SIST EN 15273-3:2025

SLOVENSKI STANDARD
01-december-2025
Nadomešča:
SIST EN 15273-3:2013+A1:2017
Železniške naprave - Profili - 3. del: Infrastruktura
Railway applications - Gauges - Part 3: Infrastructure
Bahnanwendungen- Begrenzungslinien - Teil 3: Infrastruktur
Applications ferroviaires - Gabarits - Partie 3 : Infrastructure
Ta slovenski standard je istoveten z: EN 15273-3:2025
ICS:
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 15273-3
EUROPEAN STANDARD
NORME EUROPÉENNE
October 2025
EUROPÄISCHE NORM
ICS 45.020; 45.060.01 Supersedes EN 15273-3:2013+A1:2016
English Version
Railway applications - Gauges - Part 3: Infrastructure
Applications ferroviaires - Gabarits - Partie 3 : Bahnanwendungen - Begrenzungslinien - Teil 3:
Infrastructure Infrastruktur
This European Standard was approved by CEN on 16 June 2025.

CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2025 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15273-3:2025 E
worldwide for CEN national Members.

Contents Page
European foreword . 5
Introduction . 7
1 Scope . 8
2 Normative references . 8
3 Terms and definitions . 9
4 Symbols and abbreviations . 9
5 Defined gauging . 9
5.1 General . 9
5.1.1 Introduction . 9
5.1.2 Gauging methods . 9
5.1.3 Infrastructure gauge types .10
5.1.4 Uniform gauge .10
5.1.5 Choice of gauge .10
5.2 General information on all the gauge calculation methods .11
5.2.1 The reference profile and its associated rules .11
5.2.2 Lateral gauge widening .11
5.2.3 Vertical adjustment .14
5.2.4 Additional allowances .20
5.3 Kinematic gauging method .20
5.3.1 General .20
5.3.2 Infrastructure gauge .20
5.4 Dynamic gauging method .25
5.4.1 General .25
5.4.2 Infrastructure gauge .25
5.5 Static gauging method .28
5.5.1 General .28
5.5.2 Infrastructure gauge .28
5.6 Distance between track centres .31
5.6.1 Introduction .31
5.6.2 Parameters to take into account when determining the distance between track
centres .33
5.6.3 Determination of the distance between track centres .35
5.7 Elements of variable layout .39
5.7.1 Introduction .39
5.7.2 Layout transition .40
5.7.3 Running on switches and crossings .45
5.8 Determination of the free passage gauge of the pantograph .47
5.8.1 General .47
5.8.2 Mechanical pantograph gauge for the kinematic gauging method .50
5.8.3 Electrical pantograph gauge for the kinematic gauging method .54
5.8.4 Mechanical pantograph gauge for the dynamic gauging method .55
5.8.5 Electrical pantograph gauge for the dynamic gauging method .56
5.9 Overhead contact line .56
5.10 Items intended to be in close proximity .56
5.10.1 Rules for installation of platform edges . 56
5.10.2 Track miscellaneous track equipment . 62
5.11 Guide for determination of a new gauge from an existing infrastructure . 63
5.12 Tilting trains . 63
5.13 Ferries . 63
5.14 Verification and maintenance of the gauge . 63
5.14.1 Infrastructure gauges . 63
5.14.2 Distance between track centres . 64
6 Absolute and comparative gauging . 64
6.1 Absolute gauging . 64
6.1.1 General . 64
6.1.2 Infrastructure data requirements . 65
6.1.3 Infrastructure tolerances . 67
6.1.4 Infrastructure calculations . 69
6.1.5 Application rules . 71
6.2 Comparative gauging . 72
6.3 Absolute gauges . 73
6.4 Compatibility information. 73
6.5 Items intended to be in close proximity . 73
6.5.1 General . 73
6.5.2 Control, command and signalling equipment . 74
6.5.3 Active check rails . 75
6.5.4 Planking of level crossings . 75
6.5.5 Conductor rails . 75
6.5.6 Rail brakes . 75
6.6 Platforms . 75
6.7 Pantograph Gauging . 75
6.7.1 General . 75
6.7.2 Pantograph gauges . 76
6.7.3 Benchmark pantograph sway values . 76
6.7.4 Pantograph gauging using pantograph swept envelopes . 76
6.8 Switch and crossings . 77
6.9 Tilting trains . 77
6.10 Infrastructure measurement . 77
6.10.1 Measurement data. 77
6.10.2 Survey equipment . 77
6.10.3 Measurement accuracy 𝑻𝑻𝑻𝑻𝑻𝑻 . 78
6.10.4 Survey quality . 78
6.11 Gauging management principles . 78
6.12 Fixed installations mounted in proximity of the tracks . 79
6.13 Temporary structures . 80
Annex A (informative) Recommended values for calculation of the allowances in defined and
absolute gauging . 81
Annex B (informative) Defined gauging – lower parts . 84
B.1 General . 84
B.2 Lower part of GI2 – Generally applicable . 84
B.3 Lower part of GI1 – Tracks for rail brake equipment . 85
B.4 Lower parts for “rolling” roads – GI3 . 88
Annex C (informative) Determination of reference vehicle characteristics for defined
gauging .90
C.1 Introduction .90
C.2 Methodology .90
C.3 Calculation example .91
Annex D (informative) Gauge maintenance guideline for defined gauging .97
D.1 Introduction .97
D.2 Choice of gauge .97
D.3 Installation rules .97
D.4 Managing and checking of structures .98
D.5 Effect of track maintenance .99
D.6 Personnel training .99
Annex E (informative) Calculation example for determination of the gauge in a turnout for
defined gauging . 100
E.1 Introduction . 100
E.2 Methodology . 101
E.3 Gauge widening . 102
E.4 The quasi-static effect. 103
E.5 Gauge width at a turnout . 103
Annex F (informative) Tilting trains . 106
F.1 General . 106
F.2 Transition curve . 107
F.3 Degraded modes . 107
Annex G (informative) Uniform gauge . 108
G.1 General . 108
G.2 GU1 . 108
G.3 GU2 . 110
G.4 GUC . 112
Annex H (informative) A-deviations. 114
Bibliography . 115

European foreword
This document (EN 15273-3:2025) has been prepared by Technical Committee CEN/TC 256 “Railway
Applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by April 2026, and conflicting national standards shall be
withdrawn at the latest by April 2026.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document is one of the series EN 15273, Railway applications — Gauges as listed below:
— EN 15273-1:2025, General — Common rules for rolling stock and infrastructure gives the general
explanations of gauging and defines the sharing of the space between rolling stock and
infrastructure;
— EN 15273-2:2025, Rolling stock gives the rules for dimensioning vehicles;
— EN 15273-3:2025, Infrastructure gives the rules for positioning the infrastructure;
— EN 15273-4:2025, Catalogue of defined gauges includes a non-exhaustive list of reference profiles
and parameters to be used by infrastructure and rolling stock;
— CEN/TR 15273-5:2025, Background, explanation and worked examples.
This document supersedes EN 15273-3:2013+A1:2016.
In comparison with the previous edition, the following technical modifications have been made:
— the series was fully restructured, from three parts to five parts;
— Clause 3 and Clause 4 now refer to EN 15273-1:2025 where all terms and symbols are defined;
— reorganization of clauses from previous editions;
— creation of a new Clause 6 for absolute and comparative gauging process;
— all worked examples moved into the new CEN/TR 15273-5:2025;
— Table B.1 moved into the informative Annex A;
— all reference profiles and basics data from normative Annex C and normative Annex D moved into
the new EN 15273-4:2025;
— normative Annex F moved into informative Annex C;
— informative Annex H moved into informative Annex D;
— creation of a new informative Annex F about tilting trains.
This document has been prepared under a standardization request addressed to CEN by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia,
Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland,
Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of North
Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the United
Kingdom.
Introduction
The aim of this series EN 15273 is to define the rules for the calculation and verification of the dimensions
of rolling stock and infrastructure from a gauging perspective.
This series EN 15273 sets out gauging processes taking into account the relative movements between
rolling stock and infrastructure as well as the necessary margins or clearances.
parts:
— Part 1: General — Common rules for rolling stock and infrastructure;
— Part 2: Rolling stock;
— Part 4: Catalogue of defined gauges;
— Part 5: Background, explanation and worked examples.
1 Scope
This document:
— lists the formulae and the associated rules needed to calculate the infrastructure gauge;
— lists the various phenomena to be taken into account to determine the infrastructure 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;
— provides recommendations for the various profiles needed to install, verify and maintain
infrastructure;
and is applicable for various track gauges.
This document is applicable to heavy rail networks using various track gauges. Other vehicles and
networks are outside the scope of this document, but the rules may be applied to them with some
adjustments and agreement of the share of responsibility between rolling stock and infrastructure.
This document is not applicable to the gauges “S” and “T” for track gauge 1 520 mm.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 13232-1:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 1:
Definitions
EN 13232-2:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 2:
Requirements for geometric design
EN 13232-3:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 3:
Requirements for wheel/rail interaction
EN 13232-4:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 4:
Actuation, locking and detection
EN 13232-5:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 5:
Switches
EN 13232-6:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 6:
Fixed common and obtuse crossings
EN 13232-7:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 7:
Crossings with moveable parts
EN 13232-8:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 8:
Expansion devices
EN 13232-9:2023, Railway applications — Track — Switches and crossings for Vignole rails — Part 9:
Layouts
EN 15273-1:2025, Railway applications — Gauges — Part 1: General – Common rules for Infrastructure
and rolling stock
EN 15273-2:2025, Railway Applications — Gauges — Part 2: Rolling stock
EN 15273-4:2025, Railway Applications — Gauges — Part 4: Catalogue of defined gauges
EN 50119:2020, Railway applications — Fixed installations - Electric traction overhead contact lines
EN 50367:2020 , Railway applications — Fixed installations and rolling stock — Criteria to achieve
technical compatibility between pantographs and overhead contact line
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 15273-1:2025 apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp/
— IEC Electropedia: available at https://www.electropedia.org/
4 Symbols and abbreviations
For the purposes of this document, the symbols and abbreviations given in EN 15273-1:2025 apply.
5 Defined gauging
5.1 General
5.1.1 Introduction
For defined gauging, the infrastructure is defined on the basis of a reference profile and its associated
rules (see EN 15273-1:2025, EN 15273-4:2025 and 5.2.1) that form an agreement between the
Infrastructure Manager and the Railway Undertaking and are therefore inseparable.
This agreement dictates how the various possible displacements of a vehicle on the track are distributed
and taken into account.
5.1.2 Gauging methods
There are various calculation methods; more details are given in EN 15273-1:2025. It is essential to
specify the method used:
— the kinematic method;
— the dynamic method;
— the static method.
Document impacted by EN 50367:2020/A1:2022 and EN 50367:2020/A2:2025.
5.1.3 Infrastructure gauge types
For each reference profile, listed in EN 15273-4:2025, there are different infrastructure gauge types
depending on the required application:
— the infrastructure verification limit gauge only takes into account gauge widening and mandatory
allowances that ensure safe operations of traffic after on-site measurements are checked.
Considering this type of gauge only represents the current infrastructure condition it can be applied
for a short time period which is decided by the Infrastructure Manager. Effects that changes the gauge
after these measurements (e.g., wear of rail, maintenance operations) are not taken into account;
— the infrastructure installation limit gauge takes into account the infrastructure verification limit
gauge and all the displacements and wear that may occur between two maintenance periods by
means of an infrastructure maintenance allowance. Fitting this gauge means that clearance is
maintained between the various maintenance and checking operations;
— the infrastructure installation nominal gauge takes into account the infrastructure installation limit
gauge and additional infrastructure allowances. This gauge means that clearance is maintained in
practically all conditions and allows more possible uses.
5.1.4 Uniform gauge
When the Infrastructure Manager has sufficient space available, they can define a non-variable gauge
with a design that permits easier management for the Infrastructure Managers and may allow the passage
of exceptional consignments. This gauge, which generally incorporates additional allowances, is a
nominal type infrastructure gauge called a uniform gauge.
Uniform gauges are used in Europe by several networks. Their application rules may differ according to
the networks.
This approach creates an additional allowance compared to the infrastructure installation nominal 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 infrastructure installation nominal gauge when these conditions are not met any
longer.
The passage of exceptional consignments shall be agreed with the Infrastructure Manager.
More detailed information can be found in Annex G.
5.1.5 Choice of gauge
5.1.5.1 Introduction
The gauge choice is up to the Infrastructure Managers. For this, the Infrastructure Manager may need to
consider:
— the technical specifications for interoperability in force;
— the bilateral or multilateral agreements;
— international technical specifications in force;
— the space available on the lines concerned;
— the specific restrictions imposed by the infrastructure.
The Infrastructure Manager is responsible for the maintenance of the chosen gauge over time.
The calculation method is strongly linked to the gauge choice.
5.1.5.2 Infrastructure gauge type choice
When constructing new lines, the infrastructure installation nominal gauge should be applied. In
exceptional circumstances it is permitted for the Infrastructure Manager to apply the infrastructure
installation limit gauge.
For all other new installations on existing lines, renewal, upgrading, etc., it is recommended to apply the
infrastructure installation nominal gauge. It is permissible for the Infrastructure Manager to apply the
infrastructure installation limit gauge.
NOTE 1 The aim will always be to clear the infrastructure installation nominal gauge.
An infrastructure verification limit gauge may need to be defined when the Infrastructure Manager wants
to verify the obstacle free running of vehicles on a track in a degraded condition.
NOTE 2 Once selected a particular type of infrastructure gauge for the line or section of a line, it does not imply
necessarily that the same gauge type needs also to be considered in the calculation of the distance between tracks,
platforms and pantograph gauge.
5.2 General information on all the gauge calculation methods
5.2.1 The reference profile and its associated rules
All types of infrastructure gauges are determined by enlarging the reference profile in the lateral and
vertical directions, which are often dealt with separately.
This gauge widening corresponds to the displacements of the reference vehicles that are the basis for
defining the gauge considered.
NOTE The quasi-static effects and the displacements due to random phenomena (except T and T ) cause a
N voie
rotation of the vehicle body in different directions, which translate into vertical and lateral displacements.
The calculation of b and h described in the different methods for the PT (see Figure 3) point is
inf inf
conservative because all the lateral displacements in the same direction as well as all the vertical upward
displacements have been taken into account, which is unrealistic in a real world scenario. Therefore, the
Infrastructure Manager is allowed to invert the mathematical signs of the quasi-static effects and the
displacements due to random phenomena in the related formulae in order to obtain an optimized gauge.
5.2.2 Lateral gauge widening
5.2.2.1 General
Depending on the gauging method and the infrastructure gauge type, some or all of the following
parameters need to be taken into account.
5.2.2.2 Lateral infrastructure gauge variations depending on the local situation
5.2.2.2.1 General
The gauge variations depend on the calculation method used and particularly on the gauge used.
5.2.2.2.2 Lateral projection (S )
i/a
The lateral projection defines the sum of the following phenomena:
— the geometric effect in the curve of the reference vehicles (S );
R
— the effect of the track gauge widening (Sl);
— F value for static calculation method (see CEN/TR 15273-5:2025).
The general formulations are set forth in EN 15273-1:2025. The specific formulae to be used for
calculating each gauge are given in EN 15273-4:2025.
5.2.2.2.3 Lateral quasi-static effect (qs )
i/a
The quasi-static effect gives the reference vehicle body roll in a curve for the upper parts:
In the case of positive cant:
— outside of the curve, under the cant deficiency effect, which becomes maximum at maximum speed;
— inside of the curve, under the effect of cant, which becomes maximum when the vehicle is stationary
In the case of negative cant:
— outside of the curve, under the cant deficiency effect, which becomes maximum at maximum speed;
NOTE 1 With negative cant, the cant deficiency will be higher than equilibrium cant.
— inside of the curve, the effect of cant is neglected (qs =0).
i
Key
ℎ height of the reference roll centre of the vehicle
𝐶𝐶0
𝑞𝑞𝑞𝑞 lateral quasi static effect
Figure 1 — Lateral quasi static effect
It should be noted that, for the kinematic calculation method, the rolling stock domain takes a part of cant
deficiency and cant up to values I and D into account and the infrastructure domain takes the remaining
0 0
part (I-I ) and (D-D ) along with the values s and h into account.
0 0 0 c0
In the static calculation method, the complete D or I needs to be taken into account by the Infrastructure
Manager.
NOTE 2 Other methods exist for taking the lateral quasi-static effect into account. For example, in the case of the
dynamic calculation method, the lateral quasi-static effect is taken into account by the rolling stock domain.
The general formulations are given in EN 15273-1:2025. The specific formulae to be applied for the gauge
used are given in 5.3.2.1 for the kinematic gauging method.
For the lower parts (see Annex B), the lateral quasi-static effect is taken into account by the rolling stock
domain.
5.2.2.3 Lateral random phenomena
5.2.2.3.1 General
Random phenomena to be considered depend on the gauge method and infrastructure gauge type used.
The following phenomena are considered as the responsibility of the Infrastructure Manager.
5.2.2.3.2 Vehicle oscillations generated by track irregularities (T )
osc
Irregularities of the track are one of the causes of vehicle oscillations. The amplitude depends mainly on
the track condition and suspension characteristics. These phenomena are taken into account by the
infrastructure by the value T . Depending on the flexibility of the vehicle, they are located at the base of
osc
an inclination around the roll centre and thus the following gauge widening (Formula (1)):
𝑠𝑠
∆𝑏𝑏 = ∙𝑇𝑇 ∙ (ℎ−ℎ ) (1)
1 osc c0 >0
𝐿𝐿
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock domain.
In straight track, the value of T shall be taken into account.
osc,a
5.2.2.3.3 Track displacement (T )
voie
T is a lateral margin that takes into account the lateral movement of the track. The track position is
voie
likely to change between two track maintenance and/or obstacle verifications owing to the traffic loads
and to the track maintenance.
When the track design does not allow any movement in relation to the structure, this allowance may be
disregarded.
5.2.2.3.4 Cross level variation (T )
D
T is a value for the variation of cross level. The cross level of the track can vary in relation to its nominal
D
value due to the maintenance tolerances and to the traffic. This cross level variation T has a double effect:
D
— the reference profile rotates around the track centreline at an angle corresponding to the maximum
𝑇𝑇
D
variation, which causes the following gauge widening (Formula (2)):
𝐿𝐿
𝑇𝑇
D
∆𝑏𝑏 = ∙ℎ (2)
𝐿𝐿
— the vehicle will tend to roll around the roll centre, affected by the flexibility of its suspension, which
will cause an additional gauge widening of parts located above the roll centre (Formula (3)):
𝑠𝑠
∆𝑏𝑏 = ∙𝑇𝑇 ∙ (ℎ−ℎ ) (3)
3 D c0 >0
𝐿𝐿
It shall be noted that the two phenomena are always present simultaneously and are therefore not
independent.
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, only the geometrical effect is taken into account by the Infrastructure Manager, the dynamic
effect is taken into account by the rolling stock domain.
5.2.2.3.5 Dissymmetry (𝜼𝜼 )
𝟎𝟎,r
A vehicle will never be perfectly symmetrical; the main reasons for this are as follows:
— poor suspension adjustment resulting in a body roll (T );
susp
— loading dissymmetry which makes the vehicle body roll which results similarly in a rotation of the
vehicle (T ).
charge
In both cases, the vehicle body rotates around its roll centre C The sum of the two angles corresponds
0.
to the agreed reference angle 𝜂𝜂 as shown in Formula (4):
0,r
𝜂𝜂 =𝑇𝑇 +𝑇𝑇 (4)
0,r charge susp
This will cause additional gauge widenings as shown in Formula (5) and Formula (6):
∆𝑏𝑏 = tan�𝑇𝑇 �∙ (ℎ−ℎ ) (5)
4 charge c0 >0
and
∆𝑏𝑏 = tan𝑇𝑇 ∙ (ℎ−ℎ ) (6)
� �
5 susp c0 >0
NOTE Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock domain.
5.2.3 Vertical adjustment
5.2.3.1 General
According to the point on the reference profile and the gauge method, some or all the following
parameters need to be taken into account, either upward or downward.
Key
O movement in upward direction
U movement in downward direction
Figure 2 — Vertical adjustment
5.2.3.2 Vertical infrastructure gauge variations depending on the local situation
5.2.3.2.1 General
The gauge variations depend on the calculation method used and particularly on the gauge used.
5.2.3.2.2 Vertical projection (Sv,u/o)
The vertical projection has to be taken into account either upward (S ) or downward (S ) according to
v,o v,u
the position of the point on the reference profile.
The downward projection has to be taken into account for points where the width b increases with the
CR
height (see Figure 2).
The upward projection has to be taken into account for points, where the width b decreases with the
CR
height (see Figure 2).
The general formulae are set out in EN 15273-1:2025. The specific formulae to be used for calculating
each gauge are given in EN 15273-4:2025.
5.2.3.2.3 Vertical quasi-static effect (∆h )
PT
The roll may generate a vertical movement (∆h ) of the upper part of the reference profile. This
PT
phenomenon shall be taken into account for gauges with a sizable flat in the horizontal upper part) and
is advisable to take into account for other gauges and is left to the discretion of the Infrastructure
Manager.
This effect shall be taken into account only for point PT as shown in Figure 3.
Figure 3 — Vertical quasi static effect
Δh is determined by Formula (7):
PT
∆ℎ =𝑏𝑏 ∙ sin𝛼𝛼 − (ℎ −ℎ )∙�1− cos𝛼𝛼 � ≅𝑏𝑏 ∙ sin𝛼𝛼 (7)
PTi,a PT PTi,a PT c0 PTi,a PT PTi,a
Where:
𝛼𝛼 is the rotation of the gauge due to the quasi-static effect. This value (used in the kinematic
PTi,a
calculation method) can differ between the inside of the curve and the outside of the curve. See
Formula (36) or Formula (38) in 5.3.2.2 .
h b are the coordinates of the point considered PT.
PT, PT
The vertical quasi-static effect gives the reference vehicle body roll in a curve for point PT:
In the case of positive cant:
— outside of the curve, under the effect of cant, which becomes maximum when the vehicle is
stationary;
— inside of the curve, under the cant deficiency effect, which becomes maximum at maximum speed.
In the case of negative cant:
— inside of the curve, under the cant deficiency effect, which becomes maximum at maximum speed;
NOTE 1 With negative cant, the cant deficiency will be higher than equilibrium cant.
— outside of the curve, the effect of cant is neglected (∆ℎ = 0 )
PT,a
It should be noted that, for the kinematic calculation method, the rolling stock domain already takes a
part of the cant deficiency and cant into account up to values I and D .
0 0
For the lower parts (see Annex B), this phenomenon is taken into account by the rolling stock domain in
terms of the train architecture (for example: tilting trains).
NOTE 2 Other methods exist for taking this phenomenon into account. For example, in the case of the dynamic
calculation method, this phenomenon is taken into account by the rolling stock domain.
5.2.3.3 Vertical random phenomena
5.2.3.3.1 General
Random phenomena to be considered depend on the gauge method and infrastructure gauge type used.
The following phenomena are considered as the responsibility of the Infrastructure Manager.
5.2.3.3.2 Vertical track displacement (T )
N
T is a vertical margin that takes into account the vertical displacement of the track. The track position is
N
likely to change between two track m
...