Rail Transport Infrastructure
Scientific and technical monthly journal of the Polish Association of Transport Engineers and Technicians 7 2017 vol. 72 price 25,00 zł przegląd including 5% VAT komunikacyjny TRANSPORTATION OVERVIEW
Rail transport infrastructure
Proposal of city tram-train line for Wrocław. Matching the platform edge placement to rolling stock in existing tram systems on the example of Wroclaw. Testing railway capacity using modern microsimulation programs. Methodical basis for comparative analysis of rolling stock modernization economic e" ectiveness. The eISSN application of nonlinear curvature sections in the turnout diverging 2544-6037 track. Construction methodology of straddle monorail guideway
On the cover: Ecological washing point for railway 7/2017 vehicles , Fot. BFL Lauchhammer; Piotr Kazimierowski przegląd vol. 72 komunikacyjny
Dear readers! Contents:
We start editing the entire numbers of the Transportation Overview in En- Proposal of city tram-train line for Wrocław Jacek Makuch 2 glish. For the year 2017, they will cover only scienti! c articles, which is the main content of the journal. In subsequent years, we plan to expand the En- Matching the platform edge placement to rolling stock in existing tram systems on glish version of the monthly, but keep the source material in Polish. Both ver- the example of Wroclaw sions are and will be available via the website. Igor Gisterek 10
Testing railway capacity using modern microsimulation programs Marta Rogowska 17
Methodical basis for comparative analysis of rolling stock modernization economic With respect: e! ectiveness Maciej Kruszyna Juliusz Engelhardt 23 (Deputy Transportation Overview) The application of nonlinear curvature sections in the turnout diverging track Władysław Koc 27
Construction methodology of straddle monorail guideway Dominik Bednarek 32
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Propozycja miejskiej linii tramwaju dwusystemowego dla Wrocławia
Jacek Makuch
dr inż.
Politechnika Wrocławska, Wydział Budownictwa Lądowego i Wodnego; Katedra Mostów i Kolei
Abstract: In article short review of diff erent types of present tram-train solutions working on world was made. Worked out till now proposals of tram-train lines for Wrocław were analysed. Proposal of new city tram-train line for Wrocław, connecting existing tram-loops Poświętne and Kromera, with utilization of railway line number 292 on section among stations Wrocław Sołtysowice and Wroclaw Osobowice, serving housing estates Poświętne and Karłowice, with possible branch to Sołtysowice was presented.
Keywords: Tram-train; Infrastructure; Kassel model
Streszczenie: W artykule przeprowadzono krótki przegląd różnych typów rozwiązań tramwaju dwusystemowego występujących obecnie na świecie. Przeanalizowano opracowane dotychczas propozycje linii tramwaju dwusystemowego dla Wrocławia. Przedstawiono propozy- cję nowej trasy tramwaju dwusystemowego dla Wrocławia, łączącej istniejące pętle tramwajowe Poświętne i Kromera, z wykorzystaniem linii kolejowej nr 292 na odcinku pomiędzy stacjami Wrocław Sołtysowice i Wrocław Osobowice, obsługującej osiedla Poświętne i Karłowice, z możliwością odgałęzienia do Sołtysowic.
Słowa kluczowe: Tramwaj dwusystemowy; Infrastruktura; Model Kassel
In Wrocław, in years 2003 - 07, there Some ideas have been implemented Wr. Sołtysowice and Wr. Osobowice was a decrease in transport by public (tramway plus), others are still wa- (photo 1) - single-track, with disas- transport from 255 to 193 million pe- iting for implementation - including sembled traction network, which ople a year, i.e. by almost 1/4 - in just a tram-train. occasionally passes freight trains. four years! In turn, in the years 2007 There are a number of diff erent In the vicinity of the intersection - 12 there was an increase in the mo- solutions based on this idea in the of the analyzed section of the ra- torization rate from 441 to 540 cars world. Until now, not all of them ilway line with Żmigrodzka Street per one thousand inhabitants, ie by have been adapted to Wroclaw con- (near the Marino shopping center) is about 1/5 - in only fi ve years! As a re- ditions. This article proposes a new the "Poświętne" tram terminus, whe- sult, transport problems occur today, way of using one of the known forms re tram lines 1, 7 and 15 end. On the in the form of loss of capacity of the of a tram-train, in a new, previously other hand, at some distance from road system, during periods of trans- unresolved location. the intersection of the analyzed sec- port peaks. tion of the railway line with Sołtyso- Handling of passenger fl ows is cur- The genesis of the idea wicka Street is the intermediate tram rently carried out by trams and bu- terminal "Kromera", where the tram ses. Railway, despite the developed One of the elements of the Wrocław lines terminate: 11 and 23, while line infrastructure, plays a marginal role. Railway Junction is a secondary rail- 6 continues to Kowal. From the "Kro- Looking for new solutions. For many way line number 292 (according to mer" loop towards Karłowice, leads years, new concepts have been de- instructions Id-12), in relation Jelcz Boya-Żeleński Street, over which the veloped based on rail transport: Miłoszyce - Wrocław Osobowice. The railway line 143 to Oleśnica is carried urban, agglomeration, regional, fast fi nal section of it, with a connecting over. This viaduct is a "bottleneck", tram and even subway (although link connecting lines 143 to Oleśnica because only one lane is under the recently abandoned because of the and 271 to Poznań, is over seven kilo- railway track (there is a traffi c light result of the urban referendum). meters long connecting the stations system installed there), and there
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- is still developing Sołtysowice es- tate.
The considerations presented so far prompted the author of this artic- le to propose the construction of a new tram line connecting the exi- sting loops: Poświętne and Kromera, using the railway line No. 292 on the section between railway crossings on Żmigrodzka and Sołtysowicka Streets, serving the housing estate: 1.Railway line No. 292 on the section between the stations Wr. Sołtysowice and Wr. Osobowice Poświętne and Karłowice, with the are as many as 6 bus routes (A, 105, le 30 years ago all bus lines reaching possibility of branching to Sołtyso- 116, 118, 130, 305). At the beginning the Kromer tram terminus from Psie wice of 2015, PKP PLK announced that it Pole (102, 104, 130) and Kowal (118) would modernize the Wrocław - Ole- - ended the route there, which ensu- Tram-trains in the world śnica railway line, under which the red that the trolley line was already viaduct over Boy-Żeleński Street. at their start, no line today the bus Tram-train system implemented so Thus, there was the possibility of not from these directions does not stop far in the world is characterized by a only removing the said "bottleneck" there, and some are heading to the large variety. Phd Igor Gisterek in his but also to obtain something more, center (N, 128, 904, 914), doubling article [1] proposed classifi cation in namely to build a new overpass in the route of tram lines. In the case the form of four basic models of this such a way that the tram line could of the "Poświętne" tram terminal, type of solutions: also be underneath. although no bus lines coming from For many years the city has been further suburbs ended the route the- 1) taking over the railway line for planning a new tram line along Ka- re (thus bringing passengers to the the exclusive use of tram traffi c, mieński Street, from the intersection trams), the fact is that there are such 2) time-separated mixed traffi c of with Żmigrodzka Street, to the inter- lines (129, 308 and 908) and that two trams (during the day) and trains section with Kątowa Street. Unfortu- of them are heading towards the (at night) on railway tracks, nately, less than 10 years ago, a tho- center, doubling the route of tram 3) simultaneous mixed (alternating) rough modernization of this street lines. It is advisable, therefore, that traffi c of trams and trains on rail- has been made, but without a new the tram lines terminating the routes way tracks, tramway track, and even without on both of these loops will be exten- 4) traffi c of railway vehicles on tram leaving a reserve for this purpose, ded and will serve new destinations tracks. one should not expect the soon-to- generated over the last dozen or so -be-emergence of the mentioned years, and there are several: In Karlsruhe in 1958, the municipal line. It is also unfavorable that along transport company (VBK) took over with the modernization of Kamieński - new multi-family housing esta- the suburban railway line Albtalbahn Street built a new bus loop for the tes built on the grounds of for- to Bad Herrenalb and introduced line K and 144, but earlier than the mer garden gardens or military trams running from the city center. end of the planned tram line - at the units at Pleszewska, Kątowa, Fal- Freight traffi c was maintained only at intersection with ul. Torowa, while zmann, Czartoryski, and Koszaro- night and only by traction. In 1979, two stops further (where only one, waStreets, the same company took over from much less frequently operating bus - extended or new facilities of the the federal railways (DB) unprofi table route 130 is arriving), new multi-fa- University of Wroclaw at Dani- section of the line to Neureut, elec- mily residential buildings have been łowski Square and at Koszarowa trifi ed by tram voltage, added a loop built for over a dozen years. Street, at the end of the route and directed In the case of both considered - hospital at Koszarowa Street, classic one-way streetcars. In 1989, tram loops: Poświętne and Kromera, - institutions (among others, the this line to Hochstetten was exten- in the current layout of the public International College of Logi- ded. In 1992, the Karlsruhe Durlach transport line, we are dealing with stics) in "post-military" objects at - Bretten railway line was connected the failure to use their potential. Whi- Sołtysowicka Street, to the tram network and the opera-
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tion of two-way streetcars adapted to both tram and rail tensions was started there. By 1997, this line had more than fi vefold increase in the number of passengers! In the follo- wing years, subsequent railway lines were included in the same way into the system, leading to the creation of an extensive rail and tram network in this city. In 2013, 7 classic tram lines and 13 dual system buses were ope- rated, including:
2. Weave track at the Niederkaufungen Mitte stop on the tram route line 4 from Kassel to Hessisch - one (S2) - with a single-voltage Lichtenau (pic. Igor Gisterek) rolling stock, on the tram lines in a similar way: in 1998 to Kaufun- In Saarbrucken, the classic tram built in the footsteps of the old gen Papierfabrik, in 2001 - to Helsa, was liquidated in 1965. In 1997, a railway lines, and in 2006 - to Hessisch Lichtenau, two-system tram line was launched - two (S1 and S11) - with a single- using for this purpose a single-track from the Sarreguemines situated on -voltage rolling stock, partly on railway line to Waldkapel, running the other side of the border (with the classical tram network, and since 1985 exclusively freight traffi c. France). First, trams crossed the sec- partly on the AVG railway ne- It was also here that electrifi cation tion of the federal railway line (13 km), twork with tram voltage, by tram voltage, adjusting the geo- and then they drove onto the newly - seven (S4, S41, S42, S5, S51, S52, metry of the crosstalk, built was pas- built tram route (5 km), but with rail- S6) - with a double-voltage fl eet, sed, strands (pic. 2) and loops, and in way parameters leading through the partly on the classical tram ne- certain sections (in Kaufungen and city center (to the railway station). twork (750 V DC), and partly on Hessisch Lichtenau) completely new In subsequent years, the route was the railway network (15 kV AC), sections of tram lines were built, bet- extended northwards: fi rst through - three (S31, S32, S9) - only on the ter penetrating built-up areas than the city streets (to Siedlerheim in railway network. the line used railway. 2000), then along the A1 motorway In 2001, the railway network at the (to Riegelsberg in 2001), then again On some sections, tram-trains use main station in Kassel received a tun- through the streets of the village (to the same tracks as ICE trains. Unfor- nel connection to the tram network, Walpershofen in 2009), and on end - tunately, the solution fell victim to which allowed the commencement the railway line (to Heusweiler Markt their own success - trams began to of the operation of two-way street- in 2011 and Lebach in 2014). get stuck in traffi c jams. Currently, in cars adapted to both tram and rail- In Zwickau, the main railway sta- the city center, parallel to the busiest way tensions under the RegioTram tion is located some distance from sections of the network, tunnels are brand on the Warburg route as RT3 the city center, which is why since being built to which two-system line (currently RT1). In 2006, the RT5 1999 some of the trains served by trams will be introduced. to Malsungen line was opened, whi- combustion busses have entered the In Kassel, from 1995, tram 5 began le in 2007 - RT9 to Schwalmstadt- tram network. The rail buses fi rst use to commute to Baunatal-Grossenrit- -Treys (this line ended the route at the track of an old siding circling the te using the new section of the clas- the railway station and did not en- city center from the south, reach the sic two-track tram line (2.2 km), and ter the classical tram network, and new shopping and entertainment further from the section of the single- from December 2015 it was replaced center (Stadthalle), where they enter -track railway line (3.3 km) to Naum- by regional trains). In 2006, the RT4 the reconstructed tram track, which berg, where passenger traffi c it was line was also commissioned with reaches the bus stop in the center. suspended in 1977. This section was non-electrifi ed tracks to Wolfhagen, Tracks on the rail-tram section have electrifi ed by tram voltage, the geo- using a hybrid fl eet (electric-combu- three rails (trams in Zwickau are nar- metry of crossroads of turnouts was stion trams). Previously, for several row-gauge) and an enlarged wheel- adapted to the profi les of tram whe- months, the hybrid fl eet served a base (buses are wider than trams). els, new passes, ties, stops and a loop temporary RT2 line to Hessisch-Lich- Railcars on the common section do were added at the end of the route. tenau before classic tramway 4 com- not stop at tram stops, and at the The route 4 tramways was extended mutes began. end stop in the center have a sepa-
4 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure rate platform (buses are unlike trams of the 10-tram double-tram line to launched on this route (currently 3 are high-fl oor). Railcars have been the nearby Ilfeld. and 4). In 2009, 38 thousand of them adapted to traffi c (lighting, turn si- On the north-eastern suburbs of used them passengers, compared gnals). Paris, between the stops B and E of to 18 thousand in 2002, when the In Chemnitz in 2002, a track con- the RER agglomeration, a tramway connection served the railway. Sin- nection was made between the clas- T4, called the two-system tram, was ce 2007, the metro trains from Rot- sic tram (Altchemnitz) located on the launched in 2006, as this line uses terdam have been running along a outskirts of the city and the railway a fragment of Coquetiers closed in several-kilometer-long section of the line running alongside it, which al- 2003. However, this line does not use two-system tram line. At fi ve joint lowed the launch of the new 522 the sections common to the normal stops, the platforms are partly long tramtrains to Stollberg (now marked railway traffi c, nor from sections that and parts low. There was no problem as C11). These trams are two-way, carry the movement of classic trams. with the power supply - both the low-fl oor, slightly wider than the The operator is the railway carrier metro and the dual-system tram on classic ones (2.65 m instead of 2.4 (SNCF), not urban. A new 6-km east the common stretch use the upper m), an intermediate rim profi le was leg is currently being built from the network and voltage of 750 V. used in them (wider bandage, hi- middle station of the existing line In Mulhouse, trams were liquida- gher rim, larger diameter, contact for (Gargan) to the Montfermeil hospital ted in 1957. They were revived in the steering wheel). The railway line team. 2006 in the form of a modest network was electrifi ed with a voltage slightly Between the Hague and Zoeter- that initially operated only two, and higher than in trams (750 V instead meer, a few kilometers away, there since 2010 - three tram lines. At the of 600 V), the platforms were rebuilt was an access queue operated by end of the third line (in Lutterbach) a to low, in the switches, mobile cross- the national rail carrier (NS). The tra- transition from the tramway network bows and increased crossings were ins only reached the central station to the railway was made, which al- used, railway crossings were rebuilt of The Hague and did not penetrate lowed for the launch of a train-tram (heated rails were used). In 2009-13, the city center. A decision was made line to Thann. The operator is the rail- the tram loop was reconstructed in to convert this line to a two-system way carrier (SNCF), not urban one. front of the main station, as a result tram, which became part of the pro- of which a tram stop was created in ject called "RandstadRail". The rest of Current proposals for a two-sys- the station hall (parallel to the rail- it is to convert one of the two railway tem tram line for Wroclaw way platforms), connected to railway lines connecting The Hague to Rot- tracks. This solution fi rst only facili- terdam - less important (Hofpleinlijn) The term "two-system tram" in the tated changes between trains and to the subway (currently line E). In documents concerning the forma- trams until autumn 2016 when three Zoetermeer, on the former access tion of the Wrocław transport system new lines of the two-system tram line (in the form of a loop around the appeared for the fi rst time in 1996, were started, going down from the town), several new stops were built, in the study prepared by the Polish tram tracks to the railways: C13 to an extension of the line was added Ecological Club and the Board of Burgstadt, C14 to Mittweida and C15 (2.5 km), thanks to which trams bet- Roads and Communication [2]. In to Hainichen. ter penetrate the served area than the chapter entitled "Possibilities of Nordhausen has a small narrow- the railway. Another extension (Ja- system improvements", the section -gauge railway network (only two valaan - Bleizo) is currently under "Full integration of track infrastruc- lines) and a narrow-gauge railway construction. On the entire line, the ture in the Wrocław agglomera- Harzer Schmalspurbahnen (HSB). In platforms were reduced to 30 cm, tion" appeared: "some of the tracks 2002, a track connecting the tram and the voltage in the traction ne- are currently out of service or used stop in front of the main railway twork was reduced from 1.5 kV to sporadically, therefore it is possible station was started, with a narrow- 750 V. In The Hague a link was built to run two-system trams on them". -gauge railway station located next between the railway and tram ne- However, the study did not specify to it, thanks to which the HSB railway twork in the form of a fl yover, with an anything more about it. bus buses started commuting to the attractive openwork housing (with a In the transport policy of Wro- tram stop, making it easier for trave- grid structure) a section in the center cław adopted in 1999, the two-sys- lers to transfer. In 2004, two-way hy- - several kilometers long tunnel (so tem tram has not been mentioned brid trams (electric-exhausted) Sie- that two-system trams do not "get even once.During the conference mens Combino Duo were put into stuck" in traffi c jams). In 2006, two "Integrated Municipal Rail Transport operation, which allowed the launch lines of the two-system tram were System" organized in 2003 by the
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Wrocław University of Technology, planned construction of the east transport)". PhD Maciej Kruszyna proposed the bridge route ( Wielka Wyspa avenue) Developed in 2007 at the requ- launch of the dual-system tram line should take into account the line of est of the Municipal Offi ce "General [3] in the following relations: the two-system tram from Wilczy plan of railway transport develop- Kąta to Swojczyce or Kowal, and in ment in Wroclaw" did not provide - from the tram terminal at Robot- the long run to Zgorzelisko and Psie solutions in the form of a two-sys- nicza Street by rail: 275 towards Pole. A similarly planned new course tem tram, except for the proposal to Śróda Śl. and 273 towards Woło- of Robotnicza Street (between Or- build a new tram line on the track of wa, łąt Lwowskich Square and Śrubowa the then unused railway line 326 to - from the Kromer tram loop with Street) should provide for running Trzebnica, but only on the section railway lines 143 and 326 to the two-system tram line there.In the from Irkucka Street to the city border. Trzebnica, study of conditions and directions of The next Study of Conditions and - from the Park. Pd. tram loop. rail- spatial development of Wroclaw, ad- Directions of Spatial Development way line 285 to Sobótka. opted in July 2006, seven locations of Wrocław, adopted in 2010, on the of connections between the tram issue of two-system trams repeated On the next of this conference series network and railway lines were pro- the fi ndings of the previous study of (in 2005), PhD Kruszyna presented posed in the fi gure depicting public 2006. the concept of a pilot dual-system transport: During the conference "Integrated tram line for Wrocław [4], on the ro- urban transport system" organized ute from Leśnica with railway line - Poświętne tram loop - railway in 2010 by the Wrocław University 275 to the tram loop at Robotnicza line 292 (between stations: Wr. of Technology Patryk Wild from the Street, and then tram routes thro- Sołtysowice and Wr. Osobowice), Wrocław MPK presented the con- ugh the streets: Legnicka, Kazimie- - planned tram loop at the railway cept of Wrocław Metropolitan Rail- rza Wielkiego (alternatively the new station Wr. Psie Pole - railway line way [6], under which the following Robotnicza, Piłsudskiego, Kołłątaja), 326 to Trzebnica, three lines of the two-system tram Piaskowa, Poniatowskiego, to the - Kowale tram terminal - railway would be launched by 2015: Kromer tram loop, and then the rail- line 292 to Jelcz-Miłoszyce, way line 143 to Psie Pole. - planned new tram line through - MT2 - from the station Wr. Le- In the publication of the Wrocław Swojczyckie bridges - railway line śnica by railway line through Wr. University of Science and Polbus in 292 to Jelcz-Miłoszyce, Żerniki and Wr. Nowy Dwór to 2004 entitled "City of Wrocław - Spa- - planned tram line along Borow- Robotnicza Street, then tram ro- ce of communication and transport", ska Street- railway line 285 to utes through the streets: Legnic- the concept of the Wrocław Munici- Świdnica, ka, Kazimierza Wielkiego, Trau- pal Railway by Jacek Jerczyński and - planned tram line along Gołą- gutta to Krakowska Street, from Ryszard Boduszka [5] was described, stowa Street- railway line 285 to where the railway line through using the idea of a two-system tram. Świdnica, Wr. Brochów to Siechnica, In this concept, it was proposed to - planned tram line along Ro- - MT4 - from the station Wr. Pracze make connections between the botnicza Street (near the Orląt on the railway through Wr. Kuź- tram and rail network in the follo- Lwowskich square) - railway line niki to Robotnicza Street, then wing places: 274 to Jelenia Góra. tram routes through the streets: Legnicka, Kazimierza Wielkiego, - Małachowski Street - Wrocław In the autumn of 2006 prepared by Społeczny Square, the Reagan Towarowy main station, the Municipal Offi ce of the "Integra- roundabout to the tram termi- - Orląt Lwowskich Squre - Wro- ted rail transport system in Wrocław nal at the Olympic Stadium, and cław Świebodzki station, and the Wrocław agglomeration" in the future (until 2025), newly - Robotnicza Street- Wrocław Gą- developed in connection with the built sections of tram and rail li- dów freight station, intention to launch tram lines with nes to Psie Pole, from where the - Kromera Street - Wrocław Sołty- increased parameters, "Tram Plus" railway line 326 to the station Wr. sowice station, was assumed: "It is not excluded to Zakrzów, - Żmigrodzka Street- the railway take the Tram Plus line beyond the - MT6 - from Kobierzów railway line 292 crossing it. boundaries of Wroclaw (a few kilo- line to Karkonoska Street, then meters), using existing railway tracks the route of the tram line 7 to the The authors also proposed that the (not currently used for passenger Poświętne tram loop, from whe-
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re the railway lines 292 and 271 - Bardzka Street - railway line cros- 2013, no two-system tram has ever to Oborniki Śl. sing it 285, been mentioned. - tram terminal Park Pd. - railway In this concept, it was proposed to line 285, through Ołtaszyńska or Description of the proposed make connections between the Gołąstowa Streets, solution tram and rail network in the follo- - Klecina tram loop - Wr. Klecina on wing places: the 285 railway line, through Ko- The basis of the presented idea of bierzycka Street, the new two-system tram line is the - Robotnicza Street- railway junc- - Kwidzyńska Street - siding on use of railway line No. 292 on the tion 753 (Wr. Grabiszyn - Wr. Gą- the premises of the 3M plant (le- section between railway crossings dów), ading to the station Wr. Swojczy- at the intersections with Żmigrodzka - intersection of Krakowska and ce on the 292 railway line), St. (from the west side) and Sołtyso- Kościuszki Street - the tracks of - Robotnicza Street - railway junc- wicka St. from the east (picture 3). the Wr. Głowa Towarowa, tion 753 (Wr. Grabiszyn - Wr. Gą- At Żmigrodzka Street tram line - Ołbińska Street - the tracks of the dów), runs right next to the railway tracks, Wr. Nadodrze, - Ołbińska Street - the tracks of the making a link between the railway - Żmigrodzka Street - railway line Wr. Nadodrze, and tram network in this place sho- 292 crossing it, - Żmigrodzka Street - railway line uld not be a problem. The situation - Klecina tram terminal - Wr. Kleci- 292 crossing it. looks completely diff erent at the na on the 285 railway line. other end of the used section of the The study concludes that only some railway line. Railway crossing at Soł- In 2012 during the Tram Investment railway lines leaving the Wrocław's tysowicka Street is located about 2 Forum Wojciech Zdanowski from the railway junction are suitable for the kilometers from the nearest tram ter- Wrocław MPK presented the con- introduction of two-system trams. minus at Kromer Street. At this point, cept of a two-system tram called This is conditioned by two factors: it is necessary to build a section of a "MeTram", which is a modifi cation of classic tram line. In the basic variant, the previously described Patryk Wil- - distribution and density of the the author proposes to run it thro- d's proposal, in which the MT2 line settlement network (ability to ugh the streets of Boya-Żeleński (un- was marked as 3+, line MT4 - as 21+ generate adequate vehicle fi l- der the rebuilt viaduct of the railway and from the Reagan roundabout lings, appropriate inter-particle line 143), Berenta, Przesmycki and directed to Biskupin, while the MT6 spacing), Sołtysowicka. Admittedly, the Streets line - as 7+. - geometric and motor parame- of Berant and Przesmycki are nar- In 2012, Wroclaw University of ters (lines of higher categories row and built-up with single-family Technology, at the request of Wro- are predisposed for handling houses, however, in the world tram cław MPK, prepared a study entitled aglo or regio). transport is introduced into areas of "Analysis of technical issues related a similar type, which can be a good to the commissioning of a two-sys- In the study, as the most suitable for example: tem tram in Wrocław" [7]. The aim of using two-system trams, the railway the study was to formulate technical line 285 Wrocław-Świdnica was re- - completed in 2007 extension of conditions that should be met by commended, with the connection line 6 to St. Peter in Graz, rolling stock, route delineation and to the tram network at the extension - the 26th line launched in 2013 the indication of necessary modifi - of Bardo Street. The fi nal conclusions in the new route through the cations and adjustments within the draw attention to diffi culties in the Hirschstetten housing estate in track and trackside infrastructure. case of homologation of non-stan- Vienna. The study proposes to make con- dard rolling stock, lack of national nections between the tram and rail regulations and norms, proposing as In both cases, trams were run toge- network in the following places: a more favorable maintenance of the ther with circular traffi c, streets of distribution of trams from railways, traffi c zones with a 1 + 1 cross-sec- - intersection of Krakowska and however, with the exception of solu- tion, sometimes with a pedestrian si- Kościuszki Streets - the tracks of tions in the form of taking over or di- dewalk only on one side of the stre- the Wr. Głowa Towarowa, sabling a railway line for the needs of et. However, if at the stage of social - Krakowska Street - a siding cros- a tram separated in time.In the mo- consultations it turned out that the sing it to the former Pollen plants, bility policy in Wroclaw adopted in residents of Karłowice did not want
7 7 / 2016 przegląd komunikacyjny Rail transport infrastructure
3. A proposal for a new two-system tram line (in the background it was used [8]) the trams "under their windows", the the area of Lekcyjna Street in Sołty- biszyńska - Hallera - Powstańców author proposed an alternative route sowice (in the vicinity of plot No. 10), Śląskiego Streets, which would through Kromera and Czajkowskie- although here the need is smaller, require a return to solutions from go Streets, where unfortunately the- because it is a single-family housing a dozen or so years ago, namely re is an intersection with the railway area, and again such a solution wo- the lines 11 to Kowal, instead of line 143, currently functioning as a uld not please the residents. As an the current line 6. guarded railway crossing. Therefore, alternative, in such a case, one could it is necessary to build a viaduct or predict a loop or a limit in the area of Such an unusual solution - with two tunnel, tram or streetcar on this spot. Sportowa Street, where the genera- lines running in opposite directions An alternative solution does not pe- tor of the trip, apart from the surro- in the "triangle" of the streets (in- netrate the Karłowice housing estate unding buildings, would be a nearby stead of the classic two-way routes anymore, it bypasses an important hospital. terminated with loops or limiters) travel generator which is Daniłowski For the proposed infrastructure has its advantages, for example, let Square (due to the nearby facilities of solutions, the author predicted the residents of Karłowice quickly reach the University of Wroclaw), also will following organization of the tram the Marino shopping center, and re- not relieve the bus communication traffi c: sidents of Poświętny - quickly reach operating in this area. the hospital or universities located in The next section of the classic - to the loop or limitations at Kąto- Karłowice. tram line on the basis of the "reach" wa Streetcould be extended by terminated with a loop or a stop, the line 15, Summary author proposes to build between - to the loop or limitations at Sport the railway crossing at Kamieńskie- Street or Lekcyjna Street could Presented in the article, the proposal go Street and the area of the inter- be extended by line 23, for a new tram-train line for Wrocław section of this street with Kątowa. - the whole section of the propo- was inspired by the solutions used For the last few years, multi-family sed line between the "Poświęt- for the fi rst tram and railway lines housing has been intensively deve- ne" and "Kromera" loops could fi rst launched in Karlsruhe (to Bad loping there.A similar "reach" could run in opposite directions lines 6 Herrenalb and Neureut), and later be implemented from the railway and 7, similarly as at present lines in Kassel (to Baunatal and Hessisch crossing on Sołtysowicka Street in 14 and 24 in the "triangle" of Gra- Lichtenau), where on railway lines
8 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure from small commodity traffi c (after mework of the Lower Silesian Com- Source materials limiting it to night hours), classic muter Railway (DKD). In the variant one-way streetcars were introduced. assuming the commissioning of 14 [1] Gisterek I. Wykorzystanie sieci In this way, the need to buy around new lines, the analyzed section of the kolejowej do celów tramwaju twice as expensive rolling stock was 292 railway line is planned for two of dwusystemowego. Konferencja: avoided, when there was no need them: D10 (Brochów-Wojnów) and Nowoczesne technologie i sys- to change the voltage and to ob- D11 (Leśnica-Sobieskiego) and the temy zarządzania w kolejnictwie, tain a "railway" crashworthiness of construction of four new stops: Uni- Kraków 2010, str. 203-217. vehicles.A novelty in the presented wersytet, Artyleryjska, Kamieńskiego, [2] Szanse i realia lokalnej komuni- solution is the fact that the propo- Poświętne. However, it should be kacji zbiorowej w Polsce. Polski sed new line of the two-system tram noted that the concept of the Mar- Klub Ekologiczny, Zarząd Dróg i does not leave the city limits, there- shal Offi ce is overly expanded, other Komunikacji, Wrocław 1996. fore the title of the article uses the ideas assuming the launch of the ag- [3] Kruszyna M. Propozycja rozwią- term "city line". glomeration railway in Wrocław, do zań taryfowych dla zintegro- The proposed solution can be not envisage the use of the analyzed wanego systemu transportu implemented in stages. In the fi rst section of the railway line 292. Even szynowego we Wrocławiu. Kon- place, it would be most convenient if the local authorities could imple- ferencja: Zintegrowany system to reach by rail transport to the area ment the DKD concept to the full miejskiego transportu szynowe- of the new multi-family housing es- extent, examples of some solutions go, Wrocław 2003, str. 59-66. tates at Pleszewska, Falzmann and from abroad (e.g. The Hague) show [4] Kruszyna M. Opcje rozwoju zinte- Kątowa Streets. A section of the 292 that the two-system tram does not growanego transportu szynowe- railway line from Żmigrodzka Street exclude running the same sections go we Wrocławiu. Konferencja: to Kamieńskiego and then the clas- of the city railway. Zintegrowany system transportu sic tram line along Kamieńskiego The solution proposed in the ar- miejskiego, Wrocław 2005, str. Street. In the second stage (after the ticle is a general idea requiring more 51-57. reconstruction of the viaduct of the detailed analyzes. Refi nements requ- [5] Jerczyński J., Boduszek R. Wro- railway line 143 above Boya-Żeleń- ire issues such as: cławska kolej miejska. Miasto skiego Street), it would be possible Wrocław - Przestrzeń komunika- to build a classic tram line through - transitional sections between cji i Transportu, Politechnika Wro- Karłowice, to cross the railway on the tram and railway network, cławska, Polbus 2004, str. 231- Sołtysowicka Street, and then a sec- - location of stops and passages, 247 . tion of the 292 railway line to the - location of the tram track in [6] Wild P., Kruszyna M. Postulowane terminus or terminus at Sportowa cross-sections of streets (on the elementy rozwoju wrocławskie- Street. With the fi nal "closure" of the lengths of sections of classic go węzła kolejowego. Konferen- proposed route in the form of the tram lines), cja: Zintegrowany system trans- use of the section of railway line 292 - gauge problems in the case of portu miejskiego, Wrocław 2010, between Kamieńskiego and Sporto- stops along the railway line (track str. 109-120. wa Streets, you can wait until a po- links or other possible solutions), [7] Krużyński M., Gisterek I., Makuch ssible change of land development - use of loops or limit switches, J., Molecki B., Puciłowski J. Anali- on both sides of this route. Currently - turnouts (crosses) - and the profi - za zagadnień technicznych zwią- there is the Higher Offi cer School of le of the tram wheel, zanych z uruchomieniem we Land Forces located there, but in the - re-electrifi cation of the railway Wrocławiu tramwaju dwusyste- history of Wrocław's development, line, but under the tram voltage, mowego. Politechnika Wrocław- the army has already returned to the - traffi c control. ska, Instytut Inżynierii Lądowej, city several times and moved into Raport serii SPR nr 01/2012, Wro- less urbanized spaces. These problems are included in ma- cław 2012. An obstacle in the implementa- ster's theses, which the author of this [8] http://www.openstreetmap.org tion of the proposed solution may article has prepared and suggests to 27.03.2017. be the fact that the analyzed section students of the specialties of the Rail of the 292 railway line, according to Transport Infrastructure at the Wro- the concept prepared by the Lower cław University of Technology. Silesian Marshall Offi ce in 2009, is planned to be used within the fra-
9 7 / 2016 przegląd komunikacyjny Rail transport infrastructure Matching the platform edge placement to rolling stock in existing tram systems on the example of Wroclaw Dopasowanie krawędzi peronowych do taboru w istniejących systemach tramwajowych na przykładzie Wrocławia
Igor Gisterek
dr inż.
Politechnika Wrocławska, Wydział Budownictwa Lądowego i Wodnego; Katedra Mostów i Kolei
Abstract: The work contributes to the development of the optimal solution of the horizontal and vertical gap between the platform edge and the tramway threshold in Wroclaw. General arguments for the development of urban rail transport have been described, and the basic features of an attractive system are discussed. Historical and current works focused on the position of the car fl oor with relation to the plat- form were collected, taking into account selected current foreign regulations. Suggested solutions possible for use in Wroclaw conditions were posed. The necessity of carrying out further detailed studies and considerations.
Keywords: Urban transport; Tramway; Platform; Tramway stop
Streszczenie: Praca stanowi przyczynek do opracowania optymalnego rozwiązania odległości poziomej i pionowej pomiędzy krawędzią peronową a progiem tramwaju we Wrocławiu. Opisano ogólną argumentację przemawiającą za rozwojem zbiorowego transportu szyno- wego w miastach, omówiono też podstawowe cechy atrakcyjnego systemu komunikacji miejskiej. Zebrano historyczne i bieżące prace skupiające się na położeniu podłogi wagonu względem peronu, z uwzględnieniem wybranych przepisów zagranicznych. Zaproponowano rozwiązania możliwe do zastosowania w warunkach wrocławskich. Zaznaczono konieczność prowadzenia dalszych szczegółowych badań i rozważań.
Słowa kluczowe: Transport miejski; Tramwaj; Peron; Przystanek
Due to the signifi cant costs of con- the example of Wrocław, the num- creation. struction and maintenance of trans- ber of passenger cars registered per The type of rail transport dedica- port infrastructure as well as the 1000 inhabitants shows a continuous ted to daily transport are e.g. trams. purchase and operation of vehicles, upward trend, growing in the years The investments in the development more and more emphasis is placed 2005-2015 from 384 to 600 [2]. This and repair of infrastructure observed on their eff ective use. Especially with testifi es to the implementation of in recent years, as well as the repla- investments co-fi nanced from EU increased mobility of the society ma- cement or modernization of public funds, one of the basic parameters inly through the use of cars. Only the transport rolling stock, do not always is their effi ciency, i.e. the internal analysis of foreign examples shows bring the desired eff ects, often resul- rate of return on investment, which where the real potential of public ting in a slight increase in the num- is calculated taking into account the transport is hidden: while all railways ber of passengers. The background expected number of passengers. It is in Poland carried around 292 million of this phenomenon is multi-faceted observed that railway carriers record passengers in 2016, the same Berlin and complex, in addition, strongly a relatively stable situation in this S-Bahn system was used in 2015 by dependent on local conditions. Ho- area, expressed at best in single-digit almost 417 million travelers [1 3]. If wever, you can try to bring them to growth. For example, according to Polish cities are to follow in the same the common denominator, determi- UTK [1], the increase in the number direction, it will be necessary to shift ned by the degree of attractiveness of rail passengers was 4.3% in 2016, the center of gravity of rail transports of public transport. The infl ow of but with a 9.9% increase in transport from occasional trips, carried out passengers begins when the overall performance. Meanwhile, the fun- sporadically over long distances, to attractiveness of rail transport exce- damental increase in the mobility everyday commutes carried out to eds the total quality of the other me- of the society is continued with the implement basic living issues: work, ans of movement. Among the basic help of individual motorization. On study, fulfi llment of life needs and re- components of the attractiveness of
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to the absolute or full level is not al- ways possible, especially where im- portant transport routes cross, which is relatively frequent in the center area. Of course, this is based on the assumption that the tram is already a partially privileged participant in the traffi c; in Poland, even in new realiza- tions, you cannot always accept such an assumption automatically. The Dresden example is not enti- rely reliable in Polish conditions. Sin- 1. Components of the total tram driving time (Dresden, 2012), for [6] ce 1993, tracks have been intensively rebuilt and modernized there, so public transport can be mentioned: cars, but also the opening of a new sections in poor technical condition street that brings traffi c to the center are getting shorter and less frequ- - driving time, identifi ed with the increases the infl ow of cars and will ent. The rolling stock structure also speed of movement, block public transport where it has exceeds the quality with national - regularity of driving, as the inte- not previously taken place. examples: the city's DVB rolling stock rval between successive courses, Considering the various compo- consists of almost 170 low-fl oor wa- - frequency of running, also as a nents of the attractiveness of the gons, and less than 20 Tatra cars, si- criterion for assessing effi ciency, means of transport, it should be milar to the Konstal 105N tram. On - punctuality of driving as a quan- noted that each of the above items this basis, it should be assumed that titative and qualitative indicator, consists of a whole host of features, in Polish cities the combined shares - convenience of connections conditions and dependencies, often of time losses taking place with the connected with the traffi c truss, interrelated, sometimes contradicto- expectation of a permissive signal, - traveling comfort: heating, venti- ry. To achieve an improvement, you passenger exchange, and speeding lation, easy access to the vehicle, can take multi-faceted activities, or driving dominate over the time of - driving safety, you can concentrate on individual "clean" driving, providing signifi cant - information about the course of components, for example by incre- opportunities to improve the state of the line and system, inside vehic- asing the commercial speed. An aff airs. This will translate into a num- les and at bus stops, analysis of the existing state, shown ber of positive phenomena, which - service culture - employee beha- in the example of Dresden in Fig. 1, include: vior [4, 5]. indicates that approximately half of the total driving time falls on the - increasing attendance in public Many of these criteria are diffi cult vehicle's movement, a quarter is the transport vehicles, i.e. more fa- to measure, and the recognition of time of passenger exchange, and vorable traffi c structure (modal a particular parameter as attractive the last quarter are the obstacles split), is subject to individual user asses- and obstacles in traffi c, for which the - reducing operating costs by fa- sment. It can safely be assumed that lion's share corresponds to the loss ster passenger exchange, shorter the continuous improvement of of time resulting from waiting for a timetables, shorter stops, such key parameters as travel time, signal to allow driving. From this you - increasing the commercial spe- line coverage and punctuality have can conclude that the biggest profi t ed, but not at the expense of a signifi cant impact on the frequen- will be achieved by improving one of other road users, cy of transport in public transport as three key shares: clean driving time, - removing physical barriers for long as it allows to keep these fac- passenger exchange or waiting for a people with reduced mobility, tors at least at a competitive level for signal. The tram traffi c speed in the - improving the safety and com- car transport. The subtlety of susta- city is a resultant of the top speed li- fort of all passengers. inable transport in cities also means mit on the route sections and nodes, that often facilitating one means of the placement of stops along the ro- One of the ways to increase the at- communication involves intentio- ute and rational accelerations at the tractiveness of tram transport may nal or incidental diffi culties for other start-up and braking of the vehicle, be the acceleration of passenger road users. For example, assigning so the reasonably planned maneu- exchange, implemented by mutual high priority to trams in traffi c lights vering network is rather small here. approaching the platform edge and may spoil the green wave eff ect for In turn, raising the priority for trams
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the vehicle's threshold. The historical and current conditions of this factor are described below.
Selected historical solutions
From the very beginning of passen- ger rail transport, there was a dogma proclaiming that the fl oor of the ve- hicle runs over the highest point of its wheels. By the way, under the box, there was room for the majority of electrical equipment and other devi- ces. This often led to the formation of rather curious structures, as in Fig. 2. This state of aff airs was not par- ticularly troublesome in the early years of tram systems, and for a long 2. Electric tram with an extremely high " oor, approx. 1895 (public domain) [7] time in smaller towns. The relatively low intensity of traffi c and the small capacity of the wagons did not cau- se any signifi cant disturbances in maintaining the timetable. Real pro- blems began in the last decade of the nineteenth century when in lar- ger cities the tram traffi c became so intense that it was necessary to take appropriate countermeasures. The tried-and-tested solutions included, among other things, the use of a trailer, lengthening of wagons (inclu- ding the fi rst attempts to build mul- 3. Low-" oor tram from Brill, Vancouver, approx.1910 [8] ti-compartment cars), increasing the their shortcomings quickly emerged, fi rst wagon door installation on the speed of travel, extending inter-adja- which could not be removed with slant of the box in front of the front cency intervals. At the same time, it the then state of the art. These vehic- trolley is also dated. While in the con- was noticed that signifi cant losses of les were not suitable for routes with ditions of spacious streets and wide time are caused by the exchange of signifi cant longitudinal slopes, be- boxes of American cars, the slope passengers at stops and the related cause they were practically unable to was of aesthetic signifi cance, the system of selling tickets to people on overcome the vertical curves of the transplantation of the PCC scheme board. In addition to transferring tic- track, while the centrally placed do- to European conditions resulted in ket sales to the interior of the car, two ors were relatively narrow and thus strongly narrowing bridges. This is attempts were made to solve the impeded the fl ow of passengers, or the direct cause of the current draw- problem: by building high platforms signifi cantly weakened the structure back, which is the threat of security tailored to the vehicle fl oor, which of the car causing its deformation getting on from the high tram plat- was virtually impossible in the case and cracking. Therefore, apart from forms - even with a very good adju- of a classic streetcar in mixed traffi c, the episode of the "Montos" carriage stment of the edge to the width of and by lowering the fl oor in vehicles, in the 1930s, low-fl oor constructions the car, the width of the slit in the which it became real already at the were again developed only at the diagonal increases rapidly. beginning of the 20th century with end of the 1980s. Despite signifi cant progress and a reduction in the size of electric mo- The much more popular solution introduction of numerous features tors and the use of Maximum trolleys were high-fl oor tram cars, based on present in trams until today, PCC cars (Fig. 3). the assumptions of the PCC wagon, also had their drawbacks. These in- In spite of the relatively dynamic being developed in the US since the cluded the height of the fi rst stage, development of such constructions, mid-1930s. From that moment, the i.e. the diff erence between the plane
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principle, without exception, these systems are built anew, while the Swiss tram stops are overwhelmin- gly modernized [11-14]. In one of the pioneering works from almost 20 years ago [15], the above issue has been described in some detail. The author clearly states that the use of a 50mm gap is optimal and suc- cessfully used in a metro, SKM, and quick tram systems. It also mentions two reasons why it should not be used in the case of a classic tram. The fi rst - it can lead to blocking doors 4. A door with a moving step used in Zurich, photo by Andrew Nash (fragment) that would hang too low above the platform. The second - in the case of the railheads and the threshold the door is opened, but there are of platforms located on the arch at level of the vehicle. Even in the rail- also devices installed on the plat- each door, and at straight platforms road cars, which have been used up form, closing the horizontal gap or - at the door placed diagonally at to this day, this issue has not been lifting a fragment of the platform the beginning or end of the vehicle, adequately resolved: in a disadvan- surface to the vehicle door height the size of the horizontal gap incre- tageous situation, eg when getting [9]. Regardless of the choice of a par- ases to dangerous values, even 25- on the level of a paved road with a si- ticular solution, the purpose of their 30cm [15]. Since then, the industry gnifi cant transverse slope, the fi rst le- application is to signifi cantly incre- has found satisfactory and eff ective vel exceeds 50cm, which is a barrier ase the level of safety and comfort solutions to the above problems, for all people with reduced mobility. of boarders, but some reserve must used extensively in the case of new An indirect solution to this problem, be kept resulting from the unreaso- implementations. The problem of which is used both in earlier high-fl o- nably repetitive trajectory of vehicle door leaves sliding over the plat- or trams as well as modern low-fl oor movement in the track. An indispu- form was solved in two ways: either trams, is an additional step spread or table issue is the necessity of such the door slides over a relatively wide extended from the threshold. tolerance, while its numerical value threshold of the vehicle, at no time is debatable. Infrastructure mana- hanging above the platform surface, Current solutions gers and carriers postulate the main- or the main door panels end about tenance of a vertical and horizontal 25cm above the platform fl oor, and The solutions currently used for the gap of approximately 100mm, ta- the remaining part of the door is clo- best possible adjustment of the plat- king into account the simultaneous sed by a degree that, in a vertical po- form edge to the vehicle threshold occurrence of all possible adverse sition, complements the plane of the can be divided into two main gro- circumstances and limiting of wear, door, while at a standstill it rotates to ups: fi xed devices (including perio- i.e. wear of rails, rims, suspension de- a level and thus closes the horizontal dically controlled ones) and mobile fl ection, platform icing, deformation gap, as in Fig. 4. ones. The former are inherently less of the edge and track deformation. The problem of oblique positio- technically complicated, while they It should be clearly emphasized that ning of the car box fragments in require maintaining a high stability such a wide margin of operational relation to the platform and the as- of the track's position relative to the negligence is incompatible with any sociated excessive horizontal gap platform and limiting the permissible standards providing access to mass is solved by locating where possi- tolerances of the vertical and lateral transport for people with reduced ble stops at straight sections of the wear of rails, rolling stock wheels and mobility. Implementing regulations track, even at the expense of chan- other clearances. The second group, for the most liberal law in this matter, ging their current location, and thus due to its cost, technical complexity the Swiss law called BehiG [10], assu- placing the door on the length of and the necessity to spend on on- me acceptable values of horizontal the vehicle so that it always falls on going maintenance, should be qu- and vertical gaps of 50 and 50 or 70 side of the car. In maintaining a small antifi ed to a defi nite minority. These and 30 mm, respectively. An impor- vertical gap, compensating for the realizations are numerously domi- tant diff erence is a context: in French eff ects of a wheel, rail or vehicle load, nated by the steps being extended tram networks, the dimensions of a large number of passengers are as- or deposited from the vehicle when gaps are even smaller, because in
13 7 / 2016 przegląd komunikacyjny Rail transport infrastructure
sisted by automatic fl oor height ad- se should be replaced with newer with more perfect constructions, so justment systems, already used even cars until around 2025. This raises in the light of today's state of the art in domestic production trams [16]. the need to purchase a large lot of one should expect their use as long As already indicated, these solutions new trams (around 130 items) in the as possible. are eff ective and easily applicable next decade. This assumption does The analysis of orders for new to new investments. The issue be- not take into account the Wrocław trams proves that in developed co- comes much more complex when network development plans presen- untries there are defi nitely 100% modernizing existing tram networks, ted in the Wrocław Tramw Program low-fl oor constructions, but there especially those where diff erent ty- [18], which will increase the demand are also vehicles with about 2/3 of pes of wagons have diff erent width for at least a dozen new vehicles, so the low fl oor while maintaining the of the box in its lower part and dif- the total number of new wagons ne- deployment of all double-leaf doors ferent height of thresholds. The next eded may reach or even exceed 150 along its length. The vehicle is then part describes the proposal to solve units. functionally divided in such a way this problem on the example of Wro- Due to the fact that in the near fu- that the zone for passengers trave- cław trams. ture there should be an exchange ling at a short distance includes rela- of around half of MPK's rolling stock, tively fewer seats and more standing, Proposal for a solution for common purchasing guidelines sho- especially near the door, while trave- Wroclaw uld be developed and implemented, lers traveling longer is dedicated to which will determine the desired the area in the area of the raised fl oor, The tram rolling stock of MPK Wro- technical parameters of new wa- but with a large number of seats. The cław consists of 362 cars of various gons, regardless of the contractor. standard solution, common to these types, the oldest of which were pro- These guidelines must also take into two types of cars, is the box width duced in 1975, and the latest in 2015 account the unifi cation of the exter- of 2.40 or 2.65 m and the height of [17]. In terms of types, this fi gure nal dimensions of the vehicle, inclu- the vehicle threshold 300 mm above is as follows: PESA 2010NW carria- ding the number and arrangement the surface of the railheads. Today's ges - 8 items, Skoda 19T - 31 items, of doors on the length of the car, Wrocław trams planned for further Skoda 16T - 17 items, Moderus Beta the height of the threshold or the long-term operation include four ty- - 6 items, Protram 205 - 26 items, distance from the threshold of the pes of wagons: Skoda (16T and 19T), Protram 204 - 12 items (6 trains), track axis. The introduction of such Protram 205WrAs, Moderus Beta and Konstal 105Na and derivatives - 264 common requirements will make PESA 2010NW. For the above types items (132 trains), a total of 225 tra- it possible to ensure that all new in Table 1, a combination of two ba- ins. In terms of external dimensions trams are compatible with a newly sic parameters was made when desi- and division into parts, 6 diff erent built and modernized infrastructure gning parameter platforms: horizon- types of vehicles should be consi- adapted to the needs of passengers tal distance from the straight track dered, since Skoda 16T and 19T do with reduced mobility, regardless axis to the car's threshold described not diff er in this respect. Direct age of whether the deliveries will come as semi-width and vehicle threshold analysis of vehicles can lead to the from diff erent manufacturers or not. height. Due to the partial lack of ac- following conclusions: if you want to These guidelines must take into ac- cess to the manufacturer's data, they immediately withdraw from service count the possibility of a long pe- relied on their own measurement the 40 and older wagons, in 2017 34 riod of using relatively new wagons with an accuracy of 1 cm. Trams with new warehouses would have to be already owned by MPK, since their diff erent heights of entries were gi- provided, for the 35-year old trains it operation may end even after 2050. ven the lowest. For comparison, the would be 74 warehouses, while ta- This is based on the fact that cur- parameters of the Konstal 105Na king thirty years of operation it wo- rently, the reason why today's trams tram were also entered in the table. uld be necessary urgent purchase of are completely or almost complete- The data presented in the table as many as 106 warehouses with a ly low-fl oor they are to be replaced show that the height of thresholds uniform length of around 30m. Ho- wever, the above list does not take Tab. 1. Widths and heights at the threshold of Wrocław trams into account the signifi cant fact that Ordinal number Wagon type Half-width [cm] Height [cm] the majority (168 items) of 105Na ve- 1 Konstal 105Na 112 43 hicles have been modernized by Pro- 2 Protram 205WrAs 117 38 tram since 2005 so that their lifetime 3 Moderus Beta 117 35 has been extended further. However, 4 Skoda 16T i 19T 120 35 it should be expected that even the- 5 PESA 2010NW 120 35
14 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure
5. Skoda 19T with a spreading ramp near the platform 1285 / 270mm 6. Skoda Forcity Plus streetcar doors equipped with a threshold in Wrocław trams does not take valu- re rolling stock should be better ipped with thresholds is shown es lower than 35cm above pgs (the adapted to the platform by lowe- in Fig. 6. Service of passengers plane of railheads), while the widest ring the nominal entry edge to with limited mobility will be trams reach 120cm semi-width from 300mm above pgs, using the fl o- possible in Skoda and PESA wa- the track axis. The above values were or height maintenance system in gons, diffi cult in the Protram and compared with the proposal pre- the 270-300mm range and mo- Moderus cars. The rolling stock sented by MPK Wrocław, in which unting the thresholds reducing came with a semi-width as in a) the platform edge is 1285mm from the horizontal gap to 45mm, and a nominal height of 330mm, the track axis and 270mm above while maintaining the box half- with a fl oor height maintenance pgs. The comparison shows that the -width of 1200mm. system in the 300-330mm range. vertical diff erence between the plat- b) Platform with dimensions of c) Platform with dimensions of form and the threshold in the nomi- 1285/300, modifi cations to the 1285/320, modifi cations to the nal state (new rolling stock, platform, existing rolling stock. In the existing rolling stock. To reduce track) can reach even 11cm, while 204WrAs and Beta wagons, a the horizontal gap to the value the horizontal - almost 12cm, which low-fl oor swing-and-turn door of approximately 45mm, the signifi cantly exceeds the values con- is used in the low-fl oor member, above-described thresholds sho- tained in [10]. This problem can be which makes the panels pass uld be installed. Despite a good solved in the following ways: moving several cms above the platform height adjustment, the problem the platform closer to the track and during opening and closing (the with the existing rolling stock lifting it, introducing modifi cations rubber gasket sealing the bot- is the lack of a fl oor height sys- to the rolling stock, or applying both tom edge of the door goes be- tem - the margin for lowering solutions at the same time. Of cour- low the threshold). In practice, the threshold due to defl ection se, there are boundary conditions it would turn out that platforms of the suspension together with limiting the selection possibilities: 300mm and higher already with the wear of the wheel rims is the distance of the platform from low wheel wear and loading of only 30mm, with the now redu- the track axis is limited by the width the vehicle make it impossible ced wheel radius due to 40mm of the widest streetcar of 1200mm, to open the door. This problem rim wear, which will increase and the height of the lowest vehic- can be easily solved with the maintenance over a reasonable le threshold of 350mm, with safety assumption that the door in the measure. It will also be necessary margins. Proposals for solutions from low fl oor section can be replaced to check the value of the off set this are presented below: by a sliding door. The remaining of the open sliding-sliding doors tramway doors are suspended from the side of the car. Trams a) Platform with dimensions of about 8cm higher, so they are must be installed on all trams to 1285/270, no modifi cation in the not a problem. The horizontal achieve the eff ect described in existing rolling stock. The adop- gap in all types of wagons sho- b). The rolling stock came in half- tion of this solution means that uld be reduced to 45mm by re- -width as in a) and the nominal the passenger exchange takes -mounting the thresholds. In height of 350mm (identical with place in more favorable condi- existing cars, it will be necessary the PESA and Skoda cars), with tions than on any existing plat- to increase maintenance costs the fl oor height maintenance form in Wrocław, but the service caused by the need to maintain system in the 320-350mm range. of disabled passengers without the reduction of the threshold in d) Platform with dimensions of disassembly of the ramp is still operation in the range of 0-5 cm. 1245/270, no modifi cation in the not ensured (Figure 5). The futu- An example of a tram door equ- existing rolling stock. This solu-
15 7 / 2016 przegląd komunikacyjny Rail transport infrastructure
tion reduces the horizontal gap Summary [9] Gisterek I.: Innowacyjne kon- to a value below 5cm for wider strukcje krawędzi peronowych, (Skoda, PESA) and about 8cm Niniejszy artykuł stanowi jedynie materiały konferencji Nowocze- for narrower (Protram, Mode- wstęp do zakresu problematyki, z sne Technologie i Systemy Zarzą- rus), so it does not enforce the jaką należy się zmierzyć podczas do- dzania w Kolejnictwie, 2013 installation of thresholds on the stosowywania istniejącego systemu [10] Bundesgesetz über die Bese- majority of the existing rolling tramwajowego do wprowadzenia itigung von Benachteiligungen stock. Unfortunately, due to dif- rozwiązania bezstopniowego przy von Menschen mit Behinde- ferent heights of thresholds in wymianie pasażerów. Dalsze rozwa- rungen (Behindertengleichstel- carts, either it leaves a large value żania, w tym możliwość poszerza- lungsgesetz, BehiG) vom 13. of the vertical gap, or interferes nia pudła wagonu ponad peronem, Dezember 2002 (Stand am 1. Ja- with the space intended for the rozwiązania peronów tramwajowo nuar 2017) movement of the door panels. – autobusowych, analiza wielokryte- [11] Stadtbahnen in Deutsch- The margin of error is also redu- rialna oraz wnioski końcowe zostaną land. Verband Deutscher Ver- ced, so it should be used here to zaprezentowane w kolejnej publika- kehrsunternehmen (VDV), Bun- solve the problem of "softening" cji. desministerium für Verkehr, the edge of the platform, e.g. Bau- und Wohnungswesen. VDV, in the form of rubber caps and, 2000. optionally, slip strips on wagons. [12] Rozporządzenie Republiki It is recommended to choose Francuskiej: Arrêté du 13 juillet the future rolling stock with half- 2009 relatif à la mise en accessi- -width 1200mm, nominal height bilité des véhicules de transport 300mm, with the fl oor height Source materials public guidé urbain aux person- maintenance system in the ran- nes handicapées et à mobilité ge of 270 - 300mm. [1] Powrót pasażerów. Najlepszy rok réduite. NOR: DEVT0912618A. e) Platform with dimensions of od 2008. Rynek Kolejowy, UTK, [13] Faivre C., Alauzet A., Marin – 1245/300, no modifi cation in the 27.01.2017 Lamellet C.: Etude portant sur les existing rolling stock. The pro- [2] Studium uwarunkowań i kierun- diffi cultés de franchissement des blem described in c) expands ków zagospodarowania prze- lacunes quai-seuil par les usagers to all existing low-fl oor wagons, strzennego Wrocławia - polityka de fauteuil roulant lors de l’accès despite the use of sliding-sliding zrównoważonej mobilności. Ma- aux transports guides. INRETS doors in PESA and Skoda. Diffi - teriały UM Wrocław, 07.02.2017 (Institut National de Recherche culties and operational limita- [3] http://www.s-bahn-berlin.de/ sur les Transports et leur Sécuri- tions associated with the need unternehmen/fi rmenprofi l/kurz- té), 2009 to ensure adequate inventory fassung.htm, dostęp 02.2017 [14] Materiały Tisseo SMTC z dn. related to the opening of doors [4] Jurczak M.: Integracja i konkuren- 21.09.2007 above the platform make this so- cja jako sposoby kształtowania [15] Makuch J.: "Właściwe kształ- lution not to be further analyzed. publicznego transportu zbioro- towanie krawędzi przystanków wego na przykładzie aglomeracji tramwajowych w świetle sukce- Regardless of the choice of one of poznańskiej. Rozprawa doktor- sywnego wprowadzania taboru the above solutions, it is possible ska, Uniwersytet Ekonomiczny w niskopodłogowego w miastach to increase the margin of operating Poznaniu, 2013 polskich", XIII Konferencja Nauko- stock by moving the fi xed elements [5] Rejmoniak A.: Kryteria sprawno- wa: Pojazdy Szynowe 98 of the platform further away from the ści działania systemu komunika- [16] Moderus Gamma - po latach track axis, while the approximation of cji miejskiej, Transport Miejski nr jest (informacja prasowa), Info- moving parts, adjustable or fl exible, 12/85 Tram.pl, data dostępu 18.11.2016 as described in detail in [9]. It is also [6] Damit Bahn und Bus pünktlich http://inforail.pl/moderus-gam- possible to postulate other horizon- sind. Broszura DVB Dresden, 2013 ma-po-latach-jest_more_89189. tal and vertical distances, however, [7] http://snippetsfromthedust. html with operated wagons with diff erent blogspot.com/2014/09/ive-be- [17] Wykaz tramwajów MPK Wro- widths and heights, no solution will en-working-on-railroad.html cław, stan na 26.02.2016, data provide the minimum, uniform gap [8] Elsner H.: The Hedley-Doyle ste- dostępu 23.02.2017 sizes for all types of trams. pless streetcar. 80 years ahead of [18] Kruszyna M. et al.: Wrocław- its time. N.J. International, 1997 ski Program Tramwajowy, 2016.
16 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure Testing railway capacity using modern microsimulation programs Badanie przepustowości linii kolejowej przy wykorzystaniu nowoczesnych programów mikrosymulacyjnych
Marta Rogowska
mgr inż.
Instytut Kolejnictwa, Warszawa
Abstract: In a time of dynamic changes in the railway market and nascent need of adjustment the infrastructure to increasing traffi c fl ow and modern rolling stock, the issue of capacity is becoming more and more essential. In this publication the modern attempt at testing capacity – utilization of microsimulation program using as an example a section of the railway with diverse equipment is presented.
Keywords: Microsimulation; RailSys; Railway capacity
Streszczenie: W dobie dynamicznych zmian na rynku kolejowym i rodzącą się w związku tym potrzebą dostosowania infrastruktury do zwiększonych potoków ruchu oraz nowoczesnego taboru coraz istotniejszym staje się zagadnienie przepustowości. W publikacji zostało przedstawione nowoczesne podejście do badania przepustowości – wykorzystanie programu mikrosymulacyjnego, na przykładzie odcinka linii kolejowej o zróżnicowanym wyposażeniu.
Słowa kluczowe: Mikrosymulacja; RailSys; Przepustowość linii kolejowej
Increasing the capacity is an impor- bottlenecks, proposal and checking • type of traffi c control devices in- tant requirement for tenders anno- options for their removal. stalled on the network; unced by PKP Polskie Linie Kolejowe • technical characteristics of trains S.A. for the modernization of railway Characteristics of parameters passing through a given network lines because in order for the railway a! ecting the capacity of the element, to become competitive with other railway line • i.e. type of trains, technical speed, modes of transport it must off er the weight and length of trainsets, passenger an attractive off er of long- The defi nition of the capacity of a ra- locomotive traction characteri- -distance connections as well as wi- ilway line says that it is the ability to stics, required braking distances; thin urban agglomerations. perform on it train journeys within a • diffi culties on the railway road, Railway infrastructure, especially certain time [3]. It is expressed in the such as closures and repairs. in the case of railway hubs, is con- largest number of trains or pairs of stantly being designed on the basis trains that can cross a given distan- Too low speed on the Polish rail ne- of static capacity calculations [33]. ce (part, route) of a railway line at a twork is one of the problems most This often leads to the fact that the given time, usually, it is a day or mor- frequently recognized by carriers constructed infrastructure does not ning and an afternoon rush hours. [15]. The most common reason for correspond to the demand for actu- The throughput capacity depends speed restrictions is the poor condi- al traffi c load in a regular timetable. on: tion of a railway or engineering faci- Hence the wider use of simulation lity. Too low speed not only extends programs. They allow for the im- • railway parameters, such as ma- the driving time but also causes plementation of load adjustments ximum permitted speed or num- blocking of routes, which signifi can- in the anticipated operational plan ber and nature of speed limits; tly aff ects the reduction of the line's on the model of the infrastructu- • number of tracks; capacity. re being designed, identifi cation of • dividing lines into trails; Another parameter aff ecting the
17 7 / 2016 przegląd komunikacyjny Rail transport infrastructure
capacity of the line is the number trol. Functions, requirements, and ters and diff erent categories move of tracks, on two-way sections, it is the outline of the technique "Miro- along the line adversely aff ect the usually possible to observe up to sława Dąbrowy capacity of the line. This is mainly four times more bandwidth than on due to the need to overtake slower single-track routes [1]. However, the - Bajon [2] compared succession trains by the faster ones. What be- second track does not always solve times, bandwidth and speed at comes problematic in the situations the problem of too low capacity, be- 3 ETCS levels. Some assumptions is described above. Important tra- cause the bottlenecks are stations have been made: in parameters, due to the length of where crossings and passing trains - length of block spacing on a the route occupied, the maximum take place. straight track for level 1 and 2 of speed of the rolling stock, its length, What is more important is the di- 1500 meters, acceleration and braking characteri- stance between successive stations, - the response time of the RBC stics are. especially on single-track lines due control center for level 2 and 3 or In addition, any diffi culties such as to the aforementioned possibility the signaling system for level 1, closures, particularly within a station, of overtaking or passing only at sta- without taking into account the signifi cantly limit the possibility of tions. The shorter these intervals, the adjustment of the crossover - 5 s, cross-train maneuvers and overta- shorter the travel time of the train. - train length up to 400 m, king. What's more, for example in the The type of rail traffi c control de- - guaranteed delay value in cur- case of closing side tracks, carriers vices has a signifi cant impact on the bing – 0,6 m/s2, after fi nishing the train run are forced capacity of the line. The main task of - brake system response time – 6 s, to leave trains on the main tracks. traffi c control devices is to ensure a - driver's reaction time – 5 s, safe distance between trains. This is - capacity margin of the line – Principle of microsimulation accomplished by block spacing. The- 10%. programs operation re may be only one train on each of the spaces. Their length is very im- What was shown with these assump- The most popular programs used to portant because regardless of the tions is shown in the table 1. perform microsymulation are RailSys position of the train on the stretch, The technical characteristics of of the German company RMCon and the entire section of the line is con- trains crossing the line are not insi- the Swiss OpenTrack. sidered to be occupied. In the book gnifi cant. Mixed traffi c, i.e. a situation Thanks to them, the user can: "Fundamentals of railway traffi c con- when trains with diff erent parame- • specify infrastructure require- Tab. 1. Comparison of 3 ETCS levels due to capacity ments for the railway network, ETCS level train succession time t [min] capacity N [poc/h] speed v [km/h] n max max • analyze the capacity of the line 1 3 20 160 and station, 2 2,5 24 300 • introduce and analyze rolling 3 2 30 500 Source: own elaboration based on data available in „Podstawy Sterowania Ruchem Kolejowym. Funkcje, wymaga- stock, nia, zarys techniki” • calculate the travel time, • construct a timetable, Dane wsadowe Symulacja Dane wyj Vciowe • design various types of signaling,
.:GQ`) :G%` graphics. 1. >Q<@G:R)=: 18 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure structure elements (such as line spe- Parameters of the tested line 10% of its length is a two-track line, ed, fi xed speed limits, guard roads, segment only one track runs on the remaining stop indicators on platforms, block one. There are diff erent train speeds intervals, blockade interlock, etc.). In the course of the analyzes, the on the section in question. Diff eren- When the infrastructure is ready, it capacity research covered a section ces are also found in the equipment is possible to start the timetable, but of a railway line more than 100 kilo- of lines in railway traffi c control de- before entering it, enter the data on meters long, fully electrifi ed, with a vices - track and station. Temporary the rolling stock, i.e. maximum spe- national signifi cance. Only on about speed limits have been introduced in ed, length, weight, number of axles, type of drive, type of rolling stock (lo- comotive or traction unit), additional the number of seats and standing places can be determined (Fig. 2). In addition to the basic data, more accurate regarding traction charac- teristics should be introduced. For each speed an acceleration force is input and on this basis, the program generates a graph. 3). The next step is to determine the course of individual trains. After se- lecting the rolling stock and route, the timetable is entered, i.e. the time of arrival and departure from indivi- dual stations and stop time on them as shown in the fi gure 4. The program automatically gene- 2. Sample data on rolling stock entered into RailSys rates a traffi c graph. On this basis, it Source: RailSys detects confl icts resulting from the passage of trains taking into account the routes, block intervals or passing trains at stations. When changing the route, the program instantly recalcu- lates travel times and generates new ones, taking into account the data on the rolling stock and infrastructu- re, which is why the more accurate the user input is, the more accurate and real-time the timetable will be and it will be easier to locate the so-called bottlenecks and collision venues, and thus proposing chan- ges to improve traffi c on the line or stretch. When the timetable is entered, you can go on to simulate the passa- ge of trains. 3. An example graph of the relationship of the force accelerating from the rolling stock generated in the RailSys program. Source: RailSys 19 7 / 2016 przegląd komunikacyjny Rail transport infrastructure individual sections. There are 15 sta- diff ering in the elements of infra- each of the variants was guided by tions and 6 passenger stops on the structure, train control systems, and the same schedule for creating ti- section under development. Only permitted speeds, for each of the metables. Trains were divided into 5 passenger traffi c is taken into acco- variants a new track system was in- groups, diff ering in routes and stops unt. The RailSys program was used troduced, a new timetable was con- where they stop, sometimes statio- for the simulation in version 8.9.92. structed, and a suitable rolling stock nary stations systematized also na- Four variants were compared, adapted. For more reliable results, ming, that is numbers given to them in the timetable, as well as a specifi c rolling stock assigned to each group. The trains were introduced while maintaining the rules set out above. The day was divided into hourly in- tervals. The most sensitive hours are the morning rush hours between 6:00 and 9:00 and the afternoon ho- urs between 15:00 and 18:00. Trains were introduced from approximately 5:00 to 23:00, sometimes midnight. The main rule in the generation of runs was right-hand traffi c, the principle of the smallest crossings is also important, it means running trains that do not stop at the station, if possible, as the simplest route exc- luding crossings, still maintaining ri- ght-hand traffi c. In variant 1, the speed of 140 km / h has been introduced along the en- tire length, however, the maximum 4. Example of setting the train schedule for the train in the RailSys program, taking into account the speed cannot be reached anywhere planned stops, times of arrivals and departures. (see Table 2). Source: RailSys In option 2, apart from increasing Tab. 2. List of maximum speeds for individual variants the speed to 160 km / h, the track W1 W2 W3 W4 system was also changed. On the maximum maximum maximum maximum section [km] section [km] section [km] section [km] speed [km/h] speed [km/h] speed [km/h] speed [km/h] section about the fi rst 6 kilometers, 0.340 100 3.488 160 3.500 160 3.500 160 it was proposed to build 1 track and 2.930 140 5.843 150 0.330 150 0.330 150 dynamic junctions (i.e. the second 0.570 120 0.502 140 5.510 160 5.530 160 track between the passing stations) 5.600 140 11.495 160 0.510 140 0.510 140 on the total length of almost 40 ki- 0.200 110 1.154 140 11.490 160 11.470 160 lometers. However, in this case, too, 11.690 140 39.779 160 1.100 140 1.100 140 the desired maximum speed has not 0.580 130 0.643 140 81.040 160 7.110 160 been achieved anywhere (see Table 30.640 140 1.138 150 0.450 130 20.880 200 2.). 0.895 120 39.468 160 4.645 100 3.620 160 In variant 3, in addition to incre- 8.845 140 0.453 130 45.680 200 asing the speed to 160 km / h, the 0.610 130 4.612 100 3.680 160 track system was also changed. As in 40.62 140 0.460 130 the previous scenario, on the six-ki- 0.430 120 4.705 100 lometer section, it was proposed to 0.410 90 build 1 track, two on the section of 4.215 80 almost 4 kilometers, one on the over Source: own elaboration based on data obtained after entering information into the RailSys program forty-kilometer stretch and a dyna- 20 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure mic one on the section of 15 kilo- Tab. 3. Comparison of options meters. In this variant, the maximum variant: W1 W2 W3 W4 section [km] speed has also not been achieved stock: time of travel [h:min:s] anywhere (see Table 2). EN57 0:03:15 0:03:12 0:03:12 0:03:12 In option 4, in addition to incre- 5,68 ED74 0:02:34 0:02:24 0:02:23 0:02:25 asing the speed to 200 km / h, the SA138 0:03:22 0:03:19 0:03:19 0:03:19 track system was also changed. As EN57 0:02:01 0:01:55 0:01:54 0:01:54 in the previous variants, on the six- 3,69 ED74 0:01:36 0:01:24 0:01:25 0:01:25 -kilometer section, it was proposed SA138 0:02:05 0:01:58 0:01:59 0:01:59 to build 1 track, two on a twelve-ki- EN57 0:05:12 0:05:39 0:05:11 0:05:11 lometer stretch and one on a more 8,46 ED74 0:04:02 0:04:14 0:04:13 0:03:47 than forty-kilometer stretch and a SA138 ------dynamic passage on a stretch of 15 EN57 0:20:42 0:20:51 0:20:41 0:20:41 kilometers. In this variant, the maxi- 35,75 ED74 0:16:02 0:15:07 0:15:03 0:15:12 mum speed has also not been achie- SA138 ------ved anywhere (see Table 2). EN57 0:30:15 0:30:15 0:30:09 0:30:09 51,43 ED74 0:23:12 0:21:47 0:21:25 0:21:40 Analysis of the results SA138 ------Source: own study based on the timetable introduced into the RailSys program As mentioned above, the desired Tab. 4. Comparison of hourly capacity in individual variants maximum speed has not been Variant W1 W2 W3 W4 achieved on the entire length of the whole section 2 3 4 section in question. The specifi cation number of train pairs /h section A - - 1 of the length of individual sections section B 6 8 2 and the maximum speed achieved Source: own study based on simulations made in the RailSys program on them, broken down by variants, is same routes was simulated without the capacity of the lines, as many as presented in the table 2. stopping, using the mileage charac- possible EN57 trains passing through Na podstawie tej tabeli widać, że teristic for a given rolling stock. The the entire route without stopping tylko na niektórych odcinkach udało rolling stock used for comparative both from one side and the other. The się osiągnąć maksymalną dla dane- analyzes were electric multiple units capacity stocks were fi lled with the go wariantu prędkość, na pozosta- - EN57 and ED74 as well as the SA138 largest possible number of trains on łych była ona mniejsza, może to być railbus. sections A and B (in both directions). spowodowane jazdą na kierunek As you can see, not always incre- This has been tested for one hour zwrotny, rozjazdami czy zbyt krótki- asing the speed allowed on the line (10:00 - 11:00). The results obtained mi odstępami pomiędzy kolejnymi shortens the travel time. This is due are presented in the table 4. posterunkami, przez co pociąg nie to the fact that in a specifi c case the As you can see, the greatest capa- jest w stanie rozpędzić się do pożą- route leading by the added track may city is provided by the changes pro- dan ej prędkości. turn out to be slightly longer. In the posed in option 4. This shows that the On the basis of this table it can be case of the study of a single journey problematic section is over an eight- seen that only on some sections we time, this may indeed result in a sli- -kilometer section of the single-track managed to achieve the maximum ght increase in travel time, however, line because the addition of an ad- for a given variant speed, on the when passing several trains it will be ditional track in relation to W3 in W4 other it was smaller, it may be due to easier to pass, especially those from signifi cantly increased the capacity. driving in the reverse direction, tur- opposite directions because every- What's more, it showed the necessity nouts or too short intervals between one will have their own track and pre- of building a long passage at the mo- successive outposts, so the train is vent collisions. norail section from the end of section not in able to accelerate to the desi- It is impossible to draw a specifi c A. This clearly demonstrates that the red speed. value from the program about the key factor in increasing the capacity For the comparison of variants (tab. capacity of the line, therefore to il- of the line is not increasing speed, 3), in addition to the timetable intro- lustrate the impact of the changes and adding tracks, especially on long duced, the same rolling stock of the introduced in the next variants on sections where trains cannot pass. 21 7 / 2016 przegląd komunikacyjny Rail transport infrastructure Summary Assessment of Railway Capacity, niu ruchu pociągów z wykorzy- Valencia, Spain. staniem sytemu ERTMS/ETCS There are many factors that infl uen- [7] Stanisław Cieślakowski: Materiały poziomu 1. Polskie Linie Kolejo- ce the capacity of a line. It is impor- pomocnicze z przedmiotu Drogi we, Warszawa 2014. tant to analyze the greatest possible i Stacje Kolejowe. [21] Instrukcja Ir-1 (R-1) o prowa- number and their mutual infl uence [8] Basiewicz T.: Projektowanie linii dzeniu ruchu pociągów. Polskie on each other. Such analyzes carried kolejowych. Kraków 1982. Linie Kolejowe, Warszawa 2008. out using modern tools available on [9] Towpik K.: Infrastruktura trans- [22] Opracowania Transporto- the market, such as microsimulation portu kolejowego. Ofi cyna Wy- we dla Województwa Pomor- programs, will facilitate the selection dawnicza Politechniki Warszaw- skiego, Część I Analiza potrzeb of the most favorable, also from an skiej, Warszawa 2004 transportowych mieszkańców economic point of view, solution and [10] Bałuch M.: Podstawy Dróg województwa pomorskiego, w adjustment to the market needs. Kolejowych. Wydawnictwo PR, celu wskazania niezbędnych do Radom 2001. realizacji inwestycji kolejowych [11] Oleksiewicz Wojciech, Żu- w perspektywie fi nansowania rawski, Stanisław, Drogi Szynowe, 2014 -2020 wraz z częścią ba- Warszawa 2006 dawczą – Etap 1, Część B: Badaw- [12] Białoń Andrzej, Gradowski cza, Załącznik 3 Badania popytu Paweł, Gryglas Marta: Wpływ na usługi przewozowe, Gdańsk, nowoczesnych urządzeń SRK na grudzień 2013 r. wzrost przepustowości linii kole- [23] „Lista kryteriów do analizy jowej, Logistyka, styczeń 2013 wielokryterialnej wariantów in- [13] Rudzianiec Marek: Przepu- westycyjnych” PKP Polskie Linie Source materials stowość linii kolejowych w obrę- Kolejowe S.A., Warszawa 2014. bie aglomeracji – układy stacyj- [24] Regulaminu przydzielania [1] Rogowska M.: Wykorzystanie ne, transport.info, grudzień 2014 tras pociągów i korzystania z programu mikrosymulacyjnego [14] Wawrzyniak Adam: Urządze- przydzielonych tras pociągów do badania przepustowości linii nia sterowania ruchem kolejo- przez licencjonowanych prze- kolejowej na przykładzie odcin- wym na liniach dużych prędko- woźników kolejowych w ra- ka linii. Praca dyplomowa magi- ści, Wiedza Techniczna, nr 2/2010 mach rozkładu jazdy pociągów sterska, Wydział Transportu Poli- [15] Związek Niezależnych Prze- 2013/2014. techniki Warszawskiej, Warszawa woźników Kolejowych: Wąskie [25] Prezentacja: Hal Bransby, Ru- 2015 gardła na polskiej sieci kolejowej pert Dyer: Rail Operations and [2] Dąbrowa – Bajon M.: Podstawy [raport z badań], Warszawa, maj RailSys Training, lipiec 2013 Sterowania Ruchem Kolejowym. 2012 [26] Prezentacja: Andrzej Toruń, Funkcje, wymagania, zarys tech- [16] Network Rail, RMCon, RailSys Instytut Kolejnictwa: Wpływ sys- niki. Ofi cyna Wydawnicza Poli- Standards Release 3.0, czerwiec temu sterowania realizującego techniki Warszawskiej, Warszawa 2014 zasadę ruchomego odstępu blo- 2007. [17] Instrukcja Id-1 (D-1). Warun- kowego na przepustowość linii [3] Leksykon Terminów Kolejowych. ki techniczne utrzymania na- kolejowej, czerwiec 2013 Instytut Kolejnictwa., Warszawa wierzchni na liniach kolejowych, [27] http:// www.plk-inwestycje. 2014. Warszawa 2005. pl [4] RailSys User Manual 8.9. RMCon, [18] Instrukcja Id 12 (D-29). Wy- [28] http://www.ertms.com/ Hanover, marzec 2013. kaz linii. Polskie Linie Kolejowe, [29] www.opentrack.ch [5] Institute of Transport, Railway Warszawa 2009. [30] wikipedia.org.pl Construction and Operation [19] Instrukcja Ie-4 (WTB-E10). [31] http://www.rmcon.de (IVE), University of Hanover, Ger- Wytyczne techniczne budowy [32] http://vision-traffic.ptvgro- many. Handling of railway opera- urządzeń sterowania ruchem ko- up.com/en-us/products/ptv-vi- tion problems with RailSys. lejowym. Polskie Linie Kolejowe, sum/functions [6] M. Abril, F. Barber, L. Ingolotti, Warszawa 2014. [33] http://taktici.cz/pl/mikrosi- M.A. Salido, P. Tormos, A. Lova: An [20] Instrukcja Ir-1a o prowadze- mulace/ 22 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure Methodical basis for comparative analysis of rolling stock modernization economic e" ectiveness Podstawy metodyczne komparatywnej analizy efektywności ekonomicznej modernizacji taboru kolejowego Juliusz Engelhardt Prof. zw. dr hab. Uniwersytet Szczeciński, Wydział Zarządzania i Ekonomiki Usług Abstract: The article is dedicated to the analytical and methodological issues related to the economic eff ectiveness appraisal of rolling stock modernization. It is a very current topic because rail carriers often take up decision on comprehensive modernization of the rolling stock, especially locomotives, passenger carriages and multiple units. There was pointed out in the article the necessity of conduction of rolling stock modernization feasibility studies considering three diff erent assumptions: a) assuming the same annual transport effi ciency and expecting benefi ts at the exploitation costs side, b) assuming the same exploitation costs of the new and modernized carriage and expecting benefi ts at the transport effi ciency side, c) assuming varied exploitation costs and varied transport effi ciency of the new and modernized rolling stock. Feasibility study should be conducted by the means of discounted cash fl ow method - increase version, because that method allows best to capture the benefi ts resulting from the rolling stock modernization. Keywords: Camp Railway; Economic analysis; E% ciency of investment Streszczenie: Artykuł jest poświęcony zagadnieniom analityczno - metodycznym związanym z ocena efektywności ekonomicznej moder- nizacji taboru kolejowego. Jest to problem bardzo aktualny, ponieważ przewoźnicy kolejowi dość często decydują się na kompleksowe mo- dernizacje taboru kolejowego, zwłaszcza lokomotyw, wagonów pasażerskich i zespołów trakcyjnych. W artykule wskazano na konieczność prowadzenia analiz opłacalności modernizacji taboru kolejowego przy odrębnym uwzględnieniu trzech założeń, a mianowicie: a) zakładając tą samą roczną wydajność przewozową i oczekując korzyści po stronie kosztów eksploatacyjnych, b) zakładając takie same koszty eksploata- cyjne nowego i zmodernizowanego pojazdu i oczekując korzyści po stronie wzrostu wydajności przewozowej, c) zakładając zróżnicowane koszty eksploatacyjne oraz zróżnicowaną wydajność przewozową nowego i zmodernizowanego pojazdu. Obliczanie efektywności inwesty- cji powinno być przeprowadzone metodą zdyskontowanych przepływów pieniężnych w wersji złożonej (przyrostowej) ponieważ metoda ta pozwala lepiej uchwycić korzyści wynikające z modernizacji taboru. Słowa kluczowe: Tabor kolejowy; Analiza ekonomiczna; Efektywność inwestycji NOWY In Polish economic practice, rail car- I. Assuming the same annual trans- KEKSP - the annual operating cost riers quite often decide on a com- port performance and expecting be- (excluding depreciation) of the new prehensive modernization of rolling nefi ts on the part of operating costs: rolling stock unit, MOD stock, in particular locomotives, pas- • modernization is profi table when KEKSP - annual operating cost (exclu- senger coaches, and traction units. In the condition is met; ding depreciation) modernized rolling such cases, investing in moderniza- stock unit, (− ) − NOWY − MOD × MOD > MOD tion does not lead to an improvement CZAK CMOD (K EKSP K EKSP ) t EKSP 0(1) tEKSP - lifetime of the rolling stock in the age structure of the rolling stock after modernization, in years. (lowering the average age), which is • modernization is unprofi table, it is an obvious conclusion. Moderniza- better to buy a new vehicle when; II. Assuming the same operating tion of rolling stock, however, leads to costs nof new and modernized vehic- favorable qualitative changes in the NOWY − MOD × MOD − − > le and expecting benefi ts on the side (K EKSP K EKSP ) t EKSP (CZAK CMOD ) 0(2) rolling stock structure, provided that of increased transport performance: these are cost-eff ective projects. • modernization is profi table when where: The overall cost-eff ectiveness of re- the condition is met; C - the purchase price for a new rol- trofi tting rolling stock can be calcula- ZAK ling stock unit, ted in three options: − − NOWY − MOD × MOD > ( ZAK MOD ) ( ) EKSP 0 (3) CMOD - the price for the modernization C C P P t of the rolling stock unit, 23 7 / 2016 przegląd komunikacyjny Rail transport infrastructure • modernization is unprofi table, it is mental) version, although it can be I = MOD − NIEM − MOD − NIEM CF t (Pt Pt ) (Keu t Keu t ) better to buy a new vehicle when: assumed that in simple situations the straight method can also be used. Ho- (9) NOWY − MOD × MOD − − > wever, the compound (incremental) where: (P P ) t EKSP (CZAK CMOD ) 0 (4) method allows to better capture the PT MOD - revenues from the sale of trans- port services generated by moderni- where: benefi ts of modernization due to the zed rolling stock in a given year, PNOWY - annual value of revenues reali- possession of an appropriate referen- P NIEM - revenues from the sale of trans- zed by the new rolling stock unit, ce base for the implemented project. t port services generated by non-mo- PMOD - annual value of revenues reali- What's more, this method allows you dernized rolling stock in a given year, zed by the modernized the rolling to verify two basic decision dilemmas Keu MOD - operating and maintenance stock unit, in the form of questions: t costs of modernized rolling stock in a PMOD - other designations as in previo- A. whether it is profi table or not to modernize the rolling stock, given year, us formulas. NIEM B. whether it pays to modernize the Keu t - operating and maintenance costs of rolling stock not modernized III. Assuming di! erent operating old rolling stock or purchase a new in a given year. costs and diversi# ed transport per- rolling stock. formance of new and modernized Considering the above-mentioned In the case of options without moder- vehicle: variants of the method analysis NPV in the incremental version, you can exit nization of rolling stock, there are no investment expenditures, it is assu- • modernization is profi table when from the basic general formula of this med that only its maintenance at the the condition is met; method: level of simple reconstruction, i.e. re- / III n MOD storing the original construction and − > ( NOWY − NOWY )× − = S t + RV n CZAK CMOD P K EKSP t EKSP NPV B t n (7) utility properties. You can, therefore, t =0 (1 + r ) (1 + r ) − MOD − MOD × MOD save that investment expenditure in (P K EKSP ) t EKSP (5) where: this variant they are only as much as S - the sum of fi nancial (cash) fl ows • modernization is unprofi table, it is t they were spent on the moderniza- better to buy a new vehicle when: generated by a given project in a gi- tion of the rolling stock. The residual ven year, value of an investment project is cal- r - discount rate, NOWY − NOWY × MOD − MOD − MOD × MOD culated in the manner appropriate to (P K EKSP ) t EKSP (P K EKSP ) t EKSP I / II RV n - residual value of an investment the income approach as the diff eren- > − CZAK CMOD (6) project after the last year forecasts, ap- ce in the income value of the rolling propriate for the variant under consi- stock modernized after the last year of where: - markings as in previous for- deration. the forecast and the liquidation value mulas. of the rolling stock not subject to mo- = − S t CF t N t (8) dernization, which can be recorded as It can be assumed that the formulas follows: [1] - [6] express the theoretical gene- where: MOD NIEM ral conditions for the profi tability of CF t - operational fl ow of the project in − I = RV n RV n rolling stock modernization compa- a given year, excluding VAT, RV n (10) r red to the purchase of a new rolling Nt - investment expenditures of the stock, however, the analysis presented project in a given year, excluding VAT. where: MOD above would be static, not taking into RV t - residual value of modernized account the value of money in time Formulas [7] and [8] are general. Ho- rolling stock after the last year of the (discount). For this reason, the above wever, from this point, one should in- forecast, calculated using the income methodology should be modifi ed in troduce the parameters appropriate method, NIEM such a way as to include in the analy- for the considered decision-making RV t - residual value of the unmode- sis not only the said discount but also variants (variant I and II) and indica- rated rolling stock after the last year of very important for the results of the te the method of calculating the de- the forecast, calculated using the liqu- calculation of the investment effi cien- sign elements for these variants. For idation method. cy of rolling stock projects, the residu- the sake of simplifi cation, the analysis al value of projects. Thus, in the case omits income tax and changes in wor- Variant II - to modernize or purchase of modernization of the rolling stock king capital. a new rolling stock owned, the calculation of investment II = NOWY − MOD − NOWY − MOD eff ectiveness should, in principle, be Variant I - modernize or not CF t (Pt Pt ) (Keu t Keu t ) carried out using the discounted cash modernize (11) fl ow method in the compound (incre- 24 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure where: the profi tability rate of a given pro- propriate to the type of rolling stock. It NOWY Pt - revenues from the sale of trans- ject is higher than the border rate, i.e. is generally expressed in the following port services generated by the newly the discount rate, and therefore the measures: purchased rolling stock in a given year, project is economically viable. With MOD Pt - revenues from the sale of trans- positive values NPV for two variants, - for locomotives - in locomotives- port services generated by moderni- the higher value of this indicator de- -kilometers or gross-tonne-kilo- zed rolling stock, in a given year, termines. Projects for which the value meters made respectively in pas- NOWY Keu t - operating and maintenance NPV is negative are unprofi table from senger or freight traffi c, costs of the new rolling stock in a gi- an economic point of view, while pro- - for wagons - in wagons-kilometers ven year, jects with NPV equal zero are treated made respectively in passenger or MOD Keu t - operating and maintenance as acceptable because their profi ta- freight traffi c, costs of rolling stock modernized in a bility is equal to the threshold. In ad- - for passenger trainsets or combi- given year. dition, the above calculations can be ned trains - in train-kilometers. supplemented by the calculation of Investment expenditures in this va- the so-called internal rate of return Estimation of the total costs of rolling II riant Nt are calculated as the diff e- of the project IRR . If this ratio is higher stock maintenance and maintenance rence between capital expenditure than the adopted discount rate, which in a given year for the purpose of ana- for the purchase of a new rolling stock is the interest rate, it means that the lyzing the effi ciency of rolling stock and expenses for rolling stock moder- project is profi table, while at IRR lower projects should not pose major diffi - nization, i.e.: discount rate than the considered culties. Railway companies run becau- one, the project is unprofi table and se of the development of cost records II = NOWY − MOD should be rejected. and extensive statistics of operation N t N t N t (12) One of the most important sub- work. In this situation, in particular, in where: stantive issues related to the analysis the analysis of rolling stock moderni- NOWY of the effi ciency of rolling stock pro- zation projects, the company usually Nt - investment outlays for purcha- ses of new rolling stock in a given year, jects in railway undertakings accor- has an extensive historical database, MOD ding to the above methodology is the which, when properly prepared, is the Nt - investment outlays for moder- nization of rolling stock in a given year proper estimation of revenues and starting point for fi nancial projections. costs, which will be directly attribu- In the case of projects involving the The residual value of an investment ted to the investment variants under purchase of new, previously unexplo- project in this variant is calculated as consideration. It should be noted that ited rolling stock, projections of total the diff erence between the income railway undertakings sell transport operating and maintenance costs value of the new rolling stock after the services to customers by generating may contain a higher risk of inaccu- last year of the forecast and liquidation revenues from the sale of tonne-kilo- racy, due to lack of experience and or income (depending on the age of meters or passenger-kilometers and historical output database, but in this the rolling stock and its performance rolling stock generates costs, some case, for example, various benchmarks after the forecast period) of the rolling of which are fi xed and the remaining or the results of comparable contracts stock subject to modernization, which part related to operational work. may be helpful which are currently can be recorded as follows: The total operating and maintenan- very often combined with additional ce costs of rolling stock appearing in obligations of the rolling stock provi- NOWY − MOD the formulas presented above can be der to ensure the maintenance of this I = RV n RV n RV n (13) mapped using the following formula: rolling stock (with an indication of the r unit rate) for a specifi c, several or so- EKSP where: = ST +DC Jzm × TS metimes several-year period. Keu t K t k t pr (14) NOWY E t U RV t - residual value of the new The total revenue from the sale of rolling stock after the last year of the where: rolling stock transport services in the forecast, calculated using the income ST formulas [9] and [11] can be recorded Kt - the total fi xed costs of rolling method, stock maintenance and maintenance as follows: RV MOD - residual value of modernized t in a given year, Jtkm Jzm = × rolling stock after the last year of the t p t kt - unit cost of rolling stock calcula- P t tkm (15) forecast, calculated using the income ted per unit of exploitation work, or liquidation method. pr EKSP - operation work performed by or t Jpkm = × the rolling stock in a given year. Pt p pk m (16) Economic inference based on the ana- t lyzes carried out is, in principle, simple. EKSP Operation work pr t from the formu- where: Each positive value NPV means that la [14] is determined in a manner ap- Jtkm pt - unit revenue in PLN per tonne- 25 7 / 2016 przegląd komunikacyjny Rail transport infrastructure WAGpas -kilometer of transport performance, ves, respectively in freight or passen- km t - total mileage of 1 passenger Jpkm pt - unit revenue per passenger- ger traffi c, car (trainset, combined train) inventory K roster, in a given period, -kilometer in PLN of transport perfor- wt - index expressing the ratio of loco- INWwag mance, motives-kilometers to train-kilometers il t - Inventory roster of passenger coaches (traction units, combined tra- tkm t - transport performance perfor- in a given locomotive group, suitable med by freight rolling stock (locomo- for freight or passenger traffi c, ins)), D w CZY / INW - index expressing the average tives, wagons), in a given year, in ton- Lt - number of days of the calculation t ne-kilometers, period (365 days a year). share of the active stock of passenger wagons (multiple unit trains, combined pkm t - transport performance per- formed by passenger rolling stock Calculation of net transport perfor- trains) in the inventory plan, in a given (locomotives, wagons, traction units, mance performed by freight wagons period. combined trains), in a given year, in covered by a given investment project passenger-kilometers. can be made according to the follo- After calculating the net transport wing formula: performance for individual types and The above formulas show that for the groups of rolling stock in a given pe- riod (year) and adopting unit revenue / calculation of sales revenues genera- WAGtow = DYN × CAŁ × WAGtow × INWwag × INWROB tkm t Z t wt km t il t wt ted as a result of the implementation indicators and other forecasting as- of a given investment project by a gi- (18) sumptions relevant for the investment ven type of rolling stock, it is necessary where: variant under consideration, the fore- WAGtow casted revenues are calculated in ac- to know the volume of net transport tkm t - Transport performance in performance performed by the rolling tonne-kilometers of a given inventory cordance with the formula [9] or [11]. stock in a given period. For this purpo- plan of freight wagons made in a gi- The presented methodology for a se, appropriate conversion of the ope- ven period (year)), comparative analysis of the economic DYN eff ectiveness of rolling stock moder- rating parameters for net transport Zt - dynamic loading of a freight wa- performance should be performed, gon, in a given period, nization concerns only the economic CAŁ and fi nancial aspects of projects rela- known from statistics or assumed ex wt - utilization rate of the total fre- ante. ight wagon, calculated as the ratio of ted to the rolling stock modernization In the case of locomotives involved wagon-kilometers loaded to a total processes. Obviously, it does not inc- in the service of freight or passenger wagon-kilometer, lude extensive issues of all technical WAGtow and operational conditions related to traffi c, a universal way of estimating km t - total mileage of 1 wagon of the volume of transport performance inventory, in a given period, the maintenance of rolling stock by INWwag carriers, the impact of rolling stock on in net tonne-kilometers or in net pas- il t - Inventory number of freight senger-kilometers can be used, accor- wagons, railway infrastructure, and many other K aspects, such as the impact of rolling ding to the formula: wt - index expressing the average sha- re of the workload of freight wagons stock on the environment, railway traf- in inventory, in a given period. fi c safety standards, meeting TSI con- U BRUTTO DOB INW D ditions and many other issues. LOK ×Q × × × = w −NETTOt t lt il t Lt tkm / pkm K t Calculation of net transport perfor- wt mance performed by passenger wa- (17) gons, multiple units or combined where: trains covered by a given investment tkm/pkm LOK - transport performance t project can be made according to the in tonne-kilometers of the given loco- following formula: motive number, respectively in freight or passenger traffi c, WAGpas WAGprzec WAGpas INWwag / INWCZY = × × × U pkm t qt km t il t wt w t-NETTO - an index expressing the ratio of the average net weight of a train to (19) its average gross weight, respectively where: WAGpas for freight or passenger traffi c, pkm t - transport performance in BRUTTO passenger-kilometer net of a given Qt - the average gross weight of a freight train in a given type of trans- inventory plan of passenger coaches port or the average gross weight of (multiple units, combined trains) made a passenger train in a given type of in a given period (year), q WAGprzec - average number of passen- transport, t DOB gers in a passenger wagon (in a traction lt - the daily course of the locomoti- ve in a given type of traffi c, unit, on a combined train), in a given INW period, il t - inventory quantity of locomoti- 26 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure The application of nonlinear curvature sections in the turnout diverging track Zastosowanie odcinków nieliniowej krzywizny w torze zwrotnym rozjazdu kolejowego Władysław Koc Prof.dr hab.inż. Politechnika Gdańska Abstract: Relationship marketing involves negotiated service promise, which is characterized by: the reliability of trip in the desired direc- tion, using of suitable means of transport at a certain price, expected conditions of trip in right time. The universality of the principles of customer service determined the adoption of marketing orientation by the Public Transport Authority in Gdynia. It’s made by marketing research and forming of public transport services based on its results. PTA in Gdynia planning services, takes into account not only the needs of existing customers (passengers), but also the needs of people using private cars. This makes possible to increase quality of PT services. The rule: "right the fi rst time" is the main determinant of Public Transport Authority in Gdynia. Keywords: Railway turnouts; Curvature modelling; Analysis of horizontal ordinates Streszczenie: W pracy została przedstawiona analityczna metoda kształtowania toru zwrotnego rozjazdu kolejowego posiadającego na swojej długości odcinki nieliniowej krzywizny. Odcinki te służą łagodzeniu wykresu krzywizny w skrajnych strefach rozjazdu W omawianej metodzie dokonano identyfi kacji problemu rozkładu krzywizny za pomocą równań różniczkowych. Uzyskane rozwiązania mają charakter uniwersalny; m. in. pozwalają na przyjmowanie dowolnych wartości krzywizny na początku i na końcu rozjazdu. Analizie porównawczej pod- dano dwa przypadki zastosowania krzywizny nieliniowej oraz odpowiadające przypadki z krzywizną liniową. Analiza wybranych wariantów wskazała na korzystny przebieg krzywizny w wariancie nieliniowym, który oprócz łagodnego przejścia w rejonach skrajnych łuku kołowego cechuje zerowa krzywizna na obydwu końcach układu geometrycznego. Słowa kluczowe: Rozjazdy kolejowe; Modelowanie krzywizny; Analiza rzędnych poziomych In a typical geometrical confi gura- the change of the operated switch- Of course, diff erent variants are po- tion of the return path in railway di- gear to a turnout with a larger radius ssible here, related to the curvature splacement called ordinary, a single in the reverse path leads most often values and the lengths of individual circular arc is used without transition to the need to increase track gauge. zones. curves. This solution is not used on In the case of switches with varia- In the starting zone, for lє<0, l1>, the railway routes and means the need ble curvature - due to the individual curvature grows linearly from k1=1/ to limit the speed of trains. This is due nature of their design, it is possible R1 (or k1=0) to k2=1/ R2 , in the middle to the occurrence of places of rapid, to adjust the given turnout to local zone, for lє< l1, l1+l 2 >, is constant and abrupt change in the ordinates of the requirements. This is particularly im- equals k2=1/ R2 , whereas in the end curvature diagram at the beginning portant in parallel tracks connections, zone, for lє< l1+l 2, l1+l 2+l3 >, linearly and the end of the turnout. In recent where the main issue is maintaining decreases from k2=1/ R2 to k3=1/ R3 (or years, in some countries, in particular the proper track gauge. k3=0). on high-speed railways, the aim is to The length of the return path is di- Modelling the curvature along the soften the curvature diagram in these vided into three zones here (Figure 1): turnout path of the crossover makes regions. This is achieved by introdu- possible to create an analytical record cing the so-called "Clothoid sections" - an initial zone of length l1, having in the form of a function k(l), where on both sides of a circular arc, on a linear curvature, parameter l determines position of a which the curvature varies in a linear - a middle zone with length l2, ha- given point on the length of the cu- manner, but often without reaching ving a fi xed curvature, rve. We can save the coordinate equ- zero values in the end points [2, 8, 9, - an end zone of length l3, having a ations of the searched connection in 10]. linear curvature. a parametric form [3]: In the case of standard turnouts, 27 7 / 2016 przegląd komunikacyjny Rail transport infrastructure near curvature and this issue was de- ʚ ʛ ʚ ʛ (1) ʚͨʛ (5) ͬ ͠ Ɣ Ȅ !-1 Ϟ ͠ ͘͠ voted to this study. Knowledge of the ͟ ʚ͠ʛ Ɣ R appropriate analytical formulas made assuming a numerical coeffi cient (2) ͭʚ͠ʛ Ɣ Ȅ 1', Ϟ ʚ͠ʛ͘͠ it possible to conduct a comparative C≥0. analysis of selected variants in the fi - The tangent angle function Θ(l) is de- nal part of the work, both with sec- As a result of solving the diff erential fi ned according to the equation: tions of linear and non-linear curves. problem (4), (5) we obtain the equ- ation of curvature Ϟʚ͠ʛ Ɣ Ȅ ͟ʚ͠ʛ͘͠ (3) Analytical solution for the relief of curvature in extreme zones of ͦͯͧ ͟ʚ͠ʛ Ɣ ͟ ͥ ƍ ʚͦ͟ Ǝ ͟ ͥʛ,͠ Ǝ v ʚͦ͟ Ǝ Commonly used, among others in crossover 'u 'u commercial design support pro- ͦ ͯͦ ͧ The course of curvature shown in Fi- Ǝ ͟ ͥʛ$͠ ƍ w ʚͦ͟ Ǝ ͟ ͥʛ$͠ (6) grams [1, 7], way of determining co- 'u ordinates x(l) and y(l) is numerical gure 1 is not, of course, the ideal so- integration of function cos Θ(l) and lution. It would be worth considering The tangent angle function Θ(l) is de- sin Θ(l). From a practical point of view, the possibility of softening the entry scribed by a dependence it gives suffi cient accuracy. However, into the turnout arc on its both sides this method has one fundamental and - in addition - resetting the cu- ͦ ͦͯͧ Ϟʚ͠ʛ Ɣ ͟ ͥ͠ ƍ ʚͦ͟ Ǝ ͟ ͥʛ*͠ Ǝ v ʚͦ͟ Ǝ weakness and each geometrical case rvature value at the extreme points of ͦ*' u ͧ*' u must be considered separately and the geometrical system. ͧ ͯͦ ͨ Ǝ ͟ ͥʛ͠ ƍ w ʚͦ͟ Ǝ ͟ ͥʛ͠ (7) the introduction of any generaliza- ͨ+' u tion is very diffi cult here. If we want Solving the problem for the initial to get an opportunity to look at the zone If we want to get a monotonic cour- problem more broadly, we should se of curvature k(l) along the entire have an analytical method which is We assume the boundary conditions length of the curve, then the deriva- of general and full character. tive k'( l) must be positive and at the same time the second derivative k''( l) An analytical solution to the pro- ͟ʚRʛ Ɣ ͟ ͥ ͟ʚͥ͠ʛ Ɣ ͟ ͦ must be negative for lє<0, l >: (7a). blem of the application of linear cu- (4) 1 &vͯ& u As you can see, the course of the rvature segments, i.e. the so-called ͟ĺ ʚRʛ Ɣ ̽ ͟ĺ ʚͥ͠ʛ Ɣ R 'u "clotoid sections", is presented in [4]. function k''( l) is linear, so fulfi lling the It would be worthwhile to consider and diff erential equation condition means that it is valid at the application of sections of non-li- both ends of the interval, i.e. k''(0)≤0 and k''( l1)≤0. It follows that the para- 5 meter C must take values from the 5 range Cє<1,5; 3>. 5 Due to the ratio of the length of 5 the parametric curve to the length 5 5 of the curve with linear curvature, i.e. @!``:RLIa 5 generalized clotoid, the most prefer- 5 red solution seems to be a parametric 5 transition curve for the value of C = 5 1,5. We receive from dependencies (6) and (7) : formula (8) and (9). At the C!`I` end of the zone, for l=l , angle value 1. Curvature diagram with segments of linear curvature along the turnout 1 ͧ& uͮͩ& v path of the crossover (R = 16000 m, l = 55 m, R = 6000 m, l = 60 m, l = 65 m, Ϟʚ͠ ʛ Ɣ ͥ͠ 1 1 2 2 3 ͥ ͬ R = 25000 m) 3 To determine parametric equations x(l) and y(l) the procedure in [3] is ͨͯͪ ͧʚͯͦʛ ͦ ͟ĺ ʚ͠ʛ Ɣ ʚͦ͟ Ǝ ͟ ͥʛ Ǝ v ʚͦ͟ Ǝ ͟ ͥʛ͠ ƍ w ʚͦ͟ Ǝ ͟ ͥʛ ͠ ƚ R 'u 'u 'u used. We save the function Θ(l) in the (7a) form ͨͯͪ ͪʚͯͦʛ ͟ĺĺ ʚ͠ʛ Ɣ Ǝ v ʚͦ͟ Ǝ ͟ ͥʛ ƍ w ʚͦ͟ Ǝ ͟ ͥʛ ͠ ƙ R ͦ ͨ 'u 'u Ϟʚ͠ʛ Ɣ ̻ ͥͥ ͠ ƍ ̻ ͥͦ ͠ ƍ ̻ ͥͧ ͠ where ͧ ʚ͟ Ǝ ͟ ʛ ͠ Ǝ ͥ ʚ͟ Ǝ ͟ ʛ ͠ ͧ ͟ʚ͠ʛ Ɣ ͟ ͥ ƍ ͦ ͥ w ͦ ͥ (8) ͧʚ& ͯ& ʛ &vͯ& u ͦ ' u ͦ ' u ̻ Ɣ ͟ v u ͥͥ ͥ, ̻ͥͦ Ɣ , ̻ͥͧ Ɣ Ǝ w ͨ ' u ͬ*' u ʚ ʛ ͧ ʚ ʛ ͦ ͥ ʚ ʛ ͨ Ϟ ͠ Ɣ ͟ ͥ͠ ƍ ͦ͟ Ǝ ͟ ͥ ͠ Ǝ w ͦ͟ Ǝ ͟ ͥ ͠ (9) ͨ ' u ͬ ' u and develop cos Θ(l) and sin Θ(l) into 28 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure the Taylor series using the Maxima .u Solving the problem for the end ͬ Ɣ ͬ ʚ͠Sʛ Ǝ ͌ͦ program [6]. As it turns out, the equ- v zone ǯͥͮ. u ation obtained in practice x(l) can be (14) simplifi ed much, because most of its We accept boundary conditions expressions are irrelevant. We get the ͥ ͭ Ɣ ͭ ʚ͠Sʛ ƍ ͌ͦ (15) v ǯͥͮ. u following parametric equations: ͟ʚͥ͠ ƍ ͠ ͦʛ Ɣ ͟ ͦ ͟ʚͥ͠ ƍ ͠ ͦ ƍ ͠ ͧʛ Ɣ ͟ ͧ ͬʚ͠ʛ Ɣ ͠ (10) The equation of a circular arc is as fol- ɑ &wͯ& v lows: ͟ĺ ʚͥ͠ ƍ ͠ ͦʛ Ɣ R ͟ ʚͥ͠ ƍ ͠ ͦ ƍ ͠ ͧʛ Ɣ ̽ 'w ͥ ͦ ͥ ͧ ͥ ͧ ͨ ͭʚ͠ʛ Ɣ ̻ ͠ ƍ ̻ͥͦ ͠ Ǝ ̻ͥͥ ͠ Ǝ ͦ ͥͥ ͧ ͦͨ u (18) ͦ ͭʚͬʛ Ɣ ͭ Ǝ ʞ͌ Ǝ ʚͬ Ǝ ͬ ʛͦʟv ͥ ͦ Ǝ ʚ̻ͦ ̻ Ǝ T'̻ ʛͩ͠ (11) ͥͤ ͥͥ ͥͦ ͥͧ and diff erential equation (5). We assu- ͬ Ǩ ˛ͬʚ ͠Sʛ Q ͬʚ ͠S ƍ ͠Tʛ˜ (16) me that the numeric factor C≥0. The Solving the problem for the middle solution to the diff erential problem zone The return angle of tangents is α = l / 2 (5), (18) is as follows: R 2. The angle of tangent of the arc at In the circular arc zone, i.e. for its end, i.e. for x(l +l ), is Θ(l +l )= Θ(l ) 1 2 1 2 1 ͦ ͧ α ͟ʚ͠ʛ Ɣ ͗ ͥ ƍ ͗ ͦ͠ ƍ ͗ ͧ͠ ƍ ͗ ͨ͠ (19) lє< l1,l1+l2> , there is a constant curva- + , where is the value of the tangent ture slope at this point. where: (19a) For C = 1,5 the values of these coeffi - ͟ʚ͠ʛ Ɣ ͟ ʞ ʚ ʛ ʟ (17) ͦ ͧͦ Ɣ 2 , Ϟ ͠S ƍ Ƿ cients are (19b) and the equation of (12) the tangent inclination angle has the To determine the coordinates of the form Function Θ(l) – for the assumed C = end of a circular arc, you must fi rst de- ͥ ͥ ͥ 1,5 – is described by the dependence Ϟʚ͠ʛ Ɣ ͗ ƍ ͗ ͠ ƍ ͗ ͦ͠ ƍ ͗ ͧ͠ ƍ ͗ ͨ͠ termine the coordinates of the point ͤ ͥ ͦ ͦ ͧ ͧ ͨ ͨ M (rys. 2); it is fi nally obtained ͧ & (20) Ϟʚ͠ʛ Ɣ Ǝ ͥ͠ ƍ ͟ ͦ ͠ ͬ (13) where ͧʚ& uͯ& vʛ ͥ Ƿ ͥ ͥ ͗ͤ Ɣ ʚ ʛͧ At the end of a circular arc, for l=l +l , S T S ͬ ͥ͠ Ǝ ʢ v ͥ͠ ƍ ͠ ͦ ƍ 1 2 ͬʚ ͠ ƍ ͠ ʛ Ɣ ͬʚ ͠ ʛ ƍ 2 , ͦ ʬ v ƍ vʭ ͌ ͦ ͦ ' w angle ǯͥͮ. u ǯͥͮ. v (16) ƍ ͥ ͨ ͧ& ͮͩ& w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚͧ͟ Ǝ ͟ ͦʛ u v ͬ"' w Ϟʚͥ͠ ƍ ͠ ͦʛ Ɣ ͥ͠ ƍ ͟ ͦ ͠ ͦ ͬ Ƿ .u .v Figures 3 and 4 show curvature gra- S T S The diagram showing the location ͭʚ ͠ ƍ ͠ ʛ Ɣ ͭ ʚ͠ ʛ ƍ 2 , ͦ ʬ v ƍ vʭ ͌ͦ ǯͥͮ. u ǯͥͮ. v phs and tangent slope angles for va- of a circular arc is shown in Figure 2. (17) lues C=1,5 on the length of turnout We take the length of the circular arc of the crossroads having nonlinear l2 (measured along the arc itself). Its curvature sections, and numerical radius is l2measured on the arc itself. characteristics corresponding to the Its radius is R2, and slope of the tan- turnout from Figure 1. gent at the starting point s1=tan Θ(l1). We determine the coordinates of the ͧͯ ͦ ͦͯ ͧ ͗ͥ Ɣ ͟ ͦ ƍ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚͧ͟ Ǝ ͟ ͦʛ 'w 'w centre of the arc point S(xS , yS ) . ͦʚͧͯʛ ͧʚͦͯ ʛ ͦ ͗ͦ Ɣ Ǝ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚ͟ ͧ Ǝ ͟ ͦʛ 'w 'w (19a) ͧͯ ͧʚͦͯ ʛ ͗ͧ Ɣ ʢ v ƍ w ʚͥ͠ ƍ ͠ ͦʛʣ ʚ͟ ͧ Ǝ ͟ ͦʛ 'w 'w ͦͯ ͗ͨ Ɣ Ǝ w ʚͧ͟ Ǝ ͟ ͦʛ 'w ͧ ͦ ͥ ͧ ͗ͥ Ɣ ͟ ͦ ƍ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚͧ͟ Ǝ ͟ ͦʛ ͦ ' w ͦ ' w ͧ ͧ ͦ ͗ͦ Ɣ Ǝ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚ͟ ͧ Ǝ ͟ ͦʛ 'w ͦ ' w (19b) ͧ ͧ ͗ͧ Ɣ ʢ v ƍ w ʚͥ͠ ƍ ͠ ͦʛʣ ʚ͟ ͧ Ǝ ͟ ͦʛ ͦ ' w ͦ ' w ͥ 2. Diagram showing the location of a circular arc ͗ͨ Ɣ Ǝ w ʚͧ͟ Ǝ ͟ ͦʛ ͦ ' w 29 7 / 2016 przegląd komunikacyjny Rail transport infrastructure 5 5 5 5 5 5 5 5 ``:Ra 5 Ϟ Ϟ Ϟ Ϟ 5 @!``:RLIa 5 5 5 5 5 5 C!`Ia C&`Ia 3. Curvature diagram with non-linear curvature segments for C=1,5 on the 4. Graph of the tangent angle for C=1,5 on the length of turnout of the length of turnout of the turnout (R 1= 16000 m, l 1= 55 m, R 2= 6000 m, l 2= 60 turnout from Figure 7 (R 1= 16000 m, l 1= 55 m, R 2= 6000 m, l 2= 60 m, l 3= 65 m, m, l 3= 65 m, R 3= 25000m) R3= 25000 m) Parametric equations x(l) and y(l) Analysis of selected variants nature, i.e. they allow any curvature for this zone, after the assumption values to be accepted at the begin- C=1,5, is determined using the proce- Variants considered in the work aro- ning and at the end of the geome- dure outlined in [3]. We save the func- se as a result of the introduction of trical system. Zero values can be of tion Θ(l) in the form three zones of curvature distribution particular interest here. The general ͦ ͧ ͨ along the turnout path of the crosso- cases appearing in Figures 1 and 2 Ϟʚ͠ʛ Ɣ ̻ ͧͥ ƍ ̻ ͧͦ ͠ ƍ ̻ ͧͧ ͠ ƍ ̻ ͧͨ ͠ ƍ ̻ ͧͩ ͠ ver. In the central zone the curvature and the corresponding cases with where : (20a). is constant, i.e. a circular arc is used zero curvature on both sides of the After expanding the function here. In contrast, in the extreme zo- system, which were created after the cos Θ(l) andsin Θ(l) in the Taylor series nes curvature is variable, as is the case admission, were subjected to a com- using the Maxim program [6] and in- in the transition curve. The course of parative analysis. k1=k3=0 . tegration we get the following para- the curvature can be linear and the metric equations (21) i (22): problem solution is then unambigu- • Turnout I (with sections of linear ous [4] or non-linear, where diff erent curvature): R1= 16000 m, l1= 55 solutions are possible. This paper pro- m, R = 6000 m, l = 60 m, l = 65 m, ͬʚ͠ʛ Ɣ ͬ ʚ ͠ ͤʛ ƍ !-1 Ϟ ͤʚ ͠ Ǝ ͠ ͤʛ Ǝ 2 2 3 poses a polynomial solution for the R = 25000 m ͥ 3 Ǝ ʚ̻ ƍ V(̻ (͠ ͧ ƍ U(̻ (͠ ͦ (ƍ ͦ ͧͦ ͧͩ ͤ ͧͨ ͤ latter case. Of course, for both the li- • Turnout II (with sections of linear ͦ near and non-linear curves segments, curvature): R1= ∞, l1= 55 m, R2= ƍ T"̻ ͧͧ" ͤ͠ʛ 1', Ϟ ͤ ʚ͠ Ǝ ͠ ͤʛ (21) various detailed cases are possible, 6000 m, l2= 60 m, l3= 65 m, R3= ∞ related to the curvature values and • Turnout III (with sections of nonli- where: l0=l1+l2 , Θ0=Θ(l1+l2) the lengths of individual zones. near curvature): R1= 16000 m, l1= The theoretical relations given in 55 m, R2= 6000 m, l2= 60 m, l3= 65 this work and in [4] are of universal m, R3= 25000 m • Turnout IV (with sections of non- ͧʚ& ͯ& ʛ ̻ Ɣ u v ͥ ͧ ͥ ͨ linear curvature): R = ∞, l = 55 m, ͧͥ ͬ ͥ͠ Ǝ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚͧ͟ Ǝ ͟ ͦʛ 1 1 ͦ ' w ͬ ' w R2= 6000 m, l2= 60 m, l3= 65 m, ͧ ͥ R = ∞ ʚ ʛͦ ʚ ʛͧ ʚ ʛ 3 ̻ͧͦ Ɣ ͗ ͥ Ɣ ͟ ͦ ƍ ʢ ͦ ' v ͥ͠ ƍ ͠ ͦ ƍ ͦ ' w ͥ͠ ƍ ͠ ͦ ʣ ͧ͟ Ǝ ͟ ͦ w w The results of calculations of charac- ͥ ͧ ͧ ͦ ̻ͧͧ Ɣ ͗ͦ Ɣ Ǝ ʢ v ʚͥ͠ ƍ ͠ ͦʛ ƍ w ʚͥ͠ ƍ ͠ ͦʛ ʣ ʚ͟ ͧ Ǝ ͟ ͦʛ (20a) teristic values of the return path of ͦ ͦ ' w ͨ ' w the mentioned turnouts are presen- ͥ ͥ ͥ ʚ ʛ ted in the Table 1. Compound curva- ̻ͧͨ Ɣ ͧ ͗ͧ Ɣ ʢ ͦ ' v ƍ ͦ ' w ͥ͠ ƍ ͠ ͦ ʣ ʚ͟ ͧ Ǝ ͟ ͦʛ w w ture plots on the length are shown in ͥ ͥ Figure 5 ̻ͧͩ Ɣ ͗ͨ Ɣ Ǝ w ʚͧ͟ Ǝ ͟ ͦʛ ͨ ͬ ' w Currently, the most common type ͥ U T ͦ of crossover with segments of va- ͭʚ͠ʛ Ɣ ͭʚ͠Rʛ ƍ 1', Ϟ R ʚ͠ Ǝ ͠ ʛ ƍ Ƴ ̻ ƍ V ̻ ͠ ƍ U ̻ ͠ ƍ T ̻ ͠ Ʒ !-1 Ϟ ʚ͠ Ǝ ͠ ʛ R ͦ UT UW R UV R UU R R R ͥ riable linear curvature is turnout I. Ǝ Ƴ ̻T ƍ Z ̻ ̻ ͠ U ƍ X ̻ ̻ ͠ T ƍ V ̻ ̻ ͠ ƍ SX ̻ T ͠X ƍ TV ̻ ̻ ͠ W ƍ ͪ UT UT UW R UT UV R UT UU R UW R UV UW R The linear curvature along the entire V T V U T T ͧ SX ̻ UU ̻ UW ͠ R ƍ [ ̻ UV ͠R ƍ ST ̻ UU ̻ UV ͠ R ƍ V ̻ UU ͠RƷ 1', ϞR ʚ͠ Ǝ ͠Rʛ ͥ length of the extreme zones in the Ǝ Ƴ ̻U ƍ ST ̻ T ̻ ͠ U ƍ [ ̻ T ̻ ͠ T ƍ X ̻ T ̻ ͠ ƍ VZ ̻ ̻T ͠X ƍ YT ̻ ̻ ̻ ͠W ƍ (22) ͦͨ UT UT UW R UT UV R UT UU R UT UW R UT UV UW R 2nd junction is the most deviating VZ ̻ ̻ ̻ ͠V ƍ TY ̻ ̻T ͠V ƍ UX ̻ ̻ ̻ ͠U ƍ ST ̻ ̻T ͠T ƍ XV ̻ U ͠[ ƍ SVV ̻ ̻T ͠Z ƍ UT UU UW R UT UV R UT UU UV R UT UU R UW R UV UW R from the other cases. Turnout III is [X ̻ ̻T ͠Y ƍ SRZ ̻ T ̻ ͠Y ƍ SVV ̻ ̻ ̻ ͠X ƍ TY ̻ U ͠X ƍ VZ ̻ T ̻ ͠W ƍ WV ̻ ̻T ͠W ƍ UU UW R UV UW R UU UV TW R UV R UU UW R UU UV R the closest to turnout I, and its main T V U U ͨ UX ̻ UU ̻UV ͠R ƍ Z ̻ UU ͠R Ǝ TV ̻ UW ͠R Ǝ X ̻ UV Ʒ !-1 ϞR ʚ͠ Ǝ ͠Rʛ advantage is the lack of bends in the 30 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure curvature diagram at the beginning Tab. 1. List of characteristic values for compared turnouts and end of the circular arc. Particular- l=l l=l +l l=l +l +l ly noteworthy is the turnout IV. In ad- 1 1 2 1 2 3 x(l) [m] y(l) [m] Q(l) [rad] x(l) [m] y(l) [m] Q(l) [rad] x(l) [m] y(l) [m] Q(l) [rad] dition to the gentle transition in the I 54,9993 0,147 0,00630 114,995 0,825 0,01630 179,982 2,148 0,02302 extreme regions of the circular arc, it is characterized by zero curvature at II 54,9999 0,084 0,00458 114,997 0,659 0,01458 179,986 1,842 0,02000 both ends of the geometrical system. III 54,9996 0,165 0,00702 114,995 0,887 0,01702 179,979 2,291 0,02476 Perhaps this solution should replace IV 54,9997 0,113 0,00573 114,996 0,757 0,01573 179,983 2,061 0,02250 the use of "clotoid sections". The dy- rvature by manipulating the slant and Source materials namic analysis presented in paper [5] the crossover radius. indicates the benefi ts resulting from Numerical integration of functions [1] AutoCAD, http://www.autodesk.pl its use. However, this requires further cos Θ(l) and sin Θ(l) is commonly used [2] Fei Weizhu: Major technical characte- analysis, but there is no doubt that for determining coordinates x(l) and ristics of high-speed turnout in Fran- the method presented in this work y(l). ce. Journal of Railway Engineering allows for creating many diff erent so- in switches with variable curvature. Society, vol. 26, no. 9, pp. 18-35, 2009. lutions. Figure 6 shows charts of ho- Each geometric case must therefo- [3] Koc W.: Analytical method of model- rizontal ordinates over the length of re be considered separately and the ling the geometric system of com- the analysed turnouts. introduction of any generalization is munication route. Mathematical very diffi cult here. This work presents Problems in Engineering, vol. 2014, Summary an analytical method of solving the Article ID 679817, 2014. problem, which is general and full. [4] Koc W.: Kształtowanie toru zwrotne- In the reverse track of a typical railway Appropriate equations for the case go rozjazdu z odcinkami krzywizny junction, called ordinary, a single cir- of proposed sections of non-linear liniowej (artykuł złożony w redakcji cular arc is used without transients. curvature have been determined. In czasopisma naukowego) As a result, there are places of rapid, the comparative analysis of selected [5] Koc W., Palikowska K.: Dynamic analy- abrupt change in the ordinates of variants, the dependencies for seg- sis of the turnout diverging track for the curvature diagram at the begin- ments of linear curvature presented HSR with variable curvature sections. ning and end of the turnout. In re- in [4] were also used. World Journal of Engineering and cent years, in some countries, aiming The theoretical relations are of uni- Technology, vol. 5, pp. 42-57, 2017. [6] Maxima package, http://maksima.so- at smoothing the curvature graph in versal nature, i.e. they allow any cu- urceforge.net these regions, the so-called "Clothoid rvature values to be accepted at the [7] MicroStation, http://www.bentley. sections" on both sides of a circular beginning and at the end of the geo- com arc on which the curvature changes metrical system. Zero values can be [8] Plank B.: Linie dużych prędkości reali- in a linear manner. of particular interest here. A compara- zowane przez VAE. Prezentacja fi rmy In the case of switches with varia- tive analysis of selected variants indi- ble curvature due to the individual Voestalpine GmbH, 2007. cated a favourable course of curvatu- [9] Technical Memorandum: Alignment nature of their design it is possible re in the non-linear variant, which in to adjust the given turnout to local design standards for high-speed addition to the smooth transition in train operation. Prepared by Parsons requirements. This is particularly im- the extreme regions of the circular arc portant in parallel tracks connections, Brinckerhoff for the California High- is characterized by zero curvature at -Speed Rail Authority, USA, 2009. where the main issue is maintaining both ends of the geometric system. [10] Wang P.: Design of high-speed rail- the proper track gauge. The decisive Perhaps this solution should repla- way turnouts. Theory and Applica- role here is played by the fi nal eleva- ce the use of the so-called "Clotoid tions. Elsevier Science & Technology, tion of the reverse path, which can be sections". Oxford, United Kingdom, 2015. shaped in switches with variable cu- 5 5 5 5 5 %Q<=: (Q<=: C!`Ia 6`Ia 5. Curve diagrams on the length of the return path of the compared turnouts 6. Plots of horizontal ordinates on the length of the return path of the com- (R 1= 16000 m / ∞ , l 1= 55 m, R 2= 6000 m, l 2= 60 m, l 3= 65 m, R 3= 25000 m / ∞) pared turnouts (R 1= 16000 m / ∞ , l 1= 55 m, R 2= 6000 m, l 2= 60 m, l 3= 65 m, R3= 25000 m / ∞) 31 7 / 2016 przegląd komunikacyjny Rail transport infrastructure Construction methodology of straddle monorail guideway Technologia budowy linii kolei jednoszynowej Dominik Bednarek mgr inż. Katedra Mostów i Kolei, Wydział Budownictwa Lądowego i Wodnego Politechnika Wrocławska Abstract: The article describes important issues of precasting process of monorail guideway beam i.e. achieving expected geometry para- meters and surface roughness. In the main part author characterizes construction method of the most common guideway type focusing on problems connected with transport and assembly of precast beams. Transportation vehicle and tools used for installation of curved beams are described. Afterwards, author describes problems connected with integration of guideway frame and complex force combination at frame joints. Author fi nished with a short conclusion. Keywords: Monorails; Guide way; Construction methodology; Precast beam Streszczenie: W artykule opisano istotne aspekty procesu prefabrykacji dźwigarów estakady. Wskazano szczególne wymagania związane z oczekiwaną dokładnością geometrii szyn i odpowiednią fakturą betonu powierzchni tocznych. Następnie opisano typowe etapy budo- wy estakad tworzących linię kolei jednoszynowej. Szczególną uwagę zwrócono na problemy związane z transportem i montażem szyn. Omówiono charakter wytężenia belek w trakcie umieszczania ich na podporach, zaprezentowano pojazd służący do transportu belek oraz uchwyty pozwalające na montaż dźwigarów zakrzywionych w planie. Ponadto przedstawiono stan wytężenia w węzłach ramy oraz opisano problemy związane z wykonaniem uciąglenia dźwigarów. Artykuł zakończono krótkim podsumowaniem. Słowa kluczowe: Kolej jednoszynowa;, Kolej niekonwencjonalna; Technologia budowy This article is the next in a series de- le, and the term "fl yover" refers to a operational requirements. No addi- voted to the approximation of mono- multi-span bridge structure. tional fi nishing layers are made on rail systems, poorly known in Poland, In earlier articles [3,8,11], the ge- the girders, which may have been a which are a kind of unconventional neral characteristics of monorail correction element for inaccuracies railway with a route leading over the were presented. The fi rst of these created in the prefabrication plant. surface. Currently, the most popular publications addresses issues related Detailed planning of prefabrica- type of monorail is the saddle (Fig. 1). to security systems used on mono- tion and assembly enables a signifi - The name is associated with the sha- rail lines as well as methods of eva- cant acceleration of the construction pe of the trolley, which, saddle, i.e. cuation. In [8], the advantages and process. Moreover, it is necessary on three sides, includes the rail. The disadvantages of monorail systems due to the complex geometry of the typical construction of such a fl yover are presented. The construction ele- route. Importantly, shortening the consists of pile foundations, pillars ments of the fl yover have been de- time of erection of the line results with a top cap and two girders con- scribed in detail in [11], just like the in a reduction of construction costs stituting tracks intended for driving selected types of monorail trains. and reduction of nuisances related in opposite directions. The shape of This publication will be a descrip- to the closure of streets for the dura- the structural elements diff ers sligh- tion of a typical method of erecting tion of the works. tly depending on the adopted sche- a monorail railway overpasses. The The article describes important me of static structure, type of vehicle most common type of structure aspects of the prefabrication process and the city where the line was built. consists of foundations and reinfor- of the fl yover girders. Specifi c requ- Due to the specifi c shape of the con- ced concrete pillars and prefabrica- irements related to the expected ac- struction elements, the spar, beam ted rails. The precise performance curacy of the rail geometry and the and rail names are used in this artic- of rolling surfaces is essential for the corresponding texture of the rolling 32 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure 1. Monorail in Kuala Lumpur [15] 2. Three-dimensional " yover model [4] surface were indicated. Then, the In order to determine the expected shaping of the beam (Fig. 4), inclu- typical stages of the construction of beam geometry, a three-dimensio- ding the change of the beam height fl yovers forming the monorail line nal model of the fl yover is perfor- along its length. are described. Particular attention med showing the detailed course After placing the reinforcement was paid to problems related to the of the route and the dimensions of inside the mold and rectifying the transport and assembly of rails. The the beams (Fig. 2). Then a series of formwork, concreting takes place character of the eff ort of beams workshop drawings is made, which using concrete with compressive during placing them on supports illustrate in detail the geometry of strength of min. 45 MPa. In order to was discussed, the vehicle used for the beam, including its shape in the accelerate the increase in strength, transporting beams and the handles plan and profi le as well as changes in concrete infusions are used. Two days allowing the installation of curved the section height of the rail along its after the concrete mixture is laid, the girders in the plan. In addition, the length, the shape of the relief insert, fi rst pre-compression is performed, stress level in the frame nodes is pre- the soft reinforcement system and after which the girder is transpor- sented and the problems associated the course of the channels for the ted to the storage yard. The second with the performance of girder bra- pre-stressing cables. compression is carried out after 14 cing are described. The article was The production process takes pla- days from concreting. The force in concluded with a short summary. ce in six stages: preparation of re- the pre-stressing cables obtained at inforcement, shaping of formwork, this stage is provided for transferring Prefabrication of girders laying of concrete mix, care of con- the loads acting on the beam during crete, introduction of pre-stressing transport and assembly. Both after As already mentioned, no surface is cables and preliminary compression the fi rst and second compression in laid on the girders of the monorail. and transport to the warehouse. Fi- the prefabrication plant, the girder The concrete surfaces of the beam nally, the second compression and lifts are inspected due to the cable are at the same time rolling surfaces injection is performed. First, the re- tension, and in the earlier stages the for the train wheels. All unevenness inforcement basket is prepared, the geometry of the formwork and the on these surfaces are a factor having compression cables are placed insi- prefabricated beam is controlled [5], a direct impact on the wear of rails de with the steel anchor blocks and [6]. The necessary degree of preci- and translate into wear of tire tires the lightweight insole relieving the sion can be demonstrated by the or train vibrations that impair dri- beam (Fig. 3). In the case of some requirements set during the prefa- ving comfort. Therefore, in order to systems, at this stage, the beams brication of girders in the Sao Paulo maintain the expected accuracy, the are fi xed to the reinforcement of line, up to a 6 mm elevation due to production process is entirely car- the beam bearings. The next step is compression was allowed. The width ried out at the prefabrication plant. the preparation of an external form- of the beam could not deviate from Complicated course of the route, i.e. work. A signifi cant diffi culty in this the designed more than 1.6 mm. The arched sections in the plan and pro- and the previous production phase allowable divergence of the cross- fi le, as well as transients along with is the uniqueness of each of the be- -sectional angles of the beam from cant and diff erences in beam spans ams. The formwork used to make the the designed is limited to 0.22%. make almost every girders unique. beams allows for any geometrical Simple girders were made with a de- 33 7 / 2016 przegląd komunikacyjny Rail transport infrastructure viation not exceeding 1.5 mm by 1.5 m [1]. Another important aspect in the production of rails is to obtain the correct texture of concrete on rolling surfaces. The mixture used must en- sure optimal wheel adhesion. Due to the lack of a universal recipe of con- crete, the proper mix used on the Mumbai line was achieved by trial and error. The upper surface of the girder was additionally roughened with a hard bristled brush [6]. In ad- dition, the concrete mix must have high abrasion resistance and allow for a good compaction of the con- crete. All kinds of air voids and areas 3. Preparation of reinforcement [9] are poorly compacted in the case of rails [1]. Experience from more than 30 years of operation in Disney's Flori- da park shows that monorail beams show only minor damage. It was observed that concrete was deta- ched on the lower surface around the concrete spacers used for con- creting the girder. Similar damage occurred around the places, where 4. Formwork girders the mounting brackets were located. Signifi cant damage was the clash of the upper surface of the beam at places, where trains regularly braked or accelerated. All these defects are repaired using PCC (polymer mo- difi ed concrete) mortars with high strength [10]. The construction technology of the ! yover The process of building a monorail railway fl yover is analogous to that of other bridge structures built from prefabricated beams. The construc- tion stages are shown in Figure 5. The requirements related to the ope- ration of the line mean that special precision of the construction must be ensured during the erection pro- cess. This is particularly diffi cult while striving to complete construction as soon as possible. Any delays associa- ted with the creation of a new line 5. Diagram of construction stages 34 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure 6. Visualization of the work gap in the front of the pillar of the complex system [2] 7. Spool transporting semi-trailer [12] translate into additional nuisance for on the surrounding development. axes, and each axle is equipped with the residents of the city and an incre- With the implementation of the pi- eight wheels. The way of fi xing the ase in construction costs. That is why, les, the underground infrastructure wheels to the trailer allows for even it is important to precisely plan the is being rebuilt, which is in confl ict distribution of pressure on the whe- process, both the schedule of the with the new foundation. Elements els regardless of their mutual posi- construction and installation indu- of the foundation, as well as the pil- tion. In addition, the rotation of each stry, as well as planning changes in lars are made of reinforced concrete axle is ensured, which signifi cantly communication in the city. The goal with high strength. In order to speed improves the manoeuvrability of the is to implement the construction up the implementation, prefabrica- vehicle. with minimal impact on the traffi c tion of reinforcement baskets is used. During the transport and assem- of cars and existing public transport. Column concreting takes place in se- bly, the beam is stabilized transver- An additional problem in the imple- veral stages due to its dimensions, as sely with the use of struts connected mentation of the investment is the well as variable geometry. A break in to the temporary steel clamp of the location of the girder prefabrication concreting is made on the pillar of beam (Figure 7). It stabilizes the load plant. This object is generally erec- the pillar in order to later connect and limits the dynamic loads asso- ted for the needs of the construction the supports with the girders (Figure ciated with vibrations of the mo- of the line. The prefabrication plant 6) or to make underbearing blows. ving vehicle that are transferred to with the required production capa- Assembly of the girders begins the beam. The transfer of the girder city requires a space of about 1.5 ha, after obtaining adequate strength to the support is carried out using on which the prefabrication and care of concrete in the cap supports (Fig. two cranes. The position of the fi - stands of the beams and the storage 5b ). The transport of beams and pla- xing brackets along the length of the yard must be located. Such a facility cing them at the destination takes beam is important during the trans- is possible to implement only in the place at night. The length of trans- fer. On the one hand, one must co- suburbs, which extends and compli- ported elements reaches up to 35 unteract the possibility of the girder cates the transport of girders to the m and their weight up to 85 tons, slipping out of the handles, on the destination. which makes such transport to be other hand, too large displacement The fi rst stage of construction non-normative. An additional dif- of the handles towards the middle of consists in making foundations and fi culty during transport is diff erent the beam changes the nature of its pillars of the fl yover. Foundation piles beam geometry every time. A tractor eff ort. The weight of the free ends of are most often implemented as dril- unit and semi-trailer with a structure the beam in the extreme case could led large-diameter piles. This techno- enabling division into two parts are cause too high tensile stresses on logy is the least onerous for residents used for the carriage of beams (Fi- the upper surface of the beam in the and does not have a negative impact gure 7). Each of them moves on four area of the mounting brackets and as a consequence its scratching. Another problem is the transfer of curved beams. With the point of support at the ends of the beam, the 8. Diagram showing the method of balancing a curved beam during transfer self-weight action causes twisting. 35 7 / 2016 przegląd komunikacyjny Rail transport infrastructure 9. Stabilization of girders after assembly on a support [14] 10 . End face of the beam [13] In order to better balance the beam during operation. After carrying out support is transversely stressed (Fig. and thereby reduce the twisting ef- the tendons, the reinforcing bars are 5c ) [6]. fect, the location of the suspension made from neighbouring beams The construction of the fl yover of the holder towards the centre of and reinforcement of the support. carrying structure ends with the fi l- gravity of the beam moves (Fig. 8). This is necessary due to the compli- ling of the outermost nodes of the Based on the analysis of the beam's cated nature of the load of suppor- frame and the execution of expan- condition during assembly, the place ting nodes. The support nodes are sion joints (Fig. 5d ). The design and where the handles should be placed responsible for transferring the loads implementation of end nodes is as- [6] is determined. from the beams to the support, and sociated with problems that do not The fi nal position of the beam on these loads cause the reaction of occur in intermediate nodes. The the support is stabilized by means of the nodes acting on the directions own weight of neighbouring spans steel struts fi xed in the pillar (Fig. 9). of all degrees of freedom. After con- evenly loads the intermediate sup- After installation, the position of the creting the knot and obtaining the ports. In the extreme span, the resul- girder in the plan and the cant are proper compressive strength of the tant weight of the girders operates checked. Permissible displacement concrete, the connecting rods are on a considerable eccentricity and of the beam from the one assumed compressed. This order aims to im- causes the rotation of the extreme in the project is a maximum of 12 prove the connection between the supporting node. The smaller area mm on the route, and only 3 mm prefabricated beam and the freshly of the girder support on the extreme in the area of stations and turnouts, made concrete node. This connec- support results in less stiff ness of the while the deviation of the superele- tion is frictional. Compression stress knot, which further intensifi es this vation cannot exceed 0.5% [1]. Lar- due to compression improves the eff ect. Moreover, the load-bearing ger diff erences could cause excessi- shear capacity of the connection. capacity of the connection between ve tire wear. For the same purpose, beams have the concrete made in-situ and the In the case of a line consisting of been used, the faces of which have concrete of the prefabricated girder a number of free-supporting beams, recesses (Fig. 10 ). In addition to the at the extreme node is much smal- after setting the girders at the fi nal compression along the beams, the ler. This is due to the diff erence in destination, the equipment is instal- led, i.e. expansion joints, cable trays and other power elements and po- ssible evacuation platforms. Howe- ver, if the line is designed as a conti- nuous system, we go to work related to the assembly of the structure. Cable ties are introduced to previo- usly made cable ducts, which are to connect neighbouring elements and at the same time increase their load capacity (Fig. 5c ). The additional compression made in this way is to provide the load capacity required 11 . Visualization of the reinforcement of the outermost node of the frame [2] 36 przegląd komunikacyjny 7 / 2016 Rail transport infrastructure the value of the compressive force rved beams in the plan, and then the of Structural Engineers, marzec acting on the contact surface. The process of constructing the structure 2012. pre-stressing cables force the girders was described, emphasizing the way [8] Bednarek D., BryjaD., Jednoszy- of adjacent spans to the concrete of constructing connections in the nowe koleje nadziemne jako of the intermediate node. The con- nodes over the pillars. skuteczny środek transportu pu- nection of the extreme node of the As a result, it can be concluded blicznego w dużych aglomera- frame is not additionally compressed that proper planning and prepara- cjach miejskich, Projektowanie, because the compression cables are tion of the monorail line construc- budowa i utrzymanie infrastruk- anchored on the face of the girder tion process is necessary due to its tury w transporcie szynowym, (see Fig. 11 ). During the concreting complexity. The planned routes have Infraszyn 2015, Zakopane, 2015, of the beam connections, a fragment a complicated course both in the s. 15-28. of the upper girdle of the support is plan and the profi le, which results in [9] Nerurkar A. R., Srinath M., Mum- also concreted [7]. the fact that almost every fragment bai Monorail India’s fi rst monorail After fi nishing the fi nal nodes and is unique. corridor, ECC CONCORD, 2015, nr laterally compressing the extreme 1, s. 3-12. supports, beam stabilizing elements Source materials [10] Shmerling R. Z., Structural are removed and the equipment is Condition Assessment Of Pre- moved to assembly. Expansion joints [1] Banchik C., Achieving construc- stressed Concrete Transit Guide- are installed which allows the wheel tion tolerances for rubber tire ways, Department of Civil and to run smoothly on each of the rol- mounted monorail concrete be- Environmental Engineering in ling surfaces. Depending on the type ams, Monorailex 2013 Conferen- the College of Engineering and of monorail system and local safety ce Reader, Daegu, 2013. Computer Science at the Univer- requirements, assembly of evacu- [2] Beier M., Banchik C., Associação sity of Central Florida, Orlando, ation platforms is carried out. Cable Brasileira de Engenharia e Con- Masters Thesis, 2015. trays are installed and necessary tele- sultoria Estrutural, http://www. [11] Bednarek D., Bryja D., Układy mechanical installations are installed abece.com.br/web/downlo- konstrukcyjne kolei jednoszyno- to supply the train. ad/pdf/enece2011/Carlos%20 wych, Przegląd Komunikacyjny, Banchik%20-%20Power%20 2015, nr. 6, s. 28-32. Podsumowanie point%20Enece%202011.pdf, [12] w w w . s k y s c r a p e r - 30.08.2016. city.com/showpost. BThe construction of the monorail [3] Bednarek D., Gisterek I., Bezpie- php?p=135008167&postco- railway line is a process largely simi- czeństwo kolei jednoszynowych, unt=3817, 30.08.2016. lar to the implementation of other Przegląd Komunikacyjny, 2015, [13] Mazzi S., www.skyscra- bridge constructions. The article pre- nr 9, s. 87-89. percity.com/showpost. sents the course of erection of the [4] Worthy Builders Sdn Bhd., php?p=130825869&postco- most common type of fl yover, star- Construction Metodology of unt=3703, 30.08.2016. ting from the preparation of prefa- Monorail Guideway Beams, [14] Ganança E., http://www. bricated girders, and ending with the https://pl.scribd.com/docu- skyscrapercity.com/showpost. assembly of equipment elements. ment/258456229/Construction- php?p=86903640&postco- Particular attention has been paid to Methodology-of-Monorail- unt=1931, 30.08.2016. the essential aspects of the produc- Guideway-Beams, 30.08.2016. [15] http://www.rickmann-uk. tion and assembly of concrete rails. [5] Yong-Mo A., Daegu metropolitan com/wp-content/uploads/Mo- The publication describes the line 3 monorail is built like this, norail.jpg, 25.03.2017. most important problems of the Monorailex 2013 Conference Re- prefabrication process of concrete ader, Daegu, 2013. girders, i.e. obtaining the right beam [6] Bhoot M., Kumar V., Design and geometry and choosing the right construction of Monorail Gu- concrete mix. In addition, the vehicle ideway Beams, Sympoosium of used to transport the beams is de- Indian Institute of Bridge Engine- scribed, as well as the way in which ers, Bengaluru, maj 2011, s. 1-14 the beams are placed on the pillars. [7] Bhoot M.,Abrea E., Integral fra- Attention was paid to the diffi culties mes for Mumbai Monorail Gu- associated with the assembly of cu- ideway, Journal of Inian Institute 37 7 / 2016 przegląd komunikacyjny