Size of Vehicles and Position of Equipment: Railway Group Standard GMRT2173 Issue: Four Date: June 2022

Uncontrolled when printed
Supersedes GMRT2173 Iss 3 on 04/06/2022 and comes into force on 03/09/2022
Railway Group Standard

GMRT2173
Issue: Four
Date: June 2022
Size of Vehicles and

Position of Equipment
Synopsis
This document sets out Great Britain
(GB) requirements in scope of National
Technical Rules for the methods of
determining the swept envelope of rail
vehicles. It includes specific gauge
requirements for the lower sector and
specific items of equipment on the
rolling stock, and minimum
requirements for the recording of
vehicle gauging data.
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Published by RSSB
© Copyright 2022
Rail Safety and Standards Board Limited

GMRT2173
Issue: Four
Size of Vehicles and Position of
Date: June 2022 Equipment
Issue record
Issue Date Comments
One December Original document.

2015
Supersedes GMRT2149 issue three.
Requirements for Defining and Maintaining the
Size of Railway Vehicles.
Two June 2019 Revisions to GMRT2173, clause 2.2.4.6 and

Appendix A, to reflect changes to platform height
requirements within GIRT7020, issue one
(formerly contained within GIRT7016, issue five).
Cross-referencing to GIRT7016 (withdrawn)
changed to GIRT7020 and RIS-7016-INS
throughout.
Three December Revisions to GMRT2173. Addition of section 3.5

2019 'Pantograph encroachment' based on guidance in
GEGN8573. Clause 3.5.6 has been added to
highlight that there is no nationally agreed
requirement to address technical compatibility of
the pantograph in its design operating state with
all non-TSI compliant electrification infrastructure
on the GB mainline network.
The title and synopsis have also been updated to
reflect current style rules.
Clause 3.2.1 amended by replacing 'stepping
distance' with 'step position relative to the target
platform'. The note to Clause 3.2.1 has been
amended.
Clause 3.3.1 amended to reflect changes to CCS
requirements.
Appendix A updated to align with the footstep
position from the GB specific case in the PRM TSI.
Page 2 of 65 RSSB

GMRT2173
Size of Vehicles and Position of Issue: Four
Equipment Date: June 2022
Issue Date Comments

Four June 2022 Replaces issues three.
Requirements that are not National Technical
Rules have been removed as requirements from
this document.
The format of the document has been updated to
include rationale and guidance to support
requirements.
The maximum vehicle overhang length has been
revised to permit the use of a 4.2 m overhang has
been increased from 3.226 m.
A new, informative appendix has been added to
include outputs from RSSB Research Project T1196
- Development of a Suite of Pantograph Gauges.
A new, informative appendix containing
benchmark suspension information from T1109
has been added.
Revisions have not been marked by a vertical black line in this issue because the document has been
revised throughout.
Superseded documents
The following Railway Group documents are superseded, either in whole or in part as indicated:
Superseded documents Sections superseded Date when

sections are
superseded
GMRT2173 Issue Three Size of All June 2022
Vehicles and Position of Equipment
Supply
The authoritative version of this document is available at www.rssb.co.uk/standards-catalogue.
Enquiries on this document can be submitted through the RSSB Customer Self-Service Portal https://
customer-portal.rssb.co.uk/
RSSB Page 3 of 65

GMRT2173
Issue: Four
Contents
Section Description Page
Part 1 Purpose and Introduction 8

1.1 Purpose 8
1.2 Introduction 8
1.3 Approval and authorisation of this document 10
Part 2 Process to describe vehicle size 11

2.1 Defining the swept envelope 11
2.2 Determining vehicle swept envelopes 12
2.3 The lower sector 14
2.4 The upper sector 15
2.5 Use of comparator vehicle 15
2.6 Guidance on vehicle loading 16
Part 3 Equipment required to interface with the infrastructure 18

3.1 Footsteps 18
3.2 Pantographs 19
3.3 Compatibility with train detection systems 20
Part 4 Recording vehicle data for the gauging portfolio 22

4.1 Information required for creating the gauging portfolio 22
4.2 Vehicle diagram 22
4.3 Vehicle summary drawing 25
4.4 Vehicle body plan view 25
4.5 Vehicle cross sectional profiles 25
4.6 Vehicle swept envelopes 26
Part 5 Application of this document 28

5.1 Scope 28
5.2 Exclusions from scope 28
5.3 General compliance date 28
5.4 Applicability of requirements for projects already underway 28
5.5 Deviations 28
5.6 Health and safety responsibilities 28
Appendices 29
Appendix A Method of assessment for pantograph sway 29
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GMRT2173
Appendix B Guidance on T1196 - Suite of Pantograph Gauges 39

Appendix C T1109 Benchmark Suspension Characteristics 43
Definitions 60
References 64
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GMRT2173
Issue: Four
List of Figures
Figure 1: Footstep position 18
Figure 2: Vehicle diagram format 24
Figure 3: Definition of the vehicle aerodynamic forces and moments 32
Figure 4: Benchmark limit values at 4.3 m above plane of rail 36
Figure 5: Benchmark limit values at 5.3 m above plane of rail 36
Figure 6: Calculator input and export options 41
Figure 7: Example output 42
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GMRT2173
List of Tables
Table 1: Vehicle load condition 16
Table 2: Pantograph sway limit values at 4.3 m above plane of rail 19
Table 3: Pantograph sway limit values at 5.3 m above plane of rail 19
Table 4: Equivalent wind speed values 20
Table 5: Leading vehicle aerodynamic coefficient equations 33
Table 6: Trailing vehicle aerodynamic coefficient equations 34
Table 7: Required run cases 34
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GMRT2173
Issue: Four
Part 1 Purpose and Introduction

1.1 Purpose
1.1.1 This document sets out requirements for defining the swept envelope of rail vehicles
and the recording of vehicle data.
1.1.2 This document defines swept envelopes for specific equipment that is required to
interact with the infrastructure.
1.1.3 This document supports the compatibility assessment process for vehicles built in
accordance with the applicable National Technical Specification Notices (NTSNs),
and existing routes.
1.2 Introduction
1.2.1 Background
1.2.1.1 The overall gauging compatibility process includes the following aspects:
a) The safe operation of a rail vehicle on the infrastructure. This is dependent upon
maintaining adequate clearance between the vehicle and adjacent structures, and
on maintaining adequate passing clearance between the vehicle and other
vehicles operating on adjacent tracks. The adequacy of the clearances is
established by the proximity of structures or other vehicles on the route.
b) The swept envelopes of the vehicle are determined by identification of the relative
movements of the vehicle with reference to track, at various speeds and under
conditions appropriate to the route(s) on which it is to operate.
1.2.2 Key requirements

1.2.2.1 The key requirements set out in this document are:
a) Identification of the parameters that are required to define the vehicle swept
envelope containing all dynamic movements and static deflections relative to the
track of a rail vehicle or combination of vehicles, over the permitted range of
operating conditions.
b) Identification of the permissible processes by which the swept envelope can be
defined.
c) Identification of the position for specific items that are required to interact with
the infrastructure, including pantographs.
d) Identification of the position for footsteps.
e) Definition of a suitable format of the data for gauging compatibility assessment.
f) Compliance with the declared swept envelope throughout the operational life of
the vehicle or combination of vehicles.
1.2.2.2 This document defines the position of the footsteps relative to the nominal platform
position. This document does not define how the stepping distance for the
passengers to platforms on any particular route is calculated. Information pertaining
to the calculation of stepping distances is set out in RIS-8273-RST Assessment of
Compatibility of Rolling Stock and Infrastructure - Gauging and Stepping Distances.
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GMRT2173
1.2.3 Principles
1.2.3.1 The requirements of this document are based on the following principles.
1.2.3.2 This document sets out requirements that meet the characteristics of National
Technical Rules (NTRs) and are applicable to the GB mainline railway system.
Compliance with NTRs is required under the Railways (Interoperability) Regulations
2011 (as amended).
1.2.3.3 The NTRs in this document are used for the following purposes:
a) To support the NTSNs.
b) To achieve technical compatibility between:
i) Vehicles that conform to the requirements of the NTSNs, and the existing
control, command and signalling, infrastructure and/or energy subsystem(s)
or vehicles.
ii) Control, command and signalling, infrastructure and/or energy subsystem(s)
that conform to the requirements of the NTSNs, and existing vehicles.
1.2.4 Structure of this document

1.2.4.1 This document sets out a series of requirements that are sequentially numbered. This
document also sets out the rationale for the requirement, explaining why the
requirement is needed and its purpose and, where relevant, guidance to support the
requirement. The rationale and the guidance are prefixed by the letter ‘G’.
1.2.4.2 Some subjects do not have specific requirements but the subject is addressed through
guidance only and, where this is the case, it is distinguished under a heading of
‘Guidance’ and is prefixed by the letter ‘G’.
1.2.5 Related requirements in other documents

1.2.5.1 The following Railway Group Standards (RGSs) contain requirements that are
relevant to the scope of this document:
a) GERT8073 Requirements for the Application of Standard Vehicle Gauges − this
document defines standard vehicle gauges and the associated application rules
for rolling stock and infrastructure. GERT8073 also defines lower sector vehicle
gauge (LSVG).
b) GIRT7020 GB Requirements for Platform Height, Platform Offset and Platform
Width − this document sets out the nominal height for new, extended and altered
platforms.
c) GIRT7073 Requirements for the Position of Infrastructure and for Defining and
Maintaining Clearances – this document defines the lower sector infrastructure
gauge and requires the infrastructure manager to keep, maintain and make
gauging capability information and generic track quality data available to railway
undertakings and their suppliers.
d) GLRT1210 Alternating Current (AC) Energy Subsystem and Interfaces to Rolling
Stock Subsystem – this document sets out the requirements for the AC energy
system and the interfaces to rolling stock operating over the AC electrified railway.
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GMRT2173
Issue: Four
e) GLRT1212 Direct Current (DC) Energy Subsystem and Interfaces to Rolling Stock
Subsystem – this document sets out the requirements for the DC energy system
and the interfaces to rolling stock operating over the DC electrified railway.
f) GMRT2111 Rolling Stock Subsystem and Interface to AC Energy Subsystem – this
document sets out requirements for all rolling stock operating over the alternating
current (AC) electrified railway.
g) GMRT2113 Rolling Stock Subsystem and Interfaces to DC Conductor Rail Energy
Subsystem – this document defines the interface requirements to the DC
conductor rail energy system for all rolling stock operating over the DC electrified
railway.
1.2.6 Supporting documents

1.2.6.1 The following Railway Group documents support this Railway Group Standard:
a) GMGN2615 Guidance on the Conventional Rail Locomotives and Passenger
Rolling Stock NTSN – this document gives guidance on interpreting the
requirements of the Conventional Rail Locomotives and Passenger Rolling Stock
National Technical Specification Notice (CR LOC & PAS NTSN), including guidance
on gauging requirements that apply in GB.
b) GMGN2641 Guidance Note on Vehicle Static Testing – This document gives
guidance on meeting the requirements of GMRT2141 'Permissible Track Forces
and Resistance to Derailment and Roll-Over of Railway Vehicles' and BS EN
14363:2016 'Railway applications. Testing and Simulation for the acceptance of
running characteristics of railway vehicles. Running behaviour and stationary
tests' in respect of vehicle static testing.
c) RIS-2773-RST Format and Methods for Defining Vehicle Gauging Data – this
document provides a standard format for recording the vehicle data to generate a
swept envelope for the purposes of compatibility assessment when undertaking
absolute or comparative gauging. The data in this format can also be used for the
purposes of assessment against standard dynamic vehicle gauges.
d) RIS-8270-RST Route Level Assessment of Technical Compatibility between
Vehicles and Infrastructure – this document sets out requirements and
responsibilities for the assessment of technical compatibility at route level for
vehicles and infrastructure.
e) RIS-8273-RST Assessment of Compatibility of Rolling Stock and Infrastructure -
Gauging and Stepping Distances − this document sets out specific requirements
and responsibilities for the assessment of gauge compatibility and stepping
distances between rolling stock and infrastructure.
f) RIS-7016-INS Interface between Station Platforms, Track, Trains and Buffer Stops
– this document sets out requirements for the design and maintenance of station
platforms for their safe interface with trains, track and buffer stops.
1.3 Approval and authorisation of this document
1.3.1 The content of this document was approved by Rolling Stock Standards Committee
on 11 February 2022.
1.3.2 This document was authorised by RSSB on 21 April 2022.
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GMRT2173
Part 2 Process to describe vehicle size

2.1 Defining the swept envelope
2.1.1 Vehicles with established or benchmark suspensions shall have a swept envelope
determined or have compliance assessed against a standard vehicle gauge as set out
in GERT8073.
2.1.2 Vehicles without established or benchmark suspensions shall have a swept envelope
determined.
2.1.3 The swept envelope data, or confirmation of the compliance of the vehicle with the
standard vehicle gauge or comparator vehicle, shall be made available in the form of
a gauging portfolio as set out in Part 4 and is to be included in the technical file.
Rationale
G 2.1.4 The swept envelope allows gauging compatibility to be assessed.
Guidance
G 2.1.5 There are three distinct processes available for the gauging of new or modified
vehicles, with a fourth option being to use any combination of the first three:
a) Use of a standard vehicle gauge
b) Comparative gauging
c) Absolute gauging
d) Hybrid gauging.
The simplest process is to compare a vehicle with a standard vehicle gauge.
Comparative gauging compares the swept envelope of the new vehicle to an existing
vehicle to enable the new vehicle to operate over the same routes as the existing
vehicle. Absolute gauging involves comparing the vehicle swept envelope to the
measured infrastructure for a complete route. Hybrid gauging is when any
combination of the previous three processes is used.
G 2.1.6 Alternative methods can be used to determine a vehicle's swept envelope as part of
absolute gauging such as from probabilistic calculations.
G 2.1.7 The vehicle profile is defined for an upper and a lower sector with respect to the plane
of the rails.
G 2.1.8 The processes listed in G 2.1.5 are set out in RIS-8273-RST in more detail.
G 2.1.9 The benchmark suspensions are set out in Appendix C and also in RSSB Research
Project T1109 - Freight Bogie Suspension Gauging - Benchmarking.
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GMRT2173
Issue: Four
2.2 Determining vehicle swept envelopes
2.2.1 The swept envelope shall be determined relative to the nominal centreline of the
track and the plane of the rails.
2.2.2 Where the vehicle can be operated either separately or when joined to other vehicles,
the vehicle shall be considered in accordance with the requirements of this document
both individually and when forming part of a train.
2.2.3 When the vehicle only operates joined to other vehicles forming an operationally
inseparable rake, the rake as a whole and the rake as part of a train shall meet the
requirements of this document.
2.2.4 To allow for the calculation of swept envelopes for any combination of track and
operating conditions, data, as set out in 4.6 a), c) and d) shall be used.
2.2.5 The following shall be taken into account when determining the vehicle’s swept
envelope:
a) The full range of operating speeds and cant excess and deficiency for which the
vehicle has been designed
b) Aerodynamic loads experienced on the route(s) required for service caused by
ten-minute mean cross-wind speeds up to 22 m/s acting over the whole height of
the vehicle, and any higher crosswind speed limit for particularly exposed
locations, as set out in GIRT7073.
2.2.6 The range of track and rail configurations, features and track quality applicable to the
route(s) required for gauging purposes shall be obtained from the infrastructure
manager.
2.2.7 The swept envelopes shall take into account, as a minimum:
a) Tolerances in vehicle dimensions
b) Normal mass distributions and wheel loadings
c) Suspension characteristics
d) Normal variations in vehicle maintenance condition and wear
e) Vehicle cross-sectional profiles at significant planes along the vehicle length,
including all protrusions
f) Quasi-static sway, roll, drop and lift arising from steady-state curving forces (cant
deficiency and cant excess)
g) Dynamic sway, roll, drop and lift in response to short wavelength track cross-level
errors
h) Dynamic sway, roll, drop and lift in response to track irregularities
i) Static vertical displacements caused by payload variations, wheel wear, and
suspension stiffness tolerances
j) Dynamic vertical deflections of the vehicle body or frame under all conditions of
load, taking account of the factors set out in 2.2.7 i)
k) Vehicle displacements associated with likely suspension failure modes and other
relevant factors, including hard overtilt failure or other system failures where
applicable
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GMRT2173
l) Lateral and vertical vehicle overthrow on curves, including information to enable

the calculation of overthrows on curve lengths shorter than the vehicle wheel
base / bogie centres
m) Wheel-rail clearance, including flange wear, but not rail wear
n) Vehicles with unconventional wheel arrangements and / or articulation, on
continuous, reverse and compound curvature
o) Dynamic sway in response to the ten minute mean cross-wind speeds, as set out in
2.2.5 b).
2.2.8 The swept envelopes shall also indicate the area swept by pantographs where fitted,
in the lowered or locked down modes.
2.2.9 The worst case scenarios and their probabilities of occurrence shall be identified
taking account of normal and failure conditions of operation.
2.2.10 Movements that have a statistically significant probability of occurrence shall be
included in the swept envelopes.
2.2.11 When the swept envelopes are determined by vehicle dynamic calculations the
maximum movements shall be taken as:
a) the mean + 2.12 standard deviations of lateral, vertical and roll or
b) it is permitted to use an alternative methodology to the mean + 2.12 standard
deviation method described in GMRT2173, provided that it can be demonstrated
to offer an equivalent or improved level of accuracy.
2.2.12 Dynamic models used to derive movements and displacements for vehicle swept
envelopes shall be validated to a level appropriate for the level of gauging risk.
Rationale
G 2.2.13 The vehicle swept envelope allows gauging compatibility to be assessed.
G 2.2.14 There are various external factors to be included in the creation of a vehicle swept
envelope.
G 2.2.15 In the development of vehicle swept envelopes, the statistically significant deflections
and movements are calculated.
G 2.2.16 The worst cases will not necessarily be failure cases or occur at maximum speed, and
may be different for various speeds.
G 2.2.17 The track and rail configurations, features and quality are provided by the
infrastructure manager so that the developed vehicle swept envelopes are relevant to
the route(s) for which they are generated.
G 2.2.18 The vehicle swept envelopes capture statistically significant movements generated by
the vehicle over representative track. The requirements to generate swept envelopes
no longer mandate the use of mean + 2.12 standard deviations to allow the use of
other calculation methods to generate the swept envelopes.
Guidance
G 2.2.19 All infrastructure positional tolerances and allowances for rail wear are included in the
calculation of clearances set out in GIRT7073.
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GMRT2173
Issue: Four
G 2.2.20 An industry-agreed process for recording the data and the associated level of detail
required is set out in RIS-2773-RST.
G 2.2.21 A set of track irregularity files, named 'Track for Gauging' (TfG) can be obtained from
Network Rail.
G 2.2.22 Swept envelopes are not mandatory when demonstrating compatibility with a
standard vehicle gauge. However, where swept envelopes are used to demonstrate
compliance with standard vehicle gauges, the requirements apply as for absolute
gauging.
G 2.2.23 Where compatibility is shown by compliance to a standard vehicle gauge, the rules for
the appropriate gauge are set out in GERT8073.
G 2.2.24 The swept envelope can be determined by calculations, dynamic simulations,
experiments or tests.
G 2.2.25 It is good practice to ensure that the process and level of accuracy achieved is
appropriate for the level of clearance to be determined (such as normal, reduced or
special reduced), and this may vary for different locations along the route.
G 2.2.26 GMRT2173 Issue Three and earlier issues of this document have set out the use of
mean + 2.12 standard deviations to calculate the maximum movements to determine
the vehicle's swept envelope.
G 2.2.27 Hybrid gauging is used, when appropriate, as an alternative to using a single defined
process to demonstrate gauge compatibility. This is set out in RIS-8273-RST.
G 2.2.28 GIRT7073 sets out requirements for the calculations of aerodynamic loads
experienced on the routes as per 2.2.5 b).
G 2.2.29 GMGN2641 contains guidance for vehicle testing and MBS model validation.
2.3 The lower sector
2.3.1 For a new build or a new design of vehicle (i.e. not registered on the Rolling Stock
Library in R2) not using an established or benchmark suspension, the swept envelope
of the vehicle in the lower sector shall remain within the LSVG, as set out in
GERT8073.
2.3.2 For a new build or a new design of vehicle, either of which uses established or
benchmark suspensions, the swept envelope of the vehicle in the lower sector shall
remain within either the LSVG or W6a lower gauge.
2.3.3 It is permissible to demonstrate compliance with W6a lower gauge without the use of
a swept envelope for vehicles with an established or benchmark suspension, as set out
in GERT8073.
2.3.4 New equipment fitted to existing vehicles which affects the swept envelopes shall
remain within the LSVG or the existing vehicle’s stated lower gauge, such as W6a.
2.3.5 In a failure mode, such as suspension failure, it is permissible to exceed the LSVG and
clearance requirements are set out in GIRT7073.
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GMRT2173
Rationale
G 2.3.6 The LSVG includes any elements (components) of the swept envelope that go below a
height of 1100 mm measured from the plane of the rails, and has been shown to be
compatible with a large majority of route sections on the mainline network.
Guidance
G 2.3.7 Parts of the swept envelope which exceed the LSVG may also be shown to be
compatible by comparison with appropriate upper gauges (where applicable),
comparison with other vehicles or by absolute gauging as set out in RIS-8273-RST.
G 2.3.8 An example of parts of the swept envelope which exceed the LSVG, as described in
G 2.3.7, can include passenger footsteps.
G 2.3.9 Further information on the interface between the upper and lower sectors, and
established suspension are set out in GERT8073.
2.4 The upper sector
2.4.1 The swept envelope for the upper sector shall include any parts of the vehicle that
could go above 1100 mm measured from the plane of the rails.
2.4.2 Any part of the swept envelope below 1100 mm measured from the plane of rails
shall be subject to the lower sector requirements in 2.3, unless it can be demonstrated
that the swept envelope is compatible by compliance with an appropriate upper
gauge, or by absolute gauging.
Rationale
G 2.4.3 Any part of the vehicle above 1100 mm measured from the plane of the rails is
considered to be part of the vehicle's upper sector for inclusion in the development of
the swept envelope.
Guidance
G 2.4.4 An example of an appropriate upper gauge is the W6a upper gauge, which is defined
down to 1000 mm measured from the plane of rails.
2.5 Use of comparator vehicle
2.5.1 The methodology used to determine the swept envelope of the comparator vehicle(s)
shall be the same as that used for the candidate vehicle, or shall be demonstrated to
be equivalent.
2.5.2 The vehicle loading condition of the candidate vehicle shall be compared to that of
the comparator vehicle(s) to ensure that the gauging risks of the two are comparable.
2.5.3 The candidate vehicle in normal operational mode shall not be compared to a
comparator vehicle in any degraded or failure mode.
2.5.4 Where elements of the swept envelopes for the candidate vehicle fall outside those of
the comparator vehicle, each individual excursion shall be documented in the gauging
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GMRT2173
Issue: Four
portfolio, and identified in the Technical File for subsequent evaluation of the
consequences under the gauging compatibility process.
Rationale
G 2.5.5 Comparative gauging is where a vehicle's swept envelope is compared against the
swept envelope for another vehicle(s) that is / are currently accepted for operation on
the same route.
Guidance
G 2.5.6 More information on selecting a comparator vehicle is set out in RIS-8273-RST.
G 2.5.7 RIS-8273-RST also sets out information related to the evaluation of consequences
under the gauging compatibility process.
2.6 Guidance on vehicle loading
Guidance
G 2.6.1 BS EN 15663:2017 sets out definitions for mass and vehicle load conditions.
G 2.6.2 The terms 'tare', 'laden', and 'crush' are defined terms.
G 2.6.3 Table 1 is a summary of terms used for vehicle load conditions in this document and
BS EN 15663:2017.
GMRT2173 Issue Four BS EN 15663:2017 Definition

Vehicle "as built" without
- Dead mass
consumables and staff
Dead mass + design
Tare Mass in working order
consumables
Mass under normal Design mass in working
Laden
payload order + payload
Design mass in working
Mass under exceptional
Crush order + exceptional
payload
payload
Table 1: Vehicle load condition
G 2.6.4 Generally, a laden vehicle with a higher centre of gravity will result in a larger swept
envelope compared to a vehicle in tare.
G 2.6.5 Wagons carrying empty containers will have an impact on the deck height and centre
of gravity.
G 2.6.6 Wagons carrying empty containers could be more susceptible to increased roll due to
wind loads, caused by the increase in the height of centre of gravity and the reduced
mass compared to laden containers.
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GMRT2173
G 2.6.7 Consideration is given for wagons that are carrying empty containers on one end of
the wagon, as this can also have an impact on the wagon's response to gales.
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GMRT2173
Issue: Four
Part 3 Equipment required to interface with the infrastructure

3.1 Footsteps
3.1.1 The static step position relative to the nominal platform shall not exceed the
parameters defined in Figure 1 for platforms on curves with radii down to 160 m.
Figure 1: Footstep position
* Dimensions are worst-case maxima and shall be minimised as far as practicable.

** Maximum overlap allowable for platforms on curves down to 160 m radius.
Rationale
G 3.1.2 This requirement allows passengers to step safely on to the train from a station
platform and vice versa, by ensuring that the step is not too high or far away from a
platform.
G 3.1.3 GIRT7073 sets out clearance requirements and is relevant in determining clearances
to footsteps that are not retractable.
Guidance
G 3.1.4 The box represents the limiting area within which the front edge of the step can be
positioned, relative to the nominal platform design position for all curve radii down to
160 m, when the train is stationary.
G 3.1.5 Industry practice is to not include track cant when assessing the footstep position.
G 3.1.6 The horizontal step gap can be reduced by making maximum use of step oversail of
the platform by up to 50 mm for platforms on curves.
G 3.1.7 Retractable footsteps that exceed the 50 mm limit are interlocked to prevent the
vehicle from moving with the steps in the extended position.
G 3.1.8 The dimensions for a nominal platform design position are set out in GIRT7020.
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GMRT2173
G 3.1.9 Additional guidance on deployable gap fillers is provided in RIS-8273-RST.
3.2 Pantographs
3.2.1 The pantograph sway displacement relative to the centreline of the track shall be
assessed against the benchmark limit values, as set out in Table 2 and Table 3.
3.2.2 Trains designed to operate at cant deficiency values higher than 150 mm and at
speeds higher than permissible speed shall have pantograph sway values which do
not exceed the benchmark values applicable at 150 mm of cant deficiency.
3.2.3 The method that shall be used to determine the pantograph sway values for
comparison with Table 2 and Table 3 is set out in Appendix A.
Wind Speed Cant Deficiency (mm)
(m/s)
0 25 50 75 100 125 150 >150
22 166 166 180 190 200 208 216 216
17 145 145 160 174 184 195 203 203
15 137 137 151 166 179 189 199 199
10 112 112 131 149 164 176 187 187
No wind 77 77 100 121 144 159 171 171
Table 2: Pantograph sway limit values at 4.3 m above plane of rail
Wind Speed Cant Deficiency (mm)

(m/s)
0 25 50 75 100 125 150 >150
22 198 198 214 227 239 250 260 260
17 172 172 189 207 220 233 244 244
15 161 161 178 196 213 226 238 238
10 131 131 155 176 194 210 223 223
No wind 90 90 117 143 169 187 203 203
Table 3: Pantograph sway limit values at 5.3 m above plane of rail
Rationale
G 3.2.4 By assessing against the benchmark limit values, which have been agreed with
industry, there is an agreed approach to calculating pantograph sway.
Guidance
G 3.2.5 The pantograph sway displacements relative to the centreline of the track set out in
Table 2 and Table 3 are calculated using the wind speed, as defined in the UK
National Annex to BS EN 1991-1-4:2005+A1:2010, at the location of the site,
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corrected by a reference height factor of 0.793. Pantograph sway limit values are
determined using only the corrected wind speed and the average cant deficiency at
the site.
G 3.2.6 The equivalent values for wind speed set out in BS EN 1991-1-4 2005, Eurocode 1,
Wind Actions are shown in Table 4.
Wind speed values in 10.0 12.0 14.0 15.0 16.0 17.0 18.0 20.0 22.0
Tables 2 and 3 (m/s)
BS EN 199-1-4 wind 12.6 15.1 17.7 18.9 20.2 21.4 22.7 25.2 27.7
speed (m/s)
Table 4: Equivalent wind speed values
G 3.2.7 The wind speeds set out in Table 2 and Table 3 have no relevance for trains passing in
tunnels. The pressure pulse due to trains passing is considered to have a negligible
effect on pantograph sway.
G 3.2.8 Sway values can be linearly interpolated for intermediate heights.
G 3.2.9 RSSB Research Project, T1196 - Suite of Pantograph Gauges, to define a series of
infrastructure gauges for pantographs to accommodate the parameters defined in
Railway Group Standards and European Standards (ENs), for use on GB mainline
railways has been completed and information on this project is set out in Appendix B.
3.3 Compatibility with train detection systems
3.3.1 The following limiting vehicle dimensions shall be achieved:

a) Maximum spacing between adjacent axles of 17.51 m
b) Minimum bogie axle spacing of 1.6 m
c) Minimum axle spacing for non-bogied vehicles of 2.6 m
d) Maximum axle spacing for non-bogied vehicles of 11 m.
3.3.2 Where a vehicle has an overhang dimension greater than 3.226 m, the circumstances
shall be risk assessed to confirm that the hazard of a safety margin of less than
1.654 m is suitably managed.
Rationale
G 3.3.3 The dimensions set out in 3.3.1 are specified to enable the rolling stock to achieve
technical compatibility with legacy train detection infrastructure.
G 3.3.4 Rolling stock with a vehicle overhang length exceeding 3.226 m will result in a safety
margin that is less than the reference system safety margin of 1.654 m. Risk
assessment is used to confirm that a reduced safety margin is acceptable.
Guidance
G 3.3.5 The requirements for legacy train detection systems are set out in GKRT0028.
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G 3.3.6 RIS-0728-CCS sets out information on the operation of rolling stock with
infrastructure-based train detection systems.
G 3.3.7 Some guidance from RIS-0728-CCS is as follows:
a) A clearance point dimension of 4.88 m is used on GB infrastructure.
b) A vehicle overhang of 3.226 m will result in a safety margin of 1.654 m.
c) A vehicle with an overhang value of 4.2 m (the maximum value set out in the CCS
NTSN) will result in a safety margin of 0.68 m.
G 3.3.8 Clause G 2.1.9 of RIS-0728-CCS Issue 1.1 states:
Where a planned change to the railway has the potential to reduce the safety
margin, either of the following can be used in the application of the common safety
method on risk evaluation and assessment (CSM RA) as controls against the hazard
of a vehicle obstructing the fouling point:
a) The historic value of 1.654 m can be applied as a reference system.
b) A reduced safety margin can be justified through explicit risk
estimation.
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Part 4 Recording vehicle data for the gauging portfolio

4.1 Information required for creating the gauging portfolio
4.1.1 The documentation containing the vehicle data to generate the swept envelope, or
confirmation of the compliance of the vehicle with the standard vehicle gauge or
comparator vehicle, shall be made available in the form of a gauging portfolio.
4.1.2 The gauging portfolio shall include:
a) A vehicle diagram, giving an overview of the vehicle concerned
b) A vehicle profile summary drawing, identifying the location of the body plan view
and cross-sectional profiles
c) Vehicle body plan view
d) Vehicle cross-sectional profiles, (for absolute and comparative gauging only)
e) Data for the calculation of swept envelopes for each significant track
configuration and location relevant to the route(s) along which the vehicle is
expected to operate, (for absolute and comparative gauging only)
f) Details of the validation process of the swept envelope model, including the
revision / issue status of the data, (for absolute and comparative gauging only)
g) Details of any approved deviations specific to gauging
h) Reference to the specific track files used.
Rationale
G 4.1.3 A gauging portfolio provides interested parties consistent information regarding the
gauge of a vehicle.
Guidance
G 4.1.4 RIS-2773-RST issue two sets out methods for recording items d) and e) in 4.1.2.
G 4.1.5 Further requirements for the list in 4.1.2 are set out in 4.2 to 4.6.
G 4.1.6 It is good practice for drawings, documents to have unique identification reference
numbers.
4.2 Vehicle diagram
4.2.1 The vehicle diagram shall clearly identify the name of the vehicle manufacturer, the
vehicle class and any additional distinguishing marks.
4.2.2 The vehicle diagram shall comprise a plan, a side and an end elevation of each
vehicle. It shall include the principal dimensions on each elevation.
4.2.3 The dimensions on the vehicle diagram shall include, at least:
a) The maximum body length over body ends
b) The body length over buffers and / or couplers
c) The maximum overhangs of the body outboard of the bogie pivots or axle centres
d) The maximum body width
e) The bogie pivot spacings or, for two axle vehicles, the axle centres
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f) The bogie wheelbase(s)

g) The nominal wheel diameter(s)
h) The door positions
i) The footstep positions
j) The pantograph (where present) positions.
4.2.4 The diagram shall also include a summary of operating characteristics and features
of the vehicle that affects its swept envelope.
Rationale
G 4.2.5 The vehicle diagram includes important information related to the vehicle's
dimensions and key features that will affect its swept envelope.
Guidance
G 4.2.6 Examples of key features of the vehicle include:
a) Maximum design speed in tare and laden load conditions (and in the deflated air–
suspension condition, if applicable)
b) Maximum design cant deficiency
c) The presence of tilting mechanisms
d) The type of suspension
e) Coupler type
f) An indication of the standard vehicle gauge or comparator vehicle against which
the swept envelopes have been determined, where appropriate.
G 4.2.7 An example illustration of the format of the vehicle diagram is shown in Figure 2.
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Figure 2: Vehicle diagram format
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4.3 Vehicle summary drawing
4.3.1 The vehicle summary drawing, comprising a plan, a side and an end elevation, shall
contain the following information:
a) The location of the reference datum point(s) longitudinally, laterally and vertically
b) The location of each longitudinal and lateral profile, cross-referenced to the
appropriate drawing of that profile.
Rationale
G 4.3.2 The vehicle summary drawing provides an overview of information related to the
vehicle's dimensions.
Guidance
G 4.3.3 Where additional information is provided, additions to the summary drawing can be
beneficial to the gauging calculations.
4.4 Vehicle body plan view
4.4.1 The body plan view shall contain dimensions of the vehicle and give sufficient detail
to clearly define the longitudinal and lateral profiles.
4.4.2 Details that define the limits of the swept envelope shall be included.
4.4.3 The vertical location of each profile shall be clearly stated and cross-referenced with
the associated vehicle summary drawing.
Rationale
G 4.4.4 The vehicle body plan view shows information related to the vehicle's dimension as
viewed from above.
Guidance
G 4.4.5 A non-exhaustive list of examples of elements that can affect the swept envelope
include:
a) Body end tapers
b) Roof equipment
c) End profiles, including noses
d) Door indicators
e) Bodyside cameras.
4.5 Vehicle cross sectional profiles
4.5.1 The cross-sectional profiles shall contain dimensions of the vehicle and give sufficient
detail to clearly define the cross-sectional profile at significant points along the
length of the vehicle. Separate drawings showing sections through the vehicle at
these locations shall be provided.
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4.5.2 Details that define the limits of the swept envelope, such as footsteps, yaw damper
brackets, roof equipment (including pantographs) and nose end profiles shall be
included.
4.5.3 The longitudinal location of each profile shall be clearly stated and cross-referenced
with the associated vehicle summary drawing.
Rationale
G 4.5.4 The vehicle cross sectional profiles show information on the vehicle's dimensions and
features when viewed along the longitude.
G 4.5.5 The movements for each cross sectional profile are affected by its longitudinal
position along the vehicle body.
Guidance
G 4.5.6 It is good practice for the vehicle drawings and cross-sectional profiles to contain the
same level of detail defined in the RIS-2773-RST VGD workbook.
4.6 Vehicle swept envelopes
4.6.1 Data shall be provided which allows the calculation of swept envelopes for any
combination of track and operating conditions, as set out in 2.2 and 4.6.2 a), c) and
d).
4.6.2 The vehicle cases considered shall include:
a) All vehicle types and variants.
b) For units operating in multiple it is permissible to consider the single vehicle
presenting the largest profile in all respects, or a composite vehicle gauge
representing the aggregate of the most significant features of all vehicle types
and variants in a formation.
c) Normal operating conditions, including at least:
i) Tare and laden load conditions
ii)Additional cases, where appropriate, for example, freight vehicles carrying
empty containers.
d) Appropriate combinations of failure modes and extreme conditions, including
where applicable:
i) Deflated air suspension systems
ii) Tilt failure modes
iii) Active suspension system failures
iv) Crush loading
v) Failures of other vehicle systems, which are capable of influencing the size
of the vehicle swept envelopes.
4.6.3 The data provided for swept envelope calculation shall describe the statistical
properties of all dynamic movements, static deflections and overthrows that may
reasonably be expected to occur under the vehicle's respective combination of track
and environmental conditions.
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4.6.4 The vehicle lateral, vertical and roll movements shall be derived.
4.6.5 The operating conditions and features shall be clearly referenced, and the related
track and operating conditions shall be identified.
Rationale
G 4.6.6 Multiple inputs are used as part of the calculations to generate a vehicle swept
envelope.
Guidance
G 4.6.7 Swept envelopes are not mandatory when demonstrating compatibility with a
standard vehicle gauge.
G 4.6.8 The lateral, vertical, and roll movement data are used in the RIS-2773-RST workbook.
G 4.6.9 Mean and standard deviation are examples of statistical properties that describe the
vehicle swept envelope.
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Part 5 Application of this document

5.1 Scope
5.1.1 The requirements of this document shall apply to all new and existing vehicles when
the swept envelope of the vehicle is being determined.
5.1.2 The requirements of this document shall apply to all work that affects the swept
envelope of the vehicle whether new or an alteration.
5.2 Exclusions from scope
5.2.1 The requirements in this document are not applicable to on-track plant (OTP) .
5.2.2 There are no other exclusions from the scope specified in 5.1.
5.3 General compliance date
5.3.1 The requirements in this document enter into force from 4 September 2022.
5.4 Applicability of requirements for projects already underway
5.4.1 The Office of Rail and Road can be contacted for clarification on the applicable
requirements where a project seeking authorisation for placing into service is already
underway when this document enters into force.
5.5 Deviations
5.5.1 Where it is considered not reasonably practicable to comply with the requirements of
this document, permission to comply with a specified alternative should be sought in
accordance with the deviation process set out in the Railway Group Standard Code.
5.5.2 In the case where NTSN compliance is required for a new, renewed or upgraded
vehicle or structural subsystem, the exemption process to be followed is set out in the
Railways (Interoperability) Regulations 2011 (as amended).
5.6 Health and safety responsibilities
5.6.1 Users of documents published by RSSB are reminded of the need to consider their
own responsibilities to ensure health and safety at work and their own duties under
health and safety legislation. RSSB does not warrant that compliance with all or any
documents published by RSSB is sufficient in itself to ensure safe systems of work or
operation or to satisfy such responsibilities or duties.
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Appendices
Appendix A Method of assessment for pantograph sway
A.1 Basic principle
A.1.1 The pantograph sway shall be calculated using a multi-body simulation (MBS) model
for the pantograph vehicle travelling at up to maximum speed on straight track over
a range of installed cants ranging between 0 mm to the maximum cant deficiency.
A.1.2 The pantograph sway calculations shall be repeated to include the effects of a range
of ten minute mean cross-wind speeds (10 m/s, 15 m/s, 17 m/s and 22 m/s) and the
results included within the gauging portfolio for the vehicle.
A.1.3 The pantograph sway values of the candidate vehicle shall be equal to or lower than
the benchmark vehicle values for both the 22 m/s mean wind speed and the no wind
case.
Rationale
G A.1.4 The method of assessment is based on a comparison between the pantograph sway
values of the candidate vehicle and those of benchmark vehicles with a safe history
of operation in GB.
Guidance
G A.1.5 The intermediate mean cross-wind results are for information only, except as
permitted in A.2.13.
A.2 Dynamic simulation

A.2.1 Vehicle model
A.2.1.1 An MBS model of the candidate pantograph vehicle shall be set up in the loading
condition that leads to the largest pantograph sway.
A.2.1.2 The dynamic model shall be set up with nominal suspension stiffness parameters.
A.2.1.3 The dynamic model shall be validated against full-scale test data to the same level
comparable to that used for the model used for generating the vehicle’s swept
envelope.
Rationale
G A.2.1.4 It is important to determine the worst case loading condition to make sure the sway
movements are not underestimated. The benchmark vehicle models represent the
nominal suspension stiffness parameters so, to maintain a fair comparison, the
candidate vehicle model is set up in the same way.
A.2.2 Track irregularity files (track roughness)
A.2.2.1 The TfG track irregularity files shall be used.
A.2.2.2 All of the track quality speed bands up to the maximum operating speed of the
vehicle shall be used.
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Rationale
G A.2.2.3 The benchmark vehicle limits are validated for the versions of the TfG files set out in
the references section of this document.
G A.2.2.4 All of the different speed bands are used to determine the worst-case speed as it is
not always the highest speed that produces the worst case.
Guidance
G A.2.2.5 The files consist of 20 km of track recording car data segments with lateral and
vertical alignment standard deviation levels that are at the maintenance intervention
level for the appropriate line speed.
A.2.3 Track design files (installed cant)
A.2.3.1 The track design files shall consist of straight track for the entire length with a
suitable transition into the required level of installed cant.
A.2.3.2 Separate files shall be used for each level of installed cant in steps of 25 mm from
0 mm to 150 mm.
Rationale
G A.2.3.3 Transitions are required for the cant input to avoid unrealistic dynamic movements at
the start of the simulation.
A.2.4 Contact conditions
A.2.4.1 The wheel profile shall be the design profile that is to be used for the candidate
vehicle.
A.2.4.2 The rail profile shall be a design BR113A inclined at 1 in 20.
A.2.4.3 The nominal track gauge shall be 1435 mm.
A.2.4.4 The flange back spacing shall be 1360 mm.
A.2.4.5 The wheel to rail coefficient of friction shall be 0.3 for all contact points.
Rationale
G A.2.4.6 Use of design wheel-rail contact conditions is consistent with the benchmark limits.
Guidance
G A.2.4.7 Examples of wheel profiles that can be used include P8, P12, or S1002.
A.2.5 Vehicle speed
A.2.5.1 The simulations shall be made for speeds from 100 km/h up to the maximum
operating speed of the vehicle to determine the vehicle speed that leads to the
highest pantograph sway.
A.2.5.2 The relevant vehicle speed shall be used for each TfG file.
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Rationale
G A.2.5.3 A range of speeds is required to determine the worst case for pantograph sway which
is not always the maximum speed, as the track input is larger at lower speeds.
A.2.6 Wind modelling
A.2.6.1 The simulations shall be made:
a) Without wind loads (no wind).
b) With wind loads on the vehicle generated by mean wind speeds of 10 m/s, 15 m/s,
17 m/s and 22 m/s. These wind loads consist of a horizontal side force, a vertical
lift force and a rolling moment.
A.2.6.2 The wind loads shall be calculated from the aerodynamic force and moment
coefficients as follows:
va2 = vw2 + vtr2
and
β = tan-1 ( )
vw
vtr
Forces F (β ) = 0.5 ⋅ ρ ⋅ A ⋅ va2 ⋅ C F (β )
Moment M x (β ) = 0.5 ⋅ ρ ⋅ A ⋅ H ⋅ va2 ⋅ CMx (β )
Where:
vw Mean wind speed at a wind angle of 90° to track (m/s).
vtr Train speed (m/s).
va Resultant wind speed relative to train (m/s).
F Aerodynamic side or lift force (N).
Fy Aerodynamic side force at the centre of gravity of the

secondary sprung mass (N).
Fz Aerodynamic lift force at the centre of gravity of the

secondary sprung mass (N).
Mx Aerodynamic rolling moment at the plane of rail about the

track centreline (Nm).
ρ Density of air (1.225 kg/m3).
A Vehicle side area (m2) as defined in GMRT2142.
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H Mean longitudinal roof height (m) as defined in

GMRT2142.
Z cgs Height of the vehicle secondary sprung mass above the

plane of rail (m).
CMx (β ) Aerodynamic rolling moment coefficient at the plane of

rail about the track centreline.
C F (β ) Aerodynamic side force coefficient acting at the centre of

gravity height, Z cgs , or lift force coefficient acting through
the centre of gravity of the vehicle's secondary sprung
mass at yaw angle β.
β Resultant wind angle relative to the train (rad), (also called

'yaw angle').
A.2.6.3 Mx shall be transformed to the vehicle secondary sprung mass centre of gravity (see
Figure 3). The modified moment about the secondary mass centre of gravity, M x′ , is
given by: M x′ = M x − F y ⋅ Z cgs
A.2.6.4 The aerodynamic forces and moment shall be applied to the vehicle body as a side
force, a lift force and a roll moment.
A.2.6.5 The calculated forces and moment shall be constant and applied for the whole length
of the analysis.
Figure 3: Definition of the vehicle aerodynamic forces and moments
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Rationale
G A.2.6.6 The defined wind loads and method of analysis are consistent with the benchmark
limits.
A.2.7 Aerodynamic coefficient data
A.2.7.1 The values for side force, CFy , lift force, CFz, and rolling moment coefficients, CMx, for
streamlined, intermediate and unstreamlined leading and trailing vehicles (as defined
in GMRT2142) shall be determined from Tables 5 and 6, unless more accurate values
of the aerodynamic coefficients for the candidate vehicle are obtained from specific
wind tunnel tests, or are inferred from existing data for aerodynamically similar
vehicles.
Note: x = β/100 Yaw angle range
Roof cross sectional profile 10° ≤ β ≤ 40°
Streamlined CFy(β) = -7.5604x3 + 4.3109x2 + 0.8435x

CFz(β) = 0.6353x3 + 2.0957x2 + 0.2292x
CMx(β) = -10.792x3 + 7.4326x2 - 0.355x
Intermediate CFy(β) = -12.336x3 + 6.9201x2 + 1.2616x

CFz(β) = -13.447x3 + 9.1138x2 - 0.15x
CMx(β) = -6.983x3 + 3.8216x2 + 0.6458x
Unstreamlined CFy(β) = -6.4877x3 + 5.4248x2 + 1.4715x

CFz(β) = -12.193x3 + 7.2087x2 + 0.2096x
CMx(β) = -5.5768x3 + 3.6228x2 + 0.8594x
Table 5: Leading vehicle aerodynamic coefficient equations
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Note: x = β/100 Yaw angle range

Roof cross sectional profile 10° ≤ β ≤ 40°
Streamlined CFy(β) = -0.372x3 + 2.037x2 + 0.3786x

CFz(β) = -0.6594x3 + 1.5087x2 + 0.4022x
CMx(β) = 1.6437x3 - 0.9359x2 + 0.4782x
Intermediate CFy(β) = -8.1537x3 + 5.7138x2 + 0.2396x

CFz(β) = 2.6367x3 - 1.1915x2 + 0.9766x
CMx(β) = -4.3581x3 + 2.7885x2 + 0.2208x
Unstreamlined CFy(β) = -4.8658x3 + 4.0686x2 + 1.1036x

CFz(β) = -9.1446x3 + 5.4065x2 + 0.1572x
CMx(β) = 4.206x3 + 2.7313x2 + 0.6442x
Table 6: Trailing vehicle aerodynamic coefficient equations
Rationale
G A.2.7.2 The defined coefficients are consistent with the benchmark limits.
A.2.8 Matrix of run cases
A.2.8.1 The pantograph sway shall be assessed with the vehicle running in both directions
(pantograph leading and trailing).
A.2.8.2 Where the candidate vehicle’s maximum permitted cant deficiency is less than
150 mm, then only cant deficiency values up to the maximum shall be assessed.
A.2.8.3 The run cases set out in Table 7 shall be undertaken.
Train speed Cant deficiency (mm)
From 100 km/h (on 60 mph TfG file) up 0, 25, 50, 75, 100, 125, 150
to the train's maximum operating speed
Table 7: Required run cases

A.2.8.4 Linear interpolation shall be used on the benchmark values in Tables 2 and 3 to
determine the limit where the vehicle's maximum cant deficiency is not one of the
listed values (for example 110 mm).
Rationale
G A.2.8.5 The pantograph sway assessment is undertaken in both directions to ensure that the
worst case conditions are captured.
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A.2.9 Required predictions

A.2.9.1 The pantograph lateral displacements relative to the centreline of the track shall be
determined at the centre position of the pantograph head on the vehicle.
A.2.9.2 The pantograph sway time-histories over the 20 km track file shall be recorded for the
leading and trailing positions at two different heights for all of the simulation runs.
A.2.9.3 The pantograph displacement outputs that shall be produced are:
a) Pantograph lateral displacement relative to centreline of track at 4.3 m above
plane of rail – pantograph leading
b) Pantograph lateral displacement relative to centreline of track at 4.3 m above
plane of rail – pantograph trailing
c) Pantograph lateral displacement relative to centreline of track at 5.3 m above
plane of rail – pantograph leading
d) Pantograph lateral displacement relative to centreline of track at 5.3 m above
plane of rail – pantograph trailing.
Rationale
G A.2.9.4 These values are required for comparison with the benchmark limits.
A.2.10 Post-processing
A.2.10.1 For each simulation, the following statistics shall be output for all four pantograph
positions set out in A.2.9.3:
a) Mean
b) Standard deviation
c) Mean + 2.12 standard deviations.
A.2.10.2 Any transition length required to enable the vehicle model to traverse onto the
constant installed cant and to settle after the wind force has been applied, shall be
omitted from the statistics post-processing.
Rationale
G A.2.10.3 These values are required for comparison with the benchmark limits.
A.2.11 Benchmark limit values
Guidance
G A.2.11.1 The benchmark limit values are shown graphically in Figures 4 and 5 for illustrative
purposes. The tabulated limit values are set out in Tables 2 and 3.
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Figure 4: Benchmark limit values at 4.3 m above plane of rail
Figure 5: Benchmark limit values at 5.3 m above plane of rail

A.2.12 Comparison of pantograph sway
A.2.12.1 The largest calculated values of the mean + 2.12 standard deviations pantograph
sway values for the candidate vehicle shall be compared with the benchmark limit
values set out in 3.2.
Rationale
G A.2.12.2 The benchmark limit values are based on vehicles with a safe history of application in
GB.
Guidance
G A.2.12.3 The candidate vehicle meets the pantograph sway requirements and is compatible
with the generic characteristics of the GB mainline railway when the candidate
vehicle's pantograph sway values are less than or equal to the 22 m/s mean wind
speed and the No Wind benchmark limit values set out in Tables 2 and 3.
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A.2.13 Limited compatibility for less wind exposed routes

A.2.13.1 Where the candidate vehicle shall not be operating over routes exposed to the
highest wind speeds, compliance can be demonstrated to one of the lower mean wind
speed benchmark limit lines (17 m/s, 15 m/s or 10 m/s). This will limit the vehicle to
only operate over routes that are subjected to the chosen lower wind speed.
A.2.13.2 The applicable wind speed for a given route shall be determined by applying a
reference height correction factor of 0.793 to the values of wind speed, vb,map, given
in Figure NA.1 in the National Annex (NA) to BS EN 1991-1-4:2005. In addition, a
correction for route altitude shall be applied as detailed in NA.2.5.
Rationale
G A.2.13.3 Some routes are less exposed to strong winds than others.
A.2.14 Comparative pantograph sway assessment using other existing vehicles
A.2.14.1 It is permissible to compare the pantograph sway with an existing pantograph vehicle
operating on a specific route.
A.2.14.2 The existing vehicle shall be shown to be suitable using a process equivalent to that
described for comparative gauging in RIS-8273-RST.
A.2.14.3 The existing vehicle shall have operated on the route without any incidents of
dewirement, collision with overhead line equipment infrastructure or electrical
flashover, which have been attributed to excessive pantograph sway.
A.2.14.4 In this case, pantograph sway values for the existing vehicle operating on the chosen
route shall be calculated according to the methodology set out in this Appendix,
together with those for the candidate vehicle.
A.2.14.5 The largest calculated values of the mean + 2.12 standard deviations for the
pantograph sway values for the candidate vehicle shall be compared with the largest
calculated values for the existing pantograph vehicle.
A.2.14.6 The candidate vehicle shall be deemed to meet the pantograph sway requirements to
run over the specific route only if the candidate vehicle pantograph sway values at
each value of cant and applicable maximum wind speed are less than or equal to the
corresponding values of the existing pantograph vehicle.
Rationale
G A.2.14.7 Comparison with an existing comparator vehicle is an alternative method that may
be useful for a specific route.
A.2.15 Candidate vehicle characteristics
A.2.15.1 The following shall be taken into account when assessing the candidate vehicle when
declaring the pantograph sway:
a) The pantograph head profile complies with the LOC & PAS NTSN - 4.2.8.2.9.2.1
which specifies: EN 50367:2012 - 5.3.2.2, UK specific case 'P' Annex B.2, Fig B.6
Note: Note 3 in Figure B.6 of EN 50367:2012 may be disregarded for the
purposes of calculating pantograph sway in accordance with this RGS.
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b) The pantograph structure is considered to be rigidly fixed to the vehicle body and
lateral flex can be ignored
c) The pantograph head is considered to be rigid, and roll or skew due to uplift forces
can be ignored
d) The longitudinal position of the pantograph head is nominally above one of the
bogie pivot centres, so overthrow effects on curves can be ignored.
A.2.15.2 Any additional movements and novel features of the candidate vehicle shall also be
taken into account when declaring the pantograph sway.
Rationale
G A.2.15.3 The benchmark pantograph sway limits are based on vehicles having the
characteristics set out in A.2.15.1.
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Appendix B Guidance on T1196 - Suite of Pantograph Gauges

B.1 Background and Aim
Guidance
G B.1.1 A multitude of static pantograph gauges exist, having been used for different
electrification schemes in GB.
G B.1.2 RSSB Research Project T1196 established a series of infrastructure gauges for
pantographs to accommodate the parameters defined in Railway Group Standards
and European Standards (ENs), for use on GB mainline railways.
Note: RSSB Research Project T1196 was undertaken with "Development of a Suite of
Pantograph Gauges" as its working title. Following discussions at V/S SIC, it was
determined that "infrastructure gauge for pantographs" is a more suitable term for the
outputs of T1196 and this term will be used in the contents of this appendix.
G B.1.3 The T1196 review evaluated the following five pantograph gauges:
a) Route Wide Gauges:
i) Network Rail Pantograph Gauges
ii) British Rail Pantograph Gauges
b) Project Specific:
i) Edinburgh Glasgow Improvement Programme Gauge
ii) West Coast Route Modernisation Gauge
iii) Great Western Electrification Programme Gauge.
G B.1.4 From the review of gauges, the development of the infrastructure gauges for
pantographs included the following factors:
a) Final contact wire height
b) Static contact wire height
c) OLE vertical tolerances
d) Contact wire wear
e) Uplift
f) Contact wire stagger
g) Installed cant.
G B.1.5 The developed infrastructure gauges for pantographs incorporate a balance of the
complexities involved in pantograph dimensions and movements.
G B.1.6 The research has:
a) Collated and evaluated historic pantograph gauging tolerances, allowances and
assumptions.
b) Developed new gauges using the information supplied in the new standards and
the information rationalised from historic gauges.
c) Verified the new gauges against existing pantographs and infrastructure including
overhead electrification equipment.
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d) Provided guidance on the application of the infrastructure gauges for

pantographs.
G B.1.7 The output of T1196 is a new process for the creation of infrastructure gauges for
pantographs including an interactive spreadsheet to allow a simple, quick creation
appropriate to their situation.
B.2 Impacts and benefits
Guidance
G B.2.1 The infrastructure gauges for pantographs produced by this project supports:
• Design, installation or maintenance of electrification systems, track or structures.
• Positioning electrification equipment, to ensure appropriate physical (mechanical)
clearance between the hardware and pantograph.
• Positioning track, to ensure appropriate electrical (passing) clearance is
maintained between the infrastructure and pantograph.
• Ensuring appropriate passing clearance is maintained between structure and
pantograph.
• Support the requirements set out in GMRT2173 "Size of Vehicles and Position of
Equipment" (Issue 3, 2019) and BS EN 50367:2012 "Railway applications. Current
collection systems. Technical criteria for the interaction between pantograph and
overhead line" compliant vehicles and pantographs.
G B.2.2 The outputs of T1196 can be used by industry:
• At the feasibility stage of future electrification projects to remove unnecessary
conservatism – maximizing use of available space for the pantograph prior to site-
specific analysis.
• To design, commission and maintain OLE with adequate clearance to current and
future floating and rigid head pantographs.
B.3 Findings
Guidance
G B.3.1 T1196 included considerations of the BR pantograph profile (see Figure B.6 in BS EN
50367:2012) related to head roll, horn lift (where attached to the pantograph frame),
and carbon wear. Additional factors including head roll, horn lift, and pantograph
carbon wear were also included.
G B.3.2 T1196 produced a calculator that can be used to undertake an assessment for the
movement limits for pantographs and to understand the boundaries for the position
of electrification equipment.
G B.3.3 The infrastructure gauges for pantographs produced are site-specific and can include
the effects of wind.
G B.3.4 The infrastructure gauges for pantographs produced in T1196 combine:
• The static (non-independently sprung) BR pantograph head profile including
carbon wear
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GMRT2173
• The rolled BS EN 50367:2012 compliant BR pantograph head profile including

carbon wear
• And a BR pantograph head profile that captures the effect of horn lift.
G B.3.5 The output infrastructure gauges for pantographs are accessible via an interactive
spreadsheet.
B.4 Gauge calculator spreadsheet
Guidance
G B.4.1 Figure 6 shows the section of the calculator spreadsheet with inputs and export
options.
G B.4.2 The input variables are labeled along with units and notes for the user to insert inputs
into the "Value" column.
Figure 6: Calculator input and export options

G B.4.3 Figure 7 shows the gauge drawings as example output generated based on inputs in
Figure 6.
G B.4.4 X, Y coordinates can be exported for further calculations such as undertaking a
clearance analysis.
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Figure 7: Example output
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Appendix C T1109 Benchmark Suspension Characteristics

C.1 Introduction
Guidance
G C.1.1 This appendix contains:
a) the benchmark bogie suspensions as set out in Appendix B of T1109
b) the sway and roll characteristics against cant for all and W10 as set out in
Appendices C, D, E, and F of T1109.
G C.1.2 The full report from T1109, and VGD workbook containing information for the
benchmark information for freight bogie suspension are available on SPARK.
G C.1.3 The contents of this appendix are correct as of publication in June 2022.
C.2 T1109 - Appendix B - Benchmark Bogie Suspensions
Guidance
G C.2.1
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C.3 T1109 - Appendix C - All Benchmark Sways vs Cant
Guidance
G C.3.1
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G C.3.2
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G C.3.3
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G C.3.4
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C.4 T1109 - Appendix D - All Benchmark Rolls vs Cant
Guidance
G C.4.1
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G C.4.2
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G C.4.3
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G C.4.4
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C.5 T1109 - Appendix E - W10 Benchmark Sways vs Cant
Guidance
G C.5.1
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G C.5.2
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G C.5.3
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G C.5.4
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C.6 T1109 - Appendix F - W10 Benchmark Rolls vs Cant
Guidance
G C.6.1
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G C.6.2
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G C.6.3
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G C.6.4
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Definitions
absolute gauging Absolute gauging of a vehicle is a full assessment of clearances on

a section of track between the vehicle and fixed infrastructure, and
between the vehicle and vehicles on adjacent tracks.
articulation An articulated vehicle is a vehicle which has a permanent or
semi-permanent pivoting joint in its construction excluding that
required to permit a bogie to rotate.
cant deficiency The difference between actual cant and the theoretical cant that
would have to be applied to maintain the resultant of the weight
of the vehicle and the effect of centrifugal force, at a nominated
speed, such that it is perpendicular to the plane of the rails. For the
purposes of this document, cant deficiency is always the cant
deficiency at the rail head not that experienced within the body of
a vehicle.
cant excess The extent by which the cant on curved track exceeds that required
for the gravitational component acting parallel with the plane of
the rails to exactly counterbalance the centrifugal forces acting on
a vehicle in the same plane. It equates to a negative value of cant
deficiency.
clearance The minimum calculated distance between the swept envelope of
a vehicle and fixed infrastructure or between swept envelopes of
two vehicles on adjacent tracks.
comparative gauging The process of comparing the swept envelopes of a vehicle new to
a route, with the swept envelopes of a vehicle or vehicles which
have been demonstrated to be able to use the proposed route.
crush Design mass under exceptional payload (passenger vehicles).
exposed location An exposed location is an existing railway location for which the
value of the fundamental basic wind velocity (vb,map) before the
altitude correction is applied, is greater than or equal to 22 m/s.
The 'vb,map' is given in Figure NA.1 in the National Annex (NA) to
BS EN 1991-1-4:2005.
gauge Used to refer to a vehicle gauge or structure gauge where the
context makes it clear which is meant. See ‘Vehicle gauge’.
gauging The process by which swept envelopes of a vehicle or a standard
vehicle gauge are used to determine clearances on a section of
track between the vehicle and fixed infrastructure and between the
vehicle and vehicles on adjacent tracks.
hybrid gauging A combination of standard vehicle gauges, comparative or
absolute gauging.
infrastructure Compare with ‘Structure’. For the purpose of this document, track
and structures in combination.
laden Design mass under normal payload.
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load For the purposes of this document, a load is defined as the physical
size of the payload carried by a wagon.
lower gauge That part of the vehicle gauge for items adjacent to low-lying
structures, such as platforms, with a requirement for proximity. The
lower gauge is not limited to 1100 mm above the plane of the rails.
See also ‘Upper gauge’.
lower sector The area up to and including 1100 mm above the plane of the
rails. See also ‘Upper sector’.
normal clearance A clearance between a structure and a vehicle or between passing
vehicles on adjacent tracks which does not require specific controls
on the position of the track, but which does require the relative
locations of structures and adjacent tracks to be monitored and
maintained.
National Technical National Technical Specification Notice, published by the Secretary
Specification Notices of State on 01 January 2021 pursuant to regulation 3B of the
(NTSNs) Railways (Interoperability) Regulations 2011. This NTSN replaces
and substantially reproduces the provisions of Commission
Regulation (EU) No 1299/2014 of 18 November 2014 and includes
relevant amendments made by Commission Implementing
Regulation (EU) 2019/776 which came into force in June 2019.
on-track plant (OTP) A rail-borne machine used for infrastructure maintenance or
inspection that is only permitted inside a possession. (See
RIS-1530-PLT.)
overthrow A geometric projection of a vehicle when on curved track.
pantograph sway The pantograph sway is the lateral displacement of the
pantograph in response to:
a) Track layouts, discrete features and irregularities.
b) Vehicle speeds and cant deficiency / excess.
c) Wind forces.
d) Suspension performance and condition (including
tolerances and wear of suspension components, and
likely failure modes).
e) Active suspension.
Note: Track positional tolerances and wear
of rails are excluded.
pantograph sway - Multi- The pantograph sway in plan view is defined relative to the track
Body Simulation (MBS) centreline defined by the track files and also the lateral channel in
output the track files. In end view the axis system rolls with the track
installed cant defined in the track files and so is aligned to the
plane of the rails. Vertically, the axis system follows the track
vertical inputs from the track files. The pantograph sway is
therefore referenced to the displaced track position, thus avoiding
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a double count of track irregularities and track positional

tolerances.
passing clearance The minimum calculated distance between the swept envelopes of
two specific types of rail vehicle as they pass on adjacent tracks at
nominated speeds, taking account of appropriate track tolerances
and accuracy of measurement.
plane of the rails An imaginary surface coplanar with the top of both rails of a track.
reduced clearance A clearance, less than a normal clearance, which requires special
measures to maintain tracks relative to adjacent tracks and
structures.
reference datum point A single point within the vehicle from which all principal linear
dimensions may be referenced longitudinally, laterally and
vertically.
route The physical path of a journey to be undertaken by a vehicle or a
collection of vehicles, where the path is comprised of a number of
track sections, each of which has individually defined
characteristics.
section of track Track bounded by identified limits such as junctions, terminals or
points at which there is a significant change in traffic flow or
permissible speed.
special reduced clearance A clearance, less than a reduced clearance, which requires a specific
risk assessment to be undertaken and the implementation of
appropriate controls to demonstrate that risks have been reduced
to as low as reasonably practicable (ALARP).
standard vehicle gauge An outline drawing or specification of a notional vehicle, which
prescribes maximum permissible vehicle and loading dimensions,
certain suspension displacements, and certain curve overthrow
limitations, for example, W6a gauge.
structure Compare with ‘Infrastructure’. An element of the infrastructure
adjacent to, or crossing over, a railway track. So far as this
document is concerned ‘structures’ include, but are not limited to:
a) Train control and communications equipment, for
example, signals.
b) Station platforms.
c) Overhead line equipment supporting structures at
earth potential, but excluding insulators.
d) Civil engineering structures such as retaining walls,
tunnels and bridges.
e) Other isolated structures.
f) Temporary works.
swept envelope A cross-sectional profile, taken at right angles to the track,

enclosing all dynamic movements, static deflections and
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overthrows of all points along the surface of the vehicle that can
reasonably be expected to occur under the appropriate range of
operating conditions as it sweeps past a theoretical track location.
A family of swept envelopes is required to define a vehicle’s
behaviour on a route. The swept envelopes referred to within this
document exclude the effects of track tolerance and rail sidewear
previously included in kinematic envelopes developed under
GMRT2149 issue one or earlier documents.
tare Design mass in working order.
technical file As defined by the Railways (Interoperability) Regulations 2011.
ten minute mean wind Speed of the instantaneous wind averaged over 10 minutes, as
speed defined in BS EN 1991-1-4 2005, Eurocode 1, wind actions.
upper gauge That part of the vehicle gauge for items above low-lying structures,
which are not constrained by a requirement for proximity. See also
‘Lower gauge’.
upper sector The area above 1100 mm above the plane of the rails. See also
'Lower sector'.
vehicle gauge The maximum envelope that a vehicle conforming to the gauge is
permitted to occupy statically and dynamically, which prescribes
maximum permissible vehicle and loading dimensions, certain
suspension displacements, and certain curve overthrow
limitations,for example, W6a gauge.
vehicle profile The static cross-sectional envelope of a vehicle (and its payload).
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References
The Standards catalogue gives the current issue number and status of documents published by
RSSB: http://www.rssb.co.uk/railway-group-standards.
RGSC 01 Railway Group Standards Code

RGSC 02 Standards Manual
Documents referenced in the text
Railway Group Standards
GERT8073 Requirements for the Application of Standard Vehicle Gauges

GIRT7020 GB Requirements for Platform Height, Platform Offset and
Platform Width
GIRT7073 Requirements for the Position of Infrastructure and for Defining
and Maintaining Clearances
GKRT0028 Infrastructure Based Train Detection Interface Requirements
GLRT1212 DC Conductor Rail Energy Subsystem and Interfaces to Rolling
Stock Subsystem
GMRT2111 AC Energy Subsystem and Interfaces to Rolling Stock Subsystem
GMRT2142 Resistance of Railway Vehicles to Roll-Over in Gales
GMRT2149 Requirements for Defining and Maintaining the Size of Rail
Vehicles [Superseded]
RSSB documents
GEGN8573 Guidance on Gauging and Platform Distances [Superseded]

GMGN2615 Guidance on the Locomotives and Passenger Rolling Stock TSI
GMGN2641 Guidance Note on Vehicle Static Testing
RIS-1530-PLT Rail Industry Standard for Technical Requirements for On-Track
Plant and Their Associated Equipment and Trolleys
RIS-2773-RST Format and Methods for Defining Vehicle Gauging Data
RIS-7016-INS Interface between Station Platforms, Track, Trains and Buffer
Stops
RIS-8270-RST Route Level Assessment of Technical Compatibility between
Vehicles and Infrastructure
RIS-8273-RST Assessment of Compatibility of Rolling Stock and Infrastructure -
Gauging and Stepping Distances
RSSB Research Report Freight Bogie Suspension Gauging Benchmarking
T1109 (2017)
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RSSB Research Project Development of a Suite of Pantograph Gauges

T1196 (2020)
Other references
BS EN Railway applications - Current collection systems - Technical criteria

50367:2012+A1:2016 for the interaction between pantograph and overhead line (to
achieve free access)
LOC & PAS NTSN Locomotives and Passenger Rolling Stock NTSN - Replaces and
substantially reproduces the provisions of Commission Regulation
(EU) 1302/2014 (the LOC&PAS TSI), which were in effect until
23:00 on 31 December 2020.
PRM NTSN Persons with Reduced Mobility TSI Regulation - Replaces and
substantially reproduces the provisions of Commission Regulation
(EU) 1300/2014 (the PRM TSI) which were in effect until 23:00 on
31 December 2020.
Railways (Interoperability)
Regulations 2011
Track for gauging files VTT_60mph_Vampire_iss2.dat – 15/05/2007
(TfG) VTT_70mph_Vampire_iss3.dat – 12/06/2009
VTT_90mph_Vampire_iss2.dat – 15/05/2007
RSSB Page 65 of 65

Size of Vehicles and Position of Equipment: Railway Group Standard GMRT2173 Issue: Four Date: June 2022

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Supersedes GMRT2173 Iss 3 on 04/06/2022 and comes into force on 03/09/2022

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