prEN 15273-3

Railway applications - Gauges - Part 3: Infrastructure gauge

This standard:
— defines the various profiles needed to install, verify and maintain the various infrastructures near the infrastructure gauge;
— lists the various phenomena to be taken into account to determine the infrastructure gauge;
— defines a methodology that may be used to calculate the various profiles from these phenomena;
— lists the rules to determine the distance between the track centres;
— lists the rules to be complied with when building the platforms;
— lists the rules to determine the pantograph gauge;
— lists the Formulae needed to calculate the infrastructure gauge.
and is applicable for various track gauges.
This standard defines the gauge as an agreement between infrastructure and rolling stock, and defines the responsibilities of the following parties:
a) for the infrastructure:
1) gauge clearance;
2) maintenance;
3) infrastructure monitoring.
b) for the rolling stock:
1) compliance of the operating rolling stock with the gauge concerned;
2) maintenance of this compliance over time.
For a given defined gauge, the application of the rules contain in this part 3, associated with useful elements contained in EN 15273-4, makes it possible to determine the minimum dimensions of an infrastructure. Therefore, this infrastructure is compatible with vehicle gauge having the same designation, and obtained according to rules defined in EN 15273-2.
Other networks such as urban and suburban may apply the gauging rules defined in this standard but are outside of its scope.
For absolute and comparative gauging, the application of the rules contained within EN 15273-3, combined with vehicle data defined in EN 15273-2 in accordance with EN 15273-1 make it possible to determine the dimensions of infrastructure.
NOTE The rules given in this standard are not applicable to the gauges “S” and “T” referred to in clause 4.2.3.1. (7) & (8) for track gauge 1520 mm of the merged TSI Loc and Pass ( Commission Regulation N° 1302/2014 of 18 November 2014).

Bahnanwendungen - Begrenzungslinien - Teil 3: Infrastrukturbegrenzungslinien

Dieses Dokument:
— legt verschiedene Profile fest, die für die Anordnung, Überprüfung und Instandhaltung lichtraumnaher baulicher Anlagen erforderlich sind;
— legt verschiedene Wirkungsgrößen fest, die bei der Festlegung des jeweiligen Lichtraums zu berücksichtigen sind;
— legt eine Methode fest, mit der — ausgehend von den oben genannten Einflüssen — die verschiedenen Lichtraumprofile berechnet werden können;
— legt die Regeln für die Festlegung des Gleismittenabstands fest;
— legt die Regeln fest, die bei der Anordnung der Bahnsteige zu beachten sind;
— legt die Regeln für die Bestimmung der Begrenzungslinie für Stromabnehmer fest;
— stellt die Gleichungen auf, die für die Berechnung der Lichträume erforderlich sind;
und ist bei unterschiedlichen Spurweiten anwendbar.
In diesem Dokument wird die Begrenzungslinie als Vereinbarung zwischen Infrastruktur- und Fahrzeugbetreibern dargestellt. Außerdem werden die Zuständigkeiten der folgenden beteiligten Gruppen festgelegt:
a) Seitens der Infrastrukturbetreiber:
1) Spiel der Begrenzungslinie;
2) Instandhaltung;
3) Überwachung der Infrastruktur.
b) Seitens des Fahrzeugbaus:
1) die Konformität der eingesetzten Fahrzeuge mit der entsprechenden Begrenzungslinie;
2) der dauerhafte Erhalt der Konformität des Lichtraums.
Bei einer bestimmten vorgegebenen Begrenzungslinie ermöglicht die Anwendung der Regeln im vorliegenden Teil 3 zusammen mit den hilfreichen Elementen in prEN 15273-4 die Bestimmung des Mindestmaßes der Infrastruktur. Daher stimmt diese Infrastruktur mit den Begrenzungslinien der Fahrzeuge überein, die die gleiche Bezeichnung haben und nach den Regeln aus prEN 15273-2 beschafft
werden.
Andere Bahnsysteme, wie Stadt- oder Vorortbahnen, können die in dieser Norm aufgeführten Regeln für Begrenzungslinien ebenfalls anwenden, zählen aber nicht zum Anwendungsbereich dieser Norm.
Bei der absoluten und der vergleichenden Rechenmethode ermöglicht die Anwendung der in prEN 15273-3
enthaltenen Regeln in Verbindung mit den Fahrzeugdaten aus prEN 15273-2 in Übereinstimmung mit EN 15273-1 die Bestimmung der Infrastrukturmaßen.
ANMERKUNG Die Regeln, die in dieser Norm angegeben werden, gelten nicht für die Spurweiten „S“ und „T“, auf die in 4.2.3.1 (7) und (8) für die Spurweite 1 520 mm der zusammengeführten TSI LOC & PAS (Richtlinie der Kommission Nr. 1302/2014 vom 18. November 2014) Bezug genommen wird.

Applications ferroviaires - Gabarits - Partie 3 : Gabarit de l'infrastructure

Le présent document :
— définit les différents profils, nécessaires pour l'implantation, la vérification et l'entretien des différentes infrastructures proches du gabarit d'infrastructure en vigueur ;
— donne les différents phénomènes à considérer pour déterminer le gabarit d'infrastructure en vigueur ;
— définit une méthodologie qui peut être utilisée pour calculer les différents contours, à partir de ces phénomènes ;
— donne les règles pour déterminer l'entraxe ;
— donne les règles à respecter lors de l'implantation des quais ;
— donne les règles pour déterminer le gabarit du pantographe ;
— donne les formules nécessaires pour calculer le gabarit de l’infrastructure ;
et est applicable aux différents écartements de voie.
Le présent document définit le gabarit comme une convention entre l'infrastructure et le matériel roulant, et établit les responsabilités des parties suivantes :
a) côté Infrastructure :
1) le dégagement du gabarit ;
2) la maintenance ;
3) la surveillance des infrastructures.
b) côté Matériel Roulant :
1) la conformité du matériel roulant exploité avec le gabarit concerné ;
2) le maintien de la conformité du gabarit dans le temps.
Pour un gabarit défini donné, l'application des règles de la présente Partie 3, associées aux éléments utiles du prEN 15273-4, permet de déterminer les distances minimales d'une infrastructure. Par conséquent, cette infrastructure est compatible avec le gabarit de véhicule de même désignation et obtenue selon les règles définies dans le prEN 15273-2.
D’autres réseaux, urbains ou péri-urbains par exemple, peuvent appliquer les règles définies dans cette norme, mais sont en dehors de son domaine d’application.
Pour les méthodes absolue et comparative, l'application des règles du prEN 15273-3, combinées aux données de véhicule du prEN 15273-2 conformément au prEN 15273-1, permet de déterminer les dimensions de l'infrastructure.
NOTE les règles données dans cette norme ne s’appliquent pas aux gabarits “S” et “T” mentionnés aux points (7) & (8) du paragraphe 4.2.3.1 de la STI Loc & Pass (Règlement UE N° 1302/2014 de la de la commission du 18 Novembre 2014) pour l’écartement de voie de 1 520 mm.

Železniške naprave - Profili - 3. del: Infrastrukturni profil

General Information

• Status: Not Published
• ICS: 45.020 - Railway engineering in general
• ICS: 45.060.01 - Railway rolling stock in general
• Technical Committee: CEN/TC 256 - Railway applications
• Drafting Committee: CEN/TC 256/WG 32 - Vehicle gauge
• Current Stage: 4098 - Decision to abandon - Enquiry
• Completion Date: 14-Feb-2020
• Directive: 2008/57/EC - Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (Recast)
• Directive: 2016/797/EU - Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (Text with EEA relevance)
• Mandate: M/483 - Mandate for programming and standardisation addressed to the European standardisation bodies under directive 2008/57/EC in the field of the interoperability of the rail system within the European Union
• Ref Project: oSIST prEN 15273-3:2019 - Railway applications - Gauges - Part 3: Infrastructure gauge

Overview

prEN 15273-3: Railway Applications - Infrastructure Gauge is a key European standard developed by CEN that outlines the specifications and methodologies related to railway infrastructure gauges. This standard plays a crucial role in defining the spatial clearance profiles required for the safe installation, verification, and maintenance of railway infrastructure elements adjacent to tracks. It complements other parts of the EN 15273 series, especially focusing on infrastructure gauges in relation to rolling stock.

The standard establishes clear agreements between infrastructure managers and rolling stock operators, detailing responsibilities for gauge clearance, infrastructure monitoring, and compliance verification. It applies to various track gauges and defines necessary parameters such as track center distances, platform construction rules, and pantograph gauge dimensions.

Key Topics

• Infrastructure Gauge Profiles
  Comprehensive definitions of gauge profiles essential for ensuring safe passage of rolling stock near infrastructure elements.

• Phenomena Affecting Gauge Determination
  Identification and consideration of physical and dynamic factors influencing infrastructure gauge dimensions.

• Calculation Methodology
  A robust methodology to calculate gauge profiles from contributing phenomena, supported by formulae for precision.

• Track Centre Distance Rules
  Guidelines to determine the minimum distance between parallel tracks considering safety and operational efficiency.

• Platform Construction Standards
  Rules and recommendations for building platforms that comply with gauge requirements to guarantee safe boarding and alighting.

• Pantograph Gauge Definitions
  Specifications for mechanical and electrical pantograph gauges to ensure safe interaction with overhead contact lines.

• Maintenance and Verification
  Procedures for ongoing monitoring, maintenance, and verification of infrastructure gauge compliance to maintain safety over time.

• Types of Gauging Methods

  • Kinematic Gauging - considering dynamic movements of vehicles.
  • Dynamic Gauging - accounting for real-time operational conditions.
  • Static Gauging - based on fixed measurements and tolerances.

• Applicability to Different Network Types
  While focused on mainline railways, some urban and suburban networks may use these gauge guidelines, although outside this standard’s direct scope.

Applications

prEN 15273-3 facilitates the design, verification, and maintenance of railway infrastructure to ensure compatibility with rolling stock gauge profiles. Practical applications include:

• Railway Infrastructure Design
  Ensuring new or upgraded infrastructure meets required gauge profiles compatible with intended rolling stock.

• Safety Assurance
  Preventing collisions or interference between trains and infrastructure elements by maintaining defined clearance envelopes.

• Compatibility Assessment
  Using absolute and comparative gauging techniques to verify infrastructure-rolling stock interoperability.

• Maintenance Planning
  Providing guidelines for infrastructure managers to monitor and maintain clearances as track and structural conditions evolve.

• Platform and Station Construction
  Assisting engineers in designing platforms that align with gauge requirements, enhancing passenger safety and convenience.

• Pantograph and Overhead Line Coordination
  Ensuring electrical overhead systems are installed with proper clearance to allow safe pantograph operation.

• Track Layout Optimization
  Determining distance between track centers and layout transition parameters to optimize track space utilization while maintaining safety.

Related Standards

prEN 15273-3 works in conjunction with the broader EN 15273 series for comprehensive gauging management:

• EN 15273-1 - General principles of gauging in railway applications.
• EN 15273-2 - Vehicle gauge definitions specifying rolling stock clearance profiles.
• EN 15273-4 - Additional useful elements for infrastructure gauge determination.

Additionally, the standard aligns with Commission Regulation No 1302/2014 concerning merged Technical Specifications for Interoperability (TSI) but excludes certain gauges (e.g., “S” and “T” for track gauge 1520 mm) referenced in those regulations.

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By adhering to prEN 15273-3, infrastructure managers and railway operators can enhance interoperability, safety, and operational efficiency in railway networks across Europe and beyond. This standard represents an essential reference for all stakeholders involved in railway infrastructure design, maintenance, and compatibility assessment.

Standards Content (Sample)

SLOVENSKI STANDARD
01-februar-2019
Železniške naprave - Profili - 3. del: Infrastrukturni profil
Railway applications - Gauges - Part 3: Infrastructure gauge
Bahnanwendungen - Begrenzungslinien - Teil 3: Infrastrukturbegrenzungslinien
Applications ferroviaires - Gabarits - Partie 3 : Gabarit de l'infrastructure
Ta slovenski standard je istoveten z: prEN 15273-3
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

DRAFT
EUROPEAN STANDARD
NORME EUROPÉENNE
EUROPÄISCHE NORM
November 2018
ICS 45.020; 45.060.01 Will supersede EN 15273-3:2013+A1:2016
English Version
Railway applications - Gauges - Part 3: Infrastructure
gauge
Bahnanwendungen - Begrenzungslinien - Teil 3:
Infrastruktur
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee
CEN/TC 256.
If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations
which stipulate the conditions for giving this European Standard the status of a national standard without any alteration.

This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other
language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC
Management Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland,
Turkey and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are
aware and to provide supporting documentation.

Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without
notice and shall not be referred to as a European Standard.

EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2018 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 15273-3:2018 E
worldwide for CEN national Members.

Contents Page
European foreword . 5
Introduction . 6
1 Scope . 7
2 Normative references . 8
3 Terms and definitions . 8
4 Symbols and abbreviations . 8
5 Defined gauging . 8
5.1 General . 8
5.1.1 Introduction . 8
5.1.2 Gauging methods . 8
5.1.3 Infrastructure gauge types . 9
5.1.4 Uniform gauge . 9
5.1.5 Choice of gauge . 9
5.1.6 Taking account of allowances . 10
5.2 General information on all the gauging methods . 11
5.2.1 The reference profile and its associated rules . 11
5.2.2 Lateral widening . 11
5.2.3 Vertical adjustment . 13
5.2.4 Additional allowances . 19
5.3 Kinematic gauging method . 19
5.3.1 General . 19
5.3.2 Infrastructure gauge . 19
5.4 Dynamic gauging method . 24
5.4.1 General . 24
5.4.2 Infrastructure gauge . 24
5.5 Static gauging method . 27
5.5.1 General . 27
5.5.2 Infrastructure gauge . 27
5.6 Distance between track centres . 30
5.6.1 Introduction . 30
5.6.2 Parameters to take into account when determining the distance between track
centres . 31
5.6.3 Determination of the distance between track centres . 33
5.7 Elements of variable layout . 37
5.7.1 Introduction . 37
5.7.2 Layout transition . 39
5.7.3 Running on switches and crossings . 43
5.8 Determination of the free passage gauge of the pantograph . 46
5.8.1 General . 46
5.8.2 Mechanical infrastructure pantograph gauge for the kinematic gauging method . 48
5.8.3 Electrical infrastructure pantograph gauge for the kinematic gauging method . 52
5.8.4 Mechanical pantograph gauge for the dynamic gauging method . 54
5.8.5 Electrical pantograph gauge for the dynamic gauging method . 54
5.9 Overhead contact line . 55
5.10 Items of intended close proximity . 55
5.10.1 Rules for installation of platform edges . 55
5.10.2 Track accessories . 61
5.11 Guide for determination of a new gauge from an existing infrastructure . 62
5.12 Tilting trains . 62
5.13 Ferries . 62
5.14 Verification and maintenance of the gauge . 62
5.14.1 Infrastructure gauges . 62
5.14.2 Distance between track centres . 63
6 Absolute and comparative gauging . 63
6.1 Absolute gauging . 63
6.1.1 General . 63
6.1.2 Infrastructure data requirements . 64
6.1.3 Infrastructure tolerances . 66
6.1.4 Infrastructure calculations . 68
6.1.5 Application rules . 70
6.2 Comparative gauging . 72
6.3 Absolute gauges . 72
6.4 Compatibility information . 72
6.5 Items of intended close proximity . 73
6.5.1 General . 73
6.5.2 Control, command and signalling equipment . 74
6.5.3 Active check rails . 74
6.5.4 Planking of level crossings . 74
6.5.5 Conductor rails . 74
6.5.6 Track brakes . 74
6.6 Platforms . 75
6.7 Pantograph Gauging . 75
6.7.1 General . 75
6.7.2 Pantograph gauges . 76
6.7.3 Benchmark pantograph sway values . 76
6.7.4 Pantograph gauging using pantograph swept envelopes . 76
6.8 Switch and crossings . 76
6.9 Tilting trains . 76
6.10 Infrastructure measurement. 77
6.10.1 Measurement data . 77
6.10.2 Survey equipment . 77
6.10.3 Measurement accuracy . 77
6.10.4 Survey quality . 78
6.11 Gauging management principles . 78
6.12 Fixed installations mounted in proximity of the tracks . 79
6.13 Temporary structures . 80
Annex A (informative) Recommended values for calculation of the allowances in defined
and absolute gauging . 81
Annex B (normative) Defined gauging – lower parts . 84
B.1 General . 84
B.2 Lower part of GI2- generally applicable . 84
B.3 Lower part of GI1 – Tracks for rail brake equipment . 85
B.3.1 General . 85
B.3.2 Vertical lowering . 87
B.4 Lower parts for “rolling” roads – GI3 . 88
Annex C (normative) Determination of reference vehicle characteristics . 90
C.1 Introduction . 90
C.2 Methodology . 90
C.3 Calculation example . 91
C.3.1 Introduction . 91
C.3.2 Vehicle no. 1 (on the inside of the curve) . 91
C.3.3 Vehicle no. 2 (on the outside of the curve). 91
C.3.4 Vehicle no. 3 (on the inside of the curve) . 92
C.3.5 Vehicle no. 4 (on the outside of the curve). 92
C.3.6 Summary . 92
C.3.7 International gauge reference vehicles . 92
Annex D (informative) Gauge maintenance guideline for defined gauging . 96
D.1 Introduction . 96
D.2 Choice of gauge . 96
D.3 Installation rules . 96
D.3.1 Guidelines for installation of equipment along the track . 96
D.3.2 Guidelines for the installation of tracks alongside structures . 97
D.3.3 Guidelines for the installation of temporary structures . 97
D.4 Managing and checking of structures . 97
D.4.1 Management principles . 97
D.4.2 Management of critical situations . 97
D.4.3 Practical aspects for measuring the structures . 98
D.5 Effect of track maintenance . 98
D.6 Personnel training . 98
Annex E (informative) Calculation example for determination of the gauge in a turnout . 99
E.1 Introduction . 99
E.2 Methodology . 100
E.3 Gauge widening . 101
E.3.1 Widening of the gauge in the main line . 101
E.3.2 Widening of the gauge in the turnout route . 101
E.4 The quasi-static effect. 102
E.5 Gauge width at a turnout . 103
Annex F (informative) Tilting trains . 106
F.1 General . 106
F.2 Transition curve . 107
F.3 Degraded modes . 107
Annex G (informative) Uniform gauge . 108
G.1 General . 108
G.2 GU1 . 108
G.2.1 General . 108
G.2.2 Determination of the gauge . 108
G.2.3 Equivalent kinematic gauge . 110
G.3 GU2 . 110
G.3.1 General . 110
G.3.2 Determination of the gauge . 111
G.4 GUC . 112
G.4.1 General . 112
G.4.2 Determination of the gauge . 113
Annex ZA (informative) Relationship between this European Standard and the essential
requirements of Directive 2008/57/EC aimed to be covered . 115
Bibliography . 118
European foreword
This document (prEN 15273-3:2018) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document will supersede EN 15273-3:2013.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive 2008/57/EC.
For relationship with EU Directive 2008/57/EC, see informative Annex ZA, which is an integral part of
this document.
This European standard is one of the series prEN 15273, Railway applications — Gauges as listed below:
— prEN 15273-1: Generic explanations and methods of gauging gives the general explanations of
gauging and defines the sharing of the space between rolling stock and infrastructure;
— prEN 15273-2: Rolling stock gives the rules for dimensioning vehicles;
— prEN 15273-3: Infrastructure gives the rules for positioning the infrastructure;
— prEN 15273-4: Catalogue of gauges and associated rules includes a non-exhaustive list of reference
profiles and parameters to be used by infrastructure and rolling stock;
— prCEN/TR 15273-5: Background, explanation and worked examples.
Introduction
The aim of this standard is to define the rules for the calculation and verification of the dimensions of
rolling stock and infrastructure from a gauging perspective.
This standard describes gauging processes taking into account the relative movements between rolling
stock and infrastructure as well as the necessary margins or clearances.
This part of the series EN 15273 covers rolling stock gauges and is used in conjunction with the following
parts:
— Part 1: Generic explanations and methods of gauging;
— Part 2: Rolling stock;
— Part 4: Catalogue of gauges and associated rules;
— Part 5: Background, explanation and worked examples.
1 Scope
This document:
— defines the various profiles needed to install, verify and maintain the various infrastructures near
the infrastructure gauge,
— lists the various phenomena to be taken into account to determine the infrastructure gauge,
— defines a methodology that may be used to calculate the various profiles from these phenomena,
— lists the rules to determine the distance between the track centres,
— lists the rules to be complied with when building the platforms,
— lists the rules to determine the pantograph gauge,
— lists the formulae needed to calculate the infrastructure gauge,
and is applicable for various track gauges.
This document defines the gauge as an agreement between infrastructure and rolling stock, and defines
the responsibilities of the following parties:
a) for the infrastructure:
1) gauge clearance;
2) maintenance;
3) infrastructure monitoring.
b) for the rolling stock:
1) compliance of the operating rolling stock with the gauge concerned;
2) maintenance of this compliance over time.
For a given defined gauge, the application of the rules contain in this part 3, associated with useful
elements contained in prEN 15273-4, makes it possible to determine the minimum dimensions of an
infrastructure. Therefore, this infrastructure is compatible with vehicle gauge having the same
designation, and obtained according to rules defined in prEN 15273-2.
Other networks such as urban and suburban may apply the gauging rules defined in this standard but are
outside of its scope.
For absolute and comparative gauging, the application of the rules contained within prEN 15273-3,
combined with vehicle data defined in prEN 15273-2 in accordance with make it possible to determine
the dimensions of infrastructure.
NOTE The rules given in this standard are not applicable to the gauges “S” and “T” referred to in 4.2.3.1.
(7) & (8) for track gauge 1 520 mm of the merged TSI Loc and Pass (Commission Regulation N° 1302/2014 of
18 November 2014).
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 13232 (series), Railway applications — Track — Switches and crossings
prEN 15273-1:2018, Railway applications - Gauges - Part 1: General - Common rules for infrastructure and
rolling stock
prEN 15273-2:2018, Railway Applications - Gauges - Part 2: Rolling stock
prEN 15273-4:2018, Railway Applications - Gauges - Part 4: Catalogue of gauges and associated rules
prCEN/TR 15273-5, Railway applications - Gauges - Part 5: Background, explanation and worked examples
EN 50119, Railway applications - Fixed installations - Electric traction overhead contact lines
EN 50367, Railway applications - Current collection systems - Technical criteria for the interaction between
pantograph and overhead line (to achieve free access)
3 Terms and definitions
For the purposes of this document, the terms and definitions given in prEN 15273-1 apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at http://www.iso.org/obp
4 Symbols and abbreviations
For the purposes of this document, the symbols and abbreviations given prEN 15273-1 apply.
5 Defined gauging
5.1 General
5.1.1 Introduction
For defined gauging, the infrastructure is defined on the basis of a reference profile and its associated
rules (see prEN 15273-1, prEN 15273-4 and 5.2.1) that form an agreement between the infrastructure
and the rolling stock and are therefore inseparable.
This agreement dictates how the various possible displacement of a vehicle on the track are distributed
and taken into account.
5.1.2 Gauging methods
There are various calculation methods; more details are given in prEN 15273-1. It is essential to specify
the method used:
— the kinematic method;
— the dynamic method;
— the static method.
5.1.3 Infrastructure gauge types
For each reference profile, listed in prEN 15273-4, there are different infrastructure gauge types
depending on the required application:
— the infrastructure verification limit gauge only takes into account widening and mandatory
allowances that allow safety of operations during control with parameters measured on site;
— the infrastructure installation limit gauge takes into account the infrastructure verification limit
gauge and all the displacements and wear that may occur between two maintenance periods by
means of an infrastructure maintenance allowance. Fitting this gauge means that clearance is
maintained between the various maintenance and checking operations;
— the infrastructure installation nominal gauge, takes into account the infrastructure installation limit
gauge and additional infrastructure allowances. This gauge means that clearance is maintained in
practically all conditions and allows more possible uses.
5.1.4 Uniform gauge
When the infrastructure manager has sufficient space available, he can define a non-variable gauge with
a design that permits easier management for the infrastructure managers and may allow the passage of
exceptional consignments. This gauge, which generally incorporates additional allowances, is a nominal
type infrastructure gauge called a uniform gauge.
Uniform gauges are often used in Europe by several networks. Their application rules may differ
according to the networks.
This approach creates an additional allowance compared to the infrastructure installation nominal gauge
used and is only possible if adequate space is available on site.
The infrastructure manager shall always check the conditions on which this gauge is based and shall
always return to the infrastructure installation nominal gauge when these conditions are not met any
longer.
It is necessary, therefore, not to forget the choice of gauge used and the conditions it has been based on.
The passage of exceptional consignments shall be agreed with the infrastructure manager.
5.1.5 Choice of gauge
5.1.5.1 Introduction
The gauge choice is up to the infrastructure managers. For this, the infrastructure manager may need to
consider
— the technical specifications for interoperability in force,
— the bilateral or multilateral agreements,
— international technical specifications in force,
— the space available on the lines concerned,
— the specific restrictions imposed by the infrastructure.
The infrastructure manager is responsible for the maintenance of the chosen gauge over time.
The calculation method is strongly linked to the gauge choice.
5.1.5.2 Infrastructure gauge type choice
When constructing new lines, the infrastructure installation nominal gauge should be applied. In
exceptional circumstances it is permitted for the infrastructure manager to apply the infrastructure
installation limit gauge.
For all other new installations on existing lines, renewal, upgrading, etc., it is recommended to apply the
infrastructure installation nominal gauge. It is permissible for the infrastructure manager to apply the
infrastructure installation limit gauge.
NOTE 1 The aim will always be to clear the infrastructure installation nominal gauge.
An infrastructure verification limit gauge may need to be defined when the infrastructure manager wants
to verify the free running of vehicles on a track in a degraded situation.
NOTE 2 Once selected a particular type of infrastructure gauge for the line or section of a line, it does not imply
necessarily that the same gauge type should also be considered in the calculation of the distance between tracks,
platforms and pantograph gauge.
5.1.6 Taking account of allowances
5.1.6.1 Infrastructure installation limit gauges
The phenomena to be considered and the calculation method for the sums of the allowances  and 
1 2
are defined later in the standard.
The calculation method is often similar for the infrastructure verification limit gauge and for the
infrastructure installation limit gauge.
Whereas the phenomena to be considered are always clearly defined in this standard, their determination
remains the responsibility of the infrastructure managers.
5.1.6.2 Infrastructure installation nominal gauge
There is no common methodology to allow the Infrastructure installation nominal gauge to be
determined in view of the different allowances to be included or not according to the choices of the
infrastructure manager. The Infrastructure installation nominal gauge should be determined following a
feasibility study based on the objectives laid down and the resulting technical and economic
consequences.
One way to obtain a larger safety allowance whose only aim is to facilitate the management of structures
approaching the infrastructure gauge is to total all the random allowances together arithmetically instead
of by a root mean square and added with a Supl. This Supl is a choice of the infrastructure manager and
takes into account different phenomena (aerodynamic effects, margin for exceptional consignment, etc.).
5.2 General information on all the gauging methods
5.2.1 The reference profile and its associated rules
Generally added to this profile is widening according to the line (radius, cant) and speed (cant deficiency)
and certain allowances to cover random phenomena and to ensure track maintenance. These are called
the associated rules.
All types of infrastructure gauges are determined by enlarging the reference profile in the lateral and
vertical directions, which are often dealt with separately.
This widening corresponds to the displacements of the reference vehicles that are the basis for defining
the gauge considered.
5.2.2 Lateral widening
5.2.2.1 General
Depending on the gauge method, some or all the following parameters need to be taken into account.
5.2.2.2 Lateral infrastructure gauge variations depending on the local situation
5.2.2.2.1 General
The gauge variations depend on the calculation method used and particularly on the gauge used.
5.2.2.2.2 Lateral projection (S )
i/a
The lateral projection defines the sum of the following phenomena:
— the geometric effect in the curve of the reference vehicles (S );
R
— the effect of the track widening (S );
l
— F value for static calculation method (see prEN 15273-1).
The general formulations are set forth in prEN 15273-1. The specific formulae to be used for calculating
each gauge are given in EN 15273-4.
5.2.2.2.3 Quasi-static effect (qs )
i/a
The quasi-static effect gives the reference vehicle body roll in a curve for the upper parts
— outside of the curve, under the cant deficiency effect, which becomes maximum at maximum
authorized speed,
— inside of the curve, under the cant effect, which becomes maximum when the vehicle is stationary.
It should be noted that, for the kinematic calculation method, the rolling stock already takes a part into
account up to values I and D ; the infrastructure only takes the addition into account.
0 0
In the static calculation method, the complete D or I needs to be taken into account by the infrastructure
manager.
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock.
The general formulations are given in prEN 15273-1. The specific formulae to be applied for the gauge
used are given in 5.3.2.1 for the kinematic gauging method.
For the lower parts (see Annex B), this phenomenon is taken into account by the rolling stock.
5.2.2.3 Lateral random phenomena
5.2.2.3.1 General
Random phenomena to be considered depend on the gauge method used.
The following phenomena are considered as the responsibility of the infrastructure manager.
5.2.2.3.2 Vehicle oscillations generated by track irregularities (T )
osc
Irregularities of the track are one of the causes of vehicle oscillations. The amplitude depends mainly on
the track condition and suspension characteristics. These phenomena are taken into account by the
infrastructure by the value T Depending on the flexibility of the vehicle, they are located at the base of
osc
an inclination around the roll centre and thus the following widening:
𝑠
∆𝑏 = ∙ 𝑇 ∙ (ℎ − ℎ ) (1)
1 osc c0 >0
𝐿
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock.
In straight track, the value of T shall be taken into account.
osc,a
5.2.2.3.3 Track displacement (T )
voie
T is a lateral margin that takes into account the lateral movement of the track. The track position is
voie
likely to change between two track maintenances and/or obstacle verifications owing to the traffic loads
and to the track maintenance.
When the track design does not allow any movement in relation to the structure, this allowance may be
disregarded.
5.2.2.3.4 Cross level variation (T )
D
T is a value for the variation of cross level. The cross level of the track can vary in relation to its nominal
D
value due to the maintenance tolerances and to the traffic. This cross level variation T has a double
D
effect:
— the reference profile rotates around the track centreline at an angle corresponding to the maximum
𝑇
D
variation, which causes the following widening:
𝐿
𝑇
D
∆𝑏 = ∙ ℎ (2)
𝐿
— the vehicle will tend to turn around the roll centre, affected by the flexibility of its suspension, which
will cause an additional widening of parts located above the roll centre:
𝑠
∆𝑏 = ∙ 𝑇 ∙ (ℎ − ℎ ) (3)
3 D c0 >0
𝐿
It shall be noted that the two phenomena are always present simultaneously and are therefore not
independent.
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, only the geometrical effect is taken into account by the infrastructure manager, the dynamic
effect is taken into account by the rolling stock.
5.2.2.3.5 Dissymmetry (𝜼 )
0,r
A vehicle will never be perfectly symmetrical; the main reasons for this are as follows:
— poor suspension adjustment resulting in a body roll (T )
susp
— loading dissymmetry which makes the vehicle body roll in its suspension gear and which results
similarly in a rotation of the vehicle (T .
charge)
In both cases, the vehicle body rotates around its roll centre C The sum of the two angles corresponds to
the agreed reference angle 𝜂 :
0,r
𝜂 = 𝑇 + 𝑇 (4)
0,r charge susp
This will cause additional widenings, both considered at the same time:
∆𝑏 = tan(𝑇 ) ∙ (ℎ − ℎ ) (5)
4 charge c0 >0
and
( )
∆𝑏 = tan(𝑇 ) ∙ ℎ − ℎ (6)
5 susp c0 >0
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock.
5.2.3 Vertical adjustment
5.2.3.1 General
According to the point on the reference profile and the gauge method, some or all the following
parameters need to be taken into account, either upward or downward.
Figure 1 — Vertical adjustment
5.2.3.2 Vertical infrastructure gauge variations depending on the local situation
5.2.3.2.1 General
The gauge variations depend on the calculation method used and particularly on the gauge used.
5.2.3.2.2 Vertical projection (S )
vu/o
The vertical projection has to be taken into account either upward (S ) or downward (S ) according to
vo vu
the position of the point on the reference profile.
The downward projection has to be taken into account for points where the width b increases with
CR
the height (see Figure 1).
The upward projection has to be taken into account for points, where the width b decreases with
CR
the height (see Figure 1).
The general formulations are set forth in prEN 1
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