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way Group Standard

Railway Group Standard GM/RT 2149 Issue One Date August 1994

Kinematic Gauging Requirements for Railway Vehicles

Synopsis This standard prescribes maximum permissible vehicle dimensions for traction and rolling stock and for on-track machines, to ensure that safe and adequate clearances are provided and maintained between vehicles and track infrastructure and between vehicles passing each other. This document is the property of Railtrack. It shall not be reproduced in whole or in part without the written permission of the Controller, Safety Standards. Published by Safety & Standards Directorate Railtrack Railway Technical Centre London Road Derby ©Copyright 1994 Railtrack

Withdrawn Document Uncontrolled When Printed

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sue Date August 1994

Standard 2149

for Railway VehiclesContents

Section Description Page

Part A Issue record 2 Responsibilities and distribution 2 Implementation 2 Disclaimer 2 Supply 2

Part B 1 Purpose 3 2 Scope 3 3 Definitions 3 4 General Requirements 5 5 Vehicle Swept Gauge 6 6 Vehicle Swept Envelope 7 7 Specific Requirements for Vehicle Equipment 8 8 Verification and Records 9 Appendices A CI Gauge for Passenger Vehicles 10 B CI Appendix A Gauge for Passenger Vehicles 11 C Locomotive Gauge 12 D W5 Gauge for Freight Vehicles 13 E Gauge Width Reduction Formulae for Curves 14 F W6/W6A Gauges for Freight Vehicles 16 G W6/W6A Exception Gauges for Containers 19 H W6A/SBI-C Gauge for Demountable Loads 21 I Swept Envelope for Shoegear 27 J Location of AWS Receiver 28 K Location of APC Receiver 29 L Location of Tripcock 30 References 31


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Part A

Issue record This Standard will be updated when necessary by distribution of a complete replacement.

Amended or additional parts of revised pages will be marked by a

vertical black line in the adjacent margin. Issue Date Comments 1 Aug 94 Original document (draft was numbered

GM/TT0268)

Responsibilities and This standard applies to Train Operators that operate or propose to distribution operate railway vehicles on Railtrack lines. Train Operators shall

ensure that the provisions of the standard are communicated to all associated organisations and persons with responsibilities for vehicles and kinematic gauging in the fields of technical specification, design, development, procurement, testing, maintenance and Engineering Change.

Implementation The provisions of this standard are mandatory. The standard shall

apply from 1 November 1994 to all new procurement contracts for new vehicles and to all new programmes involving Engineering Change to existing vehicles.

Disclaimer The Safety & Standards Directorate (S&SD) shall use its best

endeavours to ensure that the content, layout and text of its standards are accurate, complete and in line with current best practice insofar as is reasonably practicable. It makes no warranties, express or implied, that compliance with all or any of its standards shall be sufficient to ensure safe systems of work or operation. The S&SD will not be liable to pay compensation in respect to the content or subsequent use of its standards, except where it can be shown to have acted in bad faith or there has been wilful default.

Supply Controlled and uncontrolled copies of this standard must be obtained

from the TDCC Manager, Document Services, Railway Technical Centre, London Road, Derby, DE24 8UP.


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Part B

1 Purpose The purpose of this standard is to prescribe the maximum

dimensions of vehicles and component equipments to ensure that, when likely suspension movements are allowed for, the clearances between vehicles and infrastructure and between vehicles when passing each other are sufficient to avoid risk of collisions and will ensure operational safety on Railtrack lines.

2 Scope The requirements of this standard apply to traction and rolling stock

vehicles, and also to on-track machines. The requirements apply to all new vehicles. They also apply to existing vehicles which are subject to engineering change or are proposed for redeployment on routes for which permission to operate has not been received.

This standard does not cover the requirements for out-of-gauge

vehicles, such as independent snow-ploughs, for which special operating arrangements apply.

3 Definitions Balancing Speed The vehicle running speed on curved and canted track at which the

centrifugal force and gravitational force components acting parallel to the plane of the track exactly balance. It is the speed which equates to zero Cant Deficiency.

Cant Deficiency The difference between (i) the angle to which the track would have to

be canted on a curve to just counterbalance the centrifugal forces acting on a vehicle, and (ii) the actual cant angle of the track.

Cant Excess The extent by which the angle of cant on curved track exceeds that

just required to counterbalance the centrifugal forces acting on a vehicle. It equates to a negative value of Cant Deficiency.

Curve Overthrow The extent to which a transverse cross-section of a vehicle is

displaced inwards or outwards from the track centreline on a perfectly aligned curve.

Engineering Change Any alteration or modification to the design of a vehicle that affects

its technical performance, particularly where it influences vehicle dimensions and suspension performance.


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Equivalent Cant A measure of the total lateral acceleration field acting on a vehicle,

comprising the actual Cant Deficiency (or Cant Excess), the cross-level error in the track, and the dynamic lateral acceleration of the vehicle in response to track irregularities. It is the track cant angle which would produce the same total lateral acceleration field on the vehicle when stationary.

Infrastructure Manager The technical manager responsible for the provision, maintenance

and safety of track and associated infrastructure for a line of route. Kinematic Envelope The envelope described by the vehicle cross-sectional profile at

any position along a vehicle, together with all Kinematic Sway displacements and vertical suspension displacements at a particular track location.

Kinematic Gauging The process by which the Swept Envelope of a vehicle is used to

ensure that a vehicle can run safely along a section of track without coming unacceptably close to lineside structures or vehicles running on adjacent tracks.

Kinematic Sway The lateral and roll displacements of a vehicle body and its bogies

on their suspension systems in response to: (a) track layouts, discrete features and irregularities; (b) vehicle speeds and cant deficiencies; (c) wind forces; (d) suspension performance and condition, (including tolerances, wear, and likely failure modes); (e) track position tolerances and wear of rails. Kspeed Coefficient A dynamic factor relating the magnitude of lateral body accelerations

to track irregularities as a function of vehicle speed. On-track Machine A rail-mounted machine permitted by the Rule Book (BR 87109) to

be moved, either self-propelled or in train formation, outside a possession.

Pantograph Sway The Kinematic Sway of the pantograph, excluding track positional

tolerances and wear of rails. Reference Swept Envelope/Gauge A Swept Envelope/Gauge to which vehicles have been previously

built and are known to have acceptable clearances on one or more specified routes.

Standard Vehicle Gauge


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An outline drawing or specification of a notional vehicle, which prescribes maximum vehicle and loading dimensions, certain suspension

displacements, and certain Curve Overthrow limitations. Swept Envelope The combinations of Kinematic Envelopes and Curve Overthrows at

all cross-sections along a vehicle as the vehicle moves along the track. This represents the bounds of the volume that the vehicle can sweep through in traversing a particular section of track.

Swept Gauge The combinations of a Standard Vehicle Gauge and Curve

Overthrows at all cross-sections along a vehicle as the vehicle moves along the

track. This represents the bounds of the volume that the vehicle can sweep through in traversing a particular section of track.

Technically Competent Authority A person or organisation with recognised professional expertise and

experience in Kinematic Gauging. 4 General Requirements 4.1 Vehicles shall be designed and maintained so that they do not

infringe the minimum clearances required between vehicles and track infrastructure and between vehicles passing each other on adjacent

tracks. Required clearances shall be maintained under all normal track and

operating conditions on those routes where the vehicles are permitted to operate.

These requirements apply: (a) Over the full permissible range of operating speeds and cant

deficiencies at each site on the permitted routes of operation; (b) Over the appropriate range of track and rail configurations,

features and associated tolerances, as defined in references [1] and [2] and by the Infrastructure Manager(s) for the routes concerned;

(c) Over the range of normal wind speeds at each site on the

permitted routes of operation. 4.2 Vehicles shall meet the requirements of this standard over the

full range of variations in vehicle condition that are likely to be experienced. Account shall be taken of tolerances in vehicle dimensions, mass distributions and wheel loadings, suspension characteristics, normal variations in vehicle maintenance condition and wear, and any other relevant variables.

4.3 Vehicles shall be maintained so that the prescribed tolerances

for components, assemblies and systems that influence swept envelopes are sustained over the lives of the vehicles.


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4.4 Where vehicles can be operated separately or in multiple,

the vehicles shall meet the requirements of this standard both individually and when forming part of a train. Where vehicles must be joined together to form an operationally inseparable rake, the rake as a whole, and the rake as part of a train, shall meet the requirements of the standard.

4.5 A vehicle shall satisfy at least one of the following requirements

to be accepted for operation on a specified route. In each case, formal acceptance and clearance to operate must be obtained from the appropriate Infrastructure Manager.

(a) the swept gauge of the vehicle shall not be greater than that

prescribed in Section 5. (b) the swept envelope of the vehicle shall not be greater than that

prescribed in Section 6. (c) for vehicles which fail to meet the requirements of both (a) and

(b), special arrangements for kinematic gauging clearance shall be agreed and implemented.

It should be noted that compliance with (a) may result in vehicles that

are smaller than necessary. Compliance with (c) may require extensive investigations and costly modifications to the track infrastructure, and the imposition of additional operating restrictions.

5 Vehicle Swept Gauge 5.1 The swept gauge for a candidate vehicle shall be compared

with a Reference Swept Gauge to which vehicles have been previously built and are known to have acceptable clearances on the proposed route or routes of operation. The swept gauge for the candidate vehicle shall not infringe the Reference Swept Gauge.

The permitted Reference Swept Gauges are listed below. Vehicles

of any type may be built to any of the Reference Swept Gauges providing they fully comply with the requirements of the chosen Reference Swept Gauge.

(a) CI Gauge for Passenger Vehicles. Details shall be in accordance with reference [3]. An extract of the principal details is included in Appendix A. (b) CI Appendix A Gauge for Passenger Vehicles. Details shall be in accordance with reference [4]. An extract of the principal details is included in Appendix B.


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(c) Locomotive Gauge. Details shall be in accordance with reference [5]. An extract of the principal details is included in Appendix C. (d) W5, W6 and W6A Gauges for Freight Rolling Stock. Details shall be in accordance with references [6], [7] and [8]. Extracts of the principal details are included in Appendices D, F and G. (e) W6A/SBI-C Special Gauge for Demountable Loads. Details shall be in accordance with reference [9].

Extracts of the principal details are included in Appendix H.

5.2 In applying a comparison with a Reference Swept Gauge, it shall be ensured that the comparison is valid, particularly in terms of any novelty in the candidate vehicle's configuration, its operating speeds and cant deficiencies, and its suspension characteristics. The factors listed in Section 6.2 (a) to (h) shall be considered.

If there is doubt about the validity of the comparison, then clearance

to operate shall be sought in accordance with Section 4.5 (b) or (c). 6 Vehicle Swept 6.1 The swept envelope for a candidate vehicle on a specified route

shall Envelope be determined at all critical sites along the route. The envelope shall

be compared with a Reference Swept Envelope which has been determined by a similar calculation method and is known to provide acceptable clearances. The swept envelope for the candidate vehicle shall not infringe the Reference Swept Envelope.

6.2 Swept envelopes shall be determined by calculations, dynamic

simulations, experiments and tests as appropriate, taking into account the following factors.

(a) Quasi-static sway of the vehicle arising from steady-state

curving forces (cant deficiency and cant excess). (b) Dynamic sway of the vehicle in response to track irregularities. (c) Vehicle sway due to wind forces. (d) Static vertical displacements caused by payload variations,

wheel wear, and suspension stiffness tolerances, etc. (e) Dynamic vertical suspension displacements in response to track

irregularities. (f) Vertical and sway displacements associated with likely

suspension failure modes and other relevant factors. (g) Vehicle speed. (h) Vehicle overthrows on curves, laterally and vertically.


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(i) Track positional tolerances in alignment, top and cross-level, as indicated in Section 4.1 (b).

6.3 Kinematic envelope and swept envelope information shall be

presented to the Infrastructure Manager(s), as required. 7 Specific Requirements 7.1 Pantograph For Vehicle Equipment Pantograph sway displacements shall not exceed the following

values at a height of 4.3 m above rail level: (a) + 130 mm when running at all speeds up to the maximum

vehicle operating speed and at maximum cant deficiency in still air. (b) + 190mm when running at maximum vehicle operating speed

and at maximum cant deficiency with a maximum wind speed of 35 m/s

(126 km/h). Where contact wire heights are higher than 4.3 m above rail level,

the pantograph sway displacements shall not be increased by more than

+ 40mm for each metre increase in height above 4.3 m. 7.2 Shoegear Shoegear and associated equipment shall not infringe the limiting

swept envelope prescribed in Appendix 1, when subject to the following two sets

of conditions: Case A: Displacements Towards the Outside of a Curve:

(a) The curve overthrows resulting from a 160 m radius simple curve. (b) The kinematic displacements when operating at the speed

which produces maximum design cant deficiency with an installed track cant of 6°.

(c) Track positional tolerances. Case B: Displacements Towards the Inside of a Curve: (a) The curve overthrows resulting from a 160 m radius simple curve. (b) The kinematic displacements when operating at a speed of 5

km/h with an installed track cant of 6°. (c) Track positional tolerances.


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7.3 Obstacle Deflectors, Snowploughs & Lifeguards Obstacle deflectors, snowploughs and lifeguards shall comply

generally with the requirements of Sections 5 and 6, except where their essential function of clearing obstructions from the path of the leading wheelset necessitates infringements of reference swept gauges or reference swept envelopes. In which cases, clearance to operate shall be arranged under Section 4.5 (c).

7.4 Advanced Warning System (AWS) Receivers The profiles of AWS receivers shall be contained within the swept

envelope prescribed in Appendix J. 7.5 Automatic Power Control (APC) Receivers APC receivers, provided to interrupt and re-establish the supply of ac

current to pantographs before and after neutral sections, shall be contained within the swept envelope prescribed in Appendix K.

7.6 Tripcocks Tripcocks, provided to initiate an emergency brake application in the

event of train over-runs in sub-surface terminal stations, shall be contained within the swept envelope prescribed in Appendix L.

7.7 Other Equipments The permissible swept envelopes for other specific equipments not

listed in this Section and not covered by Sections 5 and 6, shall be agreed with the Infrastructure Manager(s) for the route(s) for which special clearance is required in accordance with Section 4.5 (c).

8 Verification & Records 8.1 Compliance with the requirements of this standard shall be

verified by calculations, by comparisons with other vehicles, by testing or by other appropriate means. The verification shall be commensurate with the level of complexity and innovation in the vehicle design.

8.2 Where a vehicle incorporates active elements, or is otherwise

novel in design, the method and values used to describe the swept envelope shall be endorsed by a Technically Competent Authority.

8.3 Auditable records shall be kept of drawings, calculations and

technical information used to evaluate and describe the swept envelope of a vehicle.


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Appendix A CI Gauge for Passenger Vehicles Application Notes for CI Gauge A.1 This gauge applies directly only to vehicles having the following dimensions:

(a) 19,354 mm over headstocks and 14,173 mm between bogie centres giving overthrows of 25 mm on a 1026 m radius curve at the vehicle centre and 25 mm on a 849 m radius curve at the vehicle ends.

(b) 17,373 mm over headstocks and 12,192 mm between bogie centres giving overthrows of 25 mm on a 784 m radius curve at the vehicle centre and 25 mm on a 724 m radius curve at the vehicle ends.

A.2 This gauge must not be exceeded nor the defined lengths and bogie centres varied without the authority of the Infrastructure Manager.

A3 Underclearances and heights below 1118 mm above Rail Level (R.L) are minima after full drop due to wear etc. has occurred. Heights above 1118 mm above R.L must not be increased to compensate for any drop.

A.4 The sloping doted profile is permitted only on bogie frames between wheelsets. A.5 Bolster movements and all mechanical lateral displacements in spring and axle assemblies at limits of

permissible wear must not exceed a width of 2386 mm between 280 mm and 940 mm above R.L. A.6 The above is an extract from Drawing CCE 891-61 Issue D. The actual drawing must be consulted for further

details.

THIS AREA IS FOR ALLROOF PROJECTIONS 3912 From Rail Level

3774 From Rail Level

This Hatched Portion is For DustDeflectors To Hinged Lavatory Vents.Static Vanes On Sliding VentilatorLights. Passenger CommunicationRods & Door Vents.

Destination Boards & Brackets2724 Wide at 3004 fromR.L. Reducing To 2667Wide At 3131 from Rail Level

2745 Wide Between 1473 &

2321 From Rail Level

This Hatched Portion is ForHandles & Bottom Hinges

2745 Wide OverTop Stepboard

2819 Over Handles & Bottom Hinges

Between 1473 And 2604 From Rail LevelOverthrow On Buffer FacesNot to exceed 25 On 1046 m radius

2386 SEE NOTE A.5

2210

2591

610

305102

355

686

1359

1651 (REF)

2083

140

114

RAIL

LEVEL

Maximum PermisibleContour For UndergearNot Subject ToOverthrow On Curve.

1137

See Note A.4

Note all dimensions in mm unless stated otherwise


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Appendix B CI Appendix A Gauge for Passenger Vehicles

Note: The above is an extract from Drawing C-A0-39. The actual drawing must be consulted for further details.

2724

2820

794

2566

587

27942744

2438 AT 915

2590

2286

2210

2083

RAIL LEVEL

152

229 28

0 305

1118

1220

1372

2590

3137

3340 37

47 3836 3912


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Appendix C

Locomotive Gauge

Application Notes for Locomotive Gauge

C.1 Underclearances are minima and

are to be maintained under all conditions of loading and wear with the locomotive stationary. C.2 The curve displacement values (broken lines) show the boundaries which must not be exceeded by a

locomotive when stationary. C.3 Optimum minimum negotiable curve is 70 m radius with or without gauge widening. C.4 Full line dimensions refer to the maximum building contour. Note that the full line represents the maximum widths to which a locomotive may be built on condition that any

overthrow on the contour, or on any part of the locomotive of lesser width, must not exceed the broken line when on a 200 m radius curve.

C.5 Broken line dimensions refer to the maximum overthrow contour. Note that the broken line represents the maximum permitted overthrow displacement on a 200 m curve.

Where full and broken lines are coincident, the building line must be reduced accordingly where overthrow occurs.

C.6 The sloping dotted profiles are permitted only on items which are not subject to overthrow on curves. C.7 The above is an extract from Drawing L-AO-1806. The actual drawing must be consulted for further details.

1300

1350

1650

2080

2210

2285

2410

2590

2640

2895

2945

2740

2440

2590

1590

305

455

2895

1740

3965

AR

L

3750

AR

L

2335

1475

1230

155

115

100

155

686

155

180

280

610

1065

3140

AR

L

3430

AR

L

RAILLEVEL

seenote C.6


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Appendix D W5 Gauge For Freight Vehicles Application Notes for W5 Gauge D.1 The gauge widths shown above incorporate allowances for lateral displacements of vehicle suspension systems,

together with permissible limits for wear. Actual vehicle widths must therefore be reduced accordingly.

D.2 Vehicle widths must satisfy gauge requirements for negotiating curves in accordance with the gauge width reduction formulae defined in Appendix E.

The following values shall be used for calculating gauge width reductions Ei and Eo: R = 200 m K = 0.075 m at body heights above 1.065 m ARL (Above Rail Level) K = 0.025 m at body heights below 1.065 m ARL. D.3 The under-clearances shown above are the minimum permissible. They must be maintained under all

conditions of vehicle loading and wear. D.4 The broken line profiles are permitted only on items which are not subject to overthrow on curves. D.5 The above is an extra from Drawing RE/RA/G/I. The actual drawing must be consulted for further details.

305 at 3965 A.R.L.

1590 at 3750 A.R.L.

2440 at 3430 A.R.L.

2740 between 1065 and 3140 A.R.L.

2640 between 280 and 1065 A.R.L.



1650 at 155 A.R.L.

1350 at 100 A.R.L.

1300 at 155 A.R.L.

RAIL LEVEL

See Note D.4

All Dimensions in mm


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Appendix E Gauge Width Reduction Formulae For Curves

E.1 In applying Freight Vehicle Standard Gauges, gauge widths shall be reduced in accordance with the formulae below. These width reductions are derived by consideration of the plan-view geometry of a vehicle on a simple curve, as shown in Figure E1 below.

E.2 Formula for Gauge Width Reductions Gauge width reductions Ei and Eo shall be calculated as follows: where Ei = Width reduction on each side of the Gauge at a vehicle

cross-section situated inboard between bogie centres, or between axle centres of a two-axled vehicle.

Eo = Width reduction on each side of the Gauge at a vehicle

cross-section situated outboard between bogie centres, or beyond axle centres of a two-axled vehicle.

A = Distance between bogie centres, or the wheelbase of a two-

axled vehicle. Ni = Distance from a vehicle inboard cross-section to the nearest

bogie centre, or to the nearest axle centre of a two-axled vehicle.

No = Distance from a vehicle outboard cross-section to the

nearest bogie centre, or to the nearest axle centre of a two-axled vehicle.

R = Curve radius for gauging assessment K = Curve Overthrow threshold at which gauge width reductions

are required. Notes: (1) The calculated gauge width reductions shall be applied to all

width coodinates of the gauge profile at the cross-section being considered.

E A.N N2R

K

E A.N N2R

K

ii i

oo o

2

2

=−

−

=+

−


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(2) Negative values of Ei and Eo indicate that gauge width

reductions are not necessary. (3) No increase in gauge widths are permissible even if lateral

displacements on curves are less than those allowed in E.2. (4) With K = 0, Ei and Eo equate to the Curve Overthrows

inboard and outboard of the bogie centres, or of the axle centres of a two-axled vehicle.

Figure E1 Diagram for Gauge Width Reduction Formulae

VEHICLE CL

A

Ni

No

R


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Appendix F W6/6A Gauges For Freight Vehicles

Application Notes for W6/6A Gauges F.1 The W6 Gauge permits encroachment into the shaded areas.

This encroachment is not permitted by the W6A Gauge, which applies to third-rail electrified routes. F.2 The broken line profiles are permitted only on items which are not subject to overthrow on curves.

305

15902440

26902820

27002075

1850

178816501360

3080

3300

3440

3750

3965

1000

280

135

100

75

See Note F.1See Note F.2

BELOW THE DOTTED LINE THE GAUGE IS KINEMATIC

ABOVE THE DOTTED LINE THE GAUGE IS STATIC

RAIL LEVEL


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F.3 Profile Above 1000 mm Above Rail Level (ARL) This part of the Gauge does not require allowances for vehicle lateral suspension movements. Vehicle profiles must, however, incorporate allowances for curve overthrows and downward vertical suspension displacements, as follows. F.3.1 Vehicle widths must satisfy gauge requirements for negotiating curves in accordance with the gauge width reduction formulae defined in Appendix E. The following values shall be used for calculating the gauge width reductions Ei and Eo: R = 200 m and K = 0.102 m These values do not require the gauge width at the centre of the vehicle to be reduced unless the distance between bogie centres exceeds 12.800 m. F.3.2 The gauge horizontal profile at 1000 mm ARL shall not be infringed under any condition of vehicle loading and wear. Vertical suspension travel shall be considered to be to solid or bumpstop condition. F.4 Profile Below 1000 mm ARL This part of the Gauge requires allowances for vehicle lateral suspension movements and wear, lateral curve overthrows, downward vertical suspension movements and wear, and vertical curve overthrows, as follows. F.4.1 Vehicle widths must satisfy gauge requirements taking into account the following lateral displacements: (a) full lateral suspension travel, (b) full lateral suspension wear limits, (c) Curve Overthrows as required by F.4.2. The following are not to be included: (d) vehicle roll movements, (e) axleguard deflections, (f) wheel flange to rail clearances, (g) wheel flange and rail wear. F.4.2 Curve overthrows Ei and Eo shall be calculated in accordance with Appendix E (see paragraph E.2, Note 4), using the following values: R = 360 m, 200 m and 160 m K = 0


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F.4.3 The maximum permissible width of a vehicle at any position along its length shall be determined as follows. The sum of (i) its maximum static width plus (ii) the lateral displacement values derived from F.4.1 (a), (b) and (c) shall not exceed any one of the maximum width values for the four cases prescribed below: Case Curve Radius (R) Maximum Width

(1) Straight 2700 mm (2) 360 m 2700 mm (3) 200 m 2820 mm (4) 160 m 2900 mm

Note: Case (1) above defines the requirement for components not subject to overthrow on curves, eg. axleboxes. F.4.4 Gauge vertical underclearances shall not be infringed under any condition of loading and wear. Vertical suspension travel shall be considered to be to solid or bumpstop condition. F.4.5 Under the loading and wear conditions of F.4.4, the vehicle shall not infringe the gauge underclearance planes at 75, 100 and 135 mm ARL when on a concave or convex vertical curve of 500 m radius. Vertical curve overthrows shall be calculated using the formulae for Ei and Eo in Appendix E (with K = 0; see paragraph E.2, Note 4). Note: The underclearances of the W6 Gauge are less than those applicable to RIV international wagons. This needs to be taken into account when designing vehicles for international traffic.


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Appendix G W6/W6A Exception Gauges for Containers G.1 Exception Gauge for 2591 mm (8 ft 6 in) High Containers

G.1.1 The dimensioned shaded areas shown above are exceptions to the W6/W6A Gauges to enable 2591 mm high containers to be accommodated on freight vehicles. All other dimensions must

comply with the W6/W6A Gauge as defined in Appendix F.

1345

12711264

976

295288

3618

3568

72

3300

224

152 170 1049

1219


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G.1.2 The upper exception applies to the body profile. This shall be subject to gauge width reductions in accordance with the requirements of Appendix F, Section F.3. G.1.3 The lower exception applies only to bogie areas subject to nil overthrow on curves. In determining the horizontal coordinates for the lower exception, due account shall be taken of all lateral suspension displacements in accordance with the requirements of Appendix F, paragraph F.4.1 (a) and (b). G.2 Exception Gauge for 2438 mm (8 ft 0 in) High Containers

G.2.1 The dimensioned shaded area shown above is the upper exception to the W6/W6A Gauges to enable 2438 mm high containers to be accommodated on freight vehicles. A lower exception also applies, which is the same as that for 2591 mm high containers and is shown and defined in Section G.1. All other dimensions must comply with the W6/W6A Gauge as defined in Appendix F. G.2.2 The upper exception applies to the body profile. This shall be subject to gauge width reductions in accordance with the requirements of Appendix F, Section F.3.

1240

1115125

9134

40 A

.R.L

.

3531

A.R

.L.


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Appendix H W6A/SB1-C Gauge for Demountable Loads H.1 General H.1.1 The SB1-C Gauge has been developed for the carriage of containerised loads (Load Units) over designated routes to and from the Channel Tunnel.

H.1.2 The SBI-C Gauge has two distinct parts, as illustrated above: (a) the SBI-C(i) Gauge applies to vehicle-mounted Load Units

situated inboard between bogie centres; (b) the SBI-C(o) Gauge applies to vehicle-mounted Load

Units situated outboard between a bogie centre and the adjacent end of the loadable platform.

Both parts of the Gauge must be complied with. H.1.3 The SBI-C Gauge is defined on the basis of a vehicle bogie centre distance of 13.500 m. No increase in gauge widths is permitted for vehicles having bogie centre distances of less than 13.500 m. Reductions in gauge widths, however, are necessary for vehicles having bogie centre distances of greater than 13.500 m. H.1.4 The vehicle body and its bogies must comply with the W6A Gauge for Freight Vehicles as defined in Appendix F.

OutboardInboardOutboard

SB1-C(o) Gauge SB1-C(i) Gauge SB1-C(o) Gauge


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H.2 SBI-C(i) Gauge Dimensions

H.3 SBI-C(i) Profile Above 1000 mm Above Rail Level (ARL) This part of the Gauge requires an allowance for some vehicle lateral suspension movements and wear. It also requires an allowance for

some lateral movement of Load Units on their locating devices. The profile must also incorporate allowances for curve overthrows and downward vertical suspension displacements. The requirements are as follows. H.3.1 Vehicle-mounted Load Units must satisfy gauge requirements taking into account all vehicle lateral suspension displacements (including full wear limits) in excess of + 13 mm. It is not permissible to allow Load Units to sweep out a greater envelope than the gauge permits if vehicle lateral suspension displacements are less than + 13 mm.

280

1356

25252625

2666

2796

3080

3300

3323

3695

3701

3715

3785

3965

See clause H.4

1000

780

For profile below 780 mm see Clause H.5

All dimensions in mm

RAIL LEVEL


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H.3.2 Vehicle-mounted Load Units must comply with the Gauge after taking into account any lateral movements allowed by the Load Unit locating devices in excess of + 6 mm. This standard allowance of + 6 mm is based on the BR Twistlock device, as defined by Specification ISO 3874 1988 Revision E. If, for example, UIC Spigots as defined by Specification ORE B113 RP 7 & 8 and Drawing UIC/ORE 100 M 2196 0015 are used, which permit lateral movements of +12.5mm, a width reduction of 6.5 mm would need to be applied to each side of the vehicle-mounted Load Units. H.3.3 Vehicle-mounted Load Units must satisfy gauge requirements for negotiating curves in accordance with the gauge width reduction formulae defined in Appendix E. The following values shall be used for calculating the inboard gauge width reductions Ei: R = 200 m and K = 0.114 m These values do not require the gauge width at the centre of the vehicle to be reduced unless the distance between bogie centres exceeds 13.500 m. H.3.4 The Gauge horizontal profile at 1000 mm ARL shall not be infringed under any condition of vehicle loading and wear. Vertical suspension travel shall be considered to be to solid or bumpstop condition. H.4 SBI-C(i) Profile Between 1000 mm and 780 mm ARL This part of the Gauge requires allowances for vehicle lateral suspension movements and wear, lateral curve overthrows, and downward vertical suspension movements and wear, as follows. H.4.1 Vehicle-mounted Load Units must satisfy gauge requirements taking into account the following lateral displacements: (a) full lateral suspension travel, (b) full lateral suspension wear limits, (c) Load Unit movements as required by H.3.2 (d) Curve Overthrows as required by H.4.2 The following are not to be included: (d) vehicle roll movements, (e) axleguard deflections, (f) wheel flange to rail clearances, (g) wheel flange and rail wear.


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H.4.2 Curve overthrows Ei shall be calculated in accordance with Appendix E (see paragraph E.2, Note 4), using the following values: R = 360 m, 200 m and 160 m K = 0 H.4.3 The envelopes swept out by a vehicle-mounted Load Unit shall not exceed any one of the three maximum width values prescribed below.

Case Curve Radius (R) Maximum Width (1) 360 m 2810 mm (2) 200m 2912 mm (3 160 m 2970 mm

The swept envelopes shall be determined by summing (i) the maximum static width of the Load Unit and (ii) the lateral displacement values derived from H.4.1 (a), (b), (c) and (d). H.4.4 No part of a Load Unit shall project below 780 mm ARL under any condition of vehicle loading and wear, except where this can be shown to comply with W6A Gauge (Appendix F). Vertical suspension travel shall be considered to be to solid or bumpstop condition. H.5 SBI-C(i) Profile Below 780 mm ARL H.5.1 This part of the Gauge requires full compliance with the W6A Gauge, as prescribed in Appendix F, Section F.4. Additionally, the excess lateral movements of Load Units on their locating devices must be compensated for in accordance with H.3.2.


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H.6 SBI-C(o) Gauge Dimensions

H.7 SBI-C(o) Profile Above 1000 mm Above Rail Level (ARL) H.7.1 This part of the Gauge shall include the same allowances for lateral and vertical suspension movements as those for the SBI-C(i) Gauge, as follows: (a) Allowance for vehicle lateral suspension displacements as in H.3.1. (b) Allowance for lateral movements of Load Unit locating

devices as in H.3.2. (c) Allowance for vehicle vertical suspension travel as in H.3.4.

280

26252666

2525

2796

3080

3300

3323

3695

3701

3715

3785

3965

1000

RAIL LEVEL

See clause H.8

1356


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H.7.2 Vehicle-mounted Load Units must satisfy gauge requirements for negotiating curves in accordance with the gauge width reduction formulae defined in Appendix E. The following values shall be used for calculating the outboard gauge width reductions Eo: R = 200 m and K = 0.114 These values do not require the gauge width for an outboard vehicle-mounted Load Unit to be reduced unless the overhang from a bogie centre is greater than 2.798 m, for a bogie centre distance of 13.500 m. H.8 SBI-C(o) Profile Below 1000 mm ARL H.8.1 This part of the Gauge requires full compliance with the W6A Gauge, as prescribed in Appendix F, Section F.4. Additionally, the excess lateral movements of Load Units on their locating devices must be compensated for in accordance with H.3.2.


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Appendix 1 Swept Envelope for Shoegear

All Dimensions in mm

Available AreaFor Shoegear

RAIL LEVEL

280

180

50

105

130

1287

1202

1032

922

849

CL

TRACK


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Appendix J Location of AWS Receiver

Note: The minimum height shall be maintained after allowing for suspension movements and wheel wear.

CL

Track

140

118

98

receiver

Additional vehicle swept gaugefor accommodation of AWSreceiver

133 minimum height

Rail Level


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Appendix K

Location of APC Receiver

Vehicle Swept gauge

receiver

Minimum = 178

1263 to CL

1222 to CL

static, under allconditions of wheelwear suspensionsettlement etc.

118

Additional vehicle sweptgauge for accomodation

of APC receiver

inductor

1175 to CL

running rail


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Appendix L Location of Tripcock

Note: Dimensions marked * shall be maintained for all conditions

of wheel wear.

1252

1233

1157

1002

962 194

38* 50

* 152

*

918

TrackCentre

Line

Rail Level

238


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References

[1] GC/EH0003 Design of Railway Curves. (Note that until reference [1] is issued, reference should be made

to BR 12800, Railway Curves, Civ.Eng.Handbook No.3, Jan 1973). [2] GC/EH0005 Track Maintenance Handbook. [3] CCE 891-61 C1 Gauge Drawing, CCE Dept. 1 Feb 1961. [4] C-A1-39 C1 Appendix A Gauge Drawing, CM&EE Dept. 8 Apr 1974. [5] L-AI-1806 Locomotive Gauge Drawing, CM&EE Dept. 12 Mar 1970. [6] RE/RA/G/1 W5 Freight Wagon Gauge Drawing, BRB, Sep 1967. [7] PO/CL 518 W6 Freight Wagon Gauge Drawing, DM&EE Dept. Nov 1988. [8] PO/CL 527 W6A Freight Wagon Gauge, DM&EE Dept. 20 Sep 1990. [9] PO/CL 548 SBI-C Special Load Gauge for De-mountable Loads on Routes

to/from Channel Tunnel, T&RS (RFD), Oct 93.

Related Documents

GC/RT5204 Gauging and Clearances GM/RC2507 Commentary on Kinematic Gauging Requirements for Railway

Vehicles. TDT/105/4 Kinematic Envelope - Coaching Stock, M&EE Testing Specification, Mar 1989. TDT/105/1 Kinematic Envelope - Locomotives, M&EE Testing Specification, Mar 1989. MT/235 Requirements & Recommendations for Design of Wagons, DM&EE

Dept, Mar 1989. B2-C0-8700472 Limiting Swept Envelope, D&EE Drg, 2 May 1990. ISBN 0 115504435 Railway Construction & Operating Requirements, Structural ('Blue Book') & Electrical Clearances, HMSO 1977. LR-AER-021 Effects of Cross-Winds on Pantograph Sway, BR Research, Nov 1991. GM/TT0098 Existing Electrification Necessary for Interworking of

T&RS on 125 mile/h Lines


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