.
ISRAEL RAILWAYS
LTD.
RAILWAY TRACKS DESIGN GUIDELINES
FOR SPEEDS OF UP TO 250 KM/H
VERSION 1
MAY 2013
PART 2 OF 3
DEVELOPMENT DIVISION
- PLANNING BRANCH
Appendices
APPENDIX 1 – PLANNING AUTHORIZATIONS .............................................................................................4
APPENDIX 2 – COORDINATION OF TRACK DESIGN.....................................................................................5
APPENDIX 3 – PROJECT DOCUMENTATION REQUIREMENTS .....................................................................8
APPENDIX 4 – CALCULATION OF PLANNED SPEED IN CURVES ..................................................................9
APPENDIX 5 – CALCULATION OF HORIZONTAL TRACK-PLATFORM DISTANCE ........................................19
APPENDIX 6 – CALCULATION OF HORIZONTAL TRACK-WALL DISTANCE .................................................23
APPENDIX 7 – ELECTRIFIED DOUBLE TRACKS...........................................................................................24
APPENDIX 8 – LOCOMOTIVE TRAILING LOADS ........................................................................................25
APPENDIX 9 – EXAMPLES OF RAILWAY STATION CHARACTERIZATION ...................................................36
APPENDIX 10 – EXAMPLES OF INTERCHANGE AND TRACK CROSSING ....................................................57
APPENDIX 12 – FORMULAS FOR CALCULATION OF CURVE PARAMETERS...............................................76
APPENDIX 13 - UIC FACILITY NO. 703 - Dated 01/01/1999 ........................................................................78
APPENDIX 14 – TECHNICAL SPECIFICATION FOR THE PRODUCTION AND SUPPLY OF BALLAST MATS ON
BRIDGES AND STEEL TRACK TUNNELS .....................................................................................................80
APPENDIX 15 – TRANSITION SECTION BETWEEN BRIDGES AND EMBANKMENTS ..................................84
APPENDIX 16 – PEDESTRIAN TRAILS IN ISR COMPOUNDS.......................................................................87
APPENDIX 17 – ACCURATE CALCULATION OF ARCH TURNOUTS .............................................................89
APPENDIX 18 – LONGITUDINAL PROFILE PLANS FOR ARCH TURNOUTS ................................................90
APPENDIX 19 – CALCULATION OF HEIGHT AND GRADIENT DIFFERENCES IN A TURNOUT'S LAST LONG
SLEEPER. ...................................................................................................................................................92
APPENDIX 20 – TURNOUTS FOR SPEEDS OF OVER 160 KM/H .................................................................95
APPENDIX 21 – STATION CHARACTERIZATIONS FOR SPEEDS OVER 250 KM/H .......................................96
APPENDIX 22 - RAILWAY EXPANSION JOINT (REJ) ..................................................................................100
CHAPTER 9
APPENDICES
APPENDIX 1 – PLANNING AUTHORIZATIONS
Table 9.1
Scope of
Responsibility
Planning Branch
Ops. Development Communications
Branch
Planning Branch
Rolling Stock
Development
and Engineering
Branch
Track and
Environment
Branch
Construction
Branch
Control and
authorization of
non-standard
solutions
associated with
rolling stock
Coordination of
execution
phases and
safety
arrangements
throughout all
phases of
execution
Coordination of
execution
phases and
safety
arrangements
throughout all
phases of
execution
Safety and Data
Eng. Branch
Planning
Process:
Management of
guidelines,
control and
authorization of
design phases
Functional
specification of the
planned track layout
and turnouts
Guidelines,
control and
authorization of
design and
phases for
execution of
signaling &
Communications
device,
electricity and
lighting
Advance
Planning
Principle
authorization
Authorization within
station perimeters,
comments for layout
and longitudinal
profile
Authorization for
electricity,
communications,
signaling and
lighting
Coordination of
all phases of
execution and
special terms in
design
General coordination
and authorization
within station
perimeters,
coordination and
authorization of
execution phases
Authorization for
electricity,
communications
and lighting
Coordination of 1. Coordination 1. Safety in
execution
of execution
tunnels,
phases and
phases
bridges, track
special terms in 2. Authorization
sections
design
for tender
2..Safety during
readiness
execution
phases
Detailed Design Authorization to
publish tender
Note: For more details regarding authorization of design, also see [37].
Coordination of
safety issues
APPENDIX 2 – COORDINATION OF TRACK DESIGN
As customary when designing tracks, the Planner must coordinate and receive authorization from all
relevant ISR Branches and other relevant authorities.
Listed below is a list of ISR Units with which coordination is required within framework of design that
is lead by the Operations Division under supervision and guidance of the Deputy CEO.
All planning shall be carried out and coordinated in accordance with the design Task Guidelines based
on the following phases: Preliminary Design, Advance Design, Detailed Design, and on-the-job
revisions (as required).
Note: For more details regarding coordination of design, also see [37].
The Planning Branch
Management of design, comments and professional guidelines in the field of civil engineering and
track engineering, including review and monitoring of all programs, reports, plans and specifications:
Field
1. Track geometry and design speeds, longitudinal profiles,
superstructure, communications cable alignments, crosssection profiles and typical profiles ….....................................
2. Typical profiles, substructure, ground, foundations, slope
stability and erosion …........................….................................
3. Drainage system, ditches, hydrology, protection of slopes ...
4. Bridges and other structures, foundations ............................
5. Landscape …...........................................................................
6. Acoustics ….............................................................................
7. ISR boundaries, designation of land, land parcels, Municipal
Zoning Plans, announcements, expropriations, and
coordination with external entities and public authorities ….
Entity
Track Design Administrator
Ground Administrator
Drainage Planning Administrator
Construction Administrator
Environmental Protection Supervisor
Acoustics Supervisor
Land and statutory design Coordinator
All planning shall be coordinated by the Line Manager who is appointed for each specific line or
project. All work, including coordination with ISR functionaries and external entities, technical
inspections, specifications, Bills of Quantity, time tables, estimates and submission of Planner plans
must be coordinated with the appointed Line Manager.
Coordination of all projects under the ISR Planning Branch shall be conducted by the Design Control
Coordinator and shall be subject to authorization and coordination of the Planning Branch Manager.
Authorizations for all design phases and professional and engineering authorizations for plans,
specifications, Bills of Quantity, estimates, track material lists and execution phases shall be provided
by the Engineering Supervisor in coordination with the Planning Branch Manager.
Track and Environment Branch
When designing detailed plans, the following must be coordinated:
1. Time tables, execution phases and safety when working near operational tracks.
2. Placing of track material orders (quantities and estimates) within framework of existing
contracts.
3. Layout plans and longitudinal profile of tracks and turnout in stations and typical profiles.
4. Layout and longitudinal profiles at joints an existing track.
5. Superstructure (type of track rails ad turnouts, type of sleeper, etc.)
6. Engineering lines, track structures and garages for mechanical equipment.
The Electrification Authority
Positioning of electrification posts in sections, stations, bridges, etc., height of electrification wire,
special guidelines and requirements pertaining to track infrastructure (preparation for electrification).
The Operations Development Branch
The Operations Development Branch is responsible for guidance and supervision of all operational
aspects of the design process. As such, the unit is responsible for preparation of all operational
specifications of all tracks and turnouts located on the line, platforms, signaling devices. The
specification is then submitted to the Planner by the Track Planning Administrator of the Planning
Branch.
The Planner is then required to examine all implications of the operational specification from an
engineering, statutory, and financial perspective, present them to the Planning Branch, and after
having received approval, continue the design process in accordance with the approved specification.
All station, interchange, track crossing and turnout alignment plans must be approved by the Ops.
Development Branch Supervisor.
There must be regular contact with the Perennial Design Dept. Manager of the Ops. Development
Branch. Furthermore, the Operations Development Branch shall coordinate and approve all design
phases and work schedules which require halting of traffic or interfere with regular train traffic,
takeover of track sections and operational instructions for ensuring proper train traffic.
The Communications Development Branch
The Communications Development Branch is responsible for guiding Planners in all matters pertaining
to electricity system infrastructures, train communications and signaling, including the approval of
plans, specifications, Bills of Quantity, and assessments in the following fields:
Field
Entity
1. Electricity infrastructures …...................................................... Electricity supervisor
2. Communication ditch alignments (concrete ditches or direct
concealment) …........................................................................ Engineering inspector
3. signaling …............................................................................... signaling supervisor
All engineering solutions, electricity, signaling and communications infrastructure plans, execution
phases and schedules shall be approved by the Communications Development Branch Director.
The Infrastructures Ops. Unit
The Infrastructures Ops. Unit is responsible for the coordination of all matters pertaining to executing
bodies, schedules, work plans and ordering of track materials:
Field
1. Executor work schedules and signaling pulses …...............…...
2. Superstructure work plans, executors, execution phases,
signaling pulses and ordering of track materials …..................
Entity
Ops. & Work Plan Coordinator
Communications and
Superstructures Supervisor
The Safety and Data Engineering Branch
Coordination of safety in tunnels, bridges, track sections, Safety Appendix for work executed in close
proximity to tracks within the tender documents. The Planner shall coordinate all design with the ISR
Safety and Data Engineering Branch.
March 2010
APPENDIX 3 – PROJECT DOCUMENTATION REQUIREMENTS
1. All detailed design plans for executions of work such as layout and longitudinal profiles,
superstructure plans, typical profiles, drainage plans which are approved by the ISR Authority,
must be submitted to the Planning Branch archive.
2. Manner by which plans are to be submitted:
a) Plan set: Layout and execution phase plans shall be submitted in color while other plans
are to be submitted in b/w.
b) One copy in magnetic form (CD) including all plans, technical specification, Bill of Quantity,
estimation, and reports (land, hydrological, geological, laboratory, etc.)
Notes:
1. The Planner shall be required to submit a CD copy of all authorized design material to the ISR
Planning Branch during all phases of the project.
2. In the event of a change in plans, all plans which were previously submitted to the archive
must be updated.
3. The final account shall be closed with the Planner only after all updated plans and CDs are
completed and submitted to the ISR Planning Branch archive.
4. The final copy of the CD must be submitted to the ISR Track and Environment Department
May 2013
APPENDIX 4 – CALCULATION OF PLANNED SPEED IN CURVES
1. Flow Chart for Calculation of Design Speed in Curves
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May 2013
Flowchart Legend:
1. V
- Design speed as per Table 1.1, km/h
2. RV
- Vertical Curve Radius, see Sub-chapter 2.2, m.
3. Le
- Length of element of longitudinal profile, see Sub-chapter 2.7, m.
4. Lt
- Distance between horizontal curves, see Sub-chapter 2.5 ,m.
5. LC
- Length of round curve, see Sub-chapter 2.2, m.
6. R
- Radius of horizontal curve, see Sub-chapter 2.1, m.
7. h
- Cant based on Section 2.3, m.
8. Vmax
- Maximum speed in curve, see Sub-chapter 2.13, km/h
9. LC min - Minimum length of round curve, see Sub-chapter 2.2, m.
10. LC min - Minimum distance between horizontal curves, see Sub-chapter 2.5, m.
11. Le min
- Minimum length of element of longitudinal profile, see Sub-chapter 2.7, m.
See Sub-chapter 2.8
12. ∑∆hmax - Sum of maximum cant deficiencies as per Sections 2.4.1 and 2.5.2.
13.
- See Section 2.13
14.
- See Section 2.13
15. Lf
- Length of ramp for change of cant as per Section 2.4.2, m
16.
- See Section 2.13
17. LS min
- Length of transition curve, see Sub-chapter 2.4.1, m
18. Vmax
kv
- Maximum design speed of train traffic in planned curve, km/h
- Speed coefficient, with values of 100, 125, 166 as per Section 2.4.2, see
Formula (2.14) and (2.16).
- Recommended up to 70 mm, in certain cases up to 100 mm, in special cases
(subject to ISR Planning Branch authorization) – up to 130 mm.
∆h
2. Calculation Tables
Table 9.2: “Track Alignment, Cants and Maximum Design Speed”.
Table 9.3: “Longitudinal Track Profile”.
Table 9.4: “Squared Weighted Speed Calculation Parameters”.
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ISRAEL RAILWAYS LTD.
INFRASTRUCTURES DIVISION – DESIGN BRANCH
Table 9.2
Project
Section:
Early
Tender
Execution
Design Company:
Planner:
Date:
Alignment for Track No. _______, Cant and Maximum Planned speed
Ser. No.
(Curve)
(IP)
Arch
Start
km
Arch Direction Total Round
Transition
Ramp
Length of
Radius Calculated Cant
Cant
Max.
Finish
Length Curve Curve Length
Length*
Straight Line
Cant
Deficiency Design
R/L
Length Entry Exit Entry Exit between Curves
Speed
L
Lr
LS IN LS OUT LS IN LS OUT
LT
R
H
h
∆h
Vmax
km
m
m
m
m
m
m
m
m
mm
mm
mm
Km/h
Notes**
* In case of non-applicability, the relevant columns must be removed
** Specification of km must be provided for stations, sites, crossings, single-level junctions and other elements that influence maximum
train speed.
May 2013
Table 9.3
Project
Section:
Early
Design Company:
Planner:
Date:
Element
Ser. No.
(Element)
End
Km
Execution
Longitudinal Profile of Track No. …..................
Grade
Grade Variance
Start
Km
Tender
Vertical Curve / Break Parameters
Start
End
Radius / Crack
Notes **
Length
Speed *
m
Km/h
Length
m
‰
‰
km
km
m'/-
*
Maximum speed permitted in vertical curve as per Section 2.8
**
Specification of km must be provided for stations, sites, crossings, single-level junctions, bridges, and other elements that influence
vertical curve radii and maximum design.
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May 2013
Table 9.4
Project
Section:
Early
Tender
Execution
Design Company:
Planner:
Date:
Squared Weighted Speed Calculation Parameters
Ser. No.
Max. Speed - Train i
Km/h
Load - Train No. i
Ton
No. of i Type Trains
Vi2
Qi
ni
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Units
Train Type
May 2013
3. Calculation Examples
For calculation examples of maximum design speed together with different elements along the
alignment, see Figures 9.1a – 9.1d
1. Legend for Figures No. 9.1a – 9.1d.
Lt
- Straight
line
LS - Transition curve
Round curve
R - Curve radius
Lr - Ramp
CC - Point of connection of two round curves in adjacent curves
CS - End of round arch
CT - End of round arch with no transition curves
SC - Start of round arch
ST - End of transition curve
TC - Start of round arch without transition curves
TS - Start of transition curve
2. Description of Examples:
1. Curve without transition arch.
2. Curve with transition arch.
3. Compound without transition curve.
4. Compound with transition curve at start and end but not between curves.
5. Compound with transition arch between curves.
6. Adjacent arches in opposite direction to transition curves.
7. Adjacent arches in opposite direction with length of straight line between them being:
Lt  0.1*Vmax
8. Adjacent arches in opposite direction with length of straight line between them being:
Lt < 0.1*Vmax
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May 2013
Figure 9.1-a
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May 2013
Figure 9-1-b
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May 2013
Figure 9-1-c
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May 2013
Figure 9-1-d
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May 2013
APPENDIX 5 – CALCULATION OF HORIZONTAL TRACK-PLATFORM DISTANCE
Figure 9.2-a
a) Distance between track axis and platform edge (Platform on inner side of arch)
figure 27-a
Where:
Lb - Total between bogie centers (m)
h - Cant (mm)
f - Arch arrow (mm)
R - Radius (m)
hP - Height between rail height and platform height (mm)
ft - Relocation of coach due to cant deficiency (mm)
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May 2013
Figure 9.2-b
b) Distance between track axis and platform edge (Platform on outer side of arch)
Figure 27-b
Distance AC must be set equal to distance A (1651 mm)
and verified that it is within range of the console as per Figure 9.2-c.
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May 2013
Figure 9.2-c
c) Distance between track axis and platform edge within range of coach console
Figure 27-c
If ∆ < 0 . fK < fh
A > AC, it is necessary to set a fixed distance of 1651 meters
Where:
Lb - Total between bogie centers (m)
LK - Length of coach console (m)
Lvg - Coach length
R - Radius (m)
h - Cant (mm)
hP - Height difference between rail and platform heights (mm)
f
- Arch arrow (mm)
fk - Arrow at coach edge (mm)
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May 2013
Figure 9.2-d
d) Distance between track axis and platform edge within range of transition curve
Figure 27-d
1. Platform on inner side of arch
A = 1651 + ∆
∆ - See Figure 9.2-a
Ai = 1651 + ∆i
∆i = ∆ * (24.5+Li) / (24.5+LS)
LS
Li
- Transition curve length (m)
- Distance between beginning of
transition curve and point 'i' (m)
2. Platform on outer side of arch
Ac = 1651 + ∆
∆ - See Figure 9.2-c
If ∆ > 0 the above calculation applies
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January 2012
APPENDIX 6 – CALCULATION OF HORIZONTAL TRACK-WALL DISTANCE
Figure 9.3 – Distance (AC, mm) from Track Axis to Wall (Bridge Beam) on Inner Side of Curve
Where:
Lb - Total between bogie centers (m)
R - Radius (m)
h - Cant (mm)
ht - Maximum loading capacity (mm), based on vertical
clearance, ht = 4119
f - Arch arrow (mm)
fh - Relocation of coach due to cant (mm)
Bm - Distance between track axis and wall (bridge beam) in
straight rail (mm),
Bm = 3000, Up to beam, according to vertical clearance
Bm = 3300, Up to beam, for train speeds of 121 - 160 km/h.
Bm = 3800, Up to beam, for train speeds of 161 - 230 km/h.
Notes:
1. In cases where the wall is located on the outside of the arch, distance “Ac” must be
determined as specified in Table 4.1.
2. In a transition curve, and also for testing the approach of the coach's console, see Figure 9.2.
When using formulas, the value ht must be used in place of hP
January 2012
APPENDIX 7 – ELECTRIFIED DOUBLE TRACKS
Figure 9.4
* For speeds of 161-250 km/h
3.80 meters
May 2013
APPENDIX 8 – LOCOMOTIVE TRAILING LOADS
1. The following values are approximates that characterize the dependency between speed,
trailing load and a rising longitudinal grade. The values presented are theoretic only and are
presented for orientation purposes only (Table 9.5).
TRAILING LOAD – SPEED – GRADE TABLE
2000 HP MODEL G26CM – 2 LOCOMOTIVE END CONDITIONS
124 METRIC TONNE LOCOMOTIVE
82 METRIC TONNE FREIGHT CARS
Table 9.5
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
2000 HP MODEL G26CW – 2 LOCOMOTIVE END CONDITIONS
60117 G.R.
124 METRIC TONNE LOCOMOTIVE
82 METRIC TONNE FREIGHT CARS
Table 9.5 – Contd.
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
2000 HP MODEL G26CW – 2 LOCOMOTIVE END CONDITIONS
124 METRIC TONNE LOCOMOTIVE
23 METRIC TONNE FREIGHT CARS
Table 9.5 – Contd.
TONNAGES CAN BE HANDLED ONLY IF ADHESION IS ATTAINABLE
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
2000 HP MODEL G26CW – 2 LOCOMOTIVE END CONDITIONS
124 METRIC TONNE LOCOMOTIVE
23 METRIC TONNE FREIGHT CARS
Table 9.5 – Contd.
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
1950/1800 HP MODEL G16 LOCOMOTIVE 62/15 G.R.
LOCOMOTIVE WEIGHT 107 TONS
FREIGHT CAR WEIGHT 60 TONS
Table 9.5 – Contd.
Trailing loads can be handled only if adhesion shown is attainable
9999 – indicates trailing load exceeding 10,000 tons - 9999
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
1950/1800 HP MODEL G16 LOCOMOTIVE 62/15 G.R.
LOCOMOTIVE WEIGHT 107 TONS
FREIGHT CAR WEIGHT 60 TONS
Table 9.5 – Contd.
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
1425/1310 HP MODEL G16 LOCOMOTIVE 62/15 G.R.
LOCOMOTIVE WEIGHT 76 TONS
FREIGHT CAR WEIGHT 60 TONS
Table 9.5 – Contd.
Trailing loads can be handled only if adhesion shown is attainable
indicates trailing load exceeding 10,000 tons - 9999
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May 2013
TRAILING LOAD – SPEED – GRADE TABLE
1425/1310 HP MODEL G12 LOCOMOTIVE 62/15 G.R.
LOCOMOTIVE WEIGHT 76 TONS
FREIGHT CAR WEIGHT 60 TONS
Table 9.5 – Contd.
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May 2013
2. The Relationship Vertical Slope (IP) and Maximum Speed (V km/h) for IC/ABB 3 Type Motor Coach
Table 9.6
I, promille
10
V, km/h
163
(Welded Rail)
12
14
16
18
20
22
24
26
28
30
153
145
130
123
117
111
103
99
95
91
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May 2013
Graph Showing Dependency Between Gravity
of a JT 42CW Locomotive and Speed
LOCOMOTIVE: 3000 HP JT 42CW
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May 2013
Graph Showing Dependency Between Gravity
of a JT 42 Locomotive and Speed
LOCOMOTIVE: 3000 HP JT42
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May 2013
APPENDIX 9 – EXAMPLES OF RAILWAY STATION CHARACTERIZATION
Upon initiation of planning, the ISR Ops. Development Branch and ISR Planning Branch) shall
formulate an operational characterization for the planned station. This characterization shall serve as a
basis for design of the tracks, the signaling system and location.
The following are characterization examples which include explanations and operational schemes for
the station (Figure 9.5).
1. The Objective
a) To define the operational area required for obtainment of land required for the railway
station.
b) This area shall provide a solution for the phased expansion of the tracks, with the most
advanced stage of development enabling no less than the following:
(1) Operation of a double track line,
(2) Ability to overtake a freight train by a passenger train from all directions,
(3) Branching off of a branch for transport of freight,
(4) Passenger station.
2. Design Criteria
1) Usable length of tracks for freight trains – 750 m.
2) The usable length of the same tracks for lines running at speeds of 250 km/h is 750/1500
meters, as determined by the ISR Authority.
3) Usable length of tracks for passenger trains only – 400 m.
4) Length of loading and unloading track (branch) – 400 m.
5) Usable length of protective flanks – 50 m.
6) Minimum length of shunting flank (pull) – 400 m.
7) For safety distances and distances between Signaling Devices and turnouts, see Figures 9.5
and 9.6. These dimensions were determined by the valid ISR code of practice [36].
8) In parallel to the planning of a new track, the Planner shall also be required to design
engineering lines and a line worker's structure for track maintenance, see Figure 9.7.
Notes:
1. It is advisable to add approx. 10 meters (5 m on each side) to the usable length of all
tracks in order to ensure proper line of sight to all signaling devices.
2. When determining the usable length of flanks, it is necessary to consider the length of
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May 2013
the buffer stop and the braking point before it.
3. It is necessary to design engineering tracks and the line worker's structure in
accordance with ISR Tracks and Environment Branch guidelines.
4. In terms of the signaling system, the station characterizations presented in Figure 9.5
apply to speeds of up to 250 km/h.
5. For distances between turnouts and signaling devices see Figures 9.5 and 9.6 which
apply to track grade of up to 2.5 promille. When the grades are higher than 2.5
promille, the distances must be adjusted as follows:
1. For downhill movement of trains, it is necessary to increase the distance by 1% for
each additional promille of slope.
2. For uphill movement of trains it is possible to decrease the distance by 0.5% for
each additional promille of slope.
6. For characteristics of stations with lines for speeds of up to 250 km/h see Appendix 21.
3. Station Specifications
1. Specifications with “Additional Safety Sections”:
1. For stations with early signaling devices installed after turnouts see Figure 9.5, A-1
and B-1.
2. For stations that do not require installation of early signaling devices after turnouts
see Figure 9.5, C-1 and D-1.
3. For stations with early signaling devices installed between turnouts see Figure 9.5,
A-2 and B-2.
2. Specifications with “Skid Lines on Turnouts”:
1. For stations without early signaling devices (passenger train stations only) see
Figure 9.5, A-3 and B-3.
2. For stations with early signaling devices installed after turnouts see Figure 9.5, C-3
and D-3.
3. For stations with early signaling devices installed between turnouts see Figure 9.5,
A-4 and B-4.
4. Preferences Between Station Specifications
1. In terms of the signaling system and operational flexibility, specifications including
“Additional Safety Sections” are preferred , as specified in Figures 9.5 A-1, B-1, C-1 and
D-1. When planning a station, the Planner must conform with these specifications.
2. In cases where it is not possible to ensure sufficient distance for installation of early
signaling devices after turnouts (due to reasons of track geometry, lack of space or
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May 2013
vertical clearance, etc.), it shall be necessary to plan the station with early signaling
devices between the turnouts as specified in Figures 9.5 A-2 and B-2.
3. In cases where it is not possible execute planning in accordance with Subsections 4-a
and 4-b, it shall be necessary to execute planning as specified in Subsection 3-b (with
“skid tracks on turnouts”). Specifications that include signaling devices after turnouts
(Figures 9.5 C-3 and D-3) are preferred over those having signaling devices installed
between the turnouts (Figures 9.5 A-4 and B-4).
4. Planning carried out in accordance with Subsections 4-b and 4-c requires prior
coordination with the ISR Ops. Development Branch, the ISR Communications
Development Branch and the ISR Planning Branch.
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May 2013
A. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING OF FREIGHT TRAINS
Figure 9.5
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May 2013
B. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING
BOTH PASSENGER AND FREIGHT TRAINS
Figure 9.5 – Contd. (2)
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May 2013
C. TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
Figure 9.5 – Contd. (3)
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May 2013
D. TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
Figure 9.5 – Contd. (4)
* The said distance was determined in accordance with safety requirements only.
May 2013
FIGURE 9.5 A-1
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING FREIGHT TRAINS ONLY
WITH EARLY SIGNALING DEVICES PLACED AFTER TURNOUTS
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May 2013
FIGURE 9.5 B-1
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH EARLY
SIGNALING DEVICES PLACED AFTER TURNOUTS
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May 2013
FIGURE 9.5 C-1
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
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May 2013
FIGURE 9.5 D-1
TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
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May 2013
FIGURE 9.5 A-2
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING FREIGHT TRAINS ONLY
WITH EARLY SIGNALING DEVICES PLACED BETWEEN TURNOUTS
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May 2013
FIGURE 9.5 B-2
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH EARLY
SIGNALING DEVICES PLACED BETWEEN TURNOUTS
- 49 -
May 2013
FIGURE 9.5 A-3
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
WITH SKID TRACK LOCKING OVER TURNOUTS
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May 2013
FIGURE 9.5 B-3
TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER TRAINS ONLY
WITH SKID TRACK LOCKING OVER TURNOUTS
- 51 -
May 2013
FIGURE 9.5 C-3
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER TRAINS
WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES AFTER TURNOUTS
- 52 -
May 2013
FIGURE 9.5 D-3
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS
WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES AFTER TURNOUTS
- 53 -
May 2013
FIGURE 9.5 A-4
TYPICAL OPERATIONAL CHARACTERIZATION FOR AN OPERATIONAL STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT
TRAINS WITH SKID TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES BETWEEN TURNOUTS
- 54 -
May 2013
FIGURE 9.5 B-4
TYPICAL OPERATIONAL CHARACTERIZATION FOR A STATION DESIGNATED FOR STOPPING PASSENGER AND FREIGHT TRAINS WITH SKID
TRACK LOCKING OVER TURNOUTS AND EARLY SIGNALING DEVICES BETWEEN TURNOUTS
- 55 -
May 2013
Figure 9.6 – Safety Distances and Distances Between Signaling Devices and Turnouts
- 56 -
May 2013
Figure 9.7 – Engineering Tracks (line worker's structure)
Note: Option – Addition of a 100 meter track
- 57 -
APPENDIX 10 – EXAMPLES OF INTERCHANGE AND TRACK CROSSING
It is advisable to design crossings between main track using interchanges such as bridges (Figure 9.8-a)
or tunnels (Figure 9.8-b) in order to prevent conflict between simultaneous train traffic on the
interchange tracks. In such interchanges there are no crossings using single level turnouts between
tracks. The use of single-level junction plans by turnouts (Figure 9.8-c and 9.8-d) is only permitted
after ISR Authority approval is obtained. It is advisable to design “triangular” shaped track
convergences / divergences such that they have an elevation separation (Figure 9.8-h). Pending ISR
approval, it is possible to design a track “triangle” with a partial separation (Figure 9.8-g) or as a
single-level using turnouts (Figures 9.8-e and 9.8-f).
Figure 9.8
A. Example of a Track Interchange with Bridge
May 2013
Figure 9.8 – Contd.
B. Example of a Track Interchange with Tunnel
May 2013
Figure 9.8 – Contd.
C. A Single Track Junction
D. A Double Track Junction
- 61 -
May 2013
Figure 9.8 – Contd.
E. A Single-Level “Triangle”
- 62 -
May 2013
Figure 9.8 – Contd.
F. A Single-Level “Triangle” for Double Tracks
- 63 -
May 2013
Figure 9.8 – Contd.
G. A Partial Two-Level “Triangle” for Double Tracks
- 64 -
May 2013
APPENDIX 11 – TYPES OF TURNOUTS AND CROSSOVERS
General:
- When designing railway stations and track junctions, regular turnouts are to be used (based on
Section A)
-
The use of special turnouts (based on section B) and arch turnouts (Chapter 8 and Appendices
18 and 19) shall only be permitted subject to prior approval and authorization of the ISR
Planning Branch.
1. Regular Turnouts
As per Sections 3.7.1 and 3.7.2, see Figure 9.9.
Figure 9.9
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May 2013
Figure 9.9 – Cont.
2. Special Turnouts
Figure 9.9 – Cont.
- 68 -
May 2013
Figure 9.9 – Cont.
Figure 9.9 – Cont.
- 70 -
May 2013
Figure 9.9 – Cont.
Figure 9.9 – Cont.
- 72 -
May 2013
Figure 9.10
3. Crossovers
Figure 9.10 – Cont.
- 74 -
May 2013
Figure 9.10 – Cont.
Figure 9.10 – Cont.
- 76 -
May 2013
APPENDIX 12 – FORMULAS FOR CALCULATION OF CURVE PARAMETERS
T – The tangent of a round curve.
R – Radius of a round curve.
Ls - Length of a transition curve.
α – Turning angle (in degrees)
LC – Length of a circular curve
B – The distance between the vertex of the angel and the circular curve in an outward direction (in an
angular direction)
m – Increment of tangent in execution of transition curve.
P – Shifting length of round curve during execution of transition curve (see Section 2.4).
Tp – Increment of T of a round curve after shifting of P.
Bp – Increment of B of a circular curve after shifting of P.
Ts - Tangent sum
Scheme for Calculation of Curve Parameters
Figure 9.11
Where:
TS – Start of curve / Start of first transition curve
SC – End of first transition curve / Start of round curve
CS – End of round curve / Start of second round curve
ST – End of second round curve / end of curve
Note: Calculation of curve parameters, see also [2, 5].
- 78 -
May 2013
APPENDIX 13 - UIC FACILITY NO. 703 - Dated 01/01/1999
Data for Design of Fast Tracks for Passenger Trains, [20]
Table 9.7
Track type
Top speed (km/h)
Size
∆h (mm)
aq (m/s2)
Regular line
∆h (mm)
aq (m/s2)
Continuation of line
in lateral turnouts
and intersections
he (mm)
h (mm)
Regular line
d∆h/dt (mm/sec)
daq/dt (m/sec3)
Transition curve with
a constant change of
curves
d∆h/dt (mm/sec)
daq/dt (m/sec3)
Transition curve with
a variable change of
curves
dh/dt (mm/sec)
Constant change of
cant with ramp
dh/dt (mm/sec)
Variable change of
cant with ramp
av (m/sec2)
1
80-120
2
120-200
3
≤ 250
Italy
Germany
Regular Max Special Max
121
40
60
0.81
0.27
0.4
4
250-300
France
Regular Max
50
100
0.33
0.67
Regular
80
0.53
Max
100
0.67
Special
130
0.86
Regular
100
0.67
Max
120
0.8
Special
150
1
60
0.40
80
0.53
120
0.80
60
0.40
80
0.53
100
0.67
-
-
-
-
50
0.33
100
0.67
50
150
70
160
90
70
120
90
150
110
160
100
125
-
50
65
70
85
180
110
-
25
0.17
70
0.47
90
0.60
25
0.17
70
0.47
-
36
0.24
-
13
0.08
-
30
0.20
75
0.50
50
0.33
90
0.60
50
0.33
90
0.60
-
-
-
-
-
-
-
28
46
55
28
35
50
38
-
20
-
50
60
56
70
-
56
70
-
-
-
-
-
-
-
0.20
0.30
0.40
0.20
0.30
-
0.16
0.24
0.2
-
0.45
0.60
Table Legend:
∆h
– Lack of excess elevator
aq
– Acceleration in horizontal curve
av
– Acceleration in a vertical curve
he
– Excess cant
h
- Cant
t
- Time
d∆h/dt- Change in cant deficiency over time
daq/dt - Chang in size of aq over time
(m/sec2)
V max – Maximum train speed, km/h
V min
– Minimum train speed, km/h
R
– Horizontal curve radius, m.
Rv
– Vertical curve radius, m.
- 80 -
APPENDIX 14 – TECHNICAL SPECIFICATION FOR THE PRODUCTION AND SUPPLY OF BALLAST MATS
ON BRIDGES AND STEEL TRACK TUNNELS
General
this specification is designed for planning, production, supply and installation of coating over
pavements (tubs) in bridges and concrete floors of tunnels for tracks that are laid over a layer
of ballast when train speed is 140 km/h or more.
The said specification contains special instructions which the manufacturer must follow in
order to create an coating made of elastic material (Ballast mats) underneath ballast in tunnels
and bridges.
1. Scope of Specification
The requirements set forth by this specification shall apply to the design of bridge systems with
concrete pavements and tunnels with concrete floors when the track is placed over a layer of
ballast and train speed is 140 - 250 km/h. Furthermore, these instructions shall also apply to
the supply of elastic material (Ballast mats) for ISR. See Figure 9.12.
Figure 9.12
a) Typical profile for laying down of mats on bridges underneath ballast (straight line)
Figure 9.12 – Cont.
b) Typical profile for laying down of mats underneath ballast in tunnels (straight line)
May 2013
2. Definitions
The installation of ballast mats includes adhesives, connectors, and various drainage
components which are used for the following purposes:
 Reduction of track rigidity and as a result – elimination of strains and wear and tear of
superstructure elements (rails and ballast).
 Reduction in grout size of ballast located between concrete sleeper and concrete floor.
 Track stability against deflection (sinking) and less investments in maintenance.
 Passenger comfort.
 Reduction of dynamic impact on rolling stock, noise levels and vibration.
 Protection of concrete pavement sealing in bridges.
3. Terms of Use
3.1.
On bridges with concrete pavements and tunnels with concrete floors
The maximum permissible track speed: 140 – 250 km/h.
The load on the axle of a rolling stock passing over the track shall be no greater than 22
tons.
3.2.
Bridge or Tunnel Configuration
The contractor shall ensure he receives all of the data and plans required for execution
of lining from the Planner:
1. Number of tracks.
2. Length and breadth of all bridge and/or tunnel surfaces requiring lining.
3. Type of lining.
4. Type of sealing.
5. Drainage specifications.
6. Technical specification for lining.
4. Materials
All ballast mats shall be produced from elastic materials such as micro-cell polyurethane or
natural rubber or synthetic rubber, provided the finished product meets the requirements of
this specification. The use of recycled rubber shall not be permitted.
All materials which are to be used and all of the conditions for quality control and product
acceptance shall meet the requirements set forth in the “Technical Specification of Germany
Railways BR 918071.
All mats shall consist of several layers which are to be connected to each other at the
manufacturing plant, with the top layer designed for protection and prevention against ballast
entering the mat.
May 2013
Special requirements for mat materials and other materials:
1. The product's static modulus shall be determined based on maximum train speed and
axle load.
2. The minimum Foundation Modulus of a base shall be as per DB BN (TL) 918071, 0.06N/mm3 requirements.
3. The maximum Foundation Modulus shall be as per DB BN (TL) 918071; 0.1-N/mm3
requirements.
4. Mat thickness – 10-30 mm;
5. The maximum static deflection of a track with a mat and an axle load of 25.5 tons – 2.0
mm;
6. The material's technical properties shall be resistant to temperatures of -10oC to +50oC;
7. Pot life, 800 million load tons;
8. All mat unit joints shall be executed with an overlap of no less than 10 cm;
9. All mat units are to be glued to one another in overlapping areas, in concrete pavement
corers with floors and vertical walls or in the form of integrated joints;
10. All mat materials and the adhesive shall be resistant to all chemical substances which
may pour onto the track from train cars, e.g: salt, phosphates, fuel, lubricants, as well
as rain runoff water and internal tunnel liquids.
11. On the walls of all bridge tubs it shall be necessary to install mats of “Sidewall” type.
The Foundation Modulus shall be as per DB BN (TL) 918071, N/mm3 0.2 requirements.
5. Maintenance User Guide
Before mats are laid, the supplier (manufacturer) shall be required to submit comments and
instructions for application of subgrade (concrete), including recommendations for installation,
joint details, adhesive requirements, dismantling and maintenance.
The following technical materials shall be supplied along with the proposal:
1. Detailed technical specifications of the manufacturer.
2. The sketch portfolio.
3. Third party test results for all material properties of the mat and adhesive (section 4),
including reference to the extreme weather conditions in Israel.
4. The company's names list, including address, name of contact person, telephone/fax
numbers and email.
6. General Warranty and Sustainability
The warranty shall cover all wear and tear, destruction of product, durability of technical
characteristics including resistance to dynamic loading and chemical resistance. The product
service/design life and durability shall remain valid for a period of no less than 50 years as per
DIN 45673-5 requirements.
May 2013
APPENDIX 15 – TRANSITION SECTION BETWEEN BRIDGES AND EMBANKMENTS
In sections of transition between bridges and embankments, it is necessary to implement
access and transition plates into the design (see picture 38). The length of a transition section
and the dimensions of access / transition plates are defined in Table 9.8.
Table 9.8 – Length and Quantity of a Transition Section Components
Speed,
km/h
250
200
160
120
60
Section Length,
meters
36.55
29.05
16.75
11.76
4.00
Access Plate
Concrete Plates
LP = 4 (m)
LP = 3.2 (m) LP = 2.75(m) LP = 1.75(m)
1
1
1
1
1
4
3
2
1
0
4
3
1
1
0
5
4
2
1
0
Figure 9.13
A) Typical profile of transition section between bridge and embankment
* - For speeds of 161-230 km/h, 0.35 meters
Figure 9.13 – Contd.
B) Transition section between bridge and embankment
APPENDIX 16 – PEDESTRIAN TRAILS IN ISR COMPOUNDS
All pedestrian trails located within perimeter of ISR compounds must be designed alongside tracks
such that track employees find them easier to walk on (see Figure 9.14), using "fine" ballast as
specified in Table 9.9 below:
Table 9.9 – Recommended Classification of “Fine” Ballast for Walking Trail
Sieve No.
(“)
1.5"
1.0 "
3/4"
1/2"
3/8"
#4
#8
#200
Passing Rate
(%)
100
90 - 100
40 - 80
15 - 60
0 - 30
0 - 10
0-5
0 - 0.5
Figure 9.14 – Details of Pedestrian Trails inside ISR Facilities
May 2013
APPENDIX 17 – ACCURATE CALCULATION OF ARCH TURNOUTS
Figure 9.15
Note: The sketch and calculation apply to internal arch turnouts only. For external arch turnouts, the
formula variables must be changed.
- 90 -
May 2013
APPENDIX 18 – LONGITUDINAL PROFILE PLANS FOR ARCH TURNOUTS
1. General
The vertical alignment of turnouts with cants must be designed such that it corresponds with
the horizontal alignment. This coordination between the rail height of both straight and
divergent tracks and the horizontal alignment must appear in the plans by specifying the arch
turnout height. The purpose of the plans is to prove that all joints connecting between the
turnout rails and the track rails conform with one another and that there are no inconsistencies
in height.
The plan includes 3 parts:
a) Part 1 – In the upper part, a description of the relative heights of all rails.
b) Part 2 – In the middle part, a description of kilometrage of each planned track.
c) Part 3 – In the lower part, layout plans of all turnouts and tracks.
Scale: 1:500
2. Content of Arch Turnout Elevation Plans
a) Part 1 – Relative height of rails (longitudinal profile):
 Height of all rails.
 Longitudinal grade (promille), length of all longitudinal profile elements.
 Position ad height of all longitudinal profile cracks.
 Marking of start and end of all turnouts with turnout no. and height of lowest rail.
 Numbering of tracks.
 Marking the position of the turnout's last long sleeper and height of lowest rail.
 Marking of travel direction on tracks.
 Cant variance in ramps (M:1) and ramp length.
 Marking of cant
 Marking of start and end of cant variance ramps.
b) Part 2 – Description of kilometrage.
 Kilometrage of all important points along the longitudinal profile and layout. It is
necessary to draw one line for each track.
 Marking of travel directions on various tracks.
c) Part 3 – Layout plans of all turnouts and tracks.
 Distance between track axes.
 Schematic drawing of platforms, bridges, tunnels, etc.
May 2013
 Marking of all turnouts, including all turnout numbers and types.
 Numbering of tracks.
 Marking the position of the turnout's last long sleeper.
 A description of all lateral geometry, radii, transition curves, element lengths and
position.
 Marking of travel directions on various tracks.
 Position ad height of all longitudinal profile cracks, longitudinal grade (promille), length
of longitudinal profile elements, radii of vertical arches, tangent length, length of arch
angle bisector.
Note: Regarding longitudinal profile plans of arched turnouts see also[25, 26].
- 92 -
May 2013
APPENDIX 19 – CALCULATION OF HEIGHT AND GRADIENT DIFFERENCES IN A TURNOUT'S LAST LONG
SLEEPER.
zs – The height difference between the track of the basic arch and divergent track at the last long
sleeper. The difference primarily depends on the geometry of a standard straight turnout.
∆i – Is the difference in gradient of the longitudinal profile between the track of the basic arch and
divergent track at the last long sleeper.
May 2013
Figure 9.16
- 94 -
May 2013
Where:
zs, mm – The height difference between the lowest rail of the primary arch track and the
lowest rail of the divergent track at the point of the last long sleeper.
h, mm
- The turnout's cant
ys, m
- The distance between the track axis in a basic arch and the axis of a divergent
track at the point of the last long sleeper.
1.5, m
- Distance between center axes of track rails.
In order to calculate the difference in gradient ∆i of a longitudinal profile between the tracks of
the primary arch and those of a divergent track at the point of the last long sleeper, it is
necessary to calculate the derivative s'z of zs.
According to the full differential:
In accordance with Figure 9.16:
ε – The angle between the basic arch track and the divergent track at the point of the last long
sleeper.
An approximate of the tan ε may be calculated using the following formula:
Where:
The longitudinal grade of a divergent track may be calculated as follows:
The distance for calculation of profile point 'N':
For testing purposes, it is possible to calculate:
May 2013
APPENDIX 20 – TURNOUTS FOR SPEEDS OF OVER 160 KM/H
HIGH SPEED < 230 km/h TURNOUT 60E1 / 60E1A4 RAIL PROFILE
TURNOUT WITH FIXED NOSE CROSSING
Turnout
(Tangent)
Speed
(km/h)
Diverging
Track
Cant
Deficiency
(mm)
Length
(m)
TOE to
RP
Radius (m)
diverging
track
0.11
1/9
40
76
26.170
250/280
0.085
1/12
60
88
35.142
604/485
0.0654
1/15,3
80
92
47.310
820
0.05
1/20
100
91
56.470
2000/1300
0.0476
1/21
110
92
64.735
1540
0.0372
1/26
140
92
82.408
2500
0.0336
1/29
160
101
90.493
3000
Layout diagram
Note: In tracks designated for train traffic at speeds of over 200 km/h it is advisable to consider
the implementation of turnouts with special elements in the frog area: Movable Points or
Movable Wing Rails.
- 96 -
May 2013
APPENDIX 21 – STATION CHARACTERIZATIONS FOR SPEEDS OVER 250 KM/H
1. In passenger stations, it is necessary to maintain a separation between primary tracks with
non-stopping train traffic and secondary tracks with side platforms which are designated for
stopping of trains for the purpose of allowing passenger embarkation and disembarkation, see
Figure 17-a.
2. The usable length of tracks in an operational stations 750/1500 meters in accordance with ISR
Authority decision.
May 2013
Figure 9.17a
A. Typical Operational Characterization of Passenger Stations located on 230 km/h Lines
May 2013
Figure 9.17b
B. Typical Operational Characterization of Stations Designated for Stopping of Freight Trains on 230 km/h Lines
May 2013
Figure 9.17c
C. Typical Operational Characterization for Stations Designated for Stopping of both Freight and Passenger Trains on 230 km/h Lines
APPENDIX 22 - RAILWAY EXPANSION JOINT (REJ)
Railway expansion joints (REJ) are superstructure elements of railway tracks which provides rails with
enlarged horizontal movement.
When laying down Railway Expansion Joints, it is necessary to account for the design of both
horizontal and vertical alignments of railway tracks located on bridges as follows:
1. Minimum radius of horizontal curve:
1. For speeds of Vmax ≤ 160 km/h and Rmin ≥ 1200 m.
2. For speeds of Vmax > 160 km/h and Rmin ≥ 3000 m.
3. In special conditions and subject to ISR Planning Branch authorization, it is possible to
decrease the radius down to 400 m.
2. The design of a REJ in a transition curve is prohibited. The recommended distance between a
REJ and transition curve is no less than 100 meters.
3. The radius of a vertical curve:
1. Under normal conditions - Rv ≥ 16,000 m.
2. In special condition and subject to ISR Planning Branch authorization - Rv ≥ 10,000 m.
3. In cases where the radius of a vertical curve is less than 10,000 meters – the recommended
distance between a REJ and a transition curve shall be no less than 100 meters.
4. The distance between a REJ and a turnout – 100 m.
5. The distance between two adjacent REJ along a track – 300 m.
6. REJs must be positioned no more than 30 m away from the nearest fixed support.
7. The design and implementation of REJ on a track must be carried out in accordance with
“Railway Expansion Joints Design and Construction Guidelines”, [42].
8. The Planner / constructor of railway bridges shall be required to complete a REJ Order Form,
see Table 9.11.
Table 9.11 – Railway Expansion Joint Order Form
LEGEND
1.
Track Compendium, Bernhard Lichtberger, 2005.
2.
Research and Designing Railways, I. V. Turbin, 1989.
3.
Modern Railway Track, Coenraad Esveld, 2001.
4.
Railways of a Track 1520 mm. Building Technical Norms. Ц-01-95. Moscow, 1995.
5.
Research and Designing Railways, I. I. Kantor, 2003.
6.
Netzinfrastruktur Technik entwerfen; Linienführung. Deutsche Bahn 800.0110, 01.09.1999.
7.
Work of the Track under the Train, M. A. Frishman, 1975.
8.
British Standards: prEN 13803-1:2006 (E), EN 13803-2:2006.
9.
Building Norms and Rules II-39-76. Moscow, 1976.
10.
Building Norms and Rules 32-01-95. Moscow, 1995.
11.
British Standard BS EN 13232 – 2: 2003.
Railway applications – Track – Switches and crossings – Part 2: Requirements for Geometric
design.
12.
UIC Mode 741–OR: Passenger stations – Height of platforms – Regulations governing the
positioning of platform edges in relation to the track. 4-th edition, December 2005.
13.
Station Design and Maintenance Requirements. GC/RT5161. Issue Two, August 2000.
14.
UIC Mode 505 – 4 ORI. Effects of the Application of the Kinematic Gauges Defined in the 505
series of leaflets on the Positioning of Structures in Relation to the Tracks and of the Tracks in
Relation to each other.
15.
Weichen und Kreuzungen. DS 800 01.
16.
Eisehbahntunnel Planet, Bauen und Instand Halten Richtzeichnuugen Tunnel. Deutsche Bahn
RIL 853, 01.06.2002.
17.
Hydraulic Design Series No.2, Second Edition, Highway Hydrology, US Department of
Transportation, October 2002.
18.
Hydraulic Design Series Number 5, Hydraulic design of highway culverts. US Department of
Transportation, September 2001.
19.
Hydraulic Engineering Circular No. 22, Second Edition, Urban drainage design manual. US
Department of Transportation, August 2001.
20.
UIC Mode 703 – R: Layout characteristics for lines usedby fast passenger trains. 2-nd edition,
January 1990.
21.
Taschenbuch für Gleisban, 1987.
22.
Personenbahnhöfe planen. Deutsche Bahn RIL 813, 15.10.2005.
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Netzinfrastruktur Technik entwerfen; Streckendquersehnitte ouf Erdkörpern. Deutsche Bahn
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Auswahl der Weichen, Kreuzungen und Hemmschuhauswurfvorrichtungen. Deutsche Bahn RIL
800.0120, 01.01.2007.
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Fahrbahnen Einrechnen . Deutsche Bahn RIL 883.0030, 01.07.2007.
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Produkte Beschreiben Weichenhöhenplan. Deutsche Bahn RIL 885.1103, 01.01.2007.
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UIC Code 755 – 1 IR: Laying of telecommunications and signaling cabeles and their protection
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Track Crossings Procedure, March 2012 (Hebrew)
29.
Technical Specification “Frogs and Close Proximity between Power Lines and ISR”, May 2006.
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Program for Design of Passenger trains, 6th Edition, January 2009.
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Loads and Geometric Requirements of Bridges: Railway bridges. Israeli Standard SI 1227, Part 2,
March 1990.
32.
Guidelines for Planning of Track Level Separation - Way, February 2006.
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Planning guidelines for Construction of Railway track Substructures. Part I - July 2001.
Part II - October 2008.
34.
Hydrological-statistical Model for Calculation of Maximum Flow Rates in Rivers, 2003.
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Railroad Junction Planning Guidelines, March 2006.
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Israel Railways Regulations. Annex 9 – Part 5. ”Reference Manual for Sp Dr L72-2, 1982 type
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Guidelines for Preparation and Design of Drawings, August 2010.
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Planning Guidelines for Railway track Drainage, Hydrology - Drainage - Erosion, May 2009.
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Drainage Details, October 2009.
40.
Israeli Standard SI 5826 Part 2, TUNNELING: DESIGN BASICS FOR RAILWAY TUNNELS, March
2011.
41.
railway Buffer Stop Design Guidelines, July 2009.
42.
Railway Expansion Joint Design Guidelines.