SIST EN 15528:2008
Railway applications - Line categories for managing the interface between load limits of vehicles and infrastructure
Railway applications - Line categories for managing the interface between load limits of vehicles and infrastructure
This European Standard describes methods of classification of existing and new railway lines and the categorisation of vehicles. The standard specifies the technical requirements for ensuring the compatibility of the interface between vehicle and infrastructure. The standard is suitable for use on freight, passenger and mixed traffic lines and contains requirements relevant to: - classification of the vertical load carrying capacity of railway infrastructure; - design of railway vehicles; - determination of payload limits of freight wagons. A summary of the classification of infrastructure and categorisation of vehicles is given in Annex B. The assessment of the vertical load carrying capacity of civil engineering structures, track, sub-grade and earthworks by the use of the load models defined in Annex A permits the classification of infrastructure into line categories. This European Standard identifies on which lines vehicles are compatible to the infrastructure under normal operation conditions without further checks regarding vertical load effects. The methodology described in this European Standard is not valid for high speed rail traffic. Tilting traffic and the working of rail mounted plant and cranes etc. are also outside the scope of this European Standard. This European Standard does not cover the system used in Great Britain, where all lines and vehicles are to be classified in accordance with the RA (Route Availability) System. A guide to the equivalent categories in accordance with this European Standard is given in Annex C. This European Standard does not cover requirements relating to the maximum total mass or maximum length of a train. The requirements of this European Standard do not replace regulations relating to e.g. dynamic wheel/rail contact force limits, vehicle ride considerations, vehicle structural design limitations etc.
Bahnanwendungen - Klasseneinteilung der Strecken - Zugehörige Lastgrenzen für Schienenfahrzeuge und Nutzlast für Güterwagen
1.1 Allgemeines
Diese Norm deckt die Klasseneinteilung und deren Veröffentlichung von bestehenden und neuen Streckennetzen sowie der Einstufung neuer Fahrzeuge in Streckenklassen für internationalen und nationalen Verkehr ab und klärt die Schnittstelle zwischen bestehender Infrastruktur der für Güterverkehr und gemischten Verkehr geeigneten Strecken und allen normal betriebenen Eisenbahnfahrzeugen einschließlich Reisezuggeschwindigkeiten bis zu 200 km/h (passend zur Verkehrsart II der prEN 13803-1).
Die Einteilung der Infrastruktur in Streckenklassen klärt vorrangig die Schnittstelle zwischen Lastmodellen (Referenzwagen) in Anhang A und der vertikalen Tragfähigkeit der bautechnischen Anlagen, Fahrbahn, Unterbau und Erdarbeiten.
Diese Norm umfasst die Einstufung der Eisenbahnfahrzeuge in Streckenklassen, Bestimmung der Nutzlastobergrenzen bestehender und neuer Güterwagen gemäß Streckenklasse und die Markierung für Fahrzeuge mit Streckenklassen und für Güterwagen mit Nutzlastobergrenzen.
Diese Norm zeigt hinsichtlich vertikaler Lastauswirkungen an, wo die Fahrzeuge für den normalen Betrieb zugelassen werden dürfen.
Lastmodelle (Referenzwagen) in Anhang A dienen der Klasseneinteilung und dürfen nicht verwendet werden, um neue Anlagen auszulegen.
Die in dieser Norm beschriebene Methodik gilt nicht für den Hochgeschwindigkeitseisenbahnverkehr. Neigetechnik-Verkehr und Betrieb der schienengebundenen Anlagen und Kräne usw. gehören nicht zum Anwendungsbereich dieser Norm.
Nationaler Verkehr darf in Übereinstimmung mit nationalen Anforderungen eingestuft werden.
In Großbritannien werden alle Strecken und Fahrzeuge nach dem RA—System (Route Availability) eingeteilt. Eine Anleitung der äquivalenten Klassen gemäß dieser Norm wird in Anhang C gegeben.
Diese Norm deckt Anforderungen zu maximaler Gesamtmasse oder maximaler Zuglänge nicht ab.
1.2 Inkraftsetzung
Die Anforderungen dieser Norm müssen innerhalb des Zeitrasters der folgenden Auflistung umgesetzt werden: (...)
Applications ferroviaires - Catégories de ligne pour la gestion des interfaces entre limites de charges des véhicules et de l'infrastructure
Généralités
La présente norme couvre la classification et la publication de la classification des lignes d’infrastructures existantes et nouvelles ainsi que la classification des nouveaux véhicules dans des catégories de lignes afférentes au trafic international et national. En outre, elle permet de gérer l’interface entre l’infrastructure existante des lignes dédiées au fret et des lignes de trafic mixtes et l’ensemble des véhicules ferroviaires dans des conditions normales d’exploitation y compris les trains de voyageurs a des vitesses pouvant atteindre 200 km/h (correspondant, selon le prEN 13803 1, a la catégorie de trafic II).
La classification de l’infrastructure dans des catégories de lignes régit principalement l’interface entre les modeles de charge (wagons de référence) présentés a l’Annexe A et la capacité a supporter une charge verticale des ouvrages d’art, des voies, des plates formes et des ouvrages de terrassement.
La présente norme traite de la classification des véhicules ferroviaires dans des catégories de lignes, de la détermination des limites de charge utile pour les wagons de fret existants et nouveaux en fonction de la catégorie de ligne, du marquage des véhicules ainsi que, pour les wagons de fret, du marquage des limites de charge utile.
La présente norme permet d’identifier les véhicules pouvant circuler dans des conditions normales sans avoir recours a des contrôles supplémentaires relatifs aux effets de la charge verticale.
Les modeles de charge (wagons de référence) présentés a l’Annexe A permettent de classer les lignes et ne doivent en aucun cas etre utilisés pour la conception de nouvelles structures.
La méthode décrite dans le présent document ne s’applique pas au trafic ferroviaire a grande vitesse. Ni le trafic pendulaire, ni le fonctionnement des grues ou des plates formes montées sur rail, etc. ne releve du domaine d’application de la présente norme.
Le trafic national peut etre classé conformément aux exigences nationale
Železniške naprave - Kategorizacija prog kot vodilo (povezava) pri določevanje dopustnih obremenitev med železniškimi vozili in infrastrukturo
General Information
Relations
Standards Content (Sample)
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Bahnanwendungen - Klasseneinteilung der Strecken - Zugehörige Lastgrenzen für Schienenfahrzeuge und Nutzlast für GüterwagenApplications ferroviaires - Catégories de ligne pour la gestion des interfaces entre limites de charges des véhicules et de l'infrastructureRailway applications - Line categories for managing the interface between load limits of vehicles and infrastructure45.060.01Železniška vozila na splošnoRailway rolling stock in general03.220.30Železniški transportTransport by railICS:Ta slovenski standard je istoveten z:EN 15528:2008SIST EN 15528:2008en01-junij-2008SIST EN 15528:2008SLOVENSKI
STANDARD
SIST EN 15528:2008
EUROPEAN STANDARDNORME EUROPÉENNEEUROPÄISCHE NORMEN 15528March 2008ICS 03.220.30; 45.060.20 English VersionRailway applications - Line categories for managing the interfacebetween load limits of vehicles and infrastructureApplications ferroviaires - Catégories de ligne pour lagestion des interfaces entre limites de charges desvéhicules et de l'infrastructureBahnanwendungen - Streckenklassen zur Bewerkstelligungder Schnittstelle zwischen Lastgrenzen der Fahrzeuge undInfrastrukturThis European Standard was approved by CEN on 7 February 2008.CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this EuropeanStandard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such nationalstandards may be obtained on application to the CEN 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 translationunder the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as theofficial versions.CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.EUROPEAN COMMITTEE FOR STANDARDIZATIONCOMITÉ EUROPÉEN DE NORMALISATIONEUROPÄISCHES KOMITEE FÜR NORMUNGManagement Centre: rue de Stassart, 36
B-1050 Brussels© 2008 CENAll rights of exploitation in any form and by any means reservedworldwide for CEN national Members.Ref. No. EN 15528:2008: ESIST EN 15528:2008
EN 15528:2008 (E) 2 Contents Page Foreword.4 Introduction.5 1 Scope.6 2 Normative references.6 3 Terms and definitions.6 4 Classification system.8 4.1 Definition of line categories.8 4.2 Correlation between line category and speed.9 5 Classification of infrastructure.10 5.1 Civil engineering structures.10 5.2 Track constructions, track substructures and earthworks.11 5.3 Infrastructure classification results.11 6 Categorisation of railway vehicles.11 6.1 General rules.11 6.2 Freight wagons.12 6.2.1 Specific rules for freight wagons.12 6.2.2 Resulting load limits for freight wagons.13 6.3 Locomotives including power heads.13 6.3.1 General.13 6.3.2 Vehicles with intended equal axle loads.14 6.3.3 Vehicles with different axle loads.14 6.3.4 4-axle locomotives.15 6.3.5 6-axle locomotives.15 6.4 Passenger carrying vehicles.15 6.5 Other non-powered railway vans.15 6.6 Special vehicles.15 6.7 Vehicle categorisation results.16 7 Compatibility of the interface between vehicle and infrastructure.17 Annex A (normative)
Reference wagons and load models representing the line categories.19 Annex B (informative) Flow chart: Classification of infrastructure and categorisation of vehicles.23 Annex C (informative)
Comparison of RA-classification with line categories.24 Annex D (informative)
Typical maximum speeds for different traffic types.25 Annex E (informative)
Methods used to determine
the load carrying capacity of existing structures.26 Annex F (informative)
Line classification information.27 F.1 General.27 Annex G (informative)
Example of calculation methodology.29 G.1 General.29 G.2 Tables of calculation results for example in Annex G.31 G.3 Diagram of calculation results for example in Annex G.33 Annex H (informative)
Maximum permissible axle load P – Wagons with two 2-axled bogies.35 Annex I (informative)
Maximum permissible axle load P – Wagons with two 3-axled bogies.37 Annex J (informative)
L4 locomotive classes (4-axle locomotives).39 SIST EN 15528:2008
EN 15528:2008 (E) 3 Annex K (informative)
L6 locomotive classes (6-axle locomotives).41 Annex L (informative)
Example of correspondence between a national track classification system and line categories.43 Annex M (informative)
Weight note for locomotives.45 M.1 General.45 M.2 Example of a weight note for a series A locomotive.46 M.3 Example of a weight note for a series B locomotive.47 M.4 Example of a weight note for a series C locomotive.48 Annex ZA (informative)
Relationship between this European Standard and the Essential Requirements of EU Directive 2001/16, as modified by Directive 2004/50/EC.49 Bibliography.50
SIST EN 15528:2008
EN 15528:2008 (E) 4 Foreword This document (EN 15528:2008) has been prepared by Technical Committee CEN/TC 256 “Railway applications”, the secretariat of which is held by DIN. This European Standard shall be given the status of a national standard, either by publication of an identical text or by endorsement, at the latest by September 2008, and conflicting national standards shall be withdrawn at the latest by September 2008. This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2001/16, as modified by Directive 2004/50/EC. According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom. SIST EN 15528:2008
EN 15528:2008 (E) 5 Introduction Existing European railway infrastructure consists of elements designed for different purposes. Most civil engineering railway infrastructure was built before the introduction of CR-INS-TSI and Eurocodes for the design of structures. This European Standard defines a line classification system for infrastructure managers and railway undertakings to manage the interface between load limits for railway vehicles and payload limits for freight wagons and the vertical load carrying capacity of a line. The line classification system takes into account parameters such as: axle load (P), mass per unit length (p), geometrical aspects relating to the spacing of axles, speed and provides a transparent method for determining whether the vertical loading characteristics of vehicles are compatible with the load carrying capacity of lines on the network. SIST EN 15528:2008
EN 15528:2008 (E) 6
1 Scope This European Standard describes methods of classification of existing and new railway lines and the categorisation of vehicles. The standard specifies the technical requirements for ensuring the compatibility of the interface between vehicle and infrastructure. The standard is suitable for use on freight, passenger and mixed traffic lines and contains requirements relevant to: classification of the vertical load carrying capacity of railway infrastructure; design of railway vehicles; determination of payload limits of freight wagons. A summary of the classification of infrastructure and categorisation of vehicles is given in Annex B. The assessment of the vertical load carrying capacity of civil engineering structures, track, sub-grade and earthworks by the use of the load models defined in Annex A permits the classification of infrastructure into line categories. This European Standard identifies on which lines vehicles are compatible to the infrastructure under normal operation conditions without further checks regarding vertical load effects. The methodology described in this European Standard is not valid for high speed rail traffic. Tilting traffic and the working of rail mounted plant and cranes etc. are also outside the scope of this European Standard. This European Standard does not cover the system used in Great Britain, where all lines and vehicles are to be classified in accordance with the RA (Route Availability) System. A guide to the equivalent categories in accordance with this European Standard is given in Annex C. This European Standard does not cover requirements relating to the maximum total mass or maximum length of a train. The requirements of this European Standard do not replace regulations relating to e.g. dynamic wheel/rail contact force limits, vehicle ride considerations, vehicle structural design limitations etc. 2 Normative references The following referenced documents are indispensable for the application of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 1991-2:2003, Eurocode 1: Actions on structures — Part 2: Traffic loads on bridges prEN 15663, Railway applications — Vehicle Mass definition 3 Terms and definitions For the purpose of this document, the following terms and definitions apply. 3.1 classification of infrastructure statement of the load carrying capacity of infrastructure on a line by allocation of a line category SIST EN 15528:2008
EN 15528:2008 (E) 7 3.2 categorisation of vehicles statement of the loading characteristics of a railway vehicle, according to the combination of axle loads and axle spacing, by allocation of a line category 3.3 compatibility line category of a vehicle (or the payload limit of a wagon) is less than or equal to the classification of the line 3.4 wheel load Q static vertical wheel/rail contact forces divided by acceleration due to gravity 3.5 wheel load Qi wheel load Q of the axle i
3.6 axle load P sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity 3.7 axle load Pi axle load P of the axle i 3.8 design mass mass of vehicle equipped with all the consumables and occupied by all staff which it requires in order to fulfil its function plus the exceptional payload defined according to prEN 15663 3.9 intended equal axle loads of a vehicle PieV
axle loads of a vehicle designed to be equal 3.10 mean axle load of a vehicle PmV average axle load of PieV
3.11 group of intended equal axle loads of a vehicle PieV
group of axle loads of axle i of a vehicle designed to be equal 3.12 mean axle load PmGV average axle load of PieV
3.13 mass per unit length p mass of a vehicle divided by length over buffers 3.14 length over buffers L length between coupling planes when coupled 3.15 axle spacing design values of the distances between the centres of adjacent axles SIST EN 15528:2008
EN 15528:2008 (E) 8 3.16 payload limit maximum allowable payload for a wagon related to each line category 3.17 maximum passenger traffic speed / maximum freight traffic speed additional information provided by the infrastructure manager giving the general limit to the maximum traffic speed on a line according to the type of traffic 3.18 line speed general maximum speed of traffic on a route 3.19 associated maximum speed local maximum speed for which the line category is valid 3.20 reference wagon virtual vehicle used as a module of loading for a load model defined by axle load, mass per meter and axle spacing 3.21 load model defined by a specific formation of reference wagons 3.22 line category denotation of the specific load model based on reference wagons 3.23 series of locomotives locomotives designed to be equal 4 Classification system 4.1 Definition of line categories The use of a classification system using line categories permits easy understanding of the load-related compatibility of infrastructure and vehicles. The line category as the result of the classification process represents the ability of the infrastructure (track, track substructures, earthworks, bridges and structures) to withstand the vertical loads imposed by vehicles on the line or section of line for regular service. Lines shall be classified into different line categories. Each line category (A, B1, B2, C2, C3, C4, D2, D3, D4, D4xL and also E4 and E5) is defined by the capacity of a line to withstand the loads represented by load models based on reference wagons defined by the three characteristics shown in Annex A: axle load; mass per unit length; geometrical characteristics of the spacing of axles. Line categories E4 and E5 are defined exclusively for heavy freight wagons. For E4 or E5 traffic a maximum operating speed of 100 km/h is recommended. SIST EN 15528:2008
EN 15528:2008 (E) 9 For rail vehicles or payload limits categorised above D4 or D4xL it is recommended that the infrastructure manager and railway undertaking consider the use of static and dynamic wheel load measuring devices attached to the track and/or fitted to vehicles to assist with ensuring compliance with the requirements of this European Standard. The axle and wheel load tolerances described in Clause 6 shall be taken into account when classifying the infrastructure into line categories. 4.2 Correlation between line category and speed As classification applies to all types of railway vehicles taking their maximum speeds (different passenger and freight train speeds) and line speed into account, additional information defining the maximum speed corresponding to the line classification(s) shall be stated. As a result of the classification of infrastructure additional information specifying the line classification can be given to cover two or more categories of maximum speed or traffic type (e.g. different maximum speeds and associated line categories for passenger and freight trains) within the same line classification system. The load models defining line categories cover all railway vehicles as defined in Clause 6, although different types of vehicles (e.g. locomotives and different train types) may have different operating speeds. NOTE 1 Typical maximum speed categories are shown in Annex D. When classifying infrastructure lines into line categories, the following options may be used by the infrastructure manager to optimise freight traffic: Option 1: determination of the line category at maximum freight traffic speed (maximum 120 km/h). Option 2: determination of the maximum line category at an associated lower speed (less than the maximum freight traffic speed). The line category and associated maximum speed are to be considered as a single combined quantity. The infrastructure manager may decide how many and which combinations to determine and publish. When additional information is published, the minimum requirement is to publish a single category according to Option 1. On lines dedicated to freight traffic or mixed traffic lines (passenger train speeds from 80 km/h to 120 km/h maximum) the local line speed shall be taken into account for the classification of the engineering structures (see 5.1) and other relevant infrastructure elements (see 5.2). On mixed traffic lines with passenger traffic, Option 1 is generally sufficient and appropriate for the optimisation of freight traffic. NOTE 2 In some situations it may be desirable to determine the line category at a lower speed to maximise the line category in accordance with Option 2. Examples of line category and associated maximum speed are given in Annex F. In addition, for E4 or E5 lines an associated maximum speed for E4 and E5 traffic shall be stated together with the associated maximum speed for conventional line traffic of line category D4. For vehicles and locomotives, categorised into the same or lesser line category as the line, running faster than the maximum freight traffic speed, additional checks starting on the basis of the maximum freight traffic speed shall be taken into account for the classification of engineering structures (see 5.1) and other relevant infrastructure elements (see 5.2). Different combinations of line category with speed for speeds over 120 km/h and up to the maximum line speed shall be in accordance with general technical and operational requirements or restrictions. SIST EN 15528:2008
EN 15528:2008 (E) 10 5 Classification of infrastructure 5.1 Civil engineering structures When classifying a railway line into line categories, the following shall be taken into account: load models in accordance with Annex A; load carrying capacity of structures supporting the track on the line (see Annex E); load models shall be applied to produce the most onerous load effects (e.g. on continuous beams parts of the load model which produce a relieving effect shall be neglected); dynamic load effects using the dynamic factor corresponding to the associated maximum speed (see 4.2); existing operating and other restrictions relating to different types of traffic etc. The method used to determine the load carrying capacity of structures (bridges and other structures supporting the track) shall take account of the condition of the structures and be in accordance with national requirements. NOTE 1 Examples of typical methods used to determine the load carrying capacity of structures are given in Annex E. The load models defined in Annex A are for the classification of lines and shall not be used for the design of new structures. For the design of new structures the rail traffic loading given in EN 1991-2 shall be used. The resulting output of the classification process of each structure on a line is the highest line classification related to an associated maximum speed in accordance with 4.2, subject to any additional limits in other regulations. The resulting output of the classification process for a section of the line is the minimum line classification related to an associated maximum speed taking into account each structure (see also 5.3). When determining the line classification and maximum operating speed for locomotives and other non passenger carrying power cars, account may be taken of the reduced likelihood of overloading and cargo displacement with locomotives. This may be taken into account when determining the line category for speeds of operation of locomotives higher than the line categories available for freight operation. The increased dynamic load effects from the higher speed of locomotive operation may be covered by activating additional load carrying capacity, if existing, or compensated for the use of an appropriate reduction in the partial safety factor for railway loading. NOTE 2 Additional information regarding locomotives with 4 axles and 6 axles to enable optimisation of locomotive speeds within the same line classification is given in Annex J and Annex K respectively. Any reduction in partial safety factors for railway loads is to be in accordance with national requirements. It may be necessary to specify additional operating restrictions relating to the number or position of locomotives in a train to limit associated traction forces, vertical load effects etc. To check the adequacy of the allowances for the dynamic increment of loading (in EN 1991-2:2003, Annex C) and to address the potential risk of adverse bridge dynamic effects resulting from resonance etc. between vehicles and infrastructure it is recommended that special studies should be considered for individual vehicles for proposed speeds in excess of: 100 km/h to establish an appropriate maximum speed of individual wagons with axle loads greater than 22,5 t; 120 km/h to establish an appropriate maximum speed of individual wagons with axle loads of up to 22,5 t; SIST EN 15528:2008
EN 15528:2008 (E) 11 160 km/h (or other value specified in accordance with 4.2) to establish an appropriate maximum speed of individual locomotives or individual passenger multiple units. 5.2 Track constructions, track substructures and earthworks The load carrying capacity of the track, track substructures and earthworks shall be determined in accordance with national requirements. Typically such methods take account of the type of rail and track components, sleeper spacing, track geometry, track quality, annual tonnage of traffic, inspection and maintenance regimes and other national requirements etc. For E4 and E5 traffic the requirements in prEN 15687 are recommended. In order to establish an appropriate maximum speed for wagons with axle loads greater than 22,5 t for proposed speeds > 100 km/h, special studies should be undertaken to check the dynamic effects on the track. The infrastructure manager shall determine the correspondence between the local track classification system and the line classification system defined in this European Standard. Annex L shows an example of the correspondence. The results of the above shall be used to determine the line classification in accordance with this European Standard with respect to the load carrying capacity of the track, track substructures and earthworks. 5.3 Infrastructure classification results The classification of a line or a section shall be taken as the lesser of: line classification of civil engineering structures determined in accordance with 5.1; line classification of track, track substructures and earthworks determined in accordance with 5.2; relevant associated requirements relating to speed in accordance with 4.2; other general requirements relating to maximum permitted speeds for different types of traffic and operating restrictions etc.; additional qualifications relating to the validity of the line classification etc. The result of infrastructure classification shall include the permissible line category(ies) and their associated maximum speed(s) of each line or section of line. If necessary, additional speed regulations and operating requirements relating to locomotives (e.g. locomotive classes and associated maximum speed) or traffic types (e.g. maximum speed of freight traffic or passenger traffic) due to this European Standard shall be given subject to any more onerous requirements arising due to other regulations. Where the line classification is E4 or E5, additional results shall be given for the line category D4. NOTE
Examples of the results of line classification are given in Annex F. 6 Categorisation of railway vehicles 6.1 General rules The categorisation of a vehicle by line category or payload limit for a freight wagon defined by line category represents the static vertical load effects produced by the freight wagon or vehicle. The permissible line category or the permissible payload of vehicles shall be determined such that the maximum bending moments and shear forces on a single beam of any span length throughout the span for SIST EN 15528:2008
EN 15528:2008 (E) 12 any position of load across the span do not exceed the values calculated for the load models defined in Annex A. The load models together with an unlimited number of the vehicle being categorised shall be used in the calculations. Simply supported spans from 1,0 m to 100,0 m shall be checked. The maximum span increments shall not exceed the values in Table 1.
Table 1 — Maximum span increments depending on span length span range (m) maximum span increment (m) 1,0 to 10,0 0,2 10,0 to 20,0 1,0 20,0 to 60,0 2,0 60,0 to 100,0 5,0
NOTE
An example of the application of the method is given in Annex G. The vehicle mass shall be taken as the design mass under exceptional payload according to prEN 15663. When determining the maximum axle loads, measured axle loads shall be taken into account. Where any of the items specified in prEN 15663 are not included in the measured weights, adjustments shall be made. Re-evaluation of the payload-weight tables for freight wagons and a re-categorisation of other vehicles types shall be undertaken when the weight of a vehicle is increased or the distribution of axle loads changed. The measured vehicle weight for the modified vehicle shall be used to confirm the calculations. Changes in axle load of up to 100 kg from the original, whether as a result of technical alterations or a change in distribution between axles may be neglected for the purposes of vehicle categorisation. The ratio of the two wheel loads on each axle shall not exceed 10/8 = 1,25. However, the sum of both wheel loads shall not exceed the axle load relevant for line category. For locomotives additional requirements are given in 6.3. 6.2 Freight wagons 6.2.1 Specific rules for freight wagons The compatibility of freight wagons and their loads with the load capacity of lines can be determ
...
SLOVENSKI oSIST prEN 15528:2006
PREDSTANDARD
september 2006
Železniške naprave – Kategorizacija prog – Dovoljene osne in dolžinske
obremenitve železniških vozil in tovornih vagonov
Railway applications – Classification of lines – Corresponding load limits for railway
vehicles and payload for freight wagons
ICS 45.060.01 Referenčna številka
oSIST prEN 15528:2006(en)
© Standard je založil in izdal Slovenski inštitut za standardizacijo. Razmnoževanje ali kopiranje celote ali delov tega dokumenta ni dovoljeno
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EUROPEAN STANDARD
DRAFT
prEN 15528
NORME EUROPÉENNE
EUROPÄISCHE NORM
June 2006
ICS
English Version
Railway applications - Classification of lines - Corresponding
load limits for railway vehicles and payload for freight wagons
Applications ferroviaires - Classification des lignes - Limites
de charge des véhicules ferroviaires ainsi que des wagons
qui en résultent
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
If this draft becomes a European Standard, 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.
This draft European Standard was established by CEN 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 Management Centre has the same
status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania,
Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2006 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 15528:2006: E
worldwide for CEN national Members.
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prEN 15528:2006 (E)
Contents Page
Foreword.4
Introduction .5
1 Scope.5
1.1 General.5
1.2 Implementation.6
2 Normative references.6
3 Classification of Infrastructure.7
3.1 General.7
3.2 Correlation between Line Category and Line Speed .7
3.3 Civil Engineering Structures.8
3.4 Track Constructions, Sub Structures and Earthworks.10
3.5 Results and Publication.10
4 Categorisation of Railway Vehicles .12
4.1 General Rules.12
4.2 Freight Wagons.12
4.2.1 Additional Rules for Freight Wagons .12
4.2.2 Resulting Load Limits for Freight Wagons .13
4.3 Multiple Units and Passenger Coaches .13
4.4 Locomotives and Power Cars .14
4.4.1 General Remarks.14
4.4.2 4-axles locomotives.15
4.4.3 6-axles locomotives.15
4.5 Other non-powered Railway Vans.16
4.6 Special Railway Vehicles .16
5 Permission to run.16
5.1 General.16
5.2 Special Permission.17
Annex A (normative) Load Models (Reference Wagons) representing the Line Categories .18
Annex B (informative) Flow Chart: Classification of infrastructure and categorisation of vehicles .20
Annex C (informative) Comparison of RA-Classification with Line Categories.21
Annex D (informative) Example.22
D.1 Tables of Calculation Results for Example Calculation in Annex D .24
D.2 Diagram of Calculation Results for Example Calculation in Annex D .26
Annex E (informative) Permissible mass per axle P – Wagons with two 2-axled bogies .28
r
Annex F (informative) Permissible mass per axle P – Wagons with two 3-axled bogies .29
r
Annex G (informative) L4 locomotive classes (4-axles locomotives) .30
G.1 Example (for γγγγ = 1.3) Comparison of the maximum permitted Speeds for the Line
red loco
Categories and L4 Locomotive Classes.31
Annex H (informative) L6 Locomotive Classes (6-axles locomotives) .32
H.1 Example (for γγγγ = 1.3) Comparison of the maximum permitted Speeds for the Line
red loco
Categories and L6 Locomotive Classes.33
Annex I (informative) Example of correspondence between a national Track Classification
System and Line Categories.34
Annex J (informative) Weight Note for Locomotives.36
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J.1 Example Weight Note of Locomotive of Series A .37
J.2 Example Weight Note of Locomotive of Series B .38
J.3 Example Weight Note of Locomotive of Series C .39
Bibliography.41
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Foreword
This document (prEN 15528:2006) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive
2001/16/EC of the European Parliament and of the Council of 19 March 2001 on the interoperability of the
1)
trans-European conventional rail system
For relationship with EU Directive, see informative Annex ZA, which is an integral part of this document.
Most civil engineering railway infrastructure was built before the introduction of the design requirements in the
CR-INS-TSI and Eurocodes for the design of structures. Alternative requirements are necessary to ensure
compatibility between the static vertical loading characteristics of railway vehicles and the load carrying
capacity of railway infrastructure.
This standard contains requirements relevant to:
Classification of the vertical load carrying capacity of railway infrastructure.
Design of railway vehicles.
Determination of payload limits for freight wagons.
This standard specifies criteria to classify lines or sections of lines into categories and defines a methodology
to determine the load effects of vehicles and payload limits for freight vehicles, which can be used to
determine whether railway vehicles shall be accepted on these lines on the basis of geometrical
characteristics of axle spacing, masses per axle, masses per unit length and operating speed.
1) Official Journal of the European Communities No L 110 of 20.04.2001
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prEN 15528:2006 (E)
Introduction
Infrastructure managers and railway operators are required to use the line classification system specified in
this standard for managing the interface between load limits for railway vehicles and payload limits for freight
wagons and the vertical load carrying capacity of a line. The line classification system is defined in Annex A
and takes into account parameters such as the mass per axle (P) and mass per length (p) as well as
geometrical aspects relating to the spacing of axles.
NOTE This standard is intended to support requirements in the TSI relating to the interoperability of the European rail
network.
A summary of the classification of infrastructure and categorisation of vehicles is given in Annex B.
1 Scope
1.1 General
This standard covers the classification and publication of the classification of existing and new infrastructure
lines and the categorisation of new vehicles into line categories for international and national traffic and
manages the interface between the existing infrastructure of dedicated freight lines and mixed traffic lines and
all railway vehicles under normal operating conditions including passenger train speeds up to 200 km/h
(corresponding to traffic category II of prEN 13803-1).
The classification of infrastructure into line categories manages predominantly the interface between the load
models (reference wagons) of Annex A and the vertical load carrying capacity of civil engineering structures,
track, sub-grade and earthworks.
This standard covers the categorisation of railway vehicles into line categories, the determination of payload
limits for existing and new freight wagons according to line category and the marking of vehicles with line
categories and for freight wagons the marking of payload limits.
This standard identifies where vehicles may be permitted to run in normal operations without further checks
regarding vertical load effects.
The load models (reference-wagons) of Annex A are for the classification of lines and shall not be used to
design new structures.
The methodology described in this standard is not valid for high speed rail traffic. Tilting traffic and the working
of rail mounted plant and cranes etc. are outside the scope of this standard.
National traffic may be categorised in accordance with national requirements.
In Great Britain all lines and vehicles are classified in accordance with the RA (Route Availability) System. A
guide to the equivalent categories in accordance with this standard is given in Annex C.
This standard does not cover requirements relating to the maximum total mass or maximum length of a train.
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1.2 Implementation
The requirements in this standard shall be implemented within the timescales defined in the following
schedule:
Immediately after the publication date of this standard
Classification of infrastructure and
Publication of line categories for freight traffic
Calculation of payload limits and the marking of load limit tables on freight wagons
NOTE This requirement is equivalent to the corresponding requirements in the RIV regulations.
Within one year after the publication date of this standard
Categorisation of all new railway vehicles which are newly set in service
Marking of the line category on vehicles for all new railway vehicles which are newly set in service
Publication of
line categories with associated maximum speeds for freight traffic
passenger train speeds on all international lines and if relevant associated vehicle restrictions
Within three years after the publication date of this standard
Categorisation of existing railway vehicles running in international traffic
Marking of the line category on vehicles for existing railway vehicles running in international traffic and
corresponding to a line category > B2
Publication of line categories with associated maximum line speeds (for all railway traffic) and additional
national requirements
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
th
COTIF Agreement 1999, Convention concerning International Carriage by Rail (COTIF) of 9 May 1980
rd
modified by the Protocol of Modification of 3 June 1999
prEN 14033-1:2003, Railway applications — Track — Technical requirements for railbound construction and
maintenance machines — Part 1: Running of railbound machines
prEN 13803-1 final draft:2004, Railway Applications — Track alignment design parameters — Track gauges
1435 mm and wider — Part 1: Plain line
EN 13103:2001, Railway Applications — Wheelsets and bogies — Non-powered axles; Design method
EN 13104:2001, Railway Applications — Wheelsets and bogies — Powered axles; Design method
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3 Classification of Infrastructure
3.1 General
Railway Infrastructure Managers shall classify their lines or sections of lines into the line categories defined in
Annex A taking into account the load carrying capacity of track, substructures, earthworks, bridges and
structures.
The line categories represent the traffic load capacity of the line or section of line for regular service.
Each line category (A, B1, B2, C2, C3, C4, D2, D3, D4 and also E4 and E5) is defined by the capacity of a line
to withstand the loads represented by a load model (reference-wagon) defined by 3 characteristics shown in
Annex A:
mass per axle,
mass per length and
geometrical characteristics of the spacing of axles.
Letters characterize the limits for mass per axle and numbers the limits for mass per length of the
corresponding load model. The line categories are ranked by letter A < B < C < D < E and number 1 < 2 < 3 <
4 < 5.
NOTE For example, D3, D2, C4, C3, C2 all less than or equal to D4 (both letter and number must be less than or
equal) but also note C3 ≠ D2, D3 ≠ C4.
Line categories E4 and E5 are defined exclusively for heavy freight wagons. For E4 or E5 traffic a maximum
operating speed of 100 km/h is recommended. On lines or section of lines classified as E4 or E5, for all other
vehicles or trains the maximum permitted conventional line category is D4.
For rail vehicles or payload limits categorized above D4 it is recommended that railway infrastructure
managers and railway operators consider the use of axle weight measuring devices attached to the track
and/or fitted to vehicles to assist with ensuring compliance with the requirements of this standard.
3.2 Correlation between Line Category and Line Speed
Classification shall apply to all types of railway vehicles taking their maximum speeds (e.g. passenger and
freight train speeds have to be covered) and line speed into account.
In order to clarify the line classification requirements relating to all train types and vehicles, additional
information relating to the maximum speed corresponding to the line classification(s) shall be stated. To cover
two or more categories of maximum speed or traffic type (e.g. different maximum speeds and associated line
classification(s) for passenger and freight trains) within the same line classification system, additional
information specifying the line classification may be given.
NOTE 1 Typical speed categories:
— Loco hauled passenger train ≤ 120 km/h ≤ 140 km/h ≤ 160 km/h ≤ 200 km/h*
— Multiple unit ≤ 120 km/h ≤ 140 km/h ≤ 160 km/h ≤ 200 km/h*
— Freight train ≤ 80 km/h ≤ 100 km/h ≤ 120 km/h ≤ 160 km/h**
*) depending on the characteristics of bridges, the method of classification defined in this standard is not always
valid for speeds over 160 km/h to 200 km/h due to the potential for excessive dynamic effects and resonance in
existing bridges and traffic should be permitted by special permission (the railway infrastructure manager may
specify when special permission is required).
**) only for light weight freight trains (e.g. mail transport) that are similar to passenger trains
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NOTE 2 The load model (reference wagons) of line categories of Annex A are related to all railway vehicles as defined
in clause 4. Different train types and vehicle types, e.g. locomotives, may have different operating speeds. A locomotive
hauling a passenger train may have larger load effects than hauling a freight train.
National requirements relating to speed and operating restrictions shall be taken into account.
When classifying infrastructure lines into the line categories, the following options may be used by the railway
infrastructure manager to optimize freight traffic:
Option 1: determination of the line category at maximum local freight speed (maximum 120 km/h).
Option 2: determination of the maximum line category related at an associated speed less than 120 km/h.
The line category and associated maximum speed are to be considered as a unit. The railway infrastructure
manager may determine how many units (and the combination of line category and associated maximum
speed forming a unit) to determine and publish. The unit according to option 1 shall be determined and
published obligatory in any case.
Generally for lines dedicated to freight traffic or mixed traffic lines of traffic category I (prEN 13803-1 –
passenger train speeds from 80 km/h to 120 km/h maximum) the local line speed shall be taken into account
for the classification of the engineering structures (see 3.3) and other relevant infrastructure elements (see
3.4).
NOTE 3 Additional the classification of the maximum line category related to a lesser speed than 120 km/h may be
useful to maximise the line category in accordance with Option 2.
NOTE 4 All types of rail vehicles are covered by the above requirement.
NOTE 5 See examples 1 and 2 of NOTE 3 in 3.5.
On lines of traffic category II (prEN 13803-1) dedicated to mixed traffic with passenger train speeds up to
maximum 200 km/h additional checks for vehicles and locomotives running faster than freight train speed and
categorized into the same or lesser line category as the line the maximum speed of freight train speed shall be
taken into account for the classification of engineering structures (see 3.3) and other relevant infrastructure
elements (see 3.4).
NOTE 6 Generally on lines of traffic category II the consideration of Option 1 is sufficient and relevant to optimize
freight traffic. In some situations it my be desirable to determine the line category at a lower speed to maximise the line
category in accordance with Option 2.
NOTE 7 See example 3 of NOTE 3 in 3.5.
Freight traffic is covered if all wagons and locomotives do not exceed the line category of the line taking into
account the associated maximum speed.
The units of variation of line category with speed for speeds over 120 km/h and up to the maximum line speed
shall be in accordance with national requirements.
In addition, for E4 or E5 lines a corresponding maximum permitted line speed for E4 and E5 traffic shall be
stated together with the maximum permitted speed for conventional line traffic of line category D4. For E4 or
E5 traffic a maximum operating speed of 100 km/h is recommended.
3.3 Civil Engineering Structures
To determine the line category in which a line is to be classified the railway infrastructure manager shall take
into account:
a train made up of an unlimited number of the load wagons (reference wagons) in accordance with the
data given in Annex A;
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the load wagons shall be applied to produce the most onerous load effects;
the dynamic load effects corresponding to the associated speed (see 3.2);
published and operating and other restrictions relating to types of traffic etc.
The method used to determine the load carrying capacity of structures (bridges and other structures
supporting the track) shall take account of the condition of the structures and be in accordance with national
requirements.
NOTE 1 Methods typically used to determine the load carrying capacity of structures include:
— recalculation of structures taking into account structural configuration and details, material properties and
the condition of the structure etc. and taking into account strength and other safety related criteria etc.;
— comparison of the original design loading specification with the load effects generated by the load models
(reference wagons) in Annex A taking into account dynamic effects together with allowances as
necessary for the condition of structures and advances in predicting the structural capacity of structures in
accordance with national requirements;
— in the absence of data from bridge recalculations or information on the original design loading
specification engineering judgement may be used to assign the structure a line category on the basis of its
current condition, behaviour and the line category of vehicles regularly using the structure for a significant
period at up to the same speed in accordance with national requirements.
The load models (reference-wagons) defined in Annex A are for the classification of lines and shall not be
used to design new structures. For the design of new structures the loading to be used is given in the
EN 1991-2.
The result of classification shall the maximum line category related to an associated maximum speed for
speeds in accordance with 3.2.
NOTE 2 In some cases it may be necessary to determine further permissible combinations of line category and
associated maximum speed in accordance with 3.2 and 3.5.
NOTE 3 This associated speed may not be the same as the maximum speed values published by the railway
infrastructure manager (see also 3.5).
When determining the line classification (or locomotive class – see 4.3) and associated maximum operating
speed for locomotives and other non passenger carrying power cars account may be taken of the reduced
likelihood of overloading and cargo displacement with locomotives.
NOTE 4 For example, this may be taken into account when determining the line category or loco class for speeds of
operation of locomotives higher than line categories available for freight operation. Depending on the difference in speeds
of operation and relative static loadings between the proposed locomotive and load models the increased dynamic load
effects from the higher speed of locomotive operation may be compensated by an appropriate reduction in the partial load
factor for rail vehicle loading. Any reduction in partial load factors is to be in accordance with national requirements.
Annex G and Annex H covering 4-axles and 6-axles locomotives classes give additional information to
differentiate and optimise the speed of different locomotive classes within the same line category. In Annexes
G.1 and H.1 examples of permitted speed increases on straight track are given using partial load factors of
γ = 1.45 and γ = 1.3.
Qlinecategory Qred loco
NOTE 5 When determining the allowable line category or locomotive class for locomotives it may be necessary to
specify additional operating restrictions relating to the number or position of locomotives in a train to limit associated
traction forces, vertical load effects etc.
The result of classifying all structures on a line or section of a line is the maximum line category and, if no
other regulations exist (or providing there is no conflict with other regulations), the associated maximum speed.
It is recommended that special studies should be undertaken for proposed speeds in excess of:
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100 km/h to establish an appropriate maximum speed of wagons with axle masses greater than 22,5 t
120 km/h to establish an appropriate maximum speed of wagons with axle masses of up to 22,5 t
200 km/h (or other value specified in accordance with 3.1) to establish an appropriate maximum speed of
locomotives or passenger vehicles
to check the adequacy of the allowances for the dynamic increment of loading (in EN 1991-2 Annex C) and to
address the potential risk of adverse bridge dynamic effects resulting from resonance etc. between vehicles
and infrastructure.
3.4 Track Constructions, Sub Structures and Earthworks
The load carrying capacity of the track, substructures and earthworks shall be determined in accordance with
national requirements.
NOTE 1 Typically such methods take account of the type of rail and track components, sleeper spacing, track
geometry, track quality, annual tonnage of traffic, inspection and maintenance regimes and other national requirements
etc.
NOTE 2 For E4 and E5 traffic the requirements in UIC 518-2 “Supplement to UIC 518: application to wagons with axle
loads between 22,5 t and 25 t” is recommended.
NOTE 3 It is recommended that special studies should be undertaken to check the dynamic effects on track for wagons
with axle masses greater than 22,5 t proposed speeds in excess of 100 km/h to establish an appropriate maximum speed.
Railway infrastructure managers shall determine the correspondence between their own national classification
systems and the line classification system defined in this standard. Annex I shows an example of the
correspondence between a track classification system and the line category classification system.
For E4 and E5 traffic the recommended maximum permitted cant deficiency is 100 mm.
The results of the above shall be used to determine the line classification in accordance with this standard
with respect to the load carrying capacity of the track, substructures and earthworks.
3.5 Results and Publication
The line classification shall be taken as the lesser of:
the line classification of civil engineering structures determined in accordance with 3.3
the line classification of track, substructures and earthworks determined in accordance with 3.4
other national requirements relating to speed and operating restrictions etc.
taking into account qualifications relating to associated maximum speed in accordance with 3.2.
NOTE 1 Depending on the option used for taking speed into account the results may not be suff
...
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