Track Map & Track Specifications - Tramstore21

TramStore21 Report Building sustainable and efficient tram depots for cities in the 21st century

Track Map & Track Specifications

© TramStore21, 2012

Contents Contents ..................................................................................................................... 2 Contacts of TramStore21 Partners ............................................................................. 3 Introduction................................................................................................................. 4 Applications by the partners ....................................................................................... 5 Blackpool Council ................................................................................................... 5 Le Grand Dijon.......................................................................................................10 RET........................................................................................................................14 STIB .......................................................................................................................17 External applications .................................................................................................20 Recommendations.....................................................................................................22

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Contacts of TramStore21 Partners This is a list of resource people responsible for this issue within TramStore21 partnership. The resource people are your experts in this field. They can work within your organisation or at another local authority of your country or can be your consultant.

Name

Organisation

Department or Function

E-mail

Fernand van de Plas STIB

Department of Rolling Stock, Drawing Office

[email protected]. be

Jean-François Colinet

STIB

Department of Tramway, Technical Department – In charge of technical equipment new depot Haren 2 + Marconi

[email protected]

Lode Schildermans

STIB

Direction of Infrastructures – Project Manager

schildermansl@stib. irisnet.be

Daniela Kirsch

Fraunhofer IML

Department of Logistic

Daniela.Kirsch@iml. fraunhofer.de

Henning Schaumann

Fraunhofer IML

Department of Logistic

Henning.Schaumann@ iml.fraunhofer.de

Ludovic Soleil

Keolis

Director Project Tramway

[email protected]

Phil Bowman

Blackpool City Council

M&E Coordinator

Philip.Bowman@ blackpool.gov.uk

REM de Tender

RET

Project Manager

[email protected]

Dick Huybens

RET

Technical Engineering Office Project Manager

[email protected]

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Introduction This issue is about track maps particularly inside the depot. Descriptions of the track system outside the depot are not analysed. Different types of track layouts and track specifications are presented and illustrated in order to provide a guideline for future depot projects.

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Applications by the partners Blackpool Council Description The ‘Loop line’ track and tracks external to the sheds consist of 60R1 grooved rail, embedded into a reinforced concrete track slab, using the CDM modular insulation support system. Turnouts are made using the 60R1 grooved rail design, again encapsulated with the CDM modular system and encased in concrete. The final slab layer is either concrete at rail level coloured with a dark grey pigment incorporating coloured aggregates or asphalt where necessary. Track drainage shall be provided for both the surface of the tramway and for the grooves in the rail, this will be connected into the highway drainage system. Tracks within the stabling building comprise of 56E1 flat-bottom rail embedded into a reinforced concrete track slab, using the CDM modular insulation support system and the same method of construction as the external tracks but with a different rail section.

Key figures Proposed works The track layout to the depot and the associated main line south of works interface point are covered by the design details below and shown on the following drawing:

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Figure 1: Depot track map

The following two graphics show the different sections of the depot, i.e. the stabling area in hot pink and the maintenance hall in hot pink. The first graphic illustrates the locations of the areas in the track map. The second graphic displays a cross section of the depot site.

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Figure 2: Track map

Figure 3: Cross section

Tracks within the maintenance workshop building comprise of 3 track types: • 56E1 flat-bottom rail embedded into a reinforced concrete track slab, using the CDM modular insulation support system • 56E1 flat-bottom rail secured to pit walls using HO Pan base plates, infilled to back edge of rail using suitable infill material • 56E1 flat-bottom rail secured to stub columns with weld on pandrol shoulders, using PR401A pandrol clips. TramStore21 | Track Map & Track Specifications 7

There is also a wheel lathe pit which will have rail section BS113A flat-bottom rail 56E1 (BS EN 13674-1:2003) connected directly to the machine. Number and layout of tracks The layout comprises of an incoming / outgoing loop road with two crossovers, near the connection to the depot, continuing as two tracks through new Starr Gate tram stop and reducing to one track around the loop connecting into a sanding point and tram wash road adjacent to the stabling sidings that are within the depot building. Prior to reaching the tram stop, a turnout connection leads into a ladder of turnouts feeding three maintenance building roads and seven stabling roads; also connecting to the opposite end of the tram wash road to that fed by the loop. The ladder is also served by a head shunt running parallel to the incoming and outgoing loop road. Details of assumptions realised in developing the scheme It was assumed that the track alignment proposed within this scheme was to connect directly to the track alignment of the depot. This assumed the track centres to be 3.1m and that the gradient of main works track will be similar to the gradient and levels of the existing ones. Design criteria and outline The horizontal and vertical design was carried out in accordance with the standards and criteria listed below. The vertical alignments have been designed using Network Rail Design Handbook NR/L2/TRK/2049; therefore a level of contingency is available to suit other disciplines at detailed design (as the boundary figures from design allow sharper vertical alignments than those shown within NR standards). Design standards The track design has been produced with reference to the following standards: • Railway Safety Publication 2 – Guidance on Tramways November 2006 • Network Rail Track Design Handbook – NR/L2/TRK/2049 • Network Rail Track Construction Standards – NR/SP/TRK/102 • Network Rail Track Tolerances (within NR/SP/TRK/102) • HMRI Principles Typical boundary figures for design • standard track gauge 1.435 mm • gauge widening on tight curves up to 1.445 mm TramStore21 | Track Map & Track Specifications 8

• minimum horizontal radius route generally 200 m • minimum horizontal radius turnback loops 20 m • minimum horizontal radius depot 20 m • minimum vertical radius hog 275 m • minimum vertical radius sag 400 m • critical combinations of radii horizontal part Rh 80 m • critical combinations of radii horizontal part Rv 700 m • current maximum gradient 3.9% • length of maximum gradient 600 m • design maximum gradient 6.0% • maximum super-elevation 100 mm • transition curve length minimum 11 m. Clearances to structures Clearances to be set to suit the rolling stock detailed within the Functional Procurement Specification. Track lift and/or realignment Consideration will be made within detailed design with regard to the gradient connecting to the main works and any temporary connection to existing one. Criteria for stressing layout No stressing required within this design. Physical restraints (e.g. limits of deviation, bridges, tunnels, walls, platforms, level crossings) Alignments are constrained by the connection to the main works tracks and site boundaries. All other alignments are to suit track and building construction proposals.

Advantages and disadvantages Unfortunately, there has not been sufficient space at the depot site for an entrance and exit at each end of the depot. This makes tram movements less convenient and constitutes a definite disadvantage.

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Le Grand Dijon Description The Dijon depot is designed to accommodate 50 trams of 32 m and 211 buses, 96 of these are articulated buses with a length of 18 m for storage and maintenance. There are 295 parking spaces for staff vehicles. The depot also houses the headquarters of the operating company.

Key figures In general, the adopted track plan has taken into account the economic constraints, the bus-tram diversity and synergy, the depot functionality and the safety and reuse of existing industrial heritage. The minimum radius of curvature of the track meets the tram driver requirements. The depot has three distinct entries for operating staff vehicles, trams, buses, lorries and vehicles of workshop staff. The flow of vehicles using this access is strictly separated within the depot, it is never intersected. The fact that both the access and the flows are independent ensures a high level of safety in relation to traffic accidents. The pedestrian pathways between car parks and workplace are shortened to a minimum. Tram drivers do not have to cross the tram track including the storage area, which protects them from accidents with moving trams. The bus and tram maintenance workshops are located in the same building but they work independently. The paint workshop and the cleaning area can be accessed from both bus and tram and they are shared by tram and bus. The trains can either go to the service stations and the workshop first and after tat be shunted to travel to the storage hall or they can go directly to the storage hall. They would pass the service station and the workshop and be shunted in the shunting yard directly outside the depot. The workshop and the storage area can only be reached after a shunting operation and the service stations are situated along the way to the storage hall. The shunting tracks connect the storage area with the cleaning hall. A transfer area accessible from the tram network or the storage area allows trains to circulate safely without the least possible interferences. At this position of the network, the manual control switches to automatic control, which ensures that the trams are not colliding. TramStore21 | Track Map & Track Specifications 10

A test track of 320m was specially built to test the equipment the trains are equipped with. The storage hall can be accessed through a single track without crossing tracks within the hall. Due to this cost-effective arrangement, the head signals of the access phase to the storage, test track and transfer area of the workshop can cause a critical situation. In the rare event of one of these shunting tracks having a malfunction (breakage of switch / error of control function) upon entry or exit, the nearest workshop could undertake a makeshift repair in a way that allows the train to continue travelling at very low speed. A more thorough repair would then be carried out later on. In practice, this happens very rarely. In the storage hall, a pedestrian pathway is provided between every 2 rows of trains. This pathway is used for drivers and train cleaning staff. It is wide enough to allow free access to a fire hose reel pipe. An area where the switch control devices can be checked is located just behind the exit of the storage hall. This allows the driver to check the proper function of the onboard switch control device. It eliminates the risk of using a faulty train that may disrupt the smooth flow of the trains operating in the network. Below, a plan of the tram depot shows the track system:

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Figure 4: Depot track system

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Experiences The track system should provide the possibility to build an additional second access road to the storage facility should this become necessary due to further development of the business.

Advantages and disadvantages The separation between tracks and roads is very useful; it allows a smooth flow of vehicles. The layout is adapted to the provided available space. The fact that there is only one available access to the stabling area for the trams might be critical during operation.

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RET Description Beverwaard depot has a covered stabling capacity for 85 trams. A total of 95 trams can be stabled on the premises. The roof parking facility provides space for 511 public parking lots. These parking lots are primarily used when events take place in the city centre. Beverwaard depot is also the main maintenance depot for all tram maintenance activities. Before the trams enter the depot, it has already been determined where they will be parked. It has also been determined whether the trams first need to go through the tram washing before being stabled and which tram washing programme is applicable. This minimises marshalling movements of the trams within Beverwaard depot. The decision has also been made to stable the trams on stabling tracks according to their type. Although this makes the departure process more complex, it will reduce the time required for maintenance and washing operations. For economical reasons, the tracks have been intentionally designed in a sustainable manner, with a tram rail embedded in concrete. The reason for this is that operations would otherwise be hindered by service and maintenance activities carried out on the infrastructure and the catenary system. Traffic flows are segregated from other traffic participants in order to prevent collisions. All trams entering the depot are subjected to a wheel flange inspection and this is recorded by means of a data link. If reprofiling is required, the entry process is adapted accordingly.

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Figure 5: Beverwaard layout

Key figures Some typical values from the numerous instructions are presented below. • Accelerations and tram axle loads The transverse acceleration experienced by the passenger may not exceed 0.96 m/s2. The maximum axle load is 100 KN. • Tram speeds The average speed along the entire line is 25 km/h, based upon a design speed of 70 km/h. The maximum speed at a rail-crossing on a straight track section is 30 km/h. • Horizontal and vertical alignment of tramline The minimal length of horizontal and vertical curves is 15m. Straight track sections should be used as much as possible in order to achieve the required

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average speed of 25 km/h. The minimum horizontal curve radius to be applied is 25m, the maximum speed in this curve is 15km/h. • Canting of tram rails The maximum cant on straight tracks sections embedded in roadways is 20mm. The maximum canting in reserved track sections is 150mm. • Track dimensions The track gauge is 1.435mm. The centre-to-centre distance in a straight line is a minimum of 2.8m (without central masts) and on a combined tram and bus line a minimum of 3.5m with side masts.

Advantages and disadvantage The specifications and products, which are applied in the depot are standardised. The energy supply is independent and a back-up system is available. An automatic depot system is available. The catenary power supply cables are fairly heavy which limits the usage. The usage of a lot of standard products in contrast to a tailor-made solution might lead to high operating costs.

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STIB Description STIB has chosen the “Marconi” site for the construction of its new depot. The plan consists of three parts, a depot (1), a green buffer zone (2) and the “Ukkel” sports area (3).

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1 2

Figure 6: Layout Marconi site

Key figures For Marconi depot, STIB considers the construction of two access areas of which one provides a sufficient supply for 1/3 of the total amount of trams and the other one for an amount of 2/3 of all trams. This decision has been made due to the shape of the terrain, the conditions determined by the authorities, the main conduct of used water and a residential area nearby the depot. TramStore21 | Track Map & Track Specifications 17

Figure 7: Layout Marconi depot with two accesses A and B

Access A will be used by an estimated number of 17 trams per hour in the morning and 20 trams per hour in the evening, access B is expected to handle around 9 trams per hour in the morning and 10 trams per hour in the evening. The stabling area offers space for 75 trams of type T3000 including 10 trams of type T4000. The maintenance area is designed for 15 trams of type T3000 including 4 trams of type T4000. There is a total of 26 tracks calculated which consists of 9

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maintenance, 14 stabling and 3 side tracks. The overall track length is more than 5300m including about 3800m of stabling tracks. The rails, especially outside the depot, are designed to absorb the stress produced by trams. This design helps to minimise vibration and resulting nuisance.

Advantages and disadvantage There are two access roads and two switch areas meaning that there is no dead end in the stabling area. The triangular shape of the terrain made the layout design difficult.

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External applications Track map of tram depot Frankfurt (Oder) - Neuberesinchen (Germany) Trams are able to enter the stabling area without driving backwards. Once the tram cars are in the hall they can leave the depot without turning. The track number 20 (see Figure 8) allows the tram cars to change their position without driving backwards. The stabling area for buses provides the control centre, which monitors and controls all vehicles.

Figure 8: Track map of tram depot Frankfurt (Oder)

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cf. http://tram-ff.de, last visit: 27.02.2012

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Track map of Braunschweiger Verkehrs GmbH-AG (Germany) The depot of German city Braunschweig, built in 2008, includes an area of 70,000 square metres, 32 switches and 4100m of tracks. The following figure shows the track map of the depot.

Figure 9: Track map of depot Braunschweiger Verkehrs GmbH-AG

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Based on: http://www.braunschweiger-verkehrs-ag.de, last visit: 20.04.2009

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Recommendations The track map of a depot is strongly influenced by the construction site chosen for the project. If the property has already been developed before, the existing buildings lead to further planning restrictions. Urban spaces are also often confined and do not allow spacious construction. The main goal of planning and construction work should allow a smooth flow of trams, flexibility concerning unexpected events (breakdown of trams) and reliability. If possible, the stabling hall should provide at least two entries and exits. This helps to ensure operability even if a broken tram blocks one of the tracks. Another useful measure is the implementation of a loop line, which encircles the depot and is accessible at several points. Thereby trams are able to leave and enter the different areas such as stabling or maintenance without the need to pass through of them. When designing the tracks as a circuit, ladder tracks are necessary. But it has to be mentioned that ladder tracks are both expensive and need a lot of space. Therefore the application should be well conceived.

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