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BRITISH STANDARD
Railway applications — Gauges Part 3: Structure gauges
ICS 45.020
NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW
BS EN 15273-3:2009
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BS EN 15273-3:2009
National foreword This British Standard is the UK implementation of EN 15273-3:2009. The UK participation in its preparation was entrusted by Technical Committee RAE/1, Railway applications, to Subcommittee RAE/001/-/12, Railway applications – Gauging. A list of organizations represented on this committee can be obtained on request to its secretary. Gauging practices used in Great Britain are documented in Railway Group Standards, published for the GB main line railway industry by Rail Safety and Standards Board Limited (RSSB), www.rssb.co.uk. Railway Group Standards are freely available from www.rgsonline.co.uk. The gauging practices used in Great Britain diverge significantly from the International Union of Railways (UIC) gauging practices used in much of the rest of Europe. Although BS EN 15273 Railway applications – Gauges defines a number of different gauging methodologies and applications, the underlying philosophy is that of the UIC method of gauging, which depends on the use of reference profiles. It should be noted, therefore, that BS EN 15273 and Railway Group Standards sometimes use the same terms, but with different meanings. The terminology used in one cannot be used to interpret the requirements of the other. This part of BS EN 15273 includes a number of gauges specifically intended for use in Great Britain. However, current UK definitions of standard vehicle gauges specifically intended for use in Great Britain, with application rules for infrastructure and rolling stock, are set out in the relevant Railway Group Standard. National Annex NA gives the definitions used in Great Britain for some of the key terms used in BS EN 15273. Mandatory European requirements relating to structure gauges are set out in the High Speed Infrastructure Technical Specification for Infrastructure (HS INF TSI), adopted in 2007, and the Conventional Rail Infrastructure Technical Specification for Interoperability (CR INF TSI), expected to be adopted in 2011. Both TSIs contain GB specific cases relating to structure gauge in the case of renewal or upgrading of infrastructure. These should be read in conjunction with BS EN 15273. Except where a decision has been made to adopt standard European gauges, and to use the associated gauging techniques documented in BS EN 15273, the gauges and gauging practices used on the GB main line railway should continue to be those documented in Railway Group Standards. BS EN 15273 should be used where a decision has been made to adopt standard European gauges, and to use the associated gauging techniques. This publication does not purport to include all the necessary provisions of a contract. Users are responsible for its correct application. Compliance with a British Standard cannot confer immunity from legal obligations. This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 May 2010 © BSI 2010
ISBN 978 0 580 55705 7
Amendments/corrigenda issued since publication Date
Comments
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BS EN 15273-3:2009
EN 15273-3
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
December 2009
ICS 45.020
English Version
Railway applications - Gauges - Part 3: Structure gauges Applications ferroviaires - Gabarits - Partie 3: Gabarit des obstacles
Bahnanwendungen - Begrenzungslinien - Teil 3: Lichtraumprofile
This European Standard was approved by CEN on 3 October 2009. CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN Management Centre or to any CEN member. This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2009 CEN
All rights of exploitation in any form and by any means reserved worldwide for CEN national Members.
Ref. No. EN 15273-3:2009: E
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Contents
Page
Foreword..............................................................................................................................................................7 Introduction .........................................................................................................................................................8 1
Scope ......................................................................................................................................................9
2
Normative references ............................................................................................................................9
3
Terms and definitions ...........................................................................................................................9
4 4.1 4.2 4.3
Symbols, abbreviations and subscripts............................................................................................12 Symbols and abbreviations ................................................................................................................12 Subscripts ............................................................................................................................................17 Notations ..............................................................................................................................................18
5 5.1 5.2 5.2.1 5.2.2 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.4 5.5 5.5.1 5.5.2 5.5.3 5.6 5.6.1 5.6.2 5.6.3 5.6.4
General information on all the gauging methods.............................................................................18 The reference profile and its associated rules .................................................................................18 Transverse widening ...........................................................................................................................18 Gauge variations depending on the local situation .........................................................................18 Random transverse phenomena ........................................................................................................19 Superelevation and lowering perpendicular to the running surface..............................................20 Introduction ..........................................................................................................................................20 Vertical superelevation or lowering for longitudinal profile transition curves .............................20 Vertical effect of the roll ......................................................................................................................21 Uplift ......................................................................................................................................................22 Vertical random phenomena ..............................................................................................................22 Additional allowances .........................................................................................................................22 Gauge types .........................................................................................................................................23 Gauge methodologies .........................................................................................................................23 Structure gauge types .........................................................................................................................23 Uniform gauge......................................................................................................................................24 Gauge choice .......................................................................................................................................24 Gauge and methodology choice ........................................................................................................24 Structure gauge choice .......................................................................................................................25 Taking account of the allowances .....................................................................................................25 Gauge catalogue ..................................................................................................................................25
6 6.1 6.2 6.3 6.3.1 6.3.2
Rules for determination of the static gauge .....................................................................................26 General..................................................................................................................................................26 Associated rules ..................................................................................................................................26 Determination of the sum of allowances Σ........................................................................................27 Transverse allowances .......................................................................................................................27 Vertical allowances for random phenomena ....................................................................................28
7 7.1 7.2 7.3 7.3.1 7.3.2 7.4 7.4.1 7.4.2
Rules for determination of the kinematic gauge ..............................................................................29 General..................................................................................................................................................29 Associated rules ..................................................................................................................................29 Transverse allowances for random phenomena ..............................................................................30 Phenomena considered ......................................................................................................................30 Determination of the sum of transverse allowances Σj ...................................................................30 Vertical allowances for random phenomena ....................................................................................31 Phenomena considered ......................................................................................................................31 Determination of the sum of vertical allowances ΣV ........................................................................31
8 8.1
Rules for determination of the dynamic gauge ................................................................................31 General..................................................................................................................................................31
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8.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2
Associated rules..................................................................................................................................32 Transverse allowances for random phenomena..............................................................................32 Phenomena considered ......................................................................................................................32 Determination of the sum of allowances Σj ......................................................................................32 Vertical allowances for random phenomena ....................................................................................33 Phenomena considered ......................................................................................................................33 Determination of the sum of vertical allowances ΣV ........................................................................33
9 9.1 9.2 9.2.1 9.2.2 9.2.3 9.2.4 9.3 9.3.1 9.3.2
Distance between track centres.........................................................................................................34 General .................................................................................................................................................34 Determination of the limit distance between track centres ............................................................34 Introduction..........................................................................................................................................34 Effect of cant difference ∆bδD..............................................................................................................35 Allowances to take into account random phenomena ....................................................................36 Determination ......................................................................................................................................37 Determination of the nominal distance between track centres ......................................................38 Introduction..........................................................................................................................................38 Determination ......................................................................................................................................38
10 10.1 10.1.1 10.1.2 10.1.3 10.2 10.2.1 10.2.2 10.3 10.3.1 10.3.2 10.3.3 10.3.4
Elements of variable layout ................................................................................................................39 Introduction..........................................................................................................................................39 Calculation principle ...........................................................................................................................39 Characteristics of a layout transition ................................................................................................39 Gauge variations .................................................................................................................................40 Layout transition .................................................................................................................................40 Sudden change of curvature ..............................................................................................................40 Smooth transition of curvature ..........................................................................................................41 Crossing of a turnout ..........................................................................................................................42 Introduction..........................................................................................................................................42 Additional overthrow variations ........................................................................................................43 Quasi-static effect variations .............................................................................................................44 Result....................................................................................................................................................44
11 11.1 11.1.1 11.1.2 11.1.3 11.2 11.2.1 11.2.2 11.3 11.3.1 11.3.2 11.3.3 11.3.4 11.4
Determination of the pantograph free passage gauge....................................................................45 General .................................................................................................................................................45 Space to be cleared for electrified lines............................................................................................45 Particularities .......................................................................................................................................45 Basic principles ...................................................................................................................................45 Determination of the pantograph free passage mechanical gauge (in the case of the kinematic gauge) .................................................................................................................................46 Determination of the mechanical gauge width.................................................................................46 Determination of the maximum height heff of the mechanical gauge ............................................49 Pantograph electrical gauge (in the case of the kinematic gauge) ................................................49 Introduction..........................................................................................................................................49 Pantograph electrical gauge width....................................................................................................49 Electrical gauge height .......................................................................................................................50 Insulating distance ..............................................................................................................................50 Determination of the pantograph gauge in the case of the dynamic gauge .................................50
12
Overhead contact wire ........................................................................................................................51
13 13.1 13.2 13.3 13.3.1 13.3.2 13.3.3 13.4
Rules for installation of platform edges............................................................................................52 General .................................................................................................................................................52 Gaps blac and hlac ...................................................................................................................................53 Installation dimensions.......................................................................................................................55 Installation relative to the running surface.......................................................................................55 Installation relative to the horizontal (xq, yq) .....................................................................................55 Installation tolerances.........................................................................................................................56 Verification and tolerances.................................................................................................................56
14 14.1
Tilting trains .........................................................................................................................................56 General .................................................................................................................................................56
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14.2 14.3
Transition curve ...................................................................................................................................57 Degraded modes..................................................................................................................................58
15
Rules for ferries ...................................................................................................................................58
16 16.1 16.2 16.3 16.4 16.5 16.6
Track accessories................................................................................................................................58 Introduction ..........................................................................................................................................58 Contact ramps......................................................................................................................................59 Active check rails.................................................................................................................................59 Planking of level crossings ................................................................................................................59 Electric third rail...................................................................................................................................59 Rail brakes............................................................................................................................................59
17 17.1 17.2
Verification and maintenance of the gauge ......................................................................................60 Structure gauge ...................................................................................................................................60 Distance between centres...................................................................................................................60
18
Guide for determination of a new gauge from an existing infrastructure .....................................60
Annex A (normative) Calculation methodology for structure gauge allowances ......................................61 A.1 Introduction ..........................................................................................................................................61 A.2 Formulation in the case of the static or kinematic gauge ...............................................................61 A.2.1 For the installation nominal gauge ....................................................................................................61 A.2.2 For the installation limit gauge...........................................................................................................62 A.2.3 Limit gauge...........................................................................................................................................64 A.2.4 For the installation nominal distance between centres...................................................................64 A.2.5 For the installation limit distance between centres .........................................................................65 A.2.6 For the limit distance between centres .............................................................................................65 A.2.7 For the pantograph gauge ..................................................................................................................65 A.3 Formulation in the case of the dynamic gauge ................................................................................66 A.3.1 General..................................................................................................................................................66 A.3.2 For the installation nominal gauge ....................................................................................................66 A.3.3 For the installation limit gauge...........................................................................................................66 A.3.4 Limit gauge...........................................................................................................................................67 A.3.5 For the installation nominal distance between centres...................................................................68 A.3.6 For the installation limit distance between centres .........................................................................68 A.3.7 For the limit distance between centres .............................................................................................69 A.3.8 For the pantograph gauge ..................................................................................................................69 Annex B (informative) Recommended values for calculation of the structure gauge and calculation examples...........................................................................................................................70 B.1 Recommendations for coefficients....................................................................................................70 B.2 Examples of kinematic calculation ....................................................................................................71 B.2.1 Limit gauge and installation limit gauge ...........................................................................................71 B.2.2 Nominal, installation limit and limit distances between centres ....................................................72 B.2.3 Pantograph gauge ...............................................................................................................................73 Annex C (normative) International gauges G1, GA, GB and GC ..................................................................80 C.1 General..................................................................................................................................................80 C.1.1 Application ...........................................................................................................................................80 C.1.2 Gauge types .........................................................................................................................................80 C.1.3 Parameters and common rules ..........................................................................................................80 C.1.4 Calculation of distance between centres ..........................................................................................81 C.1.5 Pantograph free passage gauge ........................................................................................................81 C.1.6 Gauge parts ..........................................................................................................................................81 C.2 Gauge for the upper parts (h > 400 mm)............................................................................................82 C.2.1 Gauge G1 ..............................................................................................................................................82 C.2.2 Gauges GA and GB..............................................................................................................................83 C.2.3 Gauge GC .............................................................................................................................................84 C.3 Lower parts (h ≤ 0,400 m) ....................................................................................................................85 C.3.1 Lower parts of GIC2 – generally applicable ......................................................................................85 C.3.2 Lower parts of GIC1 – Tracks for rail brake equipment...................................................................87 C.3.3 Lower parts for "rolling" roads – GIC3 ..............................................................................................91
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C.3.4
Pantograph free passage gauge........................................................................................................93
Annex D (normative) Gauges for multilateral and national agreements.....................................................94 D.1 Introduction..........................................................................................................................................94 D.2 Kinematic gauges derived from international gauges ....................................................................94 D.2.1 Gauge G2..............................................................................................................................................94 D.2.2 Gauges GB1 and GB2 .........................................................................................................................96 D.3 Static gauges derived from international gauges ............................................................................99 D.3.1 Gauge G1..............................................................................................................................................99 D.3.2 Gauge G2............................................................................................................................................102 D.3.3 Gauges GA, GB and GC....................................................................................................................104 D.4 National application gauge...............................................................................................................106 D.4.1 Belgian gauges BE1, BE2 and BE3 .................................................................................................106 D.4.2 French gauges FR-3.3 .......................................................................................................................109 D.4.3 Portuguese gauges PTb, PTb+ and PTc .........................................................................................111 D.4.4 Finnish gauge FIN1 ...........................................................................................................................117 D.4.5 Swedish gauges SEa and SEc .........................................................................................................120 D.4.6 German gauge DE1 ...........................................................................................................................123 D.4.7 German gauge DE2 ...........................................................................................................................124 D.4.8 German gauge DE3 ...........................................................................................................................126 D.4.9 Czech gauge Z-GČD ..........................................................................................................................128 D.4.10 UK gauge UK1....................................................................................................................................129 D.4.11 UK gauge UK1 [D]..............................................................................................................................132 D.4.12 UK gauge W6a ...................................................................................................................................133 Annex E (informative) Calculation example for determination of the gauge at a turnout .......................136 E.1 Introduction........................................................................................................................................136 E.2 Methodology ......................................................................................................................................137 E.3 Widening in the curve .......................................................................................................................137 E.3.1 Widening of the main line .................................................................................................................137 E.3.2 Widening in the turnout route ..........................................................................................................139 E.4 The quasi-static effect.......................................................................................................................140 E.5 Gauge width at a turnout ..................................................................................................................141 Annex F (normative) Determination of reference vehicle characteristics ................................................144 F.1 Introduction........................................................................................................................................144 F.2 Methodology ......................................................................................................................................144 F.3 Calculation example..........................................................................................................................145 F.3.1 Introduction........................................................................................................................................145 F.3.2 Vehicle no.1 (on the inside of the curve) ........................................................................................145 F.3.3 Vehicle no.2 (on the outside of the curve) ......................................................................................145 F.3.4 Vehicle no.3 (on the inside of the curve) ........................................................................................146 F.3.5 Vehicle no.4 (on the outside of the curve) ......................................................................................146 F.3.6 Summary ............................................................................................................................................146 F.3.7 International gauge reference vehicles...........................................................................................146 Annex G (normative) Uniform gauge ............................................................................................................149 G.1 Introduction........................................................................................................................................149 G.2 GU1 .....................................................................................................................................................149 G.2.1 General ...............................................................................................................................................149 G.2.2 Determination of the gauge ..............................................................................................................149 G.2.3 Equivalent kinematic gauge .............................................................................................................151 G.3 GU2 .....................................................................................................................................................151 G.3.1 General ...............................................................................................................................................151 G.3.2 Determination of the gauge ..............................................................................................................152 G.4 GUC.....................................................................................................................................................153 G.4.1 General ...............................................................................................................................................153 G.4.2 Determination of the gauge ..............................................................................................................154 Annex H (informative) Gauge maintenance guideline.................................................................................156 H.1 Introduction........................................................................................................................................156 H.2 Choice of gauge.................................................................................................................................156
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H.3 H.3.1 H.3.2 H.3.3 H.4 H.4.1 H.4.2 H.4.3 H.5 H.6
Installation rules ................................................................................................................................156 Guidelines for installation of equipment along the track ..............................................................156 Guidelines for the installation of tracks alongside structures .....................................................157 Guidelines for the installation of temporary structures ................................................................157 Managing and checking of structures .............................................................................................157 Management principles .....................................................................................................................157 Management of critical situations....................................................................................................157 Practical aspects for measuring the structures .............................................................................158 Effect of track maintenance..............................................................................................................158 Personnel training .............................................................................................................................158
Annex I (informative) A-deviations ................................................................................................................159 Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of the 2008/57/EC ......................................................................................................161 Bibliography ....................................................................................................................................................170
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Foreword This document (EN 15273-3:2009) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by June 2010, and conflicting national standards shall be withdrawn at the latest by June 2010. Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CEN and/or CENELEC shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC. For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this document. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and the United Kingdom.
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Introduction This document is the third of a series of three parts of the European Standard covering gauges:
Part 1 covers general principles, phenomena shared by the infrastructure and by the rolling stock, reference profiles and their associated rules;
Part 2 gives the rules for dimensioning the vehicles as a function of their specific characteristics for the relevant gauge and for the related calculation method;
Part 3 gives the rules for dimensioning the infrastructure in order to allow vehicles built according to the relevant gauge and taking account of the specific constraints to operate within it.
The aim of this standard is to define the space to be cleared and maintained to allow the running of rolling stock, and the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk. This standard defines the gauge as a one-to-one agreement between infrastructure and rolling stock. This standard defines the responsibilities of the following parties: a)
b)
for the infrastructure: 1)
gauge clearance,
2)
maintenance;
3)
infrastructure monitoring.
for the rolling stock: 1)
compliance of the operating rolling stock with the gauge concerned;
2)
maintenance of this compliance over time.
This standard includes a catalogue of various railway gauges implemented in Europe, some of which are required to ensure the interoperability, while others are related to more specific applications not requiring the interoperability of the rolling stock on other networks.
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1
Scope
This standard:
defines the various profiles needed to install, verify and maintain the various structures near the structure gauge;
lists the various phenomena to be taken into account to determine the structure gauge;
defines a methodology that may be used to calculate the various profiles from these phenomena;
lists the rules to determine the distance between the track centres;
lists the rules to be complied with when building the platforms;
lists the rules to determine the pantograph gauge;
lists the formulae needed to calculate the structure gauges in the catalogue.
2
Normative references
The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13232-3, Railway applications — Track — Switches and crossings — Part 3: Requirements for wheel/rail interaction EN 13232-9, Railway applications — Track — Switches and crossings — Part 9: Layouts EN 15273-1, Railway applications — Gauges — Part 1: General — Common rules for infrastructure and rolling stock EN 15273-2, Railway applications — Gauges — Part 2: Rolling stock gauge EN 50119, Railway applications — Fixed installations — Electric traction overhead contact lines EN 50367, Railway applications — Current collection systems —Technical criteria for the interaction between pantograph and overhead line (to achieve free access)
3
Terms and definitions
For the purposes of this document, the following terms and definitions apply: 3.1 structure gauge defines the space, relative to the track used called the reference track, to be cleared of all objects or structures and relative to the traffic on adjacent tracks in order to permit safe operation on this reference track. The structure gauge is defined on the basis of the reference profile by applying the associated rules. There are three types of structure gauge.
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3.2 structure limit gauge space not to be encroached upon at any time and fixes the limit for normal operation. It is used to ensure that structures allow free passage Consequently, no structure is allowed to penetrate this space at any time. 3.3 structure installation limit gauge space not to be encroached upon taking into account a maintenance allowance. It is to be used to define the structure installation limit Consequently, no structure shall be installed if free passage is desired following normal maintenance operations. 3.4 structure installation nominal gauge space to be cleared for all structures to permit train operation and track maintenance, including adequate allowances. This space may include allowances for special consignments and other conditions 3.5 distance between track centres distance between the centre points of the two tracks concerned, measured parallel to the running surface of the track used, called the reference track, which is the track with the least cant NOTE 1 On the track, the distance between centres is often determined on the basis of the space between centres which is the distance between the two rails of the adjacent tracks. The exact measurement references (guideline, field face, rail centrelines) differ from one network to another. NOTE 2 The definition of distance between centres adopted in this standard may differ from those used in other applications, such as installation for example. It is the responsibility of the infrastructure manager to determine the various conversion rules.
Key 1 distance between track centres 2 space between centres measured between the running edges 3 space between centres measured between the rail centrelines 4 space between centres measured between the outside edges of the rails Figure 1 — Distance between track centres
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3.6 limit distance between centres minimum distance to be maintained at all times between adjacent tracks to ensure completely safe passage of traffic within the gauge used on the two tracks by avoiding any risk of interference between the vehicles. This distance varies as a function of the local track parameters (e.g. cant, curve radius, etc.) 3.7 installation limit distance between centres minimum distance between adjacent tracks to ensure completely safe passage of traffic within the gauge used on the two tracks by avoiding any risk of interference between the vehicles. This distance varies as a function of the local track parameters (e.g. cant, curve radius, etc.). It takes into account maintenance allowances 3.8 installation nominal distance between centres distance between centres that generally has a suitable allowance to permit ease of design, laying, monitoring and maintenance, the operation of special transport or any other aspect. Outside the small radius zones, the nominal distance between centres is often invariable (determined with fixed parameters)
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4 4.1
Symbols, abbreviations and subscripts Symbols and abbreviations Table 1 — Symbols and abbreviations Symbol
Designation
Unit
Symbol number
a
Distance between end axles of vehicles not fitted with bogies or between bogie centres
m
1.001
b
Semi-width or distance parallel to the running surface, relative to the track centreline or of the vehicle
m
1.007
b’
Semi-width of the pantograph gauge
m
3.001
b’q
Actual installation distance of the platforms, measured from the rail running edge
m
1.008
bRP
Semi-width of the reference profile
m
3.002
belec
Electrical insulation distance
m
3.003
bgap
Standard width of the gap between the platform and the step
m
1.019
Distance parallel to the running surface between the structure and the track centreline
m
3.004
bq
Semi-width of the platform installation
m
1.021
∆b
Variation in semi-width b
m
3.005
bveh
Semi-width of the vehicle
m
1.030
bw
Semi-width of the pantograph head
m
1.033
C0
(Reference) roll centre
m
3.006
cw
Semi-width of the pantograph head insulating horn
m
3.007
dg
Geometric overthrow
m
3.008
dga
Geometric overthrow of the vehicle on the outside of the curve
m
1.038
dgi
Geometric overthrow of the vehicle on the inside of the curve
m
1.041
D
Cant
m
1.044
D0
Fixed cant value taken into account by agreement between the vehicle and the infrastructure
m
1.045
D’0
Reference cant taken into account by the vehicle for the pantograph gauge
m
3.009
m
3.010
m
1.050
bstructure
D’L and D"L Limit cant values used in calculation of the total allowances Dmax,0
12
Standard maximum cant to allow for enlargement of the kinematic gauge
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Table 1 (continued) Symbol
Designation
Unit
Symbol number
δD
Cant difference (between two tracks)
m
3.011
ep
Offset of the pantograph due to the vehicle characteristics
m
1.067
epi
Offset of the pantograph due to the vehicle characteristics, inside of the curve
m
3.012
epa
Offset of the pantograph due to the vehicle characteristics, outside of the curve
m
3.013
epo
Offset of the pantograph at the upper verification point
m
1.068
e pu
Offset of the pantograph at the lower verification point
m
1.071
eV
Lowering of track components
m
1.073
EA
Distance between track centres
m
3.014
Allowance to take into account raising of the contact wire
m
1.079
fdyn
Allowance to take into account dynamic movement of the contact wire
m
3.015
fwa
Allowance to take into account the overrun by the pantograph head of the contact surface because of pantograph contact strip wear
m
1.083
fws
Allowance to take into account the overrun by the pantograph head of the contact surface because of pantograph skewing
m
1.084
h
Height in relation to the running surface
m
1.088
h’
Reference height in the calculation of the pantograph gauge
m
3.016
ho ’
Maximum verification height of the pantograph gauge in a raised position
m
1.089
hu’
Minimum verification height of the pantograph gauge in a raised position
m
1.090
hCo
Value of hc used for the agreement between the vehicle and the infrastructure
m
1.092
h’Co
(Reference) roll centre height for the pantograph gauge
m
3.017
fs
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Table 1 (continued) Symbol
Unit
Symbol number
hRP
Height of the reference profile
m
1.093
heff
Effective height of the raised pantograph
m
1.094
Effective height of the raised pantograph plus the electrical insulation
m
1.095
Height of the contact wire
m
1.096
Minimum height of the lateral surface of the reference profile (at platform level)
m
1.101
Height of the platform edge coping
m
1.102
Height of the structure above the running surface
m
3.018
hP
Height of point P
m
3.019
hq
Height of the platform above the running surface
m
1.103
∆h
Height variation h
m
3.020
Cant deficiency
m
1.107
I’C
Maximum local cant deficiency to be considered for classic trains
m
1.108
I’P
Maximum local cant deficiency to be considered for tilting trains
m
1.109
IC
Maximum cant deficiency used by the infrastructure manager for his routes
m
1.110
IL
Limit cant deficiency used in the kinematic calculation
m
3.021
I0
Fixed cant deficiency value taken into account by agreement between the vehicle and the infrastructure with regard to the kinematic gauge
m
1.116
I’0
Reference cant deficiency taken into account by the vehicle for the pantograph gauge
m
3.022
IP
Cant deficiency of tilting body vehicles
m
1.117
heff,elec hf hmin,RP
hec hstructure
I
Security coefficient to take into account track irregularities
1.123
K
Amplification coefficient for calculation of allowances
3.023
ℓ
Track gauge, distance between the rail running edges
m
1.126
Nominal track gauge
m
1.129
L
Standard distance between the centrelines of the rails of the same track
m
1.134
Mj
(Horizontal) safety allowance for the structure gauge, covering certain random phenomena (j = 1, 2 or 3)
m
3.024
MEAj
Safety allowance for the distance between centres, covering certain random phenomena. (j = 1, 2 or 3)
m
3.025
k, k'
ℓnom
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Designation
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Table 1 (continued) Symbol
Designation
Unit
Symbol number
m
1.158
na
n for the sections outside the axles or bogie centres
P
Upper point of the reference profile lateral face which is the determining factor for the distance between centres
q
Transverse clearance between wheelset and bogie frame, or wheelset and body for vehicles not fitted with bogies
Q
End lateral point of the reference profile upper face
qs
Quasi-static effect
m
3.028
qsa
Displacement due to the quasi-static roll taken into account by the infrastructure outside the reference profile on the outside of the curve.
m
1.174
qsi
Displacement due to the quasi-static roll taken into account by the infrastructure outside the reference profile on the inside of the curve
m
1.175
qs’i
Quasi-static effect for the pantograph gauge on the inside of the curve
m
3.029
qs’a
Quasi-static effect for the pantograph gauge on the outside of the curve
m
3.030
R
Horizontal curve radius
m
1.178
RV
Vertical transition radius in longitudinal section
m
1.185
s0
Flexibility coefficient taken into account in the agreement between the vehicle and the infrastructure
1.188
s‘0
Flexibility coefficient taken into account in the agreement between the vehicle and the infrastructure for the pantograph gauge
1.189
S
Allowed additional overthrow
m
1.192
Sa
Allowed additional overthrow on the outside of the curve
m
1.197
Si
Allowed additional overthrow on the inside of the curve
m
1.204
°
1.212
3.026 m
1.172 3.027
Tload
Angle of dissymmetry, considered as in η0r for poor distribution
TD
Track crosslevel errors between two maintenance periods
m
1.213
TN
Track vertical tolerance
m
1.214
Tosc
Crosslevel track irregularities causing random oscillations
m
1.215
Tsusp
Angle of dissymmetry, considered as in η0r for poor suspension adjustment
°
1.217
Ttrack
Transverse displacement of the track between two periods of maintenance
m
1.218
km/h
3.031
Vc
Maximum speed of classic vehicles
load
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Table 1 (continued) Symbol
Unit
Symbol number
VP
Maximum speed of tilting vehicles
km/h
3.032
V’c
Local speed of classic vehicles
km/h
1.221
V’P
Local speed of tilting vehicles
km/h
1.222
w
Transverse clearance between bogie and body
m
1.228
xqi
Transverse clearance between bogie and body towards the inside of the curve varying as a function of the track curve radius
m
1.231
xqa
Horizontal coordinate of the platform edge on the outside of the curve
m
3.033
x
Distance taken into account from the point of origin O for the calculation of ev
m
1.233
y
Vertical coordinate
m
3.034
yqi
Vertical coordinate of the platform edge on the inside of the curve
m
3.035
y
Part of the quasi-static roll taken into account by the vehicle
m
1.234
z0
Fixed value available to the vehicle on the outside of the static reference profile to allow quasi-static roll of the vehicle
m
1.237
α
Additional angle of roll of the body due to the clearance to the side bearers
°
1.242
αQ
Maximum angle of rotation around the roll centre for the upper parts
°
3.036
α"
Angle made by the gangway between the platform and the ferry
°
1.245
radian
1.246
γ
16
Designation
Entry angle of turnouts
δq,a
Value for the distance to the platform on the outside of the curve in relation to the gauge for the structures in the inclined position of value δ
m
1.256
Σj
Sum of the (horizontal) safety allowances for the structure gauge covering certain random phenomena (j = 1, 2 or 3)
m
3.037
Σ’j
Sum of the allowances used in the calculation of the kinematic limit (j = 1, 2 or 3)
m
3.038
Σ"j
Sum of the allowances used in the calculation of the dynamic limit (j = 1, 2 or 3)
m
3.039
ΣEAj
Sum of the safety allowances for the distance between centres covering certain random phenomena (j = 1, 2 or 3)
m
3.040
ΣV
Sum of the values of the allowances taken into account by the infrastructure in the vertical direction
m
1.278
η0
Angle of dissymmetry of a vehicle due to construction tolerances, to suspension adjustment and to unequal load distributions
°
1.281
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Table 1 (continued) Symbol η0r
4.2
Designation Reference angle η0 taken into account in the agreement
θ
Angle resulting from the suspension adjustment tolerances
τ
Pantograph construction and installation tolerance
Unit
Symbol number
°
1.283
radian
1.284
m
1.286
Subscripts
Subscript a:
refers to the outside of the curve
Subscript i:
refers to the inside of the curve
Subscript 0:
reference value, refers to the agreements made between the vehicle and the infrastructure
Subscript st:
refers to the static calculation rules. The subscript is often omitted when the context makes it clear that it is a question of the static parameter
Subscript kin:
refers to the kinematic calculation rules. The subscript is often omitted when the context makes it clear that it is a question of the kinematic parameter
Subscript dyn: refers to the dynamic calculation rules. The subscript is often omitted when the context makes it clear that it is a question of the dynamic parameter Subscript act:
refers to the actual local value, i. e. measured on the track
Subscript RP: refers to the reference profile Subscript gap: refers to the gap at platform level Subscript q:
refers to the platform installation dimensions
Subscript nom: refers to either the nominal or design value or to the installation nominal gauge Subscript lim:
refers to the installation limit gauge
Subscript ver: refers to the limit gauge Subscript max: refers to the maximum value that may appear as a function of the tolerances Subscript o:
refers to the upper verification level of the pantograph gauge
Subscript u:
refers to the lower verification level of the pantograph
Subscript P:
refers to tilting trains
Subscript C:
refers to classic trains
Subscript veh: refers to the actual vehicle Subscript elec: refers to the electrical insulation value
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4.3 [
Notations means that this value is to be considered as long as it is positive. A negative value shall be considered as zero
]>0 :
max( , ):
5
means that the maximum value of the terms in brackets shall be used
General information on all the gauging methods
5.1
The reference profile and its associated rules
This clause covers the main gauging rules. For more detailed information, see EN 15273-1. A gauge is defined by a reference profile and its associated rules. The reference profile is normally determined for a straight, flat, nominal gauge cant-free track. The profile takes into account the vehicle envelope and certain displacements. The reference profile is an intermediate profile that is part of the agreement but that shall not be confused with the structure gauge or the structure gauge (on straight track or other). Generally added to this profile is widening as a function of the line (radius, cant) and speed (cant deficiency) and certain allowances to cover random phenomena and to ensure track maintenance. These are called the associated rules. This widening corresponds to the displacements of the reference vehicles that are the basis for defining the gauge considered (see EN 15273-1 for more detailed explanations). Horizontal and vertical widening at the running surface are often dealt with separately.
5.2
Transverse widening
5.2.1 5.2.1.1
Gauge variations depending on the local situation Introduction
The gauge variations depend on the calculation method used and particularly on the gauge used. Generally, there are two parts:
the additional overthrows that give the variability in a curve;
the quasi-static effect that gives the variability from the body roll.
5.2.1.2
Additional overthrows
The additional overthrows define the sum of the following phenomena:
the effect of the track widening;
the geometric effect in the curve of the reference vehicles.
The general formulations are given in EN 15273-1. The specific formulae to be applied for the gauge used are given in the annex.
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5.2.1.3
Quasi-static effect
The quasi-static effect gives the reference vehicle body roll in a curve for the upper parts:
outside of the curve, under the cant deficiency effect;
inside of the curve, under the cant effect.
The first is at its maximum when the trains reach their maximum authorized speed. The second is at its maximum when the train is stationary. It should be noted that, depending on the type of gauge, the vehicle already takes part of this into account not exceeding the values of I0 and D0. The infrastructure only takes into account the additional value. The general formulations are given in EN 15273-1. The specific formulae to be applied for the gauge used are given in the Annex. For the lower parts, this phenomenon is taken into account by the vehicle. 5.2.2
Random transverse phenomena
Random phenomena to be considered depend on the gauge used. The following phenomena are considered as the responsibility of the Infrastructure Manager. 5.2.2.1
Vehicle oscillations generated by track irregularities (Tosc)
Irregularities of ballasted track are the cause of the vehicle oscillations. The amplitude depends on the track condition, suspension characteristics and speed. Insofar as these phenomena are taken into account by the infrastructure, these oscillations are expressed in the form of equivalent crosslevel errors (Tosc). Depending on the flexibility of the vehicle, they are located at the base of an inclination around the roll centre:
S0 Tosc (h − hc 0 ) >0 L
(1)
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic gauge, this phenomenon is taken into account by the vehicle.
5.2.2.2
Track displacement (Ttrack)
The track position is likely to change between two track inspections owing to the traffic loads and to the track maintenance. The maximum transverse displacement Ttrack depends on the maintenance guidelines in force and the frequency of the operations. When the track design does not allow any movement in relation to the structure, this allowance may be neglected. 5.2.2.3
Cant deviation (TD)
Due to the maintenance tolerances and to the traffic, the cant of the track can vary in relation to its nominal value. This cant variation TD has a double effect:
the gauge profile rotates around the track centreline at an angle corresponding to the maximum variation:
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S0 ⋅
TD ⋅ (h − hc 0 ) >0 L
(2)
Due to the flexibility of the suspension, the vehicle will tend to rotate around the roll centre.
∆b = s0 .
TD .(h − hc 0 ) L
(3)
these two phenomena have an effect towards the inside of the curve and the outside of the curve, but also (to a lesser extent) on a straight track.
It shall be noted that the two phenomena are always present simultaneously and are therefore not independent. 5.2.2.4
Dissymmetry (η0)
A vehicle will never be perfectly symmetrical; the main reasons for this are as follows, depending on the type of gauge:
poor suspension adjustment resulting in a body roll Tsusp;
loading dissymmetry which makes the vehicle body roll in its suspension gear and which results similarly in a rotation of the vehicle Tload.
In both cases, the vehicle body rotates around its roll centre C0. The sum of the two angles corresponds to the agreed reference angle η0:
Tdis = Tload + Tsusp 5.3 5.3.1
(4)
Superelevation and lowering perpendicular to the running surface Introduction
In most cases, the vehicle takes into account vertical displacements (including tolerances) unless specified otherwise. The following vertical displacements shall only be considered by the infrastructure manager. 5.3.2
Vertical superelevation or lowering for longitudinal profile transition curves
Track gradients are interconnected by vertical curves of radius RV. The reference profile is extended into the upper and lower parts in order to take account of the vertical displacement of the mid-section or overhanging section of the vehicle body relative to the track centreline. As the vertical radii are relatively large compared to those in the horizontal plane, this phenomenon is only considered for the highest and lowest profile points. The general formulations are given in EN 15273-1. The specific formulae to be applied for the gauge used are given in the annex. See also the following figure:
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Key 1
running surface
2
reference profile
3
infrastructure limit Figure 2 — Illustration of the vertical geometric overthrow
5.3.3 5.3.3.1
Vertical effect of the roll Upper parts
For gauges with a sizable flat in the horizontal upper part, as is the case in gauges used for the transportation of containers, the roll may generate vertical movement of this part. This results in superelevation of the vertical part of the gauge.
Figure 3 — Vertical effect of the roll
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The rotations resulting from the following phenomena shall be taken into consideration:
quasi-static effect (total or non depending on the gauge type) (see 5.2.1.3) ;
cant deviation TD (see 5.2.2.3);
oscillations due to track tolerances Tosc (see 5.2.2.1);
dissymmetry η0 (see 5.2.2.4).
The superelevation is determined by the following formula:
∆hQ = bQ .α Q
bQ h −h C0 Q
2
+1
(5)
where
αQ
is the rotation of the gauge due to the quasi-static effect
h Q, b Q:
are the coordinates of the point considered Q.
The angle of rotation taken into account depends on the gauge type. The rotations due to the random parameters are to be considered when determining ΣV. 5.3.3.2
Lower parts
The same principle can be used for the lower parts but it is taken into account by the vehicle. 5.3.4
Uplift
For the static gauge, the infrastructure shall take into account the uplift of the vehicle in the suspension. This allowance is added only in the upper part of the gauge. 5.3.5
Vertical random phenomena
The infrastructure manager can add allowances to take into account the following phenomena:
lowering of the track due, amongst other things, to ballast settlement;
track raising during maintenance operations.
5.4
Additional allowances
In addition to allowances covering random phenomena, the infrastructure manager can decide to introduce additional allowances to permit:
speed increases;
running of special consignments;
opening of doors and safety of train crew in certain situations (e.g. platforms, holding siding, etc.);
amendments to the layout or future gauge;
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the definition of an invariable gauge that can be easily managed by the maintenance and monitoring services where the actual allowances are adequate;
consideration of aerodynamic effects and cross winds.
These allowances can be both vertical and transverse.
5.5
Gauge types
5.5.1
Gauge methodologies
The structure gauge is defined on the basis of a reference profile and its associated rules that form an agreement between the infrastructure and the vehicle and are therefore inseparable. The agreement dictates how the various possible displacements of a vehicle on the track are distributed and taken into account. There are various calculation methodologies; details are given in EN 15273-1. It is essential to specify the methodology used. The main methodologies used in Europe and which are specified in more detail in this standard are:
the static method used for specific, non-interoperable applications;
the kinematic method used in Europe, essentially on interoperable networks;
the dynamic method used on certain networks with the aim of optimizing the space available for sizing non-interoperable vehicles.
5.5.2
Structure gauge types
For each of the gauges (listed in the catalogue), there are different structure gauge types depending on the required application (see also 6.2, 7.2 and 8.2):
the structure limit gauge only takes into account widening and certain allowances that ensure safety of operations during control with the parameters measured on site. This group of allowances is called M1;
the structure installation limit gauge takes into account the structure limit gauge and all the displacements and wear that may occur between two maintenance periods by means of an additional allowance M2. Fitting this gauge ensures that clearance is maintained between the various maintenance and checking operations;
the structure installation nominal gauge takes into account not only allowances M1 and M2, but also an additional allowance M3 determined in 5.4. Fitting this gauge ensures that clearance is maintained in practically all conditions and allows more possible uses such as for special consignments, even the installation of temporary structures.
Allowance M1 corresponds to Σ1. The sum of allowances M1 and M2 is determined byΣ2. The sum of allowances M1 to M3 is determined by Σ3.
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5.5.3
Uniform gauge
When the infrastructure manager has sufficient space available, he can define a non-variable gauge with a design that permits easier management for the maintenance managers. This gauge, which generally incorporates additional allowances, is a nominal type structure gauge called a uniform gauge. Uniform gauges are often used in Europe by several networks. They are given in Annex G. Their application rules may differ according to the networks. Some examples are given below. EXAMPLE 1 Infrastructure managers who have chosen to define a uniform gauge correspondiing to the worst case situation, i.e. the smallest radius or the maximum cant or cant deficiency. This gauge type is is often used in the metro when the tunnel cross-section is constant and determined for the worst case situation. EXAMPLE 2
Different infrastructure managers have chosen to define a gauge with two profiles:
one profile applicable on a straight or curved track with very large radii and no cant;
one profile on a curved track designed on the basis of the worst case cant and radius situation.
This method creates an additional allowance compared to the basic gauge used and is only possible if adequate space is available on site. The infrastructure manager shall always check the conditions on which this gauge is based and shall always return to the basic gauge when these conditions are not met any longer. It is necessary, therefore, not to forget the choice of gauge used and the conditions it has been based on. NOTE The uniform gauge may also be the gauge used. By subtracting all the allowances and widening/lowering from the method used, a new reference profile can be determined, often larger than the original one which allows use by the vehicle.
5.6
Gauge choice
5.6.1
Gauge and methodology choice
The gauge choice is up to the infrastructure managers. For this, the infrastructure manager takes into account:
the interoperability directives in force;
the bilateral or multilateral agreements;
international technical specifications in force;
the consignments authorized to travel on his infrastructure;
the space available on the lines concerned;
the specific restrictions imposed by the infrastructure.
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The gauge chosen is called the used gauge in the following. The infrastructure manager is responsible for the maintenance of the used gauge over time. The methodology choice is strongly linked to the gauge choices. For reasons of interoperability, only the kinematic gauge is used. 5.6.2
Structure gauge choice
For this/these used gauge(s), the infrastructure manager may choose one or more of the structure gauges listed in 5.5.2., according to his requirements. When constructing new lines, it is necessary to clear the nominal gauge and in the case of major reconstruction of installations, it is advised clearing it. In existing situations and when there is deemed to be sufficient space, it can be cleared wherever it is thought necessary. Depending on requirements or when the local situation is such that the nominal gauge cannot be cleared, a structure installation limit gauge may be defined and cleared. A limit gauge may need to be defined when he wants to verify the free running of the trains in a degraded situation. 5.6.3 5.6.3.1
Taking account of the allowances Structure limit gauge
The phenomena to be considered and the calculation methodology for the sums of the allowances Σ1 and Σ2 depend to a large extent on the methodology for the chosen gauge and are therefore defined later in the standard. The calculation methodology is often similar for the limit gauge and for the structure installation limit gauge. Whereas the phenomena to be considered are always clearly defined in this standard, their determination remains the responsibility of the infrastructure managers. For the infrastructure managers without any specific rules, this standard gives a calculation methodology and recommended values. 5.6.3.2
Nominal gauge
There is no common methodology to allow the nominal gauge to be determined in view of the different allowances to be included or not according to the choices of the infrastructure manager. The nominal gauge will therefore be determined following a feasibility study based on the objectives laid down and the resulting technical and economic consequences. One way to obtain a larger safety allowance whose only aim is to facilitate the management of structures approaching the structure gauge is to total all the random allowances together arithmetically instead of by a root mean square. It shall be noted that this methodology is generally accepted, but rarely used on the various networks. 5.6.4
Gauge catalogue
Technical interoperability conditions are defined in EN 15273-1. The application of international or reduced interoperability gauges depends on international regulations or bilateral or multilateral agreements even. The gauge choice is fixed by each network. A distinction is made between:
gauges "interoperable internationally". They are listed in Annex C;
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and other gauges for bilateral or multilateral agreements or national applications. They are listed in Annex D.
6
Rules for determination of the static gauge
6.1
General
Where possible, the infrastructure uses the corresponding kinematic calculation. In the absence of a corresponding kinematic gauge or adequate allowances, the method with the rules given below may be used. The static structure gauge is defined on the basis of the static reference profile and its associated rules that form an agreement between the infrastructure and the vehicle and are therefore inseparable. The transverse and vertical displacements are dealt with separately. The static reference profile is determined for a flat straight track, of nominal rail gauge without cant. The gauge is variable, depending on the situation of the local track (cant, curve radius and rail gauge). The random phenomena, explained in 5.2, are often taken into account by a fixed allowance. All the parameters are to be taken into account as positive values to the right or the left of the vertical centreline depending on the case. NOTE
6.2
In this clause, the subscript "st" is omitted from all the parameters in order to improve the legibility.
Associated rules
In the absence of an equivalent kinematic gauge, the structure gauge is determined on the basis of the static reference profile. The position of the structure in the width plane shall include the sum:
bstructure ≥ bRP + S i / a + qsi / a + Σ j
(6)
where
bRP is the semi-width of the static reference profile;
Si/a are the additional overthrows (see 5.2.1.2) ;
qsIi/a is the quasi-static effect with the following general formulation:
26
qsi = z 0 +
on the inside of the curve:
on the outside of the curve:
with z0 either as a constant value
or with z0 as a variable-height value
s0 .[D − D0 ]>0 .[h − hc 0 ]>0 L
(7)
s0 .[I − I 0 ]>0 .[h − hc 0 ]>0 L
(8)
qs a = z 0 + z0 =
s0 ( D0 orI 0 ) (hmax − hc 0 ) L
(9)
s0 ( D0 orI 0 ) (h − hc 0 ) L
(10)
z0 =
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The sum of the allowances Σj to cover the random phenomena. In the height plane, the position of the structure shall ensure that:
hstructure ≥ hRP + ∆hRV + ∆hsusp + ∆hQ + ΣV
(11)
where
hRP is the reference profile height;
∆hRv is the vertical superelevation/lowering in the transition curve (see 5.3.2);
∆hsusp is the vehicle uplift due to the suspension flexibility;
∆hQ is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3);
where
αQ =
s0 . max(D, I ) L
(12)
an additional allowance ΣV for the random phenomena.
Determination of the sum of allowances Σ
6.3 6.3.1
6.3.1.1
Transverse allowances Phenomena considered
Allowances are defined to take into account the random phenomena. The various phenomena are grouped according to their character. M1 includes the effect of all the random phenomena due to actual movements of the vehicles. This allowance determines the limit of the point reached by the vehicle. M1 is determined on the basis of:
oscillations characterized by tolerance Tosc;
dissymmetry η0 due to poor suspension adjustment and load distribution not exceeding 1°.
M2 includes the random effects that make the best use of allowances to ensure track maintenance at the chosen frequencies and resources. M2 is determined on the basis of:
widening in order to take account of the track displacements Ttrack between two maintenance operations;
the geometric part and the additional quasi-static effect due to the crosslevel error of the track TD.
M3 is an allowance that allows easy management of the gauge in the long term and offers additional possibilities for special consignments, temporary installations or others. 6.3.1.2
Determination of the sum of allowances Σj
The effective value of Σj may be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
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or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.2 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
Σj = k
∑ ∆b
2
(13)
Tj '
j'
where Tj’ is the allowance of the various phenomena to be considered (see 6.2). Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B. 6.3.2 6.3.2.1
Vertical allowances for random phenomena Phenomena considered
An allowance is defined to take into account the following tolerances:
vertical effect of the roll due to random phenomena (see 5.3.3) (only for the upper parts);
track vertical tolerance TN;
vertical tolerances;
additional allowances.
6.3.2.2
Determination of the sum of vertical allowances ΣV
The effective value of ΣV may be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
When determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.3 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
ΣV = k
∑ ∆h
Tj '
2
,
(14)
j'
where Tj’ is the allowance of the various phenomena to be considered (see 6.2). Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1).
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More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
7
Rules for determination of the kinematic gauge
7.1
General
The reference profile is determined for a flat straight track, of nominal rail gauge without cant. The gauge is variable, depending on the situation of the local track (cant, curve radius and rail gauge). The random phenomena, explained in 5.2, are taken into account by the sum of allowances Σj. All the parameters are to be taken into account as positive values to the right or the left of the vertical centreline depending on the case. NOTE
7.2
In this clause, the subscript "kin" is omitted from all the parameters in order to improve the legibility.
Associated rules
The position of the structure shall cover the sum:
bstructure ≥ bRP + S i / a + qsi / a + Σ j
(15)
where:
bRP is the semi-width of the kinematic reference profile;
Si/a are the additional overthrows (see 5.2.1.2);
qsi/a is the quasi-static effect with the following general formulation:
qsi =
inside of the curve:
outside of the curve:
s0 .[D − D0 ]>0 .[h − hc 0 ]>0 L
(16)
s0 .[I − I 0 ]>0 .[h − hc 0 ]>0 L
(17)
qs a =
Σj is the sum of the allowances to cover the random phenomena as defined below:
In the height plane, the position of the structure shall ensure that:
hstructure ≥ hRP + ∆hRV + ∆hQ + ΣV
(18)
where
hRP is the height of the reference profile;
∆hRv is the superelevation/lowering in the transition curve (see 5.3.2.);
∆hQ is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3).
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where
αQ =
s0 . max(D, I ) L
(19)
There is an additional allowance ΣV for random phenomena.
7.3
Transverse allowances for random phenomena
7.3.1
Phenomena considered
Allowances are defined to take into account the random phenomena. The various phenomena are grouped according to their character. M1 includes the effect of all the random phenomena due to actual movements of the vehicles. This allowance determines the limit of the point reached by the vehicle. M1 is determined on the basis of:
oscillations characterized by tolerance Tosc;
dissymmetry η0 due to poor suspension adjustment and load distribution not exceeding 1°.
M2 includes the random effects that make the best use of allowances to ensure track maintenance at the chosen frequencies and resources. M2 is determined on the basis of:
widening in order to take account of the track displacements Ttrack between two maintenance operations;
the geometric part and the additional quasi-static effect due to the crosslevel error of the track TD.
M3 is an allowance that allows easy management of the gauge in the long term and offers additional possibilities for special consignments, temporary installations or others. 7.3.2
Determination of the sum of transverse allowances Σj
The effective value of Σj may be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.2 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
Σj = k
∑ ∆b
2
Tj '
(20)
j'
where Tj’ is the allowance of the various phenomena to be considered (see 7.2). Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1.
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An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
7.4
Vertical allowances for random phenomena
7.4.1
Phenomena considered
An allowance is defined to take into account the following tolerances:
vertical effect of the roll due to random phenomena (see 5.3.3) (only for the upper parts);
track vertical tolerance TN;
vertical tolerances;
additional allowances.
7.4.2
Determination of the sum of vertical allowances ΣV
The effective value of ΣV may be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.3 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
ΣV = k
∑ ∆h
2
Tj '
(21)
j'
where Tj’ is the allowance of the various phenomena to be considered (see 6.2). Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
8 8.1
Rules for determination of the dynamic gauge General
The reference profile is determined for a flat straight track, of nominal rail gauge. The gauge is variable, depending on the situation of the local track (cant, curve radius and rail gauge). The random phenomena, explained in 5.2, are taken into account by the sum of allowances Σj. All the parameters are to be taken into account as positive values to the right or the left of the vertical centreline depending on the case.
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NOTE
8.2
In this clause, the subscript "dyn" is omitted from all the parameters in order to improve the legibility.
Associated rules
The position of the structure shall cover the sum:
bstructure ≥ bRP + S i / a + Σ j
(22)
where
bRP is the semi-width of the dynamic reference profile;
Si/a are the additional overthrows (see 5.2.1.2);
Σj is the sum of the allowances to cover the random phenomena as defined below.
In the height plane, the position of the structure shall ensure that:
hstructure ≥ hRP + ∆hRV + ΣV
(23)
where
hRP is the height of the reference profile;
∆hRv is the superelevation/lowering in the transition curve (see 5.3.2.).
There is an additional allowance ΣV for random phenomena.
8.3
Transverse allowances for random phenomena
8.3.1
Phenomena considered
Allowances are defined to take into account the random phenomena listed in 1.4.2. The various phenomena are grouped according to their character. M1 includes the effects of certain random phenomena due to actual movements of the vehicles. This allowance determines the limit of the point reached by the vehicle. M1 is determined on the basis of:
dissymmetry η0 due to poor suspension adjustment and load distribution not exceeding 1°.
M2 includes the random effects that make the best use of allowances to ensure track maintenance at the chosen frequencies and resources. M2 is determined on the basis of:
widening in order to take account of the track displacements Ttrack between two maintenance operations;
the geometric part only ( h
TD ) due to the crosslevel error of the track TD (the quasi-static part shall be L
taken into account by the vehicle). M3 is an allowance that allows easy management of the gauge in the long term and offers additional possibilities for special consignments, temporary installations or others. 8.3.2
Determination of the sum of allowances Σj
The effective value of Σj may be chosen:
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either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.2 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
Σj = k
∑ ∆b
2
Tj '
(24)
j'
where Tj’ is the allowance of the various phenomena to be considered. Parameters that are not independent are grouped in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
8.4
Vertical allowances for random phenomena
8.4.1
Phenomena considered
An allowance is defined to take into account the following tolerances:
vertical effect of the roll due to random phenomena (see 5.3.3) (only for the upper parts);
track vertical tolerance TN;
vertical tolerances;
additional allowances.
8.4.2
Determination of the sum of vertical allowances ΣV
With there being no series of random parameters as in the case of the semi-width, the height is determined by the arithmetical sum of the various elements to be considered. The effective value of ΣV may be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values of all the phenomena given in 5.3 is very improbable. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:
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ΣV = k
∑ ∆h
2
Tj '
(25)
j'
where Tj’ is the allowance of the various phenomena to be considered (see 6.2). Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
9
Distance between track centres
9.1
General
The distance between track centres is determined to allow normal traffic on adjacent tracks at the same time and without restriction. The distance between track centres is established on the basis of the gauge chosen and takes into account the same phenomena as those taken into account in the actual structure gauge. The infrastructure manager defines one or more distances between centres in order to allow him to ensure clearance of the chosen gauge:
for verification of the distance between centres, the limit distance between centres defining the limit never to be crossed shall be determined;
for track installation, the installation limit distance between centres that defines the installation limit distance between tracks shall be determined;
in every case, it is advised to keep an additional allowance; for this, a nominal distance between centres is defined permitting management flexibility, particularly for track maintenance and verification and also, where necessary an allowance for the running of special consignments.
9.2
Determination of the limit distance between track centres
9.2.1
Introduction
The limit distance between track centres is determined to prevent the gauge of one track from interfering with the gauge of the adjacent track while taking into account both the reference profiles and associated rules and also a sum of allowances ΣAEi, determined in the same way as for the limit gauge. Generally, the limit distance between centres is determined by the upper point of the vertical part of the gauge, designated below by the letter P (see Figure 5). Only the widening defined in 5.2 or in EN 15273-1 has an effect on the determination of the limit distance between centres. The following values are to be considered for each of the two tracks:
the additional overthrows Si/a (see 5.2.1.2);
the quasi-static effect: qsi/a (see 5.2.1.3);
the effect of the cant difference between two tracks: ∆bδh (see below);
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the allowances Mj, taking into account the track tolerances and certain load tolerances.
The formulae for the first two points and the random phenomena to be considered depend on the gauge type used as defined in the above clauses. The effect of whether the space between the centres is on the inside or outside of the curve of the track considered shall always be taken into account. EXAMPLE In the case of two concentric curved tracks, all the phenomena on the inside of the curve are considered for the outside track and the phenomena of the outside of the curve for the inside track. In the case of two tracks of opposing curves, all the phenomena on the outside of each of the two tracks are considered each with its own radius, cant and running speed.
Figure 4 — Distances between centres 9.2.2
Effect of cant difference ∆bδD
When the two tracks considered have a different cant or transverse crosslevel, the two gauges tend to get closer to each other or further away at the top of the vertical part. This has major consequences on the distance between centres measured at the running surface. If the cant difference brings the two contours together at point P (see Figure 5), the distance between the centres shall be increased. If the two gauges move further apart at point P, a reduction in the distance between the track centres could be allowed up to the moment when the gauges touch at the bottom; this reduction is often disregarded. Under the above conditions, this effect is calculated as follows:
∆bδD =
hp L
[D1 − D2 ]>0
(26)
Track 1 is the left-hand track and track 2 the right-hand track. The cant shall always be regarded in the same direction (see Figure 5).
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Key V1: track 1 V2: track 2 Figure 5 — The distance between centres in the case of a cant difference 9.2.3
Allowances to take into account random phenomena
The effects to be covered are explained in 5.2.2. The effects on the two tracks simultaneously shall be considered. However, it shall be noted that the phenomena of the two tracks are independent of each other which means an arithmetic sum of the allowance of each track taken separately can be thought excessive. Allowances shall be defined to take account of random phenomena when determining the distance between centres. The different phenomena are grouped according to their character:
the limit distance between centres only takes into account the widening and certain allowances ensuring safety when traffic crosses during control with the parameters recorded at the site. The grouping of these parameters is called MEA1;
the installation limit distance between centres takes into account the distance between centres and all the displacements and wear that might appear during two maintenance periods by means of an allowance MEA2. Keeping this distance between centres ensures that clearances for the different maintenance and verification operations are maintained;
the installation nominal distance between centres, in addition to the allowances MEA1 and MEA2, also takes into account the additional allowance determined in 5.4, called MEA3. Maintaining this space between centres ensures easier track construction and maintenance.
The allowance MEA1 corresponds to ΣEA1.
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The sum of allowances MEA1 and MEA2 is determined by ΣEA2. The sum of allowances MEA1 to MEA3 is determined by ΣEA3. 9.2.4
Determination
The effects described in 9.2.1 depend on the local situation of each track (cant, curve radius and rail gauge) and shall be taken into account by adding the two semi-widths of the reference profile. The random effects, explained in 7.2.2.5, will be taken into account by a single allowance ΣEAj. The distance between centres shall cover the arithmetic sum of these effects:
EA ≥ (bRP + S i / a + qsi / a )track 1 + (bRP + S i / a + qsi / a )track 2 + ∆bδD + Σ EAj 9.2.4.1
(27)
Determination of allowance ΣEAj
Depending on the use given to the limit distance between centres to be determined, allowance ΣEAj will take into account a different part of the effects accordingly. The effective value of ΣEAj can be chosen:
either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method.
The phenomena to be taken into account depend on the calculation methodology and type of distance between centres considered. 9.2.4.2 9.2.4.2.1
Calculation methodology For the static gauge
For the static gauge, there is no general rule governing the calculation methodology for the limit distance between centres. Very often, the limit distance between centres is determined as the sum of the nominal gauge semi-widths. Where a corresponding kinematic gauge exists, the limit distance between centres can be calculated with the kinematic method. 9.2.4.2.2
For the kinematic gauge
When determining the limit distance between centres, it shall be considered that it is very unlikely that all the phenomena will attain extreme values simultaneously. This is why the arithmetic sum of the allowances is not acceptable. It can be shown that an acceptable degree of certainty can be obtained whilst following the general formula below:
2 2 Σ EA = k ∑ ∆bT j + ∑ ∆bT j j track 1 j track 2
(28)
where Tj’ is the allowance of the various phenomena to be considered. Parameters that are not independent shall be considered together, i.e. in an arithmetic sum. It shall be noted that the same phenomena on the two tracks are to be considered as independent.
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Coefficient k determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B. 9.2.4.2.3
For the dynamic gauge
No standardized method yet exists for calculation the limit distance between centres for the dynamic gauge The kinematic gauge calculation principle can be easily transposed.
9.3
Determination of the nominal distance between track centres
9.3.1
Introduction
All the allowances mentioned in the calculation of the limit distance between centres above are covered by the nominal distance between centres. The nominal distance between centres has additional allowances that are to be chosen by the infrastructure manager on the basis of the phenomena he wants to cover:
an allowance to increase the safety level;
an additional maintenance allowance;
an allowance to cover aerodynamic phenomena;
an allowance to facilitate the installation of turnouts;
an allowance to permit the running of special consignments;
a reserve for future layout or gauge modifications;
allowances to obtain a non-variable distance between centres that is easily manageable for the maintenance and verification services where actual allowances are generous;
additional allowances for the safety of persons outside the scope of this standard and shall be defined by the authority responsible.
9.3.2
Determination
Generally, the value of the nominal distance between centres is constant; it is defined for ranges of selected radii in order to facilitate track design, laying and maintenance. However, there is no methodology common to all networks for determining the nominal distance between centres because it results from different allowances, to be considered or not, according to the requirements of each infrastructure manager. The nominal distance between centres will therefore be determined at the same time as the nominal gauge, following a feasibility study based on the objective set and the resulting economic and technical consequences. One way of obtaining a bigger safety allowance with the aim only of facilitating the management of the distance between centres is to add together all the random allowances mentioned in the case of the limit distance between centres in an arithmetic sum instead of a root mean square sum. It shall be noted that this methodology is generally accepted but rarely used on the different networks.
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10 Elements of variable layout 10.1 Introduction 10.1.1 Calculation principle The abovementioned rules provide enough information to determine the space to be reserved for rail traffic on a straight track and in the body of a curve. In transition zones, it is noted that a vehicle occupies a progressively varying space as a function of the characteristics of two elements of the layout concerned. This transition zone depends on not just its layout characteristics, but also on the length of the vehicles operating on the tracks concerned. See Figure 6.
Key 1
start of curve (curve tangent point)
2
centreline of bogies or axles
3
track centreline
4
vehicle centreline Figure 6 — Transition effects
The rules for additional overthrows and for the quasi-static effect take no account of the position of the end point on the body. When a vehicle enters a curve, the various effects begin to act as soon as the first axle comes into the curve. The centre of gravity and the points defining the location reached by the vehicle are before the start of the transition. The rules to be applied to determine the gauge variations when crossing a layout transition zone are explained below. 10.1.2 Characteristics of a layout transition A layout transition often consists of a variation in the curve radius on the one hand, and a variation of cant, or of cant deficiency, on the other. The curve radius can vary smoothly or suddenly, while the change of cant is always determined by a cant gradient that requires a minimum distance (see also ENV 13803-1). The curve and gradient transitions are generally merged although they can be separate. The vertical transition curves generally do not have any progressive curve transition (see ENV 13803-1). The same phenomena occur only for plane curves. Due to the fact that turnouts are very specific layout elements, they are dealt with separately.
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10.1.3 Gauge variations Gauge variations depend on the gauge type. As a general rule, the gauge elements of variable width are:
the overthrows;
the quasi-static effect.
It shall be noted that the overthrows depend only on the curve radius and local track gauge. When the gauge is considered relative to the nearest rail, the rail gauge part is taken into account automatically and therefore can be disregarded. On the inside of the curve, the quasi-static effect depends only on the cant and the transition step. It shall be noted that the characteristic point of the vehicle that determines the maximum point reached by the vehicle is located in the middle of the body. On the outside of the curve, the quasi-static effect is a function of the cant deficiency which depends both on the locally applied cant, the curve radius and the speed. On this side, the maximum point reached by the vehicle is located at the ends of the body. Similar phenomena occur in the vertical direction. They are not dealt with in detail in the following.
10.2 Layout transition 10.2.1 Sudden change of curvature 10.2.1.1
Variation of additional overthrows
When a vehicle is located at the beginning of a curve, the front of it already has an overthrow relative to the track centreline before the first bogie or axle has re-entered the curve. As soon as the first bogie or axle enters the curve, the rear of the vehicle begins to have an overthrow. This means that the outside additional overthrows are to be partially taken into account from a distance (na + a) from the layout transition. The geometric overthrow appears fully when the vehicle is located entirely in the curve, therefore when the rear of the vehicle is at a distance na from the start of the curve. A smooth change is created between these two extreme situations. A similar situation arises on the inside of the curve. As the critical points are located between the two bogies, the change in the additional overthrows begins at a distance a from the start of the transition zone to end at a distance a/2 in the curve. The change in the additional overthrows occurs over a distance that is a function of the vehicle wheelbase a and overhang na. As the vehicle length is unknown, the maximum allowable length shall be determined. The detail of this change is determined by running all the reference vehicles through the transition zone.
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Key 1
element of straight layout
2
element of curved layout of radius R
3
reference vehicle
4
transition point (beginning of curve) Figure 7 — Effects of a sudden change of curvature
10.2.1.2
Quasi-static effect transition
The change of curvature in the transition zone changes the quasi-static effect at the same time as the cant change step. The quasi-static effect shall be checked at the centre of gravity of the body, normally located in its midpoint. The curvature to be taken into account is the "average" value between the bogie centres or axles. The ultimate point reached by the vehicle is between the bogie centres for structures on the inside of the curve and at the body ends for structures on the outside of the curve. Generally, the vehicle takes into account part of the roll. In the case of a transition from a straight track to a curve, the phenomenon seldom occurs before the layout transition. 10.2.1.3
Simplifications
The calculation of the space occupied by the reference vehicles depends largely on the characteristics of the transition. The calculation shall consequently be repeated for each transition zone. However, the start and end point is always the same as shown above. To simplify matters, the additional overthrows can be changed linearly between the two points 10.2.2 Smooth transition of curvature Smooth transitions of curvature only apply when the speeds are high enough (see ENV 13803-1). The principles are exactly the same although the results change slightly:
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the starting point is the same as in the previous case; a distance (na + a) before the start of the transition on the outside of the curve and a distance a from the same point on the inside of the curve;
the end point of the transition zone is located at the same distance as in the previous case but relative to the end of the transition curve; at (na) beyond this point on the outside of the curve and at the distance (a/2) after this same point on the inside of the curve;
the changes occur more smoothly because the curve radius also changes smoothly.
Similar simplifications can be introduced. It is often thought that the transition zone is linear along its length but displaced towards the straight alignment.
Key 1
element of straight layout
2
element of curved layout of radius R
3
reference vehicle
4
transition point (beginning of curve)
Trans
transition Figure 8 — Effects of a smooth transition
10.3 Crossing of a turnout 10.3.1 Introduction The turnout generally comprises a straight main track and a curved turnout route. In order to be able to install structures correctly, account shall be taken of the traffic on both the tracks. The space to be cleared for the turnout route requires particular consideration.
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The layout of a turnout is very specific:
the switch entry angle diverts the vehicle at the beginning of the turnout. This switch entry angle is present even in the case of a turnout with a curve exit (see EN 13232-1). This angle forces the axle and the vehicle to leave the theoretical curve exit towards the outside of the curve (see figure);
the curve radius may vary widely along the turnout with parts of the curve less than the vehicle length. These layout elements are not always straight.
NOTE
This effect is greater in turnouts with a small radius.
Key 1
actual layout
2
theoretical layout (tangent)
3
vehicle in theoretical position
4
vehicle in actual position
5
wheel flange
∆
additional overthrow due to the switch entry angle Figure 9 — Principle of the switch entry angle effect
A turnout cannot be considered as a normal curvature transition. 10.3.2 Additional overthrow variations Because of the switch entry angle, at the mathematical switch toe of the turnout, the vehicle is travelling in the opposite direction of the turnout route relative to the theoretical layout. In order to take account of this phenomenon, the displacements of the reference vehicles shall be examined by simulation case by case and use the space envelope occupied by the reference vehicles. Connection to the origin of the turnout can be simplified in the same way as for the transition curves. NOTE
It may be noted that the widening at the origin of the turnout can be greater than in the body of the curve.
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Key 1
straight track layout
2
turnout route layout
3
reference vehicle
PMA Mathematical Switch Toe
γ
switch entry angle of the turnout
dg’a
geometric overthrow of the turnout
Figure 10 — Geometric overthrow of the turnout 10.3.3 Quasi-static effect variations As the layout of a turnout can be variable, the theoretical quasi-static effect varies continuously in principle. In addition, the switch entry angle generated an instantaneous impact that corresponds locally to a very high cant deficiency. Very short parts of the layout often exist in the turnouts, in which the curve radius is very large. To examine the quasi-static effect, all these elements can be disregarded because of the distribution of these impacts and the inertia of the body. The value of the quasi-static effect is normally limited to the cant and cant deficiency design value. 10.3.4 Result As the turnout crossing speed is constant, it is possible to examine the turnout once to cover all cases. The result of this is shown in the following figure. Annex E gives a calculation example for a given turnout.
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11 Determination of the pantograph free passage gauge 11.1 General 11.1.1 Space to be cleared for electrified lines In the case of electrified lines with overhead contact wires, an additional space shall be cleared for:
the installation of the overhead line;
the free passage of the pantograph.
The first depends on the design of the line and, therefore, does not come within the scope of this standard. The second point is covered in detail below. 11.1.2 Particularities The pantograph gauge differs from the structure gauge in the following points:
the pantograph is (partially) live and therefore there shall be an electrical insulating clearance depending on the nature of the structure (insulated or not);
the presence of an insulated horn shall be taken into account, if appropriate. Therefore, a double reference profile shall be defined to take into account the mechanical and electrical interference simultaneously;
in the collection phase, the pantograph is in permanent contact with the contact wire and therefore its height is variable. The same is true for the pantograph gauge.
11.1.3 Basic principles
Key Y
track centreline
1
electrical gauge (with insulated horn)
2
electrical gauge (with non-insulated horn)
3
mechanical gauge Figure 11 — Mechanical and electrical pantograph gauge
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The pantograph gauge requirements are met only if the electrical and mechanical gauge requirements are met simultaneously:
the structures that are live and at the same potential as the overhead line shall remain outside the mechanical gauge;
the insulated structures shall also remain outside the mechanical gauge;
non-insulated structures (earthed or at a different potential from the overhead line current) shall remain outside the electrical and mechanical gauges.
Figure 11 represents the electrical and mechanical pantograph gauge. For the electrical gauge, the figure illustrates the case with and without insulated horns. NOTE The insulating clearance depends on the voltage and regulation applied according to the networks concerned. Therefore, the electrical gauge is likely to vary between networks. The definition of the electrical insulating clearances does not come within the scope of this standard.
11.2 Determination of the pantograph free passage mechanical gauge (in the case of the kinematic gauge) 11.2.1 Determination of the mechanical gauge width 11.2.1.1
Introduction
The pantograph gauge width is determined essentially by that of the pantograph considered and its displacements. In the transverse displacements, phenomena similar to those in the structure gauge are found in addition to specific phenomena. As the pantograph in the collection position follows the contact wire, the pantograph height depends on that of the contact wire. Therefore, the pantograph gauge is to be examined at the various heights it may assume. The extreme situations are examined at the following heights:
the upper verification height h’o;
the lower verification height h’u.
Between these two heights, it can be considered that the gauge width varies in a linear way, which defines a space commonly called the "pantograph chimney". The various parameters are shown in Figure 12. 11.2.1.2
Semi-width bw of the pantograph head
The semi-width bw of the pantograph head depends of the type of pantograph used. EN 50367 defines the dimensions of some pantographs used in Europe. It is the task of the infrastructure manager to determine the pantograph types to be taken into consideration to determine the pantograph gauge depending on the type of electrification used NOTE It should be noted that the authorization to run with a given pantograph type does not depend only on the pantograph type, but also on the vehicle it is mounted on
11.2.1.3
Offset of the pantograph ep
The pantograph is not always installed in the centreline of the traction unit bogie centres. The offset depends mainly on the following phenomena:
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the clearance between the axle boxes and body/bogies q + w;
the amount of body roll taken into account by the vehicle (depending on s0’, I’0 and D’0);
the pantograph mounting tolerance on the roof θ;
the transverse flexibility of the pantograph mounting device on the roof τ;
the height under consideration h'.
The infrastructure manager defines the offset limit values epo and epu for the two verification heights h’o and h’u.. The value at an intermediate height is obtained by a linear interpolation. .
Key Y
track centreline
1
pantograph chimney
2
mechanical profile
3
electrical profile Figure 12 — Free passage gauge
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11.2.1.4
Additional overthrows S
The pantograph gauge has specific additional overthrows. 11.2.1.5
Quasi-static effect
As the pantograph is installed on the roof, the quasi-static effect plays an important role in the calculation of the pantograph gauge. This effect is calculated on the basis of the specific flexibility s0’, cant D’0 and reference cant deficiency I’0:
qs'i =
s0 ' [D − D'0 ]>0 (h − h'c0 ) inside of the curve L
(29)
qs ' a =
s0 ' [I − I '0 ]>0 (h − h'c 0 ) outside of the curve L
(30)
11.2.1.6
Allowances
According to the gauge definition, the following phenomena shall be covered (see also 5.2.2 or EN 15273-1):
loading dissymmetry;
oscillations generated by track irregularities;
the transverse displacement of the track between two successive maintenance periods;
the cant variation occurring between two successive maintenance periods;
allowances Mj and allowance sumsΣj are defined in 5.2.3 and 5.2.4.
The calculation methodology is in principle the same as that of the structure gauge. Since a pantograph incident is assessed as less severe, a lower safety level is generally accepted. Annex A and Annex B describe a calculation method with recommended values. 11.2.1.7
Calculation methodology
The pantograph gauge width is determined by the sum of the abovementioned parameters. In the case of a line run by various pantographs, the maximum width used shall be considered. Therefore: for the lower verification point with h = hu’:
b'ui / a ,mec = (bw + e pu + S 'i / a + qs'i / a +Σ j )max
(31)
for the upper verification point with h = ho’:
b'oi / a ,mec = (bw + e po + S 'i / a + qs'i / a +Σ j )max
(32)
for an intermediate height h, the width is determined by interpolation:
b'h = b'u +
48
h − hu .(b'o −b'u ) ho − hu
(33)
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11.2.2 Determination of the maximum height heff of the mechanical gauge The gauge height is determined locally on the basis of the contact wire height hf. The following parameters shall be considered:
the raising fs, of the contact wire generated by the pantograph thrust;
the pantograph skew generated by the offset contact point and the pantograph frame raising due to the contact strip wear. These two values are characterized by fws+fwa.
The values of these parameters depend on the overhead wire type and the maintenance requirements shall be determined by the infrastructure manager. The mechanical gauge height is given by the following formula:
heff = h f + f s + f ws + f wa
(34)
11.3 Pantograph electrical gauge (in the case of the kinematic gauge) 11.3.1 Introduction The pantograph electric gauge is determined in the same way as the mechanical gauge except for the following particularities:
the electrical gauge is determined by the live (non-insulated) parts of the pantograph. Therefore, the electrical profile shown in Figure 12 shall be taken as a basis. This profile differs from the mechanical profile in width by the value cw, which is the horizontal projection of the width of the insulated horn;
account shall be taken of an electrical insulating distance belec, to be added around the mechanical profile;
since the insulating distance belec is different for the static and the dynamic dimensioning, the study with the vehicle stationary and running at the maximum velocity shall carried out separately. The electrical gauge is obtained by superposing the two cases:
stationary: the static values of the following parameters shall be considered: insulation distance, quasi-static effect due to the cant on the inside of the curve and the raising fs.of the contact wire;
running: the dynamic values of the following parameters shall be considered: insulation distance, quasi-static effect due to the cant deficiency on the outside of the curve) and the raising fs.of the contact wire;.
when determining the allowances, care shall be taken not to accumulate tolerances. Therefore, the value of Mj can be reduced or even disregarded.
All other phenomena are determined in the same way as indicated above. 11.3.2 Pantograph electrical gauge width The pantograph electrical gauge width is determined by the sum of the parameters defined below. In the case of a line run by various pantographs, the maximum width used shall be considered. Therefore: for the lower verification point with h = hu’:
b'u ,elec = (bw − c w + e pu + belec + S 'i / a + qs'i / a +Σ j )max
(35)
for the upper verification point with h = ho’:
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b'o ,elec = (bw − c w + e po + belec + S 'i / a + qs'i / a +Σ j )max
(36)
for an intermediate height h, the width is determined by interpolation:
b'h , elec = b'u , elec +
h − hu .(b'o, elec −b'u , elec ) ho − hu
(37)
11.3.3 Electrical gauge height The electrical gauge height is determined by the following formula:
heff , elec = h f + f s + f ws + f wa + belec NOTE
(38)
The electrical gauge is always higher than the mechanical gauge heff,elec.
11.3.4 Insulating distance The insulating distance belec depends on the voltage and regulation applied to particular network: The values are different for stationary and dynamic situations. The definition of the values and the calculation of belec do not come within the scope of this European Standard. Reference shall be made to EN 50119.
11.4 Determination of the pantograph gauge in the case of the dynamic gauge When the pantograph gauge is defined by the dynamic method, the same basic principles are applied as for the kinematic method, but it shall be mentioned that other parameters are to be taken into consideration, in line with the dynamic method given in Clause 8. A dynamic pantograph reference profile can be defined and the specific additional overthrow rules for the pantograph gauge. This profile can be chosen on the basis of the pantographs used, as described in 11.2 and 11.3 for the kinematic method, or with a fixed method. Every structure shall conform to the following formulation: or
bstructure > b' RP + S 'i S ' a + Σ j ,dyn
(39)
Every structure to be insulated shall conform to the following formulation: or
bstructure > b' RP + S 'i S ' a + Σ j ,dyn + belec
(40)
The height of the mechanical and electrical gauges may be determined either by using the method employed for the kinematic gauge or be selecting a fixed height. For the determination of the values of Σj,dyn the rules of Clause 8 apply. NOTE The calculation methodology can differ between that for the structure gauge and that for the pantograph free passage gauge.
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12 Overhead contact wire The overhead contact wire is a very specific structure which shall ensure the power supply of traction units whilst being likely to come close to the structure gauge but without penetrating it. In order to prevent any risk of arcing or structures accidentally becoming live, they shall be separated by an adequate insulating distance. Moreover, its vertical location varies due to the following effects:
thermal extension of the contact/carrying wire. The temperature of the contact/carrying wire varies according to ambient temperature, sunshine, wind and current flowing in the overhead line. It should be noted that this extension is absorbed in the case of tension-regulated overhead lines;
dynamic vertical oscillations fdyn of the contact wire;
wind-related effects;
incidence of the longitudinal profile in the gradient transitions as a function of the distance between the overhead line supports.
Moreover, the height of the vehicle pantograph varies because of the dynamic vehicle oscillations depending on its suspension flexibility. The height of the contact wire and of the live parts of the overhead line system shall always ensure an adequate insulating distance relative to the vehicle roofs. The insulating distance belec is generally different in static and dynamic situations. Also, the dynamic variations are greater when the vehicle is operating at maximum speed. Therefore, the two cases, stationary and at maximum speed, shall be studied separately; the height shall be verified both in static and dynamic situations. In a dynamic situation, the minimum height of the contact wire shall be determined using the following formula: hf,min,dyn = hRP + belec,dyn + fdyn
(41)
In a static situation, the basis is the vehicle height hf,min,stat = hvéh + belec,stat NOTE uplift.
(42)
When the maximum vehicle height is unknown, it is possible to consider the reference profile height, minus the
hf,min = min(hf,min,stat ; hf,min,dyn)
(43)
This height is to be ensured over the whole working temperature range. For determination of belec, see 11.3.4.
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13 Rules for installation of platform edges 13.1 General By their nature, platform edges form a particular structure. They shall be installed as close as possible to the passenger coaches whilst ensuring the safety of the rail traffic. It is important to limit the gap between the vehicle steps and the platform edges in order to offer the passenger correct accessibility. Therefore, it is recommended installing the platform edges according the structure installation limit gauge. The infrastructure manager defines the installation tolerances in order to ensure installation close to the installation limit gauge. Basically, the installation is defined relative to the running surface and track centreline (bq, hq). If the installation is carried out relative to the horizontal (xq, yq) (and not to the running surface), account shall be taken of the inclination of the gauge relative to the horizontal. In this case, the installation is generally carried out relative to the closest rail. Generally, for practical reasons, the installation and verification of the transverse installation dimensions are carried out relative to the inside edge of the closest rail. The dimensions parallel to the running surface become:
b'q = bq −
lactual 2
(44)
Key 1
platform
2
running surface
3
track centreline Figure 13 — Installation of the platform
NOTE Prefabricated platform edge design will take into account its use in the case of canted track. For this, it should be noted that the edge is to be installed horizontally even with the canted track. In order to allow the gauge to remain coincident with the platform edge, either an edge coping can be created or a sloping vertical face of the platform provided. The lower parts can then fit below the coping when the track is canted. Care shall be taken to control the manufacturing tolerances.
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For this, the platform on the outside of the curve shall be pulled relative to the limit value by a value equal to δq,a à :
D .hcoping L
if there is a coping: δ q ,a =
if there is a vertical platform:
(45)
D .(hq − hmin RP ) L
δ q ,a =
(46)
With a cant, it shall be ensured in particular that the safety steps that allow personnel to leave the track always come within the gauge for the lower parts.
Key 1
platform
2
gauge on canted track
3
safety steps for personnel Figure 14 — Platform edge
13.2 Gaps blac and hlac The gap is the distance between the platform edge and the vehicle step. It can be broken down into a vertical component bgapand a horizontal component hgap. The nominal value depends on the values chosen for bq and hq and on the mounting measurements of the step and its position relative to the bogie centres, the geometric characteristics of the vehicle and the nature of the platform for the line (concave, convex or straight platform).
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Key 1
platform
2
step
3
limit gauge
4
vehicle Figure 15 — Platform gap
The calculation of this gap is shown in EN 15273-1. Various track parameters have a major effect on the result, in particular:
the local layout (curve radius, cant, cant deficiency, presence of turnouts and local track gauge);
tolerances and allowances chosen for defining the limit gauge;
platform installation tolerances.
In order to facilitate the task of the builder, the infrastructure manager requests him to follow the following recommendations where possible, particularly in the case of new installations or facilities:
by installing platforms on straight sections without turnouts;
by limiting the cant to ensure the passenger stepping heights;
by tightening the track gauge tolerances;
by tightening platform installation tolerances;
by reducing the allowances and providing a track fastening relative to the platform. This can be done, for example, by means of a direct fastening of the track or by locking the sleepers in order to prevent them from getting closer to the platform;
by building the platform at the same level as the vehicle floor.
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13.3 Installation dimensions 13.3.1 Installation relative to the running surface 13.3.1.1
Transverse installation dimensions bq
In order to ensure free passage of the vehicles in the platforms and correct functioning of the steps and to allow the opening of the access door (in the case of high platforms), the platforms are installed at a distance bq from the track centreline. The choice of the value depends on the gauge used and the installation tolerances. National or international regulations can be more restrictive.
[
]
For the static gauge, bq ≥ bRP st + S i / a ,st + z 0 + qs i or qs a + Σ 2 kin + δ q , a
[
or
]
For the kinematic gauge, bq ≥ bRP kin + S kin + qsi qs a + Σ 2 kin + δ q ,a For the dynamic gauge,
bq ≥ bRP dyn + S dyn + Σ 2 dyn + δ q ,a
(47) (48) (49)
In the curve and in the presence of cant, account is taken of the additional overthrows due to the track. Verification relative to the nearest rail makes it possible to eliminate the effect of track gauge widening. Generally, the quasi-static effect is not taken into account because the platform is practically at the level of the vehicle body roll centre. NOTE In the presence of turnouts, account should be taken of the gauge widening when the vehicles have to run via the turnout route. This necessitates moving back the platform edge and, therefore, increases the gap, on the basis of the additional overthrows and the quasi-static effect determined as explained in Clause 10.
13.3.1.2
Dimension hq for installation perpendicular to the running surface
Platforms are installed at a height hq above the running surface. The infrastructure managers are responsible for choosing this value on the basis of the regulations in force. International regulations or bi- or multilateral agreements determine the value to be used. Standardized heights of 550 mm and 760 mm are used at the European level. If the gauge passes above the platform, it shall be considered lowering the gauge in the presence of a vertical transition curve and the vertical allowance to be considered. This results in:
hq ≤ hRP −
50.000 − M V + .... RV
(50)
13.3.2 Installation relative to the horizontal (xq, yq) If the platforms are installed or verified in the horizontal/vertical planes (and not relative to the running surface), the gauge rotation shall be taken into account according to the following formulae: inside of the curve:
xqi ≥ bRP + S i + Σ ij +
D l ( hq − ) L 2
(51)
and
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y qi = hq −
D l bq − L 2
(52)
outside of the curve:
xqa ≥ bRP + S i + Σ ij + −
D l ( hq − ) L 2
(53)
and
y qa = hq +
D l bq − L 2
(54)
13.3.3 Installation tolerances The platform installation and maintenance and tolerances are very important because of their effect on the actual gap. This is true both for the transverse and vertical directions. For this, the installation directives given in 13.2 shall be noted. Determination of the tolerances does not come within the scope of this standard. It is up to the networks to fix them on the basis of their particularities whilst taking into account the international regulations in force.
13.4 Verification and tolerances The verification gauge can be applied unless there are regulations in force that exclude it. The verification tolerances shall also be defined in the regulations.
14 Tilting trains 14.1 General Tilting trains have been designed to increase the running speed on classic lines with particularly winding routes while improving passenger comfort by reducing the transverse acceleration felt. To achieve this, the vehicle body tilts in curves so that it partly makes up for the cant deficiency. The gauge is defined for the speeds of conventional trains. In this context, it shall be noted that the traction unit and any other train vehicle running at speeds greater than the normal line speed shall comply with the gauge and be verified. The vehicle shall incorporate all the measures necessary to ensure that tilting train complies with the gauge used on the section of line in question in the following areas:
straight tracks and circular curves;
transition curves;
in degraded mode following a failure of the tilting system.
In particular, the vehicle shall ensure that all the necessary measures are taken for the tilting train, when running on the line, to comply with the limit ratio network:
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IC IP
fixed by the infrastructure manager of each min
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I 'C I C ≥ . I ' P I P min example
IC IP
(55)
= 0,6). min
If the vehicle value is smaller, the measures necessary to comply with the limit fixed by the infrastructure manager shall be taken. It is the task of the infrastructure manager to carry out a line examination to determine the maximum local running speed on the basis of the following formula:
Ip R V ' p ≤ I ' c + D ' Ic c where c is a constant: c =
(56)
L and gravity g = 9,81 m/s². 3,6².g
c = 0,0118 in the case of a rail gauge of 1,5 m. This disregards all the other rules to be met (e.g. layout, etc.). If the following conditions are met:
Ip I'p
=
Ic D = I 'c D'
(57)
which is normally the case, this gives:
V ' p = V 'c
Ip + D Ic + D
,
(58)
This formula enables a constant ratio to be defined between classic and tilting train speeds. These verifications form the basis for an agreement between the infrastructure and the vehicle.
14.2 Transition curve When a tilting train runs on a transition curve, the tilting system device will be interlocked. Depending on the tilting system and, more accurately, on the adjustment module, the tilting movement is initiated either at the start of the transition curve or upstream or downstream of start of the transition curve. Moreover, the tilting variation depends on the tilting system installed. As the reaction of the tilting system is not predefined in transition curves, the compliance with the gauge shall be studied for each case and for each speed range given. Therefore, a tilting vehicle shall only be authorized after verification of its reactions on the line section under consideration.
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14.3 Degraded modes Running in degraded mode following a tilting system failure risks generating interferences with the structure gauge and the space between tracks. This situation may be encountered on a straight as well as on a curved track. The running speed will be reduced to the normal line speed to ensure the gauge is complied with as quickly as possible. The vehicle manager is responsible for carrying out a risk analysis of the infrastructure under consideration and of the traffic on the adjacent tracks. The compliance with a safety level defined for this specific risk is part of an agreement between the infrastructure and the vehicle.
15 Rules for ferries For access installations to ferries, secant angles between the fixed installations and mobile platforms and between these platforms and the ferry embarkation ramps are essential. In order to ensure the free passage of the vehicles over these installations, this angle shall remain limited. In addition, none of the structures shall project above the running surfaces over the width of the lower parts. The limit angle α" depends on the ferry in question and is given in the following table: Table 2 — Ferry ramp limit angle α" CROSSING
Maximum angle of the movable gangway α"
Korsør – Nyborg
reserved 2° 30’
Gedser - Warnemünde
reserved
Rødby Færge Puttgarden
-
reserved
Sassnitz Trelleborg
-
2° 30’
Hafen
Villa S.G. - Messina
1° 30’
Reggio C. - Messina
1° 30’
Stockholm – Abo
reserved
Ystad – Swinoujscie
reserved
Trelleborg - Rostock
reserved
Malmö - Travemünde
reserved
16 Track accessories 16.1 Introduction Some local structures are very special in that they can or shall come into contact vehicle parts in order to ensure safe operation of the railway system. The main systems used in Europe are dealt with below.
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Agreements that are needed to ensure the operation of these systems normally depend on the system under consideration. Nevertheless, it shall not be forgotten that such systems may affect interoperability.
16.2 Contact ramps Contact ramps are structures that allow operation of the signalling system and shall ensure contact with the brushes fitted to the vehicle. Introducing an agreement makes it possible to ensure the proper operation of these systems. For the infrastructure, this agreement includes:
the installation dimensions of the system with their tolerances, as a function of the horizontal curve radius R and the vertical curve radius RV;
the application limits of these curve radii.
Generally, these systems are installed in the track centreline slightly above running surface. By positioning the contact brushes close to the axle centrelines, their geometrical overthrow values become very small, or even negligible.
16.3 Active check rails Like the contact ramps, active check rails are a special structure as the wheels can come into contact with their internal flanges. A horizontal interaction range shall be defined between these two elements. This range is determined according to EN 13232-3 and EN 13232-9. In the vertical direction, the check rail shall not project outside the gauge used. Also, it shall not be forgotten that the application of superelevated check rails will be restricted when laying in vertical curves.
16.4 Planking of level crossings Except at the level of the flangeway, this type of equipment shall not penetrate the gauge of the lower parts.
16.5 Electric third rail Like the contact ramps, the electrical third rail is a special structure. It shall be noted that this electric third rail is very often integral with the track. In addition, account shall be taken of the electrical insulating distance between the live parts and any other structure
16.6 Rail brakes Rail brakes are used to stop wagons running down from a marshalling hump. The braking action results from the friction against the inside and outside surfaces of the wheels. To ensure proper operation of these devices, the lower parts gauge shall allow a free space to accommodate these systems and the area of interference with the wheels. Since the vertical transition radii are very small on the humps, particular attention shall be given to the transition zone limits. Due to the fact that these systems are very bulky, interoperability on tracks equipped with them is frequently not ensured.
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17 Verification and maintenance of the gauge 17.1 Structure gauge Several gauge types can be made available to persons responsible for verifying and maintaining the structure gauge. The uniform gauge allows a rapid and simple analysis to be carried out with a wide safety margin. The nominal gauge allows installation of the structures and verification of the gauge with an adequate safety margin. This method does not require any specific intervention to ensure gauge compliance. The structure installation limit gauge allows the installation of structures with an adequate safety level while ensuring that the gauge remains normally maintained between standard maintenance operations if they comply with the values used to define the gauge. When the gauge is exceeded, either an additional maintenance operation shall be planned or measures shall be taken to ensure that the situation will not deteriorate further. This can be done either by fastening the track or by reducing the intervals between verifications of the track position relative to the structures. The structure limit gauge allows assessment of whether the running of trains may continue, even if the structure installation limit gauge is exceeded. The infrastructure manager is responsible for the periodicity and the means used to verify the structure installation. Those periodicities shall, however, remain compatible with the tolerance values taken into account during the determination of M2. More detailed explanations and guidelines are given in Annex H.
17.2 Distance between centres The principles used for verification and maintenance of the structure gauge also apply for the distance between centres. A constant distance between centres shall be favoured as far as possible; it ensures that the limit distance between centre is complied with and allows:
easy track maintenance;
easy checking of the space between tracks;
installation of standard turnouts with a fixed space between tracks.
18 Guide for determination of a new gauge from an existing infrastructure Reserved
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Annex A (normative) Calculation methodology for structure gauge allowances
A.1 Introduction The allowance to determine the tolerances relative to the track shall be fixed by the infrastructure manager. He either determines fixed values based on his knowledge or uses a commonly accepted calculation methodology. This Annex gives a random calculation methodology used on various networks. This method is based on the hypothesis that the simultaneous occurrence of the extreme values of the tolerances is very improbable. Similarly to the calculation of the standard deviation of independent deviations, the arithmetic sum is replaced by a quadratic sum as follows:
Σ=k
∑ ∆b
2
Ti
(A.1)
i
The coefficient k preceding the square root is a security coefficient taking account of the possibility that one or several tolerances are exceeded. NOTE 1
Recommended values and calculation examples are given in Annex B.
NOTE 2 In the following, the subscripts "st", "kin" or "dyn" have been omitted to facilitate reading and comprehension of the formulae.
A.2 Formulation in the case of the static or kinematic gauge A.2.1 For the installation nominal gauge A.2.1.1
In the transverse direction
Generally, the sum of the allowance Σ3 is determined on the basis of the following formulation:
Σ 3,i / a = Ttrack +
s TD T h + s 0 D [h − hC 0 ]>0 + tg (Tsusp )[h − hC 0 ]>0 + tg (Tload )[h − hC 0 ]>0 + 0 Tosc [h − hC 0 ]>0 + Supl. L L L
(A.2)
The term Supl is to be determined on the basis of the values that the infrastructure manager wishes to take into account. The semi-width of the installation nominal gauge is determined by:
bnom ,i = bRP + S i + Σ 3,i + K [D − D0 ]>0
(A.3)
bnom ,a = bRP + S a + Σ 3,a + K [I − I 0 ]>0
(A.4)
and
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where
K = A.2.1.2
s0 [h − hc0 ]>0 L
(A.5)
In the vertical direction
Generally, the sum of the allowances ΣV3 is determined for point Q on the basis of the following formulation:
s L T Σ V3,Qa = bQ + + s 0 bQ D + bQ 0 Tosc + bQ tg (Tload ) + bQ tg (Tsusp ) + TN + Supl 2 L L
(A.6)
s L T Σ V3,Qi = bQ − + s 0 bQ D + bQ 0 Tosc + bQ tg (Tload ) + bQ tg (Tsusp ) + TN + Supl 2 L L
(A.7)
For the other points of the upper parts and for the lower parts, the first four phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.2.2 For the installation limit gauge A.2.2.1 A.2.2.1.1
In the transverse direction Basic formula
On the basis of the phenomena described in 5.2.2, the principle expressed above is translated by the following formulae. Determined firstly is: 2
T T 2 Σ' 2,i / a = k Ttrack + D h + s0 D [h − hC 0 ]>0 + tg (Tsusp )[h − hC 0 ]>0 L L
[
] + [tg (T )[h − h ] ] 2
2
load
C 0 >0
2
s + 0 (Tosc )[h − hC 0 ]>0 (A.8) L
and 2
T T 2 Σ"2 = k Ttrack + D h + s 0 D [h − hC 0 ]>0 + tg (Tsusp )[h − hC 0 ]>0 L L
[
] + [tg (T )[h − h ] ] 2
2
load
C 0 >0
(A.9)
It shall be noted that the coefficients are generally different for the inside and the outside of the curve. A.2.2.1.2
Determination of the semi-width on the inside of the curve
The semi-width of the gauge is determined on the inside of the curve by:
blim, i = bRP + S i + max [Σ' 2 ,i + K .( D − D0 ); Σ"2 ; (Σ' 2 ,a − K .I 0 )]
(A.10)
where
K=
62
s0 [h − hc0 ]>0 L
(A.11)
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Therefore, it shall be noted that the formula changes depending on the cant examined as indicated in Table A.1 below: Table A.1 — Cant Cant D
Semi-width
0 ≤ D < D' L
blim, i = bRP + S i + Σ' 2 ,a − K .I 0
D' L ≤ D ≤ D"L
blim, i = bRP + S i + Σ"2
D' L < D
blim, i = bRP + S i + Σ' 2,i + K ( D − D0 )
where
D' L = A.2.2.1.3
Σ ' 2, a −Σ ' 2,i K
+ D0 − I 0 and D"L = D0 +
Σ"2 −Σ'2,i
(A.12)
K
Determination of the semi-width on the outside of the curve
The semi-width of the gauge is determined on the outside of the curve as a function of the cant deficiency by:
blim, a = bRP + S a + max [Σ' 2 ,a + K ( I − I 0 ); Σ"2 ]
(A.13)
Therefore, it shall be noted that formula changes depending on the cant deficiency examined as indicated in Table A.2 below: Table A.2 — Cant Cant deficiency I
Semi-width
0 ≤ I < IL
blim, a = bRP + S a + Σ"2
IL < I
blim, a = bRP + S a + Σ' 2,a + K ( I − I 0 )
Where
I L = I0 + A.2.2.2
Σ"2 −Σ'2,a
(A.14)
K
In the vertical direction
Generally, the sum of the allowances ΣV2 is determined for point Q on the basis of the following formulation: 2
2 2 L T s Σ V2,Qa = k (1 + s0 )bQ + D + bQ 0 Tosc + bQ2 tg 2 tg (Tload ) + bQ2 tg 2 tg (Tsusp ) + TN2 2 L L
(A.15)
2
Σ V2,Qi
2 2 L TD s 0 = k (1 + s 0 )bQ − + b T + bQ2 tg 2 tg (Tload ) + bQ2 tg 2 tg (Tsusp ) + TN2 Q L osc 2 L
(A.16)
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For the other points of the upper parts and for the lower parts, the first four phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.2.3 Limit gauge A.2.3.1
In the transverse direction
The following is determined for the limit gauge:
[
Σ'1,i / a = k tg (Tsusp )[h − hC 0 ]>0
] + [tg(T )[h − h ] ] 2
2
load
C 0 >0
s + 0 (Tosc )[h − hC 0 ]>0 L
2
(A.17)
and
[
]
∑"1,i / a = k tg (Tsusp )[h − hC 0 ]>0 + [tg (Tload )[h − hC 0 ]>0 ] 2
2
(A.18)
and the semi-width of the gauge is determined by:
bver ,i = bRP + S i + max [Σ'1,i + K .( D − D0 ); Σ1 "; (Σ'1,a − K .I 0 ) ]
(A.19)
and
bver ,a = bRP + S a + max [Σ'1,a + K ( I − I 0 ); Σ"1 ] A.2.3.2
(A.20)
In the vertical direction
Generally, the sum of the allowances ΣV1 is determined for point Q on the basis of the following formulation: 2
Σ V1,Qa
s 2 2 = k bQ 0 Tosc + bQ2 tg (Tload ) + bQ2 tg (Tsusp ) + TN2 L
(A.21)
2
s 2 2 Σ V1,Qi = k bQ 0 Tosc + bQ2 tg (Tload ) + bQ2 tg (Tsusp ) + TN2 L
(A.22)
For the other points of the upper parts and for the lower parts, the first three phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.2.4 For the installation nominal distance between centres Compared to the structure gauge, the random phenomena of both tracks shall be taken simultaneously. Assuming that they are equal for both tracks, this is translated by the root of 2 at the beginning of the formula. The formula is only applied at the level of the upper point P. For the installation nominal distance between centres:
Σ EA3 = (Σ 3,i / a )track1 + (Σ 3,i / a )track 2
(A.23)
The formulae in A.2.1 are used. The choice of i or a depends on the effect determined for the track in question:
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when the track examined is located on the outside of the curve, the parameters used have the subscript "a";
when the track examined is located on the inside of the curve, the parameters used have the subscript "i";
It shall be noted that the coefficients are generally different for the inside and the outside of the curve. The installation nominal distance between centres is determined, in the case of two concentric tracks, on the basis of:
EA3 = 2.bRP + S a + S i + Σ EA 3 + [K ( I − I 0 )]> 0 + [K ( D − D0 ) ]> 0 + ∆bδD
(A.24)
A.2.5 For the installation limit distance between centres For the installation limit distance between centres:
Σ' EA 2 =
(Σ' )
(
2 2 ,i / a track 1
)
+ Σ' 22,i / a
track 2
(A.25)
and
Σ"EA 2 =
(Σ" )
2 2,i / a track 1
(
+ Σ"22,i / a
)
track 2
(A.26)
The formulae of A.2.2 are used. The installation limit distance between centres is determined, in the case of two concentric tracks, on the basis of:
EA2 = 2.bRP + S a + S i + max [Σ' EA 2 + K ( I − I 0 ) + K ( D − D0 ); Σ" EA 2 ] + ∆bδD
(A.27)
A.2.6 For the limit distance between centres In the case of the limit distance between centres, the following is determined:
Σ' EA1 =
(Σ' )
Σ"EA1 =
(Σ" )
2 1,i / a track 1
(
+ Σ'12,i / a
)
track 2
(A.28)
and 2 1,i / a track 1
(
+ Σ"12,i / a
)
track 2
(A.29)
The formulae of A.2.3 are used. The limit distance between centres is determined, in the case of two concentric tracks, on the basis of:
EA1 = 2.bRP + S a + S i + max [Σ' EA1 + K ( I − I 0 ) + K ( D − D0 ); Σ" EA1 ] + ∆bδD
(A.30)
The cant deficiency is used for the track on the inside of the curve, the cant for the track on the outside of the curve.
A.2.7 For the pantograph gauge The same formulae are used as those for the installation limit gauge and the limit gauge depending on the heights involved.
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A.3 Formulation in the case of the dynamic gauge A.3.1 General The same formulation as the one used in the case of the static and kinematic gauges is applied in the case of the dynamic gauge with the difference that no account shall be taken of all the phenomena. as in the case of the kinematic gauge. The recommended values are the same where they are applicable. The main formulae are given again below.
A.3.2 For the installation nominal gauge A.3.2.1
In the transverse direction
In general, the sum of the allowances Σ3 is determined on the basis of the following:
Σ 3,i / a = Ttrack +
TD h + tg (Tsusp )[h − hC 0 ]>0 + tg (Tload )[h − hC 0 ]>0 + Supl. L
(A.31)
The term Supl is to be determined on the basis of the values that the infrastructure manager wishes to take into account. The semi-width of the installation nominal gauge is determined by:
bnom ,i = bRP + S i + Σ 3,i
(A.32)
and
bnom ,a = bRP + S a + Σ 3,a A.3.2.2
(A.33)
In the vertical direction
Generally, the sum of the allowances ΣV3 is determined for point Q on the basis of the following formulation:
LT Σ V3,Qa = bQ + D + bQ tg (Tload ) + bQ tg (Tsusp ) + TN + Supl 2 L
(A.34)
LT Σ V3,Qi = bQ − D + bQ tg (Tload ) + bQ tg (Tsusp ) + TN + Supl 2 L
(A.35)
For the other points of the upper parts and for the lower parts, the first four phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.3.3 For the installation limit gauge A.3.3.1 A.3.3.1.1
In the transverse direction Basic formula
Generally, the sum of the allowances Σ2 is determined for point Q on the basis of the following formulation:
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2 track
Σ 2 ,i / a = k T
T + D L
2
h + tg (Tsusp )[h − hC 0 ]>0
[
] + [tg (T )[h − h ] ] 2
2
C 0 >0
load
(A.36)
It shall be noted that the coefficients are generally different for the inside and the outside of the curve. A.3.3.1.2
Determination of the semi-width on the inside of the curve
The semi-width of the gauge is determined on the inside of the curve by:
blim, i = bRP + S i + Σ 2 ,i A.3.3.1.3
(A.37)
Determination of the semi-width on the outside of the curve
The semi-width of the gauge is determined on the outside of the curve as a function of the cant deficiency by:
blim, a = bRP + S a + Σ 2,a A.3.3.2
(A.38)
In the vertical direction
Generally, the sum of the allowances ΣV2 is determined for point Q on the basis of the following formulation: 2
Σ V2,Qa
2 L TD 2 2 = k bQ + + bQ2 tg (Tload ) + bQ2 tg (Tsusp ) + TN2 2 L
(A.39)
2
Σ V2,Qi
2 L T 2 2 = k bQ − D + bQ2 tg (Tload ) + bQ2 tg (Tsusp ) + TN2 2 L
(A.40)
For the other points of the upper parts and for the lower parts, the first four phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.3.4 Limit gauge A.3.4.1
In the transverse direction
Generally, the sum of the allowances Σ1 is determined for point Q on the basis of the following formulation:
[
]
∑1,i / a = k tg (Tsusp )[h − hC 0 ]>0 + [tg (Tload )[h − hC 0 ]>0 ] 2
22
(A.41)
and the semi-width of the gauge is determined by:
blim, i = bRP + S i + Σ1,i
(A.42)
blim, a = bRP + S a + Σ1,a
(A.43)
and
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A.3.4.2
In the vertical direction
Generally, the sum of the allowances ΣV1 is determined for point Q on the basis of the following formulation: 2 2 ΣV 1,Qa = k . bQ2 Tload + bQ2 Tsusp + TN2
(A.44)
2 2 ΣV 1,Qi = k . bQ2 Tload + bQ2 Tsusp + TN2
(A.45)
For the other points of the upper parts and for the lower parts, the first four phenomena are not to be considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained above.
A.3.5 For the installation nominal distance between centres On the basis of the phenomena described in 5.2.2, the principle expressed above is translated by the following formulae. Compared to the structure gauge, the random phenomena of both tracks shall be taken simultaneously. Assuming that they are equal for both tracks, this is translated by the root of 2 at the beginning of the formula. The formula is only applied at the level of the upper point P. For the installation nominal distance between centres:
Σ EA3 = (Σ 3,i / a )track1 + (Σ 3,i / a )track 2
(A.46)
the formulae of A.3.2 are used. The choice of i or a depends on the effect determined for the track in question:
when the track examined is located on the outside of the curve, the parameters used have the subscript "a";
when the track examined is located on the inside of the curve, the parameters used have the subscript "i";
It shall be noted that the coefficients are generally different for the inside and the outside of the curve. The installation nominal distance between centres is determined, in the case of two concentric tracks, on the basis of: (A.47)
EA3 = 2.bRP + S a + S i + Σ EA 3
A.3.6 For the installation limit distance between centres For the installation limit distance between centres:
Σ EA 2 =
(Σ )
2 2,i / a track 1
(
+ Σ 22,i / a
)
track 2
(A.48)
The formulae of A.3.3 are used. The installation limit distance between centres is determined, in the case of two concentric tracks, on the basis of:
EA2 = 2.bRP + S a + S i + Σ EA 2
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(A.49)
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A.3.7 For the limit distance between centres In the case of the limit distance between centres, the following is determined:
Σ EA1 =
(Σ )
2 1,i / a track 1
(
+ Σ12,i / a
)
track 2
(A.50)
The formulae of A.3.4 are used. The limit distance between centres is determined, in the case of two concentric tracks, on the basis of:
EA1 = 2.bRP + S a + S i + Σ EA1
(A.51)
The cant deficiency is used for the track on the inside of the curve, the cant for the track on the outside of the curve.
A.3.8 For the pantograph gauge The same formulae as those used for the installation limit gauge and the limit gauge are used depending on the heights involved.
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Annex B (informative) Recommended values for calculation of the structure gauge and calculation examples
B.1 Recommendations for coefficients Annex A of this standard gives a calculation methodology. Coefficients to be taken into account in the abovementioned formulae depend on a set of parameters:
the track-laying system (e.g. ballast/slab, heavy/light sleepers, type of ballast, short rails/continuous welded rails, etc.);
the maintenance requirements (e.g. operational tolerances, maintenance policy, periodicity of check, etc.);
the agreements between the vehicle department and the infrastructure department (especially in the case of certain dissymmetries);
the running velocity (for the dynamic effects);
the experience of the infrastructure manager with the vehicle (dynamic interactions).
As the ballast-laying system is very widely used and the maintenance rules are very similar on the various networks, the values given in the Annex may be considered as related to the general case providing an acceptable safety level while following the conventional maintenance rules. In the case of the slab-laying system, the parameters related to the crosslevel error and to the positioning may generally be disregarded. Moreover, for the parameter representing the effect of the oscillations, it is assumed that the track is always in a good and constant condition. NOTE It should be noted that, in the case of slab-laid tracks, the limit gauge and the installation limit gauge coincide. This is due to the fact that the track position and its cant are generally not easily changeable during a maintenance operation. Therefore, in this case, it is no longer useful to differentiate the two limit gauges.
A proposal of values under the above conditions is given in the table below. For the dissymmetry η0, these values are related to most profiles recommending a 1° upper limit.
70
Parameters
Ballasted track
Slab
Inside of the curve
Outside of the curve
Inside of the curve
Outside of the curve
0,025 m
0,025 m
0,005 m
0,005 m
0,020 m
0,020 m
0,005 m
0,005 m
V > 80 km/h
0,015 m
0,015 m
0,005 m
0,005 m
Very good track quality
0,007 m
0,039 m
to
to
0,007 m
0,039 m
0,013 m
0,065 m
Track position Crosslevel error
Symbol
Table B.1 — Coefficients of the allowances recommended for the static and kinematic gauges
Oscillations
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Ttrack
V ≤ 80 km/h TD
to
Tosc
Other tracks
Loading dissymmetry
Tload
0,77°
0,77°
0,77°
0,77°
Suspension adjustment dissymmetry
Tsusp
0,23°
0,23°
0,23°
0,23°
Track vertical tolerance
TN
Structure gauge security coefficient
k
1,2
1,2
1,2
1,2
Pantograph gauge security coefficient
k’
1
1
1
1
Left to the discretion of the infrastructure manager
NOTE 1 Recommendations only, not mandatory. Specific situations allow derogations. For example: blockage of track at platform – Other example: inside of curve at low speed. NOTE 2 The quality values can be considered as being relative to the results obtained with the track quality measuring coach.
If they are used in the formulae, the same values apply for the dynamic gauge.
B.2 Examples of kinematic calculation B.2.1 Limit gauge and installation limit gauge As an example, the calculation for the following figure is given:
gauge G1 (see EN 15273-1);
values of allowances recommended for ballasted tracks (see Table B.1);
track condition : bad ("other tracks");
V > 80 km/h;
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local rail gauge : 1 435 mm;
straight track without cant.
The calculation for the point at 3 250 mm is summarized as follows for the outside of the curve and taking into account the maintenance allowances. The other calculations are similar.
0.015 0.015 Σ'2a = 1.2 0.0252 + 3.25 + 0.4 [3.25− 0.5c ] 1 . 5 1 . 5
[
+ tg(0.23°)[3.25 − 0.5c ]
2
] + [tg(0,77°)[3.25 − 0.5] 2
>0
]2 + [10,,54 0,065[3,25 − 0,5]]2
(B.1)
The result of the calculations for the whole profile is given in Table A.4 with, respectively, the semi-width of the reference profile, of the installation limit gauge and of the limit gauge. Table B.2 —Structure gauge G1 Dimensions in millimetres bCR
hCR
bnom
blim
bver
1 520 1 620 1 620 1 645 1 645 1 425 1 120 525 0 -525 -1 120 -1 425 -1 645 -1 645 -1 620 -1 620 -1 520
400 400 1 170 1 170 3 250 3 700 4 010 4 310 4 310 4 310 4 010 3 700 3 250 1 170 1 170 400 400
1 550 1 650 1 677 1 702 1 782 1 579 1 286 703 -178 -703 -1 286 -1 579 -1 782 -1 702 -1 677 -1 650 -1 550
1 551 1 651 1 660 1 685 1 735 1 527 1 231 644 -119 -644 -1 231 -1 527 -1 735 -1 685 -1 660 -1 651 -1 551
1 520 1 620 1 631 1 656 1 692 1 479 1 180 590 -65 -590 -1 180 -1 479 -1 692 -1 656 -1 631 -1 620 -1 520
B.2.2 Nominal, installation limit and limit distances between centres The calculation for the distance between centres for gauge G1 is given below with the following conditions: hP = 3 250 mm bRP = 1 645 In the case of two concentric tracks (see Figure 4): R1 = R2 = 450 m D1 = 120 mm D2 = 90 mm
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V1 = 0 km/h V2 = 80 km/h ℓ1 = 1,435 m ; ℓ2 =1,445 m The general formula applicable for gauge G1 is:
EA ≥ 1, 645 +
+ 1, 645 +
3 , 75 l − 1, 435 0 , 4 + + [ D 1 − 0 , 05 ] R1 2 1, 5
3 , 75 l − 1, 435 0 , 4 + + [ I 2 − 0 , 05 ] R2 2 1, 5
[ 3 , 25 − 0 , 5 ]
[3 , 25 − 0 , 5 ] + 3 , 25 [ D 1 − D 2 ] + Σ EA 1, 5
(B.2)
On the basis of the general cant deficiency rules, this gives: I2 = 79 mm The allowance ΣEAi calculated according to the formula in A.2 becomes
ΣEA1 = 74 mm, ΣEA2 = 132 mm, ΣEA3 = 212 mm, which gives the following result: EA1 > 1,645 + (0,008+0,000 + 0,052) + 1,645 + (0,008+0,005 + 0,022) +0,065+ 0,074 = 3,524 m EA2 > 1,645 + (0,008+0,000 + 0,052) + 1,645 + (0,008+0,005 + 0,022) +0,065+ 0,132 = 3,582 m EA3 > 1,645 + (0,008+0,000 + 0,052) + 1,645 + (0,008+0,005 + 0,022) +0,065+ 0,309 = 3,809 m
B.2.3 Pantograph gauge B.2.3.1
Introduction
While installing structures, a distinction shall be made between structures generating a hazard of electric interference and those that do not generate such a hazard. Structures not generating such a hazard may be installed at the limit of the electrical gauge. On the other hand, those generating such a hazard shall comply with an insulating distance belec, to be defined by the infrastructure manager. The following case is a calculation example:
a pantograph gauge defined on the basis;
GE1 according to Annex C;
a pantograph 1 600 mm wide;
an insulated horn of (cw =) 265 mm wide;
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tolerance values recommended by Table B.1;
a dynamic insulating distance belec,dyn of 170 mm a static insulating distance belec,stat of 270 mm;.
a track with curve radius of 350 m;
a track with cant D of 100 mm;
a local rail gauge ℓ of 1445 mm;
train running at 70 km/h, which results into a cant deficiency I of 66 mm;
effective height hef of 5 500 mm
B.2.3.2 B.2.3.2.1
Pantograph installation limit gauge on a straight track In the transverse direction
The values ofΣ, calculated according to the methodology of A.1, are given in Table B.4 below. In order to evaluate the insulating distances, the calculation shall be considered under stationary and maximum speed conditions. The parameters that change with the speed are belec and Σj. (Σj, i specifies the value stationary and Σj, a gives the value at maximum speed). The calculation on the inside of the curve therefore corresponds to the calculation stationary and the calculation on the outside of the curve to the calculation at maximum speed. On the straight track, the larger of the two values shall be considered. Table B.3 — Pantograph gauge Dimensions in millimetres
Height
Limit gauge
Installation limit gauge
H'
Σ΄1i
Σ΄1A
Σ΄2i
Σ΄2a
5 000
76
95
138
149
6 500
102
126
180
195
The pantograph width is calculated below with these figures for the limit gauge.
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Table B.4 — Pantograph gauge – upper verification point at h’o Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄oi, mec
800
0
170
0
0
0
102
1 072
b΄oa, mec
800
0
170
0
0
0
126
1 096
b΄oi, elec
800
-265
170
270
0
0
102
1 077
b΄oa, elec
800
-265
170
170
0
0
126
1 001
Table B.5 — Pantograph gauge – lower verification point at h’u Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄ui, mec
800
0
110
0
0
0
76
986
b΄ua, mec
800
0
110
0
0
0
95
1 005
b΄ui, elec
800
-265
110
270
0
0
76
991
b΄ua, elec
800
-265
110
170
0
0
95
910
From these results, it can be concluded that the most unfavourable situation for the calculation of the mechanical gauge width on a straight track is that at maximum speed, whilst for the electric gauge, the stationary situation can be considered the most severe. It shall be noted that the result definitely becomes symmetrical. B.2.3.2.2
In the vertical direction
To determine the pantograph gauge height, the same factors have to be considered. In this case, the vertical oscillation of the wire increases with the speed, whereas the electrical insulating distance decreases. Calculation of the first criterion does not come within the scope of this standard. Therefore, conservatively, the most severe situation is regarded to occur with the maximum value of the two parameters. Therefore, the calculations are continued with the dynamic insulating distance. When the gauge is defined on the basis of a single type of pantograph, a gauge definition as illustrated in Figure A.2 is obtained.
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Dimensions in millimetres
Key 1
pantograph chimney
2
mechanical gauge
3
electrical gauge Figure B.1 — Envelope of the mechanical and electrical verification gauge on a straight track
B.2.3.3
Situation in a curve
In a curve, the additional overthrows and quasi-static effect are added: Sa = Si = 350/2.5 + (1 445-1 435)/2 = 12 mm
qsa = 0 qsiu = 25,5 mm and qsio = 33,1 mm In order to evaluate the effect of the electrical insulating distance, the two cases stationary and running are considered. When stationary, the static electrical insulating distance, a quasi-static effect corresponding to the value on the inside of the curve (qsi) and a sum of the allowances corresponding to the inside of the curve Σj,i. shall be considered.
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Table B.6 — Pantograph gauge – for V = 0 at h’o Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄oi, mec
800
0
170
0
12
33
102
1 117
b΄oa, mec
800
0
170
0
12
0
102
1 084
b΄oi ,elec
800
-265
170
270
12
33
102
1 122
b΄oa, elec
800
-265
170
270
12
0
102
1 089
Table B.7 — Pantograph gauge – for V = 0 to h’u Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄ui, mec
800
0
110
0
12
25
76
1 023
b΄ua, mec
800
0
110
0
12
0
76
998
b΄ui, elec
800
-265
110
270
12
25
76
1 028
b΄ua, elec
800
-265
110
270
12
0
76
1 003
When running, the dynamic electrical insulating distance applies. At reduced speed, the quasi-static effect can be regarded as that when stationary. Table B.8 — Pantograph gauge – for V > 0 at h’o Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄oi, mec
800
0
170
0
12
33
102
1 117
b΄oa, mec
800
0
170
0
12
0
126
1 108
b΄oi, elec
800
-265
170
170
12
33
102
1 022
b΄oa, elec
800
-265
170
170
12
0
126
1 013
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Table B.9 — Pantograph gauge – for V > 0 at h’u Dimensions in millimetres bw
-cw
ep
belec
S΄
qs
Σj
Total b΄
b΄ui, mec
800
0
110
0
12
26
76
1 024
b΄ua, mec
800
0
110
0
12
0
95
1 017
b΄ui, elec
800
-265
110
170
12
26
76
929
b΄ua, elec
800
-265
110
170
12
0
95
922
For the mechanical gauge, it is found that, on the outside of the curve, the most unfavourable case for the electrical gauge occurs when stationary; the quasi-static effect on the outside of the curve no longer plays a role. In the height direction, the same considerations apply as on the straight track. In this case, the mechanical gauge is determined for trains that are running while the electrical gauge is determined for the inside of the curve by the stationary situation and for the outside of the curve by the train running at maximum speed. The strict limit gauge is then given by the following Figure B.2.
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Dimensions in millimetres
Key 1
mechanical gauge
2
electrical gauge
(a) on the outside of the curve (i)
on the inside of the curve Figure B.2 — Envelope of the "strict" mechanical and electrical gauge in a curve
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Annex C (normative) International gauges G1, GA, GB and GC
C.1 General C.1.1 Application Gauge G1 is generally applicable for international rail transport in Europe. Originally, gauges GA, GB and GC were defined for container rail transport in Europe. It is recommended clearing GA on all the interoperable freight transport networks. It is recommended providing train paths on the European network corresponding to gauge GB, or even GC.
C.1.2 Gauge types Kinematic and static gauges exist. For the definition of the corresponding structure gauge, the kinematic definitions are used.
C.1.3 Parameters and common rules In principle, all the reference profile dimensions are given below in mm. The values to be used in the formulae are in m unless otherwise indicated. All these gauges are defined on the basis of gauge G1. Their application concerns only the upper parts at h > 3,250 m. All the points h ≤ 3,250 m follow the rules for gauge G1. Point h = 3,250 m shall be connected to the first point h > 3,250 m of the gauge by a straight line. The result of this is that all the lower parts are the same for all the gauges. The pantograph gauge is also generally applicable. It shall be noted that the pantograph used may be different. For the associated rules, the following values shall be used except for the pantograph gauge.
L = 1, 500 m and ℓnom =1,435 m;
s0 = 0,4 (for G1 and GC) ; s0 = 0,4 or 0,3 (for GA and GB depending on the height);
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
The rules for the additional overthrows differ according to the gauges used. The random effects to be considered when determining the allowances are given in Clause 7 of this standard.
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The superelevation of the upper parts is given by:
∆hRV =
50 RV
(C.1)
For the lower parts, a lowering is applied, given by:
∆hRV =
− 50 RV
(C.2)
The radius RV is limited to 500 m. Dimensions not exceeding 80 mm are regarded as being zero in radii Rv between 625 m and 500 m. The characteristics of these reference vehicles are determined on the basis of the rules given in Annex F and are listed in Table F.2. All the dimensions in the figures are in mm, in the formulae in m, unless specified otherwise.
C.1.4 Calculation of distance between centres The lateral part is located at the same distance from the track centreline for all the gauges; it shall be noted, however, that the limit distance between centres is different for gauge GC and the other gauges as the upper point of the lateral part (P) is higher in the case of gauge GC.
C.1.5 Pantograph free passage gauge The free passage gauge parameters are different from those for the structure gauges themselves:
L = 1, 500 m and ℓnom =1,435 m;
s0 = 0,225;
hc0 = 0,5 m;
I0 = 0,066 m and D0 = 0,066 m;
h’o = 6,500 m and h’u = 5,000 m.
The semi-width is determined as a function (of the semi-width) of the pantograph considered.
C.1.6 Gauge parts The gauge comprises different parts: The lower parts are located up to 400 mm above the running surface and apply to all the gauges in question. Particular attention shall be paid to the gauge for the lower parts that is applicable everywhere apart from on tracks fitted with rail brakes. For these, a special gauge is defined. The former shall also be complied with even on tracks with rail brakes, but only in the disengaged position. The lateral parts are the same for all the gauges up to a height of 3 250 mm above the running surface (see gauge G1). The upper parts are different for all the gauges, both with regard to the reference profile and the associated rules.
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The pantograph gauge is common to all the gauges concerned. In the following, the reference profiles are defined with the rules for the additional overthrows and the quasistatic effect.
C.2 Gauge for the upper parts (h > 400 mm) C.2.1 Gauge G1 Dimensions in millimetres
Figure C.1 — Kinematic reference profile of gauge G1 Table C.1 — Formulae for S and qs of gauge G1 Dimensions in metres Radius R Additional overthrows S
∞ ≥ R ≥ 250
250 > R ≥ 150 qs All
82
On the inside of the curve
3 , 75 R
+
On the outside of the curve
l − 1, 435 2
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 60 − 0 , 225 + R 2
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
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C.2.2 Gauges GA and GB Dimensions in millimetres
Figure C.2 — Kinematic reference profile of gauges GA and GB Table C.2 — Formulae for S of gauges GA and GB Dimensions in metres
Height h
h ≤ 3,250
Radius R
∞ ≥ R ≥ 250
(≡ G1) 250 > R ≥ 150 3,250 < h ≤ 3,880 (GA)
SI (on the inside of the curve)
3 , 75 R
Sa (on the outside of the curve)
+
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 2
l − 1, 435 60 − 0 , 225 + R 2
All
Point h 3,250 shall be connected by a straight line to points h 3,880 or 4,110.
∞ ≥ R ≥ 250
20 l − 1, 435 + R 2
250 ≥ R ≥ 150
l − 1, 435 50 − 0 ,120 + R 2
3,250 < h ≤ 4,110 (GB)
h > 3,880 (GA) h > 4,110 (GB)
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Table C.3 — Formulae for qs of gauges GA and GB Dimensions in metres Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve)
h ≤ 3,250
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
(≡ G1) 3,250 < h ≤ 3,880 (GA)
Point h 3,250 shall be connected by a straight line to points h 3,880 or 4,110. 3,250 < h ≤ 4,110 (GB) h > 3,880 (GA) h > 4,110 (GB) NOTE
0,3 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,3 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,5
The corresponding flexibility values s0 are given in EN 15273-1.
C.2.3 Gauge GC Dimensions in millimetres
Figure C.3 — Kinematic reference profile of gauge GC The rules are the same as for gauge G1 whatever the height h.
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Table C.4 — Formulae for S and qs of gauge GC Dimensions in metres Radius R Additional overthrows S
on the inside of the curve
3 , 75
∞ ≥ R ≥ 250
250 > R ≥ 150
qs All
R
+
on the outside of the curve
l − 1, 435 2
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 60 − 0 , 225 + R 2
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
C.3 Lower parts (h ≤ 0,400 m) C.3.1 Lower parts of GIC2 – generally applicable This gauge is applicable on all the networks for the operation of all types of international vehicles. Dimensions in millimetres
Key 1 zone to be mandatorily cleared for passage of the wheel flanges 2 installation zone of the active flanges of check rails, any other structure is prohibited 3 lower limit position of vehicle-mounted parts, except wheels 4 contact ramp installation zone NOTE
In the section transitions of radius Rv ≥ 500 m, the vertical dimensions up to 130 mm above the running
surface are to be reduced by
50
Rv
m (Rv in m). Dimensions not exceeding 80 mm are regarded as being zero in the radii
Rv between 625 mm and 500 m.
Figure C.4 — Kinematic reference profile of GIC2
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Table C.5 — Lower parts of GIC2 with rail brakes applied Dimensions in metres
Radius R
SI (on the inside of the curve)
Sa (on the outside of the curve)
∞ ≥ R ≥ 250
2,5 l − 1,435 + R 2
2,5 l − 1,435 + R 2
250 > R ≥ 150
50 l − 1,435 − 0,190 + R 2
60 l − 1,435 − 0,230 + R 2
The quasi-static effect does not play a role if h < 0,5 m.
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C.3.2 Lower parts of GIC1 – Tracks for rail brake equipment This gauge is applicable on infrastructures to be fitted with rail brakes. Dimensions in millimetres
Key 1
zone to be mandatorily cleared for the passage of wheel flanges
2
installation zone of the active flanges of check rails, any other structure is prohibited
3
rail brakes in the disengaged position
4
gauge (limit position) of the outside of the wheel
5
zone reserved for the projection of the brake shoes only (no fixed installations)
6
maximum height of the retarders
a
running surface
b
kinematic reference profile centreline
(1) effective limit position of the inside surface of the wheel when the opposite wheel is in flange contact. (2) no fixed track equipment shall penetrate this zone, only the retractable retarders may penetrate it when being retracted. (3) rail brakes and other shunting or stopping devices in the activated position may attain the dimensions 115 mm/125 mm, in particular locking retarders 125 mm in height, and be linstalled in curve radii of R ≥ 150 m. (4) in section transitions of radius Rv ≥ 500 m, these vertical dimensions are to be reduced by 50
Rv
m
(Rv in m). For structures not integral with the track, account shall also be taken of a track maintenance vertical allowance Mv NOTE
In the section transitions of radius Rv ≥ 500 m, the vertical dimensions up to 130 mm above the running
surface are to be reduced by
50
Rv
m (Rv in m).
Figure C.5 — Kinematic reference profile of GIC1 with applied rail brakes
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Table C.6 — Lower parts of GIC1 with applied rail brakes Dimensions in metres Radius R
SI (on the inside of the curve)
Sa (on the outside of the curve)
∞ ≥ R ≥ 250
2,5 l − 1,435 + R 2
2,5 l − 1,435 + R 2
250 > R ≥ 150
50 l − 1,435 − 0,190 + R 2
60 l − 1,435 − 0,230 + R 2
The quasi-static effect does not play a role if h < 0,5 m. On parts of humps accessible via hump-avoiding tracks and likely to be occupied by main-line locomotives and special wagons not authorized to run over marshalling humps or rail brakes or other shunting and stopping devices in the activated position:
the shunting and stopping devices in the retracted position shall clear the gauges listed in Figures C.4 in C.3.1;
the convex and concave gradient transition radii shall be ≥ 500 m.
C.3.2.1
Vertical lowering
C.3.2.1.1
Nominal value
All the vertical dimensions (h ≤ 0,400 m) vary with the vertical radius according to:
∆hRV =
− 50 RV
(C.3)
The value of RV is limited to 500 m. Dimensions not exceeding 80 mm are regarded as being zero in radii Rv between 625 m and 500 m. C.3.2.1.2
Gradient transitions of marshalling humps
In addition to the lowering rules, account is taken of the following transition rules. The requirements below contain two series of height dimensions applicable to the rail brakes or other shunting and stopping devices in the activated position. They have been drawn up to take into account the various vehicle types likely to drop below the rail brake limit. In the humps, the rail brakes and other shunting and stopping devices, in the activated position, may attain the maximum height of115 mm/125 mm above the running surface:
within and close to the concave gradient transitions of radius Rv ≥ 300m;
on the parts of non-vertically curved track located 3 m (5 m) at least from the start of the convex gradient transitions of radius Rv ≥ 250 m.
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The distance of 3 m applies for classic humps. The distance of 5 m allows the passage of low-floor vehicles intended for combined rail-road traffic or pocket wagons. At the convex transition limit of radius Rv ≥ 250 m, the dimensions 115 mm/125 mm shall be reduced by a value ev (m) equal to: ev1 = 0,040 ×
250 RV
and ev2 = 0,050 ×
250 RV
(C.4)
Key 1
classic hump
2
shunting gradient
3
vehicle
4
convex
5
concave
6
running surface
a
115 mm or 125 mm
b
75 mm or 85 mm Figure C.6 — Gradient transitions on marshalling humps
For the classic humps, between the section from which the dimensions 115 mm/125 mm are applicable, i.e. 3 m from the start of the transition and this starting point, the height reductions shall be effected linearly, i.e.: ev1 = 0,040 ·
250 3 − x · 3 RV
(C.5)
x being the distance of the section considered relative to the start of the transition.
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For humps where operation of the low-floor vehicles is planned for combined rail-road or pocket wagon traffic, between the section from which the dimensions 115 mm/125 mm are applicable, i.e. 5 m from the start of the transition and this starting point, the height reductions shall be at least equal to the value of ev2 given below:
(15,80 − x ) 3 250 − 0,024 × 53325 RV
ev2 =
Figure C.7 — Height reductions
90
(C.6)
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C.3.3 Lower parts for "rolling" roads – GIC3 This gauge is applicable to lines for special vehicles. Dimensions in millimetres
Key 1 zone to be mandatorily cleared for passage of the wheel flanges 2 installation zone of the active flanges of check rails, any other structure is prohibited 3 lower limit position of vehicle-mounted parts, except wheels 4 contact ramp installation zone NOTE
50.000
In the section transitions of radius Rv ≥ 500 m, the vertical dimensions marked with (*) are to be reduced by
Rv
mm (Rv in m). Dimensions not exceeding 80 mm are regarded as being zero in the radii Rv between 625 mm
and 500 m.
Figure C.8 — Kinematic reference profile of GIC3
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Table C.7 — Lower parts GIC2 Dimensions in metres
Height
Radius R
SI (on the inside of the curve)
Sa (on the outside of the curve)
∞ ≥ R ≥ 250
2,5 l − 1,435 + R 2
2,5 l − 1,435 + R 2
250 ≥ R ≥ 150
50 l − 1,435 − 0,190 + R 2
60 l − 1,435 − 0,230 + R 2
h = 0,400
0,250 < h < 0,400
All
Point h = 0,400 and point h = 0,250 shall be connected by a straight line
∞ ≥ R ≥ 250
2,5 l − 1,435 + R 2
l − 1,435 2
250 ≥ R ≥ 150
37,5 l − 1,435 − 0,140 + R 2
40 l − 1,435 − 0,160 + R 2
h ≤ 0,250
The quasi-static effect does not play a role if h < 0,5 m.
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C.3.4 Pantograph free passage gauge Dimensions in millimetres
Key Y 1 2 3
track centreline chimney mechanical profile electrical profile Figure C.9 — Pantograph free passage gauge Table C.8 — Associated rules for pantograph free passage gauge Dimensions in metres Radius R Additional overthrows S
All
qs All
on the inside of the curve
2,5 R
on the outside of the curve
+
0,225 [D − 0,066] >0 [ h − 0 , 5 ]>0 1,5
l − 1, 435 2 0,225 [I − 0,066] >0 [ h − 0 , 5 ]>0 1,5
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Annex D (normative) Gauges for multilateral and national agreements
D.1 Introduction This Annex groups together different gauges used in Europe. Their application is very often limited to a few countries. Certain gauges such as the G2, the GB1 and GB2 may be regarded as derivatives of the international gauges defined in Annex C of this European Standard; others differ completely from them. The choice of clearing one or several of these gauges depends solely on the infrastructure manager. All types of gauges (static, kinematic and dynamic) exist. In the case of kinematic gauges, there are often corresponding static gauges, with the same name. Where only the static gauge exists without associated rules for the infrastructure, the nominal installation gauge used is given for information, if there is no installation limit gauge; the corresponding reference profile is mentioned in EN 15273-1 and EN 15273-2. The characteristics of the reference vehicles corresponding to the gauges defined in this Annex and necessary for the transition calculation in curves and turnouts are given in Table F.2 where it is possible to determine them. The various gauges have been grouped by type in the following sub-clauses. All the dimensions in the figures are in mm, in the formulae in m, unless otherwise indicated.
D.2 Kinematic gauges derived from international gauges D.2.1 Gauge G2 D.2.1.1
General
This gauge is determined on the basis of the rules for international gauge G1 and only differs in its reference profile. It consists of a kinematic gauge with the same associated rules, in which the lower parts and pantograph free passage gauge are those of G1. This gauge is cleared on the main parts of the various networks in Europe (e.g. Germany, Austria, Netherlands, Switzerland, etc.). D.2.1.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,500 m and ℓnom =1,435 m;
s0 = 0,4;
hc0 = 0,5 m;
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I0 = 0,05 m and D0 = 0,05 m.
D.2.1.3
Definition of the gauge Dimensions in millimetres
Key 1
running surface Figure D.1 — Kinematic reference profile of gauge G2 Table D.1 — Formulae for S and qs of gauge G2 Dimensions in metres Radius R ∞ ≥ R ≥ 250 Additional overthrows S 250 > R ≥ 150
qs
All
on the inside of the curve
3 , 75 R
+
on the outside of the curve
l − 1, 435 2
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 60 − 0 , 225 + R 2
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
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D.2.2 Gauges GB1 and GB2 D.2.2.1
General
The gauges are determined on the basis of international gauge GB and the only difference is in their reference profile in the upper parts (> 3 250 m). It consists of a kinematic gauge with the same associated rules, the lower parts and the pantograph free passage gauge are those of G1. These gauges are cleared on the main parts of the various networks in Western Europe (e.g. GB1 in France, GB2 in Italy, etc.) D.2.2.2
Main parameters
For the associated rules, the following values are applicable
L = 1,500 m and ℓnom =1,435 m;
s0 = 0,3;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
D.2.2.3
Definition of the gauge Dimensions in millimetres
Key 1
running surface Figure D.2 — Kinematic reference profile of gauge GB1
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Dimensions in millimetres
Key 1
running surface Figure D.3 — Kinematic reference profile of gauge GB2
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D.2.2.4
Associated rules Table D.2 – Rules for additional overthrows Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
3 , 75
∞ ≥ R ≥ 250 m
R
Sa (on the outside of the curve)
+
l − 1, 435 2
h ≤ 3,250 250 > R ≥ 150 m
GB2
l − 1, 435 60 − 0 , 225 + R 2
GB1 The point h = 3,250 and the point h = 4,210 are to be connected by a straight line.
GB1 3,250 < h ≤ 4,210
l − 1, 435 50 − 0 ,185 + R 2
All
GB2 Point h = 3,250 and point h = 4,350 are to be connected by a straight line.
3,250 < h ≤ 4,350 ∞ ≥ R ≥ 250 m
20 l − 1, 435 + R 2
250 ≥ R ≥ 150 m
l − 1, 435 50 − 0 ,120 + R 2
h ≥ 4,210 m
Table D.3 — Quasi-static effect Dimensions in metres Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve)
h ≤ 3,250
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,500
3,250 < h ≤ 4,210
h ≥ 3,500
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Point h = 3 250 and point h = 4,210 are to be connected by a straight line.
0,3 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,3 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,500
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D.3 Static gauges derived from international gauges D.3.1 Gauge G1 D.3.1.1
General
This gauge is determined on the basis of international kinematic gauge G1 and only differs in its associated rules. When a flexibility s0 = 0,4 is adopted, it is merged with kinematic gauge G1. D.3.1.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,500 m and ℓnom =1,435 m;
s = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m;
z0 = 0,025 m.
The vertical uplift to be considered is 30 mm. The random effects to be considered when determining the allowances are given in Clause 6 of this standard. The superelevation of the upper parts (h ≥ 1,175 m) is given by:
∆hRV =
50 RV
(D.1)
For the lower parts (h< 0,400m), a lowering is applied, given by:
∆hRV =
− 50 not exceeding 80 mm RV
(D.2)
Passage over the marshalling humps follows the same rules as for kinematic gauge G1. The pantograph gauge is also merged with that of kinematic gauge G1.
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D.3.1.3
Definition of the upper parts of the gauge Dimensions in millimetres
Figure D.4 — Reference profile of static gauge G1 Table D.4 — Definition of the upper parts of the gauge Dimensions in metres Radius R ∞ ≥ R ≥ 250 Additional overthrows S 250 > R ≥ 150
qs
100
All
on the inside of the curve
on the outside of the curve
3,75 l − 1,435 + 0,045 + R 2 50 l − 1,435 − 0,140 + R 2
60 l − 1,435 − 0,180 + R 2
0,2 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,2 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,5
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D.3.1.4 D.3.1.4.1
Lower parts Lower parts generally applicable – GIC2 Dimensions in millimetres
Key 1
running surface
2
reference profile centreline
3
limit position of the outside surface of the wheel
4
theoretical maximum width of the flange profile, taking into account the possible angle of the wheelsets on the track
5
effective position of the inside surface of the tyre when the opposite wheel is in flange contact Figure D.5 — Reference profile of the lower parts – general application GIC2
D.3.1.4.2
Lower parts applicable on infrastructures to be fitted with rail brakes – GIC1 Dimensions in millimetres
Key 1
running surface
2
reference profile centreline
3
limit position of the outside surface of the wheel
4
theoretical maximum width of the flange profile, taking into account the possible angle of the wheelsets on the track
5
effective position of the inside surface of the tyre when the opposite wheel is in flange contact Figure D.6 — Reference profile of the lower parts – infrastructure to be fitted with rail brakes – GIC1
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D.3.1.4.3
Associated rules Table D.5 — Associated rules Dimensions in metres
Radius R
SI (on the inside of the curve)
2,5 l − 1,435 + 0,045 + R 2
∞ ≥ R ≥ 250
250 > R ≥ 150
Sa (on the outside of the curve)
50 l − 1,435 − 0,145 + R 2
60 l − 1,435 − 0,185 + R 2
The quasi-static effect can be disregarded.
D.3.2 Gauge G2 D.3.2.1
General
This gauge is determined on the basis of kinematic gauge G2 and only differs in its associated rules. If a flexibility of s0 = 0,4 is adopted, it is merged with kinematic gauge G2. D.3.2.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,500 m and ℓnom =1,435 m;
S0 = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m;
z0 = 0,025 m.
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D.3.2.3
Definition of the gauge Dimensions in millimetres
Figure D.7 — Reference profile of static gauge G2 Table D.6 — Definition of the gauge Dimensions in metres Radius R ∞ ≥ R ≥ 250 Additional overthrows S
qs
on the inside of the curve
on the outside of the curve
3,75 l − 1,435 + 0,045 + R 2
250 ≥ R ≥ 150
50 l − 1,435 − 0,140 + R 2
60 l − 1,435 − 0,180 + R 2
All
0,2 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,2 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,5
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D.3.3 Gauges GA, GB and GC D.3.3.1
General
These gauges are determined on the basis of kinematic gauges GA, GB, GC and on only differ in their associated rules. When a flexibility of s0 = 0,3 is adopted, they are merged with kinematic gauges GA, GB and GC. D.3.3.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,500 m and nom =1,435 m;
s0 = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m;
z0 = 0,025 m.
D.3.3.3
Definition of the gauge Dimensions in millimetres
Key 1
running surface Figure D.8 — Reference profile of static gauge GA, GB and GC
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Table D.7 — Additional overthrows for GA and GB Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
3,75 l − 1,435 + 0,045 + R 2
∞ ≥ R ≥ 250 h ≤ 3,220 250 > R ≥ 150 3,220 < h ≤ 3,880 (GA) 3,220 < h ≤ 4,080 (GB)
h ≥ 3,850 (GA)
Sa (on the outside of the curve)
50 l − 1,435 − 0,140 + R 2
60 l − 1,435 − 0,180 + R 2
All
Point h 3,250 and point h 4,210 are to be connected by a straight line.
∞ ≥ R ≥ 250
20 l − 1,435 + 0,045 + R 2
250 ≥ R ≥ 150
50 l − 1,435 − 0,075 + R 2
h ≥ 4,080 (GB)
Table D.8 — Quasi-static effect for GA and GB Dimensions in metres Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve)
All
0,2 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,2 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
Table D.9 — Additional overthrows for GC Dimensions in metres Radius R ∞ ≥ R ≥ 250
250 > R ≥ 150
On the inside of the curve
on the outside of the curve
3,75 l − 1,435 + 0,045 + R 2 50 l − 1,435 − 0,140 + R 2
60 l − 1,435 − 0,180 + R 2
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Table D.10 — Quasi-static effect for GC Dimensions in metres Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve)
All
0,2 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,2 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
D.4 National application gauge D.4.1 Belgian gauges BE1, BE2 and BE3 D.4.1.1
Application
Gauges BE1, BE2 and BE3 are kinematic gauges that differ from international gauges with regard to their profiles and the formulae for additional overthrows. The formulae for additional overthrows are determined on the basis of three reference vehicles that are generally different from those of the international gauges. For the other associated rules (e.g. quasi-static effect, vertical elevation/lowering, taking random phenomena into account, etc.), the formulae of gauge G1 are applicable. The definition of the gauges is limited to 100 mm above the running surface. Below this, the rules for G1 apply. Tracks fitted with rail brakes shall comply with the gauges of the lower parts of the corresponding G1. For tracks supplied by a 3 kV contact wire, a pantograph free passage gauge is determined for pantographs 1,760 m wide with different rules compared to those for G1:
epo = 0,245 m and epu = 0,170 m;
s’0 = 0,4;
I0 = D0 = 0,066 m.
For tracks supplied by a 25 kV contact wire, the pantograph free passage gauge G1 is applicable with the 1,600 m wide European head according to EN 50367. D.4.1.2
Main parameters
For the associated rules (except for pantographs), the following values are applicable:
L = 1, 500 m and ℓnom =1,435 m;
s0 = 0,4;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
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D.4.1.3
Reference profiles Dimensions in millimetres
Key 1
running surface Figure D.9 — Reference profile of gauge BE1
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Dimensions in millimetres
Key 1
running surface Figure D.10 — Reference profile of gauge BE2 Dimensions in millimetres
Key 1
running surface Figure D.11 — Reference profile of gauge BE3
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D.4.1.4
Associated rules Table D.11 — Rules for additional overthrows Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
∞ ≥ R ≥ 400
6 l − 1,435 + R 2
400 > R ≥ 250
28 l − 1,435 − 0,055 + R 2
250 > R ≥ 165
40,5 l − 1,435 − 0,105 + R 2
165 > R ≥ 150
60 l − 1,435 − 0,225 + R 2
∞ ≥ R ≥ 1 000
5 l − 1,435 + R 2
1,170 < h
R ≤ 1,170
Sa (on the outside of the curve)
1 000 > R ≥ 165
165 > R ≥ 150
26,47 l − 1,435 − 0,0215 + R 2
40,5 l − 1,435 − 0,105 + R 2
Table D.12 — Quasi-static effect Dimensions in metres Height h All heights
qsi (on the inside of the curve)
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
qsa (on the outside of the curve)
0,4 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,500
D.4.2 French gauges FR-3.3 D.4.2.1
Application
This gauge is determined on the basis of international gauge GB and only differs from it with regard to its reference profile in the upper parts (> 3 250 mm). It consists of a kinematic gauge with the same associated rules, in which the lower parts and the pantograph free passage gauge are those of G1. This gauge is cleared by the main parts of the French network in order to allow the operation of double-decker coaches.
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D.4.2.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,500 m and ℓnom = 1,435 m;
s0 = 0,3;
hc0 = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
D.4.2.3
Definition of the gauge Dimensions in millimetres
Key 1
running surface Figure D.12 — Gauge FR-3.3
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Table D.13 — Rules for additional overthrows Dimensions in metres Height h
Radius R
h ≤ 3,250
∞ ≥ R ≥ 250
250 > R ≥ 150
h ≥ 3,500 NOTE line.
SI (on the inside of the curve)
3 , 75 R
Sa (on the outside of the curve)
+
l − 1, 435 2
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 60 − 0 , 225 + R 2 37 , 5
∞ ≥ R ≥ 150
R
Between point h = 3,250 m and the first point h > 3,250 m the limit gauge is connected by a straight
Table D.14 — Quasi-static effect Dimensions in metres Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve)
h ≤ 3,250
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,500
h ≥ 3,500
0,3 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,500
0,3 [I − 0,05] >0 [ h − 0 , 5 ]>0 1,500
NOTE Between point h = 3,250 m and the first point h > 3,250 m the limit gauge is connected by a straight line.
D.4.3 Portuguese gauges PTb, PTb+ and PTc D.4.3.1
General
These gauges are defined for rail traffic in Portugal where they have been used since the 1950s. These gauges differ both with regard to the reference profiles and the associated rules for international gauges. In addition, it shall be noted that as the rail gauge is larger, the cant deficiency and associated rules formulae vary compared to the international gauges. They consist of kinematic gauges that follow the same rules as those given in Clause 7 of this European Standard and, therefore, they are almost at the maximum of the rules used by international gauges. For the lower parts, specific profiles exist for main line traffic and passage over the rail brakes.
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For the pantograph free passage gauge, the same rules apply as for the international gauge G1. The same reference heights are used. The reference vehicles that form the basis for the definition of these gauges are given in Annex F, in Table F.2 of this standard. D.4.3.2
Main parameters
For the associated rules, the following values are applicable:
L
1,733 m and lnom = 1,668 m;
s0
= 0,4;
hco = 0,5 m;
I0
D.4.3.3
= 0 m = D 0. Reference profiles of the upper parts Dimensions in millimetres
Key 1
running surface Figure D.13 — Reference profile of gauge Pb
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Dimensions in millimetres
Key 1
running surface Figure D.14 — Reference profile of gauge Pb+
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Dimensions in millimetres
Key 1
running surface Figure D.15 — Reference profile of gauge Pc
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D.4.3.4
Reference profiles of the lower parts Dimensions in millimetres
Key 1
running surface Figure D.16 — Reference profile of the lower parts on tracks not fitted with rail brakes Dimensions in millimetres
Key 1
running surface Figure D.17 — Reference profile of the lower parts on tracks fitted with rail brakes
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D.4.3.5
Associated rules
The associated rules are generally applicable for all the profiles defined above. Table D.15 — Associated rules Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
3,75 l − 1,668 + R 2
∞ ≥ R ≥ 250 h ≤ 0,400 250 > R ≥ 150
0,400
Sa (on the outside of the curve)
50 l − 1,668 − 0,190 + R 2
60 l − 1,668 − 0,230 + R 2
23,25 l − 1,668 + + 0,070 R 2
∞ ≥ R ≥ 250
R ≥ 150
0,700
50 l − 1,668 − 0,037 + R 2
31,75 l − 1,668 + + 0,029 R 2
∞ ≥ R ≥ 250
R ≥ 150
1,170
∞ ≥ R ≥ 250
50 l − 1,668 − 0,044 + R 2
250 > R ≥ 150
60 l − 1,668 − 0,084 + R 2
31,75 l − 1,668 + + 0,004 R 2
R ≥ 150
50 l − 1,668 − 0,120 + R 2
4,110 ≤ h (CPb) 4,210 ≤ h (CPb+)
Table D.16 — Quasi-static effect Dimensions in metres
116
Height h
qsi (on the inside of the curve)
qsa (on the outside of the curve) ]
All heights
0,4 D >0 [ h − 0 , 5 ] >0 1,733
0,4 I >0 [ h − 0 , 5 ] >0 1,733
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D.4.3.6
Vertical superelevation/lowering
The upper parts are to be raised by the value:
∆hRV =
50 RV
(D.3)
It shall be noted that, taking into account the presence of a large horizontal part of the upper part, it is necessary to add the allowances for covering the vertical roll effect as explained in 5.3.3. The lower parts are to be lowered by the value:
∆hRV = −
50 RV
(D.4)
D.4.4 Finnish gauge FIN1 D.4.4.1
General
This gauge is defined for the rail traffic in Finland. This gauge differs both with regard to the reference profile and the associated rules for international gauges. In addition, as the rail gauge is larger, the cant deficiency and associated rules formulae vary compared to the international gauges. It is a static gauge that more or less follows the rules of Clause 6 of this European Standard and, therefore, differs widely from the international gauges. In the absence of any associated rules for the determination of allowances, the nominal installation gauge is given in this part of the standard informally. The reference profile for this gauge is mentioned in EN 15273-2. It is based on this structure nominal gauge and can be used with the general rules given in this standard for determining a limit gauge or installation limit gauge. This installation nominal gauge includes the widening effect, the quasi-static effect due to the cant deficiency and all the allowances for the random phenomena. This gauge contains lower parts, upper parts and the pantograph free passage gauge, including guidance for passage over tracks fitted with rail brakes. In the absence of any clear associated rules, it is impossible to determine the limit distance between centres. Therefore, the nominal distance between centres is given below. D.4.4.2
Main parameters
For the associated rules, the following values are applicable:
L
= 1,600 m and lnom = 1,524 m;
s0
= 1 (on the inside of the curve) and s0 = 0 (on the outside of the curve);
hc0 = 0 m;
I 0 = 0 = D 0.
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D.4.4.3
Reference profiles of the upper parts Dimensions in millimetres
(*) 6 750 for V ≤ 160 km/h or 7 000 for V > 160 km/h Key 1
gauge applicable on the running line (outside the station)
2
gauge applicable in the station zone a
for main line
b
for secondary line
3
zone applicable on electrified line (for pantograph and contact wire)
4
zone where structures may be allowed (e.g. signals, ballast profile, etc.) k
= 50 mm for RV > 1 000 m ; = - 50 + RV /10 for 500 m > RV ≥ 1 000 m = 0 for 500 m ≥ RV Figure D.18 — Nominal gauge FIN1
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D.4.4.4
Associated rules
The dimensions of the profiles shall be increased by the additional overthrows and the quasi-static effect. The additional overthrows are identical on the inside and on the outside of the curve:
Si = S a =
36 R
(D.5)
The additional overthrows do not apply to the pantograph gauge and are therefore only applicable for h ≤ 5,600 m. The quasi-static effect is limited to the inside of the curve: qsi =
1 E.h 1,600
(D.6)
qsa = 0 D.4.4.5
Nominal distance between centres
The distance between centres shall be at least equal to the nominal distance between centres defined as a function of the speed given in the following table. In the case of new lines, the nominal distance between centres will be at least 4,500 m. Table D.17 — Nominal distance between centres EA [mm]
Vmax [km/h]
4 100+ ∆EA
140
4 300+ ∆EA
200
4 500
250
4 700
>250
Table D.18 — Values for ∆EA [mm] R
EAnom
EAnom
[m]
= 4 100 mm
= 4 300 mm
> 4 000
-
-
4 000...1 500
50
-
1 499...800
100
-
799...400
200
-
399...250
300
100
220...249
400
200
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D.4.4.6
Marshalling hump
Key 1
vehicle gauge
2
rail brakes Figure D.19 — FIN1 – Marshalling hump with rail brakes
D.4.5 Swedish gauges SEa and SEc D.4.5.1
General
These gauges are defined for rail traffic in Sweden. They differ both with regard to the reference profile and the associated rules for international gauges. They consist of dynamic gauges that follow the rules given in Clause 8 of this European Standard. Determination of the allowances for random phenomena follows the rules explained in this clause. For the lower parts, specific profiles exist for main line traffic and passage over the rail brakes. For the pantograph free passage gauge, the same rules apply and the same heights as for the international gauge G1. The reference vehicles that form the basis for the definition of these gauges are given Table F.2 of this standard. D.4.5.2
Main parameters
For the associated rules, the following values are applicable: = 1,500 m and lnom = 1,435 m;
L
hco = 0,77 m;
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I0
D.4.5.3
= 0 = D0. Determination of the gauge
The dynamic reference profiles are given below. The hatched area determines the zones where the installation of live parts on the vehicle roof is not authorized. Dimensions in millimetres
Key 1
running surface
2
free zone for live parts Figure D.20 — Dynamic reference profile SEa
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Dimensions in millimetres
Key 1
running surface
2
free zone for live parts Figure D.21 — Dynamic reference profile SEc Dimensions in millimetres
Key 1
running surface
2
reference profile for vehicles not authorized to cross rail brakes
3
reference profile for vehicles authorized to cross rail brakes in the non-activated position
4
reference profile for vehicles authorized to cross rail brakes in the activated position Figure D.22 — Reference profile of the lower parts for SEa and SEc
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The associated rules are given below. Table D.19 — Reference profile of the lower parts for SEa and SEc Dimensions in metres Radius R
on the inside of the curve
on the outside of the curve
All
41 l max − 1, 435 + R 2
31 l max − 1, 435 + R 2
Additional overthrows Si/a
D.4.6 German gauge DE1 D.4.6.1
General
This gauge is determined on the basis of gauge G1 (or G2) and only differs with regard to the lateral parts in the radius range < 500 m. This supplement applies over a widened profile and is only taken into account when it exceeds gauge G1 (or G2). Further information is given in EN 15273-1. This gauge is used in several European countries (Germany, Austria, Switzerland,) for the operation of ICE high-speed trains. D.4.6.2
Main parameters
For the associated rules, the following values are applicable:
L = 1, 500 m and ℓnom =1,435 m;
s0 = 0,28;
hco = 0,7 m;
I0 = 0,05 m and D0 = 0,05 m.
D.4.6.3
Definition of the gauge
The reference profile allows the definitions of the supplement to be applied on the inside of the curve. It is not taken into account that when this supplement is applied it exceeds the lateral part of gauge G1.
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Dimensions in millimetres
Key 1
running surface Figure D.23 — Reference profile of gauge DE1 Table D.20 — Reference profile of gauge DE1 Dimensions in metres Radius R
Additional overthrows S
qs
on the inside of the curve
on the outside of the curve
500 ≥ R ≥ 250
35,906 l − 1,435 − 0,1283 + R 2
250 ≥ R ≥ 150
45,906 l − 1,435 − 0,1684 + R 2
500 ≥ R ≥ 150
0,28 [D − 0,05] >0 [h − 0,7] >0 1,5
0,28 [I − 0,05] >0 [h − 0,7] >0 1,5
D.4.7 German gauge DE2 D.4.7.1
General
This gauge is determined on the basis of gauge G2 which it widens between a height of 3,765 m and 4,335 m in order to allow the free passage of double-deck vehicles. D.4.7.2
Main parameters
For the associated rules, the following values are applicable:
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L = 1,500 m and ℓnom =1,435 m;
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s0 = 0,4;
hco = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
D.4.7.3
Definition of the gauge Dimensions in millimetres
Key 1
kinematic reference profile G2
2
kinematic reference profile DE2 (see table)
3
supplement relative to gauge G2 Figure D.24 — Reference profile of gauge DE2
The increase in size compared to gauge G2 is defined in the following table.
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Table D.21 — Details of reference profile DE2 Dimensions in metres hRP
bRP
hRP
bRP
hRP
bRP
hRP
bRP
[m]
[m]
[m]
[m]
[m]
[m]
[m]
[m]
3,53
1,645
3,905
1,454
4,055
1,388
4,205
1,249
3,765
1,51
3,915
1,45
4,065
1,383
4,215
1,234
3,775
1,506
3,925
1,445
4,075
1,378
4,225
1,223
3,785
1,502
3,935
1,441
4,085
1,372
4,235
1,208
3,795
1,498
3,945
1,437
4,095
1,366
4,245
1,194
3,805
1,494
3,955
1,432
4,105
1,359
4,255
1,18
3,815
1,49
3,965
1,428
4,115
1,352
4,265
1,166
3,825
1,486
3,975
1,423
4,125
1,343
4,275
1,154
3,835
1,483
3,985
1,419
4,135
1,333
4,285
1,137
3,845
1,478
3,995
1,415
4,145
1,323
4,295
1,124
3,855
1,474
4,005
1,411
4,155
1,311
4,305
1,108
3,865
1,47
4,015
1,406
4,165
1,298
4,315
1,093
3,875
1,466
4,025
1,401
4,175
1,286
4,325
1,079
3,885
1,462
4,035
1,396
4,185
1,273
4,335
1,064
3,895
1,458
4,045
1,391
4,195
1,262
4,68
0,785
Table D.22 — Additional overthrows Dimensions in metres Radius R
Height h Additional overthrows S
All
∞ ≥ R ≥ 250
on the outside of the curve
See G2
250 > R ≥ 150 h ≥ 4,335 3,765 < h < 4,335
qs
on the inside of the curve
See G2 All
h ≤ 3,765
0,19 [D − 0,05] >0 [h − 0,695]>0 1,5
0,19 [I − 0,05] >0 [h − 0,695 ]>0 1,5
See G2
D.4.8 German gauge DE3 D.4.8.1
General
This gauge is determined on the basis of gauges G2 and GB. It incorporates them by passing through all the points of the two profiles and uses the associated rules of G2 (or G1). This gauge can be used in the future in part of the European network. D.4.8.2
Main parameters
For the associated rules, the following values are applicable:
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L = 1,500 m and ℓnom =1,435 m;
s0 = 0,4;
hco = 0,5 m;
I0 = 0,05 m and D0 = 0,05 m.
D.4.8.3
Definition of the gauge Dimensions in millimetres
Key 1
running surface Figure D.25 — Reference profile of gauge DE3 Table D.23 — Reference profile of gauge DE3 Dimensions in metres Radius R
on the inside of the curve
3 , 75
on the outside of the curve
+
l − 1, 435
Additional overthrows S
∞ ≥ R ≥ 250
[m]
250 > R ≥ 150
l − 1, 435 50 − 0 ,185 + R 2
l − 1, 435 60 − 0 , 225 + R 2
qs
All
0,4 [D − 0,05] >0 [ h − 0 , 5 ]>0 1,5
0,4 [I − 0,05]>0 [ h − 0 , 5 ]>0 1,5
R
2
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D.4.9 Czech gauge Z-GČD D.4.9.1
General
Gauge Z-GČD is a fixed uniform gauge used in the Czech Republic. It is applicable only for curve radii ≥ 250 m, cant or cant deficiencies not exceeding 160 mm and vertical transitions with radii of RV > 2500 m. It contains all the allowances M1 and M2 necessary for the maintenance of (ballasted) tracks and the additional allowances M3 for the gauge for open doors and safety of personnel. In order to ensure compatibility with the vehicle gauge, it is essential that the maintenance is carried out so that the tolerances recommended in Table B.1 in Annex B are complied with. The tolerances for tracks for V < 80 km/h and of poor quality ("other tracks") are regarded as being adequate. The installation of the platforms and definition of the wheel areas are to be defined on the basis of gauge G1. D.4.9.2
Main parameters
For the associated rules, the following values are applicable:
L = 1,505 m and ℓnom =1,435 m;
ℓmax =1,470 m;
s0 = 0.
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D.4.9.3
Determination of the gauge Dimensions in millimetres
Key Left-hand side:
- for main lines (including the stations) - for main lines at the stations and crossing points - for main lines at open-air crossing points - for main lines for passenger trains
A – B for the structures and equipment outside the track on the ballast profile side C – D for the equipment in the spaces between tracks Right-hand side: - for the other lines in the station and at the crossing points - for the other lines at the open-air crossing points E - F for all the structures and equipment 1
running surface Figure D.26 — Gauge Z-GČD
D.4.10 UK gauge UK1 D.4.10.1 General This gauge is used in the United Kingdom. The gauge calculation comprises a lower part and an upper part with specific rules. Both parts are determined with the dynamic rules.
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D.4.10.2 Main parameters For the associated rules, the following values are applicable:
L = 1,505 m and ℓnom =1,435 m;
ℓmax =1,451 m for the lower parts and ℓmax =1,454 m for the upper parts;
s0 = 0.
D.4.10.3 Definition of the gauge Dimensions in millimetres
Key 1
running surface
2
zone for wheels and guard-irons
3
zone reserved just for steps
NOTE 1 It should be noted that in the event of a failure causing the deflation of the air suspension, the vehicle may exceed the reference profile by 0,025 m to be deducted from the infrastructure allowance. NOTE 2 The vehicle shall also take into account the whole geometric effect of passing over concave or convex minimum vertical radii Rv min = 500 m.
Figure D.27 — Dynamic reference profile of the lower parts of UK 1[A]
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Dimensions in millimetres
Key 1
running surface Figure D.28 — Dynamic reference profile of UK1 (upper parts) Table D.24 — Dynamic reference profile of UK1 (upper parts) Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
∞ ≥ R ≥ 360 h ≤ 0,179
0,0125 +
l − 1,435 2
0,0125 +
l − 1,435 2
360 > R ≥ 160 0,179
∞ ≥ R ≥ 360
R ≥ 160 m
∞ ≥ R ≥ 160
Sa (on the outside of the curve)
25,949 l − 1,435 − 0,0595 + R 2 36,97 l − 1,435 + 0,011 + R 2
41,155 l − 1,435 + 0,011 + R 2
All the quasi-static effects are taken into account by the vehicle: qsi = qsa = 0.
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D.4.11 UK gauge UK1 [D] D.4.11.1 General Gauge UK1 [D] defines a series of dynamic gauges, based on dynamic gauge UK1. It is used only in the United Kingdom and only by the infrastructure. The gauge is determined by a fixed profile, applicable at the smallest radius that can be reduced as a function of the radius. In order to permit a maximum allowance relative to the existing infrastructure, its additional negative overthrows are determined on the basis of a radius Rmin determined per track section. The installation of the platforms and definitions of the wheel zones are to be defined on the basis of dynamic gauge UK1. D.4.11.2 Determination of the gauge Dimensions in millimetres
Key 1
running surface Figure D.29 — Gauge UK1[D]
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Table D.25 — Additional overthrows Dimensions in metres Radius R
SI (on the inside of the curve)
Sa (on the outside of the curve)
∞ ≥ R ≥ Rmin
l − 1,435 2
l − 1,435 2
R min ≥ R ≥ 160
36,97 36,97 l − 1,435 − + R Rmin 2
41,155 41,155 l − 1,435 − + R Rmin 2
All the quasi-static effects are taken into account by the vehicle: qsi = qsa = 0. In the vertical direction, account is taken of the superelevation of the upper parts
41,155 41,155 . − R Rmin
D.4.12 UK gauge W6a D.4.12.1 General This gauge is used in the United Kingdom. The gauge calculation is divided into a lower part and upper part with specific rules. The lower part follows the dynamic rules and the upper part follows the static rules. D.4.12.2 Main parameters For the associated rules, the following values are applicable:
L = 1,505 m and ℓnom =1,435 m;
ℓmax =1,454 m for the lower parts and ℓmax =1,454 m for the upper parts.
For the upper parts only (h > 1,000 m):
I0 = 0,15 m and D0 = 0,15 m;
z 0 = 0,051.
(h − 1,000) . 2,080
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D.4.12.3 Definition of the gauge Dimensions in millimetres
Key 1
running surface
NOTE The vehicle shall also take into account the whole geometric effect of passing over concave or convex minimum vertical radii Rv min = 500 m.
Figure D.30 — Dynamic reference profile of the lower parts of W6a Dimensions in millimetres
Key 1
running surface Figure D.31 — Static reference profile of W6a (upper parts)
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Table D.26 — Additional overthrows of W6a (upper parts) Dimensions in metres Height h
Radius R
SI (on the inside of the curve)
0,0125 +
∞ ≥ R ≥ 360
h ≤ 1,000
Sa (on the outside of the curve)
l − 1,435 2
360 > R ≥ 200
27 l − 1,435 − 0,0625 + R 2
200 > R ≥ 160
32 l − 1,435 − 0,0875 + R 2
1,000 < h
∞ ≥ R ≥ 200
20,986 l − 1,435 + 0,0375 + R 2
20,478 l − 1,435 + 0,0375 + R 2
Table D.27 — Quasi-static effects Dimensions in metres Height h
qsI (on the inside of the curve)
qsa (on the outside of the curve)
h ≤ 1,000
0
1,000 < h
z 0 = 0,051.
(h − 1,000) 2,080
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Annex E (informative) Calculation example for determination of the gauge at a turnout
E.1 Introduction The gauge with can vary as defined in the normative part of this standard. In the following, the calculation methodology is explained by means of a graphic example. For other cases, the infrastructure manager shall carry out a similar study. The turnout taken as an example is a very severe type because of the following elements:
its high switch entry angle (1°);
its low curve radius in the turnout route (215 m);
a widening of the local track.
The turnout geometry is defined in Figure E.1.
Figure E.1 — Turnout layout In this example, the layout is defined at rail level. The widening means that the layout is slightly different for the large radius rail compared to the small radius rail. The gauge is determined:
for gauge G1, defined in Annex C;
a turnout laid on a straight track (not wound or pressed to a curve).
Unless otherwise indicated, the dimensions in all the figures in this annex are in given in mm.
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E.2 Methodology The calculation principle is given in the body of this standard. The characteristics of the reference vehicles to be taken into account for this gauge are given in Annex F. For the vehicles to be taken into account, it is not always the vehicles with the minimum or maximum wheelbase that represent the most severe cases. For this, the whole range of possible vehicles shall be checked where they correspond to the reference vehicle(s). Table E.1 lists the characteristics of the G1 reference vehicles. Table E.1 — Characteristics of the G1 reference vehicles Reference vehicle n°
Ai/a
Bi/a
BV
a
na (a = 5 m)
na (a = 20 m)
1i
3,75
0
1,645
5,477
-
-
2a
3,75
0
1,645
-
1,208
0,368
3i
50
0,185
1,460
20
-
-
4a
60
0,225
1,420
-
8,736
4,832
NOTE Vehicles 1 and 3 determine the additional overthrows for the inside of the curve, and vehicles 2 and 4 for the outside of the curve. Certain values are purely theoretical and of no practical use for other reasons (e.g. buffer locking).
The following sub-clause determines the widening in the curve. When a vehicle occupies the turnout route, the end of this vehicle will penetrate the main line gauge. First, the main line gauge widening is determined, then the exercise is repeated for the turnout route. The following sub-clause determines the quasi-static effect.
E.3 Widening in the curve E.3.1 Widening of the main line This widening is determined by reference vehicles no. 2 and no. 4 of Table E.1. The space occupied is determined separately for these two vehicles. For each vehicle, the wheelbase shall be varied between the extreme values allowed on the network concerned. Very often, the vehicle with the most reduced wheelbase (and therefore the greatest overhang) will be the most severe case. Because of the complexity of the turnout layout, the whole range of the coach shall be checked. In Figure E.2, the envelope has been defined for reference vehicle no. 2 with several wheelbases.
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Key PMA
Mathematical Switch Toe
V25
Reference vehicle V2 with 20 m wheelbase
V220
Reference vehicle V2 with 5 m wheelbase
Bv
Semi-width of vehicle
Figure E.2 — Widening for vehicle n° 2 The same exercise shall be repeated for vehicle no. 4. Finally, the two exercises are superimposed whilst taking into account the width difference of the two reference vehicles. The envelope of the two profiles defines the widening at this turnout for the gauge used. The result is shown in Figure E.3.
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Key PMA
Mathematical Switch Toe
V2
reference vehicle V2
V4
reference vehicle V4
Bv
semi-width of vehicle
Figure E.3 — Widening for main line
E.3.2 Widening in the turnout route The widening of the gauge in the turnout route is determined on the basis of reference vehicles no. 1 and no. 3 that determine the widening of the gauge on the inside of the curve. In this case, it is always the vehicle with the maximum wheelbase that occupies most space. Again, the space envelope occupied by the two reference vehicles is determined while considering the width difference of the two vehicles. The result of the exercise is shown in Figure E.4.
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Key PMA
Mathematical Switch Toe
JP
stock rail front point
V320
reference vehicle V3 with 20 m wheelbase
V15
reference vehicle V1 with 5 m wheelbase
Figure E.4 — Widening for turnout route
E.4 The quasi-static effect On the outside of the curve, the cant deficiency is determined as follows:
V2 40 2 I = 11,85 = 11,85 = 88,2 mm R 215
(E.1)
It should be noted that on entering the turnout, the vehicle is subjected to impacts. In the turnout, small variations of curvature or non-tangency might occur. These two aspects happen over a very short period and the vehicle does not have time to tilt. The small variation in roll that might occur is not able to be included in the allowances M1 (Tosc). In the case of different radii, an effective radius can be determined according to the rule given in EN 13232-3. It shall be noted that often a family of turnouts is designed for a constant deficiency. In this case, this value is fixed at 90 mm. Therefore, the quasi-static effect is determined as:
qsi =
[h − 0,5]>0 0,4 .[0,09 − 0,05]>0 .[h − 0,5]>0 = 1,5 93,75
On the inside of the curve, D always being limited (see EN 13803-2) qsi is often zero.
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E.5 Gauge width at a turnout The width of the gauge used G1 is determined for point P (1 645, 3 250) which determines the distance between track centres and therefore the maximum gauge width. For this exercise, only the limit gauge is used, with.
the additional overthrows (widening in the curve and local widening) (see Figure D.4)
the quasi-static effect (for point P: qsa varies from 0 to 28 mm and qsi = 0 mm)
the allowances Σ1 (Σ1a = 47 mm and Σ1a = 58 mm)
The sum of the two phenomena is given in Figure E.5 for point P (1 645, 3 250). In this figure, a simplification is shown to characterize this gauge by straight lines and elements of circles.
Key PMA
Mathematical Switch Toe
JP
stock rail front point
Figure E.5 — Gauge width The gauge width is variable over the full height. The width at cross-section A-A of Figure E.5 is shown in Figure E.5. The amount to be added to the gauge on a straight track depends on the height and is given in Table E.2.
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Dimensions in millimetres
Key RP
Reference Profile
AdV
gauge at turnout Figure E.6 — Cross-section A-A of gauge
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Table E.2 — Supplement to be added to gauge on straight track Dimensions in millimetres bRP
hRP
Supplement with turnout
-1 620
400
90
-1 620
1 170
97
-1 645
1 170
111
-1 645
3 250
132
-1 425
3 700
181
-1 120
4 010
193
-525
4 310
203
0
4 310
-90
525
4 310
-90
1 120
4 010
-90
1 425
3 700
-85
1 645
3 250
-79
1 645
1 170
-72
1 620
1 170
-36
1 620
400
-36
1 520
400
-25
The following two cases demand particular attention when turnouts are involved in the application:
the application of this type of turnout requires an increase of the limit distance between centres of 138 mm compared to two tracks laid straight and without this turnout;
the application of this type of turnout alongside a platform requires an extra clearance of 90 mm along the platform (case of a platform 760 mm high).
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Annex F (normative) Determination of reference vehicle characteristics
F.1 Introduction The characteristics of the reference vehicles defining the gauge are needed to calculate the structure gauge in the turnout or transition curve zones. The characteristics of the reference vehicles shall not be merged with those of the vehicles used as a basis to create the gauge; on the contrary, the space required by them is equivalent. Therefore, the reference vehicles shall always be determined from the additional overthrow formulae It should be noted that the reference vehicles are virtual vehicles not to be confused with actual vehicles.
NOTE
F.2 Methodology The characteristic of the reference vehicles are determined on the basis of the following basic formula:
Sa =
Aa n (n + a) + Ba = bveh + a a − bRP for a reference vehicle that determines the gauge on the outside of R 2R
the curve with Aa and Ba coefficients that depend on the reference vehicle. and S i =
Ai a2 + Bi = bveh + − bRP for a reference vehicle that determines the gauge on the inside of the R 8R
curve with Ai and Bi coefficients that depend on the reference vehicle. It shall be remembered that several reference vehicles may exist for the inside and outside of the curve. For the inside of the curve, there is a single solution. The solution for the outside of the curve cannot be obtained unless the value of the wheelbase a is known. For this purpose, values shall be determined over the whole range of wheelbases admitted on the network. NOTE In the case of a unified gauge which is the gauge used, there is no additional overthrow. In this case, characteristics can only be determined on the basis of the vehicles actually running on the network.
These two formulae lead to the following formulae which allow a and na to be determined directly: On the inside of the curve:
bveh = bRP + Bi
(F.1)
and
a = 8 Ai On the outside of the curve:
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(F.2)
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bveh = bRP + Ba
(F.3)
and
na =
− a + a 2 + 8 Aa 2
,
(F.4)
in which a varies over the whole range of the admitted values. The methodology above may be generalized to gauges using several reference vehicles.
F.3 Calculation example F.3.1 Introduction As an example, the characteristics of the reference vehicles for gauge G1 are determined according to Annex C. In the upper parts, the body width is 1,645 m and the additional overthrows as follows: ∞ ≥ R ≥ 250 m
⇒ Si or Sa =
250 ≥ R ≥ 150 m ⇒ Si =
Sa =
3,75 [m ] R
50 − 0,185 [m] R
60 − 0,225 [m] R
(F.5)
(F.6)
(F.7)
The reference vehicles are then determined as follows.
F.3.2 Vehicle no.1 (on the inside of the curve) bveh1 = 1,645 m
The value of a shall be determined on the basis of formula:
a = 8 Ai
(F.8)
with Ai = 3,75 giving aveh1 = 5,477 m
F.3.3 Vehicle no.2 (on the outside of the curve) bveh2 = 1,645 m
The values of a and na shall be determined on the basis of formula:
na =
− a + a 2 + 8 Aa 2
(F.9)
with Aa = 3,75
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This formula allows the determination of na only if a is known. For the following, a wheelbase a varying from 5 m to 20 m is assumed, allowing na which varies from 1,208 m (for a = 5 m) down to 0,368 m (for a = 20 m) to be determined.
F.3.4 Vehicle no.3 (on the inside of the curve) bV3 = 1,645 – 0,185 m = 1,460 m
The characteristics of a and na shall be determined on the basis of the above formula with AI = 50 giving.
50 a 2 = R 8R
(F.10)
giving aveh3 = 20 m
F.3.5 Vehicle no.4 (on the outside of the curve) bV2 = 1,645 m – 0,225 m = 1 420 m
The values of a and na shall be determined on the basis of the following formula:
60 na ( a + na ) = R 2R
(F.11)
This formula allows the determination of na only if a is known. For the following, a wheelbase a varying from 5 m to 20 m is assumed, allowing na which varies from 8,736 m (for a = 5 m) and 4,832 m (for a = 20 m) to be determined.
F.3.6 Summary The results are summarized in Table F.1: Table F.1 — Summary Reference vehicle n°
Ai/a
Bi/a
bveh
a
na (a= 5 m)
na (a= 20 m)
1
3,75
0
1,645
5,477
-
-
2
3,75
0
1,645
-
1,208
0,368
3
50
0,185
1,460
20
-
-
4
60
0,225
1,420
-
8,736
4 ,832
NOTE Vehicles no.1 and no.3 determine the additional overthrows on the inside of the curve, and vehicles no.2 and no.4 on the outside of the curve. Certain values are purely theoretical and of no practical use for other reasons (e.g.. buffer locking).
F.3.7 International gauge reference vehicles The table below determines international gauge reference values given in Annexes B and C of this European Standard.
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Table F.2 — Characteristics of some reference vehicles Gauge
hmin
hmax
bCR
Ai
Aa
b
bveh
a
[mm]
[mm]
[mm]
[m]
[m]
[mm]
[mm]
[m]
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
GA/GB/
400
3250
1 645
400
3250
1 645
400
3250
1 645
400
3250
1 645
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
3 500
max.
1 645
FR-3.3
3 500
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
1 170
max.
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
BE1 à BE3
100
1 170
1 645
3,75
1 645 3,75
50 60
225
3,75
1 460
1,208
0,368
8,736
4,832
1,208
0,368
8,736
4,832
4,301
1,832
7,808
4,142
1,208
0,368
8,736
4,832
6,514
3,229
1,772
0,583
5,390
2,490
6,841
3,454
8,736
4,832
1,531
0,488
5,194
2,367
6,841
3,454
8,736
4,832
20,000
1 420 1 645
na [m] (20 m)
5,477
1 645 185
na [m] (5 m)
5,477
GB1/GB2 GA/GB/
3,75
1 645
GB1/GB2 GA/GB/
50
185
1 460
225
1 420
20,000
GB1/GB2 GA/GB/
60
GB1/GB2 20
1 645 20
50 50
1 645 120
1 525
120
1 525
3,75
1 645 3,75
50 60
185
1 460
225
1 420 1 645
37,5
1 645 6
40,5 40,5 60 60
55
1 590
55
1 590
105
1 540
105
1 540
225
1 420
225
1 420 1 645
5
26,47 40,5 40,5 60 60
20,000
17,321
6,928
1 645
5
26,47
5,477
1 645
6
28
20,000
1 645
37,5
28
12,649
14,967
18,000
21,909
6,325
1 645 21,5
1 623,5
21,5
1 623,5
105
1 540
105
1 540
225
1 420
225
1 420
14,552
18,000
21,909
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Table F.2 (continued) hmin [mm]
hmax [mm]
bCR [mm]
0
400
1 720
0
400
1 720
0
400
1 720
0
400
1 720
400
700
1 720
400
700
1 720
400
700
1 720
400
700
1 720
700
1 170
1 720
700
1 170
1 720
700
1 170
1 720
700
1 170
1 720
1 170
3 550
1 720
1 170
3 550
1 720
1 170
3 550
1 720
1 170
3 550
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
Gauge CPb/CPb+/
Ai [m]
Aa [m]
b [mm]
3,75
bveh [mm] 1 720
a [m]
na [m] (5 m)
na [m] (20 m)
5,477
CPc CPb/CPb+/
3,75
1 720
1,208
0,368
8,736
4,832
1,208
0,368
8,736
4,832
4,301
1,832
7,808
4,142
1,208
0,368
8,736
4,832
6,514
3,229
1,772
0,583
CPc CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc CPb/CPb+/
60
CPc CPb/CPb+/
3,75
1 720
5,477
CPc CPb/CPb+/
3,75
1 720
CPc CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc CPb/CPb+/
60
CPc CPb/CPb+/
20
1 720
12,649
CPc CPb/CPb+/
20
1 720
CPc CPb/CPb+/
50
120
1 600
120
1 600
20,000
CPc CPb/CPb+/
50
CPc CPb/CPb+/
3,75
1 720
5,477
CPc CPb/CPb+/
3,75
1 720
CPc CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc CPb/CPb+/
60
CPc CPb/CPb+/
37,5
1 720
17,321
CPc CPb/CPb+/
37,5
1 720
CPc CPb/CPb+/
6
1 720
6,928
CPc CPb/CPb+/ CPc
148
6
1 720
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Annex G (normative) Uniform gauge
G.1 Introduction Some uniform structure gauges exist in Europe. These fixed gauges are often determined on the basis of gauges defined above in this standard. The permit easier management and maintenance for the infrastructure managers.
G.2 GU1 G.2.1 General Gauge GU1 is a uniform, fixed gauge used in different European countries, amongst them Greece. The profile is the same as that of GU2 (on a straight track) but differs in its associated rules. It is similar in shape to the (static or kinematic) reference profile G2 but is only cleared on a straight track. The corresponding kinematic gauge has been determined below. It is only applicable for curve radii up to 250 m, cant or cant deficiencies not exceeding 160 mm and vertical transitions with radii of RV > 2500 m. It contains all the allowances M1 and M2 necessary for the maintenance of (ballasted) tracks and the additional allowances M3 for the gauge for open doors and safety of personnel. In order to ensure compatibility with the vehicle gauge, it is essential that the maintenance is carried out so that the tolerances recommended in Table B.1 in Annex B are complied with. The tolerances for tracks for V < 80 km/h and of poor quality ("other tracks") are regarded as being adequate. The installation of the platforms and definition of the wheel areas are to be defined on the basis of gauge G1. The reference vehicle characteristics are given in Annex F.
G.2.2 Determination of the gauge The profile is determined by its profile which is fixed.
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Dimensions in millimetres
Key 1
550 mm to 1 000 mm platform installation zone Figure G.1 — Gauge GU1
The following formulae can be applied to extrapolate the application of this gauge for radii less than 250 m: Table G.1 — Additional overthrows Dimensions in metres
150
Radius R
Si (on the inside of the curve)
Sa (on the outside of the curve)
250 ≥ R ≥ 150
50 − 0,185 R
60 − 0,225 R
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G.2.3 Equivalent kinematic gauge As this gauge is not defined on the basis of an existing kinematic gauge, it is interesting to determine its equivalent to allow verification of the vehicle. The rules given in this European Standard, more particularly in Annex A, allow the kinematic gauge to be determined on the basis of the envelope. By using the associated rules of gauge G1 and the values recommended in Annex B, it is possible to subtract the additional overthrow and the quasi-static effect values and the allowances M1 and M2 to obtain the maximum permissible reference profile. As this gauge is extra wide to clear the "open door" gauge, it is evident that allowances M3 exist on the side wall. A gauge comparable to G! can be found by using the wall 1 645 mm from the track centreline.
G.3 GU2 G.3.1 General Gauge GU2 is a uniform, fixed gauge used in different European countries, amongst them the Netherlands The gauge is determined by two profiles applicable to two situations:
on a straight track;
in a curve of 250 m radius with cant or cant deficiency not exceeding 160 mm.
Extrapolation rules are given for application in curve radii less than 250 m and vertical transitions with radii RV > 2 500 m. The profile on a straight track is the same as that of GU1 but differs from it in its scope. Subject to rules used according to the calculation methodology given in Annex A with the values recommended in Annex B, this gauge ensures the clearance of (static or kinematic) gauge G2, from which it is derived. It contains all the allowances M1 and M2 necessary for the maintenance of (ballasted) tracks and the additional allowances M3 for the gauge for open doors and safety of personnel. In order to ensure compatibility with the vehicle gauge, it is essential that the maintenance is carried out so that the tolerances recommended in Table B.1 are complied with. The tolerances for tracks for V < 80 km/h and of poor quality ("other tracks") are regarded as being adequate. The installation of the platforms and definition of the wheel areas are to be defined on the basis of gauge G1. The reference vehicle characteristics are the same as those of gauge G2 and are given in Annex F.
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G.3.2 Determination of the gauge Dimensions in millimetres
Key 1
550 mm to 1 000 mm platform installation zone
2
on a straight track
3
in a curve Figure G.2 — Gauge GU2
The following formulae can be applied on profile GU2 in a curve to extrapolate the application of this gauge for radii less than 250 m:
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Table G.2 — Additional overthrows Dimensions in metres
Radius R
Si (on the inside of the curve)
Sa (on the outside of the curve)
250 ≥ R ≥ 150
50 − 0,185 R
60 − 0,225 R
G.4 GUC G.4.1 General Gauge GUC is a uniform gauge determined on the basis of interoperable gauge GC. It is used in different countries in Europe, particularly on the European High-Speed Network. The gauge is determined by a fixed profile. Extrapolation rules are given below for application in curve radii less than 250 m with cant and cant deficiencies not exceeding 180 mm. The vertical transition curve radii shall be limited to 2 000 m. An additional vertical allowance of 50 mm has been taken into account. It contains all the allowances M1 and M2 necessary for the maintenance of (ballasted) tracks and the additional allowances M3. In order to ensure compatibility with the vehicle gauge, it is essential that the maintenance is carried out so that the tolerances recommended in Table B.1 are complied with. The tolerances for tracks for V > 80 km/h and of very good quality are regarded as being necessary. In the lower parts, different zones have been defined:
a zone for installation of low structures;
a zone for installation of 550 mm and 760 mm platforms. The installation of the platforms follows the rules defined by gauge G1.
In the upper parts, a zone is defined for the free passage of the pantograph applicable for a contact wire height of 5,08 m and a voltage of 25 kV AC. The reference vehicle characteristics are the same as those of gauge GC and are given in Annex F.
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G.4.2 Determination of the gauge Dimensions in millimetres
Key A
zone reserved for the passage of the pantograph
B
zone for installation of platforms 550 mm and 760 mm high
C
zone for installation of low structures Figure G.3 — Gauge GUC
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The following formulae can be applied to extrapolate the application of this gauge for radii less than 250 m: Table G.3 — Additional overthrows Dimensions in metres
Radius R
Si (on the inside of the curve)
Sa (on the outside of the curve)
250 ≥ R ≥ 150
50 − 0,185 R
60 − 0,225 R
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Annex H (informative) Gauge maintenance guideline
H.1 Introduction Application of the gauge rules is not always evident and is a speciality. Therefore, the track and gauge infrastructure managers shall put into place regulations that ensure not only the clearance of the gauge, but also its maintenance over time. This Annex gives some basic guidelines that can help the maintenance manager to manage his infrastructure well.
H.2 Choice of gauge The choice of gauge is the responsibility of the infrastructure manager, but for the determination of the allowances M, he will take account of the allowances actually available on his network. Therefore, he may be forced to define several structure gauges to be applied depending on the situation considered. In view of the fact that the calculation of a limit gauge is quite complicated and it is not always possible to have it monitored by personnel with the adequate training or experience, it seems necessary to define a nominal or uniform gauge, simple to apply by non-specialized personnel. This is quite often the case with railway personnel (contact line staff, signalling staff, conductor) occasionally faced with this set of problems without having to master the relevant calculation details covered in this standard.
H.3 Installation rules H.3.1 Guidelines for installation of equipment along the track It shall be noted that the gauge is inadequate for the installation of equipment such as signals, contact wire posts and the like along the tracks. By their very function, these structures shall be positioned close to the tracks but at an adequate distance from the track to maintain allowances for various reasons such as subsequent modifications of the layout without the need for too major infrastructure work. These additional allowances also allow easier management of the gauge because regular checking of their position is not mandatory. Therefore, it is advisable to define a standard transverse profile covering the nominal positions of these various items relative to the tracks and between the tracks themselves. The same ideas apply to structures that by their nature are not as flexible. It is advisable to define nominal free sections to allow better flexibility to take into account subsequent modifications of the lines such as electrification or installation of highly visible signals. It shall be noted that the free sections and the transverse profiles can vary from one line to another as a result of their economic importance or according to future prospects.
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H.3.2 Guidelines for the installation of tracks alongside structures The situation changes when tracks are to be installed alongside existing structures. A financial study will determine the optimum installation, whilst taking into account the costs incurred by modification of the structures and their management and possible limited use.
H.3.3 Guidelines for the installation of temporary structures Temporary structures may be necessary to ensure the maintenance of structures such as bridges, tunnels … or in the case of laying provisional tracks. The risk that these structures might cause should not be disregarded. However, while operation remains possible according to the rules given in this standard and the procedures adapted are put into force, these structures can be tolerated. Particular attention shall be paid to special transport needed to operate along this type of structure.
H.4 Managing and checking of structures H.4.1 Management principles If the infrastructure manager has approved the existence of structures close to the gauge or which, in the case of a nominal gauge, penetrate it, the maintenance manager shall implement a management system to ensure various objectives, in particular to:
judge the frequency of the control measures;
determine the effect when examining modification of the layout;
examine the possibilities of special consignments;
examine the possibility of modifying the gauge.
For each structure, it is advisable to determine:
the position relative to the track (cross section);
the data relative to the layout (kilometre, radius, cant, inside or outside of the curve);
the data regarding the operation of the traffic (e.g. train speed, gauge used, etc.).
H.4.2 Management of critical situations In the case of critical structures, a special procedure shall be specified:
the control frequency can be increased;
the track position can be fixed by a sleeper block or similar;
the train speed can be reduced if it has an effect on the gauge calculation;
track slewing can be planned or the track cant can be changed;
local measures can be taken to ensure that the situation does not deteriorate further.
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In this latter case, fixed markers can be placed along the tracks allowing rapid verification of the track position and assessment of the effect of the maintenance operations by a pre- and post-maintenance check. This marking system can be used both for lateral and vertical problems. This procedure is highly recommended when checking the minimum height of the contact wire.
H.4.3 Practical aspects for measuring the structures When checking the position of the structure, the structure envelope relative to the track it is associated with shall be determined. The relative position is determined by the vertical and transverse distances and by the cant. Any modification of these three elements has a very great effect on the allowances relative to the gauge. The frequency of the checks depends on the traffic, maintenance operation cycles, stability of the structure and of the allowance of this structure relative to the gauge. This frequency is determined by the experience of the manager and shall be proportional to the tolerances taken into account in the calculation of the allowances M 2. When the verification measurements are interpreted, account shall be taken of the precision of the measurement systems used. The following shall be considered:
the resolution of the measurement, i.e. the number of points per unit of area. This is necessary to assess the irregularity of the structure surface (e.g. masonry, rock wall, etc.;
the precision of the measurement itself (standard deviation of the measurement error).
The infrastructure manager may possibly group these two parameters into one additional allowance. This imprecision can also be considered as a random phenomenon and therefore can be taken into account in the formulae determined in Annex A of this standard.
H.5 Effect of track maintenance During any maintenance operation, all the structures approaching the gauge shall be examined in order to judge the effect of a maintenance operation on the maintenance of the gauge. It shall be noted that any lift, slewing or change of cant risks having a great effect on the allowances and therefore on the gauge maintenance.
H.6 Personnel training As the gauge is quite a complex subject that concerns all railway specialities, it is important to provide adequate training for the categories of personnel involved in this activity. It is clear that this training shall be adapted to the level of the users.
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Annex I (informative) A-deviations
A-deviation: National deviation due to regulations, the alteration of which is for the time being outside the competence of the CEN/ CENELEC member This European Standard falls under Directive 2008/57/EC. NOTE (from CEN/ CENELEC Internal Regulations Part 2: 2006, 2.17): Where standards fall under EU Directives, it is the view of the Commission of the European Communities (OJ No C 59, 9.3.1982) that the effect of the decision of the Court of Justice in case 815/79 Cremonini/Vrankovich (European Court Reports 1980, p. 3583) is that compliance with A-deviations is no longer mandatory and that the free movement of products complying with such a standard should not be restricted within the EU except under the safeguard procedure provided for in the relevant Directive.
The A-deviations in an EFTA country replace the provisions of the European Standard in the corresponding CEN/CENELEC country until they have been withdrawn. In view of the national laws in force, Switzerland requests the following A-deviations: In Switzerland, the dimensions of the gauges and their fields of application are defined in the executing provisions of the Railway ordinance (AB-EBV, SR 742.141.11 / http://www.admin.ch/ch/d/sr/c742_141_11.html): - for the kinematic reference profiles in article 18.2/47.1 - for the structure gauge in article 18 - for the rolling stock gauge in article 47. According to these regulations, for all types of gauges (e.g. EBV O1, EBV O2, EBV O4), the associated rules of the kinematic reference profile correspond with EN 15273-1, Annex C, clause C.1.1 (especially with formulae C.1, C.2 and C.3) whatever the height h. The use of the rules for calculating the kinematic gauges for the upper parts (h above 3.250 m) given in EN 15273-1, Annex C, clause C.2.2 and C.2.3 (especially formulae C.8, C.9, C.10 and C.11) is not allowed in Switzerland. Therefore the compatibility of the EBV gauges with the international gauges of EN 15273-2 is as follows: Gauge G1: Trafficability without restriction. Gauge GA: Restricted trafficability within Gauge EBV O1. The formulae to be applied for the calculation of the kinematic rolling stock gauge (upper parts) are those associated with the G1 whatever the height h. The use of the exceptions for heights h above 3.250 m given in EN 15273-2, Annex B, clause B.3.3.1, B.3.4.1, B.3.5.1 and B.3.6.1 is not allowed in Switzerland. The standard loadings for gauge GA, defined in UIC-Leaflet 506, Annex B, clause B.1.1 are accepted in operation within Gauge EBV O1.
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Gauge GB: Restricted trafficability within Gauge EBV O2. The formulae to be applied for the calculation of the kinematic rolling stock gauge (upper parts) are those associated with the G1 whatever the height h. The use of the exceptions for heights h above 3.250 m given in EN 15273-2, Annex B, clause B.3.3.1, B.3.4.1, B.3.5.1 and B.3.6.1 is not allowed in Switzerland. The standard loadings for gauge GB, defined in UIC-Leaflet 506, Annex B, clause B.1.2 are accepted in operation within Gauge EBV O2. Gauge GC: Trafficability without restriction within Gauge EBV O4. In dependence on the associated rules of the kinematic reference profile, the structure gauge (upper parts) for all types of gauges (e.g. EBV O1, EBV O2, EBV O4) is calculated according to EN 15273-3, Annex C, clause C.2.1, Table C.1 (respectively Annex C, clause C.2.3, Table C.4). The use of the formulae given in EN 15273-3, Annex C Table C.2 respectively Table C.3 (for height h above 3.250 m) is not allowed in Switzerland. Justification To ensure the interoperability concerning the different gauges, the requirement of the executing provisions of the Railway ordinance (SR 742.141.11 / http://www.admin.ch/ch/d/sr/c742_141_11.html) have also to be complied with in Switzerland. Switzerland never accepted the exceptions for height h above 3.250 m (especially for gauge GA and GB) according to UIC-Leaflet 506 which are described now in EN 15273-1, EN 15273-2 and EN 15273-3.
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Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of the 2008/57/EC
This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission and the European Free Trade Association to provide one means of conforming to Essential Requirements of Directive 2008/57/EC
Once this standard is cited in the Official Journal of the European Communities under that Directive and has been implemented as a national standard in at least one Member State, compliance with the clauses of this standard indicated in Tables ZA.1 to ZA.6 confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding Essential Requirements of that Directive and associated EFTA regulations. Table ZA.1 — Correspondence between this European Standard, the TSI relating to the infrastructure sub-system of the European high-speed rail system of 20 December 2007 (published in Official Journal L 77, 19.03.2008, p 1) and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN
Clause(s)/Sub-clause(s) of the TSI
Clause 5 – General information on all the gauging methods
2.2.3 Definition of the infrastructure domain/Scope of application Functions and aspects of the domain within the scope of this TSI - To allow free and safe passage of a train within a given volume
Clause 6 – Rules for determination of the static gauge
Clause 7 – Rules for determination of the kinematic gauge
Clause 8 – Rules for determination of the dynamic gauge
2.2.4 Definition of the infrastructure domain/Scope of application Functions and aspects of the domain within the scope of this TSI - To allow passengers boarding and alighting from trains stopped in stations.
2.2.5 Definition of the infrastructure domain/Scope of application Functions and aspects of the domain within the scope of this TSI – To ensure safety
Essential Requirements of Directive 2008/57/EC Annexe III – Essential requirements – General requirements Sub-clause 1.1.1 Safety
Sub-clause 1.2 – Reliability and availability Sub-clause 1.5 – Technical compatibility Annex III – Sub-clause 2.1.1 – Requirements specific to each subsystem Infrastructures – Safety
Comments
Whilst awaiting an agreement on access for people with reduced mobility and dynamic effects, the usable width of the platforms remains open and therefore the national rules remain applicable in compliance with 4.2.20.3 of the TSI Clause. 18 – Guide for determination of a new gauge from an existing infrastructure remains open .
Clause 9 – Distance between track centres
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Table ZA.1 — (continued) Clauses/Subclauses and Annexes of this EN Clause 10 – Elements of variable layout Clause 11 – Determination of the pantograph free passage gauge Clause 12 – Overhead contact wire
Clause 13 – Rules for installation of platform edges
Clause 16 – Track accessories Sub-clause 16.3 – Active check rails
Clause 17 – Verification and maintenance of the gauge
Clause 18 – Guide for determination of a new gauge from an existing infrastructure Annex A – Calculation methodology for structure gauge allowances
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Clause(s)/Sub-clause(s) of the TSI
3.2.1.1.1.1 Essential requirements – Essential requirements for the Infrastructure domain – Safety – The design, construction or assembly, maintenance and monitoring of safety-critical components
3.2.1.1.1.3 Essential requirements – Essential requirements for the Infrastructure domain - Safety – The components used must withstand any normal or exceptional stresses
3.2.1.1.2 Essential requirements – Essential requirements for the Infrastructure domain – General requirements – Reliability and availability 3.2.1.5 Essential requirements – Essential requirements for the Infrastructure domain – General requirements – Technical compatibility.
3.3.1 Essential requirements – Meeting the essential requirements by the specifications of the Infrastructure domain – Safety 3.3.2 Essential requirements – Meeting the essential requirements by the specifications of the Infrastructure domain – Reliability and availability
Essential Requirements of Directive 2008/57/EC 2.1.1 §2 – dangers to which persons are exposed, particularly when trains pass through stations
2.1.1 §3 – infrastructure to which the public has access (platforms)
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Table ZA.1 — (continued) Clauses/Subclauses and Annexes of this EN Annex C – International gauges G1, GA, GB and GC
Annex F – Determination of reference vehicle characteristics
Annex G – Uniform gauge
Annex H – Gauge maintenance guideline
Clause(s)/Sub-clause(s) of the TSI
Essential Requirements of Directive 2008/57/EC
Comments
3.3.5 Essential requirements - Meeting the essential requirements by the specifications of the Infrastructure domain – Technical compatibility. 4.5 Description of the infrastructure domain – Maintenance rules 4.8. Description of the infrastructure domain – Register of infrastructure 6.2.6 1. Assessment of conformity and/or suitability for use of the constituents and verification of the sub-system – Infrastructure subsystem – Assessment of minimum infrastructure gauge
6.2.6.2 Assessment of conformity and/or suitability for use of the constituents and verification of the sub-system – Infrastructure subsystem - Assessment of minimum value of mean track gauge
7.3 Implementing the Infrastructure TSI – Specific cases Annex B 1 Assessment of the infrastructure sub-system Annex D Items to be included in the Infrastructure Register concerning the infrastructure domain
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Table ZA.2 — Correspondence between this European Standard, the ERA draft of the TSI relating to the infrastructure of the European conventional rail system (IU-INF-080916-TSI 2.7 of 2008/10/07) and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN
Clause(s)/Sub-clause(s) of the TSI
Essential Requirements of Directive 2008/57/EC
Clause 5 – General information on all the gauging methods
3.2. Essential requirements – Basic parameters of the infrastructure domain corresponding to the essential requirements – Table 1
Annexe III – Essential requirements – General requirements Sub-clause 1.1.1 Safety
Clause 6 – Rules for determination of the static gauge
4.2.2. Description of the infrastructure domain – Functional and technical specifications of the domain – Performance parameters – Table 3
Clause 7 – Rules for determination of the kinematic gauge
Clause 8 – Rules for determination of the dynamic gauge
Clause 9 – Distance between track centres Clause 10 – Elements of variable layout Clause 11 – Determination of the pantograph free passage gauge
Clause 12 – Overhead contact wire
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4.2.4 Description of the infrastructure domain – Functional and technical specifications of the domain – Lines 4.2.4.1 to 4.2.4.5 4.2.5 Description of the infrastructure domain – Functional and technical specifications of the domain – Track parameters 4.2.5.1 to 4.2.5.4 4.2.6 Description of the infrastructure domain – Functional and technical specifications of the domain – Track parameters – Switches and crossings 4.2.6.2. and 4.2.6.3 4.2.7 Description of the infrastructure domain – Functional and technical specifications of the domain – Track resistance to applied forces 4.2.7.1 to 4.2.7.3
Comments
The Infrastructure TSI for conventional tracks is still under study and may be amended without warning.
Sub-clause 1.2 – Reliability and availability Sub-clause 1.5 – Technical compatibility Annex III – Sub-clause 2.1.1 – Requirements specific to each subsystem - Infrastructures – Safety 2.1.1 §2 – dangers to which persons are exposed, particularly when trains pass through stations. 2.1.1 §3 – infrastructure to which the public has access (platforms)
The rules to be taken into account on the dynamic effects and the distance between tracks on the basis of which the dynamic effects are to be taken into account remain open. In specific cases relating to the minimum track gauge, the gauge and the distance between tracks remain open for the Estonian, Latvian and Lithuanian networks
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Table ZA.2 — (continued) Clauses/Subclauses and Annexes of this EN Clause 13 – Rules for installation of platform edges Clause 14 – Tilting trains Clause 16 – Track accessories Sub-clause 16.2 – Contact ramps Sub-clause 16.3 – Active check rails Sub-clause 16.4 – Planking of level crossings Sub-clause 16.5 – Electric third rail Sub -clause16.6 – Rail brakes
Clause 17 – Verification and maintenance of the gauge
Clause 18 – Guide for determination of a new gauge from an existing infrastructure Annex A – Calculation methodology for structure gauge allowances
Clause(s)/Sub-clause(s) of the TSI
Essential Requirements of Directive 2008/57/EC
Comments
4.2.9. Description of the infrastructure domain – Functional and technical specifications of the domain – Track geometrical quality and limits on isolated defects 4.2.9.1 to 4.2.9.4 4.2.10 Description of the infrastructure domain – Functional and technical specifications of the domain – Platforms 4.2.10.2 to 4.2.10.5 4.2.11.1 Description of the infrastructure domain – Functional and technical specifications of the domain – Maximum pressure variation in tunnels 4.2.11.6 Description of the infrastructure domain – Functional and technical specifications of the domain – Effect of crosswinds 4.3.1 Description of the infrastructure domain – Functional and technical specification of the interfaces – Interfaces with the rolling stock sub-system – Locomotives and passengers – Table 8
Description of the infrastructure domain – Functional and technical specification of the interfaces – Interfaces with the rolling stock sub-system – Wagons – Table 9
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Table ZA.2 — (continued) Clauses/Subclauses and Annexes of this EN Annex C – International gauges G1, GA, GB and GC
Annex D – Gauges for multilateral and national agreements Annex F – Determination of reference vehicle characteristics Annex G – Uniform gauge Annex H – Gauge maintenance guideline
Clause(s)/Sub-clause(s) of the TSI
4.3.2. Description of the infrastructure domain – Functional and technical specification of the interfaces – Interfaces with the energy subsystem – Table 10 4.3.3. Description of the infrastructure domain – Functional and technical specification of the interfaces – Interfaces with the controlcommand and signalling subsystem – Table 11 4.5 Maintenance plan 4.8. Register of infrastructure 6.2.4.1 Assessment of conformity and/or suitability for use of the constituents and verification of the sub-system – Infrastructure subsystem – Assessment of conformity conditions – Assessment of minimum gauge 6.2.4.2. Assessment of conformity and/or suitability for use of the constituents and verification of the sub-system – Infrastructure subsystem – Assessment of conformity conditions – Assessment of the track centre distance 7.6 Implementing the Infrastructure TSI – Specific cases Annex B Assessment of the infrastructure sub-system – Table 20 Annex D Items to be included in the Infrastructure Register concerning the infrastructure domain – Table 21
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Essential Requirements of Directive 2008/57/EC
Comments
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Table ZA.3 — Correspondence between this European Standard, the revised TSI relating to the European high-speed rail system of February 2008 (published in Official Journal L 84, 26.03.2008, p 132) and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN The whole standard is applicable
Clause(s)/Sub-clause(s) of the TSI
Essential Requirements of Directive 2008/57/EC
4.3.2.3 Functional and technical specification of the interfaces – Kinematic gauge
Annexe III – Essential requirements – General requirements Sub-clause 1.1.1 - Safety
4.8.1 Register of the infrastructure
Sub-clause 1.2 – Reliability and availability
Comments
Sub-clause 1.5 – Technical compatibility Annex III – Sub-clause 2.4.3 – Requirements specific to each subsystem – Rolling stock Sub-clause 2.4.3§3 Technical compatibility
Table ZA.4 — Correspondence between this European Standard, the preliminary version of the TSI relating to the infrastructure of the European conventional rail system – Rolling stock – Locomotives and passengers (IU-RST-14112008-TSI draft Rev 2.0 of 2008/11/14) and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN The standard is not yet applicable
Clause(s)/Sub-clause(s) of the TSI
7.3.2.2 Track and gauge interaction – Specific cases Spain.
Essential Requirements of Directive 2008/57/EC
Annex III – Essential requirements – General requirements
Sub-clause 2.4.3 §3 – Technical compatibility
Comments
Gauge GHE 16, included in the TSI, is not currently in the standard. The TSI is still being worked on and the contents could change before publication
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Table ZA.5 — Correspondence between this European Standard, the intermediate amendment of the TSI relating to the conventional rail systems – rolling stock – wagons of November 2008 and approved by the rail safety and interoperability committee on 26 November 2008 and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN The whole standard is applicable
Clause(s)/Sub-clause(s) of the TSI
4.8.1 Register of infrastructure and rolling stock 5.4.2.1 Bogies and running gear Annexe KK Register of infrastructure and rolling stock. Register of infrastructure.
Essential Requirements of Directive 2008/57/EC
Comments
Annexe III – Essential requirements – General requirements Sub-clause 1.1.1 - Safety Sub-clause 1.2 – Reliability and availability Sub-clause 1.5 – Technical compatibility Annex III – Sub-clause 2.4.3 – Requirements specific to each sub-system – Rolling stock Sub-clause 2.4.3§3 Technical compatibility
Table ZA.6 — Correspondence between this European Standard, the TSI relating to persons with reduced mobility in the trans-European conventional and high-speed rail system (published in the Official Journal of 2008/03/07) and Directive 2008/57/EC Clauses/Subclauses and Annexes of this EN
Clause(s)/Sub-clause(s) of the TSI
Essential Requirements of Directive 2008/57/EC
Clause 13 – Rules for installation of platform edges
4.1.2.18.2 Platform height and offset – Platform offset
Annex III – Essential requirements – General requirements
Annex G – Universal gauge
7.4.1.2 Specific cases – Platform offset
Sub-clause 1.5 – Technical compatibility Annex III – Sub-clause 2.1.1 – Requirements specific to each sub-system infrastructure - safety 2.1.1 §2 – dangers to which persons are exposed, particularly when trains pass through stations. 2.1.1 §3 – infrastructure to which the public has access (platforms)
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Comments
Interfaces with the TSI relating to the infrastructure of conventional rail systems remain open
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard.
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BS EN 15273-3:2009 EN 15273-3:2009 (E)
Bibliography
[1]
UIC 505-1:2003, Railway transport stock — Rolling stock construction gauge
[2]
UIC 505-4:1977, Effects of the application of the kinematic gauges defined in the 505 series of leaflets on the positioning of structures in relation to the tracks and of the tracks in relation to each other
[3]
UIC 606-1:1989, Consequences of the application of the kinematic gauge defined by UIC Leaflets in the 505 series on the design of the contact line
[4]
EN 13232-1, Railway applications — Track — Switches and crossings — Part 1: Definitions
[5]
ENV 13803-1, Railway applications — Track alignment design parameters — Track gauges 1435 mm and wider — Part 1: Plain line
[6]
EN 13803-2, Railway applications — Track alignment design parameters — Track gauges 1435 mm and wider — Part 2: Switches and crossings and comparable alignment design situations with abrupt changes of curvature
170
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BS EN 15273-3:2009
National Annex (informative) Gauge terms used in Great Britain Absolute gauging A full assessment of clearances on a section of track between the vehicle and fixed structures and between the vehicle and vehicles on adjacent tracks. Dynamic gauging A gauging method which uses a reference profile which encloses all likely vehicle suspension movements. Suspension movements are calculated dynamically, and are added to the geometry of the vehicle in order to ensure that the vehicle remains within the reference profile under the conditions specified by the associated rules. Gauge A gauge is a definition of the shape and size of specific vehicles or infrastructure. Gauging The process by which swept envelopes of a vehicle, or vehicle gauges are used to determine clearances on a section of track between the vehicle and fixed structures and between the vehicle and vehicles on adjacent tracks. Geometric gauge A gauge which is in the form of a drawn line. The associated rules may adjust the shape and size of the gauge line as a function of track features including, for example curvature. Kinematic gauging A gauging method which uses a reference profile where allowance for vehicle suspension movements is calculated by empirical rules which do not take account of the vehicle mass. UIC gauging is the most common form of kinematic gauging. Although the term 'kinematic envelope' has been used in Great Britain for many years, it actually relates to the dynamic gauging method (see above). Reference profile The common gauge line on which gauges applicable to both vehicle and infrastructure are based. Static gauging A gauging method which uses a reference profile which does not enclose vehicle suspension movements. Its size and shape is therefore similar to the static size and shape of vehicles. A fixed allowance for suspension movements is contained within the associated rules, and forms part of the clearance between the reference profile and fixed structures and between the reference profile and vehicles on adjacent tracks.
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BS EN 15273-3:2009
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