Commission Decision of 28 July 2006 concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system (notified under document number C(2006) 3345) (Text with EEA relevance) (2006/861/EC) (repealed)

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

1. General rules U.K.

The cross dimensions of the vehicles computed according to the vehicle gauge (Appendix A) should be decreased by the quantities E_s or E_u, so that, when the vehicle is in its least favourable position (without inclination on its suspension) and on a track of radius R = 150 m, with a track gauge of 1,544 m, no part of the vehicle protrude the half-width of the vehicle gauge FIN1 by more than (36/R + k) from the track centreline.

The centreline of the vehicle gauge coincides with the track centreline, this one being inclined if the track is canted.

Reductions are calculated according to formulae given in chapter 2.

2. Reduction formulae (in metres) U.K.

2.1 Sections between bogie pivots or between end axles U.K.

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

Notations:

E_s, E_s ∞ =

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

E_u, E_u∞ =

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

a =

distance between bogie pivots or between end axles(1);

n =

distance between the cross section considered and the nearest bogie pivot, or the nearest end axle or the fictional pivot if the vehicle has no fixed pivot;

p =

bogie wheelbase;

q =

is the sum of the play between the axle box and the axle itself and of the possible play between the axle box and the bogie frame measured from the middle position with ultimately worn components;

w_iR =

possible transverse displacement of the bogie pivot, and the cradle in relation to the bogie frame or, for vehicles without bogie pivot, possible displacement of the bogie frame in relation to the vehicle frame measured from the middle position towards the internal side of the curve (varies according to the curve radius);

w_aR =

comme w_iR, but towards the outside of the curve;

w_∞ =

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

l =

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

d =

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

R =

curve radius;

If w is constant or varies linearly according to 1/R, the radius to be considered is 150 m.

In exceptional cases, the actual value of R ≥ 150 m should be used.

k =

allowable gauge protrusion (to be increased by the 36/R widening of obstacle gauge) without the inclination due to the suspension flexibility;

= 0 for h < 330 mm for vehicles able to run over rail brakes (see Appendix B1),

= 0,06 m for h < 600 mm,

= 0,075 m for h ≥ 600 mm.

h =

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

3. Reduction values U.K.

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

3.1 For sections between bogie pivots; U.K.

By the greater of values E_s and E_s∞ _.

3.2 For sections beyond bogie pivots; U.K.

By the greater of values E_u and E_u∞.

(1)

If the vehicle has no actual bogie pivot, a and n should be determined on the base of a fictional pivot located at the intersection of the longitudinal centrelines of the bogie and of the frame, the vehicle being in middle position (0,026 + q + w = 0) on a curved track of radius 150 m. If the distance between the pivot calculated by this manner and the bogie centre point is denoted y, the term p² should be replaced by p² - y² in reduction formulae.