BRITISH STANDARD Railway applications — Structural requirements of railway vehicle bodies Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons) ICS 45.060.20 NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW BS EN 12663-1:2010 +A1:2014 BS EN 12663-1:2010+A1:2014 National foreword This British Standard is the UK implementation of EN 12663-1:2010+A1:2014 Together with BS EN 12663-2:2010, it supersedes BS EN 12663:2000 which is withdrawn The start and finish of text introduced or altered by amendment is indicated in the text by tags Tags indicating changes to CEN text carry the number of the CEN amendment For example, text altered by CEN amendment A1 is indicated by !" The UK participation in its preparation was entrusted by Technical Committee RAE/3, Railway Applications - Rolling Stock Products, to Subcommittee RAE/3/-/11, Railway Applications - Structural requirements and Welding A list of organizations represented on this subcommittee can be obtained on request to its secretary This publication does not purport to include all the necessary provisions of a contract Users are responsible for its correct application Compliance with a British Standard cannot confer immunity from legal obligations This British Standard was published under the authority of the Standards Policy and Strategy Committee on 31 March 2010 © The British Standards Institution 2015 Published by BSI Standards Limited 2015 ISBN 978 580 82264 Amendments/corrigenda issued since publication Date Comments 31 January 2015 Implementation of CEN amendment A1:2014 EUROPEAN STANDARD EN 12663-1:2010+A1 NORME EUROPÉENNE EUROPÄISCHE NORM December 2014 ICS 45.060.20 Supersedes EN 12663-1:2010 English 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 : 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 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 E BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Contents Page Foreword Introduction Scope Normative references Terms and definitions Coordinate system .7 5.1 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.3 5.3.1 5.3.2 5.3.3 5.3.4 5.3.5 5.3.6 5.4 5.4.1 5.4.2 5.4.3 5.4.4 5.5 5.6 5.6.1 5.6.2 Structural requirements General Categories of railway vehicles .8 Structural categories .8 Locomotives Passenger vehicles .9 Freight wagons Other types of vehicles Uncertainties in railway design parameters .9 Allowance for uncertainties Loads Material 10 Dimensional tolerances 10 Manufacturing process 10 Analytical accuracy 10 Demonstration of static strength and structural stability 10 Requirement 10 Yield or proof strength 11 Ultimate failure 11 Instability 12 Demonstration of stiffness 12 Demonstration of fatigue strength 13 General 13 Methods of assessment 13 6.1 6.2 6.2.1 6.2.2 6.2.3 6.3 6.3.1 6.3.2 6.3.3 6.4 6.5 6.5.1 6.5.2 6.5.3 6.5.4 Design load cases 14 General 14 Longitudinal static loads for the vehicle body 15 General 15 Longitudinal forces in buffers and/or coupling area 15 Compressive forces in end wall area 16 Vertical static loads for the vehicle body 17 Maximum operating load 17 Lifting and jacking 17 Lifting and jacking with displaced support 18 Superposition of static load cases for the vehicle body 19 Static proof loads at interfaces 20 Proof load cases for body to bogie connection 20 Proof load cases for equipment attachments 20 Proof load cases for joints of articulated units 21 Proof load cases for specific components on freight wagons 21 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) 6.6 6.6.1 6.6.2 6.6.3 6.6.4 6.6.5 6.6.6 6.7 6.7.1 6.7.2 6.7.3 6.7.4 6.7.5 6.8 6.9 6.9.1 6.9.2 General fatigue load cases for the vehicle body 21 Sources of load input 21 Payload spectrum 21 Load/unload cycles 22 Track induced loading 22 Aerodynamic loading 23 Traction and braking 23 Fatigue loads at interfaces 24 General requirements 24 Body/bogie connection 24 Equipment attachments 24 Couplers 24 Fatigue load cases for joints of articulated units 24 Combination of fatigue load cases 24 Modes of vibration 25 Vehicle body 25 Equipment 25 7.1 7.2 7.3 Permissible stresses for materials 25 Interpretation of stresses 25 Static strength 25 Fatigue strength 25 8.1 8.2 8.2.1 8.2.2 8.3 8.4 Requirements of strength demonstration tests 26 Objectives 26 Proof load tests 26 Applied loads 26 Test procedure 27 Service or fatigue load tests 28 Impact tests 28 9.1 9.2 9.2.1 9.2.2 9.2.3 9.3 9.3.1 9.3.2 9.3.3 Validation programme 28 Objective 28 Validation programme for new design of vehicle body structures 29 General 29 Structural analyses 29 Testing 29 Validation programme for evolved design of vehicle body structures 30 General 30 Structural analyses 30 Testing 30 Annex A (informative) 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 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Foreword This document (EN 12663-1:2010+A1:2014) 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 June 2015, and conflicting national standards shall be withdrawn at the latest by June 2015 Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights This document includes Amendment approved by CEN on 2014-09-23 !This document supersedes EN 12663-1:2010." The start and finish of text introduced or altered by amendment is indicated in the text by tags !" 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 2008/57/EC" For relationship with !EU Directive 2008/57/EC", see informative Annex ZA, which is an integral part of this document This European Standard is part of the series EN 12663, Railway applications — Structural requirements of railway vehicle bodies, which consists of the following parts: — Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons) — Part 2: Freight wagons !deleted text" 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, 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 the United Kingdom BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Introduction The structural design of railway vehicle bodies depends on the loads they are subject to and the characteristics of the materials they are manufactured from Within the scope of this European Standard, it is intended to provide a uniform basis for the structural design of the vehicle body The loading requirements for the vehicle body structural design and testing are based on proven experience supported by the evaluation of experimental data and published information The aim of this European Standard is to allow the supplier freedom to optimise his design whilst maintaining requisite levels of safety BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Scope 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 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 10002-1, Metallic materials — Tensile testing — Part 1: Method of test at ambient temperature EN 13749, Railway applications — Wheelsets and bogies — Methods of specifying structural requirements of bogie frames EN 15663, Railway applications — Definition of vehicle reference masses ! EN 16404:2014, Railway applications — Re-railing and recovery requirements for railway vehicles" Terms and definitions For the purposes of this document, the following terms and definitions apply 3.1 railway vehicle body main load carrying structure above the suspension units including all components which are affixed to this structure which contribute directly to its strength, stiffness and stability NOTE Mechanical equipment and other mounted parts are not considered to be part of the vehicle body though their attachments to it are BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) 3.2 equipment attachment fastener and any associated local load carrying substructure or frame which connect equipment to the vehicle body Coordinate system The coordinate system is shown in Figure The positive direction of the x-axis (corresponding to vehicle body longitudinal axis) is in the direction of movement The positive direction of the z-axis (corresponding to vehicle body vertical axis) points upwards The y-axis (corresponding to vehicle body transverse axis) is in the horizontal plane completing a right hand coordinate system Key driving direction X longitudinal direction Y lateral direction Z vertical direction Figure — Vehicle body coordinate system 5.1 Structural requirements 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 The assessment shall be based on the following criteria: BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) a) exceptional loading defining the maximum loading which shall be sustained and a full operational condition maintained; b) margin of safety as defined in 5.4.3 and 5.4.4, such that the exceptional load can be considerably exceeded before catastrophic fracture or collapse will occur; c) service or cyclic loads being sustained for the specified life without detriment to the structural safety; ! d) loads due to re-railing and recovery operations without catastrophic failure." The data defining the expected service conditions shall be part of the specification From this data all significant load cases shall be defined in a manner that is consistent with the acceptance criteria NOTE Where appropriate, stiffness criteria as defined in 5.5 should be part of the specification The requirements of this European Standard are based on the use of metallic materials and requirements defined in 5.4.2, 5.4.3 and 5.6 and Clause and Clause are specifically applicable only to such materials If different (non-metallic) materials are being used, then the basic principles of this standard shall still be applied and suitable data to represent the performance of these materials shall be used The load cases used as the basis of vehicle body design shall comprise the relevant cases listed in Clause All formal parameters are expressed as SI basic units and units derived from SI basic units The acceleration due to gravity g is - 9,81 m/s2 5.2 5.2.1 Categories of railway vehicles Structural categories For the application of this European Standard, all railway vehicles are classified in categories The classification of the different categories of railway vehicles is based only upon the structural requirements of the vehicle bodies NOTE It is the responsibility of the customers to decide as to which category railway vehicles should be designed There will be differences between customers whose choice of the category should take into account the shunting conditions and system safety measures This is to be expected and should not be considered as conflicting with this European Standard Due to the specific nature of their construction and different design objectives there are three main groups, namely locomotives (L), passenger vehicles (P) and freight wagons (F) The three groups may be subdivided further into categories according to their structural requirements The categories for freight wagons are extracted from EN 12663-2 The choice of category from the clauses below shall be based on the structural requirements as defined in the tables in Clause 5.2.2 Locomotives To this group belong all types of locomotives and power units whose sole purpose is to provide tractive motion and are not intended to carry passengers — Category L e.g locomotives and power units BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) 8.3 Service or fatigue load tests Fatigue tests should be applied to the vehicle body or structural parts which are subjected to dynamic loads, if the calculation contains critical uncertainties or there exist no performance data for this detail The following types of tests may be used: a) laboratory fatigue tests in which appropriate load histories representing the full operational life are applied to the vehicle body, critical components or details The appropriate load histories shall incorporate load factors and/or shall be extended to increased load cycle numbers to account for statistical deviations to the mean fatigue strength, influences of the number of tested specimen and applied pass/fail criteria No cracks shall appear which would adversely affect structural safety; b) strain measurements with subsequent fatigue life assessment using data from the proof or other static tests; c) fatigue life assessment from on-track strain records, made under representative service conditions Assessments under b) and c) shall meet the requirements of 5.6 8.4 Impact tests These tests serve to demonstrate that railway vehicles can remain fully serviceable under normal shunting impacts The tests are optional and shall be included in the specification if required 9.1 Validation programme Objective The objective of the validation programme is to prove that the design of the vehicle body structure withstands the maximum loads consistent with the operational requirements and achieves the required service life under normal operating conditions with an adequate probability of survival It shall be demonstrated by calculation or testing or a combination of both, that no significant permanent deformation or fracture of the structure as a whole, or of any individual element, will occur under the prescribed design load cases The content of the validation programme depends on the degree of originality in the design and changes of its application Table 19 summarizes the validation programme as described below 28 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Table 19 — Summary of validation programme Complete structural analysis New design Evolved design and/or new application Identical design and new application Evolved design, similar application Local or global comparative structural analysis Static tests Fatigue and/or service tests N/A yes only required if other methods not show sufficient safety no yes no or reduced test programme only required if other methods not show sufficient safety no yes no or reduced test programme no yes NOTE A new design is a product (vehicle or component part) that is newly created and has no direct connection with any existing similar product An evolved design is a product (vehicle or component part) that is based on an existing similar product and has direct connection with that existing product 9.2 Validation programme for new design of vehicle body structures 9.2.1 General In order to prove the structural integrity of a newly designed vehicle body structure two major steps are significant: a) structural analyses; b) testing 9.2.2 Structural analyses Numerical methods, such as finite element analyses, shall be used and may be supplemented as necessary by hand calculations The analyses performed shall be based on the load cases as required by this European Standard Based on the results of the structural analyses, the railway vehicle may be released for static testing, fatigue testing or service testing It is acceptable that the structural analysis results of areas of the structure not meet the requirements of this European Standard if it is shown by subsequent tests that the requirements of this European Standard are achieved in these areas under representative service conditions 9.2.3 9.2.3.1 Testing General Tests shall be performed for all newly designed vehicle body structures as defined in 8.1 29 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) 9.2.3.2 Static testing The characteristic vehicle body structures of the railway vehicle shall be tested for the quasi-static load cases defined in this European Standard (see 8.2.1) Strain gauges shall be applied at significant positions of the structure and at all critical areas according to the results of the structural analyses The test results for the proof load cases shall meet the requirements given in this European Standard 9.2.3.3 Fatigue testing It is not normal practice to carry out laboratory dynamic fatigue tests on full vehicle body structures but in some circumstances this may be appropriate Fatigue tests may be performed on specific structural details to demonstrate compliance with the requirements of this European Standard 9.2.3.4 Service testing In order to evaluate the fatigue strength, on-track service tests can be used to directly measure operating stresses and check fitness for purpose when analysis and static testing have not shown compliance with this European Standard or there is uncertainty in the applicable dynamic inputs Strain gauges shall be applied at significant positions of the structure of the fully equipped railway vehicle (with normal design payload m3) to capture the structural response for representative service conditions These positions shall cover all critical areas according to the results of the structural analyses and/or static test Based on these measurements an assessment of the fatigue strength in the significant measurement positions and critical areas shall be performed according to 5.6 as final step of the proof of fitness for purpose 9.3 Validation programme for evolved design of vehicle body structures 9.3.1 General If a new vehicle body structure is evolved from a proven design the same general process applies but with the modifications as indicated below 9.3.2 Structural analyses Where a vehicle body is a development of an earlier design for which the safety has been demonstrated and similar service conditions apply, then earlier data may be used, supported by comparative evidence Areas of significant change shall be re-analysed Where the global load path is maintained and the stresses remain below the acceptable limits it is sufficient to demonstrate the acceptability of the changes only by analysis It is acceptable that the structural analysis results of some areas of the structure not meet the requirements of this European Standard if it is shown by tests that sufficient safety is given in these areas under representative service conditions 9.3.3 9.3.3.1 Testing General Tests shall be performed if it has not been possible to validate the design as indicated in 9.3.2 9.3.3.2 Static testing A static test programme shall be carried out that considers the areas of structural changes and the associated loads 30 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) 9.3.3.3 Fatigue testing Fatigue tests may be performed as indicated in 9.2.3.3 9.3.3.4 Service testing When analysis or static testing have not shown compliance with this standard and if the application on a new track imposes significantly different loading conditions, on-track service tests can be used to measure operating stresses and check fitness for purpose The number of strain gauges may be reduced in comparison with the measurements of the original design Based on these measurements an assessment of the fatigue strength in the significant measurement positions and critical areas shall be performed according to 5.6 as final step of the proof of fitness for purpose 31 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Annex A (informative) Treatment of local stress concentrations in analyses The acceptance may be based on one of the following methods: a) Linear elastic analysis For ductile materials a linear elastic analysis shows that the following criterion for the stress range is fulfilled for each local stress concentration: σ max − σ ≤ × R S1 where σmax is the maximum calculated stress of all static load cases; σmin is the minimum calculated stress of all static load cases; σmax and σmin are oriented in the same direction; 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 described in 5.3.3; S1 is the safety factor as defined in 5.4.2 For brittle materials the maximum local stress σc,loc shall fulfil the following criteria based on Neuber's law: σ c, loc ≤ (R ⋅ E ⋅ e end ) S1 where 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 described in 5.3.3; E is the elasticity modulus; εend is the endurable total elongation; S1 is the safety factor as defined in 5.4.2 The endurable total elongation εend depends on the ultimate strain A (as defined in EN 10002-1) and is defined as: e end = 0,667 ⋅ A − 0,033 32 for A < 12,5 %; BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) e end = 0,05 b) for A ≥ 12,5 % Nonlinear elastic-plastic analysis A nonlinear elastic-plastic analysis based on the consecutive application of the two extreme static load cases relevant for the local stress concentration increased by the safety factor S1 shows that alternating plastic deformation does not occur and the residual strains are not higher than the values given in 8.2.2 33 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Annex B (informative) Examples of proof load cases at articulation joints When satisfying the requirements of 6.5.3 the following load cases are examples that might be appropriate for a simple pivot articulation: a) Longitudinal load Fx determined as follows: Fx = a x (m1 + n m2 ) where b) ax is the acceleration in x-direction according to Table 13; m1 is the design mass of the vehicle body in working order of the considered vehicle; n is the number of bogies connected to the vehicle body m1; m2 is the design mass of the bogie or running gear connected to the vehicle body m1 Lateral load Fy determined as follows: Fy = a y p m1 + ω J ZZ l where 34 ay is the exceptional lateral acceleration effective at the articulation, typically taken as g; p is the proportion of mass m1 that is effectively supported at the articulation; m1 is the design mass of the vehicle body in working order of the considered vehicle; ω is the rotational acceleration which should be calculated assuming that the lateral acceleration at the articulation is ay and g at the next lateral support (bogie or articulation) at the distance l (see Figure B.1); Jzz is the rotational inertia (yaw inertia) around the z-axis; l is the distance from the articulation joint to the next lateral support (bogie or articulation) BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) a) Example 1: Design with two articulations b) Example 2: Design with articulation and bogie c) Example Key ay lateral acceleration Fy lateral force l distance between articulations ω rotational velocity m1 mass concerned Figure B.1 — Determination of lateral load c) Vertical load Fz determined as follows Fz = 1,3 g (m1 + m4 ) 35 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) where m1 is the design mass of the vehicle body in working order of the considered vehicle; m4 is mass of the exceptional payload The worst case may be when the second articulated vehicle body is assumed to be empty d) 36 Vertical lifting load, if it is required to lift the body with the bogies and the corresponding contribution of the adjacent vehicle body, according to 6.3.2 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Annex ZA (informative) Relationship between this European Standard and the Essential Requirements of EU Directive 2008/57/EC This European Standard has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association to provide a means of conforming to Essential Requirements of the Directive 2008/57/EC 1) Once this standard is cited in the Official Journal of the European Union under that Directive and has been implemented as a national standard in at least one Member State, compliance with the clauses of this standard given in Table ZA.1 for high speed rolling stock, Table ZA.2 for freight wagons, Table ZA.3 for locomotives and passenger rolling stock and Table ZA.4 for the CR/HS TSI relating to persons with reduced mobility, confers, within the limits of the scope of this standard, a presumption of conformity with the corresponding Essential Requirements of that Directive and associated EFTA regulations Table ZA.1 — Correspondence between this European Standard, the HS RST TSI dated June 2006 and adopted by EC on 21 February 2008 and Directive 2008/57/EC Clause/subclauses of this European Standard Chapter/paragraph of the Corresponding text, TSI articles/paragraphs/anne xes of the Directive 2008/57/EC The whole standard is Characteristics of the applicable subsystem 4.2.2.3.3 Specifications (simple load cases and design collision scenarios) §a Annex A Passive safety – crashworthiness A.1.1 Detailed mechanical boundary characteristics for the static resistance A.3.4 Protection against a low obstacle Annex III, Essential Requirements General requirements 1.1 Safety Clauses 1.1.1, 1.1.3 1.2 Reliability and availability Comments §5.2, §6.2, §6.3 and §6.4 for category P-II are the transposition in this EN 12663-1 of the mandatory clauses of the EN 12663:2000 quoted in the TSI Requirements specific to each subsystem 2.4 Rolling stock 2.4.3 Technical compatibility (§3) 1) The Directive 2008/57/EC adopted on 17 June 2008 is a recast of the previous Directives 96/48/EC "Interoperability of the trans-European high-speed rail system" and 2001/16/EC "Interoperability of the trans-European conventional rail system" and their revision by Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004 amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive 2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail system 37 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Table ZA.2 — Correspondence between this European Standard, the CR TSI RST Freight Wagon dated July 2006, published in the Official Journal on December 2006 and its intermediate revision approved by the Railway Interoperability and Safety Committee on 26 November 2008 and Directive 2008/57/EC Clause/subclauses of this European Standard The whole standard is applicable Chapter/paragraph of the Corresponding text, TSI articles/paragraphs/anne xes of the Directive 2008/57/EC 4.2.2.3 Strength of Main Vehicle Structure and Securing of Freight Annex ZZ Annex III, Essential Requirements, General Requirements – Clauses 1.1.1, 1.1.3, Annex III, Essential Structures and mechanical Requirements, General parts Requirements – Clause Permissible Stress Based 1.2 Reliability and availability on Elongation Criteria Annex Z Structure and Mechanical Parts Impact (Buffing) Test Annex YY Structures and mechanical parts Strength requirements for certain types of wagon components Annex N Structure and Mechanical Parts Permissible stresses for static test methods Annex CC Structure and Mechanical Parts Sources of fatigue loading 38 Comments The mandatory §3, §4, §5 and §6 of EN 12663:2000 have been transposed into EN 12663-2 This standard EN 12663-1 provides an alternative method for defining the structural requirements of freight wagon bodies Annex III, Essential Requirements, The related annexes Requirements Specific to of the TSI are covered Rolling Stock Subsystem – in EN 12663-2 Clause 2.4.3 Technical compatibility (§3) BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Table ZA.3 — Correspondence between this European Standard, the CR TSI Locomotive and Passenger Rolling Stock (Preliminary draft Rev 2.0 dated 14 November 2008) and Directive 2008/57/EC Clause/subclauses of this European Standard The whole standard is applicable Chapter/paragraph of the Corresponding text, TSI articles/paragraphs/anne xes of the Directive 2008/57/EC 4.Characteristics of the subsystem 4.2.2.4 Strength of vehicle structure Annex III, Essential Requirements General requirements 1.1 Safety Clauses 1.1.1, 1.1.3 1.2 Reliability and availability Requirements specific to each subsystem Comments The whole standard is quoted and therefore mandatory The CR TSI Locomotives and Passenger RST is still a draft subject to change without notice 2.4 Rolling stock 2.4.3 Technical compatibility (§3) Table ZA.4 — Correspondence between this European Standard, the CR/HS TSI relating to "persons with reduced mobility" (PRM), published in the Official Journal on March 2008 and Directive 2008/57/EC Clause/subclauses of this European Standard The whole standard is applicable Chapter/paragraph of the Corresponding text, TSI articles/paragraphs/anne xes of the Directive 2008/57/EC 7.3 Application of this TSI Annex III, Essential to existing Requirements Infrastructure/Rolling Stock General requirements 7.3.2 Rolling Stock 1.1 Safety 7.3.2.1 General Clauses 1.1.1, 1.1.3 1.2 Reliability and availability Comments EN 12663:2000 is quoted in the TSI but without precise requirements Requirements specific to each subsystem 2.4 Rolling stock 2.4.1 Safety 2.4.3 Technical compatibility (§3) WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling within the scope of this standard 39 BS EN 12663-1:2010+A1:2014 EN 12663-1:2010+A1:2014 (E) Bibliography [1] EN 12663-2, Railway applications - Structural requirements of railway vehicle bodies - Part 2: Freight wagons [2] EN 15227, Railway applications — Crashworthiness requirements for railway vehicle bodies [3] BOStrab, Verordnung über den Bau und Betrieb der Straßenbahnen (Straßenbahn-Bau- und Betriebsordnung) 2) [4] VDV recommendation 152, Structural requirements to rail vehicles for the public mass transit in accordance with BOStrab 3) 2) May be purchased from Beuth Verlag GmbH, 10772 Berlin, Germany 3) May be purchased from Verband Deutscher Verkehrsunternehmen (VDV), Kamekestr 37-39, 50672 Köln, Germany 40 This page deliberately set blank NO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAW British Standards Institution (BSI) BSI is the national body responsible for preparing British Standards and other standards-related publications, information and services BSI is incorporated by Royal Charter British Standards and other standardization products are published by BSI 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