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conventional rail system (notified under document number C(2006) 3345) (Text with EEA relevance) (2006/861/EC) (repealed)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 SPECIFIC CASES

Kinematic gauge

FINLAND, STATIC GAUGE FIN1

W.1. GENERAL RULES

1.1. The vehicle gauge determines the space where the vehicle should be inside when it is in middle position on a straight track. The reference contour (FIN1) is given in Appendix A.

1.2. To define the lowest position of the various parts of the vehicle (lower part, parts in the proximity of the flanges) in relation to the track, the displacements hereafter should be considered:

• 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

1.3. For the definition of the highest location of the various parts of the vehicle, the vehicle is supposed empty, not worn and with mounting and construction tolerances.

W.2. LOWER PART OF THE VEHICLE

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.

W.3. VEHICLE PARTS IN PROXIMITY OF THE WHEEL FLANGES

3.1. The minimum vertical distance allowed for vehicle parts located in the vicinity of the wheel flanges, except the wheel themselves, is 55 mm from the running surface. In curves those parts should remain inside the zone occupied by the wheels.

This distance of 55 mm does not apply to the flexible parts of the sanding system or to the flexible brushes.

3.2. In exception for the point 3.1, the minimum vertical distance allowed for parts beyond end axles is 125 mm, for vehicles which are retarded by a movable, manually on the rail placed drag shoe.

3.3. The minimum distance of brake components which should come in contact with the rail can be smaller than 55 mm from the rail when the components are stationary. They should be located inside the zone between axles and even in curves remain inside the zone occupied by the wheels. The components should not affect operation on shunting devices.

W.4. VEHICLE WIDTH

4.1 Transverse half-width dimensions allowed on straight track and in curve should be reduced according to Appendix C.

W.5. LOWER STEP AND ACCESS DOORS OPENING OUTWARDS FOR COACHES AND MULTIPLE UNITS

5.1 The gauge of the lower step of coaches and multiple units is given in Appendix D1.

5.2. The gauge in open position of access doors opening outwards on coaches and multiple units is given in Appendix D2.

W.6. PANTOGRAPHS AND NON-INSULATED LIVE PARTS ON THE ROOF

6.1. The lowered pantograph in middle position on a straight track should not protrude out the vehicle gauge.

6.2. The raised pantograph in middle position on a straight track should not protrude out the vehicle gauge given in Appendix E.

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.

6.3. If the pantograph is not above the centre of the bogie, the lateral displacement due to the curves should also be taken into account.

6.4. Non-insulated parts (25 kV) on the roof should not penetrate the zone indicated in Appendix E.

W.7. RULES AND LATER INSTRUCTIONS

7.1. Besides items W.1-W.6, the vehicles designed for the western traffic also comply with prescriptions of UIC Leaflets 505-1 or 506.

The lower part of the vehicles able to board ferries should later comply with UIC Leaflet 507 (wagons) or 569 (coaches and vans).

7.2. Besides items W.1-W.6, the vehicles designed for the traffic with Russia also comply with prescriptions of norm GOST 9238-83. In any case, the usual gauge should be complied with.

7.3. A separate regulation is used for gauging trainsets made up of vehicle with tilting body systems.

7.4. Loading gauges are dealt with by a separate regulation.

VEHICLE GAUGES FIN1/Appendix A

Figure W.1

1) Lower part of the vehicles able to pass over marshalling humps and rail brakes.

2) Lower part of the vehicles unable to pass over marshalling humps and rail brakes except for bogies of powered units, see note 3).

3) Lower part of the bogies of powered units unable to pass over marshalling humps and rail brakes.

4) Gauge of the vehicles able to run on lines individuated in Jtt (technical specifications related to Finnish Railway's safety standards), where the obstacle gauge has been accordingly widened.

FIN1/Appendix B1 Increase of the minimum height of the lower part of the vehicle able to pass over marshalling humps and rail brakes

The height of the lower part of vehicles should be increased by E_as and E_au 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:

E_as =

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;

E_au =

height increase of the lower part of the vehicle in cross sections beyond bogie pivots or beyond end axles. E_au should not be taken into account unless its value is positive;

a =

distance between bogie pivots or between end axles;

n =

distance from the cross section considered to the nearest bogie pivot (or the nearest end axle);

h =

height of the lower part of the vehicles above the running surface (see Appendix A).

FIN1/Appendix B2 Increase of the minimum height of the lower part of the vehicle unable to pass over marshalling humps and rail brakes

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:

E’_as=

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.

E’_au =

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.

a =

distance between bogie pivots or between end axles;

n =

distance from the cross section considered to the nearest bogie pivot (or the nearest end axle)

h =

height of the lower part of the vehicles above the running surface (see Appendix A).

FIN1/Appendix B3 LOCATION OF THE RAIL BRAKES AND OTHER SHUNTING DEVICES OF MARSHALLING HUMPS

Figure W.2

PASSING TRACKS:

On the passing tracks of marshalling humps R_min = 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).

FIN1/Appendix C Reduction of the half-width according to the vehicle gauge FIN1, (reduction formulae)

1. General rules

The cross dimensions of the vehicles computed according to the vehicle gauge (Appendix A) should be decreased by the quantities E_s or E_u, 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.

2. Reduction formulae (in metres)

2.1 Sections between bogie pivots or between end axles

2.2 Sections beyond bogie pivots or beyond end axles (vehicles with a overhang)

Notations:

E_s, E_s ∞ =

reduction of the gauge half-width for cross sections between bogie pivots or between end axles. E_s and E_s∞ should not be taken into account unless their values are positive;

E_u , E_u∞ =

reduction of the gauge half-width for cross sections beyond bogie pivots or beyond end axles. E_u and E_u∞ should not be taken into account unless their values are positive;

a =

distance between bogie pivots or between end axles(3);

n =

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;

p =

bogie wheelbase;

q =

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;

w_iR =

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);

w_aR =

comme w_iR , but towards the outside of the curve;

w_∞ =

as w_iR , but on a straight track, from the middle position and towards both side;

l =

maximum track gauge in straight and in considered curved track = 1,544 m;

d =

distance between ultimately worn wheel flanges, measured 10 mm outwards the running circle = 1,492 m;

R =

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.

k =

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 .

h =

height above the running surface at the considered location, the vehicle being in its lowest position.

3. Reduction values

The half-width of vehicle cross-sections should be decreased:

3.1 For sections between bogie pivots;

By the greater of values E_s and E_s∞ _.

3.2 For sections beyond bogie pivots;

By the greater of values E_u and E_u∞.

FIN1/Appendix D1 GAUGE OF THE VEHICLE LOWER STEP

1. This norm concerns the step used either for high (550/1 800) or for low platforms (265/1 600).

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.

2. Distance between the track centreline and the platform:

3. Room required for the step :

3.1 Step located between bogie pivots:

3.2 Step located beyond bogie pivots:

4. Notations (values in metres):

A_s , A_u =

distance between the track centreline and the outer edge of a step;

B =

distance between the vehicle centreline and the outer edge of the step;

a =

distance between bogie pivots or between end axles;

n =

distance of the step cross section most remote from the bogie pivot;

p =

bogie wheel base;

q =

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;

w_iR =

possible transverse displacement of the bogie pivot and the cradle, measured from the middle position towards the internal side of the curve;

w_aR =

comme w_iR , but towards the outside of the curve;

w_iR/aR =

maximum value in considered curved track (for fixed steps);

= 0,005 m (for controlled steps which for v ≤ 5 km/h unfurl automatically);

l =

maximum track gauge in straight and in considered curved track = 1,544 m;

d =

distance between ultimately worn wheel flanges, measured 10 mm outwards the running circle = 1,492 m;

R =

Curve radius =500 m …. ∞;

t =

allowed tolerance (0,02 m) for the displacement of the rail towards the platform between two maintenance actions.

5. Rules related to the transverse distance between the step and the platform:

5.1 Distance AV = L - A_s/u should be at least 0,02 m.

5.2 On a straight track, with a coach in its middle position and a platform in its nominal location, a 150 mm distance between vehicle and platform is considered as sufficiently small. Anyway the smallest value should be sought for this distance. In the opposite case, the check is made on a straight and on a curved track where A_s/u is maximum.

6. Gauge check

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 A_s/u is maximum.

7. Display of the outputs

Formulae used, inserted and resulting values should be displayed in an easily understood manner.

FIN1/Appendix D2 Gauge of outwards opening doors and of opened steps for coaches and multiple units

1. To avoid a uselessly wide gap between the step and the platform edge, the value 1,7 — E (see UIC Leaflet 560 § 1.1.4.2) can be exceeded in compliance with Appendix C, in the design of an outwards opening door with a step in open or closed position, or when the door and the step are moving between open and closed positions. In this case the checks hereafter should be carried out, among others to evidence that, in spite of the additional displacement, neither the door nor the step interfere with the fixed equipment (RAMO item 2.9 Annex 2). In the calculations the coach should be examined in its lowest position in relation to the running surface.

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.

2. The distance between the track centreline and the fixed equipment is: ;

AT =

1,8 m when h < 600 mm,

AT =

1,92 m when 600 < h ≤ 1 300 mm,

AT =

2,0 m when h > 1 300 mm.

3. Room required for to the door:

3.1. Door located between bogie pivots:

3.2 Door located beyond bogie pivots:

4. Notations (values in metres):

AT =

nominal distance between the track centreline and the fixed equipment (on a straight track);

h =

height above the running surface at the considered location, the vehicle being in its lowest position;

Os, Ou =

distance allowed between the track centreline and the door edge, when the door is in its most protruding position;

B =

distance between the vehicle centreline and the door edge, when the door is in its most protruding position;

a =

distance between bogie pivots or between end axles;

n =

distance of the door cross section most remote from the bogie pivot;

p =

bogie wheel base;

q =

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;

w_iR =

possible transverse displacement of the bogie pivot and the cradle, measured from the middle position towards the internal side of the curve;

w_aR =

as w_iR , but towards the outside of the curve;

w_iR/aR =

0,02 m, maximum value for speeds less than 30 km/h (UIC 560);

l =

maximum track gauge in straight and in considered curved track = 1,544 m;

d =

distance between ultimately worn wheel flanges, measured 10mm outwards the running circle =1,492 m

R =

Curve radius :

for h < 600 mm, R = 500 m,

for h ≥ 600 mm, R = 150 m.

t =

allowed tolerance (0,02 m) for the displacement of the rail towards the fixed equipment between two maintenance actions.

5. Rules related to the transverse distance between the door and the fixed equipment:

Distance OV = L - O_s/u should be at least 0,02 m.

6. Gauge check

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 O_s/u is maximum.

7. Display of the outputs

Formulae used, inserted and resulting values should be displayed in an easily understood manner.

FIN1/Appendix E Pantograph and non-insulated live parts

Figure W.3

Any non-insulated live part cannot be placed in the dashed area (25 kV).

1) Es or Eu must be added in the transversal direction according to Appendix C.

(1)

Formulae are based on the position of a rail brake and other shunting devices of marshalling humps shown in Appendix B3.

(2)

Formulae are based on the vehicle gauge for tracks on marshalling humps as shown in Appendix B3

(3)

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.