EN 13749pr - en - 2008-11

EUROPEAN STANDARD DRAFT
NORME EUROPÉENNE prEN 13749

EUROPÄISCHE NORM
November 2008
ICS 45.040 Will supersede EN 13749:2005
English Version
Railway applications - Wheelsets and bogies - Method of

specifying the structural requirements of bogie frames
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Applications ferroviaires - Essieux montés et bogies - Bahnanwendungen - Radsätze und Drehgestellte -
Méthode pour spécifier les exigences en matière de Spezifikationsverfahren für Festigkeitsanforderungen an
résistance des structures de châssis de bogie Drehgestellrahmen
This draft European Standard is submitted to CEN members for enquiry. It has been drawn up by the Technical Committee CEN/TC 256.
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If this draft becomes a European Standard, CEN members are bound to comply with the CEN/CENELEC Internal Regulations which
stipulate the conditions for giving this European Standard the status of a national standard without any alteration.
This draft European Standard was established by CEN in three official versions (English, French, German). A version in any other language
made by translation under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the
same status as the official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland,
France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal,
Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
Recipients of this draft are invited to submit, with their comments, notification of any relevant patent rights of which they are aware and to
provide supporting documentation.
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Warning : This document is not a European Standard. It is distributed for review and comments. It is subject to change without notice and
shall not be referred to as a European Standard.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36 B-1050 Brussels
© 2008 CEN All rights of exploitation in any form and by any means reserved Ref. No. prEN 13749:2008: E
worldwide for CEN national Members.
Uncontrolled copy when printed

prEN 13749:2008 (E)
Contents
Page
Foreword ............................................................................................................................................................. 4
1 Scope...................................................................................................................................................... 5
2 Normative references ........................................................................................................................... 5
3 Terms and definitions........................................................................................................................... 5
3.1 Technical terms..................................................................................................................................... 5
3.2 Symbols and units ................................................................................................................................ 7
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4 Co-ordinate system............................................................................................................................... 9
5 Classification ......................................................................................................................................... 9
6 Technical specification....................................................................................................................... 10
6.1 Scope.................................................................................................................................................... 10
6.2
6.3
6.4
6.5
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General requirements ......................................................................................................................... 10
Vehicle conditions and interfaces..................................................................................................... 10
Operational characteristics................................................................................................................ 11
Line characteristics ............................................................................................................................ 11
6.6 Environmental conditions .................................................................................................................. 11
6.7 Maintenance and inspection .............................................................................................................. 12
6.8 Particular requirements...................................................................................................................... 12
7 Verification of the design data........................................................................................................... 12
8 Validation and acceptance of the design ......................................................................................... 12
8.1 General ................................................................................................................................................. 12
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8.2 The validation programme ................................................................................................................. 13

8.2.1 Content................................................................................................................................................. 13
8.2.2 Calculations......................................................................................................................................... 14
8.2.3 Static tests ........................................................................................................................................... 14
8.2.4 Fatigue tests ........................................................................................................................................ 15
8.2.5 On-track tests ...................................................................................................................................... 15
9 Quality requirements .......................................................................................................................... 16
Annex A (informative) Load cases ................................................................................................................ 17
Annex B (informative) Loads due to bogie running .................................................................................... 18
B.1 General ................................................................................................................................................. 18
B.2 Examples of loads for bogies of passenger rolling stock – categories B-I and B-II.................... 19
B.2.1 Exceptional loads................................................................................................................................ 19
B.2.2 Normal service loads .......................................................................................................................... 20
B.3 Examples of loads for freight bogies with a central pivot and two side bearers –
category B-V ........................................................................................................................................ 20
B.3.1 Bogie types .......................................................................................................................................... 20
B.3.2 Relationship of vertical forces........................................................................................................... 20
B.4 Examples of loads for bogies of locomotives (with two bogies) – category B-VII ...................... 22
B.5 Examples of loads for bogies of light rail vehicles and trams – categories B-III and
B-IV ....................................................................................................................................................... 24
B.5.1 Application........................................................................................................................................... 24

prEN 13749:2008 (E)
B.5.2 Load cases........................................................................................................................................... 24

B.5.3 General expressions for the basic load cases................................................................................. 24
Annex C (informative) Loads due to components attached to the bogie frame ...................................... 26
C.1 General ................................................................................................................................................. 26
C.2 Component inertia loads .................................................................................................................... 26
C.2.1 Derivation............................................................................................................................................. 26
C.2.2 Loads resulting from small masses attached to the frame ............................................................ 27
C.2.3 Loads resulting from small masses attached to the axlebox......................................................... 27
C.2.4 Loads resulting from viscous dampers............................................................................................ 27
C.2.5 Loads resulting from braking ............................................................................................................ 28
C.2.6 Loads resulting from traction motors............................................................................................... 28
C.2.7 Forces applied on anti-roll systems.................................................................................................. 28
Annex D (informative) Calculation methods ................................................................................................ 29
D.1 General ................................................................................................................................................. 29
D.2 Loads.................................................................................................................................................... 29
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D.3 Analysis and acceptance ................................................................................................................... 29
D.4 Uncertainty factors ............................................................................................................................. 30
D.4.1 Material parameters ............................................................................................................................ 30
D.4.2 Dimensional tolerances...................................................................................................................... 30
D.4.3 Manufacturing process....................................................................................................................... 30
D.4.4 Analytical accuracy............................................................................................................................. 30
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D.4.5 Allowance for uncertainties ............................................................................................................... 30
Annex E (informative) Examples of static test programmes...................................................................... 31
E.1 General ................................................................................................................................................. 31
E.2 Static test programme for bogies of passenger rolling stock with body supported
directly to the sideframes (categories B-I and B-II)......................................................................... 31
E.2.1 Tests under exceptional loads .......................................................................................................... 31
E.2.2 Tests under normal service loads..................................................................................................... 32
E.3 Static test programme for bogies with central pivot and two side bearers
(category 5) .......................................................................................................................................... 34
E.3.1 Bogie types .......................................................................................................................................... 34
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E.4 Static test programme for bogies of locomotives ........................................................................... 36
E.5 Static test programme for bogies of light rail vehicles and trams ................................................ 36
E.5.1 General ................................................................................................................................................. 36
Annex F (informative) Examples of fatigue test programmes.................................................................... 38
F.1 General ................................................................................................................................................. 38
F.2 Fatigue test programme for bogies with the body supported directly on the
sideframes (categories B-I and B-II).................................................................................................. 38
F.3 Fatigue test programme for a freight bogie with a central pivot and two side
bearers (category B-V)........................................................................................................................ 41
F.3.1 General ................................................................................................................................................. 41
F.3.2 Vertical loads....................................................................................................................................... 41
F.3.3 Transverse loads................................................................................................................................. 41
F.4 Fatigue test programme for locomotive bogies (category B-VII)................................................... 43
F.5 Fatigue test programme for bogies of light rail vehicles and trams (category B-IV)................... 43
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2001/16/EC of the European Parliament and of the
Council of 19 March 2001 on the interoperability of the trans-European
conventional rail system, as modified by EU Directive 2004/50/EC of 29 April 2004 .................. 44
Bibliography ..................................................................................................................................................... 47

prEN 13749:2008 (E)
Foreword
This document (prEN 13749:2008) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This document is currently submitted to the CEN Enquiry.
This document will supersede EN 13749:2005.
This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the
European Commission and the European Free Trade Association to support Essential Requirements
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of EU Directive 2001/16, as modified by EU Directive 2004/50.
For the relationship with EU Directive 2001/16/EC as amended by directive 2004/50/EC, see
informative Annex ZA, which is an integral part of this document.
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prEN 13749:2008 (E)
1 Scope
This document specifies the method to be followed to achieve a satisfactory design of bogie frames
and includes design procedures, assessment methods, verification and manufacturing quality
requirements. It is limited to the structural requirements of bogie frames including bolsters and
axlebox housings. For the purpose of this document, these terms are taken to include all functional
attachments, e.g. damper brackets.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
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EN 12082:1998, Railway applications — Axleboxes — Performance testing
prEN 15827-1:2008, Railway applications — Bogies and running gear — Part 1: General principles
prEN 15827-2:2008, Railway applications — Bogies and running gear — Part 2: Structural
requirements
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3 Terms and definitions
For the purposes of this document the following definitions apply:
3.1 Technical terms
3.1.1
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bogie frame
load-bearing structure generally located between primary and secondary suspension
3.1.2
bolster
transverse load-bearing structure between vehicle body and bogie frame
3.1.3
sideframe
longitudinal structural member of the bogie frame
3.1.4
headstock
transverse member joining the longitudinal extremities of the bogie sideframes
3.1.5
transom
central transverse structural member(s) of the bogie frame
3.1.6
axlebox
assembly comprising the box housing, rolling bearings, sealing and grease
3.1.7
box housing
load-bearing structure housing the bearings, grease, sealing and accessories

prEN 13749:2008 (E)
NOTE Earthing brush, tachogenerator and wheel-slide sensors are typical accessories.
3.1.8
primary suspension
suspension system consisting of the resilient elements generally located between the axlebox and
bogie frame
3.1.9
secondary suspension
suspension system consisting of the resilient elements generally located between the bogie frame
and vehicle body or bolster
3.1.10
static force
force which is constant with time
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NOTE Force due to gravity is an example of static force.
3.1.11
quasi-static force
force, which changes with time at a rate which does not cause dynamic excitation
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NOTE Quasi-static force might remain constant for limited periods.
3.1.12
dynamic force
transient, impulsive or continuous force, uniform or random, that changes with time at a rate that
causes dynamic excitation
3.1.13
load case
a set of loads or combinations of loads that represents a loading condition to which the structure or
component is subjected
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3.1.14
exceptional load case
load case used for assessment against static material properties
3.1.15
fatigue load case
repetitive load case used for assessment against durability
3.1.16
safety factor
a factor applied during the strength assessment which makes an allowance for a combination of the
uncertainties and the safety criticality.
3.1.17
validation
the process of demonstrating by analysis and/or test that the system under consideration meets in all
respects the specification, including requirements due to regulations, for that system.
3.1.18
verification
the process of demonstrating by comparison or testing that an analytical result or estimated value is of
an acceptable level of accuracy.

prEN 13749:2008 (E)
3.2 Symbols and units
NOTE Certain symbols used in this standard may have a different meaning to those adopted in related
standards (e.g. EN 13103, EN 13104 and EN 13979-1).
Table 1 — Forces
Force (N) Position Symbol

Static Quasi-Static Dynamic
Vertical Load applied to bogie Fz
Force on sideframe 1 or Fz1 Fz1qs Fz1d
sidebearer 1
Force on sideframe 2 or Fz2 Fz2qs Fz2d
sidebearer 2
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Force on centre pivot Fzp Fzpqs Fzpd
Force at (body) C of G Fzc
Transverse Load applied to bogie Fy
Force on axle 1
Force on axle 2
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Fy2
Fy1qs
Fy2qs
Fy1d
Fy2d
Force at (body) C of G Fyc
Force due to wind Fw1
Longitudinal Force at each wheel Fx1
Force at (body) C of G Fxc
Force at (bogie) C of G Fx
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Table 2 — Accelerations
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Acceleration (m/s ) Symbol
Body Bogie
(primary sprung)
Vertical azc azb
Transverse (dynamic) ayc ayb
Centrifugal (quasi-static) aycc aycb
Longitudinal axc axb

prEN 13749:2008 (E)
Table 3 — Masses
Mass (kg) Symbol

Vehicle in running order Mv
Vehicle body m1
Bogie (primary sprung) m2
+
Bogie complete m
Exceptional payload P1
Normal service payload P2
Table 4 — Other symbols and units
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Other Symbol Unit
2
Wind pressure q N/m
2
Stress AF σ N/mm
2
Maximum stress σmax N/mm
2
Minimum stress σmin N/mm
2
Mean value of stress σm = (σmax+σmin)/2 N/mm
2
Amplitude of stress cycle σa = (σmax-σmin)/2 N/mm
2
Car body surface area Aw m
Roll coefficient α
Bounce coefficient β
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Adhesion or friction coefficient µ

Uncertainty factor or S1
factor of safety

prEN 13749:2008 (E)
4 Co-ordinate system
Figure 1 shows the co-ordinate system adopted in this document.
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Key
1
2
Twist
Lozenge (shear)
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Figure 1 — Co-ordinate System
Table 5 defines movements and deformations and their directions.
Table 5 — Movements and deformations in railway bogie assemblies

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Direction Symbol Description

Longitudinal x Linear in the direction of travel
Transverse y Linear parallel to the plane of the track, perpendicular to the
direction of travel
Vertical z Linear perpendicular to the plane of the track
Roll θx Rotation about the longitudinal axis
Pitch θy Rotation about the transverse axis
Yaw θz Rotation about the vertical axis
Twist — Out-of-plane (x-y) movement resulting in relative rotation of the
sideframes
Lozenging — Shear due to relative longitudinal movement of sideframes
5 Classification
This document covers a wide variety of different bogie types. For reference purposes it is convenient
to assign them to different categories. Although identified generally in terms of vehicle types, the
selection of the category for a bogie should also take into account the structural requirements of the
bogie frame. The structural requirements for bogies in a particular category are not unique and shall

prEN 13749:2008 (E)
always be defined according to the operating requirements, using the principles presented in this
document. There will be differences in choice between applications. This is to be expected and should
not be considered as conflicting with this standard. Some bogies may not fit into any of the defined
categories.
category B-I bogies for main line and inter-city passenger carrying rolling stock including high
speed and very high speed vehicles, powered and un-powered;
category B-II bogies for inner and outer suburban passenger carrying vehicles, powered and un-
powered;
category B-III bogies for metro and rapid transit rolling stock, powered and un-powered;
category B-IV bogies for light rail vehicles and trams;
category B-V bogies for freight rolling stock with single-stage suspensions;
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category B-VI bogies for freight rolling stock with two-stage suspensions;
category B-VII bogies for locomotives.
NOTE
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The classifications are the same as those given in prEN 15827-1. They are similar to (but not wholly
consistent with) those adopted for vehicle bodies in EN 12663. They are not exclusive and more may be added
as information becomes available.
6 Technical specification
6.1 Scope
The technical specification shall consist of all the information describing the functional requirements of
the bogie frame and the interfaces with associated components and assemblies. It shall also comprise,
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as a minimum, the general requirements of use, the conditions associated with the vehicle equipped
with the bogies, the operating characteristics, the conditions associated with maintenance and any
other particular requirements.
The technical specification shall also identify all appropriate mandatory regulations and define the
parts of the acceptance procedure (clause 9) and the quality requirements (clause 10), which are
specifically required, and the way in which evidence to show that the requirements have been met is
to be provided.
NOTE If the bogie frame is to form part of a vehicle subject to Interoperability regulations, or a similar third
party approval procedure is to be followed, the designated approval authority (Notified Body) should be identified.
If the customer is unable to define the specification completely the supplier may propose a specification and
submit it to the customer (and the approval authority) for agreement.
6.2 General requirements
The specification shall indicate the type of bogie required in terms of its use in accordance with the
categories in clause 5. It shall also indicate in the technical specification the intended life of the bogie,
its average annual distance run and its total distance run.
6.3 Vehicle conditions and interfaces
The specification shall include, but not be limited to, information on:
 vehicle masses and inertia;
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prEN 13749:2008 (E)
 vehicle body stiffness; (especially torsional stiffness)
 vehicle geometry (e.g. available space, position of the centre of gravity);
 body–bogie connections (e.g. mechanical, pneumatic, electric);
 braking equipment;
 motors and transmission;
 tilt systems (where applicable).
6.4 Operational characteristics
The specification shall include, but not be limited to, information on the characteristics to which the
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bogie is to be designed:
 loading conditions (e.g. changes in payload and frequency, dynamic load spectra);
 method of loading (e.g. progressive or sudden);

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 maximum axle loads;
 maximum operating speed;
 speeds on curves and cant deficiency;
 starts and stops (i.e. number and frequency, acceleration rates, deceleration rates, including
effect of wheel slip/slide control);
 exceptional conditions (e.g. derailments, lifting, recovery, allowable instability).

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6.5 Line characteristics
The specification shall include information on all the characteristics of the railway network for which
the bogie is to be designed that have an influence on the loads applied to the bogie, including the
following:
 layout of the tracks, including service depot tracks, (e.g. minimum radius of curves, number of
curves);
 indication of distance covered on straight lines and on curves, maximum and normal levels of
twist, percentage of use on service depot tracks, number of junctions, cant (this may be supplied
by route reference);
 types of track (e.g. classification of quality including construction, roughness and irregularities);
 loading gauge.
6.6 Environmental conditions
The specification shall include information on the characteristics of the environment that can have an
influence on the behaviour of the bogie frame and that the bogie frame shall be designed to withstand,
including:
 climatic conditions (e.g. temperature, humidity, rain, snow, floods, wind);
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prEN 13749:2008 (E)
 aggressive agents (e.g. corrosion, erosion, dirt).
NOTE Information on the environmental conditions to be taken into account is given in the relevent TSIs for
vehicles to be used under Interoperability regulations.
6.7 Maintenance and inspection
All the conditions of maintenance planned for the bogie and which can have an influence on the
design and behaviour of a bogie frame shall be indicated in the technical specification, including the
following:
 description of maintenance operations, including their frequency;
 the use of machines for washing the bogie (cleaning agents);
 handling requirements (e.g. lifting, towing and recovery);
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 wear limits for different components.
It is also important to consider the handling and recovery requirements in the event of a service
incident. This may include additional lifting and jacking requirements, provision for wheel skates or
other specific equipment.
6.8 Particular requirements

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The technical specification shall indicate any particular requirements that are not covered by the
above subclauses, for example, materials, types of construction and methods of assembly (e.g.
treatment of welds, shot peening).
7 Verification of the design data

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All necessary means (e.g. calculations, drawings, tests) shall be used to carry out the design.
The information supporting the design of the bogie frame shall be verified by the documents defined
in the specification and those required by applicable resolutions (e.g. standards, calculations,
drawings, test reports) which permit:
 the supplier to design and manufacture the bogie frames in accordance with the requirements of
the specification and quality plan (see clause 9);
 all the checks considered necessary for the validation and acceptance to be carried out.
8 Validation and acceptance of the design
8.1 General
The aim of the validation programme is to prove that the design of the bogie frame fulfils the
conditions defined in the technical specification. In addition, it shall show that the behaviour of the
bogie frame, constructed according to the design, will give satisfactory service without the occurrence
of defects such as catastrophic rupture, permanent deformation and fatigue cracks. It shall further
demonstrate that there is no adverse influence on the associated bogie components or sub-
assemblies.
Acceptance of the product will normally be dependent on a satisfactory completion of the validation
programme but may contain other conditions outside the scope of this document.
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prEN 13749:2008 (E)
The specification shall include details of how the bogie design is to be validated (including
conformance with any applicable regulations) and shall state all the parameters that are necessary for
the application of the different parts of the procedure. These parameters shall be defined in three
stages:
 the validation procedure (e.g. combination of load cases for calculations and static tests,
programmes for fatigue tests, routes for on-track tests);
 the values of the different load cases;
 the acceptance criteria (treatment of measured or calculated values, limiting stresses, criteria for
completion of fatigue tests).
Clause 9.2 defines which parts of the validation procedure should be included in any particular case.
The validation procedure shall be consistent with that for the bogie as a whole as specified in
prEN 15827 and in particular the requirements of Part 2 of that standard.
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NOTE In order that the acceptance procedure is completely defined, the supplier should identify the
methods of demonstrating conformance to the requirements if they are not incorporated into the specification.
8.2 The validation programme
8.2.1 Content
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The procedure for the validation of the mechanical strength of a bogie frame shall be established on
the basis of:
 calculations;
 static tests;
 fatigue tests;
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 on-track tests.
The content of the procedure shall depend on the importance of the problem to be dealt with and also
take account of economic factors. For a new design of bogie frame destined for a new type of
application all four validation stages shall be used though the fatigue tests can be replaced by other
methods of demonstrating the required fatigue life.
Where the design is a development of an earlier product any previous data, or other evidence of
satisfactory performance that is still applicable, can be offered as validation of the revised product.
In the case of an existing design of bogie frame intended for a new application, or a modification to an
existing design, a reduced programme can be used, depending on the significance of the differences.
If the differences are small, calculations, supported if necessary by measurements made during a
limited test programme, will be sufficient to validate the design.
Static tests and fatigue tests shall be carried out in accordance with the specification and applicable
regulations and to a level that is considered necessary to validate the design satisfactorily.
In the case of an order for a very small number of bogies it might be impractical, for economic reasons,
to justify all stages of the validation procedure. In such cases calculations shall always be carried out
and these shall be complemented by at least one type of test.
In cases where all stages of the validation procedure are not to be applied this can lead to a reduced
confidence in the validity of the design. To compensate for a more limited validation procedure,
greater safety margins shall be adopted in the design and test acceptance parameters, consistent
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prEN 13749:2008 (E)
with the degree of originality in the design or its application and/or a more frequent maintenance
regime can be defined.
8.2.2 Calculations
The calculations shall include the following information:
 design load cases (as indicated in Annex A);
 combinations of load cases;
 compatibility of the axlebox with the requirements of the bearings (e.g. permissible deformations);
 methods of calculation;
 methods of evaluation, interpretation and combination of calculated stresses;
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 limiting stresses (i.e. static, fatigue);
 any other acceptance criteria. AF

Load case data specific to the application, and which takes account of the bogie suspension
characteristics, vehicle body parameters, track and operating characteristics, should always be used
where such data is available (e.g. established empirical data or data from simulations, tests or a
previous similar application). Annexes B and C provide examples of design load case data which has
been used for specific applications but this data cannot be considered to apply universally. It should
be noted that the load case data in Annexes B and C does not take account of differences in the
bogie suspension or the vehicle body characteristics. The data in the examples shall, therefore, be
used only when it can be shown to be applicable.
The structural analysis shall be carried out using the acceptance process and criteria as presented in
Part 2 of prEN 15827.
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Annex D gives further guidance on factors to be considered in defining a calculation programme.
8.2.3 Static tests
The static validation test programme shall include the following:
 magnitudes and positions of forces to be applied;
 combinations of forces to be applied;
 positions and types of measurements to be made (e.g. displacements, strains, types of

transducer);
 methods of evaluation and interpretation of measured stresses;
 limiting stresses;
 any other acceptance criteria.
The loads applied in the tests shall be based on the design load cases. Annex E indicates general
considerations and gives examples of programmes for static tests. Again, this data cannot be
considered to apply universally as the load cases do not take into account differences in the bogie
suspension or the vehicle body characteristics. Therefore, these examples shall be followed only
when they can be shown to be applicable.
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prEN 13749:2008 (E)
The tested bogie frame shall be of the same type and manufacture as the bogie frames to be used in
service (i.e. it shall have no differences in any critical factors that could influence the outcome). The
test rig equipment shall be capable of producing, as far as is reasonably practicable, the same
stresses as those which would appear on the bogie frame when placed under its intended vehicle and
supported on its suspension.
8.2.4 Fatigue tests
The fatigue test programme shall include the following:
 forces to be applied (i.e., static components, quasi-static components, dynamic components) and
positions;
 combinations of different forces, taking into account the phase relationship of different cyclic
forces and their relative frequency;
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 number of cycles;
 positions and types of measurements to be made (e.g. displacements, strains, types of

transducer); AF
 methods of evaluation;
 acceptance criteria.
The fatigue test programme shall be determined for the specific application. Annex F indicates
general considerations and gives examples of programmes for fatigue tests but, as for the static tests,
these programmes do not take into account differences in the bogie suspension or the vehicle body
characteristics and shall be adopted only if they can be shown to be appropriate to the application.
The tested bogie frame shall be of the same type and manufacture as the bogie frames to be used in
service (i.e. it shall have no differences in any critical factors that could influence the outcome).
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Furthermore, the test rig equipment shall be capable of producing, as far as is reasonably practicable,
the same stresses as those which would appear in the bogie frame when placed under its intended
vehicle and supported on its suspension.
8.2.5 On-track tests
The on-track tests shall:
 measure operating stresses and check fitness for purpose;
 check the design assumptions.
The programme for on-track testing shall include at least the following:
 the vehicle to be used;
 description of the test runs to be carried out (e.g. test route, length, type of track, curves,
speeds);
 the loading condition of the vehicle;
 position and type of measurements to be made(e.g. displacements, strains, accelerations, types

of transducer);
 the method of evaluation and interpretation of the stresses;
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prEN 13749:2008 (E)
 limiting permissible stresses;
 any other acceptance criteria.
To produce valid results the track tests shall be carried out with the test vehicle, payloads, track
quality and speed profile all representative of the intended operating conditions.
9 Quality requirements
A quality plan shall be submitted for approval. The quality plan shall include provisions to demonstrate
that quality controls consistent with current industry standards exist in the design, acceptance test and
manufacturing programmes.
All manufactured bogie frames shall be of a quality consistent with the specification and the
assumptions and data used as the basis of the design.
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Welded fabrication shall be carried out in accordance with the requirements of EN 15085 Part 1 to
Part 5 or to an equivalent process.
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prEN 13749:2008 (E)
Annex A
(informative)
Load cases
The load cases used for the calculations, static tests and fatigue tests are defined on the basis of the
loading condition of the vehicle equipped with the bogies (see clause 7). EN 15663 provides standard
reference masses from which design loading conditions may be derived for different types of vehicle if
the specification is inadequate.
The load cases can comprise displacements as well as forces, e.g. track twist.
The load cases fall into two groups namely, external and internal.
T
External load cases can result from:
 running on the track (e.g. vertical forces due to the load carried by the vehicle, transverse forces
on curves or when going across points and crossings, twisting of the bogie frame as a result of

AF
the vehicle going over twisted track);
loading/unloading cycles of the vehicle.
Internal load cases are due to the presence and operation of bogie mounted components (e.g. brakes,
dampers, anti-roll bars, motors, inertia forces caused by masses attached to the bogie frame).
The definition of each load case can comprise three components:
 static;
DR
 quasi static;
 dynamic.
The different load cases can have several levels, such as loads corresponding to normal use or to
exceptional circumstances.
Annex B gives examples of external load cases for different categories of bogie, as well as of load
cases due to normal service and exceptional circumstances. Similarly, Annex C gives examples of
internal load cases.
17

prEN 13749:2008 (E)
Annex B
(informative)
Loads due to bogie running
B.1 General
In service, bogies are subject to, and shall withstand, loads caused by the following:
 the weight of the supported vehicle, including any payload;
T
 changes in the payload;
 track irregularities;
 running on curves;

acceleration and braking;
AF
minor derailments (e.g. low speed drop on to ballast)
 buffing impacts;
 extreme environmental conditions (wind and temperature);
 fault conditions (e.g. motor short circuit torque);

DR
 maintenance/recovery situations (e.g. lifting and jacking).
In reality the loads are combined in a complex manner and so it is difficult to represent them exactly in
calculations. Consequently it is generally the practice, for ease of analysis, to represent the true loads
by a series of load cases which include the above effects in a simplified form, either individually or in
combination. It is essential that the simplification ensures that the effects of the true loads are not
underestimated.
A commonly adopted approach for the design and assessment of a bogie frame is to divide the load
cases into two main groups.
The first group comprises static load cases, which represent those extreme (exceptional) loads that
might occur only rarely during the life of the bogie. A bogie structure is required to withstand such
loads without deflecting to an extent that would impair functionality under the application of the loads
or without suffering permanent deformation (see D.6) after removal of the loads.
The second group comprises fatigue load cases, which represent those loads that occur during
normal operation; such cases are used to demonstrate the ability of the bogie to survive its intended
operational requirement without fatigue failure. Where appropriate, account may be taken of quasi-
static loads, which occur at low frequencies.
The load cases required for the design and assessment of the bogie frame will be dependent on the
application being considered.
The examples given in B.2, B.3 and B.4 follow the approach described above and have been used for
those bogies which are intended for operation under UIC regulations [1], [7] and [8]. These examples
18

prEN 13749:2008 (E)
do not take into account differences in suspension characteristics or vehicle body characteristics
therefore adjustments to the values given in the examples may need to be applied to take account of
the differences in these characteristics for different bogie designs.
Bogies not subject to UIC regulations or operating conditions will normally require other load cases for
their design and assessment; they are not considered in this annex and should be defined, if
necessary, in the technical specification.
Similarly, the examples given in B.5 are often adopted for the design of tram bogies [6], but operators
may consider alternative requirements more appropriate for their applications.
In the following sub-clauses the equations apply to bogies with two axles (with adjustments indicated
for three axle bogies). It should be noted that the equations assume two bogies with an equal loading
on each bogie. If this is not the case then the equations will need to be adjusted accordingly. A
consistent set of SI units is assumed and the forces are in Newtons.
T
B.2 Examples of loads for bogies of passenger rolling stock – categories B-I
and B-II
B.2.1 Exceptional loads

AF
Vertical forces (applied to each sideframe, based on the assumption of vehicles whose mass is
evenly distributed between the two bogies and the body supported directly on each sideframe):
Fz1max = Fz2max =
Fzmax
=
(
1,4g M v + P1 − 2m + )
2 4
where
DR
Mv = vehicle mass in running order
P1 = exceptional payload (e.g. derived from the reference masses in EN 15663)

+
m = bogie mass
Fz max = total vertical force on bogie
Transverse forces (applied to each axle) :
Fymax (M v + P1 )g
Fy 1max = Fy2max = = 10 4 +
2 12
Longitudinal lozenging forces (applied to each wheel and in the opposite sense on the opposite
sides of the bogie frame) :
+
Fx1 max = 0,1 (Fz max + m g)
Potential shocks
If the vehicle is to be subject to shunting when in service, a shock test by a wagon weighing 80 t and
running at a speed of 10 km/h, should be performed. If this test cannot be done, a static test should
be carried out, in which a longitudinal force equal to the bogie inertia force under an acceleration of
5 g for motor bogies and 3 g for trailer bogies is applied to the bogie attachment.
Track twist (two cases may be considered):
19

prEN 13749:2008 (E)
Case 1 – With the vehicle in the exceptional load state (vertical and transverse),
the bogie frame shall withstand the loads resulting from a track twist of
1 %.
Case 2 – With the vehicle empty (under vertical load only), consider a complete
unloading of one wheel with the vertical displacement of the wheel
being limited to rail height.
Case 2 replicates the effects of a slow speed derailment on, say, depot track. The specification may
permit some permanent deformation of the bogie frame in this case.
B.2.2 Normal service loads
Vertical forces (applied to each sideframe:
T
Fz ( M v + 1,2P2 − 2m + )g
Fz1 = Fz2 = =
2 4
where
P2 =
AF
normal service payload (e.g. expressed as a function of the reference masses in
EN 15663)
Transverse forces (applied to each axle):
Fy Fz + m + g
Fy1 = Fy2 = =
2 8
sides of the bogie frame):
DR
+
Fx1 = 0,05 (Fz + m g)
Track twist
The loads resulting from a track twist of 0,5 %.
B.3 Examples of loads for freight bogies with a central pivot and two side
bearers – category B-V
B.3.1 Bogie types
The load cases below are specified for 2-axle bogies. For a 3-axle bogies the same global loads
generally apply with the vertical loads distributed equally on all three axles and the transverse and
longitudinal loads distributed with 37.5% on the outer axles and 25% on the central axle. Where it is
necessary to change the global loads for a 3-axle bogie this is indicated in the text.
B.3.2 Relationship of vertical forces
Fz = the total vertical load supported by the bogie
Fzp = the vertical force applied to the pivot
20

prEN 13749:2008 (E)
Fz1, Fz2 = the vertical forces applied to each side bearer
where
Fz1 and Fz2 are obtained by the multiplication of Fz by a coefficient α, representing the effect of
roll. When a force Fz α is applied to one side bearer, the applied force to the pivot
is reduced to Fz (1-α)
Vertical forces (two main cases are considered):
Case 1 – The case where the force is applied only to the pivot :
Fzpmax = 2 Fz (using load factor = 2)
T
Case 2 – The (roll) case where the force is applied to both the pivot and
one side bearer :
Fz1max (or Fz2max) = 1.5 Fz α

AF
Fzpmax = 1.5 Fz (1-α) (using load factor = 1.5)
where
α depends on the service and the distance between the side bearers. (For UIC service with a
distance between the side bearers of 1700 mm, α is taken as 0,3). If the spacing between
 1700 
side bearers (2bg) differs from 1700 mm then α = 0,3  .
 2b g 
 
DR
Transverse forces (applied to each axle) :
Fymax Fz + m + g
Fy1max = Fy2max = = 10 4 +
2 6
8  4  Fz + m + g  
The total force Fymax shall be increased to 10 +  for 3-axle bogies (based on running
3   6 
 
trials of Type 714 freight bogies). For other types of bogie the load distribution recorded during
running trials of a similar type should be used or loads determined from simulations.
Fxmax +
Fx1 max = Fx2 max = = 0,1 (Fz + m g)
2
Potential shocks
As B.2.1 using a speed = 15 km/h, or apply a static longitudinal force at the attachment position equal
to the bogie mass multiplied by the maximum vehicle acceleration in such a collision.
21

prEN 13749:2008 (E)
Track twist
See clause B.2.1
Vertical forces (two main cases are considered):
Case 1 – The case where the force is applied only to the pivot :
Fzp = Fz
Case 2 – The (roll) case where the force is applied to both the pivot and
one side bearer :
Fz1 (or Fz2) = Fz α
T
Fzp = Fz (1-α)
where
AF
α depends on the service and the distance between the side bearers. (For UIC service with a
distance between the side bearers of 1700 mm, α is taken as 0,2). If the spacing between
 1700 
side bearers (2bg) differs from 1700 mm then α = 0,2  .
 2b g 
 
Fy
DR
+
Fy1 = Fy2 = = 0,1 (Fz + m g)
2
+
The total force Fy shall be increased to 0,265 (Fz + m g) for 3-axle bogies, distributed as indicated in
B.3.1.
+
Fx1 = 0,05 (Fz + m g)
Track twist
The loads resulting from a track twist of 0,5 %.
B.4 Examples of loads for bogies of locomotives (with two bogies) – category
B-VII
Vertical forces (applied to each sideframe, based on the assumption of vehicles whose mass is
evenly distributed between the two bogies and the body supported directly on each sideframe):
22

prEN 13749:2008 (E)
Fzmax 1,4g(M v − 2m + )
Fz1max = Fz2max = =
2 4
where
Mv = locomotive mass in running order

+
m = bogie mass
Fz max = total vertical force on bogie
NOTE If the operating conditions are considered as very poor, the factor 1,4 may exceptionally be increased
up to 2,0.
Transverse forces (applied to each end axle):
T
Fymax Mv g
Fy1max = Fy2max = = 10 4 +
2 12
For bogies with 3 axles it is assumed that the middle axles do not transmit transverse forces.
AF
Longitudinal force
A bogie longitudinal acceleration of at least 3 g should be considered for all locomotives except
shunting locomotives where the acceleration to be considered should be 5 g.
Track twist
This case is the same as B.2.1.

DR
Vertical forces (applied to each side frame):
Fz1 = Fz2 =
Fz
=
(
M v − 2m + g )
2 4
Fy Fz + m + g
Fy1 = Fy2 = =
2 8
Longitudinal forces (applied to each wheel) due to tractive effort (µ = 0.4):
Fx1 = 0,1 Mv g / na
Where na is the number of axles per bogie.
sides of the bogie frame) due to dynamics
Fx1 = 0,05 Mv g / na
Track twist
The bogie shall withstand the loads due to a track twist of 0,5 %.
23

prEN 13749:2008 (E)
B.5 Examples of loads for bogies of light rail vehicles and trams – categories
B-III and B-IV
B.5.1 Application
The load cases apply to multiple, articulated and single car units with bogies. For vehicles with any
other configuration the same principles can be applied to determine the alternative appropriate design
load cases.
B.5.2 Load cases
The basic load cases, which are given below, are derived from [6]. It is customary to express the
loads per bogie according to the respective bogie axle loads. Load combinations are given in Annex E.
For exceptional loads the effective car body mass m1, including passengers, corresponding to a
T
particular bogie is:
(M v + P1 )c
m1 = − nb m +
100
m1 =
(M v + P2 )c
− nb m +
AF
For normal service loads the effective car body mass m1, including passengers, corresponding to a
particular bogie is:
100
where:
Mv = mass of car in running order;
P1, P2 = mass of passengers (e.g. expressed as a function of the reference masses in

DR
EN 15663);
c = wheel loads of relevant bogie expressed as a %;
m+ = bogie mass;
nb = number of bogies per body.
When considering forces resulting from wind pressure, the proportion of the lateral car body surface
area, Aw, assigned to each bogie is determined according to the axle loads, as above.
Inertia forces are assumed to act at the centre of gravity of either the car body or the bogie frame, as
appropriate. Wind forces are assumed to act at the centre of pressure of the car body side.
The load cases below use the additional symbols defined in 3.3.
B.5.3 General expressions for the basic load cases
B.5.3.1 Car body loads
Longitudinal force (applied at the centre of gravity)
Fxc = m1 axc
Transverse force (applied at the centre of gravity)
24

prEN 13749:2008 (E)
Fyc = m1 (ayc + aycc)
Vertical force (applied at the centre of gravity)
Fzc = m1 (g + azc)
Transverse force due to wind (applied at centre of pressure of body side)
Fw1 = Aw q
B.5.3.2 Bogie frame loads
Longitudinal force (applied at the centre of gravity)
Fxb = m2 axb
T
Transverse force (applied at the centre of gravity)
Fyb = m2 (ayb + aycb)
Vertical force (applied at the centre of gravity)

AF
Fzb = m2 (g + azb)
B.5.3.3 Loads in connection between bogie and car body (collision conditions)
Fxb = m+ 3 g
DR
25

prEN 13749:2008 (E)
Annex C
(informative)
Loads due to components attached to the bogie frame
C.1 General
The strength of equipment attachments to the bogie structure should carry the inertia loads generated
by the bogie motion and any loads generated by the operation of the equipment. For all bogie types
and for all applications, the loads can be defined in the same manner as those set out in Annex B,
namely:
T
 exceptional loads, which shall not produce permanent deformation or excessive deflections;
 normal service loads, which shall not induce fatigue cracks.
However, it should be pointed out that in addition to load magnitudes, it is necessary in any
AF
calculations for fatigue damage to consider the number of applications for these loads. For example,
braking loads have generally similar values for different types of bogies, but their number of
applications can nevertheless be markedly different for underground or suburban railways, inter-city
coaches, freight wagons or high speed trains.
C.2 Component inertia loads
C.2.1 Derivation
DR
The accelerations used to determine the inertia loads should be based on the best available
information for the application. This will depend on the mass, location and orientation on the bogie,
bogie dynamics, natural frequency of the structure, stiffness of local attachment, track quality, speed,
etc.
The design loads due to any component which has a significant mass/inertia (i.e. is sufficient in itself
to affect the principal dynamic modes of the bogie) should be individually assessed. The design
requirement may be determined from empirical data proven in a comparative application, test data, or
the results of simulations, etc.
It is acceptable to use general rules for the attachment of small masses (natural frequency of local
structure > 100Hz). The data given in C.2.2 and C.2.3 below makes this distinction between relatively
light and heavy equipment. 50 kg is used as an arbitrary reference to separate equipment that is light
enough to follow the behaviour of the main bogie structure from that which may have a significant
influence on the response.
The acceleration levels given below are indicative of typical design levels applicable to rolling stock
using European TENs routes but designers should be aware that in certain applications the levels can
substantially less or more than these values. For fatigue design the levels in the table below may be
7
assumed to represent a constant amplitude load acting for 10 cycles that will result in the same
damage as the actual dynamic excitation spectra.
If tests are being performed to determine the inertia loads the data should be sampled and filtered at
an appropriate level for the relevant frequencies. Strain gauge output generally gives a clearer
indication of the effective structural load cycles than data from accelerometers.
26

prEN 13749:2008 (E)
The acceleration levels used in any application should be agreed between the interested parties (e.g.
customer, supplier and approval authority where relevant).
C.2.2 Loads resulting from small masses attached to the frame
These masses can be antennas, lifeguard/railguards, flange lubrication equipment, sand boxes etc.
Table C.1 — Typical accelerations of frame-mounted equipment
Frame mounted equipment < 50 kg (see C.2.1)
Direction Exceptional Fatigue acceleration

acceleration
Vertical ± 20g ± 10g
T
Lateral ± 10g ± 7g
Longitudinal AF ± 5g ± 3.5g
C.2.3 Loads resulting from small masses attached to the axlebox
These masses can be obstacle guards or braking system components as well as various other
components (e.g. speed sensors).
Table C.2 — Typical accelerations of axlebox-mounted equipment
Frame mounted equipment < 50 kg (see C.2.1)

DR
Direction Exceptional acceleration Fatigue acceleration
Vertical ± 70g ± 35g
± 50g if resiliently mounted ± 25g if resiliently mounted
Lateral ± 20g ± 10g
Longitudinal ± 10g ± 5g
C.2.4 Loads resulting from viscous dampers
The load resulting from a viscous damper is derived from its reference, or blow-off, force. This is the
force applied by the damper when it operates at its definition speed. Typical definition speeds of
dampers are as follows:
 0,1 m/s for transverse dampers between body and bogie;
 0,15 m/s for vertical dampers on secondary suspensions;
 0,3 m/s for vertical dampers on primary suspensions;
 0,0026 m/s for anti-yaw dampers.
27

prEN 13749:2008 (E)
Wherever possible the design forces should be based on damper manufacturer’s actual data and the
expected damper velocities associated with the bogie application. In the absence of more accurate
information from the manufacturer, the exceptional load can be taken as twice the reference force, in
the direction of the damper axis. The normal service load can be taken as the reference force, in the
direction of the damper axis.
C.2.5 Loads resulting from braking
Braking leads to forces arising from the operation of brake components (e.g. brake shoes on wheels,
pads on discs, magnetic track brake units) and associated deceleration forces. The number of cycles
considered should include the effects of wheelslide control systems.
Exceptional loads can be equal to 1,3 times those produced during emergency braking. For design
purposes, normal service loads are usually taken as equal to 1,1 times the nominal forces induced by
the service braking.
T
NOTE The above factors can be reduced to 1,2 and 1,0 respectively if the additional variation due to setting
tolerances has already been added to the nominal load values.
An additional factor should be applied to the frictional element of the loads to account for snatch
effects during both emergency and normal braking.
AF
C.2.6 Loads resulting from traction motors
The exceptional loads may be taken as 1,3 times those produced during starting or dynamic braking
with the maximum acceleration or deceleration. Account should also be taken of the high exceptional
loads that may be induced because of failure of the traction motors or associated drive system. Any
cyclic loading that can result from out-of-balance rotating components should also be considered.
The normal service torque loads may be taken as 1,1 times the nominal loads induced during normal
service starting or stopping.
DR
Traction motor inertia loads should be determined on an individual basis depending on the application,
the mass and location of the motor and the method of mounting.
C.2.7 Forces applied on anti-roll systems
The exceptional loads on anti-roll bar systems correspond to the maximum body inclination, with
respect to the bogie, which may occur in service.
The normal service loads on anti roll-bar systems can be based on the body-bogie inclination angle
derived from the α coefficient given in Annex E.
The loads used should be consistent with the loads and principles used to determine the transverse
load cases on the bogie frame.
28

prEN 13749:2008 (E)
Annex D
(informative)
Calculation methods
D.1 General
The bogies of rail vehicles are required to 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.
T
It is necessary to demonstrate by calculation that no excessive deflections, permanent deformation
(see D.6) or fracture of the structure as a whole, or of any individual element, occurs under the
prescribed load cases, assessed against the following criteria:
a) service or cyclic loads, which cause fatigue damage, have to be sustained for the specified life
without detriment to the structural safety;
b)
AF
exceptional or limit loading, i.e. the maximum loading which has to be sustained and full
operational condition maintained: this might include loads resulting from minor derailments at low
speed (< 12 kph);
c) an acceptable margin of safety such that, if the exceptional or limit load is exceeded, catastrophic
failure or collapse will not immediately occur. In many cases bogie frames which satisfy b) will
automatically satisfy c), as a consequence of the material properties.
D.2 Loads
DR
All loads used as the basis for bogie design should incorporate any necessary allowance for
uncertainties in their values. The loads specified in Annexes B and C include this allowance.
It is important to ensure that the design loads are expressed in a form that is consistent with the
method of analysis and the way in which the permissible material stress levels are defined.
D.3 Analysis and acceptance

The application of the basic analysis and acceptance methods depends on the history of the design
and its applications, as well as economic factors and time scales. It is strongly recommended that
numerical methods such as finite element analysis are used, supplemented by hand calculations, to
interpret stresses appropriate to the joint types and fatigue life assessment codes etc.
The analysis should be carried out as required by the validation and acceptance process as
presented in clauses 5, 6 and 7 of part 2 of prEN 15827.
The following clause presents some of the areas of uncertainty associated with bogie frame design
that need to be considered when following the process.
29

prEN 13749:2008 (E)
D.4 Uncertainty factors
D.4.1 Material parameters
For design purposes the minimum material property values as defined by the material specification
should be used. Where the material properties are affected by:
 temperature (e.g. change in resilience);
 rate of loading;
 time (e.g. by ageing of the material);
 environment (moisture absorption, oxidation, etc.);
T
 welding or other manufacturing process;
New minimum values that incorporate the relevant effects should be determined.
Similarly the S-N curve (Wohler diagram) used to represent the fatigue behaviour of material should
incorporate the above effects.
D.4.2 Dimensional tolerances

AF
It is normally acceptable to base calculations on the nominal component dimensions. It is necessary
to consider minimum dimensions only if significant reductions in thickness (e.g. as a result of wear.)
are inherent in the operation of the item. Normally loss of material due to corrosion can be ignored,
since adequate protection will usually be an integral part of the vehicle specification.
D.4.3 Manufacturing process

DR
The performance characteristics exhibited by the material of components in service can differ from
those derived from test samples. Such differences are attributable to variations in the manufacturing
processes and workmanship, which cannot be detected in any practicable quality control procedure.
D.4.4 Analytical accuracy
Every analytical procedure incorporates approximations and simplifications. The designer should be
consciously conservative in the application of analytical procedures to the design.
D.4.5 Allowance for uncertainties
The uncertainties described in D.4.1 to D.4.4 may be allowed for by incorporating an uncertainty or
safety factor into the design process. This ‘safety factor’, designated S, should then be applied when
comparing the calculated or measured stresses to the permissible stress as indicated in clause 5 of
Part 2 of prEN 15827.
30

prEN 13749:2008 (E)
Annex E
(informative)
Examples of static test programmes
E.1 General
The general purpose of static tests is to confirm that:
 bogie frames do not run the risk of suffering excessive deflections or permanent deformation
under exceptional loads;
T
 bogie frames have sufficient fatigue strength to withstand, without any cracks, the normal service
loads.
The static test programmes, described below by way of example, are derived from the values of loads
given in Annexes B and C, which are based on [1], [6], [7] and [8], and the limitations regarding the
AF
use of these load cases has already been discussed. Bogies for other types of vehicle, running under
different service conditions, may require different test programmes.
Generally these tests consist of strain measurements in the highly stressed areas of the bogie frame
by means of electric resistance strain gauges, which are of the unidirectional type for all points where
stress is in only one direction and of the tri-directional type for all other points.
The four examples illustrate the scope of factors which should be considered. Those based on UIC
requirements for coaches and wagons illustrate two commonly used bogie designs:
 bogies where the body load is supported by a secondary suspension evenly distributed on both
DR
side frames;
 bogies with a central pivot and two side bearers.
E.2 Static test programme for bogies of passenger rolling stock with body
supported directly to the sideframes (categories B-I and B-II)
E.2.1 Tests under exceptional loads
E.2.1.1 General
Two cases should be considered: the exceptional loads resulting from bogie running and those
coming from components attached to the bogie frame. The stresses measured during these various
tests are compared to the yield limit of the material. Furthermore, there should be no permanent
deformation after removal of these loads. If necessary the deflections under load should be compared
with the maximum allowable deflections.
E.2.1.2 Exceptional loads due to bogie running
The bogie frame is subjected to all the exceptional loads and all their combinations likely to occur in
service (i.e. Fz,max, Fy,max, Fx,max loads as well as an exceptional twist; see Annex B for a definition of
the parameters). Furthermore, whilst under the load corresponding to an empty vehicle, the frame is
also subjected to exceptional twist owing to a service track derailment as stated in Annex B.
31

prEN 13749:2008 (E)
E.2.1.3 Loads coming from components fitted to the bogie frame
Generally, whilst the frame is subjected to the exceptional vertical load Fz,max, the various exceptional
loads as referred to in Annex C (e.g. loads resulting from braking, dampers, body roll, masses
attached to the frame) are applied separately or in combination as appropriate to service conditions.
E.2.2 Tests under normal service loads
E.2.2.1 General
Two cases should be considered: the loads resulting from bogie running and those caused by
components attached to the bogie frame.
E.2.2.2 Loads resulting from bogie running
T
The test consists of different phases, each of which corresponds to a load state that could be applied
easily to the bogie frame. The loads are derived from normal service forces and track twist as defined
in Annex B: Fz1, Fz2, Fy1, Fx1 etc. plus the twist moment. Roll and bouncing which induce quasi-static
and dynamic variations of vertical forces are represented by coefficients α and β, for roll and bouncing
respectively. Generally these coefficient values are 0,1 for α and 0,2 for β. These values may be
modified according to operating conditions (e.g. track quality, cant deficiency, centre of gravity
AF
position, track gauge, pendular/tilting train).
The static test corresponding to vertical and transverse force combinations is defined by the nine
cases in Table F.1.
Table E1 — Load cases for static tests corresponding to vertical and transverse force
combinations
Load case Fz1 Fz2 Fy
1 Fz / 2 Fz / 2 0
DR
2 (1 + α - β) Fz / 2 (1 - α - β) Fz / 2 0
3 (1 + α - β) Fz / 2 (1 - α - β) Fz / 2 + Fy
4 (1 + α + β) Fz / 2 (1 - α + β) Fz / 2 0
5 (1+ α + β) Fz / 2 (1 - α + β) Fz / 2 + Fy
6 (1 - α - β) Fz / 2 (1 + α - β) Fz / 2 0
7 (1 - α - β) Fz / 2 (1 + α - β) Fz / 2 - Fy
8 (1 - α + β) Fz / 2 (1 + α + β) Fz / 2 0
9 (1 - α + β) Fz / 2 (1 + α + β) Fz / 2 - Fy
32

prEN 13749:2008 (E)
Figure E.1 shows the bogie loading arrangement.
T
Key
1 Side 1
2
3
4
Side 2
Axle 1
Axle 2
AF
Figure E.1 — Sideframe bogie loading arrangement
The results of the measurements carried out during this test are analysed by recording the stresses in all
points for each load case; the maximum σmax and minimum σmin values are used to define the mean
value σm and the amplitude σ a.
DR
σ max + σ min
σm=
2
σ max − σ min
σa =
2
These values are compared with the fatigue limits of the material. The method to be used for the
treatment of multi-axial stresses should be defined in the technical specification.
This static test is completed by the superposition of twist, as defined in B 2.2, in both directions, to the
load case numbers. 3, 5, 7 and 9 in Table E.1.
For the load cases resulting from longitudinal forces, the bogie frame is subjected to the vertical
forces Fz1 and Fz2, and the longitudinal forces are applied in each direction as illustrated in the
Table E.2.
33

prEN 13749:2008 (E)
Table E.2 — Load cases resulting from longitudinal forces
Load case Fz1 Fz2 Fx
1 Fz / 2 Fz / 2 0
2 Fz / 2 Fz / 2 + Fx1
3 Fz / 2 Fz / 2 - Fx1
The results from these three tests are analysed in the same way as those for the vertical and
transverse forces.
Another way to analyse the results is to calculate the cumulative damage for the load cases and the
T
relevant numbers of cycles as stated in the contract.
E.2.2.3 Loads due to components fitted to the bogie frame
The tests to incorporate loads due to attached components should be carried out in accordance with
AF
the following requirements:
 the forces to consider are those stated in Annex C;
 the bogie frame is subjected to the two vertical forces Fz1 and Fz2 of Table E.2;
 the loads due to dampers, attached masses, traction or brakes or anti-roll bars are applied
alternately in opposite directions (this allows a load case table similar to that given for the
longitudinal forces to be drawn up for each test);
 the strain measurement results are analysed as described previously.

DR
E.3 Static test programme for bogies with central pivot and two side bearers
(category 5)
E.3.1 Bogie types
The load cases below are specified for 2-axle bogies. For a 3-axle bogie the same global loads
generally apply with the vertical loads distributed equally on all three axles and the transverse and
longitudinal loads distributed with 37,5 % on each of the outer axles and 25 % on the central axle.
Where it is necessary to change the global loads for a 3-axle bogie this is indicated in the text.
These tests are identical to those described in E.2.1 except as indicated above.
E.3.3.1 General
Two cases are to be considered: the loads due to bogie running and those coming from components
attached to the bogie frame.
34

prEN 13749:2008 (E)
E.3.3.2 Loads resulting from bogie running:
The test comprises different stages, each of which corresponds to a load case which can be easily
applied to the bogie frame. The loads are derived from normal service loads and track twist stated in
annex B: Fzp, Fz1, Fz2, Fy1, Fx1 etc. plus the twist moment. Furthermore the β coefficient (which can be
assumed to be 0,3) represents the bouncing effect.
The static test is conducted in the same way as the one defined in E.2.2, taking into account the
values in Table E.3, which specify the different load cases.
Table E1 — Loads cases for tests under normal service loads resulting from bogie running
Force on side Force on pivot Force on side Transverse

pad 1 pad 2 force
Fz1 Fzp Fz2 Fy
T
1 0 Fz 0 0
2 0 (1 + β) Fz 0 0
3 0 AF (1 - β) Fz 0 0
4 0 (1 - α)(1 + β) Fz α(1 + β) Fz Fy
5 α(1 + β) Fz (1 - α)(1 + β) Fz 0 - Fy
6 0 (1 - α)(1 - β) Fz α(1 - β) Fz Fy
7 α(1 - β) Fz (1 - α)(1 - β) Fz 0 - Fy
Figure E.2 shows the bogie loading arrangement.

DR
The test is completed by the superposition of twist as defined in B 2.2, in both directions on the four
load cases 4, 5, and 7 from Table E.3.
For longitudinal forces, the performance of the test is the same as that described in E.2.2, the bogie
being vertically loaded on the pivot with Fzp = Fz.
35

prEN 13749:2008 (E)
T
Key
1
2
3
Side 1
Side 2
Axle 1
AF
4 Axle 2
Figure E.2 — Centre pivot bogie loading arrangement
E.3.3.3 Loads due to components attached to the bogie frame:

DR
The test is conducted as described in E.2.2, the bogie being vertically loaded on the pivot with
Fzp = Fz and the forces due to the components being those defined in Annex C.
E.4 Static test programme for bogies of locomotives

This test follows the procedure set out in E.2.
E.5 Static test programme for bogies of light rail vehicles and trams
E.5.1 General
The static tests reproduce the same loads as applied in the stress calculations according to Annex B.
The bogie frame is subjected to the exceptional load cases given in Table E.4. In addition these load
cases are also be applied in combination with the following loads from components attached to the
bogie frame:
 gear-box and motor with a vertical acceleration (see C.2.1);
 1,3 times emergency braking loads (see C.2.5);
36

prEN 13749:2008 (E)
 1,3 times maximum acceleration or deceleration (see C.2.6).
The bogie frame is subjected to the normal service load cases given in Table E.5. In addition these
load cases are to be applied in combination with the following loads from components attached to the
bogie frame:
 gear box and motor with a vertical acceleration (see C.2.1);
 1,1 times normal service braking loads (see C.2.5);
 1,1 times normal service acceleration or deceleration (see C.2.6).
Table E2 — Exceptional loads
T
Load case Vehicle body masses Bogie masses
azc ayc aycc axc q azb ayb aycb axb
2 2 2 2 2 2 2 2 2
(m/s ) (m/s ) (m/s ) AF (m/s ) (N/m ) (m/s ) (m/s ) (m/s ) (m/s )
a
Switches 3,2 2,2 — Emerg- 600 30 16 — Emergency
ency braking rate
braking rate
1)
Running 1,6 1,3 2,0 Emerg- 600 12 6,5 2 Emergency
through ency braking rate
Curves braking rate
a
Wind speed of 105 km/h
DR
Table E3 — Normal service loads
Load case Vehicle body masses Bogie masses

azc ayc aycc axc q azb ayb aycb axb
2 2 2 2 2 2 2 2 2
(m/s ) (m/s ) (m/s ) (m/s ) (N/m ) (m/s ) (m/s ) (m/s ) (m/s )
a
Switches 2,4 1,6 — — 200 25 12 — —
Straight 1,2 0,9 — Service — 8,5 4,5 — Service
track braking braking
rate rate
Running 1,2 0,9 1,0 Service — 8,5 4,5 1,0 Service
through braking braking
curves rate rate
a
Wind speed of 60 km/h
37

prEN 13749:2008 (E)
Annex F
(informative)
Examples of fatigue test programmes
F.1 General
The fatigue tests on the bogie frame comprise a main test and possibly additional specific tests.
The main test is intended to confirm that the frame strength is sufficient with regard to the main loads
acting on it. The main loads are those inducing stresses in the entire frame structure, i.e. vertical
T
forces, transverse forces and twist input.
Additional tests may be performed, if necessary, particularly if indicated by the results of calculations
or static tests. These tests correspond to forces with only local effects on the bogie frame, e.g.
dampers, brakes, longitudinal forces, masses attached to the frame.
AF
The examples of fatigue test programmes described below are relevant only to the main bogie frame
and are derived from the values of loads given in Annexes B and C (and consequently have the same
limitations). They are based on [1], [7] and [8] for coaches, wagons and locomotives, and [6] for light
rail vehicles and trams. Their composition takes into account the following:
 in the tests derived from [1], [7] and [8], only the loads encountered when negotiating curves or
switches are simulated; this is because it is well known that in general the loads due to straight
track or large radius curves include very low quasi-static and dynamic components.
 generally, for reasons of cost and time, only one bogie frame is tested for fatigue. Once the
specimen is proven to conform to the initial requirements, the test loads are increased in
DR
successive steps to determine the safety margin available to accommodate normal scatter in
fatigue strength. Figure F.1 illustrates this principle.
Other types of vehicle running under different service conditions may require different test
programmes.
F.2 Fatigue test programme for bogies with the body supported directly on the
sideframes (categories B-I and B-II)
The programme consists of the repetition of cycles based on vertical and transverse forces. The
vertical forces, applied on both sideframes comprise:
 a static part: Fz1 = Fz2 = Fz/2 as defined in B.2.2.
 a quasi-static part: Fzqs1 = Fzqs2 = ± αFz/2 (see E.2.2 for definition of α);
 a dynamic part: Fzd1 = Fzd2 = ± βFz/2 (see E.2.2 for definition of β ).
The transverse forces, applied on each axle, comprise:

+
 a quasi-static part: Fyqs1 = Fyqs2 = ± 0,05 (Fz + m g)
+
 a dynamic part: Fyd1 = Fyd2 = ± 0,05 (Fz + m g).
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prEN 13749:2008 (E)
The variation of these forces with respect to time is indicated in Figure F.2.
For 3-axle bogies the total transverse forces are increased to:
+
 a quasi-static part: Fyqs ± 0,133 (Fz + m g),
+
 a dynamic part: Fyd = ± 0,133 (Fz + m g),
and distributed between the axles as specified in E.3.1.
The quasi-static load cycles are normally reversed every 10 to 20 dynamic cycles and the number of
these cycles will be proportionately less than the number of dynamic cycles indicated in Figure F.1.
The load cycle due to twist is composed of loads (or equivalent displacements) at the primary
suspension locations to give a twist of + θy followed by a twist - θy across the bogie frame and should
be reversed in sequence with the quasi-static loads.
T
NOTE This test programme can also be used for other categories of bogie if they have the same type of
suspension configuration. The relative number of quasi-static and dynamic cycles may need to change for
different applications.
AF
DR
Key
1 Force magnitude
st
2 1 load sequence
nd
3 2 load sequence
rd
4 3 load sequence
5 Cycles
Figure F.1 — Variation of vertical and transverse forces with respect to time
The fatigue tests also include dynamic twist loads. The twist applied to the bogie frame is the part
taken by the frame when the bogie, complete with suspension, negotiates a track twist of 0,5 %.
The fatigue test programme comprises three stages as indicated in Figure F.1:
6
 the first consists of 6 × 10 cycles of application of the vertical and transverse forces, and
6
0,6 × 10 cycles of application of the twist loads;
39

prEN 13749:2008 (E)
6
 the second consists of 2 × 10 cycles of application of the vertical and transverse forces derived
from those used for the first step, with the static parts remaining as before and the quasi-static
and dynamic parts multiplied by 1,2, then application of the twist loads, multiplied by 1,2, for
6
0,2 × 10 cycles.
 the third is identical to the second, except that the coefficient of 1,2 is replaced by 1,4.
T
AF
DR
Key
1 Force applied to side frame 1 Fz1

2 Force applied to side frame 2 Fz2
3 Transverse force Fy
4 Right curve in n cycles
5 Left curve in n cycles
6 Cycles
Fz1d Force dynamic applied to side frame 1
Fz2d Force dynamic applied to side frame 2
Fx1qs Quasi static force side frame 1
Fx2qs Quasi static force side frame 2
Fyqs Transverse quasi static force buffer stop
Fyd Transverse dynamic force buffer stop
The fatigue tests also include dynamic twist loads. The twist applied to the bogie frame is the part
taken by the frame when the bogie, complete with suspension, negotiates a track twist of 0,5 %.
40

prEN 13749:2008 (E)
The fatigue test programme comprises three stages as indicated in Figure F.1:
6
 the first consists of 6 × 10 cycles of application of the vertical and transverse forces, and
6
0,6 × 10 cycles of application of the twist loads;
6
 the second consists of 2 × 10 cycles of application of the vertical and transverse forces derived
from those used for the first step, with the static parts remaining as before and the quasi-static
and dynamic parts multiplied by 1,2, then application of the twist loads, multiplied by 1,2, for
6
0,2 × 10 cycles.
 the third is identical to the second, except that the coefficient of 1,2 is replaced by 1,4.
The dynamic components of the vertical and transverse forces are applied in phase, at the same
frequency in such a way as to allow a simulation of the loads acting on the bogie frame. The same
applies to the quasi-static components, at a frequency corresponding to the change in curving
direction. The curving direction is normally changed alternately, every ten to twenty cycles of the
T
dynamic components. The principle of these tests is illustrated by Figure F.2, which shows the
variation with time of the various forces.
The bogie frame is considered to be sufficiently strong if both the following conditions are fulfilled:

AF
no cracks are revealed at the end of the first two steps;
during the third step very small cracks are permitted which, if they appeared in service, would not
necessitate immediate repair.
F.3 Fatigue test programme for a freight bogie with a central pivot and two side
bearers (category B-V)
F.3.1 General
DR
The test is performed according to the same principles as stated in F.2. Only the vertical forces are
different, as shown in F.3.2 and F.3.3, because of their distribution between pivot and side bearers.
The variation of these forces with respect to time is as indicated in Figure F.3.
F.3.2 Vertical loads
For the pivot the vertical loads comprise:
 a static component Fzp = Fz (1-α)
 a dynamic component Fzpd = ± βFz (1 - α)
For each side bearer (alternately) the vertical loads comprise
 a quasi static component Fz1qs = Fz2qs = αFz
 a dynamic component Fz1d = Fz2d = ± βFz
F.3.3 Transverse loads
Transverse loads are applied to each axle and comprise:

+
 a quasi static component Fy1qs = Fy2qs = ± 0,05 (Fz + m g)
41

prEN 13749:2008 (E)
+
 a dynamic component Fy1d = Fy2d = ± 0,05 (Fz + m g)
For 3-axle bogies the transverse loads are distributed as indicated in E.3.1.
T
AF
DR
Key
1 Force applied to centre pivot F2p

2 Force applied to side bearer 1 Fz1
3 Force applied to side bearer 2 Fz2
4 Transverse force Fy
5 Right curve in n cycles
6 Left curve in n cycles
7 Cycles
Fy1d Transverse force dynamic
Fy1qs Transverse force quasi static
Fz2d Vertical dynamic force to side bearer 2
Fz2qs Vertical quasi static force to side bearer 2
Fz1d Vertical dynamic force to side bearer 1
Fz1qs Vertical quasi static force to side bearer 1
Fzpqs Vertical quasi static force to centre pivot
42

prEN 13749:2008 (E)
F.4 Fatigue test programme for locomotive bogies (category B-VII)

This follows the same procedure as that described in F.2.
F.5 Fatigue test programme for bogies of light rail vehicles and trams (category
B-IV)
The fatigue test programme represents the same load cases as used for the static test in E.5.3. All
actuators should act in phase and the load directions should be applied in such a way that the
stresses reach the maximum and minimum values that would be expected in service.
The total number of cycles is 2 000 000, representing:
 running over points 500 000
T
 running straight ahead 1 000 000
 running through curves 500 000

AF
DR
43

prEN 13749:2008 (E)
Annex ZA
(informative)
Relationship between this European Standard and the Essential

Requirements of EU Directive 2001/16/EC of the European
Parliament and of the Council of 19 March 2001 on the
interoperability of the trans-European conventional rail system, as
modified by EU Directive 2004/50/EC of 29 April 2004
This European Standard has been prepared under a mandate given to CEN/CENELEC/ETSI by the
European Commission and the European Free Trade Association to provide a means of conforming
T
to Essential Requirements of the New Approach Directive 2001/16/EC, as amended by Directive
2004/50/EC.
Once this standard is cited in the Official Journal of the European Communities 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 Freight Wagons and ZA.2 for Locomotives and
AF
Passenger Rolling Stock 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.
DR
44

prEN 13749:2008 (E)
Table ZA.1 — Correspondence between this European Standard and Directive 2001/16/EC
Clause(s)/sub- Chapter/§/annexes of the CR TSI Rolling Stock Corresponding text,

clause(s)/annexes of Freight Wagon dated July 2006 and published in articles/§/annexes of the
this European the Oficial Journal on 8 December 2006 Directive 2001/16/EC
Standard
Clauses 1 to 10 Clause 4 - Characterisation of the subsystem Annex III, Essential

inclusive Requirements,
§4.2.2.3.2.5 Functional and technical specifications
of the sub system, Equipment attachment General Requirements
Annex A
(including body/bogie)
 Clauses 1.1.1, 1.1.2, 1.1.3
Annex B.1, B.3 §4.2.3.4.1 Vehicle dynamic behaviour, General Safety
T
Annex C §4.2.6.1 Environmental conditions, General  Clause 1.5 Technical
compatibility
Annex D
Requirements Specific to Rolling
Clause 5 - Interoperability constituents
Annex E.1, E.3 stock Subsystem
§5.3.2.1 List of constituents, Vehicle track

Annex F.1, F.3
AF
interaction, Bogie and running gear
§5.4.2.1 Constituents performances and
specifications, Vehicle track interaction, Bogie and

Clause 2.4.2 Reliability and
availability
Clause 2.4.3 §3 Technical
compatibility
running gear
Clause 6 – Assessment of conformity and/or

suitability for use of the constituents and
verification of the subsystem
§6.1.3.2.1: Specification for assessment of IC’s,
DR
Vehicle track interaction and gauging, Bogie and

running gear
Annex J: Vehicle track interaction and gauging,

bogie and running gear
Annex Q: Assessment procedures, interoperability
constituents
Annex Y: Constituents, bogies and running gear
Annex Z: Structure and mechanical parts, Impact
(buffing) test.
45

prEN 13749:2008 (E)
Table ZA.2 — Correspondence between this European Standard, the CR TSI Locomotive and
Passenger Rolling Stocks and Directive 2001/16/EC
Clause(s)/sub- Chapter/§ of ERA draft of CR TSI Locomotives Corresponding text,

clause(s)/annexes of and Passenger RST articles/§/annexes of the
this European Directive 2001/16/EC
Standard
Clauses 1 to 10 4.2.3.5.1 Structural design of bogie frame Annex III, Essential

inclusive Requirements,
4.2.3.8 Life guards
Annexes A General Requirements
Annex B. B1, B2 and  Clauses 1.1.1, 1.1.2, 1.1.3
B4
Safety
Annex C
T
 Clause 1.2 Reliability and
Annex D availability
Annex E. E1, E2 and  Clause 1.5 Technical

E4 AF compatibility
Annex F. F1, F2 and Requirements Specific to Rolling

F4 stock Subsystem
 Clause 2.4.2 Reliability and

availability
 Clause 2.4.3 §3 Technical

compatibility
DR
WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling
within the scope of this standard.
46

prEN 13749:2008 (E)
Bibliography
[1] UIC Leaflet 515, Coaches - Running Gear
[2] Railway Group Standard GM/RT2100, Structural Requirements for Railway Vehicle, Issue 2,
April 2000, Safety and Standards Directorate, Railtrack
[3] NF F 01 301, Matérial roulant ferroviaire; Masses et états de charge des véhicules moteurs et
des véhicules remorqués à voyageurs
[4] Engineering Standard E6325 A1. Passenger Rolling Stock Loadings, London Underground
Limited.
[5] Specification of Société des Transports Intercommunaux Bruxelles (STIB).
T
[6] VDV 152, Empfehlungen für die Festigkeitsauslegung von Personenfahrzeugen nach BOStrab
[7] UIC Leaflet 510-3, Wagons: Strength Testing of 2 and 3 -axle Bogies on Test Rig
AF
[8] UIC Leaflet 615-4, Powered Vehicles: Bogies and Running Gear, Strength Tests of Bogie
Frames
[9] prEN 12663-1, Railway Applications – Structural requirements for railway vehicle bodies,
Part 1: Railway vehicles other than freight wagons.
[10] prEN 12663-2, Railway Applications – Structural requirements for railway vehicle bodies
Part 2: Freight wagons
[11] EN13103: 2001, Railway applications – Wheelsets and bogies – Non-powered axles – Design
method
DR
[12] EN13104: 2001, Railway applications – Wheelsets and bogies – Powered axles – Design
method
[13] EN13979-1:2003, Railway applications – Wheelsets and bogies – Monobloc wheels –

Technical approval procedure – Part 1: Forged and rolled wheels
[14] EN 15085-1, Railway applications — Welding of railway vehicles and components — Part 1:
General
Quality requirements and certification of welding manufacturer
Design requirements
Production requirements
Inspection, testing and documentation
[19] prEN 15663, Railway applications — Vehicle mass definition
47

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EUROPEAN STANDARD DRAFT

NORME EUROPÉENNE prEN 13749

ICS 45.040 Will supersede EN 13749:2005

Railway applications - Wheelsets and bogies - Method of

EUROPEAN COMMITTEE FOR STANDARDIZATION

Management Centre: rue de Stassart, 36 B-1050 Brussels

Uncontrolled copy when printed

8.2 The validation programme ................................................................................................................. 13

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B.5.2 Load cases........................................................................................................................................... 24

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This document is currently submitted to the CEN Enquiry.

This document will supersede EN 13749:2005.

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3.1 Technical terms

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3.2 Symbols and units

Force (N) Position Symbol

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Mass (kg) Symbol

Table 4 — Other symbols and units

Adhesion or friction coefficient µ

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Table 5 defines movements and deformations and their directions.

Table 5 — Movements and deformations in railway bogie assemblies

Direction Symbol Description

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category B-IV bogies for light rail vehicles and trams;

category B-VII bogies for locomotives.

6.2 General requirements

6.3 Vehicle conditions and interfaces

 vehicle masses and inertia;

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 vehicle body stiffness; (especially torsional stiffness)

 vehicle geometry (e.g. available space, position of the centre of gravity);

 body–bogie connections (e.g. mechanical, pneumatic, electric);

 motors and transmission;

 tilt systems (where applicable).

6.4 Operational characteristics

 method of loading (e.g. progressive or sudden);

 maximum operating speed;

 speeds on curves and cant deficiency;

 exceptional conditions (e.g. derailments, lifting, recovery, allowable instability).

6.5 Line characteristics

6.6 Environmental conditions

 climatic conditions (e.g. temperature, humidity, rain, snow, floods, wind);

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 aggressive agents (e.g. corrosion, erosion, dirt).

6.7 Maintenance and inspection

 description of maintenance operations, including their frequency;

 the use of machines for washing the bogie (cleaning agents);

 handling requirements (e.g. lifting, towing and recovery);

6.8 Particular requirements

7 Verification of the design data

8 Validation and acceptance of the design

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 the values of the different load cases;

8.2 The validation programme

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The calculations shall include the following information:

 design load cases (as indicated in Annex A);

 combinations of load cases;