Guidance Note: The Design and Construction of Freight Wagons

8/19/2019 Guidance Note: The Design and Construction of Freight Wagons

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This document is the property of RailSafety and Standards Board Limited. Itshall not be reproduced in whole or inpart without the written permission of theDepartment Head of Railway GroupStandards, Rail Safety and StandardsBoard.

Published by:

Rail Safety and Standards Board

Evergreen House

160 Euston RoadLondon NW1 2DX

© Copyright 2004 Rail Safety andStandards Board Limited

Railway Group Guidance Note

GM/GN2589Issue One

Date April 2004

Guidance Note:

The Design and

Construction ofFreight Wagons

SynopsisThis document gives guidance on thedesign of wagons to meet therequirements of Railway Group

Standards. It also outlines the designscrutiny process for wagonsincorporating previously used designfeatures.

Signatures removed from electronic version

Submitted by

Vicki Austen Acting Standards Project Manager

Authorised by

Anne E Blakeney Acting Department HeadRailway Group Standards Management

Uncontrolled When Printed

Document to be withdrawn as of 05/03/2011

To be superseded by GMGN2688 Iss 1 published on 04/12/2010


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Guidance Note: The Design and

Construction of Freight Wagons

R A I L S A F E T Y A N D S T A N D A R D S B O A R D 1


GM/GN2589 Issue One

Date April 2004

Page 1 of 40

ContentsSection Description Page

Part A

A1 Issue record 2 A2 Implementation of this document 2

A3 Responsibilities 2

A4 Health and safety responsibilities 2

A5 Technical content 2

A6 Supply 2

Part B

B1 Purpose 3

B2 Application of this document 3 B3 Definitions and acronyms 3

B4 Introduction 7B5 Size of wagons 10

B6 Wheels and axles 12

B7 Axleboxes 14

B8 Springs and suspensions 14

B9 Buffing and drawgear 16

B10 Fittings on ends of wagons and clearances for operating staff 18

B11 Braking 19

B12 Structures 19 B13 Load restraint 21

B14 Curtain sides 22

B15 Earthing 22

B16 Wagon identification and marking 22 B17 Wagons with on-board equipment 23

Appendices

A Route availability – freight stock minimum dimensions 24

B Check list for UK wagons 30

C Check list for international wagons 33

D Sample livery diagram 36

E Width reduction calculations in accordance with data relating to W6A gauge 37

References 38





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2 R A I L S A F E T Y A N D S T A N D A R D S B O A R D


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Part AA1 Issue record

Issue Date Comments

One April 2004 Original document which replacesGM/RC2519

This document will be updated when necessary by distribution of a completereplacement.

A2 Implementation of

this documentThe publication date of this document is 03 April 2004.

This document supersedes the following Code of Practice:

RailwayGroup Codeof Practice

IssueNo.

Title GN sectionssuperseded bythis document

Date(s) as ofwhich sectionsare superseded

GM/RC2519 1 Code ofPractice –Design andConstructionof FreightWagons

All sections 03 April 2004

(Wholedocumentwithdrawn as ofthis date)

A3 ResponsibilitiesRailway Group Guidance Notes are non-mandatory documents providing helpful

information relating to the control of hazards and often set out a suggestedapproach, which may be appropriate for Railway Group* members to follow.

* The Railway Group comprises Network Rail Infrastructure Ltd, Rail Safety andStandards Board Limited, and the train and station operators who hold RailwaySafety Cases for operation on or related to infrastructure controlled by NetworkRail Infrastructure Ltd.

Network Rail Infrastructure Ltd is known as Network Rail.

Rail Safety and Standards Board Limited is known as RSSB.

A4 Health and safety

responsibilities

Each Railway Group member is reminded of the need to consider its ownresponsibilities to ensure health and safety at work and its own duties underhealth and safety legislation. RSSB does not warrant that compliance with all orany documents published by RSSB is sufficient in itself to ensure safe systemsof work or operation or to satisfy such responsibilities or duties.

A5 Technical contentThe technical content of this document has been approved by:

Haydn Peers, Principal Traction and Rolling Stock Engineer.

Enquires to be directed to RSSB – Tel: 020 7904 7518 or [email protected].

A6 Supply Controlled and uncontrolled copies of this document may be obtained from theIndustry Safety Liaison Dept, Rail Safety and Standards Board, EvergreenHouse, 160 Euston Road, London NW1 2DX or e-mail [email protected] Group Standards can also be viewed at www.rssb.co.uk.





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GM/GN2589 Issue One

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Part BB1 Purpose

This document gives guidance on the design and acceptance of wagonsintended for use on Network Rail controlled infrastructure.

B2 Application of this

documentThis document contains guidance which is applicable to the duty holders of thetrain operator category of Railway Safety Case.

Specifically the contents of this document apply to the design of new, lifeextended or modified wagons for operation on Network Rail controlledinfrastructure.

Wagons in international service should comply with UIC and RIV regulations.

International wagons operating predominantly within UK should additionallycomply with Railway Group Standards.

B3 Definitions and

acronymsAcceptance testing A series of tests to demonstrate conformance of rail vehicles with mandatoryrequirements.

Conformance certification body A qualified body with authority from Rail Safety and Standards Board to issuecertificates of conformance for rail vehicles on its behalf.

Certificate of authority to operateWritten notification by the infrastructure controller to a train operator of itsacceptance of successful completion of the route acceptance process. Thisnotification specifies the equipment, the equipment configuration, operationalrequirements and limitations, route constraints and network factors within whichacceptance has been granted for network operations.

Certificate of conformanceThe formal declaration by a conformance certification body that the rail vehicleconforms to the relevant mandatory requirements within a specific area ofcertification, that is to say by design, as constructed, or as planned to bemaintained.

Certificate of engineering acceptanceThe formal declaration by a vehicle acceptance body (VAB) that the railvehicle(s) conform(s) to all the relevant mandatory requirements.

Cyclic topCyclic top is the term used to describe a series of regular dips in the verticalalignment of one or both rails. They may not always be apparent visuallybecause other top irregularities may obscure the cyclic pattern. Cyclicirregularities in track geometry have the potential, when combined with avehicle’s natural vertical response for a given speed and load, to cause aderailment.

Design

All the detail, (including drawings, calculations, test results, materials, andsystems and component specifications) required to establish that a rail vehicleand its component parts will meet the engineering and operational requirements

for system safety and safe interworking.





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Design scrutiny The process of assessing a design to determine its conformance with themandatory requirements.

Engineering acceptanceThe process whereby conformance of rail vehicles to the mandatoryrequirements is confirmed and certificated.

Engineering change A change to a rail vehicle, including control software, in the area of design,construction or maintenance, which affects conformance to the mandatoryrequirements.

Mandatory requirements

The requirements mandated in the Railway Group Standards listed in the currentcatalogue of Railway Group Standards, including the additional engineering

acceptance list.

Modification Engineering change to a rail vehicle that has the potential to affect a railvehicle’s conformance with the mandatory requirements.

Private Owner Circular LettersWritten engineering instructions as a means of communication between NetworkRail (formerly British Rail) and operators/owners of Private Wagon Registration Agreement wagons. Private Owner Circular Letters is commonly abbreviated toPO/CL.

RIVRegolamento Internazionale Veicoli. International vehicle regulations in

association with UIC.

Railway Group memberRailway Group members (RGM) are infrastructure controller(s), train and stationoperators who hold Railway Safety Cases for operation on, or related to, thecontrolled infrastructure (as set out in The Railway Group Standards Code, Issue1, January 2004) and Rail Safety and Standards Board.

Rolling Stock LibraryThe national central database of rail vehicle design and operational data, whichis maintained by the infrastructure controller’s authorised agent.

Route acceptanceThe process leading to acceptance by the infrastructure controller, andformalised by the issue of a certificate of authority to operate. It confirms all

safety issues associated with the physical and operational characteristics ofspecified rail vehicles (and their compatibility with the infrastructure on definedroutes) have been examined, and that the associated risks have been reducedto a level which is as low as reasonably practicable (ALARP).

Route availabilityThe vertical static and dynamic loads of rail vehicles or the static loadcharacteristic of a rail vehicle type, expressed as a route availability (RA) numberas set out in GE/RT8006.

Route availability numberRoute availability number is the number derived in accordance with theprovisions GE/RT8006 to express either of the following:

a) the static load characteristics of a rail vehicle type

b) the assessed capacity of an underline bridge or route in terms of its capacityto carry the vertical static and dynamic loads due to different types of railvehicle.





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Swept envelope A cross-sectional profile, taken at right angles to the track, enclosing all dynamicmovements, static deflections and overthrows of all points along the surface ofthe vehicle, that can reasonably be expected to occur under the appropriaterange of operating conditions as it sweeps past a theoretical track location. Afamily of swept envelopes is required to define a vehicle’s performance on aroute.

Technically competent authority A company, or person, having proven competence in a particular technology orprocess and being independent of the company requiring the services of thetechnically competent authority.

UICUnion Internationale des Chemins de Fer (International Union of Railways).

Vehicle acceptance body A qualified body acting on behalf of Rail Safety and Standards Board with

authority to issue certificates of engineering acceptance for rail vehiclesoperating or intended to operate on Network Rail controlled infrastructure.





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B4 Introduction

This document primarily gives guidance on the design of wagons to meetRailway Group Standards, to operate on Network Rail controlled infrastructure,and does not constitute a complete specification for any particular wagon. It isintended as a reference to direct designers towards appropriate Railway GroupStandards and enable them to benefit from the accumulated best practice ofmodern wagon design, which has been included in this Guidance Note. Thisdocument also contains guidance for designers based on experience fromprevious designs, but it is not intended to be a complete repository of all previousdesign experiences.

This document gives guidance on the UK engineering acceptance process.There are currently three potential acceptance processes:

a) The current situation for vehicles that spend all or the predominant time inthe UK is that they are accredited by the engineering acceptance process.

b) Wagons in international traffic are registered by RIV and have anengineering acceptance certificate endorsed as such for the UK. Vehiclesthat operate on only UK domestic journeys should be accredited by theengineering acceptance process too, even if they are internationallyregistered.

c) In the future European Conventional Interoperability for freight vehicles willdescribe a process for accreditation by a Notified Body.

B4.1 TSI PrecedenceThe Technical Specification for Interoperability (TSI) for Freight Wagons is dueto be published for consultation in April 2004. The Department for Transport haspublished the draft Regulations on Conventional Interoperability. Once these

regulations are enacted and the TSI is published in the Official Journal of theEuropean Community (OJEC), it has the force of law in Great Britain for thosewagons within its scope. Once the TSI is published, the requirements it containswill take precedence over Railway Group Standards (and other standardsmentioned in this Guidance Note). Where there is a conflict between arequirement of the TSI and RGS, the TSI is to be complied with for wagons ininternational traffic. However as currently written the TSI permits the building ofwagons for use solely within Great Britain to continue in accordance with thenational standards (or their subsequent replacements) identified in this GuidanceNote.

The TSI and associated Regulations on Conventional Interoperability will changethe process of vehicle acceptance and route acceptance approval process.There will also be some new concepts introduced which enable somecomponents to be approved separately from the vehicle.

B4.2 Operation on Network Rail controlled infrastructureCurrently wagons can operate on Network Rail controlled infrastructure only aftercompliance with Railway Group Standard GM/RT2000, which sets out therequirements for the engineering acceptance of vehicles, note the impendingpublication of TSI referred to in previous paragraph. Guidance on thecompliance arrangements within Railway Group Standards is set out inGM/GN2561.

Early in the design phase the designer should consider if the vehicle is a freightwagon or an on-track machine and hence needs to comply with GM/RT2400. Adefinition is set out in GM/RT2000, but the designer is strongly advised to seekguidance and reach agreement with a vehicle acceptance body (VAB).

The designer is reminded that if a non compliance or derogation is requiredagainst an existing Railway Group Standard (using the process set out in TheRailway Group Standards Code, Issue 1, January 2004), the application to RailSafety and Standards Board is required to be made by a Railway Group memberholding the train operator’s Railway Safety Case for operation of that vehicle.





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Each application is considered by the Traction and Rolling Stock SubjectCommittee, who approve or reject the application.

In addition vehicles are required to obtain route acceptance in accordance withGE/RT8270. Railway Group Standard GE/RT8270 sets out details of theprocedure to be followed by operators when new wagons are to be introducedonto the Network Rail controlled infrastructure; the procedure may also apply towagons which have undergone engineering change or when operation on newroutes is proposed. The designer is advised of the need for early consultationwith Network Rail in respect of route availability. Should any bridge assessmentstudies or work be required to the structures to accommodate the wagons on theproposed routes, such work is likely to be on the critical path for acceptance.

Users of this Guidance Note are advised to check the application of additionalRailway Group Standards by reference to the latest issue of the Catalogue ofRailway Group Standards.

B4.3 Compliance with UK health & safety legislationIt is emphasised that Railway Group Standards set out only the minimumrequirements for safe interworking and do not affect the responsibility of builders,owners and operators of the wagons for the safe design, construction,maintenance and use thereof. It is a requirement of GM/RT2468 that a wholevehicle design risk assessment is carried out, and certificate issued by themanufacturer, for the design against all UK health and safety legislation. Thereis also an HMRI acceptance process in addition to the engineering acceptanceprocess set out in GM/RT2000 – see Figure 1.





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ORGANISATIONSINVOLVED

Train operator or third partyand conformance certification

body

Train operator or third partyand vehicle acceptance body

Train operator or third partyand the infrastructure

controller

Train operator or third partyand the infrastructure

controller

Train operator or third partyand HMRI

Train operator and RollingStock Library

Figure 1Acceptance of railway vehicles

Engineering acceptance process GM/RT2000

Vehicleconstruction

MaintenanceVehicledesi n

Certificates of conformance

Certificate of engineering acceptance

Registration as

‘operational’ on RSL(see GM/RT2453)

Other route specific

and operationalvehicle issues

HMRI approval ofvehicle (see Transport

& Works Act)

VEHICLE APPROVED FOROPERATION

Route acceptance panel(RSAB) certificate ofauthority to operate(see GE/RT8270)

Certificate of technicalacceptance - optional

(see GE/RT8270)





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B4.4 Vehicle testingTo meet the requirements of the engineering acceptance process it may benecessary to check conformance of the design with mandatory requirements byacceptance testing, or validated simulation, as set out in GM/RT2000 and RSSB Approved Code of Practice GM/RC2510. It is the appointed design conformancecertification body who decides what testing, and the level of testing that isrequired.

B4.5 Design for maintenanceDesigners should give consideration to future maintenance requirements in thedesign of wagons. The maintenance requirements are reviewed as set out inGM/RT2004.

B4.6 The design submissionThe conformance certification body undertaking the scrutiny of the design isrequired to certify that, ‘the design … has been scrutinised in accordance with

GM/RT2001 and that the design complies with the appropriate mandatoryrequirements as defined by Railway Group Standards’.

To assist designers in ensuring that they have considered all necessaryrequirements check lists have been prepared (set out in Appendix B) for wagonsto operate predominantly on Network Rail controlled infrastructure, and AppendixC for wagons in international traffic. (Note that both appendices B and C applyto international wagons in predominantly domestic operation). It should be notedthat the checklists in these appendices are current at time of publication and willnot be updated unless this Guidance Note is amended.

B5 Size of wagonsB5.1 Overall dimensions

B5.1.1 Gauge

The requirements for the overall (gauge) dimension of wagons are set out inRailway Group Standard GM/RT2149; additional guidance will be provided byproposed Guidance Note GE/GN8573.

Appendix E sets out a worked example of gauge reductions for a bogie wagonusing the W6-A gauge, which is the common freight loading gauge. The use ofthe W6-A gauge ensures optimum route access; however it should be noted thatcertain locations are more restrictive than the W6-A gauge. It is possible tooperate wagons that exceed the W6-A gauge, but they could be subject to routerestriction. This could require further swept envelope calculations. Compliancewith a gauge is also to be taken into account with suspension displacements.Design Guide BASS 501 sets out full details and guidance on the preparation ofswept envelopes.

Railway Group Standard GM/RT2149 makes it clear that the operation of a

wagon cannot commence until the kinematic considerations of the wagon havebeen assessed for the intended route or routes over which the wagon is tooperate, although this does not necessarily require a swept envelope to beproduced. If a wagon is designed to W6-A gauge it will clear the swept enveloperequirements of route acceptance for the majority of routes. As a wagon’sdimensions increase beyond W6-A more work is required to gain acceptance.

The underclearance requirements of the gauge should be considered at alltimes. In this respect, bottom doors of empty wagons should clear the gaugewhen in the open position, thus permitting wagons with defective door gear topass on Network Rail controlled infrastructure. Wagons that fail this requirementshould be lettered to show that the wagon is not permitted on Network Railcontrolled infrastructure when the doors are open.

The effect of vehicle body underframe deflection under load conditions giving theworst deflections, minimum wheel diameter and worn suspension should also betaken into account.





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B5.1.2 Mechanical handling and lineside equipmentExisting wagons, which interface with mechanical handling or linesideequipment, for example ‘merry-go-round’ trains, should conform,additionally, to the requirements set out in CP-PM-2 and CP-PM-1respectively.

Note that trackside equipment associated with mechanical handling may becloser to gauge than normal and care should be taken to assess each locationthe wagon is likely to be used. Particular attention is drawn to the possibleconflict between the underclearance requirements of W6-A and themechanical handling equipment gauge. Any advice concerning staticstructures should be obtained from the infrastructure controller of the location.

B5.1.3 Route availability systemThe route availability number allocated to a particular wagon is dependentupon various factors such as axleload, wheel spacing, etc and determines

the lines over which the wagon may operate.

Railway Group Standard GE/RT8006 sets out the procedures to be observedwhen assessing wagons for specific routes. In general, two-axle wagons andwagons with two-axle bogies designed to the parameters set out in Appendix Ahave been accepted with few or no restrictions, although it cannot be guaranteedthat compliance with Appendix A will achieve acceptance over a particular route.In particular wagons with an axle loading in excess of 22.5 tonnes could haveoperating speed restrictions applied which can have an impact on the availabilityof suitable track access.

Early advice to Network Rail RSAB of the proposed design should elicitcomments that can then be considered in the design process.

B5.1.4 Maximum dimensionsThe maximum dimensions set out in Appendix A for bogie wagons coveringoverhang and inner wheelbase are those specified to avoid infringement of trackcircuit and signalling requirements in GM/RT2149.

Care should be taken in designing long wheelbase 2-axle wagons in view of theproblems that they present in negotiating small radius track curves.

B5.1.5 Minimum dimensionsThe minimum dimension of 4572 mm (15’ 0”) for the wheelbase of 2-axlewagons having axle loads of 20.5 t and above, set out in Appendix A, has beenfound to result in riding problems on jointed track and the effects of cyclic top.Careful selection of suspension is important for the design of a wagon having awheelbase that is a sub-multiple of rail lengths (normally 60 ft). Further guidanceis set out in Appendix A of this Guidance Note and in UIC pamphlet 530-2.

It is recommended that the ratio of wheelbase to length over buffers is not lessthan 0.54. It has been found that the risk of derailment due to end loadssignificantly increases with lower values.

B5.2.1 Derailment and roll-overThe combination of wheels and suspension, set out in sections B6 and B8 of thisdocument, should be designed to ensure acceptable resistance against flangeclimbing derailment and against roll-over induced by overspeeding, as set out inRailway Group Standard GM/RT2141.

The vehicle wheelset and suspension combination has to be designed towithstand track twist to the limits set out in Railway Group Standard GM/RT2141.

B5.2.2 Stability in extreme winds

Railway Group Standard GM/RT2142 sets out the requirements to resist theoverturning of railway vehicles in extreme wind conditions. Consideration shouldbe given to keeping the centre of gravity as low as possible.





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B5.3 Exterior designThe designer should consider the potential damage caused to other vehicles inthe event of a collision. Where possible sharp edges and rigid protrusionsshould be avoided, although this is not a mandated requirement.

B6 Wheels and axlesB6.1 GeneralThe requirements for the design and manufacture of wheels and axles are setout in the following Railway Group Standards:

GM/RT2466 Railway WheelsetsGM/RT2470 Wheelset Supplier QualificationGM/TT0088 Permissible Track Forces

Additional guidance to these standards is given in the following documents:

GM/RC2513 Commentary on Permissible Track ForcesGM/RC2566 Recommendations for Railway Wheelsets

B6.2 Permissible axleloads and wheel diameterThe relationships between axleload and wheel diameter that have beenpreviously accepted are set out in Appendix A. Alternative relationshipsare acceptable provided that compliance with the requirements set outin GM/TT0088 can be demonstrated. Where the vehicle is not fully compliantwith the requirements of GM/TT0088, then the details set out in GE/RT8270require that the vehicle should undergo route acceptance.

It is possible to obtain derogations from these standards; the process is set outin the Railway Group Standards Code, Issue 1, January 2004. Derogations havepreviously been granted in respect of wheel diameter and axleload, but it should

be noted that the train operator will have to apply for a new derogation for eachnew design.

B6.3 Journal sizeThe journal size should be designed to suit for each application. As a guide thefollowing journal size and load have previously been successfully used:

Journal diameter Load on rail/axle

120 mm 18 t

130 mm x 217 mm long Type A 20.5 t

130 mm x 191 mm long Type B 22.5 t

140 mm 23 t

150 mm 25.4 t

B6.4 Inboard bearings If inboard bearings are considered it should be noted that this will increase thesize of bearing, see document TM/TC0001 'Design Guide for the Calculation ofStresses in Axles with Inboard Journals’, Issue 1, Revision A, August 1990.Where inboard bearings are used in a vehicle design they will not be visible toexisting trackside hot axle box detectors, see B7.2, and an alternative means ofbearing temperature monitoring should be provided.

B6.5 Track circuit actuation To ensure satisfactory operation of track circuits, wagon wheelsets shouldprovide an electrically conductive path between wheel treads. Whilst stationary,

when new, the maximum dc resistance allowed is 10 mΩ, as set out inGM/RT2466.





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Profile

Ident

Description Example Applications

P10 The P10 profile is derived fromthe standard UIC profiledetailed in leaflet 510-2. It hasa thick flange combined with a

70° flange angle.

2-axle and bogie wagons ininternational traffic having awheel diameter in the range760 mm - 1000 mm. Also as analternative to P5 for Y25 typebogies in domestic traffic only.

S1002SW Modified version of P10 profilewith larger flanges, to assistnegotiation of obtuse crossings.

UIC profile used by vehicles withsmall wheel diameters, that is tosay below 760 mm.

B6.6.3 Application of profiles

All the wheels on a vehicle should have the same profile.

Note: Where a change from any other profile type to P5/P10 is required, itshould be noted that to turn this profile from any other type requires a largeamount of metal removal.

B6.6.4 Identification of profiles on vehiclesThe appropriate profile identification should be painted on the solebar of 2-axlewagons and on the bogie frame of bogie wagons as set out in Appendix D.

B7 AxleboxesB7.1 BearingsNew wagons should be fitted with roller bearing axleboxes or cartridge bearingunits with cast steel adaptors, which should be those that have already proven tobe satisfactory in service, or are acceptable to the conformance certificationbody.

When using cartridge bearing units on two-axle wagons with laminated orparabolic spring suspensions, experience has shown that use of adaptors with afull bore feature, providing a close fit around the outside of cartridges, minimisesincorrect bearing loadings from whatever source. Consideration should be givento prevention of corrosion by water ingress of full bore adaptors.

B7.2 Hot axle bearing detectionWagons should be designed to permit the requirements set out in GE/RT8014for hot axlebox detectors to view specific areas of the bearing and journal. Onboard detection will be required if the detectors cannot view the specified areas.

The vehicle design should include shielding if hot cargoes are being carried, to

prevent spurious hot axlebox detector activation.

B8 Springs and

suspensionsB8.1 Coil springs

B8.1.1 DesignIt has been found that satisfactory results are obtained when coil springs aredesigned to BS Specification 1726 Part 1 1964 - Design and Specification of CoilSprings. There is also a European standard, EN13906-1 (formerly DIN 2089-1) – Cylindrical helical springs made from round wire and bar - Calculation anddesign – Part 1: Compression Springs.

B8.1.2 ManufactureGuidance for the manufacture of springs is set out in BR Specification 151.

B8.1.3 MaterialThe use of steel to BS EN 10089:2002 has been found to give satisfactoryperformance.





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B8.1.4 Dynamic load rangeTo allow for dynamic displacement caused by track irregularities, the springs

should be designed to cater for full load ± 30%, and ± 50% in tare.

B8.2 Laminated springs B8.2.1 DesignLaminated bearing springs designed in accordance with BR Report P9 havepreviously been accepted, but their use now is not recommended because of thesuperior performance of coil springs.

B8.3 Parabolic taperleaf springs B8.3.1 Design

Although, like laminated springs, the use of parabolic taperleaf springs is notnow recommended, if parabolic taperleaf springs are used, special attentionshould be paid to the bump stop clearance to avoid overstressing the spring. Ifthey are used then careful attention should be given to friction augmentation to

damping, problems have been encountered with non-clamped friction augmentdevices. Parabolic taperleaf springs should only be purchased from wellestablished suppliers as early failure of spring leaves has occurred on someparabolic springs.

B8.3.2 Minimum tare when newTo mitigate against the risk of derailment, it has been found that the minimumtare weight of a 2-axle wagon fitted with parabolic springs and hydraulicbuffers should be 10.5 t.

B8.4 Suspension At the present time the Office of the Rail Regulator sets the track accesscharges. A proportion of the charge is levied in accordance with the perceivedtrack damage a vehicle may cause. This has been based on the following

parameters that affect the level of vertical force imparted into the track:a) unsprung mass

b) vertical forces generated from the general ride of the vehicle

c) axleload

d) dirt factor (for example coal spillage)

e) speed.

In the usage charge formulae produced by the Office of the Rail Regulator thevertical forces component, shown in b) above, is called the ‘rolling stock factor’,and this depends on suspension type. The charges against the genericsuspension types used are spread across seven bands as shown below:

Band 1 4 wheel wagon with pedestal suspension

Band 2 4 wheel wagon having leaf springs and friction damping

Band 3 Bogie wagon with three piece bogie

Band 4 4 wheel wagon with parabolic springs, and bogie wagon withenhanced three piece bogie for example ‘swing motion’

Band 5 Bogie wagon with primary springs for example Y25

Band 6 Bogie wagon with enhanced primary springs for example LTF,TF25 and ‘Axlemotion’ bogies

Band 7 Bogie wagon with enhanced primary springs and steering

Band 1 attracts the highest cost and band 7 the lowest. The spread of costacross the seven bands is 20%.

Up-to-date information and freight usage charge formulae can be found on thewebsite of the Office of the Rail Regulator.





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B8.4.1 Bogie suspension designSome guidance on bogie position and axle weights is given in Appendix A of thisdocument. Figure A2 of that appendix sets out some maximum and minimumdimensions. Figure A3 sets out some worked examples of compliant and non-compliant static wheel loads and minimum wheel diameters derived inaccordance with the requirements set out in GM/TT0088.

Attention is drawn to the need to provide a means to lubricate the contact facesof centre pivot castings where there is metal to metal contact. The lubrication ofnon-metallic centre pivot liners should be prevented.

B8.4.2 Bogie suspension movementCare should be taken to ensure suitable clearances for bogie rotation and pitch.This is a route acceptance issue, as set out in GE/RT8270, but a pitch allowanceof between 1.5 o and 3 o is normal. The designer should calculate the clearanceof moving parts for the minimum curve likely to be encountered and it has been

found beneficial to then add 6 mm clearance.

The design should ensure that mechanical, pneumatic or electrical connectionsbetween body and bogie do not foul or restrict bogie movement.

B8.4.3 Existing two axle suspension designsIndustry experience has shown that new designs of two-axle wagon suspensionsare unlikely to achieve 60 mph running due to stability issues, and their use isdiscouraged. It should be noted that there is no known design that complies tocurrent Railway Group Standards.

Designers should be aware that two-axle wagons with stiff suspensions areknown to react adversely with cyclic top track conditions.

B8.4.4 Two axle suspension axleguardsThe lateral stiffness of the axleguard assembly is important for the correctfunctioning of many 2-axle wagon suspensions. UIC leaflet 517 sets out designcriteria.

B9 Buffing and

drawgearThe requirements for coupling systems are set out in Railway Group StandardGM/RT2190. Typical arrangements of mechanical coupling systems are set outin Code of Practice GM/RC2509, which will be replaced by GM/GN2690.

B9.1 Buffers

B9.1.1 TypeIt has been found that the use of hydraulic buffers provides improved protectionto vehicles and contents, and confers an improved ability to propel the wagonssafely around curves, when compared with other buffer types. To preventdamage from the commodity being carried, care should be taken in theapplication of certain buffer types where they will be exposed to an abrasiveenvironment.

B9.1.2 Head sizeThe attention of designers is drawn to the importance of ensuring that bufferheads are of a sufficient size to enable safe negotiation of the following trackgeometry:

a) straight track to 75 m radius - no transition

b) continuous curve of 75 m radius

c) reverse (‘S’) curve of 120 m radius with 3 m intermediate straight.

The above should apply with screw couplings adjusted such that the buffer facesare just in contact with the vehicle on straight and level track or with theInstanter coupling in the ‘short’ position.





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UIC leaflet 527-1 sets out a method for assessing buffer head size, andguidance for reverse curve layouts set out in UIC leaflet 530-2. However, itshould be noted that 75 mm is considered to be the minimum desirable overlapto prevent buffer locking.

As part of the route acceptance process set out in GE/RT8270,consideration will be given to wagons having dimensions that result in onlybeing capable of negotiating larger radius curves. In such instances theapplicable radius for continuous curve negotiation should be marked on thewagon.

B9.1.3 Energy absorptionBuffers are selected on their ability to absorb kinetic energy (KE) and differingbuffer designs have been developed for wagons of differing commodities,longitudinal strength and gross laden weight (GLW).

Experience has indicated that KE absorption values of 40 kJ and 80 kJ appliedto wagons of 51 t and 102 t GLW respectively have provided protection withconventional train formations. However, designers should satisfy themselvesthat these values will provide sufficient protection for the planned mode ofoperation of the wagons, particularly in long, heavy trains. It can be assumedthat the wagon and load together absorb 25% of the KE.

B9.1.4 Buffer heightsThe maximum and minimum allowable buffer heights are set out in GM/RT2190.The maximum height should be taken in tare condition with new wheels, andminimum height with wagon laden and minimum size wheels.

The suggested target buffer height for new wagons is 1054 mm, to permit theupward adjustment which is sometimes necessary, and allows for somesuspension settlement. Wagons intended for light payloads or which have alimited tare to laden deflection could be set at a lower new height provided thatthe fully worn laden height does not fall below the 940 mm minimum.

B9.2 Drawgear

B9.2.1 Typical assembliesThe range of standard designs is set out in the appendices of the RSSB Approved Code of Practice GM/RC2509 (to be superseded by GM/GN2690).

Greater detail is shown in the following drawings:

C1-S-9006276 - Swivel type 620 mm buffer projection

C1-A0-9006687 - Swivel type 520 mm buffer projection

F-A0-8892 - Rigid drawgear using BR screw couplings

F-S-12338 - Rigid drawgear using instanter couplings

B1-C0-9029821 - Couplings

B1-C0-9029843 - Hooks

B1-C0-9029844 - Draw springs

B9.2.2 Couplings for 56 t traction loadThe couplings listed below have been found to give satisfactory results in a56 t traction application.

C1-A2-9000275 - International screw coupling, rated at 56 t - It should be notedthat the standard UIC screw coupling does not meet the56 t traction load

F-A0-13970 - ‘BR’ screw coupling

B9.2.3 Auto couplersThe only centre couplers previously accepted by BR are AAR approved designswith Type E and F heads. These incorporate safety features to prevent couplerdisengagement in the event of derailment or a pull-out. In the event of aderailment, the vehicles tend to remain upright and in line.





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When selecting the new wagon coupler height and knuckle size the designershould be mindful of other vehicles to which the wagon may be required to becoupled. The knuckle size selected should allow for adequate overlap in all loadand height conditions likely to be encountered.

Designers should be aware of the effect on coupler engagement of largesuspension displacements. It has been found that the fitment of lower shelfbrackets is helpful in preventing inadvertent uncoupling.

Swinghead, rather than drophead, couplings assist in improving manualhandling. The swinghead should swing to the left (when viewed from the front),and should be capable of locking in either position. The uncoupling mechanism,if only mounted on one side, should be on the left-hand side.

B10 Fittings on ends of

wagons and clearances

for operating staffB10.1 Lamp bracketIn order to comply with the requirement set out in GM/RT2180 to show a red taillight, any wagon that can be formed as the last wagon in a train should be fittedwith a lamp bracket. An acceptable design is shown in UIC leaflet 532.

B10.2 Clearance for operating staff

B10.2.1 Berne rectangleClearances for operating staff to couple and uncouple should be provided. It isrecommended that compliance with UIC leaflet 521 is achieved, even though it isnot mandated for UK domestic wagons. UIC leaflet 521 gives full details of theclearance requirements, commonly known as the Berne rectangle.

B10.2.2 Restricted clearanceWhere 520 mm projection buffers are used it is known that brake couplings andhoses project into the space described in clause B10.2.1. Swinghead couplingsalso infringe the Berne rectangle on one side.

B10.3 Overhanging superstructure

B10.3.1 General principlesWagon bodies and superstructure could, subject to the provisions ofclause B10.2.1, project beyond the headstock. To prevent contact betweenadjacent vehicles, they should not project beyond the vertical line through theface of the buffers when compressed with the wagon standing on an inclineof 3º 30’, and the adjacent vehicle is on straight and level track. Theseprinciples should also be observed when the wagons are standing on leveltrack and on the minimum lateral curve specified for the vehicles.

B10.3.2 Specific exceptionsRecesses in the ends of wagons designed to accommodate projections onadjacent wagons are acceptable only if the wagons are permanently coupled asa single unit.

Excessive overhang is acceptable, but only if permanently coupled to a suitablematch wagon.

B10.4 Access ladders Access ladders fitted to wagons should wherever possible comply withBS4211: 1994 Class A or B.

Cross platforms at a height of more than 1400 mm above rail level, and intendedto be accessed while the wagon is under overhead electric wires, should have aprotective canopy. Safety considerations may dictate that cross platformspositioned lower than 1400 mm or not normally intended to be used underoverhead electric wires may still require a canopy because of the operationalactivity.





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B10.5 Air isolating cock and connections

B10.5.1 PositionThe position of air isolating cocks and connections at headstocks should be asshown on the following drawings:

a) C1-A0-9001687 - for 2 pipe brake system

b) C1-A1-9016094 - for 1 pipe brake system

B10.5.2 Through air pipe wagonsWagons having only a through air pipe should have the cock positioned as setout in clause B10.5.1 b). Note that Railway Group Standard GM/RT2045requires that all new vehicles are fitted with a power brake.

B10.5.3 Colour codingThe colour of vehicle end air couplings should be:

Valve & handle Coupling head

a) Train brake pipe RED RED

b) Air reservoir pipe YELLOW YELLOW

c) Through air pipe WHITE RED

B11 BrakingB11.1 Braking policyThe braking policy for freight wagons is set out in Railway Group StandardGM/RT2045. The Freight Technical Committee business standard 001 (whichreplaces the former British Rail document MT227) gives further guidance and

brake test procedures.

B11.2 Braking performance and system requirements

B11.2.1 PerformanceRailway Group Standard GM/RT2043 sets out the requirements for the brakingsystem and performance for freight vehicles running solely within UK. Forinternational wagons the more onerous requirements of UIC 544-1 should bemet.

B11.2.2 Brake forceGM/RT2040 sets out how the standard value of brake force data should becalculated for inclusion in the Rolling Stock Library database.

B11.2.3 Parking brakeThe parking/hand brake wheel should apply the brake with the minimum of turns,consistent with the design of vehicle. It is beneficial that the wheel should takeapproximately 10 to 15 turns from being released to an application (sufficient tohold laden vehicle on a 1 in 40 incline) using reasonable force to the wheel.Depending on the design of brake applied, a reasonable force could beconsidered to be 500 N.

The parking brake application should be maintained during loading andunloading of the wagon.

B12 StructuresB12.1 Proof and fatigue loadsRailway Group Standard GM/RT2100 sets out the structural requirements forwagon bodies, underframe and superstructure, and bogies. Guidance NoteGM/GN2560 sets out guidance on structural requirements. Designers should note

that UIC wagons do not meet the requirements of GM/RT2100 due to lateralfatigue issues.

Specific requirements for the tanks of tank wagons are set out in Railway GroupStandard GM/RT2101.





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B12.2 Finite element analysisDesigners are recommended that, to demonstrate compliance to Railway GroupStandard GM/RT2100, a finite element analysis should be undertaken. In thecase of modifications the analysis should include as much of the vehiclestructure as necessary to be assured that the modification is not increasingstress levels above the acceptance limits in adjacent areas.

B12.3 Jacking and liftingThe strength requirements for jacking and lifting points are set out in RailwayGroup Standard GM/RT2100.

B12.4 Recovery after accidents Requirements for the design of wagon structures to enable safe recovery afteraccidents are set out in Railway Group Standard GM/RT2260.

B12.5 Door, floor and side wall proof load cases

B12.5.1 Side wall loadsWagon side walls should be designed to accept an internal loading of 0.4 g, theload being distributed over the full fixed wall area.

B12.5.2 DoorsWagon doors should be designed to withstand the load case shown below:

B12.5.2.1 Door areas of wagon sides (two leaved doors)With the door in position and locked, a transverse force simulating the shifting ofthe load should be applied at the centre of each door leaf and over an area of1 m

2, simultaneously applied on each leaf, increasing loads up to 8 kN.

No significant permanent deformation or deterioration in elements of the door orits securing / rolling / sliding / guiding gear should be permitted.

B12.5.2.2 Full length side doors (sliding walls)With the sliding doors in the closed position a transverse force simulating theshifting of the load should be applied to each of the doors in the followingmanner:

a) 20 kN force uniformly distributed over a square surface of 1m side lengthsituated in the centre of the door.

b) 20 kN force uniformly distributed over a rectangular surface area equal tothe length of the door with a width of 1.2 m situated immediately above thetop surface of the floor.

No significant permanent deformation or deterioration in elements of the door orits securing / rolling / sliding / guiding gear should be permitted.

B12.5.2.3 Hopper doorsHopper doors should be f itted with primary and secondary locking systems toprevent a single point failure causing doors to open. Pneumatically powereddoors may be supplied with air from the wagon’s air reservoir pipe provided thatit does not affect the wagon braking performance.

B12.5.3 Internal load restraintsIn those cases where the above loads produce deflections of the door or wall,the magnitude of which causes gauge infringement, internal load restraintsshould be fitted and used.

B12.5.4 FloorsFloors should be designed to be suitable for the purpose intended. Floor loading

specifications and tests can be found in the following documents:





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BS3951-2.1 : 1991

ERRI DT 135 (B 12) section A.3 (currently shown only available in French andGerman)

Consideration should be given during floor design to the additional fork lift truckloadings, which have been known to cause problems.

B13 Load restraintB13.1 Containers and swap bodies

B13.1.1 Twist locksThe location of Twist locks is given in the latest issue of UIC 571-4, at time ofpublication.

a) Fatigue loadingsThe location devices and associated mountings should be capable of

withstanding fatigue loads resulting from the application of the followingaccelerations, applied to the maximum gross weight load unit capable of beingconveyed. The derived load should to be applied at the base plane of the loadunit, when restrained by the quantity of Twist locks indicated, these beingassumed to share the load evenly:

i) In longitudinal direction ± 0.2 g ) restrained

ii) In transverse direction ± 0.25 g ) at four

iii) In vertical direction ± 0.6 g ) locations

As set out in GM/RT2100 these should be considered as the sum of thethree fatigue load cases for 10

7 cycles.

b) Proof loadingsThese location devices and associated mountings should be capable ofwithstanding proof loads resulting from the application of the followingaccelerations, applied to the maximum gross weight load unit capable ofbeing conveyed. The derived load should to be applied at the baseplane of the load unit when restrained by the quantity of Twist locksindicated:

i) in longitudinal direction 2 g restrained at two locations

ii) in transverse direction 1 g restrained at two locations

iii) in vertical down direction 2 g restrained at four locations

iv) in vertical up direction 1 g restrained at two locations

B13.1.2 Holland auto locksHolland auto locks should be treated the same as Twist locks.

B13.1.3 UIC type spigotsSpigots designed and located as set out in the latest issue of UIC 571-4 areacceptable. It should be noted that containers less than 1.6 t should not becarried on spigots, further guidance is set out in GO/RM3056 Working ManualRail Staff – Freight Operations Manual.

It should be noted that there is additional lateral movement compared to Twistlocks, which should be taken into account when gauging.

B13.2 Winches and webbing

B13.2.1 WinchesLoad restraint winches for use with load restraint webbing should generallyaccord with that depicted on drawing C1-A1-9013025. The attachment of thewinch and fastening points should accord with its rating of 76 kN.





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B13.2.2 WebbingLoad restraint webbing should conform to BS5759 having a strength rating of atleast 45 kN.

B14 Curtain sidesB14.1 Gauge considerations

B14.1.1 TensioningWhen in the closed position, curtains should be tensioned in both planes toprevent flapping or billowing out of gauge. A positive locking device should beincorporated into the tensioning device.

B14.1.2 Internal restraintThe wagon contents should not be permitted to move into contact with thecurtain, that is to say the load should not be restrained by the curtain. For thisreason some method of load restraint should be fitted to prevent movement ofthe load, for example:

a) load restraint webbing and winches

b) cradles

c) stanchions

d) side raves

e) cargo netting.

B14.2 Strength considerationsThe strength of the side assembly should be at least in accordance with theguidance set out in clause B12.5 of this document.

B14.3 Materials of constructionCurtains should be manufactured to BS3408 Type 14 or an alternativeacceptable to the conformance certification body.

B15 EarthingB15.1 General requirementsRailway Group Standard GM/RT2304 sets out the requirements to be met forequipotential bonding of wagons. Additional information is set out in RSSB Approved Code of Practice GM/RC2514, and EN50153 and UIC 533-0.

It has been found successful to provide 35 mm2 cable for some vehicles, and95 mm2 for vehicles that travel over lines supplied with 750 Vdc third rail.

B15.2 Requirements for tank wagons Additional requirements for tank wagons are set out in Railway Group StandardGM/RT2101.

B16 Wagon

identification and

markingB16.1 Location

An example of labelling requirements is set out in Appendix D.

B16.2 IdentificationRailway Group Standard GM/RT2210 sets out the requirements for the display ofa vehicle identification number.

B16.3 Safety markingsRailway Group Standards GM/RT2177 and GM/RT2459 set out the requirementsfor emergency and safety notices.





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It is recommended that as a minimum, the following markings are included:

a) identification of wheel tread profile, as set out in clause B6.6.4 of thisdocument

b) the minimum curve radius that the wagon can negotiate

c) the jacking and lifting points set out in GM/RT2260

d) a method of identifying wheel positions

e) tare weight

f) capacity (derogations currently exist against this requirement ofGM/RT2459)

g) brake force (derogations currently exist against this requirement ofGM/RT2459)

h) brake components (derogations currently exist against some requirementsof GM/RT2459)

i) overhead live wire warning set out in GM/RT1041

j) dangerous goods specified in GM/RT2101 and GO/RM3053.

B16.4 Label clipsLabel clips should be positioned on each solebar as near as possible over thecentre of the left hand wheel when facing the wagon.

B17 Wagons with on-

board equipmentB17.1 Internal combustion enginesRailway Group Standard GM/RT2462 sets out the requirements that should bemet, particular attention is drawn to the exhaust outlet positions allowed.Compliance with GM/RT2120 is required for risks arising from fires.

Designers should give consideration to the noise created by internal combustionengines. Noise measurements are taken externally to BS EN ISO 3095 andinternally to BS EN ISO 3381.

B17.2 Electrical circuitsRailway Group Standard GM/RT2300 sets out the signage required on electricalequipment, and GM/RT2304 sets out the bonding requirements.

Infrastructure support vehicles electrical circuitry requirements are set out inGM/RT2307. Whilst not mandatory on all vehicles it does provide some bestpractice as guidance.

Any electrical circuit should not interfere with railway signalling or otherequipment, and should not be affected by the railway electrical environment.Railway Group Standard GE/RT8015 sets out these requirements, andGE/RT8016 sets out the verification process requirements. Network Rail alsohas requirements for demonstrating compatibil ity with track circuits.





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Appendix A

Route availability - freight stock minimumdimensions1 IntroductionThis appendix gives guidance on the limits of axle loading, overhang and axlespacing, wheel diameters and maximum speeds relative to freight vehicledesign.

Adherence to these parameters should ensure optimum route access for thewagon design concerned.

2 Dimension relative to axle spacings and loads on two-axle vehiclesSee Figure A1 of this appendix.

2.1The dimensions are recommended for future builds of wagons to maintainoptimum route availability for vehicles having the axle weight specified.

It should be noted that vehicles designed to this chart have an extensive, but notuniversal, route availability. Some railway structures have more onerousrestrictions, with no diversionary routes (for example, the Royal Albert Bridge,Saltash), and vehicles for passage over such structures will be required to havegreater axle spacings or reduced axle loadings. It is the responsibility of the trainoperator to ensure that the proposed vehicle is compatible with the routesenvisaged for the traffic.

2.2

The dimensions applicable to wagons with intermediate axleloads will be thoseapplicable to the next higher axleload set out in Figure A1.

2.3Maximum speeds shown are subject to satisfactory ride and brakingperformance.

2.4It should not be assumed that wagons conforming to these minimumdimensional requirements will necessarily operate satisfactorily at the speedsshown. The wagon designer should consider separately the question of vehiclestability.

2.5The end overhang dimension of any wagon should not exceed 3226 mm, as setout in Figure A1 to avoid infringement of track circuiting and signalling.However, the implication for the safe negotiation of small radius curves bywagons incorporating this maximum dimension should also be considered.

2.6Designs that have smaller values of overhang will be considered for acceptancedown to a limiting value equal to half of the wheelbase of a bogie of the sameaxleload (for example 1000 mm min for 25.5 t axleload). Such proposals shouldreflect a corresponding increase of the minimum distance over buffers asprescribed.

Note: No part of the wheel should project beyond the headstock at any time.

2.7

The wheel diameters and axleloads quoted in UIC 510-2, for the range 1000 mmdiameter to 760 mm diameter, are acceptable for operation on Network Railcontrolled infrastructure with the axle spacing shown on this chart.





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Appendix A continued

3 Dimensions relative to axle spacings and loads on bogie freight

vehiclesSee Figure A2 of this appendix.

3.1The dimensions are recommended for future builds of wagons to maintainoptimum route availability for vehicles having the axle weight specified.

It should be noted that vehicles designed to this chart have a wide, but notuniversal, route availability. Some railway structures have more onerousrestrictions, with no diversionary routes (for example, the Royal Albert BridgeSaltash), and vehicles for passage over such structures will be required to havegreater axle spacings or reduced axle loadings. It is the responsibility of the train

operator to ensure that the proposed vehicle is compatible with the routesenvisaged for the traffic.

3.2The dimensions applicable to wagons with intermediate axleloads will be thoseapplicable to the next higher axleload set out in the table, Figure A2.

3.3Maximum speeds shown are only permitted subject to the braking and rideperformance being acceptable. The conformance certification body couldimpose a lower maximum speed, dependent upon ride performance.

3.4It should not be assumed that wagons conforming to the minimum

dimensional requirements will necessarily operate satisfactorily at thespeeds shown. The wagon designer should consider separately the question ofvehicle stability. The dimensions shown are largely those determined byinfrastructure structural requirements.

3.5The inner wheelbase of any bogie wagon should not exceed 17510 mm.The end overhang of any wagon should not exceed 3226 mm. These are toavoid infringement of track circuiting and signalling standards and theimplications for the safe negotiation of small radius curves by wagonsincorporating these maximum dimensions should be considered. Theeffects of curve overthrow on the width of very long wagons needs also tobe considered.

3.6

The maximum dimensions specified for inner wheelbase and overhang areseparately determined, and can not necessarily be jointly used to develop a vehicleof maximum dimensions.

3.7The minimum overhang dimension for axleloads of 14 to 18 t is not critical toinfrastructure requirements. The limiting factor to be considered under thesecircumstances is that no part of the bogie may project beyond the headstock furtherthan the back plane of the Berne rectangle, UIC 521. The vehicle should beconsidered both on straight track and curved track down to the minimum radiusapplicable to the vehicle. This requirement should also be observed for thoseaxleloads where minimum overhangs are specified. At higher axle loads smallend overhangs can be the limiting factor on RA number

3.8Wheel diameters below those specified for each axleload may be speciallyaccepted for vehicles exhibiting good dynamic characteristics. For exampleTF 25 bogied vehicles are accepted for 25.4 t axleload with 840 mm diameterwheels, up to 60 mph.





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3.9Proposals for the use of cascaded three piece bogies on new wagons shouldinclude details of the side bearer arrangements as part of the design submission.To ensure acceptable levels of track forces, the relationship between bogieunsprung mass, wheel diameter and static/dynamic wheel forces should besupported by calculations.

Careful selection of bogie rotational resistance is required to provide acceptableflange wear and ensure bogie/wagon lateral stability, within the operating speedrange and wagon service life. Non resilient side bearers have previously notbeen accepted. Resilient sidebearer assemblies should help the vehicle to meet

∆Q/Q and rotational resistance requirements in service.

Experience has shown that the stiff single chevron type (64 t/inch) are unsuitableon aggregate and similar wagons due to increased sidebearer loads resulting fromsmall amounts of the wear of centre pivot components. Their use on othervehicles is not recommended and any such proposals should be supported byevidence of their suitability, for example long-term pivot wear predictions

and ∆Q/Q calculations.

3.10The wheel diameters and axleloads quoted in UIC 510-2, for the range 1000 mmdiameter to 760 mm diameter are acceptable for operation on Network Railcontrolled infrastructure with the axle spacing shown in Figure A2.





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Appendix A continued Figure A1 Minimum dimensions – two axle wagon

2 A X L E W A G O N

A x l e L o a d

T o

n n e s

O v e r a l l

L e n g t h

L m i n

m m

M i n

O v e r h a n g

m m

M i n . W h e e l b a s e

m m

M i n . D i m e n s

i o n s A d j a c e n t

w a g o n s

m

m

M a x S p e e d

2 3

1 8

2

5 . 5

2

0 . 5

5 7 9 2

7 3 1 4

7 3 1 4

7 6 2 0

1 0 6 7

4 5 7 2

4 5 7 2

4 5 7 2

3 0 4 8

2 7 4 3

2 7 4 3

2 1 3 4

7 5 7 5 6 0 6 0

8 1 3

9 5 3 9 5 3

7 4 9 7 4 6 8 7 6 8 7 6

M i n . W h e e l D i a m e t e r

1 3 7 1

1 3 7 1

1 5 2 4

3 6 5 8

1 2 0 1 2 0 9 6 9 6

8 1 3

M i l e / h

K m / h

N E W

W O R N

M a x

3 2 2 6 m m

M a x

1 1 0 0 0 m m

M

a x

6 4 0 0 m m

L M i n





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Figure A2 Minimum dimensions – bogie wagon

6 8 6 6 8 6 7 4 9 7 4 9 7 4 9 8 3 8 8 7 6 8 7 6

W o r n

B O G I E W A G O N

A x l e

L o a d

T o n n e s

O v e r a l l

L e n g t h

L m i n

m m

M i n . O v e r h a n g

m m

M i n .

W h e e l

b a s e

m m

M i n . D i s t . B e t w e e n I n n e r

W h e e l s

m m

M i n .

w h e e l

b a s e

m m

M i n . D i m e n s i o n s A d j a c e n t

W a g o n s

m m

M a x S p e e d

1 8

1 4

2 0 . 5

2 3 2 5 . 5

2 0

2 2 . 5

1 6 . 5

7 6 7 0

9 0 4 0

9 8 6 5

1 0 9 6 0

1 1 2 3 0

1 2 3 2 5

1 2 6 0 0

1 3 9 7 0

N C N C N C 1 1 5 0 1 2 0 0 1 3 7 0 1 4 5 0 1 7 2 5

1 8 0 0

2 0 0 0

2 0 0 0

1 8 0 0

1 8 0 0

1 8 0 0

1 8 0 0

1 8 0 0

N C N C N C 5 0 6 0

5 2 3 0

5 9 8 5

5 7 0 0

6 5 2 0

1 8 0 0

1 8 0 0

1 8 0 0

1 8 0 0

1 8 0 0

1 8 0 0

2 0 0 0

2 0 0 0

N C

N C

N C 2 3 0 0

2 4 0 0

2 7 4 0

2 9 0 0

3 4 5 0

7 5 7 5 7 5 7 5 7 5 6 0 6 0 6 0

1 2 0 1 2 0 1 2 0 1 2 0 1 2 0 9 6 9 6 9 6

7 2 4 7 2 4 8 1 3 8 1 3 8 1 3 9 1 4 9 5 3 9 5 3

M a x .

3 2 2 6 m

m

M a x .

1 7 5 1 0 m m

M a x .

6 4 0 0 m m

L m i n

M i l e / h

K m / h

N E W

M i n W h e e l D i a m e t e r

m m

N O T E : - N C = N O T C R I T I C A L W

I T H R E S P E C T T O I N F R A S T R U C T U R E C

O N S T R A I N T S





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Figure A3 Worked examples for bogied vehicles

Axle load

Tonnes

Actual static

wheel load

kN

Allowable

static wheel

load

kN

New

wheel

diameter

mm

Worn

wheel

diameter

mm

Result/comment

14 68.6700 89.18 724 686 Compliant

16.5 80.9325 89.18 724 686 Compliant

18 88.2900 97.37 813 749 Compliant

20 98.1000 97.37 813 749 Non-compliant

20 98.1000 100.88 840 776 # Compliant

20.5 100.5525 97.37 813 749 Non-compliant

20.5 100.5525 100.88 840 776 # Compliant

22.5 110.3625 108.94 914 838 Non-compliant

23 112.815 113.88 953 876 Compliant

25.5 125.0775 113.88 953 876 Non-compliant

25.4 124.587 113.88 953 876 # Non-compliant

25 122.625 113.88 953 876 # Non-compliant

23.21712 113.88 113.88 953 876 # Compliant

# New case considered.

Notes: The worn wheel diameters are used to derive the permissible static wheel loads.

It is possible to control the permissible static load by increasing the worn wheeldiameter and controlling this through the maintenance regime for the wagon type.





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Appendix B

Check list for UK wagonsThis appendix contains a list of related documents by subject heading andclause reference.

TOPIC CLAUSE RSSB OTHERREF DOCUMENT DOCUMENT

General 4

Engineering acceptance 4.1 GM/RT2000GM/RT2400GM/RT2453

GM/GN2561GA/RT6001GA/RT6006

Route acceptance 4.1 GE/RT8270

Design scrutiny 4.2 GM/RT2468

Testing 4.3 GM/RT2000

GM/RC2510

Design for maintenance 4.4 GM/RT2004

Design submission 4.5 GM/RT2001

Dimensions 5

Gauge 5.1.1 GM/RT2149 BASS501

GE/GN8573

Mechanical handling and lineside equipment 5.1.2 CP-PM-2CP-PM-1

Route availability 5.1.3 GE/RT8006

Maximum dimensions 5.1.4 GM/RT2149

Derailment and rollover 5.2.1 GM/RT2141

Stability 5.2.2 GM/RT2142

Wheels And Axles 6 GE/RT8014

GM/RT2466 TM/TC0001

GM/RT2470 UIC 510-2

GM/TT0088

GM/RC2513

GM/RC2566

Track circuit actuation 6.5 GM/RT2476

Axleboxes 7

Bearings 7.1

Hot axlebox detection 7.2 GE/RT8014

Springs And Suspensions 8

Helical compression springs 8.1 EN13906-1

BS EN 10089

BS1726

Laminated springs 8.2 BR151

Parabolic taperleaf springs 8.3

Bogie suspension 8.4 GE/RT8270 UIC 517

GM/TT0088





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Appendix B continued


Buffing And Drawgear 9 GM/RT2190 UIC 527-1

GM/RC2509

GE/RT8270

Fittings On Ends Of Wagons And Clearances For Operating Staff

Lampbracket 10.1 GM/RT2180 UIC 503

Clearance for operating staff 10.2 UIC 521

Overhanging superstructure 10.3

Access ladders 10.4 BS4211

Air cut-off cock and connections 10.5

Braking 11

Braking policy 11.1 GM/RT2045 FTC001

Braking performance and system requirements 11.2 GM/RT2040 UIC 544-1

GM/RT2043

Structures 12

Proof and fatigue loads 12.1 GM/RT2100

GM/GN2560

GM/RT2101

Recovery after accidents 12.4 GM/RT2260

Door, floor, end and side walls 12.5 BS3951

UIC 592-1

ORE DT 135

Load Restraints 13

Containers and swap bodies 13.1 GO/RM3056 UIC 571-4

Winches and webbing 13.2 BS5759

Curtain Sides 14

Materials of construction 14.3 BS3408

Earthing 15

General requirements 15.1 GM/RT2304 EN50153

GM/RC2514

Requirements for tank wagons 15.2 GM/RT2101

Marking 16 GM/RT1041

GM/RT2101GM/RT2177

GM/RT2210

GM/RT2260

GM/RT2459GO/RM3053





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GM/GN2589 Issue One

Date April 2004

Page 31 of 40

Appendix B continued


On Board Equipment 17

Internal combustion engines 17.1 GM/RT2120

GM/RT2462

Electrical circuits 17.2 GM/RT2300

GM/RT2304GM/RT2307

GE/RT8015

GE/RT8016





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GM/GN2589 Issue One

Date April 2004

Page 32 of 40

Appendix C

Check list for international wagonsThis appendix contains a list of related UIC documents applicable to wagonsrequired to be registered for international traffic.

REF ITEM SOURCE ISSUE AMENDMENT

Conformity to Gauge etc

1.1 Conformity to gauge UIC 503-0 App 1 5 1UIC 503-0 App 4 5 1

1.2 Minimum tare weight UIC 432 - 2.2.1 9UIC 530-2 App 7 4 4

1.3 Ratio wheelbase/length UIC 511-0 7 1

1.4 Max W/B UIC 512 - 1.5 8 2

UIC 511-0 7 1

1.5 Kinematic gauge, UIC 505-1 8underclearances, etc UIC 505-5 2 4

Suspension

2.1 Min curve negotiable 60 m UIC 503-0 - 1.4 5 1

2.2 Underclearances on ferry boat UIC 507 1 1and link span

2.3 Wheels UIC 510-1 sect 1 9 14UIC 510-2 3

2.4 Axles UIC 510-1 sect 2 9 14

2.5 Axleboxes UIC 510-1 sect 4 9 14

2.6 Bogies UIC 510-1 sect 6 9 14

2.7 Suspension gear UIC 517 6 10

2.8 Delta Q/Q UIC 530-2 4 4

Buffing and Drawgear

3.1 Geometry check for auto coupler UIC 530-2 App 6a

& para 3.1.4 4 4

3.2 Drawgear UIC 520 6

3.3 Buffers UIC 526-1 series 2UIC 526-3 2

UIC 526-2 1 23.4 Buffer head sizes UIC 527-1 2 4

UIC 527-2 2 3

3.5 Clearance for shunters RIV para 23 plate 2UIC 521 1 1

Underframe

4.1 Holding down brackets UIC 503-0 App 3 5 1

4.2 Auto coupler pocket UIC 530-1 2 34.3 Underframe end fittings UIC 535-2 sect D 3 7

4.4 Crossing gangway for working to UK UIC 535-2 App 3 718 sect D (c)

4.5 Towing hooks UIC 536 & 3UIC 535-2 3 7

4.6 Spark arrestors UIC 543 12





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Documents

Guidance Note: The Design and Construction of Freight Wagons