .................................................................................................................................... 79
J.3 Lateral jerk ..................................................................................................................................................... 79
J.3.1 Lateral jerk as a function of rate of change of cant deficiency..................................................... 79
J.3.2 Lateral jerk as a function of an abrupt change of cant deficiency .............................................. 80
J.4 Roll motions ................................................................................................................................................... 80
Annex K (normative) Sign rules for calculation of ΔD, ΔI and Δp ............................................................ 81
K.1 General regarding the sign rules ............................................................................................................ 81
K.2 Sign rules for calculation of ΔD ............................................................................................................... 81
K.3 Sign rules for calculation of ΔI ................................................................................................................. 81
K.4 Sign rules for calculation of Δp ................................................................................................................ 82
Annex L (informative) Length of constant cant between two linear cant transitions Li.................. 84
Annex M (informative) The principle of virtual transition ........................................................................ 85
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M.1 Virtual transition at an abrupt change of cant deficiency.............................................................. 85

M.2 Virtual transition at a short intermediate length between two abrupt changes of cant
deficiency......................................................................................................................................................... 86
M.3 Limits based on the principle of the virtual transition ................................................................... 87
M.3.1 General ............................................................................................................................................................. 87
M.3.2 Characteristic vehicle with a distance of 20 m between bogie centres..................................... 87
M.3.3 Characteristic vehicle with a distance of 12,2 m and 10,06 m between bogie centres ....... 87
Annex N (normative) Lengths of intermediate elements Lc to prevent buffer locking..................... 89
N.1 General ............................................................................................................................................................. 89
N.2 Basic vehicles and running conditions ................................................................................................. 89
N.3 Lengths Lc of an intermediate straight track between two long circular curves in the
opposite directions ...................................................................................................................................... 89
N.4 General cases for end throw differences .............................................................................................. 90
Annex O (informative) Considerations for track gradients........................................................................ 93
O.1 Uphill gradients ............................................................................................................................................. 93
O.2 Downhill gradients....................................................................................................................................... 93
O.3 Gradients for stabling tracks and at platforms .................................................................................. 93
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC ........................................................................................ 94
Bibliography ................................................................................................................................................................. 97
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European foreword
This document (EN 13803:2017) 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
identical text or by endorsement, at the latest by October 2017, and conflicting national standards shall
be withdrawn at the latest by October 2017.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 13803-1:2010 and EN 13803-2:2006+A1:2009.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
According to the CEN-CENELEC Internal Regulations, 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, Former Yugoslav Republic of Macedonia,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and the United Kingdom.
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1 Scope
The purpose of this European Standard is to specify rules and limits for track alignment design
parameters, including alignments within switches and crossings. Several of these limits are functions of
speed. Alternatively, for a given track alignment, it specifies rules and limits that determine permissible
speed.
This European Standard applies to nominal track gauges 1 435 mm and wider with speeds up to
360 km/h. Normative Annex A describes the conversion rules which shall be applied for tracks with
nominal gauges wider than 1 435 mm. Normative Annex B is applied for nominal track gauges
1 520 mm, 1 524 mm and 1 668 mm.
This European Standard is also applicable where track alignment takes into account vehicles that have
been approved for high cant deficiencies (including tilting trains).
More restrictive requirements of Technical specifications for interoperability relating to the
‘infrastructure’ subsystem of the rail system in the European Union (TSI INF) and other (national,
company, etc.) rules will apply.
This European Standard need not be applicable to lines, or dedicated parts of railway infrastructure
that are not interoperable with railway vehicles tested and approved according to EN 14363.
2 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
EN 13848-5, Railway applications — Track — Track geometry quality — Part 5: Geometric quality
levels — Plain line
EN 14363, Railway applications - Testing and Simulation for the acceptance of running characteristics of
railway vehicles - Running Behaviour and stationary tests
EN 15273-1, Railway applications — Gauges — Part 1: General — Common rules for infrastructure and
rolling stock
EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge
EN ISO 80000-3, Quantities and units - Part 3: Space and time (ISO 80000-3)
3 Terms and definitions

For the purposes of this document, the following terms and definitions apply.
3.1
track gauge
distance between the corresponding running edges of the two rails
3.2
nominal track gauge
single value which identifies the track gauge but may differ from the design track gauge, e.g. the most
widely used track gauge in Europe that has a nominal value of 1 435 mm although this is not the design
track gauge normally specified
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3.3
limit
design value not to be exceeded
Note 1 to entry: These values ensure maintenance costs of the track are kept at a reasonable level, except where
particular conditions of poor track stability can occur, without compromising passenger comfort. However, the
actual design values for new lines should normally have substantial margins to the limits.
Note 2 to entry: For certain parameters, this European Standard specifies both a normal limit and an
exceptional limit. The exceptional limits represent the least restrictive limits applied by any European railway,
and are intended for use only under special circumstances and can require an associated maintenance regime.
3.4
alignment element
segment of the track with either vertical direction, horizontal direction or cant obeying a unique
mathematical description as a function of chainage
Note 1 to entry: Unless otherwise stated, the appertaining track alignment design parameters are defined for
the track centre line and the longitudinal distance for the track centre line is defined in a projection in a horizontal
plane.
3.5
chainage
longitudinal distance along the horizontal projection of the track centre line
3.6
curvature
derivative of the horizontal direction of the track centre line with respect to chainage
Note 1 to entry: In the direction of the chainage, curvature is positive in a right-hand curve and negative on a
left-hand curve. The magnitude of the curvature corresponds to the inverse of the horizontal radius.
3.7
circular curve
curved alignment element of constant curvature
3.8
transition curve
alignment element where curvature changes with respect to chainage
Note 1 to entry: The clothoid (sometimes approximated as a 3rd degree polynomial, “cubic parabola”) is
normally used for transition curves, giving a linear variation of curvature. In some cases, curvature is smoothed at
the ends of the transition.
Note 2 to entry: It is possible to use other forms of transition curve, which show a nonlinear variation of
curvature. Informative Annex C gives a detailed account of certain alternative types of transitions that may be
used in track alignment design.
Note 3 to entry: Normally, a transition curve is not used for the vertical alignment.
3.9
compound curve
sequence of curved alignment elements, including two or more circular curves in the same direction
Note 1 to entry: The compound curve can include transition curves between the circular curves and/or the
circular curves and the straight tracks.
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3.10
reverse curve
sequence of curved alignment elements, containing alignment elements which curve in the opposite
directions
Note 1 to entry: A sequence of curved alignment elements can be both a compound curve and a reverse curve.
3.11
cant
amount by which one running rail is raised above the other running rail, in a track cross section
3.12
equilibrium cant
cant at a particular speed at which the vehicle will have a resultant force perpendicular to the running
plane
3.13
cant deficiency
difference between applied cant and a higher equilibrium cant
Note 1 to entry: When there is cant deficiency, there will be an unbalanced lateral force in the running plane.
The resultant force will move towards the outer rail of the curve.
3.14
cant excess
difference between applied cant and a lower equilibrium cant
Note 1 to entry: When there is cant excess, there will be an unbalanced lateral force in the running plane. The
resultant force will move towards the inner rail of the curve.
Note 2 to entry: Cant on a straight track results in cant excess, generating a lateral force towards the low rail.
3.15
cant transition
alignment element where cant changes with respect to chainage
Note 1 to entry: Normally, a cant transition coincides with a transition curve.
Note 2 to entry: Cant transitions giving a linear variation of cant are usually used. In some cases, cant is
smoothed at the ends of the transition.
Note 3 to entry: It is possible to use other forms of cant transition, which show a nonlinear variation of cant.
Informative Annex C gives a detailed account of certain alternative types of transitions that may be used in track
alignment design.
3.16
cant gradient
absolute value of the derivative (with respect to chainage) of cant
3.17
rate of change of cant
absolute value of the time derivative of cant
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3.18
rate of change of cant deficiency
absolute value of the time derivative of cant deficiency (and/or cant excess)
3.19
track distance
lateral distance between two tracks, measured at the horizontal projection of the track centre lines
Note 1 to entry: Other standards can define track distance as the sloping length parallel to a canted track plane.
4 Symbols and abbreviations
No. Symbol Designation Unit

1 dD/ds cant gradient mm/m
2 dD/dt rate of change of cant mm/s
3 dI/dt rate of change of cant deficiency (and/or cant excess) mm/s
4 D cant mm
5 DEQ equilibrium cant mm
6 E cant excess mm
7 g acceleration due to gravity according to EN ISO 80000-3 m/s2
8 I cant deficiency mm
9 Lc length between two abrupt changes of curvature m
10 LD length of cant transition m
11 Lg length of constant gradient m
12 LK length of transition curve m
13 Li length of alignment elements between two linear cant transitions m
14 Ls length between two abrupt changes of cant deficiency m
15 Lv length of vertical radius m
16 p gradient -
17 qE factor for calculation of equilibrium cant: 11,8 mm∙m∙(h/km)2
18 qN factor for calculation of length of cant transition or transition curve with -
non-constant gradient of cant and curvature, respectively
19 qR factor for calculation of vertical radius m∙h2/km2
20 qs factor for calculation of lengths between abrupt changes of cant deficiency -
21 qV factor for conversion of the units for vehicle speed: 3,6 (km/h)/(m/s)
22 R radius of horizontal curve m
23 Rv radius of vertical curve m
24 s longitudinal distance m
25 t time s
26 V speed km/h
27 CE, lim limit applicable at fixed crossings and expansion devices (index) -
28 lim general limit (index) -
29 R, lim limit applicable at small radius curves (index) -
30 u, lim upper limit for a parameter which also have a lower limit (index) -
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5 General
5.1 Background
This European Standard specifies rules and limits for track alignment design. These limits assume that
standards for acceptance of vehicle, track construction and maintenance are fulfilled (construction and
in-service tolerances are not specified in this standard). Engineering requirements specific to the
mechanical behaviour of switch and crossing components and subsystems are to be found in the
relevant standards. Certain design considerations for switches and crossings layouts are presented in
informative annexes.
This European Standard is not a design manual. The limits are not intended to be imposed as usual
design values. However, design values shall be within the limits stated in this European Standard.
Limits in this European Standard are based on practical experience of European railways. Limits are
applied where it is necessary to compromise between train performance, comfort levels, maintenance
of the vehicle and track, and construction costs.
Unnecessary use of design values close to limits should be avoided, substantial margins to them should
be provided. There are often conflicts between the desire for margins to one parameter and another,
these should be distributed over all design parameters, possibly by applying a margin with respect to
speed.
For certain parameters, this European Standard also specifies exceptional limits less restrictive than
normal limits, which represent the least restrictive limits applied by any European railway. Such limits
are intended for use only under special circumstances and can require an associated maintenance
regime. In particular, use of exceptional limits (instead of normal limits) for several parameters at the
same location shall be avoided. Informative Annex D describes the constraints and risks associated with
the use of design values in the range between a limit and corresponding exceptional limit.
Operational limits for speed and cant deficiency shall be applied to specific vehicles according to their
approval parameters.
Due to lack of experience among the European railways, no limits are specified for higher speeds than
360 km/h.
The limits are defined for normal service operations. If and when running trials are conducted, for
example to ascertain the vehicle dynamic behaviour (by continually monitoring of the vehicle
responses), exceeding the limits (particularly in terms of cant deficiency) should be permitted and it is
up to the infrastructure manager to decide any appropriate arrangement. In this context, safety margins
are generally reinforced by taking additional steps such as ballast consolidation, monitoring of track
geometric quality, etc.
5.2 Alignment characteristics
The alignment defines the geometrical position of the track. It is divided into horizontal alignment and
vertical alignment.
The horizontal alignment is the projection of the track centre line on a horizontal plane. The horizontal
alignment consists of a sequence of alignment elements, each obeying a unique mathematical
description as a function of longitudinal distance along the horizontal projection (chainage). The
elements for horizontal alignment are connected at tangent points, where two connected elements have
the same coordinates and the same directions. Elements for horizontal alignment are specified in
Table 1.
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Table 1 — Elements for horizontal alignment
Alignment element Characteristics

Straight line No horizontal curvature
Circular curve Constant horizontal curvature
Transition curve, Clothoid type Horizontal curvature varies linearly with chainage
Transition curves, other types a Horizontal curvature varies nonlinearly with chainage
a Informative Annex C gives a detailed account of certain alternative types of transition curves that
may be used in track alignment design
Most modern switches have a tangential geometry, where the diverging track starts with an alignment
that is tangential with the through track. However, switch designs may start with an abrupt change of
horizontal direction at the beginning of the switch. Possible design criteria for the alignment before the
switch, taking the entry angle in account, are described in informative Annex E.
When a turnout is placed on a track gradient other than zero, a vertical curve and/or cant, the
horizontal geometry of the diverging track will deviate slightly from the element types in Table 1.
The vertical alignment defines the level of the track as a function of chainage (the longitudinal position
along the horizontal projection of the track centre line). The elements for vertical alignment are
connected at tangent points, where two connected elements have the same level and the same track
gradient p (with certain exceptions). Elements for vertical alignment are specified in Table 2.
Table 2 — Elements for vertical alignment

Constant gradient No vertical curvature
Vertical curve, parabola Derivative of gradient with respect to chainage is constant
Vertical curve, circular Derivative of vertical angle with respect to sloping length along the track
is constant
NOTE A vertical curve in track that starts or ends in canted switches and crossings can be of a higher order
polynomial than a parabola.
The applied cant D in the track is the difference in level of two running rails. Cant can be applied by
raising one rail above the level of the vertical profile and keeping the other rail on the same level as the
vertical profile, or by a pre-defined relationship raising one rail and lowering the other rail. The cant
can be considered as a sequence of elements connected at tangent points where two elements have the
same magnitude of applied cant. (At a tangent point with cant, the same rail is the high rail before and
after the tangent point.) Elements for cant are specified in Table 3.
Table 3 — Elements for cant

Constant cant Cant is constant along the entire element
Cant transition, linear Cant varies linearly with chainage
Cant transition, nonlinear a Cant varies nonlinearly with chainage
a Informative Annex C gives a detailed account of certain alternative types of cant
transitions that may be used in track alignment design.
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Cant transitions should normally coincide with transition curves, but exceptions are possible.
The geometrical consequences of placing a turnout on track gradients, vertical curves and/or applying
cant in a turnout are described in informative Annex F.
The alignment of a ballasted track is normally maintained by Track Construction and Maintenance
Machines. The maintenance with such machines is simplified if there is no more than one tangent point
within the measuring chord of the machine (typically 10 m to 20 m).
All limits and exceptional limits in Clause 6 apply, hence the permissible range for one parameter, for
example horizontal radius R, can be further restricted due to the chosen values of other parameters. For
example, at a certain location in an alignment sequence, the permissible range for horizontal radius R
can be limited due to applied cant D, limit for cant deficiency I and/or characteristics of adjacent
elements. Informative Annex G presents certain applications of the limits.
6 Limits for 1 435 mm gauge

6.1 Radius of horizontal curve R
In this European Standard, radius is positive on both right-hand and left-hand curves.
Speed independent lower limit for horizontal radii Rlim is specified in Table 4.
Table 4 — Lower limit for horizontal curves Rlim
Normal limit a Exceptional limit a

150 m
a Further requirements for the radius along platforms are defined in TSI INF.
NOTE Not all vehicles are designed and approved for horizontal radii smaller than 150 m (for example,
see EN 15273–2).
There is no upper limit for horizontal radius in this European Standard. However, local standards can
have such an upper limit, related to capabilities of the alignment software to handle very large numbers
or to other practical aspects.
6.2 Cant D
In this European Standard, cant on a horizontal curve is positive if the outer rail is higher than the inner
rail.
NOTE 1 Negative cant is unavoidable at switches and crossings on a canted main line where the turnout is
curving in the opposite direction to the main line and, in certain cases, on the plain line immediately adjoining a
canted turnout. Negative cant can also be used on temporary tracks.
Upper limits for cant Dlim, independent of horizontal radius R, are specified in Table 5.
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Table 5 — Upper limits for cant Dlim
Normal Exceptional
limits limits
General a 160 mm 180 mm b
Switches and crossings a 120 mm 160 mm
a Further requirements for the cant along platforms are defined in TSI INF.
b Cant exceeding 160 mm can cause freight load displacement and deterioration of passenger comfort
when a train stops or runs with low speed (high value of cant excess). On-track machines and vehicles with
special loads with a high centre of gravity can become unstable. Therefore, an associated maintenance
regime and other measures may be necessary (for example exclude certain types of freight traffic, avoid
trains regularly stopping on such a curve, etc.).
Upper limit for cant DR,lim, as a function of horizontal radius R, is specified in Table 6.
Table 6 — Upper limit for cant DR,lim as a function of horizontal radius R

R − 50 m
DR ,lim =
1,5 m / mm
a This limit may be relaxed provided that measures are taken to ensure safety, see EN 13848–5 or in
the case of the diverging track of a turnout with an element of least 10 m length with constant cant on
both sides of the curve with small radius.
NOTE 2 High cant on small-radius curves increases the risk of derailing when vehicles are running at low
speed. Under these conditions, vertical wheel forces applied to the outer rail are much reduced, especially where
track twist (see EN 13848–1 and EN 13848–5) causes additional force reductions.
NOTE 3 Track twist limits are defined in EN 13848–5 as a function of applied cant. Using high cant values will
impose lower twist values or other measures to ensure safety.
6.3 Cant deficiency I
For given values of local radius R and cant D, and speed V, the cant deficiency I is defined according to
Formula (1):
V2
I DEQ − D= qE
= −D (1)
R
where
DEQ is equilibrium cant (mm) and
qE = 11,8 mm∙m∙h2/km2.
NOTE 1 With negative cant, the cant deficiency will be higher than equilibrium cant.
General upper limits for cant deficiency Ilim are specified in Table 7.
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Table 7 — Upper limits for cant deficiency Ilim
Exceptional
Normal limits a
limits a
Non-tilting trains
V ≤ 220 km/h 153 mm 180 mm b
220 km/h < V ≤ 300 km/h 153 mm b
300 km/h < V ≤ 360 km/h 100 mm b
Tilting trains
80 km/h ≤ V ≤ 260 km/h c 275 mm 300 mm
a It is common practice to apply different limits for cant deficiency to different categories of trains. It is
assumed that every vehicle has been tested and approved according to the procedures in EN 14363 in
conditions covering its own range of operating cant deficiency (denoted Iadm in EN 14363). Examples of
local limits are shown in informative Annex H.
b Trains complying with EN 14363, equipped with a cant deficiency compensation system other than
tilt, may be permitted by the Infrastructure Manager to run with higher cant deficiency values.
c Currently, there are no lines in Europe used or planned where maximum speed for tilting trains
exceeds 260 km/h.
NOTE 2 For a given vehicle, increased cant deficiency generates increasing forces between the wheel and the
rail; see informative Annex I.
NOTE 3 Depending on the characteristics of specific features in track, such as bridges carrying direct-laid
ballastless track, tracks with jointed rails, sections of line exposed to very strong cross winds, etc., it can be
necessary to restrict the permissible cant deficiency. Rules in respect of these restrictions cannot be formulated
beforehand since they will be dictated by the design of these features.
NOTE 4 High values of cant deficiency are related to passenger (dis)comfort, see informative Annex J.
For tracks with crossings in the outer rail and for expansion devices, there are more restrictive upper
limits ICE,lim, dependent on speed V, specified in Table 8.
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Table 8 — Upper limits for cant deficiency for tracks with crossings in the outer rail and for
expansion devices ICE,lim
Normal limits Exceptional limits
Fixed common crossings
V ≤ 230 km/h 110 mm Same as the normal limit in Table 7
230 km/h < V ≤ 360 km/h Not permitted Not permitted
Fixed obtuse crossings
160 km/h < V ≤ 230 km/h 75 mm Same as the normal limit in Table 7
Crossings with movable parts
Expansion devices
6.4 Cant excess E
On a horizontal curve where cant deficiency (defined in Formula (2)) is negative, there is cant excess E
defined by Formula (3).
E = −I (2)
On canted turnouts, and on plain tracks in close conjunction to canted switch and crossing units, there
may be applied cant also on straight track. Cant may also be applied on temporary straight tracks. On a
canted straight track, there is cant excess E defined by Formula (3):
E =D (3)
General upper limits for cant excess Elim are specified in Table 9. These limits apply for the regular
speed of the slowest train on the line.
Table 9 — Upper limits for cant excess Elim
Normal limit Exceptional limit

110 mm 150 mm
NOTE The value of E affects inner-rail stresses induced by slow trains, since the quasi-static vertical
wheel/rail force on the inner rail is increased; see informative Annex I.
For tracks with crossings in the low rail and for expansion devices, there are more restrictive upper
limits ECE,lim, defined by Formula (4) and Table 8:
E CE ,lim = I CE ,lim (4)
Requirements regarding changes in cant deficiency (6.5, 6.8, 6.11 and 6.13) apply also for changes in
cant excess.
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6.5 Length of cant transitions LD and transition curves in the horizontal plane LK
6.5.1 General
Cant transitions should normally coincide with transition curves. However, it can be necessary to
provide cant transitions in circular curves and straights.
For cant transitions and transition curves the limits are as follows:
— speed independent lower limits for lengths of transition curves LK,lim are specified in Table 10;
 dD 
— upper limits for cant gradient   are specified in 6.6;
 ds  lim
 dD 
— upper limits for rate of change of cant   are specified in 6.7; and
 dt  lim
 dI 
— upper limits for rate of change of cant deficiency   are specified in 6.8.
 dt  lim
Table 10 — Lower limits for lengths of transition curves LK,lim

20 m 0
6.5.2 Lengths of linear cant transitions and clothoids
 dD   dD 
For linear cant transitions and clothoids, cant gradient   , rate of change of cant   and rate of
 ds   dt 
 dI 
change of cant deficiency   can be calculated according to Formulae (5) to (7):
 dt 
dD ∆D
= (5)
ds L D
dD V ∆D
= ⋅ (6)
dt qV LD
dI V ∆I
= ⋅ (7)
dt qV LK
where
ΔD is the change of cant over the length LD, as defined in normative Annex K,
ΔI is the change of cant deficiency over the length LK, as defined in normative Annex K,
V is the speed in km/h and
qV = 3,6 (km/h)/(m/s).
Formula (7) assumes that any cant transition coincides with a transition curve, LK = LD, and
Formulae (5) to (7) assume that the mathematical properties are constant over this length. Otherwise,
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the transition curve and the cant transition shall be divided in parts (with constant properties) which
are evaluated separately.
6.5.3 Lengths of transition curves with non-constant gradient of curvature and cant
 dD 
For transition curves with non-constant gradient of curvature and cant, cant gradient   , rate of
 ds 
 dD   dI 
change of cant   and rate of change of cant deficiency   can be calculated according
 dt   dt 
Formulae (8) to (10):
dD ∆D
= qN ⋅ (8)
ds LD
dD V ∆D
= qN ⋅ ⋅ (9)
dt q v LD
dI V ∆I
= qN ⋅ ⋅ (10)
dt q v LK
where
ΔD is the change of cant over the length LD, as defined in normative Annex K,
ΔI is the change of cant deficiency over the length LK, as defined in normative Annex K,
V is the speed in km/h,
qV = 3,6 (km/h)/(m/s), and
the factor qN is defined in Table 11.
For certain types of transitions with non-constant gradient of curvature and cant, the value of the factor
q N is specified in Table 11.
Table 11 — Factor qN for transitions with non-constant gradient of curvature and cant
Bloss Cosine Helmert Sine (Klein)

(Schramm)
1,5 π/2 2 2
Formula (10) assumes that any cant transition coincides with a transition curve, LK = LD, and
Formulae (8)-(10) assume that the mathematical properties are constant over this length. Otherwise,
the transition curve and the cant transition shall be divided in parts (with constant properties) which
 dD 
The criterion for rate of change of cant   may be replaced with a criterion for the second derivative
 dt 
 d 2D 
of cant with respect to time   , as defined in 6.7.
 dt 2 
 
NOTE Informative Annex C gives further information on clothoids with linear cant transitions and alternative
types of transition curves and cant transitions.
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6.6 Cant gradient dD/ds
 dD 
Upper limits for cant gradients   are specified in Table 12.
 ds  lim
 dD 
Table 12 — Upper limits for cant gradients  
 ds  lim

V ≤ 50 km/h 2,50 mm/m 3,33 mm/ma
V > 50 km/h 2,50 mm/m
a According to EN 13848–5, a more restrictive limit for cant than the limit in Table 6 can apply.
6.7 Rate of change of cant dD/dt
 dD 
Upper limits for rate of change of cant   for linear and nonlinear cant transitions are specified in
 dt  lim
Table 13 and Table 14, respectively.
 dD 
Table 13 — Upper limits for rate of change of cant   for linear cant transitions
 dt  lim

Non-tilting trains V ≤ 200 km/h
I ≤ 160 mm 50 mm/s 70 mm/s a
160 mm < I ≤ 180 mm 50 mm/s 60 mm/s
Non-tilting trains 200 km/h < V ≤ 360 km/h
50 mm/s 60 mm/s
Tilting trains V ≤ 200 km/h
75 mm/s 95 mm/s
Tilting trains 200 km/h < V ≤ 260 km/h b
60 mm/s 70 mm/s
a Where I ≤ 153 mm and dI/dt ≤ 70 mm/s, the exceptional limit for dD/dt may be raised to 85 mm/s.
b Currently, there are no lines in Europe used or planned where maximum speed for tilting trains
exceeds 260 km/h.
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 dD 
Table 14 — Upper limits for rate of change of cant   for nonlinear cant transitions
 dt  lim

V ≤ 300 km/h a
55 mm/s 76 mm/s b
a Currently, there are no lines in Europe used or planned where maximum
speed on nonlinear cant transitions exceeds 300 km/h.
b Where the absolute value of second derivative of cant with respect to
time (d2D/dt2) is less than 150 mm/s2 this limit may be raised.
6.8 Rate of change of cant deficiency dI/dt
 dI 
Upper limits for rate of change of cant deficiency   for clothoids and for transition curves with
 dt  lim
non-constant gradients are specified in Table 15 and Table 16, respectively.
 dI 
Table 15 — Upper limits for rate of change of cant deficiency   for clothoids
 dt  lim
Exceptional
Normal limits
limits
I ≤ 160 mm 55 mm/s 100 mm/s
160 mm < I ≤ 180 mm 55 mm/s 90 mm/s
55 mm/s 75 mm/s
30 mm/s 55 mm/s
100 mm/s 180 mm/s
Tilting trains 225 km/h < V ≤ 260 km/h a
80 mm/s
a Currently, there are no lines in Europe used or planned where
maximum speed for tilting trains exceeds 260 km/h
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 dI 
Table 16 — Upper limits for rate of change of cant deficiency   for transition curves with
 dt  lim
non-constant gradients
Exceptional
Normal limits
limits
95 mm/s 120 mm/s
30 mm/s 55 mm/s
100 mm/s 180 mm/s
95 mm/s 120 mm/s
a Currently, there are no lines in Europe used or planned where
maximum speed for tilting trains exceeds 260 km/h
dI
Where a transition curve is of substandard length with respect to the criterion, this criterion shall
dt
be replaced with the criterion that the change of cant deficiency over its length shall be less than the
upper limit for abrupt change of cant deficiency ΔI, as defined in 6.11.
NOTE High values for rate of change of cant deficiency are related to passenger (dis)comfort;
see informative Annex J.
For tilting trains, both active and passive tilt systems need time to adapt the angle of tilt to the curve
radius and it is for this reason that horizontal curves shall include transition curves of sufficient length.
The transition curves should coincide with the cant transitions. If they do not, special running tests are
recommended to determine whether permissible speed needs to be reduced.
On lines with tilting trains, the clothoid is normally used for transition curves, giving a linear variation
of curvature. Where using transition curves with non-constant gradients, the function of the tilt system
shall be taken into account for the analysis of the complex interaction between the vehicle and the track.
6.9 Length of constant cant between two linear cant transitions Li
Lower limits for length of constant cant placed between two linear cant transitions Li,lim are specified in
Table 17.
Table 17 — Lower limits for lengths of constant cant between two linear cant transitions Li,lim
Normal limit Exceptional limit a

20 m 0
a The use of the exceptional limit between two linear cant transitions with a total
change of cant gradient more than the upper limits in Table 12 should be avoided.
For an alternative method to define the minimum lengths, see informative Annex L.
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6.10 Abrupt change of horizontal curvature
An abrupt change of curvature may occur in close conjunction to switches and crossings, at alignment
for low speeds (sidings etc.) or at small deviations in alignment within a limited length. It is unavoidable
on at least one track of a turnout. In most other cases, transition curves should be used.
For abrupt changes of curvature there are limits as follows:
— upper limits for abrupt change of cant deficiency ΔIlim are specified in 6.11;
— lower limits for length between two abrupt changes of curvature Lc,lim in 6.12;
— lower limits for length between two abrupt changes of cant deficiency Ls,lim in 6.13.
6.11 Abrupt change of cant deficiency ΔI
An abrupt change of cant deficiency ΔI occurs where there is an abrupt change of curvature. A tangent
point with an abrupt change of cant deficiency generates disturbed vehicle dynamics.
The magnitude of the abrupt change of cant deficiency is defined by the sign rules given in normative
Annex K.
Upper limits for abrupt change of cant deficiency ΔIlim are specified in Table 18.
Table 18 — Upper limits of abrupt change of cant deficiency (ΔIlim)
Exceptional
Normal limits
limits
V ≤ 60 km/h 110 mm 130 mm a
60 km/h < V ≤ 200 km/h 100 mm 125 mm
200 km/h < V ≤ 230 km/h 85 mm
230 km/h < V ≤ 360 km/h 25 mm b
a Where V ≤ 40 km/h and |I| ≤ 75 mm both before and after an abrupt
change of curvature, the exceptional limit for ΔI may be raised to 150 mm.
b The limit is aimed to be applicable for plain track. Currently, no turnouts
are designed for higher speeds in the diverging track than 230 km/h.
Outside zones with switches and crossings, design values for abrupt changes of cant deficiency (if used)
should be much lower than the upper limits in Table 18.
Where there is an abrupt change of cant deficiency, some European railways use the principle of virtual
transition described in informative Annex M. The values for abrupt change of cant deficiency, when
based on the principle of virtual transition, shall also conform to the upper limits specified in Table 18.
6.12 Length between two abrupt changes of horizontal curvature Lc
There are limits on how much end throws may differ between two adjacent vehicles. The criterion is
related to buffer locking, but also vehicles with central couplers can have similar limits. The end throw
is the geometrical overthrow dga for the end of the vehicle, as defined in EN 15273-1.
This European Standard bases on the criterion on the static end throw differences. The limit refers to a
long circular curve of 190 m radius to be connected to a long circular curve, also of 190 m radius, in the
opposite direction, with an intermediate straight of 6,00 m length. This leads to a maximum for the end
throw difference of 395 mm for two 26,4 m long passenger coaches with a bogie distance of 19,0 m and
allows a long circular curve of 213 m radius to be directly connected to a long circular curve, also of
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213 m radius, in the opposite direction. It also allows for any combination of circular curves where the
change of curvature is less than 1/106,5 m−1.
NOTE The EUROFIMA coach with the following characteristics (length: 26,4 m, bogie distance: 19,0 m, buffer
width: 635 mm, transversal play of the vehicle: ± 60 mm) fulfils the requirements concerning buffer recovery for
the above mentioned reference situation.
For dedicated freight tracks, the criterion is based on the static end throw differences for two 18,0 m
long freight vehicles with a bogie distance of 12,0 m, which shall be limited to a maximum of 225 mm.
This criterion allows a long circular curve of 200 m radius to be directly connected to a long circular
curve, also of 200 m radius, in the opposite direction. It also allows for any combination of circular
curves where the change of curvature is less than 1/100 m−1.
Where the horizontal curves have curvatures that differ more than 1/106,5 m−1 or 1/100 m−1,
respectively, an intermediate element shall be inserted to reduce the differences in end throw, using the
static method in EN 15273-1, down to less than or equal to 395 mm or 225 mm, respectively. This
intermediate element may be a straight line, a transition curve, or a circular curve. The required length
of the intermediate element depends on the radii of the small radius curves as well as the type of
intermediate element.
For vehicles with other characteristics, it is assumed that running gear, couplers and buffers are
designed for the minimum length of the intermediate element LC.
Infrastructure managers can specify more restrictive, longer lengths on (dedicated parts of) their
network in order to prevent buffer locking for existing vehicles that do not fulfil these assumptions.
Table 19 specifies certain lower limits for the lengths of a straight intermediate element for certain
combinations of long circular curves in opposite directions. The track has a maximum in-service gauge
value of 1 470 mm (nominal gauge 1 435 mm plus 35 mm, see EN 13848-5). Normative Annex N
specifies more details and more examples.
Table 19 — Certain lower limits for the length between two abrupt changes of curvature Lc,lim
Limits for tracks for Limits for dedicated

Alignment sequence
passenger coaches freight tracks
R = 150 m – straight – R = 150 m 10,78 m 6,79 m
R = 160 m – straight – R = 160 m 9,48 m 6,01 m
R = 170 m – straight – R = 170 m 8,30 m 5,20 m
R = 180 m – straight – R = 180 m 7,20 m 4,25 m
R = 190 m – straight – R = 190 m 6,00 m 3,01 m
R = 200 m – straight – R = 200 m 4,50 m 0
R = 210 m – straight – R = 210 m 2,11 m 0
R = 213 m – straight – R = 213 m 0 0
6.13 Length between two abrupt changes of cant deficiency Ls
The disturbed vehicle dynamics created by an abrupt change of cant deficiency are damped as a
function of time.
Speed-dependent lower limits for length of intermediate element(s) between two abrupt changes of
cant deficiency Ls,lim are specified in Formula (11) and Table 20:
L=
s ,lim q s ,lim ⋅V (11)
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where
qs,lim is a factor (m·h/km) defined in Table 20 and
V is the train speed (km/h).
Table 20 — Lower limits of the factor qs,lim defining the minimum length between two tangent
points with abrupt changes of cant deficiency (Ls,lim)

V ≤ 70 km/h 0,20 0,10 a
70 km/h < V ≤ 100 km/h 0,20 0,15 b
100 km/h < V ≤ 360 km/h 0,25 0,19
a Where ΔI ≤ 110 mm and V ≤ 50 km/h, qs,lim may be reduced to 0,08 m∙h/km.
b Where ΔI ≤ 100 mm and V ≤ 90 km/h, qs,lim may be reduced to 0,10 m∙h/km.
NOTE For switches and crossings placed on transition curves, the length between two abrupt changes of cant
deficiency may involve more than one intermediate element.
The intermediate element is normally an element with constant cant deficiency (or constant cant
excess). Where cant deficiency is not constant, rate of change of cant deficiency shall not be higher than
the upper limit in 6.8.
The lower limit Ls,lim does not apply where the total change of cant deficiency over the two (or more)
tangent points does not exceed the upper limit in 6.11. The magnitude of total change of cant deficiency
is defined by the sign rules given in normative Annex K.
transition described in informative Annex M. The length between two tangent points with abrupt
changes of cant deficiency, when based on the principle of virtual transition, shall also conform to the
lower limits specified in Table 20.
6.14 Track gradients p
The absolute magnitudes of track gradients p shall be limited due to available traction in relation to
train mass, as well as braking performances of the trains. No upper limits for the magnitudes of
gradients are specified in this European Standard. For certain design considerations,
see informative Annex O.
NOTE 1 Upper limits for the track gradients are defined in TSI INF.
Lower limits for lengths of constant track gradients Lg,lim are specified in Table 21.
Table 21 — Lower limits for lengths of constant track gradients Lg,lim

20 m 0
For lines for certain rolling stock with secondary air suspension, between a convex vertical curve and a
concave vertical curve which both have vertical radii close to the lower exceptional limits as defined
in 6.15, it is recommended to apply a lower limit of 0,5 m/(km/h)∙V for the length of an intermediate
constant gradient.
No upper limits for lengths of constant track gradients Lg,u,lim are specified in this European Standard.
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NOTE 2 Certain upper limits for the lengths of track gradients are defined in the TSI INF.
6.15 Vertical radius Rv
Vertical curves are normally designed as parabolas (2nd degree polynomials) or as circular curves.
They may be designed without transition curves.
NOTE A vertical curve in the diverging track of canted switches and crossings unit can be of a higher order
polynomial than a parabola.
Switch and crossing units should be installed where the tracks are level, on a constant gradient, or at
large vertical radius. Speed independent lower limits for vertical radii Rv,lim are specified in Table 22.
Table 22 — Lower limits for vertical radii Rv,lim

General 2 000 m 500 m a
Switches and Crossings, Convex curves 5 000 m 2 000 m
Switches and Crossings, Concave curves 3 000 m 2 000 m
Marshalling humps, convex curves 250 m a
Marshalling humps, concave curves 300 m a
a Not all vehicles are designed and approved for vertical radii less than 500 m (see EN 15273–2).
The vertical radius for both plain track and switches and crossing units shall also comply with the
speed-dependent lower limits specified in Formula (12) and Table 23.
R v ≥ q R , lim ⋅V 2 (12)
Table 23 — Lower limits for the factor for vertical radius qR,lim

Convex curves 0,35 m·h2/km2 0,15 m·h2/km2
Concave curves 0,35 m·h2/km2 0,13 m·h2/km2
There is no upper limit for vertical radius in this European Standard. However, local standards may
have such an upper limit, related to capabilities of the alignment software to handle very large numbers
or to other practical aspects.
6.16 Length of vertical curves Lv
Lower limits for the lengths for vertical curves Lv,lim are specified in Table 24.
Table 24 — Lower limits for the lengths for vertical curves Lv,lim

20 m 0
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6.17 Abrupt change of track gradient Δp
Two constant track gradients shall normally not be connected to each other without an intermediate
vertical curve. In exceptional cases, there may be an abrupt change of track gradient Δp. The magnitude
of the abrupt change of track gradient Δp is defined by the sign rules given in normative Annex K.
Upper limits for an abrupt change of track gradient Δplim are specified Table 25.
Table 25 — Upper limits for an abrupt change of track gradient in plain track Δplim

0 < V ≤ 230 km/h 1 mm/m 2 mm/m
230 km/h < V ≤ 360 km/h 0,5 mm/m 1 mm/m
For sidings, with a permissible speed not exceeding 40 km/h, the exceptional limit may be raised to
4,5 mm/m, provided that the abrupt change of gradient occurs outside switches and crossings.
Inside a switch and crossing unit placed over a tangent point where there is an abrupt change of cant
gradient, there will be an associated abrupt change of track gradient for the diverging track. This effect
may be neglected since it is taken into account by the upper limit for the cant gradient.
NOTE For ferry ramps, limits for abrupt change of track gradient are specified in EN 15273–3.
Two abrupt changes of track gradients should not be arranged in close conjunction. However, the
arrangement can be justified in the diverging track between two switch and crossing units. The distance
between two such abrupt changes of track gradients should exceed the length of a vertical curve, with a
radius according to 6.15, which generates the same total change of track gradient.
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Annex A
(normative)
Rules for converting parameter values for track gauges wider than
1 435 mm
A.1 Scope
This annex describes the rules, which shall be applied for converting the values and limits in the
standard for gauges wider than 1 435 mm.
Normative Annex B specifies the limits of the track alignment parameters, based on the following rules,
which shall be applied to tracks with a gauge of 1 520 mm, 1 524 mm and 1 668 mm.
A.2 Symbols and abbreviations

Unless otherwise indicated, the symbols and abbreviations of Table A.1 apply to Annex A.
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Table A.1 — Symbols and abbreviations
No. Symbol Designation Unit

31 ai, ai1 quasi-static lateral acceleration, at track level, but parallel to the m/s2
vehicle floor
32 aq, aq1 non-compensated lateral acceleration in the running plane m/s2
33 b vehicle wheelbase m
34 B, B1 distance between the spring suspension points on a wheelset mm
35 dai/dt, rate of change of quasi-static lateral acceleration at track level m/s3
dai1/dt but parallel to the vehicle floor
36 dD/ds, cant gradient mm/m
dD1/ds
37 dD/dt, rate of change of cant mm/s
dD1/dt
38 dI/dt, dI1/dt rate of change of cant deficiency mm/s
39 D, D1 Cant mm
40 e, e1 distance between the nominal centre points of the two contact mm
patches of a wheelset (e.g. about 1500 mm for nominal track
gauge 1435 mm)
41 E, E1 cant excess mm
42 Hs quasi-static lateral force applied by a wheelset to the track N
43 hg height above the top of the rails for the mass centre of a vehicle m
44 I, I1 cant deficiency mm
45 K, K1 suspension stiffness coefficient N/m
46 qE, q E 1 factor for calculation of equilibrium cant mm∙m∙h2/km2
47 QN nominal vertical wheel/rail force N
48 sr roll flexibility coefficient, equivalent to flexibility coefficient s in -
EN 15273–1
49 st tilt compensation factor of a tilt system -
50 u cross level variation between wheelsets linked by the m
suspension system
51 W ratio e1/e (e1/1500 mm) -
52 Δai, Δai1 abrupt change of quasi-static lateral acceleration Δai m/s2
53 ΔD, ΔD1 overall track cant variation along a cant transition mm
54 ΔI, ΔI1 overall cant deficiency (and/or cant excess) variation over a mm
transition, or abrupt change of cant deficiency at a tangent point
55 ΔQ, ΔQ1 quasi-static vertical wheel/rail force increment N
56 φ , φ1 roll velocity rad/s
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Parameters quoted with the index 1 relate to the values converted for nominal track gauges wider than
1 435 mm, as opposed to the original 1 435 mm gauge values, which are not indexed.
A.3 Basic assumptions and equivalence rules

A.3.1 General
The conditions are based on the same criteria for the following concepts:
— track forces and safety;
— economic aspects of track maintenance;
— ride comfort and roll flexibility coefficient.
It is assumed that:
— the track system and track quality are similar for the wider gauges;
— the composition of the vehicles and their wheel arrangements are similar; the masses, the positions
of the centres of gravity, rigidity and dampers are similar; the same safety limits apply with regard
Y 
to derailment,   ;
 Q  lim
— the same levels of safety with regard to track shift limit will be obtained using the same levels for HS
and, in the case of derailment and overturning, by using the same values of reduced vertical forces,
ΔQ, on the wheels (the guiding wheels in the case of derailment);
— the same degree of track fatigue will be obtained if the HS and Q values are maintained;
da i
— the same ride passenger comfort for passenger will be obtained if the values of ai, and Δai are
dt
kept unchanged.
A.3.2 Basic formulae
Formula (A.1) quantifies the influence of cant deficiency I on the quasi-static lateral force between a
wheelset and the track Hs:
I
H s =⋅
2 QN ⋅ (A.1)
e
Formula (A.2) quantifies the influence of cant deficiency I on the quasi-static vertical wheel/rail force
increment ΔQ:
hg
∆Q = 2 ⋅ Q N ⋅ I ⋅ (A.2)
e2
In the case of cant excess, I is replaced by E in Formulae (A.1) and (A.2) (see 6.4).
Formula (A.3) quantifies the influence of cross level variation u on the quasi-static vertical wheel/rail
force increment ΔQ:
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2
u B
∆Q = K ⋅ ⋅   (A.3)
4 e
For normal railway vehicles, the distance B may be assumed to be 500 mm longer than distance e. For
1 435 mm gauge, B may be assumed to be 2 000 mm.
Formulae (A.4) and (A.5) quantifies the influence of cant deficiency I on non-compensated lateral
acceleration on the track plane and inside the vehicle body (of a non-tilting vehicle), respectively:
I
a q= g ⋅ (A.4)
e
ai =(1 + s r ) ⋅ aq (A.5)
A.3.3 Basic data
The value of the parameters for nominal track gauges wider than 1 435 mm will be designated with the
index 1. Each network system shall take into account the values of e1 and B1. If not available, e1 may be
obtained by adding 65 mm to the gauge and B1 may be assumed to be 500 mm longer than distance e1.
A commonly used conversion factor W is defined by Formula (A.6):
e1 e1
W
= = (A.6)
e 1500 mm
For nominal track gauges wider than 1 435 mm Formulae (A.7) and (A.8) apply:
W >1 (A.7)
B1 > B (A.8)
A.4 Detailed conversion rules

A.4.1 General
The following subclauses define, for each of the track alignment design parameters, the conversion rule
to be applied.
A.4.2 Cant D1 (Subclause 6.2 of the main body of the standard)
The horizontal radius may be derived from the values of cant D and cant deficiency I according to
Formula (A.9):
V2
R= C ⋅ (A.9)
D+I
The factor for calculation of equilibrium cant C can be derived by Formulae (A.10) and (A.11):
e1
C1 = (A.10)
( qv ) 2 ⋅ g
e
C= (A.11)
( qv ) 2 ⋅ g
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where
qV = 3,6 (km/h)/(m/s) and
g = 9,81 m/s2
Combining Formulae (A.10)-(A.11) gives Formula (A.12) which shall be used in conjunction with the
corresponding values for cant and cant deficiency for the modified gauge value, D1 and I1:
C1 = r ⋅C (A.12)
a) Safety:
1) Track shift limit: Not relevant.
2) Derailment and overturning: Reduced vertical forces ΔQ on the high rail (in the case of a train
which is stopped or travelling at low speed) can be estimated with Formulae (A.13)-(A.14):
hg
∆Q1 =2 ⋅ Q N ⋅ D1 ⋅ (A.13)
e1 2
hg
∆Q = 2 ⋅ Q N ⋅ D ⋅ (A.14)
e2
Assuming the same reduction in vertical wheel/rail force, ΔQ1 = ΔQ, Formula (A.15) applies:
2
D
=1 W ⋅D (A.15)
Limit cant as a function of horizontal radius is specified by Formula (A.16):
R − 50 m
W 2 ⋅ DR ,lim =
D1R ,lim = W2⋅ (A.16)
1,5 m / mm
b) Track fatigue criteria:
1) Additional vertical forces on the low rail (low speed) ΔQ can be estimated with
Formulae (A.13)-(A.14). Hence, Formula (A.15) applies for this criterion.
2) Quasi-static lateral force applied by a wheelset to the track (low speed) Hs can be estimated
with Formulae (A.17)-(A.18):
D1
H s =⋅
2 QN ⋅ (A.17)
e1
D
H s =⋅
2 QN ⋅ (A.18)
e
Assuming the same quasi-static lateral force, Hs1 = Hs, Formula (A.19) applies:
D1= W ⋅D (A.19)
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c) Ride comfort for passengers:
Lateral acceleration in the vehicle body (low speed) ai can be estimated with Formulae (A.20) and
(A.21):
D1
(1 + s r 1 ) ⋅ aq1 =
ai1 = (1 + s r 1 ) ⋅ g ⋅ (A.20)
e1
D
ai =(1 + s r ) ⋅ aq =(1 + s r ) ⋅ g ⋅ (A.21)
e
Assuming the same lateral acceleration in the vehicle body, ai1 = ai, Formula (A.22) applies:
1 + sr
D1
= ⋅W ⋅ D (A.22)
1 + s r1
For sr1 = sr, Formula (A.22) may be simplified to Formula (A.23):
D1= W ⋅D (A.23)
d) Rule for converting values:
Normal limits and exceptional limits for cant, independent of horizontal radius, Dlim in 6.2 shall be
multiplied by W.
Normal limit for cant as a function of horizontal radius, DR,lim in 6.2 shall be multiplied by W2.
1 + sr
For tracks alongside passenger platforms, a cant restriction will be ⋅ W ⋅ D . If sr = sr1, this
1 + s r1
restriction will be W ⋅ D .
A.4.3 Cant deficiency I1 (Subclause 6.3 of the main body of the standard)
Cant deficiency for gauges wider than 1 435 mm I1 may be estimated with Formula (A.24):
C ⋅V 2
I1 = 1 − D1 =W ⋅ I (A.24)
R
a) Safety:
1) Quasi-static lateral force applied by a wheelset to the track Hs can be estimated with
Formulae (A.25)-(A.26):
I1
H s =⋅
2 QN ⋅ (A.25)
e1
I
H s =⋅
2 QN ⋅ (A.26)
e
Assuming the same quasi-static lateral force, Hs1 = Hs, Formula (A.27a) applies:
I 1= W ⋅ I (A.27a)
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2) Derailment and overturning:
The risk for derailment and overturning is assumed to be eliminated by the same criteria as for
quasi-static lateral forces, therefore Formulae (A.24) to (A.26) apply for these criteria.
b) Track fatigue criteria:
The same degree of fatigue applies to the same values of Hs, therefore Formulae (A.24)-(A.26) apply
for this criterion.
c) Ride comfort for passengers:
Lateral acceleration in the vehicle body ai can be estimated with Formulae (A.27b)-(A.28):
I1
(1 + s r1 ) ⋅ aq1 =
ai1 = (1 + s r 1 ) ⋅ g ⋅ (A.27b)
e1
I
ai =(1 + s r ) ⋅ aq =(1 + s r ) ⋅ g ⋅ (A.28)
e
Assuming the same lateral acceleration in the vehicle body, ai1 = ai, Formula (A.29) applies:
1 + sr
I1
= ⋅W ⋅ I (A.29)
1 + s r1
I 1= W ⋅ I (A.30)
d) Rule for converting values:
Limits and exceptional limits for cant deficiency in 6.3, including the values governed by the
footnotes, shall be multiplied by W.
A.4.4 Cant excess E1 (Subclause 6.4 of the main body of the standard)
Cant excess is defined by Formula (A.31) on horizontal curves and Formula (A.32) on straight track:
E 1 = −I 1 (A.31)
E 1 = D1 (A.32)
This parameter mainly affects track fatigue and specifically the increase in vertical forces on the lower
rail ΔQ. However, it does also affect lateral forces Hs and lateral acceleration in the vehicle body ai.
Rule for converting values:
Limits and exceptional limits for cant excess in 6.4 shall be multiplied by W.
A.4.5 Lengths of cant transitions LD and transition curves in the horizontal plane LK
(Subclause 6.5 of the main body of the standard)
(This subclause is valid only for the linear transition curves.)

The lower limit for the length cant transitions and transition curves is 20 m, exceptional limit is zero.
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The length of transition curves shall comply with Formulae (A.33), (A.34) and (A.35), and
Subclauses A.4.6, A.4.7 and A.4.8:
−1
 dD 
LD ≥ ∆D1 ⋅  1  (A.33)
 ds  lim
−1
Vmax  dD 
LD ≥ ⋅ ∆D1 ⋅  1  (A.34)
qv  dt  lim
−1
Vmax  dI 
LK ≥ ⋅ ∆I 1 ⋅  1  (A.35)
qv  dt  lim
Formula (A.35) assumes that any cant transition curve coincides with a transition curve, LK = LD, and
Formulae (A.33)-(A.35) assume that the mathematical properties are constant over this length.
Otherwise, the transition curves and the cant transitions shall be divided in parts (with constant
properties) which are evaluated separately.
A.4.6 Cant gradient dD1/ds (Subclause 6.6 of the main body of the standard)
The limits for this parameter are associated with safety from the point of view of derailment of slow
trains as a result of flange climbing. The same degree of safety with regard to derailment will be
dD
obtained with the same reduction in vertical force on the guiding wheel. The ratio represents the
ds
average cant variation corresponding to the wheel-base b (which is the distance between axles for two-
axle wagons, and separately as the bogie axle distance and the distance between bogie pivots for bogie
dD
vehicles). The reduction in vertical wheel/rail force ΔQ corresponding to u= b ⋅ may be calculated
ds
with Formulae (A.36) and (A.37):
2
b dD  B 
∆Q1 = K 1 ⋅ ⋅ 1 ⋅  1  (A.36)
4 ds  e 1 
2
b dD  B 
∆Q = K ⋅ ⋅ ⋅ (A.37)
4 ds  e 
Assuming the same reduction in vertical wheel/rail force, ΔQ1 = ΔQ, Formula (A.38) applies:
2
dD1  B  dD
W 2 ⋅
=  ⋅ (A.38)
ds  B 1  ds
Rule for converting limits:

2
2  B 
Limits and exceptional limits for cant gradient in 6.6 shall be multiplied by W ⋅   .
 B1 
A.4.7 Rate of change of cant dD1/dt (Subclause 6.7 of the main body of the standard)
The conversion rule for the limits for rate of change of cant is based on ride comfort for passengers.
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Roll velocity of the vehicle body φ , due to rate of change of cant, may be calculated with
Formulae (A.39) and (A.40):
 dD1 
 dt 
φ1 =   (A.39)
e1
 dD 
 dt 
φ=   (A.40)
e
dI
NOTE Rate of change of cant deficiency , roll flexibility coefficient sr and tilt compensation factor of a tilt
dt
system st (if used) also affect the roll velocity. This contribution is taken into account by the limits for rate of
change of cant deficiency.
Assuming the same roll velocity, φ1 = φ , Formula (A.41) applies:
dD1 dD
= W⋅ (A.41)
dt dt

Limits and exceptional limits for rate of change of cant in 6.7, including the values governed by the
footnotes, shall be multiplied by W.
A.4.8 Rate of change of cant deficiency dI1/dt (Subclause 6.8 of the main body of the
standard)
The conversion rule for the limits for rate of change of cant deficiency is based on passenger comfort.
Lateral jerk in the vehicle body may be calculated with Formulae (A.42) and (A.43):
 dI1 
da i1 da q1  dt 
=(1 + s r1 ) ⋅ =(1 + s r1 ) ⋅   ⋅ g (A.42)
dt dt e1
 dI 
da i da q  dt 
=(1 + s r ) ⋅ =(1 + s r ) ⋅   ⋅ g (A.43)
dt dt e1
dai1 dai
Assuming the same lateral jerk, = , Formula (A.44) applies:
dt dt
dI1 1 + s r dI
= ⋅W⋅ (A.44)
dt 1 + s r1 dt

dI1 dI
= W⋅ (A.45)
dt dt
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dI 1
Where a transition curve is of substandard length with respect to the criterion, this criterion may
dt
upper limit for abrupt change of cant deficiency ΔI1, as defined in A.4.9.
Limits and exceptional limits for rate of change of cant deficiency in 6.8 shall be multiplied by W.
A.4.9 Abrupt change of curvature and abrupt change of cant deficiency ΔI1
(Subclauses 6.10 and 6.11 of the main body of the standard)
The conversion rule for the limits for abrupt change of cant deficiency is based on passenger comfort.
The passenger comfort will be the same for the same values of abrupt changes of acceleration Δai.
Hence:
1 + sr
∆I 1
= ⋅ W ⋅ ∆I (A.46)
1 + s r1

∆I=
1 W ⋅ ∆I (A.47)

Limits and exceptional limits for abrupt change of cant deficiency in 6.11, including the values governed
by the footnotes, shall be multiplied by W .
A.4.10 Other parameters (Subclauses 6.1, 6.9, 6.12, 6.13, 6.14, 6.15, 6.16 and 6.17 of the main
body of the standard)
The limits of these parameters are not gauge-dependent. Limits and exceptional limits given in the main
part of the standard, Subclauses 6.1, 6.9, 6.12, 6.13, 6.14, 6.15, 6.16 and 6.17, are applicable also to a
track gauge wider than 1 435 mm.
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Annex B
(normative)
Track alignment design parameter limits for track gauges wider than
1 435 mm
B.1 Scope
This Annex defines the relevant limits for the track alignment design parameters to be applied for
tracks laid with nominal track gauges wider than 1 435 mm.
The limits have been derived, for the parameters covered in the main body of the standard, by
application of the conversion rules specified in informative Annex A, rounded (to the more conservative
side) to multiples of 5 mm.
Some of the limits converted from the 1435 mm network have not been used in broad gauge
applications. Hence, other more restrictive values can be applied by Infrastructure managers according
to the network features, the rolling stock running on it, etc.
B.2 Requirements for a gauge of 1 520 mm and 1 524 mm

B.2.1 General
The limits defined in Subclauses B.2.2 to B.2.18 apply for tracks with a track gauge of 1 520 mm or
1 524 mm.
Base values are: e1 = 1 585 mm; B1 = 2 085 mm.
B.2.2 Radius of horizontal curve R1
The lower limit for horizontal radius is not gauge-dependent.

The lower limit in 6.1 applies also for 1 520 mm and 1 524 mm gauges.
B.2.3 Cant D1
Upper limits for cant D1,lim, independent of horizontal radius R1, are specified in Table B.1.
Table B.1 — Upper limits for cant D1,lim

General 165 mm 190 mm a
Switches and crossings 125 mm 165 mm
a Cant exceeding 165 mm can cause freight load displacement and deterioration of passenger comfort
when a train stops or runs with low speed (high value of cant excess). On-track machines and vehicles with
special loads with a high centre of gravity can become unstable. Therefore, an associated maintenance
regime and other measures may be necessary (for example exclude certain types of freight traffic, avoid
trains regularly stopping on such a curve, etc).
Upper limit for cant D1R,lim, as a function of horizontal radius R1, is specified in Table B.2.
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Table B.2 — Upper limit for cant D1R,lim as a function of horizontal radius R1

D1R ,lim =
(R − 50m) ⋅ 0,74mm/m
a This limit may be relaxed provided that measures are taken to ensure safety, see EN 13848–5 or in the case
of the diverging track of a turnout with an element of least 10 m length with constant cant on both side of the
curve with small radius.
B.2.4 Cant deficiency I1
General upper limits for cant deficiency I1,lim are specified in Table B.3.
Table B.3 — Upper limits for deficiency I1,lim
Normal limits a Exceptional limits a

Non-tilting trains
V ≤ 220 km/h 160 mm 190 mm b
220 km/h < V ≤ 300 km/h 160 mm b
300 km/h < V ≤ 360 km/h 105 mm b
Tilting trains
80 km/h ≤ V ≤ 260 km/h c 290 mm 315 mm
a It is common practice to apply different limits for cant deficiency to different categories of trains. It is
assumed that every vehicle has been tested and approved according to the procedures in EN 14363 in
conditions covering its own range of operating cant deficiency (denoted Iadm in EN 14363). Examples of local
limits are shown in informative Annex H.
b Trains complying with EN 14363, equipped with a cant deficiency compensation system other than tilt,
may be permitted by the Infrastructure Manager to run with higher cant deficiency values.
c Currently, there are no lines in Europe used or planned where maximum speed for tilting trains exceeds
260 km/h.
limits I1CE,lim, dependent on speed V, specified in Table B.4.
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Table B.4 — Upper limits for cant deficiency for tracks with crossings in the outer rail and for
expansion devices I1CE,lim

V ≤ 230 km/h 115 mm Same as the normal limit in Table B.3
160 km/h < V ≤ 230 km/h 75 mm Same as the normal limit in Table B.3
Expansion devices
B.2.5 Cant excess E1
General upper limits for cant excess E1,lim are specified in Table B.5. These limits apply for the regular
Table B.5 — Upper limits for cant excess E1,lim

115 mm 155 mm
limits E1CE,lim, defined by Formula (B.1) and Table B.4:
E 1CE ,lim = I 1CE ,lim (B.1)
Requirements regarding changes in cant deficiency (B.2.6, B.2.9, B.2.12 and B.2.14) apply also for
changes in cant excess.
B.2.6 Length of cant transitions LD1 and transition curves in the horizontal plane LK1
— speed independent lower limits for lengths of transition curves LK1,lim are specified in Table B.6;
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 dD 
— upper limits for cant gradient  1  are specified in B.2.7;
 ds  lim
 dD 
— upper limits for rate of change of cant  1  are specified in B.2.8; and
 dt  lim
 dI 
— upper limits for rate of change of cant deficiency  1  are specified in B.2.9.
 dt  lim
Table B.6 — Lower limits for lengths of transition curves LK1,lim

20 m 0
 dD   dD 
For linear cant transitions and clothoids, cant gradient  1  , rate of change of cant  1  and rate
 ds   dt 
 dI 
of change of cant deficiency  1  can be calculated according to Formulae (B.2)-(B.4):
 dt 
dD1 ∆D1
= (B.2)
ds LD
dD1 V ∆D1
= ⋅ (B.3)
dt qV LD
dI 1 V ∆I 1
= ⋅ (B.4)
dt qV LK
where
ΔD1 is the change of cant over the length LD, as defined in normative Annex K,
ΔI1 is the change of cant deficiency over the length LK, as defined in normative Annex K,
qV = 3,6 (km/h)/(m/s).
Formula (B.4) assumes that any cant transition curve coincides with a transition curve, LK = LD, and
Formulae (B.2)-(B.4) assume that the mathematical properties are constant over this length. Otherwise,
the transition curves and the cant transitions shall be divided in parts (with constant properties) which
B.2.7 Cant gradient dD1/ds
 dD 
Upper limits for cant gradients  1  are specified in Table B.7.
 ds 
 dD1 
Table B.7 — Upper limits for cant gradients  
 ds  lim

V ≤ 50 km/h 2,55 mm/m 3,40 mm/m a
V > 50 km/h 2,55 mm/m
a According to EN 13848–5, a more restrictive limit for cant than the limit in Table B.2 can apply.
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B.2.8 Rate of change of cant dD1/dt
 dD 
Upper limits for rate of change of cant  1  for linear and nonlinear cant transitions are specified
 dt  lim
in Table B.8 and Table B.9, respectively.
 dD1 
Table B.8 — Upper limits for rate of change of cant   for constant cant gradients
 dt  lim

I ≤ 169 mm 50 mm/s 70 mm/s a
169 mm < I ≤ 190 mm 50 mm/s 60 mm/s
50 mm/s 60 mm/s
75 mm/s 100 mm/s
60 mm/s 70 mm/s
a Where I < 160 mm and dI/dt ≤ 70 mm/s, the exceptional limit for dD/dt may be raised to 85 mm/s.
b Currently, there are no lines in Europe used or planned where maximum speed for tilting trains exceeds
260 km/h.
 dD1 
Table B.9 — Upper limits for rate of change of cant   for nonlinear cant transitions
 dt  lim

V ≤ 300 km/h a
55 mm/s 80 mm/s b
b Where the absolute value of second derivative of cant with respect to time
(d2D/dt2) is less than 155 mm/s2 this limit may be raised.
B.2.9 Rate of change of cant deficiency dI1/dt
 dI 
Upper limits for rate of change of cant deficiency  1  for clothoids and for transition curves with
 dt  lim
non-constant gradients are specified in Table B10 and Table B.11, respectively.
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 dI 
Table B.10 — Upper limits for rate of change of cant deficiency  1  for clothoids
 dt  lim

I ≤ 165 mm 55 mm/s 105 mm/s
165 mm < I ≤ 190 mm 55 mm/s 95 mm/s
55 mm/s 75 mm/s
30 mm/s 55 mm/s
Tilting trains V ≤ 225 km/h (WG15–4)
105 mm/s 190 mm/s
80 mm/s
a Currently, there are no lines in Europe used or planned where maximum speed for tilting trains
exceeds 260 km/h.
 dI 
Table B.11 — Upper limits for rate of change of cant deficiency  1  for transition curves
 dt  lim
with non-constant gradients

100 mm/s 125 mm/s
30 mm/s 55 mm/s
105 mm/s 190 mm/s
100 mm/s 125 mm/s
a Currently, there are no lines in Europe used or planned
where maximum speed for tilting trains exceeds 260 km/h.
dI 1
dt
upper limit for abrupt change of cant deficiency ΔI1, as defined in B.2.12.
B.2.10 Length of constant cant between two linear cant transitions Li1
The lower limits for the length alignment elements Li1,lim are not gauge-dependent.
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All limits in 6.9 apply also for 1 520 mm and 1 524 mm gauges.
B.2.11 Abrupt change of horizontal curvature
for low speeds (sidings etc.) or at small deviations in alignment within a limited length. It is unavoidable
on at least one track of a turnout. In most other cases, transition curves should be used.
— upper limits for abrupt change of cant deficiency ΔI1,lim are specified in B.2.12;
— lower limits for length between two abrupt changes of curvature Lc1,lim in B.2.13;
— lower limits for length between two abrupt changes of cant deficiency Ls1,lim in B.2.14.
B.2.12 Abrupt change of cant deficiency ΔI1
An abrupt change of cant deficiency ΔI1 occurs where there is an abrupt change of curvature. A tangent
Annex K.
Upper limits for abrupt change of cant deficiency ΔI1,lim are specified in Table B.12.
Table B.12 — Upper limits of abrupt change of cant deficiency (ΔI1,lim)

V ≤ 60 km/h 115 mm 135 mm a
60 km/h < V ≤ 200 km/h 105 mm 130 mm
200 km/h < V ≤ 230 km/h 85 mm
230 km/h < V ≤ 360 km/h 25 mm b
a Where V ≤ 40 km/h and |I| ≤ 75 mm both before and after an abrupt change of curvature, the
exceptional limit for ΔI may be raised to 150 mm.
b The limit is aimed to be applicable for plain track. Currently, no turnouts are designed for higher
speeds in the diverging track than 230 km/h.
based on the principle of virtual transition, shall also conform to the upper limits specified in
Table B.12.
B.2.13 Length between two abrupt changes of horizontal curvature LC1
The lower limits for the length alignment elements LC1,lim are not gauge-dependent.
All limits in 6.12 apply also for 1 520 mm and 1 524 mm gauge.
B.2.14 Length between two abrupt changes of cant deficiency Ls1
The lower limits for the length alignment elements Ls1,lim are not gauge-dependent.
All limits in 6.13 apply also for 1524 mm gauge and are the same of Table B.13, however the conditions
with ΔI values, inside Table 20, are changed because ΔI values are gauge-dependent.
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Speed-dependent limits for the factor qs,lim (m·h/km) are specified in Table B.13.
Table B.13 — Lower limits of the factor qs,lim defining the minimum length between two tangent
points with abrupt changes of cant deficiency (Ls1,lim)
Exceptional
Normal limits
limits
V ≤ 70 km/h 0,20 0,10 a
70 km/h < V ≤ 100 km/h 0,20 0,15 b
100 km/h < V ≤ 360 km/h 0,25 0,19
B.2.15 Track gradients p1
The limits for track gradients are not gauge-dependent.

All limits in 6.14 apply also for 1 520mm and 1 524 mm gauge.
B.2.16 Vertical radius Rv1
The lower limits for vertical radius are not gauge-dependent.

B.2.17 Length vertical curves Lv1
The lower limits for length of vertical curves radius are not gauge-dependent.
B.2.18 Abrupt change of track gradient Δp1
The upper limits for abrupt change of track gradient are not gauge-dependent.
B.3 Requirements for a gauge of 1 668 mm

B.3.1 General
The limits defined in the following Subclauses B.3.2 to B.3.18 apply for tracks with a track gauge of
1 668 mm.
Base values are: e1 = 1 733 mm; B1 = 2 233 mm.
B.3.2 Radius of horizontal curve R1
The lower limit for horizontal radius is not gauge-dependent.

The lower limit in 6.1 applies also for 1 668 mm gauge.
B.3.3 Cant D1
Upper limits for cant D1,lim, independent of horizontal radius R1, are specified in Table B.14.
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Table B.14 — Upper limits for cant D1,lim
Normal
Exceptional limits
limits
General a 180 mm 205 mm b
Switches and crossings a 135 mm 185 mm
a Further requirements for the cant along platforms are defined in TSI INF.
b Cant exceeding 180 mm can cause freight load displacement and deterioration of passenger
comfort when a train stops or runs with low speed (high value of cant excess). On-track machines
and vehicles with special loads with a high centre of gravity can become unstable. Therefore, an
associated maintenance regime and other measures may be necessary (for example exclude certain
types of freight traffic, avoid trains regularly stopping on such a curve, etc).
Upper limit for cant D1R,lim, as a function of horizontal radius R1, is specified in Table B.15.
Table B.15 — Upper limit for cant D1R,lim as a function of horizontal radius R1

D1R ,lim =
(R − 50m) ⋅ 0,9mm/m
a This limit may be relaxed provided that measures are taken to ensure safety,
see EN 13848–5 or in the case of the diverging track of a turnout with an element of least 10m
length with constant cant on both side of the curve with small radius.
B.3.4 Cant deficiency I1
General upper limits for cant deficiency I1,lim are specified in Table B.16.
Table B.16 — Upper limits for cant deficiency I1,lim
Exceptional
Normal limits a
limits a
Non-tilting trains
V ≤ 220 km/h 175 mm 205 mm b
220 km/h < V ≤ 300 km/h 175 mm b
300 km/h < V ≤ 360 km/h 115 mm b
Tilting trains
80 km/h ≤ V ≤ 260 km/h c 315 mm 345 mm
a It is common practice to apply different limits for cant deficiency to different categories of
trains. It is assumed that every vehicle has been tested and approved according to the
procedures in EN 14363 in conditions covering its own range of operating cant deficiency
(denoted Iadm in EN 14363). Examples of local limits are shown in informative Annex H.
b Trains complying with EN 14363, equipped with a cant deficiency compensation system
other than tilt, may be permitted by the Infrastructure Manager to run with higher cant
deficiency values.
c Currently, there are no lines in Europe used or planned where maximum speed for tilting
trains exceeds 260 km/h.
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limits I1CE,lim, dependent on speed V, specified in Table B.17.
Table B.17 — Upper limits for cant deficiency for tracks with crossings in the outer rail and for
expansion devices I1CE,lim

Expansion devices
B.3.5 Cant excess E1
General upper limits for cant excess E1,lim are specified in Table B.18. These limits apply for the regular
Table B.18 — Upper limits for cant excess E1,lim

125 mm 170 mm
limits E1CE,lim, defined by Formula (B.5) and Table B.16:
E 1CE ,lim = I 1CE ,lim (B.5)
Requirements regarding changes in cant deficiency (B.3.6, B.3.9, B.3.12 and B.3.14) apply also for
changes in cant excess.
B.3.6 Length of cant transitions LD1 and transition curves in the horizontal plane LK1
— speed independent lower limits for lengths of transition curves LK1,lim are specified in Table B.19;
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 dD 
— upper limits for cant gradient  1  are specified in B.3.7;
 ds  lim
 dD 
— upper limits for rate of change of cant  1  are specified in B.3.8; and
 dt  lim
 dI 
— upper limits for rate of change of cant deficiency  1  are specified in B.3.9.
 dt  lim
Table B.19 — Lower limits for lengths of transition curves LK1,lim

20 m 0
 dD   dD 
For linear cant transitions and clothoids, cant gradient  1  , rate of change of cant  1  and rate
 ds   dt 
 dI 
of change of cant deficiency  1  can be calculated according Formulae (B.6)-(B.8).
 dt 
dD1 ∆D1
= (B.6)
ds LD
dD1 V ∆D1
= ⋅ (B.7)
dt qV LD
dI 1 V ∆I 1
= ⋅ (B.8)
dt qV LK
where
ΔD1 is the change of cant over the length LD, as defined in normative Annex K,
ΔI1 is the change of cant deficiency over the length LK, as defined in normative Annex K,
qV = 3,6 (km/h)/(m/s).
Formula (B.8) assumes that any cant transition curve coincides with a transition curve, LK = LD, and
Formulae (B.6)-(B.8) assume that the mathematical properties are constant over this length. Otherwise,
the transition curves and the cant transitions shall be divided in parts (with constant properties) which
B.3.7 Cant gradient dD1/ds
 dD 
Upper limits for cant gradients  1  are specified in Table B.20.
 ds  lim
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 dD1 
Table B.20 — Upper limits for cant gradients  
 ds  lim
Normal limits Exceptional limits a

V ≤ 50 km/h 2,65 mm/m 3,55 mm/m
V > 50 km/h 2,65 mm/m
a According to EN 13848–5, a more restrictive limit for cant than the limit in Table B.15 can apply.
B.3.8 Rate of change of cant dD1/dt
 dD 
Upper limits for rate of change of cant  1  for linear and nonlinear cant transitions are specified
 dt  lim
in Table B.21 and Table B.22, respectively.
 dD1 
Table B.21 — Upper limits for rate of change of cant   for constant cant gradients
 dt  lim

I ≤ 185 mm 55 mm/s 80 mm/s a
185 mm < I ≤ 208 mm 55 mm/s 65 mm/s
55 mm/s 65 mm/s
85 mm/s 105 mm/s
65 mm/s 80 mm/s
a Where I < 175 mm and dI/dt ≤ 80 mm/s, the exceptional limit for dD/dt may be raised to 95 mm/s.
b Currently, there are no lines in Europe used or planned where maximum speed for tilting trains exceeds
260 km/h.
 dD1 
Table B.22 — Upper limits for rate of change of cant   for nonlinear cant transitions
 dt  lim

V ≤ 300 km/h a
60 mm/s 85 mm/s b
b Where the absolute value of second derivative of cant with respect to time
(d2D/dt2) is less than 170 mm/s2 this limit may be raised.
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B.3.9 Rate of change of cant deficiency dI1/dt
 dI 
Upper limits for rate of change of cant deficiency  1  for clothoids and for transition curves with
 dt  lim
non-constant gradients are specified in Table B.23 and Table B.24, respectively.
 dI 
Table B.23 — Upper limits for rate of change of cant deficiency  1  for clothoids
 dt  lim

I ≤ 184 mm 60 mm/s 115 mm/s
184 mm < I ≤ 208 mm 60 mm/s 100 mm/s
60 mm/s 85 mm/s
30 mm/s 60 mm/s
115 mm/s 205 mm/s
90 mm/s
a Currently, there are no lines in Europe used or planned where maximum speed for tilting
trains exceeds 260 km/h.
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 dI 
Table B.24 — Upper limits for rate of change of cant deficiency  1  for transition curves
 dt  lim
with non-constant gradients

105 mm/s 135 mm/s
30 mm/s 60 mm/s
115 mm/s 205 mm/s
105 mm/s 135 mm/s
a Currently, there are no lines in Europe used or planned where maximum speed for tilting trains
exceeds 260 km/h.
dI 1
dt
upper limit for abrupt change of cant deficiency ΔI, as defined in B.3.12.
B.3.10 Length of constant cant between two linear cant transitions Li1
The lower limits for the length alignment elements Li1 are not gauge-dependent.
All limits in 6.9 apply also for 1 668 mm gauge.
B.3.11 Abrupt change of horizontal curvature
for low speeds (sidings, etc.) or at small deviations in alignment within a limited length. It is
unavoidable on at least one track of a turnout. In most other cases, transition curves should be used.
— upper limits for abrupt change of cant deficiency ΔI1,lim are specified in B.3.13;
— lower limits for length between two abrupt changes of curvature Lc1,lim in B.3.14;
— lower limits for length between two abrupt changes of cant deficiency Ls1,lim in B.3.15.
B.3.12 Abrupt change of cant deficiency ΔI1
An abrupt change of cant deficiency ΔI1 occurs where there is an abrupt change of curvature. A tangent
Annex K.
Upper limits for abrupt change of cant deficiency ΔI1,lim are specified in Table B.25.
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Table B.25 — Upper limits of abrupt change of cant deficiency (ΔI1,lim)

V ≤ 60 km/h 125 mm 150 mm a
60 km/h < V ≤ 200 km/h 115 mm 140 mm
200 km/h < V ≤ 230 km/h 95 mm
230 km/h < V ≤ 360 km/h 25 mm b
a Where V ≤ 40 km/h and |I| ≤ 85 mm both before and after an abrupt change of curvature, the
exceptional limit for ΔI may be raised to 170 mm.
b The limit is aimed to be applicable for plain track. Currently, no turnouts are designed for higher
speeds in the diverging track than 230 km/h.
based on the principle of virtual transition, shall also conform to the upper limits specified in
Table B.25.
B.3.13 Length between two abrupt changes of horizontal curvature LC1
The lower limits for the length alignment elements LC1,lim are not gauge-dependent.
B.3.14 Length between two abrupt changes of cant deficiency Ls1
The lower limits for the length alignment elements Ls1,lim are not gauge-dependent.
All limits in 6.13 apply also for 1668 mm gauge, however the conditions with ΔI values, inside Table 19,
are changed because ΔI values are gauge-dependent.
Speed-dependent limits for the factor qs,lim (m·h/km) are specified in Table B.26.
Table B.26 — Lower limits of the factor qs,lim defining the minimum length between two tangent
points with abrupt changes of cant deficiency (Ls1,lim)

V ≤ 70 km/h 0,20 0,10 a
70 km/h < V ≤ 100 km/h 0,20 0,15 b
100 km/h < V ≤ 360 km/h 0,25 0,19
B.3.15 Track gradients p1
The limits for track gradients are not gauge-dependent.

B.3.16 Vertical radius Rv1
The lower limits for vertical radius are not gauge-dependent.

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B.3.17 Length vertical curves Lv1
The lower limits for length of vertical curves radius are not gauge-dependent.
B.3.18 Abrupt change of track gradient Δp1
The lower limits for abrupt change of track gradient are not gauge-dependent.
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Annex C
(informative)
Supplementary information about shape and length of transition curves
C.1 General
The most common type of transition curve is the clothoid (sometimes approximated as a third degree
polynomial, a “cubic parabola”), where curvature changes linearly with chainage. If it coincides with a
cant transition, applied cant changes linearly with chainage. Hence, the cant gradient is constant along
the transition curve, but changes abruptly at the beginning and end of the transition curve.
However, there exist also other types of transition curves and cant transitions. The common
characteristic is that the abrupt change of cant gradient at a tangent point is eliminated. Hence, the
derivative of cant is continuous over a tangent point, but the second derivative of cant may change
abruptly.
For one of the transition curves/cant transitions, the Sine curve, also the second derivative of cant is
continuous over a tangent point, but the third derivative of cant changes abruptly.
Clause C.2 defines and presents some properties of the following transition curves and cant transitions:
— Clothoid;
— Helmert curve, also known as Schramm curve;
— Bloss curve;
— Cosine curve;
— Sine curve, also known as Klein curve.
Clause C.3 describes further analysis of the behaviour of a rigid vehicle on cant transitions – a track
alignment taking into account the mass centre and the roll motion of a vehicle.
C.2 Definitions and properties of different transition curves and cant transitions
C.2.1 Definitions
In this clause, it is assumed that transition curve and the cant transition are of the same type and
coincide. Hence, length of the cant transition ( LD ) equals the length of the transition curve ( LK ). Cant
and curvature follow the same type of mathematical function, hence only the formula for cant is
presented in Table C.1.
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Table C.1 — Definitions of cant transitions (and transition curves)
Type of cant transition (and transition Mathematical function for cant

curve)
Linear (Clothoid) s
D ( s=) D1 + ⋅ ∆D
LD
Helmert curve (Schramm curve)  s 

2
First half: D ( s=
) D1 + 2 ⋅   ⋅ ∆D
 LD 
 
2
s  
Second half: D ( s=
) D1 +  1 − 2 ⋅  1 −   ⋅ ∆D

 LD 
 
Bloss curve 
2
s   s 
D ( s=
) D1 +  3 − 2 ⋅  ⋅   ⋅ ∆D
 LD   LD 
Cosine curve 1  π ⋅s 
D ( s=) D1 + ⋅  1 − cos  ⋅ ∆D
2  LD 
Sine curve (Klein curve)  s 1 2⋅π ⋅ s 

D ( s=) D1 +  − ⋅ sin  ⋅ ∆D
 LD 2 ⋅ π LD 
C.2.2 Properties
Peak values for first, second and third derivatives of cant (with respect to chainage), are presented in
Table C.2. Cant and curvature follow the same type of mathematical function, hence only the derivatives
for cant is presented in Table C.2. To calculate derivatives with respect to time, the first derivate shall be
multiplied with speed (in metre per second), the second derivative shall be multiplied with speed in the
power of two and the third derivative shall be multiplied with speed in the power of three. Table C.2
also presents approximate values (based on the small angle approximation) for the lateral shift which is
created when a transition curve is inserted between two elements of constant curvature.
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Table C.2 — Certain properties for cant transitions and transition curves
Type of cant transition First derivate Second derivate Third derivate Lateral shift
(and transition curve) of cant of cant of cant (approximate)
Linear (Clothoid) ∆D Infinite Infinite LK 2 1 1
⋅ −
LD 24 R1 R2
Helmert curve (Schramm ∆D ∆D Infinite LK 2 1 1
curve) 2⋅ 4⋅ ⋅ −
LD LD 2 48 R1 R2
Bloss curve 3 ∆D ∆D Infinite LK 2 1 1
⋅ 6⋅ ⋅ −
2 LD LD 2 40 R1 R2
Cosine curve π ∆D π 2 ∆D Infinite LK 2 1 1
⋅ ⋅ ⋅ −
2 LD 2 LD 2 42,23 R1 R2
Sine curve (Klein curve) ∆D ∆D ∆D LK 2 1 1
2⋅ 2⋅π ⋅ 4 ⋅π 2 ⋅ ⋅ −
LD LD 2 LD 3 61,21 R1 R2
The shape of the function for cant and curvature, and their derivatives are illustrated in Figures C.1-C.7
(where l is either LD or LK ).
Key
1 cant and curvature
2 first derivative
3 second derivative (infinite)
Figure C.1 — Clothoid with linear cant transition — Normalized cant and curvature in the
horizontal plane, normalized derivatives
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Key
2 first derivative
3 second derivative
4 third derivative (infinite)
Figure C.2 — Helmert (Schramm) transition — Normalized cant and curvature in the horizontal
plane, normalized derivative
Key
2 first derivative
3 second derivative
Figure C.3 — Bloss transition — Normalized cant and curvature in the horizontal plane,
normalized derivatives
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Key
2 first derivative
3 second derivative
Figure C.4 — Cosine transition — Normalized cant and curvature in the horizontal plane,
Key
2 first derivative
3 second derivative
4 third derivative
5 fourth derivative (infinite)
Figure C.5 — Sine (Klein) transition — Normalized cant and curvature in the horizontal plane,
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Key
1 clothoid with linear cant transition
2 Helmert (Schramm) transition
3 Bloss transition
4 cosine transition
5 sine (Klein) transition
Figure C.6 — Dimensionless first derivatives
Key
1 clothoid with linear cant transition (infinite)
2 Helmert (Schramm) transition
3 Bloss transition
4 cosine transition
5 sine (Klein) transition
Figure C.7 — Dimensionless second derivatives
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C.3 Further aspects that may be considered for a progressive track alignment
design
C.3.1 Background
In conventional track alignment, lateral acceleration and lateral jerk is taken into account for a point at
track level (proportional to cant deficiency and rate of change of cant deficiency). When the vehicle
body is exposed to roll motions generated by cant gradients, lateral acceleration and lateral jerk for the
mass centre of the vehicle is slightly different.
If cant is applied by raising one rail above the level of the vertical profile and keeping the other rail on
the same level as the vertical profile, there will also be a minor influence on the vertical acceleration of
the mass centre of the vehicle. This effect can be eliminated by raising one rail and lowering the other
rail in the same proportion.
C.3.2 Progressive track alignment design
C.3.2.1 General
Lateral acceleration and lateral jerk are here described for a rigid vehicle travelling along a track
without flexibility. Roll motions generated by cant gradients can be quantified, and also their influence
on lateral motions of the mass centre at the assumed height h above track level.
Therefore, the transition curve in the horizontal projection acquires a shape to compensate for the
lateral displacement of the mass centre due to roll motions. A continuous function can be achieved for
the non-compensated lateral acceleration at the height h .
Track alignment starts with a specified function for the total non-compensated lateral acceleration at
the alignment design height h . The total non-compensated lateral acceleration at the height h , the
Froude-angle β Q (see C.3.2.4) and the equilibrium cant follow the same function as the cant, which has
an influence on the shape in the horizontal projection of the track centre line. The method remains the
same for “out-swinging” transition curves, which start with a slight reverse curvature.
Where cant is constant, all geometric criteria remain unchanged relative to the normative part of the
text.
C.3.2.2 Angular acceleration around roll axis
Angular acceleration α around roll axis is proportional to the second derivative (with respect to time)
of cant. If expressed in the unit radians/s2, it can be calculated by dividing the second derivative of cant
with the distance between the nominal centre points of the two contact patches of a wheelset ( e ). In
Formula (C.1), e = 1500 mm for 1435 mm gauge. For other gauges, see normative Annex B.
d 2D α
= (C.1)
2
ds e ⋅ qV 2
where
qV = 3,6 km/h/(m/s)
As a limit for roll acceleration α lim ≈ 0,1 rad/s2 can be chosen. Together with limited non-compensated
lateral and vertical acceleration, this limits acceleration field everywhere within the vehicle.
C.3.2.3 Angular jerk around roll axis
Angular jerk α around roll axis is proportional to the third derivative (with respect to time) of cant. If
expressed in the unit radians/s3, it can be calculated by dividing the third derivative of cant with the
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distance between the nominal centre points of the two contact patches of a wheelset ( e ). In
Formula (C.2), e = 1 500 mm for 1 435 mm gauge. For other gauges, see normative Annex B.
d 3D α
= (C.2)
3
ds e ⋅ qV 3
where
qV = 3,6 km/h/(m/s)
This condition does not permit jumps in the second local derivative of cant, nor, if proportionality
between horizontal curvature and cant, in the second local derivative of curvature either. As a limit for
roll jerk α lim ≈ 0,2 rad/s3 can be chosen.
C.3.2.4 Non-compensated lateral acceleration
An additional term for lateral acceleration for a mass centre of a rigid vehicle can be calculated by
multiplying the angular acceleration around roll axis with the assumed height h of the mass centre
above track level.
The angle β Q between the normal to the track plane and the resultant non-compensated lateral
acceleration in the car body ( aQ ) represents a dimensionless W. Froude number defined for all track
guided systems and shall be limited everywhere along the track. In Formula (C.3), e = 1 500 mm for
1 435 mm gauge. For other gauges, see normative Annex B.
2
aQ 1  h d 2D   V  D aQ lim I lim
βQ = = ⋅κ H + ⋅  ⋅  − ≤ = (C.3)
g g  e ds 2   qV  e g e
where
qV = 3,6 km/h/(m/s) and
κH is horizontal curvature (1/m)
The limit for cant deficiency is specified in 6.3, Tables 7 and 8.

Outside a cant transition, e.g. if cant is constant as normally in a circular curve, the second derivative of
cant in Formula (C.3) disappear. Hence, equation and condition are reduced to the formulae in the main
body of this European Standard.
C.3.2.5 Non-compensated lateral jerk
An additional term for lateral jerk for a mass centre of a rigid vehicle, can be calculated by multiplying
the angular jerk around roll axis with the assumed height h of the mass centre above track level. In
Formula (C.4), e = 1 500 mm for 1 435 mm gauge. For other gauges, see normative Annex B.
 2 
dβ Q 1 daQ  1  dκ H h d 3D   V  1 dD  V 1  da Q  1  dI 
= ⋅ = ⋅ + ⋅  ⋅  − ⋅ ⋅ ≤ ⋅  
 = ⋅  (C.4)
dt g dt  g  ds e ds 3   qV  e ds  qV g  dt  e  dt  lim
    lim
where
qV = 3,6 km/h/(m/s) and
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dκ H is the derivate of horizontal curvature with respect to chainage (1/m2)

ds
The limit for rate of change of cant deficiency is specified in 6.8, Table 16.
C.3.2.6 Vertical acceleration and vertical jerk
The local vertical acceleration normal to the horizontal plane is the only kinematic criterion identical to
that of the normative part of this European Standard. Limits for vertical acceleration may be derived
from 6.15, Table 23.
For improved comfort, especially if high vertical accelerations are permitted at certain locations, the
vertical jerk normal to the horizontal plane can be limited by using vertical transition curves. Then jerk
field is limited everywhere within the vehicle.
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Annex D
(informative)
Constraints and risks associated with the use of exceptional limits
For certain parameters, this European Standard also specifies exceptional limits less restrictive than
normal limits, which represent the least restrictive limits applied by any European railway.
For those parameters, the use of values above limits up to the exceptional limits results in a reduced
level of comfort for the passengers and can lead to higher track maintenance costs. Therefore,
unnecessary use of those values should be avoided.
It is permissible to use the exceptional limits specified in this standard if use of the limits incurs
unacceptable costs in achieving the desired speed. However, every effort should be made to design the
alignment with substantial margin to the limits.
The exceptional limits for cant deficiency are only acceptable for certain designs of vehicles and even
then, it will lead to lower comfort levels for the passengers and almost certainly higher maintenance
costs.
Switches and crossings are more susceptible to the dynamic influences at higher speeds especially
within curved layouts and, therefore, the consequences of using values close to exceptional limits are
greater than in comparable conditions of the plain track.
Due to the constructional complexity of switch and crossing units, the economic consequences of using
high dynamic values or not optimizing the design become very important.
Increased wear on track components causes more rapid deterioration of track quality, increases track
maintenance, and could result in poor reliability of track installations.
The constraints and risks associated with the use of design values close to the exceptional limits are
dependent upon the types of vehicles using the track and the traffic density.
The interaction between the vehicles and switch and crossing layouts, or other alignment
configurations with abrupt change of cant deficiency is complex. Currently there are no international
specifications for the homologation of vehicles for such conditions and for very small horizontal radii.
In horizontal curves with very small radii, the following factors could also have an increased influence
on the derailment risk for different vehicles:
— lubrication conditions at the wheel-rail interface;
— stiffness of primary and secondary suspension;
— longitudinal forces within the train consist;
— entry angle at the switch toe.
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Annex E
(informative)
Evaluation of conditions at the toe of a switch
E.1 General
EN 13232-3 specifies speed-dependent upper limits for the angle of attack α (angle between the wheel
and the rail).
For plain track in front of a switch, EN 13232-3 defines the angle of attack as a sum of three terms:
— ψ1 which is due to the play in the roller bearings and primary suspension (vehicle dependent);
— ψ2 which is due to the play between the wheels and the rails (depending on gauge widening, wheel
profiles and wheel base);
— ψ3 which is due to the horizontal alignment (depending on wheel base and horizontal curvature).
For switches, there is an entry angle θ at the tip of the switch. The entry angle is especially large for
intersecting switches. EN 13232-3 specifies upper limits for the entry angle.
Where there is a horizontal curve in front of a switch, in the same direction as the switch radius,
Formula (E.1) applies:
a=θ +ψ 1 +ψ 2 +ψ 3 (E.1)
Consequently, the horizontal alignment in front of a switch tip should generate an angle ψ3 according to
Formula (E.2):
ψ 3 ≤ a lim − θ −ψ 1 −ψ 2 (E.2)
E.2 Method based on effective radius

The cant deficiency for the effective radius at the switch toe (Rs may be used as to define permissible
speed over the diverging track in an intersecting switch. The effective radius at a switch toe, when the
switch is placed on a straight track, is obtained by considering the offset between the toe and chord
equal to the distance between bogie centres (Lb) as a versine (v), see Figure E.1. The effective radius at
the switch toe is defined according to Formula (E.3):
Lb 2
Rs = (E.3)
8⋅v
where
Rs, Lb and v are in metres.
The length of chord Lb is usually equal to the shortest distance between the bogie centres of passenger
coaches operating over a route or railway (see informative Annex M).
If the switch is placed in a curved track of radius RI, then the effective radius at the switch toe (R's) is
defined according to Formula (E.4) or (E.5):
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— when the switch toe is of type inside curved switch;
RS ⋅ R I
R' S = (E.4)
RS + R I
— when the switch toe is of the type outside curved switch;
RS ⋅ R I
R' S = (E.5)
RS − R I
NOTE 1 An inside curved switch is always of similar flexure, while an outside curved switch may be considered
of similar flexure (Rs > RI), contra flexure (Rs < RI), or straight (Rs = RI).
The equivalent cant deficiency Is can be calculated according to Formula (E.6) or (E.7):
— for a switch placed on a straight
V2
IS C
= −D (E.6)
RS
— for a switch placed on a curve
V2
IS C
= −D (E.7)
R' S
where
C = 11,8 mm∙m∙h2/km2 and
D is the cant (mm), which can be either positive or negative.
NOTE 2 Negative values for Is can occur, indicating cant excess.
With this method an upper limit of 125 mm is used for the absolute value of Is.
The virtual rate of change of cant deficiency for the effective radius at the switch toe is not taken into
consideration when determining the maximum permissible speed over the diverging track in switch
and crossing layouts.
Key
1 switch toe
Figure E.1 — Parameters for calculating the effective radius at a switch toe
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Annex F
(informative)
Design considerations for switch and crossing units
F.1Examples of common switch and crossing units

Certain common types of turnouts are shown in Figures F.1 to F.4.
Key
X chainage
Y curvature
Figure F.1 — Rails and horizontal curvature for the diverging track of a natural turnout with
curved common crossing
Key
X chainage
Y curvature
Figure F.2 — Rails and horizontal curvature for the diverging track of a natural turnout with
straight common crossing
Characteristic for a natural turnout is the constant radius through the switch panel and the closure
panel.
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Key
X chainage
Y curvature
Figure F.3 — Rails and horizontal curvature for the diverging track of a circular curve turnout
(composite turnout) with straight common crossing
Characteristics for a circular curve turnout are a constant radius through the switch panel and another
constant radius (smaller or larger) through the closure panel.
Key
X chainage
Y curvature
Figure F.4 — Rails and horizontal curvature for the diverging track of a transitioned turnout
with straight common crossing
Characteristic for a transitioned turnout is the use of transition curves with increasing and/or
decreasing curvature. Due to geometrical constraints, there will always be an abrupt change of
curvature at the tip of the switch blades. Certain transitioned turnouts also have an abrupt change of
curvature at the end of the turnout. The length of the circular portion of the curve may be zero. Also the
length of the straight at the end of the turnout may be zero, in that case the common crossing will be
curved.
In a turnout with a curved diverging track through the crossing panel, as in Figure F.1, the crossing,
check rail, and other components are subjected to higher forces due the cant deficiency on the diverging
track. The alignment of the diverging track through the crossing panel of a turnout should, wherever
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possible without introducing additional abrupt changes of curvature, be straight, as shown in

Figures F.2 to F.4.
The criteria for abrupt change of curvature, abrupt change of cant deficiency and rate of change of cant
deficiency are defined in Clause 6.
F.2Use of diamond crossings, diamond crossings with slips and tandem turnouts
The use of diamond crossings, diamond crossings with slips, and tandem turnouts in tracks with high
speeds, or high axle loads should be avoided. The accumulation of discontinuities in the running plane
increases the dynamic wheel/rail forces and, consequently, higher maintenance costs are incurred.
F.3Switch and crossing units on, or near, under-bridges

When the expandable length of a bridge deck is greater than 30 m to 40 m, switch and crossing units
should not be installed in lengths of track affected by movements at the expansion joint in the bridge
deck. If this is unavoidable, a detailed analysis of the interaction between the bridge structure and the
switch and crossing unit should be carried out. The use of switch and crossing units across expansion
joints in bridge decks is normally not possible. Over massive viaducts, without moveable bearings, no
such restrictions have to be taken into consideration.
F.4Abutting switch and crossing units

When switch and crossing units are to follow each other, the distance between units should be such
that:
— the switch and crossing units are of nominal lengths, and a practical length of rail can be installed
between the two switch and crossing units;
— the bearers of the first switch and crossing unit do not interfere with bearers of the next switch
and crossing unit;
— distances between the bearers and sleepers (where used) are within the tolerances in the
appropriate track design standard.
The criteria for distances between abrupt change of curvature and abrupt change of cant deficiency are
defined in Clause 6.
F.5Switch and crossing units on horizontal curves

Ideally, switch and crossing units should be placed on straight through tracks.
Where a switch and crossing unit is placed on a horizontal curve, the bending of the components to
1 1
match the curvature of the firstly designed track ( ), the curvature of the second track ( ) is
RI R II
1
affected. The exact value the curvature of the second track ( ) depends on the principles for
R II
lengthening and shortening the rails on the closure panel. An approximate estimation of the curvature
1
of the second track ( ) is based on the superposition of curvatures (according to the small angle
R II
approximation). Formula (F.1) is applicable for an inside curved switch and crossing unit and
Formula (F.2) is applicable for an outside curved switch and crossing unit:
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1 1 1
≈ + (F.1)
R II R I R0
1 1 1
≈ − (F.2)
R II R I R0
where
1 is the curvature (m−1) of the diverging track of the switch and crossing unit in the version
R0 for straight track
1 1 1
NOTE 1 For transition curves, , and are the magnitudes of the local curvatures.
R0 R I R II
NOTE 2 An inside curved switch and crossing unit is of similar flexure. An outside curved switch and crossing
1 1 1 1 1 1
unit can be of similar flexure ( > ), straight ( = ) and/or contra flexure ( < ).
R I R0 R I R0 R I R0
(See also EN 13232–1 for definitions.)
1
The approximate estimation of the magnitude of the curvature is useful for checking the criteria for
R II
horizontal radius, cant deficiency, cant excess, and distances between abrupt changes of curvature and
distances between abrupt changes of cant deficiency according to Clause 6. It should not be used in the
alignment calculation for setting-out data.
F.6Switch and crossing units on canted track

Where a switch and crossing unit is used on a canted track, the influence of the cant on track distance
and deflection angle at the last bearer (as quantified in the horizontal plane) may be taken into
consideration. A correction factor fD, applicable both to track distance and tangent for deflection angle
at the last bearer is defined by Formula (F.3):
  D 
f D = cos  arcsin    (F.3)
  e 
where
D is cant at the last bearer and
e is the distance between the nominal centre points of the two contact patches of a wheelset
(e.g. about 1 500 mm for track gauge 1 435 mm).
The use of switch and crossing units in tracks with cant gradients should be avoided. The torsional
stiffness of a turnout depends upon characteristics such as rail profile and type of crossing.
Furthermore, there is a considerable variation between the torsional stiffness of a switch panel and a
crossing panel. The situation is more complex if the start and/or end of a cant gradient is within the
length of the switch and crossing unit. A detailed analysis should be carried out to establish the
feasibility of using a switch and crossing unit on a cant gradient.
F.7Vertical alignments and switch and crossing units

Where a switch and crossing unit is used on a track gradient, the influence of the gradient on the length
of the unit and deflection angle at the last bearer (as quantified in the horizontal plane) may be taken
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into consideration. A correction factor fL, applicable to longitudinal distance, and a correction factor fp,
applicable to tangent for deflection angle at the last bearer are defined by Formulae (F.4)-(F.5).
f L = cos ( arctan ( p ) ) (F.4)
1
fp = (F.5)
cos ( arctan ( p ) )
where
p is the track gradient
Within the central area of a crossover, the vertical alignments of all tracks shall enable the rails to be in
the same running plane.
For a canted common crossing, there will be a significant correction term for the track levels at the last
bearer, defined by Formula (F.6) for an outside curved switch and crossing unit and Formula (F.7) for
an inside curved switch and crossing unit:
D
∆z =∆y ⋅ (F.6)
e
D
∆z = −∆y ⋅ (F.7)
e
where
Δz is the correction term for track levels (m),
Δy is the track distance for a non-canted last bearer (m),
D is cant at the last bearer (mm) and
(e.g. about 1 500 mm for track gauge 1 435 mm).
For a canted common crossing, there will also be a significant correction term for the track gradients at
the last bearer, defined by Formulae (F.8)-(F.11):
D dy ∆y dD
∆p = ⋅ + ⋅ (F.8)
e ds e ds
D dy ∆y dD
∆p = ⋅ − ⋅ (F.9)
e ds e ds
D dy ∆y dD
∆p = ⋅ + ⋅ (F.10)
e ds e ds
D dy ∆y dD
∆p = ⋅ + ⋅ (F.11)
e ds e ds
where
Δp is the correction term for track gradients (-),
Δy is the track distance for a non-canted last bearer (m),
D is cant at the last bearer (mm),
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dy is tangent for the deflection angle (for an non-canted last bearer),

ds
dD is cant gradient (-), and
ds
e = 1 500 mm
Formula (F.8) is applicable for a facing outside curved turnout and a trailing inside curved turnout, on a
cant transition with increasing cant.
Formula (F.9) is applicable for a facing outside curved turnout and a trailing inside curved turnout, on a
cant transition with decreasing cant.
Formula (F.10) is applicable for a facing inside curved turnout and a trailing outside curved turnout, on
a cant transition with decreasing cant.
Formula (F.11) is applicable for a facing inside curved turnout and a trailing outside curved turnout, on
a cant transition with increasing cant.
Due to the cone effect, the vertical bending of the track components does not correspond to the vertical
curvature in the profiles of the two tracks. To calculate the bending curvature, perpendicular to the
track plane a correction term is defined by Formula (F.12):
1 D 1
∆ = ⋅ (F.12)
Rv e R
where
1 is the correction term for vertical bending curvature (m−1),

∆
Rv
D is cant (mm),
R is the horizontal radius (m), and
(e.g. about 1 500 mm for track gauge 1 435 mm)
1 1
For a concave vertical curve, the correction term ∆ is added to vertical curvature of the vertical
Rv Rv
1
profile of the track, while for a convex vertical curve, the correction term ∆ is subtracted from
Rv
1
vertical curvature of the vertical profile of the track. The correction may be taken into account
Rv
when applying the criteria for vertical radius in 6.15.
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Annex G
(informative)
Examples of applications
G.1 General
This annex presents examples of applications of rules and limits in this standard. The purpose of the
examples is to clarify the application of certain normative rules. However, all rules and limits in
Clause 6 apply.
G.2 Example of crossover on horizontal curve

Figure G.1 illustrates the rails and the curvature of a crossover between two through tracks.
Key
X chainage
Y curvature
1 curvature function for the diverging track
2 tangent point with abrupt change of curvature
4 intermediate element
7 fixed common crossing, non-continuous rail in the through track
8 fixed common crossing, non-continuous rail in the diverging track
9 fixed common crossing, non-continuous rail in the diverging track
10 fixed common crossing, non-continuous rail in the through track
Figure G.1 — Rails in the horizontal plane and curvature function for the diverging track in the
crossover, turnouts with originally curved common crossings
Requirements for abrupt change of cant deficiency ΔI apply for tangent point 2, 3, 5 and 6.
Requirements for intermediate element Ls apply for the length of element 4.
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The requirements regarding cant deficiency for non-continuous rails ICE apply for fixed common
crossings at locations 7 and 9.
The requirements regarding cant excess for non-continuous rails ECE apply for a fixed common crossing
at location 10.
For a fixed crossing at location 8, the sign of the curvature decides whether ICE,lim or ECE,lim applies:
— if the crossing is on the outer rail of the diverging track, ICE,lim applies; and
— the diverging track is straight, or the crossing is on the inner rail of the diverging track, ECE,lim
applies.
If at least one radius is less than 213 m, the buffer locking criterion according to normative Annex N
shall be checked.
G.3 Example of bi-linear cant transition

Figure G.2 illustrates a bi-linear cant transition. The dotted lines represent the level of the left rail
compared to the level of the right rail. (A common type of bi-linear cant transition is the cant transition
on a reverse curve.)
Key
X chainage
Y level of left rail compared to right rail
1 constant cant
2 tangent point for cant
3 constant cant gradient
7 constant cant
Figure G.2 — Level of left rail compared to right rail on a bi-linear cant transition
Since the cant gradient on the first part of the transition (3), is not the same as on the second part (5),
the two different parts shall be evaluated separately.
The first part includes the change of cant ΔD from tangent point 2 to tangent point 4, and the
corresponding length LD between those two points.
The second part includes the change of cant ΔD from tangent point 4 to tangent point 6, and the
corresponding length LD between those two points.
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The same principle also applies where tangent point 4 has a cant value other than zero.
dD
The change of cant ΔD and the length LD are used in the calculation of cant gradient and rate of
ds
dD
change of cant .
dt
dI
The same principle applies for the evaluation of rate of change of cant deficiency .
dt
G.4 Example where a cant transition is designed without a coinciding transition

curve
Figure G.3 illustrates an example where a cant transition is designed without a coinciding transition
curve. The solid lines represent cant, and the dotted lines represent curvature. (The layout may be
arranged after a canted turnout where there is not space for a transition curve in the diverging track
after the last bearer, which can be assumed to be placed at tangent point 3 in the figure).
Key
X chainage
Y cant and curvature, respectively
1 constant cant
2 constant curvature
10 constant cant
Figure G.3 —Cant and curvature for a layout where a cant transition is not coinciding with a
transition curve
The cant transition has constant properties from tangent point 4 to tangent point 9. Therefore, change
of cant ΔD can be calculated from tangent point 4 to tangent point 9, and the corresponding length LD
between those two points.
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dD
The change of cant ΔD and the length LD are used in the calculation of cant gradient and rate of
ds
dD
change of cant .
dt
The requirements regarding abrupt change of cant deficiency ΔI apply for tangent points 3 and 6.
Cant excess and cant deficiency shall be checked at all local maxima, i.e. along the constant curvature 2,
at tangent point 4, immediately before and after tangent point 6 and immediately after tangent point 9.
G.5 Example of substandard transition curve

Figure G.4 illustrates the curvature of a transition curve located near an abrupt change of curvature.
Key
X chainage
Y curvature
2 tangent point for transition curve
3 tangent point for transition curve
Figure G.4 —Curvature function where a transition curve is located near an abrupt change of
curvature
If the transition curve from tangent point 2 to tangent point 3 fulfils the requirement with respect to
dI
rate of change of cant deficiency , there is no requirement for the length Ls for the intermediate
dt
element from tangent point 3 to tangent point 4. (For a turnout partly or fully placed on a transition
curve, tangent point 4 may be located even between tangent point 2 and tangent point 3.)
However, if the transition curve does not fulfil the requirement with respect to rate of change of cant
dI
deficiency , the upper limit for abrupt change of cant deficiency ΔIlim applies for the change of cant
dt
deficiency from tangent point 2 to tangent point 3. Furthermore, the requirements for the length
between abrupt changes of curvature Ls apply for the length of the intermediate element from tangent
point 3 to tangent point 4. Alternatively, the total change of cant deficiency from curvature 1 to
curvature 5 shall be less than the limit for abrupt change of cant deficiency ΔIlim.
In all cases, the upper limit for abrupt change of cant deficiency ΔIlim applies for the change of cant
deficiency at tangent point 4.
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shall be checked.
The principles apply also for cases where the alignment element from tangent point 3 to tangent point 4
is a circular curve.
G.6 Example where several alignment elements forms an intermediate length

Figure G.5 illustrates the curvature where the two intermediate elements together fulfil the length
requirement of an intermediate element. The situation is common for crossovers where one or both
turnouts are placed on horizontal curves.
Key
X chainage
Y curvature
Figure G.5 —Curvature function where a two short elements together fulfils the requirement for
an intermediate element
The total length from tangent point 2 to tangent point 6 may be used for the evaluation of the Ls
requirement, provided that:
— the change of cant deficiency from curvature 1 to curvature 5 does not exceed the upper limit for
abrupt change of cant deficiency ΔIlim; and
— the change of cant deficiency from curvature 3 to curvature 7 does not exceed the upper limit for
abrupt change of cant deficiency ΔIlim.
shall be checked.
The principles apply also for cases where an intermediate alignment elements is a transition curve,
dI
provided that rate of change of cant deficiency does not exceed the upper limit.
dt
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Annex H
(informative)
Examples of local limits for cant deficiency
In Europe, it is common practice to apply different limits for cant deficiency to different categories of
trains. It is assumed that every vehicle has been tested and approved according to the procedures in
EN 14363 in conditions covering its own range of operating cant deficiency. Table H.1 shows certain
examples of local limits for cant deficiency.
Table H.1 — Certain examples of limits for cant deficiency for 1435 mm gauge
Train categories / line categories Limits

France and Belgium (for speed above 300 km/h) 80 mm
Category A vehicles in Italy 92 mm
Austria, Czech Republic, Sweden and Spain (freight vehicles, old
100 mm
passenger coaches)
Freight vehicles in UK 110 mm
Category B vehicles in Italy. Freight vehicles in Switzerland 122 mm
Passenger vehicles in Austria and Czech Republic. Freight vehicles in
Germany and France. Passenger and freight vehicles in Belgium. 130 mm
Freight vehicles and certain passenger vehicles in Denmark
Norway and Spain a. Passenger vehicles in Czech Republic, Denmark,
150 mm
Germany, Switzerland and UK
Category C vehicles in Italy. Passenger and certain freight vehicles in
153 mm
Sweden
Passenger vehicles in Portugal a 155 mm
Normal passenger trains and light freight trains in France. Certain
160 mm
passenger vehicles in Denmark and Norway.
Certain vehicles in France 180 mm
Tilting trains in Sweden 245 mm
Tilting trains in Czech Republic 270 mm
Tilting trains in Italy, Norway, Portugal a and Switzerland 275 mm
Tilting trains in Germany and UK 300 mm
a For Portugal and Spain, the limits here are expressed as an equivalent limit for 1 435 mm
gauge.
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Annex I
(informative)
Considerations regarding cant deficiency and cant excess
I.1 Introduction
The correct contact between wheels and rails is necessary to maintain safe operation (see EN 14363).
Three main causes of failure are:
— wheel climb;
— vehicle overturning; and
— exceeding the lateral strength limit of a track under loading (Prud'homme limit),
These causes are related to cant deficiency and cant excess, as well as curve radius and twist
(see EN 13848-1 and EN 13848-5).
I.2 Cant deficiency

The lateral forces in the wheel/rail interface may be divided into two components:
— the quasi-static forces, which are related to horizontal radius, cant deficiency and axle load;
— the dynamic forces, which are related to track quality, stiffness variations, vehicle characteristics
and speed.
Vehicles with special mechanical characteristics (low axle load, reduced unsprung masses, low roll
coefficient), may be allowed to operate over higher cant deficiencies than conventional rolling stock.
For considerations regarding comfort for passengers, see informative Annex J.
I.3 Cant excess

Cant excess results in higher quasi-static vertical forces on the low rail. Lateral wheel/rail forces on the
low rail increase with vertical wheel/rail forces. At high value of cant excess, wheelsets are displaced
closer to the inner rail. The rolling radius difference will not fit the difference in rolling distance for left
and right wheel, which leads to rail corrugation. Consequently, rail wear and forces on the fastening
system can increase.
Cant excess also influence the wheel climb criterion.
I.4 Wheel climb criterion

Wheel climb is a derailment caused by the fact that a wheel, usually the wheel tread on the outer rail of
a curve, leaves the rail head and rises above it. The wheel/rail interface is governed by friction forces,
Y
and the derailment mode is characterized by the ratio, where Y is the lateral wheel/rail force and Q
Q
the vertical wheel/rail force on the wheel.
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Small radius, high cant (high cant excess), track twist and high friction in the wheel/rail interface
increase the risk for wheel climb.
I.5 Vehicle overturning

Overturning conditions result when a vehicle at high cant deficiency initiates a rotation around the
outer rail. The determining criterion for this risk is the vertical wheel/rail force on the inner rail. The
likelihood of this type of event occurring with non-tilting vehicles is small since the upper limits for cant
deficiency is small, due to the fact that the limit of the lateral track shift forces is usually reached at
lower cant deficiency values.
However, for tilting train operation, the combination of lateral inertia forces and the forces generated
from cross wind can result in zero vertical forces of the inner wheels.
EN 14363 describes the necessary procedure and the limits for the defined so-called “Overturning
criterion”.
Specifications for the influence of cross wind are in EN 14067-6 and in the TSI INF, and characteristic
wind curves are defined in the High-Speed Rolling Stock TSI.
I.6 The lateral strength of a track under loading (Prud'homme limit)

If lateral (quasi-static and dynamic) wheel/rail forces are too high, the forces will cause permanent
lateral displacements of the track. These track geometrical defects will grow with traffic. This process
can lead to the derailment of a vehicle.
This limit of the lateral track strength is expressed in the form of the Prud'homme limit which
corresponds to the upper limit for the various types of track tested.
Since the Prud'homme limit applies to freshly-tamped track, temporary speed restrictions can be
applied during the track consolidation period.
Track components (rail profile, type of sleeper, type of fastening, ballast characteristics) and other
factors as track consolidation after tamping, thermal forces in rails, proximity of two wheelsets,
dynamic vertical wheel/rail forces) influence the resistance to lateral track displacement.
I.7 Cant deficiency at switch and crossing layouts on curves

Because of the constructional discontinuities in the running edge at the switches and the influences of
the check rails or wing rails at the crossing nose, the dynamic behaviour and the peak values of the
lateral wheel/rail forces are higher than in the plain track. These situations can be critical when the
switch and crossing layouts are installed in tracks with high cant deficiencies.
Despite the lower axle loads of tilting trains, the level of such peak forces can be higher, since the speed
is higher than for conventional trains. In order to avoid damage to either track or wheel, the upper limit
for cant deficiency for tilting trains on curves with switches and crossings or other similar features,
such as expansion devices, should be lower than the general limit for cant deficiency.
For the verification of the maximum permissible speed and by respecting the diversity of the running
properties of different tilting trains, the reactions should be measured directly on the elements of track
and wheel. It should also be taken into account, that the conventional measurements on wheel,
according to EN 14363, are influenced by the low-pass filtering cut-off frequencies of about 20 Hz to
40 Hz. Hence, it can be necessary to use measurement systems with higher low-pass filtering cut-off
frequencies and/or complement the measuring system on the wheels by taking direct measurements on
track components such as stock rail, check rail, and/or wing rail. It can also be necessary to evaluate the
situation at the check rails when there is maximum lateral wheel flange wear, since the peak lateral
forces can be higher than when the wheel flanges are unworn.
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Annex J
(informative)
Passenger comfort on curves
J.1 General
Methods for measurement and evaluation of ride comfort for passengers are defined in EN 12299. The
standard quantifies ride comfort through indirect measurements, i.e. measuring and post-processing
relevant motion quantities. Certain procedures in the standard are based on band-pass filtered
acceleration measurements and are excluding the effects of the designed track geometry. They are
quantifying the combined effects of track irregularities and dynamic vehicle behaviour.
Comfort on Curve Transitions (PCT method) is a method to quantify ride comfort (discomfort) on
transition curves. Comfort on Discrete Method (PDE method) is a method to quantify ride comfort
(discomfort) on large track irregularities on horizontal curves and straight tracks.
Comfort on Curve Transitions (PCT method) and Comfort on Discrete Events (PDE method) include
evaluation of low-pass filtered lateral acceleration, low-pass filtered lateral jerk and low-pass filtered
roll velocity. These motion measurements shall be made at the floor for the vehicle. Hence, the designed
track geometry, as well as the vehicle roll flexibility (and tilt system if used), will affect the comfort
quantification.
The methods in EN 12299 are applicable both for measurements of motions and to simulations of
motions.
J.2 Lateral acceleration

Low-pass filtered lateral acceleration, parallel to the vehicle floor, is a major component on both
Comfort on Curve Transitions (PCT method) and Comfort on Discrete Events (PDE method). The low-pass
filtering reduces the influence of track irregularities. The major contributor is non-compensated lateral
acceleration in the track plane, which is proportional to cant deficiency.
For a non-tilting vehicle, the lateral acceleration at the floor may be estimated by multiplying the non-
compensated lateral acceleration in the track plane with a factor (1+sr), where sr is the roll flexibility
coefficient.
For a tilting vehicle, the lateral acceleration at the floor may be estimated by multiplying the non-
compensated lateral acceleration in the track plane with a factor ((1+sr)·(1-st)), where sr is the roll
flexibility coefficient and st is the compensation factor in the tilt system.
J.3 Lateral jerk

J.3.1 Lateral jerk as a function of rate of change of cant deficiency
Low-pass filtered lateral jerk is a major component on Comfort on Curve Transitions (PCT method). The
low-pass filtering reduces the influence of track irregularities. The major contributor is non-
compensated lateral jerk in the track plane, which is proportional to the rate of change of cant
deficiency.
For a non-tilting vehicle, the lateral jerk at the floor may be estimated by multiplying the non-
compensated lateral jerk in the track plane with a factor (1+sr), where sr is the roll flexibility coefficient.
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For a tilting vehicle, the lateral jerk at the floor may be estimated by multiplying the non-compensated
lateral jerk in the track plane with a factor ((1+sr)·(1-st)), where sr is the roll flexibility coefficient and st
is the compensation factor in the tilt system.
The PCT method has been validated for clothoids with a duration of at least 2 s. There is no validated
method for shorter transition curves or transition curves with nonlinear change of cant deficiency.
J.3.2 Lateral jerk as a function of an abrupt change of cant deficiency
The lateral jerk is high at abrupt changes of cant deficiency. The lateral jerk for a given abrupt change of
cant deficiency increases (but less than proportionally) with speed.
Since there is no validated method to quantify transition curves with a shorter duration than 2 seconds,
there is no generally accepted method to quantify discomfort at an abrupt change of cant deficiency.
However, it is obvious that an abrupt change of cant deficiency generates more discomfort than a
transition curve with the same magnitude of the change of cant deficiency.
J.4 Roll motions

Low-pass filtered roll velocity is a minor component in Comfort on Curve Transitions (PCT method). The
low-pass filtering reduces the influence of track irregularities.
The roll motion of the vehicle body is affected by rate of change of cant on cant transitions.
The roll motion is also affected by the rate of change of cant deficiency. If both cant and cant deficiency
increase on a transition curve, the effect of rate of change cant deficiency reduces the roll velocity of a
non-tilting vehicle (due to the roll coefficient), but increases the roll velocity of a tilting vehicle.
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Annex K
(normative)
Sign rules for calculation of ΔD, ΔI and Δp
K.1 General regarding the sign rules

In most standards for track alignment design parameters, rules and limits are given without sign rules
which distinguish between right hand and left hand curves, as well as uphill and downhill gradients.
The same approach has been used in this European Standard.
This normative annex defines the rules for calculating differences for such parameters.
K.2 Sign rules for calculation of ΔD

ΔD is the change of cant over the length of the cant transition LD. For the most usual case of a cant
transition where left rail is either the high rail or the low rail, change of cant ΔD is calculated according
to Formula (K.1). For the more unusual case of a cant transition where left rail is the high rail in one end
and the low rail in the other end, change of cant ΔD is calculated according to Formula (K.2):
∆D= D2 − D1 (K.1)
∆D= D2 + D1 (K.2)
where
D1 is the applied cant (mm) in the beginning of the cant transition, and
D2 is the applied cant (mm) in the end of the cant transition.
The application of Formulae (K.1) and (K.2) assumes that the mathematical properties are constant
over the whole length of the cant transition. Otherwise, the cant transition shall be divided in parts,
where ΔD is calculated for each part, and where the requirements in Clause 6 shall be fulfilled for each
part of the cant transition. For example, a reverse transition with two different constant cant gradients
shall be evaluated as two cant transitions.
K.3 Sign rules for calculation of ΔI

ΔI is either a continuous change of cant deficiency I (and/or cant excess E) over a certain length (a
transition curve or a cant transition on straight track or a circular curve), or an abrupt change of cant
deficiency (and/or cant excess E) at an abrupt change of curvature. ΔI is defined according to
Formulae (K.3) or (K.4).
NOTE By definition, I = -E.
Formula (K.3) applies to transitions with condition A in both ends or condition B in both ends,
according to Table K.1. Formula (K.3) also applies for abrupt changes of cant deficiency where the
conditions immediately before and immediately after the abrupt change of curvature are the same
(either A or B in Table K.1).
Formula (K.4) applies to transitions with condition A in one end and condition B in the other end,
according to Table K.1. Formula (K.4) also applies for abrupt changes of cant deficiency where the
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conditions, according to Table K.1, immediately before and immediately after the abrupt change of
curvature are different.
I
∆= I2 − I1 (K.3)
∆I= I 2 + I 1 (K.4)
where
I1 is the cant deficiency (mm) in the beginning of the transition, or immediately before the abrupt
change of curvature, and
I2 is the cant deficiency (mm) in the end of the cant transition, or immediately after the abrupt
change of curvature.
Table K.1 — Conditions at the tangent points
Condition
Text a
Right hand curve with positive cant deficiency A
Right hand curve with negative cant deficiency
B
(cant excess)
Left hand curve with positive cant deficiency B
Left hand curve with negative cant deficiency
A
(cant excess)
Straight track with cant, left rail is low A
Straight track with cant, left rail is high B
Text a The perceived lateral acceleration in the track plan is
towards left under Condition A, and towards right under
Condition B.
The application of Formulae (K.3) and (K.4) assumes that the mathematical properties are constant
over the whole length of the transition. Otherwise, the transition shall be divided in parts, where ΔI is
calculated for each part, and where the requirements in Clause 6 shall be fulfilled for each part of the
transition. For example, a reverse transition with different mathematical properties before and after the
inflexion point shall be evaluated as two transition curves.
Clause 6 allows two (or more) abrupt changes of curvature to be separated with a length which is
substandard according to 6.13, provided that the total change of cant deficiency does not exceed the
upper limit for abrupt change of cant deficiency. The total change of cant deficiency is calculated with
Formulae (K.3) and (K.4) (depending on the conditions in Table K.1), using the cant deficiency
immediately before the first abrupt change of curvature as I1 and the cant deficiency immediately after
the last abrupt change of curvature as I2.
K.4 Sign rules for calculation of Δp

The abrupt change of gradient is normally defined according to Formula (K.5), but where a downhill
gradient is connected to an uphill gradient it is defined according to Formula (K.6).
∆p= p 2 − p1 (K.5)
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∆p= p2 + p1 (K.6)
where
p1 is the gradient of the first element and
p2 is the gradient of the second element.
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Annex L
(informative)
Length of constant cant between two linear cant transitions Li
In certain applications, the actual length of any alignment element (other than transition curves) should
be set equal to or above a lower limit given in Table L.1, taking into account the actual alignment design
parameters of the neighbouring cant elements; longer elements should be used for higher values of
these parameters.
It is desirable where possible to join two reverse circular curves by a continuous transition curve
instead of placing a straight line element between the two transitions curves. Hence, in this case, the
length of straight line element is zero.
Table L.1 — Lower limit for length of constant cant between two linear cant transitions Li
Normal limits a Exceptional limits

0 < V ≤ 70 km/h V /3 m/(km/h) V /10 m/(km/h)
70 km/h < V ≤ 200 km/h V /2 m/(km/h) V /5,2 m/(km/h)
200 km/h < V ≤ 360 km/h V /1,5 m/(km/h) V /2,5 m/(km/h)
a Without going under 20 m.
A rapid succession of curves and straights may induce a reduction in comfort, particularly when the
length of individual alignment elements are such that the passengers are subjected to changing
accelerations at a rate which corresponds to the natural frequencies of the vehicles.
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Annex M
(informative)
The principle of virtual transition
M.1 Virtual transition at an abrupt change of cant deficiency

This principle is based upon the assumption that a characteristic vehicle travelling over an abrupt
change of cant deficiency gains, or loses, cant deficiency (and/or cant excess) over a length equal to the
distance between the bogie centres of the characteristic vehicle (Lb). This distance is also denoted
L
virtual transition and is assumed to extend a distance b each side of the abrupt change in cant
2
deficiency.
∆I
The virtual rate of change of cant deficiency is defined according to Formula (M.1).
∆t
∆I ∆I V
= (M.1)
∆t Lb q v
where
qV = 3,6 km∙s/(h∙m),
∆I = abrupt change of cant deficiency (mm),

V is the vehicle speed (km/h), and
Lb = distance between the bogie centres of the characteristic vehicle (m).
∆I
The calculated virtual rate of change of cant deficiency is dependent upon the distance between the
∆t
∆I
bogie centres of the vehicle. Consequently, values of are not comparable with the rates of change of
∆t
dI
cant deficiency ( ) on transition curves specified in 6.8.
dt
∆I
Upper limits for the virtual rate of change of cant deficiency are given in M.3.
∆t
The corresponding value for ΔI (see 6.11) for a given speed V, a given length Lb and a given value of
∆I
virtual rate of change of cant deficiency can be calculated according to Formula (M.2).
∆t
q ∆I
∆I = v Lb (M.2)
V ∆t
where
qV = 3,6 km∙s/(h∙m),
V is the vehicle speed (km/h),
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∆I
= virtual rate of change of cant deficiency (mm/s), and
∆t
Lb = distance between the bogie centres of the characteristic vehicle (m).
The values for the abrupt change of cant deficiency, when based on the principle of the virtual
transition, shall also conform to the upper limits specified in 6.11.
M.2 Virtual transition at a short intermediate length between two abrupt changes
of cant deficiency
Where two abrupt changes of cant deficiency are separated by a length (Ls) which is shorter than the
distance between the bogie centres of the characteristic vehicle (Lb), and the second abrupt change of
cant deficiency interacts with the first abrupt change of cant deficiency in a way that the total change of
cant deficiency over the two tangent points is increased, the length (Ls) of the intermediate element(s)
∆I
is assessed by calculating a virtual rate of change of cant deficiency defined according to
∆t
Formula (M.3).
∆I ∆I 1 + ∆I 1 V
= (M.3)
∆t Lb + L s q v
where
qV = 3,6 km∙s/(h∙m),
Lb = distance between the bogie centres of the characteristic vehicle (m), and
Ls = distance between the two abrupt changes of cant deficiency (m).
NOTE Clause M.1 applies to each of the two changes of cant deficiency.
∆I
The calculated virtual rate of change of cant deficiency is dependent upon the distance between the
∆t
∆I
bogie centres of the vehicle. Consequently, the values of are not comparable with the rates of
∆t
dI
change of cant deficiency on transition curves specified in 6.8.
dt
∆I
Upper limits for the virtual rate of change of cant deficiency are given in M.3.
∆t
The lower limit for Ls for a given speed V , a given combination of ΔI1 and ΔI2, and a given value of
 ∆I 
 ∆t  is expressed by Formula (M.4).
  lim
∆I 1 + ∆I 2 V
Ls lim = − Lb (M.4)
 ∆I  qv
 ∆t 
  lim
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where
qV = 3,6 km∙s/(h∙m),
Lb = distance between the bogie centres of the characteristic vehicle (m), and
Ls = distance between the two abrupt changes of cant deficiency (m).
Negative values for Ls,lim mean that an intermediate element is not required and consequently may have
any length according to the principle of virtual transition.
The value for the intermediate length L s , when based on the principle of the virtual transition, shall
also conform to the lower limits specified in 6.12 and 6.13. The compliance with this requirement shall
always be checked, i.e. also for cases where L s > Lb .
M.3 Limits based on the principle of the virtual transition

M.3.1 General
The principle of the virtual transition is defined in M.1 and M.2.

European railway companies that use the principle of the virtual transition usually have different
characteristic vehicles and, consequently, there is a variation in the distance between the bogie centres.
∆I
Also, the upper limits for the virtual rate of change of cant deficiency are different for these railway
∆t
companies. Some of these railway companies restrict their use of the principle of virtual transition to
speeds below 160 km/h.
Examples of limits are given in M.3.2 and M.3.3.
M.3.2 Characteristic vehicle with a distance of 20 m between bogie centres
∆I
Upper limits for virtual rate of change of cant deficiency for a characteristic vehicle with a distance
∆t
of 20 m between bogie centres are specified in Table M.1.
∆I
Table M.1 — Upper limits for the virtual rate of change of cant deficiency ( )
∆t
Exceptional
Normal limits
limits
General 55 mm/s
Switches and crossings 125 mm/s 150 mm/s
M.3.3 Characteristic vehicle with a distance of 12,2 m and 10,06 m between bogie
centres
∆I
Upper limits for virtual rate of change of cant deficiency for characteristic vehicles with distances of
∆t
12,2 m and 10,06 m between bogie centres are specified in Table M.2.
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∆I
Table M.2 — Upper limits for the virtual rate of change of cant deficiency ( )
∆t
Exceptional
Normal limits
limits
General 35 mm/s 55 mm/s
Switches and crossings 35 mm/s 80 mm/s
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Annex N
(normative)
Lengths of intermediate elements Lc to prevent buffer locking
N.1 General
There are limits on how much end throws may differ between two adjacent vehicles. The criterion is
related to buffer locking, but also vehicles with central couplers can have similar limits. The end throw
is the geometrical overthrow dga for the end of the vehicle, as defined in EN 15273-1.
The criterion is relevant for horizontal alignments with small radius curves in opposite directions. For
horizontal curves with substandard radius, the criterion can also be relevant for a curve connected to a
straight track or within compound curves.
N.2 Basic vehicles and running conditions

The requirements for lengths of intermediate elements are derived to allow interoperability for two
types of basic vehicles.
The basic passenger coach has certain characteristics as follows:
— distance between bogie pivots: 19,0 m
— distance between buffer face and the bogie pivot: 3,7 m
The basic freight vehicle has certain characteristics as follows:

— distance between wheelsets, or bogie pivots:12,0 m
— distance between buffer face and the wheelset or bogie pivot: 3,0 m
For mixed traffic tracks and dedicated passenger tracks, the limits for the horizontal alignment defined
in this annex result in end throw differences of 395 mm for two adjacent basic passenger coaches.
For dedicated freight tracks, the limits for the horizontal alignment defined in this annex result in end
throw differences of 225 mm for two adjacent basic freight vehicles.
For vehicles with other characteristics, it is assumed that running gear, couplers and buffers are
designed for the minimum length of the intermediate element LC.
Infrastructure managers can specify more restrictive, longer lengths on (dedicated parts of) their
network in order to prevent buffer locking for existing vehicles that do not fulfil these assumptions.
N.3 Lengths Lc of an intermediate straight track between two long circular curves
in the opposite directions
The tables in this clause are based on cases where the horizontal alignment contain a long circular
curve, an intermediate straight track and long circular curve in the opposite direction of the first curve.
The track has a maximum in-service gauge value of 1 470 mm (nominal gauge 1 435 mm plus 35 mm,
see EN 13848-5). The first vehicle has the first wheelset (or bogie pivot) on the first circular curve and
the second vehicle has the last wheelset (or bogie pivot) on the second circular curve. The two
intermediate wheelsets (or bogie pivots) are placed either on the curves or on the intermediate straight
track. For other cases, see N.4.
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This European Standard bases on the criterion on the static end throw differences. The limit refers to a
long circular curve of 190 m radius to be connected to a long circular curve, also of 190 m radius, in the
opposite direction, with an intermediate straight of 6,00 m length. This leads to a maximum for the end
throw difference of 395 mm for two basic passenger coaches and allows a long circular curve of 213 m
radius to be directly connected to a long circular curve, also of 213 m radius, in the opposite direction. It
also allows for any combination of circular curves where the change of curvature is less than
1/106,5 m−1.
Where the horizontal curves have curvatures that differ more than 1/113 m−1, an intermediate element
shall be inserted to reduce the differences in end throw, using the static method in EN 15273-1, down to
less than or equal to 395 mm for the basic passenger coaches. This element may be a straight track, a
transition curve, or a circular curve. The required length of the intermediate element depends on the
radii of the small radius curves as well as the type of intermediate element.
Table N.1 specifies lower limits for the length of a straight intermediate element for certain
combinations of long circular curves for the passenger coach defined above.
The criterion for dedicated freight lines allows a long circular curve of 200 m radius to be directly
connected to a long circular curve, also of 200 m radius, in the opposite direction. It also allows for any
combination of circular curves where the change of curvature is less than 1/100 m−1.
Where the horizontal curves have curvatures that differ more than 1/100 m−1, an intermediate element
shall be inserted to reduce the differences in end throw, using the static method in EN 15273-1, down to
less than or equal to 225 mm for the basic freight vehicles. This element may be a straight track, a
transition curve, or a circular curve. The required length of the intermediate element depends on the
radii of the small radius curves as well as the type of intermediate element.
Table N.2 specifies lower limits for the length of a straight intermediate element for certain
combinations of long circular curves for dedicated freight lines for the basic freight vehicle defined
above.
N.4 General cases for end throw differences

Where an intermediate track element is required, and it is not a straight track, a detailed calculation
shall be made to check the magnitude of the end throw differences.
Where the two small radius curves are short and the adjoining elements before the first curve and/or
after the second curve have larger radius, the length of the intermediate element may, after special
investigation, be shorter.
This criterion is also applicable for horizontal curves with substandard radius less than 150 m. A special
investigation is necessary to ensure that static end throw differences are less than or equal to 395 mm
for basic passenger coaches on mixed-traffic lines and dedicated passenger lines, or 225 mm for basic
freight vehicles on dedicated freight lines.
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Table N.1 — Lower limits for the length Lc (m) of a straight intermediate element between two
long circular curves in the opposite directions
R1 150 155 160 165 170 175 180 185 190 195 200 205 210 215 220
R2
150 10,78 10,53 10,29 10,06 9,83 9,60 9,38 9,16 8,94 8,73 8,52 8,31 8,11 7,91 7,71
160 10,29 9,86 9,48 9,22 8,97 8,73 8,49 8,25 8,02 7,79 7,56 7,34 7,12 6,91 6,69
170 9,83 9,37 8,97 8,62 8,30 8,04 7,78 7,73 7,28 7,04 6,80 6,55 6,31 6,06 5,81
180 9,38 8,91 8,49 8,12 7,78 7,48 7,20 6,93 6,65 6,37 6,08 5,79 5,49 5,18 4,86
190 8,94 8,45 8,02 7,63 7,28 6,96 6,65 6,33 6,00 5,67 5,33 4,97 4,59 4,19 3,76
200 8,52 8,01 7,56 7,16 6,80 6,44 6,08 5,71 5,33 4,93 4,50 4,04 3,54 2,97 2,28
210 8,11 7,59 7,12 6,70 6,31 5,91 5,49 5,06 4,59 4,09 3,54 2,91 2,11 0,73 0
220 7,71 7,17 6,69 6,25 5,81 5,35 4,86 4,34 3,76 3,10 2,28 0,95 0 0 0
230 7,32 6,77 6,27 5,79 5,29 4,76 4,18 3,52 2,74 1,67 0 0 0 0 0
240 6,95 6,38 5,85 5,32 4,74 4,11 3,38 2,50 1,07 0 0 0 0 0 0
250 6,54 5,99 5,42 4,81 4,14 3,36 2,39 0,51 0 0 0 0 0 0 0
260 6,22 5,60 4,97 4,26 3,46 2,44 0,36 0 0 0 0 0 0 0 0
270 5,86 5,20 4,48 3,66 2,64 0,86 0 0 0 0 0 0 0 0 0
280 5,51 4,78 3,96 2,96 1,45 0 0 0 0 0 0 0 0 0 0
290 5,15 4,33 3,37 2,06 0 0 0 0 0 0 0 0 0 0 0
300 4,77 3,85 2,68 0 0 0 0 0 0 0 0 0 0 0 0
310 4,37 3,31 1,75 0 0 0 0 0 0 0 0 0 0 0 0
320 3,95 2,67 0 0 0 0 0 0 0 0 0 0 0 0 0
330 3,47 1,85 0 0 0 0 0 0 0 0 0 0 0 0 0
340 2,94 0 0 0 0 0 0 0 0 0 0 0 0 0 0
350 2,30 0 0 0 0 0 0 0 0 0 0 0 0 0 0
360 1,41 0 0 0 0 0 0 0 0 0 0 0 0 0 0
370 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
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Table N.2 — Lower limits, for dedicated freight lines, for the length Lc (m) of a straight
intermediate element between two long circular curves in the opposite directions
R1 150 155 160 165 170 175 180 185 190 195 200
R2
150 6,79 6,61 6,43 6,25 6,09 5,92 5,76 5,60 5,44 5,28 5,13
160 6,43 6,20 6,01 5,82 5,63 5,45 5,26 5,07 4,89 4,70 4,51
170 6,09 5,85 5,63 5,42 5,20 4,98 4,76 4,54 4,31 4,08 3,84
180 5,76 5,51 5,26 5,01 4,76 4,51 4,25 3,98 3,70 3,40 3,09
190 5,44 5,16 4,89 4,60 4,31 4,01 3,70 3,36 3,01 2,61 2,15
200 5,13 4,82 4,51 4,18 3,84 3,48 3,09 2,65 2,15 1,51 0
210 4,82 4,47 4,11 3,73 3,32 2,88 2,37 1,73 0,68 0 0
220 4,50 4,11 3,69 3,25 2,75 2,15 1,35 0 0 0 0
230 4,17 3,73 3,24 2,70 2,04 1,07 0 0 0 0 0
240 3,83 3,32 2,74 2,04 0,96 0 0 0 0 0 0
250 3,47 2,87 2,15 1,07 0 0 0 0 0 0 0
260 3,08 2,36 1,35 0 0 0 0 0 0 0 0
270 2,65 1,73 0 0 0 0 0 0 0 0 0
280 2,16 0,68 0 0 0 0 0 0 0 0 0
290 1,51 0 0 0 0 0 0 0 0 0 0
300 0 0 0 0 0 0 0 0 0 0 0
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Annex O
(informative)
Considerations for track gradients
O.1 Uphill gradients

For the line between stations, a long uphill gradient should be limited with regards to train mass and
available traction. Also the coupler strength can define a binding limitation for train mass and/or uphill
gradients.
Horizontal curves generate increased resistance against the train motion. The magnitude of this
increment depends on horizontal radius, curve length and vehicle characteristics.
Track gradients shorter than the train length for the heaviest train on the line may have a less
restrictive limit for the gradient.
Where trains are expected to accelerate from a stop or from a lower speed, the upper limit for the track
gradient should be more restrictive than for locations where trains are expected to run at constant
speed.
It is recommended that in projects of new lines, the gradient is evaluated through simulation running,
considering the characteristics of the freight train defined by the infrastructure manager.
O.2 Downhill gradients

Downhill gradients should be limited, taking the braking capability of the vehicles into account.
O.3 Gradients for stabling tracks and at platforms

Gradients at stations should take into account that a train will be accelerating from a stop at the station.
Stabling tracks should ideally be horizontal.
National or company rules may specify limits on gradient through station platforms.
For stopping positions along platforms and stabling positions, the relevant gradient is the average
gradient over the train length, not the local maximum.
A more restrictive limit for track gradient can be justified where vehicles will be regularly attached to or
detached from a trainset.
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Annex ZA
(informative)
Relationship between this European Standard and the Essential

Requirements of EU Directive 2008/57/EC
This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the
European Commission and the European Free Trade Association to provide a means of conforming to
Essential Requirements of the Directive 2008/57/EC 1).
Once this standard is cited in the Official Journal of the European Union under that Directive and has
been implemented as a national standard in at least one Member State, compliance with the clauses of
this standard given in Tables ZA.1 till ZA.3 confers, within the limits of the scope of this standard, a
presumption of conformity with the corresponding Essential Requirements of that Directive and
associated EFTA regulations.
Table ZA.1 — Correspondence between this European Standard, Commission Regulation (EU)
No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating
to the ‘infrastructure’ subsystem of the rail system in the European Union, and
Directive 2008/57/EC
Clause(s)/subclause(s) Chapter/§/annexes of Corresponding text, Comments
of this European the TSI articles/§/annexes of the
Standard Directive 2008/57/EC
5 General 4. Description of the Annex III, Essential According to 4.2.4.3 (2) – Cant deficiency – of
5.2 Alignment infrastructure requirements the merged TSI INF it is permissible for trains
characteristics subsystem 1 General requirements specifically designed to travel with higher
4.2. Functional and cant deficiency (for example multiple units
6 Limits for 1 435 mm 1.1. Safety
technical specifications with axle loads lower than set out in Table 2;
gauge Clauses 1.1.1,
of subsystem vehicles with special equipment for the
6.1 Radius of horizontal 1.1.2 negotiation of curves) to run with higher cant
curve 4.2.3. Line layout
1.5 Technical compatibility deficiency values, subject to a demonstration
6.2 Cant 4.2.3.3. Maximum that this can be achieved safely.
gradients 2. Requirements specific to
6.3 Cant deficiency each subsystem According to 6.2.4.4. - Assessment of track
4.2.3.3.(1) Gradients of layout - of the merged TSI INF following track
6.11 Abrupt change of cant 2.1. Infrastructure
tracks through design parameters shall be assessed against
deficiency
passenger platforms 2.1.1. Safety the local design speed at design review:
6.14 Track gradients curvature, cant, cant deficiency and abrupt
4.2.3.3. (3) Gradients
6.15Vertical radius for main tracks change of cant deficiency.
Annex A 4.2.3.4. Minimum According to Appendix R of the merged
(normative) radius of horizontal TSI INF requirements for the design of track,
curve including switches and crossings, which are
Rules for converting
compatible with the use of eddy current
parameter values for track 4.2.3.5 Minimum radius
of vertical curve braking systems (4.2.6.2.2) remain an open
gauges wider than
point.
1 435 mm. 4.2.4. Track parameters
1) This Directive 2008/57/EC adopted on 17th June 2008 is a recast of the previous Directives 96/48/EC
‘Interoperability of the trans-European high-speed rail system’ and 2001/16/EC ‘Interoperability of the trans-
European conventional rail system’ and revisions thereof by 2004/50/EC ‘Corrigendum to Directive 2004/50/EC
of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the
interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European
Parliament and of the Council on the interoperability of the trans-European conventional rail system’.
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Clause(s)/subclause(s) Chapter/§/annexes of Corresponding text, Comments

of this European the TSI articles/§/annexes of the
Standard Directive 2008/57/EC
Annex B 4.2.4.2 (1). Design cant According to the scope of EN 13803:2017

(normative) for lines more restrictive requirements of Technical
4.2.4.2 (2). Design cant Specifications for Interoperability relating to
Track alignment design
in platforms the ‘infrastructure’ subsystem of the rail
parameter limits for track
system in the European Union (TSI INF) and
gauges wider than 4.2.4.3. Cant deficiency
other (national, company, etc.) rules will
1 435 mm. 4.2.4.4. Abrupt change apply.
Annex N of cant deficiency.
According to the scope of EN 13803:2017 this
(normative) 4.2.5. Switches and European Standard need not be applicable to
Lengths of intermediate crossings lines, or dedicated parts of railway
elements Lc to prevent 4.2.5.2. Use of swing infrastructure that are not interoperable with
nose crossings railway vehicles tested and approved
buffer locking
4.2.9. Platforms according to the European Standard
EN 14363.
4.2.9.4. Track layout EN 13803:2017 refers to the merged TSI INF
alongside platforms. for maximum gradients of tracks through
6. Assessment of passenger platforms, upper limits for main
conformity of track gradients, minimum horizontal radius
interoperability along platforms and design cant along
constituents and EC platforms
verification of the According to Table 7 –Table Footnote b of
subsystems EN 13803:2017, trains complying with
6.2. Infrastructure EN 14363, equipped with a cant deficiency
subsystem compensation system other than tilt, may be
permitted by the Infrastructure Manager to
6.2.4. Particular run with higher cant deficiency values.
assessments
procedures for There exists no compatibility on limit values
subsystems for following common track design
parameters between the merged TSI INF and
6.2.4.4. Assessment
EN 13803:2017.
of track layout
6.2.4.8. Assessment Track gauge 1 435 mm
of switches and Minimum radius of vertical curve - Design
crossings cant for freight and mixed traffic lines - Cant
7.7. Special cases deficiency (see references merged TSI INF
Appendix I - Reverse and EN 13803:2017 here before for cant
curves with radii in the deficiency)
range from 150 m up to Track gauge 1 520 mm in the merged TSI INF
300 m – Tables 43 and compared to 1 520 mm and 1 524 mm in
44 EN 13803:2017
Straight intermediate track elements
between reverse curves - Minimum radius of
vertical curve - Design cant for lines - Cant
deficiency - Abrupt change of cant deficiency
Track gauge 1 668 mm
Minimum radius of vertical curve - Design
cant for lines - Cant deficiency - Abrupt
change of cant deficiency
Track gauge 1 600 mm
Normative Annex B of EN 13803:2017
contains no limits for design parameters for
track gauge 1 600 mm. The limits can be
calculated based on the rules for converting
parameter values for track gauges wider than
1 435 mm in normative Annex A.
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BS EN 13803:2017
EN 13803:2017 (E)
Table ZA.2 — Correspondence between this European Standard, the

Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical
specification for interoperability relating to the ‘rolling stock — locomotives and passenger
rolling stock’ subsystem of the rail system in the European Union and Directive 2008/57/EC
Clause(s)/subclause(s) of this Chapter/§/annexes of the TSI Corresponding text, Comments

European Standard articles/§/annexes of the
6 Limits for 1 435 mm gauge 4. Characterization of the rolling stock Annex III, Essential requirements
6.1 Radius of horizontal curve system 1. General requirements
6.3 Cant deficiency 4.2. Functional and technical 1.1. Safety
specification of the sub-system
6.15 Vertical radius Clauses 1.1.1, 1.1.2
4.2.3. Track interaction and gauging
2. Requirements specific to each
4.2.3.1. Gauging subsystem
4.2.3.4. Rolling stock dynamic 2.4. Rolling stock
behaviour
2.4.3. Technical compatibility
4.2.3.4.2. Running dynamic behaviour
4.2.3.6. Minimum curve radius
Annex A, A.1 Buffers
Table ZA.3 — Correspondence between this European Standard, the

Draft Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical
specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of
the rail system in the European Union repealing Decision 2006/861/EC and
Clause(s)/subclause(s) of this Chapter/§/annexes of the TSI Corresponding text, articles/§/annexes Comments
European Standard of the Directive 2008/57/EC
6 Limits for 1.435 mm gauge 4. Description of the infrastructure Annex III, Essential requirements
6.1 Radius of horizontal curve system 1. General requirements
6.15 Vertical radius 4.2. Functional and technical 1.1. Safety
specifications of subsystem
Clauses 1.1.1, 1.1.2
4.2.2. Structures and mechanical
2. Requirements specific to each
parts
subsystem
4.2.2.1. Mechanical interface
2.4. Rolling stock
4.2.3. Gauging and track interaction
2.4.3. Technical compatibility
4.2.3.1. Gauging
WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling
within the scope of this standard.
96
BS EN 13803:2017
EN 13803:2017 (E)
Bibliography
[1] EN 12299, Railway applications - Ride comfort for passengers - Measurement and evaluation
[2] EN 13232-1, Railway applications - Track - Switches and crossings - Part 1: Definitions
[3] EN 13232-3, Railway applications —Track — Switches and crossings for Vignole rails — Part 3:
Requirements for wheel/rail interaction
[4] EN 13848-1, Railway applications — Track — Track geometry quality — Part 1: Characterisation
of track geometry
[5] EN 14067-6, Railway applications - Aerodynamics - Part 6: Requirements and test procedures for
cross wind assessment
[6] EN 15273-3, Railway applications — Gauges — Part 3: Structure gauges
[7] Commission Regulation N° 1299/2014 of 18 November 2014 on the technical specifications for
interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European
Union published in the Official Journal L 356, 12.12.2014, p.1.(TSI INF)
[8] Commission Decision of 21 February 2008 concerning a technical specification for

interoperability relating to the ‘rolling stock’ sub-system of the trans-European high-speed rail
system published in the Official Journal L 84 - 26.03.2008 p. 132 (High-Speed Rolling Stock TSI)
97
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BSI Standards Publication

Railway applications - Track - Track alignment

Amendments/corrigenda issued since publication

EUROPEAN STANDARD EN 13803

ICS 93.100 Supersedes EN 13803-1:2010, EN 13803-

Railway applications - Track - Track alignment design

This European Standard was approved by CEN on 21 December 2016.

EUROPEAN COMMITTEE FOR STANDARDIZATION

CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels

M.1 Virtual transition at an abrupt change of cant deficiency.............................................................. 85

This document supersedes EN 13803-1:2010 and EN 13803-2:2006+A1:2009.

EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge

3 Terms and definitions

Note 1 to entry: Normally, a cant transition coincides with a transition curve.

4 Symbols and abbreviations

No. Symbol Designation Unit

Table 1 — Elements for horizontal alignment

Alignment element Characteristics

Alignment element Characteristics

Alignment element Characteristics

6 Limits for 1 435 mm gauge

Normal limit a Exceptional limit a

Table 5 — Upper limits for cant Dlim

Normal limit a Exceptional limit a

6.3 Cant deficiency I

DEQ is equilibrium cant (mm) and

Table 7 — Upper limits for cant deficiency Ilim

6.4 Cant excess E

Normal limit Exceptional limit

Table 10 — Lower limits for lengths of transition curves LK,lim

Normal limit Exceptional limit

6.5.2 Lengths of linear cant transitions and clothoids

Bloss Cosine Helmert Sine (Klein)

6.6 Cant gradient dD/ds

Normal limits Exceptional limits

6.7 Rate of change of cant dD/dt

Normal limits Exceptional limits

Normal limit Exceptional limit

6.8 Rate of change of cant deficiency dI/dt

Normal limit Exceptional limit a

6.10 Abrupt change of horizontal curvature

6.11 Abrupt change of cant deficiency ΔI

Limits for tracks for Limits for dedicated

6.13 Length between two abrupt changes of cant deficiency Ls

Normal limits Exceptional limits

Normal limit Exceptional limit

6.15 Vertical radius Rv

Normal limits Exceptional limits

Normal limits Exceptional limits

Normal limit Exceptional limit

6.17 Abrupt change of track gradient Δp

Normal limits Exceptional limits

A.2 Symbols and abbreviations

Table A.1 — Symbols and abbreviations

No. Symbol Designation Unit

A.3 Basic assumptions and equivalence rules

— economic aspects of track maintenance;

— ride comfort and roll flexibility coefficient.