Additional Width for Flanges in Curves

Appendix 1 Page 1
Appendix 1
Additional width required for the flanges in curves
(Determination of the gauge variations required in curves

compared to straight track)
Drafted: March 2004

Issued: May 2006
Drafted March 2004-Issued by VDV May 2006

Translated September 2008
Appendix 1 Page 4
Draft translation
Contents
Page
General preliminary remarks
Procedure
1.1
Calculation principle for common crossings
1.2
Calculation principle for double crossings
13
1.3
General References to the calculation
14
2
2.1
Detailed calculation procedure
17
Common crossings including check rail area
17
2.1.1
Flangeway in the check rail area
2.1.2
Check gauge over crossing flangeway and/or over the flangeway in the
check rail area
30
2.1.3
Gauge in the crossing
43
2.1.4
Flangeway width in the crossing
44
2.2
3
3.1
17
Double crossings
47
Simplified calculation procedure
50
single crossings including check rail area
50
3.1.1
Groove width in the check rail area
50
3.1.2
Check gauge over crossing flangeway and/or over the flangeway in the
check rail area
52
3.1.3
Gauge in the crossing area
64
3.1.4
Flangeway width in the crossing
64
3.2
4
Double crossings
64
Graphic procedure
66
4.1
Preliminary remarks
66
4.2
Geometry of the horizontal gauge cut-off area
67
4.2.1
Determination of the plan view
67
4.2.2
Construction of the gauge cut-off area of the wheel flange
67
4.3
Flange width requirement in straight line and curve
69
4.4
Gauge width and groove width
70
4.4.1
Gauge and groove width in the track
71
4.4.2
Gauge and groove width in the crossing
73

Appendix 1 Page 5
Draft translation
1.
General preliminary remarks

In curved track, unnecessary play between the wheelset and track gauges, and thus
in the rotational position of the bogie results in larger attack angles between the
wheel and rail, and therefore greater wear of the flange and rail flanks. Further,
because of the need to give priority to the determination of the minimum width
required for the flange in the curved track, the ability to use deep groove crossings is
limited by the relatively narrow wheel tyres used for tramways, and from this the need
to observe the requirements for the minimum support to the wheel at the crossing
nose. Above all, for the optimal calculation of switches, it is essential to reduce the
groove width to the minimum necessary.
The determination of the required values can be obtained both analytically and
graphically (CAD); it is ultimately for each user to select whichever procedure delivers
sufficiently accurate results for the least expense.
Sections 2 and 3 of this document introduce the analytical procedures for calculating
the necessary gauge and flangeways widening by reference to the special tyre
profiles used by many tramway systems. The calculation in Section 2 also considers
the effects of flange tip rounding. Whether this level of calculation is required for a
particular user is determined by, for example, the presence of small track curve radii
or more specially bogies or trucks with a large wheelbase and/or large diameter
wheels (eg. historic vehicles). It is recommended that the transition point on the
horizontal flange section in the GGE between the flange flanks and the tip rounding is
determined and from that a decision taken as to the further procedure. In addition the
reprofiling intervals for the wheel and rail play a significant role. In the worn condition,
the effects of wear on the maximum tip rounding as well as the relatively large gauge
play must also be included in the calculation. Just as for the investigation of the
derailment security as well as for the limiting track curve radius below which, with
grooveless rails, additional guidance is required (eg check rails) to comply with Item
3.2 of the Technical Rules, an exact as possible determination of the wheel/rail
contact point is indispensable.
Ultimately, however, every user must decide which calculation procedure is
appropriate for its particular conditions, where simplified calculation is possible and
where further consideration of special circumstances or other research is required.
Appendix 1 Page 6
Draft translation
The calculation procedure is described in this Appendix (1), whilst Appendix 2

describes the representation of the gauge proof, and Appendix 3 the determination of
the gauge widening tables for a sample bogie, in which the values for the additional
width required for the flanges in curved track are determined by reference to the
calculation procedures of this Appendix (1).

Appendix 1 Page 7
Draft translation
Procedures
The following principles apply to 2-axle bogies (or trucks 1 ) with parallel wheelsets
and/or with single independent wheels, in which the axes of the opposite wheels lie
on a common centre line as well as for simple switches, outside curved switches and
the branch tracks of interior curved switches.
In junction layouts with multiple crossings, such as is shown in Figure 1.8, it is
necessary to consider the relationship of the various crossings to each other in order
to identify the differences between common crossings, in which guidance is provided
by a check rail, and double crossings, where guidance in one crossing is provided by
the flangeway of the opposite crossing. Common crossings in multi-track layouts
must be considered in accordance with the differential calculation principles
(cf. Figure 8 of the Technical Rules (TR Sp)) applicable to main and branch tracks
In order to enable the recommended extensive use of deep groove crossings, the
calculation principles can if necessary be applied without difficulty to the straight main
track of switch and crossing work for both common crossings and also double
crossings. Single axle trucks must be checked to ensure that a possible flange
footprint position for the single wheels cannot arise as a result of widening of the
groove due to wear such that the flange can climb on to the top of the crossing nose.
Under this condition attention is drawn to the use of the calculation principle for
double crossings in the curved branch track of simple switches. However, in this
case, wear is then to be expected at the flanks of the crossing grooves and strict
inspection of any repair work on the crossing nose is required.
The determination of all measurement takes place in the GGE, the measurement
plane for switches and crossings in the gauge level. If the GGE and the gauging level
do not coincide, the measurements must be adjusted in accordance with the
inclination of the groove flanks!
A truck is defined as a two-axle chassis supporting the car body and which has either no, or limited, axial rotation
relative to the car body. The calculations are equally valid for two-axle bogies and two-axle trucks, hence for
convenience, the remainder of the document will refer only to bogies.
Appendix 1 Page 8
Draft translation
1.1
Calculation principle for common crossing

Ideally the front and back faces of the flanges of the wheels running in the
check rail flangeway guide the wheelset, so that the crossing then has only to
provide support.
1.1.1
For straight track the largest flange thickness (nominal measurement including
the maximum manufacturing tolerance) must not exceed the smallest allowable
flangeway through the check rail zone (nominal measurement minus
manufacturing tolerance) (cf. Section 4.2.2 of the Technical Rules)
1.1.2
For check rails in curved track, the additional flangeway width required for the
flanges of a bogie with maximum flange thickness is defined by the curve radii
which contact the front and back faces of the flanges of the leading and trailing
inner wheels (1 and 2) of the bogie at the curve radius under investigation. The
distance between the front and back faces, forming the effective flange
thickness, is radial to the curve and is thus the minimum required flangeway at
the check rail.
1.1.3
From a diagrammatic representation of the effective flange thickness* relative to

the track curve radius, the minimum value of the check rail flangeway in whole
millimetres (= the effective flange thickness) for that curve radius can be read
from the table.
(* converted if necessary into the gauging plane)
1.1.4
The gauge and crossing flangeway width in curved track is determined by the
position of the rotated flange positions of both of bogie wheels (1 and 2) lying on
the inside of the curve in the check rail zone (for maximum new flange thickness
and fully worn check rail flangeway respectively). In addition, the wheel back to
back and check gauge distances have to be considered at both the minimum
and maximum values, including allowances for the manufacturing tolerances,
axle flexure in the tare and full load states, as well as in individually mounted
wheels and the variations due to wear altering the back-to-back dimensions.

Appendix 1 Page 9
Draft translation
The most extreme outcomes are applicable to the determination of the track
curve radius at both the leading and trailing outer wheels (3 and 4) in the
crossing flangeway. and to explore for every marginal track curve radius,
following 1.1.3, the largest track curve radius (using the new values for the
wheels) at the flange front face of the leading outer wheel (3) and the smallest
curve radius diameter (measured up to the minimum wear limits of the
wheelsets) at the flange back face of the trailing outer wheel. (4).
The theoretical calculation of these values requires consideration of the

following worst case combinations:The curve radius (R3) at the flange face of the leading outer wheel (3)
(potentially in contact with the crossing gauge face) must be determined for the
largest wheelset check gauge dimension from the following conditions:-
1.1.4.1
Inner wheels with smallest new flange thickness (nominal measurement minus
manufacturing tolerance) in the largest new check rail groove (nominal
measurement plus positive manufacturing tolerance), outer wheels with largest
new flange thickness (nominal measurement plus positive manufacturing
tolerance)
1.1.4.2
Inner wheels with smallest new flange thickness (nominal measurement minus
manufacturing tolerance) in a fully worn down check rail groove (maximum wear
value), external wheels with largest new flange thickness (nominal
measurement plus positive manufacturing tolerance).
The curve radius (R4) touching the back of the flange of the trailing outer wheel
(4) (potential groove flank of the crossing groove) must be determined for the
smallest wheelset check gauge dimension from:-

Appendix 1 Page 10
Draft translation
1.1.4.3
All wheels with minimum flange thickness (minimum worn value) in the largest
new check rail groove (nominal measurement plus manufacturing tolerance)
1.1.4.4
All wheels with minimum flange thickness (limit of permissible worn value) in a
fully worn check rail flangeway (maximum wear value)
The required gauge in the single track curve results from the difference of the
maximum value of the outer rail curve radius at the point of contact with the
front face of the leading outer wheel and the inner rail curve radius ( R3;max R2;min); the required crossing flangeways result from the difference between the
maximum value of the outer rail curve radius at the point of contact with the
front face of the leading outer wheel and the minimum value of the curve radius
in contact with the back face of the trailing outer wheel ( R3;max - R4;min). The
results are then rounded up to the nearest whole millimetre (converted first, if
necessary, into the gauging plane).
This calculation method, in considering all influential factors, definitively
prevents wear at the crossing gauge and/or wing rail faces / groove flanks. To
maintain compliance with this, control is required of the check gauge and of the
wear limits at the gauge face of the running rail and the guiding face of the
check rail in the check rail zone, or, in the case of grooved rail crossings, the
dimensions over the crossing and check rail grooves.
1.1.5
Crossings
The crossing groove widths derived from 1.1.4 represent worst case values
which are however not often realized and which impede the use of a deep
groove crossing (smallest wheel tread width!). From that it is a self-evident
conclusion that:-
1.1.5.1
Whilst it is advisable to avoid wear at the rail crossing gauge flank, it can be
permitted at the wing rail.

Appendix 1 Page 11
Draft translation
The curve radius R3 touching the front flange face of the outside wheel 3 is
investigated in accordance with 1.1.4.1 and 1.1.4.2; the track curve radius R4
touching the flange back face of the outside wheel 4 is, however, only
considered for the new state of the flangeway in the check rail zone (1.1.4.3).
Wear at the rail gauge face in the check rail area can therefore lead only to
wear at the wing rail.
The verification of the included wear at the check rail face has to be undertaken
via the inspection of the allowable check gauge.
1.1.5.2
Block crossings (also applicable to rail-built crossings)

With block crossings all four tips of the crossing are liable to wear and must be
inspected and protected if necessary. If the groove widths according to 1.1.4
are not viable, a calculation can be made from the unworn check rail groove.
The most unfavourable results are calculated from 1.1.4.1 and 1.1.4.3. For
wheels in the new state the check rail width initially results in no wear at the
crossing flanks; this starts gradually with wear of the gauge face in the check
rail zone as well as on the guiding face of the check rail.
The crossing noses are to be protected through tapering the gauge faces to
meet at a point behind the geometrical intersection (cf. VDV-permanent way
building guideline, chapter 14). The extent of this relief is dependent upon the
wear and has to be monitored and reworked as necessary.
Measurement of the gauge is not meaningful at this point. Controls must be
used to compare the permitted increase in the flangeway width of deep groove
crossings to the maintenance of the minimum wheel support width at the
crossing nose.
If the crossing groove width can be realized according to 1.1.4, (especially with
flat grooves), the compliance of the internally determined wear limit must be
controlled to determine the wear induced widening of a crossings flangeway,
and the simultaneous reduction in the wheel supporting surface through the
actual crossing nose.

Appendix 1 Page 12
Draft translation
All values calculated for the gauge and flangeway width in the gauging plane
are rounded up to whole millimetres. By a control calculation it is to be proved
subsequently that with the most unfavourable allowable extreme value of the
table in the single limiting track curve radius there is no forcing (complying with
section 4.2.2 of the Technical Rules).

Appendix 1 Page 13
Draft translation
1.2
Calculation principle for Double crossings
1.2.1
For the straight track [following the proven values under section 4.2.3 of the
technical rules] the required minimum gauge (nominal measurement minus
building tolerance) and the required minimum groove width is given by:WDH,min = 0.5 (SDH,min -KDH,max)
Thus the groove width, rounded up to full millimetres, is subsequently given by

KDH,min= SDH,max - 2 WDH,max
to check whether the proof can then still be provided against forcing with all
quantities in full millimetres.
1.2.2
For curved tracks, the additional width required for the flanges is determined
from 1.1.2 and appropriately selected from the measurement table the same
limiting track curve radius as in 1.1.3. The crossing noses are to be protected
through relief against the impact (cf. VDV -OR 14). This extent of this relief is
related to the wear on the approach side and has to be monitored and reworked
as necessary.
1.2.3
As wear occurs equally at the Gauge and Check rail faces, a direct inspection of
the check gauge is essential. With deep groove crossings, the growth of the
flangeways groove should be monitored with respect to the minimum support
width needed for the wheel at the crossing nose.
Just as under 1.1, the calculated values for gauge and flangeway width in the
gauging plane are rounded up to full millimetres. In a control calculation it is
subsequently to be proved that, for the most unfavourable allowable extreme
values of the table no forcing appears at the limiting track curve radius
(complying with section 4.2.3 of the technical rules).

Appendix 1 Page 14
Draft translation
1.3
General references to the calculation

The basis for the investigation of the additional width required for the bogie in
curved track is the horizontal flange section in the GGE; slight differences
between the position of this level to the actual (continually changing) contact
level can be neglected. As a rule (for tapered flange profiles) this sectional
plane is defined on two sides by hyperbolae, with the tip rounding radii
represented by distorted ellipses. For ease of calculation, the hyperbolic curves
can be approximated with sufficient accuracy to circular curves; similarly, the
distorted ellipses can be approximated to true ellipses. For clarity, these will, for
the remainder of this document, normally be referred to as the circular and
elliptic regions of the flange section.
All values that refer to the GGE and whose coordinates are not already specific
to this level, are marked by the asterisk symbol - *.
For the calculation, a horizontal coordinate system is used, whose x axis is

parallel to the longitudinal axis of the bogie and whose y axis corresponds to the
transverse axis of the bogie.
The additional flangeway width required by the inner flange on curved track
differs negligibly from that by the outer flanges, for example:for a bogie with 1.90 m wheelbase and 700 mm diameter wheels on a curve
of 18m radius the difference is 0.5 mm, for 20 m radius it is 0.4 mm and for
25m radius, 0.3 mm.
From the decrease of the calculated values for the groove width in the check rail
is can be concluded that:Irrespective of whether the check rail is next to the outside rail of the curved
track (outside track of inside curved switches) or the inner rail (inside track of
inside curved switches) and/or the curve track of all other switches, it is

Appendix 1 Page 15
Draft translation
sufficient for the calculation and thus determination of both flangeway

grooves, to consider only that for the inside rail.
Depending upon the horizontal attack angle of the wheels (and thus of the
gauge play and track curve radius) two geometrically different cases arise for
the location of the contact point between the rail flanks and the flange section,
as follows:-
1a
the contact point lies on the flange front and/or back face (circular part)
1b
the contact point lies on the flange tip rounding (elliptic part)
The calculation method to be used is dependent on which of these different

situations apply!
The detailed calculation procedure, that, through the investigation of the

transition point between the Circular and Elliptic parts, gives the track curve
radius below which with non-grooved rails the provision of additional guidance
facilities (ie check rails) is recommended, is set out in Section 2 (below).
A considerable simplification of the calculation method can, with sufficient

accuracy, be made by neglecting the flange tip rounding (setting rK,S and/or RK,R
= 0). Then the whole of the circular curve can be taken as the longitudinal
boundary of the horizontal flange section. The errors compared to the detailed
calculation are relative to the size of the flange tip rounding as well as the curve
of the track and can, consequently, sometimes result in a deep groove crossing
being ruled out in circumstances where it would otherwise have been allowable
by the detailed calculation method.
This simplified calculation procedure is set out in section 3.

Appendix 1 Page 16
Draft translation
As with the detailed procedure, two geometrically different cases arise

according to the location of the contact point between the rail flanks and the
flange section:2a
the contact point lies on the flange front and/or back face (Circular part)
2b
the contact point lies at the end of the circular part (at the transition
point between the flange face and the (squared off) flange tip)
In the mathematical expressions that follow, the following suffices apply to each
variable:S-
relating to the front side of the flange section
R -. relating to the back side of the flange section

1 and 4 - relating to wheels 1 and 4 of the bogie, with the contact point at
the back face
2 and 3 - relating to wheels 2 and 3 of the bogie, with the contact point at
the front face
n -. in relation to any variable applying to all four wheels of the bogie
Analogous expressions relating to either case "a" or "b" are given the same
number, distinguished by the suffix (..a) or (..b) as appropriate.
In any expression applying to all four wheels of the bogie, the individual
variables are given the suffix "n".

Appendix 1 Page 17
Draft translation
Detailed Calculation Procedure (cf. section 1.3)
2.1
Common crossing including check rail zone
2.1.1
Flangeway width in the check rail zone

For the curved check rail, the additional flangeway required for the flanges of a
bogie with maximum flange thickness on the selected track curve radius is
investigated from the curve radii in contact with both the leading and trailing
flanges of the inner wheels of the bogie. The distance between the front and
back faces, covering the effective flange thickness, is radial to the track curve
and is thus the minimum required flangeway width in the check rail zone.
2.1.1.1
Geometry of the horizontal flange section

At the flange section, the hyperbolae defining the flange front and back faces
are replaced by circular curves of radius rA,S and rA,R to permit calculation, and
for the selection of the calculation procedure according to case 1a or 1b for:- the Circular / Elliptic transition point S and R (at the flange front and back
faces respectively)
- the attack angles ,1 and ,2 and
- the track curve radii R,1 and R,2 at the wheels 1 and 2 and from that
- the related curve centreline radii R,1,m and R,2,m (Figures 1.1 and 1.2):
The radii RA,S/R forming the lateral boundaries of the flange section formed by
the flange front / back faces are given by:
rA,S/R = (x,S/R2 + d,S/R*2) / (2 d,S/R*)
x,S/R -
(1a/b)
distance in X axis in the flange section from the wheel centreline to the
Circular / elliptic transition points on the flange front / back faces:
x,S/R = [(0.5 dM + a* + hU,S/R*)2 (0.5 dM + a*)2]
(2 a/b)
dM Wheel diameter at the tread contact point (MKFp)

Appendix 1 Page 18
Draft translation
a* -vertical distance to the GGE from the line joining the wheel diameter points
(MKFp)
hS/R* - vertical distance from GGE to the flank/tip transition at the flange front
/ back faces
hS/R* = h - a* - rK,S/R[1 cos (arc tan nS/R)]
(3a/b)
h - flange height (maximum value in the new state)

rK,S/R - outer / inner flange tip rounding radius
nS/R - vertical inclination value of the flange front / back faces
d,S/R* -
lateral offset of the flange front / back face between the GGE and
the junction between the flange flank and the tip radius (also the
hyperbola/ellipse transition)
d,S/R* = h,S/R* / NS/R
(4a/b)
The curve radii R,1/2 at the front / back face circular / elliptic transition point on
the flange section for wheels 1 and 2 are given by:
R,1 = rA,R [(0.5 aF / x,R) + 1]
(5)
aF - bogie wheelbase
R,2 = rA,S [(0.5 aF / x,S) - 1]
(6)
The track curve centreline radii R,1/2,m are given by:

R,1/2,m R,1/2 + 0.5 sN
(7a/b)
sN - Nominal gauge in the GGE

The horizontal angles ,S/R at the circular / elliptic transition points on the front /
back faces of the flange Section are given by:
,S/R = arc sin (x,S/R / rA,S/R)
(8a/b)

Appendix 1 Page 19
Draft translation
The following calculations for the contact points on both of the inner wheels of
the bogie differ according to their location of both points on the contour of the
flange section.
The criterion for determining this is:- If the mean track curve radius Rm that is to
be explored is larger than R,1,m or R,2,m, the Wheel/Rail contact point lies on
the circular part of the flange front flank, otherwise it lies on the flange tip
rounding (elliptic part).

Appendix 1 Page 20
Draft translation
Fig. 1.1: Sketch showing the geometry of the Horizontal Flange Section

Appendix 1 Page 21
Draft translation
Fig. 1.2 Diagram for calculating the geometry of the Hyperbola/ellipse transition points on
the flange Section

Appendix 1 Page 22
Draft translation
2.1.1.2
Contact point on the flange flank, case 1a (Figure 1.3)
The track curve radii R1/2 at the back / front face contact points of wheels 1 / 2 lie on
the circular part of the horizontal flange section dependent upon the selected track
centreline curve radius Rm :
R1 = (R1 -rA,R) + rA,R
(9)
(R1 - rA,R) = [(R1 - rA,R)y2 + 0.25 aF2 ]

(R1 - rA,R)y
(10)
- y coordinate of (R1 - rA,R)
(R1 - rA,R)y = Rm,y 0.5 sN* + dmax* - rA,R
(11)
Rm,y - y coordinate of Rm
Rm,y = [ Rm2 - 0.25 aF2 ]
(12)
Rm - selected centreline track curve radius

aF -
bogie wheelbase
sN* - Nominal gauge in the GGE

sN*= SN -2 (a* - a) ns
a* -
(13)
vertical distance between the GGE and the line joining the
wheel:rail contact points
a-
vertical distance between the gauge measurement line and the

line joining the wheel:rail contact points
nS/R
- inclination of the flange front / back face
dN/max/min*- Nominal / maximum / minimum flange thickness in the GGE at

the horizontal attack angle of 0
dN/max/min* = dN/max/min [(a* - a)/nS] [a* - a)/nR]
(14)
dN/max/min - Nominal / maximum / minimum flange thickness in the gauging

plane at the horizontal attack angle of 0
rA,R
from (1 b)
R2 = [(R2 + rA,S)y2+ 0.25 aF2] rA,S

(R2 + rA,S)y
(15)
- y coordinate of (R2 + rA,S)

Appendix 1 Page 23
Draft translation
(R2 + rA,S)y = Rm,y 0.5 sN* + rA,S
(16)
rA,S from (1 a)
2.1.1.3
Contact point on the flange tip rounding, case 1b (Fig. 1.4)
The coordinates of the contact points for wheels 1 and 2 must be determined by
iteration. The ellipse section and its location on the flange section are determined
first.
Internal / external flange tip rounding (front / back face ellipse)
Long ellipse axis aEll,S/R :
aEII,S/R = 0.5 lA -xEII,S/R
(17a/b)
lA - Length of the flange Section in the GGE

lA = 2 [dM (h -a*) + h2 - a*2]
(18)
dM - wheel diameter
h - flange height (Maximum value in new condition)
xEll,S/R'- Distance in the x-axis between the centre of the front / back face ellipse
to the centre of the flange section
xEll,S/R' = [ (0.5 dM + h rK,S/R)2 (0.5 dM + a*)2 ]
(19a/b)
rK,S/R -outer / inner flange tip rounding radius
Short Ellipse axis bEII,S/R :

bEII,S/R = rK,S/R
(20a/b)
Location of the ellipse on the flange section

Front face contact point, distance xEll,S from the middle of the front face ellipse to the
transverse centreline of the bogie to midpoint in the flange section:
xEll,S = 0.5 aF - 0.5 lA + aEII,S
(21)
Appendix 1 Page 24
Draft translation
Front face contact point, distance xEll,R from the middle of the back face ellipse to the
transverse centreline of the bogie to midpoint in the flange section:
xEll,R = 0.5 aF + 0.5 lA - aEII,S
(22)
Iteration
The following describes the calculation procedure for determining the objective value
using Excel2000. For this algorithms must be set up for the "objective cell" and the
"changeable cell". The value "0" should appropriately be entered as the Objective
Value and the objective cell should contain an algorithm that leads to the results for
R1 and R2 respectively.
The basis of the investigation is the fact that at the contact point on the wheel a
common horizontal tangent is available: on one hand tangential to the track curve
radius at its point of contact with the flange section and on the other hand tangential
to the elliptic section formed by the flange tip rounding; at this point the slopes m of
the track curve radius and the ellipse must be equal.
To find the centreline track curve radius Rm :
For xEll,2 - value of the front face ellipse in the contact point wheel/rail flank, an
arbitrary number <aEll,S is used. For this value of xEII,2 the associated value for yEll,2 is
now calculated from:
yEll,2 = bEll,S [ 1 (xEll,22 / aEll,S2) ]
which generally applies to:
yEll,2/3 = bEll,S [ 1 (xEll,2/32 / aEll,S2) ]
(23a)
yEll,1/4 = bEll,R [ 1 (xEll,1/42 / aEll,S2) ]
(23b)
and
2 = arc tan [(bEll,S2 / aEll,S2) (xEll,2 / yEll,2)]

2/3 = arc tan [(bEll,S2 / aEll,S2) (xEll,2/3 / yEll,2/3)]
(24a)
1/4 = arc tan [(bEll,S2 / aEll,S2) (xEll,1/4 / yEll,1/4)]
(24b)
and

Appendix 1 Page 25
Draft translation
Fig. 1.3 Diagram for calculating track curve radii for a contact point on the flange flanks,
chordal position
Appendix 1 Page 26
Draft translation
Horizontal attack angle 2 at the contact point for wheel 2:
From (23a/b) and (24a/b) yEII is given by:

yEll,2/3 = bEll,S2 [ 1 / (aEll,S2 tan2 2/3 + bEll,S2) ]
(23a/24a)
yEll,1/4 = bEll,R2 [ 1 / (aEll,R2 tan2 1/4 + bEll,R2) ]
(23b/24b)
The x coordinate of the track curve radius at the wheel/rail contact point on the
flange section is given by the distance from the transverse centreline of the bogie to
the contact point:
R2/3,x = xEII,S - xEII,2/3
(25a)
R1/4,x = xEII,S - xEII,1/4
(25b)
and/or
and the associated y coordinate:

R2,y= R2,x / tan 2
which can be generalised as:
Rn,y= Rn,x / tan n
(26)
The track curve radius R2 at the contact point between the flange front ellipse and
the rail flank is given by:
R2 = [R2,x2 + R2,y2 ]
which can be generalised as:
Rn = [Rn,x2 + Rn,y2 ]
(27)

Appendix 1 Page 27
Draft translation
Fig. 1.4 Diagram for calculating the track curve radius for contact point on the flange tip
rounding of the flange section

Appendix 1 Page 28
Draft translation
The practical calculation by iteration by means of the objective value in Excel

2000 can be done by setting the value 0 as the Objective value", and in the
changeable cell" setting the value to that of xEII,2 , and in the "objective cell"
entering the following expression (which will, when the correct value for xEll,2 has
been selected, become zero) :
[ (R2,y + yEll,2 dK,S dS* + 0.5 sN*)2 + (0.5 aF)2 ] Rm = 0
dK,S/R
- distance between the intersection between the extended flange

front / back face with the y-axis of the flange tip
dK,S/R = rK,S/R tan (0.5 arc tan nS/R)
(29a/b)
rK,S/R
- outer / inner flange tip radius
nS/R
- inclination value of the flange front / back face
dS/R*
- horizontally flange front / back face reduction of d* between GGE

and not from round flange tip
dS/R* = (h - a*) / nS/R

h-
(30a/b)
Flange height (maximum value in the new state)
a* - vertical distance between the GGE and the line joining the rail head
contact points
sN*
from (13)
aF
- bogie wheelbase
over the confirmed value obtained from that for xEll,n at the contact point n. Rn is
the track curve radius calculated from (27).
The track curve radius R1 at the contact point of the inner flange tip rounding of
the flange section at the rail flank is determined in a similar manner. As before,
an arbitrary number is chosen for aEII,R, and from this the associated value for
yEll,1 obtained from (23b) - as well as the value of the attack angle 1 at the
contact point with the wheel 1 from (24b).
The horizontal distance R1,x from the transverse centreline of the bogie to the
start point Wheel/rail on the flange section is given by:
R1,x = xEII,R + xEII,1
which generalises to:
Appendix 1 Page 29
Draft translation
R2/3,x= xEII,S + xEll,2/3
(31a)
and
R1/4,x= xEII,R + xEll,1/4
(31b)
and the associated distance R1,y of the foot point from R1,x to midpoint of the track
curve radius R1 from (26). The track curve radius R1 at the contact point of the
flange back ellipse is then calculated from (27).
The practical calculation by iteration by means of the objective value in Excel 2000
can be done by setting the value 0 as the Objective value", and in the
changeable cell setting the value to that of xEII,1 , and in the objective cell entering
the following expression (which will, when the correct value for xEll,1 has been
selected, become zero) :
[ (R1,y - yEll,1 + dK,R dS* + 0.5 sN*)2 + (0.5 aF)2 ] Rm = 0
yEll,1
(32)
- from (22b)
dK - Length of the flange tip straight lines until front and/or back face
extended to meet the flange tip rounding
dK,max/min = dmax/min* - dS* - dR*
(33)
dmax/min* from (14)
With the value thus obtained for XEll,1 , the track curve radius R1 at the contact point
is now calculated from (27).
2.1.1.4
Flangeway width in the check rail zone
For the calculation of the curved flangeway in the check rail zone of a common
crossing, an increase of the effective flange thickness must be allowed for
compared to that for the straight route.
For the back face the increase in the effective flange thickness amounts to:
dR* = (0.5 sN* - dN*) - (Rm - R1)
sN*
(34)
from (13)
Appendix 1 Page 30
Draft translation
dN*
from (14)
For the front face the increase in the effective flange thickness amounts to:
dS* = Rm - R2 0.5 sN*
(35)
The overall increase of the operative flange thickness vis--vis the straight lines
amounts to:
d* = ds* + dR*
(36)
the minimum required flangeway width in the GGE for the check rail zone WR then
amounts to:
WR*= dN*+ d*
(37)
If the GGE and the gauging plane do not coincide (A a*), another conversion must
be undertaken to convert the value that in GGE into the equivalent value in the
gauging plane, by allowing for the inclination of the rail flank.
The objective of the survey is, among other things, the compilation of a table for
gauge and flangeway width at the check rail, with the values calculated from (37) in
whole millimetres set against a graded series of curve radii, and to determine the
limiting track curve radius applying for that value
2.1.2 Check gauge over crossing flangeway and the check rail flangeway
This must be considered for both the largest new value and, where appropriate, at
the wear limit of the flangeway width in the check rail zone with the bogie in its
rotated position. The wheels must be considered in both the new state (for the
investigation of the largest check gauge, determined from the difference of the track
curve radii R1 and Rg) and the fully worn state (for the investigation of the smallest
check gauge, determined from the difference of the track curve radii R2 and R4).
The basis for the calculation is the limiting track curve radius that was determined
under 2.1.1.4 for the gauge and flangeway width table. The largest compliant
flangeway widths in the check rail zone are to be assigned these limiting track curve
radii.
Appendix 1 Page 31
Draft translation
The most unfavourable conditions in the branch track of a simple switch result from
the leading inner wheel (1) of the bogie being in contact with the guiding face of the
curved check rail, and the trailing inner wheel (2) of the bogie in contact with the
gauge face of the inner rail of the curve (see Figure 1.5). For this position, the
flangeway dimensions are determined by the track curve radii R1 and R2 at the
contact points for wheels 1 and 2 for the given track curve radius, and R3 and R4 at
the contact points for wheels 3 and 4; R1 results from R2 plus WR,max. With the bogie
in this position, the curve radius R3 touches the curve leading outer wheel (3) of the
bogie (and/or the first wheel pair) at the front face and the curve radius R4 the
trailing outer wheel (4) of the bogie (and/or the second wheel pair) at the back face.
Depending upon the track curve radius and/or attack angle, different positions arise
for the location of these four contact points with the flange Section:
1 in large track curve radii and/or small attack angles all four contact points lie in
the range of the flange flanks (Hyperbolic) of the horizontal flange Section
2 in moderate track curve radii and/or attack angles some of the four contact points
lie in the flange flank range (Hyperbolic) and some in the range of the flange tip
rounding (ellipse range) of the horizontal flange section
3 in small track curve radii and/or large attack angles all four contact points lie in
the range of the flange tip rounding (ellipse range) of the horizontal flange section
As a rule, for all calculations that result in the contact point of the wheel 3, the value
of the new wheels are to be used; for all calculations that result in that contact point
of the wheel 4, the value of the worn down wheels should be used as this will then
give the extreme value of the check gauge. There that from.
Because the basis of the calculations for the check rail zone is the inner rail of the
curve, and therefore the contact points of wheels 1 and 2, there are therefore
required to be separate processes for the investigation of the contact point at wheel
3, with new wheels 1 and 2, and for the investigation of the contact point at wheel 4,
Appendix 1 Page 32
Draft translation
with worn down wheels 1 and 2. This distribution is allowed for in the following
sections of the calculation of the contact point,.
The criterion for the location of the contact point is the attack angle of each wheel in
comparison with the angles ,S and ,R from (8a) and/or (8b) at the
Hyperbola/Ellipse transition point on the flange section front and/or back face.
Where the attack angles 2 or 3 are smaller than ,S and/or 1 or 4 smaller than
,R, the contact point of the respective wheel lies in the range of the flange flank
(Hyperbola), otherwise they lie in the range of the flange tip rounding (ellipse).
The reference basis for the calculation is track curve radius at the gauge face of the
inner rail of the curve in the GGE, which is calculated approximately from:
R2 = Rm 0.5 SN
2.1.2.1
(38)
Rm
- ca. track centreline curve radius
SN
- Nominal gauge of the straight track in the gauge plane
The contact points for wheels 1 & 3 lie on the flange flanks (Hyperbolic
part)
The calculation results correspond to the calculation sketch, figure 1.5.

Connecting lines g1 of the midpoints of the radii replacing the Hyperbolae in the
flange Section rA,R in wheel 1 (back face) and rA,S in wheel 2 (front face) :
g1= [aF2 + (rA,R + rA,S - dmin*)2 ]
(39)
aF - Bogie wheelbase
rA,S/R from (1a / 1b)
dmin* from (14)

Appendix 1 Page 33
Draft translation
Horizontal angle between g1 and the wheelset:

= arc sin (aF / g1 )
(40)
Horizontal attack angle 1 at wheel 1:

1 = ( + 1)
(41)
( + 1) - horizontal angle between g1 and R1

( + 1) = arc cos {[(R2 + rA,S)2 g12 (R1 rA,R)2] / [2 g1 (R1 rA,R)]}
R1 = R2 + WR,max
(42)
(43)
WR,max = WR + W
(44)
WR
from 2.1.1.4
- Manufacturing tolerance of the groove width at the check rail

2 =
(45)
- horizontal angle between g1 and R2

= arc sin {[(R1 rA,R) sin ( + 1 )] / (R2 + rA,S)}
(46)

3 = arc tan {(R1 rA,R)x / [(R1 rA,R)y + rA,R + lmax* -rA,S]}
(R1 rA,R)x
(47)
- x coordinate of (R1 rA,R)
(R1 rA,R)x = (R1 rA,R) sin 1
(48)
R2 from (37)
(R1 rA,R)y
- y coordinate of (R1 rA,R)
(R1 rA,R)y = (R1 rA,R) cos 1
(49)
lmax* - maximum check gauge in the GGE at a horizontal angle of 0

Appendix 1 Page 34
Draft translation
Track curve radius R3 at the contact point of wheel 3:

R3 = [(R1 rA,R)x2 + [(R1 rA,R)y + rA,R + lmax* - rA,S]2 ] + rA,S
2.1.2.2
(50)
The contact points of the wheels 1, 2 and 4 lie on the flange flanks (Circular part)
The calculation results correspond to the sketch, figure 1.5.

Values for the contact points of the wheels 1 and 2 are obtained from (39) to (46).
Horizontal attack angle 4 at wheel 4
4 = arc tan {[aF (R1 rA,R)x] / [(R1 -rA,R)y + 2 rA,R - dmin* + lmin*])
(51)
dmin* from (14)

lmin* - smallest check gauge measure in the GGE in the horizontal angle 0
R4 = {[ aF - (R1 rA,R)x]2 + [(R1 rA,R)y + 2 rA,R dmin* + lmin* - rA,S]2 } - rA,R (52)
2.1.2.3 The contact point of wheel 1 lies on the inner flange tip rounding (elliptic
part), the contact points of wheels 2 and 3 on the flange flanks (Circular part)
The calculation results correspond to the sketches figure 1.4 (in relation to wheel 1)
and figure 1.5 (in relation to wheels 2 and 3).
The correct value for 1 will investigated through iteration over two variants to the
calculation of the y coordinate of (R2 + rA,S) :
1.
(R2 + rA,S)y = R1 cos 1 - yEll,1 + dK,R - dmin* + rA,S
(53)
1 - selected horizontal attack angle at wheel 1

yEII,1 from (23b)
dK,R
from (29b)
dR*
from (30b)
dmin* from (14)

Appendix 1 Page 35
Draft translation
Figure1.5: Calculation diagram for flange footprint, contact points on the flange flanks

Appendix 1 Page 36
Draft translation
2.
(R2 + rA,S)y = (R2 + rA,S) cos 2
(54)
2 - horizontal attack angle at wheel 2

2 = arc sin {[(aF (R1,x xEll,1 + aEll,R 0.5 lA)] / (R2 + rA,S)}
Rn,x
(55)
- x coordinate of the flange section touching the curve radius Rn
Rn,x = Rn sin n
xEll,1/4 = aEll,R [ 1 (yEll,1/42 / bEll,R2)
(56)
from (23b)
(57)
Putting the "correct" value of 1 into both expressions (53) and (54) must yield the
same value for R2:
(R1 cos 1 yEll,1 + dK,R + dR* - dmin* + rA,S) [(R2 + rA,S) cos 2] = 0
(58)
Horizontal attack angle 2 at wheel 2 from (55).

3 = arc tan {(R1,x xEll,1 + aEll,R 0.5 lA) / [(R2 + rA,S) cos 2 2 rA,S + dmin* + lmax*]}
(59)
lmax* -maximum check gauge in the GGE at the horizontal attack angle 0
Curve radius R3 at the contact point for wheel 3:

R3 = rA,S + [ (R1,x xEll,1 + aEll,R 0.5 lA)2 + [(R2 + rA,S) cos 2 2 rA,S + dmin* +
lmax*]2 ]
2.1.2.4
(60)
The contact point of wheel 1 lies on the inner flange tip rounding, the
contact points of wheels 2 and 4 on the flange flank
Following the diagrams shown in figures1.4 (in relation to wheel 1) and 1.5 (in
relation to wheels 2 and 4).
Values for the contact point of wheels 1 and 2 after 2.1.2.3, (53) until (58).

Appendix 1 Page 37
Draft translation
4 = arc tan {[aF (R1,x xEll,1 + aEll,R 0.5 lA)] / [(R2 + rA,S) cos 2 rA,S + lmin* +
rA,R]}
(61)
lmin*-minimal check gauge in the GGE in the horizontal attack angle 0

R4 = [ [aF - (R1,x -xEII,1 + aEII,R 0.5 lA)]2 + [(R2 + rA,S) cos 2 - rA,S + lmin*+ rA,R]2 ] rA,R
(62)
2.1.2.5
The contact points for wheels 1 and 3 lie on the flange tip rounding (ellipse
zone), the contact point for wheel 2 on the flange flank (Hyperbolic zone)
Following the diagrams shown in figures 1.4 (in relation to wheels 1 and 3) and 1.5
(in relation to wheel 2).
Values for the contact points of wheels 1 and 2 after 2.1.2.3, (53) until (58).
The correct value for 3 will be determined through iteration over two variants of the
expression for the curve radius R3:
1.
R3 = (R1 cos 1 -yEII,1+ dK,R + dR* + lmax* - dS* - dK,S + yEll,3) / cos 3
dS/R*
from (30a/b)
dK,S/R
from (28a/b)
(63)
lmax* -maximum check gauge in the GGE at the horizontal attack angle 0
yEll,3 = bEll,S2 [ 1 / (aEll,S2 tan2 3 + bEll,S2) ]
from (23a/24a)
3 -selected horizontal attack angle at wheel 3
2. R3 = (R1,x -xEll,1 + aEII,R - aEII,S + xEII,3) / sin 3

xEll,2/3 = aEII,S [1 -(yEll,2/32 / bEII,S2) ]
(64)
from (23a)
(57a)
Putting the correct value for 3 into each of the expressions (63) and (64) should
generate the same result for R3, ie ( 63) minus (64) will give the result Zero.
[(R1 cos 1 yEll,1 + dK,R + dR* + lmax dS* - dK,S = yEll,3) cos 3]
[(R1,x xEll,1 + aEll,R aEll,S + xEll,3) sin 3] = 0
(65)

Appendix 1 Page 38
Draft translation
The curve radius R3 at the contact point for wheel 3 is obtained from (63) or (64).
2.1.2.6
The contact points for wheels 1 and 4 lie on the flange tip rounding (ellipse
zone), the contact point for wheel 2 on the flange flank (Hyperbolic zone)
Following the diagrams shown in figures 1.4 (in relation to wheels 1 and 4) and 1.5
(in relation to wheel 2).
Values for the contact point of the wheels 1 and 2 after 2.1.2.3, (53) until (58).
The value for 4 is determined by iteration using two variants of the equation for the
curve radius R4:
1.
R4 = (R1 cos 1 -yEII,1 + 2 dK,R - dmin* + lmin* - yEll,4) cos 4
(66)
dK,R from (29b)

dR* from (30b)
dmin* from (14)
lmin* - minimum check gauge in the GGE at the horizontal angle 0.
yEII,4 = bEII,R2 [1 / (aEll,R2 tan24 + bEII,R2) ]
from (23b/24b)
2.
R4 = (aF R1,x + xEII,1 - xEII,4) sin 4
(67)
xEII,4 from (57b)

Putting the correct value for 4 into each of the expressions (66) and (67) should
generate the same value for R4.
[(R1 cos 1 - yEII,1 + 2 dK,R + 2 dR* - dmin* + lmin* - yEll,4) cos 4] (aF R1,x + xEII,1 - xEII,4) sin 4 = 0
(68)
Curve radius R4 in the contact point of the wheel 4 out of (66) or (67).
Appendix 1 Page 39
Draft translation
2.1.2.7
The contact points for wheels 1 to 3 lie on the flange tip rounding
Following the diagram shown in figure 1.6.

Here a double iteration will be required, i.e. first the connection straight line g2 of the
contact point 2 the intersection of the track curve radius R1 at the contact point 1
with the track curve radius R2 as well as the angle between these connecting
straight lines and the longitudinal axis of the bogie. In addition the attack angle 1 at
the contact point of wheel 1 and the attack angle 2 at the contact point of wheel 2
must be selected. For , 1 and 2 :1 = 2 +
(69)
The examination, as to whether the value was selected correctly for 1, is

undertaken over both calculation variants for the curve radius R2:
R2 = 0.5 g2 / sin (1 - )
(70)
R2 = 0.5 g2 / sin (2 + )
(71)
If 1 has been selected correctly, the given value for R2 will be equal to that obtained
from (38).
g2 = 2[g2,x2+ g2,y2 ]
(72)
g2,x = aF + x1 - WR,X-X2
(73)
aF - bogie wheelbase
x1 = 0.5 ( lA - aEII,R + xEII,1)
lA
(74b)
from (18)
aEII,R from (17b)

xEll,1
from (57b)
yEll,1
from (23b/24b)
WR,x = WR,max sin 1
(75)
WR,max from (44)

x2 = 0.5 lA - aEII,S + xEII,2
(74a)
aEII,S from (17a)

xEII,2 from (57a)
yEll,2
from (23a/24a)
Appendix 1 Page 40
Draft translation
g2,y = WR,y - yEll,1 - dK,G,min -yEll,2
(76)
WR,y = WR,max COS 1
(77)
dK,G,min
- length of the straight flange tip relative to dmin
dK,G,min = dmin* - dS* - dK,S - dK,R - dR*
(78)
dmin* from (14)

dS/R*
from (30a/b)
dK,S/R from (29a/b)

= arc tan (g2,y / g2,x)
(1 - ) - (2 + ) = 0
(79)
from (70/71 )
(80)
Moreover R2 will be given by the "correct" selection of the angle of the track curve
radius complying with the given value:
R2 - [0.5 g2 / sin (1 - )] = 0
from (70)
The horizontal attack angle 3 is now obtained through iteration over two variants for
the expression for R3,x:
1.
R3,x = R1 sin 1 -x1 + 0.5 lA -aEll,S + xEll,3
(81)
xEII,3 - selected value
2.
R3.x = [ R3,x2 + R3,y2 ] sin arc tan [(bEll,S2 / aEll,S2) (xEll,3/yEII,3)]

R3,y = yEII,3 + R1,y + dK,R + dR* + lmax* - dK,S - dS*
(82)
(83)
yEII,3 from (23a)

Rn,y= Rn cos n
(84)
dK,S/R from (29a/b)

dS/R* from (30a/b)
If xEll,3 has been selected correctly, the values for R2 obtained from (81) and (82)
must be equal.
(R1 sin 1 x1 + 0,5 lA aEll,S + xEll,3)

Appendix 1 Page 41
Draft translation
{[R3,x2 + R3,y2] sin arc tan [(bEll,S2 / aEll,S2) (xEll,3 / yEll,3)]} = 0

(85)
Curve radius R3 at the contact point for wheel 3 is obtained from (27).
Horizontal attack angle 3 at the contact point of wheel 3:
n = arc tan (Rn,x / Rn,y)
2.1.2.8
(86)
The contact points of wheels 1, 2 and 4 lie on the flange tip rounding
(elliptic zone)
Following the diagram shown in figure 1.6:Values for the contact points at wheels 1 and 2 are obtained from section 2.1.2.7,
(69) to (80).
The horizontal attack angle 4 can now be obtained through iteration over two
variants for the expression for R4,x:
1.
R4,x = R2 sin 2 + x2 0.5 lA - aEII,R + xEIl,4
(87)
xEII,4 - selected value

2.
R4,x = [R4,x2 + R4,y2] sin arc tan [(bEII,R2 / aEll,R2) (xEII,4 / yEII,4)]
R4,y = R1,y -yEII,1 + 2 dK,R + 2 dR* -dmin* + lmin* -yEll,4
dK,R
from (29b)
dR*
from (30b)
(88)
(89)
YEII,4 from (23b)

With the correct selection of the value for xEll,4 in both formulas (87) and (88) the
values obtained for the curve radius R4 from (87) and (88) should be equal.
(R2 sin 2 + x2 0,5 lA aEll,R + xEll,4)
{[R4,x2 + R4,y2] sin arc tan [(bEll,R2 / aEll,R2) (xEll,4 / yEll,4)]} = 0
(90)
The curve radius R4 at the contact point for wheel 4 is obtained from (27)
The attack angle 4 at the contact point for wheel 4 is obtained from (86).

Appendix 1 Page 42
Draft translation
2.1.2.9
Check gauge over crossing flangeway and/or over the flangeway at the
check rail
The provisional check gauges required (without consideration of any lateral
elasticity of the wheel tire in the curved track!) are given by the extreme values of
the effective check gauge measure, i.e. from the flange positions in the rotated
bogie footprint as limited by contact with the rails (as per the calculations made
under sections 2.1.2.1 to 2.1.2.8).
The minimum required provisional check gauge over crossing flangeway (from
the difference between the track curve radii in the new state at the contact points of
wheels 3 and 1 for the respective centreline track curve radii)
LH,min* = R3 R1
(91)
The largest permissible provisional check gauge over the check rail flangeway
(from the difference between of the touching track curve radii in the fully worn state
at the contact points of wheels 4 and 2 for the respective centreline track curve
radius)
LR,max* = R4 R2
(92)
With resilient wheels it is necessary to allow for the effects of the lateral elasticity of
the tyres in the check rail zone of the curved branch track, in that the gauge of the
leading wheelset is widened and that of the trailing axle is narrowed, and that under
the influence of the centrifugal force the gauge widening is larger. Further, the
effect of the lateral elasticity is proportional to the curvature. In the curved branch
track of inside curved switches, the opposite effect occurs: For the leading wheelset
a gauge reduction arises, for the trailing wheelset the gauge is increased. Here also
the centrifugal force effects are increased on the first axle and reduced on the
second axle.

Appendix 1 Page 43
Draft translation
Minimum required check gauge over crossing flangeway

LH,min* = LH,min* + Qa
Qa
- at the outside curve causing lateral elasticity of the wheel tire dependent
upon track curvature and centrifugal force
Largest allowable check gauge over the flangeway at the check rail
LR,max* = LR,max* Qi
Qi
- at the inside curve causing lateral elasticity of the wheel tire dependent
upon track curvature and centrifugal force
Comment: Because only the maximum value for Q, being proportional to both the
curve radius and centrifugal force, is difficult to establish it is recommended that the
maximum value is assigned for small curve radii, an average value to mid-range
curve radii and a value of zero for very large curve radii and straight track.
2.1.3 Gauge width in the crossing zone
If it is supposed that there is to be complete clearance to the crossing groove flanks,
a relatively large crossing flangeway is required, which on the one hand is often not
achievable with a solid crossing in a moderate space whilst on the other hand the
required wheel support frequently cannot be guaranteed with deep groove
crossings.
For the calculation of the crossing flangeway, the user must decide whether to use
the unworn values for the check rail flangeway, or the maximum value within the
wear limits in determining the required value. Alternatively, the straight track of the
crossing can be dimensioned according to the principles of double crossings, with in
the curved track a mathematical overlap between the flange back and crossing
groove flank or, for the outside track of inside curved switches, overlap between the
flange front and the gauge face of the crossing.
The required minimum gauge in the crossing zone for the respective centreline
curve radius results from the total of the minimum required check gauge through the
crossing and the maximum flangeway through the check rail:
Appendix 1 Page 44
Draft translation
Smin* = LH,min* + WR,max*
(95)
At the same time, it is to be noted that the largest value of LH,min* must be obtained
for all bogies!
The nominal value of the respective gauge is then calculated with due regard for the
negative building tolerance:
SN*= Smin*+ |-S|
(96)
|-S| - negative build tolerance for gauge
Comment: As a result of the coarse steps used for the value of Q in the
investigation of the required and/or allowable check gauge, the results that emerge
for the values for the gauge and crossing flangeway will appear discontinuous
instead of being a logical continuous variation. The user may correct this by the
addition or subtraction of correction values <1.0 mm (prior to any final rounding off
to full millimetres) to form a continuous series. With the rounded values, it can then
be checked at to how much clearance and/or overlap appears in the most
unfavourable bogie/track configuration, (see 2.1.4).
2.1.4 Crossing flangeways
The required minimum flangeway at the crossing for the curve radius under
consideration results from the difference of the maximum gauge width and the
largest allowable check gauge over the flangeway in the check rail zone:
WH,min*= Smax* - LR,max*
(97)
Smax*= S* + |+S|
(98)
|+S| - Plus building tolerance for the gauge

The smallest value for LR,max* must be obtained for all bogies!
The nominal value of the respective crossing flangeway then arises from
consideration of the negative manufacturing tolerance:
WH*= WH,min*+ |-W|
(99)
Appendix 1 Page 45
Draft translation
|-W| - Absolute value for the negative manufacturing tolerance for the
flangeway
With a rail-built crossing, a larger overlap (displacement) can be provided at the

wing rail than at the crossing gauge face.
The comment under 2.1.3 is to be noted!
The clearance at the crossing gauge face is calculated from:
WH,Ff = Smin* -WR,max* - (lmax* + Qa)
(100)
The clearance at the crossing flangeway results from:

WH,Rf = lmin* - Qi - (Smax* -WH,min*)
(101)
If the clearance value is negative, the overlap lies before!

Appendix 1 Page 46
Draft translation
Figure 1.6: Calculation diagram for flange footprint, contact points on the flange tip

Appendix 1 Page 47
Draft translation
2.2
Double Crossings
Because of the equivalence of both grooves of the double crossings, the calculation
for these must ensure that the wheels are not forced between either the gauge
faces of the rails or the guiding faces of the check rails. Compared to the breadth
measure proof for the straight track the gauge in the curved track must be increased
by double the additional width requirement for the flange front and the check gauge
reduced by double the additional width requirement for the flange back.
The smallest allowable gauge Smin,B* in the curve results from:
Smin,B* = Smin,G* + 2 dS*
(102)
Smin,G* - smallest allowable gauge on straight track

dS* from (35)
In (96) the nominal gauge is determined by taking into account the building
tolerance.
The largest permissible check gauge Kmax,B* in the curve is calculated from:
Kmax,B* = Kmax,G* - 2 dR*
Kmax,G*
(103)
- largest permissible check gauge in straight track
dR* from (34)

The smallest allowable flangeway WDH,min,B* in the curved track is then given by:
WDH,min,B* = WDH,min,G* + d*
WDH,min,G*
(104)
- smallest permissible flangeway in the straight track
d* from (36)
By analogy to (99) the nominal flangeway is determined from consideration of the
fabrication tolerance.
Consideration of the lateral elasticity of the wheel tire is not meaningful in a double
crossing.

Appendix 1 Page 48
Draft translation
An unwanted overlap value can emerge at the guiding or check flank and it must
therefore be checked with the rounded values, to determine how much free space
and/or overlap appears in the most unfavourable bogie/track configuration:
The clearance at the gauge face is calculated from:

WFf = Smin,B*- (smax,G*+ 2 dS*)
(105)
smax,G* - maximum gauge at an attack angle of 0 in the GGE

The clearance at the groove flank results from:
WRf = kmin,G*-2 dR*- (Smax,B* - 2 Wmin,B*)
(106)
kmin,G* - smallest check gauge at an attack angle of 0 in the GGE
General considerations for 2.1.3, 2.1.4 and 2.2:

In shallow depth grooves the lifting of the wheel through flange tip / groove bottom
contact results in a reduction of the effective flange thickness, thus altering the
gauge, check gauge and groove width requirements (figure 1.7).
In raising the flanges in the flat groove, the GGE remains at the flange, in that way
the breadth mass of the bogie or wheelset (also on curved track) remains
unchanged compared with the deep groove. They must be converted however on
the gauging plane of the track.
The gauge is reduced in a one-sided flat groove relative to the deep groove by:
ST/F = (A + h -t - a*) / nS
(107)
and in a two-sided flat groove by the double value:

SFl/F = 2 (A + h -t - a*) / nS
(108)
Compared to the deep groove, the groove width for a flat groove is reduced by:
WT/F = (A + h - t - a*) (1/nS + 1/nR)
(109)
Comment: This conversion assumes that the flank inclinations of the flat groove
match the respective inclinations of the flange flanks.
If the GGE and gauging plane for the deep groove are not coincident (ie A a*),
another conversion of all measurements must be undertaken taking into account the
Appendix 1 Page 49
Draft translation
inclination at the rail flank to convert the GGE value into the gauging plane.
Fig. 1.7 Shallow Groove

Appendix 1 Page 50
Draft translation
Simplified calculation procedure

(refer to Section 1.3)
3.1
Common crossing with Check Rail
3.1.1 Flangeway width in the check rail zone
For the curved check rail zone, the additional width required for the flanges of a
bogie with maximum flange thickness is investigated for the selected track curve
radius for the contact points of the front and back faces of both of the leading and
trailing inner wheels of the bogie respectively. The distance between the front and
back faces, determining the effective flange thickness is radial to the track curve and
is thus the minimum required flangeway in the check rail zone.
3.1.1.1
Geometry of the horizontal flange-section
At the flange section, the hyperbolae that are the flange front and back faces are
replaced by circles with radii rA,S and/or rA,R respectively and for the selection of the
calculation procedure according to case 2a or 2b (cf. section 1.3) for the hyperbola /
flange tip transition points ES and ER (at flange front and back faces respectively),
the attack angles E,1 and E,2 and the track curve radii RE,1 and/or RE,2 at wheels 1
and 2 to calculate from that the track centreline radii RE,1,m and/or RE,2,m (figures 1.8
and 1.9) :
Radius rA,S/R as lateral boundary of the flange section at the flange front / back flank
(replacement for Hyperbola) :
rA,S/R = (0,25 lA2 + dS/R*2) / (2 dS/R*)
(201a/b)
lA from (18)
dS/R* from (30a/b)
Curve radii RE,1/2 are defined by the intersection point between of the flange flank /
tip section of wheels 1 and/or 2 and are tangential to the hyperbola:
Appendix 1 Page 51
Draft translation
RE,1 = rA,R [ (aF / lA) + 1]
(202)
aF - Bogie wheelbase
RE,2 = rA,S [ (aF / lA) - 1]
(203)
The associated centreline curve radii RE,1/2,m are given by analogy from (7a/7b) :
RE,1/2,m ~ RE,1/2 + 0.5 sN
(204a/b)
sN - Nominal gauge in the Gauging plane
Horizontal attack angle Ell,S/R at the front / back flank / tip transition point on the
flange section
The following calculations for the contact points on both the inner wheels of the
bogie differ according to the locations of both contact points on the outline of the
flange section.
The criterion for that is: When the centreline track curve radius Rm to be
investigated is larger than RE,1,m and/or RE,2,m, the back and/or front face wheel / rail
contact point lies on the range of the flange flank (Hyperbola), otherwise it is on the
flange flank (Hyperbola) / flange tip transition point.
3.1.1.2
Contact point on the flange flank, case 2a (figure 1.9)
The track curve radii R1/2 at the back / front face contact point for wheels 1/2 in the
circular part of the horizontal flange section, dependent upon the selected centreline
curve radius Rm, is calculated from (9) to (16).
3.1.1.3
Contact point on the flange flank / tip transition point, case 2b (figure 1.10)
The track curve radii R1/2 as back / front face covering of the wheel 1/2 at the
transition point of the horizontal flange section are dependent upon the centreline
curve radius Rm:
R1= [ R1,y2 + (0.5 aF + 0.5 lA)2 ]
(206)
Appendix 1 Page 52
Draft translation
R1,y
- y coordinate of R1
R1,y = Rm,y 0.5 SN* + dS* + dK,max

Rm,y
from (12)
SN*
from (13)
(207)
dK,max from (33)

R2= [R2,y2 + (0.5 aF - 0.5 lA)2 ]
R2,y
(208)
- y coordinate of R1
R2,y = Rm,y 0.5 SN* + dS*
3.1.1.4
(209)
Flangeway width in the check rail zone.
For the calculation of the curved flangeway in the check rail zone of a common
crossing, an increase of the effective flange thickness must be allowed for relative to
that for the straight tracks. It is obtained from (34) to (37).
If the GGE and gauging plane level are not coincident, (a a*), another conversion
must be undertaken in accordance with the inclination at the rail flank to bring the
GGE value into the gauging plane.
As the objective of the investigation is, among other things, the setting up of a
gauge and flangeway width table, it is recommended, with the values derived from
(37) a graduated series of values for the flangeway in the check rail zone using
whole millimetres and to determine the limiting curve radius applying to that value.
[where appropriate: intermediate values should be used in the calculation.].
3.1.2 Check Gauge over crossing flangeway and/or over the flangeway in the check
rail zone
Basically the same rules apply here as also to under 2.1.2.
Depending upon the curve radius and/or attack angle, there arises for the situation
of the four contact points at the flange sections relative to 2.1.2 other definitions as a
result of eliminating the flange tip rounding, however:
1 with large track curve radii and small attack angles all four contact points lie on
Appendix 1 Page 53
Draft translation
the flange flanks (Hyperbolic zone of the horizontal flange section)

2 with medium-sized track curve radii and/or attack angles some of the four contact
points lie on the flange flanks (Hyperbolic zone) and some at the flank / flange tip
transition point on the horizontal flange section
3 for small track curve radii and/or large attack angles all four contact points lie on
the flank / flange tip transition points on the horizontal flange section.
The criterion for the location of the contact points is the attack angle of each wheel
in the comparison to the angles E,S/R after (205a/b) at the front face and/or back
face Hyperbola/flange tip transition point on the flange section. If the attack angles
2 or 3 are smaller than E,S and/or 1 or 4 smaller than E,R the contact points of
the respective wheels lie on the flange flank, otherwise they lie on the flange flank /
flange tip rounding transition point.
3.1.2.1
The contact points for wheels 1 to 3 lie on the flange flanks
Following the diagram shown in figure 1.12 (also as shown in 2.1.2.1) the values
from (39) to (50) can be computed. It is to be noted that the value to be used for
rA,S/R is obtained from (201a/b) and that for WR is obtained from 3.1.1.4.

Appendix 1 Page 54
Draft translation
Figure 1.8: Calculation diagram for flange section without flange tip rounding

Appendix 1 Page 55
Draft translation
Fig. 1.9 Calculation diagram for curve radii with contact points at the flank / flange tip
transition point of the flange section tangential to the face (no flange tip rounding)

Appendix 1 Page 56
Draft translation
Figure 1.10:
Calculation diagram for curve radii for contact points on the flange flanks
(Hyperbolic zone) of the flange section (no flange tip rounding), chordal
position

Appendix 1 Page 57
Draft translation
Fig. 1.11 Calculation sketch - curve radius for contact points on the flank / flange tip
transition point of the flange section (no flange tip rounding, chordal position)

Appendix 1 Page 58
Draft translation
3.1.2.2
The contact points of wheels 1, 2 and 4 lie on the flange flanks
Following the diagram shown in Figure 1.12, in the same way as in 2.1.2.2 the
values are obtained from (39) to (46), (51) and (52). It is to be noted that the value
to be used for rA,S/R is obtained from (201a/b) and that for WR obtained from 3.1.1.4.
3.1.2.3
The contact point of wheel 1 lies at the flange flank:tip junction and those
for wheels 2 and 3 lie on the flange flanks

Following the diagram shown in figure 1.13:
The horizontal line g2 tangential to the contact point in the transition point ER at
wheel 1 to the midpoint of the radius rA,S defining the front face of wheel 2 (replacing
the front face hyperbola):
g2 = [ (aF + 0.5 lA)2 + (rA,S - dS* - dK,min)2]
rA,S
from (201a)
dS*
from (30a)
(210)
dK,min from (33)
Total of the attack angles (1 + 2) between R1 and (R2 + rA,S) :

(1 + 2) = arc cos [(R12 + (R2 + rA,S) - g2) / 2 R1 (R2 + rA,R)]
(211)
Horizontal angle between R1 and g2:

= arc sin [sin (1 + 2) (R2 + rA,S) / g2]
(212)
Horizontal angle 1 between g2 and the x axis:

1= arc cos [(aF + 0.5 rA) / g2]
(213)
Horizontal attack angle 1 at the transition point of the flange section of wheel 1:
1 = 90 - ( - 1)
(214)

2 = ( 1 + 2 ) 1
(215)

Appendix 1 Page 59
Draft translation

3 = arc tan {(R3 rA,S)X / [(R2 + rA,S)y 2 rA,S + dmin* + lmax*]}
(216)
(R3 rA,S)X x coordinate of (R3 rA,S)

(R3 rA,S)X = aF (R2 + rA,S) sin 2
(R3 rA,S)y
(217)
y coordinate of (R3 rA,S)
(R3 rA,S)y = (R2 + rA,S) cos 2
(218)
lmax* - maximum check gauge in the GGE at the horizontal attack angle 0
Curve radius R3 at the contact point for wheel 3:

R3 = [((R3 rA,S)X2 + [(R3 rA,S)y - 2 rA,S + dmin* + lmax*]2] + rA,S
3.1.2.4
(219)
The contact point of wheel 1 lies at the flank / flange tip transition point; the
contact points for wheels 2 and 4 lie on the flange flanks
Following the diagram shown in figure 1.13:
The values for the contact points of wheels 1 and 2 are obtained from 3.1.2.3,
(210) to (215).
Horizontal attack angle 4 for wheel 4:
4 = arc tan {(R2 + rA,S)X / [(R2 + rA,S)y rA,S + lmax* + rA,R]}
(220)
(R2 + rA,S)X x coordinate of (R2 + rA,S)

(R2 + rA,S)X = (R2 + rA,S) sin 2
(221)
Curve radius R4 at the contact point of wheel 4:

R4 = [((R2 + rA,S)X2 + [(R2 rA,S)y - rA,S + lmax* + rA,R]2] - rA,R
(222)

Appendix 1 Page 60
Draft translation
Figure 1.12: Calculation diagram for the flange footprint (no flange tip rounding), contact
points on the flange flanks
Appendix 1 Page 61
Draft translation
3.1.2.5
The contact points for wheels 1 and 3 lie at the flank / flange tip transition
point; the contact point for wheel 2 lies on the flange front flank
In accordance with the diagram shown in Figure 1. 13 (relating to wheels 1 and 2)

and Figure 1. 14 (relating to wheel 3) the following can be calculated:
Values for the contact points at wheels 1 and 2 are obtained from (210) to (215), for
the curve radius R3 at the contact point for wheel 3 from (27) and for the attack
angle 3 at wheel 3 from (86). The value required for R3,x is calculated from (56); the
value for the y coordinate R3,y is given by:
R3,y = (R2 + rA,S)y - rA,S + dmin* + lmax* - dS*

(R2 + rA,S)y
3.1.2.6
(223)
from (218)
The contact points for wheels 1 and 4 lie at the flank / flange tip transition
point; the contact point for wheel 2 lies on the flange front flank
In accordance with the diagram shown in Figure 1.13 (relating to wheels 1 and 2)
and Figure 1.14 (relating to wheel 4) the following can be calculated: Values for the
contact point at wheels 1 and 2 from (210) to (215), for the curve radius R4 at the
contact point for wheel 4 from (27) and for the attack angle 4 at wheels 4 from (86).
The value required for R4,x,y is then given by:
R4,x= (R2 + rA,S)x 0.5 lA
(R2 + rA,S)x
(224)
from (221)
R4,y= (R2 + rA,S) - rA,S+ lmin* + dR*
(225)
(R2 + rA,S)y from (218)

Appendix 1 Page 62
Draft translation
Figure 1.13: Calculation diagram for the flange footprint (no flange tip rounding), contact
point for wheel 1 at the flange flank / flange tip transition point, contact point
for wheels 2 to 4 on the flange flanks
Appendix 1 Page 63
Draft translation
3.1.2.7
The contact points of wheels 1 to 3 all lie at the flank / flange tip
transition point
Following the diagram shown in Figure 1.14 will show:
Total of the horizontal attack angles + between R1 and R2:

(1 + 2) = arc cos [(R12 + R22 g32) / (2 R1 R2)]
g3 -
(226)
The connecting line from the back face contact transition point of the
flange section for wheel 1 to the front face contact transition point of the
flange section for wheel 2
g3 = [aF2 + dK,min2]
(227)
dK,min from (33)
Horizontal angle between R1 and g3:

= arc sin [sin (1 + 2) R2 / g3]
(228)

1 = 90 - 1
(229)
1 - horizontal angle between g3 and the x-axis

1 = arc tan (dK,min / aF)
(230)
Horizontal attack angle 2 at wheel 2 is obtained from (215), horizontal attack angle
at wheel 3 from (86) and curve radius R3 from (27). The value required for R3,x/y is
then given by:
R3,x = R1 sin 1
from (56)
R3,y = R1 cos 1 + dR* + lmax* - dS*
(231)
dS/R* from (30a/b)

lmax* - maximum check gauge in the GGE at the horizontal attack angle 0

Appendix 1 Page 64
Draft translation
3.1.2.8
The contact points for wheels 1, 2 and 4 all lie on the flange flank / tip
transition point
The values at wheels 1 and 2, following figure 1.14, are obtained from (226) to (230)
and (215), and the value at wheel 4 from (27) and (86). The value required for R4,x/y
is obtained from:
R4,x= R2 - sin 2
from (56)
R4,y = R2 cos 2 -dS*+ lmin*+ dR*
(232)
dS/R* from (30a/b)

lmin* - minimum check gauge in the GGE at the horizontal attack angle 0"
3.1.2.9
Check gauge over crossing flangeway and/or over the check rail flangeway
The investigation takes place by analogy to section 2.1.2.9, (91) to (94), using the
numerical values obtained from sections 3.1.2.1 to 3.1.2.8.
3.1 3 Gauge in the crossing zone

As in 2.1.3, the gauge in the crossing zone is derived from (95) to (96), using the
numerical value calculated from 3.1.2.9.
3.1.4 Crossing flangeway

As in 2.1.3, the crossing flangeway is obtained from (97) to (101) using the
numerical values calculated from 3.1.2.9 and 3.1.3.
3.2
Double Crossing
As in 2.2 the gauge, check gauge and flangeway width are obtained from (102) to
(106) using the numerical values calculated from 3.1.1.4.

Appendix 1 Page 65
Draft translation
Figure 1.14 Diagram for calculating bogie footprint, all contact points at the flange flank /
tip transition (no flange tip rounding)

Appendix 1 Page 66
Draft translation
Graphic procedure
4.1
Preliminary remarks
As an alternative to the analytical procedure, computer supported design technology
offers a comparatively easy, but no less exact method for the investigation of the
flange clearance requirements and therefore the creation of a gauge table.
Alternatively, new wheel set geometries can also be constructed in an available
gauge system.
As CAD has become the rule, with its capability to generate 1:1 drawings, the field
of work for this requirement has grown. The automated production of the special
survey drawings in other formats is more difficult, especially using automatic
programs since for these applications intermediate steps are necessary and the
optical accuracy can be influenced. The quality of the width measurements thus
obtained are unaffected.
With the latter system, the gauge measurements can be investigated for all wheel
set and track geometries. The incremental advances in each individual case must
be aligned according to the capabilities of the CAD system.
The calculation of the gauge / check faces with the flange section(s) allowed in the
rule can be determined when a sufficiently enlarged cross section view is available.
Also by considering these optically, details can be established that are clearly less
than between 1/10 mm.
The procedure for the creation of the gauge widening table is identical with that for
the analytical procedure. The numerical values are then determined solely by
graphical methods instead of by mathematical calculation.
This procedure is based upon the graphic representation of the wheel sets and track
in any arbitrary geometry and the survey of the interface between wheel and rail in
plan elevation. The wheels become at the same time for the further observations of
the flange sections, the rails are reduced to the representation of the gauge- and
check faces in the collective geometry level (GGE).

Appendix 1 Page 67
Draft translation
In the plan view, the horizontal flange sections of the wheels of the bogie at the
GGE are represented together with the gauge and check faces of the rails. In the
drawing, the projected contours of the flanges is represented with the wheel tire
rotated to the appropriate attack angle together with the gauge- and check faces of
the rails.
4.2
Geometry of the horizontal flange section
4.2.1 Determination of the viewing level

Fundamentally all views in the graphic process are calculated in the collective
geometry level (GGE). The results are ultimately to be converted into the working
plane.
As a rule, a comparison of the transverse measurements in the GGE and the
working plane shows that for a normal tram wheel tire, working in the working plane
(GFT -14 mm) will yield sufficiently accurate results.
4.2.2 Construction of the flange section of the wheel set
The flange section in the two dimensional form is defined in section 2.1.1.1, figure
1.1. With the analytical procedure it is, without loss of accuracy, permissible to
replace the hyperbolae that form the front and back faces of the sectioned flange by
circular arcs.
The construction of the flange section with defined geometric elements recommends
itself already therefore so that the figure remains amenable to later manipulation. In
its three dimensional form, slices or surface contours should serve only a plausibility
check on the correctness of the construction.

Appendix 1 Page 68
Draft translation
Figure 1.15:
lsometric view of the wheels in grooved rail track
Figure 1.16
lsometric view of the flange sections between the gauge and check faces
Figure 1.17
Wheel tire under attack angle in a grooved rail [Ri 60N]

Appendix 1 Page 69
Draft translation
Figure 1.18:
View illustrating the contact point, GGE and gauging level
Figure 1.19
Classic construction of the flange section
4.3
Flange clearance requirement in straight line and curve

(Refer to Fig. 1.20)
The track curves to be observed are placed tangentially to the front and back flanks
of the flange section. The distance between them is equal to the flange width
requirement.
Concentric with the track axis, a circle with the radius (R s/2) and parallel (in
addition) with the flange width requirement is drawn a distance d from the straight
lines (shown dashed in the diagram), gives from its distance to the flange width
requirement limits in the curve the required additional width needed, separated into
ds and dr for the flange front and back faces (see Fig. 1.1). This view becomes
significant in the introduction of new bogie geometry to existing tracks.
Appendix 1 Page 70
Draft translation
Fig. 1.20:
4.4
Flange width requirement in the curve
Gauge and flangeway width

By copying and mirror imaging of the flange section in accordance with the gauge
and wheelbase the sectional plan is produced through all four wheel sets. Where
necessary gauge variations (e.g. through bogie construction, wheel mounting,
loading state and/or elastically mounted wheel tires) must be allowed for.
By analogy to the flange room requirement survey, affecting curve radii in the
geometry to be observed are placed also in the groove expanse determination at
the flange sections
In the same way as for the examination of the flange width requirement, the track
curves in the geometry under investigation are placed against the flange sections,
the distance between them including allowance for the fabrication tolerances of the
wheel and rail, the total being rounded up to whole millimetres. This minimum
groove width corresponds to the flangeway width at the check rail.
The rounding up of results at the gauge survey in GGE is to be done after first reconverting the measurements into the gauging level.
Particularly when determining the constraints for forcing, the most unfavourable
combinations of the tolerances have to be considered. This not only applies to
forcing between flange front faces and rail gauge faces at the smallest tolerable
gauge, but also to forcing between flange back flanks and check rails and/or check
gauge in combination with the largest tolerable gauge and the smallest tolerable
flangeway.

Appendix 1 Page 71
Draft translation
4.4.1 Gauge and flangeway width in the track (cf. Figure 1.21)
Procedure:
1 Outer rail curve gauge face placed in contact with the flange sections
2 Inner rail gauge face placed at the nominal gauge, including any gauge widening,
with the opposite flange sections and checked for forcing - where appropriate.
3 Rotate the bogie flange footprint until the diagonally opposite flange sections
contact the rail flanks
4 Assign both the gauge and check groove head edges in conformance with the
selected (grooved) rail profile and check for forcing (where appropriate selecting
the profile with the largest flangeway width).

Appendix 1 Page 72
Draft translation
Fig 1.21:
Graphical calculation of the track gauge and groove width, steps 1-4
Rotated footprint position hatched)

Appendix 1 Page 73
Draft translation
4.4.2 Gauge and flangeway width in the crossing (cf. Figure 1.22)
Procedure:
1 Place the inner check rail face against the flange section.
2 Set the inner rail gauge face at the check rail flangeway width distance.
3 Rotate the bogie flange footprint until the flange face of the trailing wheel is in
contact with the rail.
4 Place outer rail gauge face so that it contacts the back of the flange section for
the trailing wheel, takes [that] but no contact takes place (where appropriate.
Observe Breadth measure premium note).
5 Place outer rail groove check face so at the flange section, so that no contact
takes place (ignoring the effects of any flare at the end of the wing rail)
6 Measure gauge and flangeway width.
Comment:
In running through the main (outside-)track of an inside curved switch,

following the rules, it is the immersed flange footprint width of the trailing axle
that has to be determined.

Appendix 1 Page 74
Draft translation
Fig 1.22:
Gauge and flangeway width in the check rail / crossing range, steps 1-6
([immersed flange] rotated footprint position hatched

Additional Width for Flanges in Curves

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Appendix 1 Page 1

Additional width required for the flanges in curves

(Determination of the gauge variations required in curves

Drafted: March 2004

Drafted March 2004-Issued by VDV May 2006

Calculation principle for common crossings

Calculation principle for double crossings

General References to the calculation

Detailed calculation procedure

Common crossings including check rail area

Flangeway in the check rail area

Gauge in the crossing

Flangeway width in the crossing

Simplified calculation procedure

single crossings including check rail area

Groove width in the check rail area

Gauge in the crossing area

Flangeway width in the crossing

Geometry of the horizontal gauge cut-off area

Determination of the plan view

Construction of the gauge cut-off area of the wheel flange

Flange width requirement in straight line and curve

Gauge width and groove width

Gauge and groove width in the track

Gauge and groove width in the crossing

Drafted March 2004-Issued by VDV May 2006

General preliminary remarks

The calculation procedure is described in this Appendix (1), whilst Appendix 2

Drafted March 2004-Issued by VDV May 2006

Calculation principle for common crossing

From a diagrammatic representation of the effective flange thickness* relative to

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The theoretical calculation of these values requires consideration of the

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Block crossings (also applicable to rail-built crossings)

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Calculation principle for Double crossings

Thus the groove width, rounded up to full millimetres, is subsequently given by

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General references to the calculation

For the calculation, a horizontal coordinate system is used, whose x axis is

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sufficient for the calculation and thus determination of both flangeway

The calculation method to be used is dependent on which of these different

The detailed calculation procedure, that, through the investigation of the

A considerable simplification of the calculation method can, with sufficient

Drafted March 2004-Issued by VDV May 2006

As with the detailed procedure, two geometrically different cases arise

relating to the front side of the flange section

R -. relating to the back side of the flange section

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Detailed Calculation Procedure (cf. section 1.3)

Common crossing including check rail zone

Flangeway width in the check rail zone

Geometry of the horizontal flange section

x,S/R = [(0.5 dM + a* + hU,S/R*)2 (0.5 dM + a*)2]

dM Wheel diameter at the tread contact point (MKFp)

Drafted March 2004-Issued by VDV May 2006

h - flange height (maximum value in the new state)

d,S/R* = h,S/R* / NS/R

x,S/R = [(0.5 dM + a* + hU,S/R)2 (0.5 dM + a)2]