EN 12663-1:2010+A1:2014

• Abstract:

  This European Standard specifies minimum structural requirements for railway vehicle bodies.; This European Standard specifies the loads vehicle bodies should be capable of sustaining, identifies how material data should be used and presents the principles to be used for design validation by analysis and testing. This European Standard applies to locomotives and passenger rolling stock. EN 12663-2 provides the verification procedure for freight wagons and also refers to the methods in this standard as an alternative for freight wagons.; The railway vehicles are divided into categories which are defined only with respect to the structural requirements of the vehicle bodies. Some vehicles may not fit into any of the defined categories; the structural requirements for such railway vehicles should be part of the specification and be based on the principles presented in this European Standard.; The standard applies to all railway vehicles within the EU and EFTA territories. The specified requirements assume operating conditions and circumstances such as are prevalent in these countries.; In addition to the requirements of this European Standard the structure of all vehicles associated with passenger conveyance may generally be required to have features that will protect occupants in the case of collision accidents. These requirements are given in EN 15227.

• Status: Withdrawn
• Publication Date: 02-Dec-2014
• Withdrawal Date: 16-Sep-2026
• ICS: 45.060.20 - Trailing stock
• Technical Committee: CEN/TC 256 - Railway applications
• Drafting Committee: CEN/TC 256/WG 2 - Structural requirements
• Current Stage: 9960 - Withdrawal effective - Withdrawal
• Start Date: 29-Nov-2023
• Completion Date: 17-Sep-2026
• Directive: Not Harmonized2008/57/EC - DIRECTIVE 2008/57/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 17 June 2008 on the interoperability of the rail system within the Community (Recast)
  OJ Ref: C 249/04 OJ Date: 08-Jul-2016
• Directive:

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  Harmonized Standard2016/797/EU - Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (Text with EEA relevance)
• Mandate: M/483 - Mandate for programming and standardisation addressed to the European standardisation bodies under directive 2008/57/EC in the field of the interoperability of the rail system within the European Union
• Ref Project: SIST EN 12663-1:2010+A1:2015 - Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)

• Merged Into: EN 12663-1:2010+A2:2023 - Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
• Effective Date: 26-Jul-2023
• Merged From: EN 12663-1:2010 - Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
• Effective Date: 18-Jan-2023
• Merged From: EN 12663-1:2010/FprA1 - Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
• Effective Date: 18-Jan-2023
• Refers: EN 16404:2014 - Railway applications - Re-railing and recovery requirements for railway vehicles
• Effective Date: 28-Jan-2026
• Refers: EN 13749:2021+A1:2023 - Railway applications - Wheelsets and bogies - Method of specifying the structural requirements of bogie frames
• Effective Date: 28-Jan-2026
• Refers: EN ISO 6892-1:2019 - Metallic materials - Tensile testing - Part 1: Method of test at room temperature (ISO 6892-1:2019)
• Effective Date: 28-Jan-2026
• Refers: EN 15663:2017+A2:2024 - Railway applications - Vehicle reference masses
• Effective Date: 28-Jan-2026
• Referred By: EN 15085-3:2022+A1:2023 - Railway applications - Welding of railway vehicles and components - Part 3: Design requirements
• Effective Date: 28-Jan-2026
• Referred By: EN 15746-3:2020 - Railway applications - Track - Road-rail machines and associated equipment - Part 3: Technical requirements for running
• Effective Date: 28-Jan-2026
• Referred By: EN 14752:2019 - Railway applications - Bodyside entrance systems for rolling stock
• Effective Date: 28-Jan-2026
• Referred By: EN 15227:2020 - Railway applications - Crashworthiness requirements for rail vehicles
• Effective Date: 28-Jan-2026
• Referred By: EN 15020:2022 - Railway applications - Rescue coupler - Performance requirements, specific interface geometry and test methods
• Effective Date: 28-Jan-2026
• Referred By: EN 14752:2019+A1:2021 - Railway applications - Bodyside entrance systems for rolling stock
• Effective Date: 28-Jan-2026
• Referred By: EN 15085-3:2022 - Railway applications - Welding of railway vehicles and components - Part 3: Design requirements
• Effective Date: 28-Jan-2026
• Referred By: EN 14033-1:2017 - Railway applications - Track - Railbound construction and maintenance machines - Part 1: Technical requirements for running
• Effective Date: 28-Jan-2026

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Železniške naprave - Konstrukcijske zahteve za grode železniških vozil - 1. del: Lokomotive in potniška železniška vozila (tudi alternativna metoda za tovorne vagone)Bahnanwendungen - Festigkeitsanforderungen an Wagenkästen von Schienenfahrzeugen - Teil 1: Lokomotiven und Personenfahrzeuge (und alternatives Verfahren für Güterwagen)Applications ferroviaires - Prescriptions de dimensionnement des structures de véhicules ferroviaires - Partie 1 : Locomotives et matériels roulants voyageurs (et méthode alternative pour wagons)Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)45.060.20Železniški vagoniTrailing stockICS:Ta slovenski standard je istoveten z:EN 12663-1:2010+A1:2014SIST EN 12663-1:2010+A1:2015en,fr,de01-februar-2015SIST EN 12663-1:2010+A1:2015SLOVENSKI
STANDARD
EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 12663-1:2010+A1
December 2014 ICS 45.060.20 Supersedes EN 12663-1:2010English Version
Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
Applications ferroviaires - Prescriptions de dimensionnement des structures de véhicules ferroviaires -Partie 1 : Locomotives et matériels roulants voyageurs (et méthode alternative pour wagons)
Bahnanwendungen - Festigkeitsanforderungen an Wagenkästen von Schienenfahrzeugen - Teil 1: Lokomotiven und Personenfahrzeuge (und alternatives Verfahren für Güterwagen) This European Standard was approved by CEN on 23 January 2010 and includes Amendment 1 approved by CEN on 23 September 2014.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre:
Avenue Marnix 17,
B-1000 Brussels © 2014 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. EN 12663-1:2010+A1:2014 ESIST EN 12663-1:2010+A1:2015

Treatment of local stress concentrations in analyses . 32 Annex B (informative)
Examples of proof load cases at articulation joints . 34 Annex ZA Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC . 37 Bibliography . 40
Key 1 driving direction X longitudinal direction Y lateral direction Z vertical direction Figure 1 — Vehicle body coordinate system 5 Structural requirements 5.1 General Railway vehicle bodies shall withstand the maximum loads consistent with their operational requirements and achieve the required service life under normal operating conditions with an adequate probability of survival. The capability of the railway vehicle body to sustain required loads without permanent deformation and fracture shall be demonstrated by calculation and/or testing as described by the validation programme in Clause 9. The assessment shall be based on the following criteria: SIST EN 12663-1:2010+A1:2015

5.2.3 Passenger vehicles To this group belong all types of railway vehicles intended for the transport of passengers, ranging from main line vehicles, suburban and urban transit stock to tramways. Passenger vehicles are divided into five structural design categories into which all vehicles may be allocated. The five categories are listed below, with an indication of the types of vehicle generally associated with each: — Category P-I e.g. coaches; — Category P-II e.g. fixed units and coaches; — Category P-III e.g. underground, rapid transit vehicles and light railcar; — Category P-IV e.g. light duty metro and heavy duty tramway vehicles; — Category P-V e.g. tramway vehicles.
5.2.4 Freight wagons All freight wagons in this group are used for the transportation of goods. Two categories have been defined: — Category F-I e.g. vehicles which can be shunted without restriction; — Category F-II e.g. vehicles excluded in hump and loose shunting.
5.2.5 Other types of vehicles Some railway vehicles may not fit the descriptions associated with the above mentioned categories (e.g. the standard open bogie van for conveyance of motor vehicles may be treated as a P-I vehicle). The appropriate category for the structural requirements of such railway vehicles should be part of the specification. 5.3 Uncertainties in railway design parameters 5.3.1 Allowance for uncertainties The uncertainties described in the following clauses may be allowed for by adopting limiting values of parameters or by incorporating a safety factor into the design process. This safety factor, designated S, shall then be applied when comparing the calculated stresses to the permissible stress as indicated in 5.4. NOTE In the design process the following should be considered with respect to criticality of the component failure: consequence of failure, redundancy, accessibility for inspection, detection of component failure, maintenance interval, etc. The value of S shall be chosen to include the cumulative effect of all uncertainties not otherwise taken into account. 5.3.2 Loads All loads used as the basis for vehicle body design shall incorporate any necessary allowance for uncertainties in their values. The loads specified in Clause 6 include this allowance. If the design loads are derived from on-track tests or other sources of information an allowance for uncertainty shall be used. SIST EN 12663-1:2010+A1:2015

is the utilisation of the component; SIST EN 12663-1:2010+A1:2015

is the determined result from calculation or test; S
is a design safety factor (see 5.3); RL
is the permissible or limit value.
NOTE The equation is sometimes expressed as: SRR≥dL 5.4.2 Yield or proof strength Where the design is verified only by calculation, S1 shall be 1,15 for each individual load case. S1 may be taken as 1,0 where the design load cases are to be verified by test and/or correlation between test and calculation has been successfully established. Under the static load cases as defined in 6.1 to 6.5, the utilisation shall be less than or equal to 1 as given by the following equation: 11c≤=RSUσ where U
is the utilisation; S1
is the safety factor for yield or proof strength; R
is the material yield (ReH) or 0,2 % proof stress (Rp02), in newtons per square millimetre (N/mm2) (as defined in EN 10002-1) and taking into account any relevant effects as described in 5.3.3; 1c
is the calculated stress, in newtons per square millimetre (N/mm2).
In determining the stress levels in ductile materials, it is not necessary to satisfy the above criteria at features producing local stress concentration. If the analysis does incorporate local stress concentrations, then it is permissible for the theoretical stress to exceed the material yield or 0,2 % proof limit. The areas of local plastic deformation associated with stress concentrations shall be sufficiently small so as not to cause any significant permanent deformation when the load is removed. Methods of treatment of local stress concentrations during calculation are given in Annex A and during test are given in 8.2.2. 5.4.3 Ultimate failure It is necessary to provide a margin of safety between the exceptional design load and the load at which the structure will fail. This is achieved by introducing a safety factor S2 such that the utilisation shall be less than or equal to 1 as given by the following equation: 1m2c≤=RSUσ where U
is the utilisation; S2
is the safety factor for ultimate failure; SIST EN 12663-1:2010+A1:2015

is the material ultimate stress, in newtons per square millimetre (N/mm2) (as defined in EN 10002-1) and taking into account any relevant effects as described in 5.3.3; 1c
is the calculated stress, in newtons per square millimetre (N/mm2), under an exceptional load case.
Usually S2 = 1,5, but a value of S2 = 1,3 can be used where the design load cases are to be verified by test and/or correlation between test and calculation has been successfully established. The safety factor S2 can be reduced further when there are alternative load paths and these load paths comply with a safety factor of S2 = 1,3. The ultimate failure criterion does not apply for parts of the structure which are specifically designed to collapse in a controlled manner (e.g. as required by EN 15227). The treatment of stress concentration as indicated in 5.4.2 also applies in this case. However, the effect of stress concentration should be considered in more detail for brittle materials where local plastic yielding, as a mechanism for stress redistribution at the concentration, does not occur. 5.4.4 Instability Local instability, in the form of elastic buckling, is permissible provided alternative load paths exist and the yield or proof criteria are met. The vehicle structure shall have a margin of safety against an instability leading to general structural failure under exceptional loads. The utilisation (as given by the following equation) shall be less than or equal to 1 when the calculated stress or load is compared to the critical buckling stress or buckling load: 1cb3c≤=σσSU or 1cb3c≤=LSLU where U
is the utilisation; S3
is the safety factor for instability; 1cb
is the critical buckling stress, in newtons per square millimetre (N/mm2); 1c
is the calculated stress, in newtons per square millimetre (N/mm2); Lcb
is the critical buckling load, in newtons (N); Lc
is the calculated load, in newtons (N).
The safety factor shall be taken as S3 = 1,5. The instability criterion does not apply for parts of the structure which are specifically designed to collapse in a controlled manner (e.g. as required by EN 15227). 5.5 Demonstration of stiffness Stiffness limits ensure that the vehicle body remains within its required space envelope and unacceptable dynamic responses are avoided. Any specific requirements and the means for demonstration of stiffness shall be part of the specification. SIST EN 12663-1:2010+A1:2015
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