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EN 12663-1:2010: Railway applications -

Structural requirements of railway vehicle
bodies - Part 1: Locomotives and passenger
rolling stock (and alternative method for
freight wagons) [Required by Directive
2008/57/EC]
Юли 2010
БДС EN 12663-1
ICS: 45.060.20 Заменя:

БДС EN 12663:2003.
Железопътна техника. Изисквания към конструкцията на

кошовете на железопътното превозно средство. Част 1:
Локомотиви и пътнически подвижен състав (алтернативен
метод за товарни вагони)
Railway applications - Structural requirements of railway vehicle bodies - Part 1:

Locomotives and passenger rolling stock (and alternative method for freight wagons)
Европейският стандарт EN 12663-1:2010 има статут на български стандарт от

2010-07-15.
Този стандарт е официалното издание на Българския институт за стандартизация на

английски език на европейския стандарт EN 12663-1:2010.
41 стр.
© 2010 Национален № за позоваване:БДС EN 12663-1:2010
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, 1797 ,
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НАЦИОНАЛЕН ПРЕДГОВОР
Този стандарт е подготвен с участието на БИС/TK 70 "Железопътен транспорт".
Следват 39 страници на EN 12663-1:2010.
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EUROPEAN STANDARD EN 12663-1
NORME EUROPÉENNE
EUROPÄISCHE NORM March 2010
ICS 45.060.20 Supersedes EN 12663:2000
English Version
Railway applications - Structural requirements of railway vehicle

bodies - Part 1: Locomotives and passenger rolling stock (and
alternative method for freight wagons)
Applications ferroviaires - Prescriptions de Bahnanwendungen - Festigkeitsanforderungen an

dimensionnement des structures de véhicules ferroviaires - Wagenkästen von Schienenfahrzeugen - Teil 1:
Partie 1 : Locomotives et matériels roulants voyageurs (et Lokomotiven und Personenfahrzeuge (und alternatives
méthode alternative pour wagons) Verfahren für Güterwagen)
This European Standard was approved by CEN on 23 January 2010.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European
Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national
standards may be obtained on application to the CEN Management Centre or to any CEN member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by translation
under the responsibility of a CEN member into its own language and notified to the CEN Management Centre has the same status as the
official versions.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland,
Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION

COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2010 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 12663-1:2010: E
worldwide for CEN national Members.
EN 12663-1:2010 (E)
Contents Page
Foreword ..............................................................................................................................................................4!
Introduction .........................................................................................................................................................6!
1! Scope ......................................................................................................................................................7!
2! Normative references ............................................................................................................................7!
3! Terms and definitions ...........................................................................................................................7!
4! Coordinate system.................................................................................................................................8!
5! Structural requirements ........................................................................................................................8!
5.1! General ....................................................................................................................................................8!
5.2! Categories of railway vehicles .............................................................................................................9!
5.2.1! Structural categories .............................................................................................................................9!
5.2.2! Locomotives ...........................................................................................................................................9!
5.2.3! Passenger vehicles ...............................................................................................................................9!
5.2.4! Freight wagons ................................................................................................................................... 10!
5.2.5! Other types of vehicles ...................................................................................................................... 10!
5.3! Uncertainties in railway design parameters .................................................................................... 10!
5.3.1! Allowance for uncertainties ............................................................................................................... 10!
5.3.2! Loads ................................................................................................................................................... 10!
5.3.3! Material ................................................................................................................................................ 10!
5.3.4! Dimensional tolerances ..................................................................................................................... 11!
5.3.5! Manufacturing process ...................................................................................................................... 11!
5.3.6! Analytical accuracy ............................................................................................................................ 11!
5.4! Demonstration of static strength and structural stability .............................................................. 11!
5.4.1! Requirement ........................................................................................................................................ 11!
5.4.2! Yield or proof strength ....................................................................................................................... 12!
5.4.3! Ultimate failure .................................................................................................................................... 12!
5.4.4! Instability ............................................................................................................................................. 13!
5.5! Demonstration of stiffness ................................................................................................................ 13!
5.6! Demonstration of fatigue strength .................................................................................................... 13!
5.6.1! General ................................................................................................................................................. 13!
5.6.2! Methods of assessment ..................................................................................................................... 14!
6! Design load cases............................................................................................................................... 15!
6.1! General ................................................................................................................................................. 15!
6.2! Longitudinal static loads for the vehicle body ................................................................................ 16!
6.2.1! General ................................................................................................................................................. 16!
6.2.2! Longitudinal forces in buffers and/or coupling area ...................................................................... 16!
6.2.3! Compressive forces in end wall area................................................................................................ 17!
6.3! Vertical static loads for the vehicle body ......................................................................................... 18!
6.3.1! Maximum operating load ................................................................................................................... 18!
6.3.2! Lifting and jacking .............................................................................................................................. 18!
6.3.3! Lifting and jacking with displaced support ...................................................................................... 19!
6.4! Superposition of static load cases for the vehicle body ................................................................ 19!
6.5! Static proof loads at interfaces ......................................................................................................... 19!
6.5.1! Proof load cases for body to bogie connection .............................................................................. 19!
6.5.2! Proof load cases for equipment attachments .................................................................................. 20!
6.5.3! Proof load cases for joints of articulated units ............................................................................... 21!
6.5.4! Proof load cases for specific components on freight wagons ...................................................... 21!
6.6! General fatigue load cases for the vehicle body ............................................................................. 21!
6.6.1! Sources of load input ......................................................................................................................... 21!
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EN 12663-1:2010 (E)
6.6.2! Payload spectrum ................................................................................................................................ 21!

6.6.3! Load/unload cycles ............................................................................................................................. 21!
6.6.4! Track induced loading ........................................................................................................................ 21!
6.6.5! Aerodynamic loading .......................................................................................................................... 23!
6.6.6! Traction and braking ........................................................................................................................... 23!
6.7! Fatigue loads at interfaces ................................................................................................................. 23!
6.7.1! General requirements ......................................................................................................................... 23!
6.7.2! Body/bogie connection ....................................................................................................................... 23!
6.7.3! Equipment attachments ...................................................................................................................... 24!
6.7.4! Couplers ............................................................................................................................................... 24!
6.7.5! Fatigue load cases for joints of articulated units ............................................................................ 24!
6.8! Combination of fatigue load cases .................................................................................................... 24!
6.9! Modes of vibration ............................................................................................................................... 24!
6.9.1! Vehicle body ........................................................................................................................................ 24!
6.9.2! Equipment ............................................................................................................................................ 24!
7! Permissible stresses for materials .................................................................................................... 25!
7.1! Interpretation of stresses ................................................................................................................... 25!
7.2! Static strength ..................................................................................................................................... 25!
7.3! Fatigue strength .................................................................................................................................. 25!
8! Requirements of strength demonstration tests ............................................................................... 25!
8.1! Objectives ............................................................................................................................................ 25!
8.2! Proof load tests ................................................................................................................................... 26!
8.2.1! Applied loads ....................................................................................................................................... 26!
8.2.2! Test procedure ..................................................................................................................................... 26!
8.3! Service or fatigue load tests............................................................................................................... 27!
8.4! Impact tests .......................................................................................................................................... 27!
9! Validation programme......................................................................................................................... 28!
9.1! Objective............................................................................................................................................... 28!
9.2! Validation programme for new design of vehicle body structures ................................................ 28!
9.2.1! General ................................................................................................................................................. 28!
9.2.2! Structural analyses ............................................................................................................................. 29!
9.2.3! Testing .................................................................................................................................................. 29!
9.3! Validation programme for evolved design of vehicle body structures ......................................... 29!
9.3.1! General ................................................................................................................................................. 29!
9.3.2! Structural analyses ............................................................................................................................. 29!
9.3.3! Testing .................................................................................................................................................. 30!
Annex A (informative) Treatment of local stress concentrations in analyses .......................................... 31 !
Annex B (informative) Examples of proof load cases at articulation joints.............................................. 33!
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2008/57/EC ........................................................................................ 36!
Bibliography ...................................................................................................................................................... 39!
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EN 12663-1:2010 (E)
Foreword
This document (EN 12663-1:2010) has been prepared by Technical Committee CEN/TC 256 “Railway
applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an identical
text or by endorsement, at the latest by September 2010, and conflicting national standards shall be
withdrawn at the latest by September 2010.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association, and supports essential requirements of EU Directive(s).
For relationship with EU Directive(s), see informative Annex ZA, which is an integral part of this document.
This European Standard is part of the series EN 12663, Railway applications — Structural requirements of
railway vehicle bodies, which consists of the following parts:
 Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
 Part 2: Freight wagons
This document, together with EN 12663-2, supersedes EN 12663:2000.
The main changes with respect to the previous edition are listed below:
a) the standard has been split into two parts. EN 12663-1 contains validation methods mainly for locomotives
and passenger rolling stock but as an alternative to EN 12663-2 also for freight wagons. EN 12663-2
contains validation methods for freight wagon bodies and associated specific equipment based on tests;
b) locomotives have been treated in a separate structural design category;
c) the demonstration of static strength and structural stability have been based on utilisation;
d) the design masses have been differently defined and referenced to EN 15663;
e) tensile forces at coupler attachments have been given for all structural design categories;
f) proof load cases for body to bogie connection have been defined separately;
g) loads for joints of articulated units have been added;
h) fatigue loads for longitudinal acceleration of the vehicle body have been added;
i) a validation programme has been added;
j) an informative annex for treatment of local stress concentrations in analyses has been added.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following
countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
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EN 12663-1:2010 (E)
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,
Sweden, Switzerland and the United Kingdom.
5
EN 12663-1:2010 (E)
Introduction
The structural design of railway vehicle bodies depends on the loads they are subject to and the
characteristics of the materials they are manufactured from. Within the scope of this European Standard, it is
intended to provide a uniform basis for the structural design of the vehicle body.
The loading requirements for the vehicle body structural design and testing are based on proven experience
supported by the evaluation of experimental data and published information. The aim of this European
Standard is to allow the supplier freedom to optimise his design whilst maintaining requisite levels of safety.
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EN 12663-1:2010 (E)
1 Scope
This European Standard specifies minimum structural requirements for railway vehicle bodies.
This European Standard specifies the loads vehicle bodies should be capable of sustaining, identifies how
material data should be used and presents the principles to be used for design validation by analysis and
testing. This European Standard applies to locomotives and passenger rolling stock. EN 12663-2 provides the
verification procedure for freight wagons and also refers to the methods in this standard as an alternative for
freight wagons.
The railway vehicles are divided into categories which are defined only with respect to the structural
requirements of the vehicle bodies. Some vehicles may not fit into any of the defined categories; the structural
requirements for such railway vehicles should be part of the specification and be based on the principles
presented in this European Standard.
The standard applies to all railway vehicles within the EU and EFTA territories. The specified requirements
assume operating conditions and circumstances such as are prevalent in these countries.
In addition to the requirements of this European Standard the structure of all vehicles associated with
passenger conveyance may generally be required to have features that will protect occupants in the case of
collision accidents. These requirements are given in EN 15227.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 10002-1, Metallic materials — Tensile testing — Part 1: Method of test at ambient temperature
EN 13749, Railway applications — Wheelsets and bogies — Methods of specifying structural requirements of
bogie frames
EN 15663, Railway applications — Definition of vehicle reference masses
3 Terms and definitions

For the purposes of this document, the following terms and definitions apply.
3.1
railway vehicle body
main load carrying structure above the suspension units including all components which are affixed to this
structure which contribute directly to its strength, stiffness and stability
NOTE Mechanical equipment and other mounted parts are not considered to be part of the vehicle body though their
attachments to it are.
3.2
equipment attachment
fastener and any associated local load carrying substructure or frame which connect equipment to the vehicle
body
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EN 12663-1:2010 (E)
4 Coordinate system
The coordinate system is shown in Figure 1. The positive direction of the x-axis (corresponding to vehicle
body longitudinal axis) is in the direction of movement. The positive direction of the z-axis (corresponding to
vehicle body vertical axis) points upwards. The y-axis (corresponding to vehicle body transverse axis) is in the
horizontal plane completing a right hand coordinate system.
Key
1 driving direction
X longitudinal direction
Y lateral direction
Z vertical direction
Figure 1 — Vehicle body coordinate system
5 Structural requirements
5.1 General
Railway vehicle bodies shall withstand the maximum loads consistent with their operational requirements and
achieve the required service life under normal operating conditions with an adequate probability of survival.
The capability of the railway vehicle body to sustain required loads without permanent deformation and
fracture shall be demonstrated by calculation and/or testing as described by the validation programme in
Clause 9.
The assessment shall be based on the following criteria:
a) exceptional loading defining the maximum loading which shall be sustained and a full operational
condition maintained;
b) margin of safety as defined in 5.4.3 and 5.4.4, such that the exceptional load can be considerably
exceeded before catastrophic fracture or collapse will occur;
c) service or cyclic loads being sustained for the specified life without detriment to the structural safety.
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EN 12663-1:2010 (E)
The data defining the expected service conditions shall be part of the specification. From this data all
significant load cases shall be defined in a manner that is consistent with the acceptance criteria.
NOTE Where appropriate, stiffness criteria as defined in 5.5 should be part of the specification.
The requirements of this European Standard are based on the use of metallic materials and requirements
defined in 5.4.2, 5.4.3 and 5.6 and Clause 7 and Clause 8 are specifically applicable only to such materials. If
different (non-metallic) materials are being used, then the basic principles of this standard shall still be applied
and suitable data to represent the performance of these materials shall be used.
The load cases used as the basis of vehicle body design shall comprise the relevant cases listed in Clause 6.
All formal parameters are expressed as SI basic units and units derived from SI basic units. The acceleration
due to gravity g is - 9,81 m/s2.
5.2 Categories of railway vehicles
5.2.1 Structural categories
For the application of this European Standard, all railway vehicles are classified in categories.
The classification of the different categories of railway vehicles is based only upon the structural requirements
of the vehicle bodies.
NOTE It is the responsibility of the customers to decide as to which category railway vehicles should be designed.
There will be differences between customers whose choice of the category should take into account the shunting
conditions and system safety measures. This is to be expected and should not be considered as conflicting with this
European Standard.
Due to the specific nature of their construction and different design objectives there are three main groups,
namely locomotives (L), passenger vehicles (P) and freight wagons (F). The three groups may be subdivided
further into categories according to their structural requirements.
The categories for freight wagons are extracted from EN 12663-2.
The choice of category from the clauses below shall be based on the structural requirements as defined in the
tables in Clause 6.
5.2.2 Locomotives
To this group belong all types of locomotives and power units whose sole purpose is to provide tractive motion
and are not intended to carry passengers.
 Category L e.g. locomotives and power units.
5.2.3 Passenger vehicles
To this group belong all types of railway vehicles intended for the transport of passengers, ranging from main
line vehicles, suburban and urban transit stock to tramways.
Passenger vehicles are divided into five structural design categories into which all vehicles may be allocated.
The five categories are listed below, with an indication of the types of vehicle generally associated with each:
 Category P-I e.g. coaches;
 Category P-II e.g. fixed units and coaches;
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EN 12663-1:2010 (E)
 Category P-III e.g. underground, rapid transit vehicles and light railcar;
 Category P-IV e.g. light duty metro and heavy duty tramway vehicles;
 Category P-V e.g. tramway vehicles.
5.2.4 Freight wagons
All freight wagons in this group are used for the transportation of goods. Two categories have been defined:
 Category F-I e.g. vehicles which can be shunted without restriction;
 Category F-II e.g. vehicles excluded in hump and loose shunting.
5.2.5 Other types of vehicles
Some railway vehicles may not fit the descriptions associated with the above mentioned categories (e.g. the
standard open bogie van for conveyance of motor vehicles may be treated as a P-I vehicle). The appropriate
category for the structural requirements of such railway vehicles should be part of the specification.
5.3 Uncertainties in railway design parameters
5.3.1 Allowance for uncertainties
The uncertainties described in the following clauses may be allowed for by adopting limiting values of
parameters or by incorporating a safety factor into the design process. This safety factor, designated S, shall
then be applied when comparing the calculated stresses to the permissible stress as indicated in 5.4.
NOTE In the design process the following should be considered with respect to criticality of the component failure:
consequence of failure, redundancy, accessibility for inspection, detection of component failure, maintenance interval, etc.
The value of S shall be chosen to include the cumulative effect of all uncertainties not otherwise taken into
account.
5.3.2 Loads
All loads used as the basis for vehicle body design shall incorporate any necessary allowance for
uncertainties in their values. The loads specified in Clause 6 include this allowance. If the design loads are
derived from on-track tests or other sources of information an allowance for uncertainty shall be used.
5.3.3 Material
For design purposes, the minimum material property values as defined by the material specification shall be
used. Where the material properties are affected, for example, by:
 rate of loading;
 time (e.g. by material ageing);
 environment (moisture absorption, temperature, etc.);
 welding or other manufacturing processes,
appropriate new minimum values shall be determined.
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EN 12663-1:2010 (E)
Similarly, the S-N curve (Woehler curve) used to represent the fatigue behaviour of material shall incorporate
the above effects and shall represent the lower bound of data scatter as defined in 7.3.
5.3.4 Dimensional tolerances
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 (due to wear, etc.) are inherent in the
function of the component. Adequate protection against corrosion is an integral part of the vehicle
specification. The loss of material by this cause can normally be neglected.
5.3.5 Manufacturing process
The performance characteristics exhibited by material in actual components may differ from those derived
from test samples. Such differences are due to variations in the manufacturing processes and workmanship,
which cannot be detected in any practicable quality control procedure.
5.3.6 Analytical accuracy
Every analytical procedure incorporates approximations and simplifications. The application of analytical
procedures to the design shall be consciously conservative.
5.4 Demonstration of static strength and structural stability
5.4.1 Requirement
It shall be demonstrated by calculation and/or testing, that no significant permanent deformation or fracture of
the structure as a whole, of any individual element or of any equipment attachments, will occur under the
prescribed design load cases. The requirement shall be achieved by satisfying the yield or proof strength
(according to 5.4.2). If the design is limited by the ultimate strength and/or the stability condition (according to
5.4.3 and/or 5.4.4) these shall be satisfied as well. The validation process is described in Clause 9.
When comparing the calculated or measured stress to the permissible stress, the utilisation of the component
shall be less than or equal to 1 according to the following general equation:
Rd S
U= ≤1
RL
where
U is the utilisation of the component;
Rd is the determined result from calculation or test;
S is a design safety factor (see 5.3);
RL is the permissible or limit value.
NOTE The equation is sometimes expressed as:
RL
≥S
Rd
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EN 12663-1:2010 (E)
5.4.2 Yield or proof strength
Where the design is verified only by calculation, S1 shall be 1,15 for each individual load case. S1 may be
taken as 1,0 where the design load cases are to be verified by test and/or correlation between test and
calculation has been successfully established.
Under the static load cases as defined in 6.1 to 6.5, the utilisation shall be less than or equal to 1 as given by
the following equation:
σ c S1
U= ≤1
R
where
U is the utilisation;
S1 is the safety factor for yield or proof strength;
R is the material yield (ReH) or 0,2 % proof stress (Rp02), in newtons per square millimetre (N/mm2) (as
defined in EN 10002-1) and taking into account any relevant effects as described in 5.3.3;
σc is the calculated stress, in newtons per square millimetre (N/mm2).
In determining the stress levels in ductile materials, it is not necessary to satisfy the above criteria at features
producing local stress concentration. If the analysis does incorporate local stress concentrations, then it is
permissible for the theoretical stress to exceed the material yield or 0,2 % proof limit. The areas of local plastic
deformation associated with stress concentrations shall be sufficiently small so as not to cause any significant
permanent deformation when the load is removed. Methods of treatment of local stress concentrations during
calculation are given in Annex A and during test are given in 8.2.2.
5.4.3 Ultimate failure
It is necessary to provide a margin of safety between the exceptional design load and the load at which the
structure will fail. This is achieved by introducing a safety factor S2 such that the utilisation shall be less than or
equal to 1 as given by the following equation:
σ c S2
U= ≤1
Rm
where
S2 is the safety factor for ultimate failure;
Rm is the material ultimate stress, in newtons per square millimetre (N/mm2) (as defined in EN 10002-1)
and taking into account any relevant effects as described in 5.3.3;
σc is the calculated stress, in newtons per square millimetre (N/mm2), under an exceptional load case.
Usually S2 = 1,5, but a value of S2 = 1,3 can be used where the design load cases are to be verified by test
and/or correlation between test and calculation has been successfully established. The safety factor S2 can be
reduced further when there are alternative load paths and these load paths comply with a safety factor of
S2 = 1,3.
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EN 12663-1:2010 (E)
The ultimate failure criterion does not apply for parts of the structure which are specifically designed to
collapse in a controlled manner (e.g. as required by EN 15227).
The treatment of stress concentration as indicated in 5.4.2 also applies in this case. However, the effect of
stress concentration should be considered in more detail for brittle materials where local plastic yielding, as a
mechanism for stress redistribution at the concentration, does not occur.
5.4.4 Instability
Local instability, in the form of elastic buckling, is permissible provided alternative load paths exist and the
yield or proof criteria are met.
The vehicle structure shall have a margin of safety against an instability leading to general structural failure
under exceptional loads. The utilisation (as given by the following equation) shall be less than or equal to 1
when the calculated stress or load is compared to the critical buckling stress or buckling load:
σ c S3 L S
U= ≤ 1 or U = c 3 ≤ 1
σ cb Lcb
where
S3 is the safety factor for instability;
σcb is the critical buckling stress, in newtons per square millimetre (N/mm2);
σc is the calculated stress, in newtons per square millimetre (N/mm2);
Lcb is the critical buckling load, in newtons (N);
Lc is the calculated load, in newtons (N).
The safety factor shall be taken as S3 = 1,5.
The instability criterion does not apply for parts of the structure which are specifically designed to collapse in a
controlled manner (e.g. as required by EN 15227).
5.5 Demonstration of stiffness
Stiffness limits ensure that the vehicle body remains within its required space envelope and unacceptable
dynamic responses are avoided.
Any specific requirements and the means for demonstration of stiffness shall be part of the specification.
NOTE The required stiffness can be defined in terms of an allowable deformation under a prescribed load or as a
minimum frequency of vibration. The requirements can apply to the complete vehicle body or to specific components or
sub-assemblies.
5.6 Demonstration of fatigue strength
5.6.1 General
The structures of railway vehicle bodies are subjected to a very large number of dynamic loads of varying
magnitude during their operational life.
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EN 12663-1:2010 (E)
The effects of these loads are most apparent at critical features in the vehicle body structure. Examples of
such features are:
a) points of load input (including equipment attachments);
b) joints between structural members (e.g. welds, bolted connections);
c) changes in geometry giving rise to stress concentrations (e.g. door and window corners).
The identification of these critical features is essential. Detailed examination of local features can be
necessary.
The fatigue strength shall be demonstrated. One of the following methods should be used:
d) endurance limit approach (see 5.6.2.1);
e) cumulative damage approach (see 5.6.2.2).
Both methods can be applied to predicted and/or measured stresses resulting from analysis and testing
respectively. Other established methods of carrying out life assessment can be used in the design and
validation processes when appropriate.
The nature and quality of the available data influence the choice of method to be used as described in 5.6.2.
Provided the dynamic load cases which are being examined in the fatigue analysis already include allowance
for any uncertainty and provided the minimum material properties are used as described in 7.3, no additional
safety factors are necessary in these calculations.
Test methods to demonstrate the fatigue performance or to verify the calculations results are described in 8.3.
5.6.2 Methods of assessment
5.6.2.1 Endurance limit approach
This approach can be used for all areas where all dynamic stress cycles remain below the material endurance
limit. Where the applied European or national standard or an equivalent source of data indicates an
endurance limit at less than or equal to 107 cycles, this limit shall be used when using the loads as specified in
6.6 to 6.8. Where no endurance limit is defined or the endurance limit is indicated at more than 107 cycles, it is
acceptable to use a material fatigue strength at 107 cycles as the permissible stress when using the loads as
specified in 6.6 to 6.8 (because these loads are related to this number of cycles).
The required fatigue strength is demonstrated provided the stress, due to all appropriate combinations of the
fatigue load cases defined in 6.6 to 6.8 or measurement results according to 8.3, c), remains below the
endurance limit.
5.6.2.2 Cumulative damage approach
This approach is an alternative to the endurance limit approach. Representative histories for each case of the
load sources as defined in 6.6 to 6.8 shall be expressed in terms of magnitude and number of cycles. Due
regard shall be given to combinations of loads which act in unison. The damage due to each such case in turn
is then assessed, using an appropriate material S-N diagram (Woehler curve), and the total damage
determined in accordance with an established damage accumulation hypothesis (such as Palmgren-Miner).
It is permissible to simplify the load histories and combinations, provided this does not affect the validity of the
results.
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The required fatigue strength is demonstrated provided the total damage at each critical detail, due to all
appropriate combinations of the fatigue load cases, is below unity (1,0). Similarly, the cumulative damage at
such details, as determined from stress cycles measured during tests (as defined in 8.3 c)) shall remain below
unity when the duration is extrapolated to represent the full vehicle life.
NOTE Some fatigue design codes/standards recommend that a lower cumulative damage summation limit should be
used (< 1,0). The use of a lower value should be consistent with the code/standard being adopted.
6 Design load cases
6.1 General
This clause defines the load cases to be used for the design of railway vehicle bodies. It contains static loads
representing exceptional and fatigue conditions as defined in 5.1.
Nominal values for each load case are given in the associated tables for each category of vehicle. The load
values for freight wagons given in the following tables and associated explanatory text are extracted from
EN 12663-2. The values represent the normal minimum requirements. The vehicle masses to be used for
determining the design load cases are defined in Table 1.
Table 1 — Definition of the design masses
Definition Symbol Description

Design mass of the vehicle body in m1 The design mass of the vehicle body in working order
working order according to EN 15663 without bogie masses.
Design mass of one bogie or running m2 Mass of all equipment below and including the body
gear suspension. The mass of linking elements between
vehicle body and bogie or running gear is apportioned
between m1 and m2.
Normal design payload m3 The mass of the normal design payload as specified
in EN 15663.
Exceptional payload m4 The mass of the exceptional payload as specified in
EN 15663.
NOTE For freight wagons the exceptional payload m4 and the normal design payload m3 are the same (see
EN 15663).
Where the load cases include loads that are distributed over the structure, they shall be applied in analysis
and test in a manner that represents the actual loading conditions to an accuracy commensurate with the
application and the critical features of the structure.
If there is evidence that different design loads or load cases are appropriate compared to those given in this
European Standard they shall be used in preference to the values of this European Standard. For example, if
it is considered that a higher value is necessary to achieve safe operation on the system, then this shall be
specified. For specific operational conditions or design features, a lower value is acceptable if a well founded
technical justification is presented.
In addition to the load cases specified in Table 2 to Table 18, and any additional requirements or variations
given in the specification, the design shall sustain any other relevant static or dynamic loads which arise (e.g.
engine torque, brake system forces).
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6.2 Longitudinal static loads for the vehicle body
6.2.1 General
The loads defined in Table 2 to Table 8 shall be considered in combination with the load due to 1 g vertical
acceleration of the mass m1.
6.2.2 Longitudinal forces in buffers and/or coupling area
Table 2 — Compressive force at buffers and/or coupler attachment

Force in kilonewtons
Locomotives Passenger rolling stock Freight wagons

Category Category Category Category Category Category Category Category
L P-I P-II P-III P-IV P-V F-I F-II
a a
2 000 2 000 1 500 800 400 200 2 000 1 200
a Compressive force applied to the draw gear stops "c", if this draw gear stop is used (see EN 12663-2).
When the compressive force is applied on side buffers, then half of the value shall be used for each buffer axis.
Freight wagons subject to RID crashworthiness regulations shall sustain the maximum loads generated in
complying with these requirements (see EN 12663-2).
Table 3 — Compressive force below buffer and/or coupling level


- - - - - - 1 500 a 900 a
a 50 mm below buffer centre line.
When the compressive force is applied on side buffers, then half of the value shall be used for each buffer axis.
Table 4 — Compressive force applied diagonally at buffer attachment (if side buffers are fitted at one
or both ends of a single vehicle)

500 a 500 a 500 a - - - 400 400
a This load case applies only if the side buffers are engaged in normal operation.
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EN 12663-1:2010 (E)
Table 5 — Tensile force at coupler attachment


c c
1 000 a 1 000 a 1 000 600 b 300 b 150 b 1 500 1 500
d d
1 000 1 000
a A higher force (e.g. 1 500 kN) may be necessary for certain types of coupling.
b These values can be adjusted but shall cover the maximum force which can be developed in normal operation or
emergency recovery.
c Tensile force of 1 500 kN applied to the draw gear stops "a", if this draw gear stop is used (see EN 12663-2).
d Tensile force of 1 000 kN applied to the draw gear stops "b", if this draw gear stop is used and for other types for
coupler attachment (see EN 12663-2).
6.2.3 Compressive forces in end wall area
The compressive force specified in Table 6, Table 7 and Table 8 shall be reacted at coupler/buffer level at the
opposite end of the vehicle body.
If the structure incorporates a crashworthy design according to EN 15227 it is permitted to apply the loads to
the vehicle end wall structure either in front or behind the designated collapse areas.
Table 6 — Compressive force 150 mm above the top of the structural floor at head stock

400 a 400 400 - - - - -
a Only applicable for end cabs.
Table 7 — Compressive force at the height of the waistrail (window sill)


300 a b 300 b 300 b 300 b - - - -
a Only applicable for end cabs.
b At the driver's cab this load shall be distributed across the windscreen sill.
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Table 8 — Compressive force at the height of the cant rail


- 300 300 150 - - - -
6.3 Vertical static loads for the vehicle body
6.3.1 Maximum operating load
The maximum operating load as defined in Table 9 corresponds to the exceptional payload of the vehicle.
Table 9 — Maximum operating load

Load in newtons

1,3 × g × m1 1,3 × g × (m1 + m4) 1,3 × g × (m1 + m3) a
a If the application produces a higher proof load (e.g. due to dynamic effects or loading conditions) then a higher value
shall be applied and defined in the specification.
6.3.2 Lifting and jacking
The forces in Table 10 and Table 11 represent the lifted masses. The equations are given for a two-bogie
vehicle. The same principle shall be used for railway vehicles with other suspension configurations.
The mass to be lifted is based on the vehicle mass without payload (except for freight wagons which are lifted
in the laden condition). It may not include bogies or the full payload in some operational requirements. In such
cases, the value m2 and/or m3 in the following tables shall be set to zero or reduced to the specified value.
When it is necessary to lift vehicles of class P-I to P-V with payload, this shall be part of the specification.
Table 10 — Lifting and jacking at one end of the vehicle at the specified positions
Load in newtons

1,1 × g × (m1 + m2) 1,0 × g × (m1 + m2 + m3)
NOTE The other end of the vehicle should be supported in the normal operational condition.
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EN 12663-1:2010 (E)
Table 11 — Lifting and jacking the whole vehicle at the specified positions
Load in newtons

1,1 × g × (m1 + 2 × m2) 1,0 × g × (m1 + 2 × m2 + m3)
6.3.3 Lifting and jacking with displaced support
The load case of Table 11 shall be considered with one of the lifting points displaced vertically relative to the
plane of the other three supporting points. For this analysis the amount of vertical displacement of the fourth
lifting point relative to the other three lifting points shall be considered to be 10 mm or to be equal to the offset
which just induces a lift off of one of the lifting points which ever is smaller. If necessary a higher degree of
offset shall be part of the specification.
6.4 Superposition of static load cases for the vehicle body
In order to demonstrate a satisfactory static strength, as a minimum the superposition of static load cases as
indicated in Table 12 shall be considered.
Each part of the structure shall satisfy the criteria of 5.4 under the worst combination of the load cases
specified in 6.2 and Table 12.
Table 12 — Superposition of static load cases for the vehicle body

Load in newtons
Superposition Locomotives Passenger rolling stock Freight wagons

cases Category L Category P-I, P-II, P-III, Category F-I, F-II
P-IV, P-V
Compressive force and – Table 2 and g × (m1 + m4) Table 2 and g × (m1 + m3)
vertical load
Table 3 and g × (m1 + m3)
Tensile force and – Table 5 and g × (m1 + m4) Table 5 and g × (m1 + m3)
vertical load
6.5 Static proof loads at interfaces
6.5.1 Proof load cases for body to bogie connection
The body to bogie connection shall sustain the loads due to 6.3.1 and 6.3.2. It shall also sustain separately, in
combination with those due to a 1 g vertical acceleration of the vehicle body mass m1, the loads arising from:
a) the maximum bogie acceleration in the x-direction according to the corresponding category of Table 13, in
case of motor bogies, the minimum acceleration for category P-I is 3 g. In case of vehicles shunted under
heavy conditions (e.g. hump hill) higher values shall be considered;
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EN 12663-1:2010 (E)
b) the lateral force per bogie corresponding to the exceptional transverse force as defined in EN 13749 or
1 g applied on the bogie mass m2 whichever is the greater.
6.5.2 Proof load cases for equipment attachments
In order to calculate the forces on the equipment attachments during operation of the vehicle, the masses of
the components shall be multiplied by the specified accelerations in Table 13, Table 14 and Table 15. The
load cases shall be applied individually.
As a minimum additional requirement the loads, resulting from the accelerations defined in Table 13,
Table 14, and Table 15 shall be separately considered in combination with the maximum loads which the
equipment itself may generate. The accelerations defined in Table 13 and Table 14 shall be considered in
combination with the load due to 1 g vertical acceleration. The load defined in Table 15 includes the dead
weight of the equipment. If the mass of the equipment, or its method of mounting, is such that it may modify
the dynamic behaviour of the vehicle, then the suitability of the specified accelerations shall be investigated.
Table 13 — Accelerations in x-direction

Acceleration in metres per square second

±3g ±5g ±3g ±3g ±2g ±2g ±5g
Table 14 — Accelerations in y-direction


±1g
Table 15 — Accelerations in z-direction


(1 ± c) × g a
a c = 2 at the vehicle end, falling linearly to 0,5 at the vehicle centre.
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EN 12663-1:2010 (E)
6.5.3 Proof load cases for joints of articulated units
The articulation shall sustain the maximum loads between vehicle bodies arising from longitudinal, lateral,
vertical and lifting requirements. The load cases shall be derived by interpreting the load cases in this section
in a manner consistent with the nature of the articulation and the method of supporting the vehicle bodies.
Annex B provides examples of proof load cases.
In order to demonstrate a satisfactory static strength of the articulation joints, as a minimum the superposition
of static load cases as indicated in Table 12 shall be considered.
For each case the worse of both situations (vehicles in front and rear of the articulation) shall be analysed.
Forces and moments generated within the interface components at the maximum rotations shall be applied on
the articulation joint and the adjacent vehicle structure. The rotation shall correspond to the minimum curve
radius found on the track in operation. In addition the rotation arising from changes in the gradient shall be
taken into account.
6.5.4 Proof load cases for specific components on freight wagons
The proof load cases for the design of specific components on freight wagons are given EN 12663-2.
6.6 General fatigue load cases for the vehicle body
6.6.1 Sources of load input
All sources of cyclic loading which can cause fatigue damage shall be identified.
The following specific inputs shall be considered in carrying out the fatigue damage assessment of the vehicle
structure.
6.6.2 Payload spectrum
Where the payload does not change significantly, the normal design payload m3 may be used over the entire
operational life for categories P-I to P-V, F-I and F-II.
Where the payload changes significantly, the payloads and the proportion of time spent at each level shall be
defined in the specification and be made available in an appropriate form for calculation purposes.
Changes in payload are likely to be significant in rapid transit/metro and some freight applications. For these
applications it may be necessary to specify more than one design payload (based on m3 and/or m4)
corresponding to separate distinct periods of operation. For other types of vehicle, it is usually sufficient to
assume a constant payload over the entire operational life. Payload levels should be expressed in terms of
fractions of m3 or m4 as appropriate. Changes in the distribution of payload at different mass states shall be
taken into account where relevant.
6.6.3 Load/unload cycles
The load/unload cycles should be determined and represented in a suitable manner for analysis purposes.
Fatigue damage due to load/unload cycles is likely to be significant if vehicles have a high payload to tare
weight ratio and there are frequent payload changes.
6.6.4 Track induced loading
Induced loading resulting from vertical, lateral and twist irregularities of the track may be determined from:
a) dynamic modelling (from data relating to the track geometry and irregularities);
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EN 12663-1:2010 (E)
b) measured data over the intended or similar route;
or represented by
c) empirical data (accelerations, displacements, etc.).
The nature of the data will differ depending on whether a cumulative damage or endurance limit approach to
fatigue design is being used.
If a set of fatigue load cases has proved successful for a particular type of vehicle in previous applications
then these load cases should be taken as the starting point in a subsequent design. Alternative load cases
should be used only if there is a clear justification for the change.
Table 16 and Table 17 give empirical vertical and lateral acceleration levels, suitable for an endurance limit
approach, consistent with normal European operations, which shall be adopted if no more suitable (as
indicated above) data are available. In some applications higher values may be defined in the specification
and the effect of track twist may also have to be considered.
NOTE In case of vehicle classes P-IV and P-V (particularly with low floor design with limited suspension), the fatigue
loads acting on the vehicle body structure can differ significantly from the values given in this European Standard. It is
recommended that the acceleration values and interface forces between vehicle body and bogie are derived from multi-
body-simulations, previous experience or test measurements for the operating conditions to be expected. A verification of
the design assumptions for fatigue strength by on-track tests according to 9.2.3.4 or 9.3.3.4 is recommended for such
situations.
The equivalent dynamic loading in a cumulative damage analysis may be represented accordingly by taking
the acceleration levels in Table 16 and Table 17 and assuming they act for 107 cycles each.
Table 16 — Acceleration in y-direction


± 0,2 g ± 0,15 g ± 0,2 g
a
± 0,4 g
a
Applies to equipment attachments, but may be reduced for bogie vehicle and two-axle wagons with improved
suspensions.
Table 17 — Acceleration in z-direction


a b
(1 ± 0,25) × g (1 ± 0,15) × g (1 ± 0,15) × g (1 ± 0,3) × g
a
(1 ± 0,18) × g for operation on grooved rails.
b
For freight vehicle with double stage suspension (1 ± 0,25) × g. If the application produces a higher dynamic load
factor (e.g. due to dynamic effects or loading conditions) then a higher value shall be applied and defined in the
specification.
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EN 12663-1:2010 (E)
6.6.5 Aerodynamic loading
Significant aerodynamic loads arise in the following circumstances:
a) trains passing at high speed;
b) tunnel operations;
c) exposure to high cross winds.
The relevance of such loads shall be considered and a suitable representation of the effects for analysis
purposes shall be developed if necessary.
6.6.6 Traction and braking
In general, the number and magnitude of load cycles due to start/stops shall be determined in the
specification. Unscheduled stops shall be taken into consideration.
If no specific data are available the acceleration levels in Table 18, acting for 107 cycles, shall be used.
In the case of vehicles equipped with magnetic rail brakes the maximum acceleration values used in case of
emergency braking shall be considered as a proof load case.
The presence of longitudinal accelerations due to dynamic vehicle interactions shall be assessed and their
effects incorporated if significant load inputs are generated.
Table 18 — Acceleration in x-direction


± 0,15 g ± 0,15 g ± 0,15 g a ± 0,2 g ± 0,3 g b
a If vehicles interface with road traffic then they shall be designed to ±0,2 g.
b Applies to equipment attachments only.
6.7 Fatigue loads at interfaces
6.7.1 General requirements
It shall be ensured that all relevant interface loads are incorporated in a meaningful manner, including the
appropriate number of cycles. The following clauses define the most important interface loads.
6.7.2 Body/bogie connection
The main fatigue load inputs arise from traction and braking and vehicle dynamic interactions. The loads shall
be determined using the methods of 6.6.4 and from the performance characteristics of suspension
components (e.g. dampers, anti-roll bars).
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EN 12663-1:2010 (E)
6.7.3 Equipment attachments
Equipment attachments shall withstand the loading caused by accelerations due to vehicle dynamics plus any
additional loading resulting from the operation of the equipment itself. Acceleration levels may be determined
as described in 6.6.4. For normal European operations, empirical acceleration levels for items of equipment
which follow the motion of the body structure are given in Table 16, Table 17 and Table 18. The number of
load cycles shall be 107 each.
6.7.4 Couplers
Cyclic loads in coupling attachments resulting from the specified operational requirements shall be assessed if
fatigue damage can occur.
6.7.5 Fatigue load cases for joints of articulated units
In order to demonstrate fatigue strength of the articulation joints between vehicle bodies, as a minimum all
fatigue load cases as indicated in 6.6 and 6.8 for the vehicle body structure shall be considered.
In addition to the loads defined above, the forces and moments generated within the interface components of
the articulated joints at rotations between the adjacent vehicles shall be applied.
NOTE In case of performance of a damage accumulation for the typical operational conditions, the movement
spectrum can be obtained from measurements made on similar vehicles and routes, dynamic simulations, or assessments
made from other relevant data.
6.8 Combination of fatigue load cases
The relevant combinations of fatigue load cases shall be identified and it shall be ensured that the design
requirements are achieved in these cases. In some applications, it may be necessary to incorporate global
loadings due to traction and braking cycles (see 6.6.6) and other loads due to longitudinal (x-direction)
induced accelerations with those acting vertically (z-direction) and transversely (y-direction).
An endurance limit analysis shall include load cases representing realistic combinations of the individual loads
identified in 6.6 and 6.7. When considered in combination, the magnitudes of the individual load cases may be
reduced from those given in the Table 16 to Table 18.
NOTE Methods of determining appropriate load combinations for specific applications are eventually given in national
or industry standards. (For example for metros and tramways (categories P-IV and P-V) the VDV recommendation 152
"Structural requirements to rail vehicles for the public mass transit in accordance with BOStrab" is one such standard.)
6.9 Modes of vibration
6.9.1 Vehicle body
The natural modes of vibration of the vehicle body in working order (see Table 1) should be separated
sufficiently, or otherwise decoupled, from the suspension frequencies, so as to avoid the occurrence of
undesirable responses and to achieve an acceptable ride quality.
6.9.2 Equipment
The fundamental modes of vibration of items of equipment, on their mountings and in all operation conditions,
should be separated sufficiently, or otherwise decoupled, from the modes of vibration of the body structure
and suspension, so as to avoid undesirable responses.
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EN 12663-1:2010 (E)
7 Permissible stresses for materials
7.1 Interpretation of stresses
The determination of stresses for comparison with the design standards shall be consistent with the data as
presented in European or national material standards. Due consideration shall be given to the way in which
stresses determined from finite element methods or strain measurements are interpreted (e.g. nominal or
geometrical "hot-spot" stresses).
7.2 Static strength
The limiting static material properties shall be the minimum proof/yield and ultimate strengths as given in the
material specifications. The values used should be taken from the corresponding European, International or
national standards. Where such standards do not exist, the most appropriate alternative sources of data shall
be used.
7.3 Fatigue strength
The data describing the behaviour of materials under fatigue loading shall be based on current European,
International or national standards, or alternative sources of equivalent standing, wherever such sources are
available. Verified data shall be sought and, if not available, it shall be developed by suitable tests.
Fatigue strength shall be evaluated using S-N-curves derived in accordance with the following:
 a survival probability of at least 97,5 %;
 classification of details according to the component or joint geometry (including stress concentration);
 interpretation of the limiting values from small-scale samples by the use of a test technique and previous
experience to ensure applicability to full size components.
The workshop practices and manufacturing control procedures shall produce a product quality consistent with
the design data.
8 Requirements of strength demonstration tests
8.1 Objectives
Tests shall be performed as required by the specification in order to provide the demonstration of strength and
stability as required in 5.1. It is not necessary to carry out tests if there are appropriate verification data
available from previous tests on a similar structure that can be shown to be still applicable or correlation
between test and calculation methods has been established.
The specific objectives of the tests are:
 to verify the strength of the structure when subjected to the maximum loads;
 to verify that no significant permanent deformation is present after removal of the maximum loads;
 to determine the strength of the structure under loading representing service load cases;
 to determine the stiffness of the structure.
The tests shall comprise as appropriate:
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EN 12663-1:2010 (E)
 static simulation of selected design load cases;
 measurement of strains/stresses with the aid of electric resistance strain gauges or other suitable
techniques;
 measurement of the structural deformation under load.
8.2 Proof load tests
8.2.1 Applied loads
For a new design of vehicle, as a minimum, the following tests shall be carried out to check that there is no
permanent deformation to the vehicle body or individual elements when subjected to the following proof load
cases:
a) compression loads according to Table 2;
b) tension loads according to Table 5;
c) vertical loads according to Table 9;
d) lifting load according to Table 10 and Table 11;
e) the worst combination of load cases as determined in Table 12.
It is permissible to verify these load cases by combining the results of individual test cases as appropriate.
Any requirement for additional test(s) shall be part of the specification.
For the other load cases the validation can be performed by analysis or testing, or a combination of both.
8.2.2 Test procedure
Requirements for the static tests:
 the tests shall be carried out in a test rig which allows the application of the test forces at the points where
they would occur during operation;
 the vehicle body shall be equipped with strain measuring devices at all highly stressed points, particularly
in areas of stress concentrations;
 the positioning of the strain gauges shall be consistent with the method of stress evaluation (e.g. nominal
or geometrical "hot-spot" stress).
The following shall be measured in preliminary tests and during the actual tests:
 the strains at critical points, such as sole bars, cant rail, corners of the cutouts for access doors and
windows;
 the deflection between support points;
 any possible residual deflection;
 any possible residual strain.
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EN 12663-1:2010 (E)
It is recommended that the vehicle body is preloaded so as to stabilise the overall structure, that the maximum
force is applied incrementally at least twice and the instrumentation is reset to zero before the final test. The
results of the final test shall be taken into account in the validation.
The stress-strain behaviour in the measurement position has to show a linear behaviour. Therefore the
measured residual strains after unloading εres shall fulfil the following criterion:
R
ε res ≤ 0,05 ×
E
where
ε res is the residual strain;
R is the material yield (ReH) or 0,2 % proof stress (Rp02), in newtons per square millimetre (N/mm2)
(as defined in EN 10002-1) and taking into account any relevant effects described in 5.3.3;
E is the elasticity modulus.
In areas of local stress concentrations it is permissible for the stress derived from the maximum measured
strain to be higher than R provided the behaviour remains linear.
In some cases it is impractical to apply the full design load. In this case corrections to the test results need to
be made to give the true values. This shall be achieved by multiplying the test values by the ratio between the
value of the design load case and the value of the load actually applied or an equivalent process.
In the above case and in cases where the test results are derived from combinations of individual test load
cases, the fulfilment of the yield strength and the instability criteria shall be demonstrated.
8.3 Service or fatigue load tests
Fatigue tests should be applied to the vehicle body or structural parts which are subjected to dynamic loads, if
the calculation contains critical uncertainties or there exist no performance data for this detail. The following
types of tests may be used:
a) laboratory fatigue tests in which appropriate load histories representing the full operational life are applied
to the vehicle body, critical components or details. The appropriate load histories shall incorporate load
factors and/or shall be extended to increased load cycle numbers to account for statistical deviations to
the mean fatigue strength, influences of the number of tested specimen and applied pass/fail criteria. No
cracks shall appear which would adversely affect structural safety;
b) strain measurements with subsequent fatigue life assessment using data from the proof or other static
tests;
c) fatigue life assessment from on-track strain records, made under representative service conditions.
Assessments under b) and c) shall meet the requirements of 5.6.
8.4 Impact tests
These tests serve to demonstrate that railway vehicles can remain fully serviceable under normal shunting
impacts. The tests are optional and shall be included in the specification if required.
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EN 12663-1:2010 (E)
9 Validation programme
9.1 Objective
The objective of the validation programme is to prove that the design of the vehicle body structure withstands
the maximum loads consistent with the operational requirements and achieves the required service life under
normal operating conditions with an adequate probability of survival. It shall be demonstrated by calculation or
testing or a combination of both, that no significant permanent deformation or fracture of the structure as a
whole, or of any individual element, will occur under the prescribed design load cases. The content of the
validation programme depends on the degree of originality in the design and changes of its application.
Table 19 summarizes the validation programme as described below.
Table 19 — Summary of validation programme
Local or global
Complete
comparative Fatigue and/or
structural Static tests
structural service tests
analysis
analysis
only required if
other methods
New design yes N/A yes
do not show
sufficient safety
Evolved design
and/or new
only required if
application no or reduced
other methods
no yes test
do not show
Identical design programme
sufficient safety
and new
application
Evolved design, no or reduced

similar no yes test no
application programme
NOTE A new design is a product (vehicle or component part) that is newly created and has
no direct connection with any existing similar product. An evolved design is a product (vehicle or
component part) that is based on an existing similar product and has direct connection with that
existing product.
9.2 Validation programme for new design of vehicle body structures
9.2.1 General
In order to prove the structural integrity of a newly designed vehicle body structure two major steps are
significant:
a) structural analyses;
b) testing.
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EN 12663-1:2010 (E)
9.2.2 Structural analyses
Numerical methods, such as finite element analyses, shall be used and may be supplemented as necessary
by hand calculations. The analyses performed shall be based on the load cases as required by this European
Standard.
Based on the results of the structural analyses, the railway vehicle may be released for static testing, fatigue
testing or service testing. It is acceptable that the structural analysis results of areas of the structure do not
meet the requirements of this European Standard if it is shown by subsequent tests that the requirements of
this European Standard are achieved in these areas under representative service conditions.
9.2.3 Testing
9.2.3.1 General
Tests shall be performed for all newly designed vehicle body structures as defined in 8.1.
9.2.3.2 Static testing
The characteristic vehicle body structures of the railway vehicle shall be tested for the quasi-static load cases
defined in this European Standard (see 8.2.1). Strain gauges shall be applied at significant positions of the
structure and at all critical areas according to the results of the structural analyses. The test results for the
proof load cases shall meet the requirements given in this European Standard.
9.2.3.3 Fatigue testing
It is not normal practice to carry out laboratory dynamic fatigue tests on full vehicle body structures but in
some circumstances this may be appropriate. Fatigue tests may be performed on specific structural details to
demonstrate compliance with the requirements of this European Standard.
9.2.3.4 Service testing
In order to evaluate the fatigue strength, on-track service tests can be used to directly measure operating
stresses and check fitness for purpose when analysis and static testing have not shown compliance with this
European Standard or there is uncertainty in the applicable dynamic inputs. Strain gauges shall be applied at
significant positions of the structure of the fully equipped railway vehicle (with normal design payload m3) to
capture the structural response for representative service conditions. These positions shall cover all critical
areas according to the results of the structural analyses and/or static test.
Based on these measurements an assessment of the fatigue strength in the significant measurement
positions and critical areas shall be performed according to 5.6 as final step of the proof of fitness for purpose.
9.3 Validation programme for evolved design of vehicle body structures
9.3.1 General
If a new vehicle body structure is evolved from a proven design the same general process applies but with the
modifications as indicated below.
9.3.2 Structural analyses
Where a vehicle body is a development of an earlier design for which the safety has been demonstrated and
similar service conditions apply, then earlier data may be used, supported by comparative evidence. Areas of
significant change shall be re-analysed. Where the global load path is maintained and the stresses remain
below the acceptable limits it is sufficient to demonstrate the acceptability of the changes only by analysis.
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EN 12663-1:2010 (E)
It is acceptable that the structural analysis results of some areas of the structure do not meet the requirements
of this European Standard if it is shown by tests that sufficient safety is given in these areas under
representative service conditions.
9.3.3 Testing
9.3.3.1 General
Tests shall be performed if it has not been possible to validate the design as indicated in 9.3.2.
9.3.3.2 Static testing
A static test programme shall be carried out that considers the areas of structural changes and the associated
loads.
9.3.3.3 Fatigue testing
Fatigue tests may be performed as indicated in 9.2.3.3.
9.3.3.4 Service testing
When analysis or static testing have not shown compliance with this standard and if the application on a new
track imposes significantly different loading conditions, on-track service tests can be used to measure
operating stresses and check fitness for purpose. The number of strain gauges may be reduced in
comparison with the measurements of the original design.
Based on these measurements an assessment of the fatigue strength in the significant measurement
positions and critical areas shall be performed according to 5.6 as final step of the proof of fitness for purpose.
30
EN 12663-1:2010 (E)
Annex A
(informative)
Treatment of local stress concentrations in analyses
The acceptance may be based on one of the following methods:
a) Linear elastic analysis
For ductile materials a linear elastic analysis shows that the following criterion for the stress range is
fulfilled for each local stress concentration:
R
σ max − σ min ≤ 2 ×
S1
where
σmax is the maximum calculated stress of all static load cases;
σmin is the minimum calculated stress of all static load cases;
σmax and σmin are oriented in the same direction;
R is the material yield (ReH) or 0,2 % proof stress (Rp02), in newtons per square millimetre
(N/mm2) (as defined in EN 10002-1) and taking into account any relevant effects described
in 5.3.3;
S1 is the safety factor as defined in 5.4.2.
For brittle materials the maximum local stress σc,loc shall fulfil the following criteria based on Neuber's law:
σ c, loc ≤
(R ⋅ E ⋅ ε end ) 1
2
S1
where
R is the material yield (ReH) or 0,2 % proof stress (Rp02), in newtons per square millimetre
(N/mm2) (as defined in EN 10002-1) and taking into account any relevant effects described
in 5.3.3;
E is the elasticity modulus;
εend is the endurable total elongation;
S1 is the safety factor as defined in 5.4.2.
The endurable total elongation εend depends on the ultimate strain A (as defined in EN 10002-1) and is
defined as:
ε end = 0,667 ⋅ A − 0,033 for A < 12,5 %;
31
EN 12663-1:2010 (E)
ε end = 0,05 for A ≥ 12,5 %.
b) Nonlinear elastic-plastic analysis
A nonlinear elastic-plastic analysis based on the consecutive application of the two extreme static load
cases relevant for the local stress concentration increased by the safety factor S1 shows that alternating
plastic deformation does not occur and the residual strains are not higher than the values given in 8.2.2.
32
EN 12663-1:2010 (E)
Annex B
(informative)
Examples of proof load cases at articulation joints
When satisfying the requirements of 6.5.3 the following load cases are examples that might be appropriate for
a simple pivot articulation:
a) Longitudinal load Fx determined as follows:
Fx = ax (m1 + n m2 )
where
ax is the acceleration in x-direction according to Table 13;
m1 is the design mass of the vehicle body in working order of the considered vehicle;
n is the number of bogies connected to the vehicle body m1;
m2 is the design mass of the bogie or running gear connected to the vehicle body m1.
b) Lateral load Fy determined as follows:
ω& J ZZ
Fy = ay p 2 m1 +
l
where
ay is the exceptional lateral acceleration effective at the articulation, typically taken as 1 g;
p is the proportion of mass m1 that is effectively supported at the articulation;
ω& is the rotational acceleration which should be calculated assuming that the lateral acceleration at
the articulation is ay and 0 g at the next lateral support (bogie or articulation) at the distance l
(see Figure B.1);
Jzz is the rotational inertia (yaw inertia) around the z-axis;
l is the distance from the articulation joint to the next lateral support (bogie or articulation).
33
EN 12663-1:2010 (E)
a) Example 1: Design with two articulations
b) Example 2: Design with articulation and bogie
c) Example 3
Key
ay lateral acceleration
Fy lateral force
l distance between articulations
ω rotational velocity
m1 mass concerned
Figure B.1 — Determination of lateral load
c) Vertical load Fz determined as follows
Fz = 1,3 g (m1 + m4 )
where
m4 is mass of the exceptional payload.
The worst case may be when the second articulated vehicle body is assumed to be empty.
34
EN 12663-1:2010 (E)
d) Vertical lifting load, if it is required to lift the body with the bogies and the corresponding contribution of
the adjacent vehicle body, according to 6.3.2.
35
EN 12663-1:2010 (E)
Annex ZA
(informative)
Relationship between this European Standard and the Essential

Requirements of EU Directive 2008/57/EC
This European Standard has been prepared under a mandate given to CEN by the European Commission
and the European Free Trade Association to provide a means of conforming to Essential Requirements of the
Directive 2008/57/EC1).
Once this standard is cited in the Official Journal of the European Union under that Directive and has been
implemented as a national standard in at least one Member State, compliance with the clauses of this
standard given in Table ZA.1 for high speed rolling stock, Table ZA.2 for freight wagons, Table ZA.3 for
locomotives and passenger rolling stock and Table ZA.4 for the CR/HS TSI relating to persons with reduced
mobility, confers, within the limits of the scope of this standard, a presumption of conformity with the
corresponding Essential Requirements of that Directive and associated EFTA regulations.
Table ZA.1 — Correspondence between this European Standard, the HS RST TSI dated June 2006 and
adopted by EC on 21 February 2008 and Directive 2008/57/EC
Clause/subclauses of Chapter/paragraph of the Corresponding text, Comments

this European TSI articles/paragraphs/anne
Standard xes of the Directive
2008/57/EC
The whole standard is 4. Characteristics of the Annex III, Essential §5.2, §6.2, §6.3 and
applicable subsystem Requirements §6.4 for category P-II
4.2.2.3.3 Specifications are the transposition
1 General requirements
(simple load cases and in this EN 12663-1 of
design collision scenarios) 1.1 Safety the mandatory
§a Clauses 1.1.1, 1.1.3 clauses of the
1.2 Reliability and EN 12663:2000
Annex A Passive safety –
availability quoted in the TSI
crashworthiness
A.1.1 Detailed 2 Requirements specific to
mechanical boundary each subsystem
characteristics for the
2.4 Rolling stock
static resistance
A.3.4 Protection against 2.4.3 Technical
a low obstacle compatibility (§3)
1) The Directive 2008/57/EC adopted on 17 June 2008 is a recast of the previous Directives 96/48/EC "Interoperability of
the trans-European high-speed rail system" and 2001/16/EC "Interoperability of the trans-European conventional rail
system" and their revision by Directive 2004/50/EC of the European Parliament and of the Council of 29 April 2004
amending Council Directive 96/48/EC on the interoperability of the trans-European high-speed rail system and Directive
2001/16/EC of the European Parliament and of the Council on the interoperability of the trans-European conventional rail
system.
36
EN 12663-1:2010 (E)
Table ZA.2 — Correspondence between this European Standard, the CR TSI RST Freight Wagon dated
July 2006, published in the Official Journal on 8 December 2006 and its intermediate revision
approved by the Railway Interoperability and Safety Committee on 26 November 2008 and Directive
2008/57/EC

2008/57/EC
The whole standard is 4.2.2.3 Strength of Main Annex III, Essential The mandatory §3,
applicable Vehicle Structure and Requirements, General §4, §5 and §6 of
Securing of Freight Requirements – Clauses EN 12663:2000 have
1.1.1, 1.1.3, been transposed into
Annex ZZ EN 12663-2. This
Structures and mechanical Annex III, Essential standard EN 12663-1
parts Requirements, General provides an
Permissible Stress Based Requirements – Clause alternative method for
on Elongation Criteria 1.2 Reliability and defining the structural
availability requirements of
Annex Z freight wagon bodies.
Structure and Mechanical Annex III, Essential
Parts Requirements, The related annexes
Impact (Buffing) Test Requirements Specific to of the TSI are covered
Rolling Stock Subsystem – in EN 12663-2.
Annex YY Clause 2.4.3 Technical
Structures and mechanical compatibility (§3)
parts
Strength requirements for
certain types of wagon
components
Annex N
Structure and Mechanical
Parts
Permissible stresses for
static test methods
Annex CC
Structure and Mechanical
Parts
Sources of fatigue loading
37
EN 12663-1:2010 (E)
Table ZA.3 — Correspondence between this European Standard, the CR TSI Locomotive and
Passenger Rolling Stock (Preliminary draft Rev 2.0 dated 14 November 2008) and Directive 2008/57/EC

2008/57/EC
The whole standard is 4.Characteristics of the Annex III, Essential The whole standard is
applicable subsystem Requirements quoted and therefore
4.2.2.4 Strength of vehicle mandatory
structure
The CR TSI
1.1 Safety
Locomotives and
Clauses 1.1.1, 1.1.3
Passenger RST is still
1.2 Reliability and
a draft subject to
availability
change without notice
2 Requirements specific to
each subsystem
2.4 Rolling stock
2.4.3 Technical
compatibility (§3)
Table ZA.4 — Correspondence between this European Standard, the CR/HS TSI relating to "persons
with reduced mobility" (PRM), published in the Official Journal on 7 March 2008 and Directive
2008/57/EC

2008/57/EC
The whole standard is 7.3. Application of this TSI Annex III, Essential EN 12663:2000 is
applicable to existing Requirements quoted in the TSI but
Infrastructure/Rolling Stock without precise
requirements.
7.3.2. Rolling Stock 1.1 Safety
Clauses 1.1.1, 1.1.3
7.3.2.1. General 1.2 Reliability and
availability
2 Requirements specific to
each subsystem
2.4 Rolling stock
2.4.1 Safety
2.4.3 Technical
compatibility (§3)
WARNING — Other requirements and other EU Directives may be applicable to the product(s) falling
within the scope of this standard.
38
EN 12663-1:2010 (E)
Bibliography
[1] EN 12663-2, Railway applications — Structural requirements of railway vehicle bodies — Part 2:
Freight wagons
[2] EN 15227, Railway applications — Crashworthiness requirements for railway vehicle bodies
[3] BOStrab, Verordnung über den Bau und Betrieb der Straßenbahnen (Straßenbahn-Bau- und
Betriebsordnung)2)
[4] VDV recommendation 152, Structural requirements to rail vehicles for the public mass transit in
accordance with BOStrab3)
2) May be purchased from Beuth Verlag GmbH, 10772 Berlin, Germany.

3) May be purchased from Verband Deutscher Verkehrsunternehmen (VDV), Kamekestr. 37-39, 50672 Köln, Germany.
39
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EN 12663-1:2010: Railway applications -

ICS: 45.060.20 Заменя:

Железопътна техника. Изисквания към конструкцията на

Railway applications - Structural requirements of railway vehicle bodies - Part 1:

Европейският стандарт EN 12663-1:2010 има статут на български стандарт от

Този стандарт е официалното издание на Българския институт за стандартизация на

Този стандарт е подготвен с участието на БИС/TK 70 "Железопътен транспорт".

Следват 39 страници на EN 12663-1:2010.

ICS 45.060.20 Supersedes EN 12663:2000

Railway applications - Structural requirements of railway vehicle

Applications ferroviaires - Prescriptions de Bahnanwendungen - Festigkeitsanforderungen an

This European Standard was approved by CEN on 23 January 2010.

EUROPEAN COMMITTEE FOR STANDARDIZATION

Management Centre: Avenue Marnix 17, B-1000 Brussels

6.6.2! Payload spectrum ................................................................................................................................ 21!

 Part 2: Freight wagons

This document, together with EN 12663-2, supersedes EN 12663:2000.

b) locomotives have been treated in a separate structural design category;

g) loads for joints of articulated units have been added;

i) a validation programme has been added;

EN 15663, Railway applications — Definition of vehicle reference masses

3 Terms and definitions

Figure 1 — Vehicle body coordinate system

The assessment shall be based on the following criteria:

5.2 Categories of railway vehicles

5.2.1 Structural categories

The categories for freight wagons are extracted from EN 12663-2.

 Category L e.g. locomotives and power units.

5.2.3 Passenger vehicles

 Category P-I e.g. coaches;

 Category P-II e.g. fixed units and coaches;

 Category P-V e.g. tramway vehicles.

5.2.4 Freight wagons

 Category F-I e.g. vehicles which can be shunted without restriction;

 Category F-II e.g. vehicles excluded in hump and loose shunting.

5.2.5 Other types of vehicles

5.3 Uncertainties in railway design parameters

5.3.1 Allowance for uncertainties

 time (e.g. by material ageing);

 environment (moisture absorption, temperature, etc.);

 welding or other manufacturing processes,

appropriate new minimum values shall be determined.

5.3.4 Dimensional tolerances

It is normally acceptable to base calculations on the nominal component dimensions. It is necessary to

5.3.5 Manufacturing process

5.3.6 Analytical accuracy

5.4 Demonstration of static strength and structural stability

U is the utilisation of the component;

Rd is the determined result from calculation or test;

S is a design safety factor (see 5.3);

RL is the permissible or limit value.

NOTE The equation is sometimes expressed as:

5.4.2 Yield or proof strength

S1 is the safety factor for yield or proof strength;

σc is the calculated stress, in newtons per square millimetre (N/mm2).

5.4.3 Ultimate failure

S2 is the safety factor for ultimate failure;

S3 is the safety factor for instability;

σc is the calculated stress, in newtons per square millimetre (N/mm2);

Lcb is the critical buckling load, in newtons (N);

Lc is the calculated load, in newtons (N).

The safety factor shall be taken as S3 = 1,5.