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KE Standard Comparison and Intro of BOStrab
Transcript of KE Standard Comparison and Intro of BOStrab
---- A regulation on the construction and operation of light rail transit system
Also will be called as
. As defined by Scot-Rail, kinematic envelope refers to the space that a rail vehicle could potentially occupy as it moves laterally and vertically on its suspension.
of Kinematic Envelope (KE)
Although KE is a safety-critical issue for railway operator,
no international standard
is announced until now.
Every railway company has its
own understanding on KE
Even in MTR,
no certain method
is determined for use. Now the problem we encountered is the KE for Intercity Train in SCL as we want to
achieve minimum clearance
This is a small example for
how KE looks like
. It is usually devided into
and they will be
There are many kinds of KE calculation methods. They differ by places, vehicles, companies. In this presentation, three of them will be discussed. They are
(Mainland Metro Regulation),
(Mainland Railway Standard) and
(International Railway Regulation)
The Rough Comparison between the KE regulations
GB 146 Series
UIC 505 Series
It includes GB146.1-83 and GB146.2-83 two files which clarify the vehicle gauge and construction gauge. It is the mainland standard which KE is one little part in it.
It includes UIC 505-1 to UIC 505-5 totally five files which talk about KE for different vehicles and structure. It is issued by International Union of Railways
It is a specified regulation(not standard) for gauge of metro. This regulation is issued for metro system in mainland as the cars are classified in A,B1 and B2.
Railway System i.e. Heavy Rail
Railway System i.e. Heavy Rail
Metro System i.e. EMU or LRT
Little Parameters needed
Many Parameters needed
Only some scale of carbody and bogie is required. The reason why it need so little parameters is because in this standard, a calculation reference car is established and the maximum rolling stock construction gauge is based on the reference car. So is the KE.
a great amount of parameters is needed for the calculation, especially when looking at the standard, different cars in different conditions will require different parameters. But it seldom consider the random factor, mainly takes the non-random factors into account.
CJJ considers not only the non-random factors like scale springer deformation. It also put a big emphize on those random factors like wind speed, manufacturing errors etc.
Huge Amount of Parameters considered
Resulting from the reference calculation car, the calculation of car gauge is extremely simple. Only some plus and minus on the existing reference car gauge is needed. For KE, it is the same condition.
Because of the detailed classification of vehicles, the calculation is realtively complicated. One formula could be used several time in different service target or condition of cars with minor changes.
The car gauge calculation in CJJ 96 appears very complicated. Except the fact that it quotes many factors, when a random factor parameter is quoted, it will be considered as it is in Gaussian distribution and will be put into rms in the formula of gauge.
Indirect and Unproved
Direct and Clear
Indirect but Clear
The solution of the KE in GB 146 is quite rough. It uses a reference car to calculate the car gauge, it has a standarlized construction gauge, and the KE is just determined by a range between these two profile.
As in the UIC 505, there is a seperate chapter to specify the KE (Kinematic Vehicle Gauge named in the standard) calculation and it is devided into two part i.e the upper part of vehicle and the lower part. 400mm above the rail surface is the dividing line.
In CJJ 96, the KE in not issued in the car gauge chapter, instead, it is specified in the metro equipment gauge part. It is actually a different concept of KE from the one in UIC 505. No safty buffer zone is intriduced between equipment gage and KE.
For GB 146 Series, it could be used for rough plan or calculation for Intercity Train. But for detailed specification or EMU, it will not be applicable.
For UIC 505 Series, it might be the best choice among these three standards or regulation. Detailed and resonable calculation, long history proved as well as accessible parameter and calculation. But regarding to its application area, EMU KE calculation need further proving.
For CJJ 96, as it is specified for metro, EMU should be applicable this time. But several limitaions are still existing. First, no safety buffer zone in considered between KE and equipment gauge. Second, extremely complication calculation should be reviewed and the random factor in rms method could be unreasonable.
is a German abbreviation, it comes from the German word: Verordnung über den Bau und Betrieb der Straßenbahnen, which in English would be
German Federal Regulations on the construction and operation of light rail transit systems
Where will it be applied?
The answer is
This is a German word which could not be verbally translated in English.
tramway, LRT & Metro
What does BOStrab talk about?
totally 8 parts including:
Contraventions, Conclusion Provisions and Transitional Provisions
Briefly speaking, it covers almost all the metro construction and operation related events. Safety, People, Property, Procedure and legislation.
Limitaion of application in MTR
In Germany, there is EBO and BOStrab as railway regulations. EBO covers heavy rail, inter city railway, underground, while BOStrab covers metro, tramway and LRT.
A small example of the BOStrab application
Interesting Features of BOStrab
In German metro system, regarding to the scale of the area, operation and operating could be combined as one department. The German work 'Betrieb' could also be translated as Operation or Operating.
Interesting Features of BOStrab (cont)
In this regulation, operating management and staff are put in the first place after general introduction. From this, we could see how much emphasis Germany put in people developing.