Design Principles High-speed Maglev System. Information (MSB, 2007)

High-speed maglev systems

Maglev Technical Committee

Design principles

Guideway

wave deviation. The beginning and end of the girder of the first or final section, as well as

the support locations, shall be assigned the absolute value “0”.

It is assumed that deviations from “0” which may occur during production at the support lo-

cations are compensated during assembly and precise positioning.

• Determining the progression of the precurvature in the case of multiple span girder systems

(> 2 sections) does not constitute part of this document.

The actual location of the long-wave deviation (see fig. 199) may be determined from the continu-

ous measured values, taking the functions to be assumed as a basis (see above), using Gauss’ law of

errors and the method of least squares, or by means of areal compensation.

The actual progression determined in this way as a function f(x) of the functional level considered,

in conjunction with the superimposed tolerance zone of the short-wave deviation reflects the maxi-

mum possible deviations in terms of the continuous measured values from the actual location of the

long-wave deviation.

The possible progression of the actual position of the long-wave deviation is limited in this regard

by the long-wave deviation tolerance zone (see figs. 201, 202 and 203).

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High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

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Obergrenze der kurzwelligen Abweichung

diskrete Meßwerte zur Ermittlung der

Ist - Lage der langwelligen Abweichung

Ist - Lage der

langwelligen Abweichung

Untergrenze der kurzwelligen Abweichung

x-Achse

Soll - Lage

(als Gerade dargestellt)

LSt/ 2

LSt

Fig. 199:

Correlation between continuous measured values, the actual location of the long-wave deviation and the

associated short-wave deviation limit values

[Key to diagram:

Obergrenze der kurzwelligen Abweichung = upper limit for short-wave deviation

diskrete Meßwerte zur Ermittlung der Ist-Lage der langwelligen Abweichung = continuous measured values

for determining the actual position of the long-wave deviation

Ist-Lage der langwelligen Abweichung = actual position of the long-wave deviation

Untergrenze der kurzwelligen Abweichung = lower limit for short-wave deviation

Soll-Lage (als Gerade dargestellt) = theoretical position (portrayed as a straight line)

x-Achse = x-axis

z-Achse = z-axis]

When determining the long-wave deviation, the projected ∆ z_i of the gusset solution (Chapter 6.6.5)

must be taken into consideration when using the continuous measured values.

Long-wave deviation in the case of simple beams

The diagrams and equations below relating to the long-wave deviation tolerance zone have been

drawn up in relation to the z coordinates by way of example and can be applied, by analogy, to the

y coordinates.

As regards simple beams, long-wave deviation progression as regards the tolerance zone is descri-

bed by the following equation:

384

⎛

2*x

⎞

Equation 18

∆z

=±

max∆z

[mm]

i,Lw

⎜

⎟

120

⎝

⎠

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Guideway - Part III: Geometry

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Design principles

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Obergrenze für die langwellige Abweichung

∆z_i,Lw

max ∆ z_Lw

x-Achse

Untergrenze für die langwellige Abweichung

LSt/ 2

LSt

Fig. 200:

The progression and position of the long-wave deviation tolerance zone in the case of simple beams with-

out precurvature, using the example of the stator level

[Key to diagram:

Obergrenze für die langwellige Abweichung = upper limit for long-wave deviation

Untergrenze für die langwellige Abweichung = lower limit for long-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

Obergrenze für die langwellige Abweichung

max ∆ z_Lw

∆z_i,Lw

Soll-

Vorkrümmung

max. _{Sollvorkrümmung}

Untergrenze für die langwellige Abweichung

x-Achse

LSt^{/ 2}

LSt

Fig. 201:

The progression and position of the long-wave deviation tolerance zone in the case of simple beams with

precurvature, using the example of the stator level

[Key to diagram:

Obergrenze für die langwellige Abweichung = upper limit for long-wave deviation

Soll-Vorkrümmung = design precurvature

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Guideway - Part III: Geometry

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Design principles

Guideway

Long-wave deviation in the case of two-span beams and multiple span girders as

well as gauge change devices

The diagrams and equations below relating to the long-wave deviation tolerance zone have been

drawn up in relation to the z coordinates by way of example and can be applied, by analogy, to the

y coordinates.

As regards two-span beams, long-wave deviation progression as regards the tolerance zone in the

area of the beginning or end of the girder as far as the centre support is described by the following

equation:

185

⎛

3*x

2*x

⎞

Equation 19

∆z

=±

max

∆z

[mm]

i,Lw

⎜

⎟

⎝

⎠

The following equation is used for a simplified determination of the long-wave deviation tolerance

zone in the case of bowed functional levels of simple and two-span beams between the beginning

or end of the girder and the centre support:

i,Soll

Equation 20

∆z

=±

[mm]

i,Lw

max z

Soll

Soll-

Obergrenze für die langwellige Abweichung

Vorkrümmung

max ∆ z_Lw

∆ z _{i, Lw}

max_{Sollvorkrümmung}

x-Achse

Untergrenze für die langwellige Abweichung

0,421* L St 1

0,421* L St 2

St 1

St 2

LSt 1

LSt 2

St 1

St 2

L = L₁+ L₂₁₂

Fig. 202:

The progression and position of the long-wave deviation tolerance zone in the case of two-span beams with

precurvature, using the example of the stator level

[Key to diagram:

Obergrenze für die langwellige Abweichung = upper limit for long-wave deviation

Soll-Vorkrümmung = design precurvature

max. Soll-Vorkrümmung = maximum design precurvature

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High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

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Untergrenze für die langwellige Abweichung = lower limit for long-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

Soll-Lage der SE (= Gradientenverlauf)

Obergrenze für die langwellige Abweichung

max ∆ z _{i, Lw}

∆ z _{i, Lw}

x-Achse

Untergrenze für die langwellige Abweichung

LSt 1

LSt n

St 1

St n

Fig. 203:

The progression and position of the long-wave deviation tolerance zone using the example of the stator

level of a gauge change device without design precurvature

[Key to diagram:

Soll-Lage der SE (= Gradientenverlauf) = theoretical position of the stator level (= progression of the gra-

dient)

Obergrenze für die langwellige Abweichung = upper limit for long-wave deviation

Untergrenze für die langwellige Abweichung = lower limit for long-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

Short-wave deviation

Short-wave deviation superimposes the actual location of the long-wave deviation. It comprises all

tolerances as regards material, production and placement of those elements which determine the

functional levels.

All absolute values at the local measurement points of the functional area, as well as all areas be-

tween the individual measurement points, must lie within its tolerance zone.

Up to the area of the immediate beginning and end of the girder, the tolerance width remains

constant over the length of the support structure (see also figs. 204, 205 and 206).

The design at the beginning and end of the girder is characterised by the gradient-altering criterion

which is permitted there (Chapter 6.6.5).

The diagrams below relating to short-wave deviation have been drawn up in relation to the z coor-

dinates by way of example and can be applied, by analogy, to the y coordinates.

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Guideway - Part III: Geometry

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Design principles

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Obergrenze der kurzwelligen Abweichung

∆z_i,Kw

Ist - Lage der

langwelligen Abweichung

Untergrenze der kurzwelligen Abweichung

x-Achse

LSt/ 2

LSt

Fig. 204:

Tolerance zone progression of the short-wave deviation in the case of simple beams with precurvature,

using the example of the stator level

[Key to diagram:

Obergrenze der kurzwelligen Abweichung = upper limit for short-wave deviation

Ist-Lage der langwelligen Abweichung = actual position of the long-wave deviation

Untergrenze der kurzwelligen Abweichung = lower limit for short-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

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High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

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Obergrenze der kurzwelligen Abweichung

∆z_{i, Kw}

Ist - Lage der

langwelligen Abweichung

x-Achse

Untergrenze der kurzwelligen Abweichung

0,421*LSt1

St1

LSt1

LSt2

St1

St2

Fig. 205:

Tolerance zone progression of the short-wave deviation in the case of two-span beams with design precur-

vature and reference to the actual location of the long-wave deviation, using the example of the stator level

[Key to diagram:

Obergrenze der kurzwelligen Abweichung = upper limit for short-wave deviation

Ist-Lage der langwelligen Abweichung = actual position of the long-wave deviation

Untergrenze der kurzwelligen Abweichung = lower limit for short-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

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High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

Guideway

Ist - Lage der langwelligen

Abweichung

Soll-Lage der SE (= Gradientenverlauf)

Obergrenze der kurzwelligen Abweichung

∆ z _{i, Kw}

x-Achse

Untergrenze der kurzwelligen Abweichung

LSt 1

LSt n

St 1

St n

Fig. 206:

Tolerance zone progression of the short-wave deviation of a gauge change device with reference to the

actual location of the long-wave deviation, using the example of the stator level

[Key to diagram:

Ist-Lage der langwelligen Abweichung = actual position of the long-wave deviation

Soll-Lage der SE (= Gradientenverlauf) = theoretical position of the stator level (= progression of the gra-

dient)

Obergrenze der kurzwelligen Abweichung = upper limit for short-wave deviation

Untergrenze der kurzwelligen Abweichung = lower limit for short-wave deviation

x-Achse = x-axis

z-Achse = z-axis]

Gradient-altering criterion

The angle deviation in mm, determined at the measurement points defined under point 6.1 of two

adjacent 1 m long part elements of a functional level moving lengthwise along the guideway (x a-

xis), constitutes the gradient-altering criterion.

When assessing the gradient-altering criterion, the following approach shall be assumed:

When examining tolerances, a gradient-altering criterion which is to be found in the girder

may be regarded as constant depending on operation and temperature.

However, the gradient-altering criterion at the girder transition has the following properties:

• a fixed girder production portion which is determined by the portion from the design pre-

curvature and the tolerance range definition of the short-wave deviation at the beginning or

end of the girder,

• additionally, a variable portion which is dependent on the deformation of the girder under

the effects of load and temperature at the place of installation during the period of operati-

on.

This means that, depending on the deformation characteristics of the girder, the tolerance zones

for short-wave deviation at the beginning or end of the girder shall be stipulated in observance of

the system-related contractual limit values (refer to the Principles concerning the overall system

design of high-speed maglev systems).

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High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

Guideway

As a rule, the permitted gradient-altering criterion at the beginning and end of the girder should

not exceed half the permitted value in the support structure, relative to the theoretical position (ta-

king account of the design precurvature).

Criteria concerned with altering the incline are determined in accordance with equation 21, see fig.

207.

The equation is presented using the z coordinates as an example

⎡⎛

-z

⎞

⎛

−z

⎞⎤

i i-1

i i+1

Equation 21

NGK

⎢⎜

⎟

⎜

⎟⎥

⎣⎝

⎠

⎝

⎠⎦

Verlauf der GE-Oberfläche

Messpunkt i

NGK_{i, GLE}

Messpunkt i-1

Messpunkt i+1

Zi + 1

Zi - 1

i + 1

x-Achse

z-Achse

Fig. 207:

Depiction of the gradient-altering criterion using the example of the slider level

[Key to diagram:

Verlauf der GE-Oberfläche = progression of the slider level surface

Messpunkt = measuring point

x-Achse = x-axis

z-Achse = z-axis]

Gusset solution

To adapt the short-wave deviation tolerance zone at the beginning and end of the girder with the

aim of observing the gradient-altering criterion of the functional level (according to the Principles

concerning the overall system design of high-speed maglev systems) under all operating conditions

(the maximum actual temperature differential between the top and bottom booms of the girder; gir-

der geometry with loaded and unloaded girders), the position of the functional level at the begin-

ning and end of the girder can be optimised using the gusset solution. The x axis measurement

points constitute the reference point (see fig. 185).

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Guideway - Part III: Geometry

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Design principles

Guideway

The gusset solution is currently only applied at the stator level, depending on the rigidity of the

girder in the z direction.

The procedure, in principle, for stipulating the theoretical position is evident from fig. 208.

Verlauf der Soll-Vorkrümmung

System-Achse am Trägerstoß

unter Berücksichtigung der Zwickellösung

∆ Z _{i -1,Zw}

∆ Z _i+1,Zw

max ∆ Z _i,Zw

x-Achse

Verlauf der Soll-Vorkrümmung

Fig. 208:

Gusset solution design in the stator level

[Key to diagram:

System-Achse am Trägerstoß = system axis at the girder joint

Verlauf der Soll-Vorkrümmung unter Berücksichtigung der Zwickellösung = progression of the design precur-

vature, taking into account the gusset solution

Verlauf der Soll-Vorkrümmung = progression of the design precurvature

x-Achse = x-axis

z-Achse = z-axis]

Verlauf der Soll-Vorkrümmung

Verlauf der kurzwelligen Abweichung

am Trägerstoß

unter Berücksichtigung der Zwickellösung

∆Z_i,Kw

x-Achse

Z-Achse entspr. System-Achse am Trägerstoß

Fig. 209:

Short-wave deviation progression of the stator level at the girder transition when applying the gusset solu-

tion

[Key to diagram:

Verlauf der Soll-Vorkrümmung am Trägerstoß, unter Berücksichtigung der Zwickellösung = progression of

the design precurvature along the girder joint, taking into account the gusset solution

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Guideway - Part III: Geometry

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Design principles

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Verlauf der kurzwelligen Abweichung am Trägerstoß, unter Berücksichtigung der Zwickellösung = progressi-

on of the short-wave deviation along the girder joint, taking into account the gusset solution

Z-Achse entspr. System-Achse am Trägerstoß = z-axis corresponding to the system axis at the girder joint

x-Achse = x-axis

z-Achse = z-axis]

Giving consideration to the gusset solution at the time the girder is manufactured leads to a displa-

cement of the short-wave deviation tolerance zone in the girder start and end area, see fig. 209.

Displacement

The difference between the absolute values of two adjacent functional level elements at the immedi-

ate transition is designated as displacement, see figs. 210 and 211.

NGK/2

x - Achse

Fig. 210:

Presentation of negative displacement at the lateral guide rail level with superimposed gradient-altering

criterion

[Key to diagram:

Versatz = displacement

NGK = gradient-altering criterion

x-Achse = x-axis

y-Achse = y-axis]

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Guideway - Part III: Geometry

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NGK/2

x - Achse

Fig. 211:

Presentation of positive displacement at the lateral guide rail level with superimposed gradient-altering

criterion

[Key to diagram:

Versatz = displacement

NGK = gradient-altering criterion

x-Achse = x-axis

y-Achse = y-axis]

Tilting

Functional level torsion at the measurement point (fig. 185) around the functional level longitudi-

nal axis (x axis) is described as tilting.

Lateral incline tolerance

If a functional level or geometric parameter, such as the lateral incline of the guideway, is made up

of two or more part areas (e.g. right and left stator levels), the lateral incline tolerance reflects the

deviation in the mean actual locations (e.g. z_i,Ist) of the respective part areas at the same reference

point x_i, from the theoretical position.

The lateral incline tolerance is only defined within the girder and comprises the actual progressions

of the short-wave deviation tolerance range of the functional levels in question.

Superimposition of tolerances and positional deviations

The positional deviations and tolerances listed in the preceding chapters are defined in relation to

the measurement point each time. Consequently, displacement which is considered, for instance,

over the entire extension of the functional level in the y direction, is the sum of the displacement

portions and the associated tilting portion (see fig. 212).

Gradient-altering criteria values only reflect the actual angle deviation of adjacent functional le-

vels, excluding any additional displacements which may be present (see figs. 210 and 211).

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Guideway - Part III: Geometry

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Design principles

Guideway

Verkippung „ ∆ α“

max. Versatz „ ∆ z “

bezogen auf den

über die Breite der

Meßpunkt

Funktionsebene

y - Achse

Versatz „ ∆ z “

bezogen auf den

Meßpunkte

Funktionsebene

Meßpunkt (Kap. 5.1)

Fig. 212:

Superimposition of displacement and tilting along the same adjacent functional levels (e.g. in the case of

stator plates in the stator level)

[Key to diagram:

Verkippung “Uα” bezogen auf den Meßpunkt = tilting “Uα” relative to the measuring point

max. Versatz “U z” über die Breite der Funktionsebene = maximum displacement “U z” over the width of the

functional level

Versatz “U z” bezogen auf den Meßpunkt = displacement “U z” relative to the measuring point

Funktionsebene = functional level

Meßpunkt (Kap. 5.1) = measuring point (chapter 5.1)

y-Achse = y-axis

z-Achse = z-axis]

The mutual influence exerted by the individual positional deviations and tolerances is presented in

summary form in the following chapters in relation to the functional levels each time.

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Guideway - Part III: Geometry

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Design principles

Guideway

Permitted tolerance and positional deviations

Stator level tolerances and positional deviations

The mutual influence exerted by the individual stator level tolerances and positional deviations in

the z coordinates is presented in the following overview (fig. 213).

The x and y coordinate correlations were not presented given their secondary importance.

Lage der SE im MKS

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS

montierten FW-Träger

Z-Koordinaten der SE im Trägerkoordinatensystem (bei der Fertigung)

Abweichung der rechten zur linken SE eines

Trägers in Z-Richtung

zulässige Verkippung der Statorpakete

um ihre X-Achse

kurzwellige Abweichung

langwellige Abweichung

Soll-Vorkrümmung in Z-Richtung

Querneigungstoleranz

Neigungsänderungskriterium benachbarter

zu berücksichtigendes ∆T

Statorpakete

to/tu

zulässiger Versatz benachbarter Statorpakete

zulässige Durchbiegung

in Z-Richtung

Zwickellösung am Trägeranfang und -ende

Fig. 213:

Stator level tolerances and positional deviations and their mutual dependence

[Key to diagram:

Lage der SE im MKS = position of the stator level in the maglev train coordinate system

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits montierten FW-Träger = assembly

tolerance of the guideway girder in the case of alignment with a guideway girder which has already been

installed

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS = assembly tolerance of the guideway girder,

free alignment in the maglev train coordinate system

Z-Koordinaten der SE im Trägerkoordinatensystem (bei der Fertigung) = z-coordinates of the stator level in

the girder coordinate system (during production)

Abweichung der rechten zur linken SE eines Trägers in Z-Richtung = deviation between the right and left

stator levels of a girder in the z direction

zulässige Verkippung der Statorpakete um ihre X-Achse = permitted tilting of the stator plates about its x-

axis

Querneigungstoleranz = permitted variation in the lateral incline

kurzwellige Abweichung = short-wave deviation

langwellige Abweichung = long-wave deviation

Soll-Vorkrümmung in Z-Richtung = design precurvature in the z direction

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Guideway - Part III: Geometry

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Neigungsänderungskriterium benachbarter Statorpakete = gradient-altering criterion of adjacent stator plates

zu berücksichtigendes U T to/tu = U T to/tu to be considered

zulässiger Versatz benachbarter Statorpakete in Z-Richtung = permitted displacement in adjacent stator

plates in the z direction

zulässige Durchbiegung = permitted bending

Zwickellösung am Trägeranfang und -ende = spandrel solution at the beginning and end of the girder]

Permitted positional deviation of the stator plates in the x direction

The theoretical position of the individual stator plates in the support structure and, consequently,

their positioning in the x direction, are stipulated in relation to the project, taking into consideration

the Principles concerning the overall system design of high-speed maglev systems.

Moreover, at the support structure crossovers, the envisaged position of the motor winding cable

must be observed.

The manufacturing tolerances for incorporating the stator plates shall be selected in such a way that

when observing the stipulations set out in the Guideway design principles for high-speed maglev

systems - Part II: Dimensioning (guideway load and deformation), adjacent stator plates in the x

direction shall remain free from contact. In the girder section, the mechanical gaps at the sides of

the stator plates should be 0.5 to 2 mm.

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Guideway - Part III: Geometry

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Design principles

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Permitted positional deviation of the centre axis of the longitudinal stator in the y

direction

The permitted positional deviation of the centre axis of the longitudinal stator (see fig. 185) in the y

direction in relation to the theoretical position is uniformly

∆

±2 mm

max

Stator level tolerances in the z direction

Design precurvature

The theoretical progression between the support axes of simple and two-span beams can be deter-

mined in accordance with equations 16 or 17. Similar equations concerning deflection shall be used

for multiple span elements. The deflection which is characteristic of the respective girder under a

vehicle load shall be calculated as z_max.

The permitted deflection is determined in accordance with the Guideway design principles for high-

speed maglev systems - Part II: Dimensioning.

When calculating the design precurvature, consideration must be given to the deformation in the

girder as a result of the difference in temperature within the girder cross-section ∆T_Be according to

the Guideway design principles for high-speed maglev systems - Part II: Dimensioning.

Long-wave deviation in the stator level

The long-wave deviation tolerance zone progression relative to the progression of the design pre-

curvature is described as follows depending on the design of the girder:

Simple beams

⇒ equations 18 or 20

Trägeranfang

Trägerende

∆z i,Lw

Two-span beams

≤x

⇒ equations 19 or 20

Trägeranfang

∆zi,Lw

≤x

⇒ equations 19 or 20

Trägerende

∆zi,Lw

When using equations 18 and 19 to determine the upper and lower limits

max∆z

=1mm

shall be used.

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Guideway - Part III: Geometry

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Multiple span girders (gauge change devices)

≤x

Trägeranfang

∆zi,Lw⇒ follows the mathematical description of the elastic

line *

≤x

∆zi,Lw⇒ follows the mathematical description of the elastic

line *

≤x

Trägerende

∆zi,Lw⇒ follows the mathematical description of the elastic

line *

* see Chapter 6.6.2;

max∆z

= 1mm i = number of sections

i,Lw

Short-wave deviation in relation to the actual location of the stator level (long-wave devia-

tion), tolerances at the girder joint

The short-wave deviation tolerance zone progression relative to the progression of the actual long-

wave deviation is described by the following basic data in a standard manner for the simple beam

and multiple span girder:

;

∆z=0

Trägeranfang

Trägerende

;

, n = 1, 2..* ∆

≤±1mm

Trägeranfang

0+n*1032

L-n*1032

Trägerende

∆z = ±1mm

+n*1032

L-n*1032

* n shall be stipulated in observance of the maximum permitted gradient-altering criterion

Gradient-altering criterion within the short-wave deviation

Within the short-wave deviation tolerance zone, to protect the proximity relation, a gradient-altering

criterion of

NGK

≤ 1,5mm

must be observed in the stator level.

For determining the tolerance zone progression of the stator level at the beginning and end of the

girder (girder transition), consideration must be given to the system-related limit values set out in

the Principles concerning the overall system design of high-speed maglev systems and the permit-

ted limit values from the Guideway design principles for high-speed maglev systems - Part II: Di-

mensioning.

Relative to the theoretical progression of the functional level, a gradient-altering criterion of

NGK

≤ 0,75mm

SE,Anfang;Ende

shall be specified as a starting point.

As regards the gradient-altering criterion to be defined at these points for inspection and acceptance

measurements, the measurement conditions and references must be specified unconditionally.

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Design principles

Guideway

Permitted stator level displacements / tilting

The following tolerances relate to the measurement points according to fig. 185. In the x direction,

the first and last full-depth tooth of the adjacent stator plates are used as the measurement point

each time (see Chapter 6.1).

The tolerances are the same for all guideway designs.

• Displacements:

within the girder

∆z

0,4mm

max

at the girder joint

∆z

0,6mm

max

Displacement at the girder joint in this regard is purely an assembly tolerance which is only

adjusted following precise positioning of the girder.

The maximum permitted displacement of the stator level in the event of the failure of the

primary fixing device must be stipulated in relation to the specific project.

• tilting (relative to the measurement point in the centre axis of the longitudinal stator):

∆α

=±

arctan

(

0,2mm / 92,5mm

)

max

Stator level lateral incline tolerance

The lateral incline tolerance is only defined for simple and two-span beams.

;

∆α = 0° shall be set for calculation purposes

Trägeranfang

Trägerende

∆α

=±

arctan

(

2mm/1110mm

)

Trägeranfang

Trägerende

max

* only permitted on condition that the tolerances are observed for each individual stator level to be

considered.

Lateral guide rail level tolerances and positional deviations

The position of the two lateral guide levels is decisive as regards the horizontal alignment (guide-

way guidance) of the maglev train. Both levels are joined via the guideway gauge. The theoretical

position in the girder production coordinate system is determined by the position of the guideway’s

centre axis.

The mutual influence exerted by the individual tolerances and positional deviations in the y coordi-

nates is presented in the following overview (fig. 214).

The x and z coordinate correlations were not presented given their secondary importance.

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Design principles

Guideway

Lage der SFE im MKS

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS

montierten FW-Träger

Abrückung

Y-Koordinaten der SFE im Trägerkoordinatensystem (bei der Fertigung)

Abweichung der rechten zur linken SFE eines

Trägers in Y-Richtung

Spurweitentoleranz

Spurweitentoleranz am

zulässige Verkippung der SFE um ihre

Trägeranfang und Ende

kurzwellige Abweichung

langwellige Abweichung

X-Achse

Neigungsänderungskriterium am Anfang und

Ende der SFE

Neigungsänderungskriterium benachbarter

Seitenführschienenelemente

zulässiger Versatz benachbarter

Seitenführschienenelemente in Y-Richtung

Fig. 214:

Lateral guide level tolerances and positional deviations and their mutual dependence

[Key to diagram:

Lage der SFE im MKS = position of the lateral guide rail level in the maglev train coordinate system

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits montierten FW-Träger = assembly

tolerance of the guideway girder in the case of alignment with a guideway girder which has already been

installed

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS = assembly tolerance of the guideway girder,

free alignment in the maglev train coordinate system

Abrückung = retraction

Y-Koordinaten der SFE im Trägerkoordinatensystem (bei der Fertigung) = Y coordinates of the lateral guide

rail level in the girder coordinate system (during production)

Abweichung der rechten zur linken SFE eines Trägers in Y-Richtung = deviation between the right and left

lateral guide rail levels of a girder in the Y direction

Spurweitentoleranz = guideway gauge tolerance

Spurweitentoleranz am Trägeranfang und Ende = guideway gauge tolerance at the beginning and end of the

girder

zulässige Verkippung der SFE um ihre X-Achse = permitted tilting of the lateral guide rail level about its x-

axis

kurzwellige Abweichung = short-wave deviation

langwellige Abweichung = long-wave deviation

Neigungsänderungskriterium am Anfang und Ende der SFE = gradient-altering criterion at the beginning and

end of the lateral guide rail level

Neigungsänderungskriterium benachbarter Seitenführschienenelemente = gradient-altering criterion of adja-

cent lateral guide rail elements

zulässiger Versatz benachbarter Seitenführschienenelemente in Y-Richtung = permitted displacement in

adjacent lateral guide rail elements in the Y direction]

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Guideway - Part III: Geometry

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Design principles

Guideway

Lateral guide rail level tolerances in the x direction

To determine the minimum gap at the support structure crossover, i.e. the gap to the system axis,

the heat expansion of the guideway elements under the Guideway design principles for high-speed

maglev systems - Part II: Dimensioning, the arrangement of the fixed and movable bearings and the

permitted substructure deformation as per the Principles concerning the overall system design of

high-speed maglev systems must be taken into consideration. The following standard values are

specified:

The gap between the start or end of the element and the system axes are as follows:

Support structure (12 m ≤ system length ≤ 25 m)

∆x

= 20mm

A,E

Guideway plates (system length ≤ 6 m)

∆x

=10mm

A,E

Intermediate parameters shall be explained in accordance with the introductory remarks.

For all support structure crossovers, the aim shall be to have girder joints of equal size at a defined

reference temperature.

In the case of interruptions to the lateral guide rail level in the support structure which are the result

of its design (e.g. with a modular design), the positional stability and form deviation of the lateral

guide rail level attachment must be taken into consideration when determining the theoretical gap

widths.

In the case of deflections, the required minimum gap between the lateral guide rail level elements is

determined in accordance with equation 22, taking into account the deformations in the bending

position.

∆x≥L

−L

(

−S/2

)

[mm]

Equation 22

A collision between like, adjacent functional level elements must be avoided.

The joints in the lateral guide rail level shall be designed in accordance with fig. 215.

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Design principles

Guideway

22 mm

Spalt ∆X

x - Achse

Fig. 215:

Surface design of the lateral guide rail level at the girder joint or in the event of interruptions

[Key to diagram:

Spalt = opening

x-Achse = x-axis

y-Achse = y-axis]

Positional deviation of the lateral guide rail level in the y direction

Theoretical position

The theoretical position of the two lateral guide rail levels is specified by the routing. Long-wave

deviation tolerance zone progression relates to these theoretical positions. The following data per-

taining to long- and short-wave deviation relates to every individual lateral guide rail level. The

compulsorily existing dependency of the actual positions of the two long-wave deviations is not

taken into consideration with a view to observing the guideway gauge tolerance.

Possible deformation as a result of the vehicle load impact and temperature differences in the

guideway are disregarded when determining the theoretical position of the lateral guide rail level.

Long-wave deviation in the lateral guide rail level

Long-wave deviation tolerance zone progression is described as follows depending on the design

of the girder:

Simple beams

∆

as per equation 18 *

Trägeranfang

Trägerende

i,Lw

* L

≤12384

max∆y

=1,0

[mm]

>12384

max∆y

L * 2,0/24768

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Design principles

Guideway

Two-span beams

≤x

≤L

∆

as per equation 19 *

Trägeranfang

i,Lw

≤x

∆

as per equation

Trägerende

i,Lw

19 **

* L

≤12384

max∆y

=1,0

[mm]

>12384

max∆y

* 2,0 / 24768

** L

≤12384

max∆y

1,0

[mm]

>12384

max∆y

* 2,0 / 24768

Multiple span girders (gauge change devices)

≤x

≤L

∆

⇒ follows the mathematical description of the elastic

Trägeranfang

i,Lw

line *

∆

⇒ follows the mathematical description of the elastic

n 1

i,Lw

line *

≤x

∆

⇒ follows the mathematical description of the elastic

Trägerende

i,Lw

line *

* L

≤12384

max∆y

1,0

[mm]

>12384

max∆y

* 2,0 / 24768

i = 1,...n

see Chapter 6.6.2;

Short-wave deviation in relation to the actual location of the lateral guide rail level (long-

wave deviation), tolerances at the girder joint

Short-wave deviation tolerance zone progression relative to the actual progression of the long-

wave deviation is described by the following basic data in a standard manner for the simple beam

and multiple span girder:

;

∆y=0

Trägeranfang

Trägerende

;

Trägeranfang

x0+n*1032

n =1,2...*

∆y

≤±2mm

L-n*1032

Trägerende

∆y=±2mm

0+n*1032

L−n*1032

* n shall be stipulated in observance of the maximum permitted gradient-altering criterion

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Design principles

Guideway

Within the short-wave deviation tolerance zone, the following proximity relation must be observed

in the lateral guide rail level:

NGK

≤ 2,0mm

SFE

For determining the tolerance zone progression of the lateral guide rail level at the beginning and

end of the girder (girder transition), a gradient-altering criterion, relative to the theoretical position,

NGK

≤ 1,0mm

SFE,Anfang;Ende

shall be calculated.

The permitted limit values set out in the Guideway design principles for high-speed maglev systems

- Part II: Dimensioning, must be observed in this regard.

As regards the gradient-altering criterion to be defined at these points for inspection and acceptance

measurements, the measurement conditions must be specified.

Permitted lateral guide rail level displacements / tilting

The following tolerances relate to the measurement points according to fig. 185 and the stipulations

concerning the choice of the pertinent x coordinates.

The tolerances listed below are the same for all types of guideway.

Displacements:

within the girder

∆y

= 0,6mm *

max

* the assumed segment length in this regard is 6 m,

With different lengths, the value shall be taken from the diagram below:

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Design principles

Guideway

Segmentlänge [m]

Fig. 216:

Permitted displacements in the lateral guide rail level within a support structure depending on the segment

lengths of the lateral guides

[Key to diagram:

zulässiger Versatz am Segmentstoß = permitted displacement at the segment joint

Segmentlänge = segment length]

at the girder joint

∆y

= 1,0mm

max

Displacement at the girder joint is adjusted following precise positioning of the girder and

presupposes a guideway gauge tolerance of ± 1mm (see point 6.7.2.3).

tilting (relative to the measurement point):

within the girder

∆α

=±arctan(1,0mm/155mm)

SFE

max

inside, at lateral guide rail level joints

∆α

= ±arctan(0,7mm/155mm)

SFE

max

at the girder joint

∆α

= ±arctan(0,5mm/155mm)

SFE

max

Permitted guideway gauge tolerance

Changes in the guideway gauge as a result of a uniform change in the girder temperature in relation

to the reference temperature (“temperature at the time of installation”) must be considered over and

above the permitted tolerance.

The guideway gauge tolerance for all types of guideway is as follows:

within the support structure

∆S=±2mm

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Design principles

Guideway

Slider level tolerances and positional deviations

The slider level becomes the functional area when a maglev train sets off.

In terms of considerations regarding tolerance and positional deviation, its relationship with the

actual progression of the stator level is given by means of the hover clearance. In other words, the

actual long-wave deviation in the stator level shall be taken into consideration when determining the

theoretical progression of the slider level (see fig. 219).

If a slider level reference to the theoretical position of the stator level is necessary for production-

related reasons, when stipulating the slider level tolerance zone, inter alia, the two extremes in terms

of long-wave stator level deviation must be taken into account.

The tolerance in terms of the hover clearance and data concerning the gradient-altering criterion

limit values for the slider level must also be observed.

The mutual influence exerted by the individual tolerances and positional deviations in the z coordi-

nates is presented in the following overview (fig. 217).

The x and y coordinate correlations were not presented given their secondary importance.

Lage der GE im MKS

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS

montierten FW-Träger

Z-Koordinaten der GLE im Trägerkoordinatensystem (bei der Fertigung)

Abweichung der rechten zur linken GE eines

kurzwellige Abweichung GE

Trägers in Z-Richtung (Querneigungstoleranz)

zulässige Verkippung der GE um ihre

langwellige Abweichung der SE + Zangenmaß

X-Achse

Neigungsänderungskriterium innerhalb der

Ausbildung der GE am Trägeranfang

und -ende

Fig. 217:

Slider level tolerances and positional deviations in the z direction and their mutual dependence

[Key to diagram:

Lage der GE im MKS = position of the slider level in the maglev train coordinate system

Montagetoleranz des FW-Trägers bei der Ausrichtung zu einem bereits montierten FW-Träger = assembly

tolerance of the guideway girder in the case of alignment with a guideway girder which has already been

installed

Montagetoleranz des FW-Trägers, freies Ausrichten im MKS = assembly tolerance of the guideway girder,

free alignment in the maglev train coordinate system

Z-Koordinaten der GLE im Trägerkoordinatensystem (bei der Fertigung) = z-coordinates of the slider level in

the girder coordinate system (during production)

Abweichung der rechten zur linken GE eines Trägers in Z-Richtung (Querneigungstoleranz) = deviation bet-

ween the right and left slider levels of a girder in the z direction (lateral incline tolerance)

kurzwellige Abweichung GE = short-wave deviation in the slider level

zulässige Verkippung der GE um ihre X-Achse = permitted tilting of the slider level about its x-axis

langwellige Abweichung der SE + Zangenmaß = long-wave deviation in the stator level + the hover clearan-

Neigungsänderungskriterium innerhalb der GE = gradient-altering criterion within the slider level

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Design principles

Guideway

Permitted slider level tolerances in the x direction

Permitted gap in the x direction within the sliding rail

The maximum permitted gap widths depending on their position in the guideway are defined in the

Principles concerning the overall system design of high-speed maglev systems.

In the case of a one-piece slider level design over the entire length of the support structure, its heat

expansion as set out in the Guideway design principles for high-speed maglev systems - Part II:

Dimensioning, must be taken into consideration relative to the system axes at the beginning and end

of the girder.

To determine the minimum gap, i.e. the distance from the beginning and end of the girder to the

system axis, in the case of support structures, the arrangement of the fixed and movable bearings, as

well as the permitted support deformation as per the Principles concerning the overall system design

of high-speed maglev systems, must be taken into consideration.

The following standard values are specified:

The gap between the start or end of the girder and the system axes:

Support structure (12 m ≤ system length ≤ 25 m)

∆x

= 20mm

A,E

Guideway plates (system length ≤ 6 m)

∆x

=10mm

A,E

The aim will be to achieve uniform girder joints at the reference temperature.

In the case of interruptions to the slider level which are the result of its design (e.g. with a modular

design), the positional stability and form deviation of the slider level elements must be taken into

consideration when determining the theoretical gap widths in the support structure.

In the case of points, the minimum gap which is required within the point between the slider level

elements is determined in accordance with equation 22.

The number of gaps in the slider level is to be kept to a minimum (6.7.3.3.4).

A collision between like, adjacent functional level elements must be avoided.

The joints in the slider level shall be designed in accordance with fig. 218.

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Design principles

Guideway

22 mm

Spalt

∆X

x - Achse

Fig. 218:

Surface design of the slider level at the girder joint or in the event of interruptions

[Key to diagram:

Spalt = opening

x-Achse = x-axis

z-Achse = z-axis]

Permitted slider level tolerances in the Y direction

Relative to the centre axis of the longitudinal stator, the following uniform tolerance applies to all

types of guideway from the beginning of the support structure to the end:

∆y = ±16mm

Permitted slider level tolerances in the z direction

Theoretical position

The theoretical position of the slider level is stipulated in relation to the stator level by means of the

hover clearance (-398 mm to the actual position of the stator level base).

As a basis for the actual position in this regard, the long-wave deviation progression, which is de-

termined using the continuous stator level measured values, is used (see fig. 219).

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Design principles

Guideway

Obergrenze der kurzwelligen Abweichung

∆z_i,Kw

projizierte Ist - Lage der

langwelligen Abweichung der SE

Untergrenze der kurzwelligen Abweichung

Zangenmaß 398 mm

Ist - Lage der

langwelligen Abweichung der SE

x-Achse

LSt^{/ 2}

LSt

Fig. 219:

The progression and position of the slider level’s short-wave deviation using the example of a simple beam

with precurvature

[Key to diagram:

Obergrenze der kurzwelligen Abweichung = upper limit for short-wave deviation

projizierte Ist-Lage der langwelligen Abweichung der SE = projected actual position of the long-wave deviati-

on in the stator level

Untergrenze der kurzwelligen Abweichung = lower limit for the short-wave deviation

Zangenmaß = hover clearance

Ist-Lage der langwelligen Abweichung der SE = actual position of the long-wave deviation in the stator level

x-Achse = x-axis

z-Achse = z-axis]

The tolerances given below are valid for each slider level (right and left sides). A direct dependence

on one another of the theoretical positions of the two slider levels is not envisaged.

Long-wave deviation in the slider level

The slider level tolerance range is determined by the actual long-wave progression of the stator le-

vel. For this purpose, the latter is displaced by the hover clearance.

A separate examination is dispensed with (see fig. 219).

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Design principles

Guideway

Short-wave deviation in the slider level

The actual long-wave progression of the stator level is shifted upwards by the amount of the hover

clearance.

The upper and lower limit range is superimposed on this, which is described in a uniform manner

for all guideway types by the following basic data:

;

∆z

=±0,4mm

;

n =1,2...*

- 3mm ≤ ∆ z

≤+5mm

0+n

L-n

- 3mm = ∆ z

=+5mm

(

L-n

)

* n shall be stipulated in observance of the maximum permitted gradient-altering criterion

At each point, the criterion concerned with the gradient-altering criterion must also be observed (see 6.7.3.4).

Within the short-wave deviation tolerance zone, the following proximity relation must be observed

in the slider level:

NGK

≤

3,0mm

For determining the tolerance range progression of the slider level at the beginning and end of the

girder (girder transition), a gradient-altering criterion, relative to the theoretical position of the sta-

tor level, of

NGK

≤1,5mm

GE,Anfang;Ende

shall be applied.

The permitted limit values set out in the Guideway design principles for high-speed maglev sys-

tems - Part II: Dimensioning, must be observed in this regard.

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Design principles

Guideway

Permitted slider level displacements / tilting

The following tolerances relate to the measurement points according to fig. 185 and the stipulations

concerning the choice of the pertinent x coordinates.

The tolerances listed below are the same for all types of guideway.

• Displacements:

within the girder

∆z

= 0,2mm *

max

* Depending on the frequency with which they occur, tolerances may be exceeded in conti-

guous guideway sections under the conditions presented in fig. 220:

Anzahl aller GE-Unterbrechungen in den Fahrwegträgern

0,1

0,2

0,3

0,4

0,5

0,6

Fig. 220:

Permitted displacements in the slider level within the support structure depending on their extent and the

frequency with which they occur

[Key to diagram:

Anzahl aller GE-Unterbrechungen in den Fahrwegträgern = number of all the slider level interruptions in the

support structures

Versatz zu gleichen benachbarten GE-Elemente = displacement in relation to similar adjacent slider level

elements]

at the girder joint

∆z

= 0,6mm

max

The displacement at the girder joint comprises the tolerance width of the short-wave deviati-

on for the slider level at the girder joint, the portion of tolerance relating to the hover clea-

rance (Chapter 6.7.3.4) and the assembly tolerance.

• tilting (relative to the measurement point in the centre axis of the longitudinal stator):

∆α

=±arctan

(

0,5mm / 75mm

)

max

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Design principles

Guideway

Hover clearance

The permitted hover clearance is established from a calculation of the permitted short-wave toleran-

ces regarding the stator and slider levels (see Chapter 6.7.3.3.3 and fig. 219).

The following dimensions may be used as standard values for a punctual, geometric inspection u-

sing sample points without taking into account the long- and short-wave tolerances:

Nominal size:

398 mm

Standard value within the girder:

from 393 mm to 401 mm

Standard value at the beginning/end of the girder: from 397.6 mm to 398.4 mm

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Design principles

Guideway

Geometric requirements pertaining to the calibrated guideway

Irrespective of the data provided previously, more stringent requirements are laid down in relation

to the geometry of calibrated girders (guideway section within the central maintenance depot, as-

sists in calibrating the maglev train). In this regard, the tolerances mentioned below in relation to

the load-free girder are regarded as framework conditions for the time being:

As regards the stator level:

∆z_max = ±1 mm

where

≥18m

│∆z_i│≤ ∆z_max

Sys

where

<18m

0,1mm <

∆z

/18m

Sys

max

Sys

As regards the lateral guide level:

∆y_max = ±1 mm

where

≥18m

│∆y_i│≤ ∆y_max

Sys

where

<18m

0,1mm <

∆y

/18m

Sys

max

Sys

As regards the guideway gauge:

∆S_max = ±0,5 mm

where

≥18m

│∆S_i│≤ ∆S_max

Sys

where

<18m

0,1mm <

∆S

/18m

Sys

max

Sys

As regards the hover clearance:

∆Z_max = ±1 mm

where

≥18m

│∆Z_i│≤ ∆Z_max

Sys

where

<18m

0,1mm <

∆Z

/18m

Sys

max

Sys

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Design principles

Guideway

In addition, the following requirements pertaining to the rigidity of the girder apply:

Where the girder is subjected to a load comprising the weight of the vehicle (vehicle fully equip-

ped), the following applies to the difference between the girder under load and the load-free girder

in the z direction:

∆z_max = 1 mm

where

≥18m

│∆z_i│≤ ∆z_max

Sys

where

<18m

0,1mm <

∆z

/18m

Sys

max

Sys

With a lateral load of 0.3 g:

∆y_max = 1 mm

where

≥18m

│∆y_i│≤ ∆y_max

Sys

where

<18m

0,1mm <

∆y

/18m

Sys

max

Sys

Title

High-speed Maglev Systems - Design principles

Guideway - Part III: Geometry

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Design principles

Guideway

Positional requirements relating to guideway ancillary devices and

equipment items

Position of the motor winding

The clearance required for motor winding installation is defined in the Principles concerning the

overall system design of high-speed maglev systems.

The motor winding shall be positioned such that the clearance is observed under all operating con-

ditions.

The arrangement and location of the individual phases in relation to each other are defined in the

Principles concerning the overall system design of high-speed maglev systems.

The distances between the meander of the motor winding and their x grids are determined by the

chosen arrangement of the stator plates in the x direction. The basic meander grid is 258 mm.

Location of the positional reference guide rail

The clearance in the y and z directions which is required for installation of the positional reference

guide rail is defined in the Principles concerning the overall system design of high-speed maglev

systems.

The arrangement in the x direction is based on the position of the girder reference locations which

is dependent on the actuation period.

Positional reference guide rails are secured to the guideway at the reference locations by means of

special supports. The design of the supports and their attachment is defined in relation to the speci-

fic project.

The guideway reference locations are laid down in relation to the project with the drive design and

the operational process control system.

Location of the external inductive power sup-

ply guideway-side assemblies

Location of the conductor rail guideway-side assemblies

The location of the conductor rails is laid down for individual sections of guideway in relation to

the specific project.

The clearance in the y and z directions which is required for installation of the conductor rails is

defined in the Principles concerning the overall system design of high-speed maglev systems.

The location, in principle, of the conductor rail supports is laid down in the Guideway design prin-

ciples for high-speed maglev systems - Part I: Principle requirements.

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Proofs

Building components and assemblies shall be measured within the framework of quality assurance

following the production steps and variance comparisons carried out and documented.

The production documentation shall specify the date and the dimensions to be checked. The tole-

rance to be considered at the time of testing shall be determined in accordance with the overall tole-

rance assessment.

The fundamental requirements pertaining to quality assurance, building and acceptance shall be

taken from the Guideway design principles for high-speed maglev systems - Part I: Principle requi-

rements.

The approved measuring instruments and methods which are suitable for acceptance measurements

shall be applied to prove observance of the tolerances in accordance with these design principles.

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Annex III-A

Stator plate attachment (support structure side)

The diagrams below (figs, 221, 222, 223 and 224) are examples of a solution for incorporating the

stator plates along a continuous stator girder boom.

As an alternative, so called inserts are possible. The specified dimensions and tolerances apply to

both variants.

Fig. 221:

Dimensions and tolerances for designing stator plate incorporation in a steel construction (top view)

[Key to diagram:

Draufsicht = top view

Abstand zur Mittenachse benachbartes Statorpaket = distance to the centre axis of the adjacent stator plate]

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Fig. 222:

Dimensions and tolerances for designing stator plate incorporation in a steel construction (cross-section)

[Key to diagram:

Raumkurve = space curve

Schnitt A-A = section A-A

Zangenmaß 398 minus Höhe Statorpaket incl. Traverse = hover clearance 398, minus the height of the sta-

tor plate, including the tie-bar]

Fig. 223:

Dimensions and tolerances for designing stator plate incorporation in a steel construction (side view)

[Key to diagram:

Raumkurve = space curve

Seitenansicht = side view

Zangenmaß 398 minus Höhe Statorpaket incl. Traverse = hover clearance 398, minus the height of the sta-

tor plate, including the tie-bar

Detail = detail]

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Design principles

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General

Object and area of application

This document sets out in detail the generally applicable technical stipulations regarding the routing

of guideways for high-speed maglev systems.

These design principles apply to a maglev train in accordance with the General Maglev Systems’

Act.

Principles for the design of high-speed maglev

systems

This document is part of the documentation relating to high-speed maglev systems consisting of

several design principles. The document tree is presented in fig. 1 of the Principles concerning the

overall system design of high-speed maglev systems.

The primary overall system design documentation and its annexes apply in a uniform manner to

the documentation as a whole:

• Principles concerning the overall system design of high-speed maglev systems, document

number 50630, and its annexes:

• Annex 1: Abbreviations and definitions, document number 67536 [Principles for the de-

sign of high-speed maglev systems - Abbreviations and definitions]

• Annex 2: Acts, Orders, Standards and Guidelines, document number 67539 [Principles

for the design of high-speed maglev systems - Standards and guidelines]

• Annex 3: Environmental conditions, document number 67285 [Principles for the design

of high-speed maglev systems - The environment]

• Annex 4: Rules for operation (driving and maintenance), document number 69061

[Principles for the design of high-speed maglev systems - Driving and maintenance]

• Annex 5: Sound, document number 72963 [Principles for the design of high-speed

maglev systems - Sound]

Abbreviations and definitions

The abbreviations and definitions specified in the Principles for the design of high-speed maglev

systems - Abbreviations and definitions - apply.

Acts, Orders, Standards and Guidelines

The normative documents listed in the Principles for the design of high-speed maglev systems -

Standards and guidelines, contain stipulations which, by reference to the Principles for the design

of high-speed maglev systems, become part of the same. Later amendments or revisions to these

publications do not apply to dated, normative documents found in the Principles for the design of

high-speed maglev systems - Standards and guidelines. Where references are not dated, the most

recent version of the normative document referred to applies.

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Guideway, Part IV, Routing

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Indicating requirements and their binding na-

ture

The provisions pursuant to DIN 820 were essentially applied when preparing this document.

In the chapters following and the annexes to this document,

• requirements are set out in standard type and

• explanatory notes, standard values and examples are set out in italics

(refer to the Guideway design principles for high-speed maglev systems - Part I: Principle require-

ments).

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Routing

General principles governing routing

Taking into account the technical options available, the routing should be chosen in such a way

that during operation involving the theoretical path taken as a basis, economically optimum coordi-

nation is achieved between requirements in terms of travel dynamics, travel comfort, building and

repair costs.

The ultimate aim is for the vehicle to be able to travel over long sections at a constant speed.

Other requirements which are relevant from the point of view of routing, for instance, environmental

and sound insulation reasons, networking with other highways, aesthetic points of view and prod-

uct design, may influence the planning of the line’s location and shall be included in relation to the

specific project.

Guideway axis (space curve)

Guideway axes (space curves) consist of the three-dimensional superimposition of the horizontal

and vertical plan alignment.

Guideway axes shall be provided with a clear designation. This should be numerical and comprise

three digits.

In the case of multi-guideways, every guideway axis shall be routed separately.

Chainage

Based on the use of finished parts as a result of their system and design, chainage shall relate to

the spatial termination of the guideway axis (space curve).

Horizontal and vertical plan alignment

Horizontal and vertical plan routing should be effected separately in the first instance.

The space curve established as a result of the superimposition of the horizontal and vertical plan

alignment must fulfil all the requirements contained in this design principle.

Routing of the stretch as a whole shall be examined using the definitive, simulated actual paths to

ensure that it fully satisfies the projected comfort limit values.

Inclusion of the routing design in calculations

Routing design should be carried out on the basis of general pans and gradient diagrams, together

with their image systems.

The geometric and geodetic bases of the general pans and gradient diagrams shall be examined in

terms of their applicability.

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In terms of design-related follow-up work (stipulating the division of supports, bridge structures,

points systems) and as regards subsequent staking, the graphic design shall be included in the

maglev train coordinate system as set out in the Guideway design principles for high-speed maglev

systems - Part IV: Surveying, according to location and elevation.

Existing constraining points shall be surveyed, coordinated and taken into consideration in the cal-

culation.

Inclusion in calculations shall be effected in such a way that

• the progression of the line corresponds to the graphic representation given in the design

plans to the standard degree of precision,

• strictly tangential transitions exist along the main points of the line,

• a steady progression exists in the curvature string and cross-fall string (the exception being

the curvature string deflection and v_max < 100 km/h) and

• the three-dimensional x, y and z coordinates of all the main line points are determined using

the corresponding chainages.

The calculations shall identify

• coordinates and elevations to four decimal places (1/10 mm) and

• data concerning angles to five decimal places.

Horizontal plan routing elements

Standard guideway

Horizontal plan routing elements are as follows:

• straight lines (R_H = ∞)

• arcs [of a circle] (R_H = constant)

• sinusoids (standard scenario, as a transition curve)

• clothoids (special scenario, as a transition curve)

Sinusoids should be used as transition curves.

In the case of sinusoids, curvature, cross-fall, unbalanced lateral acceleration and lateral jolts are

established as a function of time and the distance travelled.

Clothoids in the form of transition curves can be used in the accelerating and braking areas at sta-

tions and in areas where there are no passengers (e.g. IHZ approaches). This only applies to sec-

tions of guideway on which the theoretical path speed does not exceed 100 km/h.

Subsequent use of that part of the guideway with a higher maximum speed (e.g. in the case of a

network expansion and possible through passage at this station) should be assessed.

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Cant gradients (S jolts) shall be routed as an element (continuous sinusoids).

The geometric characteristics of the sinusoids and clothoids and those concerning travel dynamics

are presented below in figs. 228 and 229. The calculation of the minimum sinusoid and clothoid

lengths is explained under point 6.2.4.

Fig. 228:

Geometric characteristics of the sinusoids and those concerning travel dynamics

[Key to diagram:

Gerade = straight line

Sinusoide = sinusoid

Kreis = circle

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Vertical plan routing elements

Standard guideway

The standard guideway vertical plan includes the following:

• straight lines (R_V = ∞)

• radii (arcs [of a circle], R_V = constant)

• clothoids (transition curve)

Between the straight lines and the radii, clothoids shall be engaged to prevent curvature jumps in

the progression of the gradient (vertical jolt å_z = ∞).

The maximum permitted longitudinal gradient in the straight lines is laid down under point 6.1.1.

Points

Points should not be arranged in the area of vertical fillets. The maximum permitted longitudinal

gradient in the straight lines is laid down under point 6.1.1.

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Routing parameters

Geometric routing parameters

Explicitly identified special cases require authorisation.

Section 3(2) and Section 5(1)(2) of the Maglev Construction and Operation Ordinance apply to e-

xemptions from these provisions.

Limit values for the longitudinal gradient of the guideway

The limit values for the longitudinal gradient of the guideway are listed in Table 141.

Place

Area

Limit value

Stipulated by

Open section of guide-

⏐s⏐= 100‰

Section 13(2) of the

way outside stopping

Maglev Construction

places

and Operation Ordi-

nance

Within stopping places

Platform area

⏐s⏐= 5‰

Section 13(2) of the

Maglev Construction

and Operation Ordi-

nance

Operational-related

⏐s⏐= 100‰

Section 13(2) of the

stopping places

Maglev Construction

in accordance with the

and Operation Ordi-

proof of the halting

nance

function

Other operational stop-

⏐s⏐= 100‰

Section 13(2) of the

ping places

Maglev Construction

in accordance with the

and Operation Ordi-

proof of the halting

nance

function

Stopping places for

⏐s⏐= 5‰

Section 13(2) of the

evacuation purposes

Maglev Construction

and Operation Ordi-

nance

Table 141: Longitudinal gradient of the guideway

Sign convention:

+ s = slope

- s = gradient

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Limit values for the lateral incline of the guideway

The guideway levels shall be planned with a lateral incline to eliminate or reduce the unbalanced

lateral acceleration which occurs when going round bends. The limit values are listed in Table 142.

The lateral incline is produced by rotating the guideway superstructures around the guideway axis

which maintain their heights (gradients). Consequently, the vehicle’s centre of gravity always main-

tains the same gap from the guideway axis. When stopping (at platforms or operational stopping

places), the lateral incline causes acceleration towards the inside of the bend.

Place

Area

Limit value

Stipulated by

Open section of gui-

⏐α⏐ = 12°

Section 13(3) of the

deway outside stop-

Maglev Construction

ping places

and Operation Ordi-

nance

⏐α⏐ = 16°

Section 13(3) of the

Maglev Construction

in special cases

and Operation Ordi-

nance

Within stopping pla-

Platform area

⏐α⏐ = 3.0° *

the system as a whole

ces

Operational-related

⏐α⏐ = 6.0°

the system as a whole

stopping places

Corresponds to a_y =

1.0 m/s² (inside of the

bend)

Other operational

⏐α⏐ = 12°

the system as a whole

stopping places

Corresponds to a_y =

2.0 m/s² (inside of the

bend)

Stopping places for

⏐α⏐ = 6.0°

the system as a whole

evacuation purposes

Corresponds to a_y =

1.0 m/s² (inside of the

bend)

Points

⏐α⏐ = 0°

the system as a whole

Upright or bending

position (calculated

where

⏐s⏐ = 0 ‰)

Table 142: Lateral incline of the guideway

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^*) In Section 13(3) of the Maglev Construction and Operation Ordinance, the permitted lateral in-

cline of a stationary vehicle in the platform area is limited to 3.4°. The maximum permitted lateral

incline of 3.0° is laid down for system-related reasons.

The guideway should be drained via the top side of the guideway superstructures according to the

Guideway design principles for high-speed maglev systems - Part I: Principle requirements.

The minimum lateral incline of the guideway is

⏐α⏐ = 1.15 ° (corresponds to 2%).

(Areas where the direction of the lateral incline changes (e.g. S jolts) are exempt, along with par-

king and maintenance lanes, stations and points).

Sign convention:

+ α = clockwise rotation (viewed in the direction of the chainage)

+ α = anti-clockwise rotation (viewed in the direction of the chainage)

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Guideway distortion and the minimum permitted distortion

length

The distortion section is the transition area between constant lateral incline sections.

The start and end points of distortion sections and transition curves in the case of horizontal plan

routing should coincide with the position.

In a particular case, distortion sections can also be arranged in guideway sections with a constant

horizontal plan curvature (also refer to the formula for calculating the lateral incline α where Le =

the length of the distortion in point 5.2.1).

The progression of the distortion in the cross-fall string should be similar to the progression of the

curvature in the horizontal plan routing.

When using sinusoids in the horizontal plan routing, the guideway distortion should be of sinusoi-

dal design. However, if distortion coincides with a clothoid in the horizontal plan, the distortion

shall be linear, i.e. with a uniform change in the lateral incline over the length of the element (see

fig. 229).

Distortion

Stipulated by

Maximum value

⏐∆α_max⏐ = 0.10 °/m

the system as a whole

(geometry of the vehic-

le)

Limit value according

⏐∆α_max⏐ = 0.15 °/m

the system as a whole

to the project-specific

(geometry of the vehic-

agreement

le)

The minimum permitted length of the distortion section is established from the maximum permitted

distortion, the maximum lateral jolt (see 6.2.3.1) and the maximum vertical jolt (see 6.2.3.2 and

6.2.4).

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Minimum permitted horizontal radius

As regards arc radii without unbalanced lateral acceleration, the following applies:

(

)

⋅cosα

⋅cos

3,6

⎛

⎞

(

)

⎜

3,6

g⋅cosβ

⎟⋅sinα

⎜

⎟

⎜

⎟

⎝

⎠

a_y= 0 m/s²

(1)

As regards arc radii with non-compensated, unbalanced lateral acceleration, the following applies:

(

)

⋅

cosα

⋅cos

3,6

⎛

⎞

(

)

⎜

3,6

g⋅cosβ

⎟⋅sinα

⎜

⎟

⎜

⎟

⎝

⎠

a_y≤ a_{y max}

(2)

Sign convention:

+ R_H = clockwise curve

(viewed in the direction of the chainage)

- R_H = anti-clockwise curve (viewed in the direction of the chainage)

The limit values for a_y are listed under point 6.2.2.2. Consideration must also be given to the fact

that the values for v, α, β and R_v may not remain constant over the entire arc of the circle but may

alter with forward movement along the space curve. R_H is calculated using the above formulae for a

single point on the space curve. Where a horizontal plan curvature is superimposed with a vertical

fillet, the conditions pertaining to the R_x,z criterion and the R_x,y criterion must also be heeded (see

point 6.1.6).

Minimum permitted

Stipulated by

horizontal radius

Limit value

⏐R_{H min}⏐ = 350 m

the system as a whole

(geometry of the vehic-

le)

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Fig. 230 below shows an example of the progression of the minimum permitted horizontal radius

depending on the speed of the vehicle if stipulations in terms of travel dynamics are to be taken into

consideration (see Chapter 6.2.2.2). In this example, a lateral incline of the guideway of 12° is as-

sumed and the smallest horizontal radii are sought for an unbalanced lateral acceleration of 0.0

m/s² or 1.5 m/s².

3000

2000

1000

Min zulässiger Horizontalradius

(bei ay = 0,0 m/s², α = 12°)

Min zulässiger Horizontalradius

(bei ay = 1,5 m/s², α = 12°)

100

150

200

250

300

350

V [km/h]

Fig. 230:

Minimum permitted horizontal radius

[Key to diagram:

Min. zulässiger Horizontalradius (bei ay =

) = minimum permitted horizontal radius (where ay =

)]

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Minimum permitted vertical radius

The radii chosen should be such that the standard acceleration which occurs is as low as possible.

Using the limit values for acceleration which are cited under point 6.2.1, the minimum fillet radii

values are established as follows:

(

)

⋅cosα

3,6

V min

sinα⋅cos

g⋅(cosα⋅cosβ

-1)+(

)

⋅

−azmax

3,6

(3)

Sign convention:

+ R_V = peaks

- R_V = troughs

Different limit values for a_{z max} apply to peaks and troughs.

Here, too, a point on the space curve is calculated and consideration must be given to the possible

change in v, α, β and R_H during the journey as a result of the radius when determining the result.

Minimum permitted

Stipulated by

vertical radius

Limit value

⏐R_{V min}⏐ = 530 m

the system as a whole

(geometry of the vehic-

le)

Points should not be located in the area of vertical fillets.

The sign convention is required on account of using transition curves in the gradient calculation.

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Fig. 231 below provides an example of the minimum permitted vertical diameter depending on the

speed of the vehicle for the maximum standard acceleration which is permitted each time at peaks

and in troughs. The stipulations concerning travel dynamics are used to calculate R_{V min} according

to equation (3) above.

10000

9000

8000

7000

6000

5000

4000

3000

2000

Min zulässiger Halbmesser (Wanne)

Min zulässiger Halbmesser (Kuppe)

1000

100

150

200

250

300

350

V [km/h]

Fig. 231:

Minimum permitted vertical radius

[Key to diagram:

Min. zulässiger Halbmesser (Wanne) = minimum permitted radius (trough)

Min. zulässiger Halbmesser (Kuppe) = minimum permitted radius (peak)]

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R_x,zcriterion

When superimposing a gradient curvature (radius) with a horizontal curvature (radius), the R_x,z cri-

terion (spatial radius) must be heeded.

cosα

sinα

⋅

cos

(4)

Refer to Chapters 6.1.1 to 6.1.5 for the sign conventions of the parameters used.

Minimum permitted

Stipulated by

Rx,z criterion

Limit value

⏐R_{x,z min}⏐ = 530 m

the system as a whole

where ∆α = 0.00 °/m (geometry of the vehicle)

With additional superimposition involving distortion, the spatial radius depends on the distortion

which exists locally.

The limit values laid down in Table 143 depend on the geometry of the vehicle which is specific to

the particular project. (The Intermediate values must be determined by linear interpolation).

∆α

[°/m]

0.00

0.01

0.02

0.03

0.04

0.05

Rx,z min [m]

530

550

590

630

670

710

∆α

[°/m]

0.06

0.07

0.08

0.09

0.10

0.11

Rx,z min [m]

770

830

900

990

1100

1230

∆α

[°/m]

0.12

0.13

0.14

0.15

Rx,z min [m]

1410

1640

1950

2430

Table 143: Limit values for R_x,z in the case of guideway distortion

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R_x,ycriterion

When superimposing a gradient curvature (radius) with a horizontal curvature (radius), the R_x,y cri-

terion (spatial radius) must be heeded.

sinα

cosα

⋅

cos

(5)

Refer to Chapters 6.1.1 to 6.1.5 for the sign conventions of the parameters used.

Minimum permitted

Stipulated by

R_x,y criterion

Limit value

⏐R_{x,y min}⏐ = 350 m

the system as a whole

(geometry of the vehicle)

The minimum permitted radius for the R_x,zcriterion shall be set at 530 m. On this basis, the limit

value for the R_x,ycriterion of 350 m can also only be achieved by means of special routing geo-

metries.

As regards possible superimposition involving distortion, project-specific regulations must be laid

down depending on the geometry of the vehicle.

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High-speed Maglev system, design principles

Guideway, Part IV, Routing

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Design principles

Guideway

Driving dynamic specifications

Target line speed and permissible line speed

The target line speed is the local minimum, defined on the basis of the maximum running speed, the

target speed from the point of view of ride comfort and further project specifications (see /MSB AG-

ABK&DEF/ for diagram).

For the guideway dimensioning, the following upper limits are defined for the permissible speed for

guideways and tunnels:

Line section

Permissible speed

Defined by

Open track

v_max ≤ 500 km/h

Guideway (steady loads)

Tunnel sections (de-

v_max ≤ 500 km/h

Guideway (steady loads)

pendent upon cross-

section)

Guideway (steady loads)

Switches in straight

v_max ≤ 500 km/h

position

Switches in turnout

Model-specific

Guideway (steady loads)

position

Taking into account also the permissible speed for the vehicle (project-specific or /MSB AG-

GESAMT/), the permissible speed for the line is determined from the above-mentioned permissible

speeds.

The programmed speed is the minimum of target line speed and permissible line speed.

The actual driving profile required for the driving-dynamic simulations (see /MSB AG-ABK&DEF/

for diagram) is generated by additional drive simulations, in which the actual project-related per-

formance of the drive is taken into account.

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Guideway, Part IV, Routing

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Design principles

Guideway

Accelerations

Depending upon their direction of action, the accelerations are divided into:

• Drive or braking acceleration

a_x

• Uncompensated lateral acceleration

• Normal acceleration (comfort value)

a_z

• Normal case acceleration (acceleration due to gravity)

The acceleration limit values for the uncompensated lateral acceleration and for the normal accele-

ration should be adhered to by the three-dimensional guideway axis (three-dimensional curve). The

drive subsystem is responsible for adherence to the limit values for the drive or braking acceleration

(see /MSB AG-ANT/).

For reasons of ride comfort, the lowest possible uncompensated lateral and normal acceleration va-

lues should be striven for by a suitable choice of route parameters. At switches, compensation for

lateral acceleration is not possible since the guideway may not be tilted.

Figure 232 shows in cross-section a high-speed Maglev vehicle (viewed in direction of increasing

kilometrage) upon which the acceleration in question acts with a positive sign.

+a_x

Raumkurve

+a_y

(Blickrichtung =

aufsteigende

+α

Kilometrierung)

+a_z

Figure 232: Sign of accelerations

Raumkurve

Three-dimensional curve

(Blickrichtung = …

(Viewing direction = rising kilometrage)

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Design principles

Guideway

Drive and braking acceleration

The drive subsystem is responsible for adherence to the limit values for the drive / braking accelera-

tion (see /MSB AG-ANT/).

Adherence to the limit values for the drive and braking acceleration should be checked at selected

points, taking into consideration the predetermined maximum driving profile and the slope of the

guideway resulting from the route study.

Drive and braking

Determined by

acceleration

Limit value

|a_x _max | = 1.5 m/s²

MbBO

Comfort-determined maximum values (ride comfort) can be defined on a project-specific basis.

Uncompensated lateral acceleration

The uncompensated lateral acceleration is calculated as follows:

⎛

⎞

(

)

(

)

3.6

⎜

3.6

⎟

⋅cosα⋅cos

β-

g⋅cosβ

⋅sinα

(6)

⎜

⎟

⎜

⎟

⎝

⎠

The sign of the calculated uncompensated lateral acceleration indicates the direction of the accele-

ration for the passenger:

In the case of a positive sign towards the left in direction of travel,

In the case of a negative sign towards the right in direction of travel.

Limit value

Uncompensated late-

Determined by

ral acceleration

For normal guideway |a_y _max | = 1.5 m/s²

MbBO (towards outside of curve)

For switches

|a_y _max | = 2.0 m/s²

Complete system (dimensioning of

switches)

Comfort-determined maximum values (ride comfort) can be defined on a project-specific basis.

If the speed of the vehicle is optimally adapted to the lateral tilt and the radius no lateral accelera-

tion will occur (a_y = 0).

If the speed is higher, it acts towards the outside of the curve, i.e. upwards on the tilted surface of

guideway as “excess acceleration”.

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Design principles

Guideway

If it is lower, it acts towards the inside of the curve, i.e. downwards on the tilted surface of the gui-

deway as deficient acceleration (descending force).

The relationship of the current horizontal radius in the direction of travel, the associated direction of

guideway lateral tilt and the sign of a_y from the calculation is shown in Table 144 for information.

Right-hand curve and positive

Left-hand curve and negative la-

lateral tilt

teral tilt

Route parameters in

R_H and α with positive sign (+)

R_H and α with negative sign (-)

direction of travel

a_y with positive sign

Acceleration in direction of

Acceleration in direction of tra-

(+)

travel towards the left = excess

vel towards the left =

acceleration

deficient acceleration

a_y with negative sign

Acceleration in direction of

Acceleration in direction of tra-

(-)

travel towards the right

vel towards the right

= deficient acceleration

= excess acceleration

Table 144: Direction of excess and deficient acceleration

In the /MSB AG-FW BEM/, in deviation from these design principles, the direction of action of the

free lateral acceleration is differentiated exclusively according to whether it is towards the inside or

outside of curve. A negative sign in the /MSB AG-FW BEM/ always describes acceleration towards

the inside of the curve (deficient acceleration) and a positive sign always describes an acceleration

towards the outside of the curve (excess acceleration).

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Design principles

Guideway

Normal acceleration (comfort value)

The normal acceleration (comfort value) resulting from the routing of the three-dimensional curve

is calculated as follows:

⎛

⎞

(

)

(

)

3,6

⎜

3,6

⎟

⋅sinα

⋅cos

g⋅cosβ

⋅cosα

−g

(7)

⎜

-R

⎟

⎝

⎠

The normal acceleration (comfort value) within a twisted line section (rotation about the three-

dimensional curve) is found as follows:

⎛

⎞

(

)

⎛

⎞

⎜

3.6

⎟

=±b

⋅2π

⋅

⋅sin⎜2π

⋅

⎟

(8)

⎜

⎟

⎜

⎟

ρ°

⎜

⎟

⎝

⎠

⎝

⎠

The extreme values of the above-mentioned normal acceleration (comfort value) are as follows

when L = L_e/ 4 and L = 3 L_e/ 4:

⎛

⎞

(

)

⎜

⎟

3.6

=±

⋅2π

⋅

(9)

⎜

⎟

ρ°

⎜

⎟

⎝

⎠

The normal acceleration resulting from the twist acts with the opposing sign on the right-hand and

left-hand side of the vehicle. In the addition of the two above-mentioned normal accelerations the

least favourable case should always be calculated, i.e. the sign of the second component should be

selected according to the normal acceleration components from the route in front view.

Limit value

Normal acceleration

Determined by

For humps

a_z _max = -0.6 m/s²

Complete system (dimensioning of

guideway), recommendation of

MbBO

For valleys

a_z _max = +1.2 m/s²

Complete system (dimensioning of

guideway), recommendation of

MbBO

Comfort-determined maximum values (ride comfort) can be defined on a project-specific basis.

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Guideway, Part IV, Routing

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Design principles

Guideway

Jerks

Jerks are differential changes in the acceleration per unit time.

The jerks are calculated based upon the three-dimensional guideway axis (three-dimensional curve).

Transition curves should be routed so that the maximum values for the jerks (differential changes in

acceleration per unit time) are not exceeded.

The jerks are divided as follows depending upon direction of action:

•

Lateral jerk

åy

•

Vertical jerk

å_z

•

Longitudinal jerk

åx

•

Omnidirectional jerk (not at switches)

åo

The lowest possible jerk values increase the subjective ride enjoyment of the passengers (good ride

comfort). This can be achieved for example by extending the transition curve in the ground plan.

The formulae listed below for the calculation of the jerk values are only applicable if the path of the

curve and twist sections are the same. If no analogous path is available, adherence to the limit va-

lues should be checked at selected points.

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Design principles

Guideway

Lateral jerk

The lateral jerk is calculated as follows:

• For clotoids

∆a

⋅

(10)

3.6

• For sinusoids (for the maximum value)

∆a

2⋅

⋅

(11)

3.6

Maximum value

Lateral jerk

Determined by

In principle

|å_y _max| = 0.5 m/s³

Complete system (ride comfort)

Exceptions, e.g. for vici-

|å_y _max| = 1.0 m/s³

Complete system (ride comfort)

nity of stations

For switches (turnout

|å_y _max| = 2.0 m/s³

Complete system (ride comfort)

position)

To the extent that standing passengers can be expected on a regular basis in the regional service

when the high-speed Maglev system is used, lower permissible lateral jerk values should be de-

fined for the negotiation of switches, on a project-specific basis.

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Design principles

Guideway

Vertical jerk

The vertical jerk is calculated as follows:

∆a

⋅

(12)

3.6

The vertical jerk component within a twistroad (rotation about the three-dimensional curve) is as

follows:

⎛

⎞

(

)

⎛

⎞

⎜

3.6

⎟

=±b

⋅4π

⋅

⋅cos⎜2π

⋅

⎟

(13)

⎜

⎟

⎜

⎟

ρ°

⎜

⎟

⎝

⎠

⎝

⎠

The extreme values of the above-mentioned vertical jerk component are as follows where L = 0, L

= L_e/ 2 and L = L_e:

⎛

⎞

(

)

⎜

3.6

⎟

=±b

⋅4π

⋅

(14)

⎜

⎟

ρ°

⎜

⎟

⎝

⎠

The vertical jerk component resulting from the twist acts with an opposing sign on the right-hand

and left-hand sides of the vehicle. In the addition of the two above-mentioned vertical jerk compo-

nents the least favourable case should always be used for the calculation, i.e. the sign of the second

component should be selected according to that of the vertical jerk component from the routing of

the three-dimensional curve.

Maximum value

Vertical jerk

Determined by

In principle

|å_z _max| = 0.5 m/s³

Complete system (ride comfort)

Exceptions, e.g. for the

|å_z _max| = 1.0 m/s³

Complete system (ride comfort)

vicinity of stations

Special cases with increased vertical jerk are permissible after testing for compatibility in the indi-

vidual case.

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Design principles

Guideway

Longitudinal jerk

The longitudinal jerk is not primarily dependent upon the path of the three-dimensional curve but

upon the path of speed.

The operator requirements of longitudinal jerk should be adhered to by the driving profile.

Omnidirectional jerk

The spatial superposition of longitudinal jerk, lateral jerk and vertical jerk yield the omnidirectional

jerk.

This is calculated as follows:

å =

åx+ åy+ å

(15)

Maximum value

Omnidirectional jerk

Determined by

In principle

|å_o _max| = 1.0 m/s³

Complete system (ride comfort)

Special cases with increased omnidirectional jerk are permissible after testing for compatibility in

the individual case.

No maximum value for omnidirectional jerk is specified for switches (turnout position).

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Guideway, Part IV, Routing

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Design principles

Guideway

Minimum length of sinusoid

In the route path the sinusoids in question (including in s-twist amongst others) are defined by the

length L and the radii R_Ha or R_He, whereby a radius can also be R_H = ∞ (straight).

The minimum length is found from the criteria of the maximum lateral jerk, the maximum permis-

sible twist or the maximum vertical jerk using the formulae listed below, whereby the greatest

length is always definitive.

a ⋅SGN(R

)-a

⋅

SGN(R

)

y,e

y,a

H, e

2⋅

⋅

(16)

S min

3.6

y max

−α

2⋅

(17)

S min

∆α

max

−

)

⋅b

⋅4π

⋅

(18)

S min

3.6

ρ°

⋅å

z max

The listed formulae for the calculation of the minimum length of the sinusoids only apply if curve

and twistroads have identical start and end points along the guideway axis. If no identical path e-

xists, particular care should be taken that the limit values are adhered to.

In the event of the superposition of twists with vertical transitions, adherence to the limit values

should be checked at selected points, since the vertical jerk component from the three-dimensional

curve is not taken into consideration in the above-mentioned formula (see 0).).

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Guideway

Minimum length of clotoid

In the layout of the line the clotoids in question are defined by the radius (R_H) or the radius (R_V) of

the following arc and the length L of the transition curve. L should be selected such that the maxi-

mum lateral or vertical jerk is not exceeded. The minimum length is found from the formulae listed

below:

In the ground plan (in the standard guideway only for switches or at route obstacles where V < 100

km/h)

∆

⋅

(19)

K min

3.6

y max

In the vertical plan

∆

⋅

(20)

K min

å z

3.6

max

In the case of the superposition of twists with vertical transitions, particular care should be taken

that the limit values are adhered to, since in the above-mentioned formula the vertical jerk compo-

nent from the twist is not taken into account (see 0).

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Design principles

Guideway

Comfort criteria in relation to the overall journey time for the

routed section

For the routing, not only should the specification of the individual route elements and their combi-

nation be checked from a system-technical point of view, the criteria of ride comfort should also be

taken into account. In this connection, the overall sequence of route elements and their effect upon

the passenger are important. In what follows the dimensioning and evaluation of the comfort of a

planned route section are shown based upon the line layout and the envisaged maximum driving

profile for this, independently of the vehicle and the passenger behaviour.

The effective value of accelerations (RMS value) is drawn upon as an evaluation criterion for the

assessment of ride comfort. This value is found using the equation (21):

(t)dt

(21)

eff

rms

∫

where a(t) = acceleration amplitude at point in time t

and T

= overall journey time (complete section length)

For the route design the following requirements are defined:

For the ground plan routing

- The effective value of uncompensated lateral acceleration must lie below the (sometimes

extrapolated) limit values shown in the diagram “Ride comfort for longitudinal and lateral

acceleration”. This diagram is shown in Figure 232.

- The action time corresponds to the overall journey time.

- A minimum length for the ground plan elements ‘straight line’ and ‘circle’ is not necessary

for the consideration of the effective value.

For vertical plan routing

- The effective value of the normal acceleration must lie below the limit vales shown in the

diagram “Ride comfort for normal acceleration”, for example to avoid kinetosis effects (tra-

vel sickness) this should be 20% below the limit value. This diagram is shown in Figure

234.

- The action time corresponds with the overall journey time.

- The periodic arrangement of transitions over an extended route section should be avoided.

- A minimum length for the vertical plan elements ‘straight line’ and ‘radius’ is not necessary.

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12,5

8,0

6,3

5,0

4,0

3,15

2,5

2,0

16 min.

1,6

1,25

25 min.

1,0

0,8

1 h

0,63

0,50

2,5 h

0,40

0,315

0,25

0,20

8 h

0,16

0,125

0,10

0,0164 0,5 0,63,8 1,0 1,25,6 2,0 2,5 3,15,0 5,0 6,3 8,0 10

12,516 20 25 31,540 50 63 80

Frequency [Hz]

Acceleration limits as a function of the frequency and action time

Figure 233: Ride comfort for longitudinal and lateral acceleration (according to ISO 2631)

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Design principles

Guideway

Support division and field widths

Single track guideway

After the determination of the three-dimensional curve path the field widths preferred from a tech-

nical and economic point of view for further planning should be considered. The support divisions

relate to the defined field widths (/MSB AG-FW ÜBG/) and are assigned to the three-dimensional

curve.

The field widths are determined on a project-specific basis.

Shorter field widths can also be used at route obstacles. It is possible to reduce the field width by an

integer multiple of a groove / tooth period (86 mm). The calculation of the system lengths of gui-

deway beams is performed using the following formula:

L = n×1032-m×86

(22)

where m ≤ 4 (number of reductions)

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Design principles

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Double or multiple track guideway

In the case of the support division for double / multiple guideways, reduced field widths (/MSB

AG-FW ÜBG, 7.1) can also be used in order to achieve an approximately radial arrangement of the

support heads. Track switching equipment connect routing axis sections.

The spatial lengths of these routing axis sections between line changing devices must be an integer

multiple of a drive period (516 mm).

These routing axis sections can be shortened by an integer multiple of a groove / tooth period (86

mm).

Figure 235 shows as an example two routing axes that run from a common start point in a track

switching device to a common end point in a track switching device and the spatial lengths of which

must comply with the stated condition.

Axis 1

Axis 2

Length of axis 1: a * 1032 + n * 86 [mm]

Length of axis 2: b * 1032 + n * 86 [mm]

Figure 235: Three-dimensional curve lengths in the case of multiple track guideway

In the case of geometric constraints the deviations of individual routing axis sections (< 516 mm)

from the am/ condition can be uniformly distributed among the field widths within this routing axis

section.

As a guide value for planning, a maximum 6.5 mm extension or up to 0.5 mm reduction can be used

for a field width of 24.7680 m.

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Guideway pitch and clearance

Guideway pitch

In the routing of parallel lines at least the guideway pitches described in Table 2 (in relation to the

design speed Ve) should be adhered to.

In addition, there is a differentiation between the minimum guideway pitch due to the lateral tilt (α)

and the horizontal radius (R_H) used to avoid the intersection of clearances in category 1 (Ve ≤ 300

km/h).

This rule applies only for lateral tilts up to a maximum of 12° and where the three-dimensional

curve heights (gradients) are the same for adjacent tracks. If the gradient heights are not the same

the clearances of both tracks should be investigated with regard to a possible intersection and the

guideway pitch S modified accordingly.

Category

Design speed

Lateral tilt

Horizontal

Guideway pitch S

radius R_H

v_e

[km/h]

[°]

[m]

v_e ≤ 300

4.40

α > 10°

4.50

5° < α ≤ 10°

RH ≤ 3500

300 < v_e ≤ 400

4.80

400 < v_e ≤ 500

5.10

Table 145: Guideway pitch

Accuracy

The guideway pitch should be adhered to 2 decimal places (in accordance with /MbBO/).

Non-parallelism of sinusoids

In the routing of parallel lines, sinusoids cannot be routed such that they are precisely geometrical-

ly parallel.

The deviations are included in the space requirement for positional deviations and tolerances of the

guideways in relation to the three-dimensional curve and need not be taken into account here.

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Clearance and gauges

The figures from the /MbBO/ were used as the basis for Figures 9 to 13 and supplemented by the

lateral tilt area.

Figure 236: Clearance and gauges of the Maglev system single track guideway, α = 0°

Raumbedarf für Toleranzen des Fahrweg…

Space requirement for tolerances of the guideway

and its line layout

Zulässig sind Einragungen ..

The protrusion of structures is permissible if re-

quired by the operation of the high-speed Maglev

system, and protrusions in the case of construction

work, if the required safety measures are taken

Raum für Fahrwegträger

Space for guideway beams

Geschwindigkeitsabhängige Maße …

Speed-dependent dimensions of the clearance

gauge

bis

up to

Radiusabhängige Abstände …

Radius-dependent spacing of gauges

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bogenaußenseitig

Outside of curve

und

and

bogeninnenseitig

Inside of curve

Lichtraumbegrenzung

Clearance limit

Grenzlinie für feste Anlagen

Boundary for fixed structures

Begrenzungslinie für den kinematischen Raumbe-

Gauge for the kinematic space requirement of the

darf des Fahrzeugs

vehicle

Fahrwegbegrenzung

Guideway limit

Figure 237: Clearance and gauges of the Maglev system double track guideway, α = 0°

Raumbedarf für Toleranzen des Fahrweg…

Space requirement for tolerances of the guideway

and its line layout

Zulässig sind Einragungen ..

The protrusion of structures is permissible if re-

quired by the operation of the high-speed Maglev

system, and protrusions in the case of construction

work, if the required safety measures are taken

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Raum für Fahrwegträger

Space for guideway beams

Geschwindigkeitsabhängige Maße …

Speed-dependent dimensions of the clearance

gauge

bis

up to

Radiusabhängige Abstände …

Radius-dependent spacing of gauges

bogenaußenseitig

Outside of curve

und

and

bogeninnenseitig

Inside of curve

Lichtraumbegrenzung

Clearance limit

Grenzlinie für feste Anlagen

Boundary for fixed structures

Begrenzungslinie für den kinematischen Raumbe-

Gauge for the kinematic space requirement of the

darf des Fahrzeugs

vehicle

Fahrwegbegrenzung

Guideway limit

Figure 238: Clearance and gauges of the Maglev system single track guideway, α <= 12°

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Raumbedarf für Toleranzen des Fahrweg…

Space requirement for tolerances of the guideway

and its line layout

Zulässig sind Einragungen ..

The protrusion of structures is permissible if re-

quired by the operation of the high-speed Maglev

system, and protrusions in the case of construction

work, if the required safety measures are taken

Raum für Fahrwegträger

Space for guideway beams

Geschwindigkeitsabhängige Maße …

Speed-dependent dimensions of the clearance

gauge

bis

up to

Radiusabhängige Abstände …

Radius-dependent spacing of gauges

bogenaußenseitig

Outside of curve

und

and

bogeninnenseitig

Inside of curve

Lichtraumbegrenzung

Clearance limit

Grenzlinie für feste Anlagen

Boundary for fixed structures

Begrenzungslinie für den kinematischen Raumbe-

Gauge for the kinematic space requirement of the

darf des Fahrzeugs

vehicle

Fahrwegbegrenzung

Guideway limit

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High-speed Maglev system, design principles

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Design principles

Guideway

Figure 239: Clearance and gauges for the Maglev system double track guideway, α ≤ 12°

Raumbedarf für Toleranzen des Fahrweg…

Space requirement for tolerances of the guideway

and its line layout

Zulässig sind Einragungen ..

The protrusion of structures is permissible if re-

quired by the operation of the high-speed Maglev

system, and protrusions in the case of construction

work, if the required safety measures are taken

Raum für Fahrwegträger

Space for guideway beams

Geschwindigkeitsabhängige Maße …

Speed-dependent dimensions of the clearance

gauge

bis

up to

Radiusabhängige Abstände …

Radius-dependent spacing of gauges

bogenaußenseitig

Outside of curve

und

and

bogeninnenseitig

Inside of curve

Lichtraumbegrenzung

Clearance limit

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Grenzlinie für feste Anlagen

Boundary for fixed structures

Begrenzungslinie für den kinematischen Raumbe-

Gauge for the kinematic space requirement of the

darf des Fahrzeugs

vehicle

Fahrwegbegrenzung

Guideway limit

Figure 240: Clearance of the Maglev system in relation to α ≤ 12°

Berechnung der Breite ...

Calculation of the width of the route cross-section

for double track (b) and single track (b_E) as well

as the height of the route cross-section (a) in rela-

tion to the lateral tilt (α)

Geschwindigkeitsabhängige Maße …

Speed-dependent dimensions of the clearance

gauge

bis

up to

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Track switching equipment

General

Figure 241 shows the current variants of track switching equipment.

Spurwechseleinrichtungen

Weichen

Schnellfahrweichen

2 - Wege - SFW

Langsamfahrweichen

2 - Wege - LFW

3 - Wege - LFW

Überleitstelle

mit 2 - Wege - SFW

mit 2 - Wege - LFW

X-Überleitverbindung mit

Spurmitenabstand 5,10 m

Schiebebühne

Schwenkbühne

Figure 241: Classification of track switching devices

Spurwechseleinrichtungen

Line changing devices

Weichen

Switches

Schnellfahrweichen

High-speed switches

2-Wege SFW

2-way HSS

Langsamfahrweiche

Low-speed switches

2-Wege LFW

2-way LSS

3-Wege LFW

3-way LSS

Überleitstelle

Cross-over

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mit 2-Wege SFW

With 2-way HSS

mit 2-Wege LFW

With 2-way LSS

X-Überleitverbindung mit Spurmittenabstand 5.10

X-connection with guideway pitch 5.10 m

Schiebebühne

Travelling platform

Schwenkbühne

Swinging platform

Switches

General

The following principles should be observed for the layout of switches:

• The entire switch support can be bent from the straight position to the turnout position.

• In the ground plan the geometric sequence is as follows: straight-clotoid-circle-clotoid-

straight. This sequence largely approximates the bending line of the switch support.

Figure 11 shows the elements of the curve band of a switch in the turnout position.

• For reasons of comfort it is recommended that a straight section (RH = ∞) be included in

the layout of the turnout track behind a switch for the travel time of 2 seconds.

This recommendation does not apply for connections, since in this case a second switch is

negotiated immediately after the first.

• In the gradient only the radius R_V = ∞ is permissible.

• The planned lateral tilt of the switch is 0°.

• The planned longitudinal tilt of the switch is up to 100 ‰.

If a longitudinal tilt not equal to 0 ‰ is used route elements not mathematically defined in

the ground plan of the turnout position occur.

K = 1/R_H

Kreis

RH⁼∞

Figure 242: Curve band for switch

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Klotoide

Clotoid

Kreis

Circle

Design examples of switch

Currently known design examples are shown below. Further switches can be defined on a project-

specific basis.

The design examples include the geometric sequence of the route elements and a table containing

the permissible speeds and the resulting lateral acceleration and lateral jerk values.

The title “medium-section / long-section application” and “regional application” arose due to the

vehicle design (sitting passengers / standing passengers).

The values for the “regional application” should be taken as a recommendation.

The recommendations given in the following tables for regional applications are based upon com-

fort investigations focussing upon standing passengers.

Connections consist of 2 bendable switches and a locking device.

X-connections consist of 4 bendable switches, the guideway pitch is 5.100 m. In the turnout position

it is necessary to set even the non-negotiated bendable switch in the turnout position, as otherwise

the gauge for fixed installations would be exceeded (Chapter 0).

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High-speed switch

The route elements of the high-speed switch are shown in Figure 12 in ground-plan form and not to

scale, and are listed in Table 3.

The driving dynamic values for this switch are listed in Table 4.

l= 1,0320

Verriegelung

Geradeausstellung

1,0320

17,5440

18,5760

16,9600

1,6160

Stütze 0

Stütze 1

Stütze 2

Stütze 3

Stütze 4

Stütze 5

Stütze 6

Stütze 7

Stütze 8

Festlager

Figure 243: Route elements for high-speed switch (design example)

Verriegelung

Lock

Abbiegestellung

Turnout position

Geradeausstellung

Straight position

Stütze

Support

Festlager

Fixed bearing

No.

Element

Length

Radius

Abscissa

Ordinate

[m]

[gon]

[°]

0.0000

0,00000

Straight

1.0320

0.0000

0,00000

Clotoid

36.1200

37.1518

0.0968

0,51183

0,46065

Arc

74.3040

-2246.3179

111.4299

1.9228

2,10582

1,89524

Clotoid

35.5360

146.9276

3.5708

0,50356

0,45320

Straight

1.6160

148.5417

3.6500

0,00000

∑

148.6080

3.12121

2.80909

Table 146:

Route parameters for high-speed switch (design example)

Variable

Medium section application /

Regional application

Long section application

(Recommendation)

Permissible speed

v_max

500

[km/h]

500

[km/h]

straight position

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Guideway

Low-speed switch

The route elements of the low-speed switch are shown in Figure 13 in ground plan form and not to

scale, and are listed in Table 5.

The driving dynamic values for this switch are listed in Table 6.

l= 1,0320

Verriegelung

Geradeausstellung

1,0320

15,4800

14,4480

16,5120

14,4480

14,8960

1,6160

Stütze 0

Stütze 1

Stütze 2

Stütze 3

Stütze 4

Stütze 5

Festlager

Figure 244: Route elements for 2-way low-speed switch (design example)

Verriegelung

Lock

Abbiegestellung

Turnout position

Geradeausstellung

Straight position

Stütze

Support

Festlager

Fixed bearing

No.

Element

Length

Radius

Abscissa

Ordinate

[m]

[gon]

[°]

0.0000

0.00000

0,00000

Straight

1.0320

0.0000

0.00000

0,00000

Clotoid

15.4800

16.5118

0.0612

0.75446

0,67901

Arc

45.4080

-653.1102

61.8613

2.1766

4.42615

3,98354

Clotoid

14.8960

76.6983

3.5003

0.72599

0,65339

Straight

1.6160

78.3074

3.6500

0.00000

0,00000

∑

78.4320

5.90660

5.31594

Table 148:

Route parameters for 2-way low-speed switch (design example)

Size

Medium section application /

Regional application

Long section application

(Recommendation)

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Permissible speed

v_max

500

[km/h]

500

[km/h]

straight position

Permissible speed

v_max

[km/h]

turnout position

Uncompensated

a_y

1.10

[m/s²]

0.69

[m/s²]

lateral acceleration

Lateral jerk

å_y

1.91 / 1.98

[m/s³]

0.95 / 0.99

[m/s³]

(1^st / 2^nd clotoid)

Table 149: Driving dynamic values of the 2-way low-speed switch (design example)

The geometric dimensions of the 3-way low-speed switch correspond to those of the 2-way low-

speed switch (see Figure 244 and Table 148) with the straight direction as the axis of symmetry.

Figure 245 shows the position variants.

Verriegelung

Geradeausstellung

1,0320

15,4800

14,4480

16,5120

14,4480

14,8960

1,6160

Stütze 0

Stütze 1

Stütze 2

Stütze 3

Stütze 4

Stütze 5

Festlager

Figure 245: Position variants of the 3-way low-speed switch (design example)

Verriegelung

Lock

Abbiegestellung

Turnout position

Geradeausstellung

Straight position

Stütze

Support

Festlager

Fixed bearing

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Connection with high-speed switch

Connections between tracks running in parallel are produced by the combination of several ben-

dable switches.

Figure 246 shows the sequence of route elements for a connection with high-speed switches, depic-

tion is not to scale, Table 150 shows the route elements.

Table 151 contains the driving dynamic values for this connection.

l = 148,6080

148,5418

Verriegelung

1,0308

Verriegelung

l = 148,6080

l = 298,1144

Figure 246:

Route elements for the connection with high-speed switches (design example)

Verriegelung

Lock

Biegeweiche

Bendable switch

No.

Element

Length

Radius

Abscissa

Ordinate

[m]

[gon]

[°]

0.0000

0,00000

Straight

0.5000

0.0000

0,00000

Clotoid

36.6520

37.1518

0.0992

0,51687

0,46518

Arc

74.3040

-2257.1800

111.4300

1.9252

2,09569

1,88612

Clotoid

36.0680

147.4591

3.5969

0,50863

0,45777

Straight

1.0840

148.5418

3.6500

0,00000

Straight

0.5000

149.5726

3.7006

0,00000

Straight

1.0840

150.6553

3.7537

0,00000

Clotoid

36.0680

186.6844

5.4254

-0,50863

-0,45777

Arc

74.3040

+2257.1800

260.9626

7.2514

-2,09569

-1,88612

Clotoid

36.6520

297.6144

7.3506

-0,51687

-0,46518

Straight

0.5000

298.1144

7.3506

0,00000

∑

298.248

0.00000

Table 150: Route parameters for the connection with high-speed switches (design example)

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Variable

Medium section application /

Regional application

Long section application

(Recommendation)

Permissible speed

v_max

500

[km/h]

500

[km/h]

straight position

Permissible speed

v_max

196

[km/h]

124

[km/h]

turnout position

Uncompensated

a_y

1.31

[m/s²]

0.53

[m/s²]

lateral acceleration

Lateral jerk

å_y

1.95 / 1.98

[m/s³]

0.49 / 0.50

[m/s³]

(1^st / 2^nd clotoid)

Table 151: Driving dynamic values of the connection with high-speed switches (design example)

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Connection with low-speed switch

Figure 247 shows the routing sequence for a connection with low-speed switches, depiction is not

to scale, Table 152 shows the route elements.

Table 153 contains the driving dynamic values for this connection.

l= 78,4320

78,3074

Verriegelung

1,0275

Verriegelung

l = 78,4320

l = 157,6423

Figure 247:

Route elements of the connection with low-speed switches (design example)

No.

Element

Length

Radius

Abscissa

Ordinate

[m]

[gon]

[°]

0.0000

0,00000

Straight

1.0320

0.0000

0,00000

Clotoid

15.4800

16.5118

0.0612

0,75446

0,67901

Arc

45.4080

-653.1102

61.8613

2.1766

4,42615

3,98354

Clotoid

14.8960

76.6983

3.5003

0,72599

0,65339

Straight

1.6160

78.3074

3.6500

0,00000

Straight

1.0320

79.3349

3.7456

0,00000

Straight

1.6160

80.9440

3.8953

0,00000

Clotoid

14.8960

95.7810

5.2190

-0.72599

-0,65339

Arc

45.4080

+653.1102

141.1305

7.3345

-4.42615

3,98354

Clotoid

15.4800

156.6103

7.3956

-0.75446

-0,67901

Straight

1.0320

157.6423

7.3956

0.00000

0,00000

∑

157.8960

0.00000

Table 152: Route parameters of the connection with low-speed switches (design example)

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Variable

Medium section application /

Regional application

Long section application

(Recommendation)

Permissible speed

v_max

500

[km/h]

500

[km/h]

straight position

Permissible speed

v_max

[km/h]

turnout position

Uncompensated

a_y

1.10

[m/s²]

0.44

[m/s²]

lateral acceleration

Lateral jerk

å_y

1.91 / 1.98

[m/s³]

0.47 / 0.49

[m/s³]

(1^st / 2^nd clotoid)

Table 153: Driving dynamic values of the connection with low-speed switches (design example)

X-connection with low-speed switches for a guideway pitch of 5.10 m

The arrangement of low-speed switches into an X-connection with a guideway pitch of 5.10 m can

be routed as a space saving variant (Figure 248, Table 154, Table 155).

The open ends of the straight tracks must be turned outwards at the connection in order to maintain

the required clearances.

l = 78,4320

78,3714

l = 78,4320

l = 156,8640

Figure 148: X-connection with low-speed switches (guideway pitch 5.10 m) (design example)

No.

Element

Length

Radius

Abscissa

Ordinate

[m]

[gon]

[°]

0,0000

0.00000

Straight

1.0320

0.0000

0.00000

Clotoid

15.4800

16.5119

0.0426

0.52604

0.47344

Arc

45.4080

-936.7000

61.8915

1.5181

3.08612

2.77751

Clotoid

14.8960

76.7588

2.4416

0.50619

0.45557

Straight

1.6160

78.3714

2.5461

0.00000

geom. gap

0.1216

78.4926

2.5539

0.00000

Straight

1.6160

80.1053

2.6584

0.00000

Clotoid

14.8960

94.9726

3.5820

-0.50619

-0.45557

Arc

45.4080

+936.7000

140.3521

5.0574

-3.08612

-2.77751

Clotoid

15.4800

155.8320

5.1000

-0.52604

-0.47344

Straight

1.0320

156.8640

5.1000

0.00000

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Variable

Medium section application /

Regional application

Long section application

(Recommendation)

Permissible speed

v_max

500

[km/h]

500

[km/h]

straight position

Permissible speed

v_max

109

[km/h]

turnout position

Uncompensated

a_y

1.98

[m/s²]

0.39

[m/s²]

lateral acceleration

Lateral jerk

å_y

1.91 / 1.98

[m/s³]

0.47 / 0.50

[m/s³]

(1^st / 2^nd clotoid)

Table 155: Driving dynamic values of the X-connection with low-speed switches (guideway pitch 5.10 m) (design ex-

ample)

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Travelling platform and swinging platform

The travelling platform (Figure 249) and the swinging platform (Figure 250) are routed as straight

track (R_H = ∞) in the ground plan.

In the gradient path, depiction as hump or valley is possible.

The travelling platform and the swinging platform are moved while the vehicle is stationary. Ac-

cording to Chapter Error! Reference source not found. slopes should not be used.

Figure 249: Travelling platform (example)

Figure 250: Swinging platform (example)

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Operations facilities

Operations facilities such as stations or maintenance facilities will be designed on a project-

specific basis.

They are therefore not part of these design principles for the layout of high-speed Maglev guide-

ways.

The routing limit values given in this document however also apply for the operations facilities.

Within operations facilities, clotoids in the form of transition curves can be used as route elements

in the ground plan under the above-mentioned conditions.

If a platform is planned between the guideways of a laterally tilted double track, the height differen-

ce between the entry levels should be compensated by parallel height adjustment of the gradients, so

that the platform can run horizontally in the transverse direction.

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Table of Contents

Driving dynamic specifications

Target line speed and permissible line speed

Accelerations

Drive and braking acceleration

Uncompensated lateral acceleration

Normal acceleration (comfort value)

Jerks

Lateral jerk

Vertical jerk

Longitudinal jerk

Omnidirectional jerk

Minimum length of sinusoid

Minimum length of clotoid

Comfort criteria in relation to the overall journey time for the routed section

Support division and field widths

Single guideway

Double or multiple guideway

Guideway pitch and clearance

Guideway pitch

Accuracy

Non-parallelism of sinusoids

Clearance and gauges

Line changing devices

General

Switches

General

Design examples of switch

High-speed switch

Low-speed switch

Connection with high-speed switch

Connection with low-speed switch

X-connection with low-speed switches for a guideway pitch of 5.10 m

Travelling platform and swinging platform

Operations facilities

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Distributor

Overview of revisions

Table of Contents

General

Purpose and field of application

High-speed Maglev system - design principles

Abbreviations and definitions

Laws, decrees, standards and directives

Identification and binding nature of requirements

System of co-ordinates

National co-ordinate systems

High-speed Maglev co-ordinate system (MCS)

Beam production co-ordinate system (BPC)

Three-dimensional curve co-ordinate system (TCC)

Requirements of the high-speed Maglev co-ordinate system (MCS)

Properties

Determination of the positional components

Projection and transformation

Height component

Realisation

Higher-level fixed point network of the MCS

Position determination

Height determination

Marking out

Transformation of the planning system in MCS

Route-related fixed-point network in the MCS

Position determination

Height determination

Detailed positioning of the guideway beams

Documentation

Annex V-A Gauß-Krüger co-ordinate system

Annex V-B Universal, transversal mecator projection

Distributor

Overview of revisions

Table of contents

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Design principles

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General

Purpose and field of application

Design principles for high-speed Maglev systems

Abbreviations and definitions

Laws, decrees, standards and directives

Identification and binding nature of requirements

Requirements regarding guideway maintenance

Basic principles

Specifications and recommendations for the maintenance strategy

Specifications

Recommendations

Requirements relating to personnel

Servicing

Inspections

General requirements relating to inspections

Monitoring

Investigations

Appraisals

Special inspections

Maintenance

Other measures

Requirements regarding the sequences of maintenance processes

Technical notes on the performance of inspections

Possibilities for monitoring

Degree of automation of the inspections

Inspection of the geometry

Visual inspections

Inspection by means of stationary measuring devices

Other inspections

Fundamental requirements regarding documentation

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Table of figures

Figure 1: Sign of accelerations

Figure 2: Ride comfort for longitudinal and lateral acceleration (according to ISO 2631)

Figure 3: Ride comfort - normal acceleration (according to ISO 2631)

Figure 4: Three-dimensional curve lengths in the case of multiple guideway

Figure 5: Clearance and gauges of the Maglev system single guideway, α = 0°

Figure 6: Clearance and gauges of the Maglev system double guideway, α = 0°

Figure 7: Clearance and gauges of the Maglev system single guideway, α <= 12°

Figure 8: Clearance and gauges for the Maglev system double guideway, α ≤ 12°

Figure 9: Clearance of the Maglev system in relation to α ≤ 12°

Figure 10: Classification of line changing devices

Figure 11: Curve band for switch

Figure 12: Route elements for high-speed switch (design example)

Figure 13: Route elements for 2-way low-speed switch (design example)

Figure 14: Position variants of the 3-way low-speed switch (design example)

Figure 15: Route elements for the connection with high-speed switches (design example)

Figure 16: Route elements of the connection with low-speed switches (design example)

Figure 17: X-connection with low-speed switches (guideway pitch 5.10 m) (design example)

Figure 18: Travelling platform (example)

Figure 19: Swinging platform (example)

Figure 20: Parameter representation of the high-speed Maglev co-ordinate system

Figure 21: Lateral limitation of the MCS

Figure 22: Examples of the design of fixed-point marking out

Figure 23: Recommended layout accompanying fixed-point field

Figure 24: Requirements of the fine positioning of the guideway beams

Figure 25: Scale distortion in the Gauß-Krüger system

Figure 26: Scale distortion in the UTM system

Table of tables

Table 1: Direction of excess and deficient acceleration

Table 2: Guideway pitch

Table 3: Route parameters for high-speed switch (design example)

Table 4: Driving dynamic values for high-speed switch (design example)

Table 5: Route parameters for 2-way low-speed switch (design example)

Table 6: Driving dynamic values of the 2-way low-speed switch (design example)

Table 7: Route parameters for the connection with high-speed switches (design example)

Table 8: Driving dynamic values of the connection with high-speed switches (design example) 56

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Table 9: Route parameters of the connection with low-speed switches (design example)

Table 10: Driving dynamic values of the connection with low-speed switches (design example) 58

Table 11: Route parameters of the X-connection with low-speed switches (guideway

pitch 5.10 m) (design example)

Tabelle 12: Driving dynamic values of the X-connection with low-speed switches (guideway

pitch 5.10 m) (design example)

Table 13: Depiction distortions

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General

Purpose and field of application

This document specifies the requirements for the surveying of high-speed Maglev systems. The

network of fixed points (position and height) to be created from it forms the basis for the planning,

construction and the monitoring based on surveying technology during the maintenance of high-

speed Maglev guideways.

These design principles apply independently of projects and serve as the basis for further surveying

and calculation concepts.

Supplementary to this, to improve clarity in this document, explanations and justifications will be

provided regarding the surveying and calculation procedures.

These design principles apply for a high-speed Maglev system in accordance with the Allgemeinem

Magnetschwebebahngesetzt /AMbG/ (General Magnetic Levitation Systems Act).

High-speed Maglev system - design principles

This document is part of the documentation for high-speed Maglev systems consisting of several

design principles. The document tree is shown in Figure 1 /MSB AG-GESAMTSYS/.

The higher-level document Design principles, complete system and its appendices apply consis-

tently for the entire documentation:

• High-speed Maglev system - design principles, complete system, doc. no.: 50630,

/MSB AG-GESAMTSYS/ with the appendices:

• Annex 1: Abbreviations and definitions, doc. no.: 67536, /MSB AG-ABK&DEF/

• Annex 2: Laws, regulations, standards and directives, doc. no.: 67539,

/MSB AG-NORM&RILI/

• Annex 3: Environmental conditions, doc. no.: 67285, /MSB AG-UMWELT/

• Annex 4: Rules for operation (train service and maintenance), doc. no.: 69061,

/MSB AG-BTR&IH/

• Annex 5: Noise, doc. no.: 72963, /MSB AG-SCHALL/

Abbreviations and definitions

The abbreviations and definitions set down in /MSB AG-ABK&DEF/ apply.

Laws, regulations, standards and directives

The normative documents listed in /MSB AG-NORM&RILI/ contain statements that become part

of the design principles for high-speed Maglev systems by reference to them in the design prin-

ciples for high-speed Maglev systems. In the case of dated normative documents in /MSB AG-

NORM&RILI/ subsequent changes or revisions to these publications do not apply. In the case of

undated references the latest edition of the normative document in question applies.

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The version of the standards and directives to be observed in a high-speed Maglev system project

must be stated in binding terms on a project-specific basis.

Identification and binding nature of require-

ments

When this document was drawn up the rules in accordance with /DIN 820/ were in the main ap-

plied.

In the sections that follow and in the appendices of this document

• requirements are given in standard type and

• explanations, guide values and examples are given in italics

(see /MSB AG-FW ÜBG/).

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Co-ordinate system

In the first instance, the existing official maps based upon national co-ordinate systems can be used

as the technical basis for planning high-speed Maglev projects.

For the detailed routing of the three-dimensional curves of the guideways in question including the

spacing of supports and beams (/MSB AG-FW TRAS/) and for the realisation of the structure a

standardised, low-stress and structure-related geodetic reference system should be created.

Despite ongoing improvements in the national network with regard to homogeneity and accuracy,

which have been achieved by satellite measuring technology, existing fixed point fields - determi-

ned by locality and history - still exhibit various shortcomings, for example

• different projection properties,

• differences in up-to-dateness,

• inadequate quality (accuracy), stability, density and configuration.

National co-ordinate systems

In surveying the co-ordinate systems for position and height are separated based upon the different

calculation surfaces (rotational ellipsoid or quasigeoid).

The height relates to the quasigeoid, a level surface at the height of the average sea level, at which

all perpendiculars are vertical.

For the position system, conformal (i.e. differentially isogonal) projections are primarily used of

the surface of the earth for the calculation or map plan in question, which is approximated by a

rotational ellipsoid.

The co-ordinate system used in surveying can generally not be used for the further measurements

due to projection distortions and inhomogeneities due to different observation procedures, differen-

ces in up-to-dateness and grid voltages (e.g. deformations). These influences are superimposed u-

pon one another and can lead to a loss of accuracy in the guideway surveying that is intolerable for

the high-speed Maglev system.

Information on the projection and scale distortion is given in Annex A for the Gauß-Krüger projec-

tion system and in Annex B for the ETRS89/UTM projection system.

High-speed Maglev co-ordinate system (MCS)

For the detailed routing and realisation of the structure, a network of fixed points that fulfils the

specific requirements should be planned, marked out, geodetically determined, calculated and main-

tained in a high-speed Maglev co-ordinate system (MCS). (Chapter 0).

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Beam production co-ordinate system (BPC)

The planning, production and approval of guideway beams takes place within the beam production

co-ordinate system specified for each beam /MSB AG-FW GEO/.

The co-ordinate axes are designated Y, X and Z /MSB AG-FW GEO/ and are not described in

these design principles.

Three-dimensional curve co-ordinate system

(TCC)

The functional levels stator level, lateral guidance rail and gliding surface /MSB AG-FW GEO/, the

clearance and the gauges /MSB AG-FW TRAS/ plus the installation space for the guideway equip-

ment /MSB AG-FW ÜBG/ relate to the co-ordinate system following three-dimensional curve with

local lateral tilt.

The co-ordinate axes are designated y, x and z /MSB AG-FW GEO/ and are not described in these

design principles.

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Requirements of the high-speed Maglev co-ordinate system (MCS)

The high-speed Maglev co-ordinate system (MCS) should be defined and geodetically realised as a

technical special network.

The MCS should be designed in two network stages:

(1)

Higher-level fixed point network (1^st order) with point spacing of approx. 3 km as the basis

for detailed routing.

(2)

Routing fixed point network (2^nd order) with point spacing of approx. 200 m, as the basis

for surveying tasks during construction.

In the MCS the route obstacles of the routing are recorded as the basis for the detailed route. This

takes place by geodetic measurement or by transformation (see Chapter 0), if these route obstacles

are not present in the MCS. It is also used for the performance of all subsequent surveying work

during construction.

Properties

The MCS projects the surface of the earth in a suitably conformal (i.e. differentially isogonal) man-

ner in the planning and calculation planes.

Any (unavoidable) distance distortions that occur are limited to an order of magnitude that is non-

critical for a project with high sensitivity to length preservation.

Requirements regarding

• the quality of the marking out (frost-free basis, uniform centering accuracy),

• homogeneity (same equal creation date, equivalent observation procedure),

• adjacency preserving (high quality requirement for geometric adjacency relationships),

• a reasonable point density (suitable for planning, marking out, approval and calculation) and

• a suitable configuration (suitable marking-out geometry)

are made of the MCS.

The realisation of the MCS takes place separately in the ground plan and vertical plan components.

This takes place on the basis of the different types of reference surfaces for the position (rotational

ellipsoid) and the height (level surface) as well as the measuring methods for the determination of

position and height that are sometimes still different today.

Determination of the positional components

A plane longitude / latitude system in the form of an inclined-axis, conformal projection of the el-

lipsoid is selected as the positional component of the MCS.

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In this projection a geodetic line, defined by the point P_O and the azimuth α, is projected with length

preservation.

To minimise the distance distortions, which increase with lateral distance a, the geodetic line is pla-

ced over the route as an averaging straight line.

Figure 251 shows as an example the fictitious position of a high-speed Maglev route and an advan-

tageously positioned geodetic line, as well as the axis designations.

Figure 251: Parameter representation of the high-speed Maglev co-ordinate system (MCS)

Landessystem

National system

ausmittelnde Gerade (geodätische Linie)

Averaging line (geodetic line)

Magnetschnellbahntrasse

High-speed Maglev route

Rechts

Longitude

Hoch

Latitude

The remaining distance distortions (scale differences) can be estimated by:

≈

2⋅R

(1)

where R_m = average radius of the Earth (6378 km)

The increase of these distance distortions with growing distance from the averaging straight line is

shown in Table 156 based upon calculated examples.

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Lateral distance a

Distance distortion Lv per 100 m

[km]

[mm/100 m]

+0.1

+0.8

+3.1

+6.9

Table 156: Projection distortions

The maximum lateral distance of the route to the selected geodetic line through P_O should be around

25 km.

This limitation means that the remaining deviations (projection distortions) lie in an order of magni-

tude of 1 mm per 100 m and are thus within tolerable magnitudes. They can thus be disregarded in

all subsequent calculations / measurements.

The required calculations can then take place according to the simple formulae of plane trigonome-

try. In particular, the application of projection reductions can be dispensed with.

If the recommended maximum lateral distance a ≤ 25 km cannot be adhered to, several MCS secti-

ons with sufficiently large areas of overlap (at least 3 points of the higher-level fixed-point frame

each, corresponding to approx. 6 km length) should be defined. Such an arrangement is shown in

Figure 252.

Figure 252: Lateral limitation of the MCS

Magnetschnellbahntrasse

High-speed Maglev route

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Regardless of the properties of the above-mentioned projection, route measurements (in additional

to the normal instrument and atmospheric corrections) must be geometrically reduced in the deter-

mination of the fixed-point network and during construction (reduction to the horizontal and const-

ruction horizon and taking into account the curvature of the earth).

The determination of the MCS (position) should take place in the following sub-steps:

(1)

Determination by maps of an averaging straight line such that the lateral distances be-

tween route and averaging straight lines are no more than 25 km (subdividing into sev-

eral sections if necessary).

(2)

Graphical determination of a reference point P_O (ϕ_o, λ_o) on the averaging straight line in

the central area of the route (with rounded ellipsoidal co-ordinates if appropriate).

(3)

Determination graphically or by calculation of the ellipsoidal azimuth α of the averaging

straight line at this reference point P_O.

(4)

Determination of the MCS such that

- the zero point is identical with the above-mentioned reference point P_Oand

- the positive latitude axis corresponds to the geographical North in P_O.

(5)

Projection of this North-oriented system in the map or calculation level in accordance with

the rules for an inclined-axis conformal projection. Here the averaging straight line run-

ning through the reference point P_O (ϕ_o, λ_o) at the geographic direction angle α (corre-

sponds to the ellipsoid of a geodetic line) is projected in the plane system with length

preservation.

(6)

Rotation in the (longitude / latitude) co-ordinate system (oriented in the main direction of

the route) with subsequent additive zero-point displacement by the values latitude_O and

longitude_O (to avoid negative co-ordinates).

- latitude = longitude_LK · sin(α) + latitude_LK · cos(α) + latitude_o

- longitude = longitude_LK · cos(α) - latitude_LK · sin(α) + longitude_o

(2)

Projection and transformation

The projection by calculation of the ellipsoidal co-ordinates for the points of the higher-level fixed

point framework (cf. Chapter Error! Reference source not found.), generally derived from GPS

measurements, takes place on the basis of the above-mentioned definitions (ϕ_o, λ_o and α).

For expedience, this projection is based upon the same ellipsoidal parameters (large semiaxis and

oblateness) of the reference ellipsoid (currently WGS84), upon which the ellipsoidal co-ordinates

are based.

We will dispense here with the representation of the comprehensive and confusing functions of the

inclined-axis conformal projection. The mathematical principles can be found in geodetic technical

literature.

The above-mentioned transformation equations are series, the development of which is limited to a

corresponding calculation accuracy. In addition to the above-mentioned distance distortions to the

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side of the line to be projected with length preservation (and the resulting maximum stripe width of

25 km to each side; see Chapter 0) this also limits the field of application (longitudinal extension).

This limitation is primarily dependent upon the following parameters:

(1)

Geographic width ϕ_o of the reference point P_O,

(2)

Orientation α of the primary axis (latitude),

(3)

Longitudinal extension of the MCS,

(4)

Stripe width of the MCS and

(5)

Break off criterion in the calculation program used.

In order to keep calculation errors low enough to be negligible, the following are defined as reliable

calculation accuracies:

(1)

Maximum 1 mm between adjacent points at a distance of 1 km,

(2)

Maximum 20 mm for the most distant point in relation to the co-ordinate origin.

In order to keep subsequent height reductions low the MCS is defined at an average construction

horizon. From a calculation point of view the consideration of the construction horizon takes place

for expedience by the adaptation of the parameters of the reference ellipsoid in the above-

mentioned calculations. Depending upon the topography of the route it is sometimes possible to

avoid height reductions in this manner, which is particularly advantageous during the detailed rout-

ing and the pegging out during construction.

Height component

As a height system, a fixed-point field is created that guarantees the adjacency preservation nec-

essary for the routing of the high-speed Maglev system.

The height network is connected to the ordnance survey height reference area via connecting mea-

surements. This simplifies co-ordination with other technical planning and the acceptance of data

regarding the existing infrastructure.

The adjustment of the height network should be performed by a constraint-free positioning.

If there are different national height networks within the route, subsections can be created. If indi-

vidual points or groups of points are connected to several height systems (e.g. system of Deutsche

Bahn AG, the German waterways and shipping administration, etc.), independent point numbers

should be issued for unique identification.

Realisation

The MCS is realised by the totality of all fixed points for position and height. The network structure

is performed in two stages (for both position and height), these are broken down into:

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(1)

Creation of a higher-level fixed point network with point spacing of approx. 3000 m (cf.

Chapter 0) for the performance of the work required for detailed routing and for subse-

quent integration in sections of the fixed point field for the route. The plane co-ordinates

(longitude / latitude) or the height are determined according to the data in Chapter 0 and

Error! Reference source not found..

(2)

The creation of a fixed point network for the route with point spacings of approx. 200 m

(cf. Section 0) for surveying to assist construction.

The co-ordination of these points (position and height) takes place under forced connec-

tion to the higher-level fixed point framework.

The following reasons, amongst others, exist for the two-stage network structure:

(1)

The necessary network homogeneity over the entire planning and construction phase;

(2)

The technically well-balanced connection to the national system that can be made at a

reasonable economic cost (see Chapter 0);

(3)

Different measurement procedures used.

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Higher-level fixed point network of the MCS

According to the fundamental geodetic principle “from big to small”, a wide-meshed network with

point spacings of approx. 3000 m should be set up along the route. This point field firstly serves the

detailed planning or detailed routing.

Furthermore, it forms the framework into which the route-related fixed point network for the const-

ruction-related surveying work (see Section 0) is linked.

The points of the higher-level fixed-point network should be found such that

(1)

Permanent point stability is guaranteed,

(2)

GPS measurements can be performed (low shadowing),

(3)

Route obstacles can be detected for the detailed routing,

(4)

The subsequent connection of the route-related fixed point network (with higher point

density) is facilitated (accessibility, visual connections, stability) and

(5)

If possible, there are visual connections to the adjacent points of the higher-level fixed-

point framework.

The investigation should be documented in the network design including an explanatory report ta-

king into account the measuring procedure used.

The network design should be checked with regard to quality and economic viability by means of a

simulated adjustment calculation and optimised if necessary.

The plane co-ordinates (longitude / latitude) and the height are determined according to the specifi-

cations in Chapter 0 and Error! Reference source not found..

Position determination

The determination of the position of the points of the higher-level fixed point framework should

take place using satellite-assisted measurement procedures.

For independent checking of scale, selected side lengths of the fixed-point network should be de-

termined by means of conventional procedures (electro-optical distance measurement).

The free positioning in the national system takes place using identical points (e.g. EUREF, DREF

points or higher-order TPs). A scale reduction should be applied if necessary.

The resulting positional co-ordinates are converted into the plane, right-angled MCS in accordance

with Chapter 0.

All parameters should be three-dimensionally balanced out together with the GPS measurements.

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The positional accuracies listed should be adhered to:

• Point-related accuracy in accordance with HELMERT

< 5 mm

• Relative accuracy of the base lines

< (5 mm + 1 ppm)

Height determination

The height determination of the fixed points of the higher-level fixed-point framework takes place

by means of geometric detailed levelling.

The stated discrepancy (D) of the forward and backward levelling between two adjacent fixed

points should be adhered to:

D[m]=±3⋅

S[m]

(3)

See Chapter Error! Reference source not found. for the definition of the height system of the

MCS and for the adjustment sequence according to the procedure.

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Marking out

The individual fixed points (position and height) should be marked out in a stable and permanent

manner.

The marking out (see Figure 253 for example) should be performed in good time due to possible

initial settling.

Local concrete pillars with positive centering and

Base point with centering hole and height pegs

concreted-in height pegs

0,10 m - 0,20 m

0,80 m - 1,00 m

Figure 253: Examples of the design of fixed-point markers

Lasche für Hängeschloß

Shackle for padlock

Abdeckhaube

Covering cap

Lasche

Shackle

Zentrierplatte

Centering plate

Ortbeton mit Bewehrung

Site-mixed reinforced concrete

Schutzgerüst

Guard scaffolding

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Transformation of the planning system in MCS

The planning documents from the national system should each be transferred into the MCS in secti-

ons by means of a 4-parameter transformation.

In addition, from each two adjacent fixed points of the higher-level fixed-point network the parame-

ters

(1)

2 x translation

(2)

1 x rotation

(3)

1 x scale factor

should be determined for the 4-parameter positional transformations.

Graphical planning contents should be transformed in sections using the determined transformation

parameters.

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Route-related fixed-point network in the MCS

As the basis for all construction-related surveying work (marking out, detailed positioning, accep-

tance, etc.) the higher-level fixed-point network described in Chapter 0 should be compressed.

The point spacing of the route-related fixed-point network is approx. 200 m.

The lateral distance of the fixed points to the planned guideway is generally 30 m to 60 m (see Fi-

gure 254).

In special cases (e.g. vicinity of stations, grade separation structures) a smaller compression interval

or a smaller lateral distance from the high-speed Maglev layout is possible.

2 - 3 km

geplante MSB-Trasse

ca. 200m

Abstand ca. 30 - 60m

Übergeordneter Festpunktrahmen (z.B mittles GPS-Messungen)

Trassenbegleitendes Festpunktfeld (Verdichtung z.B mittels Tachymetermessungen)

Figure 254: Recommended route-related fixed-point field

geplante MSB-Trasse

Planned high-speed Maglev route

Distance

Spacing

ca.

approx.

Übergeordneter Festpunktrahmen (e.g. mittles

Higher-level fixed-point framework (e.g. central

GPS-Messungen)

GPS measurements)

Trassenbegleitendes Festpunktfeld (Verdichtung

Route-related fixed-point field (compression e.g.

z.B. mittels Tachymetermessungen)

by means of tachymeter measurements)

The co-ordination of these points (position and height) takes place under forced connection to the

higher-level fixed-point network.

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Position determination

The position determination of the route-related fixed-point field should be performed at a high level

of accuracy in accordance with the latest measuring technology developments.

The listed positional accuracies should be adhered to:

• Point-related accuracy according to HELMERT

< 2 mm

The measuring accuracies for the route-related positional fixed-point network are defined as fol-

lows:

Standard deviation of the arithmetic mean

• of a measured direction

s_a(Hz) = 0.2 mgon

• of a measured distance to adjacent point

sa(Sh) = 1.0 mm

The calculation of co-ordinates (position) of all newly defined fixed points between two points of

the higher-level fixed-point framework takes place by common network adjustment in the plane

(longitude / latitude) system of the MCS.

The individual measuring elements should be assigned a weighting based on their standard deviati-

ons.

The adjustment accuracy below should be adhered to:

sa((∆long, ∆lat) = 1.0 mm

adjusted co-ordinate difference

Standard deviations of the adjusted co-ordinate difference ∆longitude or ∆latitude of two ad-

jacent route-related fixed-points

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Height determination

The height determination of the route-related fixed-point network takes place by means of geo-

metric detailed levelling.

The stated discrepancy (D) between the forwards and backwards levelling between two adjacent

route-related fixed points should be adhered to:

D[mm]=±3⋅

S[m]

(4)

The measured values should arranged in sections to form height networks and adjusted under forced

connection to the higher-level height fixed-point framework. If height points of the national height

fixed-point field are drawn into the MCS then these are treated as new points, i.e. the existing natio-

nal heights remain unconsidered.

The adjustment accuracy stated below should be adhered to:

sa((∆height) = 1.0 mm

adjusted height difference

Standard deviation of an adjusted height deviation between two adjacent route-related fixed

points

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Detailed positioning of the guideway beams

The detailed positioning of the guideway beams takes place some time after the rough assembly

(the laying) of the guideway beams.

The procedure for the detailed positioning should be drawn up on a project-specific basis.

The geometric requirements of the functional levels within the guideway beams are described in

/MSB AG-FW GEO/.

The longwave deviations should be calculated for the two functional levels stator level (in z-

direction) and lateral guidance level (in y-direction), taking into account the calculated target pre-

bending.

The requirements for the relative spatial position are derived from the permissible longwave devia-

tion within the guideway beam.

Adherence to the permissible tolerances for these longwave deviations in the y- and z-direction of

the BPC (beam production co-ordinate system), (/MSB AG-FW GEO/) prevents unplanned accel-

erations and jerks.

1. Relative Lage der Fahrwegträger zueinander

relative Solllage

LSys

2. Absolute Lage der Fahrwegträger zur Raumkurve

-5

globale Solllage (Raumkurve)

dy2

Figure 255: Requirements of the detailed positioning of the guideway beams

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Relative Lage der Fahrwegträger zueinander

Position of guideway beams in relation to one

another

relative Solllage

Relative target position

Absolute Lage der Fahrwegträger zur Raumkurve

Absolute position of guideway beams on three-

dimensional curve

globale Sollage (Raumkurve)

Global target position (three-dimensional curve)

For the detailed positioning of a guideway beam the requirements are divided into the

• relative spatial position (in each case considering the previous and next guideway beam) and

• absolute spatial position (position of the guideway in relation to the three-dimensional cur-

ve).

The measuring points on the functional levels stator level, lateral guidance rails and sliding surfaces

are defined in /MSB AG-FW GEO/ within the beam.

The requirements relate to the average beam position in the beam joint (system axis). The permis-

sible tolerance of the relative spatial position of the guideway beam (spanning beams) in the beam

joint is:

For beam lengths > 12.384 m:

=±

⋅L

sys

24768

[mm]

(5)

=±

⋅L

sys

24768

[mm]

(6)

where L_sys = field width (e.g. 24768 mm)

For beam lengths < 12.384 m:

[mm]

The geometric requirements of the offset and the NGK in the beam joint are defined in /MSB AG-

FW GEO/.

The permissible tolerance of the absolute spatial position of the guideway beam in relation to the

planned three-dimensional curve is as follows in the beam joint:

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Appendix V-A Gauß-Krüger co-ordinate system

Official topographical maps, in particular those with large and medium scale, build upon the

Gauß-Krüger co-ordinate system.

Gauß-Krüger co-ordinates are a conformal projection of the ellipsoid of the earth as a plane.

The earth is divided into meridian stripes 3° wide. Its limiting meridians lie precisely 3° apart. In

the centre of the meridian stripe runs the so-called central meridian. Each meridian stripe has a

reference figure. In the classic determination this is derived from the integer multiplication of 3° for

the central meridian (0°, 3°, 6°, etc.).

Figure 256: Scale distortion in the Gauß-Krüger system

Nordpol

North pole

Querschnitt

Cross-section

Kartenebene

Map plane

Erdoberfläche

Surface of the earth

Äquator

Equator

GK-System

GK system

Mittelmeridian

Central meridian

For mapping the curved surface of the earth is projected onto the map plane. The projection distor-

tions that arise increase with increasing distance from the central meridian (see Figure 256).

These locally-differing length distortions must be taken into account by calculation in the detailed

planning (detailed routing) and the local conversion of all relevant subsystems of the high-speed

Maglev system. A continuous routing calculation with “true” distances is not possible.

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Annex V-B Universal, transversal mecator projection

For the ordnance surveying of all German Länder the ETRS89 (European Terrestrial Reference

System 1989) with UTM projection will be compulsory as of 2009.

The ETRS89 is a three-dimensional Cartesian co-ordinate system. It relates to geocentric co-

ordinates the origin of which lies in the geocentre (centre of gravity of the earth). In UTM projecti-

on, the ellipsoid of the earth is divided into 6° wide stripes, which all run through the poles and are

at the greatest distances from each other at the equator.

Figure 256: Scale distortion in the UTM system

Nordpol

North pole

Querschnitt

Cross-section

Äquator

Equator

Strecke wird verkürzt abgebildet

Section is shortened in projection

Kartenebene

Map plane

Erdoberfläche

Surface of the earth

Mittelmeridian

Central meridian

Durchdringungskreis

Penetration circle

Strecke wird verlängert abgebildet

Section is extended in projection

For UTM projection the curved surface of the earth is projected onto the map plan using 2 penetra-

tion circles. Only on the penetration circles is the depiction length-preserving. Between the penetra-

tion circles, distances are compressed, outside the penetration circles, distances are extended (see

Figure 256).

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These locally differing length distortions must be taken into account in the detailed planning (detai-

led routing) and the local conversion of all relevant subsystems of the high-speed Maglev system by

calculation. A continuous routing calculation with “true” lengths is not possible.

All relevant components (e.g. guideway beams, long stators) and e.g. the list of equipment would

have to be taken into account in the planning co-ordinate system with suitable scale factors.

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Table of contents

Distributor

Overview of revisions

Table of contents

General

Purpose and field of application

Design principles for high-speed Maglev systems

Abbreviations and definitions

Laws, decrees, standards and directives

Identification and binding nature of requirements

Requirements regarding guideway maintenance

Basic principles

Specifications and recommendations for the maintenance strategy

Specifications

Recommmendations

Error! Bookmark not defined.

Requirements of personnel

Servicing

Inspections

General requirements relating to inspections

Monitoring

Investigations

Appraisals

Special inspections

Maintenance

Other measures

Requirements regarding the sequences of maintenance processes

Technical notes on the performance of inspections

Possibility of monitoring

Degree of automation of the inspections

Inspection of the geometry

Visual inspections

Inspection by means of stationary measuring devices

Other inspections

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General

Purpose and field of application

This document specifies in binding terms the general specifications for the maintenance of high-

speed Maglev guideways, insofar as safety and order are involved. Furthermore, these design prin-

ciples contain recommendations.

This document is one of the foundations that should be taken into account in the design, planning,

realisation and operation of application projects of the high-speed Maglev.

The statements in the document are subordinate to those of the MbBO and are based upon the e-

xisting state of the art for the maintenance of structures.

Part VI of the guideway design principles should be used in association with Parts I to V of the gui-

deway design principles, the complete system design principles and the design principles relating to

the other subsystems.

This document includes:

•

General requirements for guideway maintenance;

•

Fundamental requirements for the processes of guideway maintenance;

•

Fundamental requirements for the technical performance of monitoring;

•

Fundamental requirements for documentation;

The requirements of this document should be more precisely specified and supplemented on a pro-

ject-specific basis and according to the current status of the project.

Requirements regarding the maintainability of the individual assemblies can be found in the /MSB

AG-FW ÜBG/.

These design principles apply for a high-speed Maglev system in accordance with the Allgemeinem

Magnetschwebebahngesetzt /AMbG/ (General Law on Magnetic Levitation Systems).

Design principles for high-speed Maglev sys-

tems

This document is part of the documentation for high-speed Maglev systems comprising several sets

of design principles. The document tree is shown in Figure 1 /MSB AG-GESAMTSYS/.

The higher-level document ‘Design principles, complete system’ and its appendices apply consis-

tently for the entire documentation:

• High-speed Maglev system design principles, complete system, doc. no.: 50630,

/MSB AG-GESAMTSYS/ with the appendices:

• Annex 1: Abbreviations and definitions, doc. no.: 67536, /MSB AG-ABK&DEF/

• Annex 2: Laws, regulations, standards and directives, doc. no.: 67539,

/MSB AG-NORM&RILI/

• Annex 3: Environmental conditions, doc. no.: 67285, /MSB AG-UMWELT/

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• Annex 4: Rules for operation (train service and maintenance), doc. no.: 69061,

/MSB AG-BTR&IH/

• Annex 5: Noise, doc. no.: 72963, /MSB AG-SCHALL/

Abbreviations and definitions

The abbreviations and definitions given in /MSB AG-ABK&DEF/ apply.

The assemblies of the guideway are defined in ‘Design Principles, Guideway, Part I’. In deviation

from the terminology in the other design principles, the terms shortcoming, error and damage are

used in accordance with the terminology of construction in guideway design principles.

A shortcoming in the sense of the document is an impermissible deviation of an assembly from the

target state that existed at the moment of acceptance. It is insignificant here whether the shortco-

ming was recognised at the moment of acceptance or not until later. A shortcoming can cause one

or more cases of damage.

An error is an inappropriate action or an omission which can lead to one or more shortcomings and /

or cases of damage.

Damage is an impermissible deviation of an assembly from the target state which occurs during

use.

Laws, regulations, standards and directives

The normative documents listed in /MSB AG-NORM&RILI/ contain statements that become part of

the high-speed Maglev design principles when referred to in the high-speed Maglev design princi-

ples. In the case of dated normative documents in /MSB AG-NORM&RILI/ subsequent changes or

revisions to these publications do not apply. In the case of undated references the latest edition of

the normative document referred to applies.

The status of the standards and directives to be taken into consideration in a Maglev project must

be specified on a project-specific and binding basis.

Identification and binding nature of require-

ments

In the creation of this document the rules in accordance with /DIN 820/ were mainly applied.

In the sections that follow and in the appendices to this document

• requirements are printed in standard type and

• explanations, guide values and examples are printed in italics

(see /MSB AG-FW ÜBG/).

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Requirements regarding guideway maintenance

Basic principles

In accordance with DIN 31051 the maintenance of the guideway comprises

(1)

Inspection,

(2)

Servicing,

(3)

Maintenance and improvements

of the named components of the guideway (the improvements are dealt with in this document to-

gether with other, e.g. operationally determined measures).

The overriding goal of maintenance is to put in place the technical prerequisites for the continuation

of the operation of the high-speed Maglev system in accordance with regulations. Preventative and

condition-oriented maintenance should ensure that repairs leading to disruption to the guideway are

not necessary.

The monitoring and testing of the guideway should accompany operation and should be automated

as far as possible. The safety level achieved may not be lower than in a conventional structure test

on the basis of /DIN 1076/ or the valid regulations regarding wheel/rail technology. The time inter-

vals specified in these regulations can however be adapted to the peculiarities of a high-speed

Maglev route where appropriate.

The purpose of the regular monitoring is to recognise shortcomings and any damage that have oc-

curred early enough that the necessary measures can be taken at an early stage or to rectify short-

comings and any defects that have arisen before safety and availability are impaired.

Furthermore, the necessary data material for a forward-looking maintenance planning should be

provided.

The independence of the personnel entrusted with the maintenance for the guideway regarding

technical decisions in relation to

(1)

the necessity of the performance of inspection measures;

(2)

the technical release;

shall be ensured by appropriate organisational rules.

A project-specific maintenance concept shall be drawn up for the engineering structures of the gui-

deway in accordance with /MSB AG-FW ÜBG/, containing statements regarding the monitoring

and testing of the structures of the guideway for the high-speed Maglev system in relation to stabili-

ty, traffic safety and durability.

Note: According to MbBO there is a duty of disclosure towards the supervising and testing agency

with regard to data and findings that are relevant to the monitoring and testing of the structure and

that are detected and assessed within the framework of operation.

It should be ensured that in addition to the person responsible for the system, the works manager

and the responsible supervisory body, third parties who can demonstrate a legitimate interest in the

results of investigation (e.g. project manager for crossing traffic routes), are informed of maintenan-

ce events that are relevant to them.

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Specifications and recommendations for the

maintenance strategy

Specifications

The maintenance of the guideway rests upon a known condition. This condition is recorded and

documented in the framework of the manufacture and maintenance of the guideway as the “zero

condition” on the finished guideway (section) before its first negotiation by a Maglev vehicle.

During subsequent operation all significant changes from the original “zero condition” are continu-

ously documented and assessed and if necessary set down as a new reference condition.

Any substitution of components in the existing equipment (e.g. exchange of a stator assembly) can

necessitate the definition of a new reference condition, which then forms the basis for future moni-

toring.

Maintenance programs should be drawn up in accordance with “Principles and procedures for the

drawing up of the maintenance program”, Section 5.3.3 in /MSB AG-GESAMTSYS/ and the /MSB

AG-BTR&IH/.

Maintenance programs should be drawn up for all assemblies by the manufacturer / supplier in

question.

The individual maintenance programs should be summarised in a maintenance program.

The guideway maintenance program developed from this must be compatible with the requirements

of the complete system.

The guideway maintenance program should be drawn up on the basis of the database of structures.

For each individual measure included in the maintenance program the manufacturer / supplier

should drawn up an instruction card for the maintenance in accordance with Section 5.3.3 in /MSB

AG-GESAMTSYS/ and /MSB AG-BTR&IH/.

The construction of the components and assemblies of the guideway should be designed in accor-

dance with the ‘Design Principles, Guideway, Part I’ such that it is fault-tolerant, so that maintenan-

ce need not take place immediately after the detection of damage.

Maintenance-related feedback on other subsystems (e.g. levitation/guidance signals from the vehic-

le) should be taken into consideration in the maintenance of the guideway).

The maintenance must be performed exclusively by suitably qualified personnel (see also /MSB

AG-BTR&IH/).

Possible influence by third parties should be taken into consideration in the maintenance strategy on

a project-specific basis.

Findings and documentation from the manufacture and commissioning should be documented and

drawn upon for the maintenance.

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Recommendations

The monitoring of the guideway (where appropriate with the exception of special structures and the

route periphery) should be performed continuously (or at short intervals of time), as far as possible

on an automated basis, and in a manner that supports operations.

Maintenance measures should be performed from the guideway (special vehicle) as far as possible.

The maintenance measures should be planned such that they can be performed within the space

defined for them on a project-specific basis.

The time period available for maintenance measures should be defined on a project-specific basis

(it should take place in the pause in operations to be defined on a project-specific basis).

The evaluation and assessment of the inspection results should take place within a short period of

time. Specially monitored reference objects should be defined at points in the route to be defined on

a project-specific basis.

Drawing upon the other findings from operation and maintenance, the monitoring of the reference

objects should facilitate a condition analysis for the guideway.

Measures relating to structures (e.g. the renewal of the corrosion protection on steel components

after long periods) should be considered separately in the maintenance planning. Assemblies for

which a planned replacement is necessary during the required period of use of the route or for

which the probability of failure leads to the expectation that replacement will be necessary should

be kept in stock in a sufficient number on a project-specific basis.

Requirements relating to personnel

The overriding requirements of the personnel are defined in the design principles for the complete

system.

The leader of the agency responsible for monitoring and testing the guideway must be entitled to

manage the title “engineer”. The position must be occupied by a person with the necessary technical

knowledge and relevant vocational experience of at least five-years.

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Servicing

Planning, performance and revision of servicing must take place on the basis of the specifications

defined in Section 5.3.3 in /MSB AG-GESAMTSYS/ and in /MSB AG-BTR&IH/.

Specifications regarding the servicing of the assemblies in the maintenance program and in the

maintenance instructions should take place on a make- and model-specific basis.

The following principles apply for servicing:

(1)

The servicing of the individual assemblies should not obstruct the operation of the system;

(2)

It should be possible to perform the servicing within the times defined on a project-specific

basis;

(3)

It should be possible to perform the servicing within the space to be defined for the mainte-

nance on a project-specific basis;

(4)

It should be possible to perform the servicing using the resources (personnel, equipment) and

processes defined on a project-specific basis;

(5)

The realisability of the servicing tasks should be demonstrated (on a prototype if appropriate)

under preconditions similar to those of application.

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Inspections

General requirements relating to inspections

Planning, performance and revision of the inspections must take place on the basis of the specifica-

tions defined in Section 5.3.3 in /MSB AG-GESAMTSYS/ and in /MSB AG-BTR&IH/.

Inspections can be subdivided into:

(1)

Monitoring

(2)

Investigations

(3)

Expert opinions

(4)

Special inspections

Information on the inspection of the assemblies in the maintenance programs and in the maintenan-

ce instructions should take place on a make- and model-specific basis. The following principles

apply for inspections:

(5)

The inspections of the individual assemblies should not obstruct the operation of the system;

(6)

It should be possible to perform the inspections within the times defined on a project-specific

basis;

(7)

It should be possible to perform the inspections within the space to be defined for the mainte-

nance on a project-specific basis;

(8)

It should be possible to perform the inspections using the resources (personnel, equipment)

and processes defined on a project-specific basis;

(9)

The realisability of the inspections should be demonstrated.

This should take place, using a prototype where appropriate, under preconditions similar to those

of application.

The inspection intervals should be defined on a model-dependent and project-specific basis in ac-

cordance with “Principles and Procedures for the Drawing up of the Maintenance Program”.

If the inspection of the assemblies of the guideway does not take place on the basis of /DIN 1076/

or the current state of the art for wheel/rail technology, demonstration of an equal safety level is

necessary.

Monitoring

Monitoring takes place by the annual viewing of the guideway and/or by taking photographs.

Furthermore, at short intervals (continuously where appropriate) supplementary procedures (e.g.

monitoring of functional level geometry) should be applied.

Monitoring is a part of planned inspections to be performed.

It can be vehicle assisted or special vehicle assisted. Project-specific procedures are also possible.

The monitoring of the guideway should take place on a project-specific basis and in a manner de-

pendent upon the make and model.

Regardless of model-specific peculiarities, particular attention should be paid to the following du-

ring monitoring:

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(1)

Monitoring of the shortwave geometry of the functional levels;

(2)

Monitoring of the longwave guideway geometry;

(3)

Monitoring the condition of the supports;

(4)

Surface changes (e.g. cracks in the concrete, flaking off of corrosion protection);

(5)

Monitoring of the guideway equipment;

(6)

Monitoring of the defined spaces;

(7)

Monitoring of the special structures and the route periphery;

(8)

Determination of the effects of external influences (collision at road crossings, winter service,

vegetation, earthquakes, vandalism, etc.);

(9)

Where appropriate, monitoring of selected reference objects.

The results should be evaluated continuously and within a short period of time in accordance with

project-specific specifications, so that any shortcomings/damage jeopardising safety and order can

be found without delay.

The necessity of reference objects, and their number and position should be determined on a pro-

ject-specific basis.

Note: These reference objects are, for example, a few guideway beams in exposed positions, to be

specified in co-ordination with the responsible supervisory authorities and their recognised repre-

sentatives. These should be particularly monitored using measuring technology (e.g. temperature

path, carbonisation, coating thickness of the corrosion protection, etc.).

The results of the monitoring of the reference beams are used to evaluate the overall condition of

the route and to evaluate the individual findings.

Investigations

The periods for the investigations should be adjusted in line with the peculiarities of the structural

shape, the loads and the sensitivity of the assemblies. The periods should be stated on a model-

specific basis for all assemblies of the guideway in the project-specific maintenance plan (inspecti-

on plans).

The assemblies of the guideway should be regularly closely inspected for obvious shortcomings or

damage in the framework of the investigation. This close inspection should initially be performed

every year.

This interval can be altered depending upon the project-specific preconditions.

The maximum interval between two investigations is six years.

In the close investigation, particular attention should be paid to shortcomings / damage that are ex-

ternally visible but cannot be detected by the guideway monitoring systems. The investigation also

includes a viewing and evaluation of the monitoring results for the route section that is to be subject

to close investigation.

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Appraisals

In an appraisal it should be determined whether:

(1)

The soundness of the assemblies still complies with the specifications from the planning pha-

se and the status of the preceding appraisal;

(2)

There is a danger of the progression of shortcomings and damage within the next six years to

an extent that could significantly impair the fitness for use or soundness;

(3)

Shortcomings, damage or dimensional deviations from the planned condition exist that ne-

cessitate a more detailed investigation.

The appraisal extends to all assemblies of the guideway. Operational influences, which exhibit a not

inconsiderable importance for the guideway (e.g. vegetation in the surrounding area, change to the

peripheral development in the area near the route) should be taken into account. Appraisals should

be performed every six years.

The time between an investigation and an appraisal should be no greater than 3 years.

In the appraisal, all significant shortcomings and damage in the guideway should be assessed and

documented. Any impairment to soundness should be established, evaluated and also documented,

as should the remaining safety and durability. If necessary, special investigations (e.g. additional

geodetic measurements on the guideway) should also be commissioned.

To provide evidence of the appraisal, a detailed report should be drawn up on the scope of the in-

spection, the depth of the inspection and the inspection results. This report should include a predic-

tion on the further course of the shortcomings and damage found. Furthermore, recommendations

should be formulated within it on changes to the maintenance periods and on the maintenance work

necessary within the next appraisal interval.

If procedures for the automated monitoring of the guideway are installed and used and / or reference

objects are monitored, inspection results can be used as part of the appraisal.

If the appraisal of the assemblies of the guideway does not take place on the basis of /DIN 1076/ or

according to the current state of the art in wheel/rail technology, the appraisal should take place by

the evaluation of the results of the previous inspections.

The following points should be taken into account in this connection:

(4)

Continuous monitoring of the guideway or the assemblies covered by this regulation;

(5)

Documentation and evaluation of all inspection results;

(6)

Evaluation of the findings of the monitoring of reference beams;

(7)

Regular close viewing in the framework of the investigations with the focus upon those as-

semblies that are not automatically monitored;

(8)

Accessibility of guideway documentation.

Special inspections

Special inspections must be performed after special events influencing the condition of the guide-

way, or if stipulated by the results of structure inspections.

Events that necessitate a special inspection can be:

(1)

Findings from monitoring, investigation and appraisal;

(2)

Collision of (road) vehicles on the guideway;

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(3)

Unforeseen mode of operation of a vehicle with significant effect upon the guideway;

(4)

Conclusion of measures covering structures or maintenance measures on the guideway, if

there is any possibility that the guideway may be damaged due to this work;

(5)

Extraordinary environmental influences.

This list is not comprehensive.

In the framework of a special inspection the stability of the assemblies can also be demonstrated by

experiment (e.g. by loading experiments). In this connection, the performance of tests should be

supported by calculations so that damage to the guideway due to overloading is ruled out. These

experiments may only be planned and performed by specially qualified personnel, and require the

approval of the responsible supervisory bodies.

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Maintenance

Planning, performance and revision of maintenance must take place on the basis of the specificati-

ons defined in Section 5.3.3 in /MSB AG-GESAMTSYS/ and in /MSB AG-BTR&IH/.

The following principles apply for maintenance:

(1)

The maintenance of the individual assemblies should not obstruct the operation of the system;

(2)

It should be possible to perform the maintenance within the times defined on a project-

specific basis;

(3)

It should be possible to perform the inspections within the space to be defined for the mainte-

nance on a project-specific basis;

(4)

It should be possible to perform the inspections using the resources (personnel, equipment)

and processes defined on a project-specific basis;

(5)

The realisability of the inspections should be demonstrated (where appropriate on a prototype)

under boundary conditions approximating those of practical application.

The instructions to be drawn up for the maintenance of the guideway must cover at least the follo-

wing points:

(1)

Required personnel (number and qualifications);

(2)

Required equipment and materials;

(3)

Required working time;

(4)

Technological specifications (e.g. hardening times, etc.);

(5)

Predictions regarding environmental influences.

Comprehensive maintenance measures that influence operation should be considered separately and

on a project-specific basis as special measures (examples of this are the full replacement of the cor-

rosion protection on steel components or a fundamental concrete refurbishment).

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Other measures

Other measures can be operationally determined or become necessary due to maintenance and

should be defined on a project-specific basis.

They typically include:

(1)

Improvements of/to assemblies;

(2)

Comprehensive maintenance measures that influence operation;

(3)

Measures for the care and control of vegetation;

(4)

Winter service measures.

Similarly, the technical requirements of maintenance as described in this document also apply to the

performance of the other measures. Project-specific concepts and programs should be developed in

good time before the performance of the measures.

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design principles

Guideway

Requirements regarding the sequences of maintenance processes

The following requirements are made of the sequences of maintenance processes:

(1)

The specifications in /MSB AG-GESAMTSYS/ and /MSB AG-BTR&IH/ take precedence;

(2)

Maintenance processes that are proven, are not time-critical, can be performed in any

weather and that require little special knowledge on the part of staff should be given prefer-

ence;

(3)

The condition before first use (time of creation) or after maintenance has taken place (actual

condition) must fulfil the specifications according to the plan; this condition should be docu-

mented, it then serves as a reference condition for the evaluation of changes that have occur-

red;

(4)

Determination of the actual condition;

The actual condition, which changes over time and should ideally be known at all times, is

compared with the reference condition and evaluated with regard to the changes that have ta-

ken place; the limits at which measures must be implemented should be defined and set down

for the guideway;

(5)

For all assemblies a preventative, condition-oriented maintenance should be the goal;

(6)

It is possible to deviate from the preventative maintenance for technical, economic or opera-

tional reasons;

(7)

By additional inspections or inspections carried out at closer intervals an extension of the

period of use of assemblies can be achieved;

(8)

Severe damage to the guideway, which cannot be rectified by a simple repair should be taken

into account in the planning of maintenance;

(9)

The required measures (emergency support, replacement of entire beams, etc.) should be con-

ceptually planned in advance to the extent that the maintenance work can be begun within a

short period of time after the occurrence of the damage;

(10)

Measures on third-party systems should be performed in accordance with the general statutory

provisions;

(11)

Express reference is made to the Magnetschwebebahnplanungsgesetz (MBPlG) (Magnetic

Levitation System Planning Act) and the project-specific crossing agreements to be conclu-

ded;

(12)

Measures in the immediate vicinity of the route require project-specific handover and release

procedures.

Note: the following steps should typically be observed in such cases:

(13) Drawing up of a work order e.g. by the organisational unit charged with the maintenance of

the guideway and co-ordination with the train service;

(14) Recorded handover of the work area (e.g. guideway section) from train service to maintenan-

ce;

(15) Performance of the measures and recording of the information required for documentation;

(16) Technical release of the work area by the maintenance;

Title

High-speed Maglev system design principles

Guideway Part VI - Maintenance

Doc.no.:

63842

Version

White paper

Issue date

15.02.2007

Page 18

High-speed Maglev system

Maglev Technical Committee

design principles

Guideway

(17) Recorded acceptance of the work area from the maintenance by the train service;

(18) Documentation of the measures performed.

Note: to make work easier the operational departments can be jointly represented in relation to the

agency charged with the maintenance of the guideway by a “Co-ordinator for train services / struc-

ture testing”. The co-ordinator has a duty of reporting / disclosure in relation to the agency charged

with the maintenance of the guideway and to the supervisory bodies.

Title

High-speed Maglev system design principles

Guideway Part VI - Maintenance

Doc.no.:

63842

Version

White paper

Issue date

15.02.2007

Page 19

High-speed Maglev system

Maglev Technical Committee

design principles

Guideway

Technical notes on the performance of inspections

Possibilities for monitoring

Normally the monitoring procedures to be used can be broken down as follows:

(1)

Measurements from the vehicle (during train service);

(2)

Monitoring by measurement from special vehicle (generally during breaks in train service);

(3)

Stationary monitoring by measuring (generally ongoing);

(4)

Other procedures.

In the selection of the monitoring systems those systems that recognise damage or changes that in-

dicate damage as early as possible should be given preference. The data transfer of the results of

individual monitoring processes generally does not take place online. The evaluation of the data

therefore generally takes place after a time delay; model- and project-specific preconditions should

be taken into account in the setting of evaluation periods.

A decision should be made regarding the necessity of online transfer of monitoring information to

the district control office on a project-specific basis.

Degree of automation of the inspections

The aim should be the maximum possible automation of the monitoring of the guideway. The degree

of automation and the tasks to be performed by the automated inspections should be defined on a

project-specific basis.

If the intention is to draw conclusions about the condition of a large number of assemblies from the

automated inspection of individual assemblies, the number and exposure of the monitoring sensors

should be defined to facilitate a safe prediction.

The functionality of the automated inspection systems should be monitored. The method of recogni-

sing the failure of the automated system should be defined.

The measures that will be taken to ensure that the inspection tasks are still performed even after the

failure of an individual automated system should be defined on a project-specific basis.

For the assemblies with particular relevance to safety, it may be necessary to provide the possibility

of independent checking in an automated inspection for the verification of the measurement or test

results.

Inspection of the geometry

The inspection of the guideway geometry covers the inspection of the shortwave and the longwave

geometry.

In both cases the monitoring should take place on the basis of the documented reference condition.

The inspection of the shortwave geometry (offset, NGK, track gauge, guideway depth, gap) shall

take place according to the state of the art.

Adherence to the specifications defined in /MSB AG-FW GEO/ should be monitored.

Model-specific preconditions (failure recognition, redundancy, error loops) should be taken into

account when specifying the inspection technique.

Title

High-speed Maglev system design principles

Guideway Part VI - Maintenance

Doc.no.:

63842

Version

White paper

Issue date

15.02.2007

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High-speed Maglev system

Maglev Technical Committee

design principles

Guideway

The inspection of the longwave geometry takes place on the basis of a reference measurement and

according to the state of the art. Geodetic measurements should be performed and documented du-

ring commissioning (see Section 0).

Subsequent geodetic measurements can be used to quantify any changes found or to evaluate the

changes.

Visual inspections

Visual inspections can be both close and automated. The specifications for these should be made on

a project-specific basis and according to the state of the art.

Inspection by means of stationary measuring

devices

Stationary measuring devices are installed at reference objects.

They should correspond with the current state of the art and should be selected by model and in

agreement with the responsible supervisory authorities and where appropriate their recognised

representatives.

The method of recognising the failure of stationary measuring devices should be determined. If

weather data is recorded along the route, the measuring points should be in the immediate proximi-

ty of individual reference objects in order to be able to produce direct relationships between

weather data and measuring data.

Other inspections

Further inspections that are required from the point of view of maintenance or that cover operatio-

nal aspects such as clearance monitoring, the accumulation of snow and ice, vegetation control,

etc. should be defined on a project-specific basis.

These inspections should correspond with the current state of the art and be selected on a model-

specific basis and in co-ordination with the responsible supervisory authorities and where ap-

propriate their recognised representatives.

Title

High-speed Maglev system design principles

Guideway Part VI - Maintenance

Doc.no.:

63842

Version

White paper

Issue date

15.02.2007

Page 21

High-speed Maglev system

Maglev Technical Committee

design principles

Guideway

Fundamental requirements regarding documentation

The specifications in /MSB AG-GESAMTSYS/ and /MSB AG-BTR&IH/ take precedence.

A database of structures should be created on a project-specific basis.

It should either be generated from the system-based directory of equipment or a clear relationship

to this document should be created.

The database of structures contains all important data on the guideway (or refers to it) that is ne-

cessary for the fulfilment of the monitoring and testing tasks on an object-related basis.

All relevant results of the maintenance must be entered into the database of structures. The database

of structures must contain at least the following information:

(1)

Representation and brief description of the assemblies or equipment components;

(2)

Type and location of the storage of documents or storage of data, from which detailed infor-

mation about planning, approval, manufacture, previous investigations and measurement re-

sults can be drawn;

(3)

Conservation and maintenance measures performed;

(4)

Significant changes to the guideway equipment or supporting structure. The database should

be updated and maintained on a continuous basis. Data from the phases

(5)

Planning of structures and approval;

(6)

Construction of structures;

(7)

Commissioning;

(8)

Acceptance of structures;

(9)

Ongoing maintenance, repairs and renovation

should be acquired.

The method of preparation and representation of data should be defined on a project-specific basis.

The documentation should make a trend in the changes of conditions recognisable. This requires

for example that bearing distances are always related to the same reference temperature.

Title

High-speed Maglev system design principles

Guideway Part VI - Maintenance

Doc.no.:

63842

Version

White paper

Issue date

15.02.2007

Page 22

Design Principles High-speed Maglev System. Information (MSB, 2007) - page 13