Fae Permanent Way Manual Ean
KTM Loading Gauge, Kinematic Envelope and choweria
Minimum Structure Gauge 7
Chapter 11
Loading Gauge, Kinematic Envelope
and Minimum Structure Gauge
Document History
:
Issue Date Description
0 May,2015 | First Issue
He ee Eee
AuthorisedBy:|
vt Ha
Signature: abe eo
Date: MOHD RAMLI! ‘MOHD NOH
Talat ee Generel Manager Permanent Way
Keretep Ta a ee Berhad
ala Lumput
“OKTMB OO Rev.0 Page 1 of 21 srEgamEs Permanent Way Manual Part Ill
eT Loading Gauge, Kinematic Envelope and Chapter 11
TABLE OF CONTENTS
114 PHILOSOPHY 3
112 LOADING GAUGE (STATIC) 3
13 ‘SWEPT ENVELOPE (DYNAMIC) 3
114 KINEMATIC ENVELOPE (DYNAMIC) 4
18 MINIMUM STRUCTURE GAUGE (CONSTRUCTION GAUGE) 4
11.6 MINIMUM STRUCTURE GAUGE EVOLVED CONSEQUENT TO ELECTRIFIED
DOUBLE TRACK PROJECTS. osseous nnn : : 4
17 CLEARANCES AND PRECAUTIONS DURING MAINTENANCE FOR
ELECTRIFICATION AND SIGNALLING EQUIPMENT..... oo 5
18 EXTRA CLEARANCES ON CURVES. 7
119 TYPICAL WORKED-OUT EXAMPLES: EXTRA CLEARANCE BETWEEN TWO
ADJACENT CURVED TRACKS a
41.10 TYPICAL WORKED OUT EXAMPLES: LATERAL CLEARANCES REQUIRED
BETWEEN A STRUCTURE AND ADJACENT KE ON CURVED TRACK. 9
11.44 EXTRA CLEARANCE REQUIRED FOR PLATFORM EDGE ON CURVED TRACK..... 10
11.42 PRECAUTIONS TO BE OBSERVED DURING MAINTENANCE........ 4
11.13 WORKING ON STRUCTURES ADJACENT TO TRACK aM
11.14 PERMANENT RECORD OF INFRINGEMENTS........ seoninnsninncoelt
11.18 REPORTING OF NEW INFRINGEMENTS 1
41.16 ANNUAL VERIFICATION REGISTER. 12
LIST OF FIGURES. 12
LIST OF ANNEXURES M2
‘Annexure 11.1 - Register of infringements. 20
Annexure 11.2 - Annual Verification Register. a1
Rand a Page dott
OKTNE Gierms Permanent Way Manual eta
Loading Gauge, Kinematic Envelope and
KTM Minimum Situcture Gauge Chapter 11
WA
11.2
11.3
PHILOSOPHY
In principle, Loading Gauge, Kinematic Envelope and Minimum Structure Gauge provide,
as a whole, a form of control system (otten referred as “Gauging") for vehicle and
infrastructure in order that railway vehicles in operation are clear of each other and the
infrastructure. The provision of clearance is made with regard to engineering principles,
safely and human factor. By optimizing structural clearances and dynamic vehicle
dimensions, the railway will be able to maximise the economic benefit from the
vehicle/infrastructure system,
In order to ensure safety, there shall always be a positive clearance between train and
train, of train and infrastructure. It is acknowledged that the track on which trains run is
by no means a ‘permanent way’, and thus the clearance calculations takes into account
the allowable variability of track parameters. The track undergoes its normal
maintenance cycle such as track lifting and lowering, slews, cant adjustment and the
rail/wheel wear and tear, all of which affect the vehicles dynamic envelope.
Likewise, the oscillations of a vehicle in different directions will vary depending on its
stale of maintenance, wear and tear of components, performance of springs and
damping systems. The allowable clearances from vehicle to structure should take into
account such dynamic functioning of vehicles. In electrified lines, safety against earthing
and sparking will have to be ensured and this requires stipulated electrical clearances
being provided between the structure and electrified components. Further, the
clearances to the structure should allow oscillations of the overhead wire under the
dynamic action of pantograph. Thus the concept of “gauging” encircles multi-disciplinary
interests and coordinated functioning
LOADING GAUGE (STATIC)
Loading Gauge represents the maximum dimensions, to which a railway vehicle may be
bull or loaded, This is the envelope of the dimensions of all the vehicles together with its
loads under static condition, if the Railway has fully availed the profile of loading gauge.
The maximum height and width of the vehicles (in conformity with the Loading Gauge)
are kept at 3905mm and 2820mm respectively. Within these overall dimensions, its
Profile is defined by detailed dimensions as shown in Figure 11.1.
Vehicles built larger than this Loading Gauge or vehicles that are carrying loads larger
than this Loading Gauge are deemed to be ‘out-of gauge’ and can only be moved under
special procedures with an approved Special Instruction as per the KTMB Rules,
SWEPT ENVELOPE (DYNAMIC)
‘Swept envelope of a particular vehicle is the largest dynamic profile of this vehicle while
moving in a straight level track at speeds up to the maximum permissible speed.
‘OKTWE
Rev. 0 Page 3 of 24 Permanent Way Manual Part it
Giarm Loading Gauge, Kinematic Envelope and Chapter 11
KTM Minimum Structure Gauge i
11.4
11.5
11.5.1
11.5.2
11.5.3
115.4
155
11.6
11.6.1
‘OKTNB
KINEMATIC ENVELOPE (DYNAMIC)
Kinematic Envelope (KE) is the enlarged form of loading gauge under dynamic
conditions. It is defined by the outline of the space occupied by all the rail vehicles when.
in motion at various speeds, including the effects of bouncing, rolling, swaying and other
dynamic oscillations in lateral and vertical modes, thus differing from the static loading
gauge.
Kinematic Envelope is thus the overall profile that encompasses the swept envelopes of
all vehicles. Figure 11.1 shows both Loading Gauge (LG) and Kinematic Envelope
overlapped
The tit of the vehicle purely attributable to the super elevation of track is not included in
kinematic envelope (or swept envelope). In such canted track, kinematic envelope is
tilted as a whole, inclined at the cant-angle.
MINIMUM STRUCTURE GAUGE (CONSTRUCTION GAUGE)
Bridges, tunnels, platforms, station roofs, sheds and other structures are required to be
built, so that their sides and top not only remain clear of the KE, but also are at specified
minimum distance away from the KE. In order that the vehicles may travel with the same
degree of safety over the entire railway system, the Railway prescribes Minimum
Structure Gauge (MSG) specifying the minimum clearances to be provided from the KE.
Thus, the MSG is obtained by adding specified clearances to the KE.
The Minimum Structure Gauge diagram for Single Line track is shown in Figure 11.2(a).
The Minimum Structure Gauge diagram for Double Line track is show in Figure 11.2(b).
The standard clearances indicated in the diagrams relate to level track on straight
alignment. Provision for extra clearances on curves is described in Clause 11.8.
The clearances from kinematic envelope to the structure are different for midsection
location and for passenger platform area. This is aimed to provide wider moving space
for the passengers and to ensure adequate space for passenger information gadgets,
lighting equipment, advertisement, etc. This will also provide enhanced safety to the
passengers, as the train moves on the platform line. The space between and above the
kinematic envelopes may be utilized for hanging signal equipment from the top boom of
a portal.
MINIMUM STRUCTURE GAUGE EVOLVED CONSEQUENT TO ELECTRIFIED
DOUBLE TRACK PROJECTS
‘The standard clearances between the kinematic envelope and minimum structure gauge,
as shown in Figure 11.2(a) and 11.2(b), with further increments as required on curved
and canted track, shall be adopted on all new works and also during alterations to
existing works. Any reduction from these clearances shall require special sanction of
Chairman of Technical Committee on Structural Clearance, Loading Gauge and
Kinematic Envelope. The Chairman shall be appointed by the President of KTMB and the
‘Committee Members shall comprises senior officers from the Technical and Operation
Divisions. This committee wil stipulate the special precautions to be implemented when
and where less clearance is approved in any special case.
Rev.0 Page 4 of 21 Permanent Way Manual Part i
KTM Loading Gauge, Kinematic Envelope and Chapter 14
11.6.2
116.21
11.6.2.2
116.23
1.6.2.4
1.6.25
1.6.2.6
1.6.2.7
474
WTA
W742
Minimum Structure Gauge
The following explanations supplement the details in Figure 11.2 (a) & (b):
The drawings are applicable only for Straight Track. Allowance to be made for curves to
allow for End Throw and Centre Throw
In the case of double track, the minimum c/c distance between the main line tracks shall
be 4000mm. If the tracks are on curve, extra allowances for Centre throw and End throw
should be added to 4000mm, as per Clause 11.8.
Referring the lateral clearance of 600mm from KE, this applies to only isolated post,
Which means a signal post, column of over-bridge, etc. (excluding OCS mast) whose
width when measured parallel to the track does not exceed 450mm.
Lateral clearance of 850mm from KE to the nearest structure applies to continuous wall,
abutment, pier of bridge, line-side equipment, side wall of tunnel or OCS mast.
‘Authorized person may take shelter between such a structurefine-side equipment and
moving train. However the nominal clear distance from track centre to OCS mast
adopted as 3000mm in general.
For curved and canted track, the clear distance between KE and any part of structure
gauge (including isolated post, platform edge, etc.) should be increased, considering the
inclined position of KE tited at cant angle and the increments due to Centre throw and
End throw of vehicles, as explained in Clause 11.8.
The profile of platform retaining wall providing 300mm wide recess is the preferred
Profile, since this will facilitate adjustment of platform edge and fixing of cables in the
recess. Alternatively, vertical wall with its face at 1510mm from track centre may also be
permitted.
The kinematic envelope shown is compatible up to 180km/h speed.
CLEARANCES AND PRECAUTIONS DURING MAINTENANCE FOR
ELECTRIFICATION AND SIGNALLING EQUIPMENT
Headroom at New or Reconstructed Structures over existing or future 25kV AC
Overhead Electrified Line
Figure 11.2(a) & (b) indicate the vertical and horizontal clearances above the kinematic
envelope in non-electrified lines and electrified lines, which are based on the following
design features
Nominal height of contact wire above designated rail level is taken as 5000mm for
evolving this structure gauge.
For railway lines electrified at 25kV AC, the minimum vertical distance (H) between the
designated rail level and the underside of structure should be regulated as follows in
Table T-11.1
OKTNE
Rev.0 Page 5 of 24 Permanent Way Manual Part il
Gram Loading Gauge, Kinematic Envelope and Chapter 11
KTM Minimum Structure Gauge t
1.7.13
WTA
W718
72
Table T-1.4
minimum FOR EXISTING LINES FOR NEW
ELECTRICAL | CONSTRUCTION
CLEARANCE FROM
ANYLIVEPARTTO | y= Kt | Het
ANY LIVE PARTTO | 11=6100mm | H<6100mm | 6100mm600mm
PASSING 260mm 200mm >600mm
REDUCED (WITH
PRIOR APPROVAL) F oe :
Note:
+ For Third Parties installations, a vertical clearance of 7.0m is required from the soffit
of the structure to the top of the highest rail
‘© Third Party definition:
A generic term for any individual or organisation who does not have @ legal connection,
contract or transaction with KTMB. For example, a developer or utility company that
wants to enter or do anew work in KTMB corridor are considered as @ Third Party,
This structure gauge allows movement of 1600mm wide pantograph type as used on
KTMB up to the maximum speeds permitted on KTMB, with allowances for sway of
pantograph and uplift of contact wire.
Where the shortest distance between the catenary under static condition and the nearest
part of an overbridge or other structure, measured at the face of the structure is less than
600mm, suitable flash-over protection may be provided on the underside of the bridge
over the live wire to overcome the risk of high impedance earth faults
This structure gauge is not applicable for long tunnels. For tunnels, a modified profile will
have to be evolved, catering to the requirements of train control, installation of M&E
equipment, emergency rescue and passenger evacuation, etc. The modified profile may
have lower soffit height necessitating development of special OLE design with reduced
electrical clearances.
In case the electrical standards are revised due to change in technology or due to any
reason, the revised norms will have to be implemented in the structure gauge.
The maximum permissible amounts by which the track may be allowed to be lifted or
slewed from its correctly installed position without endangering the safe passage of the
pantograph are:
Where standard clearances exist:
* Track level + 25 mm.
* Track cross level +20.mm.
© Track alignment +25. mm.
Where restricted clearances exist
© Track level +15 mm.
+ Track cross level £15 mm,
© Track alignment £15 mm,
“@KTMB
Rev.0 Page 6 of 24 Permanent Way Manual Partial
KTM Loading Gauge, Kinematic Envelope and Chapter 11
18
11.84
14.8.1.4
11.8.1.2
11.8.2
11.8.2.4
11.8.2.2
Minimum Structure Gauge
Lifting or slewing of track must not be done outside the agreed maintenance limits unless
the position of the contact wire is altered at the same time. Adjustment of cant has a
‘magnified effect of the horizontal displacement of the centre line of the track with respect
to the alignment of the contact wire.
EXTRA CLEARANCES ON CURVES
General
Extra clearances should be added to the standard clearances between KE and MSG, in
the case of structures located in curves to provide for the effect of:
© Overhang of vehicle due to track curvature in horizontal plane.
* Lean of the vehicle in vertical plane due to super elevation,
These extra clearances are over and above the clearances stipulated in the Minimum
Structure Gauge at Figure 11.2(a) and 11.2(b).
Effects of curvature
When a vehicle negotiates a curve, its body occupies a position overhanging the track
towards the inside of the curve at its central portion and towards the outside at its ends,
because of the rigidity of the body.
The amount by which the longitudinal axis of the body moves out from the centre of the
track, is the quantum of extra clearance required. This is known as “Centre throw’ for
the middle of the vehicle and “End throw" for the end of the vehicle, as shown in Figure
11.32).
(a) Centre throw (dc)
it L = End to end length of vehicle (m)
C = Distance between the centres of bogies (m)
R
Radius of curve (m)
The allowance for curvature at the centre of vehicle is equivalent to the versine of @
chord of length C.
Then, Centre throw de = C*/8R
For bogie centres distance C of 15m on KTMB,
dc = 159/8R = 28.125/R metre or 28125/R mm,
(6). End throw (de).
The allowance for curvature at the end is equivalent to the difference in versines of
chords of lengths L and C.
Then, End throw de = L/8R — C7/BR = (L* - C*V/BR,
IL =22m and C = 15m
(22% 157V8R
32.375/R metre or 32375/R mm
End throw dz
‘©KTMB
Rev. 0 Page 7 of 24 Permanent Way Manual palin
KTM Loading Gauge, Kinematic Envelope and Chapter 14
11.83
11.9
11.9.4
11.9.2
“© KTMB
Minimum Structure Gauge
Lean due to super elevation (dL):
Due to the cant provided in curved track, the vehicle leans towards the inside of curve,
thus requiring extra clearance as shown in Figure 11.3(b).
iF hi height ofthe critical point of KE profile above rail level,
: super elevation
G: dynamic gauge (1070mm with UICS4 rail iaid)
then, lean due to super elevation at the critical point d, = hs/G
Ifthe critical point considered is at platform level (h = 1050 mm)
Then d, = 10508/1070 = 0.9818.
Ifthe critical point considered is at 310mm of KE from rail level, (refer Figure 11.1)
Then, d, = 3810s/1070 = 3.0935
Ifthe critical point considered is at full height of KE from rail level, (refer Figure 11.1)
Then, 4, = 3980s/1070 = 3.720s
TYPICAL WORKED-OUT EXAMPLES: EXTRA CLEARANCE BETWEEN TWO
ADJACENT CURVED TRACKS
For working out extra clearances between two adjacent curved tracks, the worst case will
‘occur when the end of the coach running on the inner track is close to the centre of the
coach running on the outer track, as shown in Figure 11.4(a). As shown therein, the
extra clearance required is (dc*de). There is no need to increase the clearance on
account of lean of the vehicles caused by super elevation, as shown in Figure 11.4(b).
Extra clearance required between two adjacent curved tracks (with no structure between
the tracks) is listed below in Table T-11.1 for some values of curvature and super-
elevation for the vehicles with parameters. For other values of curvature, or super-
elevation or vehicle parameters, the clearances can be evaluated using the formulae
given in Clause 11.8.2 and 11.8.3.
Rev. 0 Page 8 of 21 Gime Permanent Way Manual Paci
Loading Gauge, Kinematic Envelope and
KTM Minimum Structure Gauge oa
11.10
14.101
Table T- 44.4
Extra clearance between two adjacent curved tracks
(with no structure between tracks)
No. | Degree | Radius | Centre | End Total extra clearance
of throw throw between curves
curve 4, 4. de + de
m mm mm mm
a b ¢ d e f
1 05 3500 8 9 7
2 1 1750 16 19 35
3 2 875 32 37 69
4 3 583 48 56 104
5 4 438 4 74 138
6 5 350 20 93 173
7 6 292 6 11 207
8 7 250 113, 130 243
9 8 219 128 148, 276
10 o | 194 145 167 312
1" 40 175 161 185 346
[12 1 159 17 204 381
13 12 146 193, 222 415
14 13 135 208 240 448
16 14 125 225 259 484
16 18 7 240 277 517
Notes:
1) The extra clearance given in column f should be added to the c/c spacing between
tracks, if the minimum permissible spacing of 4.0m is adopted in straight alignment.
‘Suppose, the spacing of 4.2m is adopted even in the straight alignment, this need
not be increased for curvature flatter than 300m radius, as evident from the
tabulated values. If R is less than 300m, then the further increment over and above
200mm should be added to the spacing.
2) If there is a structure between tracks, the extra clearance to be provided must be
worked out separately for inside and outside of a curve from table at Clause 11.10.
TYPICAL WORKED OUT EXAMPLES: LATERAL CLEARANCES REQUIRED
BETWEEN A STRUCTURE AND ADJACENT KE ON CURVED TRACK
Extra clearance required between a structure and adjacent KE, both on inside and
outside of @ curve, for some values of curvature and super-elevation is tabulated in
OKTMB
Rev.0 Page 9 of 21 Gam “Permanent Way Manual can
Loading Gauge, Kinematic Envelope and
mM Minimum Structure Gauge Chaptor 11
Table T-11.2, These apply for the longest coach (or rolling stock) with L=22m and
C=15m, taking the heights of critical points of KE as 1.05m and 3.31m from rail level
Here, h=1.05m represents the platform edge level and h=3.31m represents the highest
point in the vertical boundary of KE profile.
For other values of curvature, or super-elevation or vehicle parameters, the clearances
can be calculated using the formulae given in Clause 11.8.2 and 11.8.3
Table T-11.2
Extra clearance between a Structure and adjacent KE on curved track
No. | Degree | R | Super | Centre | End | Extra clearance inmm on [Extra clearance in mm
| of lelevation, Throw | Throw | inside of curve adding d, | on outside of curve
curve de de Up to 1.05m | From 1.05 to for any helahts
above ral | .31m above |(S4me a8 de; no effect
Lim | mm | mm | mm | “revel rail level of d)
al» [ela e t h i
1 [0s [3500 24 | 8 2 32 82 2
2 | 1 [10[ 4s | te | 19 63 164 | 19
3 | 2 [a5 | 0 | 2 | 37 120 310 37
4 [3 [ses [90 | 4s | 56 136. 326 56
s | 4 | 48 | 00 | 64 | 74 152 342 74
oe | s {350 | | a | 93 168. 358 93
7 | 6 [202 [90 | 96 at 184 374 111
a | 7 | 250 [90 | 113 | 130 201 got 130
a | s [20 | 00 | 128 | 148 216 408 143
wo | 9 | 194 | 0 | 145 | 167 233 423 167
11 | 10 [475 [90 | t61 | 105 249 499 185
12 | 11 | 480 [90 [477 | 208 265 455 208
13 | 12 [146 [90 [193 | 222 281 471 222
14 | 13 | 135 | 90 | 208 | 240 296 486 240,
| 14 | 125 | 90 | 225 | 250 313 503 259
16 415 417 90 240 277 328 518 277 }
11.11 EXTRA CLEARANCE REQUIRED FOR PLATFORM EDGE ON CURVED
TRACK
In the above table, extra clearance to be provided at the platform edge for inside of curve
is given in column (g) and that for outside of curve in column (i). In the case of
passenger platforms, it has been observed that the provision of extra clearance on
curves, as worked out as above, may lead to excessive gap between the footboard of
passenger coach and the platform. It may be, therefore, necessary to reduce this extra
clearance judiciously, depending on the actual width of the passenger coach at the
platform level.
Caution has to be exercised, because the passage of locomotive or other wider
rolling stock over the curved platform line cannot be overruled.
Itis recommended that Autocad or computerised drawing software be used to decide the
extra clearance required at the edge of curved platform. By this method, transitioning of
OKTNB
Rav. 0 Page 10 of 24 Permanent Way Manual Patil
KK Loading Gauge, Kinematic Envelope and
7™m™ Minimum Structure Gauge Chapter 11
14.12
14.13
14.44
11.444
11.142
14.15
the extra clearance at the end of curves can also be precisely decided, in locations
where the platform edge has both straight and curve. In new projects, station yards shall
be so designed as to avoid curved alignment in platform zone, ie. platform lines shall be
straight
PRECAUTIONS TO BE OBSERVED DURING MAINTENANCE
To guard against infringement of the Minimum Structure Gauge, the PW! shall be on the
alert to prevent:
* Slacks in platform lines causing platform height to exceed the standard dimensions.
‘* Errors in alignment, causing the minimum distance to adjacent structures like
platforms and over - bridges to reduce and to thus lead to infringements,
© Excessive lifting of track, causing reduction of the clearance of overhead structures
like soffts of over- bridges and roofs of tunnels to below the prescribed minimum.
WORKING ON STRUCTURES ADJACENT TO TRACK
While any work is carried out on structures or line-side equipment adjacent to track,
(whether by Railway's or by Contractor's staff), the concerned Engineering Supervisor or
PICOW shall ensure that the prescribed clearances are not infringed by any part of
scaffolding, machinery, tool, etc. Further, no worker shall encroach into the safety
distances as laid down in KTMB's Track Safety Handbook, when a train passes; he will
not be merely guided by the kinematic envelope alone.
PERMANENT RECORD OF INFRINGEMENTS
Structures constructed prior to the introduction of the current Minimum Structure Gauge
shall be surveyed by the Permanent Way Inspector or the Bridge Technician to identify
those structures, which have clearances less than what is prescribed in the current
Minimum Structure Gauge. Extra clearances required on site-specific basis should also
be taken into account for identifying the infringement. These shall be recorded in an
Infringement Register with a permanent number assigned for each infringing structure.
All such infringements shall have the approval of the General Manager Permanent Way if
these are to be continued,
A copy of the Infringement Register shall also be maintained in the office of the CPWI
and the Regional Engineer. A sample format for the Infringement Register is at
Annexure 11.1.
REPORTING OF NEW INFRINGEMENTS
If at any place, the clearance falls below the minimum prescribed, the PW/I shall report
the facts in writing to the CPW! and the Regional Engineer with full particulars. Except in
an emergency, no alteration shall be made to the position of the existing structure or
track, without directions in writing from the Regional Engineer.
@KTNB
Rev. 0 Page 11 of 21 Permanent Way Manual pee
KTM Loading Gauge, Kinematic Envelope and Chapter 11
Minimum Structure Gauge
11.16
11.161
11.162
11.163
ANNUAL VERIFICATION REGISTER
The P.W.. shall personally verify the clearances over his section once a year and submit
to the CPWI and the Regional Engineer an annual verification statement for all infringing
structures in a register as in Annexure 11.2, The statement shall briefly indicate the
approval accorded by the Technical Committee on Structural Clearance, Loading Gauge
and Kinematic Envelope against each infringement, the present position after verification
and the reasons for its continuance.
‘The PW/I shall submit the register by the end of March to the CPWI. After scrutiny, the
CPWI shall forward it to the Regional Engineer.
The Regional Engineer shall give directions to the CPWI as required. He shall refer
exceptional items to the General Manager Permanent Way.
LIST OF FIGURES
Figure 11.1 Loading Gauge and Kinematic Envelope.
Figure 11.2(a) Minimum Structure Gauge for Single Track.
Figure 11.2(b) Minimum Structure Gauge for Double Track
Figure 11.3(a) Centre throw and End throw
Figure 11.3(b) Lean due to super elevation
Figure 11.4(a) Critical positions of coaches on curved double track
Figure 11.4(b) Identical leaning of vehicles on curved double track
LIST OF ANNEXURES
Annexure 11.1 Register of Infringements,
Annexure 11.2 Annual Verification Register.
OKTMB Rev.0 Page 12 of 24 Permanent Way Manual Part Il
I<’ [7 fi Loading Gauge, Kinematic Envelope and
7 ‘Minimum Structure Gauge Chapter 11
1035.
Loading Gouge—
NOTE:
These Dimensional Clearances are Applicable only for Straight Track.
Allowance to be Made for Curves to allow for End Throw and Centre Throw.
ALL DIMENSIONS ARE IN MILLIMETRES
Figure 11.1 - Loading Gauge and Kinematic Envelope.
@KTNB Rev. 0 Page 13 of 24 aa Permanent Way Manual sh
Loading Gauge, Kinematic Envelope and
TM Minimum Structure Gauge cheer!
yy Installovon
Non-+Electrified
Une le
fe
eee
Structure Gouge
6100
NOTE:
These Dimensional Clearances are Applicable only for Straight Track.
Allowance to be Made for Curves to allow for End Throw and Centre Throw.
ALL DIMENSIONS ARE IN MILLIMETRES
Figure 11.2(a) - Minimum Structure Gauge for Single Track.
‘©KTMB Rev. 0 Page 14 of 24 Permanent Way Manual Part ill
Loading Gauge, Kinematic Envelope and
KTM Minimum Structure Gauge Chapter 14
& sg apt :
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NOTE: ae
These Dimensional Clearances are Ap
able only for Straight Track.
Allowance to be Made for Curves to allow for End Throw and Centre Throw.
ALL DIMENSIONS ARE IN MILLIMETRES
Figure 11.2(b) - Minimum Structure Gauge for Double Track
‘©KTNB Rev.0 Page 15 of 24 Permanent Way Manual
Part Ill
Loading Gauge, Kinematic Envelope and
KTM Minimum Structure Gauge Chapter 11
Ss
mm =
- 3a
= 2
‘i Ez
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ir
» iL
a ¢
; 8 ¥
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S|
7 d a
1 a =
* A
a
a Z|
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w ©
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\ 6 mo 6 Qe
= O _w TT
TT eI
Lu}
a
eS
4
qj
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Figure 11.3(a) - Centre throw and End throw de
© KTMB
Rev. 0
Page 16 of 21 Permanent Way Manual
KTM Loading Gauge, Kinematic Envelope and chaser
Minimum Structure Gauge
a x
S s
2 g
» - as » E
Fj = = = Ss a
a x x x § g
i OD HKD wD & 6
ge mono d
es eee g
+4 oo 8 e
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ay ui
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ia
Figure 11.3(b) - Lean due to super elevation dy,
©KTNB Rev.0 Page 17 of 21 Girma Permanent Way Manual oe
Loading Gauge, Kinematic Envelope and
KTM Minimum Structure Gauge Chapter 11
Fig. 11.4 (a)
aR
Op
aN
4m,
Am+dco+de
ie
1550 mm
Fig. 11.4 (¢)
Half width of KE =
Minimum 300mm]
w
/c spacing of Track in straight alignment
/c spacing in Curved alignment
CRITICAL POSITIONS OF COACHES ON CURVED DOUBLE TRACK
Figure 11.4(a) - Critical positions of coaches on curved double track
‘©KTMB Rev. 0 Page 18 of 21 Permanent Way Manual Part In
Loading Gauge, Kinematic Envelope and
KTM ‘Minimum Structure Gauge Chapter 11
S
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