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Version Superseded: 01/01/2014
Point in time view as at 01/07/2009.
There are currently no known outstanding effects for the Commission Decision of 28 July 2006 concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system (notified under document number C(2006) 3345) (Text with EEA relevance) (2006/861/EC) (repealed), ANNEX W.
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Maximum wears
Flexibility of suspensions up to the buffers. For grounds which will be made clear, the flexibility of springs has to be taken into account according to the ranking of the UIC Leaflet 505-1.
Static deflection of the frame
Mounting and construction tolerances
The minimum height allowed for the lower parts should be increased according to Appendix B1 for vehicles able to pass over marshalling yard humps and rail brakes.
The vehicles not allowed passing over marshalling yard humps and rail brakes can have a minimum height increased according to Appendix B2.
This distance of 55 mm does not apply to the flexible parts of the sanding system or to the flexible brushes.
The transverse displacements of a pantograph due to oscillations and track inclination and tolerances should be separately taken into account at the time of the installation of the electric line.
The lower part of the vehicles able to board ferries should later comply with UIC Leaflet 507 (wagons) or 569 (coaches and vans).
The height of the lower part of vehicles should be increased by Eas and Eau so that:
if the vehicle runs on the top of a hump, no part between bogie pivots or between end axles could penetrate the running surface of a hump the vertical curvature radius of which is 250 m;
if the vehicle runs in the concavity of the hump, no part beyond bogie pivots or beyond end axles could penetrate the gauge of rail brakes of a concavity the vertical curvature radius of which is 300 m.
The formulae to(1) to calculate the height increase, are (values in metres):
at a distance up to 1,445 m from the centreline of the track
at a distance greater than 1,445 m from the centreline of the track
Notations:
height increase of the lower part of the vehicle in cross sections between bogie pivots or between end axles. Eas should not be taken into account unless its value is positive;
height increase of the lower part of the vehicle in cross sections beyond bogie pivots or beyond end axles. Eau should not be taken into account unless its value is positive;
distance between bogie pivots or between end axles;
distance from the cross section considered to the nearest bogie pivot (or the nearest end axle);
height of the lower part of the vehicles above the running surface (see Appendix A).
The height of the lower part of vehicles should be increased by E′as and E′au so that:
if the vehicle runs over a concave track transition, no part between bogie pivots or between end axles could penetrate the running surface of the track transition the vertical curvature radius of which is 500 m;
if the vehicle runs over a concave track transition, no part beyond bogie pivots or beyond end axles could penetrate the running surface of the track transition the vertical curvature radius of which is 500 m.
The formulae(2) to calculate the height increase are (values in metres)
Notations:
Height increase of the lower part of the vehicle in cross sections between bogie pivots or between end axles. E′as should not be taken into account unless its value is positive.
Height increase of the lower part of the vehicle in cross sections between bogie pivots or between end axles. E′au should not be taken into account unless its value is positive.
distance between bogie pivots or between end axles;
distance from the cross section considered to the nearest bogie pivot (or the nearest end axle)
height of the lower part of the vehicles above the running surface (see Appendix A).
On the passing tracks of marshalling humps Rmin = 500 m, and the height of obstacle gauge above the running surface is h = 0 mm across the whole vehicle gauge width (= 1 700 mm from track centreline). The longitudinal area where h = 0 spreads from the point of 20 m before the convex area on the top of the hump to the point of 20 m after the concave area at the valley of the hump. The obstacle gauge for the marshalling yard is valid outside this area (RAMO item 2.9 and RAMO 2 Annex 2, related to the gauge of marshalling yards, and also RAMO 2 Annex 5 related to the points of crossings).
The cross dimensions of the vehicles computed according to the vehicle gauge (Appendix A) should be decreased by the quantities Es or Eu, so that, when the vehicle is in its least favourable position (without inclination on its suspension) and on a track of radius R = 150 m, with a track gauge of 1,544 m, no part of the vehicle protrude the half-width of the vehicle gauge FIN1 by more than (36/R + k) from the track centreline.
The centreline of the vehicle gauge coincides with the track centreline, this one being inclined if the track is canted.
Reductions are calculated according to formulae given in chapter 2.
Notations:
reduction of the gauge half-width for cross sections between bogie pivots or between end axles. Es and Es∞ should not be taken into account unless their values are positive;
reduction of the gauge half-width for cross sections beyond bogie pivots or beyond end axles. Eu and Eu∞ should not be taken into account unless their values are positive;
distance between bogie pivots or between end axles(3);
distance between the cross section considered and the nearest bogie pivot, or the nearest end axle or the fictional pivot if the vehicle has no fixed pivot;
bogie wheelbase;
is the sum of the play between the axle box and the axle itself and of the possible play between the axle box and the bogie frame measured from the middle position with ultimately worn components;
possible transverse displacement of the bogie pivot, and the cradle in relation to the bogie frame or, for vehicles without bogie pivot, possible displacement of the bogie frame in relation to the vehicle frame measured from the middle position towards the internal side of the curve (varies according to the curve radius);
comme wiR, but towards the outside of the curve;
as wiR, but on a straight track, from the middle position and towards both side;
maximum track gauge in straight and in considered curved track = 1,544 m;
distance between ultimately worn wheel flanges, measured 10 mm outwards the running circle = 1,492 m;
curve radius;
If w is constant or varies linearly according to 1/R, the radius to be considered is 150 m.
In exceptional cases, the actual value of R ≥ 150 m should be used.
allowable gauge protrusion (to be increased by the 36/R widening of obstacle gauge) without the inclination due to the suspension flexibility;
= 0 for h < 330 mm for vehicles able to run over rail brakes (see Appendix B1),
= 0,06 m for h < 600 mm,
= 0,075 m for h ≥ 600 mm.
height above the running surface at the considered location, the vehicle being in its lowest position.
The half-width of vehicle cross-sections should be decreased:
By the greater of values Es and Es∞ .
By the greater of values Eu and Eu∞.
To avoid a uselessly wide gap between the step and the platform edge and taking account of the lower vehicle step and of high platforms (550/1 800 mm), the value 1,7 - E can be exceeded in compliance with Appendix C, if a fixed step is concerned. In such a case, the calculations hereafter should be applied which allow checking that, in spite of the protrusion, the step will not reach the platform. The coach should be examined in its lowest position in relation to the running surface.
distance between the track centreline and the outer edge of a step;
distance between the vehicle centreline and the outer edge of the step;
distance between bogie pivots or between end axles;
distance of the step cross section most remote from the bogie pivot;
bogie wheel base;
possible transverse displacement due to the play between the axle and the axle box added with the play between the axle box and the bogie frame measured from the middle position with ultimately worn components;
possible transverse displacement of the bogie pivot and the cradle, measured from the middle position towards the internal side of the curve;
comme wiR, but towards the outside of the curve;
maximum value in considered curved track (for fixed steps);
= 0,005 m (for controlled steps which for v ≤ 5 km/h unfurl automatically);
maximum track gauge in straight and in considered curved track = 1,544 m;
distance between ultimately worn wheel flanges, measured 10 mm outwards the running circle = 1,492 m;
Curve radius =500 m …. ∞;
allowed tolerance (0,02 m) for the displacement of the rail towards the platform between two maintenance actions.
Gauge check for the lower steps should be carried out on a straight track and on a 500 m curve, if value w is constant or varies linearly according to 1/R. Otherwise, the check should be carried out on a straight track and on curve where As/u is maximum.
Formulae used, inserted and resulting values should be displayed in an easily understood manner.
Hereafter, the word door includes the step as well.
NOTE: Appendix D2 may also be used to check the outer rear-view mirror of a loco and motor car the mirror being in open position. During normal line traffic the mirror is closed in a position recessed inside the body gauge.
1,8 m when h < 600 mm,
1,92 m when 600 < h ≤ 1 300 mm,
2,0 m when h > 1 300 mm.
nominal distance between the track centreline and the fixed equipment (on a straight track);
height above the running surface at the considered location, the vehicle being in its lowest position;
distance allowed between the track centreline and the door edge, when the door is in its most protruding position;
distance between the vehicle centreline and the door edge, when the door is in its most protruding position;
distance between bogie pivots or between end axles;
distance of the door cross section most remote from the bogie pivot;
bogie wheel base;
possible transverse displacement due to the play between the axle and the axle box added with the play between the axle box and the bogie frame measured from the middle position with ultimately worn components;
possible transverse displacement of the bogie pivot and the cradle, measured from the middle position towards the internal side of the curve;
as wiR, but towards the outside of the curve;
0,02 m, maximum value for speeds less than 30 km/h (UIC 560);
maximum track gauge in straight and in considered curved track = 1,544 m;
distance between ultimately worn wheel flanges, measured 10mm outwards the running circle =1,492 m
Curve radius:
for h < 600 mm, R = 500 m,
for h ≥ 600 mm, R = 150 m.
allowed tolerance (0,02 m) for the displacement of the rail towards the fixed equipment between two maintenance actions.
Distance OV = L - Os/u should be at least 0,02 m.
Door gauge check should be carried out on a straight track and on a 500/150-m curve, if value w varies linearly according to 1/R. Otherwise, the check should be carried out on a straight track and on curve where Os/u is maximum.
Formulae used, inserted and resulting values should be displayed in an easily understood manner.
Any non-insulated live part cannot be placed in the dashed area (25 kV).
Formulae are based on the position of a rail brake and other shunting devices of marshalling humps shown in Appendix B3.
Formulae are based on the vehicle gauge for tracks on marshalling humps as shown in Appendix B3
If the vehicle has no actual bogie pivot, a and n should be determined on the base of a fictional pivot located at the intersection of the longitudinal centrelines of the bogie and of the frame, the vehicle being in middle position (0,026 + q + w = 0) on a curved track of radius 150 m. If the distance between the pivot calculated by this manner and the bogie centre point is denoted y, the term p2 should be replaced by p2 - y2 in reduction formulae.
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