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EN 15273-3:2009: Railway applications Gauges - Part 3: Structure gauges

[Required by Directive 2008/57/EC]
EN 15273-3
EUROPEAN STANDARD
NORME EUROPENNE
EUROPISCHE NORM
May 2013
ICS 45.020; 45.060.01
Supersedes EN 15273-3:2009
English Version
Railway applications - Gauges - Part 3: Structure gauges

Applications ferroviaires - Gabarits - Partie 3: Gabarit des
obstacles
Bahnanwendungen - Begrenzungslinien - Teil 3:

Lichtraumprofile
This European Standard was approved by CEN on 15 December 2012.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same
status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania,
Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMIT EUROPEN DE NORMALISATION
EUROPISCHES KOMITEE FR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
2013 CEN
All rights of exploitation in any form and by any means reserved

worldwide for CEN national Members.
Ref. No. EN 15273-3:2013: E
Page
This document (EN 15273-3:2013) has been prepared by Technical Committee CEN/TC 256 Railway
applications, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an identical
text or by endorsement, at the latest by November 2013, and conflicting national standards shall be withdrawn
at the latest by November 2013.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
For the relationship with Directive 2008/57/EC, see informative Annex ZA, which is an integral part of this
document.
This document replaces document EN 15273-3:2009.
This document has been prepared under a mandate given to CEN/CENELEC/ETSI by the European
Commission and the European Free Trade Association, and supports the essential requirements of Directive
2008/57/EC.
This document replaces document EN 15273-3:2009 resulting from review from national standards
organizations relating to the symbols, formulae and other incorrect technical content in the 2009 document.
Modifications compared to EN 15273-3:2009:
Introduction: change to text;
3.2: change to Figure 1;
Clause 4: change to Table 1;
5.3.2: change to text and to Figure 2,
5.3.3.1: change to text and to Figure 3, change to Formula (5);
5.3.3.2: new text;
Clause 6: new notes;
6.2: new Formula (12);
6.3.2: deletion of the last sentence;
6.4.2: deletion of the last sentence;
7.2: change to Formula (19) and creation of Formula (18b);
7.4.1: change to text;
8.2: new text and creation of Formula (23b);

9.2.1: change to Figure 4;
9.2.2: new Figure 5;
11.2.1.7: new symbols, change to Formula (33);
11.3.2: new symbols, change to Formula (37);
13.1: new Figures 14 and 15;
13.3.1.2: change to text and to Formula (50);
13.3.2: change to Formulae (51) and (53);
A.2: new title;
A.2.2.1.1: new references, change to text, new Formulae (A.9);
A.2.2.1.2: change to Formula (A.12);
A.2.2.1.3: change to Formula (A.14);
A.2.2.2: new symbols, change to Formulae (A.15), (A.16);
A.2.3: new title, new Formulae (A.19a), (A.19b), (A.20a), (A.20b);
A.2.3.2: new symbols and new references;
A.2.4: change to Formula (A.24);
A.3.3.2: change to Formulae (A.39), (A.40);
A.3.4.2: change to title, change to Formula (A.47);
A.3.4.2: new symbol;
B.1: new title of Table B.1, change to Note 4;
B.2.1: change to Formula B.1, change to Table B.2;
B.2.2: change to the last formula;
B.2.3.1: change to text;

B.2.3.2.1: change to text, change to Tables B.3, B.4 and B.5;
B.2.3.2.2: change to Figure B.1;
B.2.3.3: change to text, change to Tables B.6, B.7, B.8, B.9 and B.10;
C.1.3: deletion of last paragraph, change to sentence before Formula (C.1);
C.2.1: change to Table C.1;
C.2.2: change to Table C.3;
C.3.1: creation of Figures C.4 and C.5;
C.3.2: creation of Figures C.6 and C.7;
C.3.2.1.2: change to Figure C.8;
C.3.3: change to Figure C.10;
C.4: change to Table C.8;
D.2.2.4: change to Tables D.2 and D.3;
D.3.1.1: change to the sentence before Formula (D.1);
D.4.2.3: change to Tables D.13 and D.14;
D.4.3.6: change to the sentence before Formula (D.3);
D.4.10: deletion of the clause (8 pages);
D.4.11: insertion of a new clause on Spanish gauges;
E.1: deletion of the first sentence;
E.4: change to text;
F.2: change to text.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece,
Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,
Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom.
This document is the third of a series of three parts of the European Standard covering gauges:
EN 15273-1 covers general principles, phenomena shared by the infrastructure and by the rolling stock,
reference profiles and their associated rules;
EN 15273-2 gives the rules for dimensioning the vehicles as a function of their specific characteristics for
the relevant gauge and for the related calculation method;
EN 15273-3 gives the rules for dimensioning the infrastructure in order to allow vehicles built according to
the relevant gauge and taking account of the specific constraints to operate within it.
This standard:
defines the various profiles needed to install, verify and maintain the various structures near the structure
gauge;
lists the various phenomena to be taken into account to determine the structure gauge;
defines a methodology that may be used to calculate the various profiles from these phenomena;
lists the rules to determine the distance between the track centres;
lists the rules to be complied with when building the platforms;
lists the rules to determine the pantograph gauge;
lists the formulae needed to calculate the structure gauges in the catalogue.
The defined gauge includes the space to be gauged and maintained to allow the running of rolling stock, and
the rules for calculation and verification intended for sizing the rolling stock to run on one or several
infrastructures without interference risk.
This standard defines methodologies to demonstrate gauge compatibility between infrastructure and rolling
stock.
This standard defines the responsibilities of the following parties:
a)
b)
for the infrastructure:

1)
gauge clearance;
2)
maintenance;
3)
infrastructure monitoring.
for the rolling stock:

1)
compliance of the operating rolling stock with the gauge concerned;
2)
maintenance of this compliance over time.
The gauges included in these standards have been developed as part of their application on European
railways. Other networks such as regional, local, urban and suburban networks may apply the gauge
regulations defined in this standard. They may be required to make use of specific methodologies, particularly
where:
specific rolling stock is used (for example: underground trains, trams, etc. operating on two rails);
use occurs in other ranges of radii;
others, etc.
The catalogue included in this standard only includes a selection of gauges and is not exhaustive. Each
network is free to define the gauges in accordance with their own needs.
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
EN 13232-1, Railway Applications Track Switches and crossings Part 1: Definitions
EN 13232-3, Railway applications Track Switches and crossings Part 3: Requirements for wheel/rail
interaction
EN 13232-9, Railway applications Track Switches and crossings Part 9: Layouts
EN 13803-1 Railway applications Track Track alignment design parameters Track gauges 1435 mm
and wider Part 1: Plain line
EN 15273-1:2012, Railway applications Gauges Part 1: General Common rules for infrastructure and
rolling stock
EN 15273-2:2012, Railway applications Gauges Part 2: Rolling stock gauge
EN 50119, Railway applications Fixed installations Electric traction overhead contact lines
EN 50367, Railway applications Current collection systems Technical criteria for the interaction between
pantograph and overhead line (to achieve free access)
For the purposes of this document, the following terms and definitions apply.
defines the space, relative to the track used called the reference track, to be cleared of all objects or structures
and relative to the traffic on adjacent tracks in order to permit safe operation on this reference track.
Note 1 to entry:
The structure gauge is defined on the basis of the reference profile by applying the associated rules.
Three types of structure gauge are defined as follows:
space not to be encroached upon at any time which sets the limit for normal operation
Note 1 to entry:
This is used to ensure that structures allow free passage It is essential that no structure enters this at
any time.
space not to be encroached upon taking into account a maintenance allowance

Note 1 to entry:
This is used to define the structure installation limit. It is essential that no structure shall be installed if
free passage is desired following normal maintenance operations.
space to be cleared of any structure in order to enable train operations and track maintenance by incorporating
allowances for safety, maintenance as well as reserve allowances defined by the person responsible for the
infrastructure
Note 1 to entry:
This space for example takes into account exceptional dynamic movements, possible increases in
speed, crosswinds, aerodynamic effects, etc.
distance between the centres of the two adjacent tracks concerned, measured parallel to the running surface
of the track with the least cant, called the reference track
Note 1 to entry:
On the track, the distance between centres is often determined on the basis of the space between
centres which is the distance between the two rails of the adjacent tracks. The exact measurement references (guideline,
field face, rail centrelines) differ from one network to another.
Note 2 to entry:
The definition of distance between centres adopted in this standard may differ from those used in other
applications, such as installation for example. It is the responsibility of the infrastructure manager to determine the various
conversion rules.
distance between track centres
minimum distance to be maintained at all times between adjacent tracks to ensure completely safe passage of
traffic within the gauge used on the two tracks by avoiding any risk of interference between the vehicles
Note 1 to entry:
This distance varies according to the local track parameters (e.g. cant, curve radius, etc.)
minimum distance between adjacent tracks to ensure completely safe passage of traffic within the gauge used
on the two tracks by avoiding any risk of interference between the vehicles
Note 1 to entry:
This distance varies according to the local track parameters (e.g. cant, curve radius, etc.). It takes into
account maintenance allowances.
distance between the axes of the two adjacent tracks that generally has a suitable allowance to permit ease of
design, laying, monitoring and maintenance, the operation of special transport or any other aspect (including
aerodynamic effects, for example)
Note 1 to entry:
The nominal distance between centres is often fixed, except in areas with small radii.
Distance between end wheelsets of vehicles not fitted with bogies or between
bogie centres
Ai/a
Coefficients dependent on the reference vehicle for the calculation of additional

overthrows. The index i is used for inside curves; indice a for outside curves
Semi-width or distance parallel to the running surface, relative to the centreline of

the track or of the vehicle
b'
Semi-width of the pantograph gauge
b' q
Actual installation distance of the platforms, measured from the rail running edge
bCR
Semi-width of the reference profile
belec
Electrical insulation distance
blac 0
Standard width of the gap between the platform and the step
Distance parallel to the running surface between the structure and the track
centreline
Semi-width of the platform installation
bveh
Semi-width of the vehicle
bw
Semi-width of the pantograph head
Bi/a
Coefficients dependent on the reference vehicle for the calculation of additional

overthrows. The index i is used for inside curves; indice a for outside curves
C0
Reference roll centre
cw
Width of the pantograph head insulating horn
dg
Geometric overthrow of the vehicle
dgi
Geometric overthrow of the vehicle on the inside of the curve
dg a
Geometric overthrow of the vehicle on the outside of the curve
Cant
D0
Fixed cant value taken into account by agreement between the rolling stock and
the infrastructure with regard to the kinematic gauge
Standard maximum cant to allow for enlargement of the kinematic gauge
Cant difference (between two tracks)
b obstacle
bq
Dmax
D
(continued)
ep
Offset of the pantograph due to the vehicle characteristics
epo
Offset of the pantograph at the upper verification point
epu
Offset of the pantograph at the lower verification point
ev
Lowering of track components
Distance between track centres
Raising of the contact wire
Allowance to take into account dynamic movement of the contact wire
f wa
Excess geometric overthrow of the contact plane by the pantograph head due to
wear on the wiper
f ws
Excess geometric overthrow of the contact plane by the pantograph head due to
its inclined position
Height in relation to the running surface
Maximum verification height of the pantograph gauge in a raised position
Minimum verification height of the pantograph gauge in a raised position
Roll centre height
hc0
Value of hc used for the agreement between the rolling stock and the
infrastructure
h'c 0
Value of hc used for the agreement between the rolling stock and the
infrastructure, for pantograph gauges
Height of the reference profile
Effective height of the raised pantograph
Effective height of the raised pantograph plus the electrical insulation distance
EA
fs
f dyn
h
h 'o
h' u
hc
hCR
heff
heff elec
(continued)
hf
hmax
hmin
hu min
Height of the contact wire

Maximum height available for the infrastructure below the lower horizontal
line of the reference profile
Lower height of the reference profile to be taken into consideration when
determining the reference vehicles
Height of the lower horizontal line of the reference profile
m
m
m
NOTE: This minimum height is specified for the vertical geometric displacements of
the rolling stock below the reference profile according to the vertical curve of the
track.
hu min( 2 )
Height of the lower horizontal line of the special reference profile of the lower
parts for vehicles having to pass over marshalling humps and rail brakes in a
non-active position
hmin CR
Height of the bottom corner of the reference profile
Height of the platform coping stone edge
Height of the structure above the running surface
hP
Height of point P
hq
Height of the platforms
hnez
hobstacle
homin
Minimum height specified for the vertical geometric displacements of the

rolling stock above the reference profile according to the vertical curve of the
track.
Cant deficiency
I 'c
Intermediate cant deficiency value between 0 and Ic
I 'p
Intermediate cant deficiency value taken into account for tilting body vehicles
Ic
Maximum cant deficiency in conventional vehicles used by the infrastructure

manager for his routes
I0
Fixed cant deficiency value taken into account by agreement between the
rolling stock and the infrastructure with regard to the kinematic gauge
I0
Fixed cant deficiency value taken into account by agreement between the
rolling stock and the infrastructure with regard to the kinematic gauge of the
pantographs
Ip
Cant deficiency of tilting body vehicles
Additional cant deficiency
I sup
k
Factor of safety to take into account track irregularities
k'
Factor of safety to take into account track irregularities, for pantograph

gauges
(continued)
Track gauge, distance between the rail running edges
Nominal track gauge
Standard distance between the centrelines of the rails of the same track
M (1)
Mandatory allowance
M ( 2)
Infrastructure maintenance allowance
M ( 3)
Additional infrastructure allowance
M EA j
Horizontal allowance for the distance between centres covering certain random
phenomena (j = 1, 2 or 3)
na
n for the sections outside the wheelsets or bogie centres
ni
n for the sections between the wheelsets or bogie centres
Upper point of the reference profile lateral face which is the determining factor for
the distance between centres
PT
End lateral point of the reference profile upper face
lnom
L
Transverse clearance between wheelset and bogie frame, or wheelset and body
for vehicles not fitted with bogies
qs
Displacement due to the quasi-static roll taken into account by the infrastructure
qsa
outside the reference profile on the outside of the curve
qsi
outside the reference profile on the inside of the curve
qs'a
Displacement due to the quasi-static roll on the outside of the curve, for
pantograph gauges
qs'i
Displacement due to the quasi-static roll on the inside of the curve, for pantograph
gauges
Horizontal curve radius
Rv
Vertical curve radius of longitudinal profile
Standard minimum vertical curve radius of longitudinal profile
Rv min
Flexibility coefficient
s0
Flexibility coefficient value taken into account in the agreement between the
rolling stock and the infrastructure
s '0
Flexibility coefficient taken into account in the agreement between the rolling
stock and the infrastructure for the pantograph gauge
(continued)
Allowed additional overthrow
S 'a
Allowed additional overthrow on the outside of the curve for pantographs
S 'i
Allowed additional overthrow on the inside of the curve for pantographs
Sa
Allowed additional overthrow on the outside of the curve
Si
Allowed additional overthrow on the inside of the curve
Tcharge
Angle of dissymmetry, considered in
or for
poor load distribution
degree
TD
Track crosslevel difference between two maintenance periods
TN
Vertical displacement of the track between two periods of maintenance
Tosc
Crosslevel difference selected for calculation of oscillations caused by track

irregularities
Tsusp
Angle of dissymmetry, considered in
Tvoie
Transverse displacement of the track between two periods of maintenance
V 'c
Intermediate value of the standard train speed
km/h
V 'p
Intermediate value of the tilting train speed
km/h
or for
poor suspension adjustment
degree
m
Transverse clearance between bogie and body
wa (R)
Transverse clearance between bogie and body towards the outside of the
curve varying according to the track curve radius
wi (R)
Transverse clearance between bogie and body towards the inside of the curve
varying according to the track curve radius
Distance taken into account from the point of origin O for the calculation of ev
xq
Horizontal coordinate of the platform edge
xq,i
Horizontal coordinate of the platform edge on the inside of the curve
xq,a
Horizontal coordinate of the platform edge on the outside of the curve
yq
Vertical coordinate of the platform edge
(continued)
y q,i
Vertical coordinate of the platform edge on the inside of the curve
y q,a
Vertical coordinate of the platform edge on the outside of the curve
Fixed value available to the rolling stock on the outside of the static reference
profile to allow quasi-static roll of the rolling stock
z0
Additional angle of roll of the body due to the clearance to the side bearers
degree
Maximum angle of rotation around the roll centre for point PT
degree
'
Angle of the inclined part of the pantograph head in relation to the horizontal
degree
''
Angle made by the gangway between the platform and the ferry
degree
Switch [switches and crossings] entry angle
radian
PT
p2
4
Fixed term corresponding to:
Variation in semi-width b
Variation in height h
Vertical movement of the vehicle taken into account for the dynamic gauges
hdyn
na a
na
Angle of roll of the canted track
degree
qa
Value for the distance to the platform on the outside of the curve in relation to
the gauge for the structures in the inclined position of value
Sum of (horizontal) allowances for the structure gauge, covering certain

random phenomena (j = 1, 2 or 3)
Sum of the values of the allowances taken into account by the infrastructure in
the vertical direction
Angle of dissymmetry of a vehicle due to construction tolerances, to

suspension adjustment and to unequal load distributions
degree
degree
0r
Angle resulting from the suspension adjustment tolerances

Pantograph construction and installation tolerance
radian
m
Subscript a:
refers to the outside of the curve
Subscript i:
refers to the inside of the curve
Subscript 0:
reference value, refers to the agreements made between the rolling stock and the
infrastructure
Subscript st:
refers to the static calculation rules. This subscript is often omitted when the context makes it
clear that the static parameter is being referred to
Subscript cin:
refers to the kinematic calculation rules. This index is often omitted when the context makes it
clear that the kinematic parameter is being referred to
Subscript dyn: refers to the dynamic calculation rules. This index is often omitted when the context makes it
clear that the dynamic parameter is being referred to
Subscript rel: refers to the actual local value, i. e. measured on the track
Subscript CR: refers to the reference profile
Subscript lac:
refers to the gap at platform level
Subscript q:
refers to the platform installation dimensions
Subscript nom: refers to either the nominal or design value or to the installation nominal gauge
Subscript lim:
refers to the installation limit gauge
Subscript ver: refers to the limit verification gauge

Subscript max: refers to the maximum value that may appear according to the tolerances
Subscript o:
refers to the upper verification level of the pantograph gauge
Subscript u:
refers to the lower verification level of the pantograph gauge
Subscript P:
refers to tilting trains
Subscript C:
refers to classic trains
Subscript veh: refers to the actual vehicle

Subscript elec: refers to the electrical insulation value
>0:
max( , ):
means that this value is to be considered as long as it is positive. A negative value shall be
considered as zero
means that the maximum value of the terms in brackets shall be used
This clause covers the main gauging rules. For more detailed information, see EN 15273-1.
A gauge is defined by a reference profile and its associated rules.
The gauge is generally split into two parts: its upper parts and its lower parts. The limit between the two parts
shall be defined for each gauge. There are specific rules associated with each part.
The reference profile is normally determined for a straight, flat, nominal gauge, cant-free track. The profile
takes into account the vehicle envelope and certain displacements. The reference profile is an intermediate
profile that is part of the agreement but that shall not be confused with the construction gauge nor the structure
gauge (on straight track or other).
Generally added to this profile is widening according to the line (radius, cant) and speed (cant deficiency) and
certain allowances to cover random phenomena and to ensure track maintenance. These are called the
associated rules.
This widening corresponds to the displacements of the reference vehicles that are the basis for defining the
gauge considered (see EN 15273-1:2013, Clause 7) for more detailed explanations).
Transverse and vertical widening at the running surface are often dealt with separately.
The gauge variations depend on the calculation method used and particularly on the gauge used. Generally,
there are two parts:
the additional overthrows that give the variability in a curve;
the quasi-static effect that gives the variability from the body roll.
The additional overthrows define the sum of the following phenomena:

the effect of the track widening;
the geometric effect in the curve of the reference vehicles.
The general formulations are set out in EN 15273-1:2013 7.2.1.1. The specific formulae to be used for each
gauge are given in the Annex.
The quasi-static effect gives the reference vehicle body roll in a curve for the upper parts:
outside of the curve, under the cant deficiency effect;
inside of the curve, under the cant effect.
The first is at its maximum when the trains reach their maximum authorized speed.
The second is at its maximum when the train is stationary.
It should be noted that, depending on the gauge type, the rolling stock already takes a part into account up to
values I0 and D0; the infrastructure only takes the addition into account.
The general formulations are given in EN 15273-1:2013, 7.2.1.4. The specific formulae to be applied for the
gauge used are given in the Annex.
For the lower parts, this phenomenon is taken into account by the rolling stock.
Random phenomena to be considered is dependent on the gauge used.

The following phenomena are considered to be the responsibility of the Infrastructure Manager.
(Tosc)
Track geometry irregularities are the cause of the vehicle oscillations. The amplitude depends on the track
condition, suspension characteristics and speed. Insofar as these phenomena are taken into account by the
infrastructure, these oscillations are expressed in the form of equivalent crosslevel errors (Tosc). Depending on
the flexibility of the vehicle, they are located at the base of an inclination around the roll centre and thus the
following widening:
s0
Tosc h hc0
L
(1)
NOTE
Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic gauge,
this phenomenon is taken into account by the rolling stock.
(Tvoie)
The track position is likely to change between two track inspections owing to the traffic loads and to the track
maintenance. The maximum transverse displacement Tvoie depends on the maintenance guidelines in force
and the frequency of the operations.
When the track design does not allow any movement in relation to the structure, this allowance may be
disregarded.
(TD)
Due to the maintenance tolerances and to the traffic, the cant of the track can vary in relation to its nominal
value. This cant variation TD has a double effect:
the reference profile rotates around the track centreline at an angle corresponding to the maximum
variation
TD
, which causes the following widening:
L
TD
h
L
(2)
the vehicle will tend to turn around the roll centre, affected by the flexibility of its suspension, which will
cause an additional widening of parts located above the roll centre:
s0
TD
h hc0
L
(3)
these two phenomena have an effect towards the inside of the curve and the outside of the curve, but also
(to a lesser extent) on a straight track.
It shall be noted that the two phenomena are always present simultaneously and are therefore not
independent.
( 0)
A vehicle will never be perfectly symmetrical; the main reasons for this are as follows, depending on the type
of gauge:
variations in suspension adjustment resulting in a body roll Tsusp;
loading dissymmetry which makes the vehicle body roll in its suspension gear and which results similarly
in a rotation of the vehicle Tcharge.
In both cases, the vehicle body rotates around its roll centre C0. The sum of the two angles corresponds to the
agreed reference angle 0:
0
Tcharge
Tsusp
(4)
In most cases, the rolling stock takes into account vertical displacements (including tolerances) unless
specified otherwise. The following vertical displacements shall only be considered by the infrastructure
manager.
Such displacements can occur in both directions. In terms of the position of the point on the reference contour,
superelevation or lowering should be considered in order to take into account the worst case.
Track gradients are interconnected by vertical curves of radius RV. The reference profile is extended into the
upper and lower parts in order to take account of the vertical displacement of the mid-section or overhanging
section of the vehicle body relative to the track centreline.
As the vertical radii are relatively large compared to those in the horizontal plane, this phenomenon is only
considered for the highest and lowest profile points.
The general formulations are set forth in EN 15273-1:2013, 7.2.2. The phenomenon to be considered is
defined in this standard, and its determination is the responsibility of the infrastructure manager. See also the
following figure:
running surface
reference profile
infrastructure limit
For reference profiles with a sizable flat in the horizontal upper part, as is the case in gauges used for the
transportation of containers, the roll may generate vertical movement of this part. This results in superelevation
of the vertical part of the gauge.
The rotations resulting from the following phenomena shall be taken into consideration:
quasi-static effect (total or non depending on the gauge type) (see 5.2.1.3);
cant deviation TD (see 5.2.2.3);
oscillations caused by track irregularities Tosc (see 5.2.2.1);
dissymmetry 0 (see 5.2.2.4).
The superelevation resulting from the quasi-static effect is determined by the following formula:
hPTi,a
b sin
PT
PTi,a
hPT
hc0 1 cos
PTi,a
equivalent to
hPTi,a
bPT sin
PTi, a
(5)
where
PTi,a:
the rotation of the gauge due to the quasi-static effect. This value can differ between the inside of the
curve and the outside of the curve.
hPT, bPT: the coordinates of the point considered PT.

The angle of rotation taken into account depends on the gauge type.
The rotations due to the random parameters are to be considered when determining V.
NOTE
To date, hPT has only been used for gauge GC. For future gauges not yet defined in this standard, the use of
this parameter will be left to the discretion of the infrastructure manager.
The same principle can be used for the lower parts but it is taken into account by the rolling stock in terms of
the train architecture (for example: tilting trains).
For the static gauge, the infrastructure shall take into account the uplift of the vehicle in the suspension. This
allowance is added only in the upper part of the gauge.
The infrastructure manager can add allowances to take into account the following phenomena:
lowering of the track due, amongst other things, to ballast settlement;
track raising during maintenance operations.
In addition to allowances covering random phenomena, the infrastructure manager can decide to introduce
additional allowances to permit:
speed increases;
running of special consignments;
opening of doors and safety of train crew in certain situations (for example, platforms, holding siding, etc.);
amendments to the layout or future gauge;
the definition of an invariable gauge that can be easily managed by the maintenance and monitoring
services where the actual allowances are adequate;
consideration of aerodynamic effects and cross winds.
These allowances can be both vertical and transverse.
The structure gauge is defined on the basis of a reference profile and its associated rules that form an
agreement between the infrastructure and the rolling stock and are therefore inseparable. The agreement
dictates how the various possible displacements of a vehicle on the track are distributed and taken into
account.
There are various calculation methodologies; details are given in EN 15273-1: 2013 (Clause 6). It is essential
to specify the methodology used. The main methodologies used in Europe and which are specified in more
detail in this standard are:
the static method used for specific, non-interoperable applications;
the kinematic method used in Europe, essentially on interoperable networks;
the dynamic method used on certain networks with the aim of optimizing the space available for sizing
non-interoperable vehicles.
For each of the gauges (listed in the catalogue), there are different structure gauge types depending on the
required application (see also 6.2, 7.2 and 8.2):
the structure verification limit gauge only takes into account widening and certain allowances that
ensure safety of operations during control with the parameters measured on site. The grouping of these
parameters is called M(1);
the structure installation limit gauge takes into account the structure verification limit gauge and all the
displacements and wear that may occur between two maintenance periods by means of an additional
allowance M(2). Fitting this gauge ensures that clearance is maintained between the various maintenance
and checking operations;
besides allowances M
(1)
and M(2), the structure installation nominal gauge also takes into account an
additional allowance M(3)determined in 5.4. Fitting this gauge ensures that clearance is maintained in
practically all conditions and allows more possible uses such as for special consignments, even the
installation of temporary structures, etc.
The allowance M(1) corresponds to 1.
The sum of the allowances M(1) and M(2) is determined by 2.
The sum of the allowances M(1) to M(3) is determined by 3.
When the infrastructure manager has sufficient space available, he can define a non-variable gauge with a
design that permits easier management for the maintenance managers. This gauge, which generally
incorporates additional allowances, is a nominal type structure gauge called a uniform gauge.
Uniform gauges are often used in Europe by several networks. They are given in Annex G. Their application
rules may differ according to the networks.
Some examples are given below.
EXAMPLE 1
Infrastructure managers who have chosen to define a uniform gauge corresponding to the worst case situation, i.e. the
smallest radius or the maximum cant or cant deficiency.
This gauge type is is often used in the metro when the tunnel cross-section is constant and determined for the worst case
situation.
EXAMPLE 2
Different infrastructure managers have chosen to define a gauge with two profiles:
one profile applicable on a straight or curved track with very large radii and no cant;
one profile on a curved track designed on the basis of the worst case cant and radius situation.
This method creates an additional allowance compared to the basic gauge used and is only possible if adequate space is
available on site.
The infrastructure manager shall always check the conditions on which this gauge is based and shall always return to the
basic gauge when these conditions are not met any longer.
It is necessary, therefore, not to forget the choice of gauge used and the conditions it has been based on.
NOTE
The uniform gauge may also be the gauge used. By subtracting all the allowances and widening/lowering from
the method used, a new reference profile can be determined, often larger than the original one which allows use by the
rolling stock.
The gauge choice is up to the infrastructure managers. For this, the infrastructure manager takes into account:
the interoperability directives in force;
the bilateral or multilateral agreements;
international technical specifications in force;
the consignments authorized to travel on his infrastructure;
the space available on the lines concerned;
the specific restrictions imposed by the infrastructure.
The gauge chosen is called the used gauge in the following.
The infrastructure manager is responsible for the maintenance of the used gauge over time.
The methodology choice is strongly linked to the gauge choices. For reasons of interoperability, only the
kinematic gauge is used.
For this/these used gauge(s), the infrastructure manager may choose one or more of the structure gauges
listed in 5.5.2., according to his requirements.
When constructing new lines the nominal gauge shall be used. In the case of major reconstruction it is
advisable to use the nominal gauge. In existing situations and when there is deemed to be sufficient space, it
can be cleared wherever it is thought necessary.
Depending on requirements or when the local situation is such that the nominal gauge cannot be cleared, a
structure installation limit gauge may be defined and cleared.
A verification limit gauge may need to be defined when the infrastructure manager wants to verify the free
running of the trains in a degraded situation.
The phenomena to be considered and the calculation methodology for the sums of the allowances 1 and 2
depend to a large extent on the methodology for the chosen gauge and are therefore defined later in the
standard.
The calculation methodology is often similar for the verification limit gauge and for the structure installation limit
gauge.
Whereas the phenomena to be considered are always clearly defined in this standard, their determination
remains the responsibility of the infrastructure managers. For the infrastructure managers without any specific
rules, this standard gives a calculation methodology and recommended values.
There is no common methodology to allow the nominal gauge to be determined in view of the different
allowances to be included or not according to the choices of the infrastructure manager. The nominal gauge
will therefore be determined following a feasibility study based on the objectives laid down and the resulting
technical and economic consequences.
One way to obtain a larger safety allowance whose only aim is to facilitate the management of structures
approaching the structure gauge is to total all the random allowances together arithmetically instead of by a
root mean square. It shall be noted that this methodology is generally accepted but rarely used on the different
networks.
Technical interoperability conditions are defined in EN 15273-1:2013, Annex A. The application of international
or reduced interoperability gauges depends on international regulations or even bilateral or multilateral
agreements. The gauge choice is fixed by each network.
A distinction is made between:
gauges interoperable internationally. These are listed in Annex C;
and other gauges for bilateral or multilateral agreements or national applications. These are listed in
Annex D.
NOTE 1
In this clause, the index st is omitted from all parameters in order to improve legibility.
NOTE 2 The original static method defined in

did not clearly define the allowances to be taken into
account by the infrastructure for the effects of roll and random phenomena. The method proposed here enables the
recalculation of the static gauge when the necessary values are available.
Where possible, the infrastructure uses the corresponding kinematic calculation. In the absence of a
corresponding kinematic gauge or adequate allowances, the method with the rules given below may be used.
The static structure gauge is defined on the basis of the static reference profile and its associated rules that
form an agreement between the infrastructure and the rolling stock and are therefore inseparable.
The transverse and vertical displacements are dealt with separately.

The static reference profile is determined for a flat straight track, of nominal rail gauge without cant. The gauge
is variable, depending on local track parameters (cant, curve radius and track gauge).
The random phenomena, explained in 5.2, are often taken into account by a fixed allowance.
All the parameters are to be taken into account as positive values to the right or the left of the vertical
centreline depending on the case.
In the absence of an equivalent kinematic gauge, the structure gauge is determined on the basis of the static
reference profile.
The position of the structure in the width plane shall include the sum of all the phenomena:
bobstacle
bCR
S i/a
qsi/a
(6)
where
bCR is the semi-width of the static reference profile;
Si/a are the additional overthrows (see 5.2.1.2);
qsi/a is the quasi-static effect with the following general formulation:

inside of the curve:
qsi
outside of the curve:
z0
qsa
s0
D
L
D0
h hc0
(7)
s0
I
L
I0
h hc0
(8)
z0
with z0 as a constant value
z0
s0 ( D0 orI 0 )
hmax
L
or with z0 as a variable-height value
z0
s0 ( D0 orI 0 )
h
L
hc 0
hc 0
(9)
(10)
The sum of the allowances j to cover the random phenomena.

In the height plane, the position of the structure shall ensure that:
hobstacle
hCR
hR V
hsusp
h PT
where
hCR is the height of the reference profile;
hRv is the superelevation/lowering in the transition curve (see 5.3.2.);
(11)
hsusp is the vehicle uplift due to the suspension flexibility;

hPT is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3).
where
sin
PTi, a
s0
( D, I )
L
(12)
In contrast to transversal movements, it is important to take into account the effect of cant deficiency on the
inside of the curve and the effect of cant on the outside of the curve.
There is an additional allowance V for random phenomena.
Allowances are defined to take into account the random phenomena. The various phenomena are grouped
according to their character.
M(1) includes the effect of all the random phenomena due to actual movements of the vehicles. This allowance
determines the limit of the point reached by the rolling stock. M(1) is determined on the basis of:
oscillations characterized by tolerance Tosc;
dissymmetry 0 due to poor suspension adjustment and load distribution not exceeding 1.
M(2) includes the random effects that make the best use of allowances to ensure track maintenance at the
chosen frequencies and resources. M(2) is determined on the basis of:
widening in order to take account of the track displacements Tvoie between two maintenance operations;
the geometric part and the additional quasi-static effect due to the crosslevel error of the track TD.
M(3) is an allowance that allows easy management of the gauge in the long term and offers additional
possibilities for special consignments, temporary installations or others.
j
The effective value of j may be chosen:

either as a fixed value, determined on the basis of the experience the infrastructure manager has on his
network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
when determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values
of all the phenomena given in 5.2 is very improbable. This is why the arithmetic sum of the allowances is not
acceptable. It can be shown that an acceptable level of certainty can be obtained by using the following
general formula:
b Tj ' 2
(13)
j'
where Tj is the allowance of the various phenomena to be considered (see 6.2). Parameters that are not
independent shall be considered together, i.e. in an arithmetic sum.
Coefficient k determines the safety level (k
1).
Further explanations can be found in EN 15273-1:2013 7.1.8 and 7.2.1.9.2.
An allowance is defined to take into account the following tolerances:

vertical effect of the roll due to random phenomena (see 5.3.3) (only for the upper horizontal parts of the
upper parts);
vertical displacement of the track between two periods of maintenance TN;
vertical tolerances;
additional allowances.
V
The effective value of V may be chosen:

network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method.
general formula:
hT1
hT2
... hTn
(14)
1).
More detailed explanations are given in EN 15273-1.
NOTE
In this clause, the subscript cin is omitted from all parameters in order to improve legibility.
The reference profile is determined for a flat straight track, of nominal rail gauge without cant. The gauge
varies depending on local track parameters (cant, curve radius and track gauge).
The random phenomena, explained in 5.2, are taken into account by the sum of allowances j.
The position of the structure shall cover the sum:
bobstacle bCR S i/a qsi/a
(15)
with:
bCR is the semi-width of the kinematic reference profile;
qsi/a is the quasi-static effect with the following general formulation:
inside of the curve:
outside of the curve:
qs i
s0
D
L
D0
s0
I
L
I0
h hc0
qsa
hc0
(16)
(17)
is the sum of the allowances to cover the random phenomena as defined below:
On the upper parts, the position of the structure shall ensure that:
hobstacle
hCR
hR V
hPT
(18a)
where
hPT is the superelevation of the upper parts due to the vertical effect of the roll (see 5.3.3).
where
sin
PT i,a
s0
( D D0 , I
L
I0 )
(19)
In contrast to transversal movements, it is important to take into account the effect of cant deficiency on the
inside of the curve and the the effect of cant on the outside of the curve.
On the lower parts, the position of the structure shall ensure that:
hobstacle
hCR
hR V
(18b)
where
Allowances are defined to take into account the random phenomena. The various phenomena are grouped
according to their character.
M(1) includes the effect of all the random phenomena due to actual movements of the vehicles. This allowance
determines the limit of the point reached by the rolling stock. M(1) is determined on the basis of:
oscillations characterized by tolerance Tosc;
the geometric part and the additional quasi-static effect due to the crosslevel error of the track TD.
j

network;
When determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values
general formula:
bT1
bT2
... bTn
(20)
independent are grouped in an arithmetic sum.
1).
Further explanations can be found in EN 15273-1:2013, 7.2.1.9.2.

An example of the calculation and the values recommended for the tolerances are given in Annex A and
Annex B.

vertical effect of the roll due to random phenomena (see 5.3.3) (only for the upper horizontal part of upper
parts, commonly referred to as the roof or sky);
vertical displacement of the track between two periods of maintenance TN;
V

network;
general formula:
hT1
hT2
... hTn
(21)
1).
Further explanations can be found in EN 15273-1:2013, 7.2.2.2.1.
Annex B.
NOTE
In this clause, the index dyn is omitted from all parameters in order to improve legibility.
The reference profile is determined for a flat straight track, of nominal rail gauge. The gauge is variable,
depending on the situation of the local track (cant, curve radius and rail gauge).
The random phenomena, explained in 5.2, are taken into account by the sum of allowances j.
The position of the structure shall cover the sum of all phenomena:
bobstacle
bCR
S i/a
(22)
where
bCR is the semi-width of the dynamic reference profile;
j
is the sum of the allowances to cover the random phenomena as defined below:
On the upper parts, the position of the structure shall ensure that:
hobstacle
hCR
hR V
(23a)
where
there is an additional allowance V for random phenomena.
On the lower parts, the position of the structure shall ensure that:
hobstacle
hCR
hR V
where
(23b)

Allowances are defined to take into account the random

The various phenomena are grouped according to their character.
phenomena
cited
in
1.4.2.
M(1) includes the effect of certain random phenomena due to actual movements of the vehicles.
This allowance determines the limit of the point reached by the rolling stock. M(1) is determined on the basis of:
the geometric part only ( h
TD
) due to the crosslevel error of the track TD (the quasi-static part shall be
L
taken into account by the rolling stock).

j

network;
When determining the limit gauge, it shall be regarded that the simultaneous occurrence of the extreme values
general formula:
bT1
bT2
... bTn
(24)
where Tj is the allowance of the various phenomena to be considered. Parameters that are not independent
are grouped in an arithmetic sum.
1).
Further explanations can be found in EN 15273-1:2013, 7.2.2.1.

Annex B.

the vertical effect of roll due to random phenomena (see 5.3.3.) only for the upper horizontal part of upper
parts, commonly referred to as the roof or sky);
track vertical tolerance TN;
V
With there being no series of random parameters as in the case of the semi-width, the height is determined by
the arithmetical sum of the various elements to be considered.
network;
or as a value calculated on the basis of the maintenance tolerances with the following calculation method:
general formula:
hT1
hT2
... hTn
(25)
Coefficient k determines the safety level (k 1). More detailed explanations are given in EN 15273-1. An
example of the calculation and the values recommended for the tolerances are given in Annex A and Annex B.
The distance between track centres is determined to allow normal, simultaneous traffic on adjacent tracks and
without restriction. The distance between track centres is established on the basis of the gauge chosen and
takes into account the same phenomena as those taken into account in the actual structure gauge.
The infrastructure manager defines one or more distances between centres in order to allow him to ensure
clearance of the chosen gauge:
for
of the distance between centres,
defining the limit never to be crossed shall be determined;
for track installation, the

distance between tracks shall be determined;
between centres that defines the installation limit
in every case, it is advised to keep an additional allowance; for this, a

is defined permitting management flexibility, particularly for track maintenance and verification
and also, where necessary an allowance for the running of special consignments.
The limit distance between track centres is determined to prevent the gauge of one track from interfering with
the gauge of the adjacent track while taking into account both the reference profiles and associated rules and
also a sum of allowances AEi, determined in the same way as for the limit gauge.
Generally, the limit distance between centres is determined by the upper point of the vertical part of the gauge,
designated below by the letter P (see Figure 5).
Only the widening defined in 5.2 has an effect on the determination of the limit distance between centres.
The following values are to be considered for each of the two tracks:
the additional overthrows Si/a (see 5.2.1.2);
the quasi-static effect: qsi/a (see 5.2.1.3);
the effect of the cant difference between two tracks: b h (see below);
the allowances Mj, taking into account the track tolerances and certain load tolerances.
The formulae for the first two points and the random phenomena to be considered depend on the gauge type
used as defined in the above clauses.
The effect of whether the space between the centres is on the inside or outside of the curve of the track
considered shall always be taken into account.
EXAMPLE
In the case of two concentric curved tracks, all the phenomena on the inside of the curve are considered
for the outside track and the phenomena of the outside of the curve for the inside track.
In the case of two tracks of opposing curves, all the phenomena on the outside of each of the two tracks are
considered each with its own radius, cant and running speed.
bD
When the two tracks considered have a different cant or transverse crosslevel, the two gauges tend to get
closer to each other or further away at the top of the vertical part. This has major consequences on the
distance between centres measured at the running surface.
If the cant difference brings the two contours together at point P (see Figure 5), the distance between the
centres shall be increased. If the two gauges move further apart at point P, a reduction in the distance between
the track centres could be allowed up to the moment when the gauges touch at the bottom; this reduction is
often disregarded.
Under the above conditions, this effect is calculated as follows:
hp
L
D1
D2
(26)
Track 1 is the left-hand track and track 2 the right-hand track. The cant shall always be regarded in the same
direction (see Figure 5).
V1 track 1
V2 track 2
The effects to be covered are explained in 5.2.2.

The effects on the two tracks simultaneously shall be considered. However, it shall be noted that the
phenomena of the two tracks are independent of each other which means an arithmetic sum of the allowance
of each track taken separately can be thought excessive.
Allowances shall be defined to take account of random phenomena when determining the distance between
centres. The different phenomena are grouped according to their character:
the verification limit distance between centres only takes into account the widening and certain allowances
ensuring safety when traffic crosses during control with the parameters recorded at the site. The grouping
of these parameters is called MEA1;
the installation limit distance between centres takes into account the distance between centres and all the
displacements and wear that might appear during two maintenance periods by means of an allowance
MEA2. Keeping this distance between centres ensures that clearances for the different maintenance and
verification operations are maintained;
the nominal installation distance between centres, besides allowances MEA1 and MEA2, also takes into
account an additional allowance determined in 5.4, called MEA3. Maintaining this space between centres
ensures easier track construction and maintenance.
The allowance MEA1 corresponds to EA1.

The sum of the allowances MEA1 and MEA2 is determined by EA2.
The sum of the allowances MEA1 and MEA3 is determined by EA3.
The effects described in 9.2.1 depend on the local situation of each track (cant, curve radius and track gauge)
and shall be taken into account by adding the two semi-widths of the reference profile. The random effects,
explained in 7.2.2.5, will be taken into account by a single allowance EAj. The distance between centres shall
cover the arithmetic sum of these effects:
EA
bCR
S i/a
qsi/a
voie1
bCR
S i/a
qsi/a
voie2
(27)
EAj
In order to optimize the allowance calculations, a more refined formula which incorporates quasi-static
phenomena into the track allowance for random phenomena is presented in Annex A.
EAj
Depending on the use given to the limit distance between centres to be determined, allowance EAj will take
into account a different part of the effects accordingly.
The effective value of EAj may be chosen:
network;
The phenomena to be taken into account depend on the calculation methodology and type of distance
between centres considered.
For the static gauge, there is no general rule governing the calculation methodology for the limit distance
between centres.
Very often, the limit distance between centres is determined as the sum of the nominal gauge semi-widths.
Where a corresponding kinematic gauge exists, the limit distance between centres can be calculated with the
kinematic method.
When determining the limit distance between centres, it shall be considered that it is very unlikely that all the
phenomena will attain extreme values simultaneously. This is why the arithmetic sum of the allowances is not
acceptable. It can be shown that an acceptable degree of certainty can be obtained whilst following the
general formula below:
EA
bT1
bT2
... bTn
2
voie1
bT1
bT2
... bTn
2
voie2
(28)
where Tj is the allowance of the various phenomena to be considered. Parameters that are not independent
shall be considered together, i.e. in an arithmetic sum. It shall be noted that the same phenomena on the two
tracks are to be considered as independent.
Coefficient k determines the degree of safety (k
1).
Annex B.
No standardized method yet exists for calculation of the limit distance between centres for the dynamic gauge
The kinematic gauge calculation principle can be easily transposed.
All the allowances mentioned in the calculation of the limit distance between centres above are covered by the
nominal distance between centres. The nominal distance between centres presents additional allowances.
These allowances are to be chosen by the infrastructure manager on the basis of the phenomena he wants to
cover:
an allowance to increase the safety level;
an additional maintenance allowance;
an allowance to cover aerodynamic phenomena;
an allowance to facilitate the installation of switches and crossings;
an allowance to permit the running of special consignments;
a reserve for future layout or gauge modifications;
allowances to obtain a non-variable distance between centres that is easily manageable for the
maintenance and verification services where actual allowances are generous.
Additional allowances for the safety of persons outside the scope of this standard and shall be defined by the
authority responsible.
Generally, the value of the nominal distance between centres is constant; it is defined for ranges of selected
radii in order to facilitate track design, laying and maintenance.
However, there is no methodology common to all networks for determining the nominal distance between
centres because it results from different allowances, to be considered or not, according to the requirements of
each infrastructure manager. The nominal distance between centres will therefore be determined at the same
time as the nominal gauge, following a feasibility study based on the objective set and the resulting economic
and technical consequences.
One way of obtaining a bigger safety allowance with the aim only of facilitating the management of the
distance between centres is to add together all the random allowances mentioned in the case of the limit
distance between centres in an arithmetic sum instead of a root mean square sum. It shall be noted that this
methodology is generally accepted but rarely used on the different networks.
The abovementioned rules provide enough information to determine the space to be reserved for rail traffic on
a straight track and in the body of a curve. In transition zones, it is noted that a vehicle occupies a
progressively varying space according to the characteristics of two elements of the layout concerned. This
transition zone depends on not just its layout characteristics, but also on the length of the vehicles operating
on the tracks concerned. See Figure 6.
start of curve (curve tangent point)
centreline of bogies or axles
track centreline
centreline of the vehicle
The rules for additional overthrows and for the quasi-static effect take no account of the position of the end
point on the body. When a vehicle enters a curve, the various effects begin to act as soon as the first axle
comes into the curve. The centre of gravity and the points defining the location reached by the vehicle are
before the start of the transition. The rules to be applied to determine the gauge variations when crossing a
layout transition zone are explained below.
A layout transition often consists of a variation in the curve radius on the one hand, and a variation of cant, or
of cant deficiency, on the other. The first can be constructed in either a progressive or abrupt manner. The
second is always determined by means of a transition cant ramp requiring a minimum distance (see also
EN 13803-1).
The curve and gradient transitions are generally merged although they can be separate.
The vertical transition curves generally do not have any progressive curve transition (see EN 13803-1). The
same phenomena occur only for plane curves.
Due to the fact that switches and crossings are very specific layout elements, they are dealt with separately.
Gauge variations depend on the gauge type. As a general rule, the gauge elements of variable width are:
the overthrows;
the quasi-static effect.
It shall be noted that the overthrows depend only on the curve radius and local track gauge. When the gauge
is considered relative to the nearest rail, the track gauge part is taken into account automatically and therefore
can be disregarded.
On the inside of the curve, the quasi-static effect depends only on the cant and the transition step. It shall be
noted that the characteristic point of the vehicle that determines the maximum point reached by the vehicle is
located in the middle of the body.
On the outside of the curve, the quasi-static effect varies according to the cant deficiency which depends both
on the locally applied cant, the curve radius and the speed. On this side, the maximum point reached by the
vehicle is located at the ends of the body.
Similar phenomena occur in the vertical direction. They are not dealt with in detail in the following.
When a vehicle is located at the beginning of a curve, the front of it already has an overthrow relative to the
track centreline before the first bogie or wheelset has re-entered the curve.
As soon as the first bogie or wheelset enters the curve, the rear of the vehicle begins to have an overthrow.
This means that the outside additional overthrows are to be partially taken into account from a distance (na + a)
from the layout transition. The geometric overthrow appears fully when the vehicle is located entirely in the
curve, therefore when the rear of the vehicle is at a distance na from the start of the curve. A smooth change is
created between these two extreme situations.
A similar situation arises on the inside of the curve. As the critical points are located between the two bogies,
the change in the additional overthrows begins at a distance a from the start of the transition zone to end at a
distance a/2 in the curve.
The change in the additional overthrows occurs over a distance dependant on the vehicle wheelbase a and
overhang na. As the vehicle length is unknown, the maximum allowable length shall be determined The detail
of this change is determined by running all the reference vehicles through the transition zone.
element of straight layout
element of curved layout of radius R
reference vehicle
transition point (beginning of curve)
The change of curvature in the transition zone changes the quasi-static effect at the same time as the cant
change step.
The quasi-static effect shall be checked at the centre of gravity of the body, normally located in its midpoint.
The curvature to be taken into account is the average value between the bogie centres or wheelsets. The
ultimate point reached by the vehicle is between the bogie centres for structures on the inside of the curve and
at the body ends for structures on the outside of the curve.
Generally, the rolling stock takes into account part of the roll. In the case of a transition from a straight track to
a curve, the phenomenon seldom occurs before the layout transition.
The calculation of the space occupied by the reference vehicles depends largely on the characteristics of the
transition. The calculation shall consequently be repeated for each transition zone. However, the start and end
point is always the same as shown above. To simplify matters, the additional overthrows can be changed
linearly between the two points
Smooth transitions of curvature only apply when the speeds are high enough (see EN 13803-1).
The principles are exactly the same although the results change slightly:
the starting point is the same as in the previous case; a distance (na + a) before the start of the transition
on the outside of the curve and a distance a from the same point on the inside of the curve;
the end point of the transition zone is located at the same distance as in the previous case but relative to
the end of the transition curve; at (na) beyond this point on the outside of the curve and at the distance
(a/2) after this same point on the inside of the curve;
the changes occur more progressively because the curve radius also changes progressively.
Similar simplifications can be introduced. It is often thought that the transition zone is linear along its length but
displaced towards the straight alignment.
element of straight layout
element of curved layout of radius R
reference vehicle
transition point (beginning of curve)
Trans:
Transition
A switch and crossing layout generally comprises a straight main track and a curved turnout route. In order to
be able to install structures correctly, account shall be taken of the traffic on both the tracks. The space to be
cleared for the turnout route requires particular consideration.
The layout of a switch or crossing is very specific:
the switch entry angle diverts the vehicle at the beginning of the turnout. This switch entry angle is present
even in the case of a switch or crossing with a curve exit (see EN 13232-1). This angle forces the
wheelset and the vehicle to leave the theoretical curve exit towards the outside of the curve (see
Figure 9);
the curve radius may vary widely along the switch or crossing with parts of the curve less than the vehicle
length. These layout elements are not always straight.
NOTE
This effect is greater in switches and crossings with a small radius.
actual layout
theoretical layout (tangent)
wheel flange in theoretical position
wheel flange in actual position

additional overthrow due to the switch entry angle
A switch or crossing cannot be considered as a normal curvature transition.
Because of the switch entry angle, at the mathematical switch toe of the switch or crossing, the vehicle is
travelling in the opposite direction of the turnout route relative to the theoretical layout. In order to take account
of this phenomenon, the displacements of the reference vehicles shall be examined by simulation case by
case and use the space envelope occupied by the reference vehicles.
Connection to the origin of the switch or crossing can be simplified in the same way as for the transition
curves.
NOTE
curve.
It may be noted that the widening at the origin of the switch or crossing can be greater than in the body of the
straight track layout
turnout route layout
reference vehicle
PMA Mathematical Switch Toe

switch entry angle of the switch or crossing
dga
geometric overthrow of the switch or crossing
As the layout of a switch or crossing can be variable, the theoretical quasi-static effect varies continuously in
principle. In addition, the switch entry angle generated an instantaneous overthrow that corresponds locally to
a very high cant deficiency.
In switch and crossing layouts, there can be very short lengths of differing curve radii.
To examine the quasi-static effect, all these elements can be disregarded because of the distribution of these
impacts and the inertia of the body. The value of the quasi-static effect is normally limited to the cant and cant
deficiency design value.
As the turnout speed is constant, it is possible to examine the turnout route once to cover all cases.
Annex E gives a calculation example for a given switch or crossing.
In the case of electrified lines with overhead contact wires, an additional space shall be cleared for:
the installation of the overhead contact line;
the free passage of the pantograph.
The first depends on the design of the overhead contact line and, therefore, does not come within the scope of
this standard. The second point is covered in detail below.
The pantograph gauge differs from the structure gauge in the following points:
the pantograph is (partially) live and therefore there shall be an electrical insulating clearance depending
on the nature of the structure (insulated or not);
the presence of an insulated horn shall be taken into account, if appropriate. Therefore, a double
reference profile shall be defined to take into account the mechanical and electrical interference
simultaneously;
in the collection phase, the pantograph is in permanent contact with the contact wire and therefore its
height is variable. The same is true for the pantograph gauge.
track centreline
electrical gauge (with insulated horn)
electrical gauge (with non-insulated horn)
mechanical gauge
The pantograph gauge requirements are met only if the electrical and mechanical gauge requirements are met
simultaneously:
the structures that are live and at the same potential as the overhead contact line shall remain outside the
mechanical gauge;
the insulated structures shall also remain outside the mechanical gauge;
non-insulated structures (earthed or at a different potential from the overhead contact line current) shall
remain outside the electrical and mechanical gauges.
Figure 11 represents the electrical and mechanical pantograph gauge. For the electrical gauge, the figure
illustrates the case with and without insulated horns.
NOTE
The insulating clearance depends on the voltage and regulation applied according to the networks concerned.
Therefore, the electrical gauge is likely to vary between networks. The definition of the electrical insulating clearances does
not come within the scope of this standard.
The pantograph gauge width is determined essentially by that of the pantograph considered and its
displacements. In the transverse displacements, phenomena similar to those in the structure gauge are found
in addition to specific phenomena.
As the pantograph in the collection position follows the contact wire, the pantograph height depends on that of
the contact wire. Therefore, the pantograph gauge is to be examined at the various heights it may assume.
The extreme situations are examined at the following heights:
the upper verification height ho;
the lower verification height hu.
Between these two heights, it can be considered that the gauge width varies in a linear way, which defines a
space commonly called the pantograph chimney.
The various parameters are shown in Figure 12.
bw
The semi-width bw of the pantograph head depends of the type of pantograph used. EN 50367 defines the
dimensions of some pantographs used in Europe.
It is the task of the infrastructure manager to determine the pantograph types to be taken into consideration to
determine the pantograph gauge depending on the type of electrification used.
It should be noted that the authorization to run with a given pantograph type does not depend only on the
pantograph type, but also on the rolling stock it is mounted on.
ep
The pantograph is not always installed in the centreline of the traction unit bogie centres. The offset depends
mainly on the following phenomena:
the clearance between the axle boxes and body/bogies q + w;
the amount of body roll taken into account by the rolling stock (depending on s0, I0 and D0);
the pantograph mounting tolerance on the roof ;
the transverse flexibility of the pantograph mounting device on the roof ;

the height under consideration h.
The infrastructure manager defines the offset limit values epo and epu for the two verification heights ho and
hu. The value at an intermediate height is obtained by a linear interpolation.
track centreline
pantograph chimney
mechanical profile
electrical profile
S
The pantograph gauge has specific additional overthrows.
As the pantograph is installed on the roof, the quasi-static effect plays an important role in the calculation of
the pantograph gauge. This effect is calculated on the basis of the specific flexibility s0, cant D0 and reference
cant deficiency I0:
qs 'i
s0 '
D D '0
L
qs 'a
s0 '
I
L
I '0
(h h'c0 )
(h h'c0 )
on the inside of the curve
(29)
on the outside of the curve
(30)
According to the gauge definition, the following phenomena shall be covered (see also 5.2.2 or
EN 15273-1:2013, 8.1.2)
loading dissymmetry;
oscillations generated by track irregularities;
the transverse displacement of the track between two maintenance periods;
the cant variation occurring between two successive maintenance periods;
allowances M(j) and allowance sums j are defined in 5.2.3 and 5.2.4.
The calculation methodology is in principle the same as that of the structure gauge. Since a pantograph
incident is assessed as less severe, a lower safety level is generally accepted. Annex A and Annex B describe
a calculation method with recommended values.
The pantograph gauge width is determined by the sum of the abovementioned parameters. In the case of a
line run by various pantographs, the maximum width used shall be considered. Therefore
For the lower verification point with h = hu:
b'ui/a,mec
bw
epu
S 'i/a qs 'i/a
(31)
j max
For the upper verification point with h = ho:
b'oi/a,mec
bw
epo
S 'i/a qs'i/a
(32)
j max
For an intermediate height h, the width is determined by interpolation:
b' h
b' u
h h' u
h' o h' u
b' o b' u
(33)
heff
The gauge height is determined locally on the basis of the contact wire height hf. The following parameters
shall be considered:
the raising of the contact wire fs generated by the pantograph thrust;
the pantograph skew generated by the offset contact point and the pantograph frame raising due to the
contact strip wear. These two parameters are characterized by fws + fwa.
The values of these parameters depend on the overhead contact line type and the maintenance requirements
shall be determined by the infrastructure manager.
The mechanical gauge height is given by the following formula:
heff
hf
fs
f ws
f wa
(34)
The pantograph electric gauge is determined in the same way as the mechanical gauge except for the
following particularities:
the electrical gauge is determined by the live (non-insulated) parts of the pantograph. Therefore, the
electrical profile shown in Figure 12 shall be taken as a basis. This profile differs from the mechanical
profile in width by the value cw, which is the horizontal projection of the width of the insulated horn;
account shall be taken of an electrical insulating distance belec, to be added around the mechanical profile;
since the insulating distance belec is different for the static and the dynamic dimensioning, the study with
the vehicle stationary and running at the maximum velocity shall carried out separately. The electrical
gauge is obtained by superposing the two cases:
stationary: the static values of the following parameters shall be considered: insulation distance, quasistatic effect due to the cant on the inside of the curve and the raising of the contact wire fs;
running: the dynamic values of the following parameters shall be considered: insulation distance,
quasi-static effect due to the cant deficiency on the outside of the curve and the raising of the contact
wire fs;
when determining the allowances, care shall be taken not to accumulate tolerances. Therefore, the value
of Mj can be reduced or even disregarded.
All other phenomena are determined in the same way as indicated above.
The pantograph electrical gauge width is determined by the sum of the parameters defined below. In the case
of a line run by various pantographs, the maximum width used shall be considered. Therefore:
For the lower verification point with h = hu:
b'u,elec
bw
cw
epu belec
S 'i/a qs 'i/a
j max
(35)
For the upper verification point with h = ho:
b'o,elec
bw
cw
epo belec
S 'i/a qs 'i/a
j max
For an intermediate height h, the width is determined by interpolation:
(36)
b' h, elec
b' u, elec
h h'u
h 'o
b'o, elec b' u, elec
h'u
(37)
The electrical gauge height is determined by the following formula:
heff,elec
NOTE
hf
fs
f ws
f wa
belec
(38)
The electrical gauge is always higher than the mechanical gauge heff,elec.
The insulating distance belec depends on the voltage and regulation applied to particular networks:
The values are different for stationary and dynamic situations. The definition of the values and the calculation
of belec do not come within the scope of this European Standard. Reference shall be made to EN 50119.
When the pantograph gauge is defined by the dynamic method, the same basic principles are applied as for
the kinematic method, but it shall be mentioned that other parameters are to be taken into consideration, in line
with the dynamic method given in Clause 8.
A dynamic pantograph reference profile can be defined and the specific additional overthrow rules for the
pantograph gauge. This profile can be chosen on the basis of the pantographs used, as described in 11.2 and
11.3 for the kinematic method, or with a fixed method.
Every structure shall conform to the following formulation:
bobstacle
b'CR S 'i ou S 'a
(39)
j,dyn
Every structure to be insulated shall conform to the following formulation:
bobstacle
b' CR S ' i ou S ' a
j, dyn
belec
(40)
The height of the mechanical and electrical gauges may be determined either by using the method employed
for the kinematic gauge or by selecting a fixed height.
For the determination of the values of j,dyn the rules of Clause 8 apply.
NOTE
The calculation methodology can differ between that for the structure gauge and that for the pantograph free
passage gauge.
The overhead contact wire is a very specific structure which shall ensure the power supply of traction units
whilst being likely to come close to the structure gauge but without penetrating it. In order to prevent any risk of
arcing or structures accidentally becoming live, they shall be separated by an adequate insulating distance.
Moreover, its vertical location varies due to the following effects:
thermal extension of the contact/carrying wire. The temperature of the contact/carrying wire varies
according to ambient temperature, sunshine, wind and current flowing in the overhead line. It should be
noted that this extension is absorbed in the case of tension-regulated overhead contact lines;
dynamic vertical oscillations of the contact wire fdyn;
wind-related effects;
incidence of the longitudinal profile in the gradient transitions according to the distance between the
overhead contact line supports.
Moreover, the height of the vehicle pantograph varies because of the dynamic vehicle oscillations depending
on its suspension flexibility.
The height of the contact wire and of the live parts of the overhead contact line system shall always ensure an
adequate insulating distance relative to the vehicle roofs.
The insulating distance belec is generally different in static and dynamic situations. Also, the dynamic variations
are greater when the vehicle is operating at maximum speed. Therefore, the two cases, stationary and at
maximum speed, shall be studied separately; the height shall be verified both in static and dynamic situations.
In a dynamic situation, the minimum height of the contact wire shall be determined using the following formula:
hf,min,dyn = hCR + belec,dyn + fdyn
(41)
In a static situation, the basis is the vehicle height:

hf,min,stat = hveh + belec,stat
NOTE
uplift.
(42)
When the maximum vehicle height is unknown, it is possible to consider the reference profile height, minus the
hf,min = min (hf,min,stat; hf,min,dyn)
(43)
This height is to be ensured over the whole working temperature range.

For determination of belec, see 11.3.4.
By their nature, platform edges form a particular structure. They shall be installed as close as possible to the
passenger coaches whilst ensuring the safety of the rail traffic. It is important to limit the gap between the
vehicle steps and the platform edges in order to provide acceptable stepping distances for passengers.
Therefore, it is recommended installing the platform edges according to the structure installation limit gauge.
The infrastructure manager defines the installation tolerances in order to ensure installation close to the
installation limit gauge.
Basically, the installation is defined relative to the running surface and track centreline (bq, hq). If the
installation is carried out relative to the horizontal (xq, yq) (and not to the running surface), account shall be
taken of the inclination of the gauge relative to the horizontal. In this case, the installation is generally carried
out relative to the closest rail.
Generally, for practical reasons, the installation and verification of the transverse installation dimensions are
carried out relative to the inside edge of the closest rail. The dimensions parallel to the running surface
become:
b'q bq
lrel
2
platform
running surface
track centreline
(44)
Prefabricated platform edge design will take into account its use in the case of canted track. For this, it should be noted
that the edge is to be installed horizontally even with the canted track. In order to allow the gauge to remain coincident with
the platform edge, either an edge coping can be created or a sloping vertical face of the platform provided. The lower parts
can then fit below the coping when the track is canted. It is important to ensure that the manufacturing tolerances are
properly controlled.
For this, the platform on the outside of the curve shall be adjusted relative to the limit value by a value equal to
q,a :
if there is a coping:
q,a
D
hnez
L
(45)
platform
gauge on canted track
safety steps for personnel
if there is no coping:
q,a
D
hq
L
hminCR
(46)
With a cant, it shall be ensured in particular that the safety steps that allow personnel to leave the track always
come within the gauge for the lower parts.
platform
gauge on canted track
safety steps for personnel
blac 0
hlac 0
The gap is the distance between the platform edge and the vehicle step. It can be broken down into a vertical
component hlac and a horizontal component blac. The nominal value depends on the values chosen for bq and
hq and on the mounting measurements of the step and its position relative to the bogie centres, the geometric
characteristics of the vehicle and the nature of the platform for the line (concave, convex or straight platform).
platform
step
limit gauge
vehicle
The calculation of this gap is shown in EN 15273-1:2013 (Annex I). Various track parameters have a major
effect on the result, in particular:
the local layout (curve radius, cant, cant deficiency, presence of switches and crossings and local track
gauge);
tolerances and allowances chosen for defining the limit gauge;
platform installation tolerances.
In order to facilitate the task of the builder, the infrastructure manager requests him to follow the following
recommendations where possible, particularly in the case of new installations or facilities:
by installing platforms on straight sections without switches and crossings;
by limiting the cant to ensure the passenger stepping heights;
by tightening the track gauge tolerances;
by tightening platform installation tolerances;
by reducing the allowances and providing a track fastening relative to the platform. This can be done, for
example, by means of a direct fastening of the track or by locking the sleepers in order to prevent them
from getting closer to the platform;
by building the platform at the same level as the vehicle floor.
bq
In order to ensure free passage of the vehicles in the platforms and correct functioning of the steps and to
allow the opening of the access door (in the case of high platforms), the platforms are installed at a distance bq
from the track centreline. The choice of the value depends on the gauge used and the installation tolerances.
National or international regulations can be more restrictive.
For the static gauge, bq
bCR st
For the kinematic gauge, bq

For the dynamic gauge,
bq
S i/a,st
bCR cin
bCR dyn
z0
S cin
S dyn
qs i ou qs a
2 cin
q, a
qs i ou qs a
2 dyn
q,a
2 cin
b
q, a
(47)
(48)
(49)
In the curve and in the presence of cant, account is taken of the additional overthrows due to the track.
Verification relative to the nearest rail makes it possible to eliminate the effect of track gauge widening.
Generally, the quasi-static effect is not taken into account because the platform is practically at the level of the
vehicle body roll centre.
In the presence of switches and crossings, it is important to take into account the gauge widening when the vehicles have
to run via the turnout route. This necessitates moving back the platform edge and, therefore, increases the gap, on the
basis of the additional overthrows and the quasi-static effect determined as explained in Clause 10.
h
Platforms are installed at a height hq above the running surface. The infrastructure managers are responsible
for choosing this value on the basis of the regulations in force.
International regulations or bi- or multilateral agreements determine the value to be used. Standardized
heights of 550 mm and 760 mm are used at the European level.
If the gauge passes above the platform, lowering the gauge shall be considered in the presence of a vertical
transition curve and the vertical allowance to be considered. This results in:
hq
50
RV
hCR
MV
....
(50)
(xq, yq)
If the platforms are installed or verified in the horizontal/vertical planes (and not relative to the running surface),
the reference profile rotation shall be taken into account according to the following formulae:
On the inside of the curve:
xqi
bcr
l
2
yqi
hq
D
bq
L
Si
i, j
D
hq
L
(51)
and
l
2
(52)
On the outside of the curve:
xqa
where
bcr
q,a
l
Sa
2
j,a
D
hq
L
q,a
(53)
is defined in accordance with Formulae (45) and (46)
and
y qa
hq
D
bq
L
l
2
(54)
The platform installation and maintenance and tolerances are very important because of their effect on the
actual gap. This is true both for the transverse and vertical directions. For this, the installation directives given
in 13.2 shall be noted.
Determination of the tolerances does not come within the scope of this standard. It is up to the networks to fix
them on the basis of their particularities whilst taking into account the international regulations in force.
The verification gauge can be applied unless there are regulations in force that exclude it. The verification
tolerances shall also be defined in the regulations.
Tilting trains have been designed to increase the running speed on classic lines with particularly winding
routes while improving passenger comfort by reducing the transverse acceleration felt. To achieve this, the
vehicle body tilts in curves so that it partly makes up for the cant deficiency.
The gauge is defined for the speeds of conventional trains. In this context, it shall be noted that the traction
unit and any other train rolling stock running at speeds greater than the normal line speed shall comply with
the gauge and be verified.
The rolling stock shall incorporate all the measures necessary to ensure that the tilting train complies with the
gauge used on the section of line in question in the following areas:
straight tracks and circular curves;
transition curves;
in degraded mode following a failure of the tilting system.
In particular, the rolling stock shall ensure that all the necessary measures are taken for the tilting train, when
running on the line, to comply with the limit ratio
I 'C
I 'P
IC
IP
fixed by the infrastructure manager of each network:

min
(55)
min
IC
IP
Example
IC
IP
= 0,6
min
If the rolling stock value is smaller, the measures necessary to comply with the limit fixed by the infrastructure
manager shall be taken.
It is the task of the infrastructure manager to carry out a line examination to determine the maximum local
running speed on the basis of the following formula:
Ip
V 'p
Ic
I 'c D'
where c is a constant: c
R
c
(56)
L and gravity g = 9,81 m/s.

3,6 g
c = 0,0118 in the case of a rail gauge of 1,5 m.

This disregards all the other rules to be met (e.g. layout, etc.).
As long as the following conditions are met:
Ip
I 'p
Ic
I 'c
D
D'
(57)
which is normally the case, this gives:
V 'p V 'c
Ip
Ic
(58)
These verifications form the basis for an agreement between the infrastructure and the rolling stock.
When a tilting train runs on a transition curve, the tilting system device will be interlocked. Depending on the
tilting system and, more accurately, on the adjustment module, the tilting movement is initiated either at the
start of the transition curve or upstream or downstream of start of the transition curve. Moreover, the tilting
variation depends on the tilting system installed.
As the reaction of the tilting system is not predefined in transition curves, the compliance with the gauge shall
be studied for each case and for each speed range given. Therefore, a tilting vehicle shall only be authorized
after verification of its reactions on the line section under consideration.
Running in degraded mode following a tilting system failure risks generating interferences with the structure gauge
and the space between tracks. This situation may be encountered on a straight as well as on a curved track. The
running speed will be reduced to the normal line speed to ensure the gauge is complied with as quickly as possible.
The rolling stock manager is responsible for carrying out a risk analysis of the infrastructure under
consideration and of the traffic on the adjacent tracks.
The compliance with a safety level defined for this specific risk is part of an agreement between the
infrastructure and the rolling stock.
For access installations to ferries, secant angles between the fixed installations and mobile platforms and
between these platforms and the ferry embarkation ramps are essential. In order to ensure the free passage of
the vehicles over these installations, this angle shall remain limited. In addition, none of the structures shall
project above the running surfaces over the width of the lower parts.
The limit angle " depends on the ferry in question and is given in the following table:
"
Korsr Nyborg
Reserved
2 30
Gedser - Warnemnde
Reserved
Rdby Frge - Puttgarden
Reserved
Sassnitz Hafen - Trelleborg
2 30
Villa S.G. - Messina
1 30
Reggio C. - Messina
1 30
Stockholm Abo
Reserved
Ystad Swinoujscie
Reserved
Trelleborg - Rostock
Reserved
Malm - Travemnde
Reserved
Some local structures are very special in that they can or shall come into contact with rolling stock parts in
order to ensure safe operation of the railway system.
The main systems used in Europe are dealt with below.
Agreements that are needed to ensure the operation of these systems normally depend on the system under
consideration. Nevertheless, it shall not be forgotten that such systems may affect interoperability.
Contact ramps are structures that allow operation of the signalling system and shall ensure contact with the
brushes fitted to the rolling stock.
Introducing an agreement makes it possible to ensure the proper operation of these systems. For the
infrastructure, this agreement includes:
the installation dimensions of the system with their tolerances, according to the horizontal curve radius R
and the vertical curve radius RV;
the application limits of these curve radii.
Generally, these systems are installed in the track centreline slightly above running surface.
By positioning the contact brushes close to the axle centrelines, their geometrical overthrow values become
very small, or even negligible.
Like the contact ramps, active check rails are a special structure as the wheels can come into contact with
their internal flanges.
A horizontal interaction range shall be defined between these two elements. This range is determined
according to EN 13232-3 and EN 13232-9.
In the vertical direction, the check rail shall not project outside the gauge used.
Also, it shall not be forgotten that the application of superelevated check rails will be restricted when laying in
vertical curves.
This type of equipment shall not connect with the gauge of the lower parts. Contact with the inside face of the
wheel is permissible.
Like the contact ramps, the electrical third rail is a special structure. It shall be noted that this electric third rail
is very often integral with the track. In addition, account shall be taken of the electrical insulating distance
between the live parts and any other structure
Rail brakes are used to stop wagons running down from a marshalling hump. The braking action results from
the friction against the inside and outside surfaces of the wheels.
To ensure proper operation of these devices, the lower parts gauge shall allow a free space to accommodate
these systems and the area of interference with the wheels.
The vertical transition radii are very weak on marshalling humps. Particular care shall be paid to the transition
limit zones.
Due to the fact that these systems are very bulky, interoperability on tracks equipped with them is frequently
not ensured.
Several gauge types can be made available to persons responsible for verifying and maintaining the structure
gauge.
The uniform gauge allows a rapid and simple analysis to be carried out with a wide safety margin.
The nominal gauge allows installation of the structures and verification of the gauge with an adequate safety
margin. This method does not require any specific intervention to ensure gauge compliance.
The structure installation limit gauge allows the installation of structures with an adequate safety level while
ensuring that the gauge remains normally maintained between standard maintenance operations if they
comply with the values used to define the gauge. When the gauge limits are exceeded, either an additional
maintenance operation shall be planned or measures shall be taken to ensure that the situation will not
deteriorate further. This can be done either by fastening the track or by reducing the intervals between
verifications of the track position relative to the structures.
The structure verification limit gauge allows assessment of whether the running of trains may continue, even if
the structure installation limit gauge is exceeded.
The infrastructure manager is responsible for the periodicity and the means used to verify the structure
installation. Those periodicities shall, however, remain compatible with the tolerance values taken into account
during the determination of M(2).
More detailed explanations and guidelines are given in Annex H.
The principles used for verification and maintenance of the structure gauge also apply for the distance
between centres.
A constant distance between centres shall be favoured as far as possible; it ensures that the limit distance
between centre is complied with and allows:
easy track maintenance;
easy checking of the space between tracks;
installation of standard switches and crossings with a fixed space between tracks.
Reserved
(normative)
The allowance to determine the tolerances relative to the track shall be fixed by the infrastructure manager. He
either determines fixed values based on his knowledge or uses a commonly accepted calculation
methodology.
This Annex gives a random calculation methodology used on various networks. This method is based on the
hypothesis that the simultaneous occurrence of the extreme values of the tolerances is very improbable.
Similarly to the calculation of the standard deviation of independent deviations, the arithmetic sum is replaced
by a quadratic sum as follows:
bT1
bT2
... bTn
(A.1)
The coefficient k preceding the square root is a factor of safety taking account of the possibility that one or
several tolerances are exceeded.
NOTE 1
Recommended values and calculation examples are given in Annex B.
NOTE 2
In the following, the subscripts st, cin and dyn have been omitted to facilitate reading and comprehension
of the formulae.
Generally, the sum of the allowance 3 is determined on the basis of the following formulation:
3,i/a
Tvoie
TD
T
h s 0 D h hC0
L
L
tan Tsusp h hC0
tan Tcharge h hC0
s0
Tosc h hC0
L
Supl
(A.2)
The term Supl is to be determined on the basis of the values that the infrastructure manager wishes to take into
account.
The semi-width of the installation nominal gauge is determined by:
bnom,i
bCR
Si
bnom,a
bCR
Sa
3,i
K D D0
(A.3)
(A.4)
and
3,a
K I
I0
where
s0
h hc0
L
(A.5)
Generally, the sum of the allowances V3 is determined for point PT on the basis of the following formulation:
V3, PTa
bPt
L
2
s0bPt
TD
L
V3, PTi
bPT
L
2
s 0 bPt
0
bPT
TD
L
s0
Tosc
L
bPT
bPT tan(Tcharge ) bPT tan(Tsusp ) TN
s0
Tosc
L
Supl
bPt tan(Tcharge ) bPT tan(Tsusp ) TN
(A.6)
(A.7)
Supl
To calculate the vertical allowances on the inside of the curve, parameter Tosc on the outside of the curve shall be taken
into account, and vice-versa.
For the other points of the upper parts and for the lower parts, the first four phenomena are not to be
considered. Therefore, the allowances are usually determined on the basis of a fixed value as explained
above.
On the basis of the phenomena described in 5.2.2, the principle expressed above is translated by the following
formulae.
In this method, 2 is not determined directly on the basis of the Formula (20). In order to optimize the
allowances, 2 and 2 re calculated in order to combine the quasi-static effect with the random effects. The
justification for this is given in EN 15273-1:2013, 7.2.1.9.
Determined firstly is:
'2, i/a
2
k Tvoie
TD
T
h s0 D h hC0
L
L
2
0
tan Tsusp h hC0
2
0
tan Tcharge h hC0
2
0
s0
Tosc h hC0
L
2
0
(A.8)
and
2
"2 k Tvoie
TD
h
L
2
(A.9)
It shall be noted that the coefficients are generally different for the inside and the outside of the curve.
The semi-width of the gauge is determined on the inside of the curve by:
blim,i
bCR
Si
max ' 2,i K ( D D0 ); "2 ; ( ' 2,a K .I 0 )
(A.10)
where
s0
h hc0
L
(A.11)
This formula is equivalent to Formula 15 by taking:

= Max
' 2,i K ( D D0 ); "2 ; ( ' 2,a K .I 0 )
qsi
(A.12)
The semi-width of the gauge is determined on the outside of the curve according to the cant deficiency by:
blim,a
bCR
Sa
Max '2,a K ( I
I 0 ); "2
(A.13)

= Max
' 2,a K ( I
I 0 ); "2
qsa
(A.14)
V2, Pta
(1 s0 )bPT
L TD
2 L
V2, PTi
(1 s0 )bPT
L
2
bPT
TD
0 L
s0
Tosc
L
bPT
s0
Tosc
L
2
2
bPT
tan 2 (Tcharge ) bPT
tan 2 (Tsusp ) TN2
(A.15)
2
2
2
bPT
tan 2 (Tsusp ) TN2
(A.16)
To calculate the vertical allowances on the inside of the curve, parameter Tosc on the outside of the curve
shall be taken into account, and vice-versa.
above.
The following is determined for the verification limit gauge:
'1,i/a
k tan Tsusp h hC0
tan Tcharge h hC0
2
0
s0
Tosc h hC0
L
2
0
(A.17)
and
''
1
tan Tsusp h hC0
2
0
tan Tcharge h hC0
2
0
(A.18)
and the semi-width of the gauge is determined by:
bver,i
bCR
Si
max '1,i K ( D D0 );
"; ( '1,a K .I 0 )
(A.19a)

1
Max '1,i K ( D D0 ); "1 ; ( '1,a K .I 0 )
qsi
(A.19b)
and
bver,a
1
bCR
Sa
max '1,a K ( I
Max '1,a K ( I
I 0 ); "1
I 0 ); "1
qsa
(A.20a)
(A.20b)
V1, PTa
bPT
s0
Tosc
L
V1, PTi
bPT
s0
Tosc
L
2
2
bPT
tan 2 (Tsusp )
2
2
bPT
tan 2 (Tsusp )
(A.21)
(A.22)
For the other points of the upper parts and for the lower parts, these phenomena are not to be considered. No
vertical allowance should therefore be taken for these points.
In order to optimize the allowances as part of the verification of existing structures, all vertical phenomena,
hRv hQ, V, can be considered together, and be taken into account by a fixed value, defined in
accordance with the experience of the infrastructure manager. The value can even be zero for certain points
on the reference profile, taking into consideration that there are allowances inherent to the kinematic
calculation method, as explained in EN 15273-1:2013, 7.2.2.2.1.
Compared to the structure gauge, the random phenomena of both tracks shall be taken simultaneously.
Assuming that they are equal for both tracks, this is translated by the root of 2 at the beginning of the formula.
The formula is only applied at the level of the upper point P.
For the installation nominal distance between centres:
EA3
3,i/a voie1
3,i/a voie2
(A.23)
The formulae in subclause A.2.1 are used. The choice of i or a depends on the effect determined for the track
in question:
when the track examined is located on the outside of the curve, the parameters used have subscript a;
when the track examined is located on the inside of the curve, the parameters used have the subscript i;
The installation nominal distance between centres is determined, in the case of two concentric tracks, on the
basis of:
EA3
2bCR
Sa
Si
K I
EA3
I0
K D D0
(A.24)
For the installation limit distance between centres:
'EA2
and
' 22,i/a
' 22,i/a
voie1
"EA2
"22,i/a
voie1
(A.25)
voie2
"22,i/a
(A.26)
voie2
The formulae of clause A.2.2 are used.

The installation limit distance between centres is determined, in the case of two concentric tracks, on the basis
of:
EA2
2bCR
Sa
Si
'
max
K I
EA2
I0
K D D0 ;
''
EA2
(A.27)
In the case of the limit distance between centres, the following is determined:
'EA1
and
'1,2 i/a
"EA1
voie1
"1,2 i/a
'1,2 i/a
voie1
(A.28)
voie2
"1,2 i/a
(A.29)
voie2
The formulae in subclause A.2.3 are used.

The verification limit distance between centres is determined, in the case of two concentric tracks, on the basis
of:
EA1
2bCR
Sa
Si
max
'
EA1
K I
I0
K D D0 ;
''
EA1
(A.30)
The cant deficiency is used for the track on the inside of the curve, the cant for the track on the outside of the
curve.
The same formulae as those used for the installation limit gauge and the verification limit gauge are used.
The same formulation as the one used in the case of the static and kinematic gauges is applied in the case of
the dynamic gauge with the difference that no account shall be taken of all the phenomena, as in the case of
the kinematic gauge.
The recommended values are the same where they are applicable.
The main formulae are given again below.
3, i/a
Tvoie
TD
h tan Tsusp h hC0
L
tan Tcharge h hC0
(A.31)
Supl
The term Supl is to be determined on the basis of the values that the infrastructure manager wishes to take into
account.
The semi-width of the installation nominal gauge is determined by:
bnom,i
bCR
Si
bCR
Sa
(A.32)
3,i
and
bnom,a
(A.33)
3,a
V3, PTa
bPT
L TD
2 L
Supl
(A.34)
V3, PTi
bPT
L TD
2 L
Supl
(A.35)
above.
2, i/a
2
k Tvoie
TD
h
L
tan Tsusp h hC0
2
0
tan Tcharge h hC0
2
0
(A.36)
The semi-width of the gauge is determined on the inside of the curve by:
blim,i
bCR
Si
(A.37)
2,i
The semi-width of the gauge is determined on the outside of the curve according to the cant deficiency by:
blim,a
bCR
Sa
(A.38)
2,a
V2,PTa
V2,PTi
bPT
L
2
bPT
L
2
TD
L
TD
L
2
2
2
bPT
tan 2 (Tsusp ) T N2
(A.39)
2
2
bPT
tan 2 (Tsusp ) T N2
(A.40)
above.
1, i/a
k tan Tsusp h hC0
2
0
tan Tcharge h hC0
2
0
(A.41)
and the semi-width of the gauge is determined by:
blim,i
bCR
Si
blim,a
bCR
Sa
(A.42)
1,i
and
1,a
(A.43)
V1, PTa
2
2
k bPT
Tcharge
2
2
bPT
Tsusp
(A.44)
V1, PTi
2
2
2
2
k bPT
Tcharge
bPT
Tsusp
(A.45)
For the other points of the upper parts and for the lower parts, these phenomena are not to be considered. No
vertical allowance should therefore be taken for these points.
On the basis of the phenomena described in 5.2.2, the principle expressed above is translated by the following
formulae.
Compared to the structure gauge, the random phenomena of both tracks shall be taken simultaneously.
Assuming that they are equal for both tracks, this is translated by the root of 2 at the beginning of the formula.
The formula is only applied at the level of the upper point P.
EA3
3,i/a voie1
3,i/a voie2
(A.46)
The formulae in subclause A.3.2 are used. The choice of i or a depends on the effect determined for the track
in question:
when the track examined is located on the outside of the curve, the parameters used have subscript a;
when the track examined is located on the inside of the curve, the parameters used have the subscript i;
The installation nominal distance between centres is determined, in the case of two concentric tracks, on the
basis of:
EA3
2bCR
Sa
Si
EA3
(A.47)
For the installation limit distance between centres:

2
2,i/a voie1
EA2
2
2,i/a voie2
(A.48)

The installation limit distance between centres is determined, in the case of two concentric tracks, on the basis
of:
EA2
2bCR
Sa
Si
EA2
(A.49)
In the case of the verification limit distance between centres, the following is determined:
EA1
2
1,i/a voie1
2
1,i/a voie2
(A.50)
The verification limit distance between centres is determined, in the case of two concentric tracks, on the basis
of:
EA1
2bCR
Sa
Si
EA1
(A.51)
The cant deficiency is used for the track on the inside of the curve, the cant for the track on the outside of the
curve.
The same formulae as those used for the installation limit gauge and the verification limit gauge are used
depending on the heights involved.
(informative)
Annex B of this European Standard gives a calculation methodology.

Coefficients to be taken into account in the abovementioned formulae depend on a set of parameters:
the track-laying system (e.g. ballast/slab, heavy/light sleepers, type of ballast, short rails/continuous
welded rails, etc.);
the maintenance requirements (e.g. operational tolerances, maintenance policy, periodicity of check, etc.);
the agreements between the rolling stock department and the infrastructure department (especially in the
case of certain dissymmetries);
the running velocity (for the dynamic effects);
the experience of the infrastructure manager with the rolling stock (dynamic interactions).
As the ballast-laying system is very widely used and the maintenance rules are very similar on the various
networks, the values given in the Annex may be considered as related to the general case providing an
acceptable safety level while following the conventional maintenance rules.
In the case of the slab-laying system, the parameters related to the crosslevel error and to the positioning may
generally be disregarded. Moreover, for the parameter representing the effect of the oscillations, it is assumed
that the track is always in a good and constant condition.
NOTE
It should be noted that, in the case of slab-laid tracks, the verification limit gauge and the installation limit
gauge coincide. This is due to the fact that the track position and its cant are generally not easily changeable during a
maintenance operation. Therefore, in this case, it is no longer useful to differentiate the two limit gauges.
A proposal of values under the above conditions is given in the table below. For the dissymmetry 0, these
values are related to most profiles recommending a 1 upper limit.
Oscillations
Crosslevel
error
Track position
Tvoie
0,025 m
0,025 m
0,005 m
0,005 m
0,020 m
0,020 m
0,005 m
0,005 m
V > 80 km/h
0,015 m
0,015 m
0,005 m
0,005 m
Very good track

quality
0,007 m
0,039 m
at
at
0,007 m
0,039 m
0,013 m
0,065 m
80 km/h
TD
at
Tosc
Other tracks
Loading dissymmetry
Tcharge
0,77
0,77
0,77
0,77
Suspension adjustment
dissymmetry
Tsusp
0,23
0,23
0,23
0,23
Track vertical tolerance
TNa
Structure gauge security

coefficient
1,2
1,2
1,2
1,2
Pantograph gauge
security coefficient
Left to the discretion of the infrastructure manager
NOTE 1
Recommendations only, not mandatory. Specific situations allow derogations. For example: blockage of track
at platform Other example: inside of curve at low speed.
NOTE 2
coach.
The quality values can be considered as being relative to the results obtained with the track quality measuring
NOTE 3
The dynamic parameter Tosc is expressed as a cant deficiency equivalent in m. This corresponds to an angle
of 1, when Tosc = 0,065m. For gauges based on different rail gauges of 1,435 m, the value of Tosc may as a
consequence be modified.
a
When selecting a value for TN, absolute values for track displacement are taken into account, rather than relative
values as for vertical tolerances, used during the truing evaluation. Towards the bottom, it is important to take into account
the values for track settlement. Towards the top truing errors introduced by maintenance machinery shall be taken into
consideration.
If they are used in the formulae, the same values apply for the dynamic gauge.
As an example, the calculation for the following figure is given:

gauge G1 (see C.2);
in accordance with the allowance calculation methodology given in A.2;
the example is limited to semi-width calculations;

values of allowances recommended for ballasted tracks (see Table B.1);
track condition: bad (other tracks);
V > 80 km/h;
local track gauge: 1 435 mm;
straight track without cant.
The calculation for the limit gauge for the point at 3 250 mm can be summarized as follows:
According to Formula (A.8):
2
'2a 1,2 0,025
0,015
0,015
3,25 0,4
3,25 0,5
1,5
1,5
tan 0,23 3,25 0,5
tan 0,77 3,25 0,5
0, 4
1, 5
0,065 3,25 0,5
= 0,095 1 mm
(B.1a)
'2i 1,2 0,0252
0,015
0,015
3,25 0,4
3,25 0,5
1,5
1,5
tan 0,23 3,25 0,5
tan 0,77 3,25 0,5
0, 4
1, 5
0,039 3,25 0,5
= 0,076 8 m
(B.1b)
According to Formula (A.9):
''
0,015
3,25
1,5
1,2 0,025 2
(B.1c)
0,04920
The following is then calculated based on the Formula (A.11):
0,4
3,25 0,5
1,5
0,733
As Si = D = I = 0, according to the Formula (A.10) we obtain
blim 1,645 0 max 0,0768 0,733.( 0,05) ;0,0492; 0,0951 0,733 0,05
1,7034 m
Formula (A.12) enables us to determine with qs i = 0:

2 ,i
max 0,0768 0,733.( 0,05 ;0,0492; 0,0951 0,733 0,05
0 0,0584 m
The other calculations are similar.

The results of the calculations for the entire profile are shown in Table B.2. This table respectively includes the
semi-width of the reference profile, the verification limit gauge and the structure limit gauge.
As the example deals with a straight track, a symmetrical gauge is obtained.
Dimensions in millimetres
b
1 520
1 620
1 620
1 645
1 645
1 425
1 120
525
0
-525
-1 120
-1 425
-1 645
-1 645
-1 620
-1 620
-1 520
B
1 549,0
1 649,0
1 649,0
1 698,4
1 771,0
1 566,7
1 272,6
688,0
0
-688,0
-1 272,6
-1 566,7
-1 771,0
-1 698,4
-1 649,0
-1 649,0
-1 549,0
400
400
1 170
1 170
3 250
3 700
4 010
4 310
4 310
4 310
4 010
3 700
3 250
1 170
1 170
400
400
b
1 550,4
1 650,4
1 650,4
1 678,1
1 703,4
1 491,0
1 191,3
601,5
0
-601,5
-1 191,3
-1 491,0
-1 703,4
-1 678,1
-1 650,4
-1 650,4
-1 550,4
B
1 520,0
1 620,0
1 620,0
1 656,3
1 691,3
1 478,9
1 179,1
589,1
0
-589,1
-1 179,1
-1 478,9
-1 691,3
-1 656,3
-1 620,0
-1 620,0
-1 520,0
The calculation for the distance between centres for gauge G1 is given below with the following conditions:
hP = 3 250 mm
bCR = 1 645
In the case of two concentric tracks (see Figure 4):
R1 = R2 = 450 m
D1 = 120 mm
D2 = 90 mm
V1 = 0 km/h
V2 = 80 km/h
1
= 1,435 m; 2 = 1,445 m
The general formula applicable for gauge G1 (expressed in m) is:

EA 1,645
1,645
1 1,435
2
3,75
R1
3,75
R2
1,435
2
0,4
D1
1,5
0,4
I2
1,5
0,05 0 3,25 0,5
0,05 0 3,25 0,5
3,25
D1
1,5
D2
EA
(B.2)
On the basis of the general cant deficiency rules, this gives:

I2 = 79 mm
The allowance EAi calculated according to the formula in subclauses A.23 to A.30 becomes
'EA1 = 86 mm, "EA1 = 63 mm, thus: max
'
EA1
'EA2 = 138 mm, "EA2 = 85 mm, thus: max

EA3
'
EA2
K I
K I
I0
I0
K D D0 ;
K D D0 ;
''
EA1
''
EA2
158 mm
210 mm
= 317 mm
which gives the following result:

EA1 > 1,645 + (0,008 + 0,000) + 1,645 + (0,008 + 0,005) + 0,065 + 0,158 = 3,535 m
EA2 > 1,645 + (0,008 + 0,000) + 1,645 + (0,008 + 0,005) + 0,065 + 0,210 = 3,586 m
EA3 > 1,645 + (0,008 + 0,000 + 0,051) + 1,645 + (0,008 + 0,005 + 0,021) + 0,065 + 0,317 = 3,766 m
While installing structures, a distinction shall be made between structures generating a hazard of electric
interference and those that do not generate such a hazard.
Structures not generating such a hazard may be installed at the limit of the electrical gauge.
On the other hand, those generating such a hazard shall comply with an insulating distance belec, to be defined
by the infrastructure manager.
The following case is a calculation example:
a pantograph gauge defined on the basis:
GE1 according to Annex C;
1 600 mm wide;
with an insulated horn of (cw =) 265 mm wide;
the tolerance values recommended in Table B.1 for a high-quality ballasted track;
a dynamic insulation distance belec,dyn of 150 mm and a static insulation distance belec,stat of 270 mm;
a track with curve radius of 350 m;
a track with cant D of 100 mm;
a local track gauge = 1 445 mm for curved track and l = 1 435 mm for straight track;
train running at 70 km/h, which results into a cant deficiency I of 66 mm;
effective height heff = 5 500 mm.
The values of , calculated according to the methodology of A.1 and A.2, are given in Table B.4 below.
In order to evaluate the insulating distances, the calculation shall be considered under stationary and
maximum speed conditions. The parameters that change with the speed are belec and j ( j, ispecifies the
stationary value and j, a gives the value at maximum speed). The calculation on the inside of the curve
therefore corresponds to the stationary calculation and the calculation on the outside of the curve corresponds
to the calculation at maximum speed. On the straight track, the larger of the two values shall be considered.
NOTE
H'
5 000
0,68
63
63
63
105
105
105
6 500
0,90
84
84
84
137
137
137
5 000
0,68
68
63
63
108
105
105
6 500
0,90
91
84
84
141
137
137
1 is calculated using Formulae (A.19b) and (A.20b)

2 is calculated using Formulae (A.12) and (A.14)
h
b
-c
qs
oi, mec
800
170
137
1 107
oa, mec
800
170
137
1 107
oi, elec
800
-265
170
270
137
1 112
oa, elec
800
-265
170
150
137
992
h
b
-c
qs
ui, mec
800
110
105
1 015
ua, mec
800
110
105
1 015
ui, elec
800
-265
110
270
105
1 020
ua, elec
800
-265
110
150
105
900
From these results, it can be concluded that the most unfavourable situation for the calculation of the
mechanical gauge width on a straight track is at maximum speed, whilst for the electric gauge, the stationary
situation can be considered the worst case. It shall be noted that the result definitely becomes symmetrical.
To determine the pantograph gauge height, the same factors have to be considered. In this case, the vertical
oscillation of the wire increases with the speed, whereas the electrical insulating distance decreases.
Calculation of the first criterion does not come within the scope of this standard. Therefore, conservatively, the
worst case situation is regarded to occur with the maximum value of the two parameters. Therefore, the
calculations are continued with the dynamic insulating distance.
When the gauge is defined on the basis of a single type of pantograph, a gauge definition as illustrated in
Figure B.1 is obtained.
pantograph chimney
mechanical gauge
electrical gauge
H'
5 000
0,68
63
63
63
105
105
105
6 500
0,90
84
84
84
137
137
137
5 000
0,68
68
63
68
108
105
6 500
0,90
91
84
91
141
137
108
(105 if V = 0 km/h)
141
(137 if V = 0 km/h)
NOTE
1 is calculated using Formulae (A.19b) and (A.20b)

2 is calculated using Formulae (A.12) and (A.14)
In a curve, the additional overthrows and quasi-static effect are added:

Sa = Si = 350 / 2,5 + (1 445 - 1 435) / 2 = 12 mm
qsau = qsao = 0 mm (as I = I0)
qsiu = 0,225 / 1,5 * (0,100 0,066) * (5 0,500) = 23 mm
qsio = 0,225 / 1,5 * (0,100 0,066) * (6,5 0,500) = 31 mm
In order to evaluate the effect of the electrical insulating distance, the two cases stationary and running are
considered.
When stationary, the static electrical insulating distance, a quasi-static effect corresponding to the value on the
inside of the curve (qsi) and a sum of the allowances corresponding to the inside of the curve j,I shall be
considered.
V
h
-c
qs
oi, mec
800
170
12
31
137
1 150
oa, mec
800
170
12
137
1 119
oi, elec
800
-265
170
270
12
31
137
1 155
oa, elec
800
-265
170
270
12
137
1 124
h
-c
qs
ui, mec
800
110
12
23
105
1 050
ua, mec
800
110
12
105
1 027
ui, elec
800
-265
110
270
12
23
105
1 055
ua, elec
800
-265
110
270
12
105
1 032
When running, the dynamic electrical insulating distance applies. At reduced speed, the quasi-static effect can
be regarded as that when stationary.
V
h
-c
qs
oi, mec
800
170
12
31
137
1 150
oa, mec
800
170
12
141
1 123
oi, elec
800
-265
170
150
12
31
137
1 035
oa, elec
800
-265
170
150
12
141
1 008
h
-c
qs
ui, mec
800
110
12
23
105
1 050
ua, mec
800
110
12
108
1 030
ui, elec
800
-265
110
150
12
23
105
935
ua, elec
800
-265
110
150
12
108
915
It is found that, on the outside of the curve, the most unfavourable case for the electrical gauge occurs when
stationary; the quasi-static effect on the outside of the curve no longer plays a role.
In the height direction, the same considerations apply as on the straight track.
It is found that for this figure, the electrical gauge is determined for the inside of the curve by conditions when
at rest and for the outside of the curve by passage at maximum speed.
The strict limit gauge is then given by the following Figure B.2.
mechanical gauge
electrical gauge
(a) on the outside of the curve

(i)
on the inside of the curve
Gauge G1 is generally applicable for international rail transport in Europe.

Originally, gauges GA, GB and GC were defined for container rail transport in Europe.
It is recommended that GA be cleared on all interoperable freight transport networks.
It is recommended that train paths be provided on the European network corresponding to gauge GB, or even
GC.
Kinematic and static gauges exist. For the definition of the corresponding structure gauge, the kinematic
definitions are used.
In principle, all the reference profile dimensions are given below in mm. The values to be used in the formulae
are in m unless otherwise indicated.
All these gauges are defined on the basis of gauge G1. Their application concerns only the upper parts at
h > 3,250 m. All points h 3,250 m follow the rules for gauge G1. Point h = 3,250 m shall be connected to the
first point h > 3,250 m of the gauge by a straight line.
The result of this is that all the lower parts are the same for all the gauges.
The pantograph gauge is also generally applicable. It shall be noted that the pantograph used may be
different.
For the associated rules, the following values shall be used except for the pantograph gauge.
L = 1,500 m and nom = 1,435 m;
s0 = 0,4 (for G1 and GC); s0 = 0,4 or 0,3 (for GA and GB depending on the height);
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
The rules for the additional overthrows differ according to the gauges used.
The random effects to be considered when determining the allowances are given in Clause 7 of this European
Standard.
The superelevation of the upper parts is given by:
hRV
50
RV
(C.1)
When radius RV exceeds or is equal to 500 m, for lower parts, a lowering is applied, obtained using:
hRV
50
RV
(C.2)
Dimensions not exceeding 80 mm are regarded as being zero in the radii RV between 625 m and 500 m.
The characteristics of these reference vehicles are determined on the basis of the rules given in Annex F and
are listed in Table F.2.
All the dimensions in the figures are in mm, in the formulae in m, unless specified otherwise.
The lateral part is located at the same distance from the track centreline for all the gauges; it shall be noted,
however, that the limit distance between centres is different for gauge GC and the other gauges as the upper
point of the lateral part (P) is higher in the case of gauge GC.
The free passage gauge parameters are different from those for the structure gauges themselves:
L = 1,500 m and nom = 1,435 m;
s0 = 0,225;
hc0 = 0,5 m;
I0 = 0,066 m and D0 = 0,066 m;
ho = 6,500 m and hu = 5,000 m;
epo = 170 mm and epu = 110 mm.
The semi-width is determined according (of the semi-width) to the pantograph considered.
The gauge comprises different parts:

The lower parts are located up to 400 mm above the running surface and apply to all the gauges in question.
Particular attention shall be paid to the gauge for the lower parts that is applicable everywhere apart from on
tracks fitted with rail brakes. For these, a special gauge is defined. The former shall also be complied with
even on tracks with rail brakes, but only in a non-active position.
The lateral parts are the same for all the gauges up to a height of 3 250 mm above the running surface (see
gauge G1).
The upper parts are different for all the gauges, both with regard to the reference profile and the associated
rules.
The pantograph gauge is common to all the gauges concerned.
In the following, the reference profiles are defined with the rules for the additional overthrows and the quasistatic effect.
qs
Dimensions in metres
Additional
overthrows
S
qs
250 > R
All
3,75
R
250
150
50
0,185
R
0,4
D 0,05
1,5
1,435
2
0
h 0,5
1,435
2
60
0,225
R
0,4
I
1,5
0,05
1,435
2
0 h
0,5 0
S
h
R
R
250
3,250
250 > R
3,250 < h
3,880 (GA)
3,250 < h
4,110 (GB)
h > 3,880 (GA)

h > 4,110 (GB)
150
50
0,185
R
250
3,75
R
1,435
2
1,435
2
60
0,225
R
1,435
2
Point h 3,250 shall be connected by a straight line to

points h 3,880 or 4,110.
All
R
Sa
SI
20
R
250
50
R
150
1,435
2
0,120
1,435
2
qs
qsi
h
3,250
3,250 < h
3,880 (GA)
3,250 < h
4,110 (GB)
h > 3,880 (GA)

h > 4,110 (GB)
0,4
D 0,05
1,5
qs a
0
h 0,5
0,4
I
1,5
0,05
h 0,5
Point h 3,250 shall be connected by a straight line to points h 3,880 or

4,110.
0,3
D 0,05
1,5
h 0,5
0,3
I
1,5
0,05
h 0,5
The rules are the same as for gauge G1 whatever the height h.
qs
R
R
Additional
overthrows S
250 > R
qs
All
3,75
R
250
150
50
0,185
R
0,4
D 0,05
1,5
1,435
2
0
h 0,5
1,435
2
60
0,225
R
0,4
I
1,5
0,05
1,435
2
0 h
0,5 0
(h
0,400 m)
This gauge is applicable on all the networks for the operation of all types of international vehicles.
contact ramp installation zone
wheel zone (see Figure C.5)
S
S
S
R
250 > R
2,5
R
250
150
50
R
1,435
2
0,190
1,435
2
2,5
R
60
R
0,230
1,435
2
1,435
2
The quasi-static effect does not play a role if h < 0,5 m.

For the wheel zone, the profile does not vary due to the fact that the wheels are in permanent contact with the
running rails. Additional overthrows, quasi-static effect and lowering need not be taken into consideration. In
order to take into account wear on the rail, taking into account a vertical allowance may be considered.
The wheel zone is superimposed on the profile defined in Figure C.4.
The following specific zones should be noted:
1) The flangeway zone: this ensures the free passage of the wheel flanges. The rating of 37,5 mm given
in the figure is the minimum value to be complied with at all times. No structure may be placed in this
zone (or this shall be removed at the moment that the wheels pass);
2) The active face zone: this defines the zone in which track components may be installed if these are
expected to come into contact with the wheels, such as active check-rails, paving for level crossings,
etc. Flangeway values are dependent on their function:
a) for check-rails, the flangeway shall be determined in order to protect the point as defined in
EN 13232-3;
b) for paving, the flangeway is limited in order to enable the passage of road vehicles, and
pedestrians and cyclists in particular. The nominal values to be complied with are dependent
on the applicable national regulations.
Flangeway openings shall ensure wheel guidance as defined in EN 13232-3. The rating of
58 mm + (l 1435 mm) defines the most extreme position of the wheel. The height of these
components is limited by the gauge of the lower parts, given in Figure C.4, minus the permissible wear
of the rails.
zone to be mandatorily cleared for passage of the wheel flanges
installation zone of the active flanges of check rails, any other structure is prohibited
This gauge is applicable on infrastructures to be fitted with rail brakes.

No fixed track device may enter into the zone reserved for the ejection of brake shoes. Only ejectable brake
shoes may enter this zone during ejection.
wheel zone (see Figure C.7)
zone solely reserved for the ejection of brake shoes
running surface
kinematic reference profile centreline
For the wheel zone, the profile does not vary due to the fact that the wheels are in permanent contact with the
running rails. Additional overthrows, quasi-static effect and lowering need not be taken into consideration. In
order to take into account wear on the rail, taking into account a vertical allowance may be considered.
The wheel zone is superimposed on the profile defined in Figure C.6.
The following specific zones should be noted:
1) The flangeway zone: this ensures the free passage of the wheel flanges. The rating of 37,5 mm given
in the figure is the minimum value to be complied with at all times. No structure may be placed in this
zone (or this shall be removed at the moment that the wheels pass);
2) The active face zone: This defines the zone in which track components may be installed if these are
expected to come into contact with the wheels, such as active check-rails, paving for level crossings,
etc. Flangeway values are dependent on their function:
a) for check-rails, the flangeway shall be determined in order to protect the point as defined in
EN 13232-3;
b) for paving, the flangeway is limited in order to enable the passage of road vehicles, and
pedestrians and cyclists in particular. The nominal values to be complied with are dependent
on the applicable national regulations.
Flangeway openings shall ensure wheel guidance as defined
58 mm + (l 1435 mm) defines the most extreme position of the wheel.
in
EN 13232-3.
The
rating
of
The rail brakes may derogate from the previous rule when in an active position without however exceeding a
limit of 80 mm beyond the running surface. This rating can be reduced relative to the vertical radius, as
indicated in C.3.2.1.2.
The height of these components is limited by the gauge of the lower parts, given in Figure C.6, minus the
permissible wear on the rails.
width to be mandatorily cleared for passage of the wheel flanges
minimum installation limit for the active face of the check-rail
zone for rail brakes in a non-active position
limit position of the outer surface of the wheel
running surface
kinematic reference profile centreline
S
R
R
250 > R
2,5
R
250
150
50
R
1,435
2
0,190
2,5
R
1,435
2
60
R
0,230
1,435
2
1,435
2

On parts of humps accessible via hump-avoiding tracks and likely to be occupied by main-line locomotives and
special wagons not authorized to run over marshalling humps or rail brakes or other shunting and stopping
devices in an active position:
the shunting and stopping devices in the retracted position shall clear the gauges listed in Figures C.4 and
C.5 in C.3.1;
the convex and concave gradient transition radii shall be
500 m.
All the vertical dimensions (h
hRV
m) vary with the vertical radius according to:
50
RV
(C.3)
The value of RV is limited to 500 m. Dimensions not exceeding 80 mm are regarded as being zero in the radii
Rv between 625 m and 500 m.
In addition to the lowering rules, account is taken of the following transition rules.
The requirements below contain two series of height dimensions applicable to the rail brakes or other shunting
and stopping devices in an active position. They have been drawn up to take into account the various rolling
stock types likely to drop below the rail brake limit.
In the humps, the rail brakes and other shunting and stopping devices, in an active position, may attain the
maximum height of 115 mm/125 mm above the running surface:
within and close to the concave gradient transitions of radius Rv
300 m;
on the parts of non-vertically curved track located 3 m (5 m) at least from the start of the convex gradient
transitions of radius Rv 250 m.
The distance of 3 m applies for classic humps. The distance of 5 m allows the passage of low-floor vehicles
intended for combined rail-road traffic or pocket wagons.
At the convex transition limit of radius Rv
value ev (m) equal to:
ev1 = 0,040
250
RV
250 m, the dimensions 115 mm/125 mm shall be reduced by a
and ev2 = 0,050
250
RV
(C.4)
classic hump
shunting gradient
vehicle
convex
concave
running surface
115 mm or 125 mm
75 mm or 85 mm
For the classic humps, between the section from which the dimensions 115 mm/125 mm are applicable, i.e.
3 m from the start of the transition and this starting point, the height reductions shall be effected linearly, i.e.:
ev1 = 0,040
3 x
3
250
RV
(C.5)
x being the distance of the section considered relative to the start of the transition.
For humps where operation of the low-floor vehicles is planned for combined rail-road or pocket wagon traffic,
between the section from which the dimensions 115 mm/125 mm are applicable, i.e. 5 m from the start of the
transition and this starting point, the height reductions shall be at least equal to the value of ev2 given below:
ev2 =
15,80 x
53325
0,024
250
RV
(C.6)
This gauge is applicable to lines for special vehicles.

zone to be mandatorily cleared for passage of the wheel flanges
contact ramp installation zone
For the wheel zone, please refer to gauge GI2.
R
R
2,5
R
250
h = 0,400
250
0,250 < h < 0,400
50
R
1,435
2
2,5
R
60
R
1,435
2
0,230
1,435
2
Point h = 0,400 and point h = 0,250

shall be connected by a straight line
2,5
R
250
0,250
250
1,435
2
0,190
All
R
150
Sa
SI
150
37,5
R
0,140
1,435
2
l 1,435
2
1,435
2
40
l 1,435
0,160
R
2
track centreline
chimney
mechanical profile
electrical profile
(*) these values (taken from the Europantograph) are indicative and are dependent on the pantograph type to
be considered
R
Additional
overthrows S
All
qs'
All
2,5
R
0,225
D 0,066
1,5
h 0,5
1,435
2
0
0,225
I
1,5
0,066
h 0,5
(normative)
This Annex groups together different gauges used in Europe. Their application is very often limited to a few
countries.
Certain gauges such as the G2, the GB1 and GB2 may be regarded as derivatives of the international gauges
defined in Annex C of this European Standard; others differ completely from them.
The choice of clearing one or several of these gauges depends solely on the infrastructure manager.
All types of gauges (static, kinematic and dynamic) exist. In the case of kinematic gauges, there are often
corresponding static gauges, with the same name. Where only the static gauge exists without associated rules
for the infrastructure, the nominal installation gauge used is given for information, if there is no installation limit
gauge; the corresponding reference profile is mentioned in EN 15273-1:2013 Annex A and 6.1.5.
The characteristics of the reference vehicles corresponding to the gauges defined in this Annex and necessary
for the transition calculation in curves and switches and crossings are given in Table F.2 where it is possible to
determine them.
The various gauges have been grouped by type in the following sub-clauses. All the dimensions in the figures
are in mm, in the formulae in m, unless otherwise indicated.
This gauge is determined on the basis of the rules for international gauge G1 and only differs in its reference
profile. It consists of a kinematic gauge with the same associated rules, in which the lower parts and the
pantograph free passage gauge are those of G1.
This gauge is cleared on the main parts of the various networks in Europe (e.g. Germany, Austria,
Netherlands, Switzerland, etc.).
For the associated rules, the following values are applicable:

L = 1,500 m and nom = 1,435 m;
s0 = 0,4;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
running surface
qs
Additional
overthrows
S
qs
250 > R
All
3,75
R
250
150
50
R
1,435
2
0,185
0,4
D 0,05
1,5
h 0,5
1,435
2
60
0,225
R
0
0,4
I
1,5
0,05
1,435
2
0
h 0,5
The gauges are determined on the basis of international gauge GB and the only difference is in their reference
profile in the upper parts (> 3 250 mm). It consists of a kinematic gauge with the same associated rules, the
lower parts and the pantograph free passage gauge are those of G1.
These gauges are cleared on the main parts of the various networks in Western Europe (e.g. GB1 in France,
GB2 in Italy, etc.)

L = 1,500 m and nom = 1,435 m;
s0 = 0,3;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
running surface
running surface
S
h
R
R
3,75
R
250
3,250
250 > R
150
Sa
Si
50
0,185
R
0,225
1,435
2
GB1
4,210
Point h = 3,250 and point h = 4,210 shall be connected by a straight line.
All
GB2
3,250 < h
60
R
1,435
2
GB1
3,250 < h
1,435
2
GB2
Point h = 3,250 and point h = 4,350 shall be connected by a straight line.
4,350
4,210 m (GB1)
250
h = 4,350 m (GB2)
250
150
20
R
50
0,120
R
1,435
2
1,435
2
qs
3,250
GB1
3,250 < h
4,210
GB2
3,250 < h
4,350
4,210 m (GB1)
h = 4,350 m (GB2)
qs
qs
0,4
D 0,05
1,5
h 0,5
0,4
I 0,05
1,500
h 0,5
Point h = 3,250 shall be connected by a straight line to points

h = 4,210 m or 4,350 m.
0,3
D 0,05
1,5
h 0,5
0,3
I
1,500
0,05
h 0,5
This gauge is determined on the basis of international kinematic gauge G1 and only differs in its associated
rules. If a flexibility of s0 = 0,4 is adopted, it is merged with kinematic gauge G1.
Main parameters:
L = 1,500 m and nom = 1,435 m;
s0 = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m;
z0 = 0,025 m.
The vertical uplift to be considered is 30 mm.
The random effects to be considered when determining the allowances are given in Clause 6 of this European
Standard.
The superelevation of the upper parts (h
hRV
50
RV
1,175 m) is given by:

(D.1)
For the lower parts (h < 0,400 m), a lowering is applied, given by:
hRV
50
RV
not exceeding 80 mm
(D.2)
Passage over the marshalling humps follows the same rules as for kinematic gauge G1.
The pantograph gauge is also merged with that of kinematic gauge G1.
qs
Additional
overthrows
S
250 > R
qs
3,75
R
250
150
All
50
R
1,435
2
0,140
0,2
D 0,05
1,5
0,045
h 0,5
1,435
2
60
R
0,180
0,2
I
1,5
0,05
1,435
2
0
h 0,5
running surface
centreline of the reference profile
theoretical maximum width of the flange profile, taking into account the possible angle of the wheelsets on
the track
effective position of the inside surface of the tyre when the opposite wheel is in flange contact
running surface
centreline of the reference profile
theoretical maximum width of the flange profile, taking into account the possible angle of the wheelsets on
the track
effective position of the inside surface of the tyre when the opposite wheel is in flange contact
S
R
R
250 > R
Sa
Si
2,5
R
250
150
50
R
The quasi-static effect can be disregarded.
0,145
0,045
1,435
2
1,435
2
60
R
0,185
1,435
2
This gauge is determined on the basis of kinematic gauge G2 and only differs in its associated rules. If a
flexibility of s0 = 0,4 is adopted, it is merged with kinematic gauge G2.

L = 1,500 m and nom = 1,435 m;
s0 = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m;
z0 = 0,025 m.
qs
Additional
overthrows
S
250
qs
3,75
R
250
50
R
150
All
1,435
2
0,140
0,2
D 0,05
1,5
0,045
h 0,5
1,435
2
60
R
0,180
0,2
I
1,5
0,05
1,435
2
0
h 0,5
These gauges are determined on the basis of kinematic gauges GA, GB, GC and only differ in their associated
rules. When a flexibility of s0 = 0,3 is adopted, they are merged with kinematic gauges GA, GB and GC.

L = 1,500 m and nom = 1,435 m;
s0 = 0,2;
hc0 = 0,5 m;
I0 = 0,05 m
z0 = 0,025 m.
and D0 = 0,05 m;
running surface
S
h
R
R
3,220 < h
Sa
3,75
R
250
3,220
250 > R
3,220 < h
SI
150
3,880 (GA)
3,850 (GA)
4,080 (GB)
250
0,140
1,435
2
1,435
2
60
0,180
R
Point h 3,220 and point h 3,880 or 4,080

shall be connected by a straight line.
All
4,080 (GB)
50
R
0,045
250
150
20
R
0,045
1,435
2
50
R
0,075
1,435
2
1,435
2
qs
h
qsi
qsa
0,2
D 0,05
1,5
All
h 0,5
0,2
I
1,5
0,05
h 0,5
S
R
R
250 > R
3,75
R
250
150
50
R
0,045
1,435
2
0,140
1,435
2
60
R
1,435
2
0,180
qs
h
All
qsi
0,2
D 0,05
1,5
qsa
0
h 0,5
0,2
I
1,5
0,05
h 0,5
Gauges BE1, BE2 and BE3 are kinematic gauges that differ from international gauges with regard to their
profiles and the formulae for additional overthrows. The formulae for additional overthrows are determined on
the basis of three reference vehicles that are generally different from those of the international gauges. For the
other associated rules (e.g. quasi-static effect, vertical elevation/lowering, taking random phenomena into
account, etc.), the formulae of gauge G1 are applicable.
The definition of the gauges is limited to 100 mm above the running surface. Below this, the rules for G1 apply.
Tracks fitted with rail brakes shall comply with the gauges of the lower parts of the corresponding G1.
For tracks supplied by a 3 kV overhead contact line, a pantograph free passage gauge is determined for
pantographs 1,760 m wide with different rules compared to those for G1:
epo = 0,245 m and epu = 0,170 m;
s0 = 0,4;
I0 = D0 = 0,066 m.
For tracks supplied by a 25 kV overhead contact line, the pantograph free passage gauge G1 is applicable
with the 1,600 m wide European head according to EN 50367.
For the associated rules (except for pantographs), the following values are applicable:
L = 1,500 m and nom = 1,435 m;
s0 = 0,4;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
running surface
running surface
running surface
S
h
R
R
Sa
SI
6
R
400
400 > R
250
28
R
250 > R
165
40,5
R
165 > R
150
60
R
1,170 < h
165 > R
1,435
2
0,055
0,105
1,435
2
26,47
0,0215
R
165
40,5
R
150
1,435
2
1,435
2
0,225
5
R
1 000
1 000 > R
1,170
1,435
2
0,105
1,435
2
1,435
2
qs
h
All heights
qsi
0,4
D 0,05
1,5
qsa
0
h 0,5
0,4
I
1,500
0,05
h 0,5
This gauge is determined on the basis of international gauge GB and only differs from it with regard to its
reference profile in the upper parts (> 3 250 mm). It consists of a kinematic gauge with the same associated
rules, in which the lower parts and the pantograph free passage gauge are those of G1.
This gauge is cleared by the main parts of the French network in order to allow the operation of double-decker
coaches.

L = 1,500 m and nom = 1,435 m;
s0 = 0,3;
hc0 = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
running surface
S
h
R
h
h
NOTE
3,75
R
250
3,250
250 > R
R
3,500 m
Sa
SI
50
0,185
R
150
1,435
2
1,435
2
60
0,225
R
37,5
R
150
1,435
2
1,435
2
Between point h = 3,250 m and the first point h > 3,500 m the limit gauge is connected by a straight line.
qs
h
NOTE
qsi
3,250
0,4
D 0,05
1,5
3,500
0,3
D 0,05
1,500
qsa
0
h 0,5
h 0,5
0,4
I
1,500
0,05
h 0,5
0,3
I
1,500
0,05
h 0,5
Between point h = 3,250 m and the first point h > 3,500 m the limit gauge is connected by a straight line.
These gauges are defined for rail traffic in Portugal where they have been used since the 1950s.
These gauges differ both with regard to the reference profiles and the associated rules for international
gauges. In addition, it shall be noted that as the rail gauge is larger, the cant deficiency and associated rules
formulae vary compared to the international gauges.
They consist of kinematic gauges that follow the same rules as those given in Clause 7 of this European
Standard and, therefore, they are almost at the maximum of the rules used by international gauges.
For the lower parts, specific profiles exist for main line traffic and passage over the rail brakes.
For the pantograph free passage gauge, the same rules apply as for the international gauge G1. The same
reference heights are used.
The reference vehicles that form the basis for the definition of these gauges are given in Annex F, in Table F.2
of this standard.

L = 1,733 m and lnom = 1,668 m;
s0 = 0,4;
hco = 0,5 m;
I0 = 0 m = D0.
running surface
running surface
running surface
running surface
running surface
The associated rules are generally applicable for all the profiles defined above.
S
h
R
R
SI
Sa
3,75
R
250
0,400
250 > R
R
0,400
150
50
R
250 > R
23,25
R
250
0,700
150
50
0,037
R
31,75
R
250
250 > R
R
1,170
150
250 > R
R
4,110
4,210
50
0,069
R
250 > R
1,668
2
1,668
2
1,668
2
50
0,120
R
150
1,668
2
0,004
60
0,109
R
20
R
250
1,668
2
0,029
60
0,084
R
1,668
2
h (CPb)
h (CPb+)
1,668
2
31,75
R
150
60
0,077
R
1,668
2
250
<h
3,550
50
0,044
R
1,668
2
1,668
0,070
2
1,668
2
<h
1,170
60
0,230
R
1,668
2
0,190
<h
0,700
1,668
2
1,668
2
qs
h
All heights
qsi
0,4
D
1,733
qsa
0
h 0,5
0,4
I
1,733
h 0,5
The upper parts are to be raised by the value:
hR V
50
RV
(D.3)
It shall be noted that, taking into account the presence of a large horizontal part of the upper part, it is necessary to
add the allowances for covering the vertical roll effect as explained in 5.3.3.
The lower parts are to be lowered by the value:
hRV
50
RV
(D.4)
This gauge is defined for the rail traffic in Finland.

This gauge differs both with regard to the reference profile and the associated rules for international gauges. In
addition, as the rail gauge is larger, the cant deficiency and associated rules formulae vary compared to the
international gauges.
It is a static gauge that more or less follows the rules of Clause 6 of this European Standard and, therefore, differs
widely from the international gauges.
In the absence of any associated rules for the determination of allowances, the nominal installation gauge is given in
this part of the standard informally. The reference profile for this gauge is mentioned in EN 15273-2. It is based on this
structure nominal gauge and can be used with the general rules given in this standard for determining a verification
limit gauge or installation limit gauge.
This installation nominal gauge includes the widening effect, the quasi-static effect due to the cant deficiency and all
the allowances for the random phenomena.
This gauge contains lower parts, upper parts and the pantograph free passage gauge, including guidance for passage
over tracks fitted with rail brakes.
In the absence of any clear associated rules, it is impossible to determine the limit distance between centres.
Therefore, the nominal distance between centres is given below.

L = 1,600 m and lnom = 1,524 m;
s0 = 1 (on the inside of the curve) and s0 = 0 (on the outside of the curve);
hc0 = 0 m;
I0 = 0 = D0.
gauge applicable on the running line (outside the station)
gauge applicable in the station zone

a
for main line
for secondary line
zone applicable on electrified line (for pantograph and overhead contact line)
zone where structures may be allowed (e.g. signals, ballast profile, etc.)
k
= 50 mm
= - 50 + RV/10
=0
6 750 for V
for RV > 1 000 m;

for 500 m < RV 1 000 m
for 500 m RV
160 km/h or 7 000 for V > 160 km/h
The dimensions of the profiles shall be increased by the additional overthrows and the quasi-static effect.
The additional overthrows are identical on the inside and on the outside of the curve:
Si
Sa
36
R
(D.5)
The additional overthrows do not apply to the pantograph gauge and are therefore only applicable for h
5,600 m.
The quasi-static effect is limited to the inside of the curve:

qsi =
1
D.h
1,600
(D.6)
qsa = 0
The distance between centres shall be at least equal to the nominal distance between centres defined according to
the speed given in the following table. In the case of new lines, the nominal distance between centres will be at least
4,500 m.
EA
mm
km/h
4 100 + EA
140
4 300 + EA
200
4 500
250
4 700
> 250
EA
R
EA
EA
m
> 4 000
4 000...1 500
50
1 499...800
100
799...400
200
399...250
300
100
220...249
400
200
rolling stock gauge
rail brakes
horizontal radius
RV vertical radius of gradient transition.
These gauges are defined for rail traffic in Sweden.

They differ both with regard to the reference profile and the associated rules for international gauges. They consist of
dynamic gauges that follow the rules given in Clause 8 of this European Standard. Determination of the allowances for
random phenomena follows the rules explained in this clause.
For the lower parts, specific profiles exist for main line traffic and passage over the rail brakes.
For the pantograph free passage gauge, the same rules apply and the same heights as for the international gauge G1.
The reference vehicles that form the basis for the definition of these gauges are given Table F.2 of this standard.
L = 1,500 m and lnom = 1,435 m;

hco = 0,77 m;
I0 = 0 = D0.
The dynamic reference profiles are given below. The hatched area determines the zones where the installation of live
parts on the vehicle roof is not authorized.
running surface
zone into which non-insulated parts shall not enter
zone intended only for loading platforms
running surface
zone into which non-insulated parts shall not enter
zone intended only for loading platforms
running surface
reference profile for vehicles not authorized to cross rail brakes
reference profile for vehicles authorized to cross rail brakes in a non-active position
reference profile for vehicles authorized to cross rail brakes in an active position
The associated rules are given below.
S
R
Additional
overthrows Si/a
All
41
R
lmax
1,435
2
31
R
lmax
1,435
2
This kinematic gauge is determined on the basis of gauge G1 (or G2) and only differs with regard to the lateral parts in
the radius range < 500 m. This supplement applies over a widened profile and is only taken into account when it
exceeds gauge G1 (or G2). Further information is given in EN 15273-1.
This gauge is used in several European countries (Germany, Austria, Switzerland) for the operation of ICE high-speed
trains.

L = 1,500 m and nom = 1,435 m;
s0 = 0,28;
hco = 0,7 m;
I0 = 0,05 m
and D0 = 0,05 m.
The reference profile enables an addition to be applied to be defined, and is only taken into account it exceeds the
lateral part of gauge G1 when this addition is applied.
running surface
qs
Additional
overthrows
S
qs
500
250
l 1,435
35,906
0,1283
R
2
250
150
l 1,435
45,906
0,1684
R
2
500
150
0,28
D 0,05 0 h 0,7 0
1,5
0,28
I 0,05 0 h 0,7 0
1,5
This kinematic gauge is determined on the basis of gauge G2 which it widens between a height of 3,765 m and
4,335 m in order to allow the free passage of double-decker vehicles.

L = 1,500 m and nom = 1,435 m;
s0 = 0,4;
hco = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
kinematic reference profile G2
kinematic reference profile DE2 (see table)
addition relative to gauge G2
The increase in size compared to gauge G2 is defined in the following table.
h
3,53
1,645
3,905
1,454
4,055
1,388
4,205
1,249
3,765
1,51
3,915
1,45
4,065
1,383
4,215
1,234
3,775
1,506
3,925
1,445
4,075
1,378
4,225
1,223
3,785
1,502
3,935
1,441
4,085
1,372
4,235
1,208
3,795
1,498
3,945
1,437
4,095
1,366
4,245
1,194
3,805
1,494
3,955
1,432
4,105
1,359
4,255
1,18
3,815
1,49
3,965
1,428
4,115
1,352
4,265
1,166
3,825
1,486
3,975
1,423
4,125
1,343
4,275
1,154
3,835
1,483
3,985
1,419
4,135
1,333
4,285
1,137
3,845
1,478
3,995
1,415
4,145
1,323
4,295
1,124
3,855
1,474
4,005
1,411
4,155
1,311
4,305
1,108
3,865
1,47
4,015
1,406
4,165
1,298
4,315
1,093
3,875
1,466
4,025
1,401
4,175
1,286
4,325
1,079
3,885
1,462
4,035
1,396
4,185
1,273
4,335
1,064
3,895
1,458
4,045
1,391
4,195
1,262
4,68
0,785
qs
h
Additional
overthrows
S
See G2
250 > R
h
qs
250
All
4,335
3,765 < h < 4,335

h
3,765
150
See G2
All
0,19
D 0,05
1,5
h 0,695
0,19
I
1,5
0,05
h 0,695
See G2
This kinematic gauge is determined on the basis of gauges G2 and GB. It incorporates them by passing through all
the points of the two profiles and uses the associated rules of G2 (or G1).
This gauge can be used in the future in part of the European network.

L = 1,500 m and nom = 1,435 m;
s0 = 0,4;
hco = 0,5 m;
I0 = 0,05 m
and D0 = 0,05 m.
running surface
qs
Additional
overthrows
S
qs
250 > R
3,75
R
250
150
All
50
R
1,435
2
0,185
0,4
D 0,05
1,5
h 0,5
1,435
2
60
0,225
R
0
0,4
I
1,5
0,05
1,435
2
0
h 0,5
Gauge ZIt is only applicable for curve radii

with radii of RV > 2 500 m.
250 m, cant or cant deficiencies not exceeding 160 mm and vertical transitions
It contains all the allowances M1 and M2 necessary for the maintenance of (ballasted) tracks and the additional
allowances M3 for the gauge for open doors and safety of personnel.
In order to ensure compatibility with the rolling stock gauge, it is essential that the maintenance is carried out so that
the tolerances recommended in Table B.1 in Annex B are complied with. The tolerances for tracks for V < 80 km/h and
of poor quality (other tracks) are regarded as being adequate.
The installation of the platforms and definition of the wheel areas are to be defined on the basis of gauge G1.

L = 1,505 m and nom = 1,435 m;
max
= 1,470;
s0 = 0.
Left-hand side:
- for main lines (including the stations)

- for main lines at the stations and crossing points
- for main lines at open-air crossing points
- for main lines for passenger trains
A-B
for the structures and equipment outside the track on the ballast profile side
C-D
for the equipment in the spaces between tracks
Right-hand side:
- for the other lines in the station and at the crossing points
- for the other lines at the open-air crossing points
E-F
for all the structures and equipment
running surface
Numerous British gauges are under development.
The structure gauges for use in Spain, on the general use railway network (REFIG) managed by ADIF, for track
gauges of 1 668 mm and 1 435 mm, and with track gauges of 1 000 mm, managed by FEVE, respectively, are shown
in Table D.24.
GEA16
GEB16
GEC16
GA
GB
GC
GEE10
GED10
Table D.25 shows the legacy gauges present on current lines. These gauges are no longer available for the
construction of new lines.
GHE16
GEC14
Designations for Spanish gauges use a mnemonic rule which enables their identification using the following key:
For track gauges with normal gauges and track gauges with Iberian gauges:
G: Gauge;
H: Legacy;
E: Spanish;
A: Gauge covering gauge GA;
B: Gauge covering gauge GB;

C: Gauge covering gauge GC;
The two digits indicate the track gauge, expressed in decimetres.
For metric-gauge tracks gauges:
G: Gauge;
E: Spanish;
E: Electrified;
D: Diesel;
The two digits indicate the track gauge, expressed in decimetres.
Structure gauges are obtained on the basis of the kinematic reference profiles and corresponding associated rules.
The calculation method shall be the kinematic method defined in Clause 7 of this European Standard.
The following values are taken into consideration when applying the associated rules:
L = 1,733 m;
lnom = 1,668 m;
s0 = 0,4 for gauges GHE16 and GEC16. For gauges GEA16 and GEB16, this value is dependent on the height
(defined in Table D.26);
hc0 = 0,5 m;
I0 = D0 = 0,05 m;
I0 = D0 = 0,066 m;
hc0 = 0,5 m;
s0 = 0,225;
Upper verification height: h0 = 6,5 m;
Lower verification height: hu = 5 m;
ep0 = 0,170 m;
epu = 0,110 m.
L = 1,5 m;
lnom = 1,435 m;
s0 = 0,4;
hc0 = 0,5 m;
I0 = D0 = 0,05 m;
I0 = D0 = 0,066 m;
hc0 = 0,5 m;
s0 = 0,225;
Lower verification height: hu = 5 m;
ep0 = 0,170 m;
epu = 0,110 m.
L = 1,055 m;
lnom = 1,000 m;
s0 = 0,4;
hc0 = 0,5 m;
I0 = D0 = 0,07 m;
I0 = D0 = 0,07 m;
hc0 = 0,5 m;
s0 = 0,225;
Lower verification height: hu = 4,3 m;
ep0 = 0,150 m;
epu = 0,082 m.
Figure D.27 shows the reference profile for kinematic gauge GHE16.
running surface
NOTE
Lower parts according to Figure D.28 or Figure D.29.
Figure D.28 shows the reference profile for kinematic gauge GHE16 for vehicles which can pass over rail brakes in an
active position.
running surface
Figure D.29 shows the reference profile for kinematic gauge GHE16 for vehicles which may pass over rail brakes in a
non-active position.
running surface
The reference profile for the lower parts of kinematic gauge GEA16 is the same as that shown for gauge GHE16.
Figure D.30 shows the reference profile for the upper parts of kinematic gauge GEA16.
running surface
NOTE
The reference profile for the lower parts of kinematic gauge GEB16 is the same as that shown for gauge GHE16.
Figure D.31 shows the reference profile for the upper parts of kinematic gauge GEB16.
running surface
NOTE
The reference profile for the lower parts of kinematic gauge GEC16 is the same as that shown for gauge GHE16.
Figure D.32 shows the reference profile for the upper parts of kinematic gauge GEC16.
running surface
NOTE
The reference profile for the upper parts of kinematic gauge GEC14 is the same as that shown for gauge GEC16.
The reference profile for the lower parts is shown in Figure D.33.
running surface
Figure D.34 shows the lower parts of the rail area and the area between the rails.
maximum theoretical width of flange profile. Takes into consideration the existence of a possible angle of the
wheelset on the rail
effective limit position of the inside surface of the wheel when the opposing wheel flange is in contact with the rail
maximum position of the check rails
lower limit position of parts mounted on the vehicle, except for wheels
limit position of the outside part of the wheel surface
Figure D.35 shows the reference profile for kinematic gauge GEE10.
running surface
NOTE
Lower parts as per Figure D.36.
Figure D.36 shows the reference profile for kinematic gauge GEE10.
running surface
The reference profile for the lower parts of kinematic gauge GED10 is the same as that shown for gauge GEE10.
Figure D.37 shows the reference profile for the upper parts of kinematic gauge GEE10.
running surface
NOTE
Lower parts as per Figure D.36.
Table D.26 shows the additional overthrows for gauges GHE16, GEC16, GEC14, GEE10 and GED10:
NOTE
In this table, the subscript cin is omitted from all parameters in order to improve legibility.
h
h
h
250
R<
SI
Sa
2 ,5
l 1,668
Si
Sa
3,75
l 1,668
2
Si
Si
150
R < 250
Sa
250
R<
50
0 ,19
R
60
R
l 1,668
2
l 1,668
0 ,23
2 ,5 l 1,435
a
Si
Sa
Si
50
R
60
R
Sa
0 ,185
0 ,225
Si
150
R < 250
Sa
100
R<
Si
Si
80
R < 100
Sa
R
60
0 ,19
0 ,23
Sa
20
R
24
R
l 1,435
2
l 1,435
2
l 1
0 ,19
0 ,23
Si
Sa
Si
50
R
2
l 1,668
Sa
3,75
l 1,435
60
R
Sa
0 ,185
0 ,225
l 1,435
2
Sa
l 1,435
2
l 1
2
Si
Sa
20
R
1,5
l 1
24
R
0 ,185
0 ,225
2 ,5
l 1,668
2 ,5
l 1,435
2 ,5
1,435
l 1
l 1
Si
l 1
l 1,668
l 1,668
Si
50
2 ,5
l 1
2
l 1
2
Sa
Table D.27a shows the additional overthrows for gauges GEA16 and GEB16:
S
l
Radius
250
R<
150
R<
250
h 0,4 m
(GEA16 and GEB16)
Si
Si
Sa
Sa
50
R
60
R
2 ,5
l 1,668
0 ,19
0 ,23
l 1,668
0,4 m < h
3,70 m
(GEA16)
0,4 m < h 3,32 m

(GEA16 and GEB16)
Si
Si
2
l 1,668
Sa
Sa
50
R
60
R
3,75
l 1,668
0,4 m < h
4,11 m
(GEB16)
l 1,668
0 ,185
0 ,225
h > 4,11 m (GEB16)
Si
Point h
3,320 shall
be
connected
by a straight
line to points
h 3,70 or
4,11
l 1,668
Pantograph
zone
h > 3,70 m (GEA16)
Si
Sa
Sa
50
R
20
l 1,668
0 ,120
Si
l 1,668
Sa
with the following values:
(m)
GHE16, GEC16, GE14, GEC14,

GEE10 and GED10
For all heights

h
GEA16
GEB16
3,32
3,32 < h < 3,70
3,70
3,32
3,32 < h < 4,11
4,11
s0
0,4
0,4
4,84 h
3,8
0,3
0,4
6,48 h
7,9
0,3
2 ,5
l 1,668
2 ,5
l 1,668
qs a
qsi
m
0,4
D 0,05
1,733
h 0,5
Height h
0,4
I 0,05
1,733
h 0,5
qsi
qs a
m
0,4
D 0,05
1,733
3,32 m
3,32 m < h < 3,70 (GEA16)

3,32 m < h < 4,11 (GEB16)
h
h
h 0,5
0,4
I 0,05
1,733
h 0,5
A value shall be adopted as a linear interpolation of the result obtained for values
where h = 3,32 m and h = 3,7 m for gauge GEA16 and h = 4,11 m for gauge
GEB16
0,3
D 0,05
1,733
3,70 (GEA16)
4,11 (GEB16)
h 0,5
qsi
0,3
I 0,05
1,733
h 0,5
qs a
m
0 ,4
D 0 ,07
1,055
h 0,5
0 ,4
I 0 ,07
1,055
h 0,5
The heights of the upper part shall be increased by the value 50 (m), the radius being in metres.
Rv
The heights of the lower part shall be reduced by the same value.
The vertical curve radius Rv is limited to 500 m. Heights not exceeding 80 mm shall be considered as zero within a
radius Rv between 500 m and 625 m.
(informative)
In the following, the calculation methodology is explained by means of a graphic example. For other cases, the
infrastructure manager shall carry out a similar study.
The switch or crossing taken as an example is a very severe type because of the following elements:
its high switch entry angle (1);
its low curve radius in the turnout route (215 m);
a widening of the local track.
The switch or crossing geometry is defined in Figure E.1.
In this example, the layout is defined at rail level. The widening means that the layout is slightly different for the large
radius rail compared to the small radius rail.
The gauge is determined:
for gauge G1, defined in Annex C;
a switch or crossing laid on a straight track (not wound or pressed to a curve).
Unless otherwise indicated, the dimensions in all the figures in this annex are given in mm.
The calculation principle is given in the body of this standard.

The characteristics of the reference vehicles to be taken into account for this gauge are given in Annex F. For the
vehicles to be taken into account, it is not always the vehicles with the minimum or maximum wheelbase that
represent the worst cases. For this, the whole range of possible vehicles shall be checked where they correspond to
the reference vehicle(s).
Table E.1 lists the characteristics of the G1 reference vehicles.
1i
3,75
1,645
5,477
2a
3,75
1,645
1,208
0,368
3i
50
0,185
1,460
20
4a
60
0,225
1,420
8,736
4,832
NOTE
Vehicles no. 1 and no. 3 determine the additional overthrows on the inside of the curve, and vehicles no. 2 and
no. 4 on the outside of the curve. Certain values are purely theoretical and of no practical use for other reasons (e.g. buffer
locking).
The following subclause determines the widening in the curve. When a vehicle occupies the turnout route, the end of
this vehicle will penetrate the main line gauge. First, the main line gauge widening is determined, then the exercise is
repeated for the turnout route.
The following subclause determines the quasi-static effect.
This widening is determined by reference vehicles no. 2 and no. 4 of Table E.1. The space occupied is determined
separately for these two vehicles.
For each vehicle, the wheelbase shall be varied between the extreme values allowed on the network concerned. Very
often, the vehicle with the most reduced wheelbase (and therefore the greatest overhang) will be the worst case. As a
result of the complexity of the switch or crossing layout, the whole range of the coach shall be checked.
In Figure E.2, the envelope has been defined for reference vehicle no. 2 with several wheelbases.
PMA
Mathematical Switch Toe
V25
reference vehicle V2 with 5 m wheelbase
V220
Bv
semi-width of vehicle
The same exercise shall be repeated for vehicle no. 4.

Finally, the two exercises are superimposed whilst taking into account the width difference of the two reference
vehicles. The envelope of the two profiles defines the widening at this switch or crossing for the gauge used. The
result is shown in Figure E.3.
PMA
Mathematical Switch Toe
V2
reference vehicle V2
V4
reference vehicle V4
Bv
semi-width of vehicle
The widening of the gauge in the turnout route is determined on the basis of reference vehicles no. 1 and no. 3 that
determine the widening of the gauge on the inside of the curve. In this case, it is always the vehicle with the maximum
wheelbase that occupies most space.
Again, the space envelope occupied by the two reference vehicles is determined while considering the width
difference of the two vehicles.
The result of the exercise is shown in Figure E.4.
PMA
mathematical Switch Toe
JP
front of stock rails
V320
V15
On the outside of the curve, the cant deficiency is determined as follows:
I 11,85
V2
R
11,85
402
88,2 mm
215
(E.1)
It should be noted that on entering the switch or crossing, the vehicle is subjected to impacts. In the switch or
crossing, small variations of curvature or non-tangency might occur. These two aspects happen over a very short
period and the vehicle does not have time to tilt. The small variation in roll that might occur is not able to be included in
the allowances M1 (Tosc).
In the case of different radii, an effective radius can be determined according to the rule given in EN 13232-3.
It shall be noted that often a family of switches and crossings is designed for a constant deficiency. In this case, this
value is fixed at 90 mm.
Therefore, the quasi-static effect is determined as:
qsa
0,4
. 0,09 0,05 0 . h 0,5 0
1,5
h 0,5 0
93,75
On the inside of the curve, D always being limited (see EN 13803-2) qsi is often zero.
(E.2)
The width of the gauge used G1 is determined for point P (1 645, 3 250) which determines the distance between track
centres and therefore the maximum gauge width.
For this exercise, only the limit gauge is used, with:
the additional overthrows (widening in the curve and local widening) (see Figure D.4);
the quasi-static effect (for point P: qsa varies from 0 to 28 mm and qsi = 0 mm);
the allowances 1 ( 1i = 47 mm and 1a = 58 mm)
The sum of the two phenomena is given in Figure E.5 for point P (1 645, 3 250). In this figure, a simplification is shown
to characterize this gauge by straight lines and elements of circles.
PMA
mathematical Switch Toe
JP
front of stock rails
The gauge widening is variable over the full height. The width at cross-section A-A of Figure E.5 is shown in
Figure E.6. The amount to be added to the gauge on a straight track depends on the height and is given in Table E.2.
CR
reference Profile
AdV
gauge at switch or crossing
b
-1 620
400
90
-1 620
1 170
97
-1 645
1 170
111
-1 645
3 250
132
-1 425
3 700
181
-1 120
4 010
193
-525
4 310
203
4 310
90
525
4 310
90
1 120
4 010
90
1 425
3 700
85
1 645
3 250
79
1 645
1 170
72
1 620
1 170
36
1 620
400
36
1 520
400
25
The positive values bCR correspond to the values on the switch entry side.
The following two cases demand particular attention when switches and crossings are involved in the application:
the application of this type of switch or crossing requires an increase of the limit distance between centres of
(132 mm =) 138 mm compared to two tracks laid straight and without this switch or crossing;
the application of this type of switch or crossing alongside a platform requires an extra clearance of 90 mm along
the platform (case of a platform 760 mm high).
(normative)
The characteristics of the reference vehicles defining the gauge are needed to calculate the structure gauge in the
switch or crossing or transition curve zones.
The characteristics of the reference vehicles shall not be merged with those of the vehicles used as a basis to create
the gauge; on the contrary, the space required by them is equivalent. Therefore, the reference vehicles shall always
be determined from the additional overthrow formulae.
NOTE
It should be noted that the reference vehicles are virtual vehicles not to be confused with actual vehicles.
The characteristics of the reference vehicles are determined on the basis of the following basic formula:
for a reference vehicle that determines the gauge on the outside of the curve with Aa and Ba coefficients that
depend on the reference vehicle:
Sa
Aa
R
Ba
bveh
na ( na a )
2R
bCR
(F.1)
for a reference vehicle that determines the gauge on the inside of the curve with Ai and Bi coefficients that
depend on the reference vehicle:
Si
Ai
R
Bi
bveh
a2
8R
bCR
(F.2)
It shall be remembered that several reference vehicles may exist for the inside and outside of the curve.
For the inside of the curve, there is a single solution. The solution for the outside of the curve cannot be obtained
unless the value of the wheelbase a is known. For this purpose, values shall be determined over the whole range of
wheelbases admitted on the network.
NOTE
In the case of a uniform gauge which is the gauge used, there is no additional overthrow. In this case, characteristics
can only be determined on the basis of the vehicles actually running on the network.
These two formulae lead to the following formulae which allow a and na to be determined directly:
On the inside of the curve:
bveh
bCR
Bi
(F.3)
and
na
a2
2
8 Aa
(F.4)
On the outside of the curve:
bveh
bCR
Ba
(F.5)
and
na
a2
8 Aa
(F.6)
in which a varies over the whole range of the admitted values.

The methodology above may be generalized to gauges using several reference vehicles.
As an example, the characteristics of the reference vehicles for gauge G1 are determined according to Annex C.
In the upper parts, the body width is 1,645 m and the additional overthrows as follows:
R
250
Sa =
250 m
150 m
3,75
m
R
(F.7)
50
0,185 m
R
(F.8)
Si or Sa =
Si =
60
0,225 m
R
(F.9)
The reference vehicles are then determined as follows.
bveh1 = 1,645 m
The value of a shall be determined on the basis of formula:
8 Ai
(F.10)
where Ai = 3,75 hence aveh1 = 5,477 m
bveh2 = 1,645 m
The values of a and na shall be determined on the basis of formula:
na
a2
2
8 Aa
(F.11)
where
Aa = 3,75
This formula allows the determination of na only if a is known. For the following, a wheelbase a varying from 5 m to
20 m is assumed, allowing na which varies from 1,208 m (for a = 5 m) down to 0,368 m (for a = 20 m) to be
determined.
bV3 = 1,645 0,185 m = 1,460 m

The characteristics of a and na shall be determined on the basis of the above formula with AI = 50 giving:
50
R
a2
8R
(F.12)
hence aveh3 = 20 m
bV2 = 1,645 m 0,225 m = 1,420 m

The values of a and na shall be determined on the basis of formula:
60
R
na ( a na )
2R
(F.13)
This formula allows the determination of na only if a is known. For the following, a wheelbase a varying from 5 m to
20 m is assumed, allowing na which varies from 8,736 m (for a = 5 m) down to 4,832 m (for a = 20 m) to be
determined.
The results are summarized in Table F.1:

Table F.1 Summary
na
na
(a = 5 m)
(a = 20 m)
5,477
1,645
1,208
0,368
0,185
1,460
20
0,225
1,420
8,736
4,832
Ai/a
Bi/a
bveh
3,75
1,645
3,75
50
60
NOTE
Vehicles no. 1 and no. 3 determine the additional overthrows on the inside of the curve, and vehicles no. 2 and
no. 4 on the outside of the curve. Certain values are purely theoretical and of no practical use for other reasons (e.g. buffer
locking).
The table below determines international gauge reference values given in Annexes B and C of this European
Standard.
hmin
hmax
bCR
Ai
Aa
bveh
mm
mm
mm
mm
mm
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
G1/G2/GC
400
max.
1 645
GA/GB/
400
3 250
1 645
400
3 250
1 645
400
3 250
1 645
400
3 250
1 645
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
GA/GB/
3 880/4 110/
max.
1 645
GB1/GB2
4 210/4 210
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
400
3 250
1 645
FR-3.3
3 500
max.
1 645
FR-3.3
3 500
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
1 170
max.
1 645
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
3,75
1 645
3,75
50
60
5,477
1 645
185
1 460
225
1 420
3,75
1 645
na
na
(a = 5 m) (a = 20 m)
m
m
1,208
0,368
8,736
4,832
1,208
0,368
8,736
4,832
4,301
1,832
7,808
4,142
1,208
0,368
8,736
4,832
6,514
3,229
1,772
0,583
5,390
2,490
6,841
3,454
8,736
4,832
1,531
0,488
20,000
5,477
GB1/GB2
GA/GB/
3,75
1 645
GB1/GB2
GA/GB/
50
185
1 460
225
1 420
20,000
GB1/GB2
GA/GB/
60
GB1/GB2
20
1 645
20
50
50
1 645
120
1 525
120
1 525
3,75
1 645
3,75
50
60
185
1 460
225
1 420
1 645
37,5
1 645
6
40,5
40,5
60
60
20,000
17,321
6,928
1 645
55
1 590
55
1 590
105
1 540
105
1 540
225
1 420
225
1 420
1 645
5
26,47
5,477
1 645
28
20,000
1 645
37,5
28
12,649
14,967
18,000
21,909
6,325
1 645
21,5
1 623,5
14,552
(continued)
hmin
mm
hmax
mm
bCR
mm
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
BE1 to BE3
100
1 170
1 645
CPb/CPb+/
400
1 720
400
1 720
400
1 720
400
1 720
400
700
1 720
400
700
1 720
400
700
1 720
400
700
1 720
700
1 170
1 720
700
1 170
1 720
700
1 170
1 720
700
1 170
1 720
1 170
3 550
1 720
1 170
3 550
1 720
1 170
3 550
1 720
1 170
3 550
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
4 110/4 210
max.
1 720
Aa
m
Ai
m
26,47
40,5
40,5
60
60
b
mm
bveh
mm
21,5
1 623,5
105
1 540
105
1 540
225
1 420
225
1 420
3,75
1 720
a
m
na
na
(a = 5 m) (a = 20 m)
m
m
5,194
2,367
6,841
3,454
8,736
4,832
1,208
0,368
8,736
4,832
1,208
0,368
8,736
4,832
4,301
1,832
7,808
4,142
1,208
0,368
8,736
4,832
6,514
3,229
1,772
0,583
18,000
21,909
5,477
CPc
CPb/CPb+/
3,75
1 720
CPc
CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc
CPb/CPb+/
60
CPc
CPb/CPb+/
3,75
1 720
5,477
CPc
CPb/CPb+/
3,75
1 720
CPc
CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc
CPb/CPb+/
60
CPc
CPb/CPb+/
20
1 720
12,649
CPc
CPb/CPb+/
20
1 720
CPc
CPb/CPb+/
50
120
1 600
120
1 600
20,000
CPc
CPb/CPb+/
50
CPc
CPb/CPb+/
3,75
1 720
5,477
CPc
CPb/CPb+/
3,75
1 720
CPc
CPb/CPb+/
50
185
1 535
225
1 495
20,000
CPc
CPb/CPb+/
60
CPc
CPb/CPb+/
37,5
1 720
17,321
CPc
CPb/CPb+/
37,5
1 720
CPc
CPb/CPb+/
1 720
6,928
CPc
CPb/CPb+/
CPc
1 720
(normative)
Some uniform structure gauges exist in Europe. These fixed gauges are often determined on the basis of gauges
defined above in this standard. These permit easier management and maintenance for the infrastructure managers.
Gauge GU1 is a uniform, fixed gauge used in different European countries, amongst them Greece.
The profile is the same as that of GU2 (on a straight track) but differs in its associated rules. It is similar in shape to
the (static or kinematic) reference profile G2 but is only cleared on a straight track. The corresponding kinematic
gauge has been determined below.
It is only applicable for curve radii of up to 250 m, cant or cant deficiencies not exceeding 160 mm and vertical
transitions with radii of RV > 2 500 m.
It contains all the allowances M(1) and M(2) necessary for the maintenance of (ballasted) tracks and the additional
allowances M(3) for the gauge for open doors and safety of personnel.
the tolerances recommended in Table B.1 in Annex B are complied with. The tolerances for tracks for V < 80 km/h and
of poor quality (other tracks) are regarded as being adequate.
The reference vehicle characteristics are given in Annex F.
The gauge is determined by its profile which is fixed.
550 mm to 1 000 mm platform installation zone
The following formulae can be applied to extrapolate the application of this gauge for radii less than 250 m:
R
250
150
50
0,185
R
60
0,225
R
As this gauge is not defined on the basis of an existing kinematic gauge, it is interesting to determine its equivalent to
allow verification of the rolling stock.
The rules given in this European Standard, more particularly in Annex A, allow the kinematic gauge to be determined
on the basis of the envelope. By using the associated rules of gauge G1 and the values recommended in Annex B, it
is possible to subtract the additional overthrow and the quasi-static effect values and the allowances M(1) and M(2) to
obtain the maximum permissible reference profile. As this gauge is extra wide to clear the open door gauge, it is
evident that allowances M(3) exist on the side wall. A gauge comparable to G1 can be found by using the wall 1
645 mm from the track centreline.
Gauge GU2 is a uniform, fixed gauge used in different European countries, amongst them the Netherlands. The
gauge is determined by two profiles applicable to two situations:
on a straight track;
in a curve of 250 m radius with a maximum cant of 150 mm and a cant deficiency not exceeding 130 mm.
Extrapolation rules are given for application in curve radii less than 250 m and vertical transitions with radii RV > 2 500 m.
The profile on a straight track is the same as that of GU1 but differs from it in its scope. Subject to rules used
according to the calculation methodology given in Annex A with the values recommended in Annex B, this gauge
ensures the clearance of (static or kinematic) gauge G2, from which it is derived.
It contains all the allowances M(1) and M(2) necessary for the maintenance of (ballasted) tracks and the additional
allowances M(3) for the gauge for open doors as well as the safety of personnel.
the tolerances recommended in Table B.1 are complied with. The tolerances for tracks for V > 80 km/h and good
quality tracks are regarded as being adequate.
The reference vehicle characteristics are the same as those of gauge G2 and are given in Annex F.
550 mm to 1 000 mm platform installation zone
on a straight track
in a curve
The following formulae can be applied on profile GU2 in a curve to extrapolate the application of this gauge for radii
less than 250 m:
R
250
150
50
0,185
R
60
0,225
R
Gauge GUC is a uniform gauge determined on the basis of interoperable gauge GC. It is used in different countries in
Europe, particularly on the European High-Speed Network. The gauge is determined by a fixed profile.
Its application is limited to the following:
curves with radii greater or equal to 250 m;
cants or cant deficiencies less or equal to 150 mm;
vertical transition curves with radii exceeding or equal to 2 000 m.
For any other cases, please refer to kinematic gauge GC.
An additional vertical allowance of 50 mm has been taken into account.
It contains all the allowances M(1) and M(2) necessary for the maintenance of (ballasted) tracks as well as additional
allowances M(3).
the tolerances recommended in Table B.1 are complied with. The tolerances for tracks for V > 80 km/h and very good
quality track are regarded as being necessary.
In the lower parts, different zones have been defined:
a zone for installation of low structures;
a zone for installation of 550 mm and 760 mm platforms. The installation of the platforms follows the rules defined
by gauge G1.
In the upper parts, a zone is defined for the free passage of the pantograph applicable for a contact wire height of
5,08 m and a voltage of 25 kV AC.
The reference vehicle characteristics are the same as those of gauge GC and are given in Annex F.
zone reserved for the passage of the pantograph
zone for installation of platforms 550 mm and 760 mm high
zone for installation of low structures
(informative)
Application of the gauge rules is not always evident and is a speciality. Therefore, the track and gauge infrastructure
managers shall put into place regulations that ensure not only the clearance of the gauge, but also its maintenance
over time.
This Annex gives some basic guidelines that can help the maintenance manager to manage his infrastructure well.
The choice of gauge is the responsibility of the infrastructure manager, but for the determination of the allowances M3,
he will take account of the allowances actually available on his network. Therefore, he may be forced to define several
structure gauges to be applied depending on the situation considered.
In view of the fact that the calculation of a limit gauge is quite complicated and it is not always possible to have it
monitored by personnel with the adequate training or experience, it seems necessary to define a nominal or uniform
gauge, simple to apply by non-specialized personnel. This is quite often the case with railway personnel (overhead
contact line staff, signalling staff, driver) occasionally faced with this set of problems without having to master the
relevant calculation details covered in this standard.
It shall be noted that the gauge is inadequate for the installation of equipment such as signals, overhead contact line
posts and similar equipment along the tracks. By their very function, these structures shall be positioned close to the
tracks but at an adequate distance from the track to maintain allowances for various reasons such as subsequent
modifications of the layout without the need for too major infrastructure work. These additional allowances also allow
easier management of the gauge because regular checking of their position is not mandatory.
Therefore, it is advisable to define a standard transverse profile covering the nominal positions of these various items
relative to the tracks and between the tracks themselves.
The same ideas apply to structures that by their nature are not as flexible. It is advisable to define nominal free
sections to allow better flexibility to take into account subsequent modifications of the lines such as electrification or
installation of highly visible signals.
It shall be noted that the free sections and the transverse profiles can vary from one line to another as a result of their
economic importance or according to future prospects.
The situation changes when tracks are to be installed alongside existing structures. A financial study will determine
the optimum installation, whilst taking into account the costs incurred by modification of the structures and their
management and possible limited use.
Temporary structures may be necessary to ensure the maintenance of structures such as bridges and tunnels or in
the case of laying provisional tracks.
The risk that these structures might cause should not be disregarded. However, while operation remains possible
according to the rules given in this standard and the procedures adapted are put into force, these structures can be
tolerated. Particular attention shall be paid to special transport needed to operate along this type of structure.
If the infrastructure manager has approved the existence of structures close to the gauge or which, in the case of a
nominal gauge, penetrate it, the maintenance manager shall implement a management system to ensure various
objectives, in particular to:
determine the frequency of the control measures;
determine the effect when examining modification of the layout;
examine the possibilities of special consignments;
examine the possibility of modifying the gauge.
For each structure, it is advisable to determine:
the position relative to the track (cross section);
the data relative to the layout (kilometre, radius, cant, inside or outside of the curve);
the data regarding the operation of the traffic (e.g. train speed, gauge used, etc.).
In the case of critical structures, a special procedure shall be specified:

the control frequency can be increased;
the track position can be fixed by a sleeper block or similar;
the train speed can be reduced to the extent to which it has an effect on the gauge calculation;
track slewing can be planned or the track cant can be changed;
local measures can be taken to ensure that the situation does not deteriorate further.
In this latter case, fixed markers can be placed along the tracks allowing rapid verification of the track position and
assessment of the effect of the maintenance operations by a pre- and post-maintenance check. This marking system
can be used both for lateral and vertical problems. This procedure is highly recommended when checking the
minimum height of the overhead contact line.
When checking the position of the structure, the structure cross section relative to the track under consideration shall
be determined. The relative position is determined by the vertical and transverse distances and by the cant. Any
modification of these three elements has a very great effect on the allowances relative to the gauge.
The frequency of the checks depends on the traffic, maintenance operation cycles, stability of the structure and of the
allowance of this structure relative to the gauge. This frequency is determined by the experience of the manager and
shall be proportional to the tolerances taken into account in the calculation of the allowances M2.
When the verification measurements are interpreted, account shall be taken of the precision of the measurement
systems used. The following shall be considered:
the resolution of the measurement, i.e. the number of points per unit of area. This is necessary in order to assess
the irregularity of the structure surface (e.g. masonry, rock wall, etc.);
the precision of the measurement itself (standard deviation of the measurement error).
The infrastructure manager may possibly group these two parameters into one additional allowance. This imprecision
can also be considered as a random phenomenon and therefore can be taken into account in the formulae determined
in Annex A of this standard.
During any maintenance operation, all the structures approaching the gauge shall be examined in order to judge the
effect of a maintenance operation on the maintenance of the gauge. It shall be noted that any lift, slewing or change of
cant risks having a great effect on the allowances and therefore on the gauge maintenance.
As the gauge is quite a complex subject that concerns all railway specialities, it is important to provide adequate
training for the categories of personnel involved in this activity. It is clear that this training shall be adapted to the level
of the users.
(informative)
National deviation due to regulations, the alteration of which is for the time being outside the
competence of the CEN/CENELEC national member.
This European Standard falls under Directive 2008/57/EC.
NOTE (from CEN/ CENELEC Internal Regulations Part 2: 2006, 2.17): Where standards fall under EC Directives, it is the view of
the Commission of the European Communities (OJ No C 59; 1982-03-09) that the effect of the decision of the Court of Justice in
case 815/79 Cremonini/Vrankovich (European Court Reports 1980, p. 3583) is that compliance with A-deviations is no longer
mandatory and that the free movement of products complying with such a standard should not be restricted except under the
safeguard procedure provided for in the relevant Directive.
A-deviations in an EFTA-country are valid instead of the relevant provisions of the European Standard in that country
until they have been removed.
In view of the national law in force, Switzerland requests the following A-deviations:
In Switzerland, the dimensions of the gauges and their scope of application are specified in the provisions for the
implementation of the railways ordinance (DE-OCF, RS 742.141.11 / http://www.admin.ch/ch/d/sr/c742_141_11.html):
for the kinematic reference profiles in Clause 18.2/47.1
for the free space profile for the infrastructure in Clause 18
for the vehicle gauge in Clause 47
In accordance with these regulations, for all types of gauge (for example,. OCF O1, OCF O2, OCF O4), the rules
associated with the kinematic reference profile correspond to EN 15273-1:2013, C.1.1 (notably Formulae C.1, C.2 and
C.3), for all values of height h.
In Switzerland, the use of the rules for the calculation of kinematic gauges given in EN 15273-1:2013 C.2.2 and C.2.3
(notably Formulae C.8, C.9, C.10 and C.11) is not authorized for the upper part (h > 3,250 m).
As a result, the compatibility of OCF gauges with the international gauges of EN 15273-2 is as follows:
Gauge G1
Admission without restrictions.
Gauge GA
Admission with restrictions for gauge OCF O1. The formulae associated with gauge G1 are to be applied for the
calculation of the kinematic gauge of the rolling stock (upper part), for all heights h. In Switzerland, the use of the
features provided for in EN 15273-2:2013, B.3.3.1, B.3.4.1, B.3.5.1, B.3.6.1 is not authorized for heights
h > 3,250 m. Gauge OCF O2 accepts standard loads for gauge GB, specified in File UIC 506:2008, Clause B.1.2.
Gauge GB
Admission with restrictions for gauge OCF O2. The formulae associated with gauge G1 are to be applied for the
calculation of the kinematic gauge of the rolling stock (upper part), for all heights h. In Switzerland, the use of the
features provided for in EN 15273-2:2013, B.3.3.1, B.3.4.1, B.3.5.1, B.3.6.1 is not authorized for heights
h > 3,250 m. Gauge OCF O2 accepts standard loads for gauge GB, specified in File UIC 506:2008, Clause B.1.2.
Gauge GC
Admission without restrictions for gauge OCF O4.
The gauge for the infrastructure (upper part) for all types of gauge (OCF O1, OCF O2, OCF O4) is calculated
according to EN 15273-3:2013, C.2.1, Table C.1 (respectively Annex C, C.2.3, Table C.4).
In Switzerland, the use of the formulae given in Tables C.2 and C.3 of EN 15273-3:2013 is not authorized for heights
h > 3,250 m.
Rationale
In Switzerland, the provisions for the implementation of the railways ordinance (DE-OCF, RS 742.141.11 /
http://www.admin.ch/ch/d/sr/c742_141_11.html) shall be complied with in order to ensure the interoperability of the
different gauges.
Switzerland has never accepted the features for the upper part (h > 3,250) in accordance with File UIC 506, notably
for gauges GA and GB, now contained in EN 15273-1, EN 15273-2 and EN 15273-3.
(informative)
This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the European
Commission to provide a means of conforming to the essential requirements of the New Approach Directive
2008/57/EC 1.
Once this standard is cited in the Official Journal of the European Union under said Directive and has been
implemented as a national standard in at least one Member State, compliance with the normative clauses of
this standard indicated in Table ZA.1 for the HS Rolling Stock TSI, Table ZA.2 for the High Speed
Infrastructure TSI, Table ZA.3 for the TSI for Conventional Rail Infrastructure and Table ZA.4 for the STI for
Persons With Reduced Mobility confers, within the limits of the scope of this standard, a presumption of
conformity with the corresponding essential requirements of said Directive and associated EFTA regulations.
Directive 2008/57/EC passed on 17 June 2008 is a reworking of previous Directives 96/48/EC on the
interoperability of the trans-European high-speed rail system and 2001/16/EC on the interoperability of the
trans-European conventional rail system, and their revision by European Parliament Council Directive
2004/50/EC dated 29 April 2004 amending Directive 96/48/EC on the interoperability of the trans-European
high-speed rail system and Directive 2001/16/EC on the interoperability of the trans-European conventional
rail system.
The full standard
4.3.2.3
Annex III Essential
is applicable
Functional specifications
and
requirements - General
requirements
interface technology
kinematic gauges
Clause 1.1.1. Safety
4.8.1 Infrastructure Register

Clause 1.2 Reliability,
availability
Clause 1.5
Technical compatibility
Annex III Clause 2.4.3

Specific requirements
for each sub-system rolling stock
Clause 2.4.3 3
Technical compatibility
The full standard is

applicable
4.2. Definition of the

infrastructure domain - Functional
and technical specifications at
the domain level
4.2.3 Minimum infrastructure
gauge
Annex III, Essential

Requirements
1 General requirements
1.1 Safety
Clause 1.1.1
1.2 Reliability, availability
4.2.4 Distance between centres

4.2.20 Platforms
4.3 Functional and technical
specifications of the interfaces
4.3.1 Interfaces with the rolling
stock sub-system - gauge of
structures
4.8 Infrastructure Register
6 Assessment of conformity
and/or suitability for use of the
constituents and verification of
the sub-system
6.2 Infrastructure sub-system
6.2.6 Specific requirements for
the evaluation of conformity
6.2.6.1 Evaluation of the
minimum infrastructure gauge.
7.3 Implementation of the TSI
infrastructure Specific cases
minimum infrastructure gauge
distances between centres.
Specific cases for Finland,
Greece, Ireland, Poland, Spain
and the United Kingdom;
Annex D Items to be included
in the Infrastructure Register
concerning the infrastructure
domain
1.5 Technical
compatibility 1
2 Essential requirements
specific to each subsystem
2.1 Infrastructure
2.1.1 Safety 3 - public
access
(platforms)
The full standard is

applicable
4.2 Characterization of the

infrastructure sub-system Functional and technical
specifications of the sub-system
4.2.2 Performance parameters
4.2.4. Line layout
4.2.4.1. Structure gauges
4.2.4.2. Distances between
centres
4.2.4.5 Minimum vertical curve
radius
Annex III, Essential

Requirements
1 General requirements
1.1 Safety
Clause 1.1.1
1.2 Reliability,
availability
1.5 Technical
compatibility 1
4.02.10. Platforms
2 Essential
requirements specific
to each sub-system
4.8 Infrastructure Register
2.1 Infrastructure
6. Evaluation of conformity of
interoperability components and
EC verification of the subsystems
6.2. Infrastructure sub-system
6.2.4. Specific evaluation
procedure for the sub-system
6.2.4.1. Evaluation of structure
gauge
2.1.1 Safety 3 - public

access
6.2.4.2. Evaluation of distance

between track centre
6.5. Evaluation of infrastructure
register
7.6 Implementation of the TSI
infrastructure Specific cases
infrastructure gauges distances
between centres
Specific cases for Finland,
Sweden, Greece, Ireland,
Poland, Portugal, Spain and the
United Kingdom.
Annex D Elements to be
recorded in the infrastructure
register
(platforms)
EN 15273-3:2009 is
cited in subclauses
4.2.2, 4.2.4.1, 6.2 4.1,
6.2.4.2, 7.6.2.1 and
7.6.8.1 of this TSI and
application is mandatory.
The 2009 version
furthermore contains
major errors which have
been corrected in this
version of EN 15273-2,
the sole reason for the
revision of which was to
correct these errors
Clause 13 Rules for

installation of platform
edges
4.1.2 Sub-system
characterization Infrastructure sub-system Functional and technical
specifications
Annex G
4.1.2.18.1 Platform height
Uniform gauge
4.1.2.18.2 Platform gap
Annex III Essential

requirements - 1. General
requirements
1.1 Safety
Clause 1.1.1
1.2 Reliability, availability
1.5 Technical compatibility
1
4.1.2.18.3 Track layout along

platforms
Annex III Clause 2.1.1
4.1.8 Infrastructure Register
Specific requirements
7.3. Application of this TSI to
existing infrastructure/rolling
stock
for each sub-system

- infrastructure - safety
7.3.1.6. Platform and gap

height
2.1.1 2 exposure of
7.4. Specific cases
persons during the
7.4.1.1 Height of the platforms
passage of trains through
7.4.1.2 Gap
the stations
7.4.1.3 Access and exit steps.
2.1.1 3 public access
Annex E Evaluation of subsystems Table E1
(platforms)
EN 15273-3:2006 is
cited in subclause
4.1.2.18.2 of this TSI
and its application is
mandatory. This EN
became the 2009
version, which however
contains major errors
that have been
corrected in this version
of EN 15273-3, the sole
reason for the revision of
which was to correct
these errors
Powered by TCPDF (www.tcpdf.org)
[1]
UIC 505-1:2006, Railway transport stock Rolling stock construction gauge
[2]
UIC 505-4:1977, Effects of the application of the kinematic gauges defined in the 505 series of leaflets
on the positioning of structures in relation to the tracks and of the tracks in relation to each other
[3]
UIC 606-1:1989, Consequences of the application of the kinematic gauge defined by UIC Leaflets in
the 505 series on the design of the contact lines
[4]
UIC 506:2008, Rules governing application of the enlarged GA, GB, GB1, GB2, GC, and GI3 gauges.
[5]
EN 13803-2, Railway applications Track Track alignment design parameters Track gauges
1435 mm and wider Part 2: Switches and crossings and comparable alignment design situations
with abrupt changes of curvature

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Re

EN 15273-3:2009: Railway applications Gauges - Part 3: Structure gauges

ICS 45.020; 45.060.01

Railway applications - Gauges - Part 3: Structure gauges

Bahnanwendungen - Begrenzungslinien - Teil 3:

This European Standard was approved by CEN on 15 December 2012.

EUROPEAN COMMITTEE FOR STANDARDIZATION

Management Centre: Avenue Marnix 17, B-1000 Brussels

All rights of exploitation in any form and by any means reserved

Ref. No. EN 15273-3:2013: E

8.4.1: change to text;

B.2.3.1: change to text;

for the infrastructure:

for the rolling stock:

compliance of the operating rolling stock with the gauge concerned;

maintenance of this compliance over time.

Three types of structure gauge are defined as follows:

space not to be encroached upon taking into account a maintenance allowance

distance between track centres

Coefficients dependent on the reference vehicle for the calculation of additional

Semi-width or distance parallel to the running surface, relative to the centreline of

Semi-width of the pantograph gauge

Semi-width of the reference profile

Electrical insulation distance

Semi-width of the platform installation

Semi-width of the vehicle

Semi-width of the pantograph head

Coefficients dependent on the reference vehicle for the calculation of additional

Reference roll centre

Width of the pantograph head insulating horn

Geometric overthrow of the vehicle

Geometric overthrow of the vehicle on the inside of the curve

Geometric overthrow of the vehicle on the outside of the curve

Standard maximum cant to allow for enlargement of the kinematic gauge

Cant difference (between two tracks)

Offset of the pantograph due to the vehicle characteristics

Offset of the pantograph at the upper verification point

Offset of the pantograph at the lower verification point

Lowering of track components

Distance between track centres

Raising of the contact wire

Allowance to take into account dynamic movement of the contact wire

Height in relation to the running surface

Maximum verification height of the pantograph gauge in a raised position

Minimum verification height of the pantograph gauge in a raised position

Roll centre height

Height of the reference profile

Effective height of the raised pantograph

Height of the contact wire

Height of the bottom corner of the reference profile

Height of the platform coping stone edge

Height of the structure above the running surface

Height of the platforms

Minimum height specified for the vertical geometric displacements of the

Intermediate cant deficiency value between 0 and Ic

Maximum cant deficiency in conventional vehicles used by the infrastructure

Cant deficiency of tilting body vehicles

Additional cant deficiency

Factor of safety to take into account track irregularities

Factor of safety to take into account track irregularities, for pantograph

Track gauge, distance between the rail running edges

Nominal track gauge

Infrastructure maintenance allowance