Appendix ANNEX C VEHICLE TRACK INTERACTION AND GAUGINGF1

United Kingdom Repealed

C.1.

SCOPE OF APPLICATION

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C.2.

GENERAL PART

C.2.1.

List of notations used

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C.2.2.

Definitions

C.2.2.1.

Normal co-ordinates

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Fig. C1

C.2.2.2.

Reference profile

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C.2.2.3.

Geometric overthrow

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Fig.C2

C.2.2.4.

Roll centre C

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Fig.C3

C.2.2.5.

Asymmetry

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2.2.6.

Coefficient of flexibility s (see Fig. C3)

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C.2.2.6.

Maximum construction gauge for rolling stock

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Fig. C4

C.2.2.7.

Kinematic gauge

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C.2.2.8.

Quasi-static movements z

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C.2.2.9.

S projections (Fig.C5)

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C.2.2.10.

Ei or Ea reductions

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C.2.2.11.

Lineside structure gauge

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C.2.3.

General comments on the method for obtaining the maximum rolling stock construction gauge

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C.2.3.1.

Relative positions of the various gauges

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Fig. C5

C.2.4.

Rules for the reference profile for determining the maximum rolling stock construction gauge

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C.2.4.1.

Vertical movements

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C.2.4.1.1.

Determination of minimum heights above the running surface

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Fig. C6

Sags independent of the load state and of the suspension state

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Deflection dependent on the load state of the vehicles and on the state of their suspension

1 —

Structural distortions: sags for all the vehicle body zones A, B, C, and D.

2 —

Deflection of the suspensions

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C.2.4.1.2.

Passing over vertical transition curves (including marshalling yard humps) and over braking, shunting or stopping devices.

Vehicles with a reference profile (part below 130 mm) in accordance with paragraph C.3.2.3

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Fig.C7

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Fig. C8

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Fig. C9

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Fig. C10

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Fig. C11

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Table C1 showing the values of E_i and E′_i expressed in mm with a and n expressed in m.

Vehicles not allowed on shunting humps by reason of their length

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All vehicles

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Special cases

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C.2.4.1.3.

Determination of maximum heights above the running surface

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Fig. C12

C.2.4.2.

Lateral movements (D)

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C.2.4.2.1.

Vehicle running position on the track and displacement factor (A)

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Fig. C13

C.2.4.2.2.

Special cases of multiple units and coaches fitted with a reversing cab (driving trailer)

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C.2.4.2.3.

Quasi-static movement (z)

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C.2.5.

Determination of reductions by calculation

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C.2.5.1.

Terms taken into account in calculating movements (D)

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C.2.5.1.1.

Terms concerning the running position of the vehicle on a curve (geometric overthrow)

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C.2.5.1.2.

Group of terms concerning lateral play

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C.2.5.1.3.

Quasi-static movements (term concerning vehicle['s] inclination [leaning] on its suspension and its asymmetry when this is greater than 1^o)

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Special cases

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Influence of side-bearers play for wagons fitted with bogies

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Special terms x_i and x_a

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C.3.

GAUGE G1

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C.3.1.

Reference profile for static gauge G1

Fig. C14

C.3.1.1.

Reduction formulae

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C.3.2.

Reference profile for kinematic gauge G1

C.3.2.1.

Part common to all vehicles

Fig. C15

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C.3.2.2.

Part below 130 mm on vehicles which must not pass over shunting humps or negotiate rail brakes and other activated shunting and stopping devices

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Fig. C16

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C.3.2.3.

Part below 130 mm for vehicles able to pass over shunting humps and negotiate rail brakes and other activated shunting and stopping devices

Fig. C17

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C.3.2.3.1.

Use of shunting devices on curved track sections

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Fig. C18

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C.3.3.

Permitted projections S_o (S)

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C.3.4.

Reduction formulae

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C.3.4.1.

Reduction formulae applicable to powered vehicles (dimensions in metres)

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C.3.4.2.

Reduction formulae applicable to multiple units (dimensions in metres)

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C.3.4.3.

Reduction formulae applicable to coaches and passenger vehicles (dimensions in metres)

For bogie coaches, with the exception of the bogies themselves and their associated parts

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For bogies and their associated parts

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C.3.4.4.

Reduction formulae applicable to wagons (dimensions in metres)

For wagons with independent axles and the bogies themselves and their associated parts (w = 0)

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Internal reductions Ei — Sections between the end axles (where n = ni)

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External reductions Ea — Sections beyond the end axles (where n = na)

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For bogie wagons

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- Internal reductions Ei — Sections between bogie pivots (where n = ni)

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External reductions Ea — Sections beyond bogie pivots (where n = na)

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C.3.5.

Reference profile for pantographs and non-insulated live parts on the roof

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C.3.6.

Rules for the reference profile for determining the maximum rolling stock construction gauge

C.3.6.1.

Powered units fitted with pantographs

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Preliminary calculations

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For sections between the end axles or bogie pivots

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For sections beyond the end axles or bogie pivots

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C.3.6.2.

Railcars fitted with pantographs

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C.3.6.3.

Pantographs in lowered position

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C.3.6.4.

Insulation clearance margin for 25kV

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C.4.

GA, GB, GC VVEHICLE GAUGES

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C.4.1.

Static gauge reference profiles and associated rules

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Fig. C20

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C.4.1.1.

GA and GB static gauges

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C.4.1.2.

GC static gauge

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C.4.2.

Kinematic gauge reference profiles and associated rules

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Fig. C21

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C.4.2.1.

Tractive units (except railcars and multiple unit motor coaches)

C.4.2.1.1.

GA and GB kinematic gauges

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C.4.2.1.2.

GC kinematic gauge

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C.4.2.2.

Railcars and multiple unit motor coaches

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C.4.2.2.1.

GA and GB kinematic gauges

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C.4.2.2.2.

GC kinematic gauge

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C.4.2.3.

Passenger coaches and luggage vans

C.4.2.3.1.

GA and GB kinematic gauges

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C.4.2.3.2.

GC kinematic gauge

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C.4.2.4.

Wagons

C.4.2.4.1.

GA and GB kinematic gauges

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C.4.2.4.2.

GC kinematic gauge

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C.5.

GAUGES REQUIRING BI- OR MULTILATERAL AGREEMENTS

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C.5.1.

G2 gauge

C.5.1.1.

Reference profile of G2 static gauge

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Fig. C22

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C.5.1.2.

Reference profile of G2 kinematic gauge

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Fig. C23

C.5.2.

GB1 and GB2 gauges

C.5.2.1.

General

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C.5.2.2.

GB1 and GB2 static reference profiles (loading gauges)

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Fig. C24

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Fig. C25

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C.5.2.3.

Rules for GB1 and GB2 static reference profiles

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C.5.2.4.

GB1 and GB2 kinematic reference profiles

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Fig. C26

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Fig. C27

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C.5.2.5.

Rules for GB1 and GB2 kinematic reference profiles

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C.5.3.

Gauge 3.3

C.5.3.1.

General

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C.5.3.2.

Reference profile of 3.3 kinematic gauge

Fig. C28

C.5.3.3.

Rules for the reference profile to determine the maximum construction gauge

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C.5.3.3.1.

Permitted projections S_o (S)

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C.5.3.3.2.

Quasi-static displacements z

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C.5.3.4.

Reduction formulae

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C.5.3.4.1.

Reduction formulae applicable to tractive units (dimensions in metres)

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C.5.3.4.2.

Reduction formulae applicable to multiple units (dimensions in metres)*

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C.5.3.4.3.

Reduction formulae applicable to coaches and other passenger vehicles (dimensions in metres)

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C.5.4.

Gauge GB-M6

C.5.4.1.

General

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C.5.4.2.

Reference profile of the GB-M6 kinematic gauge

Fig. C29

C.5.4.3.

Reduction formulae

C.5.4.3.1.

Tractive vehicles

Reduction formulae for h > 1 170 mm.

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Reduction formulae for heights 100 < h ≤ 1 170 mm.

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C.5.4.3.2.

Hauled vehicles

Reduction formulae for height h >1 170 mm.

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Reduction formulae for heights 100 < h ≤ 1 170 mm.

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C.6.

APPENDIX 1

C.6.1.

Rolling Stock Loading Gauge

C.6.1.1.

Conditions concerning doors, steps and footboards

Carriage doors

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Steps and footboards

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C.7.

APPENDIX 2

C.7.1.

Rolling Stock Loading Gauge

C.7.1.1.

Compression of the suspensions for areas outside the support polygon B, C and D

For all vehicles, and wagons in particular, it may be necessary to take account of additional vertical movements fz due to inclination of the vehicle body (roll, pitching) following, for example, an off-centre load or deflation of a pneumatic suspension.

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C.8.

APPENDIX 3 ROLLING STOCK LOADING GAUGE

C.8.1.

Calculation of the loading gauge of tilting vehicles

C.8.1.1.

General

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C.8.1.2.

Scope

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C.8.1.3.

Field of application

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C.8.1.4.

Background

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C.8.1.5.

Conditions related to safety

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C.8.1.6.

Symbols used

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C.8.2.

Basic conditions to determine the loading gauge of TBV units

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C.8.2.1.

Types of body tilting systems

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Fig. C30

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Fig. C31

C.8.3.

Analysis of the formulae

C.8.3.1.

Basic formulae

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C.8.3.2.

Modifications to be made to the formulae for TBVs

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C.8.3.2.1.

Expression for the values of the lateral plays when the body is tilted

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C.8.3.2.2.

Quasi-static displacement of a TBV

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C.8.3.2.2.1.

Expression of the quasi-static displacements zP for the reductions on the inside of the curve

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Fig. C32:

ACTIVE system

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Fig. C33:

PASSIVE system

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C.8.3.2.2.2.

Expression of the quasi-static displacements zP, for the reductions on the outer side of the curve

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Fig. C34:

ACTIVE system

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Fig. C35:

PASSIVE system

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C.8.3.2.3.

ACTIVE systems: displacements due to body rotation

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Fig. C36

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C.8.4.

Associated Rules

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C.8.5.

Comments

C.8.5.1.

Condition for adjusting the inclination (TBV units with active system)

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C.8.5.2.

Condition concerning the speed of TBV units

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C.8.6.

Appendix 4 Rolling Stock Loading Gauge

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Annotations

Textual amendments

F1: Repealed by Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (Text with EEA relevance).