UIC CODE 5o 5-1

10th edition, May 2006

Translation OR

Railway transport stock

Rolling stock construction gauge
Matériel de transport ferroviaire - Gabarit de construction du matériel roulant
Eisenbahnfahrzeuge - Fahrzeugbegrenzungslinien

UNiON ìNTERNAT!ONAL( DE$ CHEMlNS DE FER

INTERNATIONALER EISENBAHNVERBANO
INTERNATIONAL UNION OF RAJLWAYS
Leaflet to be classified in Volumes:
V - Rolling stock
VI - Traction
VII - Way and Works

Application:
With effect from 1st May 2006
Ali members of the lnternational Union of Railways

This leaflet app/ies to standard gauge lines

Record of updates
1st edition, June 1991 First issue

7th edition, May 1995 with approved modifications

8th edition, January 1997 With approved Appendix 6 (now Appendix F)

9th edition, November 2003 with approved modifications and Appendix G. lmportant: the articles
(points) in this leaflet h ave been renumbered in !h e new edition. The
first digit of each poi n! has been increased by one (i.e. O becomes
1, 1 becomes 2, and so on). Please take account of this when using
cross-references from other leaflets

1Oth edition, May 2006 amendments lo points 5.4, 7.2.3, F.4 and addition of Appendix F.7
(approvai by the previous study group "Rolling stock" of the SC11
UIC).

The person responsible for this leaflet is named in the UIC Code

505-1
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Contents

Summary ..............................................................................................................................1

1• Generai ......................................................................................................................... 2

2• Scope of application ................................................................................................... 3

3- Definitions .................................................................................................................... 4

3.1 - Normal coordinates ............................................................................................... 4

3.2 - Reference profile .................................................................................................. 4
3.3 - Geometrie overthrow ............................................................................................ 4
3.4 - Roll centre C ......................................................................................................... 5
3.5 - Asymmetry ............................................................................................................ 6
3.6- Coefficient of flexibility s ....................................................................................... 6
3.7- Maximum construction gauge for rolling stock ...................................................... 7
3.8 - Kinematic gauge .................................................................................................. 7
3.9 - Quasi-static movements z .................................................................................... 7
3.1 O -S projections ........................................................................................................ 8
3.11 -Vehicle limit position ............................................................................................ 8
3.12 -E; or E8 reductions ............................................................................................... 8
3.13 -Lineside structure gauge ...................................................................................... 8

4- Generai comments on the method for obtaining the maximum

rolling stock construction gauge .............................................................................. 9

5• Reference profile for the kinematic gauge ............................................................. 11

5.1 - Part common to ali vehicles ................................................................................ 12

5.2 - Part below 130 mm on vehicles which must not run over rail brakes
or other activated shunting and stopping devices ............................................... 13
5.3- Part below 130 mm for vehicles able to negotiate rail brakes and
other activated shunting and stopping devices ................................................... 14
5.4 - Reference contour for pantographs and non-insulated live parts
on vehicle roof .................................................................................................... 16

6- Rules associated with the reference profile for determining the

maximum rolling stock construction gauge ........................................................... 17

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 6.1 - Vertical movements ............................................................................................ 17
6.1.1- Determination of minimum heights above the running surface ........................ 17
6.1.2 - Determination of maximum heights a bo ve the running surface ....................... 24
6.2 - Latera l movements (D) ....................................................................................... 26
6.2.1 - Authorised projections S0 (8) ........................................................................... 26
6.2.2 - Vehicle running position on the track and displacement factor (A) .................. 27
6.2.3 - Quasi-static movement (z) ............................................................................... 30

7- Determination of reductions by calculation ........................................................... 32

7.1- Terms taken into account in calculating movements (0) .................................... 32

7 .1.1 - Terms concerning the running position of the vehicle o n a curve
(geometrie overthrow) ...................................................................................... 32
7.1.2 - Group of terms concerning latera l play ............................................................ 33
7.1.3- Term concerning vehicle inclination on its suspension and its
asymmetry when this is greater than 1' (quasi-static movements) .................. 33
7 .1.4 - Special terms ................................................................................................... 35
7.2- Reduction formulae ............................................................................................. 35
7.2.1- Reduction formulae applicable to powered vehicles (dimensions in metres) .. 36
7.2.2- Reduction formulae applicable to multiple units (dimensions in metres) ......... 39
7.2.3 - Pantograp gauge verification an d other li ve parts on roof ............................... 41
7.2.4 - Reduction formulae applicable to coaches an d passenger vehicles
(dimensions in metres) ..................................................................................... 44
7.2.5- Reduction formulae applicable to wagons (dimension in metres) .................... 48

Appendix A - Examples of application of the kinematic gauge by calculation ............ 50

A.1 - Determination of reductions for locomotives ....................................................... 50
A.1.1 - Reductions applicable to the vehicle body ....................................................... 50
A.1.2- Reductions applicable to the pantograph ......................................................... 52
A.2 - Determination of reductions for multiple units ..................................................... 54
A.3 - Determination of reductions for powered units ................................................... 57
A.4 - Determination of reductions for coach es ............................................................ 59
A.5 - Determination of reductions for articulated vehicles ........................................... 61
A.6 - Determination of reductions for wagons ............................................................. 62
A.6.1 - Covered 2-axle wagon ..................................................................................... 63
A.6.2 - Bogie tank wagon ............................................................................................ 65
A.6.3 - Bogie hopper wagons ...................................................................................... 67

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Appendix B • Graphic method .......................................................................................... 70
8.1 - Determination of the maximum construction gauge by the graphic method ....... 70
8.2 - Determination of reductions by the graphic method ........................................... 70
B.2.1 - Methods of geometrie dimensioning ................................................................ 71
B.2.2 - Example of verification of the space limits for equipment beneath
the underframe ................................................................................................. 73

Appendix C · Examples of application of the kinematic gauge by

the graphic method ................................................................................... 74
C.1 - Determining reductions for powered units .......................................................... 7 4
C.2 - Determination of reductions for trailing stock ...................................................... 77

Appendix D · Theoretical basis for bilatera! or multilateral agreements

covering application of a superelevated gauge ...................................... 79

Appendix E - Depression of the suspensions for areas outside the

support polygon B, C and D ...................................................................... 81

Appendix F - Calculation of the construction gauge of tilting vehicles

or vehicles subject to lp > le ..................................................................... 83
F.1 - Generai ............................................................................................................... 83
F.1.1 - Scope ............................................................................................................... 83
F.1.2 - Field of application ........................................................................................... 83
F.1.3- Background ...................................................................................................... 83
F.1.4- Conditions related to safety ............................................................................. 84
F.1.5- Symbols used .................................................................................................. 84
F.2- Basic conditions to determine the gauge of TBV units ....................................... 84
F .3 - Analysis of the formulae ..................................................................................... 86
F.3.1 - Basic formulae ................................................................................................. 86
F.3.2- Modifications to be made to the formulae for TBV ........................................... 86
F.4 - Associated rules ................................................................................................. 90
F.S- Examples of applicatìon of the generai prìncìples ............................................... 91
F.5.1 - Example of the calculation fora TBV with an "active" tilt system ..................... 91
F.5.2 - Example of the calculation fora TBV with a "passive" system ........................ 95
F.6 - Comments ........................................................................................................ 101
F.6.1- Condition for adjusting the inclination (TBV units with active system) ........... 101
F.6.2 - Condition concerning the speed of TBV units ................................................ 102
F. 7 - Pantograph gauge verìfìcatìon .......................................................................... 102
F.7.1- Pantographs uncoupled to the tilting body ..................................................... 103
F.7.2- Pantographs coupled to the tilting body or equipped by
a centering system ......................................................................................... 104

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Appendix G • Use of the available spaces of the infrastructure by
vehicles with fixed parameters ................................................................ 107

Glossary ...........................................................................................................................109

List of abbreviations ........................................................................................................113

Bibliography .....................................................................................................................114

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Summary

This leaflet:

defines the refe re n ce profile of the kinematic gauge for powered vehicles, coaches an d wagons,

fixes the rules associated with the reference profile of the kinematic gauge for determining the
maximum construction gauge,

specifies the position of the various gauges in relation to each other and gives a definition of each,

enables the maximum construction gauges to be determined:

by calculation, poi nt 7
by the graphic method, Appendix B.

Comments and explanations concerning the preparation of the provisions and the formulae are given
in UIC Leaflet 505-5.

1 505-1
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1 - Generai

A gauge comprises two fundamental elements:

a reference profile,

rules associated with this profile.

The latter comprise a set of formulae and application conditions which, on the basis of the reference
profile, make it possible to determine:

for the Rolling Stock Departments, the maximum construction gauge,

for the Way and Works Departments, the minimum gauge for lineside structures.

2 505-1
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2 - Scope of application

The provisions in this Leaflet, except for Appendices A - page 50, C - page 74, D - page 79 an d G -
page 107, are obligatory for ali types of rolling stock to be built (powered vehicles, coach es, vans,
wagons) for use in international servi ce.

For tilting body vehicles (TBV), Appendix F - page 83 is applicable.

These provisions do not apply to loading. The "loading gauges" are shown in the RIV (see List of
abbreviations page 113). However, they may be applied for certain wagon and load combinations
(containers and swap-bodies) (see UIC Leaflet 506 (see Bibliography- page 114).

For vehicles carrying exceptionalloads, Appendix B - page 70 may be used.

For vehicles with fixed parameters, Appendix G- page 107 may be used.

This leaflet does not apply:

to continental wagons for running in Great Britain, for which UIC Leaflet 503 (see Bibliography -
page 114) shall apply.

3 505-1
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3 - Definitions

3.1 - Normal coordinates

The expression "norma! coordinates" is used far orthogonal axes defined in a piane norma! to the
longitudinal centreline of the rails in nominai position; one of these axes, sometimes called horizontal,
is the intersection of the specified piane and the running surface; the other is the perpendicular lo this
intersection al equa! distance from the rails.

Far calculation purposes, this centreline and the vehicle centreline musi be considered as coincident
in arder lo be able lo compare the vehicle construction gauges and the lineside structure limi! gauges,
both calculated an the basis of the kinematic gauge reference profile which is common to both.

Centreline of the vehicle

or of the track

Fig. 1 - Centraline of the track in nomina/ position

3.2 - Reference profile

(see point 5- page 11)

Profile related to the norma! coordinates (see point 3.1 ), always accompanied by associated rules (see
point 6- page 17) used, far rolling stock, to define the vehicle maximum construction gauge.

3.3 - Geometrie overthrow

(see point 7.1.1- page 32)

The expression geometrie overthrow means, far an element of a vehicle located on a radius R curve,
the difference between the distance from this element to the track centreline and that which would
exist o n straight track, the axles being, in both cases, placed in a media n position on the track, the play
aIso being evenly distributed, the vehicle symmetrical and not tilted on its suspensions; in other words,
il is that part of the vehicle element offset which is due lo the track curve.

On the sa me side of the track centreline, ali the points in the sa me vehicle body cross-section have
the same geometrie overthrow.

4 505-1
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 metric overthrow

M'

Fig. 2-

3.4 - Roll centre C

(see point 7.1 .3 - page 33 and Fig. 3- page 6)

When the vehicle body is subjected to a latera! force parallel to the running surface (gravity
component, see figure 3a, or centrifugai force, see figure 3b), it tilts on its suspensions.

lf the vehicle latera l play and the effect on its dampers h ave reached their limits in this condition, the
XX' centreline of a latera! section takes up a X 1X' 1 position.

In routine cases of vehicle latera l movements, the position of poi nt C is independent of the latera l force
involved.

Point C is known as the roll centre of the vehicle and its distance hc from the running surface is known
as the height of the roll centre.

In the case of extreme vehicle/bogie positions, this hc height must be taken into account with regard
to one of the vehicle body/bogie bump stops:

rotational movement stop,

centrai movement stop.

(See note, point 7.1 .3).

5 505-1
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 Vehicle stationary Vehicle running on a track Vehicle
on canted track with cant deficiency asymmetry
x1
' 'L'
Latera l il'- Lateral
movements
'i Ì''

l lj
'i
Il l

Running surface

Figure 3a Figure 3b Figure 3c

Fig_ 3-

3.5 - Asymmetry

The asymmetry of a vehicle is defined as the angle TJo that would be formed between the vertical and
the centreline of the body of a stationary vehicle on level track in the absence of friction (see figure 3c).

Asymmetry may result from constructional defects, unevenly adjusted suspension (scotching,
transoms, pneumatic levelling valves, etc.) and from an off-centre load.

3.6 - Coefficient of flexibility s

(see Fig. 3)

Whenever a stationary vehicle is placed o n a canted track whose running surface lies at an angle olo
the horizontal, its body leans on its suspensions and forms an angle 11 with the perpendicular lo the
rail level. The vehicle flexibility coefficient s is defined by the ratio:

s = !l
o
This ratio may be calculated or measured (see U/C Leaflet 505-5 (see Bibliography - page 114 )).
Il depends in particular on the load state of the vehicle.

Powered units of
Vehicles with non-constant weight
constant weight
Locomotives, etc. Multiple units, coaches, vans, Wagons
coaches with driving cab, etc.
Unladen state in running Unladen state in running order Unladen state in running order
order and exceptional load state and maximum load state
(maximum load state)

6 505-1
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3.7- Maximum construction gauge for rolling stock

(see point 4- page 9).

The maximum construction gauge is the maximum profile. obtained by applying the rules giving
reductions in relation to the reference profile, which the various parts of the rolling stock must respect.
These reductions depend on the geometrie characteristics ofthe rolling stock in question, the position
of the cross-section in relation to the bogie pivot or to the axles, the height of the point considered in
relation to the running surface, constructional play, the maximum wear allowance and the elastic
characteristics of the suspension.

In generai, the effective construction gauge uses only partially the non-hatched areas within the
maximum construction gauge for the installation of foot-steps, hand-rails, etc.

Maximum construction gauge

Fig. 4-

3.8 - Kinematic gauge

This covers the furthest positions in relation to the centres of the norma l coordinates likely to be taken
by various parts of rolling stock, taking into account the most unfavourable positions of the axles on
the track, the latera l play and semi-static movements attributable to the rolling stock and lo the track.

The kinematic gauge does not take account of certain random factors (oscillations, asymmetry, if
'lo s 1°): the suspended parts of the ve hi cles may therefore exceed the kinematic gauge in the course
of oscillation. Su eh movements are taken into account by the Way and Works Department.

3.9 - Quasi-static movements z

The part of lateral movements attributable to the rolling stock and resulting from the technology
applied, suspension flexibility (s flexibility coefficient) under the effect of centrifugai force not
compensated for by cant or of excessive cant (see figure 3a or 3b) and under the effect of asymmetry
'lo (see figure 3c). This value depends on the height h of the point in question.

The parameters due to cani deficiency or excess involved in the calculation of these movements are
explained in point 7.1.3- page 33.

7 505-1
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3.10- S projections

(see point 6.2.1 - page 26 and Fig. 5 - page 1O)

Exceeding the reference profile when the vehicle is on a curve and/or on track with a gauge wider than
1,435 m.

The half-width of the vehicle, plus the D movements, minus the half-width of the reference profile at
the sa me leve!, is equivalent to the actual projection S in relation to the reference profile.

Justification for the projections is given in U/C Leaflet 505-5.

3.11 - Vehicle limit position

The vehicle position which is obtained by giving to projection S the maximum value So defined in point
6.2.1 - page 26. The reduction formulae take this value into account (see a Iso points 3.8- page 7 and
3.1 0).

3.12 - Ei or Ea reductions

To ensure that a vehicle when on the track does not exceed the "vehicle limit position" in view of its D
movements, the half-width dimensions must be subject to an E; or Ea reduction, in relation to the
reference profile, such that:

E; or Ea D - So.

The following distinction is made:

E;: reduction value for the reference profile half-width dimensions for the sections located between
the end axles of vehicles not mounted on bogies or between the pivots of vehicles mounted on
bogies.

Ea: reduction value for the reference profile half-width dimensions for the sections beyond the end
axles of vehicles not mounted on bogies or the pivots of vehicles mounted on bogies.

3.13 - Lineside structure gauge

Profile in relation to the axes of coordinates norma! to the track, inside which no structure must
penetrate despite elastic or non-elastic track movements.

8 505-1
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4- Generai comments on the method for obtaining the
maximum rolling stock construction gauge

This leaflet gives the necessary elements and the methods used for determining the maximum
construction gauge for rolling stock to be used in international service.

lt should be noted that, in order to meet in particular the requirements of international combined traffic,
height-enhanced gauges have been defined. These are covered in UIC Leaf/et 506.

The study of the maximum construction gauge takes into account both the latera! and vertical
movements of the rolling stock, drawn up on the basis of the geometrica! and suspension
chara:cteristics of the vehicle under various loading conditions.

In generai, the maximum construction gauge of a vehicle is determined for the n; orna values which
correspond to the middle of the veh.icle and the headstocks. lt is of course necessary to check ali the
projecting points, as well as those which, in view of their location, are likely to be in close proximity to
the maximum vehicle construction gauge within the section un der consideration.

Transversally, taking into account the vehicle body movements obtained fora point located on an n;
or na section at height h in relation to the running surface, the half-widths of the maximum vehicle
construction gauge shall beat the most equa l to the corresponding half-widths ofthe reference profile,
specific to each type of vehicle, decreased by the E; or Ea reductions.

These reductions must satisfy the relationship E; or Ea D - So in which:

D represents the movements, it being understood that the quasi-static movements have been
taken into account fora cant excess or deficiency, the values of which are specified in point 6 -
page 17.

The D values may be determined:

• by calculation (see point 7 - page 32),

• by the graphic method (see Appendix B- page 70);

So represents the maximum projections, the values of which are shown in point 6.2.1 - page 26.

Examples of the application of this leaflet by calculation or by the graphic method are given in
Appendices A- page 52 and C- page 77.

Relative positions of the various gauges

Figure 5- page 1O shows the position of the various gauges in relation to each other, as well as the
main elements involved in determining the rolling stock maximum construction gauge.

9 505-1
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 Vehicle centreline
(for definition of the
maximum rolling stock
construction gauge)

'-voJ
concerns fixed
Track centraline concerns fixed
installations only installations only
(far definition of the
lineside structure
installation gauge)

Fig. 5-

Rolling stock maximum construction gauge

2 Kinematic gauge reference profile

3 Limit position of rolling stock considered in the reduction formulae

4 Rolling stock kinematic gauge

5 Lineside structure limit gauge

6 Lineside structure installation gauge

z = quasi-static movement obtained in point 6.2.3 page 30 and taken into account in the reduction formulae:
w

-fora cant excess or deficiency of 0,05 m,

- for that part of the asymmetry exceeding 1o
- for cant excess or deficiency between 0,05 m and 0,2 m maximum which is not taken into account by the Way
and Works Department if s > 0,4 and/or hc < 0,5 m.

E = Reduction (E; or Ea )

s = Lateral projection (far the rolling stock S0 = maximum projection)

D = Latera! movement

7 Semi-static movement due to cant excess or deficiency exceeding 0,05 m (far s =0,4, hc =0,5 m)
8 Value added by the Way and Works Department in arder to take into account track defects in service, oscillations and
asymmetries of,; 1o and resulting movements.

9 Margin specific to each Railway in arder to take into account special situations (transport of exceptionalloads, margins
far increasing the speed, high prevailing cross-winds).

10 505-1
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5 - Reference profile for the kinematic gauge

The reference profile takes into account the position of the lineside structures and the most restrictive
track centre distances at UIC level.

lt is:

always accompanied by associated regulations (see points 6- page 17 and 7 - page 32),

divided in 2 parts as below:

• upper part defined as being located above a level of 400 mm above the running surface,
common to ali vehicles (see point 5.1 - page 12),
• lower part defined as being located at or below a level of 400 mm above the running surface
and different for vehicles:

. which must not pass over rail brakes and other activated shunting and stopping devices (see
point 5.2- page 13),
, which must pass over such devices (part lower than 130 mm) (see point 5.3- page 14).

The part below 130 mm differs according to the vehicles.

NB : The value "400 m m" aIso serves as a limi! for the calculation of projections (see point 6.2. 1),
NB : Loaded coaches must respect the provisions of point 5.2 when on a track without vertical
curvature.
Vans and wagons, whether empty or loaded, must satisfy point 5.3- page 14, except for well wagons
and certain combined transport wagons.

In the case of wagons scheduled to run in transit on the Finnish network, the elements of the lower
parts must respect the gauge given in UIC Leaflet 430-3, Appendix 1,

Wagons which must not pass over:

shunting humps with a 250 m radius curvature,

track brakes and other shunting and stopping devices

• may not carry the RIV sign, unless explicitely authorised under the UIC Code (e.g. UJC
Leaflet 597 for bimodal wagons),
• must carry the corresponding markings as defined in the RIV.

11 505-1
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5.1 - Part common to ali vehicles

-r-··---- !
L. ______112_0__-:
___142L __ _;

lUpper parts

q
ll
ad l
..,.1 ' l

'~d
l~ l
~~ 1--- _.162\L ___ _j_ _W_Z_0_ _--1

l; o·
1520
\~l ; Lower parts
'-------1"'250
Running surface

Fig. 6-

An example is given in Appendix D - page 79 for application of superelevated gauges.

12 505-1
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5.2- Part below 130 mm on vehicles which must not run over rail brakes
or other activated shunting and stopping devices

Certa in gauge restrictions must be observed at the leve l of the axles when vehicles are placed on an
under-floor wheellathe for wheel reprofiling.

(])
1--··-----·---·-·----
__ j250 ---------------------.~
:~
117,___ _ !'E
- - - - - - - - - - - 1l
i~
•o
~------
935 --------------~~
(])

'"
' t:
~~
.~
~---=-&!
.-··

(Dimensions in mi!lim€tres)

Fig. 7-

a zone for equipment away from wheels

b zone for equipment in immediate proximity of wheels

c zone for contact ramp brushes

d zone for wheels and other parts coming into contaci with the rails

e zone occupied exclusively by the wheels

(1) Limi! for parts located outside the axle ends (guard irons, sanders, etc.) no! to be exceeded for running aver
detonators.
Thìs lìmìt may however be disregarded for parts located between the wheels, provìded these parts remaìn
wìthìn the wheel track.

(2) Maxìmum theoretìcal width of the flange profile in the case of check-raìls ( UIC Leaflet 505-5).

(3) Effectìve limi! posìtìon of the outside surface of the wheel and of the parts assocìated wìth thìs wheel. Lower
parts: see UJC Leaflet 505-5.

(4) When the vehicle is in any positìon whatsoever on a curve of radius R ; 250m (minimum radius for contaci
ramp ìnstallatìon) and a track width of 1 465 mm, no part of the vehicle likely to descend to less than 100 mm
from the running surface, except for the contaci brush, should be less !han 125 mm from the track centre.
For parts located ìnside the bogìes, this dimension is 150 mm.

(5) Effective lìmìt posìtion of the internai surface of the wheel when the axle ìs agaìnst the apposite raìl. Thìs
dimension varies with gauge widening.

NB : Account should also be taken of poìnt 6.1.1.3.2.

13 505-1
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5.3- Part below 130 mm for vehicles able to negotiate rail brakes and
other activated shunting and stopping devices

lnner of the rail

(Dimensions in mil!imetres)

Fig. 8-

a zone far equipment away from wheels

b zone far equipment in immediate proximity of wheels

c zone far ejection of standardised drag shoes (see UIC Leaflet 505-5)

d zone for wheels and other equipment coming into conta et with the rails

e zone occupied exclusively by the wheels

zone far rai! brakes in released position

(1) Limit far parts located outside the axle ends (guard-irons, sanders, etc) no! to be exceeded far running aver
detonators.

(2) Maximum fictional width of the flange profiles in the case of check rails.

(3) Effective limit position of the wheel external surface and of the parts associated with the wheel. (Lower parts:
see U/C Leaflet 505-5).

(4) This dimension also shows the maximum height of standard drag shoes used far scotching or slowing down
the rolling stock.

(5) No rolling stock equipment should penetrate into this area.

(6) Effective limit position of the wheel internai surface when the axle is against the apposite rail. This dimension
varies with gauge widening.

(7) See following paragraph

14 505-1
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Use of shunting devices in curved track sections

Rail brakes and other shunting and stopping devices which, when activated, can rea eh the dimensions
115 or 125 mm, in particular drag shoes 125 mm high, may be placed on curves of radius R 150m.

Track centraline
/
/

12 D l
Di,Da B;
,, l
1
~
Q:
(unless otherwise indicated, dimensions are in millimetres)

Fig. 9-

lt follows that the application limi! for the 115 or 125 m m dimensions, which is at a constant distance
from the inner edge of the rail (80 m m), is at a variable distance D from the centreline of the vehicle,
as shown in figure 9 above.

Take the following (values given in metres):

2 2
2+E_ 2+E_
1 410 an-n 4 an-n 4
D;= 0,080+ 1,465--'--+ = 0,840+
2 300 300

2 2 2
2
an+ n - P an+ n -E_
1 41 4 4
D = O 080 + 1 465 - ' O + =O, 840+
a ' ' 2 300 300

NB : In the particular case involving the use of shunting devices, the influence of plays q +w may
be considered negligible.

15 505-1
OR
5.4 - Reference contour for pantographs and non-insulated live parts on
vehicle roof

i.
Maximum height of '
pan!Qgraph in lowered
POSillon____ '
.~,
o
oLt)
<D

0,170 m (25 kV{

o
o
o
Lt)

bw ; bow half-width
= permitted movements. These movements are respected when the condìtions of formulae
(111) (112) (113) or(114)for h; 6,5 m and (115) (116) (117) or(118)forh ;5 m, are mel
Areas where non-insulated parts !ikely to remain live must not penetrate

- Areas that can be used for lowered bow insulated parts or other non live parts over
electrified lines.
When lines are not electrified, those areas can be used only under acceptance of the
infrastructure manager.

Fig.10-
NB : For ve h i cles worked on electrified lines, the shaded areas may be used for gauging pantograph
bows in the down position.
O n non-electrified lines, the sa me possibilities are allowable subject to specific studies by the railways.

16 505-1
OR
6- Rules associated with the reference profile for
determining the maximum rolling stock construction
gauge
In order to determine the maximum construction gauge of a vehicle, the rules associated with the
reference profiles in point 5 - page 11 must take account of:
vertical movements,
transverse movements.

Construction tolerances are taken into account in the asymmetry calculation (see point 7.1.3 -
page 33).

The nominai width value of a vehicle is obtained from the dimensions of the maximum constructional
profile.

Tolerance values must not be used systematically to increase vehicle dimensions.

6.1 - Vertical movements

For the vehicle or for a given part, these movements make it possible to determine a minimum height
(see point 6.1.1) and a maximum height (see poi nt 6.1.2- page 24) above the running surface; this is
particularly the case for:
parts located towards the lower section of the gauge (low parts );
the step at 1 170 mm from the running surface on the reference profile;
parts located at the upper part of the vehicles.
lt should be noted that forali parts located at a height greater \han 400 m m above the running surface,
the vertical component of the quasi-static movements is not taken into account.

6.1.1 - Determination of minimum heights above the running surface

The minimum heights above the running surface for parts located towards the lower part of the gauge
(1 170 m m and below) are determined with account being taken of the vertical movements described
in the following paragraphs.

When studying the state of deflection of the vehicle bodies (see points 6.1.1.1 to 6.1.1.3- page 19 and
Appendix E- page 81), the division shown in the diagram below shall be considered.

........ i
':"::::: ..............
C .,................................................................
B i
,........C.............
-t ..
!i l
i
! A l
D i Support polygon i D
i ;
·-·-·-·-· ·-·-·-···-·-·-·Ì·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·-·..i.---·-·-·-·-·-·-·-· ·-·-·-·-
1- i i f--l
C i B i C

Fig. 11 -

17 505-1
OR
6.1.1.1- Deflections independent of the load state and of the suspension state

These deflections shall be considered for ali vehicle body zones A, B, C and D, and concern the
following parts:

Wheels Maximum wear for ali types of vehicles

Various parts Maximum wear - examples: transoms, brake rigging, etc, for ali vehicles and
for each special assembly

Axle boxes Wear ignored

Bogie frame Manufacturing tolerances giving rise to deflection in relation to the nominai
dimensions: ignored

- Body structures Manufacturing tolerances giving rise to deflection in relation to the nominai
dimensions: ignored for ali vehicles including ali conventional and special
wagons.

6.1.1.2- Deflection dependent o n the load state of the vehicles and on the state of their
suspension

6.1.1.2.1- Structural distortions: sag forali the vehicle body zones A, B, C, and D

Axles Deflection ignored

Bogie frame Deflection ignored
Body Transverse deflection ignored

Twist ignored

Longitudinal deflection ignored forali vehicles except wagons, for which

the longitudinal sag must be taken into account
under the effect of a maximum load increased by
30%, in order to take dynamic stresses into
consideration.

6.1.1.2.2- Deflection of the suspensions

1. Types of springs

The primary and secondary suspensions are formed of various types of springs for which the
deflections must be taken into account:

Steel spring Deflection under static load,

Additional deflection under dynamic stress,
Deflection due to flexibility tolerances (see UIC Leaflet 822).

Rubber spring Same deflections as for steel springs

Pneumatic spring Total deflection with cushions deflated (including back-up

suspension when it exists ).

18 505-1
OR
2. Suspension deflection conditions

Equa! and simultaneous deflections on the suspensions (zones A, B, C and D are

concerned)

Locomotives Deflection of the suspensions with an overload of 30% of their

sprung weight
Coaches 30 mm overall deflection
(empty in running order)
Coaches and vans Deflection with a 30% overload on the sprung weight (maximum
load) or total deflection
"Conventional" wagons Total deflection (bottoming)
Special wagons Deflection under the effect of a 30% overload on the sprung
weight (in arder to make maximum use of the gauge, especially
in the case of combined transport or of bulky loads) or total
deflection (bottoming)
Multiple units Deflection under the effect of a 30% overload of their sprung
weight (maximum load) or total deflection.
- Other deflections See Appendix E - page 81.

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

6.1.1.3.1- Vehicles with a reference profile in accordance with point 5.3- page 14

1. Norma/ va/ues far the e i or e8 vertice/ reductions to be taken into account far empty coaches,
empty or loaded vans and wagons.

These vehicles, when they ca n be gravity shunted, must be capable of passing over activated rail
brakes and other shunting or stopping devices located on non-vertically curved track and reaching
the 115 and 125 mm dimensions above the running surface, up to 3m from the end of convex
transition curves of radius Rv 250 m (dimension d).

They must a iso be ab le to pass over such devices located inside or near concave transition curves
of radius Rv 300 m.

In applying these conditions, the lower dimensions of these vehicles, taking into account vertical
movements assessed as state d in point 6.1 - page 17, must in relation to the running centre be
at least equa! to 115 or 125 mm increased by the following e; or e 8 quantities:

19 505-1
OR
 E
E

E
g
- ' Concave
"'N

Fig. 12-

e; or ea : vertical reduction at the lower part of the rolling stock equipment in relation to the 115
and 125 mm dimensions.

ev : lowering of the rail brakes in relation to the 115 or 125 m m dimensions.

a. For sections between the end axles or bogie pivots (normal values expressed in metres)

The purpose of the numerica! index applied to the e; and e'; values is to distinguish the norma l
values from the reduced values:

2
n(a-n-3) a-3
a when a :o; 17,80 m and n< - -
500 3

3
(a-3)
3375
a when a s 17,80 m and n 2: T
a 3
(1)

27 n ][ n
2
]2[3375
a -0,04 J whena>17,80mandn<-
a- -3
e';t [ 4a- 3 1-a- 3 3

2
3
e';t = ; -0,04whena>17,80 mandn2:a; (1)
3 75
3 8 3
(1) This formula for n;, a; gives reductions greater than or equa l to those resulting from the formula n< ; .

When empty coach es and empty or loaded wagons and vans ca n be gravity shunted, they must
a Iso be able to pass aver convex transition curves of radius 250m, without any part other than
the wheel flange descending below the running surface.

20 505-1
OR
 This condition, which concerns the centrai part of the vehicles, is in addition to those resulting
from the e; formulae for long vehicles.

for bogies, a=p

Fig. 13-

b. For sections located beyond the end axles or bogie pivots (values in me tres)

···-·-·-·-·-·-·-·-·- -·-·- -·-·-·-·-·-·~.

·.....

Fig. 14-

2. Reduced values for the e; increase (sections between the end axles or bogie pivots) to be
considered for certain vehic/es for passing aver gradient transition curves including shunting
humps.

These reduced values are only tolerated for certain types of wagon, insofar as they require a
larger space !han that determined using the norma! values given in point 6.1.1.3 - page 19. These
are, for example, the recess wagons used in rail/road combined traffic, and other identica! or
similar designs.

Use of these reduced values may require special precautions to be taken in certain marshalling
yards with hump retarders at the base of a shunting gradient.

For these vehicles, the value of dimension d becomes 5 m.

21 505-1
OR
 E
E
"'N

'- ..çoncave
g
N
rl

Fig. 15-

2
n(a-n-5) a-5
a when a s 15, 80 m and n < - -
500 3

3
(a- 5) 5
3375 a when a s15,80 m and n 2a; (1)

, ~ [27 n ][ 1-a-
n
2
]2[3375
a -0,05 J whena>15,80mandn<-
a- -5
ei2 4a-
5 5 3

2
a a-5
- O, 05 when a> 15,80 m and n 2 -- ( 1)
3375 3
(1) a 5 a-5
This formula for n~ T glves reductions greater than or equal to those obtained using the formula for n< -3-.

When they ca n be gravity shunted, the wagons musi aIso be able lo pass over convex transition
curves with a radius greater than or equa l to 250 m, without any part other !han the wheel flange
descending below the running surface. This condition, which concerns the centrai part of the
wagons, is in addition to those resulting from the e; formulae for long wagons

for bogies, a=p

Fig. 16-

22 505-1
OR
3. Tab/e showing the values of e; ande'; expressed in m m with a and n expressed in m.

r;<. . ,n ;>-6 5,5 5 4,5 4 3,5 3 2,5 2 1,5 1 0,5 o

20 ~9~s~'6s;;--·-~~ ~~/~o 6 ~63~9~:~ ~6 ~7~7 17~~ 0 - ---v

19.s (;Y63~3L.!-v~3eJ-··62 6 §/~, ~;9~s~o ~3~s 3Y2s ~~4 ~/o

19 ~ 7 ~7 ~7~~7 6J---56 ~~4 Ysd~-;:6 ~o 3h3 ~24[y;3 ~/o
1s.s 1~, o/5, ~, ~/-;, ~....-5,[;Y-~g[;Y47 Y43 4)---37 YJo i~z 9-'",2 ~/o
1e [;9-_....4€ ~46 ~~~-~6 :v~6~;s~4zY39 ~34[~a-Y2olr,,~--o

n.s 1~4, y4, ~4,19--/~-, ;sv---4, ~- 40~3s ~3sl~--3,~6~s~o~/ o

" Y,,~,~/,,~;, •v,y,;~.~1 ~~,y,,~1t;v·.•//o
16.5 ~,lo/;,[~, ,..-;, ~---;, ~o ~o ~~e ~-;s ~o Y,s ~-- s ~/·o
16 ~6 ~6 ~6 ~'2'6 ":Jr26 ~-;6~5 ;r-24 ~1 .3Y'~s ~13 ~7 °/"'o
ts.s Yzz ~22 ~z72z 37/22 7222:::'22~1 ~,g ~6 ;J/12 Y/s 0 / / o
15 1~'2o 3J/2o~ol~------;o ~zo~o~o~~si3Y\'7~4 1Y,, ~//6 °/_..-o
14.5 :;.t----;s .:Y~e '7lsl3Y----,s 3J-·/~e ~~s~.-:;7 Yt1 !~"'ts ~3 ~o Y s ~-o
14 [r,s~sY,s~<s 2~'ts~s~s~~si~4[!.V,z~"gY/s 0 ~/-o
13.s ~3 ~3 ~3 Y,3Y,3 ~;3 Y,3 ~3 ~3 :!)-/11 Y a Ys ~""'o
13 [~,2Y12~2~12~2~/,2~2~2I39/,, Y,oYalY~~-o
12.s ~oi~ol~o ~o ~~o Y,o ~ol3!V~o Y,o Yg ~7 Y"4Y/o
, ~ ,~" ,[;Y/,_,_.- 8 ;._v,r;v- ,~,r;v- 8 Y, Y ,[;.V eV•Vo
11.5 ,... 7 y, :!V", o/7o/,[Y71Y 7,o/' 71Y, y, y , y .
11 l;v,y,[;y',;v,;Y/,r;v-,y,[y,[y,v 5j;./",y,
10.5 ~.~·siYsYs~sYslo/5[1_9./, y , y, .,___....-,
10 ,y,[;v,y,~.~.y,[y,[y,[y,y,y,
8.5 y,~/'V'2:::::''~'1v,y,v, v, v,
' //,//,y,y,~/,y,y,y,y,y,

'' v1V12:::::'1~1 Y1Y1V1 V1 v,

' Y1Y1Y1V1V1Y1V1Y1Vo
7.. v1~1~1v1v 1 v 1 v1 v,
1 YoYoVoYoVoVoVoYo
•·• ~o~oYoVoVoYoYo
• IVoYoVoYo
u IYo~oYoYo
5 VoVoYoVo
u IYoVoVoVo

Jet
Key
Norma! values

(a-3)/3 or (a-5}13 Reduce d values

4. Vehicles not allowed on shunting humps by reason oftheir /ength

When empty coaches, wagons suitable for international traffic and empty or loaded vans are not
allowed over marshalling yard humps on account of their length, they must nonetheless respect
the profile in point 5.3- page 14 when placed on a non-vertically curved track, so as to allow for
the use of shunting or stopping devices.

23 505-1
OR
6.1.1.3.2- Ali vehicles

Ali ve hi cles must be ab le to pass over convex or concave transition curves of radius Rv 500 m, without
any part other than the wheel flange descending below the running surface.

This may concern mainline vehicles whose:

wheelbase is greater than 17,8 m,

overhang is greater than 3,4 m.

6.1.1.3.3- Special cases

Vertical transition curves for vehicles fitted with the automatic coupler (see UIC Leaflet 522 (see
Bibliography- page 114 )).

Angle of inclination for vehicles used on ferries, see:

UIC Leaflet 507 (see Bibliography- page 114) for wagons,

UIC Leaflet 569 (see Bibliography- page 114) for coaches and vans.

6.1.2- Determination of maximum heights above the running surface

The value of vertical movements to be taken into consideration, as regards the upper parts of rolling
stock where h 3 250m m, is determined with account being taken of the upward dynamic movements
for empty rolling stock in running order without wear.

In this part, the vehicles come close to the reference profile under the influence of:

1. upward oscillations,

2. the vertical component of the quasi-static inclination,

3. transverse movements.

Consequently, the vertical dimensions of the reference profile must be reduced by the values
generated by these movements ~. if they can be calculated, or otherwise by a fixed value of 15 mm
per suspension stage. Nevertheless, it must be noted that when the vehicle is subject to quasi-static
inclination, the side opposite the inclination rises but at the sa me ti me moves away from the reference
profile in such a way that no interference is to be feared. Conversely, on the side of the inclination, the
vehicle lowers, thus compensating part of the upward movements.

As an approximation, for cant excess or deficiency of 50 m m, this vertical reduction i\ V(h) of the
reference profile for nominai heights greater than h = 3,25 m is expressed as:

- {GLCR(h)-Eiodera]sl
i\ V(h)- t;- 30 l

where: ~LCR(h) represents the half-width ofthe reference profile,

24 505-1
OR
E1 or E8 , the transverse reductions,

s the vehicle's coefficient of flexibility,

sthe vehicle resilience (fixed or calculated term).

Example: fora vehicle with a reduction E1 or E8 of 217 mm based on h= 3,25 m, we obtain:

Reductions for cut-away sides on the upper part of the reference proli le.

s = 0,3 ; ~ = 30 mm

A
gl
>;l

Fig. 17 - Vehicle with 2 suspension stages (dimensions in mi/lime tres)

s =O, 1 ; r, =15 mm

;•
;
i
i
i
c 1120
i
;
i
i
i
;
i
i
i
;
i

.. 1645
i
;
;
i

Fig. 18- Vehicle with 1 suspension stage (dimensions in millimetres)

25 505-1
OR
6.2 - Lateral movements (D)

These movements are the su m of the following movements:

geometrie movements resulting from the vehicle running through curves and straight track
(projections, lateral play, etc.), where the vehicle centreline is considered to be perpendicular to
the running surface;

quasi-static movements resulting from the inclination of the suspended parts under the influence
of gravity (canted track) an d/or centrifugai acceleration (curved track);

latera l sag of the vehicle body is generally disregarded except for those special types of wagon or
heavily-laden wagons far which these values are particularly high.

6.2.1 • Authorised projections S 0 (S)

The S effective projections must not exceed the So values in the table below.

S 0 projection values

Oimensìons given in metres

Vehicle types Track Ei calculation Ea calculation

Sections between the end axles of Sections beyond the end axles of
vehicles not fitted with bogies or vehicles not fitted with bogies or
between the pivots of bogie beyond the pivots of bogie vehicle
vehicles

h :s; 0,400 h> 0,400 h :s; 0,400 h> 0,400

Ali powered or straight

0,015 0,015 0,015 0,015
trailing vehicles

Powered on 250 curve

vehicles
0,025 0,030 0,025 0,030
Trailing axle
vehicles

Bogies taken on 150 curve 100 100 120 120

individually and o, 025+ 750 O, 030+ o' 025+ 750 0030+
, 750
750
their associated
~ 0,158 ~ O, 1633 ~ 0,185 ~ O, 190
parts

Trailing bogie on 250 curve 0,010 0,015 0,025 0,030

stock or
equivalent on 150 curve 100 100 120 120
o, 010+ 750 O, 015 +
750
0025+
' 750
o, 030+ 750
~ O, 1433 ~ 0,1483 ~ 0,185 ~ O, 190

26 505-1
OR
NB: On 150 curve, term xi or xa in the reduction formulae (see point 7.1.4- page 35).
NB : These values have bee n calculated with the l track gauge which leads to the most restrictive
E reduction. This value is L= l max. = 1,465 m in ali cases except for the E; internai reduction
for trailing bogie stock or equivalent vehicles for which it is necessary to take l m in = 1,435
m. Furthermore, for powered units and railcars with one designated "motor" bogie and one
trailer bogie or bogie considered as a "trailer" (see poi n! 7 .2.2.1 - page 39), the width of the
track considered in the internai reduction E; formulae is 1 ,435 rn for the trailer bogie and
1,465 m for the motor bogie. However, for the sake of simplicity in calculating reductions
graphically the following values may be taken for both bogies: l = 1,435 m on straight track
and 1,465 m on a 250 m curve. In this latter case, the width of the vehicle body is penalised
at the level of the trailer bogie.
NB : These values do no! apply to the reference profile for parts on the roof.

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

The various vehicle running positions on the track depend on the transverse play of the various parts
connecting the vehicle body to the track and on the configuration of the running gear (independent
axles, powered bogies, trailer bogies, etc).

lt is therefore necessary to consider the various positions which the vehicle may take up on the track
so as to take into account any displacement factor A to be applied to certa in terms in the fundamental
formulae used for calculating the E; internai and Ea external reductions (see point 7- page 32).

The displacement factor and the vehicle running position on the track are given in the table below. For
the cases of axle conflguration no! represented in the table, the running position conditions to be taken
into account must be the least favourable.

For articulated vehicles, it is recommended to take the running position for conventional 2-bogie
vehicles.

Special cases of multiple units and coaches fitted with a reversing cab

For this rolling stock, the bogies are classified according to their !l adhesion factor on starting.

lf !l 0,2 the bogie is designated "motor"

lf o< !l< 0,2 the bogie is considered "trailer"

lf !l= o the bogie is "trailer".

The reduction formulae applicable as a result are given in point 7.2.2- page 39.

27 505-1
OR
 Calculation of international reductions E;

w
Depending on
L
On straight
curve
4
Rolling stock type track radius
1-----+----1 (on curve)
wi(R)

On straight track Displacement factor A

~
2-ax!e vehicles
_ or
bogies taken individua!ly
and associated parts
-w.l-
-- w -
t
--
t I l
2
2-bogie vehicles
except those below
1//
Vehicles with one
designated
3 "motor" bogie leading and
one trailer bogie leading or
considered as such

On curve Displacement factor A

2-axle vehic!es The running positions and displacement

or factors for curves are the same as for
4 bogies taken individual!y
straight track
and associated parts

5
Vehicles with 2 motor
bogies or
designated as such

l L p'2
4 4

Vehicles with one

designated a-n~ a-n~ n11 a-n 11 n11
6 "motor'' bogie and
a -a- --a- --a- --a-
one trailer bogie or
considered as such

1 (1)

Fig. 19 - Displacement factor and vehic/e position on the track

28 505-1
OR
 Calculation of international reductions E8
w
P'
1,465-d Depending on
q On straight curve
4
2 track radius
(on curve)
woo wi(R) W a(RJ

On straight track Displacement factor A

1
~=::-! 2n+ a
a
2n+a
a

•
1-
2
~
~--~:]1 -
2n+a
a
2n+a
a
2n+a
a

.L ~.~;,
/ / /
/ v i/
w';"'
l
••
2n+ a 2n +a
' a a ~l+
3
l +l~
On curve Displacement factor A

A +
The running pasitians and displacement

~+
4 factars far curves are the same as far
straight track

~-
!
5
~
~ +
2n+a
a
2n+a
a

!/ w i(!;)
n
a

W'iffil
~

W aiRJ
a

lw 'aiRJ
f ~~
1

~
~ 2n +a

6
~
ti
a a

i/ n
a ~
1/ l~
l
JL
a

//
+:::-

~ l~ ~
2n+a 2n+a JL JL
a a a a

++

~ /
~ 2n+a JL ~ 1
a a a a
7
ti
~(1)
a
2n +a (1;
8
2n+a (1}
a
/ / 1 (1)

Fig. 19- Displacement factor and vehicle position on the track (cont'd)

29 505-1
OR
6.2.3 - Quasi-static movement (z)

These movements are taken into account when calculating E; or E8 , depending on the flexibility
coefficient s, the height h above the running surface of the point under consideration and the height of
the roll centre hc. Remarks on these movements are given in U/C Leaf/et 505-5.

The Way and Works Department shall define the lineside clearance gauge for h > 0,5 m, when the
effective cant excess or deficiency of the track is greater than 0,05 m calculating in conventional
manner the extra quasi-static inclination for rolling stock with a coefficient of flexibility of 0,4 and a roll
centre height of 0,5 m.

The Rolling Stock Department shall determine E; and E8 taking into account:

a cant excess or deficiency of 0,05 m,

where appropriate a cant excess or deficiency of 0,2 m, when the respective values of s and hc
lead to the gauge defined by the Way and Works Department being exceeded (see figure below
and point 7.1.3- page 33).

cant excess cant excess cant excess cant excess

or or or or
=
deficiency 0,05 m deficiency = 0,2 m deficiency =0,05 m deficiency = 0,2 m

""'"'""""
"'"'"''""'

M F--"-;lt,-:-:,-:-,-:-:,f,-:-:,:-:,-:-,:-:,-:-,~~Q
f;++-'vl'+-f++-i+-i-l;i'rh= ~ .h, ·(0,4 x0,5)(•)
s ~0,4

n= 0,5 if hc =0,5
t~~~~Q-~~~--~
M"
----~------~---~ Quasi-static movement
o o Special cases z for llo < 1 o
oc, = 0,5 hc = OC 0 = 0,5

h, = oc,. oc,
EJWay and Works f-.. . --.--~:_:::J Rolling stock

Fig. 20-

30 505-1
OR
Straight line Equation From the equations apposite, infer the lengths
of the segments below, the values of which
aIso appear in the "special cases" in point
7.1.3- page 33:
Cant excess or deficiency = 0,05 m
CoN
__cl
z ~s-o os h-h
, l 1,5
-- h-hc s
M'N' 1 ~ s · O, 051:5 ~
30
1h- h cl
Cant excess or deficiency = 0,2 m

CN'1
z ~ h-h
s · O, 05 _ _c l MQ or M"Q" ~ (~ + sÌ lh- h l ~ 4slh- h l
l 1, 5 30 10J c 30 c

Co P z ~ O, 4. O, 21h-1,O,5 51 -
NP ~
h-0 5
O, 4(0, 2- O, 05)1,5 ~ O, 04(h- O, 5)

CQ } z ~ h-h cl ~ 4s
s. o, 2 1:5 -l h- h l
CQ" l 30 c

(in the above formulae, dimensions are given in metres).

the influence, beyond 1°, of the asymmetry resulting from design and adjustment (see influence
of tra n so m play for wagons fitte d with bogies in point 7 .1.3.2 - page 34) an d from any unevenness
in the distribution of the normalload. The influence of asymmetry less t han 1o is taken in to account
in the lineside clearance gauge, as are the lateral oscillations created randomly by causes
inherent both to the rolling stock and track (for resonance phenomena in particular).

31 505-1
OR
7 · Determination of reductions by calculation

Reductions E; and Ea are determined on the basis of the following fundamental relation:

Reduction E; or Ea = Movement D; or Da - Projection S0

Internai reductions

2 ~
an;-n; + 4 (A) 1 465-d
E;= R + ' (A)+q+w(A)+z+x;-So
2 2

and external reductions

In these formulae:

A, displacement factor, describes the position of the axles on the track. Values forA are given in
point 6.2.2 - page 27;

D; or Da is the su m of the movements defined in point 7.1;

S0 is the maximum projection defined in point 6.2.1 - page 26;

X; and Xa are special terms for the calculation for vehicles with very large wheelbase, defined in
point 7.1.4 - page 35.

7.1 - Terms taken into account in calculating movements (D)

In view of the particular features of each type of vehicle, additional terms are necessary and some
parameters may alter the following terms:

7.1.1 . Terms concerning the running position of the vehicle o n a curve (geometrie
overthrow)

Geometrie overthrow of a given section towards the inside of a curve of

-
2R
1
(an.-n 2 +e__~=
1 1 4-) radius R (problem of vehicle body sections located on inside of bogie
pivots or of axles).
Geometrie overthrow of a given section towards the outside of a curve of
radius R (problem of vehicle body sections located on outside of bogie
pivots or of axles).

NB : For special vehicles with particular bogie configurations, these formulae do not apply and the
graphic method is recommended (Appendix B).

32 505-1
OR
7.1.2. Group of terms concerning latera! play

The value of a\J these plays is measured leve\ with the ax\es or pivots, with all parts at wear limi\.

(The vehicle running positions on the track, as shown in point 6.2.2- page 27, enab\e the play to be
taken into account in the formu\ae and the value of the disp\acement coefficient app\icab\e to be
determined, in order to calculate their effect on the section considered).

= play of the ax\e in the track

= play between axles and underframe and/or between ax\e and vehicle body

In other words, the latera\ movement between axle-boxes and journals, plus that between the
underframe and ax\e-boxes from the centrai position and on each side.

G = play of bogie pivots or bo\sters

This is the possible latera\ movement of the bogie pivots or bolsters, from the centrai position and on
each side, or, for vehicles without a pivot, the possible latera\ movement of the vehicle body in relation
to the bogie frame, from the centrai position and depending on the curve radius and the direction of
movement.

lf the value of w varies with the curve radius:

wi(RJ means that w is considered for radius R and the inside of the curve;

Wa(RJ means that w is considered for radius R and the outside of the curve;

w 00 means that w is considered for straight track.

According to the specific features of each type of vehicle, this term may be notated as shown in point
6.2.2: w', w;, w';, etc. \t ca n a\ so be equa\ to the su m of some of these notations: w;+ w 3 , etc., each of
these terms being potentially influenced by the corresponding displacement factor.

7.1.3. Term concerning vehicle inclination on its suspension and its asymmetry
when this is greater than 1° (quasi-static movements)

Point 6.2.3- page 30 gives a diagram showing the different terms going to make up z.

z = deviation from the track centrai position.

This deviation is equa\ to the su m of 2 terms:

term concerning the inclination due to the suspension (latera\ movement

due to the flexibility of the suspension, under the inf\uence of cani excess
or deficiency of 0,05 m);
term concerning the asymmetry
(latera\ movement due to that part of the asymmetry exceeding 1').

33 505-1
OR
This sum may be increased by:

term integrating cant excess or deficiency of 0,2 m

[ s [h-hcl-0,04[h-0,5] >0] >O and applicable under the conditions defined in point
10
6.2.3- page 30.

For sprung parts located at height h, the above terms give, in the formulae, a value of:

z = [
3s0 +tan[11 0 -1°] >o]lh-hc1+[ 1s0 [h-hci-0,04[h-0,5] >O] >O

NB : hc may be measured or calculated. In the case of the extreme vehicle body/bogie position for
calculating the maximum construction gauge, this height hc must be taken level with one ofthe
vehicle body/bogie stops concerned (centrai or rotational stop); when this parameter cannot be
measured or calculated, the fixed value hc = 0,5 m should be used.

7.1.3.1- Special cases

h> hc and 0,5 m

s s: 0,4
- when
{ 11os: 1o

h< 0,5 m
110 s: 1o
-when and for any value
of hc and s
1
- when h= hc z=O

For unsprung parts, z = O.

7.1.3.2- lnfluence of transom play for wagons fitted with bogies

For wagons fitted with bogies whose transom play is less \han or equa l to 5 mm, the 1o angle of
asymmetry is considered to cover this play an d the formula 11o = 1o is conventionally used.

The term "z" taking into account transom play less \han or equa l to 5 mm is given as:
5
z = [
30 ][h-hc1+[ 1s0 [h-hci-0,04[h-0,5] >o] >O

where the special cases under point 7.1 .3. 1 - page 34 must be taken into consideration.

For wagons fitted with bogies whose transom play is greater \han 5 m m, account should be taken
of the additional inclination a of the vehicle body, expressed as follows:
a= arctanJ-0,00 5
bG

This additional inclination a leads to depression of the suspension which, when multiplied by the
coefficient of flexibility s, is given as a rotation of the vehicle body: as

where s : coefficient of flexibility

34 505-1
OR
The total additional inclination may be expressed as:
a (1 + s)

Term z taking account of transom play greater !han 5 m m becomes:

NB : D>o means that the expression between the square brackets should be taken as its own value
if thal value is positive or as O if that value is negative. 'l'o = asymmetry in the case of 5 m m
transom play.

7 .1.4 • Special terms

Terms representing the correction to be made to certa in formulae in poinl 7.2- page 35 for the parts
dista n! from the pivots of vehicles with a very large wheelbase and/or very large overhang in order lo
limi! space requirement in curves of radius between 250 m and 150 m: x; or x8

Il will be noted that:

2 ' 2
x; only enters the formulae if a ; P > 100, i. e. an approximate value fora of 20 m;
2
x 8 only applies if an 8 +n~-~ > 120 (exceptional case).
Special condition for x 8

The term x 8 is noi used in the calculation of reductions applicable lo vehicles whose overhang
respects the conditions la id down for the automatic coupler (see U/C Leaflet 522).

7.2- Reduction formulae

Reduction formulae applicable lo:

powered vehicles (locomotives, power cars) (see point 7.2.1 - page 36)

multiple units (see point 7.2.2- page 39)

powered vehicles fitted with pantographs (see poi n! 7.2.3 - page 41)

coaches (see point 7.2.4- page 44)

wagons (see point 7.2.5- page 48)

NB : The following formulae may also be used for the construction gauge of articulated trains of
which the axles or the bogie centres coincide with the axles of the articulation. For other
designs of articulated trains, the formulae may be adapted lo the rea l geometrie conditions. For
tilting vehicles, see Appendix F.

35 505-1
OR
7.2.1 - Reduction formulae applicable to powered vehicles (dimensions in metres)

Powered vehicles for which play w is independent of the track position or varies linearly
depending on the curvature

Internai reductions E; (where n =n;)

Sections between the end axles of powered vehicles not fitted with bogies or between the pivots of
powered bogie vehicles.

when 5 (1)
7,5 (2)

position on straight track preponderant :

E;= 1 '465- d +q+w 00 +Z-0,015

2
l (101)

when 5 ( 1)
7,5 (2)
position on curve preponderant :

2 2 (1)
an- n + ~ 1,465- d
0,025
(1 02)
E;= 500 + 2 +q+wi(250)+z+[x;]>O- 0,030 (2)

with x 1 = !
7 0
2
( an- n +
2
~ - 100) + w 1(1so)- w 1(2so) (103)

(1) This value applies to those parts no more than 0,400 m above the running surface and those which may descend
below this leve! as a result of wear and vertical movements assessed as per point 6< 1 • page 17.

(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those
covered by footnote (1) above<

36 505-1
OR
External reductions Ea (where n = n8 )

Sections beyond the end axles of powered vehicles not fitted with bogies or the pivots of powered
bogie vehicles.

2
2 p [ (woo- wi(250)a n+ a]
n + (woo- wa(250))-a- 5 (1)
when an+ n -4-500 :$
7,5 (2)

position on straight track preponderant :

IEa = c,46;-d+q+woo)2na+a+z-0,0151 (106)

17~
2 (1)
when an+ n -4-500 [ (woo -wi(250))a
p n+ a] >
n + (woo- wa(250))-a-
5 (2)

position on curve preponderant :

2
2 0,025
an+ n -~
Ea =
500
4
+
C,465-
2
d ) 2n +a n n+ a .
+q -a-+ wi(250)a +w a(250)_a_ + z [xal>O- 0,030 ~

(107)
( 1)

(2)

. _ 1 ( 2 ~ ~ n n+a (108)
Wlth xa- 750 an+n -4-120 +(wi(150)-wi(250))a+(wa(150)-wa(250))-a-

(1) This value applies to those parts no more than 0,400 m above the running surface and those which may descend
below this level as a result of wear and vertical movements assessed as per point 6.1 - page 17.
(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those
covered by footnote (1) above.

Powered units for which play w varies non-linearly depending on the curvature (exceptional
case)

Other than curves of radius R 150 and 250m for which formulae (104 ), (1 05), (109) and (11 O) are
identica! to formulae (101), (102), (106) and (107) respectively, formulae (104), (105), (109) and
(11 O) must be applied for the value of R for which the variation of w as a function of ~ shows a
discontinuity; in other words, the value of R as from which the variable stops come into play.

For each section of the powered uni!, the reduction to be taken is the greatest of those obtained
from the application of the formulae, in which the value of R to be used is that which gives the
highest value for the part between square brackets.

37 505-1
OR
Internai reductions E; (where n = n;)

when oo > R 250

2 2 5 (1 l
an-n +E_-
4 7, 5 (2l 1 465 d
E; = - - - - :::-:R:::---'---+W;(Rl + ' - +q+z-0,015 (104)
2 2

l
when 250 > R 150

an-n 2 +4-100
p2 1465-d 0,175 (1 05)
(1)
E; = 2R + wi(Rl + , 2 +q+ z + (3)
[ 10,170 (2)

External reductions E8 (where n = na)

when oo > R 250

2 2 5 (1 l
an+n _e_
4 7 2
,5( l n n+a +(1,46;-d+q)2na+a+z-0,0 15 (109)
Ea = 2R + wi(R la+ Wa(Rl_a_

l
when 250 > R 150

an+n _12__120
E = 2 42 + !:! + n+ a + (1 ,465- d+ ) 2n +a_,_ + 0,215 (1)
a 2R wi(R la wa(Rl a 2 q a ,z
[ 10.210 (2)

(110)
(3)
(1 l This value applies lo lhose parts no more lhan 0,400 m above lhe running surface and lhose which may descend
below lhis leve l as a resull of wear and vertical movemenls assessed as per poinl 6.1 - page 17.
(2l This value applies lo parts localed more lhan 0.400 m above lhe running surface, wilh lhe exceplion of lhose
covered by foolnole (1 l above.
(3l In practice, formulae (105l and (110l are withoul effecl, since lhe varialion in play w, resulting from the variable
slops taking effect. begins only when R > 250.

38 505-1
OR
7.2.2 • Reduction formulae applicable to multiple units (dimensions in metres)

Value of fl for Running position

Reduction
Multiple units fitted with: each bogie (point 6.2.2 -
formulae
page 27)

two motor bogies fl 0,2 cases 2 and 5, see poìnt 7 .2.1 -

Fìg.19 - page 28 page 36

two bogìes consìdered as o< fl < 0,2 cases 2 and 7,

"trailers" Fig. 19
see poìnt 7.2.4-
one bogìe consìdered as a o< fl < 0,2 page 44
"traìler" bogìe and one traìler fl=O
bogìe

one motor bogie and one trailer fl 0,2 cases 3 and 6, see point 7.2.2
bogie or considered as a fl=O Fig. 19 or
"trailer" bogie o < fl < 0,2 point 7.2.1 -
page 36a
a. The results of the formula e ln points 7 .2.1 and 7 .2.2 are very sìmilar; as a result, the formula e in point 7 .2.1 are generally employed, those
of point 7 .2.2 being reserved far cases where the increased reduction obtained on the half~width of the maximum construction gauge is
particularly significant (O to 12,5 mm according to the vehicle section considered).

7.2.2.1 - For multiple units with one motor bogie and one trailer bogie (see above table)

Internai reductions E1

NB : The reduction to apply for the sa me value of n is the greatest resulting from the formulae:- (1 01
a) or (102 a) and (103 a);- (106 a) or (107 a) and (108 a);- (106 b) or (107 b) and (108 b).
Sections between bogie pivots

l
E; = 1,465- d + q +w a- n +w' ~ +
2 00 a ooa
z- O 015
l
l (101a)

(102a)

2 a-n ,2 n
an -n 2 +e_·---l!+L . .J!
!1M4 a 4a 1465 _d ~ a-n n 10.010 (1) a-n
Ei "" 500 · 2 · +q+ wi(250)---l! + w'i(250).J! + z +[X;] - - 0,015---l!
a a a >O 0,015(2) a

2 2 a- n ,2 n J a- n n
. 1 [
Wllh X; = 750 an~- n~+ --,-H+ T. T.-.;'
-100 + (wi(150)- wi(250)l--,--H + (w'i(150)- w'i(250)l-;i' (1 03a)

(1) This value applies to those parts no more than 0,400 m above the running surface and those which may descend
below this level as a result of wear and vertical movements assessed as per polnt 6.1 - page 17.
(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those
covered by footnote (1) above.

39 505-1
OR
External reductions Ea motor bogie side (at the front in the running direction)

NB : The reduction t o apply for the sa me value of n is the greatest resulting from the formulae:- (1 01
a) or (102 a) and (103 a);- (106 a) or (107 a) and (108 a);- (106 b) or (107 b) and (108 b).

Sections beyond the bogie pivots (where n = na)

Ea = [1,465-d+q]2n+a+w n+a+w' ~+z-001 5 (106a)

2 a "' a "'a '

(107a)

2 2
an+ n2- E_ . n+ a+ e.:_ . ~ 0,025 ( 1)
_ 4 a 4 a 1,465- d n+ a 2n +a , n n+ a
E.- 500 + 2 · -a-+q-a-+wi(250)a+wa(250)-a-+z+[xal>o- 0,030
(2)

2 2
with xa ~ 1 [
an+n
2 n+ a • n 1
-~·-a-+T·;;- J , n , n+ a
2° +(wi(150)-wi(250))a+(wa(150)-wa(250))-a- (108a)
750

(1) This value applies to those parts no more !han 0,400 m above the running surface and those which may descend
below this level as a result of wear and vertical movements assessed as per point 6.1 - page 17.

(2) This value applies to parts located more !han 0,400 m above the running surface, with the exception of those
covered by footnote (1) above.

External reductions Ea trailer bogie side (at the front in the running direction)

NB: The reduction to apply far the sa me value of n is the greatest resulting from the formulae:- (101
a) or (102 a) and (103 a);- (106 a) or (107 a) and (108 a);- (106 b) or (107 b) and (108 b).
Sections beyond the bogie pivots (where n = na)

Ea = [1,465-d+qyn+a+w ~+w' n+a+z-oo 15 (106bj

2 a ooa 00 a t

(107b)

2 2
2 E_ n e.:_ n+a 0,025 (1)
an+n + ·-- ·--
4 a 4 a e.465-d )2n+a n ' n+a
Ea ~ 500 + 2 +q -a-+ wi(250)a +w a(250)_a_ + z + [xal>o- 0,030
(2)

2 2
• n+ a 1 J
with x. ~ 1 [ 2 p n
750 an+ n + 4 .a- T. n , , n+ a
-a-- 20 + (wi(150)- wi(250))a +(W a(150)- w a(250))-a- (108b)

(1) This value applies to those parts no more than 0,400 m above the running surface and those which may descend
below this level as a result of wear and vertical movements assessed as per point 6.1 - page 17.

(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those
covered by footnote (1) above.

40 505-1
OR
7.2.2.2- Pantographs

The limi! position for pantographs on a railcar with one motor bogie and one trailer bogie shall be
determined as if both bogies were identica l to the one above which the pantograph is placed.

7 .2.3 - Pantograph gauge verification an d other live parts on roof

7.2.3.1 - Pantograph in current collection position

Vehicles fitted with pantographs must respect the limit position resulting from the reference profile
given in point 5.4 figure 10- see page 16.

The movements of the pantographs must remai n smaller than those accorded by reference; for that
the quantities E'; an d E'a (pantographs raised to 6.5m a bo ve the surface) an d E"; an d E"a
(pantographs raised to 5m a bo ve the running surface) must be negative or nihil.

The reference values and the method are given by UIC Leaf/et 505-5 (see Bibliography- page 114 ).

The characteristics of pantographs for standard gauge powered units are defined by U/C Leaflet 608.

7.2.3.1.1 - Generai requirements

1. V ehi cles having the transverse play Jinearly variable with R.

Two cases had to be analysed: the position of a vehicle running on a curve of minimum radius
R = 150m, and the position coming from straight line, R = oo.

2. Vehicles having the transverse play non linearly variable with R.

The vehicle must be considered in straight line and in a curve R=150m, and then il should be
considered for values of R for which the variation of w as a function of ~ presents a discontinuity
(or more than one).

lf the play varies according lo the track radius, the value w;R at pivot level (real or theoretical) shall be
taken fori';. as for fa the value w 8 R and its corresponding w;R·

7.2.3.1.2- Pantograph located between bogie pivot (or end axles ): vehicle in stationary condition
in canted track

Formulas for vehicles with s s 0.225

j'; = q + W;R - 0,0375

z'=
0,066.(6,5- hc) J
2 2 2
·S+ t +t +[6(6,5-hc)l -0,1175
15,

41 505-1
OR
 0,066.(5- hcl
z"= ·S+
1,5

P=
l
[
a.n;- n; +e_- 5
2
2. R
4
2 l >0
+J·'.+z'
l
(111)

lf E';::; O the pantograph remain inside the gauge in its upper collecting point

E".
l
=
[
a.n;-n;2
2. R
+~2 -5 l >0
+J.'· + z"
l
(112)

lf E"; ::; O the pantograph rema in inside the gauge in its lower collecting point

Formulas for vehicles with s > 0,225

i'; = q + W;R - 0,0375

z'=
0,2.(6,5- hcl 2 2 J 2
· s + t + ~ + [6(6, 5- hcll -0,2375
1' 5

2
0,2.(5-hcl [ 5-h1 ] 2 2
z"= ·S+ t. _h +~ +[6.(5-hcll -0,1825
15
' 65
, t

(113)

Ej =
a.n;-nT
2.R
+~-51 +i'; + z'
[
>0

lf E'; ::; O the pantograph remain inside the gauge in its upper collecting point

E'j =
[
a.n;-n;2 +e._-5
2
2.R 4
l > o +i'; + z"
(114)

lf E"; ::; Othe pantograph remain inside the gauge in its upper collecting point

42 505-1
OR
7.2.3.1.3- Pantograph located beyond bogie pivots (or end axles): vehicle in running conditions
on tracks with can't deficiency

Formulas for vehicles with s :S 0,225

z'=
0,066.(6,5-hc) 2 J2 2
·S+ t +1; +[8(6,5-hcll -0,1175
15,

2
" 0,066.(5- hcl .· [. ·5- h1 ] 2 2
z= ·81' t. _h +T +(8.(5-hc)J-0,0925
15
, 65
, t

(123)
a.na+n~ -~-5]
~='=
"' [ 2·R
>0
1465-d 2n
+'
2 ·a
.
_a+j'+z'
a

lf E'a :S O the pantograph remain inside the gauge in its upper collecting point

(124)

E"a =
[ a.na+n~ -~-5]
2·R
4

>0
2n
+ 1 ,465 - d _a . ., + "
2 ·a -rJa z

lf E" a :SO the pantograph remain inside the gauge in its lower collecting point

Formulas for vehicles having s > 0,225

z'=
0,2.(6,5- h cl 2 2 J 2
· s + t +' + [8(6, 5- hc) l -0,2375
1,5

0,2.(5- h cl 5- ht ]2 2 2
z"= · s+
1,5 [ t. 6 ,5 _h 1 +'t + [8.(5-hcll -0,1825

(125)

l
+ 1,465-d 2na+.' + ,
2 . a la z

43 505-1
OR
lf E'a sO the pantograph remaìn ìnsìde the gauge ìn ìts upper collectìng poìnt

(126)

E" =
a.na +n~ - ~-
4
5]
+ 1 ,465 - d 2n
_a + ., + ,
a 2·R 2 ·a la z
[
>0

lf E"a sO the pantograph remaìn ìnsìde the gauge ìn ìts lower collectìng poìnt

7.2.3.2 - Pantograph ìn lowered posìtion

Subject, ìf necessary, to the condìtìons laìd down ìn poìnt 7.2.3.3 - page 44 below, the lowered
pantograph must fall entìrely wìthìn the gauge defìned ìn poìnts 5.4 - page 16 (takìng ìnsulatìon
margìns ìnto account) and 7 .2.3 - page 41.

7.2.3.3 - Other roof-mounted equipment

On vehìcles whìch may use a 25 kV power supply, ali non-ìnsulated parts lìkely to remai n lìve must be
arranged so as lo fall well wìthìn the 0,170 m reference profìle (area shown shaded on figure 10-
page 16 of poìnt 5.4).

7 .2.4 - Reduction formulae applicable to coaches and passenger vehicles

(dimensions in metres)

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

Coaches far which the play w is independent of the track position radius or varies linearly depending
on the curvature.

Internai reductions E;

Sectìons between bogìe pìvots (where n = n;)

44 505-1
OR
 2 2 2,5 (1)
when a n -n + ~ - 500(w 00 - w 1(250 )) ::; 250( 1,465- d)-
o (2)
position on straight track preponderant :

l E;=
1 6
,4 ;-d+q+w 00 +Z-0,015
l (201)

2 2 2,5 ( 1)
when an- n + ~ - 500(w 00 - w 1(250 )) > 250( 1,465- d)-
o (2)

position on curve preponderant :

2 p2 0,010 (1)
an-n + -
(202)
E; = 500 4 +q+ wi(250) + Z + [X;]>O- 0,015 (2)

~- 100)~
2
1 ( 2 (203)
with x 1 = an- n + + wi(1SO)- w 1(2so)
750
(1) This value applies to those parts no more than 0,400 m above the running surface and to parts which, as a result of
wear and vertical movements, may descend below this leve!, as defined in point 6.1- page 17.
(2) This value applies to parts located more than 0,400 m above the running surface, with the exception ofthose covere
by footnote (1) above.

External reductions E8

Sections beyond bogie pivots (where n = n 8 )

45 505-1
OR
 when
2
2
an+ n - ~
4 - 500 [ (w 00- wi(250))a
n +(w 00- w a(250))-a-
n +a] :::250( 1 ,465- d)!:!+ 5 ( 1)
a 7,5 (2)

position on straight track preponderant :

l Ea = c,46i-d +q+woo)2n:a +z-0,0151 (206)

17~
2 p (1)
when an+n - -500 [ (w 00 -W;( 250 l)a+(W
n n+ a] > 250( 1,465- d)!:!+
00 -Wa( 250 ))-a-
4 a 5 (2)

position on curve preponderant :

2 0,025 ( 1 )
an+n 2 -~
Ea ~ 4 1,465-d n+ a 2n +a n n+ a (207)
500
+
2 ·-a-+ q-a- +wi(25D)a +wa(250)_a_ +z+ [xal>O - 0,030 (2)

2
_ 1 ( . 2 p ) n n+a (208)
with xa - an T n -4-120 + (wi(150)- wi(250)la + (wa(150)- wa(250))-a-
750
(1) This value applies to those parts no more than 0,400 m above the running surface and to parts whìch, as a result of
wear and vertical movements, may descend below this leve!, as defined in point 6.1 • page 17.
(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those coverec
by footnote (1) above.

Coaches for which the play w varies non-linearly in relation to the curvature

On straight track, the reductions are calculated using formulae 201 and 206.

On curves, the reductions are calculated for R =150m and R =250m using formulae (204), (205),
(209) and (21 O).

lt should be noted that, fora radius of R =250m, formulae (204) and (209) are identica! to formulae
(202) and (207) respectively.

Furthermore, formulae (204_{, (205) and (209), (210) must be applied for values of R for which the var-
iation ofw, as a function of R presents a discontinuity, i. e. the value of R from which the variable stops
come into play.

For each section of the coach, the reduction to be taken is the greatest of those resulting from the
application of the above-mentioned formulae, in which the value of R to be used is that which gives
the highest value for the part between square brackets.

46 505-1
OR
Internai reductions E; (where n =n;)

when oo > R 2 250

2 p2 5 (1)
an-n +--
4 7, 5 (2)
E; = ----;:;2-;:::R~--- + wi(R) +q + z (204)

l
when 250 > R 150

a n- n + e_- 100 (205)

2 2 0,190 (1)
E;= 2R4 +wi(R) +q+z+ (3)
[ 0,185 (2)

External reductions Ea (where n= n3 )

when oo > R 2 250

2 p2 5 (1)
an+n -
4 7, 5 (2) n n+ a + 1,465-d _n+a+q2n+a+z-00 (209)
Ea = 2R + Wi(R )a+ Wa(R)_a_ 15
2 a a '

l
when 250 > R 2 150

an+n _e__120
E= 2 42 +w. 'l+w n+a +1,465-dn+a+ 2n+a+z+ 0,215 (1)
a 2R I(R )a a(R) a 2 a q a
[ 10,21 o (2)

(210)
(3)
(1) This value applies to those parts no more than 0,400 m above the running surface and to parts which, as a result
ofwear and vertical movements, may descend below this leve!, as defined in point 6.1- page 17.
(2) This value applies to parts located more than 0,400 m above the running surface, with the exception of those
covered by footnote (1) above.
(3) In practice, formula e (205) and (21 O) are without elfect, sin ce the variation in play w, resulting from the variable
stops taking elfect, begins only when R > 250.

7.2.4.2- For bogies and their associated parts

The reduction formulae applicable are those given in poi nt 7 .2.5, the reference profile remaining that
shown in point 5 - page 11. Nonetheless, the dista nce between the end axles of the bogies is in most
cases such that formulae (1 01) and (1 06)- mentioned abave- are applicable.

47 505-1
OR
7.2.5 • Reduction formulae applicable to wagons (dimension in metres)

7.2.5.1 · For wagons with independent axles and the bogies themselves and their
associated parts (w O) =
For 2-axle wagons, and only for those parts located below 1,17 m a bave the running surface, term Z
in formulae (301) to (307) may be reduced by 0,005 m when (z-0,005) > O. lt shall be considered nil
when (z-0,005) ~O.

7.2.5.1.1- Internai reductions E; - Sections between the end axles (where n = n1)

when an-n 2 ~ 1
5 ( 1)
7,5 (2)

position on straight track preponderant: E 1 = l 1 46

• ; - d +q+ z- 0,0151 (301)

2 5 (1)
when an- n > 1

7,5 (2)

position on curve preponderant:

2
E·= an-n + 1,465-d + + _ O, 025 (302)
l 500 2 q z
IO, 030

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

wenn an+ n
2
~ 1
5 ( 1)
7,5 (2)

position on straight track preponderant: Ea = (1 A6; - d+ q)~+ z- 0,015 (306)

2 5 ( 1)
wenn an+ n > 1
7,5 (2)

position on curve preponderant:

2
E = an+n +(1,465-d+ ~2n+a+ _ O, 025 (1) (307)
a 500 2 q)a z
IO, 030 (2)

(1) This value is applicable to parts located no more !han 0.400 m above the running surface and to parts which may
descend below this level as a result of wear and play.

(2) This value is applicable to parts located more !han 0.400 m above the running surface, except for those covered
in footnote (1) above.

48 505-1
OR
7.2.5.2- For bogie wagons whose play is considered to be constant, except for the bogies
themselves and their associated parts
Special remark for calculation of z
for this type of wagon, see point 7 .1.3.2 - page 34
7.2.5.2.1- Internai reductions E;- Sections between bogie pivots (where n= n;)

2 p2 2, 5 (1)
when an-n + ,;250(1,465-d)-
4
o (2)

1 (311)
position on straight track preponderant: I.__E_;___.4_6;:::;_-_d_+_q_._·_w_+_z_-_o_._o_15--'

2 p2 2, 5 (1
when an-n + >250(1,465-d)-
4
o (2

2 2
an- n +!!...
position on curve preponderant: E; ~ 4
+q+ w+ z + [x;t - 0,010 (1) (312)
500 0
10,015 (2)
~--------------------~

~
2
x . =1- ( an-n 2 +e._-100 (313)
with
l 750 4

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

2 5 ( 1)
2 p n
when an+n -4,;250(1,465-d)a+
7,5 (2)

position on straight track preponderant:

(316)
E = c,465-d+q+w)2n+a+z-0015
a 2 a '

when
2
an+n -
~ >250(1,465-d)a+
n 5 ( 1)
4 7,5 (2)
position on curve preponderant:
2
an+n 2 -l!...
E = 4 + 1,465-d · -
n+a --+z+ [X l - 10,025
+ (q+w )2n+a (1) (317)
a 500 2 a a a >O o,o30 (2)
~----------------------------------~

~
2
with x = 1- ( an+n 2 _e___120 (318)
a 750 4

(1) This value is applicable to parts located no more !han 0,400 m above the running surface and to parts which may
descend below this level as a result of wear and play.
(2) This value is applicable lo parts located more !han 0,400 m above the running surface, except far those covered
in footnote (1) abave.

49 505-1
OR
Appendices

Appendix A - Examples of application of the kinematic

gauge by calculation

In generai terms, the maximum vehicle construction gauge is verified for values of n; or n8
corresponding lo the centre of the vehicle body and the headstocks.

However, ali projecting points should be checked, as well as those which, by reason of their position,
may be likely to enter the vicinity of the maximum vehicle construction gauge in the section
considered.

NB : The values used in the calculations and graphic examples given below are shown as an
indication only. For each study, the values given on the official drawings and documents should
be taken into account.
NB : The values of h shown in the tables are the characteristic heights of the reference profile. To
obtain the maximum construction gauge from them, they must be corrected by the value of the
vertical movements (see point 6.1 ).
lt may be necessary to complete them using other values, taking account of the position of the most
projecting parts of the vehicle under consideration.

A.1 - Determination of reductions for locomotives

A.1.1 • Reductions applicable to the vehicle body

The dimensions on the diagram are given in millimetres. Other values are in metres, unless otherwise
indicated.

1. Characteristics:

a= 9,694 d= 1,410 p= 2,800 q= 0,006 s = 0,1 hc = 0,500 'lo< 1o > 0,2

2 2
We take wi(R) = Wa(R) = 0,060 for any value of R:
a +P <100=>X; =O (see point7.1.4-
4
page 35).

50 505-1
OR
Appendices

2. Vehicle body seclion half-way between pivols:

a
n = -2 = 4 , 847

2 2
a n -n + ~ = 25, 453; value grealer lhan 7 ,5. The formula lo apply is:

2
2 +E_
an-n 4 1 465-d
E; = + ' +q+ W;< 250 ) + z- O, 030 (for h > 0,400)
500 2

E; = O, 1144 + z with z = 2..(h-h)

30 c

h E;
Refe re n ce profile Available
(Far the values of h, see z
the second note on first half-width half-width
page of Appendix A)

4,310 0,0127 0,525 0,127 0,398

4,010 0,0117 1,120 0,126 0,994

3,700 0,0107 1,425 0,125 1,300
3,250 0,0092 1,645 0,124 1,521
1,170 0,0022 1,645 O, 117 1,528
1,620 1,503
0,500 o 1,620 0,114 1,506

3. Vehicle body seclion level wilh the headslock: n = 3,253

2 2
a n + n - ~ = 40, 157; value grealer lhan 7 ,5. The formula lo apply is:

2 2
an+n _E_
E = 4 +(1,465-dì2n+a+ . !:! n+a
a 500 2 -) a w,(250)a +w a(250) --+z+[x]
a a
> -0,030
0

2
formula valid for h > 0,400, wilh x a =
70
~ ( an+ n2 - ~ -120) = -0, 106

xa <O is not considered.

Ea = O, 2066 + z with z = 2..(h- h )

30 c

51 505-1
OR
Appendices

h Ea
Reference profile Available
(Far the values of h, see z
the second note on first half-width half-width
page of Appendix A)

4,310 0,0127 0,525 0,219 0,306

4,010 0,0117 1,120 0,218 0,902
3,700 0,0107 1,425 0,217 1,208
3,250 0,0092 1,645 0,216 1,429
1,170 0,0022 1,645 0,209 1,436
1,620 1,411
0,500 o 1,620 0,207 1,413

A.1.2 · Reductions applicable to the pantograph

The dimensions of the diagram are expressed in millimetres. Other values are expressed in metres,
unless otherwise indicated.

1. Characteristics:

a= 9,694 p= 2,800 n= 0,550 d= 1,410

woo= 0,060 w; 250 = 0,060 Wa250 = 0,060 q= 0,006

hc = 0,500 ht = 4,005 s = 0,2

T= 0,01 e= o.oo15 t= 0,014

2. Section beyond bogie pivots: n = 0,550

2 2
an+n _12....=36742
4 , <5

Position on straight track preponderant.

52 505-1
OR
Appendices

3. Preliminary calculations:

., 2n +a n+ a n
J =q--+w --+w.--0037
a a 1 a a a '
i'a = 0,036
s < 0,225

z' = : cs-0,225)+(t-0,03)+(T-0,01)+6(8-0,005)
0
h= 6,5
z' = -0,04307

z" = _§_s +
30

h=5
z" = -0,039

4. Pantograph raised to h = 6,5 m above running surface:

E' = ., + '+ 1,465-d 2n

a Ja z 2 a
E'a = -0,0039

5. Pantograph raised to h = 5 m above running surface:

E" = ., + "+ 1,465-d 2n

a Ja z 2 a
E"a =O

6. Conclusion:

E'a and E"a being negative or nil, the pantograph may be fitted 0,550 m beyond the bogie pivot
centreline.

53 505-1
OR
Appendices

A.2 - Determination of reductions for multiple units

Reductions applicable to the vehicle body.

The dimensions on the diagram are expressed in millimetres. Other values are expressed in metres,
unless otherwise indicated.

E3E3~E3

.~---

1. Characteristics:

a= 15,400 d=1,410 q= 0,002 s = 0,35 hc = 0,500

11 > 0,2 motor bogie 11 = O trailer bogie

p= 2,400 woo = 0,060 w;(2501 = 0,022 Wa(250) = 0,046

p'= 2,200 W' 00 = 0 ' 060 w';( 2501 = 0,020 w'a(250) = 0,050

2. Vehicle body section half-way between the bogie pivots: n =

a = 7, 700
2
Application of formula (101a):

E.= 1,465-d+q+w a-nfl+w' ~+z-0015

l 2 00 a ooa '
E;= 0,0745 + z

Application of formula (1 02a):

2 2 a -n ,2 n
a n - n + E_ . .:_____:_]! + L . :.l!
fl fl 4 a 4 a a-nfl 1,465-d a-nfl+q+z-oo
E; = 500 + wi(250J a + 2 a ' 15
formula valid for h > 0,400

E;= 0,1344 + z

The reduction to be applied is therefore that obtained from formula (102a)

54 505-1
OR
Appendices

h E;
Reference profile Available
(For the values of h, see z
the second note on first half-width half·width
page of Appendix A)

4,310 0,045 0,525 0,180 0,345

4,010 0,041 1 '120 0,176 0,944

3,700 0,037 1,425 0,173 1,252

3,250 0,032 1,645 0,168 1,477

1 '170 0,008 1,645 0,143 1,502

1,620 1,477
0,500 o 1,620 0,135 1,485

3. Section at the end of the vehicle body, motor bogie side: n = 2, 750 beyond the bogie pivots

Application of formula (1 06a):

E = [1,465-d+q] 2a+n+w n+a+w' !:!+z-o,o 15

a 2 a "' a "'a
Ea = 0,1064 + Z

Application offormula (107a):

2 2
n _n+
an+n 2 _t:... a n• n
_ _ +to._·-
4 a 4 a+ 1,465-d_ n+a+ 2a+n+w' !:!+w n+a
Ea = 500 2 a q a i(250)a a(250)_a_ + z- 003
•
formula valid for h > 0,400

E8 = 0,1598 + z

The reduction to apply is therefore that obtained using formula (107a)

5
with: z = (h-hc)
30

55 505-1
OR
Appendìces

h Ea
Reference Available
(For the va!ues of h, see z
the second note on first profile half-width half-width
page of Appendix A}

4,310 0,045 0,525 0,205 0,320

4,010 0,041 1,120 0,201 0,919
3,700 0,037 1,425 0,197 1,228
3,250 0,032 1,645 0,192 1,453
1,170 0,008 1,645 0,168 1,477
1,620 1,452
0,500 o 1,620 0,160 1,460

4. Se etio n at the end of the vehìcle body, trailer bogìe side: n = 2, 750 beyond the bogie pivots

Application offormula (106b):

E = (1,465-d+q\ 2a+n+w !:!+w' n+a+ 2 _ 0015

a 2 ~ a "'a "' a '
E8 = 0,1064 + z

Application offormula (107b):

an+n 2(2 +~
,2 _n_
- E.....!:!_L.
_ 4 a 4 a (1,465-d )2a+n n , n+a
Ea - 500 + 2 + q - a - + wi(250)a +w a(250)_a_ + z- 0,0
formula val id for h > 0,400

Ea = 1704 + Z

The reduction to be applied is therefore that obtained using formula (1 07b) with: z = 5 (h- hc)
30

56 505-1
OR
Appendices

h Ea
Reference profile Available
(Far the values of h, see z half-width half-width
the second note on first
page of Appendix A)

4,310 0,045 0,525 0,215 0,310

4,010 0,041 1,120 0,211 0,909
3,700 0,037 1,425 0,207 1,218
3,250 0,032 1,645 0,202 1,443
1,170 0,008 1,645 0,178 1,467
1,620 1,442
0,500 o 1,620 0,170 1,450

A.3 • Determination of reductions for powered units

Reductions applicable to the vehicle body (power car with 2 motor bogies) - Dimensions on the
diagram are given in millimetres. Other values are given in metres, unless otherwise indicated.

--
1. Characteristics:

a= 11,460 d= 1,416 q= 0,010 p= 3,000

s=0,116 h0 = 1,106 ~> 0,2

R (m) 150 250 500 1 000

w; (mm) 22,5 30,0 39,0 48,0

w8 (mm) 38,0 38,0 49,0 50,0

57 505-1
OR
Appendices

2. Vehicle body section half-way between bogie pivots: n = ~ = 5, 730

2 2
an-n +E...-7 5
4 ' 1,465 -d
E; = 500 + wi(250) + 2 +q+ z- O, 015

formula val id for h > 0,400

E;= 0,105 + z where z = ;O (h- hc) for h hc

h E;
Reference profile Available
(Far the values of h, see z
the second note on first
half-width half-width
p age of Appendi x A)

4,310 0,0124 0,525 0,117 0,408

4,010 0,0112 1 '120 0,116 1,004
3,700 0,0100 1,425 0,115 1,310

3,250 0,0083 1,645 0,113 1,532

1,800 0,0027 1,645 0,107 1,538

1,170 o 1,645 0,105 1,540

1,620 1,515
1,106 o 1,620 0,105 1,515

0,500 0,0094 1,620 0,114 1,506

3. Section al the end of the vehicle body: n = 3,500 beyond the bogie pivots

2 2
an+ n +E__? 5
E 4 ' + !:! + n+ a + (1 465-d+q·ì2n+a+z-O 015
a = 500 wi(250)a w a(250) a 2 ~ a '

formula valid for h > 0,400

8
Ea = 0,184 + z where z = (h -h c) for h hc
30

58 505-1
OR
Appendices

h Ea
Reference profile Available
(For the values of h, see z
the second note on first half-width half-width
page of Appendix A)

4,310 0,0124 0,525 0,197 0,328

4,010 0,0112 1,120 0,196 0,924
3,700 0,0100 1,425 0,195 1,230
3,250 0,0083 1,645 0,193 1,452
1,800 0,0027 1,645 0,187 1,458
1,170 o 1,645 0,185 1,460
1,620 1,435
1,106 o 1,620 0,185 1,435
0,500 0,0094 1,620 0,193 1,426

A.4 - Determination of reductions for coaches

Reductions applicable to the vehicle body

Dimensions on the diagram are given in millimetres, ali other values being expressed in metres unless
otherwise indicated.

""~--'-,....-
·--='=-=:,;;:;_ .... ;·

1. Characteristics:

a= 18,4 d=1,410 p=2,56 q= 0,002 woo = 0,082

wi(2 5o) = 0,020 Wa(250) =0,048 S =0,3 hc = 0,500

2 2
a ; P < 100 =:>x;= O

59 505-1
OR
Appendices

2. Vehicle body section half-way between pivots: n = ~ = 9, 2

2 2
when an- n + ~ -500(W 00 -wi(250 )) > 250(1,465 -1,410) -0

the formulato apply for h > 0,400 is:

2 2
an-n +E_
4
E;= --,5::-:0:-::o-'-+q+wi(250)+z-0,015

E; = O, 1796 + z with: z = ~(h- h )

30 c

h E;
Reference Available
(For the values of h, see z
the second note on first profile half-width half-width
page of Appendix A)

4,310 0,0381 0,525 0,218 0,307

4,010 0,0351 1'120 0,215 0,905
3,700 0,0320 1,425 0,212 1,213
3,250 0,0275 1,645 0,207 1,438
1,170 0,0067 1,645 0,186 1,459
1,620 1,434
0,500 o 1,620 0,180 1,440

3. Section at end of vehicle body: n = 3,850

when an+n-
4 00
2
2 12._ -500 [ (w -W;( ))a+(w
250
n
00
-W 8 ( 250) n
)-+-
8
a] >250(1,465-1,410)8n +7,5

giving 57,024 > 7,677

60 505-1
OR
Appendices

The formula lo apply for h > 0,400 is:

2 2
an+n _E_
4 1,465-d n+a 2n+a n n+a
Ea = 500 + 2 ·-a-+q-a-+wi(250)a+wa(250)-a-+z-O 030

Ea = 0,2364 + z wilh z = ~ìh- h )

30' c

h Ea
Reference Available
(For the values of h, see z
the second note on first profile half-width half-width
page of Appendix A)

4,310 0,0381 0,525 0,275 0,250

4,010 0,0351 1,120 0,272 0,848
3,700 0,0320 1,425 0,268 1,157
3,250 0,0275 1,645 0,264 1,381
1,170 0,0067 1,645 0,243 1,402
1,620 1,377
0,500 o 1,620 0,236 1,384

A.5 - Determination of reductions for articulated vehicles

Reduclions applicable lo lhe vehicle body.

Dimensions on lhe diagram are given in millimelres, ali olher values being expressed in melres unless
olherwise indicaled.

.. •.

l. o======~= J
~)' ' ' !. ' ' t ' ' !!fjH!@ifl .fili M ' ' .~.~
f-'_soo : __j'
; - - - - - · · · ·- --······ _ _ _,18700
c="---------·

1. Characlerislics:

a=18,7 d=1,410 p=3 woo = 0,080

wi(250) +q = 0,021 s = 0,25 h0 = 0,800 110 =1 o

61 505-1
OR
Appendices

2. Vehicle body section half-way between pivots: n = ~ = 9, 35

2 2
when an- n + ~- 500(W 00 -w;( 250 )) > 250(1 ,465-1 ,410)- O

the formulato apply for h > 0,400 est:

2 2
an-n + 12..._
4
E; = --,5:::0:-::0:---'- +q + wi(250) + z- O, 015

E;= 0,1853 + z with z =~(h-h )

30 c

h Ea
Reference Available
(Far the values of h, see z
the second note on first
profile half-width half-width
page of Appendix A)

4,310 0,0292 0,525 0,214 0,311

4,010 0,0267 1 '120 0,212 0,908

3,700 0,0242 1,425 0,209 1,216
3,250 0,0204 1,645 0,206 1,439
1,700 0,0075 1,645 0,193 1,452

1,170 0,0031 1,645 0,188 1,457

1,620 1,432

0,800 o 1,620 0,185 1,435

A.6 - Determination of reductions for wagons

Reductions applicable to the vehicle body.

Dimensions on the diagram are given in millimetres, ali other values being expressed in metres unless
otherwise indicated.

62 505-1
OR
Appendices

A.6.1 - Covered 2-axle wagon

2 390 8000 2 390

620 12 780 620
14 020

1. Characteristics:

a= 8,000 d=1,410 q= 0,023a s = 0,10

hc = 0,500 'lo < 1o and w = O

a. q= 0,023 is the value set by the UIC's European Rail Research lnstitute (ERRI) far a nominallateral play of 20 mm.

2. Vehicle body section half-way between axles: n = ~ = 4, 000

an- n 2 = 16; value greater !han 7,5. The formulato apply is therefore:
2
E; = a~~On 1 6
+ .4 ; - d+ q+ z- O, 030 (for parts such that h > 0,400)

E; = 0,0525 + z
s
For h 0,500: z = (h- h c)
30

z = 0,00333 (h- 0,5)

3. Vehicle body section a! the end of the underframe: n = 2,390

an + n2 = 24,832; value greater !han 7 ,5. The formula to apply is therefore:

E a = a ~;On +
2
C 6 2
,4 ; - d + q) na+ a + z- O, 030 (for parts su eh that h > 0,400)

Ea = O, 1003 + z

z has the same value as for the section located in the centre of the vehicle body, !ha! is 0,00333
(h- 0,5).

63 505-1
OR
Appendices

4. Numerica l values

T o plot the construction gauge for e aeh section, the reductions and the half-widths available must
be calculated for the characteristic points of the reference profile and if necessary the points for
which z =O.

The numerica! values for the 2 sections studied are drawn up in the table below:

vehicle body centre 2,390 beyond axles

h E; Ea
(Far the values Reference
Available Available
of h, see the z profile
second note on half-width half-width
half-width
first page of
Appendix A)

4,310 0,0127 0,525 0,066 0,459 0,113 0,412

4,010 0,0117 1'120 0,065 1,055 0,112 1,008
3,700 0,0107 1,425 0,064 1,361 O, 111 1,314
3,250 0,0092 1,645 0,062 1,583 0,110 1,535
0,0022
Far h< 1,170,
z =O since 1,645 1,590 1,542
1,170 0,055 0,103
(z-0,005) <O 1,620 1,565 1,517
{see
point 7.2.5.1 -
page 48)

lf the gauge was aIso to be studied for the lower parts (fairly unlikely for this type of wagon), the
formula to be used would be:

• For the section located half-way between the axles:

2
E-= an-n + 1,465-d + + _ 0 025
l 500 2 q z ' sin ce E; = 0,0575 + z

• For the section located at the end of the underframe:

2
E = an+n +(1,465-d+ ~2n+a+ _ 0 025 since E8 = 0,1053 + z
8 500 2 q)a z,

For both sections, we would take z =O since forO, 125 < h < 0,400, we obtain (z- 0,005) <O

64 505-1
OR
Appendices

A.6.2 • Bogie tank wagon

10 21.11

l l
r l l !"
~-t-
' l '
--------~-

i ! ;
\tffltJ
.'-
l'O'
l -t F"t"\ +) • •
-
1,1BOO.j
l
9! Q?l1 / l
1900 i 6BOO i 1900
6 20 10 600 670
11 840

1. Characteristics:

a= 6,800 d=1,410 q=0,0115 8 w=O p= 1,800 s = 0,3

hc = 0,500 '10 < 1ob

a. Justification of the value of q:

~ Play between axle boxes and bogie underframe = 0,010

~ Wear = 0,0015

q=total = 0,0115

b. The asymmetry caused by the 5 mm transom play and the other elements defined in point 7 - page 32 is taken
conventionally to be 1o.

Fitted with bogies, fixed transoms (play = 5 mm).

2. Vehicle body section half-way between bogie pivots: n =

a = 3, 400
2
2 2
an-n +~ = 12,37 and 250(1,465-d}= 13,75

The formula to apply is therefore:

1 4 5
E; = • ~ -d +q+ w+ z-(0, 015) (for parts such that h> 0,400)

E;= 0,024 + z

For h 0,500: z =
s (h- hc)
30

z = 0,00433 (h - 0,5)

65 505-1
OR
Appendices

3. Vehicle body section 1 ,500 beyond bogie pivots: n = 1,500

2 2
an+n _e_= 1164 and 250(1,465-d)!:! + 7, 5 = 10,53
4 ' a

The formula to apply is therefore:

2 2
an+n _e_
E = 4 + 1,465-dn+a+(q+w)2n+a+z+[x l _ 0 030
a 500 2 a a a >O '

(for parts such that h > 0,400)

x 8 being negative, it shall be taken as zero.

E8 = 0,0434 + z

z has the sa me value as for the section located in the vehicle body centre, that is 0,00433 (h - hc).

4. Numerica! values

The numerica! values for the 2 sections studied are drawn up in the table below:

at vehicle body centre 1,500 beyond bogie pivots

h E; Ea
(For the values Reference
Available Available
of h, see the z profile
second note on half-width half-width
half-width
first page of
Appendix A)

4,310 0,0165 0,525 0,041 0,484 0,060 0,465

4,010 0,0152 1,120 0,039 1,081 0,059 1,061

3,700 0,0139 1,425 0,038 1,387 0,057 1,368

3,250 0,0119 1,645 0,036 1,609 0,055 1,590

1,645 1,618 1,599

1,170 0,0029 0,027 0,046
1,620 1,593 1,574

0,500 o 1,620 0,024 1,596 0,043 1,577

66 505-1
OR
Appendices

As an example of the use of the formulae, a similar calculation could be carried out for the lower
parts, although for this type of wagon this would be a rare case. This would give:

For the section located in the middle of the wagon:

2 2
an-n +E_
4
E,.= - - - --'-+q+w+z+[x·] -0 010 since E;= 0,0262 + z
500 1>0,

• For the section located 1,500 beyond the bogie pivots:

2 2
an +n _E._
E = 4 + 1,465-dn+a+(q+w)2n+a+z+[x l _ 0 025
a 500 2 a a a >O '

since Ea = 0,0484 + z

For both sections, we take: z = ~geo, 5- h) or: z = 0,01733(0,5- h)

A.6.3- Bogie ho p per wagons

11960
80 80
i

.\ l l
r- / ......-t--.

i. 1800.j
1800 11 800 J 1800
620 15 1.00 620
16 61.0

1. Characteristics:

a= 11,800 d=1,410 q=0,0115a w=O p= 1,800

bG = 0,850 s =O, 13 hc = 0,500

a. Justìfication of the value of q:

- P!ay between axle boxes and bogie undertrame = 0,010

- Wear = 0.0015

q=total = 0,0115

Fitted with bogies, with transoms (J = 0,013- justification ofthe value of play: 0,012 0,001).

67 505-1
OR
Appendices

2. Vehicle body section half-way between bogie pivots: n =

a2 = 5, 900

2 2
an-n +~=35,62 and 250(1,465-d)=13,75

The formula to apply is therefore:

2 2
an-n +E_
4
E; = +q+ w+ z + [x;l>o- O, 015 (for parts such that h > 0,400)
500

x; being negative, it shall be taken as zero.

E; = 0,0677 + z

For h 0,500: tg a = J- (0, 005)

bG

a=0,0094 rd
z=0,015 (h- hc)

3. Section at the end of the vehicle body: n = 0,080 beyond the bogìe pìvots

2 2
an+n -~ = 0,1404 and 250(1,465-d)~+7,5 = 7,593

The formula to apply ìs therefore:

E8 = C· 46 2
;-d +q +w) na+a +z-0, 015 (forparts such that h> 0,400)

Ea = 0,0245 + Z

z ìs the sa me as for the sectìon located ìn the mìddle of the vehìcle body, that ìs:
z = 0,0150 (h- hc)

68 505-1
OR
Appendices

4. Numerica! values

The numerica! values for the two sections studied are drawn up in the table below:

in the ce ntre of the vehicle 0,080 beyond the bogie

body pivots

h E; Ea
(For the values Reference
Available Available
of h, see the z profile
second note on half-width half-width
half-width
first page of
Appendix A)

4,310 0,0570 0,525 0,125 0,400 0,081 0,444

4,010 0,0525 1 '120 0,120 1,000 0,077 1,043
3,700 0,0479 1,425 0,116 1,309 0,072 1,353
3,250 0,0412 1,645 0,109 1,536 0,066 1,579

1,645 1,567 1,611

1 '170 0,0100 0,078 0,034
1,620 1,542 1,586

0,500 o 1,620 0,068 1,552 0,025 1,595

As an example for use of the formulae, a similar calculation could be carried out for the lower parts of
the vehicle. This would give:

For the section located in the centre of the wagon:

2 2
an-n +E... or E;= 0,0727 + z
4
E 1. = --::-:::-::--.;.. +q+ w+ Z +[X·] -0 010
500 1>0'

For the section 0,080 beyond the bogie pivots:

E = (1,465-d+q+w)2n+a+z-O 015 or E8 = 0,0245 + z

a 2 a '

For both these sections, we take:

or z = 0,028 (hc ·h}

69 505-1
OR
Appendices

Appendix B - Graphic method

8.1 - Determination of the maximum construction gauge by the graphic

method

This method is useful for studying both conventional and special vehicles and can be used for any
curve radius.

Il gives the exact position of the vehicle body centreline in relation to the track centreline and so allows
ali the characteristic sections of the vehicle lo be obtained immediately.

This method a Iso enables the positioning of vehicle body/bogie stops on curves and on curves and
reverse curves lo be optimised.

8.2 - Determination of reductions by the graphic method

This method allows reductions E; and E8 lo be obtained by taking directly from diagrams the latera!
movements (bogie-track, vehicle body-bogie) and those due lo inclination of the vehicle body.

The running positions ofthe bogies and the vehicle body, both on curves and straight track, are shown
in the table in point 6.2.2 - page 27.

This method requires a 2-step process to determine the reductions:

1. determination of reductions without z;

2. determination of z and the reductions taking z into account.

Far vehicle whose latera! movements vary:

linearly in relation lo the curvature ~, the associated rule in point 6 - page 17 should be applied

far R = x, 250 and 150 m with 1 = 1,465 m in ali three cases, except far internai reductions E; for
trailing bogie vehicles or similar stock, where 1 = 1,435 m should be used;

non-linearly, in addition lo the above determinations, the reductions for the value of R for which
variation of w as a function of ~ shows a discontinuity musi be determined, this is the value of R,
always greater !han 250 m, from which the variable stops come into play, with the projections
being calculated using the formula apposite:

25
1
The value 2,5 applies to those parts no more than 0,400 m above the running surface and those which
may descend below this level as a result of wear and vertical movements assessed as per point 6.1 w

page 17.

or

l having the value indicated in the previous paragraph.

The value 1,435 applies to parts located more than 0,400 m above the running surface, with the
exception of those covered by footnote ( 1) above.

70 505-1
OR
Appendices

For each vehicle section, the reduction to be used is the greatest of those determined in this way.

8.2.1 - Methods of geometrie dimensioning

8.2.1.1 - Plotting the curve

Although diagrams showing the passing of a vehicle over a curve of radius R can be produced using
computer plotting methods, a precise plotting of the curve can be obtained using traditional study
methods by taking different scales to represent arrows (ordinates) and chords (abscissae).

Since a precise knowledge of the value of the arrows is required, they are shown life size (scale of
1:1 ), with the chords shown on a smaller scale (1 :100 for example).

Under these conditions, the curve may be assimilated to a parabola which may be easily constructed.
In fact in the figure below, the x and y coordinates of point 8 satisfy the relation:

x = 'i
2R-y x

The value of y is very small compared to 2 R

and can be disregarded in the denominator,
giving:

y =-
i
2R

Using this formula the curve ca n be plotted c

corresponding to the chosen radius; R ca n be
infinitely large.

8.2.1.2- Preparation of the diagram

The diagram is made up of the following elements:

a front view of the vehicle;

the least favourable representation that its longitudinal centreline can take on the following track
configurations (see point 8.2.1.3- page 72):

• straight track,
• 250 m curve,
• a curve of a chosen radius, if necessary, in accordance with the case under study.

In addition, a graph below or alongside each representation allows the lateral movements to be
converted into ordinates (see point 8.2.1.4- page 72).

The scale of the abscissae is of course the same in ali cases.

71 505-1
OR
Appendices

8.2.1.3- Positioning of the vehicle on the diagram

The front view of the vehicle shall be shown in such a way that its latera! centreline coincides with the
symmetrical axis of the curves under consideration.

The positions of the axles, pivots and stops are indicated on the curves in para Ilei to the axis of the
ordinates.

The values of the latera! movements between the axles and the track (play • ~ -d)
1 4 5
are given on
the axle datum lines from the point where they intersect with the curve (see Fig. 19- page 28) for the
different possible positions of the axles of a same bogie on the track.

By correcting the values of the movements above by the value of the movement between axle-box
and bogie underframe (play q), in the direction shown in the table in Fig. 19, the bogie underframe
centreline can be determined (see Fig. 2a- point C.2 - page 77).

The play limit stops, when present, are placed on a datum line from this centreline (see point C.1 -
page 74) except when the movement between vehicle body an d bogie (play w) vari es non-linearly in
relation to the curvature of the track. In this case, play w(R) corresponding to the curve should be
transferred to the datum line of the fictional pivot (see point C.2).

In certa in cases it is permissible, in order to simplify the design of the drawing, to give the algebraic
su m of the plays q and w directly from the movements of the axles in the directions fixed for each axle
in Fig. 19.

The centrelines thus obtained are the longitudinal centrelines of the bogie underframes (see figures 1
and 2b of point C.2).

The two methods give the same position for the vehicle centreline.

The vehicle body centreline is plotted in the position shown in Fig. 19 with the play of the vehicle itself
taken into account.

8.2.1.4- E; or Ea reduction values for the vehicle body without considering z

The movements of the vehicle body in relation to the track for curves and straight sections, included
!ife size in ordinates on the diagrams and reduced by the corresponding projection values (see
point 6.2.1 - page 26), enable the E; or E8 reductions curve to be established without considering z.

8.2.1.5- Values for inclination of the vehicle body: z

The curve produced o n the basis of the formulae given in point 7 .1.3 - page 33 enables the
movements due to the inclination of the vehicle body to be calculated as a function of the height.

8.2.1.6- E; or E8 reduction values for the vehicle body taking into account z

By adding the values of z from point B.2.1.5 to the values obtained in point B.2.1.4, we obtain the E;
or E8 reductions forali sections and for ali heights.

72 505-1
OR
Appendices

8.2.2- Ex ampie of verification of the space limits for equipment beneath the
underframe

1. Plotting
The diagram uses a plot of the reference profile restricted to the areas concerned by the parts to
be studied; the following example requires the plotting of the lower parts for h ,; 400.

2. Latera! movements
The latera! area of the lower parts of the reference profile (see point 5- page 11) is translated by
the E; reduction value, without considering z, as determined by the graphic method described in
point 8.2. 1.4- page 72.
The resulting plotting is translated taking z into account, where z has the value corresponding lo
the height of the determining points of each segment of the straight li ne, lo the point where the
plotting thus translated intersects with the horizontal line of the lower part reference profile
(common gauge for Rolling Stock and Permanent Way Departments).

3. Vertical movements
The plotting obtained is then translated vertically upwards by the value of the vertical movements
defined in point 6.1 - page 17, increased by the vertical reductions applicable to the secli on of the
vehicle considered for crossing gradient transition curves.
The resulting plotting defines the maximum construction gauge for the section under
consideration.
No part of the empty vehicle in running order al resi and in new condition musi then infringe that
gauge.

4. Drawing
Vertical movement

Profile for the equipment beneath underframe

(new vehicle, empty, at rest)

:~ :: Reference profile
.·.·.· <·>>"

Maximum construction gauge

73 505-1
OR
Appendices

Appendix C - Examples of application of the kinematic

gauge by the graphic method

C.1 - Determining reductions for powered units

Only the dimensions on the diagrams are given in millimetres, ali others being expressed in metres.

74 505-1
OR
Appendices

Locomotives - Reductions applicable to the vehicle body (for h > 0,400)

NB : The numerica! values are examples only and are given purely by way of indication.

Bogie-track movement
Play of the axle on the track
Stopiaxis 1,465-1,410
l ... 0,0275
2
q = 0,0060
9694
Total: 0,0335
_:1_~_200

17480 Vehicle - bogie movements

w = 0,060
1. On straight track Play al the rotational stops = 0,115

scales
0,05

2. On 150 m curve

"§l"'
1@
"E
"::;;ì5 ""
:cJ:::
" <=.
>1l
so
recommended <= ~-
scales :§ ~
~
o
v
.S!., 6- ~
0,05 E u
0,010
8 7 6 5 4 3 2 1 o
5,360
3. On 250 m curve

Track centreline Body position 1 (1)

Q) ~l
:ll~l·
-<=c
""
>o.
recommended
scales
0,05

75 505-1
OR
Appendices

4. E8 and E; reductions not considering z (resulting from 1 and 3) h > 0,400

"
,l;

~
~l

0,115

0,0785

4 3 2
8,740 8,100 6,680 4,847 4,260

5. Movement z due to inclination of the vehicle body

h (3)

0,013
4,310
0,012
4,010
0,011
3,700
0,009
3,250 s
For h> 0,500 z = -(h- h,)
30
4s
For h< 0,500 z = -(h,- h)
30

0,500

h c= 0,500
o
s = 0,1
6. E8 and E; reductions taking account of z

txternal reauct1on l:a Internai reauctlon t;

Distance from the vehicle centreline 8,740 8,100 6,680 4,847 4,847 4,260 2 o
u1stance trom piVIt n 3,893 3,253 1,833 o o 0,587 2,847 4,847
4,310 0,225 0,193 0,127 0,091 0,091 0,091 0,120 0,128
4,010 0,224 0,192 0,126 0,090 0,090 0,090 0,119 0,127
h 3,700 0,223 0,191 0,125 0,089 0,089 0,089 0,118 0,125
(3) 3,250 0,221 0,189 0,123 0,087 0,087 0,087 0,116 0,124
1,170 0,214 0,182 0,116 0,080 0,080 0,080 0,109 0,117
0,500 0,212 0,180 0,114 O,Q78 O,Q78 O,Q78 0,107 0,115
(1) Graphic method (2) Method by calculation (3) See the second note to Appendix A

76 505-1
OR
Appendices

C.2- Determination of reductions for trailing stock

Reductions applicable to the vehicle body for h > 0,400

18 400
---- - - - - - - - - - - - ... - .,.f.__ 3!j50 150
26400

1. On straight track

2. On 250 m curve
2a

! Track centreline

14 13 12 11 10 9 8 7 6 5 4 3 2 1 o 1 2 3 4 5 6 7 8 9 10 11 12 13 14

2b

14 13 12 11 10 9 8 7 6 5 4 3 2 1 o 1 2 3 4 5 6 7 8 9 10 11 12 13 14

NB : for the plotting, dimensions are given in millimetres.

77 505-1
OR
Appendices

Note: 1,465-1,410
Play of the axle on track 0,0275
The numerica! values are given only 2
by way of example and as such are Latera! movement between axle-box
merely indicative in nature.
and underframe q = 0,002
Latera! play between vehicle body and bogie:
towards inside of curve w; = 0,02 m
towards outside of curve Wa = 0,048 m
on straight track w00 = 0,082 m

15 mm projection authorised
on straight track

3. Value of Ea and E; not considering z

14 13 12 11 10 9 8 7 6 5 4 3 2 1 o
"·
~l
~l

15 mm projection authorised 14 13 12 11 10 9 8 7 6 5 4 3 2 1 o
on 250 m curve far parts
Figure obtained by superimposing results 1 and 2
between bogie centraline
30 mm projection authorised
on 250 m curve for parts
beyond bogie centraline

4. Movement z due to inclination

of the vehicle body
h(1)[m]
14 13 12 11 10 9 8 7 6 5 4 3 2 1 o

recommended
scales

o
For h > 0,500 m
(1) See the second note to Appendix A z ~
5
30(h-h,)
For h < 0,500 m
4s
z ~ 30(h,-h)
Coefficient of flexibility s = 0,3
h,= 0,500

78 505-1
OR
Appendices

Appendix D - Theoretical basis for bilatera! or multilateral

agreements covering application of a
superelevated gauge

NB : The provisions of this Appendix are given for guidance.

The kinematic gauge for powered units used on international services defined in this leaflet is
applicable to powered units able to run over the standard gauge lines of the UIC Railways.

Railways may conclude bilatera! or multilateral agreements among themselves with the object of
authorising the circulation of larger powered units than those constructed in accordance with this
leaflet over the whole or part of their respective systems.

lt is sufficient, for the conclusion of such agreements, to define a kinematic reference profile to be
substituted for the one shown in point 5.1 - page 12, ali the rules set down in point 6 - page 17
remaining applicable on the basis of the new reference profile.

The rules in U/C Leaftet 505-4 (see Bibliography- page 114) enable the structure gauge related to the
rolling stock gauge defined in this way to be calculated or, conversely, enable a rolling stock gauge to
be deduced from an existing clearance gauge.

Example of application

Certain Railways authorise the transit on their respective systems of loads to which the rules of
Railway Technical Unity are applicable on the static reference profile shown below.

NB : Accepted by: HSH, GySEV, BHEV, PKP, BDZ, CFR, CD, ZSR, MAV, JZ, CH, TCDD, DB AG,
ÒBB, CFL, NS, DSB, CFS, IRR, Green Cargo. With the exception of the following stations: JZ:
Divaca, Sezana, Hrpelje-Kozina, Koper, Kilovce, llirska, Bistrica, Sapljane, Jurdani, Opatija-
Matulji, Rijeka. MAV: Budapest-Déli pu. -Budapest. Kelenfold. Green Cargo: Vassijaure
gransen.

79 505-1
OR
Appendices

~"'-__,
l

/
l

690 1
/
1395 l
!;
l
o o
li o
l!>
l!>
o
co
l!>
<O
C') C') <:t

1575 1

l
l
l
RunninQ surface

The following kinematic reference profile will be considered equally valid for the application of the
regulations of this leaflet.

~
l
/
/ 1470
785 !
l

l "'----c
!
l
!
o
C')
l!>
C')
l!>
C')
co
C')
o
co
<O
<:t

1645 l

l Running surface

U/C Leaflet 505-4 enables the corresponding structure gauge to be calculated.

80 505-1
OR
Appendices

Appendix E - Depression of the suspensions for areas

outside the support polygon B, C and D

(see point 6.1.1 - page 17)

Forali vehicles and wagons in particular, it is recommended that account be taken of additional vertical
movements fz due to inclination of the vehicle body (roll, pitching) resulting, for example, from an off-
centre load or deflation of pneumatic suspension.

The following simplified formulae should be used for these additional depressions:

Lateral: zones concerned B and C

Depression in phase on 2 bogies and a single rail.

l
r,__"-b--..,,,_'---.._!b~J'

Minimum load state

1 Maximum load state
l J or oonom1ng OT suspension
-~~ 1

Longitudinal: zones concerned C and D

Depression on single bogie or axle.

1- a
"·
Minimum load state
-

"'' ·+1}- ---t,t: ...

Maximum load state
or bottomtng
of suspensions

81 505-1
OR
Appendices
u~.~rJ
7- Y
Deflection of a primary suspension spring and a secondary suspension spring or deflated
pneumatic suspension (calculation principle zone C).
Deflection (in an initial approach).

N i
Il
··
(/)l 1\
leve! 1 <l_ f Ì1 Mìnimum load state
level2 \ l
-----:---r-===:1:-
~ ""-! }
=hl Bottoming of secondary
suspension spring

_~~ L--~inimum load state

r-~~'=::::::::,:::::.:::. =1 l Bottoming of primary
- 1_ ~l suspension spring

f--->D"-'/2,___~!~--~
1

<l ----
Approximate formula:

level1 P1

S1 S3

l :r ]:'
i
l
P2

f max=uAsz+.AQZ
2
~n: +(b-b, )
2

f, = (t.sz+t.pz/2) (1+
~a 2 +4bi

82 505-1
OR
Appendices

Appendix F - Calculation of the construction gauge of

tilting vehicles or vehicles subject to lp > le

F.1 - Generai

F.1.1 - Scope

This Appendix deals with the method of calculating the loading gauge of tilting body vehicles (referred
lo hereafter as TBV).

Points F.2- page 84, F .3 -p age 86 an d F .4 - page 90 dea l with the technical analysis of the calculation
of the loading gauge of TBV.

Point F.5- page 91 gives two examples which show how the principles described are applied.

Point F.6- page 101 gives a commentary on the conditions of tilting and the speed of TBV.

F.1.2 • Field of application

A TBV is defined as a vehicle in which the body ca n perform a rolling movement relative to the running
gear when the vehicle goes round a curve, with the object of compensating for the centrifugai
acceleratìon.

The appearance and the introduction into international service of trainsets made up of vehicles fitted
with tilting body systems require certain modifications to be made to the rules in this leaflet regarding
the loading gauge calculations.

This Appendix deals with the calculation rules for TBV lo obtain the maximum loading gauge as
specified in the rules in U/C Leaflet 505 (see Bibliography- page 114 ).

The acceptance into international service of rolling stock fitted with tilting body systems shall be
subject to bilatera! or multilateral agreements between the railways concerned.

F.1.3 • Background

The TBV concept bega n to be developed in the years 1970-80 in severa! Europea n countries in order
to run with higher speeds on existing lines without detriment to the comfort of the passengers.

The speed in curves of railway vehicles is restricted because of the transverse acceleration which acts
on the passengers: this limi! of uncompensated acceleration is of the order of 1 to 1,3 m/s 2 .

TBV units, in particular those fitted with active systems, ca n run with high values of uncompensated
acceleration (for example 1,82 m/s2 for the ETR450, equivalent lo a cant deficiency of 278 m m)
be cause the tilting of the body enables the values of the transverse acceleration fell by the passengers
to be re d uced.

83 505-1
OR
Appendices

F.1.4 • Conditions related to safety

The builders of TBV units must provide evidence that the vehicles meet the loading gauge specified
in the U/C 505 series /eaflets, under ali the different cases of operation that are planned.

In addition to the calculation of the loading gauge, the builder shall supply an additional report on the
criteria adopted and on the devices on which safety depends.

Certa in defects which might result in TBV units exceeding the loading gauge shall be investigated by
the builders. Depending on the seriousness of their effects, special measures shall be taken by the
railways (e.g. alarms, warning to the driver etc. when the unit is in service).

The builder shall a Iso guarantee that the tilting system is designed to prevent the units running with
values of uncompensated acceleration higher than the values allowed for conventional vehicles if the
tilting system is defective.

F.1.5 • Symbols used

The symbols defined in the U/C 505 series leaflets have been used in this Appendix.

The following additional symbols have also been used:

lp = value of the cant deficiency considered for the TBV

le = value of the maximum cant deficiency permitted by the Permanent Way Department of the
railway

NB : The justification of the need to take account of this parameter, fixed by the Permanent Way
Department of the railways, in the calculations carried out to design the rolling stock, is given
in point F.3.2.2.

E = value of cant

Zp = quasi-static displacements determined according to the needs of the TBV units.

F.2 - Basic conditions to determine the gauge of TBV units

For the calculation of the gauge of the TBV units, ali the running conditions should be examined
depending on whether the tilt system is active or not.

The least favourable cases shall be examined, in particular:

Situation 1 :
Case of a vehicle running in a curve with maximum cant deficiency (maximum body tilt);

Situation 2 :
Case of a vehicle stationary in a curve. When an active TBV is stationary on a curve its position does
not differ from that of a conventional vehicle, and, therefore, can be dealt with according to the
principles and formulae of this leaflet.

84 505-1
OR
Appendices

Types of body tilting systems

The various designs of systems can be grouped according to the method of tilt of the bodies. This tilt
ca n be obtained either with a natura l tilting movement or equivalent (passive tilt) when the centre of
rotation of the body is above the position of the centres of gravity of the bodies as in the TALGO
system (see List of abbreviations- page 113) or by jacks which tilt the body depending on the radius
of curvature and the speed (active tilting movement as in the FIAT system (see List of abbreviations-
page 113)).

Let us examine the inclination of the body allowed by the different tilting body systems:

In the case of TBV fitted with ACTIVE systems, In the case of the PASSIVE systems the body
the bodies are subjected to a quasi-static tilt tilts naturally under the effect of the centrifugai
caused by the uncompensated acceleration. This force applied, in proportion to the value of the
acceleration is not, however, connected to the cant deficiency.
tilting of the body which is applied separately by The figure below shows the principle of
the system. The figure below shows the principia inclination of a vehicle with natura! or passive tilt.
of the inclination of a vehicle with an active tilt
system.

\ l
l',l l
l'.l l
l' l
'l
l'
'l
l'
'l

l'
'l

ACTIVE system PASSIVE system

The effective movements can be broken down

into a rotation due to the roll (movement 1) to
which is added the rotation (movement 2) which
is superimposed by the system.
Two schematic diagrams are given below fora more detailed explanation.
The rotation 2 of the body takes piace around a One of the methods of tilt that is possible for the
point of which the height above raillevel is TBV unit with passive systems is shown below.
indicated, in generai, by h0. A rotation of the body around the centre of roll
followed by a rotation around a point situated at
the height ho above raillevel.

85 505-1
OR
Appendices

An example of the calculation of an active TBV An example of the calculation of passive TBV
unit (the FIAT system) is given in point F.5.1- (TALGO principle) is given in point F.5.2-
page 91. page 95

\\ i
'l \• l•
\ \1
' )l,'------
1,
\ ·\
\, ~2
\--•\1
.\ .l \\\
'Il. '\\
l l

"l\
"li .
'\
\

,,,. \\
i\
so '\

F.3 - Analysis of the formulae

F.3.1 - Basic formulae

Depending on the different types of TBV trains to be designed (coaches, power cars or railcars) users
are invited to refer to the corresponding formulae which are given in the ma in part of this leaflet, to
which must be added ali the modifications covered in this Appendix.

F.3.2- Modifications to be m ade to the formulae for TBV

For the TBV the maximum tilt of the body corresponding to the maximum cant deficiency lp must be
considered. In this condition, the following terms of the reduction formulae need to be reconsidered:

1. Transverse play: (1 ,465 - d)/2; for q and w - see note below).

The sign of the transverse displacements, in generai, should take account of the centrifugai effect.
The changes are discussed in point F.3.2. 1 below.

NB : For the TBV calculation this term should be measured at the height hc above rail level. For
the same vehicle, this term can have different values from one calculation to the next,
depending on the tilt technology and the recentring of the body that may occur. To explain
the concept of the parameter w, see the example in point F.5 and especially the last
paragraph of point F.5.2.3.1 - page 97.

86 505-1
OR
Appendices

2. Quasi-static displacements "z"

The term z as defined in this leaflet and U/C Leaflet 505-5 is val id provided that vehicles do not
exceed, when running, the value of the cani deficiency lp= 200 mm.
As the TBV ca n exceed this value an d, in generai, because of the fact that they ca n run with values
of cant deficiency lp much greater !han those specified by the Permanent Way Department Oc).
the formula needs some modifications which are discussed in point F.3.2.2 - page 87.

3. For certain types of TBV, especially the active ones, a term should be included in the formulae to
take account of the tilting of the body imposed by the system.

F.3.2.1 - Expression for the values of the transverse play when the body is tilted

Maximum body tilt only occurs when the vehicle is running in a curve at the maximum value of lp.

As the vehicle is subjected to a very high centrifugai force towards the outside of the curve, the terms
of the transverse displacements should be reconsidered.

The play w is taken towards the outside of the curve.

For the plays (1.465- d)/2 and q, it is necessary to distinguish between:

Bogie vehicles

Calculation for the inside of the curve:

The results of tests on the li ne have shown that for bogie vehicles, some axles run round the curve
with the flange in contaci with the outer rail, while for others thìs contaci is not consta n!. As a result
and for safety reasons the play mentioned above will be taken equal to zero.

Calculation far the outside of the curve:

The plays (1.465- d)/2 and q are taken, again for safety reasons, towards the outside ofthe curve.

Vehicles with independent wheels:

The tests have confirmed that the plays (1.465- d)/2 and q are towards the outside of the curve.

F.3.2.2- Quasi-static displacement of the TBV

To obtain the lineside structure gauge, the Permanent Way Department must add certa in terms to the
dimension of the reference profile given in U/C Leaf/et 505-4. The quasi-static displacements of the
vehicles are calculated with the formula below:

0 4
• ·[E or 1- o' 05] > 0 ·(h -o ' 5) > 0
1 5
'

According to UIC Leaflet 505-5, the maximum allowable value for E or l is 200 mm.

Each railway fixes for its lines ìts own maximum value for l. The values generally used are between
90 and 180 mm.

Ordinary vehicles must not exceed this maximum value of l when running.

On the other hand, the TBV units reach hìgher values. This means that their dimensions need to be
checked using a different calculation for the quasi-static displacements.

87 505-1
OR
Appendices

Just as far conventional vehicles, the effect of cant deficiency induces in TBV units a tilting of the body
around a longitudinal axis, a rotation which is due to the flexibility of the suspension system. In the
formulae of the UIC 505 series leaflets, the quasi-static displacements corresponding to this rotation
are taken into consideration in the term "z". Because the TBVs ca n run with cant deficiencies of up to
lp, it is necessary to revise the calculation.of this term (zp).

Hence the introduction of this new term Zp, the formulation of which takes account of the total quasi-
static tilt due to lp, in relation to that considered by the Permanent Way Department, le (see
points F .3.2.2.1 and F .3.2.2.2 - p age 89).

Moreover far the active systems, it is necessary to consider an additional term (see point F.5.1.1 -
page 91 ), because the tilting of the body to compensate far the centrifugai acceleration is independent
of the tilt due to the rolling.

F.3.2.2.1 - Expression of the quasi-static displacements Zp far the reductions o n the inside of the
curve

Under the effect of the transverse acceleration (corresponding to values lp > O) because of the
flexibility of the suspension systems, the body of the vehicle tilts towards the outside of the curve far
active TBV units an d towards the inside of the curve far passive TBV units. The following figures show
this type of displacement from the position l = 0: because of the different mechanisms involved, with
the active system the largest movements occur in the upper parts of the body and in the lower parts
far the passive system.

ìi \
ìi \
\
ìi \
\i \
\i
\i
Ì'
\ l> o
l= o

ACT/VE system PASSIVE system

NB : The till imposed by lhe syslem is not shown here.
Considering the reference profile on lhe inside of lhe Considering lhe reference profile on the inside of lhe
curve, lhe poinls of lhe vehicle silualed al a heighl h > curve, lhe poinls of lhe vehicle silualed al a heighl h <
hc move away from lhe profile. The value of lhis hc move away from lhe profile. The value of this
displacemenl in lhe calculalion will have a minus sign. displacement in lhe calculalion will have a minus sign.

The opposite is lrue for points situated al a height of

The opposile is lrue for points silualed al a height h< hc. h > hc.
The displacements corresponding to different tilts shown in the figures above are indicated below.

88 505-1
OR
Appendices

Fora TBV unit with an active system which Fora TBV unit with a passive system
runs in curves with a cant deficiency lp the subjected to a cant deficiency lp the quasi-static
quasi-static displacements are: displacements are:

z = _s__ l ·(h-h) with11 0 <1o z = -~ · l · (h- h ) with "Ilo < 1o

p 1,5 p c p 1,5 p c
lt is necessary to draw attention to the fact that the value of "s" is specific to the situation calculated
and can, therefore, be influenced by the action of the body tilt system.

F.3.2.2.2- Expression of the quasi-static displacements Zp for the reductions on the outside of
the curve

Un der the effect of the transverse acceleration (corresponding to values lp > 0), the body of an active
TBV unit tilts towards the outside of the curve because of the flexibility of the suspension system and
towards the inside of the curve for a passive TBV unit.

Similarly to figures shown in point F.3.2.2.1 - page 88, the following figures represent this type of
displacement, from the position l = O.

ACTIVE system PASSIVE system

NB : The tilt imposed by the system is noi shown here.
Considering the reference profile on the outside of the Considering the reference profile on the outside of the
curve, the points of the vehicle situated al a height h > curve, the points of the vehicle situated al a height h <
hc move closer to the profila. The value of lhis hc move closer lo the profila. The value of this
displacement in the calculation will have a plus sign. displacement in the calculation will have a plus sign.

The apposite is true for points situated al a heighl h < hc. The opposite is true for points situated al a height of h
> hc.

When the vehicles run in a curve, they move closer to the reference profile (on the outside) in
proportion to the value of lp. Where lp > 10 , the distances considered by the Permanent Way
Department for the positioning of obstacles (as specified in U/C Leaflet 505-4) will not be sufficient.
Since the position of obstacles cannot be changed, the reductions calculated for vehicles should, if
necessary, be increased by a value corresponding to the difference between the quasi-static
displacements due to lp and those taken into account by the Permanent Way Department, in other
words:

89 505-1
OR
Appendices

- Active system - Passive system

z = [ 1 ~5 ·lp· (h-hcl- ~: ~ · (lc-0, 05) ·(h-O, 5) >O Lo z = [- 1 ~5 -lp·(h-hcl-~:~·(lc-0,05)·(h-0,5) >Olo

lt is necessary to remember that:

the formulae apply where lp > l 0 ;

it will be necessary to find, in the application phase corresponding to a rea l case, the combination
of the values for lp and 10 which give a value of Zp that maximises the reduction: (zpi• Zpa);

the intermediate values of lp must meet the conditions given in point F.6.1 - page 101 and in the
note under poi nt F .5.1.2 - page 92.

The justification of the procedure followed to obtain the two expressions above is based o n the method
indicated in UIC Leaflet 505-5.

F.4 - Associated rules

The formulae in this Appendix apply for lp > l c·

The expression of the term Zp should be set out clearly and in detail for each case of application
of the formulae for each type of system, bearing in mind the different stops, centre of rolling, etc.

lt should be stressed that, in keeping with the technical principles of the TBV unit, the
parameters s, h c and w for any given vehicle will have different values depending on the
calculation cases involved.

The maximum values of the reductions shall be calculated depending o n the different values likely
to be taken by lp, 10 (and by the angle p for active TBVs (see point F.5.1.1- page 91)). For this
purpose, the TBV builder should bear in mind the most prominent points permitted on the bodies
when running over different sections of line (straight track, transitions, curves) and the tolerance
possible with regard to the actual position of the vehicle (due to the delay in the activation of the
system, inertia, friction, etc.).

This Appendix has been developed on the basis of knowledge gained from TBV units in service
today. Other hypotheses and modifications to the formulae may be added, in the future, after new
types of TBV units have been developed.

When the examination of ali the cases which were thought to be criticai has been
completed, a comparison should be made between the different permissible half-width
dimensions and the smallest value then selected for each of the heights h considered
selected.

90 505-1
OR
 u~.,.J
Appendices 7- ,Y
F.5 - Examples of application of the generai principles

Two examples, one fora vehicle with an active tilt system and another fora vehicle with a passive tilt
system, are given below:

F.5.1 • Example of the calculation fora TBV with an "active" tilt system

The example given here is based on the FIAT ETR 450 "Pendolino" vehicles.

Compared with the calculations actually done, the following simplifications have been adopted.

the values of s and h0 have been taken as constant, although in reality they have different values
depending on the case examined;

the least favourable value has bee n taken for the displacement factor;

it should be noted that to determine the tilt applied to the body, the approximate expression used
does not take account of the vertical component of the movements.

The numerica! values obtained in this way are given for information.

F.5.1.1. Principle of operation and characteristics

When a vehicle with a tilting body runs over curved track with a speed such that lp > O, the system
works out the angle of tilt of the body p by measuring the value of certain parameters (speed, cant,
radius of the curve) (see following figure).

The angle p is independent of the tilt due to the flexibility of the suspension system.

Below 70 km/h, the system does not operate on this

trai n.
In the figure opposite, the following values are
shown:
h0 : height of the centre of rotation of the body set by
the system.
p: value of the angle of tilt of the body, in relation to
the bearing piane of the system; this angle imposed
by the system depends on the value of the cant
deficiency lp.
o
As the angle p ca n reach values of up to 1 o, the
vertical component of the movement must not be
neglected, and in the case of a real calculation
needs to be taken into account.
In this example, account is taken only of the
transverse movements where the approximate
values are calculated by the following expression:
tanp ·(h -h 0)

This term, bearing in mind the direction of rotation imposed by the system:
- will have a positive sign for the calculations for the inside of the curve,
- will have a negative sign for the calculations for the outside of the curve.

91 505-1
OR
Appendices

F.5.1.2- Data

For this example, the following data have been used as a guide, with the simplifications given in point
F.5.1- page 91:

a=18,9m q= 0,001 m W;( 2so) = 0,051 m

d=1,41m s = 0,09 (9/1 00) w 00 = 0,08 m ho= 1,5 m

p= 2,4 m hc = 0,5 m Wa(250) = 0,051 m J3 = so for lp = 0,278 m

The two bogies of the TBV are powered. The formulae used are those for power cars. The verification
is done with the maximum value calculated for lp= 0,278 m and for le= O, 150 m.

NB : For the intermediate values of cant deficiency l'p between O and 278 mm, for which the
corresponding permanent way values l'c are between O and 150 mm, the tilt system must
always guarantee the following conditions:
l
<:.e' l' c
l' p-1
c

Resilience and deflection are not taken into account in this example.

F.5.1.3- SITUATION 1 verification: running in a curve with maximum cant deficiency

SECTION IN THE MIDDLE OF THE BODY (n = a/2 = 9,45 m),

The formula used is as follows:

2 2 0,025
an-n + p /4
E; = -w a( 2 so) + zp; + tan J3 · (h- h 0 ) + [x;]>O-
500
10,030
with:
5
z pl. = - 1,5 · l p · (h -h c )

h Zp; Reference E; Available

profile half-width
half-width

4,01 -0,0585 1'12 0,398 0,722

3,75 -0,0542 1,425 0,362 1,063

3,25 -0,0459 1,645 0,3 1,345

1'17 -0,0112 1,645/1 ,620 0,043 1 ,602/1,570

0,5 o 1,62 o 1,62

92 505-1
OR
Appendices

SECTION AT THE END OF THE BODY (n= 3,15 m).

In this case, the calculation shall be done for the sections beyond the pivots.

The formula used is as follows:

2 2
an+n -p /4 1465-d 0,025
Ea= 500 + , 2 (A)+q(A)+wa(250)(A)+zpa-tanj3·(h-ho)+[xato-
0,030

For this example, the least favourable values of the displacement factor A have been considered,
corresponding to case 5 in the table of displacement factors (see Fig. 19- page 28), although such a
position of the vehicle on the track would not necessarily be checked.

2
=an+n -p /4+(1.465-d+ ~.(2n+a)+
2
E (n+a)+z _ 1 A.(h-h )+[ l _,0,025
a 500 2 q) a wa(250) a pa an p o Xa >O O, 030

h Zpa Reference Ea Available

profile half-width
half-width
4,01 o (- 1,12 o (-0, 149) 1,120
0,035)
3,75 o (- 1,425 o (-0,113) 1,425
0,032)
3,25 o (- 1,645 o (-0,042) 1,645
0,027)
1,17 o (- 1,645/1 ,620 0,250 1,395/1,37
0,0067)
0,5 o 1,62 0,344 1,276

F.5.1.4. SITUATION 2 verification: tra in stopped on a curve with cant andina curve at the
equilibrium speed

1. TRAIN STOPPED ON A CURVE WITH CANT

The stationary vehicle shall be checked on a curve with cant.
In this case, the system is not acting on the position of the body. In ali respects, the TBV unit can
be assimilated with a conventional vehicle.
The formulae to be used are those given in this leaflet.

93 505-1
OR
Appendices

SECTION IN THE MIDDLE OF THE BODY (n= a/2 = 9,45 m).

h z Reference E; Available
profile half-width
half-width
4,31 0,011 0,525 0,242 0,283
4,01 0,01 1,12 0,241 0,878
3,75 0,009 1,425 0,24 1,184

3,25 0,008 1,645 0,239 1,406

1 '17 0,002 1,645/1,620 0,233 1 ,412/1 ,387

0,5 o 1,62 0,23 1,389

2. TRAI N IN A CURVE AT THE EQUILIBRIUM SPEED

SECTION AT THE END OF THE BODY (n = 3,15 m)

h z Reference Ea Available
profile half-width
half-width
4,31 0,011 0,525 0,223 0,302
4,01 0,01 1 '12 0,222 0,898
3,75 0,009 1,425 0,222 1,203
3,25 0,008 1,645 0,22 1,425
1,17 0,002 1,645/1 ,620 0,214 1,431/1,406
0,5 o 1,62 0,212 1,408

94 505-1
OR
Appendices

F.5.2- Example of the calculation fora TBV with a "passive" system

The example given here is based on the TALGO PENDULAR vehicles.

F.5.2.1 - Characteristics

\ooo J&~oooooo
The TAL GO trai n has certa in characteristics which differ from conventional vehicles:

1. l! is made up of short, articulated vehicles forming uniform trainsets.

2. The coaches are fitted with pneumatic cushions situated above the centre of gravity of the body
which enable the body to swing out naturally, thereby reducing part of the uncompensated
centrifugai acceleration when running in curves. The centre of roll of the body is situated at the
height of the centres of the pneumatic cushions of the suspension.

3. The running gear is connected to a structure, the upper part of which a Iso supports the pneumatic
cushions and the body. The structure and, therefore, the wheels are installed between the bodies.
The end coaches have an additional structure.

4. The wheels are no! connected by axles, but turn independently and are guided with an angle of
attack that is almost zero.

5. The coaches have two latera l stops between body and structure, one situated on the upper part
and the other on the lower part of the bodies (see following figure).

F.5.2.2- Method of operation

1. When the vehicles are stationary (or are subjected to excess cant and V < 60 km/h) the
suspension system holds the bodies para Ilei to the piane of the track, that is to say s " O.

2. When the vehicle runs in a curve with cant deficiency, the body rotates through an angle
corresponding to lp, and ca n then move laterally through the play that remains up to contact with
one of its stops (see following figure). The gauge calculation only needs to take account of the
contaci of one of these stops, the lower or the upper. The movement which results is the least
favourable that is found in service.
The method of tilt shown in the figure below is as follows: the axis of the body rotates (broken li ne
-----) around the centre of rotation towards the top and there is a transverse movement which can

95 505-1
OR
Appendices

result in contaci with the lower stop (mixed li ne - ).

,_ ___.., \ l

_ _j __ \._l_----d
* P!ay which remains until contact with the stop

The presence of the two latera! stops means that it is necessary to consider the following
parameters:
w5 = value of the play in the upper latera l stop,
w; = value of the play in the lower latera l stop,
h 5 = height of the upper stop above the piane of the track,
h; = height of the lower stop above the piane of the track.

3. For the TALGO TBV trains, as for conventional trains, any second phase rotation of the body
which might occur after contact with the stop is not taken into account since it is not checked
during norma! operation.

F.5.2.3. SITUATION 1 verification: running in a curve with maximum cant deficiency

lt is possible to specify the following common conditions, for the calculation of E; and Ea:

as the TBV unit is not a bogie vehicle: p = O;

the vehicle rests on the outer rail of the curve: the plays q, (1 ,465-d)/2 and w have the appropriate
sign.

96 505-1
OR
Appendices

Since the bodies of the TAL GO train tilt towards the outside of the curve, the movement towards the
loading gauge on the outside of the curve is considered.

For intermediate coaches, the sections of the bodies concerned are those close to the ends
(calculation of E;).

The drawing below, for h < h 0 , gives a better idea of the overall dimensions.

CRITICAL ZONES

n;1,375m
l
'
n=O

---
--------------------------
---- ------------------------------------- ----
·----
---- ----- ----------------------------------
.....lJ.-____..,.-;;.-;- -
- - - - - - - - - - - - - - - - - - ...---- ----
line representing the body centred an the track

---- line representing the body displaced by the tilt system

For the end vehicles, the rnost unfavourable section is the overhanging end (calculation of Ea).

F.5.2.3.1 - Formulae used to calculate SITUATION 1

For the calculation of the reductions E;:

lt will be recalled that for this type of vehicle with a tilting body, the criticai zone (the section between
the axles) is situated towards the outside of the curve and at the bottorn of the vehicle (see figure
above).

In the case of verification on the outside of the curve, the term for the geometrie overthrow in the
formula has a negative sign.

The formula below is used, which is derived from that specified in this leaflet for vehicles with axles:
(1)

2
an- n +q+ 1,465- d+ z + 0,025
500 2 pa
l 0,030

(2)

97 505-1
OR
Appendices

In this formula:

(1) and (2) will be calculated and the smaller of these values will be used; this corresponds to the
stop which comes into contact first.

the term Zpa has the following expression:

Regarding the movements w, the actual values of w; (internai) and w8 (external) for curves with
150m and 250m radius depend on w 5 (above) and w; (below). When introduced into the formulae
of terms (x;)> O or (x 8 ) >O, these have a value of zero.

To calculate the reductions E8 :

The following formula is used:

(1)

2
Ea = an- n + 1,465- d+ q+ z +
500 2 pa

The terms (1 ), (2) and Zpa are calculated as indicated above.

F.5.2.3.2- Application of the formulae in SITUATION 1

The checks are made for the intermediate coach and for the end coach.

INTERMEDIATE COACH

The following figures have been used:

a=13,14m s = 0,25 lp= 0,225 m le= 0,2 m

h;= 0,53 m h5 = 2,654 m hc = 2,654 m q= 0,001 m

w;= 0,085 m w5 = 0,154 m

The calculations are limited to a height of 3,25 m because of the height of the vehicles.

98 505-1
OR
Appendices

n= 1,375
... Il'.
'

D r-
ir-a-..
l
f-

_)! ....._
000000 l'
' !..
c
- ~- _)l

13140

The results of the calculations are as follows:

n= 1,375 m n=O
h Zpa Refe re E; Availab h Zpa Refere E;
nce le half- nce Availab
profile width profile le half-
half- hall- width
width width
3,25 o (-0, 132) 1,645 0,0404 1,604 3,25 0(-0, 132) 1,645 0,0728 1,572
1,17 0,029 1,645/ 0,069 1,576/ 1,17 0,029 1,645/ 0,102 1,543/
1,620 1,551 1,620 1,518
0,5 0,081 1,620 0,121 1,499 0,5 0,081 1,620 0,154 1,466

END COACH:

Sect. a
r--
Sect.b~

'

o
"'
N

"'

8970

99 505-1
OR
Appendices

The following figures have been used:

a= 8,97m s = 0,25 lp= 0,225 m q= 0,001 m

h1 = 0,53 m hc = 2,135 m le= 0,2 m

h 5 = 2,135 m wl= 0,101 m w 5 = 0,085 m

Calculation for section a, n= 1,4 m (see figure above): OUTSIDE OF THE CURVE
h Zpa Reference profile E; Available
half-width half-width
3,25 0(-0, 152) 1,645 0,0181 1,626
1,17 0,009 1,645/1,620 0,027 1,617/1,592
0,5 0,061 1,620 0,079 1,541

Calculation for section b, n= 2,63 m (see figure above): OUTSIDE OF THE CURVE
h Zpa Reference profile Ea Available
half-width half-width
3,25 0(-0, 152) 1,645 0,1 1,545
1,17 0,009 1,645/1,620 0,109 1,536/1,511
0,5 0,061 1,62 0,161 1,459

F.5.2.4 • SITUATION 2 verification: train stationary on a canted curve

Here, the position of the vehicle is studied in relation to the loading gauge on the inside of the curve.
The section in the middle of the body is the criticai point.

Formulae for the calculation of SITUATION 2

The following formula is used for the calculation of the reductions E;:
2
E.=an-n+ +1,465-d+ + +[.] _
o, 025
1 500 q 2 zp w x, >O
0,030

Se e point F .5.2.3.1 - page 97 for the calculation of the term (x;) > O.

INTERMEDIATE COACH

Calculation for the SECTION IN THE CENTRE OF THE BODY.

As already explained in point F.5.2.2, paragraph 1 (see page 95), s = 0: the term Zp is equa! to zero.

100 505-1
OR
Appendices

The value of w depends on the value of the cant considered: This value is 0,057 m (curve of radius
250m, cant 0,150 m).The following data were used:

a=13,14m s=O lp= 0,225 m

h1 = 0,53 m hc = 2,654 m le= 0,2 m

h8 = 2,654 m q= 0,001 m w 1250 = 0,057 m

n= 6,57 m
h Zp Reference profile E; Available
half-width half-width
3,25 o 1,645 0,142 1,503
1'17 o 1,645/1,620 0,142 1,503/1,478
0,5 o 1,62 0,142 1,478

F.6 - Comments

F.6.1 • Condition for adjusting the inclination (TBV units with active system)

Far the fomulae given in this Appendix for the calculation of the construction gauge of TBV units to be
valid, the tilt system must guarantee that the body is inclined in a way that is proportional to the
variation of the cant deficiency. For passive systems, this condition is obviously fulfilled as the tilt of
the body is caused by the cant deficiency itself.

Far TBV units with active tilt system, on the other hand, the values that the system imposes on the
bodies are determined by the design or the settings of the system.

These values must meet the following conditions to ensure that the bodies do not exceed the specified
profile:

1. The intermediate values l'P' l'c an d E' between O an d the maximum value of the respective
quantities, should meet, from the point of view of the tilt system settings, the foilowing condition:

~=~=E'
lp le E

2. Moreover, for verification at the outside of the curve, in view of the fact that the centrifugai force
tilts the body towards the outside (quasi-static movement zp), the following condition, regarding
the value of f3 far the settings, musi be observed:
tanf3 . (h -h 0) ~ zp

effect of the system quasi-static effect

101 505-1
OR
Appendices

F.6.2- Condition concerning the speed of TBV units

lt is possible to calculate a maximum value for the speed of TBV units from the point of view of the
gauge.

Reference is m ade to the expression given in U/C Leaf/et 505-5 which relates the cant deficiency to
the speed:
2
- vporc
lporc-0,0118· R -E

The speeds V P and Vc are respectively the value taken by the TBV unit and the corresponding value
allowed for the track, depending on the maximum speed permitted on the line.

Thus:

From this formula, it is possible to deduce the maximum value of the speed that must not be exceeded
by a TBV uni\, according to the following formula:

~
VP:5:~ç+"'E.·Vc

F.7- Pantograph gauge verification

Commonness.

The resulting transverse movement of a pantograph placed on a tilting vehicle, normally being
inadmissible, the solution had been to fix the pantograph to structures that doesn't tilt orto make it
active and counter-rotating. Conventional vehicles running in curve with lp> le are in a similar situation

The vehicle manufacturer shall certify that the counter-rotating system should be so designed that the
vehicle cannot run with values of uncompensated acceleration higher than the values allowed for
conventional vehicles, when the tilting system of pantograph is detective.

When tilting device is on, orwhen lp> 10 the points F7.1 or F7.2.must be fulfilled.

Degraded modes of counter-rotating system must be submitted to a risk analysis by the vehicle
builder, such to avoid any contact with catenary parts and mainly the ripping of the wire.

Symbols:

flexibility coefficient of the structure carrying the pantograph: l

1. Pantograph on a rigid frame fixed to the bogie (type ETR 460 Fiat): the value is
referred to this frame;

2. Active pantograph and counter-rotating: the value is the one of the vehicle body.

102 505-1
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Appendices 7- .7rrJ
Ut......:;;;;

F.7.1 • Pantographs uncoupled to the tilting body

F.7.1.1- Pantographs located between bogie pivot (or end axles)

F. 7 .1.1.1 - Vehicle in stationary conditi on in canted track

The formulas are the sa me as for conventional vehicles.

F.7.1.1.2- Vehicle running in a curve with cant deficiency

This case can be leaded back lo the straight line, where overthrow and projections are nihil.

ì'a =q +Wa- 0,0375

5 h ]2 + /
[ t· 6 •5-_ ~t
2
+ [8(5- hc)J - 0,0475

E'a = J.,a +z'p (127)

lf E'a :o: O the pantograph remain inside the gauge in its upper collecting point

E"a = J.,a +z"p (128)

lf E" a :o: O the pantograph remain inside the gauge in its lower collecting point

F.7.1.2 • Pantograph located beyond bogie pivots (or end axles)

Vehicle in running conditions on tracks with can't deficiency

The maximum values for E'a and E" a must be found searching the appropriate value for R.

103 505-1
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Appendices

(129)

"'' =
a.na +n~ - ~- 5] 1 465- d 2n +a .
+ ' . a + j' + z'
-a [ 2·R 2 a a P
>0

lf E' a ::; O the pantograph rema in inside the gauge in its upper collecting point

(130)

E"
a
=
[ a.na+n~
2·R
-~- 5]
>0
1465-d 2n +a .
+ '
2 · a
a + J' + Z"
a P

lf E" a ::; O the pantograph remain inside the gauge in its lower collecting point

F.7.2- Pantographs coupled to the tilting body or equipped by a centering system

F.7.2.1 - Pantographs with counter rotating system

The pantograph must be centered to counterbalance the transverse movement of vehicle body and
the its frame must counter-rotate, to assure a proper contaci angle with catenary.

With:

13: tilting angle of vehicle body l

a: pantograph tilting angle l
ho: height of the center of rotation of the tilting body Il
hp: height of the center of rotation of the tilting pantograph Il

104 505-1
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Appendices
u7- . .__,..}
.Y.
NB : The drawing is not constraining on:
- The relative position relative of the severa! centers of rotation;
- The amount and the direction of the rotation angles;
- Taking into account the effective movements of the tilting system of the body and of the
pantograph.
Like for bodies the rotation of the pantograph will be calculated by mean of an additional part tan 13
(6,5- h0 ) or tan 13 (5- h0 ), lo add to the formulas (127) (128) (129) and (130):

Pantographs located between bogie pivot (or end axles)

(127a)

(128a)

Pantograph located beyond bogie pivots (or end axles)

(129a)

See also the nota at the next paragraph

105 505-1
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Appendices

F.7.2.2- Pantographs having a centering system (non tilting vehicles)

To balance the transverse movement of the vehicle body, the pantograph w ili be shifted depending on
the non compensated transverse acceleration.

Since the values E\ , E"; , E'a and E" a must be less or equa! to zero, the vehicle manufacturer will
center the pantograph of an amount almost equa! to the positive value given by the formulas (127)
(128) (129) or (130).

NB : The centering system musi assure that the shifting movement does not exceed the one of the
body vehicle. Far this, the pantograph must be verified in the internai side of the curve, when
the pantograph is in its shifted position, using the effective value far parameters (as plays,
unsymmetries etc.).
The maximum value allowed far pantograph bow movement, internai side of the curve,
measured from its centered position, will be:

o,11 o+ 01•,04
5 (h- 5) >0

106 505-1
OR
Appendices

Appendix G - Use of the available spaces of the

infrastructure by vehicles with fixed
parameters

Application must be covered by mutuai agreement.

For the symbols used, see UIC Leaflet 505-4.

Example:

For a straight section of track in well-maintained condition and with the usual geometrie irregularities,
the criticai parameter is the dista nce between the track centres, which is equa l to the width of the
reference profile plus the margins covering random vehicle movements caused by track geometry
defects (D).

t.l i=5
i=1
tal a=5
l a=1

t1 = lateral movement of the track

t2 = effect of a defect in the cant or the transverse levelling of 0,015 m

t3; a = oscillations towards the inside or outside

4 and t5 = effect of uneven load and asymmetry

t1 =0,025

t 3 ,i -- O, 007(h -hcl15
s
,

107 505-1
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Appendices

The following parameters are used to determine the margins to be added to the UIC reference profile:

h= 3,25 m

hc = 0,5 m

5 = 0,4

The fixed parameters of the vehicle to be studied can be used, for example:

h = 1,8 m (height above raillevel fora certain section of the body)

hc =0,7 m
s = 0,24

Application of the parameters mentioned above gives the following values:

for the UIC reference profile D=0,113m

for the vehicle w~h fixed parameters D'= 0,058 m

The difference D - D' = 0,055 m may be used for widening the vehicle with fixed parameters.

When the margin to cover random movements is not calculated in this way but defined as a fixed
amount, and if this leads to smaller dimensions, this should be taken into account when calculating D-
D'.

Example SNCF, V:;; 120 km/h: DsNCF = 0,05 + 0,03 = 0,08 m.

The vehicle with fixed parameters could then be widened by 0,022 m at a height of 1,8 m.

108 505-1
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Glossary

A: displaeement faetor (see point 6.2.2)

a: distanee between the end axles cf vehicles not fitted with bogies or
between the pivots cf bogie vehieles (see Note)

b: half width cf the vehicle (see diagram Appendix E)

b1: half distanee between the primary suspension springs (see diagram
Appendix E)

b2: half distanee between the seeondary suspension springs (see diagram
Appendix E)

bG: half distanee between the transoms (see point 7.1.3.2)

bw: half width cf the pantograph bow (see point 7.2.1.3 and UIC Leaflet 608)

C: roll eentre (see Figure 3)

d: the outer distanee between the wheel flanges measured at a point 1O

millimetres below the running treads, with the flanges worn te the
permissible limit, the absolute limi! being 1,41 O m. This limi! may vary
aeeording te the maintenanee eriteria for the vehicle under eonsideration
(see point 7 .1.2)

dg a: external geometrie overthrow (see point 3.3)

dg i: internai geometrie overthrow (see point 3.3)

D: lateral movement (see point 6.2)

E: eant (mm)

Ea: external reduetion (see point 3.12)

E i: internai reduction (see point 3.12)

E'a: external deviation in relation lo the rnovement authorised al the

pantograph upper verifieation point (6,5 m) (see point 7.2.3.1)

E'i: internai deviation in relation te the movement authorised at the

pantograph upper verifieation point (6,5 m) (see point 7.2.3.1)

E"a: external deviation in relation te the movement authorised at the

pantograph lower verifieation point (5,0 m) (see point 7.2.3.1)

E"i: internai deviation in relation te the movement authorised at the

pantograph lower verifieation point (5,0 m) (see point 7.2.3.1)

ea: external vertieal reduetion at the lower part ofvehicles (see point 6.1.1.3)

109 505-1
OR
ei: internai vertical reduction at the lower part of vehicles (see point 6.1.1.3)

f: vertical sag (see Appendix E)

h: height in relation to the running surface (see point 6.2.3)

hc: height of the roll centre of the transverse cross-section of the vehicle in
relation to the running surface (see point 3.4)

hO: height of the roll centre of TBV (see Appendix F)

ht: installation height of the pantograph lower articulation in relation to the

running surface (see point 7.2.3.1)

l, le, lp: cant deficiency (mm) (see Appendix F)

J: transom play (see point 7.2.3.2)

J'a, J'i: difference between the movements resulting from the calculation and
movements due to play effects (see point 7.2.1.3)

1: track gauge (see points 5 and 6)

n: distance of the section considered to the adjacent end axle or to the

nearest pivot (see Note)

na: n for the sections located outside the axles or bogie pivots

n i: n for the sections located between the axles or bogie pivots

n: distance of the section considered to the motor bogie pivot of multiple

units (see Note)

p: bogie wheelbase (see point 7.1)

p': trailer bogie wheelbase for multiple units

q: latera! play between axle and bogie frame or between axle and vehicle
body in the case of axle vehicles (see point 7 .1.2)

R: level curve radius (see point 7)

Rv: vertical curve radius (see point 6.1.1.3)

s: vehicle flexibility coefficient (see point 3.6)

5: projection (see points 3.1 O and 6.2.1)

SO: maximum projection (see points 3.10 and 6.2.1)

t: pantograph flexibility index: latera! movements expressed in metres to

which the bow is subjected when raised to 6,50 m under the effect of a
300 N latera! force (se e point 7 .2.3.1)

110 505-1
OR
V: running speed of the rolling stock (km/h)

w: latera! play between bogie and vehicle body (see point 7.1.2)

w!/.: latera! play between the bogie and the vehicle body on straight track
(see point 7.1.2)

wa: latera! play between the bogie and vehicle body on the outside of the
curve (see point 7.1.2)

wi: latera! play between the bogie and vehicle body on the inside of the
curve (see point 7.1.2)

wa(R): latera l play between the bogie and vehicle body on the outside of an R
radius curve (see point 7 .1.2)

wi(R): latera! play between the bogie and vehicle body on the inside of an R
radius curve (see point 7.1.2)

w'oo- w'a- w'i- w'a(R)- w'i(R)

are the same for the trailer bogies of multiple units.

xa: additional reduction for extra-long vehicles outside the bogie pivots (see
point 7.1.4)

xi: additional reduction for extra-long vehicles between the bogie pivots
(see point 7.1.4)

y: distance from the fictional pivot to the geometrie centre of the bogie (see
Note)

z: deviation in relation to the median position due to quasi-static inclination

and to asymmetry (see point 7.1.3)

difference between the latera! inclination based on calculation and the

actual inclination of the pantograph upper verification point

z": difference between the latera! inclination based on calculation and the
actual inclination of the pantograph lower verification point

zp: quasi-static displacements of TBV units (see Appendix F)

zpa: quasi-static displacement of TBV units on the outside of the curve (see
Appendix F

zpi: quasi-static displacement of TBV units on the inside of the curve (see
Appendix F

a: additional vehicle body inclination due to transom play

b: angle of tilt of the body of TBV (see Appendix F)

d: inclination of canted track (see figure 3)

111 505-1
OR
h: inclination of the vehicle body due to suspension flexibility (see poi nt 3.6)

ho: angle of vehicle asymmetry due to construction tolerances, to

suspension adjustment and to uneven load distributions (in degrees)
(see point 3.5)

q: suspension adjustment tolerance: inclination which the vehicle body

may attain as a result of suspension adjustment imperfections when the
vehicle is resting empty on level track (in radians) (see point 7.2.3.1)

rail-wheel adhesion coefficient (see point 6.2.2.1)

t: pantograph construction and installation tolerance: deviation tolerated

between the vehicle body centraline and the middle of the bow
presumed to be raised to 6,5 m without any latera! stress (see point
7.2.3.1)
N.B.: In the case of vehicles without fixed bogie pivots, in order to
determine the a an d n values, the meeting point of the bogie longitudinal
centraline with that of the vehicle body wjll be considered as a fictional
pivot, determined graphically, when the vehicle is on a 150 m radius
curve, the play effects being evenly distributed and the axles centred on
the track: if "y" is the distance of the fictional pivot from the geometrie
centre of the bogie (at equal distance from the end axles), "p" will be
replaced by (p - y) and "p"' by (p' - y) in the formulae.

112 505-1
OR
list of abbreviations

FIAT Manufacturer of tilting trains

ORE/ERRI European Rail Research lnstitute

OSJD Organisation for Collaboration between Railways

q.s. Quasi-static

RIC Agreement governing the exchange and use of coaches in international

traffic

RIV Agreement governing the exchange and use of wagons between

Railway Undertakings

SNCF French Railways

TAL GO Manufacturer of tilting trains

TBV Tilting body vehicle

113 505-1
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Bibliography

1. UIC leaflets

lnternational Union of Railways(UIC)

UIC Leaflet 430-3: Freight wagons- Technica/ conditions for freight wagons capab/e of running on both
standard-gauge and Finnish broad gauge systems, 2nd edition of 1.7.95

U/C Leaflet 503: Continental wagons running in Great Britain - Generai conditions (Reference profile,
axle-load, etc.) for the acceptance, in international traffic with Great-Britain, of 2-ax/e and bogies wa-
gons registered with other U/C Rai/ways, 6th edition, November 2004

U/C Leaflet 505-4: Effects of the application of the kinematic gauges defined in the 505 series of U/C
Leaflets on the positioning of structures in relation to the tracks and of the tracks in relation to each
other, 3rd edition of 1.1.77 and 2 Amendments (4th under preparation)

U/C Leaflet 505-5: Basic conditions common to U/C Leaflets 505-1 to 505-4- Notes on the preparation
and provisions of these U/C Leaflets, 2nd edition of 1.1.77 and 4 Amendments

UIC Leaflet 506: Ru/es governing application of the enlarged GA, GB and GC gauges, 1st editi o n of
1.1.87 and 4 Amendments (2nd edition under preparation)

U/C Leaflet 507: Wagons- Conditions governing wagons conveyed on ferries, 1st edition of 1.7.89-
Reprint dated 1.7.97

UIC Leaflet 510-2: Trailing stock. Conditions concerning the use of wheels of various diameters with
running gear of different types, 4th edition, May 2004

U/C Leaflet 522: Technica/ conditions to be fu/fil/ed by the autornatic coupler of the U/C and OSJD
Mernber Railways, 4th edition of 1.1.90

U/C Leaflet 560: Doors, footboards, windows, steps, handles and handrails of coaches and /uggage
vans, 12th edition, March 2002

U/C Leaflet 567: Generai conditions for coaches, 2nd edition, November 2004

U/C Leaflet 569: Regu/ations to be observed in the construction of coaches and vans suitab/e for
conveyance by train ferry, 2nd edition of 1.7.79 and 2 amendments

UIC Leaflet 606-1: Consequences of the application of the kinematic gauges defined by UIC U/C
Leaflets in the 505 series on the design of the contaci lines, 1st edition of 1.1.87 and 1 Amendment

UIC Leaflet 608: Conditions to be complied with for the pantographs of tractive units used in interna-
tional services, 3rd edition, Aprii 2003

UIC Leaflet 822: Technica/ specification for the supply of he/ica/ compression springs, hot or co/d coi-
led for tractive and trailing stock, 5th edition, November 2003

114 505-1
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2. ERRI reports

European Rail Research lnstitute (ERRI)

DT 135 812. Generally applicab/e ca/culation methods for studying new wagon and bogie types (exists
only in French and German), 01.10.1995

3. Miscellaneous

lnternational Union of Railways (UIC)

RIV. Agreement governing the exchange and use of wagons between Railway Undertakings (RIV
2000), Corrigendum 2 of 1.11.02

R/C. Agreement governing the exchange and use of coaches in international traffic, Corrigendum 1 of
15.12.02

115 505-1
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Warning

No part of this publication may be copied, reproduced or distributed by any means whatsoever, includ-
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Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangernent
or reproduction by any method or procedure whatsoever. The sole exceptions - noting the author's
name and the source - are "analyses and brief quotations justified by the criticai, argurnentative, edu-
cational, scientific or informative nature of the publication into which they are incorporated".
(Articles L 122-4 and L 122-5 ofthe French lntellectual Property Code).
© lnternational Union of Railways (UIC)- Paris, 2006

Printed by the lnternational Union of Railways (UIC)

16, rue Jean Rey 75015 Paris- France, May 2006
Dépòt Légal May 2006

ISBN 2-7461-1035-0 (French version)

ISBN 2-7461-1036-9 (German version)
ISBN 2-7461-1037-7 (English version)

505-1
OR