Ir Tracks Design Guideline - Part 1-1

.
ISRAEL
RAILWAYS
LTD.
RAILWAY TRACKS DESIGN

GUIDELINES
FOR SPEEDS OF UP TO 250 KM/H
VERSION 1 - MAY 2013
PART 1 OF 3
DEVELOPMENT DIVISION -
PLANNING BRANCH
Table of Contents
TRACK DESIGN GUIDELINES.....................................................................................5
CHAPTER 1.............................................................................................................11
1.CHAPTER 1: TRACK PROJECT CLASSIFICATION AND TRACK CLASSIFICATION12
1.1Project Classification:................................................................................12
1.2Track Classification:...................................................................................12
CHAPTER 2.............................................................................................................14
2.CHAPTER 2: HORIZONTAL AND VERTICAL ALIGNMENT OF TRACK SECTION 15
2.1Horizontal Radii ........................................................................................15
2.2Minimum Length of Round Curves.............................................................16
2.3Cants.........................................................................................................17
2.4Transition Curves and Ramps....................................................................19
2.5Length of Straight Tracks Between Horizontal Curves, Close Arches and
Adjacent Curves.............................................................................................22
2.6Maximum Grade in Track Length Profiles and Variance between Adjacent
Grades............................................................................................................27
2.7Length of Longitudinal Profile Elements....................................................28
2.8Vertical Curves..........................................................................................29
2.9Combination of Horizontal and Vertical Alignments..................................30
2.10Height Differences Between Adjacent Primary Tracks.............................30
2.11The Distance Between Two Primary Tracks (In sections and stations).....31
2.12Over-Widening of Track Rails in Horizontal Curve....................................32
2.13Maximum Speed......................................................................................32
CHAPTER 3.............................................................................................................36
3.CHAPTER 3: CRITERIA FOR HORIZONTAL AND VERTICAL ALIGNMENTS IN
STATIONS........................................................................................................37
3.1Station Types.............................................................................................37
3.2Track Types in Stations and Branches........................................................37
3.3Determination of Station Locations Based on Track Geometry..................38
3.4Horizontal Curves in Secondary Lines.......................................................38
3.5Station Track Cants....................................................................................38
3.6Length of Straight Tracks between Station Arches....................................38
3.7Turnouts and Transitions............................................................................39
3.8Longitudinal Profile Grade within Station Areas.........................................48
3.9Longitudinal Profile Sections......................................................................48
3.10Vertical Curves........................................................................................48
3.11Horizontal and Vertical Alignment Combinations....................................48
3.12Height difference Between Adjacent Tracks............................................49
3.13Distance Between Track Axes Tracks.......................................................49
3.13.1.Distances Between Two Adjacent Tracks (Gauge)...............................49
3.13.2.Distances in Multi-track Lines..............................................................49
3.14Passenger Platforms................................................................................49
3.15Distance Between Tracks and Gauge Widening in Curves.......................51
3.16Visibility in Stations.................................................................................51
3.17Development of Varying Station Specifications (Examples)....................51
CHAPTER 4.............................................................................................................53
4.CHAPTER 4: LOADING GAUGES AND DISTANCES FOR CONSTRUCTION OF
FACILITIES AND STRUCTURES NEARBY TRACKS..............................................54
4.1General......................................................................................................54
4.2Distance between Track Axes and Structures, Facilities, Bridges, Walls and
Electricity Poles..............................................................................................54
CHAPTER 5.............................................................................................................63
5.CHAPTER 5: EXCAVATION AND FILLING TYPE EMBANKMENTS, TYPICAL
PROFILES........................................................................................................64
5.1Embankment Design Parameters..............................................................64
5.2Bermas......................................................................................................66
5.3Service Routes (For use by ISR Employees)..............................................66
5.4Drainage of Railway tracks........................................................................76
5.5Communication and Signaling Cable Alignment........................................76
5.6Typical Profiles...........................................................................................83
5.7Notes.........................................................................................................83
CHAPTER 6.............................................................................................................84
6.CHAPTER 6 - DESIGN AND EXECUTION OF TRACK SIGNALLING AND
COMMUNICATION CROSSINGS........................................................................85
6.1General Definitions....................................................................................85
6.2Communication Crossings Below Operational Tracks................................86
6.3Placement of Crossings.............................................................................90
6.4Construction of Communication Crossings by Open Excavation...............92
6.5Pipe Types..................................................................................................94
6.6Communication pits...................................................................................94
6.7Crossing of Tracks by Horizontal Drilling...................................................94
6.8Flexible Drilling..........................................................................................95
6.9Manner of Design of Signaling Device Crossings.......................................95
6.10Communication Infrastructures at the Monitoring and Control Structure
Entrance.......................................................................................................101
CHAPTER 7...........................................................................................................104
7.CHAPTER 7 RAILWAY STRIP BOUNDARIES AND WIDTH, RAILWAY STATION
SCHEMES......................................................................................................105
CHAPTER 8...........................................................................................................110
8.CHAPTER 8 TURNOUTS IN ARCHES.........................................................111
8.1General....................................................................................................111
8.2Approximate Calculation of Arched Turnouts...........................................113
8.3Marking of Arch Turnouts in Plans............................................................115
8.4Design Guidelines....................................................................................116
8.4.2.Basic Parameters Required for Arch Turnouts Calculation and Design 116
8.4.3.Vertical Alignment in Arch Crossovers.................................................117
Tables
CHAPTER 1.............................................................................................................11
CHAPTER 2.............................................................................................................14
CHAPTER 3.............................................................................................................36
CHAPTER 4.............................................................................................................53
CHAPTER 5.............................................................................................................63
CHAPTER 6.............................................................................................................84
CHAPTER 7...........................................................................................................104
CHAPTER 8...........................................................................................................110
Figures
CHAPTER 1.............................................................................................................11
CHAPTER 2.............................................................................................................14
CHAPTER 3.............................................................................................................36
CHAPTER 4.............................................................................................................53
CHAPTER 5.............................................................................................................63
CHAPTER 6.............................................................................................................84
CHAPTER 7...........................................................................................................104
CHAPTER 8...........................................................................................................110
TRACK DESIGN
GUIDELINES
May 2013
TERMINOLOGY
Unit of
Symbo Measurem
l ent Significance
a m Front tangent of turnout
2
aq m/sec Unbalanced acceleration
ab cm Ballast thickness
av m/sec2 Acceleration in vertical curve
A mm Distance between track axis and platform end
Ac mm Distance between track axis and platform end in arch
Ai mm Distance between track axis and platform end in arch at
point i
Ap m Vertical distance
A'p m Inclined distance
As mm Platform safety gap
b m Back tangent of turnout
bb cm Ballast thickness
bm cm Ballast Mats thickness
B m Distance between vertex angle and round curve in
outward direction (in direction of angle)
Bm mm Distance from track axis to wall
Bc mm Distance from track axis to wall in arch
Bp m Increase of distance between vertex angle and round
curve in outward direction (in direction of angle) due to
movement
Bv cm Arch arrow of vertical curve
c m Distance from center of turnout (geometric center) to
clearance point
C m Distance from start of turnout to clearance point
Cb m Ballast width
Ch m Station reference value
CC - Point of connection for round curves in adjacent curves
CS - End of round arch
CT - End of round arch without transition curves
d m Distance from track axis to shoulder edge
d0 m Half distance between axis of planned track and axis of
Unit of
Symbo Measurem
l ent Significance
future track
d1 m Distance from track axis to shoulder edge in curve
dm m Distance between track axes and end of turnout
D m Distance between end of turnout and axis of the last long
sleeper
e m Berma width
f mm Arch arrow
f1 m Width of left side drainage ditch
f2 m Width of right side drainage ditch
fh mm Movement of railroad car because of cant
fk mm End of railroad car arrow
ft m Width of upper drainage ditch
2
g m/sec Acceleration of gravity
h mm Cant
he mm Cant excess
hmax mm Maximum cant
hmin mm Minimum cant
hp mm Difference between rail elevation and platform elevation
ht mm Maximum loading perimeter
H mm Balanced cant
Hb m Drill depth
Hs m Embankment height
Ht m Drainage ditch depth
i - Train no. I'
ic Maximum value by which gradient of longitudinal profile
is reduced
im Maximum gradient of longitudinal profile
ip Gradient of longitudinal profile
is Gradient of change in longitudinal profile
it Longitudinal gradient of divergent track in arch turnouts
k - Curvature coefficient
kv - Speed coefficient on cant ramp
K m Distance from sleeper edge to end of ballast
Unit of
Symbo Measurem
l ent Significance
Km - Speed coefficient
lr in m Start of cant change
lr out m End of cant change
L m Total length of turnout
Lb m Distance between bogie centers
Lc m Round curve length
Lc min m Minimum length of round curve
Le m Length of tangent element
Le min m Minimum length of tangent element
Li m Distance from start of transition curve to point i
Lk m Railroad car console length
Ln m Length for calculation of profile point N of arch turnout
Lp m Length of transition plates and approach plates
Lr m Ramp length
Lr in m Ramp length at start of arch
Lr min m Minimum ramp length
Lr out m Ramp length at end of arch
Ls m Transition curve length
Lsc m General curve length
Ls in m Transition curve length at start of curve
Ls min m Minimum transition curve length
Ls out m Transition curve length at end of curve
Lss m Safety length
Lst m Station length
Lt m Distance between horizontal curves
Lt min m Minimum distance between horizontal curves
Lu m Length of usable track
Lv m Length of vertical arch
Lvg m Total length of railroad car
m m Enlargement of tangent during execution of transition
curve
n Units Quantity of trains
p % Ballast gradient
Unit of
Symbo Measurem
l ent Significance
P mm Shift length of round curve
Qi Tons Train i weight
R m Horizontal curve radius
R0 m Divergent track radius of standard turnout
Rmin m Minimum radius of horizontal curve
Rs m Curve radius of primary track in arch turnouts
Rsm m Horizontal curve radius in limited section
Rv m Vertical curve radius
Rz m Radius of divergent track in arch turnouts
s mm Excessive widening of distance between rail axes (gauge
width)
S mm Distance between rail axes (gauge width)
Smin m Minimum distance between rail axes in clearance point (4
m)
So m Distance between turnouts
Sor m Distance between turnout and horizontal curve
Sov m Distance between turnout and vertical curve
SC - Start of round arch
ST - End of transition curve
t sec Time
T m Tangent of round curve
Tp m Increase of tangent of round curve following movement
Ts m Accumulative tangent
Tv m Vertical curve tangent
TC - Start of round arch
TS - Start of transition curve
V Km/h Design speed
Vi Km/h Maximum speed of train i
Vm Km/h Weighted average speed in given section
Vmax Km/h Maximum design speed in arch
Vmin Km/h Minimum section speed
Vs max Km/h Maximum speed in limited section in which the design
shall be approved under special conditions
ys m Distance between rail axes near the last long sleeper
Unit of
Symbo Measurem
l ent Significance
zs mm Height difference between track of basic arch and
divergent track
z's mm Derivative of height variance difference between track of
basic arch and divergent track near last long sleeper
degrees Angle
degrees Angle between basic arch track and divergent track near
last long sleeper
max M/sec3 Maximum change in unbalanced acceleration
mm Added distance in curve
d m Widening of embankment shoulder in curve
i mm Added distance between track axis and platform end in

curve at point i
d m Embankment shoulder section for future track in straight
line
d1 m Embankment shoulder section for future track in curve
h mm Cant deficiency
hmax mm Maximum cant deficiency
i Difference in gradient
h mm Sum of cant deficiency
hmax mm Sum of maximum cant deficiency
ISRAEL RAILWAYS LTD.

DEVELOPMENT DIVISION - PLANNING BRANCH
CHAPTER 1
TRACK PROJECT
CLASSIFICATION
AND TRACK
CLASSIFICATION
1. CHAPTER 1: TRACK PROJECT CLASSIFICATION AND TRACK
CLASSIFICATION
1.1 Project Classification:

Construction of a track along a new alignment.
Addition of new tracks alongside existing tracks.
Improvement of an existing track, point geometry change of
alignment for the sole purpose of increasing speed.
Restoration of an existing track, improvement of state of substructure
and superstructure without changing track classification.
Upgrading of an existing track, geometric and statutorical change of
alignment, reinforcement of track's substructure and superstructure
and reclassification under higher classification level.
1.2 Track Classification:

Tracks are to be designed in accordance with the type determined
by the ISR governing body upon initiation of design.
1. Fixed Tracks
Table 1.1 Fixed Track Classification
Classificat Track Design Speed Traffic
ion Specification Congestion
1 Primary 250 Is independent of
traffic congestion
2 Primary 160 Q 30,000
3 Primary 160 Q < 30,000
4 Primary 120 Q < 30,000
5 Branches and 100 Q < 30,000
Secondary lines in
stations
Notes:
* This value appears in the line's preliminary design program.
** The design speed was determined for the entire length of the
alignment and may be reduced in problematic sections pending
ISR authorization.
2. Temporary Tracks or Diversions
May be planned at a lower type than that of the existing track, as
detailed in Table 1.2 below:
Table 1.2 Temporary Track Classification
Existing Track Type Temporary Track Type (Diversion)
1-3 4
4 5
3. General
1. The type of track required for design purposes shall be
determined based on the values presented in Tables 1.1
and 1.2 and shall be approved by ISR Authority. All
criteria required for design shall be determined on the
basis of the type of track approved.
Under special conditions, ISR is entitled to specify a
different type of track in contradiction to the
aforementioned tables and to instruct the planner with
regarding the planned criteria as determined under its
sole discretion.
2. The use of the special conditions clause presented
herein is subject to the approval of the ISR Authority.
CHAPTER 2
CRITERIA FOR
HORIZONTAL AND
VERTICAL
ALIGNMENTS OF
TRACK SECTION
2. CHAPTER 2: HORIZONTAL AND VERTICAL ALIGNMENT OF TRACK
SECTION
General Terminology:
Track Any route constructed of rails that are installed on sleepers for
passage of passenger and freight trains.
Track Section Any track section including all signaling devices
constructed between the entrance light signals of two stations that are
adjacent on the same side.
Main Line Any primary railway track in a section with continuation within
confines of a station area.
Secondary Lines Any entrance track, exit track, sorting track, or stabling
track located inside a station area.
Branch Any approach line leading into industrial plants and/or other
facilities which branch out from any main line or secondary lines inside
stations.
2.1 Horizontal Radii

a) Recommended Radii
Table 2.1 - Recommended Horizontal Radii for Design
Track Type Horizontal Radii R,
meters
1 3400 - 20000
2 1800 - 8000
3 1500 - 6000
4 1000 - 5000
5 (excluding secondary 800 - 2000
lines inside station
areas)
b) Minimum Radii
The use of radii that exceeds the limits specified in Table 2.1 requires
prior approval by the ISR Planning Branch.
The minimum radii that enables design speed may be calculated using
Formula (2.1).
Where: V - Design speed as per Table 1.1, km/h.

H - Leveled cant, mm.
Where:
hmax - Maximum cant, mm.
hmax - Maximum cant deficiency, mm..
In arches, when it is not possible to design radius due to topographic
reasons, it is necessary to reduce design speed in coordination with the
ISR Planning Branch.
The maximum speed in such arches may be calculated using formula
(2.3):
Where:
Vs max - Max. speed in limited section which is approved under special
circumstances, km/h
Rsm - Radius of horizontal curve in limited section, meters.
Notes: - Branches and tracks inside complexes (stabling lines, garage

entrances)
Rsm 150 meters
In main tracks (Types 1-4), curves with minimum radii require
long transition curves (see sub-chapter 2.4)
In special cases, the minimum radius (Rmin) of tracks approaching
mechanical-engineering equipment garages and engineering
lines may be reduced under special conditions in coordination
with the ISR Planning Branch.
It is recommended, within range of bridges (longer than 100 m),
to avoid planning arches with radii less than 1500 meters
2.2 Minimum Length of Round Curves
Where:
Vmax - Maximum design speed, km/h
Under special conditions, in coordination with the ISR Design branch:
Note: Any deviation from the above formulas requires prior approval of the
ISR Planning Branch. In any case, for speeds of up to 120 km/h, the curve
length shall be no less than 20 meters [1].
2.3 Cants
2.3.1. The Weighted Speed Method
(2.6)
(2.7) [2]
Where:
h - Cant, mm.
Vm - Average weighted speed in section, km/h.
Vi - Maximum speed of train no. i, km/h.
Qi - Load of train no. i, Tons.
n - No. of trains, Units.
V 140 km/h 11.8

- K Speed Coefficient
V > 140 km/h 14.2
Vi , Qi , n All parameters are received as operational design units

from traffic assessments for a 5 year period.
All calculations of average squared weighted speed for a given
section must be submitted to the ISR Planning Branch (See Table
9.4, Appendix 4).
2.3.2. Cant Test

hmax - The maximum cant in curves where R 275 meters is 150
mm.
Pending IRS Planning Branch approval, for speeds of 200 km/h
or above, it is possible to work as per [8, 6].
hmax - The maximum cant deficiency, 130 mm.
In curves having a radius of less than 275 meters, the
maximum cant may be calculated using formula (2.8).
Any cant (h) calculated using the formula (2.6, 2.8) shall be tested
relative to hmin.
Cants shall be planned as hmin h.
When hmin > h, the final cant value is h = hmin.
The no. 130 in Formula (2.9) Maximum cant deficiency, [1, 3, 6].
Cant h = hmin must only be planned in special cases. Cant
deficiencies must be reduced during the design process.
Formula (2.9) is based on the assumption that the maximum
permissible acceleration influencing rolling stock is 0.85 m/sec2 per
train, [3].
Cant values must be rounded up to the nearest multiple of 5 mm. In
special cases, subject to Planning Branch approval, the circle may
be omitted.
Cants that are calculated using the said formulas shall be no greater
than 150 mm (maximum cant permitted in Israel), [4].
In case the calculated cant is less than 20 mm, there is no need for
its implementation.
When located alongside transition curve Ls, the cant variance must
be designed from height '0' to 'h' in linear fashion (see Section
2.4.2).
It is necessary to design cant variance ramps along the entire
length of the transition curve (see Section 2.4.1).
In special cases, pending authorization of the ISR Planning Branch, it
is possible to design cant variances such that they do not extend
along the entire length of the transition curve or pass part of the
cant in a round curve, such that the cant located at the beginning of
the round curve is no less than h = hmin. In such cases, all plans
must specify the beginning line and end lout of the cant variance
(ramp location), and all this in addition to markings indicating the
start and end of the transition curve.
2.3.3. Cants for Traffic of Trains of a Single Type

In tracks that are designated for use by one type of train only
(either passenger trains or freight trains), cants must be calculated
based on the following formula:
h Cant deficiency, mm. For cant deficiency values see Section

2.13.2.
In the event of accumulation of trains having a speed lower than
Vmax , such as commuter or freight trains, it is necessary to examine
the calculated cant excess using Formula (2.6) for a speed of Vmin..
Where:
he - Cant excess, mm.
Vmin - Minimum speed of train in section, km/h.
It is recommended that he be planned up to 110 mm. Pending ISR
Planning Branch approval, it is possible to increase the maximum he
up to 130 mm [8].
2.4 Transition Curves and Ramps

2.4.1. Transition Curves
Transition Curves Any track section which connects between a
straight line and arch or between two adjacent curves with different
radii, which is designed to ensure train traffic with gradual change
of centrifugal forces.
The shape of transition curves, which is used in tracks, is that of a
clothoid (Euler Spiral).
It is necessary to design cants on main lines, where the sum of cant
deficiencies h is:
(2.12) h 40 Vmax 200 km/h [6, 1]
(2.13) h 20 Vmax > 200 km/h [6, 1]
Figure 2.1
The minimum transition curve length may be calculated using the following
formula:
(2.14) Ls min Vmax * h/250 [6]
2.4.2. Ramps
Moving of cants shall be carried out along the ramp (see Section
2/3/2) which is typically designed within range of the transition
curve.
1. Ramp Length:
1. Recommended Length:
(2.15) Lr = Vmax * |h1 h2|/100 [6]
2. Length in certain cases pending ISR Design branch

approval:
(2.16) Lr = Vmax * |h1 h2|/125 [6]
3. Length in special conditions pending ISR Design branch

approval:
(2.17) Lr = Vmax * |h1 h2|/166 [6]
Where: Vmax - km/h, Lr- meters.
|h1 h2| - The cant variance between start and end
of ramp, in mm. Plus for adjacent curves
running in same direction and minus for
adjacent curves running in opposite
directions.
100, 125, 166 Speed coefficient on cant variance
ramp Kv.
2. Minimum Ramp Length:

a) Under normal conditions for speeds of up to 160 km/h:
The cant variance gradient from 0 to 1500 h1:1000 =

m:1 (1 mm of cant for 11.5 meters of ramp length).
b) Under normal conditions for speeds of 160-230 km/h:
The cant variance gradient from 0 to 1200 h1:1000 =

m:1 (1 mm of cant for 1.52 meters of ramp length)
c) Under special conditions to Subsections 1 and 2 or

for speeds of up to 100 km/h
The cant variance gradient from 0 to 2000 h1:1500 = m:1

(1 mm of cant for 1.52 meters of ramp length)
d) Under special conditions for track Class 5 only and

for speeds of up to 60 km/h.
Where: |h1 h2| - mm, Lr min - meters.
By principle, the length of ramp Lr is equal to the transition curve Ls.

The minimum variance of cant gradient between '0' and 'h' 1:m =
1:3000 (1 mm of cant per 3 meters of transition curve), [6, 1].
In the event this ratio does not exist, the transition curve length
must be reduced.
When: Vmax - km/h, h mm, Ls - meters.
Notes: - The use of special conditions requires prior ISR Planning
Branch authorization.
- In bridges of 100 m or more, transition curves at bridge
edges must be avoided.
If this calculation shows Lr < Ls min , Lr = Ls min must be set.
In special cases such as: close proximity to turnout and bridges,
vertical curves, longitudinal profile cuts, etc., when it is not possible
to obtain Lr min on the basis of formulas (2.18) and (2.21): it is
necessary to calculate the minimum length using formula (2.14) in
coordination with the ISR Planning Branch, or to plan part of the
ramp on a round curve (see Section 2.3.2).
The minimum length of a transition curve is 20 meters, [4, 5].
It is necessary to design transition curves in order to move cants or
curvatures.
The transition curve shape used in tracks is that of a clothoid.

Transition curves may only be planned in arches designated for cant
construction.
All Ls and Ls values must be rounded up to the next multiple of 10
meters, [5]. In special cases, when there is insufficient space for a
transition curve with rounded length, the circle may be forfeited
pending ISR Planning Branch approval.
2.4.3. Shifting of Round Curves

Shifting of round curve (P, mm) in Execution of Transition Curves:
Transition curves must be designed such that P 15 (mm). Any

deviation from this value shall require prior ISR Planning Branch
approval. In the event this condition is not met, Ls min must be
increased.
2.5 Length of Straight Tracks Between Horizontal Curves, Close Arches

and Adjacent Curves
2.5.1. Length of Straight Track between Two Curves
Table 2.2
Recommended Permitted
Track Curves in Curves in Curves in Curves in
Type Same Opposite Same Opposite
Direction Directions Direction Directions
(m) (m) (m) (m)
1 150 150 100 80
2 100 75 70 65
3 100 75 70 65
4 and 5 60 55 50 50
Note: 1. Minimum length of a straight track between two curves:
2. Under special conditions, subject to prior ISR Planning Branch

approval, the length of a straight track running between two
horizontal curves may be determined based on the following
formula:
Where:
Vmax - Maximum design speed in section, km/h.
Lt - The distance between two horizontal curves, m.
2.5.2. Adjacent Curves and Close Curves

It is possible to design adjacent curves in opposite directions
(reverse curves) and in same direction (compound).
The need for a transition curve in such cases arises from sudden
changes in the direction of travel. Such changes creates a sideways
acceleration which in turn creates strong lateral forces which have
great impact on both the track and rolling stock. The extent of these
forces depends on the change in the arch radius and I speed of
travel and are defined in the basic formula for the dynamics of train
travel:
Where:
h - Cant deficiency, mm.
H - Cant, mm.
The cant deficiency h describes the strength of all lateral forces

exerted because of the geometry and speed of travel. In the event
the arch radius changes, the lateral force created changes
accordingly. When the radius changes from R1 to R 2, the cant
deficiency changes form h1 to h2. The change in lateral force is
dependent on the sum of cant deficiencies h (see Figure 2.1):
1. Compounds
(2.26) h - |h1 - h2 | [6]
2. Reverse Curves
(2.27) h - h1 + h2 [6]
3. Close Arches
There is a connection between the sum of cant deficiencies
h and length of straight rail between the two horizontal
curves. Planning of short straight sections of track between
two curves should be avoided. It is recommended to consider
increasing the transition curve length, the round curve radius
or the addition of additional and cancellation of short straight
track sections.
When speed Vmax > 130 km/h, transaction arches must be
designed between reverse curves or compounds, as specified
in sub-section 2.4, and when there is a straight line between
the arches as specified in Section 2.5.1.
In some cases (in stations, compounds, turnouts, branches,
etc.), when it is not possible to design a straight line no
shorter than Vmax(2.24*0.2) between adjacent curves, it is
necessary to act as illustrated in Figures 2.2 and 2.3 [6]:
1. Length of straight line Lt 0.1* Vmax
Lt 0.1 * Vmax for speeds of Vmax 70 km/h
Lt 0.15 * Vmax for speeds of between 70 > Vmax 130 km/h
Figure 2.2
When calculating the sum of cant deficiencies, it is

necessary to account for the straight line between the
arches and to calculate h for each arch in separate (see
Figure 2.2).
2. Length of straight line Lt < 0.1* Vmax
Figure 2.3
When calculating the sum of cant deficiencies, it is

necessary to ignore the straight line between the arches
and to calculate h for the two arches (see Figure 2.3).
Under regular condition, such cases must be avoided.
3. In reverse curves only, Lt min is no less than 6 m, when the
following condition is fulfilled:
Note: In arches, when it is not possible to design transition curves

or increase their length, it is recommended to investigate the option
to decrease the sum of cant deficiencies h by designing
additional round arches at joints.
In order to avoid the creation of strong lateral forces, it is necessary
to limit the sum of cant deficiencies h.
Deviation from the limits of the sum of cant deficiencies h
[6] must be avoided.
1. Sum of cant deficiencies:
h = 106 Vmax 100 km/h
h = 91 Vmax 120 km/h
2. The sums of all cant deficiencies and maximum radii in the

transition from arches to straight lines for different speeds:
Table 2.3 Maximum Permissible Value of h

Vmax Km/h 40 50 60 70 80 90 100 110 120 130 140
R m 180 280 400 550 710 900 1110 1450 1900 2400 3000
h mm 106 106 106 106 106 106 106 98 91 83 78
Vmax Km/h 150 160 170 180 190 200 2100 220 230 240 250
R m 3700 4500 550 670 8200 1000 1150 1330 1520 1740 2000
0 0 0 0 0 0 0 0
h mm 73 68 62 57 52 47 45 43 41 39 37
3. The following graph illustrates the relationship between the
sum of cant deficiencies and maxi,mum speed
2.5.3. Test for Necessity of Transition Curve

The test for necessity of a transition curve shall be carried out as
per Section 2.4.1, in accordance with formulas (2.12) and (2.13).
The minimum transition curve length may be calculated as
specified in Section 2.4.1 using formula (2.14).
P may be calculated and tested as specified in Section 2.4.3
using formula (2.22).
The minimum ramp length may be calculated as specified in
Section 2.4.2 using formulas (2.15) (2.21).
In certain cases, when there is no transition curve, it is
necessary to check if there is any deviation from the maximum
permissible values of h as per Section 2.5.2.
During the test it is recommended to inspect alternatives by
changing geometric parameters and repeating the said calculations
until a suitable solution is obtained.
2.6 Maximum Grade in Track Length Profiles and Variance between
Adjacent Grades
a)In most cases, the maximum longitudinal grade and maximum
variance between two adjacent grades are ultimately calculated by
employing pull calculations which are not described in this document.
b)Notwithstanding, in the event of combined traffic (passenger and
freight), the following criteria may determined
- Maximum longitudinal grade:

Under normal conditions: 9 promille: im, [4 ,
6, 10]
Under special conditions: 13 promille
- Variance between adjacent grades i, [10]:
Under normal conditions:
For speeds of up to 160 km/h: 8 promille
For speeds above 161 km/h: 6 promille
Under special conditions: 13 promille
Notes:
1. In lines designated for electrification, for passenger trains only
or in branches, the aforementioned values may be increased
subject to prior ISR Planning Branch authorization.
2. In the event it is not possible to design a profile for the length of
a specific track based on the values presented in Sub-section B',
the ISR shall provide adequate guidelines.
3. Special conditions require coordination with the ISR Planning
Branch.
c) In lines designated for use by passenger trains only, the following

criteria may be determined:
Table 2.4 Grade Parameters for Lines Designated for Passenger

Train Traffic
Track Maximum Longitudinal Grade Variance Between Adjacent
Classificati (Promise) Grade (Promise)
on Under Normal Under Special Under Normal Under Special
Conditions Conditions * Conditions Conditions *
1, 2, 3 16 25 ** 13 22
4, 5 25 30 22 27
Notes: * - Requires prior coordination with the ISR Planning Branch. It

is best to attempt reducing the length of sections with such
grades.
** - In lines designated for electrification, the permissible limit is
30 promille.
d)It is not advisable to design more than one transition between convex
and concave sections, or vice versa, in a length that is identical to that
of the longest train running on that line.
e)In horizontal curves, the maximum grade must be reduced by Ic ():
- For radii of 400 meters or above:
For radii of between 150 - 400 meters:
- For radii of less than 150 meters, the grade must be reduced by 5 .
When: R Horizontal curve radii, m.
f) In tunnels, the line's maximum grade must be reduced by Ic ()
based on the values presented in Table 2.5:
Table 2.5
Maximum Grade Tunnel Length, Km
Reduction Coefficient
0.9 Between 0.3 and 1
0.85 Between 1 and 3
0.8 Above 3
2.7 Length of Longitudinal Profile Elements

A longitudinal profile element is a continuous section of a longitudinal profile
with a uniform grade and no cracks. The element length shall not drop
below the values presented in Table 2.6.
Table 2.6 Minimum Element Length
Track Type Recommended, Meters Permitted *, Meters
1 300 200
2 300 200
3 250 200
4 200 150
5 200 100
* - Requires ISR Planning Branch coordination

Notes: The element length is the distance between cracks and includes the
lengths of vertical curves. The minimum element length pending ISR
Planning Branch approval is:
(2.30) Le min o.4 * Vmax [6]

it is necessary to reduce the number of cracks in longitudinal profiles .
2.8 Vertical Curves
In connection points between adjacent elements of longitudinal profiles with
varying grades, it is necessary to design vertical curves (in parabola style)
with radii as specified below:
a) Recommended Radius:
b) Radius in normal conditions.
c) Radius in special conditions (requires prior ISR Planning Branch

approval):
Notes:
1. The vertical radius must be rounded up to the next full multiplication of
100 m. In special cases, if no space s left for a curve with round length,
the circle may be omitted subject to ISR Planning Branch approval.
2. The maximum vertical radius shall not exceed 30,000 m [6].
3. The minimum vertical radius is 2,000 m [6].
4. The minimum length of vertical curves Lv should be no less than 20 m,
[6].
5. Under normal conditions, when the variance between two adjacent
grades is i 1, vertical curves are not required.
6. In special cases, pending prior ISR Planning Branch approval, it is
permissible to design longitudinal profiles without a vertical curve,
when the grade variance between adjacent elements is no greater than
the values presented in table 2.7
Table 2.7 Conditions for Canceling Vertical Curves

RV , m 1 2 3 4 5
i , 1.5 2.0 2.0 2.5 4.0
promille
7. Planning of vertical arches within perimeter of railroad bridges that are

longer than 100 meters should be avoided.
8. In bridges of 100 m or longer, in special cases, it is permissible to
design vertical curves with a radii of no less than 16,000 m.
9. Subject to ISR Planning Branch authorization, the minimum radius
permitted within perimeter of bridges that are 100 meters or longer is
10,000 m.
10. The length of a vertical curve may be calculated as follows:
11. The curve arrow may be calculated as follows, meters:
12. The curve tangent may be calculated as follows:
Where:
i - The variance between adjacent grades .
RV - Vertical curve radius, n.
13. Any deviation from Sub-chapter 2.8 shall require prior ISR Planning
Branch approval.
2.9 Combination of Horizontal and Vertical Alignments

1. The integration of transition curves or turnouts in vertical curves or
longitudinal profile cracks is prohibited.
2. The design of longitudinal profile cracks within bridge perimeters
without the use of ballast support is prohibited.
3. The grade implemented within bridge perimeters, when the track is
connected directly to the beam (without use of a ballast), shall be no
greater than 4. the recommended grade is zero. Within perimeter of
such bridges, the planning of vertical curves or longitudinal profile
cracks is prohibited.
4. Whenever bridge tracks are placed on a ballast, the longitudinal grade
within the bridge perimeter shall be no greater than the maximum
grade of the line.
5. The planning of longitudinal profile cracks in single-level junctions is
prohibited.
2.10 Height Differences Between Adjacent Primary Tracks

1. Planning of primary tracks that are part of a shared infrastructure of
different heights with standard distance between them (see Section
2.11) as a permanent solution.
2. In sections where no turnout transitions are planned between tracks, it
is possible to design a variance between the height of adjacent tracks
as an extraordinary solution. This variance shall be no greater than 15
cm (25 cm in individual sections). Such a solution shall be approved for
the following cases: Laying down of new tracks alongside existing ones,
restoration or upgrading of existing tracks,construction of secondary
lines inside station areas.
3. In single-level junctions:
a) Do not plan a height difference between two adjacent tracks in
single-level junctions that are located on straight tracks (see
guidelines for design of railway track junctions, [35]).
b) In single-level junctions located on horizontal curves with cants,
it is advisable to plan the height differences in accordance with the
cant (see guidelines for design of railway track junctions, [35]).
4. It is permissible to design the height of existing tracks in limited
sections in order to prevent a variation between the height of existing
and planned tracks (this when the thickness of the ballast underneath
the track and the width of the embankment shoulder allow raising of
height).
2.11 The Distance Between Two Primary Tracks (In sections and stations)
2.11.1. The Distance Between the Axes of Two Tracks
a) The standard distance - 4.7 meters.
b) Under special conditions:
4.5 meters in a straight line or in arches having a radius
greater than 300 meters, or in sections that include no light
signals.
4.6 meters in curves having a radius smaller than 300
meters.
2.11.2. Distances in Multiple-Track Lines

When more than two tracks are planned on a single line, the
distance between the separate tracks shall be determines as follows
[23]:
a) Between two main tracks as specified in Section 2.11.1.
b) The distance between the second and third tracks must be
increased:
When the speed of both tracks is up to 160 km/h a distance
of 5.8 meters,
When the speed of one track is up to 160 km/h and 250 km/h
on the other a distance of 6.3 meters,
When the speed of both tracks is up to 250 km/h the
distance shall be 6.8 meters
c) Between a third and fourth track as specified in Section
2.11.1.
d) The minimum distance between two tracks with a walking
path in between:
Between a primary and secondary track for speeds of up to
50 km/h (V 50 km/h).
In primary tracks Vmax 160 km/h 5.3 meters.
In primary tracks Vmax > 160 km/h 5.8 meters.
The distances between the track axis and safety gap:
Vmax > 160 km/h 3.00 meters
Vmax 160 km/h 2.5 meters.
Vmax = 160 km/h inside stations 2.00 meters.
Vmax 40 km/h inside stations 1.85 meters.
Walking trail width 0.80 meters.
2.12 Over-Widening of Track Rails in Horizontal Curve
In small-radius curves, the distance between rails may be increased as
follows:
In horizontal curves with a radius of R < 300 (m), broadening of the gauge
between the track rails shall be planned as follows (See Diagram 2.4).
Figure 2.4
Table 2.8 Over-Widening in Curves Monoblock Sleepers

Radius R, meters Addition to a Distance of 1435 mm
Between Tracks 't', mm
300 and more 0
250 - 299 5
250200 - 249 10
Less than 200 15
Notes:
1. In special cases it is possible to decrease the addition s subject to
ISR Planning Branch approval.
2. In 150 meter radius tracks which are designated for use by work trains
only, there is no need for widening of the gauge.
2.13 Maximum Speed

2.13.1. Maximum Design Speed in Straight Tracks
The maximum design speed of a straight track shall be determined
in accordance with the track classification (see Table 1.1).
2.13.2. Maximum Design Speed in Curved Tracks
a) Calculation without cant deficiency for initial assessment
of maximum speed:
b) Calculation with cant deficiency:
hmax - Maximum cant deficiency, mm.

Notes:
1. Recommended h is up to 70 mm [6, 1].
2. In certain cases, in coordination with the ISR Planning
Branch, the h may be up to 100 mm.
3. In special condition, subject to prior ISR Planning Branch
approval, the maximum cant deficiency may be up to 130
mm, [1, 3, 6].
2.13.3. Design Speed Test

The maximum speed Vmax must be tested in accordance with the
following phases:
Phase 1:
Testing of maximum permissible speed considering track
specification:
1. Length of round curve LC as per sub-chapter 2.2 using
formulas (2.4) and (2.5).
2. Length of straight track Lt as per Section 2.5.1 using formulas
(2.23) and (2.24) and as per Section 2.5.2.
3. Length of longitudinal profile element Le as per sub-chapter
2.7 using formulas (2.30).
4. The radius of a vertical curve RV as per sub-chapter 2.8 using
formulas (2.31) - (2.32).
Phase 2:
Testing of maximum permissible speed in accordance with the cant
calculations presented in Section 2.13.2 using formulas (2.37) and
(2.38).
Phase 3:
Testing of maximum permissible speed in arches without transition
curves in accordance with limits pertaining to the sum of cant
deficiencies h.
Where: The maximum h, based on Section 2.4.1 using formulas

(2.12) and (2.13), for the designing of new tracks, or as per Section
2.5.2, subject to ISR Planning Branch authorization, under special
conditions, for planning the upgrade of existing tracks.
Phase 4:
Testing of maximum permissible speed in accordance with the
change in cant along ramp Lr.
Where:
h1 > 0,
h2 = 0 in transition from strait line to an arch,
h2 > 0 in adjacent curves,
Plus for compound arches and minus for reverse curves.
H2 > 0 Speed coefficient on ramps with change in cant, having
values of 100, 125, 166, as per Section 2.4.2, see formulas (2.15)
(2.17).
Phase 5:
Testing of maximum permissible speed in adjacent curves.
Where:
R1 > R2
Plus for compound arches and minus for reverse curves.
Phase 6:
Testing of transition curve length LS as per Section 2.4.1 using
formula (2.14).
Phase 7:
When testing, the following must be accounted for:
1. Speeds in adjacent sections.
2. Speed inspections approaching terminal stations.
3. Speed in platform areas.
4. Maximum speed in turnouts (see Tables 3.3 and 9.10).
5. Presence of stopping stations;
Notes:
1. A flow chart designed for calculation of the maximum design
speed in curved track sections and calculation examples is
presented in Appendix D'.
2. The results of maximum design speed calculations for all
planned tracks shall be forwarded to the ISR Planning Branch
(see Table 9.2, Appendix D') along with results of the
Longitudinal Profile Plan (see Table 9.3, Appendix D') and the
square of the weighted speed calculation values (see Table
9.4, Appendix D').
CHAPTER 3
CRITERIA FOR HORIZONTAL AND

VERTICAL ALIGNMENT IN STATIONS
3. CHAPTER 3: CRITERIA FOR HORIZONTAL AND VERTICAL
ALIGNMENTS IN STATIONS
Station The area between the two entrance light signals posted on both
ends of adjacent track sections, which includes a track infrastructure that
enables arrival, departure, placement, overtaking, junctions, or various
shunting of trains, loading and unloading of cargo and passenger service.
3.1 Station Types

Listed below are the four major station types:
1. Passenger Stations: Any station consisting of
secondary lines that are used for passenger services
only, having platforms that enable passenger
embarkation and disembarkation, and secure
passage between tracks.
2. Stopping Stations: Any area located on main
lines with platforms and secure passages between
tracks.
3. Freight Stations: Any station used for provision
of cargo related services only (loading and unloading
of trains, acceptance and dispatch of cargo).
4. Operational Stations: Any station used as a point
of meeting for trains and for overtaking.
5. Track Perimeter: Any station used for
execution of tasks associated with the operation of
trains (passenger services, junction, overtaking,
sorting, stabling, shunting, maintenance or
inspections).
Note: A detailed specification of passenger stations is presented in the

valid passenger station program, [24].
3.2 Track Types in Stations and Branches

1. Primary Tracks: Extension tracks of section tracks (see
Chapter 2).
2. Secondary Tracks:
a) Entrance and Exit Tracks Tracks used for arrival, departure, and
placement of trains within the station area.
b) Sorting Tracks Tracks used for collection, sorting, and shunting of
trains based on travel destinations (shunting yards).
c) Stabling Tracks Tracks used for stabling of trains and waiting for
movement (stabling yards).
d) Maintenance Tracks Tracks used for inspections, cleaning,
weighing, and garage tracks.
e) Special Tracks Protective flanks, shunting flanks, connection
tracks and approach.
3. Branches (see Chapter 2).
3.3 Determination of Station Locations Based on Track Geometry

Under normal conditions, stations must be design on straight tracks.
Under special conditions, stations may be designed in curved tracks with a
radius that is determined in accordance with the guidelines provided in sub-
chapter 2.1, where the minimum radius is no less than 500 meters, [12, 9].
Any radius smaller than 500 meters requires prior ISR Planning Branch
authorization (regarding platforms, see Section 3.14).
When a station is located on an arch, a clear line of sight to all signaling
devices (light signals, signs, etc.) from the train stopping distance must be
ensured.
3.4 Horizontal Curves in Secondary Lines

In secondary tracks, the recommended radius is 500 - 800 meters.
The final choice shall be based on the maximum speed that is required on
that track which conforms with the type of turnouts installed.
3.5 Station Track Cants

Cants shall be designed in accordance with sub-chapter 2.3, taking into
account the change of train speeds within the station area. It is
recommended that cants located within platform areas be designed such
that they do not exceed a height of 100 mm within the station area [12].
3.6 Length of Straight Tracks between Station Arches

a) In primary tracks, the length of a straight rail within the station area
shall be determined in accordance with Sections 2.5.1 (Table 2.2) and 2.5.2.
b) In secondary tracks, the length of a straight rail (Lt min , meters) between
two adjacent tracks shall be calculated using the following formula:
Where: Vmax - Maximum track speed, Km/h.

3.7 Turnouts and Transitions
Turnouts shall be designed in straight track sections.
Under special conditions (pending ISR Planning Branch authorization),
special turnouts may be designed in arch form.
The entire turnout (both straight and curvature directions) must be designed
with an identical longitudinal grade.
3.7.1. Use of Turnout Types

Table 3.1 Determination of Turnout Type for Speeds of up to 160 km/h
Description Turnout Type
No Less than - In Special
Conditions
(Minimum)
Between main lines that connect 1/20 1/12
in a junction and split later on
Between two parallel main lines 1/12, 1/20, 1/9
Between main lines and 1/9, 1/12 1/8
secondary lines within a station
area or branch
Between secondary lines or 1/9 1/8
branches
Notes:
a) This table presents general recommendations only. In addition,
when determining type of turnout, it is necessary to take the
required speed of both turnout direction into account (both
straight and winding directions). See Table 14 Section 3.7.2.
b) In tracks designated for train traffic with speeds of over of 160
km/h, it is advisable to use turnouts that include special elements
in frog (movable point of movable wing rail).
3.7.2. Turnout Data

1. Listed below are geometric values of different turnouts.
These values are based on Veslo Cozifer type turnouts
which are used by the ISR, see Figure 3.1 and Table 3.2.
See Appendix T' for turnout, double crossovers, double slips,
and passage schemes.
Within framework of the plans, the planner must specify the
turnout starting point, starting kilometrage, turnout type,
turnout number, and clearance point [37].
Figure 3.1
Table 3.2 Turnout Data for Speeds of up to 160 Km/h

Type Different Data, Turnouts with UIC 54 Type track
a, m b, m L, m c, m C, m D, m tg , degrees R0, m
1:8 10.22 15.90 26.12 30.77 40.99 0.95 0.13 7.406912 190/190
1:9 14.35 18.31 32.66 36.36 50.71 1.55 0.11 6.277298 280/250
1:12 19.59 23.41 43.00 47.06 66.65 1.70 0.085 4.858463 485/600
1:20 28.97 37.4 66.37 80.00 108.97 6.98 0.05 2.862405 1300/200
0
Type Different Data, Turnouts with UIC 60 Type track
a, m b, m L, m c, m C, m D, m tg , degrees R, m
1:8 13.56 15.90 29.46 30.77 44.33 0.94 0.13 7.406912 190/250
1:9 14.35 18.92 33.27 36.36 50.71 0.96 0.11 6.277298 290/250
1:12 19.59 24.41 44.00 47.06 66.65 0.94 0.085 4.858463 489/600
1:20 28.97 37.4 66.37 80.00 108.97 5.69 0.05 2.862405 1300/200
0
L - Turnout length
a - Front tangent (from start of turnout to its geometric center)
b - Posterior tangent, including antenna (from geometric center to end of
turnout)
c - Distance between center of turnout (geometric center) and clearance point
C - Distance between start of turnout and clearance point.
D - Distance between end of turnout and axis of last long sleeper
- Turnout opening angle
R0 - Internal radius of turnout
In special cases, when the clearance point is located between
the straight line of the first rail and the arch of the second or
when it is located between two arches, it is necessary to
calculate additional distance to the clearance point location
such that the clearance point is located at the point where the
distance between the two tracks is 4 meters.
2. Maximum speed at winding point of a new turnout.
Listed below are design speeds for Veslo Cozifer produced
turnouts:
Table 3.3 Turnout Traffic Speed

Turnout Type Speed at Turnout Speed at Straight
Winding, km/h Line of Turnout,
km/h
1/8 30 120
1/9 40 160
1/12 60 160
1/20 100 160
Notes:
1. All of the above values belong to turnouts which are designated
for laying down on straight tracks.
2. Turnouts in arches. See Chapter 8.
3.7.3. Distance Between Turnouts

Whenever joining two turnouts, a distance of SO must be maintained
between them.
The Recommended distance:
The distance under regular conditions:

a) For speeds of Vmax 70 km/h
b) For speeds of 70 < Vmax 130 km/h

The Minimum Distance:
1. The minimum distance between two opposing direction turnouts
(LHS and RHS) So is 6 meters [6].
Figure 3.2
Note: In secondary tracks (Class 5), under special conditions,

cancellation of the distance may be considered (subject to prior
ISR Planning Branch authorization).
2. The minimum distance between the start of turnouts of the same

direction (LHS and RHS) So is 6 meters, [6].
Figure 3.3
3. The minimum distance between the end of one turnout and the
beginning of the next So shall be determined based on the type
of turnout in question, see Table 3.4.
Figure 3.4
Table 3.4
Turnout Type SO , m
1/8 6
1/9 7
1/12 9
1/20 13
Under special conditions, the minimum distance SO shall be

(irrespective of turnout type):
In 1-4 type tracks: 6.0 m
In 5 type tracks:
Maximum Speed over 60 km/h: 6.0 m
Maximum speed below 60 km/h: 0.0 m
Notes:
1. In the event turnout S1 has an excessive gauge widening in a
divergent track, it is necessary to maintain a minimum distance
up to the start of turnout S3 in order to change the distance
between the rails.
2. If the distance between turnouts S1 and S2 is as specified above,
it is necessary to order turnout S2 with a motor installed on the
winding side (it is advisable to act according to sub-section 5)
3. MISSING
4. For the minimum distance (SO) between the end of turnout (S1)
on the main or secondary line and turnout (S2) of a flank or
branch (Figure 3.5), see Table 3.5.
Figure 3.5
Table 3.5
Turnout Turnout Type, S2 (UIC 60)
Type 1/8 1/9
S1 So (m) S (m) So (m) S (m)
(UIC 6)
1/9 6 4.4 6 4.8
1/12 7 4.0 6 4.2
1/20 27 4.0 24 4.0
Note: Any deviation from the values presented in Table 3.5 requires
prior ISR Planning Branch approval.
5. Determination of Start of Turnout

1. The distance between the start of turnouts which are planned
opposite each other on parallel lines (see Figure 3.6, Turnouts
S5 and S6).shall be no less than 2 meters long.
Figure 3.6
2. In the case of two turnouts being positioned one after the

other (see Figure 3.7, turnouts S3 and S4), the distance in
question is that which is between the end of the first turnout
and the beginning of the second, it is necessary to ensure
that the start of turnout S4 is located opposite the clearance
point of turnout S3.
Figure 3.7
Note: Failure to comply with the terms set forth in the said subsection
requires installation of a motor on the winding side (see Note 2
subsection C).
3.7.4. The Distance Between a Turnout and Curve
1. When turnouts are located near horizontal curves, a minimum
distance of SO must be maintained between them.
Recommended difference:
Distance under normal conditions:

For speeds of Vmax 70 km/h
For speeds of 70 < Vmax 130 km/h
The minimum distance shall be determined in accordance with

the following diagrams:
1. The minimum distance between he end of a curve and
beginning turnout SO is 6.0 meters.
Figure 3.8
Note: In secondary tracks (Class 5), under special conditions, shortening

or cancellation of the distance may be considered (subject to prior
ISR Planning Branch authorization).
2. The minimum distance between the end of a turnout and
the start of a straight line curve Sor shall be determined in
accordance with Table 3.4.
Figure 3.9
Note: In secondary tracks (Class 5), under special conditions, shortening

or cancellation of the distance may be considered (subject to prior ISR
Planning Branch authorization).
3. In primary tracks, the minimum distance SO shall be

determined in accordance with Table 3.4.
In secondary tracks (Class 5), the minimum distance
between the end of the turnout and the start of curve of a
divergent track Sor shall be 6.0 meters.
Figure 3.10
Note: Under special conditions, shortening or cancellation of the

distance may be considered (subject to prior ISR Planning Branch
authorization).
2. When turnouts are located near vertical curves or longitudinal

profile cracks , a minimum distance of SO must be maintained
between them.
a)The recommended distance under normal conditions:
b)The permissible distance subject to prior ISR Planning

Branch approval:
c) The minimum distance 6 m.

Note: In secondary tracks (Class 5), under special conditions,
shortening or cancellation of the distance may be considered
(subject to prior ISR Planning Branch authorization).
3.7.5. Turnouts Near Single-level Junctions

a) The distance between the beginning of the turnout to the end
of the junction depends on the the type of shunting and
barriers used in the area. For this reason, the final distance
must be determined in coordination with the ISR authority.
b) In most cases, the following values may be used:
If shunting of locomotives is executed between the turnout
and junction, the minimum distance shall be 35 m.
If no shunting of locomotives is executed in the area, the
minimum distance shall be 20 m.
3.7.6. Clearance Point and Track Length

Definition: The 'clearance point' is the point where a mobile stock
clearance exists on two adjacent tracks and allows free
passage of trains on a strait track or in a divergent track.
a) Clearance points are marked in places where the distance
between two connecting tracks is 4.0 meters. The existence of
a clearance point requires one train to stop on its track while
the other train passes on an adjacent track, thus preventing a
collision between the two trains by maintaining a vertical
clearance for safe passage on the track.
Clearance points must be marked on all layout plans of both
preliminary and detailed plans, including superstructures and
in the field.
b) In secondary lines running through stations, it is necessary to
distinguish between the general track length and the usable
length of the line for operational purposes.
Total Length:
a) For Crossing Lines The distance between the beginning
of the entry turnout and the beginning of the exit turnout.
b) For Dead-end Tracks (Flanks) The distance between
the beginning of the entry turnout and the buffer, including:
Buffer-stop length and shifting distance.
Usable Length:
The section of track used for stopping of trains without
interfering with traffic on nearby tracks.
Limited Usable Length (See Stations Scheme in Appendix 9):
a) In Crossing Lines:
1. By way of a clearance point on lines without signals.
2. By blinding light or by isolation on lines with signals.
b) In Dead-end Tracks (Flanks): By way of a clearance point
or light signal with buffer, including stopping point before it
(2 m for regular buffers, 5 me for friction buffers and 7 m for
hydraulic buffers [41]).
Notes:
1. To the required usable length, it is advisable to add 5 meters
on both sides of the track in order to ensure proper visibility
of signals by locomotive drivers.
2. Light signals are installed before the clearance points and
force the locomotive driver to stop the train (see Figures 9.5
and 9.6).
3.8 Longitudinal Profile Grade within Station Areas

Longitudinal profiles located within perimeter of a station area shall be
planned in a leveled section of 800 meters in operational stations used by
cargo trains and integrated stations with passenger trains and approx. 400
meters is passenger stations.
It is possible to plan grades of up to 1.5 promille and subject to ISR Planning
Branch approval - even up to 2.5 promille.
In special conditions (harsh topographic conditions, tracks, existing stations,
etc.), in operational stations that are not used for shunting works or as
shunting yards, the grade may be increased up to 10 promille [4].
In all cases that involve risk of railroad car derailment it shall be necessary
to employ any means necessary in order to ensure safety in operation of
trains [4, 13].
In platform areas of new stations, the longitudinal grade shall be no greater
than 2.5 promille.
3.9 Longitudinal Profile Sections

The length of the section located between the profile cracks (element) shall
be determined in accordance with Section 2.7.
3.10 Vertical Curves

As per Section 2.8.
3.11 Horizontal and Vertical Alignment Combinations

As per Section 2.9.
The combination of turnouts with longitudinal profile cracks or vertical
curves is prohibited. Under special conditions, when the section speed is
120 km/h (pending ISR Planning Branch authorization), turnouts may be
combined with vertical curves with radius RV 10,000 meters.
3.12 Height difference Between Adjacent Tracks

As per Section 2.10 (Subsection 2).
A permanent height difference may be planned between adjacent main and
secondary lines, or between two adjacent secondary lines, however this
difference may not exceed 15 cm and may not be implemented in any area
in which turnouts are located.
Passages and other turnout combinations may be planned between
adjacent tracks such that they are on a single-level.
3.13 Distance Between Track Axes Tracks

3.13.1. Distances Between Two Adjacent Tracks (Gauge)
Table 3.6
Distance Between Axes
Track Type Recommended Minimum in Special
Conditions
In Limited Sections
Primary Tracks 4.7 m 4.5 m
Secondary Tracks 5.0 (or 4.7) m 4.5 m
Note: When the development of power, lighting, and electricity

systems is expected between adjacent tracks inside a station,
or when worker activity is expected therein, it is advisable to
increase the distance between the tracks.
3.13.2. Distances in Multi-track Lines

As per Section 2.11.2.
3.14 Passenger Platforms

Table 3.7
Parameter Recommended In Special Conditions *
Length 350 m (without In accordance with ISR
ramps) Planning Branch
recommendations
Height 96 cm 55, 76 or 105 cm
Island platform 10.0 m ** -
Width Side platform 5 m ** -
Distance between 1.65 m (in straight -
track axis and end of lines)
platform (straight
track)
By underground By overpass
Passage between passage
platforms Passages located at track level of ramp ends (for
use by railway employees only or for emergency
evacuation of passengers).
Note: * - Requires prior ISR Planning Branch coordination

** - Minimum width in areas having escalators and/or stairs for
speeds of up to 160 km/h
For speeds of 161 - 200 km/h: Island platform - 11 m, Side
platforms 8.5 m.
For speeds of 201 - 250 km/h: Island platform - 12 m, Side
platforms 9 m.
Any deviation from the above parameters requires prior ISR
Planning Branch coordination
Minimum width of platform edges (last 50 meters of length on
each side):
a) Island Platform 4 meters for speeds of up to 160 km/h.
b) Island Platform 6 meters for speeds over 161 km/h.
c) Side Platform 3.10 meters.
The platform design is presented in the valid Passenger Train
Station Program [30].
If the platform is located on a curve, the planner must calculated
the distance between the platform edge and track axis, see
Appendix 5 [12, 14]. The calculation must include the following:
a) Rolling stock data.
b) Horizontal curve data.
c) Platform height.
If the platform is located next to a curve, it is advisable to design
the platform edge at a distance of at least 25 m from the start of
the curve tangent.
The construction of platforms that are higher than 30 cm is
prohibited in curves with a radius smaller than 500 meters.
All plans must specify platform start and end kilometer marks
and separate specification of ramp length.
The safety gap of a platform is the area in which a passing train
may influence any passenger standing on the platform [22]:
a) For speeds of Vmax 230 km/h AS = 2.50 A
b) For speeds of 160 < Vmax 200 km/h AS = 3.00 A
c) For speeds of 200 < Vmax 250 km/h AS = 3.70 A
A Distance between platform edge and track axis
AS Platform safety gap.
1. For speeds of Vmax > 160 km/h it is necessary to mark the
safety gap boundary on the actual platform.
2. For speeds of Vmax > 200 km/h it is necessary to prevent
passenger access into the safety gap.
Figure 3.11
3.15 Distance Between Tracks and Gauge Widening in Curves

In accordance with the relevant Sections in Section 2.12.
3.16 Visibility in Stations

The existence of a proper line of sight from the locomotive to the signaling
devices (light signals, signs, etc.), from a distance that enables absolute
stopping, must be ensured. This distance depends on the speed of the train
and the local track geometry. The recommended distance is 1,200 m
(minimum 1,000 m), however, in special conditions, when the train speed is
lower, this distance me be reduced to 400 m.
3.17 Development of Varying Station Specifications (Examples)

Figure 3.12
1. Passenger Stations
2. Operational Stations
3. Change into Passenger Stations Only
4. Track Compound
5. Track Site with Branches
Figure 2 Legend:
Phase 1 tracks
Phase 2 tracks (2 main lines)
Continuous
Track range of the marked
type
Note: It is required to plan a walking path alongside the tracks within

the compound area (see Appendix 16).
CHAPTER 4
VERTICAL CLEARANCES AND

DISTANCES FOR CONSTRUCTION
OF FACILITIES AND STRUCTURES
IN CLOSE PROXIMITY TO TRACKS
4. CHAPTER 4: LOADING GAUGES AND DISTANCES FOR
CONSTRUCTION OF FACILITIES AND STRUCTURES NEARBY
TRACKS
4.1 General
1. The guidelines presented below are based on the vertical clearance of
the relevant train, see Figure 4.1 [28].
2. Minimum Structure Circumference A range that defines the
minimum distances between a track and various facilities and
structures erected nearby.
3. Maximum Loading Circumference A range that defines maximum
dimensions for all types of rolling stock, including freight, that move on
the tracks (excluding special trains with extraordinary cargo).
4.2 Distance between Track Axes and Structures, Facilities, Bridges,

Walls and Electricity Poles
4.2.1. Distance between Track Axes and ISR Structures or Facilities
This section focuses on guidelines for determination of the
distances for facilities constructed by the ISR for provision of
services to operation of trains: Monitoring and control structures,
ISR perimeter structures, light signals and various posts (excluding
bridge pillars), fences, railings, etc.
Under normal conditions, facilities should be constructed as far from
the tracks as possible, and this for the purpose of saving space for
various draining systems, communications systems, service routes
and future development, and in any case no less than the values
specified in Table 4.1 below.
Table 4.1
No. Length of Facility Minimum Distance
Planned Alongside the Straight Track Curved Track
Track
1 In sections and stations, 2.31 m As per Table 4.4 or
outside platform area: calculation (See
Less than 6 m Appendix 6, Figure
9.3)
2 In sections and stations, 1. Up to 160 km/h As per Table 4.3 or
outside platform area: 6 3.3 m calculation (See
m or more, depending on 2. Between 161 Appendix 6, Figure
speed 250 km/h 3.8 m. 9.3)
3 In stations: inside Platform See Note 1 [30]
area
Notes:
1. The distance between the platform edge (elevator, stairs, escalator,
pole, etc.):
1. For speeds of Vmax 160 km/h:
Existing tracks 2.0 meters.
For tracks 2.5 meters.
2. For speeds of 160 < Vmax 200 km/h 3.0 meters
3. For speeds of 200 < Vmax 250 km/h 3.5 meters
2. Light signal posts located within the station area must be positioned
at a distance of no less than 2.35 m from the track axis.
3. Light signal posts in sections shall be positioned alongside the tracks
at a distance of no less than 2.40 m and no more than 3.5 m [36]. In
special cases (walls, tunnels, bridges), light signal installations must
be planned in coordination with the the ISR Signaling and
Communications Branch and authorization of the ISR Planning Branch.
4. For instruction regarding distances of posts and electricity lines see
[28].
5. In Curves:
The locomotive driver's clear line of site must be ensured.
Required visibility distances must be examined in coordination with
the ISR Authority.
The values presented in the above table may only be implemented
on one side of the tracks, such that the second side ensures
convenient access and sufficient space for various train related
systems.
6. In the event it is not possible to ensure the distances specified in
Section 3 of Table 4.1, it is possible to design niches alongside the
structures or walls (see Section 4.2.4, c').
4.2.2. Bridge Loading Gauges

a) Minimum distance between the track axis and posts
(under-bridge tracks):
1. When the height of track-side posts is less than 6.0
meters, the required distance for speeds of up to 160
km/h in a straight rail is 3.0 meters (see vertical
clearance), and for calculation-based curves (see
Appendix 6).
For speeds of between 161 - 250 km/h 3.8 meters
(regardless of track alignment).
2. When the height of track-side posts is 6.0 meters or more,
the values presented in Section 4.2.5 apply.
b) When designing new bridges above existing tracks (see
Figure 4.1), the following values must be used:
1. In lines designated for electrification, the height from the
rail height to the bottom side of the bridge structure shall
be:
- 6.5 m In lines and stations.
2. In lines that are not designated for electrification, the
height from the rail height to the bottom side of the bridge
structure shall be:
- 6.0 m In lines and stations.
Note: In special cases it is possible to decrease
parameters pending prior ISR Planning Branch
authorization.
3. Lateral distance from track axis to side of ballast:
- For speeds of Vmax 160 km/h 2.4 meters
- For speeds over 161 km/h 2.9 meters.
- In special cases, subject to ISR Planning Branch approval
2.2 meters
The minimum width of a ballast for tracks located on
railway bridges shall be as specified by relevant Israeli
standards [31].
4. Ballast width:
- For speeds of up to 160 km/h 0.30 meters.
5. In order to allow the passage of railway employees
alongside the tracks, it is necessary to maintain an 80 cm
wide and 2.2 meters high safety buffer alongside one
side of the tracks. The minimum distance between a track
axis and a Safety buffer shall be as follows:
- For speeds of up to 160 km/h 2.5 meters.
6. For emergency situations, it is necessary to design a 0.9
meter wide emergency escape route alongside one side of
all tracks (train in braking mode).
7. For an example of a cross section of a bridge with
electricity posts see Figure 4.2.
Notes:
1. Design of level separations shall be conducted in
accordance with Separation of Tracks Design Guidelines
Route, [32].
2. Under special conditions, when the minimum distance
between the track axis and the post is less than 3 meters
(subject to ISR Planning Branch authorization), it is
necessary to design a support line similar to those which
are constructed on bridges.
4.2.3. Vertical Clearance in Tunnels

8. In order to allow the passage of railway employees alongside the
tunnel tracks, it is necessary to design an 80 cm wide and 2.2
meters high safety buffer alongside one side of the tracks
[16, 40].
The minimum distance between the track axis and Safety
buffer shall be as follows:
- For speeds of up to 160 km/h 2.5 meters,
- For speeds over 161 km/h 3.0 meters. (see Figure 4.3).
9. For emergency situations, it is necessary to design a 1.1 meter
wide and 2.2 meters high emergency escape route alongside
one side of the tracks (train in braking mode).
The minimum distance between the track axis and an
emergency escape route shall be 2.2 meters for tracks with
ballast and 1.7 meters for tracks without (concrete pavement).
10. The minimum width of a ballast from the track axis shall
be no less than 2.2 meters and ballast thickness 0.30 meters
below the sleeper.
For an example of a bridge cross section with electricity posts see
Figure 4.3.
4.2.4. Vertical Clearance Between Walls

The minimum distance between the track axis and wall,
considering the escape route required, shall be:
- For speeds of up to 160 km/h 3.3 meters,
- For speeds of between 161 - 250 km/h 3.8 meters.
Note:
1. In curves, when the emergency escape route is located on the
external side of the arch, the distance must be increased
according to the cant height h, [15].
Table 4.2
Cant 'h', mm Distance
Increment, m
Vmax > Vmax
160 160
km/h km/h
20 - 50 0.10 0.10
55 - 100 0.20 0.25
105 - 150 0.30 0.40
2. In curves where the emergency escape route is located on the

inside of the arch, the above increment shall be conducted in
accordance with calculations (see Appendix 6, Figure 9.3).
3. At all places where it is not possible to maintain the aforesaid
distances, it is necessary to implement niches every 20 meters
as specified below [16]
Depth 0.8 m,
Length 1.6 m,
Height 2.0 m.
4.2.5. Distance Between the Track Axis and Structures
The minimum distance between the track axis and structures shall
be as specified in Tables 4.3 and 4.4 [23]:
Table 4.3 Distance from Track Axis to Structures Greater than 6 Meters
in Length
Double Track Single Track Cant
Vmax > 160 Vmax 160
km/h km/h Vmax > Vmax
Externa Interna Extern Interna 160 160 h
l side of l side al side l side km/h km/h
arch of arch of of arch
arch
m m m m m m mm
3.80 3.80 3.30 3.30 3.80 3.30 0
3.90 3.80 3.40 3.30 3.80 3.30 20 50
4.00 3.80 3.55 3.30 3.80 3.30 55 100
4.20 3.80 3.70 3.30 3.80 3.30 105 -
150
Note: In straight lines, the distance between the track axis and
structure is 3.30 meters for speeds of up to 160 km/h and 3.8
meters for speeds above 160 km/h. The above parameters were
determined taking distance between track axis and the escape
route, based on train speed, into account.
Table 4.4 Distance from Track Axis to Structures Smaller than 6 Meters
in Length
Vmax 160 Vmax 250
km/h km/h Track Alignment
m m
3.30 3.65 Straight Line
3.30 3.65 Internal side of arch
3.30 3.65 0 External side
3.40 3.75 20 50 of arch with
3.55 3.90 55 100 Cant h mm
3.70 4.05 105 - 150
Figure 4.1 Structure and Cargo Dimensions
Notes:
1. All dimensions presented in this Figure apply to straight tracks only.
For details regarding the required additions to these measurements in
curves, see various Guideline sections.
2. For items that are not supported by springs for train rolling stock
minimum height above track head 80 mm.
3. *, ** - See Section Loading Gauges in Bridges.
Figure 4.2 Bridge Cross-sections
a) Cross-section of Electrified Double-track Bridge
b) Cross-section of Electrified single-track Bridge
Note: * - For speeds of up to 160 km/h

** - For speeds of 161 - 200 km/h
Figure 4.3 Escape Routes and Safety in Tunnels and Walled Sections
a) Example of a single track safety buffer in tunnels constructed by

underground excavation methods.
b) Example of a double track safety buffer in tunnels constructed by

underground excavation methods.
c) Example of a double track safety buffer in tunnels constructed by 'Cut &
Cover' excavation method.
Note: * - Distance for speeds of up to 160 km/h

** - Distance for speeds of 161-230 km/h
CHAPTER 5
EXCAVATION AND FILLING

TYPE EMBANKMENTS,
TYPICAL PROFILES
5. CHAPTER 5: EXCAVATION AND FILLING TYPE
EMBANKMENTS, TYPICAL PROFILES
Notes:
1. This chapter does not deal with embankment foundations, stability,
slope or drainage. These topics shall be separately dealt with within
framework of specific planned sections.
2. Figures 5.1 5.4 (pages 56 - 59) present typical profiles of a single
and double track types that consist of different components of
embankments, excavations and superstructures.
3. Substructures must be designed in accordance with [27].
5.1 Embankment Design Parameters

5.1.1. Ballast Width
The distance K from the edge of the sleeper to the edge of the
ballast is 40 - 50 cm.
For maximum speeds of above 160 km/h, the distance K must be
planned as 50 cm.
When the ballast is supported by a concrete wall or by other
reinforcement, the distance K may be reduced to 30 cm.
The distance Cb from the track axis to the edge of the ballast is
achieved by summing up the distance K and half of the sleeper
length, see Figure 5.1.
(5.1) Cb = 1.30 + K
5.1.2. Shoulder Width

a) The distance d from the track axis to the edge of the
ballast-filled embankment shoulder is 3.3 m for speeds of up to
160 km/h and 3.8 m for speeds of 161-250 km/h.
The embankment width that is adjacent to bridge columns
shall be planned with a shoulder (d)+1 meters along at least
10 meters. The change in shoulder width from d to (d)+1
must be designed in linear fashion along 25 meters.
For details regarding distance d which extends from an
electrified track axis to the edge of the embankment see
Figures 5.5 5.7.
In Class 5 tracks, the distance d may be reduced to 3.0 m
subject to the ISR Planning Branch authorization.
In curves, the distance between the track axis and the edge of
the embankment shoulder d1 (m) is calculated using the
following formula:
(5.2) d 1 = d + d
Where: d - Widening of the embankment shoulder as specified
below.
b) In the case of a single track that is designated for
duplication (Figure 5.3), the distances d0 and d are
presented.
The distance d0 is equal to half the distance between the axis
of the planned track and the axis of the future track.
The distance d (m) is calculated using the following formula:
(5.3) d = d - d0
When dealing with curves consisting of cants, widening of the

embankment shoulder is required:
(5.4) d1 = d + d
5.1.3. Widening of Ballast Shoulders in Curves

The ballast shoulder located on the outside of curves must be
widened in accordance with the parameters presented in Table 5.1
below:
Table 5.1
Cant h, mm Widening of Embankment
Shoulder, d
Vmax 230 km/h Vmax 160
km/h
20 - 50 0.10 0.10
55 - 100 0.20 0.25
105 - 150 0.40 0.40
5.1.4. Thickness of Ballast Underneath Sleepers

a) In regular tracks, the thickness of the ballast "ab" below
sleepers of regular tracks against the lower line is 30 cm, [3,
15].
In branches and secondary tracks, the minimum thickness is 20
cm.
b) In speeds exceeding 160 km/h, the thickness of ballast
"ab" below sleepers against the lower rail is 35 cm.
c) In bridges and tunnels, the thickness of the ballast ab"
below the sleepers against the lower rail shall be as specified in
Paragraphs a) and b).
5.1.5. Slope of Lateral Ballasts

The slope of ballast p shall be planned as 5%. In special cases,
subject to ISR Planning Branch authorization, the slope may be
reduced to 2-3%.
5.2 Bermas
The Berma e (m) is the length between the embankment base and the
edge of the drainage ditch (excavation) or a high-embankment
reinforcement belt (deep excavations).
Bermas have several uses:
a. To serve as a strip for future construction of a service access route
alongside the rail.
b. To serve as a strip in which communications and signaling cable ditches
my be laid.
c. To serve as a space in which preparation for maintenance works
may be conducted.
d. To protect the embankment slope (excavation) against water that is
drained from nearby areas.
The width of a Berma depends on the purpose for which it was built.
1. The required width for paving of a service access route is 5.0 meters.
2. On the other side of the embankment the Berma shall be designed as
3 meters wide, up to the drainage ditch. In such Bermas it shall also
be necessary to design a communications duct. In cases where the
Berma is less than 3 meters in width, it shall be necessary to
implement protection for the drainage ditch slope.
3. The minimum width required from the end of the communications
ditch to the edge of the embankment shoulder is 1.5 meters. In cases
of insufficient space, pending ISR Planning Branch authorization, the
Berma width may be reduced down to 0.5 meters along with
protection of the slope.
4. In special cases and whenever no communications ditch is present,,
embankments may be designed without a Berma.
5.3 Service Routes (For use by ISR Employees)

All plans must include - track-side service access routes and entrances/exits
from the external road system.
In cases where local conditions or property boundaries do not allow the
paving of a service access route, the ISR Authority shall determine the
manner by which required works are to be continued.
The minimum distances between the end of the access route and the rail
axis must be maintained:
1. In main lines - 3.5 m.
2. In secondary - 3.0 m.
Route width No less than 4.0 meters.
When excavating service access routes, two placement options are
available:
1. Below (see Figure 5.2).
2. Above.
In areas prone to flooding, it is advisable to design service access routes
above the adjacent track.
Figure 5.1 Typical Profile of Filling in a Track that is not Designated for Duplication or
Electrification
Figure 5.2 Typical Profile of Excavations in a Track that is not Designated for Duplication or
Electrification
Figure 5.3 - Typical Profile of a Track Designated for Duplication
Figure 5.4 - Typical Profile of a Double Line Designated for Duplication
Figure 5.5 - Typical Profile of an Electrified Straight Line Track
Notes: - * - The shoulder located on the outside curve of an arch must be extended as detailed in Table
5.1.
- ** - For speeds between 161-200 km/h 3.8 meters.
- *** - For speeds between 161-200 km/h 3.0 meters.
During the track duplication phase, it is necessary to set aside space for a Model 'A' type
communications ditch alongside the new track.
Figure 5.6 - Typical Profile of an Electrified Straight Line Double Track
5.1.
Figure 5.7 - Typical Profile of an Electrified Straight Line Single Track That is Designated for
Duplication
5.1.
During the track duplication phase, it is necessary to set aside space for a Model 'A' type
communications ditch alongside the new track.
Figure 5.8 - Typical Profile of a Station (Example)
5.4 Drainage of Railway tracks
5.4.1. General
The drainage design constitutes an integral part of the railway track
technical plans.
The purpose of the drainage system is to prevent flooding, collapse
of embankments, weakening of infrastructure, and as a result
deflection, cracks, runoff, etc.
Detailed guidelines for drainage design may be obtained from the
ISR Planning Branch.
5.4.2. Drainage Ditches

Various ditch parameters (such as f1 , f2, ft) are determined
based on drainage calculations.
The open ditch type preferred by the ISR Authority is of trapeze
shape. The recommended width 2.0 meters.
Open ditches may not be used inside passenger station areas.
As an additional means, Figure 5.2 presents an upper ditch and dirt
bump.
Note: Hydrological plans and calculations shall be conducted in
accordance with [17, 18, 19, 34, 37, 38].
5.5 Communication and Signaling Cable Alignment

a)
1. Inside the station area (between the station's entry light signals), it
is necessary to design a concrete ditch for signaling and
communications cables inside the embankment at a distance of
3.25 meters from the track axis to the exterior wall of the ditch
(see Figures 5.2, 5.5-5.7).
2. Between stations (in sections), it is advisable to design a concrete
ditch for holding of signaling and communications cables adjacent
to the train's embankment base (drainage ditch) or service access
route (see Figures 5.1, 5.9, 5.10).
3. An additional communications line must be designed along the
entire length of the embankment, and this in addition to the
concrete ditch. In most cases, it is necessary to design the
alignment of concealed cables underneath service access routes or
near the train strip boundary at a depth of 1.80 meters below the
planned ground level (see Figures 5.6 and 5.7). It is advisable to
design concealed lines on the side of the track in which no
communications cables are present.
4. In cases that involve the transfer of communications cable ditches
on the embankment slope or excavation for changing of
alignments and pit connections, see Figure 5.11 (a-c). It is
necessary to plan a 10 cm high plastic hive with refill above the
pipe with a sloped cladding or any other type of protective
cladding above it. Pipes shall be laid down during construction of
the embankment and before cladding of the slope.
5. At present, two types of communications ditches are in use: A
and B (as per ISR Signaling and Communications Branch
specifications).
6. The final decision regarding ditch type and location shall be
conducted in accordance with requirements set forth by the ISR
Signaling and Communications Branch and in coordination with the
ISR Planning Branch. The planner shall be required to approach the
said departments for the purpose of coordination prior to design.
b) The planner responsible for the alignment of signaling and
communications must take possible future restoration of the full
embankment width into account and ensure it may be executed without
harming cables.
c)Concrete tunnels shall be planned at a depth of no less than 0.2
meters or in accordance with requirements of the ISR Signaling and
Communications Branch and in coordination with the ISR Planning
Branch.
d) In the event cables are laid down in a ditch deeper than 0.3
meters from the ballast level, the cable alignment must be planned
using an embankment base or service access route.
e)For any case that is not specified above or other special case, the
cable alignment shall be determined in coordination with and pending
authorization of the said ISR departments.
f) For guidelines regarding the design of communications crossings see
Chapter 6.
Figure 5.9 Placement of Communication Alignment in Sections
A) Communications Ditch adjacent to an Embankment Service Access Route
B) Communications Ditch adjacent to an Embankment Drainage Ditch

C) Communications Ditch adjacent to an Embankment Drainage Ditch
D) Communications Ditch adjacent to Excavated Drainage Ditch
Notes: * - For Model 'A' Communications Ditch 0.3 meters

** - For Model 'A' Communications Ditch 2.2 meters
Figure 5.10 Details for Execution of Communications Ditch Adjacent to Embankment Base
Notes: * - For service access routes 0.2 meters

** - For Security and Communication optic fiber cables
Figure 5.11-A - Ascent of Communication Alignments on an Embankment Slope without Shoulders
Figure 5.11-b - Ascent of Communication Alignments on an Embankment Slope with Shoulders
Figure 5.11-c - Ascent of Communication Alignments on Embankment Slopes that are Adjacent to
Bridges
5.6 Typical Profiles
1. For typical profiles without electrification see Figures 5.1 5.4.
2. For typical profiles with electrification see Figures 5.5 5.7.
3. For typical profile in platform area see Figure 5.8.
4. The typical profiles presented in the said guidelines are general only
and must be designed in accordance with requirements of the the
project's ground/structural consultant.
5. Any other solution shall require specific coordination with the ISR
Planning Branch.
5.7 Notes
1. The dimensions of all other parameters which do not appear in Section
5 must be coordinated with the ISR Authority advisers.
2. Typical Profiles of single-level junctions are to be executed in
accordance with Railway track Junction Design Guidelines, [32].
CHAPTER 6
DESIGN AND EXECUTION OF

TRACK SIGNALING AND
COMMUNICATION CROSSINGS
6. CHAPTER 6 - DESIGN AND EXECUTION OF TRACK SIGNALLING AND
COMMUNICATION CROSSINGS
6.1 General Definitions

1. In track design projects, the location and quantity of signaling and
communications crossings are determined by the ISR Signaling and
Communications Branch.
ISR communications infrastructures include two types of crossings:
a) Main Crossings
In most cases, main crossings are constructed using 10 steel
pipes (one or two) located underneath the track for passage of
communications cables to the other side of the track and in road
crossings. Crossings that enter the monitoring and control
structures include 10 or 24/20 steel pipes with 6 PVC pipes
inside them. A concrete pit is installed at each end of the pipe.
b) Signaling Device Crossings
In most cases, signaling device crossings (light signals, turnouts,
circuits, magnets and axis counters) are constructed using 4 pipes
or 6 hard PVC pipes.
2. In projects involving new lines or upgrading/duplication of existing
tracks, during construction of the new track infrastructure but before
placement of the superstructure, the pipes used by communications
crossings (sleeves) are placed inside the embankment by the
earthworks contractor in open excavations only.
3. The construction of communications crossings below operational tracks
is executed by way of 3 primary methods: horizontal drilling, flexible
drilling, or open excavation.
The method of execution used must ensure minimum interference with
the existing track geometry (deflection and leveling), maintenance of
proper functioning of the substructure including strength and stability,
ballast drainage, without causing harm to any properties of the
superstructure elements (ballast).
The construction of communications crossings below operational tracks
by way of horizontal and/or flexible drilling methods (under continuous
monitoring of the pit depth and pipe exit location), see Figures 6.1, 6.2
is recommended and preferred.
The construction of communications crossings below operational tracks
by way of open excavation is not recommended due various
engineering limitations such as:
a) Halting of all train traffic (operation).
b) Dismantling of an existing track or repositioning of
sleepers and drilling between the rails (manual labor).
c)Damage to uniformity of the substructure and subgrade stability.
d) Impairment of the ability to drain the upper layer of
ballast.
e) Contamination of ballast with subgrade material.
6.2 Communication Crossings Below Operational Tracks
6.2.1. Main Crossings
Main crossings are executed by way of horizontal drilling (see Figure
6.1).
6.2.2. Signaling Device Crossings
1. Signaling device crossings constructed below main lines must
be planned for execution by horizontal or flexible drilling. In the
event it is not possible to drill due to technical or engineering
reasons, or in the event a track upgrade is planned during the
next phase of the project, the execution of communications
crossings by way of open excavation shall be
permitted(pending authorization of ISR Track and Environment
Dept. and in coordination with the ISR Planning Branch and ISR
Signaling and Communications Branch).
2. Such crossings, inside stations, underneath secondary lines
that are located near main lines, must be planned for execution
by horizontal drilling or flexible drilling methods. In special
cases, pending authorization of the ISR Planning Branch and in
coordination with the ISR Track and Environment Dept. and ISR
Signaling and Communications Branch, the execution of
communications crossings by way of open excavation shall be
permitted.
3. Due to economic reasons only, the execution of
communications crossings by way of open excavation shall be
permitted when working underneath secondary lines which are
not adjacent to main lines in branches and yards (track
classification type 5-a, based on Design Guidelines for the
Design of Railway tracks Substructure, Part 1, [33]).
Figure 6.1 Horizontal Drilling
Notes:
1. Protection of Communications Crossing, when the distance 'Hb' from the bottom of the drainage ditch to
the pipe is less than 1.5 m.
2. The plastic hive length is 3.0 m.
Figure 6.2-a Scheme of Flexible Drilling Below Tracks
Note: All of the above parameters must be calculated according to the type of equipment used and
execution method.
Figure 6.2-b Scheme of Flexible Drilling below Tracks under Special Conditions
6.3 Placement of Crossings
Communication crossings must be protected against damage during track
maintenance and future upgrade. It is advisable that all crossings that are
dug below tracks be executed perpendicular (vertical) to the track.
The recommended thickness of the ballast covering the pipe is 50 cm (1.2
meters from the rail height). In special cases no less than 20 cm (0.9 meters
from the rail height), see Figure 6.3 The pipe begins from the
communications ditch and exits on the other side, 0.5 m from the ballast
edge.
In the event of horizontal drilling (by way of pits on both sides), the distance
form the rail height and pipe level should be 2.0 meters.
Note:
1. According to Standard UIC-755-1, the distance between the rail height
(UIC-60) and the upper surface of the pipe must be 1.19 meters.
2. According to German Standard DS 800 01, this distance must be 1.17
meters.
3. In other words, the ballast cover above the pipe (sleeve) should be 0.5
meters.
4. In special cases, standard UIC-755-1 allows covering of 30 cm, and it
extraordinary cases 20 cm.
Figure 6.3 Communications Crossings
6.4 Construction of Communication Crossings by Open Excavation
The construction of communications pipe crossings in operational tracks by
open excavation involves halting of train traffic on the relevant section,
under supervision of inspectors from the ISR Construction Branch and
Railways Track and Environment Branch and a track supervisor. All
excavations must be conducted between two adjacent sleepers (see
Diagram 6.4 as detailed below:
1. After closing off of the section or limiting of traffic speed therein, ballast
is removed from the crate in which the crossing is planned and from
both crates adjacent to it, down to the level of the bottom of the
sleeper.
2. Both sleepers are moved sideways from the crossing axis one to the
right and one to the left.
3. The space between the sleepers is excavated.
4. A pipe (sleeve), including pull rope, is laid down in the new pit.
5. Both ends of the pipe are sealed.
6. The excavation is filled (covered) up to the level of the existing sleepers
with thin concrete or CLCM or cemented sand with subsequent
tightening by hand.
7. 30 cm of clean ballast is returned underneath the ballasts.
8. Ballasts are returned to their former position.
9. Ballast is filled between sleepers and track is tightened by hand.
10. The ballast is returned.
11. The crossing location is marked by signpost or by any other means.
Figure 6.4 Communications Crossings by Open Excavation under
Operational Tracks
6.5 Pipe Types
In order to run communications and signaling cables from one side of the
track to the other, polyethylene, PVS, or steel pipes are used.
The thickness of the pipe wall shall be as specified in Table 6.1:
Table 6.1
Pipe Pipe Wall Thickness
Diameter
4 3.4 mm PVC, Grade 8 Electrical
6 4.9 mm PVC, Grade 8 Electrical
8 15 mm polyethylene
10 1/4 galvanized steel
In special cases of 10, 20, and 24 pipes, cast PVC coated steel pipes may
be used.
The type of pipe used shall be determined by the ISR Signaling and
Communications Branch.
After pipe is laid down, both pipe edges must be sealed as per ISR Signaling
and Communications Branch specifications requirements. All pipes must
consist of pull ropes inside.
6.6 Communication pits

1. All monitoring pits shall be executed as per ISR Signaling and
Communications Branch specification requirements.
2. The monitoring pit type shall be determined by the in accordance with
ISR Signaling and Communications Branch requirements and pending
ISR Planning Branch authorization.
3. The pit shall be placed on the 20 cm thick ballast.
6.7 Crossing of Tracks by Horizontal Drilling

Work includes preparation of a pit for the drilling machine and all that is
required for preparations and insertion of the pipe, supply of 10 galvanized
steel pipes or PVC coated pipes made of casting or painted by epoxy paint,
on-site welding, and exposure of the pipes opposite end.
Once cables are laid down, the contractor shall return the area to its former
state. The drilling depth and pipe length shall be determined in accordance
with the plans and shall be revised on-site as per supervisor instructions.
6.8 Flexible Drilling
General:
Flexible drilling is a method of horizontal drilling that changes control of
the drill such that drilling may be conducted with adjustments in height
and position and allows obtainment of lines that are not straight (flexible).
Work Method:
Work is conducted by inserting rods that consist of drill heads with a
radio-wave transmitter/receiver into the ground. The drill heads are then
able to transmit their position and height, thus enabling the operator to
change the drilling direction and depth (there is full control of the drilling
procedure).
Once the initial drill is complete, various components are pushed into the
hole in order to push the soil aside and increase the diameter size until a
new hole is created.
The required pipes are then inserted into this hole.
A substantial number of 2- 6 polyethylene pipes may be inserted,
depending on the type of machine used, type of soil, excavation depth,
and required profile.
The pipes shall be inserted such that the pipes are without any cuts
between one cell and another, or in special cases by joints pending
Design/Supervision authorization. Thickness of the pipe walls shall
conform with the drilling requirements, but no less than the wall thickness
of pipes in the alignment.
6.9 Manner of Design of Signaling Device Crossings

6.9.1. The Tender Phase
To the technical specification and Bill of Quantities, the track
planner attaches, as per ISR Signaling and Communications Branch
instructions, all relevant Sections and material quantities that are
required for execution of the crossing.
6.9.2. The Execution Phase
1. The ISR Signaling and Communications Branch shall provide
the track planner with specifics regarding the locations in which
crossings are to be prepared, the type and quantity of pipes
required by the Signaling Plan, after having received
authorization by the program's Operational Design Unit.
2. The planner shall mark the location of all crossings on the
approved layout plan (by the ISR Planning Branch or
Operational Design Unit) of 1:1000 (or 1:500 if so required by
the ISR Authority).
3. The planner submits all cross sections that are common during
execution of communications crossings ..

4. Based on the following technical guidelines:
1. In locations that have a height difference between the
proposed alignment for installation of a concrete ditch and
rail height, it is necessary to lay down pipes starting from
the concrete ditch, including the ascent up the
embankment slope with a concrete pit of 50 cm in
diameter or without any pit as per requirements (see
Figures 6.5, 6.6).
2. A full 4 or 6 (2*2) PVC pipe must be planned for
placement underneath all tracks.
3. In the event of signaling devices being located below the
tracks, or if it is not possible to lay down a single full-
length pipe below all of the tracks (for example, due to
execution of tracks in different phases), the installation of
a 80 diameter concrete pit with two exits alongside the
tracks must be planned. Pit height shall be executed as
required (see Figure 6.7).
4. There is an option to execute the crossings without the a
pit (typically in cases involving the construction of a new
infrastructure) with separate pipes. The distance between
such pipes shall be 0.3 meters (see Figure 6.8).
5. The depth of crossing shall be no less than 90 cm from the
height of the rail. In case of need, pipes must be
protected.
5. All plans of the aforesaid crossings must be approved by the
ISR Signaling and Communications Branch and ISR Planning
Branch. In addition, all plans of crossings running under
existing tracks require ISR Track and Environment Dept.
authorization.
Figure 6.5 Communication Crossing with Embankment Slope Ascent
Figure 6.6 - Communication Crossing with Embankment Slope Ascent Without Pit
Figure 6.7 - Communication Crossing Between Tracks with Pit
Figure 6.8 - Communication Crossing Without Pit
6.10 Communication Infrastructures at the Monitoring and Control
Structure Entrance
The Monitoring and Control Center structure must include two separate
communication cable entrances. This requires the addition of pits and
crossings. The type of communications infrastructures required for this
structure must be coordinated with the ISR Communications Development
Branch.
For basic diagrams of the communications infrastructures required at the
Monitoring and Control Structure entrance, see Figure 6.9. The final design
must be approved by both the ISR Planning Branch and Communications
Development Branch.
Basic Diagrams of Communications Infrastructures
required at the Monitoring and Control Structure
entrance, 6.9
CHAPTER 7
RAILWAY STRIP BOUNDARIES

AND WIDTH,
RAILWAY STATION SCHEMES
7. CHAPTER 7 RAILWAY STRIP BOUNDARIES AND WIDTH, RAILWAY
STATION SCHEMES
a) Sections Between Stations

Municipal zoning plans must specify the boundaries of the railway strip
in accordance with components of the profile specified in Figure 7.1.
The strip width depends on:
1. The no. of tracks planned.
2. Track type and Planned speed.
3. Type of soil.
4. Design of lower structure.
5. Height of embankment (depth of excavation).
6. Slope angle.
7. The dimensions of drainage ditches, etc.
Figure 7.1a ISR Strip Boundaries in Section
(Communications Ditch in Ballasts)
Notes:
1. The embankment shoulder located on the outside curve of an arch must be extended as detailed
in Table 5.1.
2. For speeds of 161 - 250 km/h 3.0 meters.
3. Shoulder for weak and erosive type soil.
4. 'Ht' Drainage ditch depth
5. 'HS ' Embankment Height
6. 'bb' Ballast depth
7. 'm' Drainage ditch slope angle
8. 'n' Embankment and ballast slope angle
9. In the event more than two tracks are planned, adequate space must be added between the
axes of the additional tracks.
Figure 7.1b ISR Strip Boundaries in Section
(Communications Ditch in Bermas)
Notes:
1. The embankment shoulder located on the outside curve of an arch must be extended as detailed
in Table 5.1.
2. For speeds of 161 - 2500 km/h 3.0 meters.
3. Shoulder for weak and erosive type soil.
4. 'Ht' Drainage ditch depth
5. 'HS ' Embankment Height
6. 'bb' Ballast depth
7. 'm' Drainage ditch slope angle
8. 'n' Embankment and ballast slope angle
9. In the event more than two tracks are planned, adequate space must be added between the
axes of the additional tracks.
b) Inside Station Areas
In station areas, there is a need for additional space beyond that which
is specified for construction of the station structure, other designated
structures, parking, commercial areas, access routes, and platforms, for
the construction of additional tracks in future and for extension of
existing tracks (according to the usable length expected in future).
c) Station Length
The length of a station depends on its overall scheme:
Table 7.1
Station Scheme Station Length Auxiliary Value Ch
Lst (m) (m)
A. Station length LU + Ch* 2 1300
B. Station length and LU + Ch 1550
width
C. Station width LU + Ch 900
Where: Lst Total length of station, m.

LU - Usable length of tracks for acceptance of trains, meters.
Ch - Reference value, turnout and signaling device area, m.
Notes:
1. In addition, see Figure 7.2
2. Passenger Station Space Requirements which are presented in
the passenger train station program.
3. The reference value depends on:
1. Station scheme.
2. Type of tracks.
3. Type of turnouts
d) Typical Schemes
For typical station schemes, see Figure 7.2.
e) Station Characterizations
For station characterizations see Appendices 9 and 21.
Figure 7.2
A. Station Length
B. Station Length and Width
C. Street Width
Figure 7.2 Legend:

- Traffic without stopping for takeover
- Traffic with stopping for takeover
CHAPTER 8
ARCH TURNOUTS
8. CHAPTER 8 TURNOUTS IN ARCHES
8.1 General
The design of turnouts in horizontal arches is always based on geometric
values of standard turnouts (normal) which are designated for laying down
in a straight line. Standard turnouts enable traffic in a straight line or
curves. The use of standard German turnouts is recommended. For data
regarding such turnouts see Table 8.1.
Table 8.1 German Turnout Parameters

Type Different Parameters, Turnouts with UIC 60 Type
Tracks
a (m) b (m) C (m) tg R0 (m)
Degree
s
1:9 16.615 16.615 33.230 0.11062 6.31255 300
3 9
1:12 20.797 20.797 41.594 0.08313 4.75246 500
7 4
1:14 10.701 27.108 44.942 0.07130 4.07870 300
7 4
1:14 17.834 27.108 44.942 0.07130 4.07870 500
7 4
1:14 27.108 27.108 54.216 0.07130 4.07870 760
7 4
1:16.5 20.526 32.409 52.935 0.05399 3.09081 760
7 6
1:16.5 32.409 32.409 64.818 0.05399 3.09081 1200
7 6
1:18 32.409 34.206 66.615 0.05253 3.00724 1200
5 6
The significance of a turnout on an arch is the bending of the standard

turnout.
The basic geometric values such as: a, b, of the turnout do not change
during bending, such the the turnout triangle does not change (see Figure
3.1). based on this definition, the turnout's internal radius R0 changes and
two new arches are formed. The straight track turns into an arch with a
radius similar to that of the tracks basic arch RS. The turnout's internal
radius R0 on the divergent track changes to radius RZ. The length of rails at
the turnout changes while the length of elements at the frog and tongue do
not.
There are two types of arch turnouts:
1. External Arch Turnouts The center points of a arch radius of a
primary track RS and of a divergent track RZ are located at different
sides of the turnout (see Figure 8.1-a).
2. Internal Arch Turnouts The center points of a arch radius of a
primary track RS and of a divergent track RZ are located on the same
side of the turnout (see Figure 8.1-c
Note:
The use of turnouts in arches is permitted in special conditions only,
subject to prior ISR Planning Branch approval.
Figure 8.1 - Turnouts in Arches
A. External Arch Turnout
B. Standard Straight Turnout
C. Internal Arch Turnout

8.2 Approximate Calculation of Arched Turnouts
The following figures illustrate the calculation of the approximate value of a
divergent track radius RZ[24]. For an precise calculation of a given arch
turnout, see Appendix 17.
Figure 8.2 Calculation of Divergent Track radius
A. Internal Arch Turnout

Primary track is slightly bent
B. Internal Arch Turnout

Primary track is severely bent, in effect turning into a divergent
track
C. External Arch Turnout
Primary track is slightly bent
D. External Arch Turnout

Primary track is severely bent, in effect turning into a divergent
track
Where: R/1000 is the curvature coefficient k.

It is necessary to distinguish between arch turnouts which are formed for
standard turnouts with frog in curve (b=a) and arch turnouts which are
formed from turnouts having straight frog (b>a).
In internal arch turnouts with straight frog, the divergent track radius RZ
changes in the frog area to the radius of the primary track RS such that RS =
RZ , see Figure 8.3.
In external arch turnouts with straight frog, it is prohibited to bend the frog
area because the formation of adjacent reverse curves on divergent tracks
must be avoided, see Figure 8.3.
8.3 Marking of Arch Turnouts in Plans
In his plans, the planner must draw arch turnouts as two arches. It is
necessary to mark the start and type of each turnout, the type of standard
turnout, and the radius of both the divergent and primary tracks [24].
Figure 8.3 Marking of Arch Turnouts in Plans
A. Internal Arch Turnout with Curved Frog
B. Internal Arch Turnout with Straight Frog
C. External Arch Turnout with Curved Frog
D. External Arch Turnout with Straight Frog

8.4 Design Guidelines
a) Arch turnouts must be designed in arches having a fixed radius. They
may not be designed in transition curves.
b) Arch turnouts must be designed in arches having a fixed cant.
c) Arch turnouts must be designed such that reverse curves are not
formed.
d) The horizontal and vertical alignments criteria defined in the ISR Railway
tracks Design Guidelines also apply to arch turnouts.
8.4.2. Basic Parameters Required for Arch Turnouts Calculation
and Design
1. Leveled Cant of basic Arch H, (mm) [6]
Where:
Vmax Maximum speed in turnout
R - Track radius in turnout (basic arch or divergent track arch)
1. Recommended value: H = 120
2. Maximum value:
(8.2) H = h + h
2. Cant h (mm) and Cant Deficiency h, (mm), [6}.

A. Cant h.
Minimum value: h = 20
Recommended value: h = 60
Maximum value:
In internal arch turnouts: h = 120
In external arch turnouts with regular frog: h = 100
In external arch turnouts with special elements in
frog area (heart tip or mobile shoulder; h = 120
B. Cant Deficiency h
Recommended value: h = 60
Maximum value: as per Table 8.2
Table 8.2 Maximum Value of cant Deficiency in Turnouts
Turnout Type Vmax 120 < Vmax 160 < Vmax 200 < Vmax
120 160 200 250
km/h km/h km/h km/h
Frog turnout with 110 100 60 Prohibited
regular frog
Turnout with special Only in special
elements in frog 130 130 130 cases subject
area: heart tip and to ISR Planning
mobile shoulder Branch
Approval
3. Sum of cant Deficiencies h (mm) [6]

In order to prevent the occurrence of rolling stock collisions and
damage, it is necessary to limit the sum of cant deficiencies h
in accordance with section 2.4 and 2.5 requirements.
8.4.3. Vertical Alignment in Arch Crossovers

1. The integration of arch turnouts with longitudinal profiles is
prohibited.
2. The integration of horizontal arch turnouts inside vertical
curves of longitudinal profiles is prohibited.
3. Crossovers between two tracks in arch and two turnouts
From an engineering perspective, they are all part of a single
element.
4. When designing crossovers in tracks on ballast, in concentric
arches having cants, it is necessary to calculate the turnouts
with the turnout's original opening angle . The track
connecting the said turnouts is designed as horizontal
leveling, however, it must be constructed on an inclined
surface with a grade running in the one direction defined by
the cant, see Figure 8.4. The difference between the vertical
distance (AP) and the inclined distance (P'A) bears no impact
on the calculation of crossovers. The horizontal error formed
by the calculation is smaller than the accuracy that is
possible in construction.
5. In crossovers of tracks having a concrete pavement, the
difference between AP and P'A must not be ignored.
Figure 8.4 Crossovers Located on ballast in Concentric Arches with
Cants
6. In Arched turnouts and crossovers with cants, it is necessary

to calculate the height of the rails. It is necessary to inspect
and ensure the rails of both turnouts meet each other at the
same height. All height details must be entered into the
plans in accordance with Appendix 18 requirements.
Notes:
1. For details regarding vertical alignment (longitudinal profile)
of arched crossover areas in arches also see [25].
2. For details regarding the calculation of the height difference
and slope difference in the turnout's last long sleeper, see
Appendix 19.

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RAILWAY TRACKS DESIGN

VERSION 1 - MAY 2013

i mm Added distance between track axis and platform end in

ISRAEL RAILWAYS LTD.

1.1 Project Classification:

1.2 Track Classification:

2.1 Horizontal Radii

Where: V - Design speed as per Table 1.1, km/h.

Notes: - Branches and tracks inside complexes (stabling lines, garage

2.2 Minimum Length of Round Curves

V 140 km/h 11.8

Vi , Qi , n All parameters are received as operational design units

2.3.2. Cant Test

2.3.3. Cants for Traffic of Trains of a Single Type

h Cant deficiency, mm. For cant deficiency values see Section

2.4 Transition Curves and Ramps

(2.14) Ls min Vmax * h/250 [6]

2. Length in certain cases pending ISR Design branch

3. Length in special conditions pending ISR Design branch

2. Minimum Ramp Length:

The cant variance gradient from 0 to 1500 h1:1000 =

b) Under normal conditions for speeds of 160-230 km/h:

The cant variance gradient from 0 to 1200 h1:1000 =

c) Under special conditions to Subsections 1 and 2 or

The cant variance gradient from 0 to 2000 h1:1500 = m:1

d) Under special conditions for track Class 5 only and

Where: |h1 h2| - mm, Lr min - meters.

By principle, the length of ramp Lr is equal to the transition curve Ls.

The transition curve shape used in tracks is that of a clothoid.

2.4.3. Shifting of Round Curves

Transition curves must be designed such that P 15 (mm). Any

2.5 Length of Straight Tracks Between Horizontal Curves, Close Arches

Note: 1. Minimum length of a straight track between two curves:

2. Under special conditions, subject to prior ISR Planning Branch

2.5.2. Adjacent Curves and Close Curves

The cant deficiency h describes the strength of all lateral forces

When calculating the sum of cant deficiencies, it is

2. Length of straight line Lt < 0.1* Vmax

When calculating the sum of cant deficiencies, it is

Note: In arches, when it is not possible to design transition curves

2. The sums of all cant deficiencies and maximum radii in the

Table 2.3 Maximum Permissible Value of h

2.5.3. Test for Necessity of Transition Curve

- Maximum longitudinal grade:

c) In lines designated for use by passenger trains only, the following

Table 2.4 Grade Parameters for Lines Designated for Passenger

Notes: * - Requires prior coordination with the ISR Planning Branch. It

- For radii of 400 meters or above:

For radii of between 150 - 400 meters:

2.7 Length of Longitudinal Profile Elements

* - Requires ISR Planning Branch coordination

(2.30) Le min o.4 * Vmax [6]

b) Radius in normal conditions.

c) Radius in special conditions (requires prior ISR Planning Branch

Table 2.7 Conditions for Canceling Vertical Curves

7. Planning of vertical arches within perimeter of railroad bridges that are

12. The curve tangent may be calculated as follows:

2.9 Combination of Horizontal and Vertical Alignments

2.10 Height Differences Between Adjacent Primary Tracks

2.11.2. Distances in Multiple-Track Lines

Table 2.8 Over-Widening in Curves Monoblock Sleepers

2.13 Maximum Speed