Appendix A

Track engineering rules

Section 2/Page 1-2

Date 01.09.2011

2
Track alignment
2.01 Alignment

Section 2 Track alignment is valid for V 250 km/h and axle load A 25
ton in according to the following relationship between V and A:
V 100 km/h and A 25 ton
V < 250 km/h and A 22,5 ton
V = 250 km/h and A 18 ton

Section 2/Page 2
deleted

2.01.0
Application
conditions

There may be other factors than track alignment, which puts restrictions on
speed and the use of axle load on the infrastructure managed by Rail Net
Denmark.
The horizontal alignment of the track means the location of the track on the
horizontal level, also denominated the track alignment. Geometrically the
horizontal track alignment is composed of the following elements

straight lines
circular curves
transition curves

The vertical alignment of the track means the location of the track on the
vertical level, also denominated longitudinal profile.
Geometrically the vertical track alignment is composed of the following
elements

2.01.1
Horizontal track
alignment

2.01.2
Vertical track
alignment

straight lines
circular curves

Circular curves used in connection with vertical alignments are denominated

vertical curves.
The difference between the interrelated height locations of the 2 rails of the
track is denominated cant of the track. Where adjustment of the cant is
required, a superelevation connecting ramp is applied, which has the purpose
of providing an even variation of the cant.

2.01.3
Interrelation between
heights of rails

During running in curves the rolling stock is affected by the horizontal

outward centrifugal force the size of which is depending on current train
speed and curve radius and on the vertical, downward gravity.
If the resultant of the centrifugal force and the gravity is coincident with the
median plane of the coach a full balancing of the centrifugal force is achieved,
cf. annex 2A. If the resultant of the centrifugal force and the gravity are not in
the median plane of the coach it will cause either under- or over-balancing,
resulting in unbalanced lateral acceleration, cf. section 2.03.2.

2.01.4
Running in curves

Running from straight lined track to curve or vice versa, or between 2 curves,
will change the unbalanced side acceleration. The speed at which the
unbalanced side acceleration is changed is denominated the rate of change of
cant deficiency as function of time.
Running in superelevation connecting ramp will change the cant.
The speed at which this occurs is denominated rate of change of cant as
function of time.
The parameters determining how running in curves is conducted are
curve radius
speed
cant
rate of change of cant deficiency as function of time
rate of change of cant as function of time.
Concurrent causes for the size of the two last-mentioned parameters are

length of transition curve

length of superelevation connecting ramp
Rev. nr. 203

Track engineering rules

Section 2/Page 3-6

Date 01.09.2011

2
Track alignment
2.02 Circular curves

Circular curves are used for changing the track direction on the
horizontal level.
At determination of the curve radius of a circular curve it
generally applies that it should be made as large as possible,
however normally not exceeding 25,000 m.
Speed, cant possibility, track denomination and superstructure
type will normally be determining for the curve radius of the
current circular curve.

2.02.1
Purpose and application

Depending on track denomination the following requested

regulations are established

2.02.2
Requested regulations

main tracks and through tracks

R 700 m

other train routes

R 500 m

siding
R 190 m

For safety reason special regulations apply to long-welded rails,

cf. section 4.11.5.
Depending on track denomination the following standard
regulation are established for jointed tracks

2.02.3
Standard regulations

main tracks and through tracks

R 300 m

other train routes

R 190 m

company tracks and harbour tracks

R 150 m
As for track gauge widening, see section 2.12.

other sidings
R 190 m

Rev. nr. 204

Section 2/Page 4-6

Track engineering rules

Date 01.09.2011

2
Track alignment
2.02 Circular curves

2.02.4
Exeptional regulations

For jointed tracks, technical system administrators of the Railway

Agency may grant permission to deviate from the standard
regulations until
R 150 m
As for track gauge widening, see section 2.12.
There are still, by historical reasons, sidings with radius less than
150 m, which are owned or managed by Rail Net Danmark. These
tracks are allowed kept in operation including maintenance and if
necessary for track renewal projects with the radius the track was
original planned with.
Requirements for track expansion indicated in section 2.12 must
be obtained.
For tracks with R < 150 m, the local ranger instructions with
restrictions on equipment use must be in SIN.

2.02.5
Requested regulations for
curve length

In connection with new constructions and where the conditions

allow for it, for comfort reasons, a circular curve part as long as
possible should be aimed at, corresponding to
For V 200 km/h:
L 0,40*V, minimum of 20 meters (1a)
k
For 200 < V 250 km/h: L 0,67*V
(1aa)
k

2.02.6
Standard regulations for
curve length

For comfort reasons, the circular curve part shall fulfil the
following condition
For V 200 km/h:
L 0,25*V, minimum of 20 meters (1b)
k
For 200 < V 250 km/h: L 0,67*V
(1bb)
k

2.02.7
Exeptional regulations for
curve length

The technical system administrators of the Railway Agency may

grant permission to deviate from the comfort requirements of the
standard regulations up to
For V 200 km/h:
L 0,20*V
k
For 200 < V 250 km/h: L 0,40*V
k

(1c)
(1cc)

If the change of the cant deficiency (I) is smaller than 40 mm in

relation to one of the closest curves/straight tracks, L is allowed
k
reduced to 0,10 V.

Rev. nr. 205

Track engineering rules

Section 2/Page 5-6

Date 01.09.2011

2
Track alignment
2.03 Cant

The intended height difference between the two rails of the track
is denominated the cant of the track. Cant is made by elevating the
outer rails in relation to the inner rails.

2.03.1
Purpose and application

Curves on main tracks and through tracks are normally given cant
to counteract the centrifugal force. On other relief tracks used by
passenger trains with speed V 50 km/h, curves may be given
cant. On all other tracks curves are normally not given cant.
On part sections, where the theoretical section speed cannot be
achieved, the speed that can be achieved in reality by the fastest
trains shall be taken into consideration when establishing cant
height. The information needed for this shall be collected through
the technical system administrators of the Railway Agency.
Further the distribution between fast and slow trains shall be taken
into account when establishing the cant.
A complete balancing of the centrifugal force corresponds to a
cant h determined by
a

V2
R

ha = 11,8

2.03.2
Balancing cant

(1)

When the current cant h is smaller than the balancing cant h a

a
positive size I results, denominated cant deficiency

I = 11,8

V2
h
R

(2)

If the current cant on the other hand is larger than the balancing
cant, a positive size E results, denominated cant deficiency

E = h 11,8

V2
R

(3)

Since not all trains run with the section speed the cant is normally
not determined from formula (1), corresponding to full balancing,
but from

h=8

V 2 , maximum 115 mm
R

2.03.3
Requested regulations

(4)

corresponding to a cant deficiency of

I = 3,8

V2
R

Owing to risk of derailment in curves with small radii the

following shall always be observed:

R 50
(4a)
1,5
On sections that are trafficked by trains with approximately the
same speed, as for instance some S-train sections, it may be
required to determine the cant of formula (1) from the current
speed, thus balancing the centrifugal force completely.
h

The regulations in section 2.03.4 on the maximum allowed I shall

be ensured to be observed for the fastest running trains.

Rev 206

Section 2/Page 6-6

Track engineering rules

Date 01.09.2011

2
Track alignment
2.03 Cant

2.03.4
Standard regulations

For passenger traffic railway the cant is normally determined from

h = 11,8

V2
I
R

(5)

where the cant deficiency is limited to I 100 mm

At determination of cant from formula (5) the following
supplementary regulations apply
switches and crossings on stone ballast railways
h 100 mm

tracks on stone ballast railways

h 150 mm

(7a)

tracks and switches and crossings on gravel ballast railways

h 80 mm

(6)

(7b)

tracks and switches and crossings along platforms for V <

250 km/h
h 60 mm

(8)

However, owing to risk of derailment in curves with small radii

the requirement in formula (4a) shall always be observed.
For freight railways and passenger traffic railways where the
section frequently is trafficked with slowly running freight trains,
the maximum cant is determined to

h = 11,8

V g2
R

+E

(9)

where Vg in the present context is the lowest speed the

section is frequently trafficked with
maximum cant excess E allowed is limited to E 110mm

For new lines, track renewal or upgrades must the regulations (9)
also include sections which are frequently trafficked with slowly
running passengers trains.
Further the supplementary regulations in (6), (7a), (7b) and (8)
shall be observed.

2.03.5
Exeptional regulations

At determination of cant from formula (5), Rail Net Denmarks

technical system administrators of passengers and freight trains
can grant permission up to:

for A 22,5 tons and rail profiles UIC60 and DSB60:

- for all trains, where V 140 km/h: I = 130 mm
-a) for all trains, where 140 km/h < V 250 km/h: I = 150 mm
- for special trains: I = 160 mm

for A 22,5 tons and rail profile DSB45:

- for all trains: I = 130 mm

a)

For sections that are included in category II of HS TSI INF

applies that I = 140 mm in speed range 200 < V 230 km/h and I
= 130 mm in speed range 230 < V 250 km/h.

Rail Net Denmarks technical system administrators can for cant in

tracks and switches and crossings on stone ballast railways grant
permission up to

h 160 mm

Rev 207

Track engineering rules

Section 2/Page 7-5

Date 01.09.2011

2
Track alignment
2.03 Cant

Section 2/Page 8
deleted

Rail Net Denmarks technical system administrators can for V <

250 km/h grant permission to deviate form the regulations in (8)
up to
h = 110 mm
However, owing to risk of derailment in curves with small radii
the requirement in formula (4a) shall always be observed.
Switches and crossings are allowed located on straight tracks and
if necessary in curves, where the speed is V 200 km/h, while
switches and crossings shall be located on straight tracks without
cant, where the speed is 200 < V 250 km/h.

2.03.6
Cant in switches and
crossings

In inside curved switches and crossings the same cant may be

used as in that curve which includes the main track. Refer to
requirements of 2.03.4 and 2.03.5.
For switches and crossings with contraflexure curves with
common crossings, the cant may be determined from formula (5)
in section 2.03.4, as the allowed cant, depending on the speed, is
limited to
I = 100 mm
for the speed in the main track V 100 km/h and
I = 80 mm
for the speed in the main track 100 < V 200 km/h.
In the diverted track in switches and crossings with contraflexure
curve with common crossings with cant, a so-called negative
cant will appear. (false cant). This negative cant is allowed if
2

h I 11,8

Vv
R

(10)
u

as I, depending on the speed, is limited to

I = 100 mm
for the speed in the diverted track V 100 km/h and
v

I = 80 mm
for the speed in the diverted track 100 < V 200 km/h.
v

Formula (10) includes radius Ru, which is radius in the diverted

track after the curvature.
For switches and crossings with movable frog for V 200 km/h
applies, that the same I-values on general tracks can be used in
accordance with the rules of section 2.03.4 and 2.03.5.
I appendix 2B an example is given of calculation of cant and
running speed in switches and crossings with contraflexure curve.
With a view to adjustment of a level crossing longitudinal road
profile it may be required to give straight track cant. On the
grounds of this up to 40 mm cant may be allowed on straight
tracks through level crossings, provided that the cant is
counterbalanced through superelevation connecting ramps of
sufficient length, in accordance with the rules in section 2.06.2.

2.03.7
Cant in level crossings

Rev. nr. 208

Section 2/Page 9/10-4

Track engineering rules

Date 01.09.2011

2
Track alignment
2.04 Speed in curves

Derived from the cant formula for balancing of the centrifugal

force, formula (1) in section 2.03.2, the following balanced speed
is produced

Va =

hR
11,8

(11)

Determined from the formula for required cant, formula (4) in

section 2.03.3, the following regulations for required speed are
produced

V =

hR
8

(h + I )R

2.04.2
Requested regulations

(12)

For passenger traffic railways, derived from formula (5) in section

2.03.4, the following regulations for standard speed are produced

V =

2.04.1
Balanced speed

2.04.3
Standard regulations

(13)

11,8

where the cant deficiency appears from section 2.03.4.

For freight railways, where the section frequently is trafficked by
slow running freight trains, the minimum freight trains speed in
curves is determined, derived from formula (9) in section 2.03.4
to

Vg =

(h E )R

(14)

11,8

where Vg and the maximum allowed cant excess E appears from

section 2.03.04.
For new constructions, major renovations or upgrades must the
regulation (14) also include the sections, which are frequently
trafficked with slowly running passenger trains.
In connection with the establishment of the exeptional regulations
for maximum cant and cant deficiency, cf. section 2.03.5, absolute
maximum speed in curves for passenger traffic railways can be
determined from formula (13) in section 2.04.3.

2.04.4
Exeptional regulations

For maximum speed through main tracks as well as diverted

tracks with inside curved switches and crossings the standard
regulations for allowed speed in curves apply.

2.04.5
Speed in switches and
crossings

If the switches and crossings are with contraflexure curve the

maximum possible speed in the main track will be limited by the
cant in the main track taken into considering radius and speed in
the diverted track, i.e. maximum allowed negative cant in this
track, cf. section 2.03.6 and appendix 2B.
The maximum speed that may be allowed through the diverted
track in switches and crossings with contraflexure curve is as
mentioned limited by the maximum allowed negative cant in
this, cf. section 2.03.6 and appendix 2B.
At entry into and exit from switches and crossing curves no fictive
rate of change of cant deficiency as function of time dI/dt larger
than stated in appendix 2C figure 2 may occur.

Rev. nr. 210

Section 2/Page 9/10-4

Track engineering rules

Date 01.09.2011

2
Track alignment
2.04 Speed in curves

Maximum allowed speed when running through diverted track in

switches and crossings with straight main track without cant
appears from figure 1.

Slope
1:5,45 symmetrical
1:7,5
1:9
1:9
1:11
1:12
1:14
1:19
1:19 symmetrical
1:26,5
1)

Radius (m)
215
190
190
300
330
500
500
1.200
2.400
2.500

Speed (km/h)
40
40
40
50
50
60
60
100 1)
120
130 1)

For comfort reasons it may be necessary to reduce the speed in relation to the
maximum speed stated in the table (e.g. if the diverted track is located in a
through track).

Figure 1

Maximum allowed speed through diverted tracks

in switches and crossings with straight main
track.

For maximum speed through the main track at an inside curved

switches and crossings, Rail Net Denmarks technical system
administrators can allow the use of exeptional regulations for
speeding in curves, cf. section 2.04.4.

2.04.6
Exeptional regulation for
speed in switches and
crossings

At entry into and exit from switches and crossing curves, Rail Net
Denmarks technical system administrators can allow the fictive
rate of change of cant deficiency as function of time dI/dt = 150
mm/s, when the following requirement for I are met.
I 120 mm: 30 km/h V 70 km/h
I 105 mm: 70 km/h < V 170 km/h
I 85 mm: 170 km/h < V 200 km/h

Rev. nr. 210

Track engineering rules

Section 2/Page 11-2

Date 01.09.2011

2
Track alignment
2.05 Transition curves

To achieve an even variation of the curvature and thus smooth

running, at transition from straight line tracks to circular curves or
from circular curve to circular curve, transition curves are
normally installed.

2.05.1
Purpose and use

For clothoids with straight lined superelevation connecting ramp

applies that rate of change of cant deficiency as function of time
and rate of change of cant as function of time are constant
throughout the entire transition curve and that they arise and
decrease suddenly at its ends. At short transition curves and
superelevation connecting ramps this may cause some discomfort.
For 4th degree parabolas with s-shaped superelevation connecting
ramp apply that rate of change of cant deficiency as function of
time and rate of change of cant as function of time increase
gradually from 0 through first half of the transition curve, reaches
maximum at the centre and then decreases gradually to 0 through
the other half. The values of these sizes will in the centre be
double as high as in a clothoids of the same length.
A disadvantage of the 4th degree parabola is that the control of the
location of the connected s-shaped superelevation connecting
ramp will be more difficult, but where the condition of the track
otherwise is good, the 4th degree parabola may provide a smoother
run at short transition curve lengths.
Regarding the design of transitions curves, reference is made to
appendix 2D.
Transition curves are to be used in main tracks and through train
routes.

2.05.2
Standard regulations

For other through tracks and sidings transition curves are usually
omitted, unless the transition curves is required by formula (17).
As a standard regulation, the transition curves must be designed in
the form of a clothoid, which with sufficient approximation can be
replaced by a 3rd degree parabola. For clothoids, straight lined
superelevation connecting ramps shall be used, cf. section 2.06.1.
Using clothoids as transition curves, the following standard
regulations applies
For V 200 km/h:
I*V / (3,6*L) 55 mm/s
For 200 < V 250 km/h: I*V / (3,6*L) 50 mm/s

(15a)
(15b)

Further, the length of the transition curves shall be a minimum of

20 meters.
Consideration for the largest rate of change of cant as function of
time allowed may require a longer transitions curve length
though, cf. formula (25) in section 2.06.3.

Rev. nr. 211

Section 2/Page 12-2

Track engineering rules

Date 01.09.2011

2
Track alignment
2.05 Transition curves

For other through tracks and sidings, where transition curves are
omitted formula (17) must be observed between.
straight line and curve
two circular curves pointing in the same direction
two circular curves pointing in opposite direction

I*V/(3,6*20) 65 mm/s

(17)

The regulations in formula 17 do not apply for entry into and exit
from switches and crossing curves, where the regulation in section
2.04.5 applies.
It should be noticed that for safety reasons it may be necessary to
install a straight line track section between circular curves
pointing in opposite directions with small radii, cf. section 2.08.

2.05.3
Exeptional regulations

As an exceptional regulations Rail Net Denmarks technical

system administrators can allow the use of a 4th degree parabola
as a transition curve with a s-shaped superelevation connecting
ramp for V 200 km/h, cf. section 2.06.1.
When applying the clothoids as transition curve, Rail Net
Denmarks technical system administrators, may grant permission
to deviate from the standard regulations up to
For V 200 km/h:
I*V / (3,6*L) 90 mm/s
For 200 < V 250 km/h: I*V / (3,6*L) 75 mm/s

(18)
(19)

Consideration for larger rate of change of cant as function of time,

will often require a longer transition curve length, cf. formula
(26), (26a) and (26b) in section 2.06.4.
As an exception transition curves between
straight line and curve
two circular curves pointing in the same direction
two circular curves pointing in opposite direction
can be omitted if
For V 200 km/h:
I*V / (3,6*20) 135 mm/s
For 200 < V 250 km/h: I*V / (3,6*20) 75 mm/s

(20)
(21)

The regulations in formula 20 do not apply for entry into and exit
from switches and crossing curves, where the regulation in section
2.04.6 applies.
It should be noticed that for safety reasons it may be necessary to
install a straight line track section between circular curves
pointing in opposite directions with small radii, cf. section 2.08.
Rail Net Denmarks technical system administrators may grant
permission to use a 4th degree parabola as a transition curve up to
For V 200 km/h:
2*I*V / (3,6*L) 100 mm/s
(22)
For 200 < V 250 km/h: 4th degree parabola is not allowed
Consideration for larger rate of change of cant as function of time,
will often require a longer transition curve length, cf. formula (27)
in section 2.06.4.

Rev. nr. 212

Track engineering rules

Section 2/Page 13-4

Date 01.09.2011

2
Track alignment
2.06 Superelevation connecting ramp

Superelevation connecting ramps are used for levelling a given

difference in cant between 2 track sections and provide an even
transition between two cants.

2.06.1
Purpose and use

In connection with use of the clothoid as transition curve, a

straight superelevation connecting ramp is required.
Superelevation connecting ramp and transition curve shall be
abutting if possible. If observance of this rule is not possible, the
regulations in section 2.06.5 apply.
For the 4th degree parabola an s-shaped superelevation connecting
ramp is required. In this case superelevation connecting ramp and
transition curve shall always be abutting. Regarding the design of
superelevation connecting ramps, reference is made to appendix 2E
For straight lined superelevation connecting ramps the following
requested regulation applies
dh/dt=hV/(3,6L) 28

2.06.2
Requested regulations

(24)

2.06.3
Standard regulations

For straight lined ramps the standard regulation is

dh/dt=hV/(3,6L) 50

(25)

Further, the superelevation connecting ramp shall have a length

producing a rate of change of cant as function of lenght of
maximum s = 2.0 .
In consideration for rate of change of cant deficiency as function
of time, the length of the ramp may not be shorter than the length
of the corresponding transition curve, determined by formula (15)
and (16) in section 2.05.2.
If the straight lined superelevation connecting ramp and transition
curve are abutting, the Railway Agency, Technical Systems, may
grant permission to deviate from the above-mentioned regulation
up to

2.06.4
Exeptional regulations

for V 200 km/h:

dh/dt=hV/(3,6L) 70

(26)

If cant deficiency I 150 mm and rate of change of cant

deficiency dI/dt 70 mm/s:
dh/dt=hV/(3,6L) 85

(26a)

Rev. nr. 213

Section 2/Page 14-4

Track engineering rules

Date 01.09.2011

2
Track alignment
2.06 Superelevation connecting ramp

for 200 < V 250 km/h:

dh/dt=hV/(3,6L) 60

(26b)

For s-shaped superelevation connecting ramps the Railway Agency,

Technical Systems, may grant permission to deviate from the abovementioned regulation up to
For V 200 km/h: dh/dt=2hV/(3,6L) 70

(27)

For 200 < V 250 km/h s-shaped superelevation connecting

ramps are not allowed.
Use of the exeptional regulation is provided that the rate of change of cant
as function of lenght s 2.5.
In consideration for the rate of change of cant deficiency as function of time
the ramp length determined based on formula (26) may not be smaller than
the corresponding transition curve, cf. formula (20) in section 2.05.3.

2.06.5
Non-abutting transition
curve and
superelevation
connecting ramp

If it is not possible within the exeptional regulations to observe the

requirement for maximum allowed rate of change of cant as function of time
and rate of change of cant as function of lenght, the Railway Agency;
Technical Services, ,ay grant permission to the ramp being extended by b
meters out on straight track or c meters into the circular curve.
The following conditions shall then be fulfilled
- the rate of change of cant as function of lenght s 125 is equal to the
V

minimum ramp length

Lr

hV
125

or dh/dt=hV/(3,6L) 35

- for special train units though

Lr

hV
180

180
V

(28)

is equal to minimum ramp length

or dh/dt=hV/(3,6L) 50

(28a)

- cant, on straight track h 40 mm is equal to

b 40

Lr
h

(29)

- the cant deficiency I 100 mm is equal to

c (100 I )

Lr
h

(30)

- the rate of change of cant deficiency as function of time dI/dt

is equal to
V3
(31)
L
33.4 R

75 mm/s

- the maximum value of Lr b + c + L is equal to

Lr

LH
h + I 140

(32)

In appendix F the above-mentioned formulas are derived and provided with

a calculation example.

Rev. nr. 214

Section 2/Page 15-3

Track engineering rules

Date 01.09.2011

Section 2/
Page 16 deleted

2
Track alignment
2.07 Abutting curves

Abutting curves are circular curves touching each other or circular

curves lying so closely that special attention should be paid to this
in the geometrical design.

2.07.1
Definition

Abutting curves may be pointing in the same or opposite

directions.
Curves pointing in the same direction shall to the extent possible
be connected with one, common transition curve and the cant
difference, if any, between the 2 curves shall normally be levelled
by use of a superelevation connecting ramp abutting on the
transition curve.

2.07.2
Curves pointing in the
same direction

Usually a clothoid including a straight lined superelevation

connecting ramp is used as transition curve between curves
pointing in the same direction.
As an exception the transitions curve may be designed as a 4th
degree parabola including an s-shaped superelevation connecting
ramp.
If it is impossible to connect 2 curves pointing in the same
direction with one shared transition curve, each curve shall be
equipped with a separate transition curve and superelevation
connecting ramp. The consequent discomfort shall be neutralized
by inserting an intermediate piece between the starting points of
the 2 transition curves in accordance with the rules in section
2.08.
Regarding curves pointing in the same direction without transition
curves in between, reference is made to section 2.05.2 and 2.05.3.
Transition curves between curves pointing in opposite directions
should to the extent possible reach each other, if necessary by
increase of their lengths besides the calculated required length, cf.
2.05.2.

2.07.3
Curves pointing in
opposite directions

Normally clothoids shall be used as transition curves including

straight, crossing superelevation connecting ramps.
As an exception the 4th degree parabola may be designed as a
transitions curve including an s-shaped superelevation connecting
ramp.
If it is not possible to get the 2 transition curves to reach each
other, the consequent discomfort shall be neutralized by inserting
an intermediate piece between the starting points of the 2
transition curves in accordance with the rules in section 2.08. This
case is illustrated in appendix 2E (figure 11).
Regarding curves pointing in opposite directions without
transition curve(s) in between, reference is made to section 2.05.2,
2.05.3 and 2.08.

Rev. nr. 215

Track engineering rules

Section 2/Page 17-5

Date 01.09.2011

2
Track alignment
2.08 Straight track section between
curves

For comfort reasons 2 separate transitions curves separated by a

straight intermediate piece shall be inserted between two abutting
curves, if the abutting curves cannot as described in section 2.07
be connected with a common transitions curve, cf. section 2.08.2,
2.08.3 and 2.08.4.

2.08.1
Application of straight
track section

For safety reasons straight track section shall be applied between

curves pointing in opposite directions with small radii without
transition curves, cf. section 2.08.5 and 2.08.6.
Likewise straight track section shall for safety reasons be applied
between switches and crossings turning the switch tongues against
each other and being part of the same train route, cf. section
2.08.8 and 2.08.9.
At new construction and where the conditions in general allow it,
as long a straight intermediate piece as possible should for
comfort reasons be aimed at, corresponding to
For V 200 km/h:

2.08.2
Requested regulations
for straight track section
between curves

L 0,40*V, minimum of 20 meters (33)

S

For 200 < V 250 km/h: L 0,67*V

S

(33a)

This regulation applies to curves pointing in the same as well as

opposite directions. For straight track sections between curves
with small radii reference is also made to section 2.08.5.
For comfort reasons the straight intermediate piece shall fulfil the
following condition
For V 200 km/h:
L 0,25*V, minimum of 20 meters (34)
S
For 200 < V 250 km/h: L 0,67*V
(34a)

2.08.3
Standard regulations for
straight track sections
between curves

This regulation applies to curves pointing in the same as well as

opposite directions. For straight track sections between curves
with small radii reference is also made to section 2.08.5.
The Railway Agencys technical system administrators may grant
permission to deviate form the comfort requirements of the
standard regulation until
For V 200 km/h:
L 0,20*V
S
For 200 < V 250 km/h: L 0,40*V
S

2.08.4
Exeptional regulations
for straight track section
between curves

(34b)
(34c)

If the change of the cant deficiency (I) is smaller than 40 mm in

relation to one of the nearest curves, Ls is allowed reduced to
0.10V. For straight track sections between curves with small radii
reference is also made to section 2.08.5.
At new lines, track renewal and other changes in relation to the
track alignment the following must be observed
- When radius in both curves is R 220 m straight intermediate
piece may be omitted.

2.08.5
Standard regulations for
straight track section
between curves pointing
in opposite directions
with small radii

- When radius in just one of the curves is 150m R < 220m , a

straight intermediate piece is required in accordance with figure
2a.

For curves with radius R < 150 m reference is also made to

section 2.02.4. When radius in just one of the curves is R < 150
m, the use of regulations is required according to section 2.08.6.

Rev. nr. 216

Section 2/Page 18-5

Track engineering rules

Date 01.09.2011

2
Track alignment
2.08 Straight track section between
curves

Minimum requirements for the length of a straight track between curves pointing in
opposite directions without transition curves.
Mindstekrav for lngden af retlinede sporstykker mellem modvendte
kurver (S-kurver)
Radius
i den
anden
kurve i
meter

150

160

170

180

190

200

210

220

150
160
170
180
190
200
210
220
230
240
250
260
270
280
290
300
310
320
330
340
350
360
370
380
390
400
410

11,50
11,00
10,50
10,00
9,50
9,00
8,50
8,50
8,00
8,00
7,50
7,00
7,00
6,50
6,50
6,00
6,00
5,50
5,50
5,00
5,00
5,00
4,50
3.50
2,50
1,50
0,50

10,50
10,00
9,50
9,00
8,50
8,00
7,50
7,50
7,00
6,50
6,50
6,00
6,00
5,50
5,00
5,00
4,50
3,50
2,00
0,50
0
0
0
0
0
0

9,00
9,00
8,50
8,00
7,50
7,00
6,50
6,50
6,00
5,50
5,00
5,00
4,00
2,50
0,50
0
0
0
0
0
0
0
0
0
0

8,00
8,00
7,50
7,00
6,50
6,00
5,50
5,00
4,50
3,00
1,00
0
0
0
0
0
0
0
0
0
0
0
0
0

7,00
7,00
6,50
6,00
5,00
4,50
3,50
0,50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

6,00
5,50
5,00
4,50
1,50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

5,00
4,00
0,50
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

Radius i den ene kurve i meter

Figure 2a Minimum requirements for the length of a straight track between curves
pointing in opposite directions without transition curves

2.08.6
Regulations for
straight track
between curves
with small radii
pointing in opposite
directions

For track put into service before 01.09.2011, which does not fulfill the requirements in
section 2.08.5, its allowed to continue in service if the requiremetns in figure 2b is
fulfilled.
For safety reasons for such tracks the following absolute requirements must always be
fulfilled.
-

When radius in both curves is R 200m, straight intermediate piece may be omitted.

When radius in just one of the curves is 120m R < 200m, a straight intermediate
piece is required in accordance with figure 2b.

When radius in just one of the curves is R<120m, a straight intermediate piece of
minimum 30 m is required.

Rev. nr. 217

Track engineering rules

Section 2/Page 19-4

Date 01.09.2011

2
Track alignment
2.08 Straight track section between
curves

Minimum requirements for the length of a straight track between curves pointing in
opposite directions without transition curves for existing tracks per 01.09.2011.
Bestemmelser for eksisterende spor per 01.09.2011 for mindste retlinede
sporstykke mellem modvendte kurver (S-kurver)
Radius
i den
anden
kurve
[m]

Radius i den ene kurve [m]

120

130

140

150

160

170

180

190

200

120

20,00

130

20,00

20,00

140

19,00

18,00

16,00

150

19,00

18,00

12,00

7,00

160

19,00

17,00

10,00

6,00

6,00

170

19,00

16,00

10,00

6,00

6,00

5,50

180

19,00

15,00

10,00

6,00

5,50

5,00

4,50

190

19,00

15,00

9,00

5,50

5,00

4,50

4,00

3,00

200

19,00

15,00

8,00

5,50

4,50

4,00

3,50

2,50

210

19,00

15,00

8,00

5,00

4,50

3,50

2,50

1,00

220

19,00

15,00

7,00

4,50

4,00

3,00

1,50

230

19,00

15,00

7,00

4,50

3,50

2,00

240

19,00

15,00

6,00

4,00

3,00

1,00

250

19,00

15,00

5,00

3,50

2,50

260

19,00

15,00

5,00

3,50

1,50

270

19,00

15,00

5,00

3,00

280

19,00

14,00

4,00

2,50

290

19,00

14,00

3,00

1,50

300

19,00

14,00

3,00

310

19,00

14,00

2.00

320

19,00

14,00

2,00

330

19,00

13,00

1,00

340

18,00

13,00

350

17,00

13,00

Figure 2b Minimum requirements for the length of a straight track between curves
pointing in opposite directions without transition curves for existing tracks per
01.09.2011.
In main tracks and relief tracks between switches and crossings that turn their switch
tongues against each other and where both diverted tracks enter into the same train
route, a straight track section of minimum 30 meter between the switch tongue joints
shall be aimed at.

2.08.7
Requested
regulations for
switches and
crossings

For switches and crossing curves, where the speed is V 70 km/h, is required that the
minimum allowed length of the straight track between the switch tongue joints in main
track and in interlocked switches and crossings in sidings is 7 m. For switches and
crossing curves, where the speed is 70 < V 200 km/h, is required that the minimum
allowed length of the straight track between the switch tongue joints in main track shall
fulfill the requirements for standard regulations i figure 3 in section 2.09.2.

2.08.8
Standard
regulations for
switches and
crossings

For switches and crossing curves pointing in the same direction the following is
required:

Rev. nr. 218

Section 2/Page 20-4

Track engineering rules

Date 01.09.2011

2
2.08

Track alignment
Straight track section between
curves

the minimum allowed length of the straight track between the switch
tongue joints is lmited to 3 meters, provided that there are used
azob sleepers in the set of switch tongues.
the minimum allowed length of the straight track between the
tangent point can be 0 meter, if UIC60 switches and crossings on
concrete sleepers are used.

For signalling reasons it may be necessary or preferable to increase this

minimum length.

2.08.9
Regulations for
existing switches
and crossings

For switches and crossings with curves pointing in opposite directions, which
were put into service before 01.09.2011, which does not fulfill the
requirements in section 2.08.8, its allowed to continue in service if the
requiremetns in figure 2b in section 2.08.6 is fulfilled. It should be noted that
the sizes in figure 2b in this case state minimum straight track section between
tangent points of the switches and crossings.

Rev. nr. 219

Track engineering rules

Section 2/Page 21-5

Date 01.09.2011

2
Track alignment
2.09 Crossovers

A crossover means a switches and crossing connection that allows

running from one track to another parallel track, for instance from right
to left track on a double track railway.

2.09.1
Definition

A crossover thus consists of 2 switches and crossings with the ends of

the crossing against each other and a track section in between.
Running through a crossover will entail passing of 2 switches and
crossing curves pointing in opposite directions quickly after each other.
The requirements in section 2.09 for the length of straight
track/elements are also vaild for the track alignment through the
deviation of a switch and crossing and the corresponding reverse curve
in a siding.
For running through crossovers the following straight track section
between the 2 curves in the switches and crossings is required
Speed

Requested
regulations

Standard
regulations

For V 70 km/h
For 70 < V 100 km/h
For 100 < V 200 km/h

Lt 0,20V
Lt 0,25V
Lt 0,30V

Lt 0,10V
Lt 0,15V
Lt 0,20V

2.09.2
Crossover between
straight parallel tracks

Figure 3. Minimum length of straight track in a crossover.

For speeds V 70 km/h, is also required, that the requirements in
section 2.08 concerning straight track between curves pointing in
opposite directions is also fulfilled.
Below is listed the accordingly necessary requirements to distance
between track center lines for the switches and crossings normally used
by the Railway Agency. Minimum requirements for the track center
distance in BN1-154 shall also be fulfilled.
Slope
condition

Radius
(m)

1:7,5
1:9
1:9
1:11
1:12
1:14
1:19
1:26,5
1:27,5

190
190
300
330
500
500
1.200
2.500
2.500

Minimum track center distance

(m)
Requested
Standard
regulations
regulations
4,40
*)
4,80
*)
4,50
*)
4,65
5,05
4,75

*)
*)
4,25
*)
*)
*)
*)
4,55
*)

*) No additional requirements compare to the Standard

regulations for track center distance in the Standard BN1-154.
Figure 3a. Minimum track center distance i crossover for standard
switches and crossings.

Rev. nr. 220

Section 2/Page 22-4

Track engineering rules

Date 01.09.2011

2
Track alignment
2.09 Crossovers

2.09.3
In this situation the track section between the two switches and
Crossovers between straight crossings may only in exceptional cases be designed as a straight track
non-parallel tracks
section; namely when the slope of two tracks in relation to each other
corresponds to the difference between the slope conditions of the two
switches and crossings.
In all other cases a curve shall be inserted in the intermediate piece.
Between this curve and the switches and crossing whose switches and
crossing curve turns in opposite direction, a straight track section with
a length in accordance with section 2.08 and 2.09.2 shall be inserted.
At the other end of the intermediate piece the curve shall connect to
the switches and crossing curve in the other switches and crossings,
which shall be of a type with the switches and crossing curve lead
through the crossing.
Radius in the curve of the intermediate piece shall be selected so that
at the allowed speed no cant deficiency larger than 100 mm at 100
km/h and 80 mm at 100 < V 200 km/h occurs.
If the space is so narrow that the minimum length of the straight
intermediate piece and/or minimum radius in centre curve cannot be
fulfilled at the speed normally allowed in the applied switches and
crossings, the allowed speed in the crossover shall be reduced.

2.09.4
Crossovers between tracks
in curves

Such crossovers consist of a switches and crossings with

contraflexure curves and a inside curved switches and crossings,
and an intermediate piece with curvature approximating the
curvature of the main track.
For railway infrastructure reasons the two maintracks normally
have the same cant and thereby the switches and crossings with
contraflexure curves will usually also get a corresponding false
cant.
Radius and cant shall be selected so that the maintrack as well as
the switches and crossing curve of the switches and crossings with
contraflexure curves can be trafficked with the requested speed,
without exceeding the allowed values for cant deficiency in
accordance with the regulations in section 2.03.6.
If this is not possible the speed shall be reduced so that the stated
conditions are fulfilled. Reference is made to section 2.04.5
including appendix 2B.
It may occur that the two curved track rails are not parallel. If so, a
detailed calculation shall be undertaken in each case.

Rev. nr. 221

Track engineering rules

Section 2/Page 23-5

Date 01.09.2011

2
Track alignment
2.10 Longitudinal profile

The longitudinal profile of the railway means the location of the

track on the vertical level.

2.10.1
Definition

The longitudinal profile is comprised of straight lines and circular

curves. The slope of the straight lines (per thousand) in relation to
horizontal is designated the gradient.
The gradient of a railway shall be determined taking the character
of the railway and the ground on which it runs into consideration.

2.10.2
Gradient

Requested regulations for gradient

Depending on the use of the track and track type as regards traffic,
the following requirements are made for gradient, p:
- Tracks where coaches are parked:
- Tracks along platform:
- Other main tracks, relief tracks or sidings:

p 1.5
p 1.5
p 8.0

Standard regulations for gradient

Depending on the use of the track and track type as regards traffic,
the following requirements are made for gradient, p:
- Tracks where coaches are parked:
- Tracks along platform:
- Other main tracks, relief tracks or sidings:

p 2.5
p 2.5
p 12.5

Exeptional regulations for gradient

Depending on the use of the track and track type as regards traffic,
the following requirements are made for gradient, p:
- Tracks along platforms:
p 10.0 a)
- Other main tracks and relief tracks for passenger traffic
length up to 10 km
p 25.0
length up to 6 km
p 35.0
- Other main tracks and relief tracks for mixed traffic, which are not
related to CR TSI INF:
p 15.6
- Other sidetracks for mixed traffic, which are not relatede to CR
TSI INF:
p 25.0
- Other main tracks, relief tracks and sidings for mixed traffic,
which are related to CR TSI INF b)
the line from Korsr-Sprog
p 15.6 c)
length up to 3 km
p 15.6
length up to 0,5 km
p 25.0 d)
a)

For lines related to category I in HS TSI INF the value is 2.5 .

For lines related to category IV and VI in CR TSI INF ved values is
2.5 for passenger platforms, where passenger carriages are
intended to be regularly attached or detached.
b)
Acceptance of using these requirements can only be given by the
Chief of the Track Section.
c)
The value is determined by the original construction of the line.
d)
P > 20.0 is only permitted in locations, where trains are not
intended to stop and start in normal operation.

Rev. nr. 222

Section 2/Page 24-5

Track engineering rules

Date 01.09.2011

2
Track alignment
2.10 Longitudinal profile

Prior to an application for use of the exeptional regulations for other main tracks,
relief tracks, and sidings, the project in question shall assess the consequences as
regards the tractive power for all non-interoperable trains that already have or
possibly will get allowance to run on the subsection.
On humps and the like the ratios of grade may in exceptional cases be allowed
increased by the technical system administrators in the Railway Agency.

2.10.3 Vertical curves

Changes in the longitudinal profile normally occur though insertion of a vertical

curve. Changes in the longitudinal profile > 1 shall be rounded at circular
curves, which shall have a minimum length of 20 m.
Changes in the longitudinal profile 1 are inserted as direct breaks.
Vertical curves in the longitudinal profile should to the extent possible be placed
outside superelevation connecting ramps and switches and crossings. If this is
unachievable the vertical radius should be made as large as possible.
Directions for determination of the tangent length of the vertical curve are stated
in appendix 2G.

Requested regulations for vertical curves

The following demands are made for vertical radius, RL for 0 < V 200km / h :
(37)
RL 1.00V 2
and
10,000 m RL 40,000 m
(38)
For 200 < V
RL :

250 km/h the following requirements apply for vertical radius,

R L = 40,000 m

(38a)

Standard regulations for vertical curves

Depending on the speed the following demands are made for vertical radius, RL :
-

0 < V 200 km/h :

RL 0.35V 2 though minimum as below:
- 5,000 m for tracks and switches and crossings in main
tracks and through tracks in connection with new
constructions
- 5,000 m for existing switches and crossings
- 2,000 m for existing tracks
200 < V 250 km/h :
R L 0.35V 2 though minimum 20,000 m

(39)

(40)

Exeptional regulations for vertical curves

Depending on the speed the following demands are made for vertical radius, RL :
-

0 < V 200 km/h :

RL 0.25V 2 though minimum 2,000 m

(41)

200 < V 250 km/h :

RL 0.175V 2 though minimum 10,000 m

(42)

The exeptional regulations generally apply to common tracks and switches and
crossings that are placed in descending breaks, but not for switches and crossings
placed in ascending breaks.
In connection with vertical curve of the breakpoints of the down ramps in
marshalling yards the radius may in exceptional cases be reduced further, though
not below 500 m.

Rev. nr. 223

Track engineering rules

Section 2/Page 25-5

Date 01.09.2011

2
Track alignment
2.11 Marking of the track

Section 2/Page 26-30

deleted

The rules for marking of the track are stated in Railway Standard
BN2-93 Absolut positioning and fixed marking of the track
alignment to which reference is made.

Rev. nr. 224

Section 2/Page 31-1

Track engineering rules

Date 01.02.2009

2
Track alignment
2.12 Track gauge widening

This section is not translated.

Rev. nr. 194