EN-15237-3-2013

Dansk standard

DS/EN 15273-3 2. udgave 2013-06-26

Jernbaner – Fritrumsprofiler – Del 3: Strukturprofiler Railway applications – Gauges – Part 3: Structure gauges

Licensed to:Cowi

COPYRIGHT © Danish Standards Foundation. Not for commercial use or reproduction. DS/EN 15273-3:2013

DS/EN 15273-3 København DS projekt: M260708 ICS: 45.020; 45.060.01

Første del af denne publikations betegnelse er: DS/EN, hvilket betyder, at det er en europæisk standard, der har status som dansk standard. Denne publikations overensstemmelse er: IDT med: EN 15273-3:2013. DS-publikationen er på engelsk. Denne publikation erstatter: DS/EN 15273-3:2010.

DS-publikationstyper Dansk Standard udgiver forskellige publikationstyper. Typen på denne publikation fremgår af forsiden. Der kan være tale om:

Dansk standard standard, der er udarbejdet på nationalt niveau, eller eller som er baseret på et andet lands nationale standard, eller standard, der er udarbejdet udarbejdet på internationalt internationalt og/eller og/eller europæisk europæisk niveau, og som har fået status som dansk dansk standard DS-information publikation, der der er udarbejdet udarbejdet på nationalt niveau, niveau, og som ikke har opnået opnået status som standard, eller publikation, der er udarbejdet på internationalt og/eller europæisk niveau, niveau, og som ikke har fået status status som standard, fx en teknisk rapport, eller europæisk præstandard DS-håndbog samling af standarder, standarder, eventuelt suppleret med informativt materiale DS-hæfte publikation med informativt materiale •

•

• •

•

•

•

Til disse publikationstyper publikationstyper kan endvidere udgives tillæg og rettelsesblade •

DS-publikationsform Publikationstyperne udgives i forskellig form som henholdsvis fuldtekstpublikation (publikationen er trykt i sin helhed) godkendelsesblad (publikationen leveres i kopi med et trykt DS-omslag) elektronisk (publikationen leveres på et elektronisk medie) DS-betegnelse Alle DS-publikationers DS-publikationers betegnelse begynder med DS efterfulgt af et eller eller flere præfikser og et nr., fx DS 383, DS/EN 5414 osv. Hvis der efter nr. er angivet et A eller Cor, betyder det, enten at det er et tillæg eller et rettelsesblad til hovedstandarden, eller at det er indført i hovedstandarden. DS-betegnelse angives på forsiden. • • •

Overensstemmelse Overensstemmelse med anden publikation: Overensstemmelse kan enten være IDT, EQV, NEQ eller MOD Når publikationen er identisk med en given publikation. IDT: Når publikationen teknisk er i overensstemmelse med en given publikation, men EQV: præsentationen er ændret. Når publikationen teknisk eller præsentationsmæssigt ikke er i overensstemmelse med en NEQ: given standard, men udarbejdet på baggrund af denne. Når publikationen er modificeret i forhold til en given publikation. MOD: • •

•

•

Licensed to:Cowi


EUROPEAN STANDARD

EN 15273-3

NORME EUROPÉENNE EUROPÄISCHE NORM

May 2013

ICS 45.020; 45.060.01

Supersedes EN 15273-3:2009

English Version

Railway applications - Gauges - Part 3: Structure gauges Applications ferroviaires - Gabarits Gabarits - Partie 3: Gabarit des obstacles

Bahnanwendungen Bahnanwendungen - Begrenzungslinien - Teil 3: Lichtraumprofile

This European Standard was approved by CEN on 15 December 2012. 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-CENELEC 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-CENELEC Management Centre has the same status as the official versions. CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.

EUROPEAN COMMITTEE FOR STANDARDIZATION COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG

Management Centre: Avenue Avenue Marnix 17, 17, B-1000 Brussels Brussels

© 2013 CEN

Licensed to:Cowi

All rights of exploitation exploitation in any any form and by any means means reserved reserved worldwide for CEN national Members.

Ref. No. EN 15273-3:2013: E


EN 15273-3:2013 (E)

Contents Page

Foreword..................................................... .................................................................................................................. .........................................................................................................7 ............................................7 Introduction ........................................................................................................................ ...................................................................................................................................................... .............................. 10 1

Scope ................................................................................................................................................... ................................................................................................................................................... 11

2

Normative references ....................................................................................................... ......................................................................................................................... .................. 12

3

Terms and definitions ........................................................................................................................ ........................................................................................................................ 12

4 4.1 4.2 4.3

Symbols, abbreviations and subscripts ........................................................ ........................................................................................... ................................... 15 Symbols and abbreviations ................................................................ ............................................................................................................... ............................................... 15 Subscripts ........................................................................................................................................... ........................................................................................................................................... 21 Notations ................................................... ................................................................................................................ .......................................................................................... ............................. 21

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.................................................... ............................................................................ ........................ 22 The reference profile and its associated rules ............................................................................ ................................................................................ .... 22 Transverse widening .............................................................................................. .......................................................................................................................... ............................ 22 Gauge variations depending on the local situation ........................................................................ ........................................................................ 22 Random transverse phenomena ........................................................ ....................................................................................................... ............................................... 23 Superelevation and lowering perpendicular to the running surface ............................................. 24 General ............................................................................................... ................................................................................................................................................. .................................................. 24 Vertical superelevation or lowering for longitudinal profile transition curves ............................ 24 Vertical effect of the roll ........................................................... ..................................................................................................................... .......................................................... 25 Uplift ................................................................................................................................ ..................................................................................................................................................... ..................... 27 Vertical random phenomena ............................................................................................................. ............................................................................................................. 27 Additional allowances ................................................................................................................. ........................................................................................................................ ....... 27 Gauge types t ypes ........................................................................................................................................ ........................................................................................................................................ 27 Gauge methodologies ........................................................................ ........................................................................................................................ ................................................ 27 Structure gauge types t ypes ............................................................. ........................................................................................................................ ........................................................... 28 Uniform gauge..................................................... .................................................................................................................. ................................................................................ ................... 28 Choice of gauge ............................................................. ......................................................................................................................... ..................................................................... ......... 29 Gauge and methodology choice ....................................................................................................... ....................................................................................................... 29 Structure gauge choice ............................................................ ...................................................................................................................... .......................................................... 29 Taking account of the allowances .................................................................................................... .................................................................................................... 30 Catalogue of gauges .......................................................................................................................... .......................................................................................................................... 30

6 6.1 6.2 6.3 6.3.1 6.3.2 6.4 6.4.1 6.4.2

Rules for determination of the static gauge .................................................................................... .................................................................................... 30 General ............................................................................................... ................................................................................................................................................. .................................................. 30 Associated rules ............................................................................................................... ................................................................................................................................. .................. 31 Transverse clearances ..................................................................................................... ....................................................................................................................... .................. 32 Phenomena considered ..................................................................................................................... ..................................................................................................................... 32 Determination of the sum of allowances j............................................................. ...................................................................................... ......................... 32 Vertical allowances for random phenomena ................................................................................... ................................................................................... 33 Phenomena considered ..................................................................................................................... ..................................................................................................................... 33 Determination of the sum of vertical allowances V ...................................................................... 33

7 7.1 7.2 7.3 7.3.1 7.3.2

Rules for determination of the kinematic gauge ............................................................................. ............................................................................. 34 General ............................................................................................... ................................................................................................................................................. .................................................. 34 Associated rules ............................................................................................................... ................................................................................................................................. .................. 34 Transverse allowances for random phenomena ............................................................................. ............................................................................. 35 Phenomena considered ..................................................................................................................... ..................................................................................................................... 35 Determination of the sum of transverse t ransverse allowances j ............................................................... .................................................................. ... 35

2 Licensed to:Cowi


EN 15273-3:2013 (E)

7.4 7.4.1 7.4.2

Vertical allowances for random phenomena .......................................................... .................................................................................... .......................... 36 Phenomena considered ................................................................................................... ...................................................................................................................... ................... 36 Determination of the sum of vertical allowances V ....................................................................... 36

8 8.1 8.2 8.3 8.3.1 8.3.2 8.4 8.4.1 8.4.2

Rules for determination of the dynamic gauge ...................................................... ................................................................................ .......................... 37 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 37 Associated rules .............................. .......................................................................................... .................................................................................................... ........................................ 37 Transverse allowances for random phenomena ..................................................... .............................................................................. ......................... 38 Phenomena considered ................................................................................................... ...................................................................................................................... ................... 38 Determination of the sum of allowances j ...................................................................................... 38 Vertical allowances for random phenomena .......................................................... .................................................................................... .......................... 39 Phenomena considered ................................................................................................... ...................................................................................................................... ................... 39 Determination of the sum of vertical allowances V ....................................................................... 39

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......................................................... centres......................................................................................................... ................................................ 39 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 39 Determination of the limit distance between track centres ............................................................ ............................................................ 40 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 40 Effect of cant difference b D ............................................................ ............................................................................................................ ................................................ 41 Allowances to take into account random phenomena ...................................................... .................................................................... .............. 42 Determination ...................................................... .................................................................................................................. ................................................................................ .................... 43 Determination of the nominal distance between track centres c entres ...................................................... 44 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 44 Determination ...................................................... .................................................................................................................. ................................................................................ .................... 44

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 ..................................................... ................................................................................................................ ........................................................... 45 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 45 Calculation principle ........................................................................................................................... ........................................................................................................................... 45 Characteristics of a layout transition ........................................................... ................................................................................................ ..................................... 45 Gauge variations ................................................................................................................................. ................................................................................................................................. 46 Layout transition ................................................................................................................................. ................................................................................................................................. 46 Sudden change of curvature ................................................... .............................................................................................................. ........................................................... 46 Smooth transition of curvature .......................................................... .......................................................................................................... ................................................ 47 Crossing of a switch swit ch or crossing............................................. crossing....................................................................................................... .......................................................... 48 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 48 Additional overthrow variations ........................................................................................................ ........................................................................................................ 49 Quasi-static effect variations ............................................................................................................. ............................................................................................................. 50 Result.................................................................................................................................................... .................................................................................................................................................... 50

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 ...................................................... .................................................................... .............. 50 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 50 Space to be cleared for electrified lines ........................................................................................... ........................................................................................... 50 Particularities....................................................................................................................................... ....................................................................................................................................... 51 Basic principles ..................................................................................................... ................................................................................................................................... .............................. 51 Determination of the pantograph free passage mechanical gauge (in the case of the kinematic gauge) ................................................................................................................................. ................................................................................................................................. 52 Determination of the mechanical gauge width ........................................................ ................................................................................. ......................... 52 Determination of the maximum height heff of the t he mechanical gauge ........................................... 54 Pantograph electrical gauge (in the case of the kinematic gauge) ................................................ 55 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 55 Pantograph electrical elect rical gauge width .................................................... .................................................................................................... ................................................ 55 Electrical gauge height ............................................................................................................... ....................................................................................................................... ........ 56 Insulating distance .............................................................................................................................. .............................................................................................................................. 56 Determination of the pantograph gauge in the case of the dynamic gauge ................................. ................................. 56

12

Overhead contact wire ................................................................................. ........................................................................................................................ ....................................... 56

13 13.1 13.2

Rules for installation of platform edges ........................................................................................... 57 General ...................................................... .................................................................................................................. ........................................................................................... ............................... 57 Gap blac 0 and hlac 0 ..................................................... ................................................................................................................. ..................................................................... ......... 60 3

Licensed to:Cowi


EN 15273-3:2013 (E)

13.3 13.3.1 13.3.2 13.3.3 13.4

Installation dimensions ............................................................ ...................................................................................................................... .......................................................... 61 Installation relative to the running surface ............................................................. ...................................................................................... ......................... 61 Installation relative to the horizontal ( x ................................................................................... 62 xq, yq) ................................................................................... Installation tolerances ..................... .................................................................................. ................................................................................................... ...................................... 62 Verification and tolerances ....................................................... ................................................................................................................ ......................................................... 62

14 14.1 14.2 14.3

Tilting trains ........................................................................................................................................ ........................................................................................................................................ 62 General ............................................................................................... ................................................................................................................................................. .................................................. 62 Transition curve ................................................................................. .................................................................................................................................. ................................................. 64 Degraded modes ............................................................ ......................................................................................................................... ..................................................................... ........ 64

15

Rules for ferries .................................................................................................................................. .................................................................................................................................. 64

16 16.1 16.2 16.3 16.4 16.5 16.6

Track accessories .......................................................... ....................................................................................................................... ..................................................................... ........ 65 General ............................................................................................... ................................................................................................................................................. .................................................. 65 Contact ramps ..................................................... .................................................................................................................. ................................................................................ ................... 65 Active check rails........................................................... rails........................................................................................................................ ..................................................................... ........ 65 Planking of level lev el crossings ............................................................................................................... ............................................................................................................... 65 Electric third rail............................................................. rail.......................................................................................................................... ..................................................................... ........ 65 Rail brakes ..................................................................... ................................................................................................................................. ...................................................................... .......... 66

17 17.1 17.2

Verification and maintenance of the gauge ..................................................................................... ..................................................................................... 66 Structure gauges ........................................................... ........................................................................................................................ ..................................................................... ........ 66 Distance between track centres ................................................................................................. ........................................................................................................ ....... 66

18

Guide for determination of a new gauge from an existing infrastructure .................................... 67

Annex A (normative) Calculation methodology for structure gauge allowances .................................... 68 A.1 General ............................................................................................... ................................................................................................................................................. .................................................. 68 A.2 Formulation in the case of the kinematic gauge ............................................................................. ............................................................................. 68 A.2.1 For the installation nominal gauge ......................................................................... ................................................................................................... .......................... 68 A.2.2 For the installation limit gauge........................................................... .......................................................................................................... ............................................... 69 A.2.3 For the verification v erification limit gauge ......................................................................................................... ......................................................................................................... 70 A.2.4 For the installation installat ion nominal distance between centres .................................................... .................................................................. .............. 71 A.2.5 For the installation limit distance between centres .................................................................... ........................................................................ .... 72 A.2.6 For the verification v erification limit distance between centres .......................................................... ........................................................................ .............. 72 A.2.7 For the pantograph gauge .......................................................................................................... ................................................................................................................. ....... 72 A.3 Formulation in the case of the dynamic gauge ........................................................................... ............................................................................... .... 72 A.3.1 General ............................................................................................... ................................................................................................................................................. .................................................. 72 A.3.2 For the installation nominal gauge ......................................................................... ................................................................................................... .......................... 73 A.3.3 For the installation limit gauge........................................................... .......................................................................................................... ............................................... 73 A.3.4 For the verification v erification limit gauge ......................................................................................................... ......................................................................................................... 74 A.3.5 For the nominal installation distance between centres .................................................... .................................................................. .............. 75 A.3.6 For the verification v erification limit distance between centres .......................................................... ........................................................................ .............. 75 A.3.7 For the pantograph gauge .......................................................................................................... ................................................................................................................. ....... 76 Annex B (informative) Recommended values for calculation calculation of the the structure gauge gauge and calculation examples ..................................................... ................................................................................................................. ..................................................................... ......... 77 B.1 Recommendations for coefficients ..................................................... ................................................................................................... .............................................. 77 B.2 Examples of kinematic calculation ................................................................................................... ................................................................................................... 78 B.2.1 Verification limit gauge, installation limit gauge and installation nominal gauge ....................... 78 B.2.2 Nominal, installation limit and verification limit distances between centres ............................... 80 B.2.3 Pantograph gauge ......................................................... ...................................................................................................................... ..................................................................... ........ 81 Annex C (normative) International gauges G1, GA, GB and GC, Gl1, GI2 and Gl3 .................................. 88 C.1 General ............................................................................................... ................................................................................................................................................. .................................................. 88 C.1.1 Application .......................................................................................................................................... .......................................................................................................................................... 88 C.1.2 Gauge types t ypes ........................................................................................................................................ ........................................................................................................................................ 88 C.1.3 Parameters and common rules ......................................................................................................... ......................................................................................................... 88 C.1.4 Calculation of distance dist ance between centres ................................................................ ......................................................................................... ......................... 89 C.1.5 Pantograph free passage gauge ............................................................................. ....................................................................................................... .......................... 89 C.1.6 Gauge parts ........................................................................................ ......................................................................................................................................... ................................................. 89 C.2 Gauge for the upper parts ( h > 400 mm)....................................................... ........................................................................................... .................................... 90 4 Licensed to:Cowi


EN 15273-3:2013 (E)

C.2.1 C.2.2 C.2.3 C.3 C.3.1 C.3.2 C.3.3 C.4

Gauge G1............................................................. G1.......................................................................................................................... ................................................................................. .................... 90 Gauges GA and GB .................................................................................................................... ............................................................................................................................. ......... 91 Gauge GC ................................................................................................................................... ............................................................................................................................................. .......... 93 h Lower parts ( 0,400 m) ................................................................................................................... ................................................................................................................... 94 Lower parts of GI2 – generally applicable ........................................................................................ ........................................................................................ 94 Lower parts of GI1 – Tracks for rail brake equipment ....................................................... ..................................................................... .............. 95 Lower parts for “rolling” roads – GI3 ........................................................... .............................................................................................. ................................... 100 Pantograph free passage gauge ........................................................ ...................................................................................................... .............................................. 102

Annex D (normative) Gauges for multilateral and national agreements ................................................. ................................................. 103 D.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 103 D.2 Kinematic gauges derived from international gauges .................................................................. 103 D.2.1 Gauge G2............................................................. G2.......................................................................................................................... ............................................................................... .................. 103 D.2.2 Gauges GB1 and GB2 ....................................................................................................... ....................................................................................................................... ................ 105 D.3 Static gauges derived from international gauges ............................................................. .......................................................................... ............. 107 D.3.1 Gauge G1............................................................. G1.......................................................................................................................... ............................................................................... .................. 107 D.3.2 Gauge G2............................................................. G2.......................................................................................................................... ............................................................................... .................. 111 D.3.3 Gauges GA, GB and GC........................................................... .................................................................................................................... ......................................................... 112 D.4 National application gauge...................................................... ............................................................................................................... ......................................................... 114 D.4.1 Belgian gauges BE1, BE2 and BE3 ................................................................................................. ................................................................................................. 114 D.4.2 French gauges FR-3.3 ............................................................................................ ....................................................................................................................... ........................... 118 D.4.3 Portuguese gauges PTb, PTb+ and PTc ......................................................................................... ......................................................................................... 120 D.4.4 Finnish gauge FIN1 ........................................................................................................................... ........................................................................................................................... 126 D.4.5 Swedish gauges SEa and SEc .......................................................................................... ......................................................................................................... ............... 129 D.4.6 German gauge DE1 ........................................................................................................................... ........................................................................................................................... 132 D.4.7 German gauge DE2 ........................................................................................................................... ........................................................................................................................... 134 D.4.8 German gauge DE3 ........................................................................................................................... ........................................................................................................................... 135 D.4.9 Czech gauge Z-GČD .............................................................................................. .......................................................................................................................... ............................ 137 D.4.10 British gauge........................................................ gauge.................................................................................................................... .............................................................................. .................. 138 D.4.11 Spanish gauges GHE16, GEA16, GE A16, GEB16, GEC16, GEC14, GEE10 and GED10 GED1 0 .......................... 139 Annex E (informative) Calculation example for determination of the gauge at a switch or crossing .. 155 E.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 155 E.2 Methodology ........................................................ .................................................................................................................... .............................................................................. .................. 156 E.3 Widening in the curve ............................................................................................. ....................................................................................................................... .......................... 156 E.3.1 Widening of the main line ........................................................ ................................................................................................................. ......................................................... 156 E.3.2 Widening in the turnout route .................................................................................................... .......................................................................................................... ...... 158 E.4 The quasi-static effect ............................................................. ...................................................................................................................... ......................................................... 159 E.5 Gauge widening at a switch or crossing ........................................................................................ 160 Annex F (normative) Determination of reference vehicle v ehicle characteristics ............................................... 163 F.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 163 F.2 Methodology ........................................................ .................................................................................................................... .............................................................................. .................. 163 F.3 Calculation example ..................................................................................... .......................................................................................................................... ..................................... 164 F.3.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 164 F.3.2 Vehicle no. 1 (on the inside of the curve) ....................................................................................... ....................................................................................... 164 F.3.3 Vehicle no. 2 (on the outside of the curve) ................................................... ..................................................................................... .................................. 164 F.3.4 Vehicle no. 3 (on the inside of the curve) ....................................................................................... ....................................................................................... 165 F.3.5 Vehicle no. 4 (on the outside of the curve) ................................................... ..................................................................................... .................................. 165 F.3.6 Summary ............................................................. .......................................................................................................................... ............................................................................... .................. 165 F.3.7 International gauge reference vehicles ........................................................ ........................................................................................... ................................... 166 Annex G (normative) Uniform gauge..................................................................................................... gauge........................................................................................................... ...... 168 G.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 168 G.2 GU1 ........................................................... ........................................................................................................................ .......................................................................................... ............................. 168 G.2.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 168 G.2.2 Determination of the gauge ..................................................... .............................................................................................................. ......................................................... 168 G.2.3 Equivalent kinematic gauge .............................................................................................. ............................................................................................................. ............... 170 G.3 GU2 ........................................................... ........................................................................................................................ .......................................................................................... ............................. 170 G.3.1 General ...................................................... .................................................................................................................. ......................................................................................... ............................. 170 G.3.2 Determination of the gauge ..................................................... .............................................................................................................. ......................................................... 171 5 Licensed to:Cowi


EN 15273-3:2013 (E)

G.4 GUC .................................................................................................................................................... .................................................................................................................................................... 172 G.4.1 General ............................................................................................... ............................................................................................................................................... ................................................ 172 G.4.2 Determination of the gauge ............................................................................................................. ............................................................................................................. 173 Annex H (informative) Gauge maintenance guideline ....................................................... .............................................................................. ....................... 174 H.1 General ............................................................................................... ............................................................................................................................................... ................................................ 174 H.2 Choice of gauge ............................................................. ......................................................................................................................... ................................................................... ....... 174 H.3 Installation rules ............................................................................................................................... ............................................................................................................................... 174 H.3.1 Guidelines for installation of equipment along the track ............................................................. ............................................................. 174 H.3.2 Guidelines for the installation of tracks alongside structures .................................................... 174 H.3.3 Guidelines for the installation of temporary structures ............................................................... 175 H.4 Managing and checking of structures .......................................................... ............................................................................................ .................................. 175 H.4.1 Management principles ............................................................ .................................................................................................................... ........................................................ 175 H.4.2 Management of critical situations ....................................................... ................................................................................................... ............................................ 175 H.4.3 Practical aspects for f or measuring the structures ............................................................................ ............................................................................ 176 H.5 Effect of track maintenance ......................................................................... ............................................................................................................. .................................... 176 H.6 Personnel training ......................................................... ...................................................................................................................... ................................................................... ...... 176 Annex I (informative) A–deviations...................................................... ............................................................................................................. ....................................................... 177 Annexe ZA (informative) Relationship between this European European Standard and and the essential requirements of EU Directive 2008/57/EC ...................................................................................... 179 Bibliography ........................................................................................................................ ................................................................................................................................................... ........................... 184

6 Licensed to:Cowi


EN 15273-3:2013 (E)

Foreword This document (EN 15273-3:2013) has been prepared by Technical T echnical Committee CEN/TC 256 “Railway “ 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 November 2013, and conflicting national standards shall be withdrawn at the latest by November 2013. Attention is drawn dra wn 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. For the relationship with Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this document. This document replaces document EN 15273-3:2009. 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 the essential requirements of Directive 2008/57/EC. This document replaces document EN 15273-3:2009 resu lting from review from national standards organizations relating to the symbols, formulae and other incorrect technical content in the 2009 document. Modifications compared to EN 15273-3:2009:

 Introduction: change to text; to Figure 1;  3.2: change to 4: change to Table 1;  Clause 4:

 5.3.2: change to text and to Figure 2, Formula (5);  5.3.3.1: change to text and to Figure 3, change to Formula

 5.3.3.2: new text;  Clause 6: new notes;  6.2: new Formula (12);  6.3.2: deletion of the last sentence;  6.4.2: deletion of the last sentence;  7.2: change to Formula (19) and creation of Formula (18b);  7.4.1: change to text;  8.2: new text and creation of Formula (23b);

7 Licensed to:Cowi


EN 15273-3:2013 (E)

 8.4.1: change to text; Figure 4;  9.2.1: change to Figure

 9.2.2: new Figure 5;  9.2.4: change to text;  10.3.1: new Figure 9;  10.3.2: new Figure 10;  10.3.4: change to text;  11.2.1.7: new symbols, change to Formula (33);  11.3.2: new symbols, change to Formula (37);  13.1: new Figures 14 and 15;  13.3.1.2: change to text and to Formula (50); Formulae (51) and (53);  13.3.2: change to Formulae

 A.2: new title;  A.2.2.1.1: new references, change to text, new Formulae (A.9);  A.2.2.1.2: change to Formula (A.12);  A.2.2.1.3: change to Formula (A.14);  A.2.2.2: new symbols, change to Formulae (A.15), (A.16);  A.2.3: new title, new Formulae (A.19a), (A.19b), (A.20a), (A.20b); symbols and new references;  A.2.3.2: new symbols

 A.2.4: change to Formula (A.24);  A.3.3.2: change to Formulae (A.39), (A.40);  A.3.4.2: change to title, change to Formula (A.47);  A.3.4.2: new symbol;  A.3.5: change to Formula (A.49);  A.3.6: change to Formula (A.51);  B.1: new title of Table B.1, change to Note 4; to Table B.2;  B.2.1: change to Formula B.1, change to

 B.2.2: change to the last formula;

8 Licensed to:Cowi


EN 15273-3:2013 (E)

 B.2.3.1: change to text; Tables B.3, B.4 and B.5;  B.2.3.2.1: change to text, change to Tables

 B.2.3.2.2: change to Figure B.1; Tables B.6, B.7, B.8, B.8, B.9 and B.10;  B.2.3.3: change to text, change to Tables

 C.1.3: deletion of last paragraph, change to sentence before Formula (C.1); Table C.1;  C.2.1: change to Table Table C.3;  C.2.2: change to Table

 C.3.1: creation of Figures C.4 and C.5;  C.3.2: creation of Figures C.6 and C.7;  C.3.2.1.2: change to Figure C.8; Figure C.10;  C.3.3: change to Figure

 C.4: change to Table C.8;  D.2.2.4: change to Tables D.2 and D.3;  D.3.1.1: change to the sentence before Formula (D.1);  D.4.2.3: change to Tables D.13 and D.14;  D.4.3.6: change to the sentence before Formula (D.3);  D.4.10: deletion of the clause (8 pages); on Spanish gauges;  D.4.11: insertion of a new clause on

 E.1: deletion of the first sentence;  E.4: change to text;  F.2: change to text. 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, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.

9 Licensed to:Cowi


EN 15273-3:2013 (E)

Introduction This document is the third of a series of three parts of the European Standard covering gauges:

 EN 15273-1 covers general principles, phenomena shared by the infrastructure and by the rolling stock, reference profiles and their associated rules; the vehicles as a function of their specific characteristics for  EN 15273-2 gives the rules for dimensioning the the relevant gauge and for the related calculation method; gives the rules for dimensioning dimensioning the infrastructure in order to allow vehicles built according to  EN 15273-3 gives the relevant gauge and taking account of the specific constraints to operate within it.

10 Licensed to:Cowi


EN 15273-3:2013 (E)

1 Scope This standard: needed to install, verify and maintain the various structures near the structure  defines the various profiles needed 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; with when building the the platforms;  lists the rules to be complied with

 lists the rules to determine the pantograph gauge;  lists the formulae needed to calculate the structure gauges in the catalogue. The defined gauge includes the space to be gauged 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 methodologies to demonstrate gauge compatibility 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 the operating operating rolling rolling stock with the gauge concerned;

2)

maintenance of this compliance over time.

The gauges included in these standards have been developed as part of their application on European railways. Other networks such as regional, local, urban and suburban networks may apply the gauge regulations defined in this standard. They may be required to make use of specific methodologies, particularly where:

 specific rolling stock is used (for example: underground trains, trams, etc. operating on two rails);  use occurs in other ranges of radii;  others, etc. The catalogue included in this standard only includes a selection of gauges and is not exhaustive. Each network is free to define the gauges in accordance with their own needs.

11 Licensed to:Cowi


EN 15273-3:2013 (E)

2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 13232-1, Railway Applications — Track — Switches and crossings — Part 1: Definitions 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 13803-1 Railway applications — Track — Track alignment design parameters — Track gauges 1435 mm and wider — Part 1: Plain line EN 15273-1:2012, Railway applications — Gauges — Part 1: General — Common rules for infrastructure and rolling stock EN 15273-2:2012, 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. Note 1 to entry:

The structure gauge is defined defined on the basis of the reference profile by applying the associated rules. rules.

Three types of structure gauge are defined as follows:

3.1.1 structure verification limit gauge space not to be encroached upon at any time which sets the limit for normal operation Note 1 to entry:

This is used to ensure that structures allow free passage It is essential that no structure enters this at

any time.

3.1.2 structure installation limit gauge space not to be encroached upon taking into account a maintenance allowance Note 1 to entry: This is used to define the the structure installation limit. It is essential that no structure structure shall be installed if free passage is desired following normal maintenance operations.

12 Licensed to:Cowi


EN 15273-3:2013 (E)

3.1.3 structure installation nominal gauge space to be cleared of any structure in order to enable train operations and track maintenance by incorporating allowances for safety, maintenance as well as reserve allowances defined by the person responsible for the infrastructure Note 1 to entry: This space for example takes into account exceptional dynamic movements, possible increases in speed, crosswinds, aerodynamic effects, etc.

3.2 distance between track centres distance between the centres of the two adjacent tracks concerned, measured parallel to the running surface of the track with the least cant, called the reference track Note 1 to entry: On the track, the distance between 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 to to entry: The definition of distance between between centres adopted adopted in this standard may 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

Figure 1 — Distance between track centres 3.2.1 verification 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 Note 1 to to entry:

This distance varies varies according to the local track parameters (e.g. cant, curve radius, etc.)

3.2.2 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 Note 1 to entry: This distance varies according to the local track parameters (e.g. cant, curve radius, radius, etc.). It takes into account maintenance allowances.

3.2.3 installation nominal distance between centres distance between the axes of the two adjacent tracks that generally has a suitable allowance to permit ease of design, laying, monitoring and maintenance, the operation of special transport or any other aspect (including aerodynamic effects, for example) Note 1 to to entry:

The nominal distance distance between centres is often fixed, except in areas with small radii.

13 Licensed to:Cowi


EN 15273-3:2013 (E)

14 Licensed to:Cowi


EN 15273-3:2013 (E)

4 Symbols, abbreviations and subscripts 4.1 Symbols and abbreviations Table 1 — Symbols and abbreviations a bbreviations Symbol

Designation

Unit

a

Distance between end wheelsets of vehicles not fitted with bogies or between bogie centres

m

Ai/a

Coefficients dependent on the reference vehicle for the calculation of additional overthrows. The index i is used for inside curves; indice a for outside curves

b

Semi-width or distance parallel to the running surface, relative to the centreline of the track or of the vehicle

m

b'

Semi-width of the pantograph gauge

m

b' q

Actual installation distance of the platforms, measured from the rail running edge

m

bCR

Semi-width of the reference profile

m

belec

Electrical insulation distance

m

blac 0

Standard width of the gap between the platform and the step

m

Distance parallel to the running surface between the structure and the track centreline

m

Semi-width of the platform installation

m

bveh

Semi-width of the vehicle

m

bw

Semi-width of the pantograph head

m

b obstacle bq

Bi/a

Coefficients dependent on the reference vehicle for the calculation of additional overthrows. The index i is used for inside curves; indice a for outside curves

C 0

Reference roll centre

cw

Width of the pantograph head insulating horn

m

dg

Geometric overthrow of the vehicle

m

dg i

Geometric overthrow of the vehicle on the inside of the curve

m

dg a

Geometric overthrow of the vehicle on the outside of the curve

m

D

Cant

m

D0

Fixed cant value taken into account by agreement between the rolling stock and the infrastructure with regard to the kinematic gauge

m

Standard maximum cant to allow for enlargement of the kinematic gauge

m

Cant difference (between two tracks)

m

Dmax δ D

15 Licensed to:Cowi


EN 15273-3:2013 (E)

Table 1 (continued) Symbol

Designation

Unit

e p

Offset of the pantograph due to the vehicle characteristics

m

e po

Offset of the pantograph at the upper verification point

m

e pu

Offset of the pantograph at the lower verification point

m

ev

Lowering of track components

m

Distance between track centres

m

Raising of the contact wire

m

Allowance to take into account dynamic movement of the contact wire

m

f wa

Excess geometric overthrow of the contact plane by the pantograph head due to wear on the wiper

m

f ws

Excess geometric overthrow of the contact plane by the pantograph head due to its inclined position

m

Height in relation to the running surface

m

Maximum verification height of the pantograph gauge in a raised position

m

Minimum verification height of the pantograph gauge in a raised position

m

Roll centre height

m

hc0

Value of hc used for the agreement between the rolling stock and the infrastructure

m

h'c0

Value of hc used for the agreement between the rolling stock and the infrastructure, for pantograph gauges

m

Height of the reference profile

m

Effective height of the raised pantograph

m

Effective height of the raised pantograph plus the electrical insulation distance

m

EA f s

f dyn

h

h 'o

h'u

hc

hCR

heff

heff elec

16 Licensed to:Cowi


EN 15273-3:2013 (E)

Table 1 (continued) Symbol hf

hmax hmin

Designation Height of the contact wire Maximum height available for the infrastructure below the lower horizontal line of the reference profile Lower height of the reference profile to be taken into consideration when determining the reference vehicles Height of the lower horizontal line of the reference profile

Unit m m m

NOTE: This minimum height is specified for the vertical geometric displacements of the rolling stock below the reference profile according to the vertical curve of the track.

m

hu min( 2)

Height of the lower horizontal line of the special reference profile of the lower parts for vehicles having to pass over marshalling humps and rail brakes in a non-active position

m

hmin CR

Height of the bottom corner of the reference profile

m

Height of the platform coping stone edge

m

Height of the structure above the running surface

m

hP

Height of point P

m

hq

Height of the platforms

m

hu min

hnez

hobstacle

homin

Minimum height specified for the vertical geometric displacements of the rolling stock above the reference profile according to the vertical curve of the track.

I

Cant deficiency

m

I 'c

Intermediate cant deficiency value between 0 and I c

m

I ' p

Intermediate cant deficiency value taken into account for tilting body vehicles

I c

Maximum cant deficiency in conventional vehicles used by the infrastructure manager for his routes

m

I 0

Fixed cant deficiency value taken into account by agreement between the rolling stock and the infrastructure with regard to the kinematic gauge

m

I 0′

Fixed cant deficiency value taken into account by agreement between the rolling stock and the infrastructure with regard to the kinematic gauge of the pantographs

m

I p

Cant deficiency of tilting body vehicles

m

Additional cant deficiency

m

I sup

k

Factor of safety to take into account track irregularities

k '

Factor of safety to take into account track irregularities, for pantograph gauges

m

17 Licensed to:Cowi


EN 15273-3:2013 (E)


Designation

Unit

Track gauge, distance between the rail running edges

m

lnom

Nominal track gauge

m

L

Standard distance between the centrelines of the rails of the same track

m

M (1)

Mandatory allowance

m

M ( 2)

Infrastructure maintenance allowance

m

M (3)

Additional infrastructure allowance

m

M EA j

Horizontal allowance for the distance between centres covering certain random phenomena (j = 1, 2 or 3)

m

na

n for the sections outside the wheelsets or bogie centres

m

ni

n for the sections between the wheelsets or bogie centres

m

P

Upper point of the reference profile lateral face which is the determining factor for the distance between centres

PT

End lateral point of the reference profile upper face

l

q

Transverse clearance between wheelset and bogie frame, or wheelset and body for vehicles not fitted with bogies

m

qs

Displacement due to the quasi-static roll taken into account by the infrastructure

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

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

qs'a

Displacement due to the quasi-static roll on the outside of the curve, for pantograph gauges

m

qs 'i

Displacement due to the quasi-static roll on the inside of the curve, for pantograph gauges

m

R

Horizontal curve radius

m

Rv

Vertical curve radius of longitudinal profile

m

Standard minimum vertical curve radius of longitudinal profile

m

Rv min

s

Flexibility coefficient

s0

Flexibility coefficient value taken into account in the agreement between the rolling stock and the infrastructure

s'0

Flexibility coefficient taken into account in the agreement between the rolling stock and the infrastructure for the pantograph gauge

18 Licensed to:Cowi

m


EN 15273-3:2013 (E)


Designation

Unit

S

Allowed additional overthrow

m

S 'a

Allowed additional overthrow on the outside of the curve for pantographs

m

S 'i

Allowed additional overthrow on the inside of the curve for pantographs

m

S a

Allowed additional overthrow on the outside of the curve

m

S i

Allowed additional overthrow on the inside of the curve

m

Angle of dissymmetry, considered in ηor for poor load distribution

degree

T D

Track crosslevel difference between two maintenance periods

m

T N

Vertical displacement of the track between two periods of maintenance

m

T osc

Crosslevel difference selected for calculation of oscillations caused by track irregularities

m

T charge

T susp T voie

Angle of dissymmetry, considered in ηor for poor suspension adjustment Transverse displacement of the track between two periods of maintenance

degree m

V 'c

Intermediate value of the standard train speed

km/h

' V p

Intermediate value of the tilting train speed

km/h

w

Transverse clearance between bogie and body

m

Transverse clearance between bogie and body towards the outside of the curve varying according to the track curve radius

m

Transverse clearance between bogie and body towards the inside of the curve varying according to the track curve radius

m

x

Distance taken into account from the point of origin O for the calculation of e v

m

xq

Horizontal coordinate of the platform edge

m

xq,i

Horizontal coordinate of the platform edge on the inside of the curve

m

xq,a

Horizontal coordinate of the platform edge on the outside of the curve

m

yq

Vertical coordinate of the platform edge

wa

(R)

wi (R)

m

19 Licensed to:Cowi


EN 15273-3:2013 (E)


Designation

Unit

yq,i

Vertical coordinate of the platform edge on the inside of the curve

m

y q,a

Vertical coordinate of the platform edge on the outside of the curve

m

z0

Fixed value available to the rolling stock on the outside of the static reference profile to allow quasi-static roll of the rolling stock

α

Additional angle of roll of the body due to the clearance to the side bearers

degree

Maximum angle of rotation around the roll centre for point PT

degree

Angle of the inclined part of the pantograph head in relation to the horizontal

degree

α ' '

Angle made by the gangway between the platform and the ferry

degree

β

Switch [switches and crossings] entry angle

radian

α PT α

'

∆a

∆b ∆h ∆hdyn

δ

Fixed term corresponding to:

(

na a + na

)

−

p

2

m

m

2

4

Variation in semi-width b

m

Variation in height h

m

Vertical movement of the vehicle taken into account for the dynamic gauges

m

Angle of roll of the canted track

degree

δ qa

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

Σ j

Sum of (horizontal) allowances for the structure gauge, covering certain random phenomena (j = 1, 2 or 3)

m

Σv

Sum of the values of the allowances taken into account by the infrastructure in the vertical direction

m

η0

Angle of dissymmetry of a vehicle due to construction tolerances, to suspension adjustment and to unequal load distributions

degree

Reference angle η0 taken into account in the agreement

degree

η 0r

θ

Angle resulting from the suspension adjustment tolerances

τ

Pantograph construction and installation tolerance

20 Licensed to:Cowi

radian m


EN 15273-3:2013 (E)

4.2 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 rolling stock and the infrastructure

Subscript st:

refers to the static calculation rules. This subscript is often omitted when the context makes it clear that the static parameter is being referred to

Subscript cin:

refers to the kinematic calculation rules. This index index is often omitted when the context makes it clear that the kinematic parameter is being referred to

Subscript dyn: refers to the dynamic calculation rules. This index is often omitted when the context makes it clear that the dynamic parameter is being referred to Subscript réel: refers to the actual local value, i.i. e. measured on the track Subscript CR: refers to the reference profile Subscript lac:

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 verification gauge

Subscript max: refers to the maximum value value that may appear according to 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 gauge

Subscript P:

refers to tilting trains

Subscript C:

refers to classic trains

Subscript veh: refers to the actual vehicle vehicle Subscript elec: refers to the electrical insulation value

4.3 Notations [ ]>0:

means that this value is to be considered as long as it is positive. A negative value shall be considered as zero

max( , ):

means that the maximum value of the terms in brackets shall be used

21 Licensed to:Cowi


EN 15273-3:2013 (E)

5 General information on all the gauging methods 5.1 The reference profile and its associated rules This clause covers the main gauging rules. For m ore detailed information, see EN 15273-1. A gauge is defined by a reference profile and its associated rules. The gauge is generally split into two parts: its upper parts and its lower parts. The limit between the two parts shall be defined for each gauge. There are specific rules associated with each part. 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 construction gauge nor the structure gauge (on straight track or other). Generally added to this profile is widening according to 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 15273-1:2013, Clause 7) for more detailed explanations). Transverse and vertical widening at the running surface are often dealt with separately.

5.2 Transverse widening 5.2.1

Gauge variations depending on the local situation

5.2.1.1

General

The gauge variations depend on the calculation method used and particularly on the gauge used. Generally, there are two parts: in a curve;  the additional overthrows that give the variability in

 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: widening;  the effect of the track widening; the curve of the reference vehicles.  the geometric effect in the The general formulations are set out in EN 15273-1:2013 7.2.1.1. The specific formulae to be used for each gauge are given in the Annex.

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.

22 Licensed to:Cowi


EN 15273-3:2013 (E)

The first is at its maximum when the trains re ach their maximum authorized speed. The second is at its maximum when the train is stationary. It should be noted that, depending on the gauge type, the rolling stock already takes a part into account up to values I 0 and D0; the infrastructure only takes the addition into account. The general formulations are given in EN 15273-1:2013, 7.2.1.4. 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 rolling stock.

5.2.2

Random transverse phenomena

Random phenomena to be considered is dependent on the gauge used. The following phenomena are considered to be the responsibility of the Infrastructure Manager.

5.2.2.1

Vehicle oscillations generated by track irregularities (T osc)

Track geometry irregularities 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 (T osc). Depending on the flexibility of the vehicle, they are located at the base of an inclination around the roll centre and thus the following widening:

∆b =

s0 L

T osc (h − hc0 )>0

(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 rolling stock.

5.2.2.2

Track displacement (T voie)

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 T voie 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 disregarded.

5.2.2.3

Cant deviation (T D)

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 T D has a double effect:

 the reference profile rotates around the track centreline at an angle corresponding to the maximum variation

∆b =

T D L

T D L

h

, which causes the following widening:

(2)

23 Licensed to:Cowi


EN 15273-3:2013 (E)

 the vehicle will tend to turn around the roll centre, affected by the flexibility of its suspension, which will cause an additional widening of parts located above the roll centre:

∆b = s0

T D L

(h − hc0 )>0

(3)

inside of the curve and the outside of the curve, but also  these two phenomena have an effect towards the inside (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 (η 0)

A vehicle will never be perfectly perf ectly symmetrical; the main reasons for this are as follows, f ollows, depending on the t he type of gauge:

 variations in suspension adjustment resulting in a body roll T susp; vehicle body roll in its suspension gear and which results similarly  loading dissymmetry which makes the vehicle in a rotation of the vehicle T charge . In both cases, the vehicle body rotates around its roll centre C 0. The sum of the two angles corresponds to the agreed reference angle η 0:

η 0

= T charge + T susp

(4)

5.3 Superelevation and lowering perpendicular to the running surface 5.3.1 General In most cases, the rolling stock takes into account vertical displacements (including tolerances) unless specified otherwise. The following vertical displacements shall only be considered by the infrastructure manager. Such displacements can occur in both directions. In terms of the position of the point on the reference contour, superelevation or lowering should be considered in order to take into account the worst case.

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.

24 Licensed to:Cowi


EN 15273-3:2013 (E)

The general formulations are set forth in EN 15273-1:2013, 7.2.2. The phen omenon to be considered is defined in this standard, and its determination is the responsibility of the infrastructure manager. See also the following figure:

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 reference profiles 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.

25 Licensed to:Cowi


EN 15273-3:2013 (E)

Figure 3 — Vertical effect of the roll The rotations resulting from the following phenomena shall be taken into consideration: gauge type) (see 5.2.1.3);  quasi-static effect (total or non depending on the gauge

 cant deviation T D (see 5.2.2.3); irregularities T osc (see 5.2.2.1);  oscillations caused by track irregularities

 dissymmetry η 0 (see 5.2.2.4). The superelevation resulting from the quasi-static effect is determined by the following formula:

∆hPTi,a = bPT sin α PTi,a − (hPT − hc0 )(1 − cos α PTi,a ) equivalent to ∆hPTi,a ≅ bPT sin α PTi,a

(5)

where α PTi,a:

the rotation of the gauge due to the quasi-static effect. This value can differ between the inside inside of the curve and the outside of the curve.

hPT , bPT: the coordinates of the point considered PT .

The angle of rotation taken into account depends on the gauge type. The rotations due to the random parameters are to be considered when determiningΣ V. NOTE

To date, ∆hPT has only been used for gauge GC. For future gauges not yet defined in this standard, the use of

this parameter will be left to the discretion of the infrastructure manager.

26 Licensed to:Cowi


EN 15273-3:2013 (E)

5.3.3.2

Lower parts

The same principle can be used for the lower parts but it is taken into account by the rolling stock in terms of the train architecture (for example: tilting trains).

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; raising during maintenance operations. operations.  track raising

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; holding siding, etc.);  opening of doors and safety of train crew in certain situations (for example, platforms, holding

 amendments to the layout or future gauge;  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 rolling stock 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: 2013 (Clause 6). 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; interoperable networks;  the kinematic method used in Europe, essentially on interoperable

27 Licensed to:Cowi


EN 15273-3:2013 (E)

of optimizing the space available for sizing  the dynamic method used on certain networks with the aim of 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 verification limit gauge only takes into account widening and certain allowances that ensure safety of operations during control with the parameters measured on site. The grouping of these parameters is called M (1);  the structure installation limit gauge takes into account the structure verification limit gauge and all the displacements and wear that may occur between two maintenance periods by means of an additional allowance M (2). Fitting this gauge ensures that clearance is maintained between the various maintenance and checking operations;  besides allowances M and M (2), the structure installation nominal gauge also takes into account an (1)

additional allowance M (3)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, etc. The allowance M (1) corresponds to Σ 1. The sum of the allowances M (1) and M (2) is determined by Σ 2. The sum of the allowances M (1) to M (3) is determined by Σ 3.

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 corresponding 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 applicable on a straight or curved track with very large radii and no cant;



one profile on on a curved track designed on the basis of the worst worst case cant and radius situation.

28 Licensed to:Cowi


EN 15273-3:2013 (E)

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 rolling stock.

5.6 Choice of gauge 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; agreements;  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; imposed by the infrastructure.  the specific restrictions imposed 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 the nominal gauge shall be used. In the case of major reconstruction it is advisable to use the nominal gauge. 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 verification limit gauge may need to be defined when the infrastructure manager wants to verify the free running of the trains in a degraded situation.

29 Licensed to:Cowi


EN 15273-3:2013 (E)

5.6.3

Taking account of the allowances

5.6.3.1

Structure limit gauge

The phenomena to be considered and the calculation methodology for the sums of the allowances Σ 1 and Σ 2 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 verification 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 different networks.

5.6.4

Catalogue of gauges

Technical interoperability conditions are defined in EN 15273-1:2013, Annex A. The application of international or reduced interoperability gauges depends on international regulations or even bilateral or multilateral agreements. The gauge choice is fixed by each network. A distinction is made between: listed in Annex Annex C;  gauges “interoperable internationally”. These are listed multilateral agreements or national applications. These are listed in  and other gauges for bilateral or multilateral Annex D.

6 Rules for determination of the static gauge 6.1 General NOTE 1

In this clause, the index “st” is omitted from all parameters in order to improve legibility.

NOTE 2 The original static method defined in “The Technical Unit” did not clearly define the allo wances to be taken into account by the infrastructure for the effects of roll and random phenomena. The method proposed here enables the recalculation of the static gauge when the necessary val ues are available.

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 rolling stock and are therefore inseparable.

30 Licensed to:Cowi


EN 15273-3:2013 (E)

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 local track parameters (cant, curve radius and track 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.

6.2

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 of all the phenomena:

bobstacle

≥ bCR + S i/a + qsi/a + Σ j

(6)

where

 bCR is the semi-width of the static reference profile;  S i/a are the additional overthrows (see 5.2.1.2);  qsi/a is the quasi-static effect with the following general formulation:

= z0 +

s0

[ D − D0 ]>0 [h − hc0 ]>0



inside of the curve: qsi



outside of the curve: qs a



with z0 as a constant value

z 0

=

s0 ( D0 orI 0 )



or with z0 as a variable-height value

z 0

=

s0 ( D0 orI 0 )

L

= z 0 +

s0 L

(7)

[ I − I 0 ]>0 [h − hc0 ]>0

(8)

L

L

(hmax − hc 0 )

(h − h ) c0

(9)

(10)

allowances Σ j to cover the random phenomena.  The sum of the allowances In the height plane, the position of the structure shall ensure that:

hobstacle ≥ hCR + ∆hR V + ∆hsusp + ∆hPT + ∑ V

(11)

where

 hCR is the height of the reference profile;  ∆hRv is the superelevation/lowering in the transition curve (see 5.3.2.);

31 Licensed to:Cowi


EN 15273-3:2013 (E)

 ∆hsusp is the vehicle uplift due to the suspension flexibility;  ∆hPT is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3). where

sin α PTi,a

=

s0 L

⋅ ( D, I )

(12)

In contrast to transversal movements, it is important to take into account the effect of cant deficiency on the inside of the curve and the effect of cant on the outside of the curve. There is an additional allowance Σ V for random phenomena.

6.3 Transverse clearances 6.3.1 Phenomena considered Allowances are defined to take into account the random phenomena. The various phenomena are grouped according to their character. M (1) 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 rolling stock. M (1) is determined on the basis of:

 oscillations characterized by tolerance T osc;  dissymmetry η 0 due to poor suspension adjustment and load distribution not exceeding 1°. M (2) includes the random effects that make the best use of allowances to ensure track maintenance at the

chosen frequencies and resources. M (2) is determined on the basis of: displacements T voie between two maintenance operations;  widening in order to take account of the track displacements the trackT D.  the geometric part and the additional quasi-static effect due to the crosslevel error of the M (3) 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.

6.3.2 Determination of the sum of allowances Σ j The effective value of Σ j may be chosen:

 either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network; on the basis of the maintenance tolerances with with the following calculation method:  or as a value calculated on 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:

32 Licensed to:Cowi


EN 15273-3:2013 (E)

Σ j = k

∑ ∆b

T j '

2

(13)

j'

where T j 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 determines the safety level (k ≥ 1). Further explanations can be found in EN 15273-1:2013 7.1.8 and 7.2.1.9.2.

6.4 Vertical allowances for random phenomena 6.4.1 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 horizontal parts of the upper parts); maintenanceT N;  vertical displacement of the track between two periods of maintenance

 vertical tolerances;  additional allowances.

6.4.2 Determination of the sum of vertical allowances Σ V The effective value of Σ V may be chosen:

 either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network; on the basis of the maintenance tolerances with with the following calculation method.  or as a value calculated on 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:

Σ V = k (∆hT

1

) + (∆h ) 2

T2

2

+ ...(∆hT

n

)

2

(14)

where T j 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 determines the safety level (k ≥ 1). More detailed explanations are given in EN 15273-1.

33 Licensed to:Cowi


EN 15273-3:2013 (E)

7 Rules for determination of the kinematic gauge 7.1 General NOTE

In this clause, the subscript “cin” is omitted from all parameters in order to improve legibility.

The reference profile is determined for a flat straight track, of nominal rail gauge without cant. The gauge varies depending on local track parameters (cant, curve radius and track gauge). The random phenomena, explained in 5.2, are taken into account by the sum of allowances Σ j. 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.

7.2 Associated rules The position of the structure shall cover the sum:

bobstacle ≥ bCR +S i/a +qsi/a + Σ j

(15)

with:

 bCR is the semi-width of the kinematic reference profile;  S i/a are the additional overthrows (see 5.2.1.2);  qsi/a is the quasi-static effect with the following general formulation:

qs i

inside of the curve:

=

qsa

outside of the curve:

s0 L

=

[ D − D0 ]> 0 [h − hc0 ]> 0

s0 L

[ I − I 0 ]>0 [h − hc0 ]>0

(16)

(17)

 Σ j is the sum of the allowances to cover the random phenomena as defined below: On the upper parts, the position of the structure shall ensure that:

hobstacle

≥ hCR + ∆hR + ∆hPT + Σ V V

(18a)

where

 hCR is the height of the reference profile;  ∆hRv is the superelevation/lowering in the transition curve (see 5.3.2.); 

∆hPT is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3).

where

sin α PT i,a

34 Licensed to:Cowi

=

s0 L

( D − D0 , I − I 0 )

(19)


EN 15273-3:2013 (E)

In contrast to transversal movements, it is important to take into account the effect of cant deficiency on the inside of the curve and the the effect of cant on the outside of the curve.

 There is an additional allowance Σ V for random phenomena. On the lower parts, the position of the structure shall ensure that:

hobstacle

≤ hCR + ∆hR − Σ V V

(18b)

where

 hCR 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 Σ V 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. M (1) 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 rolling stock. M (1) is determined on the basis of:

 oscillations characterized by tolerance T osc;  dissymmetry η 0 due to poor suspension adjustment and load distribution not exceeding 1°. M (2) includes the random effects that make the best use of allowances to ensure track maintenance at the

chosen frequencies and resources. M (2) is determined on the basis of: displacements T voie between two maintenance operations;  widening in order to take account of the track displacements the trackT D.  the geometric part and the additional quasi-static effect due to the crosslevel error of the M (3) is an allowance that allows easy management of the gauge in the long term and offers additional


7.3.2 Determination of the sum of transverse allowances Σ j The effective value of Σ j may be chosen:

 either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network; on the basis of the maintenance tolerances with with the following calculation method.  or as a value calculated on 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

35 Licensed to:Cowi


EN 15273-3:2013 (E)

acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following general formula:

Σ j = k (∆bT

) + (∆b ) 2

2

T2

1

+ ...(∆bT

)

n

2

(20)

where T j’ is the allowance of the various phenomena to be considered (see 7.2). Parameters that are not independent are grouped in an arithmetic sum. Coefficient k determines determines the safety level (k ≥ 1). Further explanations can be found in EN 15273-1:2013, 7.2.1.9.2. 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


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 horizontal part of upper parts, commonly referred to as the roof or sky); maintenanceT N;  vertical displacement of the track between two periods of maintenance

 vertical tolerances;  additional allowances.

7.4.2

Determination of the sum of vertical allowances Σ V

The effective value of Σ V 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:

Σ V = k (∆hT

1

) + (∆h ) 2

T2

2

+ ...(∆hT

n

)

2

(21)

where T j’ 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 determines the safety level (k ≥ 1). Further explanations can be found in EN 15273-1:2013, 7.2.2.2.1.

36 Licensed to:Cowi


EN 15273-3:2013 (E)

An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.

8 Rules for determination of the dynamic gauge

8.1 General NOTE

In this clause, the index “dyn” is omitted from all parameters in order to improve legibility.

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 Σ j. 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.

8.2 Associated rules The position of the structure shall cover the sum of all phenomena:

bobstacle

≥ bCR + S i/a + Σ j

(22)

where

 bCR is the semi-width of the dynamic reference profile;  S i/a are the additional overthrows (see 5.2.1.2);  Σ j is the sum of the allowances to cover the random phenomena as defined below: On the upper parts, the position of the structure shall ensure that:

hobstacle

≥ hCR + ∆hR + Σ v V

(23a)

where

 hCR 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 Σ V for random phenomena. On the lower parts, the position of the structure shall ensure that:

hobstacle

≤ hCR + ∆hR − Σ V V

(23b)

where

 hCR is the height of the reference profile;

37 Licensed to:Cowi


EN 15273-3:2013 (E)

 ∆hRv is the superelevation/lowering in the transition curve (see 5.3.2.); There is an additional allowance Σ V for random phenomena.

8.3 Transverse allowances allowanc es for random phenomena 8.3.1


Allowances are defined to take into account the random The various phenomena are grouped according to their character.

phenomena

cited

in

1.4.2.

M (1) includes the effect of certain random phenomena due to actual movements of the vehicles.

This allowance determines the limit of the point reached by the rolling stock. M M (1) is determined on the basis of:

 dissymmetry η 0 due to poor suspension adjustment and load distribution not exceeding 1°. M (2) includes the random effects that make the best use of allowances to ensure track maintenance at the

chosen frequencies and resources. M (2) is determined on the basis of: displacements T voie between two maintenance operations;  widening in order to take account of the track displacements part only ( h  the geometric part

T D L

) due to the crosslevel error of the track T D (the quasi-static part shall be

taken into account by the rolling stock). M (3) is an allowance that allows easy management of the gauge in the long term and offers additional


8.3.2

Determination of the sum of allowances Σ j

The effective value of Σ j 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:

Σ j = k (∆bT

1

) + (∆b ) + ...(∆b ) 2

2

T2

Tn

2

(24)

where T j’ is the allowance of the various phenomena to be considered. Parameters that are not independent are grouped in an arithmetic sum. Coefficient k determines determines the safety level (k ≥ 1). Further explanations can be found in EN 15273-1:2013, 7.2.2.1. An example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.

38 Licensed to:Cowi


EN 15273-3:2013 (E)

8.4 Vertical allowances for random phenomena 8.4.1


An allowance is defined to take into account the following tolerances:

 the vertical effect of roll due to random phenomena (see 5.3.3.) only for the upper horizontal part of upper parts, commonly referred to as the roof or sky);  track vertical tolerance T N;  vertical tolerances;  additional allowances.

8.4.2

Determination of the sum of vertical allowances Σ V

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 Σ V may be chosen:

 either as a fixed value, determined on the basis of the experience the infrastructure manager has on his network; on the basis of the maintenance tolerances with with the following calculation method:  or as a value calculated on 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:

Σ V = k (∆hT

1

) + (∆h ) 2

T2

2

+ ...(∆hT

n

)

2

(25)

where T j’ 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, simultaneous traffic on adjacent tracks 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 verification limit distance between centres defining the limit never to be crossed shall be determined;

39 Licensed to:Cowi


EN 15273-3:2013 (E)

installation, the installation limit distance between centres that defines the installation limit  for track installation, 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 distance between track centres 9.2.1

General

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 Σ AEi, 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 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 S i/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);  the allowances M j, 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.

40 Licensed to:Cowi


EN 15273-3:2013 (E)

Figure 4 — Distance 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:

∆b = δD

h p 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).

41 Licensed to:Cowi


EN 15273-3:2013 (E)

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 s hall be defined to take account of random phenomena when determining the distance between centres. The different phenomena are grouped according to their character: distance between centres only takes into account the widening and certain allowances  the verification limit distance ensuring safety when traffic crosses during control with the parameters recorded at the site. The grouping of these parameters is called M EA1; distance between centres takes into account the distance between centres and all the  the installation limit distance displacements and wear that might appear during two maintenance periods by means of an allowance M EA2. Keeping this distance between centres ensures that clearances for the different maintenance and verification operations are maintained; installation distance between centres, besides allowances M EA1 and M EA2, also takes into  the nominal installation account an additional allowance determined in 5.4, called M EA3. Maintaining this space between centres ensures easier track construction and maintenance.

42 Licensed to:Cowi


EN 15273-3:2013 (E)

The allowance M EA1 corresponds to Σ EA1. The sum of the allowances M EA1 and M EA2 is determined by Σ EA2. The sum of the allowances M EA1 and M EA3 is determined by Σ EA3.

9.2.4

Determination

The effects described in 9.2.1 depend on the local situation of each track (cant, curve radius and track 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 Σ EAj. The distance between centres shall cover the arithmetic sum of these effects:

EA ≥ (bCR + S i/a

+ qsi/a )voie1 + (bCR + S i/a + qsi/a )voie2 + ∆b + Σ EAj

(27)

δD

In order to optimize the allowance calculations, a more refined formula which incorporates quasi-static phenomena into the track allowance for random phenomena is presented in Annex A.

9.2.4.1

Determination of allowance Σ EAj

Depending on the use given to the limit distance between centres to be determined, allowance Σ EAj will take into account a different part of the effects accordingly. The effective value of Σ EAj 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. 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 no minal 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:

Σ EA = k [(∆bT

1

) + (∆b ) 2

T2

2

+ ...(∆bT

n

) ] 2

voie1

+ [(∆bT ) 2 + (∆bT 1

2

)

2

+ ...(∆bT

n

)] 2

voie2

(28)

43 Licensed to:Cowi


EN 15273-3:2013 (E)

where T j 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. Coefficient k determines determines the degree of safety (k ≥ 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 of the limit distance between centres for the dynamic gauge The kinematic gauge calculation principle can be easily transposed.

9.3 Determination of the nominal nominal distance distance between track centres 9.3.1

General

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 presents additional allowances. These allowances 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; allowance to cover aerodynamic phenomena;  an allowance

 an allowance to facilitate the installation of switches and crossings;  an allowance to permit the running of special consignments; modifications;  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 a nd 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

44 Licensed to:Cowi


EN 15273-3:2013 (E)

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.

10 Elements of variable layout 10.1 General 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 according to 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

centreline of the vehicle

Figure 6 — Effects of transitions 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 tr ansition 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 first can be constructed in either a progressive or abrupt manner. The second is always determined by means of a transition cant ramp requiring a minimum distance (see also EN 13803-1). The curve and gradient transitions are generally merged although they can be separate.

45 Licensed to:Cowi


EN 15273-3:2013 (E)

The vertical transition curves generally do not have any progressive curve transition (see EN 13803-1). The same phenomena occur only for plane curves. Due to the fact that switches and crossings are very specific layout elements, they are dealt with separately.

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 track 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 varies according to 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 wheelset has re-entered the curve. As soon as the first bogie or wheelset enters e nters the curve, the t he 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 th e 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 dependant on 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.

46 Licensed to:Cowi


EN 15273-3:2013 (E)

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 wheelsets. 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 rolling stock 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 EN 13803-1). The principles are exactly the same although the results change slightly:

 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;

47 Licensed to:Cowi


EN 15273-3:2013 (E)

 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 progressively because the curve radius also changes progressively. 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 progressive transition

10.3 Crossing of a switch switch or crossing crossing 10.3.1 General A switch and crossing layout la yout generally comprises a straight main tr ack 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. The layout of a switch or crossing is very specific: angle is present  the switch entry angle diverts the vehicle at the beginning of the turnout. This switch entry angle even in the case of a switch s witch or crossing with a curve exit (see EN 13232-1). This angle forces the wheelset and the vehicle to leave the theoretical curve exit towards the outside of the curve (see Figure 9); widely along the switch or crossing with with parts of the curve less than the the vehicle  the curve radius may vary widely length. These layout elements are not always straight. NOTE

48 Licensed to:Cowi

This effect is greater in switches and crossings with a small radius.


EN 15273-3:2013 (E)

Key 1

actual layout

2

theoretical layout (tangent)

3

wheel flange in theoretical position

4

wheel flange in actual position

∆

additional overthrow due to the switch entry angle

Figure 9 — Principle of the switch entry angle effect A switch or crossing 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 switch or crossing, 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 switch or crossing can be simplified in the same way as for the transition curves. NOTE curve.

It may be noted that the the widening widening at the origin origin of the switch or crossing can be greater than in the body body of the

49 Licensed to:Cowi


EN 15273-3:2013 (E)

Key 1

straight track layout

2

turnout route layout

3

reference vehicle

PMA Mathematical Switch Toe

β

switch entry angle of the switch or crossing

dga

geometric overthrow of the switch or crossing

Figure 10 — Geometric overthrow associated with switch and crossing layout 10.3.3 Quasi-static effect variations As the th e layout la yout of a switch s witch or o r crossing c rossing can be variable, v ariable, the theoretical quasi-static effect varies continuously co ntinuously in principle. In addition, the switch entry angle generated an instantaneous overthrow that corresponds locally to a very high cant deficiency. In switch and crossing layouts, there can be very short lengths of differing curve radii. 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 speed is constant, it is possible to examine the turnout route once to cover all cases. Annex E gives a calculation example for a given switch or crossing.

11 Determination of the pantograph pantograph free passage passage gauge 11.1 General 11.1.1 Space to be be cleared cleared for electrified lines lines In the case of electrified lines with overhead contact wires, an additional space shall be cleared for:

 the installation of the overhead contact line;  the free passage of the pantograph.

50 Licensed to:Cowi


EN 15273-3:2013 (E)

The first depends on the design of the overhead contact 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: live and therefore there shall be an electrical electrical insulating clearance depending  the pantograph is (partially) live 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 The pantograph gauge requirements are met only if the electrical and mechanical gauge requirements are met simultaneously: potential as the overhead contact line line shall remain outside the the  the structures that are live and at the same potential mechanical gauge; mechanical gauge;  the insulated structures shall also remain outside the mechanical

51 Licensed to:Cowi


EN 15273-3:2013 (E)

overhead contact line current) shall  non-insulated structures (earthed or at a different potential from the overhead 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 passage mechanical gauge (in the case of the kinematic gauge) 11.2.1 Determination of the the mechanical mechanical gauge width 11.2.1.1 General 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 of the pantograph head bw 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. 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 rolling stock 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:

 the clearance between the axle boxes and body/bogiesq + w;  the amount of body roll taken into account by the rolling stock (depending ons0’, I’0 and D’0);  the pantograph mounting tolerance on the roof θ ;

52 Licensed to:Cowi


EN 15273-3:2013 (E)

 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 with insulated horns 11.2.1.4 Additional overthrows S The pantograph gauge has specific additional overthrows.

11.2.1.5 The quasi-static effect As the th e 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:

53 Licensed to:Cowi


EN 15273-3:2013 (E)

qs 'i =

qs 'a =

s0 ' L

[ D − D'0 ]>0 (h − h'c0 )

s0 ' L

[ I − I '0 ]>0 (h − h'c0 )

on the inside of the curve

(29)

on the outside of the curve

(30)

11.2.1.6 Allowances According to the gauge definition, the following phenomena shall be covered (see also 5.2.2 or EN 15273-1:2013, 8.1.2)

 loading dissymmetry;  oscillations generated by track irregularities; displacement of the track between two maintenance periods;  the transverse displacement

 the cant variation occurring between two successive maintenance periods;  allowances M (j) and allowance sums Σ j 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, t he maximum width used shall be considered. Therefor e For the lower verification point with h = h’u:

b'ui/a,mec = bw

+ epu + S 'i/a + qs'i/a +Σ j )max

(31)

For the upper verification point with h = h’o:

b'oi/a,mec = bw

+ epo + 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 +

h − h' u h' o − h' u

⋅ (b'o −b' u )

(33)

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 of the contact wire f s 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 parameters are characterized by f ws + f wa.

54 Licensed to:Cowi


EN 15273-3:2013 (E)

The values of these parameters depend on the overhead contact line type and the maintenance requirements shall be determined by the infrastructure manager. The mechanical gauge height is given b y the following formula:

heff

= hf + f s + f ws +

f wa

(34)

11.3 Pantograph electrical electrical gauge (in the case of the kinematic kinematic gauge) 11.3.1 General 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: distance, quasi  stationary: the static values of the following parameters shall be considered: insulation distance, static effect due to the cant on the inside of the curve and the raising of the contact wire f s; values of the following parameters shall be considered: insulation distance,  running: the dynamic values quasi-static effect due to the cant deficiency on the outside of the curve and the raising of the contact wire f s;

 when determining the allowances, care shall be taken not to accumulate tolerances. Therefore, the value of M j 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 = h’u:

b'u,elec = bw

− cw + epu + belec + S 'i/a + qs'i/a +Σ j )max

(35)

For the upper verification point with h = ho’:

b'o,elec = bw

− cw + epo + belec + S 'i/a + qs'i/a +Σ j )max

(36)

For an intermediate height h, the width is determined by interpolation:

55 Licensed to:Cowi


EN 15273-3:2013 (E)

b' h, elec = b' u, elec +

'

h−h u '

ho

− h 'u

⋅ (b'o, elec −b' u, elec )

(37)

11.3.3 Electrical gauge height The electrical gauge height is determined by the following formula:

heff,elec NOTE

= hf + f s + f ws + f wa + belec

(38)

The electrical gauge is always higher than the mechanical gaugeheff,elec.

11.3.4 Insulating distance The insulating distance belec depends on the voltage and regulation applied to particular networks: 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 pantograph gauge in the case of 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:

bobstacle

> b'CR + S 'i ou S 'a + Σ j,dyn

(39)

Every structure to be insulated shall conform to the following formulation:

bobstacle

> b' CR + S ' i ou 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 by selecting a fixed height. For the determination of the values of Σ j,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.

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:

56 Licensed to:Cowi


EN 15273-3:2013 (E)

 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 contact lines;  dynamic vertical oscillations of the contact wire f dyn;  wind-related effects;  incidence of the longitudinal profile in the gradient transitions according to the distance between the overhead contact 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 contact 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 = hCR + belec,dyn + f dyn

(41)

In a static situation, the basis is the vehicle height: hf,min,stat = hveh + 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.

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 provide acceptable stepping distances for passengers. Therefore, it is recommended installing the platform edges according to 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 ( x 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.

57 Licensed to:Cowi


EN 15273-3:2013 (E)

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 −

lréel

2

(44)

Key 1

platform

2

running surface

3

track centreline

Figure 13 — Installation of the platform 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. It is important to ensure that the manufacturing tolerances are properly controlled.

For this, the platform on the outside of the curve shall be adjusted relative to the limit value by a value equal to δ q,a à: if there is a coping:

δ q,a

D  =   hnez  L 

58 Licensed to:Cowi

(45)


EN 15273-3:2013 (E)

Key 1

platform

2

gauge on canted track

3

safety steps for personnel

Figure 14 — δ q,a with a platform coping if there is no coping:

δ q,a

D  =   (hq − hminCR )  L 

(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.

59 Licensed to:Cowi


EN 15273-3:2013 (E)

Key 1

platform

2

gauge on canted track

3

safety steps for personnel

Figure 15 — δ q,a with no platform coping

13.2 Gap blac 0 and hlac 0 The gap is the distance between the platform edge and the vehicle step. It can be broken down into a vertical component hlac and a horizontal component blac. 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).

Key 1

platform

2

step

3

limit gauge

4

vehicle

Figure 16 — Platform gap The calculation of this gap is shown in EN 15273-1:2013 (Annex I). Various track parameters have a major effect on the result, in particular: deficiency, presence of switches and crossings and local track  the local layout (curve radius, cant, cant deficiency, gauge); allowances chosen for defining the limit gauge;  tolerances and allowances

 platform installation tolerances.

60 Licensed to:Cowi


EN 15273-3:2013 (E)

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: without switches and crossings;  by installing platforms on straight sections without limiting the cant to ensure the passenger stepping heights;  by limiting

 by tightening the track gauge tolerances; installation tolerances;  by tightening platform installation fastening relative to the platform. This can be done, for  by reducing the allowances and providing a track fastening 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.

13.3 Installation dimensions 13.3.1 Installation relative to the running 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.

+ S i/a,st + z 0 + [qs i ou qs a ] + Σ 2 cin + δ q,a + ∆b

(47)

≥ bCR cin + S cin + [qs i ou qs a ] + Σ 2 cin + δ q,a

(48)

For the static gauge, bq ≥ bCR st For the kinematic gauge, bq

For the dynamic gauge, bq ≥ bCR dyn

δD

+ S dyn + Σ 2 dyn + δ q,a + ∆b

δD

(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. In the presence of switches and crossings, it is important to take into account 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, lowering the gauge shall be considered in the presence of a vertical transition curve and the vertical allowance to be considered. This results in:

61 Licensed to:Cowi


EN 15273-3:2013 (E)

hq ≤ hCR −

50 RV

− M V + ....

(50)

13.3.2 Installation relative to the horizontal ( x xq, yq) If the platforms are installed or verified in the horizontal/vertical planes (and not relative to the running surface), the reference profile rotation shall be taken into account according to the following formulae: On the inside of the curve:

l

D

2

L

xqi

≥ bcr − + S i + Σ i, j +

yqi

= hq −

hq

(51)

and

D  l   bq −  L  2 

(52)

On the outside of the curve:

xqa

l

D

2

L

≥ bcr − + S a + Σ j,a −

hq + δ q,a

(53)

where δ q,a is defined in accordance with Formulae (45) and (46) and

y qa

= hq +

D  l   bq −  2  L 

(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.

62 Licensed to:Cowi


EN 15273-3:2013 (E)

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 rolling stock running at speeds greater than the normal line speed shall comply with the gauge and be verified. The rolling stock shall incorporate all the measures necessary to ensure that the tilting train complies with the gauge used on the section of line in question in the following areas: curves;  straight tracks and circular curves;

 transition curves;  in degraded mode following a failure of the tilting system. In particular, the rolling stock shall ensure that all the necessary measures are taken for the tilting train, when running on the line, to comply with the limit ratio

I 'C I 'P

 I C    fixed by the infrastructure manager of each network:  I P min

 I  ≥  C   I P min

(55)

 I C    = 0,6  I P min

Example

If the rolling stock 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:

V ' p ≤

 I p   I ' c + D '  R  I c  c

where c is a constant: c =

L

3,6² g

(56)

and gravity g = 9,81 m/s².

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.). As long as the following conditions are met:

I p I ' p

=

I c I ' c

=

D D '

(57)

which is normally the case, this gives:

V ' p = V 'c

I p + D I c + D

(58)

63 Licensed to:Cowi


EN 15273-3:2013 (E)

These verifications form the basis for an agreement between the infrastructure and the rolling stock.

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 r eaction 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.

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 rolling stock 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 rolling stock.

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 " CROSSING

Maximum angle of the movable gangway α"

Korsør – Nyborg

Reserved 2° 30’

64 Licensed to:Cowi

Gedser - Warnemünde

Reserved

Rødby Færge - Puttgarden

Reserved

Sassnitz Hafen - Trelleborg

2° 30’

Villa S.G. - Messina

1° 30’

Reggio C. - Messina

1° 30’

Stockholm – Abo

Reserved

Ystad – Swinoujscie

Reserved

Trelleborg - Rostock

Reserved

Malmö - Travemünde

Reserved


EN 15273-3:2013 (E)

16 Track accessories 16.1 General Some local structures are very special in that they can or shall come into contact with rolling stock parts in order to ensure safe operation of the railway system. The main systems used in Europe are dealt with below. Agreements that are needed ne eded to ensure the operation operat ion 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 rolling stock. Introducing an agreement makes it possible to ensure the proper operation of these systems. For the infrastructure, this agreement includes: system with their tolerances, according to the horizontal horizontal curve radius R  the installation dimensions of the system 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 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 level crossings This type of equipment shall not connect with the gauge of the lower parts. Contact with the inside face of the wheel is permissible.

16.5 Electric third rail 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

65 Licensed to:Cowi


EN 15273-3:2013 (E)

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. The vertical transition radii are very weak on marshalling humps. Particular care shall be paid to the transition limit zones. Due to the fact that these systems are very bulky, interoperability on tracks equipped with them is frequently not ensured.

17 Verification and maintenance maintenance of the gauge 17.1 Structure gauges Several gauge types can be made available to persons responsible for verifying and maintaining the structure gauge. The uniform gauge allows a rapid and s imple 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 limits are 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 verification 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 M (2). More detailed explanations and guidelines are given in Annex H.

17.2 Distance between between track 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 switches and crossings with a fixed space between tracks.

66 Licensed to:Cowi


EN 15273-3:2013 (E)

18 Guide for determination of of a new gauge from an existing infrastructure infrastructure Reserved

67 Licensed to:Cowi


EN 15273-3:2013 (E)

Annex A (normative)

Calculation methodology for structure gauge allowances

A.1 General 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 j

= k

(Δb ) + (Δb ) 2

T1

2

T2

+ ...(ΔbT

n

)

2

(A.1)

The coefficient k preceding the square root is a factor of safety 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”, “cin” and “dyn” have been omitted to facilitate reading and comprehension of the formulae.

A.2 Formulation in the case case of the kinematic kinematic gauge A.2.1 For the installation nominal gauge A.2.1.1

In the transverse direction

Generally, the sum of the allowance Σ 3 is determined on the basis of the following formulation:

Σ 3,i/a = T voie +

T D L

h + s0

T D L

[h − hC0 ]>0 + tan(T susp )[h − hC0 ]>0 + tan(T charge )[h − hC0 ]>0 +

s0 L

T osc [h − hC0 ]> 0 + Supl

(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

= bCR + S i + Σ 3,i + K [ D − D0 ]>0

(A.3)

bnom,a

= bCR + S a + Σ 3,a + K [ I − I 0 ]>0

(A.4)

and

68 Licensed to:Cowi


EN 15273-3:2013 (E)

where

K =

A.2.1.2

s0 L

[h − hc0 ]>0

(A.5)

In the vertical direction

Generally, the sum of the allowances Σ V3 is determined for point PT on t he basis of the following form ulation: L s  T Σ V3,PTa =   bPt + + s0bPt  D + bPT 0 T osc + bPT tan(T charge ) + bPT tan(T susp ) + T N + Supl 2 L   L

(A.6)

L  T Σ V3,PTi =   bPT − + s 0 bPt  D + bPT 2   >0 L

(A.7)

s0 L

T osc

+ bPt

tan(T charge ) + bPT tan(T susp ) + T N

+ Supl

To calculate the vertical allowances on the inside of the curve, parameter Tosc on the outside of the curve shall be taken into account, and vice-versa.

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 Basic formula On the basis of the phenomena described in 5.2.2, the principle expressed above is translated by the following formulae. In this method, Σ2 is not determined directly directl y on the basis of the Formula (20). In order to optimize the and re calculated in order to combine the quasi-static effect with the random effects. The Σ’’2 allowances, Σ’2 justification for this is given in EN 15273-1:2013, 7.2.1.9. Determined firstly is: 2

Σ'2,i/a = k

2 voie

T

2

T T s +  D h + s0 D [h − hC0 ]> 0  + [tan(T susp )[h − hC0 ]> 0 ]2 + [tan(T charge )[h − hC0 ]> 0 ]2 +  0 (T osc )[h − hC0 ]> 0  L  L   L 

(A.8)

and

2 Σ"2 = k T voie

2 T D   +  h  L 

(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

= bCR + S i + max Σ' 2,i + K ( D − D0 ); Σ"2 ; (Σ' 2,a − K .I 0 )

(A.10)

69 Licensed to:Cowi


EN 15273-3:2013 (E)

where

K =

s0 L

[h − hc0 ]>0

(A.11)

This formula is equivalent to Formula 15 by taking: Σ 2,i = Max

Σ'2,i + K ( D − D0 ); Σ"2 ; (Σ'2,a − K I . 0 ) − qsi

(A.12)

A.2.2.1.3 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 according to the cant deficiency by:

blim,a

= bCR + S a + Max Σ'2,a + K ( I − I 0 ); Σ"2

(A.13)

This formula is equivalent to Formula 15 by taking: Σ 2,a = Max

A.2.2.2

Σ'2,a + K ( I − I 0 ); Σ"2 − qsa

(A.14)


Generally, the sum of the allowances Σ V2 is determined for point PT on t he basis of the following for mulation: 2

Σ V2,Pta = k

2   L  T D   s0  2 2   (1 + s0 )bPT +   +  bPT T osc  + bPT tan 2 (T charge ) + bPT tan 2 (T susp ) + T N2 2  L   L   

Σ V2,PTi = k

2   L  T D   s0  2 2   (1 + s0 )bPT −   +  bPT T osc  + bPT tan 2 (T charge ) + bPT tan 2 (T susp ) + T N2 2  > 0 L   L   

(A.15)

2

(A.16)

To calculate the vertical allowances on the inside of the curve, parameter Tosc on the outside of the curve shall be taken into account, and vice-versa. 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 For the verification limit gauge A.2.3.1


The following is determined for the verification limit gauge:

[tan(T )[h − h

∑ ''1 = k

[tan(T )[h − h ]> ] + [tan(T )[h − h ]> ]

susp

C0

]>0 ] + [tan(T charge )[h − hC0 ]>0 ]

s  +  0 (T osc )[h − hC0 ]>0   L 

Σ'1,i/a = k

2

2

2

(A.17)

and

70 Licensed to:Cowi

2

susp

C0

0

2

charge

C0

0

(A.18)


EN 15273-3:2013 (E)

and the semi-width of the gauge is determined by:

bver,i

= bCR + S i + max Σ'1,i + K ( D − D0 ); Σ1 "; (Σ'1,a − K .I 0 )

(A.19a)

This formula is equivalent to Formula 15 by taking:

Σ1 = Max Σ'1,i + K ( D − D0 ); Σ"1 ; (Σ'1,a − K I . 0 ) − qsi

(A.19b)

and

bver,a

= bCR + S a + max Σ'1,a + K ( I − I 0 ); Σ"1

Σ1 = Max Σ'1,a + K ( I − I 0 ); Σ"1 − qsa A.2.3.2

(A.20a) (A.20b)


Generally, the sum of the allowances Σ V1 is determined for point PT on t he basis of the following f ormulation: 2

Σ V1, PTa = k

 b s0 T  + b 2 tan 2 (T ) + b 2 tan 2 (T )  PT osc  PT charge PT susp  L 

Σ V1, PTi = k

 b s0 T  + b2 tan 2 (T ) + b 2 tan 2 (T )  PT osc  PT charge PT susp  L 

(A.21)

2

(A.22)

For the other points of the upper parts and for the lower parts, these phenomena are not to be considered. No vertical allowance should therefore be taken for these points. In order to optimize the allowances as part of the verification of existing structures, all vertical phenomena,

including ΔhRv, ΔhQ, Σ V, can be considered together, and be taken into account by a fixed value, defined in accordance with the experience of the infrastructure manager. The value can even be zero for certain points on the reference profile, taking into consideration that there are allowances inherent to the kinematic calculation method, as explained in EN 15273-1:2013, 7.2.2.2.1.

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 ar e equal for f or both track s, 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

voie1

+ Σ 3,i/a

voie2

(A.23)

The formulae in subclause A.2.1 are used. The choice of i or a depends on the effect determined for the track in question: is located on the outside of the curve, the parameters used have subscript “a”;  when the track examined is is located on the inside of the curve, the parameters used have the subscript “i”;  when the track examined is It shall be noted that the coefficients are generally different for the inside and the outside of the curve.

71 Licensed to:Cowi


EN 15273-3:2013 (E)

The installation nominal distance between centres is determined, in the case of two concentric tracks, on the basis of:

EA3

= 2bCR + S a + S i + Σ EA3 + [K ( I − I 0 )]>0 + [K ( D − D0 )]>0 + ∆b

δD

(A.24)

A.2.5 For the installation limit distance distance between centres For the installation limit distance between centres:

Σ'EA2 = and

(Σ' )

2 2,i/a voie1

Σ"EA2 =

+ (Σ' 22,i/a )voie2

(Σ" )

2 2,i/a voie1

(A.25)

+ (Σ"22,i/a )voie2

(A.26)

The formulae of clause 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

= 2bCR + S a + S i + max Σ ' EA2 + K ( I − I 0 ) + K ( D − D0 ); Σ '' EA2 + ∆b

δD

(A.27)

A.2.6 For the verification limit distance distance between between centres centres In the case of the limit distance between centres, the following is determined:

Σ'EA1 = and

(Σ' )

Σ"EA1 =

2 1,i/a voie1

+ (Σ'1,2 i/a )voie2

(Σ" )

2 1,i/a voie1

+ (Σ"1,2 i/a )voie2

(A.28)

(A.29)

The formulae in subclause A.2.3 are used. The verification limit distance between centres is determined, in the case of two concentric tracks, on the basis of:

EA1

= 2bCR + S a + S i + max Σ ' EA1 + K ( I − I 0 ) + K ( D − D0 ); Σ '' EA1 + ∆b

δD

(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 as those used for the installation limit gauge and the verification limit gauge are used.

A.3 Formulation in the case case of the dynamic 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.

72 Licensed to:Cowi


EN 15273-3:2013 (E)

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



Σ 3,i/a = T voie +

T D L

h + tan (T susp )[h − hC0 ]> 0

+ tan (T charge )[h − hC0 ]> 0 + Supl

(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 det ermined by:

bnom,i

= bCR + S i + Σ 3,i

(A.32)

= bCR + S a + Σ 3,a

(A.33)

and

bnom,a

A.3.2.2


Generally, the sum of the allowances Σ V3 is determined for point PT on t he basis of the following form ulation: L  T Σ V3,PTa =   bPT +  D + bPT tan(T charge ) + bPT tan(T susp ) + T N + Supl 2  L 

(A.34)

L  T Σ V3,PTi =   bPT −  D + bPT tan(T charge ) + bPT tan(T susp ) + T N + Supl 2  L 

(A.35)


A.3.3 For the installation limit gauge A.3.3.1


A.3.3.1.1 Basic formula Generally, the sum of the allowance Σ 2 is determined on the basis of the following formulation: 2

Σ 2,i/a = k

2 voie

T

T +  D h + [tan(T susp )[h − hC0 ]> 0 ]2 + [tan(T charge )[h − hC0 ]> 0 ]2  L 

(A.36)

It shall be noted that the coefficients are generally different for the inside and the outside of the curve.

73 Licensed to:Cowi


EN 15273-3:2013 (E)

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

= bCR + S i + Σ 2,i

(A.37)

A.3.3.1.3 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 according to the cant deficiency by:

blim,a

A.3.3.2

= bCR + S a + Σ 2,a

(A.38)


Generally, the sum of the allowances Σ V2 is determined for point PT on the basis of the following formulation: 2

Σ V2,PTa = k

2    2   b + L  T D  + b 2 tan 2 (T ) + bPT tan 2 (T susp ) + T N2 PT PT charge  2  L    

Σ V2,PTi = k

2    2   bPT − L  T D  + b 2 tan 2 (T ) + bPT tan 2 (T susp ) + T N2 PT charge  2  L    

(A.39)

(A.40)

2


A.3.4 For the verification limit gauge A.3.4.1



∑ 1,i/a = k

[tan(T )[h − h susp

C0

]>0 ]2 + [tan(T charge )[h − hC0 ]> 0 ]2

(A.41)

and the semi-width of the gauge is determined by:

blim,i

= bCR + S i + Σ1,i

blim,a

= bCR + S a + Σ1,a

(A.42)

and

A.3.4.2

(A.43)


Generally, the sum of the allowances Σ V1 is determined for point PT on the basis of the following formulation:

Σ V1,PTa = k 74 Licensed to:Cowi

2 2 bPT T charge

2 2 + bPT T susp

(A.44)


EN 15273-3:2013 (E)

Σ V1,PTi = k

2 2 bPT T charge

2 2 T susp + bPT

(A.45)

For the other points of the upper parts and for the lower parts, these phenomena are not to be considered. No vertical allowance should therefore be taken for these points. 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 ar e equal for f or both track s, 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

voie1

+ Σ 3,i/a

voie2

(A.46)

The formulae in subclause A.3.2 are used. The choice of i or a depends on the effect determined for the track in question: located on the outside of the curve, the parameters used have subscript “a”;  when the track examined is located is located on the inside of the curve, the parameters used have the subscript “i”;  when the track examined is 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

= 2bCR + S a + S i + Σ EA3 + ∆b

δD

(A.47)

A.3.5 For the nominal installation distance between centres For the installation limit distance between centres:

Σ EA2 =

(Σ )

2 2,i/a voie1

+ (Σ 22,i/a )voie2

(A.48)

The formulae in subclause 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

= 2bCR + S a + S i + Σ EA2 + ∆b

δD

(A.49)

A.3.6 For the verification limit distance distance between between centres centres In the case of the verification limit distance between centres, the following is determined:

Σ EA1 =

(Σ )

2 1,i/a voie1

+ (Σ 1,2 i/a )voie2

(A.50)

The formulae in subclause A.3.4 are used.

75 Licensed to:Cowi


EN 15273-3:2013 (E)

The verification limit distance between centres is determined, in the case of two concentric tracks, on the basis of:

EA1

= 2bCR + S a + S i + Σ EA1 + ∆b

δD

(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.3.7 For the pantograph gauge The same formulae as those used for the installation limit gauge and the verification limit gauge are used depending on the heights involved.

76 Licensed to:Cowi


EN 15273-3:2013 (E)

Annex B (informative)

Recommended values for calculation of the structure gauge and calculation examples

B.1 Recommendations for coefficients Annex B of this European 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.); department and the infrastructure department (especially in in the  the agreements between the rolling stock department case of certain dissymmetries);

 the running velocity (for the dynamic effects);  the experience of the infrastructure manager with the rolling stock (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 verification 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 dissymmetryη 0, these values are related to most profiles recommending a 1° upper limit.

77 Licensed to:Cowi


EN 15273-3:2013 (E)

Table B.1 — Coefficients of the allowances recommended for the kinematic gauge Parameters

Ballasted track

Slab

Inside curve

Outside curve

Inside curve

Outside 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

at

at

0,007 m

0,039 m

0,013 m

0,065 m

Track position l e v r e o l s r r s e o r C s n o i t a l l i c s O

l o b m y S

T voie

V ≤ 80 km/h T D

at

T osc

Other tracks

Loading dissymmetry

T charge

0,77°

0,77°

0,77°

0,77°

Suspension adjustment dissymmetry

T susp

0,23°

0,23°

0,23°

0,23°

Track vertical tolerance

T Na

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 not mandatory. Specific situations allow derogations. For example: blockage of track track at platform – Other example: inside of curve at low speed. NOTE 2 coach.

The quality values can be considered considered as being relative to the results obtained with the the track quality measuring

NOTE 3

The dynamic parameter T osc is expressed as a cant deficiency equivalent in m. This corresponds to an angle of 1°, when T osc = 0,065m. For gauges based on different rail gauges of 1,435 m, the value of T osc may as a consequence be modified. a

When selecting a value for TN, absolute values for track displacement are taken into account, rather than relative values as for vertical tolerances, used duri ng the truing evaluation. Towards the bottom, it is i mportant to take into account the values for track settlement. Towards the top truing errors introduced by maintenance machinery shall be taken into consideration.

If they are used in the formulae, the same values apply for the dynamic gauge.

B.2 Examples of of kinematic calculation B.2.1 Verification limit limit gauge, installation limit gauge and installation nominal nominal gauge As an example, the calculation for the following figure is given:

 gauge G1 (see C.2); with the allowance allowance calculation methodology given in A.2;  in accordance with

78 Licensed to:Cowi


EN 15273-3:2013 (E)

 the example is limited to semi-width calculations; allowances recommended for ballasted ballasted tracks (see Table B.1);  values of allowances

 track condition: bad (“other tracks”); > 80 km/h;  V > gauge: 1 435 mm;  local track gauge:

 straight track without cant. The calculation for the limit gauge for the point at 3 250 mm can be summarized as follows: According to Formula (A.8): 2

2 0,015  0,015 [3,25 − 0,5] + [tan(0,23°)[3,25 − 0,5]]2 + [tan(0,77°)[3,25 − 0,5]]2 + [01,,54 0,065 [3,25 − 0,5]] 3,25 + 0,4 Σ'2a = 1,2 0,025 +  1,5  1,5  2

= 0,095 1 mm (B.1a) 2

2 0,015  0,015 [3,25 − 0,5] + [tan(0,23°)[3,25 − 0,5]]2 + [tan(0,77°)[3,25 − 0,5]]2 + [01,,54 0,039 [3,25 − 0,5]] 3,25 + 0,4 Σ'2i = 1,2 0,025 +  1,5  1,5  2

= 0,076 8 m (B.1b) According to Formula (A.9): 2

Σ' ' = 1,2

2

0,025

 0,015  + 3,25 = 0,04920  1,5 

(B.1c)

The following is then calculated based on the Formula (A.11): K =

0,4 1,5

(3,25 − 0,5)>0 = 0,733

As S i = D = I = = 0, according to the Formula (A.10) we obtain blim

= 1,645 + 0 + max[(0,0768 + 0,733.(−0,05) );0,0492; (0,0951 − 0,733 ⋅ 0,05)] = 1,7034 m

Formula (A.12) enables us to determine with qs i = 0:

Σ 2,i = max[(0,0768 + 0,733.(−0,05);0,0492; (0,0951 − 0,733 ⋅ 0,05)] − 0 = 0,0584 m The other calculations are similar. The results of the calculations for the entire profile are shown in Table B.2. This table respectively includes the semi-width of the reference profile, the verification limit gauge and the structure limit gauge. As the example deals with a straight track, a symmetrical gauge is obtained.

79 Licensed to:Cowi


EN 15273-3:2013 (E)

Table B.2 — Structure gauge G1 Dimensions in millimetres bCR 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

hCR 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

Bnom 1 549,0 1 649,0 1 649,0 1 698,4 1 771,0 1 566,7 1 272,6 688,0 0 -688,0 -1 272,6 -1 566,7 -1 771,0 -1 698,4 -1 649,0 -1 649,0 -1 549,0

blim 1 550,4 1 650,4 1 650,4 1 678,1 1 703,4 1 491,0 1 191,3 601,5 0 -601,5 -1 191,3 -1 491,0 -1 703,4 -1 678,1 -1 650,4 -1 650,4 -1 550,4

Bver 1 520,0 1 620,0 1 620,0 1 656,3 1 691,3 1 478,9 1 179,1 589,1 0 -589,1 -1 179,1 -1 478,9 -1 691,3 -1 656,3 -1 620,0 -1 620,0 -1 520,0

B.2.2 Nominal, installation installation limit and verification verification limit 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 bCR = 1 645

In the case of two concentric tracks (see Figure 4): R1 = R2 = 450 m D1 = 120 mm D2 = 90 mm V 1 = 0 km/h V 2 = 80 km/h ℓ 1 =

1,435 m; ℓ 2 = 1,445 m

The general formula applicable for gauge G1 (expressed in m) is: EA ≥ 1,645 +

+ 1,645 +

80 Licensed to:Cowi

3,75 R1

3,75 R2

+

+

2

1

− 1,435 2

− 1,435 2

+

+

0,4 1,5

0,4 1,5

[D1 − 0,05]> 0 [3,25 − 0,5]

[ I 2 − 0,05]> 0 [3,25 − 0,5] + 3,25 [ D1 − D2 ]> 0 + Σ EA 1,5

(B.2)


EN 15273-3:2013 (E)

On the basis of the general cant deficiency rules, this gives: I 2 = 79 mm

The allowance Σ EAi calculated according to the formula in subclauses A.23 to A.30 becomes

[

Σ ' ' EA1 = 86 mm, Σ " "EA1 = 63 mm, thus: max Σ EA1 + K ( I − I 0 ) + K ( D − D0 ); Σ '

Σ ' ' EA2 = 138 mm, Σ " "EA2 = 85 mm, thus: max Σ

'

EA2

''

EA1

] = 158 mm

+ K ( I − I 0 ) + K ( D − D0 ); Σ '' EA2 = 210 mm

Σ EA3 = 317 mm

which gives the following result: 0,0 00) + 1,645 + (0,008 + 0,005) 0,00 5) + 0,065 + 0,158 = 3,535 m EA1 > 1,645 + (0,008 + 0,000) 0,0 00) + 1,645 + (0,008 + 0,005) + 0,065 + 0,210 = 3,586 m EA2 > 1,645 + (0,008 + 0,000) 0,0 00 + 0,051) + 1,645 + (0,008 + 0,005 + 0,021) + 0,065 + 0,317 = 3,766 m EA3 > 1,645 + (0,008 + 0,000

B.2.3 Pantograph gauge B.2.3.1

General

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;  1 600 mm wide;  with an insulated horn of (cw =) 265 mm wide; high-quality ballasted track;  the tolerance values recommended in Table B.1 for a high-quality

 a dynamic insulation distance belec,dyn of 150 mm and a static insulation distance belec,stat of 270 mm; with curve radius of 350 m;  a track with with cant D of 100 mm;  a track with = 1 445 mm for curved track and l = 1 435 mm for straight track;  a local track gauge ℓ =

 train running at 70 km/h, which results into a cant deficiencyI of 66 mm;

81 Licensed to:Cowi


EN 15273-3:2013 (E)

 effective height heff = 5 500 mm.

B.2.3.2

Pantograph gauge on straight track

B.2.3.2.1 In the transverse direction The values of Σ , calculated according to the methodology of A.1 and A.2, 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 Σ j (Σ j, ispecifies the stationary value and Σ j, a gives the value at maximum speed). The calculation on the inside of the curve therefore corresponds to the stationary calculation and the calculation on the outside of the curve corresponds to the calculation at maximum speed. On the straight track, the larger of the two values shall be considered.

Table B.3 — Values of

on straight track Dimensions in millimetres

Height

i a

NOTE

Verification limit method


A.2.3

A.2.2

H'

K

Σ΄ 1

Σ΄’ 1

Σ 1

Σ΄ 2

Σ΄’ 2

5 000

0,68

63

63

63

105

105

105

6 500

0,90

84

84

84

137

137

137

5 000

0,68

68

63

63

108

105

105

6 500

0,90

91

84

84

141

137

137

Σ 2

Σ1 is calculated using Formulae (A.19b) and (A.20b) Σ 2 is calculated using Formulae (A.12) and (A.14) Table B.4 — Pantograph gauge – upper verification point at h’o Dimensions in millimetres bw

-cw

ep

belec

S΄

qs

Σ j

Total b΄

b΄ oi, mec

800

0

170

0

0

0

137

1 107

b΄ oa, mec

800

0

170

0

0

0

137

1 107

b΄ oi, elec

800

-265

170

270

0

0

137

1 112

b΄ oa, elec

800

-265

170

150

0

0

137

992

82 Licensed to:Cowi


EN 15273-3:2013 (E)

Table B.5 — Pantograph gauge – lower verification v erification point at h’u Dimensions in millimetres bw

-cw

ep

belec

S΄

qs

Σ j

Total b΄

b΄ ui, mec

800

0

110

0

0

0

105

1 015

b΄ ua, mec

800

0

110

0

0

0

105

1 015

b΄ ui, elec

800

-265

110

270

0

0

105

1 020

b΄ ua, elec

800

-265

110

150

0

0

105

900

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 at maximum speed, whilst for the electric gauge, the stationary situation can be considered the worst case. 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 worst case 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 B.1 is obtained.

83 Licensed to:Cowi


EN 15273-3:2013 (E)

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

84 Licensed to:Cowi


EN 15273-3:2013 (E)

B.2.3.3

Situation in a curve Table B.6 — Values of

on a curve Dimensions in millimetres

Height

i

a



A.2.3

A.2.2

H'

K

Σ΄ 1

Σ΄’ 1

Σ 1

Σ΄ 2

Σ΄’ 2

5 000

0,68

63

63

63

105

105

105

6 500

0,90

84

84

84

137

137

137

5 000

0,68

68

63

68

108

105

6 500

0,90

91

84

91

141

137

Σ 2

108 (105 if V = 0 km/h) 141 (137 if V = 0 km/h)

NOTE

Σ1 is calculated using Formulae (A.19b) and (A.20b) Σ 2 is calculated using Formulae (A.12) and (A.14)

In a curve, the additional overthrows and quasi-static effect are added: S a = S i = 350 / 2,5 + (1 445 - 1 435) / 2 = 12 mm

qsau = qsao = 0 mm (as I = I 0) qsiu = 0,225 / 1,5 * (0,100 – 0,066) * (5 – 0,500) = 23 mm qsio = 0,225 / 1,5 * (0,100 – 0,066) * (6,5 – 0,500) = 31 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 Σ j,I shall be considered.

Table B.7 — Pantograph gauge – for V = = 0 at h’o Dimensions in millimetres bw

-cw

ep

belec

S΄

qs

Σ j

Total b΄

b΄ oi, mec

800

0

170

0

12

31

137

1 150

b΄ oa, mec

800

0

170

0

12

0

137

1 119

b΄ oi, elec

800

-265

170

270

12

31

137

1 155

b΄ oa, elec

800

-265

170

270

12

0

137

1 124

85 Licensed to:Cowi


EN 15273-3:2013 (E)

Table B.8 — Pantograph gauge – for V = = 0 at h’u Dimensions in millimetres bw

-cw

ep

belec

qs

S΄

Total

Σ j

b΄

b΄ ui, mec

800

0

110

0

12

23

105

1 050

b΄ ua, mec

800

0

110

0

12

0

105

1 027

b΄ ui, elec

800

-265

110

270

12

23

105

1 055

b΄ ua, elec

800

-265

110

270

12

0

105

1 032

When running, the dynamic electrical insulating distance applies. At reduced speed, the quasi-static effect can be regarded as that when stationary.

Table B.9 — Pantograph gauge – for V > > 0 at h’o Dimensions in millimetres bw

-cw

ep

belec

qs

S΄

Total b΄

Σ j

b΄ oi, mec

800

0

170

0

12

31

137

1 150

b΄ oa, mec

800

0

170

0

12

0

141

1 123

b΄ oi, elec

800

-265

170

150

12

31

137

1 035

b΄ oa, elec

800

-265

170

150

12

0

141

1 008

Table B.10 — Pantograph gauge – for V > > 0 at h’u Dimensions in millimetres bw

-cw

ep

belec

qs

S΄

Total

Σ j

b΄

b΄ ui, mec

800

0

110

0

12

23

105

1 050

b΄ ua, mec

800

0

110

0

12

0

108

1 030

b΄ ui, elec

800

-265

110

150

12

23

105

935

b΄ ua, elec

800

-265

110

150

12

0

108

915

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. It is found that for this figure, the electrical gauge is determined for the inside of the curve by conditions when at rest and for the outside of the curve by passage at maximum speed. The strict limit gauge is then given by the following Figure B.2.

86 Licensed to:Cowi


EN 15273-3:2013 (E)


Key 1

mechanical gauge

2

electrical gauge

(a) on the outside of of the curve (i)


Figure B.2 — Envelope of the “strict” mechanical and electrical gauge in a curve

87 Licensed to:Cowi


EN 15273-3:2013 (E)

Annex C (normative) International gauges G1, GA, GB and GC, Gl1, GI2 and Gl3

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 that GA be cleared on all interoperable freight transport networks. It is recommended that train paths be provided 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 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 ℓ nom = 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;  I 0 = 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 European Standard.

88 Licensed to:Cowi


EN 15273-3:2013 (E)

The superelevation of the upper parts is given by:

∆hRV =

50

(C.1)

RV

When radius RV exceeds or is equal to 500 m, for lower parts, a lowering is applied, obtained using:

∆hRV =

− 50 RV

(C.2)

Dimensions not exceeding 80 mm are regarded as being zero in the radii R 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 ℓ nom = 1,435 m;  s’0 = 0,225;  h’c0 = 0,5 m;  I’0 = 0,066 m and D’0 = 0,066 m;  h’o = 6,500 m and h’u = 5,000 m;  epo = 170 mm and e pu = 110 mm. The semi-width is determined according (of the semi-width) to 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 a non-active 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).

89 Licensed to:Cowi


EN 15273-3:2013 (E)

The upper parts are different for all the gauges, both with regard to the reference profile and the associated rules. 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 h > 400 mm) C.2.1 Gauge G1 Dimensions in millimetres

Figure C.1 — Reference kinematic profile of gauge G1

90 Licensed to:Cowi


EN 15273-3:2013 (E)

Table C.1 — Formulae for S and qs of gauge G1 Dimensions in metres

Radius R Additional overthrows S

qs

Inside curve 3,75

∞ ≥ R ≥ 250

250 > R ≥ 150

All

Outside curve R

50 R

0,4 1,5

− 0,185 +



− 1,435 2

[ D − 0,05]>0 [h − 0,5]>0

+



− 1,435 2 60 R

− 0,225 +



− 1,435 2

0,4 [ I − 0,05] >0 [h − 0,5]>0 1,5

C.2.2 Gauges GA and GB Dimensions in millimetres

Figure C.2 — Kinematic reference profile of gauges GA and GB

91 Licensed to:Cowi


EN 15273-3:2013 (E)

Table C.2 — Formulae for S of gauges of gauges GA and GB Dimensions in metres

Height h

Radius R

S I (inside of the curve)

3,75

∞ ≥ R ≥ 250 h ≤ 3,250 (≡

G1) 250 > R ≥ 150

3,250 < h ≤ 3,880 (GA)

50 R

− 0,185 +



h > 4,110 (GB)



− 1,435 2

− 1,435

60

2

20

∞ ≥ R ≥ 250

h > 3,880 (GA)

+

R

− 0,225 +



− 1,435 2

Point h 3,250 shall be connected by a straight line to points h 3,880 or 4,110.

All

3,250 < h ≤ 4,110 (GB)

R

S a (outside of the curve)

250 ≥ R ≥ 150

R

50 R

+



− 1,435 2

− 0,120 +



− 1,435 2

Table C.3 — Formulae for qs of gauges of gauges GA and GB Dimensions in metres

Height h h ≤ 3,250

0,4

(≡ G1)

1,5

3,250 < h ≤ 3,880 (GA) 3,250 < h ≤ 4,110 (GB) h > 3,880 (GA) h > 4,110 (GB)

92 Licensed to:Cowi

qsi (on the inside of the curve)

[ D − 0,05]>0 [h − 0,5]>0

qs a (on the outside of the curve) 0,4 1,5

[ I − 0,05] >0 [h − 0,5]>0

Point h 3,250 shall be connected by a straight line to points h 3,880 or 4,110.

0,3 [ D − 0,05]>0 [h − 0,5] >0 1,5

0,3 [ I − 0,05] >0 [h − 0,5]>0 1,5


EN 15273-3:2013 (E)

C.2.3 Gauge GC Dimensions in millimetres

Figure C.3 — Reference kinematic profile of gauge GC The rules are the same as for gauge G1 whatever the height h.

Table C.4 — Formulae for S and qs of gauge GC Dimensions in metres

Radius R

on the inside of the curve 3,75

∞ ≥ R ≥ 250 Additional overthrows S 250 > R ≥ 150

qs

All

R

50 R

− 0,185 +



− 1,435 2

0,4 [ D − 0,05]>0 [h − 0,5]>0 1,5


+



− 1,435 2 60 R

− 0,225 +



− 1,435 2

0,4 [ I − 0,05]>0 [h − 0,5]>0 1,5

93 Licensed to:Cowi


EN 15273-3:2013 (E)

C.3 Lower parts (h ≤ 0,400 m) C.3.1 Lower parts of GI2 – generally applicable This gauge is applicable on all the networks for the operation of all types of international vehicles. Dimensions in millimetres

Key 1

contact ramp installation zone

2

wheel zone (see Figure C.5)

Figure C.4 — Kinematic reference profile GI2

Table C.5 — Formulae for S for GI2 Dimensions in metres

Radius R

SI (inside of the curve)

2,5

∞ ≥ R ≥ 250

250 > R ≥ 150

R

50 R

+



Sa (outside of the curve)

− 1,435

− 0,190 +

2,5

2 

R

− 1,435 2

60 R

+



− 1,435

− 0,230 +

2 

− 1,435 2

The quasi-static effect does not play a role if h < 0,5 m. For the wheel zone, the profile does not vary due to the fact that the wheels are in permanent contact with the running rails. Additional overthrows, quasi-static effect and lowering need not be taken into consideration. In order to take into account wear on the rail, taking into account a vertical allowance may be considered. The wheel zone is superimposed on the profile defined in Figure C.4. The following specific zones should be noted:

94 Licensed to:Cowi


EN 15273-3:2013 (E)

1) The flangeway zone: this ensures the free passage of the wheel flanges. The rating of 37,5 mm mm given in the figure is the minimum value to be complied with at all times. No structure may be placed in this zone (or this shall be removed at the moment that the wheels pass); 2) The active face zone: zone: this defines the zone zone in which track components components may be installed if these are expected to come into contact with the wheels, such as active check-rails, paving for level crossings, etc. Flangeway values are dependent on their function: a) for check-rails, the flangeway shall be determined in order to protect the point as defined in EN 13232-3; b) for paving, the flangeway is limited in order to enable the passage of road vehicles, and pedestrians and cyclists in particular. The nominal values to be complied with are dependent on the applicable national regulations. Flangeway openings shall ensure wheel guidance as defined in EN 13232-3. The rating of 58 mm + (l – 1435 mm) defines the most extreme position of the wheel. The height of these components is limited by the gauge of the lower parts, given in Figure C.4, minus the permissible wear of the rails.


Key 1

zone to be mandatorily cleared for passage of the wheel flanges

2

installation zone of the active active flanges of check rails, any other structure is prohibited

Figure C.5 — Kinematic reference profile GI2 – wheel zone

C.3.2 Lower parts parts of GI1 – Tracks for rail rail brake equipment This gauge is applicable on infrastructures to be fitted with rail brakes. No fixed track device may enter into the zone reserved for the ejection of brake shoes. Only ejectable brake shoes may enter this zone during ejection.

95 Licensed to:Cowi


EN 15273-3:2013 (E)


Key 1

wheel zone (see Figure C.7)

2

zone solely reserved for the ejection of brake shoes

a

running surface

b

kinematic reference profile centreline

Figure C.6 — Kinematic reference profile of GI1 with applied rail brakes For the wheel zone, the profile does not vary due to the fact that the wheels are in permanent contact with the running rails. Additional overthrows, quasi-static effect and lowering need not be taken into consideration. In order to take into account wear on the rail, taking into account a vertical allowance may be considered. The wheel zone is superimposed on the profile defined in Figure C.6. The following specific zones should be noted: 1) The flangeway zone: zone: this ensures the free passage of the wheel wheel flanges. The rating of 37,5 mm given in the figure is the minimum value to be complied with at all times. No structure may be placed in this zone (or this shall be removed at the moment that the wheels pass); 2) The active face zone: zone: This defines the zone in which which track components may be installed if these are expected to come into contact with the wheels, such as active check-rails, paving for level crossings, etc. Flangeway values are dependent on their function: a) for check-rails, the flangeway shall be determined in order to protect the point as defined in EN 13232-3; b) for paving, the flangeway is is limited in order order to enable the passage of of road vehicles, and pedestrians and cyclists in particular. The nominal values to be complied with are dependent on the applicable national regulations. Flangeway openings shall ensure wheel guidance as defined defin ed 58 mm + (l – 1435 mm) defines the most extreme position of the wheel.

in

EN 13232-3.

The

rating ratin g

of

The rail brakes may derogate from the previous rule when in an active position without however exceeding a limit of 80 mm beyond the running surface. sur face. This rating can be reduced relative to the vertical radius, as indicated in C.3.2.1.2.

96 Licensed to:Cowi


EN 15273-3:2013 (E)

The height of these components is limited by the gauge of the lower parts, given in Figure C.6, minus the permissible wear on the rails.

Key 1

width to be mandatorily cleared for passage of the wheel flanges

2

minimum installation limit for the active face of the check-rail

3

zone for rail brakes in a non-active position

4

limit position of the outer surface of the wheel

a

running surface

b

kinematic reference profile centreline

Figure C.7 — Kinematic reference profile GI1 – wheel zone

Table C.6 — Formulae for S of gauge GI1 with rail brakes applied Dimensions in metres

Radius R

SI (inside of the curve)

2,5

∞ ≥ R ≥ 250

R 250 > R ≥ 150

50 R

+




− 1,435

− 0,190 +

2,5

2 

R

− 1,435 2

60 R

+



− 1,435

− 0,230 +

2 

− 1,435 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 an active position: Figures C.4 and  the shunting and stopping devices in the retracted position shall clear the gauges listed in Figures C.5 in C.3.1;

 the convex and concave gradient transition radii shall be≥ 500 m.

97 Licensed to:Cowi


EN 15273-3:2013 (E)

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

(C.3)

RV

The value of RV is limited to 500 m. Dimensions not exceeding 80 mm are regarded as being zero in the 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 an active position. They have been drawn up to take into account the various rolling stock types likely to drop below the rail brake limit. In the humps, the rail brakes and other shunting and stopping devices, in an active position, may attain the maximum height of 115 mm/125 mm above the running s urface:

 within and close to the concave gradient transitions of radius Rv ≥ 300 m;  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. 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

98 Licensed to:Cowi

and ev2 = 0,050 × 250 R V

(C.4)


EN 15273-3:2013 (E)

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.8 — Gradient transitions of 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 R V

×

3− x 3

(C.5)

x being the distance of the section considered relative to the start of the transition. 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 ofev2 given below:

ev2 =

 (15,80 − x ) 3   53325 − 0,024   

×

250 R V

(C.6)

99 Licensed to:Cowi


EN 15273-3:2013 (E)

Figure C.9 — Height reductions

C.3.3 Lower parts for “rolling” roads – GI3 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

contact ramp installation zone

Figure C.10 — Kinematic reference profile GI3 For the wheel zone, please refer to gauge GI2.

100 Licensed to:Cowi


EN 15273-3:2013 (E)

Table C.7 — Additional overthrows GI3 Dimensions in metres

Height

Radius R


∞ ≥ R ≥ 250

2,5  − 1,435 + 2 R

h = 0,400

250 ≥ R ≥ 150 0,250 < h < 0,400

50 R

− 0,190 +

2,5

∞ ≥ R ≥ 250 250 ≥ R ≥ 150

− 1,435 2

2,5 R

60 R

+



− 1,435 2

− 0,230 +



− 1,435 2

Point h = 0,400 and point h = 0,250 shall be connected by a straight line

All

h ≤ 0,250




R

37,5 R

+



− 1,435



2

2

− 0,140 +

l

− 1,435

− 1,435

40

2

R

− 0,160 +

l − 1,435

2

The quasi-static effect does not play a role if h < 0,5 m.



EN 15273-3:2013 (E)

C.4 Pantograph free passage passage gauge Dimensions in millimetres

Key Z

track centreline

1

chimney

2

mechanical profile

3

electrical profile

(*) these values (taken from the Europantograph) Europantograph) are indicative and are dependent on the pantograph type to be considered

Figure C.11 — 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

Outside curve

+

0,225 [ D − 0,066] >0 [h − 0,5] >0 1,5



− 1,435 2

0,225 [ I − 0,066 ] >0 [h − 0,5]>0 1,5


EN 15273-3:2013 (E)

Annex D (normative)

Gauges for multilateral and national agreements

D.1 General 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 15273-1:2013 Annex A and 6.1.5. The characteristics of the reference vehicles corresponding to the gauges defined in this Annex and necessary for the transition calculation in curves and switches and crossings 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 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 the 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 ℓ nom = 1,435 m;  s0 = 0,4;  hc0 = 0,5 m;



EN 15273-3:2013 (E)

 I 0 = 0,05 m

D.2.1.3

and D0 = 0,05 m.

Definition of the gauge Dimensions in millimetres

Key 1

running surface

Figure D.1 — Reference kinematic profile of gauge G2

Table D.1 — Formulae for S and and qs of gauge G2 Dimensions in metres


qs


on the inside of the curve 3,75 R

∞ ≥ R ≥ 250

250 > R ≥ 150

All

50 − 0,185 + R



− 1,435 2

0,4 [ D − 0,05]>0 [h − 0,5] >0 1,5


+



− 1,435 2 60 R

0,4 1,5

− 0,225 +



− 1,435 2

[ I − 0,05] >0 [h − 0,5]>0


EN 15273-3:2013 (E)

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 mm). 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


 L = 1,500 m and ℓ nom = 1,435 m;  s0 = 0,3;  hc0 = 0,5 m;  I 0 = 0,05 m

D.2.2.3

and D0 = 0,05 m.


Key 1

running surface

Figure D.2 — Reference kinematic profile of gauge GB1



EN 15273-3:2013 (E)


Key 1

running surface

Figure D.3 — Reference kinematic profile of gauge GB2 D.2.2.4

Associated rules Table D.2 — Rules for f or additional overthrows S Dimensions in metres

Height h

Radius R

S i (inside of the curve)

3,75

∞ ≥ R ≥ 250 h ≤ 3,250

250 > R ≥ 150


R

50 − 0,185 + R



+

GB2

All

60

2

R

∞ ≥ R ≥ 250

250 ≥ R ≥ 150

Licensed to:Cowi

− 0,225 +



− 1,435 2

Point h = 3,250 and point h = 4,210 shall be connected by a straight line. GB2 Point h = 3,250 and point h = 4,350 shall be connected by a straight line.

h = 4,350 m (GB2)

106

2

GB1

3,250 < h ≤ 4,350 h ≥ 4,210 m (GB1)

− 1,435

− 1,435

GB1 3,250 < h ≤ 4,210



20 R

+



− 1,435

50 − 0,120 + R

2 

− 1,435 2


EN 15273-3:2013 (E)

Table D.3 — Quasi-static effect qs Dimensions in metres

Height h

qsi (inside of the curve)

qsa (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

GB1 3,250 < h ≤ 4,210

Point h = 3,250 shall be connected by a straight line to points h = 4,210 m or 4,350 m.

GB2 3,250 < h ≤ 4,350 h ≥ 4,210 m (GB1) h = 4,350 m (GB2)

0,3 [ D − 0,05]>0 [h − 0,5]>0 1,5

0,3 [ I − 0,05] >0 [h − 0,5]>0 1,500

D.3 Static gauges derived from 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. If a flexibility of s0 = 0,4 is adopted, it is merged with kinematic gauge G1. Main parameters: For the associated rules, the following values are applicable:


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 European Standard. The superelevation of the upper parts (h ≥ 1,175 m) is given by:

∆hRV =

50 RV

(D.1)



EN 15273-3:2013 (E)

For the lower parts (h < 0,400 m), a lowering is applied, given by:

∆hRV =

− 50 RV

not exceeding 80 mm

(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.

D.3.1.2

Definition of the upper parts of the gauge Dimensions in millimetres

Figure D.4 — Reference profile for static gauge G1



EN 15273-3:2013 (E)

Table D.4 — Formulae for S and and qs of static gauge G1 Dimensions in metres



R

50

250 > R ≥ 150

All

qs

D.3.1.3

3,75

∞ ≥ R ≥ 250

R 0,2 1,5

− 0,140 +



+ 0,045 +

− 1,435 2

[ D − 0,05]>0 [h − 0,5]>0

Outside curve 

− 1,435 2

60 R

− 0,180 +



− 1,435 2

0,2 [ I − 0,05] >0 [h − 0,5]>0 1,5

Lower parts

D.3.1.3.1 Lower parts generally applicable – GI2 Dimensions in millimetres

Key 1

running surface

2

centreline of the reference profile

3


4

theoretical maximum maximum width width of the flange profile, taking into account account the possible angle of the wheelsets on on the track

5

effective position position of the inside surface of the tyre when the opposite wheel is is in flange contact

Figure D.5 — Reference profile of the lower parts – general application GI2



EN 15273-3:2013 (E)

D.3.1.3.2 Lower parts applicable on infrastructures to be fitted with rail brakes – GI1


Key 1

running surface

2

centreline of the reference profile

3


4

theoretical maximum maximum width width of the flange profile, taking into account the possible possible angle of the wheelsets on the track

5

effective position position of the inside surface of the tyre when the opposite wheel is is in flange contact

Figure D.6 — Reference profile of the lower parts – infrastructure to be fitted with rail brakes – GI 1

D.3.1.3.3 Associated rules Table D.5 — Rules for f or additional overthrows S Dimensions in metres

Radius R

S i (inside of the curve)

2,5

∞ ≥ R ≥ 250

250 > R ≥ 150

R

50 R

The quasi-static effect can be disregarded.


− 0,145 +



+ 0,045 +

− 1,435 2

S a (outside of the curve) 

− 1,435 2 60 R

− 0,185 +



− 1,435 2


EN 15273-3:2013 (E)

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



and D0 = 0,05 m;

 z0 = 0,025 m.

D.3.2.3


Figure D.7 — Reference profile for static gauge G2



EN 15273-3:2013 (E)

Table D.6 — Formulae for S and and qs of static gauge G2 Dimensions in metres

Radius R

3,75

∞ ≥ R ≥ 250

Additional overthrows S

on the inside of the curve R

50

250 ≥ R ≥ 150

All

qs

R

− 0,140 +



+ 0,045 +

− 1,435 2

0,2 [ D − 0,05]>0 [h − 0,5] >0 1,5

on the outside of the curve 

− 1,435 2 60 R 0,2 1,5

− 0,180 +



− 1,435 2

[ I − 0,05] >0 [h − 0,5 ]>0

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 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


 L = 1,500 m and ℓ nom = 1,435 m;  s0 = 0,2;  hc0 = 0,5 m;  I 0 = 0,05 m  z0 = 0,025 m.


and D0 = 0,05 m;


EN 15273-3:2013 (E)

D.3.3.3


Key 1

running surface

Figure D.8 — Reference profiles for static gauges GA, GB and GC

Table D.7 — Additional overthrows S for for GA and GB Dimensions in metres

Height h

Radius R


3,75 + 0,045 + R

∞ ≥ R ≥ 250 h ≤ 3,220

250 > R ≥ 150 3,220 < h ≤ 3,880 (GA) 3,220 < h ≤ 4,080 (GB)

All

∞ ≥ R ≥ 250 h ≥ 3,850 (GA) h ≥ 4,080 (GB)

250 ≥ R ≥ 150


50 R

− 0,140 +





− 1,435

− 1,435 2 60 − 0,180 + R

2



− 1,435 2

Point h 3,220 and point h 3,880 or 4,080 shall be connected by a straight line.

20 R

50 R

+ 0,045 + − 0,075 +



− 1,435 2



− 1,435 2



EN 15273-3:2013 (E)

Table D.8 — Quasi-static effect qs for GA and GB Dimensions in metres

Height h



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 S for GC Dimensions in metres

Radius R

Inside curve


3,75

∞ ≥ R ≥ 250

R

50

250 > R ≥ 150

R

− 0,140 +



+ 0,045 +



− 1,435 2

− 1,435

60

2

R

− 0,180 +



− 1,435 2

Table D.10 — Quasi-static effect qs for GC Dimensions in metres

Height h



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 overhead contact line, 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;



EN 15273-3:2013 (E)

 I 0 = D0 = 0,066 m. For tracks supplied by a 25 kV overhead contact line, 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:


D.4.1.3

and D0 = 0,05 m.

Reference profiles Dimensions in millimetres

Key 1

running surface

Figure D.9 — Reference profile of gauge BE1



EN 15273-3:2013 (E)


Key 1

running surface




EN 15273-3:2013 (E)


Key 1

running surface




EN 15273-3:2013 (E)

D.4.1.4

Associated rules Table D.11 — Rules for f or additional overthrows S Dimensions in metres

Height h

Radius R


6 R

∞ ≥ R ≥ 400

400 > R ≥ 250

28 R

250 > R ≥ 165

40,5 R

165 > R ≥ 150

60 R

1,170 < h



− 1,435 2

− 0,055 +



5 R

+



− 1,435 2

− 0,105 +

− 0,225 +

∞ ≥ R ≥ 1 000

h ≤ 1,170

+




− 1,435 2



− 1,435 2

− 1,435 2

1 000 > R ≥ 165

26,47  − 1,435 − 0,0215 + 2 R

165 > R ≥ 150

40,5 R

− 0,105 +



− 1,435 2

Table D.12 — Quasi-static effec qs Dimensions in metres

Height h All heights


0,4 [ D − 0,05] >0 [h − 0,5]>0 1,5


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.



EN 15273-3:2013 (E)

D.4.2.2

Main parameters



D.4.2.3

and D0 = 0,05 m.


Key 1

running surface

Figure D.12 — Gauge FR3.3



EN 15273-3:2013 (E)

Table D.13 — Rules for additional overthrows S Dimensions in metres

Height h


Radius R

3,75

∞ ≥ R ≥ 250

R

h ≤ 3,250

50

250 > R ≥ 150 h ≥ 3,500 m NOTE

R

− 0,185 +




+



− 1,435 2

− 1,435

60

2

R 37,5

∞ ≥ R ≥ 150

R

+



− 0,225 +



− 1,435 2

− 1,435 2

Between point h = 3,250 m and the first point h > 3,500 m the limit gauge is connected by a straight line.


Height h h ≤ 3,250

3,500 h ≥ 3,500 NOTE


0,4 1,5

[ D − 0,05] >0 [h − 0,5] >0

0,3 [ D − 0,05] >0 [h − 0,5] >0 1,500


0,4 1,500 0,3 1,500

[ I − 0,05]>0 [h − 0,5] >0 [ I − 0,05]>0 [h − 0,5] >0

Between point h = 3,250 m and the first point h > 3,500 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. 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.



EN 15273-3:2013 (E)

D.4.3.2

Main parameters


 L = 1,733 m and lnom = 1,668 m;  s0 = 0,4;  hco = 0,5 m;  I 0 = 0 m = D0.

D.4.3.3

Upper part reference profiles Dimensions in millimetres

Key 1

running surface

Figure D.13 — Reference profile of gauge PTb



EN 15273-3:2013 (E)


Key 1

running surface

Figure D.14 — Reference profile of gauge PTb+



EN 15273-3:2013 (E)


Key 1

running surface

Figure D.15 — Reference profile of gauge PTc



EN 15273-3:2013 (E)

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


Key 1

running surface

Figure D.17 — Reference profile of the lower parts on tracks fitted with wit h rail brakes



EN 15273-3:2013 (E)

D.4.3.5

Associated rules

The associated rules are generally applicable for all the profiles defined above.

Table D.15 — Rules for additional overthrows S Dimensions in metres

Height h

Radius R


3,75

∞ ≥ R ≥ 250

R

h ≤ 0,400

50

250 > R ≥ 150

0,400

R

− 0,190 +



250 > R ≥ 150

0,700

∞ ≥ R ≥ 250

50 R

− 0,037 +



250 > R ≥ 150

1,170

∞ ≥ R ≥ 250

50 R

− 0,044 +



50 R

− 0,069 +

− 1,668 2

R

+



− 1,668 2

60





2

− 1,668

R

4,110 ≤ h (CPb)

50 R

− 0,077 +

− 0,084 +

+



− 1,668 2



− 1,668 2



− 1,668 2

+ 0,004 60 − 0,109 + R

2 20

250 > R ≥ 150

− 1,668



+ 0,029

R

+

− 0,230 +

+ 0,070

60

2 R

250 > R ≥ 150



− 1,668

∞ ≥ R ≥ 250 4,210 ≤ h (CPb+)

+

31,75

60

2 R

1,170

2

− 1,668

31,75

− 1,668

R

R

0,700



− 1,668

23,25

∞ ≥ R ≥ 250

+

2

3,550




− 1,668 2

− 1,668 2

− 0,120 +



− 1,668 2


Height h All heights


0,4

D >0 [h − 0,5 ] >0 1,733


0,4

I >0 [h − 0,5] >0 1,733



EN 15273-3:2013 (E)

D.4.3.6

Vertical superelevation/lowering

The upper parts are to be raised by the value:

∆hR = V

50

(D.3)

RV

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:

∆hR = − V

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 verification 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


 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 = D0.



EN 15273-3:2013 (E)

D.4.4.3

Upper part reference profiles Dimensions in millimetres

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 overhead contact line)

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 for 500 m ≥ RV

=0 *

6 750 for V ≤ 160 km/h or 7 000 for V > > 160 km/h

Figure D.18 — Nominal gauge FIN1



EN 15273-3:2013 (E)

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:

S i = S a

=

36 R

(D.5)

The additional overthrows do not apply to the pantograph gauge and are therefore only applicable forh ≤ 5,600 m. The quasi-static effect is limited to the inside of the curve: qsi =

1 1,600

D.h

(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 according to 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

V max

mm

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


EN 15273-3:2013 (E)

D.4.4.6

Marshalling hump

Key 1

rolling stock gauge

2

rail brakes

R

horizontal radius

RV vertical radius of gradient transition.

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




EN 15273-3:2013 (E)

 L = 1,500 m and lnom = 1,435 m;  hco = 0,77 m;  I 0 = 0 = D0.

D.4.5.3

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.


Key 1

running surface

2

zone into which non-insulated parts shall not enter

3

zone intended only for loading platforms

Figure D.20 — Dynamic reference profile SEa



EN 15273-3:2013 (E)


Key 1

running surface

2

zone into which non-insulated parts shall not enter

3

zone intended only for loading platforms

Figure D.21 — Dynamic reference profile Sec



EN 15273-3:2013 (E)


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 a non-active position position

4

reference profile for vehicles authorized to cross rail brakes in an active position

Figure D.22 — Reference profile of the lower parts for SEa and SEc The associated rules are given below.

Table D.19 — Rules for additional overthrows S for lower parts for SEa and SEc Dimensions in metres

Radius R Additional overthrows S i/a

All

on the inside of the curve 41 R

+

lmax

Outside curve

1,435

31

2

R

−

+

lmax

−

1,435

2

D.4.6 German gauge DE1 D.4.6.1

General

This kinematic 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


 L = 1,500 m and ℓ nom = 1,435 m;  s0 = 0,28;



EN 15273-3:2013 (E)

 hco = 0,7 m;  I 0 = 0,05 m

D.4.6.3

and D0 = 0,05 m.

Definition of the gauge

The reference profile enables an addition to be applied to be defined, and is only taken into account it exceeds the lateral part of gauge G1 when this addition is applied. Dimensions in millimetres

Key 1

running surface

Figure D.23 — Reference profile of gauge DE1

Table D.20 — Formulae for S and and qs of gauge DE1 Dimensions in metres


qs


500 ≥ R ≥ 250

R

45,906

250 ≥ R ≥ 150

500 ≥ R ≥ 150

R 0,28 1,5

− 0,1283 + − 0,1684 +

[ D − 0,05] >0 [h − 0,7]>0

on the outside of the curve l − 1,435

2 l − 1,435

2 0,28 [ I − 0,05] >0 [h − 0,7] >0 1,5



EN 15273-3:2013 (E)


General

This kinematic 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-decker vehicles.

D.4.7.2

Main parameters


 L = 1,500 m and ℓ nom = 1,435 m;  s0 = 0,4;  hco = 0,5 m;  I 0 = 0,05 m

D.4.7.3

and D0 = 0,05 m.



Key 1

kinematic reference profile G2

2

kinematic reference profile DE2 (see table)

3

addition relative to gauge G2

Figure D.24 — Reference profile of gauge DE2 134 Licensed to:Cowi


EN 15273-3:2013 (E)

The increase in size compared to gauge G2 is defined in the following table.

Table D.21 — Detail of reference profile DE2 Dimensions in metres hCR

bCR

hCR

bCR

hCR

bCR

hCR

bCR

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 — Formulae for S and qs of gauge DE2 Dimensions in metres

Radius R

Height h Additional overthrows All S

3,765 < h < 4,335 h ≤ 3,765


∞ ≥ R ≥ 250 See G2 250 > R ≥ 150

h ≥ 4,335 qs


See G2 All

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


General

This kinematic 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.



EN 15273-3:2013 (E)

D.4.8.2

Main parameters


 L = 1,500 m and ℓ nom = 1,435 m;  s0 = 0,4;  hco = 0,5 m;  I 0 = 0,05 m

D.4.8.3

and D0 = 0,05 m.



Key 1

running surface

Figure D.25 — Reference profile of gauge DE3



EN 15273-3:2013 (E)

Table D.23 — Formulae for S and and qs du gabarit DE3 Dimensions in metres


qs


∞ ≥ R ≥ 250

250 > R ≥ 150

All

on the outside of the curve R

50 R

− 0,185 +



− 1,435 2

0,4 [ D − 0,05]>0 [h − 0,5]>0 1,5

+



− 1,435 2

60 − 0,225 + R



− 1,435 2

0,4 [ I − 0,05] >0 [h − 0,5]>0 1,5

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 only applicable for curve radii ≥ 250 m, cant or cant deficiencies not exceeding 160 mm and vertical transitions with radii of RV > 2 500 m. It contains all the allowances M 1 and M 2 necessary for the maintenance of (ballasted) tracks and the additional allowances M 3 for the gauge for open doors and safety of personnel. In order to ensure compatibility with the rolling stock 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 forV < < 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


 L = 1,505 m and ℓ nom = 1,435 m;  ℓ max = 1,470;  s0 = 0.



EN 15273-3:2013 (E)

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 other lines in the 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 British gauge Numerous British gauges are under development.



EN 15273-3:2013 (E)

D.4.11 Spanish gauges GHE16, GEA16, GEB16, GEC16, GEC14, GEE10 and GED10 D.4.11.1 General The structure gauges for use in Spain, on the general use railway network (REFIG) managed by ADIF, for track gauges of 1 668 mm and 1 435 mm, and with track gauges of 1 000 mm, managed by FEVE, respectively, are shown in Table D.24.

Table D.24 — Gauges to be considered Nominal track gauge

Kinematic gauge GEA16

1,668 m

GEB16 GEC16 GA

1,435 m

GB GC GEE10

1,000 m GED10

Table D.25 shows the legacy legac y gauges present on current lines. These gauges g auges are no longer available f or the construction of new lines.

Table D.25 — Legacy gauges on current lines Nominal track gauge

Kinematic gauge

1,668 m

GHE16

1,435 m

GEC14

Designations for Spanish gauges use a mnemonic rule which enables their identification using the following key: For track gauges with normal gauges and track gauges with Iberian gauges:

 G: Gauge;  H: Legacy;  E: Spanish;  A: Gauge covering gauge GA;



EN 15273-3:2013 (E)

 B: Gauge covering gauge GB;  C: Gauge covering gauge GC; two digits digits indicate the track gauge, expressed in decimetres.  The two For metric-gauge tracks gauges:

 G: Gauge;  E: Spanish;  E: Electrified;  D: Diesel; two digits digits indicate the track gauge, expressed in decimetres.  The two Structure gauges are obtained on the basis of the kinematic reference profiles and corresponding associated rules. The calculation method shall be the kinematic method defined in Clause 7 of this European Standard.

D.4.11.2 Main parameters D.4.11.2.1 Kinematic gauges GHE16, GEA16, GEB16 and GEC16 The following values are taken into consideration when applying the associated rules:

 L = 1,733 m;  lnom = 1,668 m;  s0 = 0,4 for gauges GHE16 and GEC16. For gauges GEA16 and GEB16, this value is dependent on the height (defined in Table D.26);  hc0 = 0,5 m;  I 0 = D0 = 0,05 m;  I ’0 = D’0 = 0,066 m;  h’c0 = 0,5 m;  s’0 = 0,225;  Upper verification height: h’0 = 6,5 m;  Lower verification height: h’u = 5 m;  ep0 = 0,170 m;  epu = 0,110 m.



EN 15273-3:2013 (E)

D.4.11.2.2 Kinematic gauge GEC14 The following values are taken into consideration when applying the associated rules:

 L = 1,5 m;  lnom = 1,435 m;  s0 = 0,4;  hc0 = 0,5 m;  I 0 = D0 = 0,05 m;  I ’0 = D’0 = 0,066 m;  h’c0 = 0,5 m;  s’0 = 0,225;  Upper verification height: h’0 = 6,5 m;  Lower verification height: h’u = 5 m;  ep0 = 0,170 m;  epu = 0,110 m.

D.4.11.2.3 Kinematic gauges GEE10 and GED10 The following values are taken into consideration when applying the associated rules:

 L = 1,055 m;  lnom = 1,000 m;  s0 = 0,4;  hc0 = 0,5 m;  I 0 = D0 = 0,07 m;  I ’0 = D’0 = 0,07 m;  h’c0 = 0,5 m;  s’0 = 0,225;  Upper verification height: h’0 = 5,5 m;  Lower verification height: h’u = 4,3 m;  ep0 = 0,150 m;  epu = 0,082 m.



EN 15273-3:2013 (E)

D.4.11.3 Reference profiles for kinematic gauges D.4.11.3.1 Kinematic gauge GHE16 D.4.11.3.1.1

Kinematic reference profile for the lateral parts and upper parts

Figure D.27 shows the reference profile for kinematic gauge GHE16. Dimensions in millimetres

Key 1

running surface

NOTE

Lower parts according to Figure D.28 or Figure D.29.

Figure D.27 — Reference profile for kinematic gauge GHE16



EN 15273-3:2013 (E)

D.4.11.3.1.2

Kinematic reference profiles for the lower parts

Figure D.28 shows the reference profile for kinematic gauge GHE16 for vehicles which can pass over rail brakes in an active position. Dimensions in millimetres

Key 1

running surface

Figure D.28 — Reference profile of lower parts of kinematic gauge GHE16 for vehicles which can pass over rail brakes in an active position Figure D.29 shows the reference profile for kinematic gauge GHE16 for vehicles which may pass over rail brakes in a non-active position. Dimensions in millimetres

Key 1

running surface

Figure D.29 — Reference profile of lower parts of kinematic gauge GHE16 for vehicles which may pass over rail brakes in a non-active position 143 Licensed to:Cowi


EN 15273-3:2013 (E)

D.4.11.3.2 Kinematic gauge GEA16 The reference profile for the lower parts of kinematic gauge GEA16 is the same as that shown for gauge GHE16. Figure D.30 shows the reference profile for the upper parts of kinematic gauge GEA16.


Key 1

running surface

NOTE


Figure D.30 — Reference profile of the upper parts of kinematic gauge GEA16



EN 15273-3:2013 (E)

D.4.11.3.3 Kinematic gauge GEB16 The reference profile for the lower parts of kinematic gauge GEB16 is the same as that shown for gauge GHE16. Figure D.31 shows the reference profile for the upper parts of kinematic gauge GEB16.


Key 1

running surface

NOTE


Figure D.31 — Reference profile for the upper parts of kinematic gauge GEB16



EN 15273-3:2013 (E)

D.4.11.3.4 Kinematic gauge GEC16 The reference profile for the lower parts of kinematic gauge GEC16 is the same as that shown for gauge GHE16. Figure D.32 shows the reference profile for the upper parts of kinematic gauge GEC16.


Key 1

running surface

NOTE


Figure D.32 — Reference profile of the upper parts of kinematic gauge GEC16



EN 15273-3:2013 (E)

D.4.11.3.5 Kinematic gauge GEC14 The reference profile for the upper parts of kinematic gauge GEC14 is the same as that shown for gauge GEC16. The reference profile for the lower parts is shown in Figure D.33.


Key 1

running surface

Figure D.33 — Reference profile of the lower parts of kinematic gauge GEC14



EN 15273-3:2013 (E)

Figure D.34 shows the lower parts of the rail area and the area between the rails.


Key 1

maximum theoretical width of flange profile. Takes into consideration the existence of a possible angle of the wheelset on the rail

2

effective limit position of the inside surface of the wheel when the opposing wheel flange is in contact with the rail

3

maximum position of the check rails

4

lower limit position of parts mounted on the vehicle, except for wheels

5

limit position of the outside part of the wheel surface

Figure D.34 — Reference profile of kinematic gauge GEC14. Lower parts of the rail area and the area between the rails



EN 15273-3:2013 (E)

D.4.11.3.6 Kinematic gauge GEE10 D.4.11.3.6.1

Kinematic reference profile for the lateral parts and upper parts

Figure D.35 shows the reference profile for kinematic gauge GEE10.


Key 1

running surface

NOTE

Lower parts as per Figure D.36.

Figure D.35 — Reference profile of kinematic gauge GEE10



EN 15273-3:2013 (E)

D.4.11.3.6.2

Kinematic reference profiles for the lower parts

Figure D.36 shows the reference profile for kinematic gauge GEE10.


Key 1

running surface

Figure D.36 — Reference profile for the lower parts of kinematic gauge GEE10



EN 15273-3:2013 (E)

D.4.11.3.7 Kinematic gauge GED10 The reference profile for the lower parts of kinematic gauge GED10 is the same as that shown for gauge GEE10. Figure D.37 shows the reference profile for the upper parts of kinematic gauge GEE10.


Key 1

running surface

NOTE

Lower parts as per Figure D.36.

Figure D.37 — Reference profile of the upper parts of kinematic gauge GED10



EN 15273-3:2013 (E)

D.4.11.4 Associated rules Table D.26 shows the additional overthrows for gauges GHE16, GEC16, GEC14, GEE10 and GED10: NOTE

In this table, the subscript “cin” is omitted from all parameters in order to improve legibility.

Table D.26 — Rules for f or additional overthrows S for gauges GHE16, GEC16, GEC14, GEE10 and GED10 Additional overthrows for track width “l” and height “h” compared to the running surface h > 0,4 m

Gauges

Radius

250 ≤ R < ∞

GHE16 and GEC16

S = S = I a

S i

50

=

250 ≤ R < ∞

GEC14

60

= S =

− 0 ,23 +

l

− 1,668 2

a

50

S i

S i

S a

2 ,5

+

l − 1,435

2

R

− 0 ,19 +

l

− 1,435 2

R

=

60

− 0 ,23 +

l

− 1,435 2

R

= S a =

=

20

1 R

+

l

−1

=

24 R

S i

S i

= S a =

=

50

− 0 ,19 +

l

−1 2

− 0 ,23 +

l

−1 2

60

S i

= S a =

=

50

− 1,668

l

− 0 ,225 +

3 ,75

S a

=

S i

=

− 1,668

l

+

2

R

2 ,5

− 1,668

l

+

R

2

− 1,435

l

+

2

R

− 0 ,185 +

60

S i

= S a =

R

20

R

− 1,435

l

2

2 ,5

S a

=

S i

=

S a

=

+

l

− 1,435 2

R

2

1,5

+

−1

l

2

R

− 0 ,185 +

l

−1 2

R 24

+

R

− 1,435

l

− 0 ,225 +

2 ,5

− 1,435

l

2

=

=

=

2

R

=

2 ,5

S i

− 1,668

l

R

S a

S a

2

R

2

=

S i

h > 3,32 m

− 1,668

l

+

− 0 ,185 +

S a

S i

3 ,75

R

2

R

80 ≤ R < 100

Licensed to:Cowi

− 1,668 2

S I

S a

152

l

R

150 ≤ R < 250

GEE10 and GED10

2

− 0 ,19 +

=

=

0,4 m < h ≤ 3,32 m

l − 1,668

+

R

S a

S i

100 ≤ R < ∞

2 ,5

R

150 ≤ R < 250

Pantograph zone

0,4 m

h

− 0 ,225 +

l

−1 2

1

+

l

2

R

1 R

−1

+

l

−1 2


EN 15273-3:2013 (E)

Table D.27a shows the additional overthrows for gauges GEA16 and GEB16:

Table D.27a – Rules for additional overthrows S for gauges GEA16 and GEB16 Additional overthrows for track gauge “ l ” and height “ h” compared to the running surface

Radius

250 ≤ R < ∞

150 ≤ R < 250

h 0,4 m (GEA16 and GEB16)

S i

S i

S a

= S a =

=

50

2 ,5

l

+

2

R

− 0 ,19 +

l

=

− 1,668

0,4 m < h ≤ 3,32 m (GEA16 and GEB16)

S i

S i

2

R

60

− 1,668

− 0 ,23 +

R

l

− 1,668 2

0,4 m < h ≤ 3,70 m (GEA16)

S a

= S a =

=

50

3 ,75

+

l

− 0 ,185 +

l

=

60

− 1,668 2

R

− 0 ,225 +

h > 4,11 m (GEB16)

− 1,668 2

R

0,4 m < h ≤ 4,11 m (GEB16)

S i

Point h 3,320 shall be connected by a straight line to points h 3,70 or 4,11

l − 1,668

R

Pantograph zone

h > 3,70 m (GEA16)

S i

20

= S a =

= S a =

50

+

l

− 1,668

R

− 0 ,120 +

R

2

l

− 1,668

S i

=

S a

=

2

2 ,5

+

l

2

R

2 ,5 R

− 1,668

+

l

− 1,668 2

2

with the following values:

Table D.27b (Annex) — Values for the calculations Gauge

Height (m)

GHE16, GEC16, GE14, GEC14, GEE10 and GED10

For all heights h

GEA16

≤ 3,32

3,32 < h < 3,70

0,4

0,4

4,84 − h 3,8

h ≥ 3,70 h

GEB16

s0

≤ 3,32

3,32 < h < 4,11

0,3 0,4

6,48 − h 7,9

h ≥ 4,11

0,3



EN 15273-3:2013 (E)

Table D.28 — Quasi-static effect. Kinematic gauges GHE16, GEC16 and GEC14

0,4 1,733


qs a (outside of the curve)

m

m

0,4

[D − 0,05] > [ h − 0 , 5 ]> 0

0

1,733

[I − 0,05] >0 [ h − 0 , 5 ]>0

Table D.29 — Quasi-static effect. Kinematic gauges GEA16 and GEB16 Height h

qs i (inside of the curve)


m

m

0,4 h ≤ 3,32 m

1,733

3,32 m < h < 3,70 (GEA16) 3,32 m < h < 4,11 (GEB16)

0,4

[D − 0,05] > [ h − 0 , 5 ]> 0

0

1,733

[I − 0,05] >0 [ h − 0 , 5 ]>0

A value shall be adopted as a linear interpolation of the result obtained for values where h = 3,32 m and h = 3,7 m for gauge GEA16 and h = 4,11 m for gauge GEB16

h ≥ 3,70 (GEA16)

0,3

h ≥ 4,11 (GEB16)

1,733

0,3

[D − 0,05] >0 [ h − 0 , 5 ]>0

1,733

[I − 0,05] >0 [ h − 0 , 5 ]>0

Table D.30 — Quasi-static effect. Kinematic gauges GEE10 and GED10 qsi (inside of the curve)


m

m

0 ,4 1 ,055

[ D − 0 ,07] > [ h − 0 , 5 ]> 0

0

0 ,4 1 ,055

[ I − 0 ,07]> [ h − 0 , 5 ]> 0

0

D.4.11.5 Vertical superelevation/lowering The heights of the upper part shall be increased by the value

50

(m), the radius being in metres.

R v The heights of the lower part shall be reduced by the same value. The vertical curve radius Rv is limited to 500 m. Heights not exceeding 80 mm shall be considered as zero within a radius Rv between 500 m and 625 m.



EN 15273-3:2013 (E)

Annex E (informative)

Calculation example for determination of the gauge at a switch or crossing

E.1 General 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 switch or crossing taken as an example is a very severe type because of the following elements: switch entry angle (1°);  its high switch

 its low curve radius in the turnout route (215 m); widening of the local local track.  a widening The switch or crossing geometry is defined in Figure E.1.

Figure E.1 — Switch or crossing 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 switch or crossing 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 given in mm.



EN 15273-3:2013 (E)

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 worst 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

Bve

a

na

na

(a = 5 m)

(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 no. no. 1 and no. 3 determine the additional overthrows on the inside of the the curve, and vehicles no. 2 and 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).

The following subclause 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 subclause determines the quasi-static ef fect.

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 worst case. As a result of the complexity of the switch or crossing 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.



EN 15273-3:2013 (E)

Key PMA

Mathematical Switch Toe

V25

reference vehicle V2 with 5 m wheelbase

V220


Bv

semi-width of vehicle

Figure E.2 — Widening for vehicle no. 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 switch or crossing for the gauge used. The result is shown in Figure E.3.



EN 15273-3:2013 (E)

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.



EN 15273-3:2013 (E)

Key PMA

mathematical Switch Toe

JP

front of stock rails

V320


V15


Figure E.4 — Widening for turnout

E.4 The quasi-static effect On the outside of the curve, the cant deficiency is determined as follows:

I = 11,85

2

V R

= 11,85

40

2

215

= 88,2

mm

(E.1)

It should be noted that on entering the switch or crossing, the vehicle is subjected to impacts. In the switch or crossing, 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 M 1 (T osc). 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 switches and crossings is designed for a constant deficiency. In this case, this value is fixed at 90 mm. Therefore, the quasi-static effect is determined as: qsa

=

0,4 1,5

.[0,09 − 0,05]> 0 .[h − 0,5]> 0

=

[h − 0,5]> 0 93,75

(E.2)

On the inside of the curve, D always being limited (see EN 13803-2) qsi is often zero.



EN 15273-3:2013 (E)

E.5 Gauge widening at a switch switch or crossing crossing 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: (widening in the curve and local widening) (see Figure D.4);  the additional overthrows (widening point P: qsa varies from 0 to 28 mm and qsi = 0 mm);  the quasi-static effect (for point

 the allowances Σ1 (Σ1i = 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

front of stock rails

Figure E.5 — Gauge width The gauge widening is variable over the full height. The width at cross- section A-A of Figure E.5 is shown in Figure E.6. The amount to be added to the gauge on a straight track depends on the height and is given in Table E.2.



EN 15273-3:2013 (E)


Key CR

reference Profile

AdV

gauge at switch or crossing

Figure E.6 — Cross-section A-A of gauge



EN 15273-3:2013 (E)

Table E.2 — Supplement to be added to gauge on straight track Dimensions in millimetres bCR

hCR

Supplement with switch or crossing

-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 positive values bCR correspond to the values on the switch entry side.

The following two cases demand particular attention when switches and crossings are involved in the application: between centres of  the application of this type of switch or crossing requires an increase of the limit distance between (132 mm =) 138 mm compared to two tracks laid straight and without this switch or crossing; along  the application of this type of switch or crossing alongside a platform requires an extra clearance of 90 mm along the platform (case of a platform 760 mm high).



EN 15273-3:2013 (E)

Annex F (normative)

Determination of reference vehicle characteristics F.1 General The characteristics of the reference vehicles defining the gauge are needed to calculate the structure gauge in the switch or crossing 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. NOTE

It should be noted that the reference vehicles are virtual vehicles not to be confused with actual vehicles.

F.2Methodology The characteristics of the reference vehicles are determined on the basis of the following basic formula: with Aa and Ba coefficients that  for a reference vehicle that determines the gauge on the outside of the curve with depend on the reference vehicle:

S a

=

Aa R

− Ba = bveh +

n a ( na

+ a)

2 R

− bCR

(F.1)

 for a reference vehicle that determines the gauge on the inside of the curve with Ai and Bi coefficients that depend on the reference vehicle:

S i

=

Ai R

− Bi = bveh +

a2

8 R

− bCR

(F.2)

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 uniform 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

= bCR + Bi

(F.3)

and

na

=

−a+

a

2

2

+ 8 Aa

(F.4)



EN 15273-3:2013 (E)

On the outside of the curve:

bveh

= bCR + Ba

(F.5)

and

na

=

−a+

a2

+ 8 Aa

2

,

(F.6)

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 General 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 ⇒ S i or S a =

250 ≥ R ≥ 150 m ⇒ S i =

S a =

50 R

3,75 R

m

− 0,185

(F.7)

m

60 − 0,225 m R

(F.8)

(F.9)

The reference vehicles are then determined as follows.

F.3.2 Vehicle no. no. 1 (on the inside of of the curve) bveh1 = 1,645 m

The value of a shall be determined on the basis of formula:

a =

8 Ai

(F.10)

where Ai = 3,75 hence aveh1 = 5,477 m

F.3.3 Vehicle no. 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+


a2

2

+ 8 Aa (F.11)


EN 15273-3:2013 (E)

where

Aa = 3,75

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. no. 3 (on the inside of 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 R

=

a2

8 R

(F.12)

hence aveh3 = 20 m

F.3.5 Vehicle no. 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 formula:

60 R

=

na ( a + n a )

2 R

(F.13)

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) down to 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 — Summar y

Reference vehicle n°

na

na

(a = 5 m)

(a = 20 m)

5,477

-

-

1,645

-

1,208

0,368

0,185

1,460

20

-

-

0,225

1,420

-

8,736

4,832

Ai/a

Bi/a

bveh

a

1

3,75

0

1,645

2

3,75

0

3

50

4

60

NOTE Vehicles no. 1 and no. 3 determine the additional additional overthrows on the inside inside of the the curve, and vehicles vehicles no. 2 and 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).



EN 15273-3:2013 (E)

F.3.7 International gauge reference vehicles The table below determines international gauge reference values given g iven in Annexes B and C of th is European Standard.

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

3 250

1 645

400

3 250

1 645

400

3 250

1 645

400

3 250

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 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

1 170

max.

1 645

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

3,75

1 645 3,75

50 60

1 460

225

1 420

3,75

1 645

na

(a = 5 m) (a = 20 m) m m

5,477

1 645 185

na

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

20,000

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

20,000

17,321

6,928

1 645 55

1 590

55

1 590

105

1 540

105

1 540

225

1 420

225

1 420

5

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

14,552


EN 15273-3:2013 (E)

Table F.2 (continued) Gauge

hmin

hmax

bCR

Ai

Aa

b

bveh

a

mm

mm

mm

m

m

mm

mm

m

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

BE1 to BE3

100

1 170

1 645

CPb/CPb+/

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

26,47 40,5 40,5 60 60

21,5

1 623,5

105

1 540

105

1 540

225

1 420

225

1 420

3,75

1 720

na

na

(a = 5 m) (a = 20 m) m m 5,194

2,367

6,841

3,454

8,736

4,832

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 4,832

6,514

3,229

1,772

0,583

18,000

21,909 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+/

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+/

6

1 720

CPc



EN 15273-3:2013 (E)

Annex G (normative)

Uniform gauge

G.1 General Some uniform structure gauges exist in Europe. These fixed gauges are often determined on the basis of gauges defined above in this standard. These 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 of up to 250 m, cant or cant deficiencies not exceeding 160 mm and vertical transitions with radii of R RV > 2 500 m. It contains all the allowances M (1) and M (2) necessary for the maintenance of (ballasted) tracks and the additional allowances M (3) for the gauge for open doors and safety of personnel. In order to ensure compatibility with the rolling stock 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 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 gauge is determined by its profile which is fixed.



EN 15273-3:2013 (E)


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

Radius R 250 ≥ R ≥ 150

Si (inside of the curve)

50 R

− 0,185


60 R

− 0,225



EN 15273-3:2013 (E)

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 equ ivalent to allow verification of the rolling stock. 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 M (1) and M (2) to obtain the maximum permissible reference profile. As this gauge is extra wide to clear the “open door gauge”, it is evident that allowances M (3) exist on the side wall. A gauge comparable to G1 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; radius with a maximum cant of 150 mm and a cant deficiency not exceeding 130 mm.  in a curve of 250 m radius Extrapolation rules are given for application in curve radii less than 250 m and vertical transitions with radii R 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 M (1) and M (2) necessary for the maintenance of (ballasted) tracks and the additional allowances M (3) for the gauge for open doors as well as the safety of personnel. In order to ensure compatibility with the rolling stock 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 good quality 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.



EN 15273-3:2013 (E)

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:

Table G.2 — Additional overthrows Dimensions in metres

Radius R 250 ≥ R ≥ 150

Si (inside of the curve)

50 R

− 0,185


60 R

− 0,225



EN 15273-3:2013 (E)

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. Its application is limited to the following: with radii greater or equal equal to 250 250 m;  curves with

 cants or cant deficiencies less or equal to 150 mm;  vertical transition curves with radii exceeding or equal to 2 000 m. For any other cases, please refer to kinematic gauge GC. An additional vertical allowance of 50 mm has been taken into account. It contains all the allowances M (1) and M (2) necessary for the maintenance of (ballasted) tracks as well as additional allowances M (3). In order to ensure compatibility with the rolling stock 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 very good quality track 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.



EN 15273-3:2013 (E)

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



EN 15273-3:2013 (E)

Annex H (informative)

Gauge maintenance guideline

H.1 General Application of the gauge rules is not always a lways 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 3, 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 (overhead contact line staff, signalling staff, driver) 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 installation of equipment along the track It shall be noted that the gauge is inadequate for the installation of equipment such as signals, overhead contact line posts and similar equipment 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.

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.



EN 15273-3:2013 (E)

H.3.3 Guidelines for for the installation of temporary structures Temporary structures may be necessary to ensure the maintenance of structures such as bridges and 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:

 determine the frequency of the control measures; examining modification of the layout;  determine the effect when examining consignments;  examine the possibilities of special consignments; the possibility of modifying the gauge.  examine the 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 operation of the traffic (e.g. train speed, gauge used, etc.).  the data regarding the

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 to the extent to which 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. 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 overhead contact line.



EN 15273-3:2013 (E)

H.4.3 Practical aspects for measuring the structures structures When checking the position of the structure, the structure cross section relative to the track under consideration 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 allowancesM2. When the verification measurements are interpreted, account shall be taken of the precision of the measurement systems used. The following shall be considered: is necessary in order to assess  the resolution of the measurement, i.e. the number of points per unit of area. This is the irregularity of the structure surface (e.g. masonry, rock wall, etc.); deviation of the measurement measurement error).  the precision of the measurement itself (standard deviation 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 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.



EN 15273-3:2013 (E)

Annex I (informative)

A–deviations A–deviations: National deviation due to regulations, the alteration of which is for the time being outside the competence of the CEN/CENELEC national 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 EC Directives, it is the view of the Commission of the European Communities (OJ No C 59; 1982-03-09) 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 except under the safeguard procedure provided for in the relevant Directive.

A-deviations in an EFTA-country are valid instead of the relevant provisions of the European Standard in that country until they have been removed. In view of the national law in force, Switzerland requests the following A-deviations: In Switzerland, the dimensions of the gauges and their scope of application are specified in the provisions for the implementation of the railways ordinance (DE-OCF, RS 742.141.11 / http://www.admin.ch/ch/d/sr/c742_141_11.html): http://www.admin.ch/ch/d/sr/c742_141_11.html):

 for the kinematic reference profiles in Clause 18.2/47.1  for the free space profile for the infrastructure in Clause 18  for the vehicle gauge in Clause 47 In accordance with these regulations, for all types of gauge (for example,. OCF O1, OCF O2, OCF O4), the rules associated with the kinematic reference profile correspond to EN 15273-1:2013, C.1.1 (notably Formulae C.1, C.2 and C.3), for all values of height h. In Switzerland, the use of the rules for the calculation of kinematic gauges given in EN 15273-1:2013 C.2.2 and C.2.3 (notably Formulae C.8, C.9, C.10 and C.11) is not authorized for the upper part (h > 3,250 m). As a result, the compatibility of OCF gauges with the international gauges of EN 15273-2 is as follows:

 Gauge G1 Admission without restrictions.  Gauge GA Admission with restrictions f or gauge OCF O1. The formulae associated with gauge G1 are to be applied for the calculation of the kinematic gauge of the rolling stock (upper part), for all heights h. In Switzerland, the use of the features provided f or in EN 15273-2:2013, B.3.3.1, B.3.4.1, B.3.5.1, B.3.6.1 is not author ized for heights h > 3,250 m. Gauge OCF O2 accepts standard loads for gauge G B, specified in File UIC 506:2008, C lause B.1.2.  Gauge GB Admission with restrictions f or gauge OCF O2. The formulae associated with gauge G1 are to be applied for the calculation of the kinematic gauge of the rolling stock (upper part), for all heights h. In Switzerland, the use of the features provided f or in EN 15273-2:2013, B.3.3.1, B.3.4.1, B.3.5.1, B.3.6.1 is not author ized for heights h > 3,250 m. Gauge OCF O2 accepts standard loads for gauge GB, specified in File UIC 506:2008, Clause B.1.2.



EN 15273-3:2013 (E)

 Gauge GC Admission without restrictions for gauge OCF O4. The gauge for f or the infrastructure (upper part) for all types of gauge (OCF O1, OCF O2, OCF O4) is calculated according to EN 15273-3:2013, C.2.1, Table C.1 (respectively Annex C, C.2.3, Table C.4). In Switzerland, the use of the formulae given in Tables C.2 and C.3 of EN 15273-3:2013 is not authorized for heights h > 3,250 m. Rationale In Switzerland, the provisions for the implementation of the railways ordinance (DE-OCF, RS 742.141.11 / http://www.admin.ch/ch/d/sr/c742_141_11.html) shall be complied with in order to ensure the interoperability of the http://www.admin.ch/ch/d/sr/c742_141_11.html) different gauges. Switzerland has never accepted the features for the upper part (h > 3,250) in accordance with File UIC 506, notably for gauges GA and GB, now contained in EN 15273-1, EN 15273-2 and EN 15273-3.



EN 15273-3:2013 (E)

Annex ZA (informative)

Relationship between this European Standard and the essential requirements of EU Directive 2008/57/EC

This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the European Commission to provide a means of conforming to the essential requirements of the New Approach Directive 2008/57/EC1. Once this standard is cited in the Official Journal of the European Union under said Directive and has been implemented as a national standard in at least one Member State, compliance with the normative clauses of this standard indicated in Table ZA.1 for the HS Rolling Stock TSI, Table ZA.2 for the High Speed Infrastructure TSI, Table ZA.3 for the TSI for Conventional Rail Infrastructure and Table ZA.4 for the STI for Persons With Reduced Mobility confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding essential requ irements of said Directive and associated EFTA regulations.

1

Directive 2008/57/EC passed on 17 June 2008 is a reworking of pre vious Directives 96/48/EC on the “interoperability of the trans-European high-speed rail system” and 2001/16/EC on the “interoperability of the trans-European conventional rail system”, and their revision by European Parliament Council Directive 2004/50/EC dated 29 April 2004 amending Directive 96/48/EC on the “interoperability of the trans-European high-speed rail system” and Directive 2001/16/EC on the “interoperability of the trans-European conventional rail system”.



EN 15273-3:2013 (E)

Table ZA.1 — Correspondence between this European Standard, the HS Rolling Stock TSI, published in the Official Journal on 26 March 2008, and Directive 2008/57/EC Clauses/subclauses of Clauses/§/subclauses and Corresponding text, Comments this European annexes of the TSI clauses/§/annexes of Standard Directive 2008/57/EC The full standard

4.3.2.3

is applicable

Functional specifications and

Annex III – Essential requirements - General requirements

interface technology – kinematic gauges

Clause 1.1.1. – Safety

4.8.1 Infrastructure Register Clause 1.2 – Reliability, availability

Clause 1.5 – Technical compatibility

Annex III – Clause 2.4.3 – Specific requirements for each sub-system rolling stock Clause 2.4.3 § 3 Technical compatibility



EN 15273-3:2013 (E)

Table ZA.2 — Correspondence between this European Standard, the TSI relating to the infrastructure sub-system of the trans-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 2008/57 /EC Clauses/subclauses Clauses/§/subclauses of this European annexes of the TSI Standard The full standard is applicable

and Corresponding text, clauses/§/annexes of Directive 2008/57/EC

Comments

4.2. Definition of the Annex III, Essential infrastructure domain - Functional Requirements and technical specifications at 1 General requirements the domain level 4.2.3 Minimum infrastructure gauge

1.1 Safety Clause 1.1.1 1.2 Reliability, availability

4.2.4 Distance between centres 4.2.20 Platforms 4.3 Functional and technical specifications of the interfaces 4.3.1 Interfaces with the “rolling stock” sub-system - gauge of structures 4.8 Infrastructure Register 6 Assessment of conformity and/or suitability for use of the constituents and verification of the sub-system

1.5 Technical compatibility § 1 2 Essential requirements specific to each subsystem 2.1 Infrastructure 2.1.1 Safety § 3 - public access (platforms)

6.2 Infrastructure sub-system 6.2.6 Specific requirements for the evaluation of conformity 6.2.6.1 Evaluation of the minimum infrastructure gauge. 7.3 Implementation of the TSI infrastructure – Specific cases – minimum infrastructure gauge – distances between centres. Specific cases for Finland, Greece, Ireland, Poland, Spain and the United Kingdom; Annex D — Items to be included in the Infrastructure Register concerning the infrastructure domain



EN 15273-3:2013 (E)

Table ZA.3 — Correspondence between this European Standard, the TSI relating to the infrastructure of the trans-European high-speed rail system dated 26 April 2011 (published in Official Journal L 126, 14.05.11, p 53) and Directive 2008/57/EC Clauses/subclauses Clauses/§/subclauses of this European annexes of the TSI Standard The full standard is applicable

and Corresponding text, Comments clauses/§/annexes of Directive 2008/57/EC

4.2 Characterization of the infrastructure sub-system Functional and technical specifications of the sub-system 4.2.2 Performance parameters 4.2.4. Line layout 4.2.4.1. Structure gauges 4.2.4.2. Distances between centres 4.2.4.5 Minimum vertical curve radius

1.1 Safety Clause 1.1.1 1.2 Reliability, availability

1.5 Technical compatibility § 1

4.02.10. Platforms 4.8 Infrastructure Register

2.1 Infrastructure

6. Evaluation of conformity of interoperability components and EC verification of the subsystems 6.2. “Infrastructure” sub-system 6.2.4. Specific evaluation procedure for the sub-system 6.2.4.1. Evaluation of structure gauge

2.1.1 Safety § 3 - public access

6.5. Evaluation of infrastructure register 7.6 Implementation of the TSI infrastructure – Specific cases – infrastructure gauges – distances between centres Specific cases for Finland, Sweden, Greece, Ireland, Poland, Portugal, Spain and the United Kingdom. Annex D — Elements to be recorded in the infrastructure register

Licensed to:Cowi

1 General requirements

2 Essential requirements specific to each sub-system

6.2.4.2. Evaluation of distance between track centre

182

Annex III, Essential Requirements

(platforms)

EN 15273-3:2009 is cited in subclauses 4.2.2, 4.2.4.1, 6.2 4.1, 6.2.4.2, 7.6.2.1 and 7.6.8.1 of this TSI and application is mandatory. The 2009 version furthermore contains major errors which have been corrected in this version of EN 15273-2, the sole reason for the revision of which was to correct these errors


EN 15273-3:2013 (E)

Table ZA.4 — Correspondence between this European Standard, the technical specification of interoperability relating to “Persons with Reduced Mobility” in the trans-European conventional and high-speed rail system dated December 2007, published in the Official Journal of 7 March 2008, and Directive 2008/57/EC Clauses/subclauses Clauses/§/subclauses of this European annexes of the TSI Standard Clause 13 – Rules for installation of platform edges

and Corresponding text, Comments clauses/§/annexes of Directive 2008/57/EC

4.1.2 Sub-system characterization Infrastructure sub-system Functional and technical specifications

Annex G

4.1.2.18.1 Platform height

Uniform gauge

4.1.2.18.2 Platform gap

Annex III – Essential requirements - 1. General requirements 1.1 Safety Clause 1.1.1 1.2 Reliability, availability 1.5 Technical compatibility §1

4.1.2.18.3 Track layout along platforms Annex III – Clause 2.1.1 4.1.8 Infrastructure Register

EN 15273-3:2006 is cited in subclause 4.1.2.18.2 of this TSI and its application is mandatory. This EN became the 2009 version, which however contains major errors that have been corrected in this version of EN 15273-3, the sole reason for the revision of which was to correct these errors

– Specific requirements 7.3. Application of this TSI to existing infrastructure/rolling stock

for each sub-system - infrastructure - safety

7.3.1.6. Platform and gap height

2.1.1 § 2 – exposure of

7.4. Specific cases

persons during the

7.4.1.1 Height of the platforms

passage of trains through

7.4.1.2 Gap

the stations

7.4.1.3 Access and exit steps.

2.1.1 § 3 – public access

Annex E – Evaluation of subsystems – Table E1

(platforms)

WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard.



EN 15273-3:2013 (E)

Bibliography

[1]

UIC 505-1:2006, 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 lines

[4]

UIC 506:2008, Rules governing application of the enlarged GA, GB, GB1, GB2, GC, and GI3 gauges.

[5]

EN 13803-2, Railway applications — Track — 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


EN-15237-3-2013

Recommend Documents