UIC Code 505-4 ORI 34d edition, 1-1-7 (Reprint of 1.5.88) QySENER fsenvicro De DOCUMMNTACION wp2702 Effects of the application of the kinematic gauges defined in the 505 seties of leaflets on the positioning of structures in relation to the tracks and of the tracks in relation fo each other i) International Union of Railways505-4 ORI Leaflet to be classifed in Volumes: V- Transport stock VI- Traction VII- Way and Works Amiendinents505-4 ORI e@ NOTES 1.- The provisions of this leaflet, with the exception of those marked R, which ore only recommendatory and those in Appendix 3 which are only given for information purposes, are obligatory for standard-qauge lines. over which vehicles covered by international agreements run. However, special conditions may be applied by agreement between the Railways concerned + for traffic by train ferry, in connection with peculiarities conceming certain Railways, mentioned in the «APPLICATIONS section on the next to last page. 2. This leaflet forms port of set which also includes = Leaflet 505-1: Kinematic gouge for powered units used on @ intemational services, -Leafler 505-2: Kinematic gauge for coaches and vans used on intemational services. s Leaflet 505-3. : Kinemotic gauge for wagons used on inter notional services, @ sLeoflet 505-5 = Basic conditions common to Leaflets 505-1 te-4. Notes on the preparation ond provisions of these Leaflets,505-4 ORI The structure gauges corresponding to the kinematic constructional gauges for standard-gauge vehicles used on intemational services, defined @ in Leaflet 505-1 to 3, are shown as = the reference profiles on pages 5 and6, « the associated regulations on page 7 onwards. In eddition, this leaflet contains the following appendices 2 APPENDIX 1: Kinematic gauge for the lower parts in the area of the rail, the area taken up by track brakes and the rea of the centre Hine of the track APPENDIX 2: Kinematic gauge for equipment situated on the roofs of elec trically powered units used on international services. APPENDIX 3 Theoretical bases for bi- or multilateral agreements forthe application of an enlarged gavge @ APPENDIX 4: Table of maximum projections. ANNEXE» Practical conditions of implementation and examples of the application of the provisions of this leaflet505-4 on ORI REFERENCE PROFILE FOR THE KINEMATIC GAUGE A- UPPER PARTS505-4 oR! B- LOWER PARTS © - OBLIGATORY PROFILES FR . RECOMMENDED PROFILES ‘A.- Lines over which powered units used on international services run ! I B - Lines over which coaches, vans and wagons used on services run (with the exception of powered units used on interna tional services) 1189 ine oF the See Appendix 1 relerence prof 400 J Ral tevel note. 1 = On inclined connections with a radius R > 500m, the vertcat meaturements shown in diagrams A and B above must be reduced by 50 000 mm (R in m). if 625 > R > 500 m, the measurement 80 in R diagram A is cancelled505-4 ori oe REGULATIONS CONCERNING KEFERENCE PROFILES FOR DETERMINING ‘THE MAXIMUM OVERALL DIMENSIONS FOR VEHICLES In order to determine the maximum dimensional gauge for vehicles running on @ given line or section of line, and constructed in accordance with the requirements of Leaflets 505-1, 505-2 and 505-3, Permanent oy Departments must add to the half-width reference profile horizontal di- mensions (1) shown above 1) The projections resulting from the positioning of the vehicles on a cur- ve and from the width of the track. The latter ore given by the formulae ‘on page 10 (2). 2) That part of the semi-stotic transversal inclination not included in the reduction formulae of the vehicles and depending on the excess cont E or on the cont deficiency |, ond the height h of the point in question above rail level, i a oa cso 3 the contr (1) The horizontal dimensions are meosured parallel to rail I of the reference profile being placed perpendicularly to this level and equ tont from both rails (2) These projections only concern horizontal curves ; for inclined connections, see the note on the previous pose. (2) The sign [Jo means thot the quantity thus indicated isto be token os its own value if positive, and as 0 if itis negative or nil Ul The reduction foxmolae applicable to vehicles dimensioned in accordance with Leoflets 5051 ond 505-2 are coleulated with E or! = 0.08 m, which makes it necessary for Permonent Woy Depart incline when E or > 0,05 m. The some applies for vehicles dimensioned in accordance with Leaflet 505-3, except for two-axle wagons (see note (1) en page 10 of Leafler 505-3). For these wagons, up to @ height of 117 m obove rail level only, the effect of excess cant or cant deficiency of 0.05 m v0 0 ond 0,005 m 18 fo take into account an additional may be increased by 2 value be However, as the flexibility coefficient af two-axle wagons is less thon the value of 0.4 taken into consideration in formule (401) and as the cant defi- ciency caleuleted on the speed of wagons i vsvally lower then that calculated on the speed of passenger relling stock, it may be adm: that the overall dimensions of rwo-axle wagons must not form the subject of special messures to be taken by the Permanent Way Departments505-4 ORI oe 3) - A) The maximum values for track displacements and deficiencies accepted in service, i.e. ©) the transversal movement of the track in relation to its normal position, between two maintenance periods ; b) the geometric and dynamic effect, in relation to the height h, of a cant deficiency in relation to its theoretical value (in the case of curves) or of transversal levelling (in the case of straight track). - B) Oscillations due to the dynamic interaction of track ond roll~ ing stock, depending on the maintenance condition of the track (geometric condition, layout, etc) = C) The effects, up to 1° of dissymmetry resulting from construc tional tolerances and from adjustment and uneven distribution of the load. = D) The addition fixed by each Railway, where it considers it ne- essary, and possibly varying from line to line, in accordance with the p« ticular situation (running of special consignments, margins for speed in- creates, strong prevailing side winds .. Permanent Way Departments must also modify the vertical dimensions of the reference profiles to take into account curves on gradients. ‘The vertical dimensions of the upper part of the reference profile must be increased by 50000 mm, R being the radius (in m) of the curve on the ee gradient. The vertical dimensions of the lower part of the reference profile must be reduced by the values indicated in Appendix 1. NOTE - : ° 1 - The values of the above mentioned quantities A, 8 and C depend ‘on the maintenance condition of the lines and, in particular, on the regula- tions limiting the amplitude of track deficiencies and of those likely to in: fluence their static distribution. A table of the maximum values concerning these quantities oppears in the Annexe.505-4 ORI 2 -Nominal positioning This consists of determining the position of structures in relation to tracks and the distance between track centres by ‘edding ail factors mentioned in 1, 2 and 3 above. 3 - Maximum positioning - To check the positioning of structures and the existing distances between track centres not complying with the nominal positioning, or to determine the position of structures which must be sepa- rated from the rolling stock by as small a distonce as possible (platforms, ), the slight possibility of the conjunction of the maximum values of the rent displacements may be token into account. Appendix F to Leaflet 505-5 gives comment justifying the re- placement of their sum by their quadratic average increased by 20%. This method does not exclude methods already used by some Reil- woys ond consisting, for exomple + either in accepting that the geometric ond dynamic effects of cant de ciency or levelling, on the one hand, and the oscillations, on the other, are not to be added together, but that the highest value alone is to be con- sidered ; + or in taking into account the interaction of track displacements and defi- sncies and oscillations by replacing factors A, B, C and D above by universal safety margin. When the reduction thus effected in relation to the sum of the maximum values for the various factors A and B is significant, it is necessary to take special measures to reduce track displacements ond deficiencies or to avoid the conjunction of some of them. No reduction must be made as regards displacements situated in the lower parts (h €0.5 m). 4. The Annexe to this leaflet contains practical means of implementa tion and some examples of the application of the nominal positioningandot the maximum positioning resulting from the quadratic average of contingent displacements.505-4 oR! a FORMULAE GIVING THE MAXIMUM PROJECTIONS Maximum projections for @ track gouge f | ‘and for @ height h above cal level (1) | 8, = Projection on inside of curves rejection on outside of curves h<0.400 h > 0,400 (2) @2R2250m | 5; oF Sy , = 520.1905 2502R 2150 m & @ 0.185 + sq = 00-0230 + £= 4435s , 800,225 + Z=1.435, oR z oF R z Po The tables in Appendix 4 are applications of the above formulae. sed in metres. ‘rea of the pontographs (s @) The iWon +02 4 g2 © 100 between end axles oF pivots, a ‘or on tn? -p2 © 120 outside end axles or pivots. 7 For ralling stock with exceptional characteristics, see Ay sendix A to Leaf let 5055duos owes fury 1) ory (Q) if) (panoge Shee ten eyed Sosy oy Jo er ve ns session jouunungy om pean yun pavonnd pig sane ser (Y OVAL 3HL 40 3NIT 34LNaD 3HL 40 YaY AHL ONY sayvaia YOviL Ag dn NaNYL Yaa BHA “TIVH 3H do-YBRY HL NI txionaaay suava 33m07 a4 aoa 35nv0 SULYMaNIY cry . sos ucL (20005 Apne oan osm sw GOSH PE AM soTERNLD PRLHL BND 0 SEED UO (2) ‘eeniow = 3 1) onyx oe apn 0 ood tire 60) seemeeoupnan | i, —or> eee “m2 oon opm naan porns ‘mapas fm mo wT ‘va waMOT HLL Ho? 30ND LYNN (200) 1 roMzaay 180 a sosa i 1 on ry ond to ‘0 os ¥-s0s505-4 ORI APPENDIX 1 (Cont'd) “ue SPECIAL RULES CONCERNING THE LOWER HORIZONTAL FOR THE GAUGE OF THE LOWER PARTS 1. Use of shunting devices on curved track Track brakes and other shunting or stopping devices which, in the von» position, may measure 115/125 mm, particularly where drag shoes 125 mm high are concerned, can be used on curved track with a radius R 2 150 m. 2. Use of broking, shunting or stopping de fons of marshalling yard humps Preliminary remarks : With regard to the lower parts of wagons likely to go down to the limit of track brakes, Leaflet 505-3 (Appendix 1) gives special tolerances for certain existing wagons to the extent that they re- quite the corresponding clearance (for example : recess-type wagons used in combined rail-road traffic), and for new wagons of identical or similar design. The following regulations consequently give two sets of height dimensions applicable to track brakes or to other shunting or stopping de- vices in the son» position + the first corresponds to the majority of vehicles the lower parts of which ‘ore built in accordance with Appendix 1 to Leaflets 505-2 and 505-3, but requires special precautions being token in the case of wagons mentioned in the previous paragraph (see Leaflet 505-5, Appendix A3 - § 2.3). + the second (values in brackets) is also relevant to the above-mentioned vehicles, built with special tolerances, without eny special precautions.505-4 le ORI APPENDIX 1 (Cont'd) In marshalling yards, the track brakes and other shunting or stopping devices may measure a maximum of 115/125 mm above rail level, when in the sons position ~ within or close to concave connections of radius R300 m, + in track sections not incurved vertically located at least 3 m (5m) from the originating point of the convex connections of radius R > 250 m. At the limit of the convex connections of R > 250 m, the dimensions 115/125 mm must be reduced by a value «, equal (in metres) to ey, = 0.040 x 230, = 0,050 2 0,040 x 25 1 oso » 250) i A | ! > F %, we : : % § Al Ate JTL» 505-4 or! APPENDIX 1 (Cont'd) Between the section from which Between the section from which the dimensions 115/125 mm are | the dimensions 115/125 mm are epplicable, namely 3 m from the ori- | applicable, namely 5m from the ginating point of the connection ond |eriginating point of the connection this point, height redvetions must be ond this point, height reductions flected ene Lneur besis ae must be at least equal to the value fallone of e,, given below (« f 15.80- 43 -ama] 22) 2 $3325 R ey, = 0.040 x-20 x 3-4 "1 R being the distance from the section involved to the originating point of the connection. Observation On marshalling yard sections accessible by hump avoiding lines and likely to be used bymain-line locomotives and special wagons not authorised to pass over marshalling yard humps, track brakes or other shunting or stop= ping devices in the eon» position - the shunting or stopping devices in the release position must clear the gouges defined previously in A and Bon pages 5 ond 6. ~ the concave and convex inclined connections must have a radius of R>500m.505-4 ORI APPENDIX 2 KINEMATIC GAUGE FOR EQUIPMENT SITUATED ON THE ROOFS OF ELECTRICALLY POWERED UNITS USED ON INTERNATIONAL SERVICES “2. REFERENCE PROFILE (pes ‘cas fi] Moximum height of lowered pantograph my ‘0m 509) ~ roman) 7 Sa La LL ae ‘ference profile oJ the |toanaphl whether \Clearances where noncinsulated Reference pilaf he | earth et ace ie eta te i pening [bt | wom | Za + SS + GS)505-4 ORI APPENDIX 2 “Rs In order to determine the maximum vehicle gauge for equipment on the roofs of vehicles running over'e section of electrified line and constructed in conformity with the provisions of Leaflet 505-1, Permanent Way De- portments should add the following to the horizontal dimensions (1) of the half-width of the reference profile shown on the preceding page : 1) o projection obtained by the vehicles standing on a curve and the width of the track. This projection is given both for the inside ond outside of curves by the formula S225 4 1: 1.435 (in m) eS + R being the radius of the curve (in m) and | the width of the track (in m); 2) on additional semi-stotic transversal inclination on sections of line where cant E or cant deficiency I exceeds 0.066 m, toking for the valve of displacement 0.15 [D ort - 0.066] . s [Derl-0.056] | (h-0.5) ot ony point of the reference profile situated ot a height h above rail le- vel j 3) 0 margin of insulation depending, in accordance with the individual regu- lations of each Railway, on the voltage of the tractive current and the maximum values of the tolerances for laying and maintenance of the track, ‘ond on the fixed installations for electric traction (2). (1) The horizontal dimensions are measured parallel to rail level, the centre line of the relerence outline being sitvated perpendicular to this level ond equidis font from both rails (2) The wlings for the dimensions of the pantograghs, shown in Leaflet 505-1 ‘ore such that the ascillotions of the pantograph the increosed profile, az stated ia 1 and 2 above. Any exc tone is considered negligible, in comparison with the margin of insulation,505-4 ORI APPENDIX 3 23. THEORETICAL BASES FOR BI-OR MULTILATERAL AGREEMENTS FOR THE APPLICATION OF AN ENLARGED GAUGE (1) This leaflet makes it possible to determine the minimum structure gauges corresponding to the constructional kinematic gouges for stondard- ‘gauge vehicles used on international services and defined in Leaflets 505-1 to 505-3. The Railways are free to conclude bi- or multilateral agreements be! ween themselves in order to define structure gauges permitting the running over the whole or part of their respective lines, of standard-gauge tractive oF trailing vehicles larger than those built in accordance with Leaflets 505-1 to 505-3. For the conclusion of such agreements, it is sufficient to define for the gouge a kinematic reference profile replacing that on page 5 of this leaflet, all the rules given on page 7 onwards remaining applicable to this new reference profile Appendices 3 to Leaflets 05-1, 505-2 and 505-3 stipulate the conditions of application of such agreements to the construction of pows ed or trailing stock. Example of application 1 - Certain Reilways authorise the running over their respective lines of loads covered by the regulations of the Technical Unity of Railways, using the following static reference profile (figure 1). ws505-4 ori a APPENDIX 3 (Cont'd) The following kinematic reference profile (figure 2) is considered as equivalent for the application of the conditions of this leaflet. 785 1470 1645 meme 4680 } Rail level fig. 2 Two, examples of the calculation of the corresponding structure gavye, on straight track or on curves, are given in the following Annexe (exomples 4 ond 5). The clearance obiained from this profile and applicable to the whole of «© line depends on the minimum radius, and on the maximum cont and cant deficiency existing on the line. Example 6 in the Annexe to this leaflet shows this calculation in the particular case where R min = 250 m, Omgx = 0.150 m, tmax = 0.150 m, by applying the regulations of this leaflet rela- ting to the maximum position of structures.505-4 235+ oR! APPENDIX 3 (Cont'd) 2- Certain Reilways have a sirvcture gauge defined by the followin clearance profile (figure 3). ® ” ° a (| 2000 4800 fig. 3 ‘The kinemotic profile obtained from this clearance gauge by applying the rules of this leaflet - maximum positioning of ‘structures- and to which the constructional rules for the stock could be applied, depends on the mi- imum radius in question, and on the maximum cant and cont deficiency ou- thorised, Example 7 in the Annexe to this leaflet shows this calculation in the particular case where Rj, 250m, D 4¢= 0.150 m, 1,4. = 0.150 m.Jes eso w gpg Bupssone Sov se) sued some - sNou3arowa wnmixen 40 2782 » xtaNadaeuu 71) stoelond episne /ee) (esa os ange gy utp oso prorat oor sng eden @ (eaea)y xine ro 9-505 “«505-4 oR! ANNEXE ae PRACTICAL CONDITIONS OF IMPLEMENTATION AND EXAMPLES OF THE APPLICATION OF THE PROVISIONS OF THIS LEAFLET Determination of the structure gouge ond calculation of distances between track centres 1. Prelim ry remark In this Annexe, all displacements mentioned, by way of recommenda - tion, on page 32 onwards, were taken into consideration. The valve of several of these displacements may, in some cases, be considered 25 nil or negligible, for instonce when the track is laid on concrete or fixed to a structural work in such @ way that the transversal displacements or cont deficiencies are practically eliminated ; the same opplies to the cal- culation of distances between track centres when both tracks are physical- ly interconnected, which eliminates ony relative transversal displacement between them. Therefore the numerical values introduced in the under-men- tioned calculations may be altered, either on account of the above cons tions or as a result of the replacement of the values shown on page 32 on- wards by values obtained from statistical records relative to the line under consideration. However, in this case, the permissible reductions from the sum of the displacement values are smaller, and often considerably so, than what they would be on open track. Let us say, as a guide, that the reduction corres: ponding to the elimination of sleeper displacements (0.025 x 2) only allows the distance between track centres to be reduced by 8 mm. 2. Bases for calculations The various factors involved in the caiculation of the dimensions of no- minal oF maximum positioning (see note on page 8) of structures in relation to tracks are, in accordance with pages 7 ond 8 of this leaflet, the following: - the half-width of the reference profile at the height considered above rail level, the projections S; and Sq (page 10 and Appendix 4), = the additional semi-static transversal inclinations DAE or 1—0.05]>4[h—O5I>s 1 + the various contingent displacements mentioned in A, B and C of page8, for which we shall use the values shown in the following toble. 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ANNEXE: 12101 4iog waxy yuorsipinbe sna] 194 06 so|naipuadied aur 9495 (1) ut asso ose) s9uv'0 eur sesor0 m8" se91'0 one" 369070 tose 96820 reo — o6r'e seo | east 6900 #801 leeoro 5691 abrr'0 | 08500 ge1ues p waaay) rok 99 PIMOS wroe' Per eines + g]yord 92u019}91 40 YIP, sauua> y20u vaemeq 92U0151q - || 9 + saanjonus fod) | Ga od wnwuixow 40} $99U045 1 1ecoo gtr Pinos 7 : suronus, . jo Buiuois1s0d iourwou 105 $82U015 1) eso} ees pjpuuo. yoo 2 | serine + ajyjord aauss9j91 Jo yipimej04 seunyons paxig * |+445 505-4 ORI ANNEXE 108" eort | cat + soumjanys jo wowed wnwixou 0) 990018tq essuo | ttp00 | eeao0 Y lnc, ee 7 jo Betuoiiisod jourwou soy saueis1q) wsco | svcvo | asao | aseo0 * Sey 2|9uHs04 asna ayy 40 api youd aouaia 0 (1 sro | ort | oxo Yh 50 Yip Iag 04 SBYNLINLS G3XId | Hoo ="s = 15 pads © ul 9q 0} parepisuoa you $9900) Wy 001 paads wow roy w o0r'0 = "a Wuoy - w Shr = 1 YIP wR 8110 009 = wy snipoy wii gr paads wnwixoy) w otra =a u25| w shit =1_uipHA us 009 = Wsnipoy, ae 1p su ‘episur 7 Pe] S901) ay) 40 $9158 194901045 ‘apisino | POL (S3AYND NO) SYOVYL OML 40 SANIT 3ALN3D 3HL N33ML3@ SONVLSIC WOWININ- OVAL LNSDVPGY 3HL JO (1) 3NIT 381N3D JHA OL NOILV 734 NI 3YNLONALS HOIH V ONINOLLISOd YO SONVLSIG WWININ ~ Te sjawoxa;505-4 oR! ANNEXE 15108 yiog wo1y Wworripinbe jena} {181 94h 94 9 uaamseg 22u018 1p wnwnxoy Sev Busy S3ULN3D NDVUL NITMLIG FINVASIO- soiponys savo | er | 9951 | ou | coc czar | sisro | coro | erro 050 ty | cist | ele sree | ssoro | iséro | vero | zecoro ‘aauno 24h 40 episuy (z505-4 46. ORI ANNEXE wey [Example 4 = MINIMUM DISTANCE FOR POSITIONING A HIGH STRUCTURE IN RE LATION TO THE CENTRE LINE OF THE ADJACENT TRACK = MINIMUM DISTANCE BETWEEN THE CENTRE LINES OF TWO TRACKS (ON STRAIGHT TRACK) (Characteristics ofthe trac Identical to those in example 2 Weight above rail level (in m) 1 FIXED STRUCTURES Hoalf-width of the reference profile 785 Formule 426 } 7005 7 00557 2 | ozo Distance lornominal positioning stu: wane ona Formula 428 = 7 ar EB, 005K ssa Distonce for maximum positioning of | Sachs as | 1.525 | ose Il DISTANCE BETWEEN TRACK CEN- | 3.290 | re Wh fo Formula 434 0.0889 ’ 03130 Nominal distanceterweesvackcentes | 9.515 — | corse Maximum distonce between track centres505-4 ORI ANNEXE 47 [Exomple §) - MINIMUM DISTANCE FOR POSITIONING A HIGH STRUCTURE IN RE- LATION TO THE CENTRE LINE OF THE ADJACENT TRACK - MINIMUM DISTANCE BETWEEN THE CENTRE LINES OF TWO TRACKS (on curves) Theracieraties of he ache Tenses! w tose in cxomele 3 Aatfowith of he calarence | rt vas | var | oes Toute of becume — | | Formule 425 cass | wz | one | ¢ of structures 1889 1734 1,106 Fomule 427 ia | oneto | ase steal ascures ras | ssa | ton Fomle 29 ores | came | oe Disynce feunaminalpesivoning| ga | her | 18 | Piste encase) 1.700 | vas | eet Il - DISTANCE BETWEEN | wisn oference proile 3.90 | Rema | karte | womgtloarcebeveenneck | 3p Formute 435 (1) 02%0 tg TL! bene] 3s | Tita there formulas, he cocllicient 22 must be veploced by 353. 3 95505-4 oR! ANNEXE -48 + (Exanple 6] ~ CLEARANCE GAUGE OBTAINED FROM THE KINEMATIC REFERENCE PROFILE SHOWN BELOW Half-width of the reference profile Formula 427 Holf-width of the clearance gauge Characteristics of the tacks Re 250) (S = 0.030) 0,150 § 9 V.0 (h-0.5) = amargin of insulation depending on the individual regulations of each Railway. ‘The positioning dimensions of fixed structures situated ot the height of live fixed installations (catenaries, feeders, etc.) depend on the method used for securing the latter ond on the individual margin of insulation of each Railway.1483 505-4 oR! sl APPLICATION With effect from 1 January 1969 : provisions concerning tracks over which powered units used on international services run, With effect from 1 January 1973 : all other provisions, except Appendix 1 C cove applicable from 1.1.77 All Railways (with standard-gauge) in the Union. ‘The clearance of the reference profile in the area above 400 mm above rail level(diagram on page 5) will take effect on the FS from a date which will be specified later (1). The clearance of the reference profiles in the area up to 400 mm above ral level {lower parts - page 6 - diagrams A and B) is not yet effect, ive on the CFF, the DSB and the SNCB. Until such time as these deroga tions are cancelled, bilateral agreements will be necessary with these Railways for vebicles builtin accordance with these profiles (1). (1A toxt is now being prepared 1 state these derogations in precise terms.505-4 ORI Record References Headings under which the question has been dealt wi - Universal gauge 8) 5B) st se 4) fects of the application of the kinematic gauges defined in the leaflets 505-1 to 505-3 on the positioning of structures in relation to the tracks and of the tracks in relation to each oth (Sth-71h Committees: Paris, May, 1961; Portsmouth, May, 1962; Paris, May, 1963; Bern, May 1964; Lei pzig, May 1965; Lisbon, May, 1966; Stockholm, May 1967; Florence, May 1968). ‘Traction ind Rolling Stock Commitee: Graz, May-June, 1972. Way and Works Committee: Warsaw, September 1972; Brighton, June 1973) - Universal gauge y ‘Taking into account of the shunting devices when determining the gauge of the lower parts. (Sub-Committee for Gauge: Par January 1976), Other business - Amendments to Leaflet 505-4 (Way and Works Committee: Paris, June 1982)