Trackworks TA04

K) Elfiéliafii”!
JACOBS”
Responsible Division l Responsible Discipline _ Document Type _ Document Status
X0231 Track Works Manual Issued for Implementation
ETIHAD RAIL STAGE 2 & 3 PROJECT

Design Criteria Track Works
Phil Ransom
Prepared ---- 12—MAR-2019
Principle Track Engineer/Jacobs
Riaz Abdul Majeed

Verified 12—MAR-2019
Deputy Engineering Manager-Civils/Jacobs
Stephen Hill
Approved 12—MAR-2019
Engineering Manager—Civils/Jacobs
Douglas Ross 1’
Quality Process Approval , 12—MAR—2019
Quality Manager/Jacobs " I"! 3—53
Name Signature Date
Document Number Issued Date lZ-MAR-2019
Location/ I
Contract No. - - Discipline - Type - Sequence Number ~ Revision
Subdivision
X02‘31-UAE-ERrT-POI—0000L-0 2
1 I. ‘u‘-'
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This document including its attachments is the property of Etihad Rail. It contains confidential proprietary information a
reproduction, distribution, utilization or communication of this document, or any part thereof, is strictly prohibited unl I esslypermitted . : '
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UNLESS SPECIFIED OTHERWISE, THIS PRINTED COPY OF THIS DOCUMENT IS UNCONTROLLED AND FOR REFERENCE PURPOSE ONLY
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Version Log - Internal
Version Date Name Description of Review Changes

AA1 29-OCT-2018 Phil Edwards Preparer
AA2 29-OCT-2018 Riaz Abdul Majeed Verifier
AA3 01-NOV-2018 Alan Sharpe Verifier
AB1
ABl 14-NOV-2018 Phil Edwards Preparer
AB2
ABZ 15-NOV-2018 Riaz Abdul Majeed Verifier
001 25-NOV-2018 Phil Edwards Preparer
002 25-NOV-2018 Alan Sharpe Verifier
011 12-FEB-2019 Phil Edwards Preparer
012 12-FEB-2019 Riaz Abdul Majeed Verifier
021 07-MAR-2019 Phil Ransom Preparer
022 07-MAR-2019 Riaz Abdul Majeed Verifier
Version CE01.1
CE01.1
Revision Log —
– To Client
Revision Date Description of Changes

AA 01-NOV-2018 First Release
AB 14-NOV-2018
14-Nov-2018 Updated Section 8.2.1.4
00 25-NOV-2018 Third Release –— Rev AB Approved
01 12-FEB-2019 44thth Release –— Use of Trap Points withdrawn, RRAP at Set Off Tracks added
02 12-MAR-2019 55thth Release –— Requirements at Interface locations added
This document including its attachments is the property of Etihad Rail. It contains confidential proprietary information and may be legally privilege. The
reproduction, distribution, utilization or communication of this document, or any part thereof, is strictly prohibited unless expressly permitted by Etihad Rail.
X0231-UAE-ERT-PO-00001-02
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[L’ E—IlJ-ILfiHi-Jg 331% DESIGN CRITERIA TRACK WORKS JACOBS
Table of Contents
Table of Contents ............................................................................................................................... 3
Acronyms and Abbreviations.............................................................................................................. 8
Units of Measurement ....................................................................................................................... 9
GLOSSARY OF TERMS ......................................................................................................................... 9
1 Introduction ........................................................................................................................ 10
2 Use of this Document ........................................................................................................... 11
3 Standards ............................................................................................................................ 12
4 Codes of Practice ................................................................................................................. 13
Appendix A Horizontal Alignment Design for Plain Line ............................................................... 14
1 Introduction ........................................................................................................................ 15
2.1 Purpose ............................................................................................................................. 15
2.2 Horizontal Alignment Design for Plain Line ...................................................................... 15
3 Design Compliance............................................................................................................... 15
4 Abbreviations and Acronyms................................................................................................ 15
5 Terms and Definitions .......................................................................................................... 16
6 Standards ............................................................................................................................ 17
8 General Design Principles ..................................................................................................... 18
8.1 Basis of Criteria ................................................................................................................. 18
8.2 Horizontal Alignment ........................................................................................................ 20
8.3 Transition Curve Design .................................................................................................... 23
8.4 Additional Requirement in Horizontal Design .................................................................. 26
8.5 Interface locations ............................................................................................................ 27
Appendix B Vertical Alignment Design for Plain Line ................................................................... 28
1 Introduction ........................................................................................................................ 29
2.1 Purpose ............................................................................................................................. 29
2.2 Vertical Alignment Design for Plain Line........................................................................... 29
6 Standards ............................................................................................................................ 30
8 General Design Principles ..................................................................................................... 30
8.2 Vertical Alignment ............................................................................................................ 31
Appendix C Switch & Crossing Geometry .................................................................................... 35
1 Introduction ........................................................................................................................ 36
2.1 Purpose ............................................................................................................................. 36
2.2 Switch & Crossing Geometry ............................................................................................ 36
6 Standards ............................................................................................................................ 37
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8 Switch and Crossing Geometry ............................................................................................. 37

8.1 Turnouts ............................................................................................................................ 37
8.2 Location of a Turnout........................................................................................................ 44
8.3 Diamond Crossing ............................................................................................................. 46
Appendix D Set-off Track, Siding, Yard, Depot and Facility Layout Design ..................................... 47
1 Introduction ........................................................................................................................ 48
2.1 Purpose ............................................................................................................................. 48
2.2 Set Off Track, Siding, Yard, Depot and Facility Layout Design .......................................... 48
6 Standards ............................................................................................................................ 49
8 Set Off Track, Siding, Yard and Depot Design ........................................................................ 49
8.1 General.............................................................................................................................. 49
8.2 Horizontal Alignment ........................................................................................................ 50
8.3 Vertical Alignment ............................................................................................................ 54
8.4 Protection of Mainline ...................................................................................................... 54
Appendix E Gauge and Clearance for Design ............................................................................... 57
1 Introduction ........................................................................................................................ 58
2.1 Purpose ............................................................................................................................. 58
2.2 Gauge and Clearance Design ............................................................................................ 58
6 Standards ............................................................................................................................ 58
7 Code of Practice ................................................................................................................... 58
8 Gauge and Clearances .......................................................................................................... 59
8.1 General.............................................................................................................................. 59
8.2 Vehicle Characteristics ...................................................................................................... 59
8.3 Throw ................................................................................................................................ 60
Throw
8.4 Clearances ......................................................................................................................... 62
Appendix F Other Track Works ................................................................................................... 63
1 Introduction ........................................................................................................................ 64
2.1 Purpose ............................................................................................................................. 64
2.2 Other Track Work..............................................................................................................
Work .............................................................................................................. 64
6 Standards ............................................................................................................................ 65
8 Rail Expansion Joints ............................................................................................................ 65
9 Buffer Stops ......................................................................................................................... 66
10 Derailers .............................................................................................................................. 67
11 Rerailers .............................................................................................................................. 67
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12 Rail and Track Bonding ......................................................................................................... 68
13 Insulated Rail Joints ............................................................................................................. 68
14 Level Crossings..................................................................................................................... 69
14.2 Rig Crossings ..................................................................................................................... 69
15 Trackforms in Depot............................................................................................................. 69
Appendix G Derailment Containment.......................................................................................... 73
1 Introduction ........................................................................................................................ 74
2.1 Purpose ............................................................................................................................. 74
2.2
2.2 Derailment
Derailment Containment
Containment ..................................................................................................
.................................................................................................. 74
74
Terms
6 Standards ............................................................................................................................ 75
8 Derailment Containment...................................................................................................... 75
8.1 General.............................................................................................................................. 75
8.2 Derailment Containment within the Track Form .............................................................. 76
8.3 Guard Rails ........................................................................................................................ 76
8.4 Derailment Containment on Non-Ballasted Track Form .................................................. 77
8.5 External Derailment Containment Measures ................................................................... 78
Appendix H Track Structure Design ............................................................................................. 79
1 Introduction ........................................................................................................................ 80
2.1 Purpose ............................................................................................................................. 80
2.2 Track Structure Design ...................................................................................................... 80
Track
Terms
6 Standards ............................................................................................................................ 80
8 Track Structure .................................................................................................................... 81
Track
8.1 Track Performance Requirements .................................................................................... 81
Track
8.2 Track Structure –— General ................................................................................................. 81
Track
8.3 Basis of Design .................................................................................................................. 82
8.4 Slab Track .......................................................................................................................... 82
8.5 Cable Containment ........................................................................................................... 85
Appendix I Track Signage and Markers Design............................................................................ 86
1 Introduction ........................................................................................................................ 87
2.1 Purpose ............................................................................................................................. 87
2.2 Track Signage and Marker Design..................................................................................... 87
Track
Terms
6 Standards ............................................................................................................................ 88
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8 Track Markers and Signage................................................................................................... 88
8.1 Basis of Design .................................................................................................................. 88
9 Route Identification and Track Identification Codes .............................................................. 89
9.1 Route Identification Codes ............................................................................................... 89
9.2 Track Identity Codes ......................................................................................................... 89
10 Track Signage ....................................................................................................................... 90
10.1 Basis of Design .................................................................................................................. 90
10.2 Fouling Point Markers ....................................................................................................... 93
Appendices
Appendix A Horizontal Alignment Design for Plain Line

Appendix B Vertical Alignment Design for Plain Line
Appendix C Switch & Crossing Geometry
Appendix D Set-off Track, Siding, Yard, Depot and Facility Layout Design
Appendix E Gauge and Clearance for Design
Appendix F Other Track Works
Appendix G Derailment Containment
Appendix H Track Structure Design
Appendix I Track Signage and Markers Design
Tables
Table 1: Maximum values for cant limits

Table 3: Transition curve criteria
Table 4: Minimum transition length
Table 5: Vertical Accelerations on Vertical Curves
Table 6: Minimum Vertical Curve Radii
Table 7: Turnout
Table Turnout Geometries
Table 8: Nominal Vehicle Types and Dimensions
Table 9: Buffer Stops5
Stop55
Table 10: Route Identification Character Codes
Table 11: Track Identity Codes
Table 12: Horizontal Geometry Codes
Table 13: Vertical Geometry Codes
Figures
Figure 1: Virtual Transition Principle
Figure 2 :Turnout Geometry terminology
Figure 3 :Type 5 & 4 Turnout Geometry
Figure 5: Type 1 Turnout Geometry
Figure 6: Turnout Geometry
Figure 7: Turnout Placement
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Figure 8: Turnout placement for future electrification

Figure 9: Typical Ladder Layout
Figure 11: Return Curve
Figure 12: Layout of Set-off
Set—off Tracks
Figure 13: Catch Point Clearance Requirements
Figure 14: Calculation of Cant Throw
Figure 15: Plan View of Guard Rails
Figure 16: Kilometre Chainage Marker Plates
Figure 17: Level Crossing Marker Plate
Figure 18: Horizontal Geometry Marker plate
Figure 19: Vertical Curve Geometry Marker Plate
Figure 20: Vertical Gradient Geometry Marker Plate
Figure 21: Precast Fouling Point Marker
Figure 22: Sleeper Mounted Conic Fouling Point Marker
Figure 23: Definitions of Information on Clearance Datum Marker Plates
Figure 24: Clearance Datum Marker Plate
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[a ElllllLfitljl alajllfl CRITERIA TRACK
DESIGN CRITERIA WORKS
TRACK WORKS JACOBS
Acronyms and Abbreviations

ALARP As Low as Reasonably Practicable
AREMA American Railway Engineering and Maintenance-of-Way
Association
AS Australian Standard
BS British Standard
CEN Comité Européen de Normalisation
DIN Deutsches Institut für
fiir Normung eV (German Institute for
Standardisation)
DTM Digital Terrain Model
ELR Engineers Line Reference
EN European Standard
ER Etihad Rail
ERN Etihad Rail Network
EU European Union
GCC Cooperation Council for the Arab States of the Gulf
IEC International Electro-technical
EIectro-technical Commission
IHHA International Heavy Haul Association
ISO International Organisation for Standardisation
ITP Inspection and Test
Test Plan
KSA Kingdom of Saudi Arabia
MGT Million Gross Tonnes
NCR Non-Conformance Report
NR Network Rail (UK)
NSW New South Wales
ORE Office of Research and Experiments
PQP Project Quality Plan
QMR Quality Management Representative
QMS Quality Management System
RAMS Reliability, Availability, Maintainability and Safety
RLC Route Line Code
RRAP Road Rail Access Point
S&C Switches and Crossings
SI International System of Units
SNCF Société Nationale des Chemins de Fer Français
Francais
UAE United Arab Emirates
UIC International Union of Railways
Railways// Union Internationale des
Chemins de Fer
UK United Kingdom of Great Britain and Northern Ireland
USA United States of America
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[a EJ-IIJ-ILEIHJJDJ [33:33 CRITERIA TRACK
DESIGN CRITERIA WORKS
TRACK WORKS JACOBS
Units of Measurement
h Hour
7?:
km Kilometers
3
m Meters
<<mm33
3
mm Millimeters
R Radius of Curve (m)
s Second
V Speed (km/h)
v Speed (m/s)
GLOSSARY OF TERMS
Codes Local requirements
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11 Introduction
Introduction
This Design Criteria document contains description of Design Codes, Design Standards and Design Criteria
that shall be adopted for the Etihad Rail Network Stage 2 & 3.
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2 Use of this Document

This document describes the principles for Trackwork Design, which is comprised of individual design
elements.
The Design Criteria for each design element is described in the below Appendices:
a) Appendix A —– Horizontal Alignment Design For Plain Line;
b) Appendix B —– Vertical Alignment Design For Plain Line;
c)
C) Appendix C —– Switch & Crossing Geometry;
d) Appendix D —– Set Off Track, Siding, Yard, Depot and Facility Layout Design;
e) Appendix E —– Gauge and Clearance for Design;
f) Appendix F —– Other Track Work;
g)
g) Appendix G —– Derailment Containment Design;
h) Appendix H —Track
– Track Structure Design;
i) Appendix I —Track
– Track Signage & Markers Design.
This document is to be read in conjunction with any Etihad Rail Specifications which relate to defining the
Specifications and requirements for Materials and Workmanship in relation to the construction of the
trackform above formation level, and other Etihad Rail Design Criteria e.g. for bridges, tunnels and earthworks
as required.
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3 Standards
The national or international Standards referred to in this document represent the minimum to be applied
and this list is not exhaustive. It may be permitted to adopt other standards subject to Etihad Rail approval,
provided that such standards are equivalent to or superior to those referenced herein.
Compliance with the Standards in force is mandatory for all Etihad Rail Works, except where Etihad Rail has,
in writing, either:
a) Approved a Departure from Standard or parts thereof; or
b) Agreed that a new or revised Standard should not be implemented on an individual project basis.
Standards applicable to design elements are shown within each Appendix of this document.
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4 Codes of Practice
The Codes referred to in this document represent the minimum to be applied and this list is not exhaustive. It
may be permitted to adopt other Codes subject to Etihad Rail approval, provided that such Codes are
equivalent to or superior to those referenced herein.
Compliance with the Codes in force is mandatory for all Etihad Rail works, except where Etihad Rail has, in
writing, either:
a) Approved a Departure from the Code or parts thereof; or
b) Agreed that a new or revised Code should not be implemented on an individual project basis.
Codes applicable to design elements are shown within each Appendix of this document.
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Appendix A Horizontal Alignment Design for
Plain Line
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11 Introduction
Introduction
The Track
Track Work set of Design Criteria Documents contain the description and Design Criteria that are
applicable across all aspects of the Etihad Rail Network Stage 2 & 3 and are the basis for the development of
drawings and specifications for Etihad Rail Projects.

2.1 Purpose
This Design Criteria for Horizontal Alignment Design for Plain Line describes the Design Criteria that shall be
adopted for Etihad Rail Projects.
2.2 Horizontal Alignment Design for Plain Line

The following sections describe the principles of horizontal alignment design for the main and branch lines,
together with the maximum and minimum limits on the various parameters used in the design process.
3 Design Compliance
Any service provider engaged by Etihad Rail shall comply with these and any mandatory current Legislation
where applicable to the services unless expressly stated otherwise in writing by caveat on or departure from
the legislation/regulation or part thereof by Etihad Rail.
4 Abbreviations and Acronyms

aq Unbalanced Lateral Acceleration (m/s²)
(m/sz)
CC Centre of Curve point
CG Cant Gradient
CS Curve to Spiral Point
Ea Applied Cant
Ed Cant Deficiency
Eeq Equilibrium cant (superelevation)
Eex Excess Cant
EN European Standard
g Gravitational constant = 9.81m/s2
9.81m/sZ
Lc Length of Curve
LH Lefthand direction of curvature
Ls Length of Spiral
Lt Length of Tangent
PCC Point of Compound curvature
PI Point of (Horizontal) Intersection (between two tangents)
POB Point of Beginning of a horizontal alignment
POC Point on Curve
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POE Point of End of Alignment
POS Point on Spiral
POT Point on Tangent
PRC Point of Reverse Curvature
RCC Rate of Change of Cant
RCD Rate of Change of Cant Deficiency
RH Righthand direction of curvature
RL The constant parameter of a clothoid transition curve ( = radius x length)
SC Spiral to Curve point
SS Spiral to Spiral Point
ST Spiral to Tangent Point
TS Tangent to Spiral point
Tangent
Vdes Design Speed (km/h)
Vmin freight Design speed for loaded freight trains
Vmin passenger Design speed for passenger trains
5 Terms
Terms and Definitions
Definitions
Applied Cant The amount of cant specified for application to a circular curve
Cant The amount by which one rail on a curve is raised above the other rail.
It is positive when the outer rail of curved track is raised above the
inner rail and negative when the inner rail is raised above the outer
rail
Cant Deficiency The amount by which the applied cant is less than that needed to keep
a train negotiating a curve at a particular speed in equilibrium
Cant Gradient The rate at which the applied cant is uniformly increased or decreased
expressed as a gradient
Chainage The measurement of horizontal distance along a planar centreline
track alignment, measured from a reference point such as the
centreline of platform. The actual travelled distance will differ when
allowance for the vertical alignment is made
Compound Curve A curve formed by two circular curves of different radii but curving in
the same direction. They may or may not be joined by a transition
curve
Design Speed The speed used for the geometric design of horizontal curves and
transition curves
Double Track Two, essentially parallel, single tracks, whose separation is controlled
solely by Railway Engineering requirements
Equalibrium Cant The cant required to enable a train to negotiate a curve at a particular
speed without being subjected to an unbalanced centrifugal force
such that both rails are loaded equally. The speed at which this
condition applies is known as the Equilibrium Speed
Excess
Excess Cant
Cant The amount by which the applied cant is more than that needed to
keep a train negotiating a curve at a particular speed in equilibrium
Horizontal is the longitudinal focus of the track centreline
Alignment
Horizontal A curve of constant radius in the horizontal plane
Circular Curve
Horizontal The intersection point of two horizontal tangents joined
joined by a
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Intersection Point horizontal curve set
Horizontal A curve of uniformly varying radius in the horizontal plane linking
Transition Curve either a straight and a circular curve or two circular curves
Kilometreage Same as for Chainage
Main Line A principal track on the railway network
Maximum Civil The theoretical maximum attainable speed at which any train may
Speed travel on a section of track based on the track design criteria
Maximum The maximum operating speed of trains
Operating Speed
Overspeed An allowance made to either the Design Speed, or Maximum
Allowance Operating Speed if lower, to allow for normal variation in train control
systems
systems
Permanent Civil The maximum allowable train speed as determined by constraints on
Speed Restriction the alignment due to physical features on the infrastructure
Rate of Change of The rate at which cant or cant deficiency is increased or decreased
Cant or Cant relative to the speed of a train
Deficiency
Reverse Curve A curve formed by two circular curves which curve in opposite
directions and which may, or may not, be linked by transition curves
Track Centerline The location midway between the inside faces of the rail in the plane
tangential to the low rail
Track Gauge The distance between the inside faces of the rails in the plane
tangential to the top of the rails measures 14mm below the top of the
rail. The track gauge shall be 1435mm in plain line and switches and
crossings, and may be wider on curved track ififdeemed
deemed required by the
wheel rail interaction study
Twin Track Two, essentially parallel, single tracks, whose separation is controlled
by an intervening structure
Virtual Transition A virtual transition occurs when a tangent or straight track enters a
radius without a physical transition curve. The length of the virtual
transition is taken to be the wheel base of the vehicle for two-axled
vehicles or the bogie centres for bogied rolling stock. It is normally
applied such that half the length is on the straight and half on the
curve. It is important in turnout geometry
6 Standards
AREMA AREMA Manual for Railway Engineering
EN 13803-1 Railway Applications --Track
Track --Track
Track alignment design parameters --Track
Track
gauges 1435mm and wider - Part 1: Plain line
EN 13803-2 Railway Applications - Track - Track alignment design parameters -
Track gauges 1435mm and wider - Part 2: Switches and crossings
Track
comparable alignment design situations with abrupt changes of the
curvature
curvature
EN 13848 Railway Applications - Track - Track Geometry Quality - Part 1:
Characterisation of Track Geometry
BS 6100-4 Building and Civil Engineering —– Vocabulary —– Part4: Transport
Final 2012 GCC Guidelines - GCC RAILWAY PROJECT COMMON GUIDELINES FOR
THE IMPLEMENTATION OF THE GCC RAILWAY PROJECT.
THE
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7 Codes of Practice
UIC 703 Layout characteristics for lines used by fast passenger trains
UIC 710 Minimum track gauge in curves
UIC 711 Geometry of points and crossings with UIC rails permitting speeds of 100
km/h or more on the diverging track
8 General Design Principles

8.1 Basis of Criteria
8.1.1 General
8.1.1.1 These criteria have been established from best practice drawn from European, British, American, and
Australian railway operating scenarios.
8.1.1.2 The Contractor shall be responsible for reviewing and checking the railway alignment prepared in
Preliminary Engineering by others.
8.1.1.3 The
The Contractor shall be required to obtain the approval of the Employer for his alignment design
before proceeding with any Construction works on site.
8.1.1.4 The
The Contractor is permitted to deviate from the Preliminary Engineering Alignment; however the
Contractor shall include substantiation and justification
justification that the deviation complies with the land
allocation drawings, all clearance requirements in regard to structures and utilities, with the
requirements of the Track
ofthe Track Work Design Criteria X0231-UAE-ERT-PO-00001 and all other Design Criteria
and Technical Specifications.
8.1.1.5 This
This Appendix covers main running lines only. Criteria for yards, depots, sidings and their connections
are presented separately.
Documents consulted include:
a) AREMA Manual;
b) EN 13803-1:2010
13803-12010 Railway applications - Track. Track alignment design parameters. Track gauges
1435 mm and wider. Plain line;
c) Network Rail “Track
”Track Design Handbook” NR/SP/TRK/2049;
d) NSW Transport
Transport RailCorp standards ESC200,
ESCZOO, ESC210 and ESC215 , and;
e) UIC703
U|C703 Layout Characteristic for Lines Used by Fast Passenger Trains.
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8.1.1.6 The criteria take into account the requirements to operate passenger trains at up 200km/h,
ZOOkm/h,
superimposed on a freight railway operating at speeds between 100km/h and 120km/h.
8.1.1.7 Consideration has also been taken into use of double stacked container traffic.
8.1.2 Survey
8.1.2.1 The
The survey datum shall be the WGS84 UTM ZONE 39 NORTH and ZONE 40. Vertical levels are to the
New Abu Dhabi height datum.
8.1.2.2 The
The survey datum is a curved surface projection and distances are distorted. For most work, the
distance distortion can be ignored. However, bridges and similar structures shall be set out to a local
grid typically based on the track centreline or as defined on the drawings.
8.1.2.3 The low chainage abutment or structure end shall be defined as the map grid reference location.
8.1.2.4 All other dimensions of span, pier, high chainage abutment etc shall be true planar dimensions as
shown on the drawings.
8.1.2.5 All drawings shall clearly state the survey or dimension reference system.
8.1.3 Track Chainage System

8.1.3.1 The track chainage is the principal operational reference for location on the railway.
8.1.3.2 The
The zero point of the Employer mainline track chainage system has not yet been defined but low
chainage will be on the western end of the railway with chainage increasing to the east.
8.1.3.3 Until the system wide zero chainage point has been determined, a project starting chainage shall be
defined at the western end of each mainline track section.
8.1.3.4 The
The starting location and its co-ordinates shall be clearly shown on the drawings.
8.1.3.5 Branch lines from the mainline shall have zero chainage origin at the point of interconnection with the
mainline track with chainage increasing in the direction away from the mainline.
8.1.4 Design Speeds

8.1.4.1 Wherever possible the alignment design shall be designed to allow for the following maximum train
speeds:
a) Loaded General Freight Trains 80km/h;

b) Unloaded General Freight Trains 100km/h;
c) Loaded Containerised Freight trains 100km/h;
d) Unloaded Containerised Freight Trains 120km/h;
e) Passenger Trains 200km/h.
ZOOkm/h.
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8.1.4.2 The detailed alignment design shall wherever possible be optimised to suit the predicted operational
speeds determined from a train performance simulation exercise.
8.1.4.3 The
The Contractor will carry out train performance simulation if any deviation is made from the
Preliminary Engineering horizontal and vertical alignments to verify that the changes have no adverse
impact on the train performance or timetable.
8.1.4.4 The
The design of the track shall allow for an overspeed allowance of 10% of the design speed, (rounded
up to the nearest 5km/h), without exceeding the Exceptional limits.
8.1.5 Reference to Limits

8.1.5.1 Within this document references are made to Standard, Maximum, and Exceptional limits. This
nomenclature has been adopted by Etihad Rail following UIC terminology. Within the context of the
Etihad Rail project the following definitions have been agreed for these limits.
8.1.6 Application of Limits

8.1.6.1 Standard —These
– These are the values applicable for projected new alignments or line sections, which should
not be exceeded and must be observed as far as possible.
8.1.6.2 Maximum —– If a new alignment is designed on the basis of the standard values and it is found that the
maximum desired speed cannot be achieved at certain points without incurring unacceptable cost,
higher values for these parameters may be accepted at these points, though the maximum values
should not be exceeded.
8.1.6.3 Exceptional — – In the extreme case of physical constraint and there is a requirement to maximise the
design speed, the designer may propose to use alignment design parameters up to the Exceptional
limit. In such cases the designer shall obtain permission to use parameters in excess of the Maximum
limits and up to the Exceptional limits from the Employer.
8.1.6.4 All attempts shall be made to avoid the use of Exceptional values. However, the Exceptional values
quoted herein are still within international accepted values for operating trains which in these
conditions would not compromise safety and which offer sufficient passenger comfort.
8.2 Horizontal Alignment

8.2.1 Principles for
for Plain Line Design
8.2.1.1 Wherever possible, straight (tangent) track shall be used. Where this is not possible, then the
horizontal alignment shall change direction by means of a circular curve connected to the tangents by
means of transition curves, as required by these criteria.
8.2.1.2 Curves shall be designed firstly such that the design speed of the railway is unaffected using Standard
ofthe
limits, and then if this is not possible, by use of Maximum limits to maintain the maximum design
speed. If this is not possible, then the curve shall be designed such that design speed is reduced to
allow a reduced radius whilst keeping within the Maximum limits. As a last resort, Exceptional limits
may be proposed with the agreement of the client.
X0231-UAE-ERT-PO-00001-02
8.2.1.3 Transition curves of the clothoid type (or as an alternative its close approximation the cubic parabola)
shall be used to implement change from tangent to curved track and to apply the cant required by the
curve to meet the design speed.
8.2.2 Track Spacing

8.2.2.1 In dual track sections, the minimum spacing between the centrelines of the tracks for train speeds up
to 200km/h shall be 4.5m.
8.2.2.2 In locations where there are more than two parallel tracks, the spacing between main lines and the
nearest adjacent track shall be 7m centreline to centreline, to allow maintenance access to the
mainline track.
8.2.2.3 In single track sections, passing loops shall have track centres of 7m.
8.2.2.4 Parallel tracks are to be designed concentric making sure the final track design allows for throw on all
points on the curve.
8.2.3 Calculation of Cant

8.2.3.1 The equilibrium cant for a curve shall be designed in accordance with the following formula:
[EQ
[E0 1]
2
_ 11.82𝑉
11.82d2
𝑑𝑒𝑠
𝐸𝑒𝑞
eq =
— R
𝑅
Where V des is the design speed for passenger trains in km/h, and R is the radius of the curve in metres. E
Vdes eq is
Eeq
in millimetres, mm.
8.2.3.2 The
The equilibrium cant shall be split between applied cant Ea in mm and cant deficiency Ed.in mm. The
ratio shall be determined by the designer with due consideration of the actual train speeds at the
location.
[EQ2]
[EQ2]
𝐸𝑒𝑞 = 𝐸
Eeq Ea𝑎 + 𝐸
Ed𝑑
8.2.3.3 The designer shall take due cognisance of the possibility of differential operational speeds between
different train types and reduced speeds as a result of uphill gradients and in particular shall avoid a
cant excess greater that that stated in the criteria.
8.2.3.4 As a guide to design, the actual cant applied on a particular curve of radius R should be based on the
following equation:
[EQ3]
[E03]
𝐸 2
𝑎 𝑙𝑖𝑚𝑖𝑡
Ealimit X 11.82𝑉
1182e5𝑑𝑒𝑠
𝐸𝑎 =
Ea: ×
(𝐸𝑎 𝑙𝑖𝑚𝑖𝑡 +
(Ealimit +𝐸 𝑑𝑙𝑖𝑚𝑖𝑡 )
Edlimit) 𝑅
R
8.2.3.5 With the applied cant Ea rounded up to the nearest 5mm
8.2.3.6 The value of cant excess, if any, for freight trains shall be calculated from the following equation:
[EQ4]
[EQ4]
X0231-UAE-ERT-PO-00001-02
V2 .
𝑉𝑚𝑖𝑛
Eex
𝐸𝑒𝑥 = Ea
𝐸𝑎 —
− 11.82 gm
𝑅
8.2.3.7 Where Ea is the applied cant, Vmin is the design speed for loaded freight trains, R is radius. Cant excess
only exists if the value of the equation is positive.
8.2.3.8 It is desirable for passenger comfort that the curve design shall result in passenger trains having a
minimum cant deficiency of 20mm at the design speed. This
This may result in the application of zero cant.
8.2.3.9 For freight only operations, a minimum cant of 20mm shall be provided.
8.2.4 Maximum Values

8.2.4.1 The maximum values for each of the limits are defined in Table 1 below:
Table
Criteria
Criteria Standard Limit Maximum Limit Exceptional Limit
Applied Cant
Mixed Freight and Passenger 50mm 60mm 70mm

Service
Freight only 50mm 60mm 70mm
Passenger only service 110mm 130mm 150mm
Cant deficiency
Freight trains 60mm 80mm 80mm
Passenger service 100mm 120mm 150mm
Cant Excess
Freight 30mm 30mm 40mm
Passenger 70mm 90mm 110mm
8.2.4.2 Cant excess shall be checked for at Vmin freight =50km/h and Vmin passenger =100km/h.
8.2.5 Minimum Rules

8.2.5.1 The
The minimum radius for the design speed is determined from the equation below:
For mixed traffic
RRmin
min shall satisfy the following equations:
[EQ5]
[EQS]
2
Ea + Ed = 11.82𝑉 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟
11-82%2assenger
𝐸𝑎 + 𝐸𝑑 =
𝑅 𝑚𝑖𝑛
Rmin
Where EEaa ≤S limiting value of EE3a mixed
mixed,, and EEdd ≤S limiting value of EEdd passenger
passenger
And
[EQ6]
[E06]
2
_ 11.82𝑉 𝑓𝑟𝑒𝑖𝑔ℎ𝑡 _ E
11'82Vf2reight
𝐸 =
𝑒𝑥𝑓𝑟𝑒𝑖𝑔ℎ𝑡 _ − 𝐸𝑎‘1
Eexfreight 𝑅𝑚𝑖𝑛
Rmin
Where Eex freight ≤limiting value of E
Eexfreightslimiting ex freight, and E
Eexfreight, E3a ≤S limiting value of EEaa mixed
mixed
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[L’ E—llJ-ILfit Hal? DESIGN CRITERIA TRACK WORKS JACO BS
For passenger traffic only

[EQ7]
[E07]
2
𝑅 𝑚𝑖𝑛 =
Rmin = (E
11.82Viass...g..
11.82𝑉 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟
(𝐸 𝑎 passenger + 𝐸
a 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟 + Ed𝑑 𝑝𝑎𝑠𝑠𝑒𝑛𝑔𝑒𝑟)
passenger)
For freight traffic only

[EQ8]
[E08]
2
11.82%...9,”
11.82𝑉 𝑓𝑟𝑒𝑖𝑔ℎ𝑡
𝑅 =
𝑚𝑖𝑛 =
Rmin
(𝐸
(Ea 𝑓𝑟𝑒𝑖𝑔ℎ𝑡 +
𝑎 freight + 𝐸
Ed𝑑 freight)
𝑓𝑟𝑒𝑖𝑔ℎ𝑡)
8.2.5.2 From the above equation the calculated Rmin for the specific line categories are shown in Table 2
below:
Table
Minimum Radii (m)
Line Categories Standard Limits Maximum Limits Exceptional Limits
Mixed Traffic 3510 (35mm cant) 2960 (35mm cant) 2370 (50mm cant)
Freight Only 1630 (45mm cant) 1310 (50mm cant) 1180 (60mm cant)
Passenger Only 2260 (110mm cant) 1900 (130mm cant 1580 (150mm cant)
8.2.5.3 The
The above radii are rounded up to the next highest multiple of 10m and Vpass= 200km/h,
Vfreight=120km/h, Vmin freight =50km/h (for cant excess).
8.2.5.4 Station Platforms are to be located on straight track.
8.2.5.5 Maximum radius for all lines shall be limited to 10000m.
8.3 Transition Curve Design

8.3.1 General Principles
8.3.1.1 Transition curves between tangent and curved track and between compound curves shall be of the
clothoid spiral type or its close approximation, the cubic parabola.
8.3.1.2 The applied cant shall be applied in a linear fashion along the length of the transition curve.
8.3.2 Transition Length Calculations

8.3.2.1 The length of the transition is governed by three factors namely:
a) The
The rate of change of cant as a function of time;
b) The
The rate of change of cant deficiency as a function of time;
c) The rate of change of cant as a function of length (also known as cant gradient).
X0231-UAE-ERT-PO-00001-02
8.3.2.2 The design of the transition curve shall be on the basis of rate of change of cant and/or cant deficiency
as the primary criteria, and the length of transition curve obtained should be checked against the
criteria for cant gradients.
8.3.2.3 The rate of change of cant (RCC) in mm/s shall be such that:
[EQ9]
[EQ9]
𝑑𝐸
dEa𝑎 _ ∆𝐸
AEa𝑎 ×
>< 𝑉𝑚𝑎𝑥 < 𝑑𝐸
Vmax dEa𝑎
𝑅𝐶𝐶
RCC== = ≤
dt _ 3.6 ×
𝑑𝑡 x 𝐿L — 𝑑𝑡 limit
dt 𝑙𝑖𝑚𝑖𝑡
Where ΔEa
AEa is the change in applied cant, V max is the maximum design speed for the curve; L is the length of
Vmax
transition (m)
8.3.2.4 The
The rate of change of cant deficiency (RCD) in mm/s shall be such that:
[EQ10]
[E010]
𝑑𝐸
dEd𝑑 _ ∆𝐸
AEd𝑑 ×
>< 𝑉𝑚𝑎𝑥 < 𝑑𝐸
Vmax dEd𝑑
𝑅𝐶𝐷
RCD = = ≤
𝑑𝑡
dt — 3.6
3.6 ×X 𝐿
L — 𝑑𝑡 limit
dt 𝑙𝑖𝑚𝑖𝑡
Where ΔEd
AEd is the change in cant deficiency, V max is the maximum design speed for the curve;
Vmax curve,‘ L is the length
of transition (m)
8.3.2.5 The
The cant gradient or rate of change of cant (CG) is expressed as a ratio such that:
[EQ11]
[EQlll
dl _ 𝑉
𝑑𝑙 Vmax
𝑚𝑎𝑥 × dl
>< 𝑑𝑙
= = 1: CG
=1:CG
dEa𝑎 _ 3600 ×
𝑑𝐸 dEa𝑎
>< 𝑑𝐸
8.3.3 Limiting Values

8.3.3.1 The
The limiting values for transition curve criteria are given in Table
Table 3 below:
Table 3: Transition curve criteria
Table
Rate of Change of Cant 28mm/s 35mm/s 55mm/s
Rate of Change of Cant 28mm/s 35mm/s 55mm/s

Deficiency
Cant Gradient (maximum) 1 in 600 1 in 500 1 in 400
Unbalanced Lateral 0.67 0.80 0.85

Acceleration (m/s²)
(m/sz)
8.3.3.2 Exceptional aq (unbalanced lateral acceleration) value is subject to rolling stock characteristics.
8.3.3.3 The
The shortest acceptable length of transition shall be the longest length derived from the equations in
EQ9, EQ10
EQlO and EQ11
EQll above.
8.3.3.4 To facilitate maintenance tamping of ballasted track, the applied transition length shall be subject to
minimum lengths as follows:
Table 4: Minimum transition length
Limit Requirement
Standard 40m
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Maximum 30m
Exceptional 25m
8.3.4 Reduction of Speed

8.3.4.1 In the case that the Exceptional limits still do not resolve a particular physical constraint, then the
design speed shall be reduced, and the values of cant and deficiency adjusted to suit. In such a case a
“Permanent
”Permanent Speed Restriction” is required to be included in the operational characteristics for that
line.
8.3.4.2 The existence of this restriction shall also be highlighted within the route commentary for the line
when the evaluation of options is undertaken.
8.3.5 Transitions between Compound Curves

8.3.5.1 The cant and cant deficiency values are calculated for each of the two curves.
8.3.5.2 The
The design speed must be the same for each curve.
8.3.5.3 The
The length of the transition is calculated by substituting the differences in values of the cant and cant
deficiency for the two curves into the equations in EQ9, EQ10
EQlO and EQ11 above, such that:
[EQ12]
[EQ12]
𝐸𝑎 =
Ea = 𝐸𝑎1
a1 −
—𝐸Eaz
𝑎2
𝐸𝑑 =
Ed = 𝐸𝑑1 −
Edl —𝐸EdZ
𝑑2
Where,
EE31
a1 = applied cant on first curve (mm)
EE32
a2 = applied cant on second curve (mm)
EEdl
d1 = cant deficiency at speed V(km/h) on first curve
EEdz
d2 = cant deficiency at speed V(km/h) on second curve
8.3.6 Transitions
Transitions between
between Reverse
Reverse Curves
Curves
8.3.6.1 The
The designer shall ensure a length of straight, subject to the minimum length criteria given in 8.4.1
below is installed between the toes of transitions of reverse curves.
8.3.6.2 If in exceptional circumstances the minimum length of straight cannot be achieved the designer shall
seek approval from the Employer for the use of back-to-back reverse curves.
8.3.7 Wrtual
Virtual Transition
Transition
8.3.7.1 The
The concept of a “virtual”
”virtual” transition is used in the evaluation of the maximum permissible speeds of
curved elements which tangent directly to a straight element without an intervening transition. This
is the case in a number of situations such as:
a) Turnouts,‘
Turnouts;
b) Curves in yards and other low operational speed areas;
c) Very large radius curves where cant is below the minimum applicable and cant deficiencies are
low.
8.3.7.2 The diagram below in Figure 1 illustrates the case of application of the virtual transition.
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Straight >< Circular Curve
Figure 1: Virtual Transition Principle
8.3.7.3 The vehicle progresses along the straight track at uniform speed until the leading bogie centre BL
reaches the tangent point TC. At this point the vehicle starts to enter the circular curve and begins to
acquire angular velocity. This transition continues until the trailing bogie BT reaches the tangent point
TC. After this, the vehicle is travelling along the circular curve with a constant angular velocity. The
TC.
change in velocity condition from linear to angular takes place over the distance of the separation of
the bogie centres Bc. This length Bc is considered to be the virtual transition.
8.3.7.4 The
The virtual transition length is to be based on the provisional details of rolling stock expected to run
on the Etihad Rail Network as detailed in Appendix E Section 8.2.
8.3.7.5 These start and end points of the virtual transition correspond to the equivalent points if a physical
transition of the same length had been applied to the curve.
8.3.7.6 For uncanted curves, the same points apply to the application of cant deficiency for the curve. As such
the equation given in EQ10
EQlO can be applied along with the limits of rate of change of cant deficiency
given in Table 3.
8.3.8 Maximum Speed on Virtual

\firtual Transition
8.3.8.1 The maximum permissible speed V (km/h) over the virtual transition Lv for a curve radius R (m) is
derived from the equation below:
[EQ13]
[EQ13]
𝟑
3 (𝟑.
(3. 𝟔
6×x𝑳
L,𝒗 ×
x 𝑹𝑪𝑫 𝒍𝒊𝒎𝒊𝒕 ×
RCDlimit x 𝑹)
R)
𝑽𝒎𝒂𝒙 = √
Vm‘” = 11 𝟖𝟐
𝟏𝟏. 82
8.4 Additional Requirement in Horizontal Design

8.4.1 Minimum lengths of horizontal elements
8.4.1.1 In order to ensure that comfort criteria are met, the Standard minimum length of straights and curves
should not normally be less than:
[EQ14]
[EQ14]
𝑉𝑚𝑎𝑥
37
R
D
𝐿
L . =
𝑚𝑖𝑛
mm
22
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8.4.1.2 Where physical constraints prevent this, then the Maximum minimum length of straights and curves
should not be less than:
[EQ15]
[EQ15]
L . 𝑉𝑚𝑎𝑥
_ Vmax
𝐿𝑚𝑖𝑛
mm =
33
8.4.1.3 Where this is not possible then, as an Exceptional minimum the length, shall not be less than:
[EQ16]
[EQ16]
L . 𝑉𝑚𝑎𝑥
_ Vmax
𝐿𝑚𝑖𝑛
mm = 5
5
Use of these criteria shall be sanctioned by the client
8.4.1.4 In all cases above, the minimum length shall also comply with the following:
[EQ17]
[EQ17]
𝑉𝑚𝑖𝑛
Vm in
𝐿L-Z
mm ≥
𝑚𝑖𝑛
22
8.4.1.5 Under no circumstances shall Lmin for tangents or circular curve be less than 40m.
8.5 Interface locations

8.5.1.1 The Contractor shall not modify the horizontal and vertical alignment in terms of coordinates and
levels from the Preliminary Engineering design at the locations of interface with other stage
works/packages and facilities packages.
8.5.1.2 The Contractor shall discuss and agree with Etihad Rail and all other relevant parties for any
modifications required at these locations and such modifications shall only be adopted upon prior
approval from Etihad Rail.
8.5.1.3 The
The Contractor shall discuss and agree with Etihad Rail and all other relevant parties for the type of
track and its componentry along with construction methodology at the interface locations with other
stage works/packages and facilities packages.
8.5.1.4 The
The Contractor shall adhere to the survey grid/datums as specified in clause 8.1.2 and the track
chainage system as specified in clause 8.1.3 of Appendix A and shall not change without prior approval
from Etihad Rail.
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Appendix B Vertical Alignment Design for
Plain Line
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11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Vertical Alignment Design for Plain Line describes the Design Criteria that shall be
adopted for Etihad Rail Projects.
2.2 Vertical Alignment Design for Plain Line

The following sections describe the principles of vertical alignment design for the main and branch lines,
together with the maximum and minimum limits on the various parameters used in the design process.
3 Design Compliance

G Gradient
g Gravitational constant = 9.81m/s2
K Parameter of Parabolic Curve (= Radius/100)
PRVC Point of reverse vertical curvature
PVC Point of start of Vertical Curve
PVCC Point of compound vertical curvature
PVI Point of Vertical Intersection
PVT Point of start of Vertical Tangent
RVc Radius of Vertical Curve
VPOB Point of Beginning of vertical alignment
VPOE Point of End of Alignment
5 Terms
Definitions
Design Speed The speed value used in the design of vertical curves
(Curves)
Grade Level The reference rail used for defining the vertical track aligment. The
lower rail on canted track
Gradient A tangent line in the vertical plane. Positive gradients are uphill,
Negative gradients are downhill in the direction of increasing
kilometreage
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[L’ EllJ-ILEH—bg lilallfl DESIGN CRITERIA TRACK WORKS JACO BS
Main Line A principal track on the rail network

Rail Level The design elevation, with respect to survey datum, of the top of both
rails on uncanted track and of the inside lower (grade) rail of a curve
on canted track. The rail condition is taken as new
Vertical The Vertical Alignment is the vertical focus of the levels, gradients and
Alignment vertical curves of the lower rail level
Vertical Curve A curve of constant radius or a parabola joining two separate gradients
6 Standards
Standa rds
Track gauges 1435mm and wider - Part 1: Plain line
Track gauges 1435mm and wider - Part 2: Switches and crossings
comparable alignment design situations with abrupt changes of the
curvature
curvature
Characterisation of Track
Track Geometry
BS 6100-4 Building and Civil Engineering –— Vocabulary –— Part4: Transport
Final 2012 GCC Guidelines - GCC RAILWAY PROJECT
COMMON GUIDELINES FOR THE IMPLEMENTATION OF THE GCC
RAILWAY PROJECT
7 Codes of Practice
UIC 703 Layout characteristics for lines used by fast passenger trains
UIC 711 Geometry of points and crossings with UIC rails permitting speeds of 100
km/h or more on the diverging track
8 General Design Principles

8.1.1 General
8.1.1.1 These criteria have been established from best practice drawn from European, British, American,
and Australian railway operating scenarios.
8.1.1.2 This Appendix covers main running lines only.
Documents consulted include:
a) AREMA Manual;
b) EN 13803-1:2010
13803-1z2010 Railway applications. Track. Track alignment design parameters. Track gauges
1435 mm and wider. Plain line;
c) Network Rail “Track
”Track Design Handbook” NR/SP/TRK/2049;
d) NSW Transport RailCorp standards ESC200,
ESCZOO, ESC210 and ESC215;
e) UIC703 Layout Characteristic for Lines Used by Fast Passenger Trains.
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8.1.1.3 The criteria take into account the desire to operate passenger trains at up to 200km/h, superimposed
on a freight railway operating at speeds between 80km/h and 120km/h.
8.1.1.4 Consideration has also been taken into use of double stacked container traffic.
8.1.2 Survey
8.1.2.1 Refer to Appendix A, Section 8.1.2. for the survey datum which shall be used for the vertical
alignment design.
8.1.3 Track Chainage System

8.1.3.1 Refer to Appendix A, Section 8.1.3. for details on the track chainage system for use on the vertical
alignment design.
8.1.4 Design Speeds

8.1.4.1 Wherever possible the alignment design shall be designed to allow for the following maximum train
speeds as stated in Appendix A Section 8.1.4.
8.1.5 Reference to Limits

8.1.5.1 Within this document references are made to Standard, Maximum, and Exceptional limits as stated
in Appendix A Section 8.1.5. This nomenclature has been adopted by Etihad Rail following UIC
terminology. Within the context of the Etihad Rail project the following definitions have been agreed
ofthe
for these limits as stated in Appendix A Section 8.1.6.
8.2 Vertical Alignment

8.2.1 Principles
8.2.1.1 Wherever possible the vertical profile shall be level, as this permits the maximum performance of
the trains. When this is not possible due to physical constraints, the alignment shall follow the
shallowest possible gradient.
8.2.1.2 Changes of vertical gradient shall be connected by vertical curves of parabolic form.
8.2.1.3 Gradients shall take into account the horizontal curvature, as this affect the train performance.
8.2.2 Maximum Gradients

8.2.2.1 The Standard maximum gradient shall not exceed 0.5%.
8.2.2.2 Where, physical constraints prevent application of the Standard maximum, steeper gradients should
ofthe
be considered. In such cases the Maximum gradient shall not exceed 1%.
8.2.2.3 The Contractor shall obtain approval from the Employer to use gradients greater than the standard
maximum of 0.5%.
8.2.2.4 Gradients within the extent of platforms in passenger stations must be level.
8.2.3 Minimum Gradients

8.2.3.1 In cuttings and in tunnels, drainage considerations should be taken into account.
8.2.3.2 A minimum gradient of 0.3% is recommended if no special drainage provisions are made.
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8.2.4 Relieving Gradients

8.2.4.1 Long steep gradients shall be avoided if at all possible. Where this is unavoidable, then consideration
shall be made to incorporating sections of reduced gradient into the alignment to act as relief to the
performance of the train. Ideally this should be done in combination with an assessment of the
performance of the train using a recognised train performance simulation programme.
8.2.5 Compensation of Gradients for effects of Horizontal Curves

8.2.5.1 Horizontal curves create resistance forces acting on the train. These have the effect of increasing
uphill gradients. To allow for this the designer shall assess the impact by use of the following formula:
[EQ18]
[EQ18]
70
𝐺𝑒𝑓𝑓 =
Geff = 𝐺 𝑎𝑐𝑡𝑢𝑎𝑙 +
Gactual + F (%)
𝑅 (%)
8.2.5.2 Where G actual
actual is the design gradient, G eff is the effective gradient, and R is the radius of
Geff the horizontal
ofthe
curve.
8.2.5.3 It is not necessary to apply curve compensation to gradients where the resultant effective gradient
will still be less than the maximum gradient as this will force unnecessary gradient changes in the
alignment.
8.2.5.4 Where Geff is greater than the maximum gradient, the applied gradient should be reduced.
Geff
8.2.5.5 Ideally the effects of horizontal curvature and vertical gradients on train performance should be
assessed by modelling, to confirm that the train does not stall in such circumstances.
8.2.6 Vertical
Vertical Curves
8.2.6.1 Vertical Curves connecting gradients shall be of as large a radius as possible, but consideration should
ofas
also be given to the practicalities of installation and maintenance of very large radius of curves.
Transition curves are not required.
8.2.6.2 The design of the radius of vertical curve (m) shall follow the following principle:
[EQ19]
[EQ19]
2
𝑉𝑚𝑎𝑥
max
𝑅
v𝑣𝑐 =
=m ≥ (𝑅𝑣𝑐 )𝑙𝑖𝑚𝑖𝑡
12.96 × 𝑎𝑣 2 (v)limit
2
8.2.6.3 Where aavis
v is the vertical acceleration (m/s ),Vmax is speed (km/h), and R is the vertical curve radius in
(m/sz),Vmax
metres.
metres.
8.2.6.4 When algebraic differences of grades are less or equal to 0.1% it is not necessary to introduce a
vertical curve.
8.2.7 Limiting Values

8.2.7.1 The limiting values for vertical accelerations on vertical curves are shown in Table 5 below:
Table 5: Vertical Accelerations on Vertical Curves
Table
Vertical Accelerations on Vertical Curves

Freight only 0.1m/s²
0.1m/s2 0.22m/s²
0.22m/s2 0.31m/s²
0.31m/s2
Passenger only 0.19m/s²
0.19m/s2 0.22m/s²
0.22m/s2 0.31m/s²
0.31m/s2
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8.2.8 Reduction of Design Speed

8.2.8.1 Where these radii do not permit a solution to be found given the physical constraints, then the design
speed shall be reduced accordingly until a solution is found.
8.2.8.2 If this reduced design speed is less than any permanent speed restriction (PSR) imposed by the
horizontal geometry, then the horizontal geometry must be reassessed to this lower speed.
8.2.8.3 The resulting PSR must be entered in the route operational rules.
8.2.9 Exceptional Minimum and Maximum Vertical Curve Radius

8.2.9.1 The exceptional minimum vertical curve radii are shown in Table 6 below:
Table 6:
Table 6: Minimum
Minimum Vertical
Vertical Curve
Curve Radii
Radii
Minimum Curve Radii (m)

Mixed Traffic 16,250 14,000 10,000
Freight only 11,000 5,050 3,600
Passenger only 16,250 14,000 10,000
The above radii are based on Vpass= 200km/h, V

Vpass= freight=120km/h.
Vfreight:120km/h.
8.2.9.2 Under no circumstances shall a vertical curve of less than 2000m be used on running lines. This is
due to limitations of the rolling stock, e.g. undercar clearances, coupler effects and the like.
8.2.9.3 The maximum vertical curve radius shall not exceed 40000m based on a 0.1% algebraic difference
over the minimum vertical curve length as specified in Clause 8.2.10.4. below.
8.2.10 Length Vertical Curve

8.2.10.1 The length of vertical curve (m) between two gradients is obtained from the formula:
[EQ20]
[EQ20]
𝐿
c 𝑣𝑐 = 𝐾
K×x ∆𝐺
AG
8.2.10.2 Where L is the length of curve, ΔG

AG is the change in gradients in % and:
[EQ21}
[EQ21}
= 𝑅𝑣𝑐
RUC
𝐾=
100
100
8.2.10.3 The vertical curve length should normally be rounded up to the nearest 10m to facilitate installation
and maintenance.
8.2.10.4 The minimum vertical curve length shall not be less than 40m.
8.2.11 Length of Gradients

8.2.11.1 The length of a gradient between two vertical curves shall be as long as possible, subject to the
operational effects of long steep gradients.
8.2.11.2 A minimum length shall be determined from the formula:
[EQ22]
[EQ22]
X0231-UAE-ERT-PO-00001-02
𝑉𝑚𝑎𝑥
_ Vmax
𝐿
L . =
𝑚𝑖𝑛
mm
33
8.2.11.3 The Exceptional minimum the length of gradient should be the greater of:
[EQ23]
[EQ23]
𝑉
V𝑚𝑎𝑥
𝐿m
𝑚𝑖𝑛 = $ 𝑜𝑟 or 30𝑚
30m
5
8.2.11.4 In addition the length LLmin

min should also comply with the following:
[EQ24]
[EQ24]
𝑉𝑚𝑖𝑛
Vmin
𝐿L 𝑚𝑖𝑛
- ≥
mm 2 2
2
8.2.11.5 A maximum of three changes of grade shall be permitted in a train length.
8.2.11.6 A maximum two (of the three possible changes of grade) within a train length may be changes of
grade of opposite sign, when ∆G
AG (the mathematical change in gradient of each change of gradient of
opposite sign) is ≤S 0.5%.
8.2.11.7 A maximum one (of the three possible changes of grade) within a train length may be a change of
grade of opposite sign, when ∆G
AG (the mathematical change in gradient of each change of gradient of
opposite sign) is ˃> 0.5%.
8.2.12 Superimposition of horizontal transition curves on vertical curves

8.2.12.1 It is desirable on ballasted tracks to avoid the superimposition of horizontal transition curves on
vertical curves, to ease the preservation of geometry during maintenance tamping.
8.2.12.2 The desirable minimum required distance between start/end of horizontal element and start/end of
vertical element is 30m.
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Appendix C Switch & Crossing Geometry
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[L’ E—llJ-ILfit ala-llkfl DESIGN CRITERIA TRACK WORKS JACO BS
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Switch & Crossing Geometry describes the Design Criteria that shall be adopted for
Etihad Rail Projects.
2.2 Switch & Crossing Geometry

The following sections describe the principles of switch & crossing geometry design.
3 Design Compliance

See standard Abbreviations and Acronyms on Page 83.
5 Terms
Definitions
The terminology used for switches and crossing is described figuratively in Figure 2
Common Crossing An assembly to permit the passage of wheel flanges where the rails of two tracks
cross each other at an acute angle
Diamond Crossing An assembly of two acute crossings, two obtuse crossings, closure rails, rail
fastenings and bearers which permits one track to cross another track at the same
level
Main Line A principal track on the rail network
Plain Line A section of track without switches or crossings
Stock Rail The fixed rail of a switch
Switch An assembly for diverting vehicles from one track to another
Switch Rail The movable rail of a switch which registers with the stock rail
Switch Toe The end of the switch rail that is traversed first by a vehicle negotiating the switch
in a facing direction
Turnout A unit that comprises of a switch and a crossing and connecting rails located where
running lines converge or diverge
Turnout Radius The radius of the curve from the tangent point to the running edge at the heel to
the intersection point of the acute crossing to the turnout
Turnout Type Description of the angle of divergence from the straight, the switch planning
X0231-UAE-ERT-PO-00001-02
characteristics, rail attitude and rail section
6 Standards
EN 13232-1 Railway Applications - Track - Switches and crossings –— Part 1:Definitions
EN 13232-2 Railway Applications - Track - Switches and crossings —
– Part
2:Requirements for geometric design
EN 13232-9 Railway Applications - Track - Switches and crossings —– Part 9:Layouts
7 Codes of Practice
UIC 711 Geometry of points and crossings with UIC rails permitting speeds of
100 km/h or more on the diverging track
8 Switch and Crossing Geometry

8.1 Turnouts
8.1.1.1 A Turnout is the means of changing the path of a train from one route to another. The required speed
of the diverging route determines the selection of the geometry of the turnout.
8.1.1.2 The geometric design principles shall follow European design practice and defined by the angle of
divergence, together with the diverging route radius.
8.1.1.3 The angle is defined by the angle at the intersection of the projection of the diverging route at the
end of turnout joint
joint with the through route.
8.1.1.4 The end of the turnout leg may be straight or curved depending on the geometry.
8.1.2 Terminology
8.1.2.1 The diagrams in Figure 2 illustrate the terminology associated with turnouts.
X0231-UAE-ERT-PO-00001-02
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DESIGN CRITERIA TRACK WORKS JACOBS
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Figure 2 :Turnout Geometry terminology
X0231-UAE-ERT-PO-00001-02
8.1.3 Turnout Geometry

8.1.3.1 The proposed turnout geometry follows European standards. This ensures a wide manufacturing
base and proven designs.
8.1.3.2 The turnout radii are designed with zero applied cant.
8.1.3.3 Maximum cant deficiency values are to follow the application of Normal and Absolute maximum
stated below:
a) Normal Maximum Value —– To be used when calculating the speeds of turnouts on designated
routes having known rolling stock requirements where there is not a significant difference in the
bogie centres of stock using the route.
b) Absolute Maximum Value –— To be used when calculating the speeds of crossovers and turnouts
on routes having a rolling stock requirement where there is significant difference in bogie
centres of stock using the route.
8.1.3.4 The designer shall use the limiting cant deficiency values stated in Appendix A, Table 1 Maximum
Values for Cant Limits as well as referencing Section 8.2. Vehicle Characteristics of Appendix E Gauge
and Clearance for Design for determining crossover and turnout speeds:
a) Normal Maximum
Maximum Rate
Rate of Change of Cant Deficiency of 80mm/s;
b) Absolute Maximum Rate of Change of Cant Deficiency of 100mm/s for Passenger traffic and
80mm/s for Freight traffic.
8.1.3.5 Based on the above rates of change of cant deficiency the following lateral jerk values are to be
adopted:
3
a) Normal Maximum Lateral Jerk of 0.525 mm/s
ofO.525 mm/s3;;
3
b) Absolute Maximum Lateral Jerk of 0.650 mm/s
ofO.650 mm/s3. .
8.1.3.6 Maximum permissible speed through turnouts and crossovers shall be based on normal limits for
cant deficiency and jerk values.
8.1.3.7 The designer shall obtain permission from the Employer to use absolute limits.
8.1.3.8 Turnouts are also designed on the application of virtual transitions for the rate of change of cant
deficiency.
Table 7: Turnout
Table Turnout Geometries
Turnout Type Turnout Geometry Radius (m) Angle Length (m)

5 EW-190-1:9 190 1:9 27.139
4 EW-
EW— 300-1:9
300—1:9 300 1:9 33.230
3 EW- 500-1:12 500 1:12 41.594
2 EW-760-1:14
EW—760—1:14 760 1:14 54.2166
1 EW-1200-1:18.5 1200 1:18.5
1:185 64.818
EW-2600/1600/2600-
EW—2600/1600/2600— 2600/1600/ 1:24 82.500
1:24 2600
EW-7500/3000/15000
EW—7500/3000/15000 7500/3000/ 1:37.89835 132.000
–tg0.026
—tg0.026 15000
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8.1.3.9 The proposed turnout geometries are given in table 7 above, and in diagrammatic form in figures 3
to 6 below.
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X0231-UAE-ERT-PO-00001-02
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5: Type
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1 Turnout Geometry
X0231-UAE-ERT-PO-00001-02
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Turnout Geometry
X0231-UAE-ERT-PO-00001-02
[L’ Elf-(LEE REFS DESIGN CRITERIA TRACK WORKS JACO BS
8.2 Location of a Turnout

8.2.1 Placement of a Turnout
Turnout
8.2.1.1 A Turnout shall only be located on straight track with constant gradients.
8.2.1.2 The location of the toe of a turnout (distance L1 in Figure7) with respect to changes in horizontal
geometry shall respect the criteria given in Appendix A Horizontal Alignment Design for Plain Line.
The applicable speed, V, shall be taken as the speed of the through route, not the diverging route.
8.2.1.3 The location of the end of the turnout (L2 in Figure 7) on the straight route, with respect to changes
in horizontal geometry should also follow the principles of Appendix A Horizontal Alignment Design
for Plain Line, but may, in exceptional cases, be reduced to 5m. The applicable speed, V, shall be
taken as the speed of the through route, not the diverging route.
8.2.1.4 The location of a turnout (the toe to last long bearer) with respect to the proximity to a vertical curve
requires sufficient separation for maintenance Tamping. The Contractor shall demonstrate that
there will be adequate separation between the Turnout and vertical curve to allow S&C Tamping to
run into the plain line track clear of the vertical curve.
8.2.1.5 The location of a turnout (the toe to last long bearer) with respect to changes in vertical geometry
shall respect the criteria given in Appendix B Vertical Alignment Design for Plain Line, but may, in
exceptional cases, be reduced to 5m. The applicable speed, V, shall be taken as the speed of the
through route, not the diverging route.
8.2.1.6 The location of the end of the turnout on the straight route, with respect to changes in vertical
geometry shall also follow the principles of Appendix B Vertical Alignment Design for Plain Line, but
may, in exceptional cases, be reduced to 5m. The applicable speed, V, shall be taken as the speed of
the through route, not the diverging route.
8.2.1.7 The separation between the toes of follow-on turnouts (L3 in the diagram in Figure 7) shall follow
the criteria set out in Appendix A Horizontal Alignment Design for Plain Line. In this case the
applicable speed, V, shall be the higher of the speeds of the diverging route.
8.2.1.8 The case of pairs of crossovers, it is unlikely that a train will traverse both crossovers. In this case the
separation, L4, of the stock rail joints
joints (see Figure 7 for definition)
definition) should be at least one nominal
parent rail length. The requirements of the signalling system, in terms of any requirements for the
provision of insulated rail joints
joints etc., should also be considered.
8.2.1.9 No switch and crossing shall coincide with vertical curves. That is from the movable components of
the points and switch rails to beyond the monoblock crossing leg ends the gradient will be constant.
X0231-UAE-ERT-PO-00001-02
"ILt [333“
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Figure
Figure 7:
7: Turnout
Turnout Placement
Placement
8.2.2 Location of a Turnout

Turnout to allow for future electrification
electrification
8.2.2.1 To allow for possible future electrification, it is desirable to make spatial provisions for the location
of masts associated with any turnout.
8.2.2.2 In the case of a follow-on turnout, in addition to the requirements of 8.2.1 above, a distance of at
least 50 metres should be provided between the 200mm running edges opening points. This concept
is illustrated in Figure 8 below.
200mm
200nm
50m
Figure 8: Turnout placement for future electrification
X0231-UAE-ERT-PO-00001-02
8.2.3 Placement of a Turnout with respect to structures
8.2.3.1 The toe of any turnout shall not be located within 50m of the nearest face, or pier, of any overbridge.
ofthe
8.2.3.2 A Turnout should not normally be located upon underbridges, except where this is unavoidable, e.g.
on viaduct sections requiring crossovers, elevated stations, or junctions with other lines.
orjunctions
8.2.3.3 A Turnout shall not be located within passenger platforms or within 50m of the ends of such
platforms to avoid additional clearances from throw effects on the edge of platform.
8.3 Diamond Crossing

8.3.1 Use of a Diamond Crossing
8.3.1.1 A Diamond crossing is not recommended for use in a heavy axle load railway due to the significant
additional maintenance and replacement costs of this type of installation. All such potential locations
ofthis
shall be provided with crossovers instead.
8.3.1.2 In case of space constraints, provision of a diamond crossing may be proposed as an alternative by
the Contractor with supporting reasoning and documentation for the approval of the Employer.
X0231-UAE-ERT-PO-00001-02
Appendix D Set-off Track, Siding, Yard,

Depot and Facility Layout Design
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"ILt [333“
DESIGN CRITERIA TRACK WORKS
WORKS JACO BS
[Q EJTJIHFIDF’QFIIL
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Set-off Track, Siding, Yard, Depot and Facility Layout design describes the Design
Criteria that shall be adopted for Etihad Rail Projects.
2.2 Set Off Track, Siding, Yard, Depot and Facility Layout Design
The following sections describe the principles of set-off track, siding, yard, depot and facility layout design.
3 Design Compliance

See standard Abbreviations and Acronyms on Page 3.
5 Terms and Definitions

Definitions
Approach Track The running line connecting the yard or facility to the main line
Fan The arrangment of turnouts forming the connections to the sidings
within a yard or facility, the shape resembling that of a hand fan
Headshunt A track, usally the length or greater of the longest train using the
facility, used to switch all or part of a train from one siding to another
without having to access the running lines
Ladder A series of turnouts connected end to end forming connections to the
sidings within a yard or facility
Main
Main Line
Line A principal track on the railway network
Private Siding A siding on premises not owned by Etihad Rail
Return
Retu rn Curve
Cu rve The curve used to connect a turnout to siding, usually having the same
radius as the turnout
Run Around Loop A track, normally parallel to the sidings, designated for the running
around of the train locomotives from one end of the train to the other,
enabling reversal of train direction
Set off Track
Track A siding or loop placed at intervals along the mainline to enable
crippled wagons to be detached from a train and stored for field repair
Siding A track used for marshalling/or stabling vehicles
Spur A track used for facility connection
X0231-UAE-ERT-PO-00001-02
QIJLbiJ 3bJIJ|
6 Standards
EN 13803-1 Railway Applications - Track - Track alignment design parameters - Track
gauges 1435mm and wider - Part 1: Plain line
EN 13803-2 Railway Applications - Track - Track alignment design parameters - Track
gauges 1435mm and wider - Part 2: Switches and crossings comparable
alignment design situations with abrupt changes of the curvature
Characterisation of Track Geometry
7 Codes of Practice
8 Set Off Track, Siding, Yard and Depot Design

8.1 General
8.1.1 Scope
8.1.1.1 These requirements cover set-off tracks, sidings, yards and depots owned and operated by Etihad
Rail.
8.1.1.2 Privately owned and operated sidings may use different criteria, provided that they meet the
minimum operational requirements of any Etihad Rail locomotives and/or rolling stock that may
operate on the facility concerned. In this case, the private owner/operator shall submit their
proposed criteria to Etihad Rail for approval.
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[L’ E—lIJ-ILfiHi-Jg REFS DESIGN CRITERIA TRACK WORKS JACO BS
8.2 Horizontal Alignment

8.2.1 Principles
8.2.1.1 The horizontal alignment for set-off tracks, sidings, yards, terminals and depots, shall be taken from
the end of the diverging leg of the turnout connection with the main line.
8.2.1.2 The maximum design speed within yards, terminals and depots shall be taken as 30km/h unless
otherwise stated in the functional requirements for the facility.
8.2.1.3 The approach tracks, if longer than the braking distance of the train, shall be designed in accordance
with the criteria given on Part 2 for the diverging speed of the turnout, commencing at the end of
the diverging leg of the turnout connection to the main, unless otherwise stated in the functional
requirements for the facility.
8.2.1.4 The design of the ladder and fan layouts shall not allow for the interlacing or extending of bearers
linking switch and crossing units.
8.2.2 Minimum Radius

8.2.2.1 Horizontal curves shall be designed to take account of all curving characteristics of vehicles likely to
use the track.
8.2.2.2 In plain line
line the limits for minimum radius shall be:
a) Standard Limit 300m;

b) Maximum Limit 240m, and;
c) Exceptional Limit 110m.
8.2.2.3 The exceptional limit radius shall be used for turning wye’s only.
8.2.2.4 The following exception to 8.2.2.1 applies: return curve (see Figure 11 below) from a turnout shall
have the same radius as the turnout, and as such, the radius can be reduced to 190m without
application of the Exceptional limit.
X0231-UAE-ERT-PO-00001-02
\t ' JHN CU H Vt
Figure
Figure 11:
11: Return
Return Curve
Curve
8.2.2.5 Back to back curves shall be connected by a minimum length of straight track that shall be
determined by the rolling stock characteristics and radii concerned wherever possible.
8.2.3 Cant
8.2.3.1 Zero cant shall be applied within set-off tracks, sidings, yards and depots.
8.2.4 Transition Curves

8.2.4 Transition Curves
8.2.4.1 Transition curves are not required for horizontal curves in sidings, yards, terminals and depots.
8.2.4.2 The designer shall take into consideration the criteria of virtual transitions as stated in Appendix A
Horizontal Alignment Design for Plain Line, Sections 8.3.7. Virtual Transitions and 8.3.8. Maximum
speed on Virtual Transitions.
8.2.5 Separation of Tracks from mainline

8.2.5.1 The Standard separation of track centres between main line tracks and an adjacent track shall be
7m.
8.2.5.2 Requirements for fencing shall be considered and if required, shall increase the separation in
accordance with the structure gauges and clearances requirements.
8.2.6 Separation of Depot Berthing Tracks

8.2.6.1 Passenger and freight trains berthing track centres shall be 7m to allow for future electrification.
8.2.6.2 Yellow plant berthing tracks shall have a minimum of 5m track centres.
8.2.7 Separation of Freight Facility Tracks

8.2.7.1 Freight facility track centres shall have a minimum of 5m track centres.
8.2.7.2 Where vehicular access is required between tracks, the separation of track centres shall be a
minimum of 7m.
8.2.8 Separation of Marshalling Yard Tracks

8.2.8.1 The track spacing within marshalling yards is to be alternate 7m and 5.5m.
8.2.8.2 Where pedestrian access is required the separation of tracks shall be 5.5m to allow for future
electrification.
8.2.8.3 Where vehicular access is required between tracks, the separation of track centres shall be 7m.
X0231-UAE-ERT-PO-00001-02
fa ETIHHDRHIL
QIJLbiJ anUI
8.2.9 Turnouts
8.2.9.1 The turnout geometries defined in Appendix C, Section 8.1.3. are applicable.
8.2.9.2 The Standard turnout used in yard layouts shall be the EW-300-1:9.
EW-300—1:9.
8.2.9.3 The Minimum turnout shall be the EW-190-1:9.
8.2.10 Location of Turnouts

OfTurnouts
8.2.10.1 The location of turnouts in paved areas of yards shall be avoided if possible.
8.2.10.2 If it is not possible to locate turnouts clear of paved areas, then the turnout, and associated operating
mechanisms, shall be specially designed to suit.
8.2.11Layout of Set-off Tracks

8.2.11.1 Set-off tracks for the separation, storage and field repair of vehicles that have failed in service shall
be provided at intervals recommended by operational studies, or in any case no greater than 30km.
8.2.11.2 Set-off tracks are not required within 30km of a transfer station.
8.2.11.3 Set-off tracks shall be located in the trailing direction only allowing access by a locomotive propelling
Set-offtracks
a faulty wagon backward into the facility.
8.2.11.4 Set-off tracks shall have a clear minimum standage length of 200m and shall be located at an offset
of 7m track centres from the adjacent running line.
8.2.11.5 The indicative layout of set off tracks for single and double tracks is shown in Figure 12
SlNGLE TRACK J_ _ 200M

[IV-19049 ’" ._ __ 3, " [mt-190:9
CATCH POINT .5311‘. 5- ..;;;»», CATCH FONT
-
-
-1.»'.~.=/ 7M ‘ \:1
l 1 5~ I
Road Rail
Access Point
A, _
IRA .K err—190129 —»_ BUFFER STOP
DOUBLE L CATCH Poe/j'x _
:59/ 7M 7 > 2m
l l I l - l , _ l
l l
OPTIONAL OPTIONAL
CROSSOVER CROSSOVER
below:
Figure 12: Layout of Set-off Tracks
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8.2.12 Road Rail Access Point on Set-off Tracks

8.2.12.1 A Road Rail Access Point shall be installed at the end of the set off track for double track or in the
middle of the set off track for a single track.
They shall be provided at one of the parallel set off tracks at the location of the lineside access road
only.
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[L’ E—IlJ-ILfit Hal? DESIGN CRITERIA TRACK WORKS JACO BS
8.3 Vertical Alignment

8.3.1 Principles
8.3.1.1 Sidings, yards, and depots should be as flat as possible in both longitudinal and transverse directions.
8.3.1.2 The vertical alignment should also prevent the possibility of loose wagons rolling on to the main line.
8.3.2 Gradients in dead end sidings or yards

8.3.2.1 In this case the yard is connected to the mainline line at a single point of entry/exit.
8.3.2.2 Freight loading areas, train stabling areas and maintenance areas shall be designed as level.
8.3.2.3 Where a level grade is not physically possible the Standard maximum gradient where a vehicle may
stand unattended is 0.1%, and may occur in either direction (rising or falling).
8.3.2.4
8.3.2.4 The Contractor shall obtain approval from the Employer to the use of gradients greater than the
standard maximum of 0.1%.
8.3.3 Gradients in double ended yards

8.3.3.1 In this case the yard is connected to the main line by more than one point of entry/exit.
8.3.3.2 Every effort should be made to match the adjacent mainline vertical alignment to the yard grading.
8.3.3.3 Freight loading areas, train stabling areas and maintenance areas shall be designed as level.
8.3.3.4 Where a level grade is not physically possible the Standard maximum gradient where a vehicle may
stand unattended is 0.1%, and may occur in either direction (rising or falling).
8.3.3.5 The Contractor shall obtain approval from the Employer to the use of gradients greater than the
standard maximum of 0.1%.
8.3.4 Gradients in lines connecting remote facilities

8.3.4.1 Where the connection to the main line is more than one train length from the main part of the
facility, the design criteria for main line given in section 2 shall apply, subject to the applicable design
speed for the spur.
8.3.5 Vertical
Vertical Curves
8.3.5.1 The criteria given in section 2 shall apply, except where the change of gradient is less than 0.1%, in
which case no vertical curve is required.
8.4 Protection of Mainline

8.4.1.1 Single switch rail catch points shall be provided where rolling stock may be left unattended in order
to protect signalled lines.
8.4.1.2 Catch points shall be provided at set off tracks, exits to depots, freight facilities and marshalling yards
offtracks,
in order to protect any unauthorised vehicle entering signalled lines.
8.4.1.3 Catch points shall be a type of turnout arresting device as per 8.4.6.4.
X0231-UAE-ERT-PO-00001-02
8.4.1.4 Catch points shall also be required where maximum gradients as specified in Appendix D Section
8.3.2. and 8.3.3. are utilised.
8.4.2 Clearance Requirements

8.4.2.1 The catch points shall be located to provide a minimum of 450mm between the side of the vehicle
on the running line and the vehicle being derailed on the catch point.
8.4.2.2 The throw off rail shall be located so as to ensure the wheel of the derailing vehicle travel the correct
path ensuring the end of the vehicle does not foul the main line structure.
8.4.3 Clearance Requirements

8.4.3.1 Track centre for safety clearance shall be calculated as follows:
[EQ25]
[EQ25]
𝐶𝐿
CL = 𝑊
W + 0.450
8.4.3.2 Where CL = Safety Clearance (m), W = Width of maximum vehicle operation. Refer to Appendix E
Section 8.2 Vehicle Characteristics.
8.4.3.3 The distance from the throw off rail to the clearance point shall be:
[EQ26]
(𝐿
(L −
— 𝐵𝐶)
BC)
(𝑚)
2 T 0")
i.e. equal to the distance from the end of the standard vehicle to the bogie centre shown in Figure 13 below:
i_£E::nlml.inc. of
other mack
T‘hmw OIT Rail

-r"
-"'
Side of ‘v'chiclc Detailing
. .d’_
I . -#__ 'li'
.I .r'
\ 5- ‘,..
Elm-me distance
X0231-UAE-ERT-PO-00001-02
[L’ E-IIJ-ILEH—bg REFS DESIGN CRITERIA TRACK WORKS JACO BS
Figure 13: Catch Point Clearance Requirements

8.4.3.4 Standard distance from heel block to throw off rail shall be 1.625m.
8.4.4 Alignment Throw Off Rail

8.4.4.1 The throw off rail shall be either parallel to the running line or at such an angle to it that a derailed
vehicle will be deflected away from the main line.
8.4.5 Location of Catch Points

8.4.5.1 The catch points shall be located wholly on the parallel track when the separation of the track centres
ofthe
is up to 7m.
8.4.5.2 The catch points shall be located between the turnout to the main line and the parallel track when
the separation of track centres is above 7m.
8.4.6 Clearance Beyond Catch Points

8.4.6.1 The designer shall ensure that the vehicle derailed has a clear, even throw-off area to minimise
subsequent damage.
8.4.6.2 The designer shall minimise the risk of the vehicle overturning and keep it away from other hazards
such as buildings or any other structure, particularly overbridges, earthworks or over any
embankment or directly into any cutting or retaining wall.
8.4.6.3 The clear even area required is dependent on the potential size and speed of any vehicle or train to
be derailed and the nature of any arresting device or infrastructure that shall be determined for each
site.
8.4.6.4 Options for arresting devices shall include:
a) Interlaced sand drag with Throw Off Rail;
b) Sand drag with Throw Off Rail;
8.4.6.5 The minimum requirement is two vehicle lengths beyond the catch points.
8.4.6.6 Special consideration shall be given if there is any possibility of an occupied building in the path of a
derailed vehicle. This will include land outside the rail boundary where there is, or is the potential
for building development.
8.4.6.7 Each location shall be reviewed in detail and submitted to the Employer for approval.
X0231-UAE-ERT-PO-00001-02
Appendix E Gauge and Clearance for Design
X0231-UAE-ERT-PO-00001-02
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Gauge and Clearance Design describes the Design Criteria that shall be adopted for
Etihad Rail Projects.
2.2 Gauge and Clearance Design

The following sections describe the principles of gauge and clearance design.
3 Design Compliance

AAR Association of American Railroads
B Bogie Centre (m)
L Overall Length of Vehicle Body (m)
Tc Centre Throw (mm)

Clearance The position between diverging tracks where loading gauges are
Point seperated by a specific margin
Fouling The position between two tracks where vehicles on both tracks would
Point just be in contact with each other
Siding A track used for marshalling and/or stabling vehicles
6 Standards
7 Code of Practice
None.
X0231-UAE-ERT-PO-00001-02
8 Gauge and
ancl Clearances
8.1 General
8.1.1 Use of AAR Plates
8.1.1.1 The requirements for use of heavy haul freight principles, and in particular the use of double stack
container trains, together with GCC Railway Interoperability protocols, has led to the adoption of the
ofthe
AAR Plate diagrams for the Etihad Rail network.
8.1.1.2 The adopted plates shall be used on all routes, even if they are deemed to be passenger only sections,
to ensure a uniform approach to design.
8.1.1.3 The AAR plates represent the maximum vehicle dimensions, and do not represent kinematic
envelopes or structure gauges. Actual rolling stock dimensions will vary according to type, and also
relating to the relationship with length of vehicle and location of the bogie pivot points.
8.1.2 Double Stack Container Train

Train
8.1.2.1 To permit double stack container AAR Plate H has been adopted refer to Clearances and Structure
Envelope Drawing X0231-UAE-EGE-DG-10201 for static and kinematic clearance envelope.
8.1.2.2 According to the AAR Plate H notes, railcars may be constructed to an extreme width of 3.075m
(10’1”) and to the other limits of the diagram when the bogie centres do not exceed 19.431m (63’9”),
ofthe
and when with bogie (truck) centres of 19.431m, the swing out at ends of car does not exceed the
swing out of the centre of the car on a 134.6252m (13@ curve).
8.1.2.3 With bogie centres in excess of the 19.431m
19.431m value, the overall vehicle width must
must be reduced such
that the throws are equivalent to the base vehicle described above.
8.1.3 Locomotive
Locomotive
8.1.3.1 For GCC interoperability, the modified AAR Plate L has been adopted refer to Clearances and
Structure Envelope Drawing X0231-UAE-EGE-DG-10201 for static and kinematic clearance envelope.
8.1.4 Passenger Stock

8.1.4.1 The outline of the passenger stock has yet to be determined by Etihad Rail.
8.2 Vehicle Characteristics

8.2.1 Vehicle Type and Dimensions
8.2.1.1 Table 8 below provides nominal vehicle types and dimensions for rolling stock to be used on the
Etihad Rail Network:
Table 8: Nominal Vehicle Types and Dimensions
Vehicle Type Overall Length Width (m) Bogie Max Laden Comments
(over couplers) Centres Weight / Axle
(m) (m) Load (tonnes)*
Locomotive Type 1 22.631 3.200 14.947 190/31.6
190/316 Ordered
X0231-UAE-ERT-PO-00001-02
[L’ E—IlJ-ILfit $31? DESIGN CRITERIA TRACK WORKS JACO BS
Vehicle Type
Vehicle Type Overall
Overall Length
Length Width
Width (m)
(m) Bogie
Bogie Max
Max Laden
Laden Comments
Comments
(over couplers) Centres Weight / Axle
(m) (m) Load (tonnes)*
Covered
Covered Sulphur
Sulphur 15.850
15.850 3.210
3.210 11.600
11.600 130/32.5
130/325 Ordered
Ordered
Hopper
Articulated 80.800 3.250 15.300 363.1/30.26
3631/3026 Likely
Container Double
Stack (5 unit)
Articulated 62.120 3.250 19.200 220/27.5
220/275 Possible
Container Double
Stack (3 Unit)
Single Stack 22.400 3.250 19.100 130/32.5
130/325 Possible
Container Flat
Heavy Duty Flat 27.590 3.004 20.120 130/32.5
130/325 Likely
Ore Hopper 12.800 3.232 8.970 130/32.5
130/325 Likely
Covered Grain 17.100 3.250 13.300 130/32.5
130/325 Possible
Hopper
Covered Cement 12.800 3.250 9.00 130/32.5
130/325 Likely
Hopper
Covered Aggregate 13.600 3.250 9.740 130/32.5
130/325 Likely
Hopper
Open Top Box 21.700 3.016 17.400 130/32.5
130/325 Possible
Ballast Wagon 14.800 3.250 11.010 130/32.5
130/325 Likely
Passenger Carriage 21.000 TBC 13.200 100/25 Possible
* Information gathered from commercial wagon producers offering nearest equivalent size vehichles if not
directly available
8.3 Throw
Throw
8.3.1 Calculation of Throw
ofThrow
8.3.1.1 The formula for calculation of centre throw Tc, in millimetres is:
[EQ27]
[EQ27]
1251322
_ 125𝐵
𝑇
TC𝑐 =
—
𝑅
R
8.3.1.2 Where B is the bogie centre separation in meters, and R is the radius of the curve in meters.
8.3.2 Calculation of End Throw

Throw
8.3.2.1 The formula for calculation of centre throw Tc, in millimetres is:
[EQ28]
125(L22 −
125(𝐿 —𝐵 2
32))
𝑇𝑐 =
CT R
𝑅
8.3.2.2 Where B is the bogie centre separation in metres, L is the overall length of the vehicle body in
meters, and R is the radius of the curve in meters.
X0231-UAE-ERT-PO-00001-02
8.3.3 Calculation of Cant Throw

Throw
8.3.3.1 The amount of cant throw for any part of the vehicle can be determined by the following:
. d l
i i
! i
! i
! i A1
l
A2
-
! .
.1 ai
-! .'!
a2
l [-5 I
! i
! i
! i
N 3
!! l.1 3 a
m ! i
!i
Tr k Centre ll
!i
o e S !i
Track Level 1 1 f \l‘
1
500 Grade Rail Centre
CD = Sin'(C/1500)
where C = cant in mm
A1=a1Cos¢+b1Sin<D A2=a2Cos<D-b28incb
Bi=b1Cos<D-a18inCD+C/2 BZ=b2Cos¢+aZSin¢+C/2
H=hCosdD+C/2 d=hSin<D
Figure 14: Calculation of Cant Throw
X0231-UAE-ERT-PO-00001-02
8.4
8.4 Clearances
Clearances
8.4.1 General
8.4.1.1 As noted above kinematic envelopes are not considered in the AAR Plate diagrams and therefore
additional allowance is to be made in the structural clearances.
8.4.2 Platform Clearances

8.4.2.1 Platform clearances shall be determined in coordination with ER Operations.
8.4.2.2 Platform height (over rail) shall be 750 mm to adhere with Interoperability requirements of GCC
trains working on Etihad Rail.
8.4.3 Fouling Points in Sidings and Diverging Tracks

8.4.3.1 This is defined as the point on the diverging track centre line at which the perpendicular distance
from the principal track centre to that of the diverging track is 4.0m.
8.4.3.2 The position is to be marked in the ballast with a concrete monument described in Appendix I Track
Signage and Markers design.
8.4.4 Clearance Point in Sidings and Diverging Tracks

8.4.4.1 This is defined as the point measured 15.25m from the fouling point position along the diverging or
siding track, and represents the safe position to position the end of a train.
8.4.4.2 The clearance point is to be marked with aa monument fixed to the nearest
nearest sleeper between
between the
running rails, and is described in Appendix I Track Signage and Markers design.
X0231-UAE-ERT-PO-00001-02
Appendix F Other Track Works
X0231-UAE-ERT-PO-00001-02
11 Introduction
Introduction
The Track Work set of Design Criteria Documents contain the description and Design Criteria that are

2.1 Purpose
This Design Criteria for Other Track Work describes the Design Criteria that shall be adopted for Etihad Rail
Projects.
2.2 Other Track Work

The following sections describe the principles of Other Track Work which consist of the following components:
a) Rail Expansion Joints
b) Buffer Stops;
c) Derailers;
d) Rerailers;
e) Rail Bonding;
f) Insulated Rail Joint;
g) Level Crossings, and;
h) Depot Trackforms.
3 Design Compliance

C Centigrade
CWR Continuously Welded Rail
DC Direct Current
T Tonne

Defi nItIons
Buffer Stop A device used to prevent a train from traversing beyond the physical
end of a track
Derailer A device used to deliberately derail a train to prevent an unauthorized
movement which would bring the train into conflict with other train
movements
movements
Level Crossing Also known as a grade crossing. An arrangement enabling a vehicular
road to cross a railway track at the same level. It may be protected
X0231-UAE-ERT-PO-00001-02
with gates, lights and/or other devices

Rail Expansion A device used to allow movement of the rails caused by thermal
Joint effects
Rerailer A device used to attempt to rerail a derailed vehicle during motion
Trackform The assembley between the top of rails and the support structure or
subgrade. Its components include the rails, sleepers, concrete blocks
or baseplates, bearers, concrete slabs, floating slab, fastenings, ballast
and sub-ballast
6 Standards
None.
7 Codes of Practice
UK Rail Level Crossings: A Guide for managers, designers and operators
Regulator’s
railway safety
publication
8 Rail Expansion Joints

8.1.1 General
8.1.1.1 The use of rail expansion joints or rail expansion switches shall be avoided wherever possible, due to
the high axle load requirement.
8.1.1.2 It is however recognized that in some locations use of rail expansion devices may be required, such
as on viaducts and at junctions between CWR and jointed track. The use shall only be as approved
by Etihad Rail, and shall be justified
justified by supporting documentation such as rail stress calculations or
track/ structure interaction analyses.
8.1.1.3 Rail expansion devices shall meet the requirements of EN 13232-8 with modifications to suit the axle
load and speed regime if required.
8.1.2 Design Criteria

8.1.1.4 The Contractor shall verify in relation to his own design the requirement for rail expansion devices
and supply and install as determined by his verification in the context of his own design.
8.1.1.5 The Contractor shall submit design documentation that demonstrates how the proposed design
addresses the following:
a) Total movement range expected;
Total
b) Rotational movements expected;
c) Effects of CWR forces;
d) Ability to support the axle loads required;
e) Wheel guidance at the speeds required, and;
f) Transfer of braking forces.
Transfer
X0231-UAE-ERT-PO-00001-02
8.1.1.6 The rail fastening system shall provide a track modulus (stiffness) similar to that of the adjacent track
ofthe
and shall provide vertical adjustment of the rail level. The rail expansion device shall provide the
capability for rail expansion with minimal impacts on safety, comfort, and dynamic loading during
operations.
8.1.1.7 Rail movement devices shall be located on straight track of constant gradient in order to minimise
the influence of secondary movements on the design, operation and maintenance of the movement
device.
8.1.1.8 To maintain a high comfort standard, the rail expansion device shall incorporate a design that
minimises the variation in track gauge. The movable part of the rail expansion device shall be
connected to the track on the movable end of the superstructure.
8.1.1.9 All sliding surfaces of rail expansion joints

joints shall be of the dry low friction type or be coated with a
lubricant proposed by the Contractor and approved by the Employer.
8.1.1.10 The
The setting of expansion gap openings at the time of final fastening down shall be as proposed by the
Contractor and approved by the Employer.
9 Buffer Stops
9.1.1 Types of Buffer Stops
9.1.1.1 The buffer stops shall be of the types listed below:
Table 9: Buffer Stops5
StopsS
Designation Type
Type Applicable
Applicable Location
Location
Type 1 Fixed At the end of Set Off Tracks
Type 2 Multi Shoe Sliding Friction Running lines other than terminal passenger
stations. Train stabling sidings and berthing tracks
in depots, yellow plant facilities, freight facilities
and masrshalling yards. Track ends where
junctions have been constructed in advance of
route extension.
Type 3 Multi Shoe Sliding Friction with Terminal Passenger Stations

Hydraulic Buffer
9.1.2 General
9.1.2.1 The
The location of the buffer stops shall be clear of any signalling overlaps.

9.1.3.1 Buffer stops shall be designed to arrest a train at the maximum design speed and maximum train mass
based on the range of trains and rolling stock specified by ER operations department, without causing
damage to the train or buffer stop and such that the imposed loads do not overstress the track.
9.1.3.2 Where sliding or friction buffer stops are proposed, an appropriate length of straight track shall be
provided behind the buffer stop to accommodate the movement of the buffer stop and its associated
friction shoes.
X0231-UAE-ERT-PO-00001-02
9.1.3.3 In high risk and where reasonably practical additional overrun protection shall be provided for the
mitigation of the consequences of a train hitting the buffer stop at speeds in excess of design impact
speed. Options for the design of suitable overrun protection include:
a) Provision of space free from structures, other tracks and people;
b) Speed arresting device such as a ballast or sand trap beyond the buffer stop;
c)
C) End impact walls;
d) Speed control devices to significantly reduce the speed of an approaching train.
10 Derailers
10.1.1 General
10.1.1.1 Portable derailers shall be provided for the protection of each track going through workshops and
buildings in the depot (except provisioning roads) to allow a rail vehicle to derail with the purpose
to protect the personnel working in the buildings of any unintended rail movement.
10.1.1.2 The derailer shall be manufactured from Durable Ductile Iron, lightweight but tough and easily and
quickly to install. The derailers shall have wedge type clamps secure the assembly to the rail head
and locks to lock the derailer to the rail. The derailers shall be designed for a bidirectional rail
movement and shall comply with train gauge clearances including not fouling ER Operators Road
Rail Vehicles. A 120cm detachable reflectorized staff with a circular sign at the top shall be provided
which can be padlocked into position. The sign shall have the words “Derail”
”Derail” written on the sign in
both directions.
11 Rerailers
11.1.1 General
11.1.1.1 Permanent bidirectional rerailers shall be installed at bulk material loading/unloading facilities with
the purpose to minimize any damage to the infrastructure in the event of a locomotive or wagon
becomes derailed during the loading /unloading
/un|oading process to avoid damaging the structures, locos or
wagons.
11.1.1.2 The rerailer shall rerail vehicles whether they derail to the right or left of the track.
X0231-UAE-ERT-PO-00001-02
X0231—UAE— ERT—PO—00001—02 PAGE 67 OF 97
12 Rail and Track Bonding

12.1.1 General
12.1.1.1 The requirements for traction supply rail and track bonding, if any, shall be as defined by the
Earthing and Bonding Systems Common Specification.
12.1.1.2 Rail and track bonding shall be installed such as not to be exposed to undue damage by track
maintenance machines.
12.1.1.3 Rail and track bonding shall be installed such as not to create trip hazards.
12.1.1.4 Rail and track bonding shall be installed such as not to impede track maintenance.
12.1.1.5 Rail and track bonding shall be installed such as not to impede the operation of turnouts.
13 Insulated Rail Joints

Joints
13.1.1 General
13.1.1.1 Where required for signalling, electrical and/or other purposes, Insulated Rail Joints shall be
designed within the trackwork layout.

13.1.2.1 The manufactured joints
joints shall maintain the required mechanical and electrical properties over a
range of rail temperature from -10 Deg C to 75 Deg C;
13.1.2.2 Each IRJ shall not bend or fail under vertical and lateral wheel loads and shall not deteriorate during
its service life in such a way that signal failure may occur as a result of electrical conduction across
the joint;
joint;
13.1.2.3 Each IRJ shall resist longitudinal slippage under thermal expansion and contraction effects of the rail
ofthe
so that the insulated joint
joint will not allow one rail to move relative to the other rail within the joint
joint by
more than 0.1mm; and
13.1.2.4 The joints
joints shall provide a minimum electrical resistance of 1 meg-ohm rail to rail and rail to fishplate
at an operating voltage of 500V DC.
X0231-UAE-ERT-PO-00001-02
14 Level Crossings
14.1.1 The use of level crossings of public or private roads on main running lines is not permitted. The use
of level crossings for private roads within or on approach to facilities shall be avoided where possible.
If level crossings are unavoidable then the type and layout of crossing implemented shall be
determined by the nature and usage of the private road and shall be designed in accordance with the
general principles set down in the UK Office of the Rail Regulator’s railway safety publication “Level
llLevel
Crossings: A Guide for managers, designers and operators” appropriately modified for the hand of
driving in the UAE.
14.1.2 The Level Crossings shall be proprietary products and shall be of the preformed panel types of Level
crossings which can be easily installed and removed by manual methods to enable Maintenance and
tamping of the Track. The Level Crossings proposed shall be service proven in 3 other railways and
shall be stable and not deteriorate under Vehicular Road Traffic.
14.1.3 Panels shall be designed to accommodate the dynamic effects of the wheel profile at the speed and
axle load conditions stated in Appendix A without becoming dislodged from their location.
14.1.4 The
The system shall include in-gauge panels, outside of gauge panels, ballast retaining systems, and
transitions to adjacent maintenance access roads, etc.
14.1.5 Signage and markings are described in Track Markers and Signage Appendix I.
14.2 Rig Crossings

Crossmgs
14.2.1 The Contractor shall be responsible to design and construct all rig crossings including the track, track
structure and substructure as per the relevant Stakeholders requirements.
14.2.2 The Design of the Rig Crossings shall ensure that the components can be easily installed and removed
ofthe
to enable Maintenance and tamping of the Track and facilitate the Rig Crossing activity.
15 Trackforms in Depot
15.1.1 General
15.1.1.1 In general, ballasted trackform shall be used in depots and repair facilities, except for the following
areas:
a) Inspection Pits;
b) Cleaning Tracks;
c) Wash plant areas;
d) Train Refuelling areas;
e) Retention Toilet emptying tracks;
f) The interior of workshops;
g) Exterior lifting areas, and;
h) Other areas of hard standing required by the functional design of the facilities.
X0231-UAE-ERT-PO-00001-02
[L’ E-llJ-lLfiHi-Jg REFS DESIGN CRITERIA TRACK WORKS JACO BS
15.1.2 Inspection Pit Tracks

15.1.2.1 Typical track support methods in depots where access to inspect or undertake maintenance to the
underside of the vehicles is:
a) Type A, a depressed pit, formed between the running rails, or;
b) Type B, a system of pillars supporting a longitudinal steel beam on which the running rail is
attached, allowing access from either side of the rail.
15.1.2.2 The requirements for the extent of each trackform above shall be determined by the functional
design requirements for the depot or facility.
15.1.2.3 The pitted area shall be provided with adequate and appropriate systems of lighting and power
supply.
15.1.2.4 The pitted area shall be provided with drainage including oil separation facilities.
15.1.2.5 Where plant and equipment is required to be moved into the pitted area, or where train-borne
equipment is likely to be removed within the pitted areas, an access ramp of appropriate width, with
slope not exceeding 1 in 20 shall be provided to one end of the pit.
15.1.2.6 Permanent steps shall be provided for personnel access.
15.1.2.7 The trackform may consist of cast-in baseplates or shoulders on type A tracks.
15.1.2.8 On type B tracks, the track shall be attached to the longitudinal beam, via bolted baseplate.
15.1.2.9 All tracks shall be designed to take into account any electrical requirements for signalling and traction
systems, and earthing & bonding requirements.
15.1.3 Cleaning Tracks

15.1.3.1 General Cleaning tracks shall be of a continuously paved concrete type with cast in baseplates.
15.1.3.2 The supporting concrete slab shall be designed to accommodate 32.5 tonne axle loads.
15.1.3.3 The concrete slab shall extend on either side of the rails to the extent required for personnel access
and for any plant required in the cleaning process.
15.1.4 Wash Plant Tracks

Tracks
15.1.4.1 The tracks in the area of train washing plants shall be of a continuously paved concrete type with the
oftrain
rail supported on baseplates on discrete concrete plinths.
15.1.4.2 The paved area shall extend for at least one metre beyond either side of the widest vehicle.
15.1.4.3 The slab area shall be provided with an upstand wall to prevent escape of washing liquids from the
area.
15.1.4.4 The concrete mix design shall be designed to resist attack from any chemicals used by the washplant
process. The designer shall take advice on this matter from the washplant manufacturer.
15.1.4.5 The trackform shall designed for the maximum 32.5 tonne axle load.
15.1.4.6 The surface of the slab shall be designed to provide a non-slip surface for operatives.
X0231-UAE-ERT-PO-00001-02
[L’ E-IIJ-ILEH—bg REFS DESIGN CRITERIA TRACK WORKS JACO BS
15.1.5 Retention Toilet Emptying Tracks

15.1.5.1 Toilet emptying tracks shall be of a continuously paved concrete type with cast in baseplates.
15.1.5.2 The supporting concrete slab shall be designed to accommodate 32.5 tonne axle loads.
15.1.5.3 The concrete slab shall extend on either side of the rails to the extent required for personnel access
and for any plant required in the cleaning process.
15.1.5.4 The slab area shall be provided with a perimeter upstand wall to prevent escape of leaked liquids.
15.1.5.5 The slab area shall be drained and connected to the sewerage disposal system for the facility or any
special facility required by the manufacturer of the train retention toilet system
15.1.5.7 The concrete mix design shall be designed to resist attack from any chemicals used by the toilets.
The designer shall take advice on this matter from the toilet manufacturer.
15.1.6 Tracks within workshops, lifting areas and other hardstanding areas
15.1.6.1 Except where required to be pitted, or for special areas such as wheel lathes or bogie drops, the
tracks within workshops or other hardstanding areas shall be continuously paved with the finished
concrete flush with the top of rail level.
15.1.6.2 Embedded rail shall be encased in a resilient material to protect from any chemical attack from
agents used within the depot environment.
15.1.6.3 Flangeways may be formed within the concrete outline but shall be protected from damaged by the
use of cast in steel angle sections anchored within the concrete.
15.1.6.4 The concrete slab shall support 32.5 tonne axle loads, and any jacking
jacking loads or equipment loads
required by the depot functional design requirements.
15.1.6.5 All tracks shall be designed to take into account any electrical requirements for signalling systems,
and/or earthing requirements.
15.1.6.6 Concrete surfaces shall be non-slip, and the finish shall be capable of adhering additional surface
treatments such as colouring required for safety delineation.
15.1.6.7 The concrete design mix shall be resistant to any chemical attack from agents used within the
depot environment.
15.1.6.8 Exterior hardstanding areas shall be designed with appropriate drainage facilities to prevent
flooding or ponding.
pending. The drainage system must pass through an oil interceptor system prior to
discharge to the external drainage network.
15.1.6.9 All tracks shall be designed to take into account any electrical requirements for signalling and
traction systems, and earthing & bonding requirements.
15.1.7 Paved Trackform

Trackform in Facilities
15.1.7.1 In areas where loading or vehicular access to the train is required, and/or the vehicular loading is
greater than the capacity of panel crossing systems, then a continuously paved concrete trackform
is preferred.
15.1.7.2 In paved trackform, it is preferred that flangeways are formed using a foot relief planed standard
60E2 rail bolted to the running rail and separated by cast iron spacing blocks, such that the top of
both rails is at design rail level.
X0231-UAE-ERT-PO-00001-02
15.1.7.3 The supporting concrete slab shall be designed to accommodate the maximum wheel loads of all
facility plant that may run on the track slab.
15.1.7.4 The use of tie-bar systems to hold gauge within paved track is not permitted.
15.1.7.5 Holding down base plates may be used.
15.1.7.6 The trackform design shall take into account any electrical properties required of the trackform by
the signalling system, traction system and in the avoidance of induced and stray currents.
15.1.7.7 Minimum distance for welds adjacent to non-ballasted trackform is to be 4.5m in either direction.
15.1.7.8 The design of non-ballasted track shall take into account the arrangements required to provide a
gradual change in track stiffness at the interface between non-ballasted and ballasted track
construction by providing transition slabs.
X0231-UAE-ERT-PO-00001-02
Appendix G Derailment Containment
X0231-UAE-ERT-PO-00001-02
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Derailment Containment describes the Design Criteria that shall be adopted for Etihad
Rail Projects.
2.2
2.2 Derailment
Containment
The following section describes the principles of derailment containment and defines the design criteria to
mitigate the impacts of derailed rolling stock.
3 Design Compliance

Q Vertical Wheel Weight (kN)
I'm-<9
Y Lateral Force (kN)

β Angle of Slope
μ Coefficient of Friction Across the Contact Area
5 Terms
Definitions
Check Rails Rails provided inside running rails to guide wheels through crossings
in junctions, or in tight radius curves
Column A tapered concrete protection structure in a “cut
”cut water” shape placed
Protector at the base of columns supporting overhead structures to deflect a
derailed vehicle
Derailment A structure located outside the running rails at specific locations to
Upstand provide lateral guidance to derailed vehicles.
Guard Rails Rails or steel channels located inside the running rails to keep derailed
wheels adjacent to the running rails. Occasionally guard rails may
additionally be placed outside the gauge rails if the consequences of a
derailment are severe
Rerailer A device installed in the track designed to re-rail a derailed wheel set
X0231-UAE-ERT-PO-00001-02
[L’ E—llJ-ILfit ala-Jllfl DESIGN CRITERIA TRACK WORKS JACO BS
Trackform The assembley between the top of rails and the support structure or
subgrade. Its components include the rails, sleepers, concrete blocks
or baseplates, bearers, concrete slabs, floating slab, fastenings, ballast
and sub-ballast
6 Standards
EN 13674-3 Railway Applications –—Track
Track –— Rail —– Part 3: Check Rails
7 Codes of Practice
None.
None.
88 Derailment
Containment
8.1 General
8.1.1 Basis of Design
8.1.1.1 Derailment containment is required to perform the following functions and the derailment prevention
and mitigation measures must be designed such that in the case of a derailment:
a)
8) A single derailed vehicle is to be kept upright and in line with the track, avoiding the possibility of
striking blunt ended rigid objects of significant dimensions causing vehicles concertinaing, fouling
adjacent tracks or progressive derailment of other vehicles within the train;
b) A derailed wheel should have a continuous running path, clear of the rail fastening system until
stationary. This will minimise damage to the trackform, and assist in the rapid resumption of train
service;
c) The
The vehicle should be contained such that a minimum amount of damage is imposed on services
supported of viaduct parapets or tunnel walls;
d) There should be minimum structural damage to the vehicle after derailment, and;
e) Emergency evacuation routes from the vehicle in tunnels and on viaducts in the locality of the
stopped train should remain relatively intact and usable after a derailment.
f) On a bridge, the train shall remain on the bridge and derailed vehicles shall be prevented from
breaching the adjacent track path;
g) At oil, gas or other environmentally sensitive or high-risk rail crossing / proximity areas the train
shall remain within the rail reserve
h) Passengers can be evacuated safely; and
i) Damage to the bridge or structure is minimised.
8.1.2 Requirement for Derailment Containment

8.1.2.1 Derailment containment shall be provided at the following locations:
a)
8) At Viaducts and Under bridges
b) In tunnels;
c)
C) where the railway is located on utility structures,
d) In other locations identified by a risk assessment or required by a stakeholder in a NOC.
X0231-UAE-ERT-PO-00001-02
8.1.3 Types of Derailment Containment

8.1.3.1 Three general types of derailment may be considered:
a) Within the structure design;
b) Within the trackform design, and;
c) External derailment containment provision to limit the spread of derailed vehicles outside the
railway boundary.
8.1.3.2 This
This section of the track design criteria covers the latter two situations only.
8.2 Derailment Containment within the Track

Track Form
8.2.1 Check Rails
8.2.1.1 Check rails shall be provided with CEN33C1 (UIC33) rails.
CEN33C1(U|C33)
8.2.1.2 Continuous check rails are to be used on curves where the radius is less than 200m.
8.2.1.3 The check rail shall extend 20 metres in front of the point at which the radius becomes less than
200m.
8.2.1.4 The check rail entry and exit shall be a 2 part flared transition with the entry flare 1 in 30 and main
flare 1 in 76.
8.2.1.5 The main flare shall enlarge the flangeway width by 16mm over a length of 1215mm, and entry flare
shall enlarge this by a further 22mm over a length of 660mm.
8.2.1.6 The check rail shall be provided to the inner rail of the curve.
8.2.2 Check Rails in Paved Track

Track
8.2.2.1 In paved track, continuous check rails shall be provided to both running rails.
8.2.2.2 The check rails shall extend a minimum of 5 metres beyond the transition from paved to ballasted
trackform.
8.2.2.3 The check rail entry and exit shall be a 2 part flared transition with the entry flare 1 in 30 and main
flare 1 in 76.
8.2.2.4 The main flare shall enlarge the flangeway width by 16mm over a length of 1215mm, and entry flare
shall enlarge this by a further 22mm over a length of 660mm.
8.3 Guard Rails

8.3.1 Guard Rails between the running rails on ballasted track
8.3.1.1 On structures where no separate derailment containment provision is made, guard rails shall shall be
be
placed between the running rails.
8.3.1.2 Where there is a structure at risk on both sides of the line –— two rails laid between the running rails,
laid for the length required to protect the structure at risk, then angled to meet in the centre of the
track.
8.3.1.3 Where there is a structure at risk on one side of the line only —– one rail laid on the opposite side of
the track centreline to the structure at risk, laid for the length required, then angled across to the
centreline of the track.
8.3.1.4 Guard rails are to extend parallel for a minimum 20m in advance of the area being protected on the
train approach side.
X0231-UAE-ERT-PO-00001-02
[L’ E—llJ-ILfit Rallfl DESIGN CRITERIA TRACK WORKS JACO BS
8.3.1.5 Guard rails are to extend parallel for a minimum of 3m beyond the area being protected on the train
departure side.
8.3.1.6 A tapered nose section (“vee”) is to be installed on the train approach side of the guard rail. The nose
ofthe
of the vee shall be bolted.
8.3.1.7 Where rail traffic is bi-directional, the guard rail is to extend 20m beyond the area being protected
on both approach and departure side.
8.3.1.8 Where traffic is bi-directional, the tapered nose section is to be installed on both ends of the guard
rail.
8.3.1.9 Guardrails shall normally be formed from CEN60E2, as per the running rail, however alternative
sections may be proposed depending on the situation and and derailment loadings.
8.3.1.10 The offset of the face of the guard rail to the running edge shall be such that:
a) The derailed vehicle outline shall not clash with any structure or rail vehicle on any adjacent
track;
b) The full width of the wheel is accommodated, and;
c) That the derailed wheel position avoids damage to the rail fastening system.
8.3.1.11 Etihad Rail shall advise the wheel set characteristics.
8.3.1.12 The derailment loads required to be contained shall comply with Stage 2 & 3 Design Criteria for
Bridges & Railway Structures X0231-UAE-ECB-FS-00001.
8.3.1.13 The basic dimensions of all guard rails are shown in Figure 15 below:
(—OUTSIDE FACE OF STRUCTURE BEING PROTECTED
——____ r LENGTH OF BEND = 300mm
GUARD RAILS
l RUNNING RAILS
-<—3 000+l< 9 200 >l<78004fl

-< 13 000
Figure
Figure 15:
15: Plan View of Guard Rails
8.3.2 Guard Rails outside the running rails on ballasted track

8.3.2.1 Consideration shall be given to providing additional guard rails on the outside of the running rails in
situations where the rolling stock may strike infrastructure causing the vehicle to rotate.
8.3.2.2 The entry and exit flares shall be away from the running rails.
8.4
8.4 Derailment
Containment on
on Non-Ballasted Track Form
Non-Ballasted Track Form
8.4.1 Derailment Upstands
8.4.1.1 The preferred method of derailment containment on non-ballasted track is by providing derailment
containment upstands on the outside of the running rails.
8.4.1.2 The upstand shall not extend beyond top of rail level.
X0231-UAE-ERT-PO-00001-02
8.4.1.3 The structural design of the upstand shall use the loadings provided in the Bridge Design Manual.
8.4.1.4 The offset of the edge of the upstand shall be such that:
a) The derailed vehicle outline shall not clash with any structure or rail vehicle on any adjacent
track;
b) The full width of the wheel is accommodated, and;
c) That the derailed wheel position avoids damage to the rail fastening system.
8.5 External Derailment Containment Measures

8.5.1 Risk based approach to provision
8.5.1.1 Where no specific derailment measures are required in the track, and a specific risk has been
identified (for example railway alignment parallel to a pipeline), then consideration shall be given to
provided containment wall systems outside the track bed area for limiting the deviation of derailed
vehicles.
8.5.2 Design Requirements

8.5.2.1 The derailment loads required to be contained shall comply with Stage 2 & 3 Design Criteria for
Bridges & Railway Structures X0231-UAE-ECB-FS-00001.
X0231-UAE-ERT-PO-00001-02
[L’ E—IlJ-ILfit RIHJIXU DESIGN CRITERIA TRACK WORKS JACO BS
Appendix H Track Structure Design
X0231-UAE-ERT-PO-00001-02
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Track Structure design describes the Design Criteria that shall be adopted for Etihad
Rail Projects.
2.2 Track Structure Design

The following section describes the principles of track structure design and defines the design.
This section does not cover requirements for the crossing of pipelines, sewers, public or private
telecommunications equipment, public electricity supplies or other utility. The requirements for these
crossings shall be determined in consultation with the utility owner.
3 Design Compliance

PVC Polyvinyl Chloride
5 Terms
Definitions
Cable Trough A method of containing cables located either on the formation or
buried beneath it
Drawpit A chamber used to access buried cables, and/or perform a change of
cable route direction
6 Standards
ESC 362 Track Slabs
Track
X0231-UAE-ERT-PO-00001-02
7 Codes of Practice
UIC 720 Laying and Maintenance of CWR Track
8 Track
Track Structure
8.1 Track Performance Requirements
8.1.1 General
8.1.1.1 The trackform and track structure shall be designed by the Contractor.
8.1.1.2 Track Modulus and maximum Track deflections shall be designed and justified
justified in the Contractors
detailed Track Structure design.
8.1.1.3 The nominal values based on the Preliminary Engineering are as detailed below and shall not be
exceeded:
a) Track Modulus of 40 MPa;
b) Maximum track deflection of 4.10mm for 32.5 tonne heavy haul axle load;
c) Maximum track deflection of 3.54mm for 25 tonne passenger axle load.
8.1.1.4 The track structure design including modulus, deflections and stiffness shall be interoperable with
all other interfacing sections of the Etihad Rail Network and other connecting GCC Railways.
8.1.1.5 Coordination with the interfacing section of Etihad Rail or the GCC Railway shall ensure that the
design of the track structure is interoperable between the two sections and suitable transitions are
provided either side of the interface in accordance with Clause 8.3.6.
8.2 Track
Track Structure – General
Structure—General
8.2.1 General Requirements
8.2.1.1 The contractor shall be responsible for the detailed track structure design.
8.2.1.2 The design and all design elements shall be submitted to the Employer for approval. The preliminary
track structure design is for guidance only.
8.2.1.3 The track structure on the Etihad Rail shall be predominantly of conventional ballasted track
structure design with continuously welded rail secured by elastic fastenings to prestressed concrete
monoblock sleepers or bearers supported on a ballast bed.
8.2.1.4 The track structure design shall be based on the use of an approved, conventional ballasted track
structure design method that addresses the specific railway operating requirements of Etihad Rail
and the physical environment of the UAE in which the track will be located.
8.2.1.5 At locations in which the significant ingress of sand onto the tracks will be unavoidable, a low
maintenance track structure that is easy to clean and does not require ballast cleaning such as slab
track shall be considered.
8.2.1.6 Any special form of proven track structure such as slab track, identified as a potentially viable
alternative to ballasted track during the detailed design process, shall be approved by the Employer.
8.2.1.7 Track structure designs and all track components shall have a proven record of a minimum of 5 Years
in service in a railway with similar climatic conditions, axle loads, design speeds and traffic volumes.
X0231-UAE-ERT-PO-00001-02
8.3
83 Basis of Design
8.3.1.1 The contractor shall design and submit the track structure detailed design to the Employer for
approval.
8.3.1.2 The detailed track structure design shall comply with the following design requirements:
8.3.1.3 Rail in plain line shall be to profile 60 E2, 60 kg/m continuously welded rail (CWR) as per EN 13674-1
A1.
8.3.1.4 Steel grade shall be R260 and R350HT or R350LHT as per EN 13674-1.
8.3.1.5 In accordance with GCC requirements rail inclination shall be 1:40 to be interoperable with all GCC
Networks.
8.3.1.6 Sleepers shall be trapezoidal shaped, prestressed concrete monoblock in accordance with AREMA
CHAPTER 30 Part 4 or EN 13230 or AS 1085.14 with the following dimensions: length 2600mm, width
295mm at the bottom of the sleeper and minimum depth 210mm at the rail seat.
8.3.1.7 The maximum sleeper spacing is 600mm for all mainline tracks. The The Contractor shall be responsible
for carrying out a detailed design analysis of the sleeper spacing, which shall be in accordance with
AREMA 4.1.2.5.1.1. (requirements for Maximum Ballast Pressure for 32.5t axle loads).
8.3.1.8 The sleeper spacing in sidings, yards, terminals and depots may be increased subject to a detailed
design by the Contractor and acceptance by the Employer; Maximum Sleeper Spacing 650mm.
8.3.1.9 Bottom ballast shall be designed in accordance with AREMA Standards.
8.3.1.10 The minimum Bottom Ballast depth for mainline shall be 300mm in accordance with AREMA VO1 V01
Track Section 2.1.1.1.5.2.1.
8.3.1.11 The ballast depth in sidings, yards, terminals and depots may be reduced subject to design and
acceptance by the Employer. The minimum ballast depth shall be 250mm.
8.3.1.12 The minimum ballast shoulder width provided at the end of the sleepers shall be 400mm where the
line speed is below 160km/h and 500mm above 160km/h in accordance with UIC 720.
8.3.1.13 The ballast shoulder shall be designed and justified in the Contractors track structure and CWR
design.
8.3.1.14 The ballast shoulder shall be heaped 125mm above the level of the top surface of the sleeper end.
8.3.1.15 The ballast shoulder shall be sloped at 1:1.5.
8.3.1.16 The Contractor shall, as part of the overall track design, provide calculations to support the selection
of the depth of the ballast under the sleeper and any requirements for sub-ballast to achieve a
sufficient interface between earthwork formation sub-grade. Calculations to support the width of
the ballast shoulder.
8.4 Slab Track

Track
8.4.1 General
8.4.1.1 Slab track shall be designed as a system design taking into account the stiffness of the following:
a) Sub-base;
b) Slab(s);
c) Rail fastening assemblies;
d)
cl) Rail.
X0231-UAE-ERT-PO-00001-02
8.4.1.2 The sub-base shall be designed based on the results of geotechnical investigations to ensure it
provides a continuous uniform support of the track structure.
8.4.1.3 The sub-base shall be designed to prevent the infiltration of water under the track slab and to
mitigate against the adverse effects of high water tables.
8.4.1.4 Slab track design shall:
a) Include materials, components and design with at least 5 years proven service in the same
conditions, design requirements and parameters as Etihad Rail.
b) Be capable of adoption throughout varying configurations of the structure;
c) Minimise the risk of derailment owing to track irregularities;
d) Provide uniform transmission of all rail borne forces to the trackform;
e) Incorporate continuous rail with no mechanical joints;
joints;
f) Provide appropriate electrical insulation and electrolysis mitigation measures;
g) Incorporate rail lubrication systems where maintenance requirements dictate;
h) Provide for future track maintenance, including rail replacement, in-situ rail welding and
emergency rail clamping.
8.4.1.5 In addition to the above, the design and installation of floating slabs shall ensure the following:
a) The dynamic deflections must not cause the structure gauge to be compromised;
b) The dynamic behaviour of the floating slab must not act adversely with the vehicle
suspension modes, resulting in increased wear of any component or a reduction in ride
quality;
c) Bearing materials must minimise the increase in dynamic stiffness as the frequency rises;
d) An adequate air gap is provided beneath the floating slab to avoid acoustic coupling effects;
e) Resiliant direct fixation of the rails is provided on top of the floating slabs;
f) The maintainability of the trackform is not compromised.
8.4.1.6 The trackbed vibration isolation systems must be optimised for operation with the rolling stock that
is to operate on the track.
8.4.1.7 The maximum height of grout bed under the rail fixings shall be 60mm. Packers are not to be used.
8.4.1.8 High impact epoxy grouts/mortars or specially developed grouts shall be used under the rails to
accommodate the high dynamic effects and movement of the slab.
8.4.1.9 There shall be no metallic elements in the epoxy.
There
8.4.1.10 Standard cementitious grouts shall not be used.
8.4.1.11 The grout bed shall provide sufficient edge distance to the bolt to avoid cracking of the grout.
8.4.1.12 Where trackforms are different, the geometric tolarances specified at the wheel/rail interface shall
be the same. Different slab trackforms are to be effectively bonded at the interface.
8.4.1.13 The design of slab tracks shall provide for easy access to bearings for inspection, maintenance and
replacement.
8.4.1.14 The design shall mitigate against debris getting into the gaps around floating slabs.
X0231-UAE-ERT-PO-00001-02
8.4.1.15 All gaps shall be effectively sealed to prevent debris from entering gaps between structural elements.
8.4.1.16 Non-resilient fastening assemblies shall not be used on slab track.
8.4.1.17 Where the track slab consists of a base slab and a top slab, the top slab shall be tied to the base slab
with anchors.
8.4.2 Width of Track Slab

ofTrack
8.4.2.1 The track slab shall extend a minimum width of 500mm beyond the fasteners on each side of the
running rails at the level of the slab under the rails.
8.4.2.2 The maximum vertical drop at the edges of the track slab shall be 150mm, unless guard rails are
provided.
8.4.3 Allowable Movement

8.4.3.1 The design of the track slab shall provide for allowable movements of the slab that do not adversely
affect the integrity of other infrastructure such as track and signalling.
8.4.3.2 Movements shall not result in the track geometry being outside the track installation tolerances.
8.4.3.3 The design shall provide for construction, expansion and contraction joints
joints as appropriate.
8.4.4 Drainage
8.4.4.1 Provision shall be made for adequate surface drainage.
8.4.4.2 Baseplates and fastenings shall remain above water at all times.
8.4.4.3 Ponding must not occur on slabs or in the void beneath any floating slab. TheThe drainage shall ensure
that depth of run-off water on track slabs does not interfere with signalling and electrical equipment.
8.4.5 Sand
8.4.5.1 Provision shall be made for the adequate removal of sand build up on the slab track.
8.4.6 Transition
Transition Section Trackforms
Section Trackforms
8.4.6.1 Transition section trackforms shall be provided in locations where two differing trackforms abut. This
is also to include transitions between other sections of the Etihad Rail Network and other GCC
Railways.
8.4.6.2 The transition section shall be designed to:
a) Provide a progressive change in track stiffness;
b) Provide an easily maintained trackform transition, which will not be prone to differential
settlement;
c) Provide accurate matching of track alignment under all load conditions, in order to avoid
stress concentrations in components or uneven ride characteristics;
d) Achieve the nominated levels of vibration and regenerated
regenerated noise attenuation;
e) Minimise the number of transitions sections.
8.4.6.3 Where track slabs abut ballasted track, a transition slab shall be provided to achieve a progressive
change in track stiffness.
8.4.6.4 The minimum length of transition section trackform shall be 4.5m.
8.4.6.5 Transition section trackforms shall be designed for the same loads as the track slab.
X0231-UAE-ERT-PO-00001-02
8.5 Cable Containment

8.5.1 Under Track Crossing and Cable Draw Pit Clearances
8.5.1.1 The Designer shall agree with the Employer the minimum distance from the bottom of sleeper to the
top surface of any duct, pre-fabricated duct unit, or concrete surround.
8.5.1.2 Cable draw pits shall be in accordance with the Systems Common Specification.
X0231-UAE-ERT-PO-00001-02
Appendix I Track Signage and Markers

Design
X0231-UAE-ERT-PO-00001-02
11 Introduction
Introduction
The Track

2.1 Purpose
This Design Criteria for Track Signage and Marker design describes the Design Criteria that shall be adopted
for Etihad Rail Projects.
2.2 Track Signage and Marker Design

The following section describes the principles of track signage and marker design and addresses the following:
oftrack
a) Kilometre Chainage and Level Crossing Markers;

b) Horizontal and Vertical Geometry Markers;
c) Permanent Survey Markers, and;
d) Fouling Point and Clearances Markers.
3 Design Compliance

Arc to Transitional
Transitional Spiral
CS
CT Arc to Tangent
Tangent
CT
PVC Gradient to Vertical Point
PVC
PVT Vertical Curve to Gradient
PVT
RIC Route Identification Code
RIC
SC Transition Spiral to Arc
SC
SS Transition Spiral to Transition Spiral
SS
ST Transition Spiral to Tangent
ST
TIC Track Identity Code
TIC
X0231-UAE-ERT-PO-00001-02
5 Terms
Definitions
None.
None.
6 Standards
ARTC-ETD-11-01
ARTC-ETD-ll—Ol Trackside Monuments for Track Alignment
Trackside
7 Codes of Practice
DIN 1451-2 Fonts –— San Serif –— Traffic Writings
8 Track Markers and Signage

8.1 Basis of Design
8.1.1 General
8.1.1.1 A standardised system of track markers and signage is required to be installed throughout the Etihad
Rail Network for safety, operational and maintenance reasons so as to:
a) Alert railway staff of potential hazards;
b) Inform railway staff of specific confinement or environmental conditions;
c) Remind
Remind railway staff to carry out appropriate precautionary procedures prior to performing their
work;
d) Instruct or give direction to railway staff, and in emergency conditions to evacuating passengers,
if relevant to the emergency procedures for the running lines, and;
e) Identify and/or mark railway features and facilities.
8.1.1.2 Technical Specifications for materials, installation, and workmanship are provided separately.
8.1.1.3 Non-public signage shall be in English language.
8.1.1.4 The standard typeface (font) for English text and marker signage shall be a san serif face following
the German Standard DIN 1451-2 or equal equivalent. Nominated typeface shall be coordinated with
ER Operations Department.
8.1.1.5 The design of the markers shall be suitable for high speed optical recognition systems used by railway
asset
asset management
management software
software and
and systems.
systems.
8.1.1.6 The design of the marker shall take into account the abrasive effects of windblown sand on signage
materials.
8.1.1.7 All signage shall be of a reflective nature and shall avoid the possibility of dazzling drivers of trains in
both directions.
8.1.1.8 All signs shall be capable of being read in strong backlit sunlight conditions.
X0231-UAE-ERT-PO-00001-02
9 Route Identification
Identification and Track
Track Identification
Identification
Codes
9.1 Route Identification
Identification Codes
9.1.1 Code Allocation
Allocation
9.1.1.1 Each route alignment corridor shall have a unique Route Identification Code (RIC).
9.1.1.2 The code shall be a three or four character abbreviation.
9.1.1.3 The first three characters shall represent the line, and the fourth character the subsection of it.
9.1.1.4 The RIC coding system shall apply equally to freight facilities, terminals, depots, yards and other
facilities.
9.1.1.5 The fourth character has the following normally reserved values:
Table 10: Route Identification Character Codes
Table
Third Letter Code Meaning
D Depot
P Passenger Station or Terminal

Terminal
T Transfer Station
X Private Freight Terminal
Y Etihad Rail (Public) Freight Terminal
Z2 Passenger Train Outstabling
9.2 Track Identity Codes

9.2.1 Code Allocation
Allocation
9.2.1.1 Each track on a route or line shall have a Track Identity Code (TIC).
9.2.1.2 The system of coding shall consist of four numeric characters.
9.2.1.3 The method of coding shall be as follows:
Table 11: Track Identity Codes
Code Meaning Code Meaning Code
1 Up 1 Main or Fast 00 to 99 sequential
2 Down 2 Secondary or Slow
3 Bi-Directional
Bi—Directional 3 Freight Only
4 Merry Go Round Loop 4 Single Line
5 Passing Loop
6 Terminal or Bay
7 Crossover
8 Other/Depot
9 Single Siding
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10 Track Signage
10.1 Basis of Design
10.1.1 General
10.1.1.1 A system of track geometry markers and monuments is required to establish baseline geometry,
monitor changes in track geometry, and provide reference for track maintenance and renewal
activities.
10.1.1.2 The design of the markers shall be standardised across the network to avoid the risk of operative
confusion.
10.1.2 Kilometre Chainage and Level Crossing Markers

10.1.2.1 Kilometre chainage
Chainage markers shall be provided at 500 metre intervals. Their location is to be
submitted for approval by the Employer but not to interfere with any other railway architecture or
access.
10.1.2.2 The markers shall be double sided enabling the information to be read in any direction of travel of
the train.
10.1.2.3 The marker plates shall be placed outside of the developed structure gauge.
10.1.2.4 The marker plates shall be located on both cess sides of double track sections and on the driver’s
cess side, when viewed travelling in the direction of increasing chainage
Chainage on a single track line.
10.1.2.5 The information required to be placed on each marker shall consist of the following:
a) Route Identification Code (e.g. GMA, DML etc.) in capital letters;
b) Chainage in the format shown in Figure 16 or as approved by Etihad Rail.
GMA GMA
123 123
0
0 5
5
Figure 16: Kilometre Chainage Marker Plates
10.1.2.6 Ten meters either side of a crossing and / or Hi-Rail access point, a Level Crossing sign shall be placed
at track on the right, facing the approaching train driver, giving details of:
a) Route Identification Code (e.g. GMA, DML etc.) in capital letters;
b) Track direction and identification code, and;
c) Chainage, rounded to the nearest metre.
X0231-UAE-ERT-PO-00001-02
[L’ E—lIJ-ILfiHi-Jg lilallfl DESIGN CRITERIA TRACK WORKS JACO BS
10.1.2.7 The format for the signage is illustrated in Figure 17 below or as approved by Etihad Rail.
GMA 1101
1101
UP 123+456
LEVEL
CROSSING
Figure 17: Level Crossing Marker Plate
10.1.3 Horizontal Geometry Markers

10.1.3.1 A system of markers for the display of horizontal geometry change points shall be established.
10.1.3.2 The following points shall be marked and labelled with:
a) Route identification code and track identity code;
b) Direction of Travel;
c) Kilometreage, to the nearest metre;
d) Geometry Change Point Type abbreviated as per the list below, as appropriate to the normal
direction of travel. On double track lines a single face sign shall be provided on the right hand
oftravel.
side of the track in normal direction of travel. On single track sections, a double sided sign
shall be provided, with each face displaying the information correct to the direction of travel;
e) In the case of beginning and end of transition spirals the Cant value shall be annotated;
f) The Radius of curve to the nearest metre shall be annotated at the start of arcs;
g) For TS, CS and SS
$5 the length of the spiral shall be annotated.
Table 12: Horizontal Geometry Codes
Change Point Type Abbreviation
Tangent to Transition Spiral

Tangent TS
Transition spiral to Arc

Transition SC
Arc to Transition Spiral CS
Transition Spiral to Tangent

Transition ST
Tangent to Arc
Tangent TC
Arc to Tangent
Tangent CT
Transition Spiral to Transition Spiral SS
X0231-UAE-ERT-PO-00001-02
[L’ EllJ-lLfiHi-Jg ala-llfl DESIGN CRITERIA TRACK WORKS JACO BS
10.1.3.3 The format of the signs shall be as illustrated in Figure 18 below:
GMA 1101
1101
UP 123+456
123+456
SC
R=5000 C=50
Figure 18: Horizontal Geometry Marker plate
10.1.4 Vertical Geometry Markers

10.1.4.1 A system of markers shall be established for the display of vertical alignment geometry information.
10.1.4.2 The following points shall be marked and labelled with the following information:
a) Route Identification Code and Track Identification Code;
b) Direction of Travel;
c) Kilometreage to the nearest metre;
d) Geometry Point in accordance with normal direction of travel. On double track lines a single
face sign shall be provided on the right hand side of the track in normal direction of travel.
On single track sections, a double sided sign shall be provided, with each face displaying the
information correct to the direction of travel;
e) In the case of start of vertical curve, the radius to the nearest 100 metres.
10.1.4.3 In the case of start of gradient, the gradient in the form of +/- % to 3 decimal places.
Table 13: Vertical Geometry Codes
Change Point Type Abbreviation
Gradient to Vertical Curve PVC
Vertical Curve to Gradient PVT
10.1.4.4 The format of the signs shall be as illustrated in Figure 19 and 20 below:
X0231-UAE-ERT-PO-00001-02
GMA 1101
1101
UP 123+456
123+456
PVC
VR=50000
Figure 19: Vertical Curve Geometry Marker Plate
GMA 1101
GMA1101
UP 123+456
123+456
PVT
G = +1.250%
Figure 20: Vertical Gradient Geometry Marker Plate
10.1.5 Permanent Survey Points and Marker Posts

10.1.5.1 The permanent survey points and shall be installed after the completion of track laying at every 500m
oftrack
along the railway and at each beginning and end of each horizontal and vertical curve, along the top
of, and flush with, the formation at a location to be submitted for approval by the Employer but not
to interfere with any other railway architecture or access.
10.1.5.2 Permanent survey points shall be installed on the point of switch, intersection point and crossing
heel of all turnouts on both sides of the tracks.
10.1.5.3 Kilometre chainage and geometry markers shall be placed within 300mm longitudinally of all
permanent
permanent survey
survey points.
points.
10.1.5.4 The Easting, Northing, Level and chainage shall be provided for each point and the data shall be
submitted to the Employer for approval.
10.2 Fouling Point Markers

10.2.1 General
10.2.1.1 Markers shall be provided at the following locations:
a) Fouling Point and Clearance Point between two converging tracks;
X0231-UAE-ERT-PO-00001-02
fa ETIHHDRHIL
QIJLbiJ stalk“
b) At platforms or loading bays;
c) Adjacent to other structures;
d) Under overhead power transmission lines, and;
e) At exits from facilities where goods or materials are loaded into open wagons.
10.2.2 Fouling Points

10.2.2.1 The delineation of fouling points shall follow the modified AREMA practices.
10.2.2.2 The system used shall be capable of being seen above drifting sand or other debris.
10.2.2.3 The fouling point shall be located where the perpendicular offset from the centreline of major track
to the centreline of minor or converging track is 4.00m.
10.2.2.4 At this point a pre-cast concrete marker shall be placed in the ballast, and founded in the sub-ballast
layer equidistant from the rail edges.
10.2.2.5 Measuring along the converging track, a distance of 15.25m a flexible yellow coloured, polyether
conic Fouling Point Marker not exceeding 250mm high shall be attached to the next sleeper away
from the fouling point.
10.2.2.6 The precast concrete marker for the Fouling Point shall typically be of the form illustrated in Figure
21 below or as approved by Etihad Rail.
1
Hutu
flint!) 15!! ‘CI El F'lflliti DI'IE

c:awe
«if e
.
1:0 mgC
" J
‘a o
SHDEEI ARIA I: 5‘ VIII") =53
Figure 21: Precast Fouling Point Marker
X0231-UAE-ERT-PO-00001-02
DESIGN CRITERIA TRACK WORKS JACO BS
[a £1lt abjlll DESIGN CRITERIA TRACK WORKS
ETIHFIDRFIIL
10.2.2.7 An indicative illustration of the sleeper mounted conic Clearance Point Marker is given in Figure 22
below:
Figure 22: Sleeper Mounted Conic Fouling Point Marker
10.2.3 Clearance Datum Marker Plates

10.2.3.1 Clearance Datum Marker Plates shall be positioned at platforms, loading bays and other fixed
structures.
structures.
10.2.3.2 Datum reference plates shall be affixed at the nearest position to the track on discreet structures
and at 10m intervals along continuous structures.
10.2.3.3 For platforms and loading bays, the face required to be plated is the upstand wall, not the platform
edging.
10.2.3.4 The datum plate shall present the following information:
a) Route Identification Code;
b) A unique plate identification code;
c) Offset to the nearest running edge in millimetres;
d) Applied cant in millimetres;
e) An vertically adjustable lockable block, and;
f) The height of the top of the block above the nearest running rail at installation.
X0231-UAE-ERT-PO-00001-02
QIJLbiJ abjill
10.2.3.5 The definitions of the information are illustrated in Figure 23 below:
,—
924 aSE
8E
<1: 2 (9
I— LL 2
IO 2
(2 a. Z
“f9 3 OFFSET FROM STRUCTURE
L To NEAREST RUNNING EDGE F
I ____________________________
i MOVABLE BLOCK
: .— DATUM PLATE
: g NEAREST ART
OF STRUCTURE
EEEEEEg/éiiafifi
““R\\~—~~_\L_E__l
Figure 23: Definitions of Information on Clearance Datum Marker Plates

10.2.3.6 The format for the signage is illustrated in Figure 24 below or as approved by Etihad Rail.
Helghl
Datum Plate ID
MOVEABLE
LOCKABLE
BLOCK
SLOT IN PLATE
Figure 24: Clearance Datum Marker Plate
X0231-UAE-ERT-PO-00001-02
END OF DOCUMENT
X0231-UAE-ERT-PO-00001-02

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K) Elﬁéliaﬁi”!

ETIHAD RAIL STAGE 2 & 3 PROJECT

Riaz Abdul Majeed

Name Signature Date

Document Number Issued Date lZ-MAR-2019

Version Log - Internal

Version Date Name Description of Review Changes

Revision Date Description of Changes

8 Switch and Crossing Geometry ............................................................................................. 37

11.1 Basis of Criteria ................................................................................................................. 67

7 Codes of Practice ................................................................................................................. 88

Appendix A Horizontal Alignment Design for Plain Line

Table 1: Maximum values for cant limits

Figure 8: Turnout placement for future electrification

Acronyms and Abbreviations

2 Use of this Document

2 Use of this Document

2.2 Horizontal Alignment Design for Plain Line

4 Abbreviations and Acronyms

8 General Design Principles

8.1.3 Track Chainage System

8.1.4 Design Speeds

a) Loaded General Freight Trains 80km/h;

8.1.5 Reference to Limits

8.1.6 Application of Limits

8.2 Horizontal Alignment

8.2.2 Track Spacing

8.2.3 Calculation of Cant

8.2.3.5 With the applied cant Ea rounded up to the nearest 5mm

8.2.4 Maximum Values

Mixed Freight and Passenger 50mm 60mm 70mm

Freight only 50mm 60mm 70mm

Passenger only service 110mm 130mm 150mm

Freight trains 60mm 80mm 80mm

Passenger service 100mm 120mm 150mm

Freight 30mm 30mm 40mm

Passenger 70mm 90mm 110mm

8.2.5 Minimum Rules

For passenger traffic only

For freight traffic only

Minimum Radii (m)

Line Categories Standard Limits Maximum Limits Exceptional Limits

8.3 Transition Curve Design

8.3.2 Transition Length Calculations

8.3.3 Limiting Values

Criteria Standard Limit Maximum Limit Exceptional Limit

Rate of Change of Cant 28mm/s 35mm/s 55mm/s

Rate of Change of Cant 28mm/s 35mm/s 55mm/s

Cant Gradient (maximum) 1 in 600 1 in 500 1 in 400

Unbalanced Lateral 0.67 0.80 0.85

8.3.4 Reduction of Speed

8.3.5 Transitions between Compound Curves

Straight >< Circular Curve

Figure 1: Virtual Transition Principle

8.3.8 Maximum Speed on Virtual

8.4 Additional Requirement in Horizontal Design

8.5 Interface locations

2 Use of this Document

2.2 Vertical Alignment Design for Plain Line

4 Abbreviations and Acronyms

Main Line A principal track on the rail network

8 General Design Principles

8.1.3 Track Chainage System