SIST EN 15273-2:2025
(Main)Railway applications - Gauges - Part 2: Rolling Stock
Railway applications - Gauges - Part 2: Rolling Stock
This document is applicable to new vehicle designs, to modifications to existing vehicles and for checking existing vehicles to be used on another route or network.
This document contains:
- the rules for rolling stock for all defined gauges;
- the swept envelope calculation process used for defined dynamic gauges, absolute and comparative process;
- the list of documents required to assess vehicle conformity to this standard.
This document is applicable to heavy rail vehicles using various track gauges. Other vehicles and networks are outside the scope of this document, but the rules may be applied to them with some adjustments and agreement of the share of responsibility between rolling stock and infrastructure.
This document is not applicable to the gauges “S” and “T” for track gauge 1 520 mm.
Bahnanwendungen - Begrenzungslinien - Teil 2: Fahrzeuge
Dieses Dokument ist anwendbar für neue Fahrzeugkonstruktionen, für Anderungen an bestehenden Fahrzeu
gen und für die Uberprüfung bestehender Fahrzeuge, die auf einer anderen Strecke oder einem anderen Netz zum Einsatz kommen sollen.
Dieses Dokument enthält:
- die Regeln für Rollmaterial für alle definierten Begrenzungslinien;
- das Verfahren zur Berechnung der Hüllkurve für definierte dynamische Begrenzungslinien, absolute und vergleichende Berechnungsmethode;
- die Liste der Dokumente, die für die Bewertung der Fahrzeugkonformität mit dieser Norm erforderlich sind.
Dieses Dokument ist anwendbar für Vollbahnfahrzeuge mit verschiedenen Spurweiten. Andere Fahrzeuge und Netze fallen nicht in den Anwendungsbereich dieses Dokuments, aber die Regeln dürfen, mit einigen Anpassun
gen und einer Vereinbarung über die Aufteilung der Verantwortung zwischen Fahrzeugen und Infrastruktur, auf sie angewendet werden.
Dieses Dokument ist nicht anwendbar auf die Begrenzungslinien „S“ und „T“ für die Spurweite 1520mm.
Applications ferroviaires - Gabarits - Partie 2 : Matériel roulant
Železniške naprave - Profili - 2. del: Vozna sredstva
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
01-december-2025
Nadomešča:
SIST EN 15273-2:2013+A1:2017
Železniške naprave - Profili - 2. del: Vozna sredstva
Railway applications - Gauges - Part 2: Rolling Stock
Bahnanwendungen - Begrenzungslinien - Teil 2: Fahrzeuge
Applications ferroviaires - Gabarits - Partie 2 : Matériel roulant
Ta slovenski standard je istoveten z: EN 15273-2:2025
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.
EN 15273-2
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2025
EUROPÄISCHE NORM
ICS 45.020; 45.060.01 Supersedes EN 15273-2:2013+A1:2016
English Version
Railway applications - Gauges - Part 2: Rolling stock
Applications ferroviaires - Gabarits - Partie 2 : Matériel Bahnanwendungen - Begrenzungslinien - Teil 2:
roulant Fahrzeuge
This European Standard was approved by CEN on 16 June 2025.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2025 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15273-2:2025 E
worldwide for CEN national Members.
Contents Page
European foreword . 5
1 Scope . 8
2 Normative references . 8
3 Terms and definitions . 9
4 Symbols and abbreviations . 9
5 Gauges and gauging processes . 9
5.1 General principles for all defined gauges . 9
5.2 Defined static and kinematic gauges . 9
5.3 Dynamic methods .10
5.3.1 General principles .10
5.3.2 Dynamic method based on defined gauges .10
5.3.3 Absolute gauging process .10
5.3.4 Comparative gauging process .10
Annex A (normative) Defined kinematic gauges — common rules .11
A.1 General rules .11
A.2 Determination of the vehicle heights .16
A.3 Determination of the vehicle semi-widths .32
A.4 Pantograph gauge verification and non-insulated devices on the vehicle’s roof .45
A.5 Wheel zone .49
A.6 Specific rules for doors and steps in the open position .52
Annex B (normative) Defined kinematic gauges for vehicles with passive tilting systems
and vehicles without tilting system intended for operation at higher lateral
accelerations .54
B.1 Introduction .54
B.2 Common rules with Annex A .54
B.3 Quasi-static displacements 𝒛𝒛𝒛𝒛𝒛𝒛𝒛𝒛 for passive tilting vehicles .55
B.4 Quasi-static displacements 𝒛𝒛𝒛𝒛𝒛𝒛𝒛𝒛 for non-tilting vehicles operating with 𝑰𝑰 =𝑰𝑰𝑰𝑰 >𝑰𝑰𝒛𝒛 57
B.5 Pantographs independent of the tilting body system or mounted on non-tilting
vehicles operating with 𝑰𝑰𝑰𝑰 >𝑰𝑰𝒛𝒛 .57
B.6 Rules about devices on the vehicle’s roof and pantographs in the lowered position
inside the pantograph’s reference profile .59
Annex C (informative) Defined kinematic gauges – Active tilting vehicles and pantograph
associated with a re-centring system .60
C.1 Introduction .60
C.2 Risk analysis .60
C.3 Active body tilting method .61
C.4 Lateral reductions .61
C.5 Pantographs coupled to the tilting body and/or a pantograph re-centring system .65
Annex D (normative) Defined kinematic gauge – Graphical method . 71
D.1 General . 71
D.2 Lateral reductions . 71
Annex E (normative) Defined kinematic gauges G1, GI1, GI2, G2, GA, GB, GC, GB1, GB2, GI3,
FR 3.3, BE1, BE2, BE3, BE4, PTb, PTb+, PTc, PT1, PT2, DE1, DE2, DE3, NL1, NL2,
GHE16, GEI1, GEI2, GEI3, GEA16, GEB16, GEC16, GEC14, GEE10, GED10, EBV O1, EBV
O2, EBV O3, EBV U1, EBV U2, EBV U3, DK1, GCZ3 . 84
E.1 Defined kinematic gauges using the same common rules . 84
E.2 Gauges for lower parts . 85
E.3 Gauges for upper part . 88
E.4 Particular rules. 89
Annex F (normative) Defined static gauges - common rules . 91
F.1 General rules . 91
F.2 Determination of the vehicle heights . 92
F.3 Determination of the vehicle semi-widths . 92
Annex G (normative) Defined static gauges G1, GI1, GI2, G2, GA, GB, GC, GB1, GB2, GEI1,
GHE16, GEA16, GEB16, GEC16, GEE10, GED 10 . 94
G.1 Defined static gauges using the same common rules . 94
G.2 Gauges for lower parts . 94
G.3 Gauges for upper parts . 95
Annex H (normative) Defined static gauges using other rules – UK, FIN1 . 96
H.1 Defined static gauges using other rules . 96
H.2 Defined static gauge UK . 96
H.3 Defined static gauge FIN1 . 96
Annex I (informative) Defined kinematic gauges and defined static gauges using common
rules – Common process . 104
I.1 Establishing the formulae to define a maximum construction gauge . 104
I.2 Process for defined kinematic gauge using common rules . 104
I.3 Process for defined static gauge using common rules . 108
Annex J (normative) Dynamic gauging using computer simulation tools . 112
J.1 Background . 112
J.2 Principles . 112
J.3 Vehicle simulation model . 114
J.4 Model validation . 115
J.5 Track data . 122
J.6 Dynamic simulation . 123
J.7 Results processing . 123
J.8 Create swept envelope . 123
Annex K (normative) Defined dynamic gauges – Common rules . 124
K.1 General . 124
K.2 Movement calculation by formulae . 125
K.3 Movement calculation by simulation . 138
K.4 Comparison with allowed space . 145
K.5 Input data catalogue (informative) . 145
Annex L (normative) Defined dynamic gauges SEa, SEc, NO1, NO2 . 148
L.1 Defined dynamic gauges - common rules . 148
L.2 Gauges . 148
L.3 Special rules for bottom lines . 148
Annex M (normative) Application of dynamic gauging by simulation and calculation of
swept envelopes for use in Absolute and Comparative Gauging . 150
M.1 Principles . 150
M.2 Provision of data for assessment of compatibility . 150
M.3 Creating a simulation model . 150
M.4 Model validation . 156
M.5 Selection of track data . 157
M.6 Simulation methodology . 158
M.7 Results processing . 160
M.8 Curving analysis of lateral wheelset movements . 161
M.9 Calculating swept envelopes . 163
M.10 Data format for rolling stock models used for absolute gauging — RIS-2773-RST . 172
M.11 Defining profiles for candidate vehicles using absolute and comparative gauging
swept envelopes (informative) . 179
M.12 Equipment that requires contact or close proximity to infrastructure . 190
M.13 Absolute gauging methodology for pantographs . 191
Annex N (normative) List of documents necessary for assessment of defined gauges . 196
N.1 New vehicle . 196
N.2 Existing vehicle . 197
Annex O (informative) Compatibility of the EBV gauges (CH) with the international gauges
G1, GA, GB and GC . 198
Bibliography . 199
European foreword
This document (EN 15273-2:2025) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by April 2026, and conflicting national standards shall be
withdrawn at the latest by April 2026.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document is one of the series EN 15273, Railway applications — Gauges as listed below:
— EN 15273-1:2025, General — Common rules for rolling stock and infrastructure gives the general
explanations of gauging and defines the sharing of the space between rolling stock and
infrastructure;
— EN 15273-2:2025, Rolling stock gives the rules for dimensioning vehicles;
— EN 15273-3:2025, Infrastructure gives the rules for positioning the infrastructure;
— EN 15273-4:2025, Catalogue of defined gauges includes a non-exhaustive list of reference profiles
and parameters to be used by infrastructure and rolling stock;
— CEN/TR 15273-5:2025, Background, explanation and worked examples.
This document supersedes EN 15273-2:2013+A1:2016.
In comparison with the previous edition, the following technical modifications have been made:
— the series was fully restructured, from three parts to five parts;
— Clause 3 and Clause 4 now refer to EN 15273-1:2025 where all terms and symbols are defined;
— modification of the whole Clause 5;
— reordering of all specific rules of defined kinematic gauge inside the Annex A to Annex P by moving
to the normative Annex A;
— addition of new rules in Annex A about the wheel-zone;
— restructured A.3.13 and A.3.16 into two Annexes, normative Annex B for passive tilting vehicle and
informative Annex C for active tilting vehicle;
— addition of a new normative Annex D about the graphical method use for defined kinematic gauge;
— for defined kinematic gauge, removal of all reference profile inside the EN 15273-2:2025 replace in
normative Annex E by tables with the links with EN 15273-4:2025 to define the reference profile,
basic data and lateral projections;
— for defined static gauge, removal of all reference profile inside the EN 15273-2:2025 replace in
normative Annex G by tables with the links with EN 15273-4:2025 to define the reference profile,
basic data and lateral projections;
— regrouping all particular rules for German, Belgian and pantograph gauges in normative Annex E;
— reordering all specifics rules of defined static gauge inside the Annex A to Annex P by moving to the
normative Annex F;
— for all define gauges (static, kinematic and dynamic), removal of all formulae for calculating specific
lateral reductions and replacement by generic formulae in each normative Annexes A, Annex F and
Annex K;
— removal of specific Annex K defined static gauges OSJD;
— removal of normative Annex Q Vehicle widening depending on the available spaces of the
infrastructure;
— content of normative Annex R Static and kinematic gauges: list of documents for a vehicle gauge
conformance certification moved to normative Annex N list of documents for rolling stock gauge
assessment applicable for defined kinematic, static and dynamic gauges;
— addition of absolute gauging process and comparative process in normative Annex M.
This document has been prepared under a standardization request addressed to CEN by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia,
Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland,
Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of North
Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the United
Kingdom.
Introduction
The aim of this series EN 15273 is to define the rules for the calculation and verification of the dimensions
of rolling stock and infrastructure from a gauging perspective.
This series EN 15273 sets out gauging processes taking into account the relative movements between
rolling stock and infrastructure as well as the necessary margins or clearances.
— Part 1: General — Common rules for rolling stock and infrastructure;
— Part 3: Infrastructure;
— Part 4: Catalogue of defined gauges;
— Part 5: Background, explanation and worked examples.
1 Scope
This document is applicable to new vehicle designs, to modifications to existing vehicles and for checking
existing vehicles to be used on another route or network.
This document contains:
— the rules for rolling stock for all defined gauges;
— the swept envelope calculation process used for defined dynamic gauges, absolute and comparative
process;
— the list of documents required to assess vehicle conformity to this standard.
This document is applicable to heavy rail vehicles using various track gauges. Other vehicles and
networks are outside the scope of this document, but the rules may be applied to them with some
adjustments and agreement of the share of responsibility between rolling stock and infrastructure.
This document is not applicable to the gauges “S” and “T” for track gauge 1 520 mm.
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 14363:2016+A2:2022, Railway applications — Testing and Simulation for the acceptance of running
characteristics of railway vehicles — Running Behaviour and stationary tests
EN 15273-1:2025, Railway applications — Gauges — Part 1: General — Common rules for rolling stock and
infrastructure
EN 15273-3:2025, Railway applications — Gauges — Part 3: Infrastructure
EN 15273-4:2025, Railway Applications — Gauges — Part 4: Catalogue of defined gauges
EN 15663:2017+A2:2024, Railway applications — Vehicle reference masses
EN 50119:2020, Railway applications — Fixed installations — Electric traction overhead contact lines
EN 50215:2009, Railway applications — Rolling stock — Testing of rolling stock on completion of
construction and before entry into service
EN 50367:2020, Railway applications — Fixed installations and rolling stock — Criteria to achieve
technical compatibility between pantographs and overhead contact line
Document impacted by A1:2022 and A2:2025.
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 15273-1:2025 apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp/
— IEC Electropedia: available at https://www.electropedia.org/
4 Symbols and abbreviations
For the purposes of this document, the symbols and abbreviations given in EN 15273-1:2025 apply.
5 Gauges and gauging processes
5.1 General principles for all defined gauges
a) For each gauge, it is mandatory to respect the combination of the specified profile and associated
rules.
b) The defined gauge calculation shall be based upon the assumption that all the vehicle characteristics
that influence the gauge are maintained throughout the operational life of the vehicle. These
characteristics shall be stated in the maintenance documentation, including the factors influencing
displacements and their limiting or maximum values (e.g. limits of wear on suspension components).
c) Wear limits of all parts, equipment and systems influencing movements of the vehicle shall be
included in the documents provided by the rolling stock domain for approving the use of the vehicle.
d) For consistency, the maximum construction gauge shall be drawn with the vehicle in loading
condition “dead mass” as defined by EN 15663:2017+A2:2024, nevertheless calculations are made
taking into account all loading conditions.
e) If the vehicle does not fully meet the requirements of the defined gauge, in exceptional cases it may
be approved for operation with deviation. It is not then compatible with the infrastructure cleared
for the gauge considered.
5.2 Defined static and kinematic gauges
The calculation methods applied for the defined gauges are based on a reference profile and their
associated rules.
The static and kinematic gauges take into account the maximum value of each displacement.
The static method can be used up to a limit value of the flexibility coefficient (𝑠𝑠 ).
𝑙𝑙𝑙𝑙𝑙𝑙
The kinematic method can be used regardless of the value of the flexibility coefficient.
5.3 Dynamic methods
5.3.1 General principles
The vehicle simulation model shall be validated by calculations, by comparisons with other vehicles, by
testing or by other appropriate means commensurate with the level of risk, complexity and innovation in
the vehicle design. The method of validation depends on the process being followed.
5.3.2 Dynamic method based on defined gauges
The vehicle shall not exceed a certain reference profile including the curve radii dependent projections
added under specified conditions. Multiple vehicle swept envelopes shall be calculated by defining the
maximum vehicle space to be occupied under normal service and certain failure conditions for each curve
radius. The dynamic movement may be calculated either by use of formulae or by simulations. This
envelope shall remain within the dynamic reference profile including the adding of curve radii dependent
projections on routes where the vehicle is required to operate.
5.3.3 Absolute gauging process
The absolute gauging process requires calculation of clearance between the swept envelope of the vehicle
and the infrastructure at every location along a route. The local conditions (e. g track curvature, installed
cant, line speed and track fixity) are used to determine the swept envelope of the vehicle on the effective
track position. Acceptable clearances between the vehicle swept envelope on the effective track position
and all infrastructure on a route are required to achieve gauging compatibility.
5.3.4 Comparative gauging process
The comparative gauging process relies on existing vehicles known as comparator vehicles operating
safely on a route. Where all swept envelopes of the candidate vehicle are within the swept envelopes of a
comparator vehicle, or vehicles, having been assessed as having gauging compatibility with the section of
track, then gauging compatibility shall be deemed to be achieved. The swept envelopes of both
comparator and candidate vehicles are calculated on a virtual route by use of simulations.
Annex A
(normative)
Defined kinematic gauges — common rules
A.1 General rules
A.1.1 Requirements for use of defined kinematic gauges
The following requirements and considerations apply to defined kinematic gauges:
a) The formulae specified for each defined kinematic gauge shall be applied by introducing all the
“worst case” parameters, i.e. with their maximum values (e.g. clearances, lateral and vertical
displacements, etc.) while taking realistic combinations of the parameters into account.
b) If, as a deviation from the above point, a vehicle is designed using one or several parameters with
their optimized value (a calculated value, or one encountered during operation), the gauge
documents shall be submitted to the body responsible for conformity assessment in the form of
simulation analysis reports, test reports, risk analyses, etc. In this case, the whole range of situations
(e.g. maximum operating speed, maximum cant deficiency, dynamic displacements, load states etc.)
shall be taken into account. It should be noted that this procedure could result in a vehicle being
specified that would not be compatible with all infrastructure even if it fits the gauge of the same
designation.
c) Defined kinematic gauges apply also to open wagons and their loads. In this case, the flexibility
coefficient of the load itself shall be taken into account, adding it to the flexibility coefficient of the
suspension of the wagon itself.
In these conditions, the whole set “wagon+load” can be regarded as a current type of wagon. Wagons
loaded with containers and swap bodies (transported on carrier wagons equipped with load fixing
devices) and semi-trailers (transported on pocket wagons) are examples of the above application.
d) Before new vehicles enter service the flexibility coefficient shall be verified by measurement
according to EN 14363:2016+A2:2022 (method 1 or method 2). For cases, in which either the spatial
distribution of the payload or the payload itself cannot be reproduced correctly in test conditions
(e.g. centres of gravity of seated and standing passengers), the assessment of the flexibility coefficient
s via computer simulations based on a validated vehicle model shall be considered sufficient
e) The calculation and the measurement of the flexibility coefficient s can result in different values (e.g.
because of different wagon loadings). In any case, the choice of the value of s retained for gauge
calculation according to EN 15273-2:2025 shall be clearly justified in the technical documents
accompanying the vehicle (see Annex N).
f) Defined kinematic gauges can be used to size tilting vehicles, which is set out in Annex B.
Annex B is considered normative since passive tilting is based on the basic principle of having the
rotation centre above the centre of gravity, regardless of the technology used in the vehicle.
Therefore, the formulae developed in Annex B are not expected to be influenced by different
technologies used in different passive tilting vehicles.
However, active tilting is dependent on the technology used to force the rotation, and therefore,
formulae developed in Annex C may need to be adapted. Therefore, the general formulae in Annex C,
based on a general principle used in the industry for this kind of vehicle (actuators located between
the bogie frame and the carbody), can only be considered informative.
The compatibility of passive and active tilting trains with the corresponding infrastructure shall be
subject to a specific procedure for permission to operate by the Infrastructure Managers concerned.
g) Concerning the verification of pantographs mounted on the tilting vehicles or subject to
𝐼𝐼 =𝐼𝐼𝐼𝐼 >𝐼𝐼𝐼𝐼, three cases are dealt with in this standard:
— pantographs that are not part of the tilting mechanism.
These can include pantographs mounted on non-tilting elements of the tilting body (for example
bogies) or pantographs mounted on non–tilting bodies but subject to 𝐼𝐼 =𝐼𝐼𝐼𝐼 >𝐼𝐼𝐼𝐼. This is included in
Annex B because it is related to a non-active system;
— pantographs that are attached to the tilting body with a counter rotation system.
These are pantographs mounted on tilting vehicles equipped with a counter rotational device. This
is included in Annex C;
— pantographs with an in-built re-centring system.
There are pantographs equipped with a re-centring device mounted on non-tilting vehicles but
subject to 𝐼𝐼 =𝐼𝐼𝐼𝐼 >𝐼𝐼𝐼𝐼. This is included in Annex C;
h) Instead of using the algebraic calculations given in this Annex to define a maximum construction
gauge, it is possible to use the graphical method in Annex D.
A.1.2 Dimensional tolerances on vehicles
A.1.2.1 General principles
The dimensions of a finished vehicle in loading condition “dead mass” as defined by
EN 15663:2017+A2:2024 shall remain within the maximum construction gauge. On the finished vehicle,
an exceedance of the maximum construction gauge due to the manufacturing process can be accepted, up
to:
a) 0,0025 m for any semi-width 𝑏𝑏 of body, bogie or running gear taken separately;
𝑣𝑣𝑣𝑣ℎ
b) for any height ℎ of the finished vehicle:
𝑣𝑣𝑣𝑣ℎ
— 0,010 m on the heights of upper parts of the gauge for the vehicle profile (see Figure A.10);
— 0,005 m per suspension stage on the heights of lower parts of the gauge (see Figure A.3), if
vertical suspension displacements correspond to a bottoming displacement.
c) a dissymmetry smaller than 𝜂𝜂 .
0,𝑟𝑟
The above values cannot be adopted to increase the nominal dimensions of the vehicles systematically.
A.1.2.2 Guidance on finished vehicle dimensional checking
— Lateral measurements:
It is considered that the semi-widths 𝑏𝑏 with respect to the track centreline cannot be measured
𝑣𝑣𝑣𝑣ℎ
accurately in practice on the finished vehicle. This is caused by residual lateral displacement in the
suspension (hysteresis) or wheel to rail clearance. For such cases it should be necessary for a
completed vehicle profile to comply with the requirement on the dissymmetry angle given in item c)
of A.1.2.1 when set on the running gear.
Item a) of A.1.2.1 is related to the semi-width 𝑏𝑏 of each part of the vehicle, i. e. body, bogie or
𝑣𝑣𝑣𝑣ℎ
running gear, measured separately after manufacturing and completion, but before the body is put
on the running gear.
— Vertical measurements:
Item b) of A.1.2.1 is related to the finished vehicle, when the body is set on the running gear and the
vehicle is at a standstill on a level track.
A.1.3 Applicability of this annex
The formulae given in this annex are generally applicable to vehicle configurations shown below
(see Figure A.1):
a) vehicles not fitted with bogies with the body directly sprung on two wheelsets (one suspension level).
In the case of vehicles with bodies sprung on a different number of wheelsets or with two stages of
suspension, it will be necessary to adapt the formulae to the actual geometric conditions;
b) bogie vehicles with the body sprung on two bogies with two wheelsets. In the case of vehicles with
more than two bogies or fitted with bogies with more than two wheelsets or fitted with one bogie
and one wheelset, it will be necessary to adapt the formulae to the actual geometric conditions;
c) articulated unit: calculation corresponding to vehicles with single wheelsets or with bogies if they
are symmetrical articulated units, see Figure A.1.
Vehicle Articulated unit
Key
1 2 independent wheelsets
2 2-bogies
Figure A.1 — Correspondence between separate vehicles and articulated units
d) for non-conventional vehicles, a new process according to geometric configurations shall be
determined to prove that the vehicle complies with the gauge. It is also possible to use the graphical
method described in Annex D.
A.1.4 Vehicles with non-coincident bogie centre and rotation point
In the case of vehicles with bogies where the axis of rotation is not in the centre of the bogie as shown in
Figure A.2, in order to determine the 𝑎𝑎 and 𝑛𝑛 values, the cross point of the bogie longitudinal centreline
with that of the vehicle body will be considered as a theoretical centre, determined graphically, when the
vehicle is on a radius curve 𝑅𝑅 , with the wheelsets centred on the track and without lateral suspension
𝑙𝑙𝑙𝑙𝑚𝑚
displacements. If 𝑦𝑦 is the distance from this theoretical centre to the geometrical centre of the bogie (at
2 2
𝑝𝑝 𝑝𝑝
𝑝𝑝
𝐴𝐴 𝐴𝐴 𝐵𝐵
an equivalent distance from the two outermost wheelsets), shall be replaced by � −𝑦𝑦�, and by
4 4
𝑝𝑝
𝐵𝐵
� −𝑦𝑦� in the formulae.
a) bogie b) vehicle
Key
1 bogie centre
2 rotation point
Figure A.2 — Vehicles with non-coincident bogie centre and rotation point
A.1.5 Bogie classes
For the purposes of this standard, bogies are classified as follows:
— motor bogie: a bogie with wheelsets which are considered as powered if the adhesion coefficient
𝜇𝜇≥ 0,19;
— trailing bogie: a bogie with wheelsets which are trailing or considered as non-powered if the
adhesion coefficient 𝜇𝜇 < 0,19;
— mixed bogie: a bogie with powered and trailing wheelsets. if the powered wheelset adhesion
coefficient is greater than or equal to 0,19, the mixed bogie is considered as a motor bogie.
The adhesion coefficient is calculated with the Formula (A.1):
𝐹𝐹𝐹𝐹
𝜇𝜇 = (A.1)
𝑔𝑔⋅𝑀𝑀
𝑒𝑒
The maximum value for 𝜇𝜇 shall be considered in relation to the worst combination of traction force
(failure mode excluded) and wheelset load.
The maximum value for 𝜇𝜇 shall be determined taking into account the worst combination of traction force
𝐹𝐹𝐹𝐹 (failure mode excluded) and axle load 𝑀𝑀 .
𝑣𝑣
A.1.6 Designation of running gear
In this document, both independent wheelsets and both bogies of a vehicle are designated A or B, as
shown in Figure A.3.
For vehicles with one motor bogie and one trailing bogie, A corresponds to the motor one and B to the
trailing one.
For all other cases A is selected indifferently.
For the sections located between the end wheelsets or the bogie pivots, 𝑛𝑛 is always related to the same
𝑙𝑙,𝐴𝐴
wheelset or bogie pivot – A.
Key
1 vehicle fitted with independent wheelsets
2 vehicle fitted with bogies
Figure A.3 — Designation of running gear
A.2 Determination of the vehicle heights
A.2.1 General
The minimum heights are determined for the lower part of the vehicle (lower parts of the gauge) and
intermediate non-vertical lines on the reference profile.
The maximum heights are determined for the upper part of the vehicles (upper parts of the gauge).
A.2.2 Determination of the minimum heights above running plane
A.2.2.1 General
The minimum heights above running plane of a vehicle in loading condition “dead mass” as defined by
EN 15663:2017+A2:2024 and its components located close to the lower part of a gauge as shown in
Figure A.4, shall be determined taking into account the vertical displacements and vertical reductions
described in the following subclauses.
Key
1 reference profile
2 centreline of reference profile
3 running plane
4 vertical reductions 𝐸𝐸 ,𝐸𝐸
𝑣𝑣,𝑢𝑢,𝑙𝑙 𝑣𝑣,𝑢𝑢,𝑎𝑎
5 considered parts of the reference profile
Figure A.4 — Determination of the minimum heights
A.2.2.2 Overall reductions to be taken into account to determine the minimum heights above
running plane
A.2.2.2.1 General principles
As shown in Figure A.5, in order to calculate the vertical reductions, the carbody and bogie are split into
separate zones based on the suspension design.
a) vehicle b) bogie
Key
1 2∙b2 or 2∙b1
NOTE 𝑎𝑎 is to be considered as the distance between the secondary suspension centrelines for bogies
with non-coincident secondary suspension centreline and pivot centreline.
Figure A.5 — support polygon zones
The Table A.1 sums up for each zone A, B, C, D the elements to take into account in order to determine
the vertical displacement values. These values are to be adapted according to the studied vehicle.
Table A.1 — Vertical reduction values
Zone Element Usage Locomotives, coaches, Wagons Running gear or bogie
case multiple units, railcars (single suspension level) (single suspension level or
primary suspension only)
See NOTE 6
Suspension 𝐴𝐴𝐴𝐴𝐴𝐴
𝐴𝐴𝐴𝐴𝐴𝐴 𝐴𝐴𝐴𝐴𝐴𝐴
displacements See NOTE 5
Clearances to the 𝑏𝑏 𝑏𝑏
𝐽𝐽 See NOTE 3 𝐽𝐽 See NOTE 3
−
𝑏𝑏 𝑏𝑏
side bearers
𝐺𝐺 𝐺𝐺
(a)
Wheel wear 𝑈𝑈𝑠𝑠𝑈𝑈
ZONE
𝑈𝑈𝑠𝑠𝑈𝑈 𝑈𝑈𝑠𝑠𝑈𝑈
A
Body camber −
0 Flc
Vertical curve 𝑒𝑒 𝑒𝑒 𝑒𝑒
𝑢𝑢,𝑙𝑙 𝑢𝑢,𝑙𝑙 𝑢𝑢,𝑙𝑙
Rules for bottom
𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒 𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒 𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒
(b)
𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏 𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏 𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏
lines of gauge
(𝑏𝑏−𝑏𝑏 )
Suspension ( )
𝐴𝐴𝐴𝐴𝐴𝐴 + 0,1⋅𝑠𝑠⋅ 𝑏𝑏−𝑏𝑏 1
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴 Aff
displacements
See Figure A.7b, NOTE 1 and
2⋅𝑏𝑏
See NOTE 5
NOTE 2
See Figure A.7a
Clearances to the 𝑏𝑏 𝑏𝑏
𝐽𝐽 See NOTE 3 𝐽𝐽 See NOTE 3
−
𝑏𝑏 𝑏𝑏
side bearers
(a) 𝐺𝐺 𝐺𝐺
ZONE
Wheel wear 𝑈𝑈𝑠𝑠𝑈𝑈 𝑈𝑈𝑠𝑠𝑈𝑈 𝑈𝑈𝑠𝑠𝑈𝑈
B
Body camber 0
0 𝐹𝐹𝐹𝐹𝐼𝐼
Vertical curve
𝑒𝑒 𝑒𝑒 𝑒𝑒
𝑢𝑢,𝑙𝑙 𝑢𝑢,𝑙𝑙 𝑢𝑢,𝑙𝑙
Rules for bottom
(b) 𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒 𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒 𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 ,𝑒𝑒 𝑜𝑜𝑈𝑈𝑒𝑒
𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏 𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏 𝑙𝑙,𝑙𝑙ℎ 𝑙𝑙,1 𝑙𝑙,2 𝑙𝑙,3 𝑙𝑙,4 𝑙𝑙,𝑓𝑓𝑏𝑏
lines of gauge
Zone Element Usage Locomotives, coaches, Wagons Running gear or bogie
case multiple units, railcars (single suspension level) (single suspension level or
primary suspension only)
See NOTE 6
𝑛𝑛
𝑎𝑎
2 2
Suspension
�𝑛𝑛 + (𝑏𝑏−𝑏𝑏 ) 𝑛𝑛
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥 𝐴𝐴𝐴𝐴𝐴𝐴⋅ 𝑎𝑎
𝑎𝑎 1
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴⋅
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴
𝑀𝑀𝑎𝑎𝑀𝑀� 𝑎𝑎 �
displacements
2 𝐼𝐼
�𝑎𝑎 + 4⋅𝑏𝑏
( )
𝐴𝐴𝐴𝐴𝐴𝐴 + 0,1⋅𝑠𝑠⋅ 𝑏𝑏−𝑏𝑏 1
See NOTE 5
See NOTE 2
Clearances to the 𝑏𝑏 𝑏𝑏
𝐽𝐽 See NOTE 3 𝐽𝐽 See NOTE 3
−
𝑏𝑏 𝑏𝑏
side bearers (a) 𝐺𝐺 𝐺𝐺
ZONE
𝑛𝑛
𝑛𝑛 𝑛𝑛
𝑎𝑎
𝑎𝑎 𝑎𝑎
Wheel wear
𝑈𝑈𝑠𝑠𝑈𝑈 +𝛥𝛥𝑈𝑈𝑠𝑠𝑈𝑈⋅
C 𝑈𝑈𝑠𝑠𝑈𝑈 +𝛥𝛥𝑈𝑈𝑠𝑠𝑈𝑈⋅ 𝑈𝑈𝑠𝑠𝑈𝑈 +𝛥𝛥𝑈𝑈𝑠𝑠𝑈𝑈⋅
𝐼𝐼
𝑎𝑎 𝑎𝑎
Body camber
0 𝐹𝐹𝐹𝐹𝐼𝐼 0
Vertical curve
𝑒𝑒 𝑒𝑒 𝑒𝑒
𝑢𝑢,𝑎𝑎 𝑢𝑢,𝑎𝑎 𝑢𝑢,𝑎𝑎
Rules for bottom
𝑒𝑒 ,𝑜𝑜𝑈𝑈 𝑒𝑒 𝑒𝑒 ,𝑜𝑜𝑈𝑈 𝑒𝑒 𝑒𝑒 ,𝑜𝑜𝑈𝑈 𝑒𝑒
(b)
𝑎𝑎,𝑙𝑙ℎ 𝑎𝑎,𝑓𝑓𝑏𝑏 𝑎𝑎,𝑙𝑙ℎ 𝑎𝑎,𝑓𝑓𝑏𝑏 𝑎𝑎,𝑙𝑙ℎ 𝑎𝑎,𝑓𝑓𝑏𝑏
lines of gauge
Zone Element Usage Locomotives, coaches, Wagons, special vehicles Running gear or bogie
case vans, multiple units (See (single suspension level)
(single suspension level or
NOTE 7), special wagons,
primary suspension only)
railcars, special vehicles
See NOTE 6
𝑛𝑛
𝑛𝑛 𝑛𝑛
𝑎𝑎
𝑎𝑎 𝑎𝑎
Suspension
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴⋅
𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴⋅ 𝐴𝐴𝐴𝐴𝐴𝐴 +𝛥𝛥𝐴𝐴𝐴𝐴𝐴𝐴⋅
𝐼𝐼
displacements 𝑎𝑎 𝑎𝑎
See Figure A.6 See Figure A.6
See Figure A.6
𝑏𝑏 𝑏𝑏
Clearances to the
𝐽𝐽 See NOTE 3 𝐽𝐽 See NOTE 3
−
𝑏𝑏 𝑏𝑏
side bearers 𝐺𝐺 𝐺𝐺
(a)
𝑛𝑛
𝑛𝑛 𝑛𝑛
𝑎𝑎
Wheel wear 𝑎𝑎 𝑎𝑎
ZON
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.
Loading comments...