Analysis of the Concept ”Spatial Curve on the Railway” with

Modelling Elements

Dmitry Kargapoltsev

, Sergey Shkurnikov

and Sergey Kosenko

Ural State University of Railway Transport, Ekaterinburg,, Russia

St. Petersburg State University of Railway Transport, St. Petersburg, Russia

Siberian Transport University, Novosibirsk, Russia

Keywords: Curve, forces, transition, railway, vertical, spatial, railway, track, design, profile.

Abstract: Current trends in the design and growth of the railway network in the Russian Federation and in the world

should take into account the development of technology both in the design and in the current maintenance of

the railway track. The article explores the movement of rolling stock on the existing curves on a section of

the Sverdlovsk railway where, during operation, the transition curve was superimposed in terms of the vertical

curve in the profile, which does not meet the requirements of the norms. Thus the «spatial» curve was formed.

Its influence on the rolling stock is analyzed, forces are studied both in the contact «wheel-rail», and in the

intercarriage space. The study argues for the removal of restrictions on the design of combined transition and

vertical curves.

1 INTRODUCTION

The need to review legislative norms and regulations

and the widespread introduction of modern

technologies, including in the design of railways, is

one of the most important tasks of Russia in the

twenty-first century. Therefore, the Government of

the Russian Federation in 2020 adopted the Federal

Law (Federal Law of the Russian Federation, 2020.

247-FZ) on the «Regulatory Guillotine», which

provides for a total revision of the mandatory

requirements according to which the regulatory acts

and the mandatory requirements contained in them

should be reviewed.

The rules to be reviewed should also include the

prohibition to combine transition curves with vertical

curves in the profile when designing railways (SR

238.1326000.2015. Railway track; Han, 2014).

Initially, it was not possible to contain such a

«spatial» curve (Turbin, 2017.) at the beginning of the

formation of regulations and development of track

equipment, but with the development of pathways

this requirement has become obsolete and needs to be

reviewed, as it is redundant and costly.

So far, spatial design (following the example of

foreign countries) has been based mainly on empirical

tracing rules and the use of sketch geometry

techniques. This is related to the drawing of forward-

looking images to check and improve the road’s

spatial smoothness. This requires additional labour,

specialized training and design skills, so the

widespread adoption of spatial design principles has

been delayed

(Dzenis, 1968).

2 MATERIALS AND METHODS

In order to develop the hypothesis of combining the

transition curve with the vertical curve in the profile

under conditions of passenger and freight traffic, it is

necessary to identify the operation of these sections.

In January 2018, the track-measuring car-aboratory

KWL-P2 1:075 was allowed to pass through the area

under investigation in order to check the state of the

rail track on the main geometric parameters (level,

template, panel, subsidy). The main performance

characteristics of the existing rail section are

presented in Table 1.

At the moment, there are sections on the

Sverdlovsk Railway where two curves converge — a

transition curve in terms of plan and a vertical curve

in a profile formed by intensive loads in difficult

sections of the railway. The so- called «spatial» curve

was formed. This is not a mass phenomenon and

Kargapoltsev, D., Shkurnikov, S. and Kosenko, S.

Analysis of the Concept â

ISpatial Curve on the Railwayâ

I with Modelling Elements.

DOI: 10.5220/0011580600003527

In Proceedings of the 1st International Scientiﬁc and Practical Conference on Transport: Logistics, Construction, Maintenance, Management (TLC2M 2022), pages 147-150

ISBN: 978-989-758-606-4

 2023 by SCITEPRESS – Science and Technology Publications, Lda. Under CC license (CC BY-NC-ND 4.0)

147

represents not more than 3% of the entire Sverdlovsk

railway network. However, a study of the interaction

of the wheel and the rail proves the possibility of such

a combination.

Table 1: Main performance characteristics of an existing

rail section.

Name Characteristics

1 2 section section

Route number I

Year of laying 2009

Last repair (year) Average repair (2017)

Rail category DT350

Fastening type KB-65

Radius of curvature in plan, m 1507 1500

Length of transition curve PK1/PK2, m 30/90 30/50

Radius of curve in profile, m 10000 5000

Speed permitted on pass/g, km/h 80/60 80/60

umber of defects of degree I, screw 0 0

umber of defects of degree II, screw 4 1

umber of defects of degree III, screw 0 3

It is worth mentioning that on this section in 2017

a continuous change of rails was carried out in the

volume of the average repair of track (PS), however,

in 2018 defects were detected: subsidence,

distortions, widening of track.

For this site, the average number of curves per

kilometre, both in plan and profile, is about 95%,

while for the distance as a whole it does not exceed

40%.

The resulting «spatial» curves are noticed at

«close» contact of transition and vertical curves. Due

to the influence of passing trains «lining» of vertical

and transition curves occurred. And these derogations

were modeled, in the program complex (Universal

Mechanism, www.universalmechanism.com).

3 RESULTS AND DISCUSSION

The purpose of the work: is to prove the possibility

of combining the transition curves in a plan with the

vertical curves in a profile by comparing forces in an

existing section of railways with forces on railways

in the design position (i.e. an area with and without a

«spatial» curve). The following variants were

modelled (Akkerman, 2020; Akkerman, 2020a):

—

railroad track without defects;

—

railroad track with 2 degree derogations at:

—

on the transition curve;

—

on a vertical curve;

—

on the «spatial» curve.

The processing of the simulation results revealed

the maximum, minimum and average total forces

obtained by the formula 1 (Lyapushkin, 2008):

𝐹



𝐹





𝐹





𝐹



,Н (1)

where Fb, Fh, Fp are vertical, transverse, and

longitudinal forces, respectively.

The difference between the total forces on the

existing path section with the resulting «spatial»

curve and without combining the curves is

insignificant (the difference is not more than 4.5%).

The maximum values of the total forces increase by

Figure 1: Graphical representation of total forces between wheel and rail on the existing section of track.

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Figure 2: Graphical representation of total forces of interaction between the wheel and the rail on the investigated section of

railway track according to the project data.

not more than 2.0 % relative to the section of railway

in the design position.

Figures 1 and 2 show graphic images of total

forces in contact with «wheel-rail», obtained as a

result of modeling in the software complex

«Universal mechanism^). The differences in model

results between rolling stock on the existing track

(combined transition and vertical curves) are almost

identical.

The influence of the defect railway on the forces

between the wheel and the rail was investigated. If

there is a defect, the force values do not exceed the

maximum values for the whole driving section.

According to the results of repeated

investigations, the change of forces between the

wheel and the rail on the «pure» transition curve and

on the combined curve are identical at the same

speeds of movement of the crew. Thus, it can be

concluded that the «spatial» curve does not have a

significant influence on the process of interaction of

the system “wheel-rail”.

In the processing of the data maximum values,

the forces generated by the transition curve were

used.

Table 2: Results of the measurement of forces between the

wheel and the rail.

Parameter Value of total forces, kN

Transition curve without

bi i

134.5

Vertical curve without 132.0

Resulting spatial curve 135.0

Figure 3 shows a diagram of maximum forces on

the existing section of the Sverdlovsk railway line

The diagram shows a slight difference in the value

of forces in the investigated sections of the

Figure 3: Force interaction diagram for the existing section of the Sverdlovsk railway

Analysis of the Concept â

ISpatial Curve on the Railwayâ

I with Modelling Elements

149

Sverdlovsk railway. From 130 kN the total forces

reach 132 kN at most in the first study site and from

139 kN to 142 kN in the second study site,

respectively. The percentage of the force variance

shall not exceed 2%.

4 CONCLUSION

In the course of work, it has been established that the

values of maximum forces on the combined and

unconvented sections of the railway do not differ

significantly. When considering vertical forces in

detail, it is determined that forces in contact with the

«wheel-rail» reach their maximum on the transition

curve sections, and the presence of a vertical curve at

that moment does not have a significant influence on

the contact of the «wheel-rail». Such a conclusion

could lead to a revision of the requirements to prohibit

the combination of the transition curves in the plan

with the vertical curves in the profile, which would

lead to a reduction in the amount of excavation work,

the cost of construction, without reducing the level of

safety in the operation of such section of the railway.

REFERENCES

Federal Law of the Russian Federation. 2020. 247-FZ «On

mandatory requirements in the Russian Federation».

The Government of the Russian Federation.

SR 238.1326000.2015. Railway track. The Government of

the Russian Federation.

Han, Y. L., 2014. J. of railway engineering society 31, pp.

37-43.

Turbin, I. V., 2017. Railway Survey and Design, p. 38.

Dzenis, P. S., Reinfeld, V. R., 1968. Spatial design of

highways, p. 111.

Universal Mechanism. Bryansk: Laboratory of

computation mechanism,

https://www.universalmechanism.com/.

Akkerman, G., Akkerman S., Kargapoltsev, D., 2020.

Modeling as a Source of Innovation in Design Railway.

In VIII International Scientific Siberian Transport

Forum, pp. 627-632.

Akkerman, G. L., Akkerman S. G., Kargapoltsev, D. V.,

2020a. Digitalization in the design of railway sections.

J. Railway Track and Facilities. 3, pp. 37-40.

Lyapushkin, N. N., Savos’kin A. N., 2008. The model of

physical processes in the contact spot when the wheel

moves along a sliding rail. Science and technology in

transport. 1. pp. 33-42.

Hodas, S. V., 2014. Design of railway track for speed and

high-speed railways in XXIII R-S-P Seminar,

Theoretical Foundation of Civil Engineering. 23, pp.

256-261.

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