BRITISH STANDARD Railway applications — Line categories for managing the interface between load limits of vehicles and infrastructure resnasanen,4i06020 iu | | 155 KIN 15528:2008‘This British Standard waa published unday the avtlsity ff the Standards Policy and Strategy Commuttss fn Bt dans 2008 est 2008) National foreword "This British Standard is the UK implementation of EN 15528:9008. ‘The UK participation in ite preparation waa entrusted by Technical Committee RAE/IL, Raileray applications, to Panel RAR/L-/R, Vehiclefteack interaction, A list of organizationa represented on this cnmmittes can be obtained on request to ita secretary. “Normative” —A (mandatory) requirement defined as an expreasion in the content of a document conveying criteria ta be fulfilled if compliance with the document ia to be claimed and from which no deviation is permitted {CEN/CENELKC Internal Regulations, Part 3: Rules for the Structure and Drafting of Buropean Standards (PNE-Eules)). “Informative” — Information (not mandatory) intended to assist the understanding or use of the document. Informative annexes ahall not contain requirements, except as optional requirements. (For example, a teat method that is optional may contain requirements but there ia no need to comply vrith ‘these requirements to claim compliance with the document.) ‘This publication doea not purport to include all the necessary provisions of a contract. Users are responsible for its eorrect application. Compliance with a British Standard cannot confer immunity from legal obligations, Amendmenta‘corrigenda issued since publication Date ‘CommentsEUROPEAN STANDARD EN 15528 NORME EUROPEENNE EUROPAISCHE NORM March 2008 ies 0a 220 80; 45,080.20 English Version Railway applications - Line categories for managing the interface between load limits of vehicles and infrastructure Agplicaions Feovistes- Cakigeien de ligne peur shranwencungen- Sreckertiazsen sur Bewerkstigung ‘euion dee ierlanes erve lites da charges des der Schniistele zwachen Lasigrerann der Fahrzeuge und ‘dhictles et de Pntrasirsure stake ‘This European Standard was approved by CEN on 7 Februsry 2006. (CEN inemBers re bourd to sormply with the CEN/CENELEC intemal Regulations wbich stints tie conditions for giving thie Eurapean Standard te staus ofa naional erdard wihovt ary akersion. Updo-daie fits and biblogrsahies relerences concerning such eatin! sandards may be obtained on aplication Io the GEN Mansjerent Gate or te any CEN member ‘This European Standaet exits in three offal versions (Eagizh. French, German). A version any other longuaga mad by rarlation Ler the responaisiy of 3 CEN mere inks Bs owe language aad noid fo vie CEW Management Cersa has the same sin az the fies version. (CEN marrvors ara the rational stacards boos of Ai, Beighum, Buigavia, Cyprus, Ceech , Derma, Estonia. Firtand, Franen, Germany, Greece, Hingaty. lle, larly, Lats, Lihusria, Luxembourg. Malia, Nethelnws, Nomeay. Poland, Portugal, Romar, Siovaba, Slaveris, Sain, Sweden, Switeriard and United Kingom. a“, FUROPEAN, COMMTSTER FOR STANDARDEZATION COMITE MUROMRAN DH NORMALISATION EUROPAISCHES KOMITER FOR NORMUNG Msnagement Centre: rue de Stassart, 888-1050 Brussels D200 CEN Atright et explotation nny farm and by any means rezarred Pet. No, EN Es2a:2000: ‘werkiwide for GEN nations! Members,5D EN LoazezuuS EN 15528:2008 (E) Contents Pepe Correlation between line category and spec Classification of infrastructure... Civil engineering strictures Track constructions, track substructures and earthworks Infrastructure classification rosuits, Categorisation of railway vehicles... Resulting load limits for fraight wagons Locomotives including power head General. Vehictes Vohicles with different axle loads 4-axle locomotives... 6-axle.locomati Passenger canying vehicles Other non-powered railway vans. ‘Special vehicles Yohicte categorisation results... ‘Compatibility of the interface between vehicle and infrastructure ‘Annex A (normative) Reference wagons and load models representing the line categories. Annex B (informative) Flow chart: Classification of infrastructure and categorisation of vehicle Annex G (informative) Comparison of RA-classification with ling categories... Annox D (informative) Typical meximum speeds for different traffic types. Annex E (informative) Methods used to determine the load carrying capacity of existing structures ‘Annox F (informative) Line classification informatio FA Gonoral. Annex G (informative) Example of calculation methadolog 29 G1 General. G2 Tables of calculation resulis for example in Annex 6 G3. Diagram of calculation results for example in Annex G. Annex H (informative) Maximum permissibia axle load P — Wagons with two 2-axled bogies Annex | informative) Maximum permissible axte load P - Wagons with two 3-axled bogies Annex J (informative) L4 locomotive classes (4-axle locomotives),6B ICN 1poZwzVUe Annex K (informative) L6 locomotive classes (6-axle locomotives).. Annex L (informative) Example of correspondence between a national track classification system and line categories. Annex M (informative) Weight nots for locomotives. M1 General M2 Example of a waight note for a saries A locomotive . M3 Example of a weight note for a saries B locomotive . M4 — Example of a waight nota for a series C locometive.. Annex ZA (informative) Relationship between this European Standard and the Essential Requiraments of EU Directive 2001/16, as modified by Directive 2004/50/EC. Bibliography. Se BsSRRGForeword This document (EN 15528:2008) has been prepared by Technical Committes CEN/TC 256 “Railway ‘ppiicetions", the secretariat of which is held by DIN This European Standard shall be given the status of e national standard. either by publication of an identical text or by endorsament. at the latest by September 2008, and conflicting national standards shall be withdrawn at the latest by September 2008 This document has been prepared under a mandate given to CEN by the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive 2001/16, as modified by Diractive 2004/50/EC, Acoarding to the CEN/CENELEC Intemal Regulations, the national standards organizations of the following countries ere bound to implament this European Standard: Austria, Belgium. Bulgaria, Cyprus, Czach Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Nonmay, Poland, Portugal, Romania, Slovakia, Siovenie, Spain, ‘Sweden, Switzerland and United Kingdom.EN 15528:2008 (E} Introduction Existing European railway infrastructure consists of olaments dasignad for differant purposes. Most civil ‘enginoaring raiway infrastructure was built before the introduction of CR-INS-TSI and Eurocodas for the design of structures. This European Standard defines a lina classification system for infrastructure managers and railway undertakings to manage the interface between load limils for railway vehicles and payload limits for fraight ‘wagons and the vertical load carrying capacity of a line. ‘The lina classification system takes into account parameters such as: — axis load (P), = mass par unit fonath tp), — geometticel aspects relating to the spacing of axles, — speed and provides a transparent method for determining whether tha vertical loading charactaristica of vehicles are compatible with the load carrying capacity of lines on the network.4 Scope This European Standard describes methods of classification of existing and new railway lines and the cetegorisstion of vehicles. The standard specifies the technical requirements for ensuring the compatibility of the interface between vehicla and infrastructure. The standard is suitable for use on freight, passenger and mixed traffic linas and contains requirements relevant to: — Classification of the vertical load carrying capacity of railway infrastructure; — design of raitway vehicles; — determination of payload limits of freight wagons. A summary of the classification of infrastructure end categorisation of vehicles is given in Annex 8. ‘The assessment of the vertical load carrying cepacity of civil engineering structures, track, sub-grade end partook yt tf hs ae mee aioe ks Arma pare ta aaa ef oaths ‘This Europsan Standard identifies on which lines vehicles are compatible to the infrastructurs under normal operation conditions without further chacks regarding vertical load effects. ‘The methodology described in this European Standard is not valid for high speed rail baffic. Tilting tratfic and the working of rail mounted plant and cranes atc. ara also outside the scope of this European Standard. This European Standard does not cover the system used in Great Britain, where all lines and vehicles are to be classified in accordance with tha RA (Route Availability) System. A guide to the equivalent categorias in sccordance with this European Standard is given in Annex C, ‘This European Standard doss not cover requirements relating to ths maximum total mass or maximum length of a train. The requirements of this European Standard do not replace regulations. relating to ¢.9. dynemic. whesltail contact force limits, vehicle ride considerations, vehicle structural design limitations atc. 2 Normative references The following referenced documents are indispensable for the spplication of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document {including any amandments) applies. EN 1991-2:2003, Euracode 4: Actions on structures — Part 2: Traffic loads on bridges prEN 15863, Railway applications — Vahicls Mass definition 3. Terms and definitions For tha purpose of this document, the following terms and definitions apply. 3A classification of infrastructure statement of the load carrying capacity of infrastructura on a line by allocation of a lina category32 categorisation of vehicles statement of the loading characteristics of a railway vehicle, according to the combination of axle loads and exie spacing, by allocation of s ling catagory 33 compatibility line category of a vehicle (or the payload limit of a wagon) is lass than or equal to the classification of tha line 34 wheel load 0 static vertical wheal/rail contact forces divided by accaleration due to gravity 35 wheel load 0; wheel load 0 of the axle i 38 axta load P sum of the static vertical wheel forces exerted on the track through @ wheelset or a psir of independent wheels divided by acceleration of gravity 37 axis load P axle load Pof the axle / 38 design mass mass of vahicle equipped with all the consumables and occupied by all staff which it requires in ordar to fulfil its function plus the exceptional payload defined according to prEN 15663 38 intended equal axle loads of a vehicle Pay axle loads of a vehicle designed to be equal 3.40 mean axle load of a vehicle Pav at ‘group of intended equal axle loads of a vehicle Py ‘group of axle loads of axle iof @ vehicle designed to be equat 342 mean axle load Pry average axle load of Puy 3.43 mass por unit length p mass of a vehicle dividad by length over buffers 344 length over buffers L fength between coupling planes when coupled a5 axle spacing design valuas of the distances between the centres of adjacent axles316 payload limit maximum allowable payload fer a wagon related to each line catagory 347 maximum passenger traffic speed | maximum freight traffic speed ‘additional information provided by tha infrastructure manager giving the general limit to the maximum traffic speed on a line according to the type of traffic 348 line speed general maximum spaed of traffic on a route 3.19 associated maximum speed local maximum speed for which the line category is valid 3.20 reference wagon Virlual vehicle used 8s @ module of loading for a load model defined by axle load, mass per meter and axle spacing 321 load model defined by a specific formation of reference wagons. 3.22 lina category denotation of the specific load model based on referanos wagons 323 series of locomotives: locomotives designad to be equal 4 Classification system 41 Definition of line categories: Tha use of @ classification system using line categories permits easy understanding of the bad-rlated compatibility of infrastructure and vehicles. The line catagory es the result of the classification process represents the ability of the infrastructure (track, track substructures, earthworks, bridgas and structures) to withstand the vertical loads imposed by vehicles on the lina or section of line for regular service. Lines shall be classified into different line categories. Each line category (A, B1, B2, C2, C3, C4, D2, D3, D4, D4xL and also E4 and £5) is defined by the capacity of a line to withstand the loads represanted by load models based on reference wagons defined by the three cheracteristics shown in Annex A: — axle load; — mass per unit length; — geometrical characteristics of the spacing of axles, Line categories E4 and E5 are defined exclusively for heavy freight wagons. For E4 or E5 traffic 8 maximum, operating speed of 100 knvh is recommended,For rail vehicles or payload limits categorised sbove D4 or D4xt it is recommended that the infrastructure manager and railway undertaking consider the use of static and dynamic wheel load massuring devices attached to the track and/or fitted to vehicles to assist with ensuring compliance with the requirements of this European Standard. ‘The axle and wheet load tolerances described in Clause 6 shall be takan into account when classifying the infrastnacturs into line categories. 4.2 Correlation batween line category and speed ‘As classification applies to all types of railway vehicles taking their maximum speeds (different passenger and freight train speeds) snd fine speed into account, sdditional information defining the maximum speed corresponding to the lina classificaton(s) shall be stated ‘As 2 result of the classification of infrastructure additional information specifying the line classification can be Given to caver two or more categories of maximum speed or traffic type (e.g. different maximum speeds and sssociated line categories for passenger and freight trains) within the same line classification system. F The toad models defining line categeries cover all railway vehicles as defined in Clause 6, allhough differant types of vehiclas (0.9. locomotives and different train typas) may have different operating speads. NOTE1 — Typical maximum speed catagories ara shown in Annex D, When classifying infrastructure tines into line categories, the following options may be used by the infrastructure manager to optimise freight trafic: Option 4; determination of the ling category st maximum freight trafic speed (maximum 120 km/h). Option 2; determination of the maximum tine category at an associated lower speed (less than the maximum {freight traffic speed). “The fine catagory and associated maximum speed are to be considered es a single combined quantity. The infrastructure manager may dacide how many and which combinations to determine and publish. When additional information is published, the minimum requirement is to publish a single catagory according to ‘Option 4. ‘On lines dedicated to freight traffic or mixed traffic lines (passenger train speeds from 80 kmih to 120 km/h maximum) the local fine spead shall be taken into account for tha classification of the engineering structures {00 5.1) and other relevant infrastructure elomants (sea 5.2). ‘On mixed traffic fines with passenger traffic, Option 1 is generally sufficiant and appropriate for the optimisation of freight trafic, NOTE 2 _ in some situations It may be desirstle to determing the line category at 3 lower epeed to maximige the line ‘category In sccordance with Option 2, Examples of line catagory and associated maximum speed are given in Annex F. In addition, for E4 or ES lines an associated maximum speed for E4 and ES traffic shall be stated togathar with the associated maximum speed for conventional line traffic of line category D4, For vehicles and locomotives, categorisad into the same or lesser line category as the line, running fester than the maxdmum freight traffic speed, additional chacks starting on the basis of the maximum freight traffic speed shall bo taken into account for the classification of engineering structures (see 5.1) and other relevant infrastructure elements (see 5.2). Diffecant combinations of line category with speed for speeds over 120 km/h and up to tha maximum fine speed shall be in accordance with general (echnical and operstional requirements or restrictions,5 Classification of infrastructure 5.1 Clvll engineering structures When classifying a railway line into line catagories, tha following shail be taken into account = load models in accordance with Annax A: — load carrying capacity of structures supporting the track on the line (see Annex — load models shall be applied to proxducs the most onerous load effects (¢.g. on continuous beams parts of ‘the load meds! which produce 2 relieving effect shail be neglected); — dynamic load effects using the dynamic factor corresponding to the associated maximum speed {see 4.2); = axisting operating and othar restrictions relating to differant types of traffic atc. ‘Tha method used to determine the load cerying capacity of structures (bridges and other siructures supporting the track) shall take account of the condition of the structures and be in accordance with national requirements, NOTE 1 — Examplot of typical methods used to datarmine the load camrying capacty of structure are given tn Annex E Tha saad medals defined in Annex A are for the classification of lines and shail nat be used for the design of new structures. For the design of new structures the rai traffic loading given in EN 1991-2 shall be used, ‘The resulting output of the classification process of aach structure on a ling is the highest lina classification related to an associated maximum speed in accordanca with 42, subject to any additional limits in other regulations. The resulting output of the classification process for a section of the lina is the minimum line classification retatad to an associated maximum spead taking into account aach structure (see also 5.3), When determining the line classification and maximum operating speed for locomotives and other non passenger carrying power cars, account may be taken of the reducad likelihood of overloading and cargo Sisplacement with locomotives. This may be taken into sccount when determining the line category for speeds of operation of locomotives highar than the fine categories available for freight operation. The increased dynamic load effects from the higher spead of locomotive oparation may be covered by activating additional load carrying capacity, if ‘existing, or compensated for the use of an appropriate reduction in the partial safety factor for reihvay loading. NOTE2 Additional information regarding locomotives with 4 sxlee and 6 axéea to enable optimisation of locomotive epeeds within the eame line classification Is glven in Annex J and Annex K respectively. Any reduction in paral sataty factora for ralhway loads Is to be In socordance with national requirements. It may be necessary to specify additional operating restrictions relating ta tha number or position of locomotives in @ train to limit associated traction forces, vertical load effects etc. To check the adequacy of the allowances for the dynamic increment of loading {in EN 1991-2:2003, Annex ©) and to addrass the potential risk of adverse bridge dynamic affects resulting from resonance etc. between Vehicles and infrastnacturs it is racommended that special studies should be considered for individual vehicles Tor proposed speeds in excess of: — 100 kmh to establish an appropriate maximum speed of individual wagons with axis loads greater than 22,5¢ — 120 km/h to establish an appropriate maximum speed of individual wagons with axle loads of up to 22.5— 160 kmin (or other value spacified in accordance with 4.2) to establish an appropriate maximum speed of individual locomotives or individual passenger multiple units. 5.2 Track constructions, track substructures and earthworks The load carrying capacity of the track, track substructures and sarthworks shall be dstermined in accordance with national requirements. Typically such methods take account of the type of rail and track components, sleaper spacing, track geometry, track quality, annual tonnage of traffic, inspection and maintenance regimes ‘and other national requirements otc. For £4 and ES traffic the requiramants in prEN 15687 are recommended. In order to establish an appropriate maximum speed for wagons with axle loads greater than 22.5 t for proposed speads > 100 km/h, special studies should be undertaken to check the dynamic effects on the track. ‘The infrastructure manager shall determine the correspondence between the local track classification system and tha ling classificatan system defined in this European Standard, Annex shows an example of the correepondence. The results of the above shall ke used fo determing the fine classification in eccordencs with this European ‘Standard with respect to the load carrying capacity of the track, track substructures and earthworks. 5.3 Infrastructure classification results ‘The classification of a line or @ section shall be taken 8s the lesser of: — line classification of civil enginsering structures determined in accordance with 5.1; — line classification of track, track substructures and eerthworks determinad in accordance with 6.2; — relevant associated requirements relating to speed in accordance with 4.2: — other general requirements relating to maximum permitted spseds for differant types of traffic and ‘operating restrictions etc.; — additional qualifications relating to the validity of the lina classification etc. i The result of infrastructure classification shall include the permissible line category(ias) and their associated maximum spesd(s) of each lina or saction of fine. If necessary, additional spead regulations and operating requirements relating to locomotives (a.g. locomotive classes and sssocisted maximum speed) or traffic types (eg. maximum speed of freight traffic or passenger traffic} due to this Europaan Slanderd shall be given subject to any more onerous requirements arising due to other regulations. Where the line classification is E4 or E5, additional results shall be given for the line category D4. NOTE Examples of the results of line clasetfication are given In Annex F 6 Gategorisation of railway vehicles 6.1 General rules The categorisation of e vehicle by line catagory of payload limit for a fraight wagon definad by line category represents the static vertica! load affects produced by the freight wagon or vehicle. The permissible fine calagory or the permissible payload of vehicles shall be determined such that the maximum bending moments snd shsar forcas on a single beam of any span langth throughout the span forEN 190207<0U0 {E) ‘any position of load across tha span do not exceed the values calculated for the load models defined in Annex A. The losd models together with an unlimited number of the vehicis being categorised shall be used in the calculations, ‘Simply supported spans from 1,0 m to 100,0 m shall be checked. The maximum span increments shall not ‘exoged the values in Table 1. ‘Table 1 — Maximum span increments depending on span length span anga im) | "min span 1,0 to 10,0 0.2 10,0 to 20.0 1,0 20,0 to 60,0 2,0 60,0 to 100,0 5,0 NOTE An example of the application of ths method ls glven in Annex G. ‘The vehicle mass shall be taken as the design mass under axceptionsl payload according to prEN 15683. When datarmining the maximum axle loads, measured axle loads shall be taken into account. Where any of the itams specified in prEN 15863 are not included in the measurad weights, adjustments shall ba made. Re-evaluation of the payload-weight tables for freight wagons and a re-categorisation of other vahicles types shall be undartaken whan the weight of a vehicle is incraased or the distribution of axle loads changed. The measured vehicle weight for the modified vehicle shall be usad to confirm the calculations. ‘Changes in axie load of up to 100 kg from the original, whether as @ result of technical alterations or a change in distribution between axles may bs neglected for the purposes of vahicle catagorisation, ‘Ths ratio of the two wheal loads on each axle shall not excead 10/8 = 1,25. However, the sum of both wheel loads shail not exceed the axle load relavant for line category. For locomotives. additional requirements are ivan in 6.3, 6.2 Frelght wagons 62.1 Specific rules for freight wagons ‘The compatibility of freight wagons and thair loads with the load capacity of lines can be determined by their geomatrical and load characteristics, i.e. axle apscing, axle load and mass per unit length. ‘Ths payload limit according to line catagory shail bs determined socording to 6.1. The maximum allowable payload end axle load for each type of wagon corresponding to each line category cen be calculated as shown in Annex G, Altematively, values for permissible axle loads for 4 and G-axle wagons re given in Annex H and Annex |, which can be used to determine the maximum permitted payloads. ‘The above payload limits are only valid the permissible payload is evenly distributed aver the length of the wagon. In the case of longitudinally displaced or unevenly distributed loading, the payload shall be reduced, so that the value of the parmissible axle load is not exceaded. ‘As an exception 20 t axle loads may be exceaded by up to 0,6 t on Category C lines forNv 1392e2c0U0 {Ey — 2axles long wagons with 20 t axle loads and 14,10 m < length over buffers < 15,50 m to bring thelr payload up to 28 t = wagons dasigned for 22,5 t axle loads to offset the extra tare incurred in making them suitable for such axle loads. In practice, the maximum permissible mass per whee! shall be 17,1 t 6.22 Resulting load limits for freight wagons Tha results of the calculation of tha maximum payload of a wagan for each fine category determinad sccording to 6.1 and 6:2.1 shall be recorded in a load limit table as shown in Annex G. ‘Where lower load limits are required by specific regulations” these lower values shall bs used. Groups of wagons with the same equipment shalt be identified within esch major manufacturing series (e.¢. ‘wagons with eir brakes, wagons with air brakes and gangway fitted with a screw brake). For each group of ‘wagons, the average tara shall be datermined and used in the celouiations. Attematively, the measured weight of an individual wagon can be used to determine the payload limit for the corresponding wagon. The tare of a wagon shall be calculated with new wheels and nev brake block shoas, all removable equipment and the maximum liquid quantity (fuel, refrigerant etc.) rounded up to the nesrest tenth of @ tonne, ‘The corresponding payload marked on tha load fimit table shall ba rounded down to the nearest tenth of a tonne. 6.3 Locomotives including power heads 6341 General Locomotives and power heads ete, characterised by carrying no passengers, mainly equipped with powared vhoelsets, shail ba categorised into fine categories. ‘The most onerous axle load distribution of each vehicle shall be determinad by measurement and taken into ‘sccount in the categorisation. When a vehicle is modified, its ling eatagary shall be re-evaluated. Geometrical characteristics with intended axis loads of the design mass shall be usad for catagorisation to determine the line category of a vehicle. ‘The tolerances for the measured weights of vehicles shall be: —— individual weights of each locomotive in a series shall not exceed 3 % of the dasign mass, and — maximum uppar tolerance of the axle load is 5 % of tha intended axle toad, and — load of the wheels measured’ on one side of the vehicle shall nat differ by mors than + 4 % from the average of the measured wheel loads on both sides, and — load differanca between the right and the fefl wheel of each axle shall be within + 5% from the measured axle load. ‘Tha values of the intended design mass and intended axlo loads shall be tha same within a saries of locomotives, 1) RID regulations (Annex | to Appandic B of the COTIF) of the RIV agreement (Appendly Il, Loading guidelines}When tha tolerances of 3 vahicle type excead the permitted tolerances as defined above, the excseding loads shall be respected in the calculation of the line catagory for the vehicle. 6.3.2 Vehicles with intended equal axle toads: A vehici is considered to hava intanded equal axie loads Puy. f the percentage of each individual axis load P, ralatad to the mean axta load P,,, is within the range of 2%. ‘The mean axle load of the vehicle, shown in Figure 1, is Pay = (Pay Pau Posy + Pasvbi4. Figure 1 — Intended equal axle loads Pv of a vehicle The intonded equal axe load of a vehicle Fy, is the design mass divided by the number of axlos, Py. Shall be used to determine the line category, providing (Pm- Pix) My 100 is within the upper tolerance of 3%, otherwise P,, is relevant fer categorisation. NOTE For an example of a weight note Used 10 assist with determining the axle loads used for categorising locomotives 868 Annex M, 63.3 Vehicles with different axis loads \Vehiclas with different axle loads consist either of — individual axles toads, or — individual axles loads and @ group or groups of Intended equel axles loads, or — 8 group oF groups of intended equal axles loads only. For vehicles with a group or different groups of intended equal axle Inads Ay (see Figure 2) tha mean axle load Pyay of each group shall be determined. The percentage of the intended equal axis load Pwy related to the mean axle load 2, of the group of axles shall be within the range of 2 %. The mean axle load of the group of intended equal axle loads of the vehicle, shown in Figure 2, 15 Praw = (Pros tPaoN2, i Figure 2—~ Group of intanded equal axle loads Py of a vehicle When tha measured axle loads excead the parmitted tolerances, the msasured values ara to be used in the calculation of the fine category for the vehicle,63.4 4-axle locomotives ‘Laxle locomotives shall be categorised in accordance with the genersl requirements in 6.1 and 6.3. Generally. the critical parameters for categorisation of 4-axle locomotives are axle load P (18 t to 22.5 +t) and the bogie axle spacing (2,2 m to 3.4m). Typically the mass per unit length is less than 6,4 tim and the distanes from end axle io the and of the nearest coupling plane is graater than 1,9 m. ‘Subject to satisfying the above criteria the maximum axle load determines the line category: — line category D2, D3, D4, D4xL: 20 t < maximum axle load P = 22.5 1), — fine category C2, C3, C4: 18 t< maximum axis toad P < 20); — line category B2: 16 t < maximum axle load P < 18 t}, NOTE To asslat with optimising loco-hauled passenger train apeed within tha sama line catagory (8g. allow 8 21,01 4-axle locomotive to run faster than a 22,5 t d-axle locomatlve), L4 focomative cissaae ere defined in Annex J, Table Jt hows an example of an L4 class locomotive used In a passenger train, 63.5 6-axle locomotives G-axle locomotives shall be categorised in accordance with the general requirements in 6.1 and 6.3. Generally. the critical parameters for categorisation of G-axle locomotives is tha maximum axle load F (18 t to 22 t) to the distance between axles within a bogie (1,8 m to 2,25 m). Typically, tho mass per unit length is toss than 6.4 Ym and the distance from end axle to tha end of the nearest Coupling plane is greater than 2,1 m. NOTE To aeslet with optimising tine categories for most G-axde locomotives, locomotive classes LOw, LEin LBs ant LG sre defined In Annex K. Table K.1 shawa an example of LB class locomotives used In a passenger tain. 6.4 Passenger carrying vehicles ‘Muttipte unit sets, motor coaches, railoars and nan-powered passenger coaches shall be categorised into ine alegorias according to 6.1. Generally passenger coachas correspond to line category A, Bt or B2. In addition to the requirements of 6.1, multiple unit sets shall if relevant be considered as = group of fixed formation vehicles. The number of fixed formations to be taken into account shall be in accordance with the oparational restrictions for the vahicles. 6.5 Other non-powered railway vans Postal vans, luggage vans, car ferrying vans and coaches for non-fare paying passengers (e.g. maintenance staff) and equipment may be considered as either a freight or passenger train. 6.6 Special vehicles In addition to the requirements of 6.1, special vehicles defined in CR TS! OPE e.g. raibvay cranes, maintonance machines, powered or ner-pawecad, shall if relevant ba considered as a group of fixed formation vehicles with associated metch wagons atc.When determining the line catagory two different cases shall be taken into account; Case 1: 2 train of infinite number of fixed formation of vehicles (or single vehicles) as eppropriati; ‘Case 2: one single fixed formation or singla vehicle 8s appropriais convayed in a train of reference wagons {except reference wagons xL-a and xL-b) defined in Annex A corresponding to the fine category daterminad from Case 1. The categorisation shall ba taken as the most onerous of Caso 1 and Case 2, Working conditions for these vehicles are outside the scope of this Europaan Standard, 6.7 Vehicle categorisation results ‘The result of the categorisation process is shown in Table 2. Tha vehicles are related to a payload limit, corresponding line category or locomotive class.bt sewmarontre LP Table 2 — Categorisation results ‘Type of vehicles Result Freight wagons and other vehicles with ralavant payload Payload limit Line category Locomotives and power heads oe fand ive class ‘Other powered and non-pawered veohices j ao If vehicles or wagons and payloads cannot be categorised, being outside of the scope of tha line categories dofinad in this standard or Cleuse 6, these vehicles shall be treated as individual vehicles 7 Compatibility of the interface between vehicle and infrastructure If the category of a vehicle (or the payload limit of @ wagon) is lass than or equal to the classification of the tine, compatibility has bean demonstrated. Requirements related to spaad also form part of this validation. The line categories are ranked by letter A <8 D4, but Déxl # £4, 5. When considering @ train, the rufing case for tha train shall be the vehicle with the most onerous categorisation with the maximum spead of the train limited to the most restrictive speed requirament. Freight traffic is compatible with the fine if the Kine category corrasponding to the payload of all wagons and line categories of the locomotive(s} do not exceed the line catagory of the line taking into account the associated maximum speed, Passenger traffic is compatible with the line if tha line categories of locomotives and coaches do not exceed the line catagory of the line taking into account the sssociated maximum speed. If necessary, additional requirements (locomotive classes, single approval atc.) shall be stated: Where compatibility using line categories can not be demonstrated, an individual line check, taking local proceduras into account, shall be performed to demonstrata compatibility, An individual line check is necessary: — for individual vehicles (see 5.1 and 6.7); — ifthe line category of a vahicle or payload limit of a wagon exceeds the line category of tha lina; — if the operating spead exceeds the associated maximum speed of the line category; — for exceptional consignments” (e.g, loaded wagons with more than 8 axles): — for freight trafic up to 120 km/h if not complying with the requirements of this European Standard, In most cases, individual line checks require additional spacific evaluations or calculations, ?' Excaptionst consignments are defined snd listed In Clause 4 of WIC 502:2007,BS EN 15528:2008 EN 15528:2008 (E) NOTE Whore a naw or diferant vehicle or payload Ia propotad that wall require an Individual ling chack, @ary Consultation with the Inrastucture managee durlng he first stagas of design of he vehicle and oF tha planring of operation |p recemmanded. Possible results of individual ling checks are: — compatibility demonstrated; — competibilty demonstrated subject to additional restrictions on operating speeds or loading, limitations on ‘rein formation, the use of barriee wagons ste. — compatibility not demonstrated, vehicle or train operation refused,EN 15528:2008 (E) Annex A (normative) Reference wagons and load models representing the line categories ‘Table At — Reference wagons Mass | Ade Per | Reference | toag | Unt | ‘Geometrical characteristics wagon Pit) | wim) | . . $3: “BOL 1601 160: A f 160 | Tom ar Porc 189 101 B10 50 : nn Ez B2 wo Ba c2 Do Tae Ison sre eur C3 20 72EN 15528:2008 (E) Mass per unit length im) 64 Table At (concluded) Geometrica! characteristics 1800 13004 Reference | {ig wagon P(t) | D2 | 2s | D3 D4 xL-a 20,0 80 Toum talon xL-b 25 E4 25,0 ES 250 Ta 80 88 78d aM“EN 15628-2008 (E) Table A.2 — Load models representing the line categories for all vehicles Line Arrangement of reference wagons : category n....unlimitad number ee nxA 7 LLL nxBt Bi nxB2 ec ne || | nxc2 eA a ee ele eed) ax nace nxb2 eee re rr ee ef nxD3 0. ER. axD4 ee _ Rggdiis gligegdeselgeg pe diaslgesllsdheeiealiana . The first character, a letter, characterise the limits for axle load and the second character, a number the limits for mass per unit length of the corresponding load model. The line categories are ranked by letter A D4, but Déxd # E4, ES. NOTE 3 _ Spscisl trafic may be categorised sccording to deviating regulations or to diifecent line categories (e.g. fins category F—27.5 tor G— 30,01).action resistance method results compatibility Annex B (informative) BS EN 15528:200: EN 15528:2008 (E Flow chart: Classification of infrastructure and categorisation of vehicles Classification of Infrastructure (5) Load Models based on Reference Wagons zecosing to Manca A, BI, B2, C2, C3, Reallinfiasteucture (8) Rees) axle geomet Categorisation of Vehicles (6) LUntinites sumhes et real vehicles rea maxmu svle ood C4, D2, D3, D4, DaxL, £4, ES Track constructions, (rack substructures and earthworks (5.2) ‘Givil engineering a sslruclunes (75 1 Cateapenderen been ations’ class¥ication | system end line oatazar ‘spleen a ‘gaocialod Maximum Speed. F nscovsany. proves additonal | information for locorrotv9s -.onivg tester then ‘eight speeds, Fraxarple | Load models on real “< 109 ah | loaded lang“: and reat abe sysceme takicg dynam load ‘Facts inz apcount ne Virtual infrastructure ¢¢. powered wehcies rho.t payee 4 BSE no she) nelue the Line Calegiery 20 Line Category of a vehicle Cor the Payload Limit of a wagon) is less than or equal to the classification resutts of the Hine © Figure B.1 — Shows the flow chart for the classification of infrastructure and categorisation of vehiclesAnnex C (informative) Comparison of RA-classification with line categories {In Great Britain all lines and vehicles are categorised by a Route Availability (RA) number In accordance with the classification system called the RA (Route Availability) system. As part of placing a vehicle into service, each vehicle is required to be categorised under the RA system. Tha RA system (including the mathadology for calculating the RA number of a vehicle) is dofinad in Railway Group Standard GE/RT8006 Interface betwaen vehicle weights and underline bridges. Line category > RA — number * A > RA3 B1 > RA5 B2 > RA6 c2 > RA7* C3 > RAS" C4 > RA 10°" D2 > RA8 D3 > RAB D4 > RA 10 NOTE 1" The corraspondencs is valid for span tengths up to 50 m. Additional requirements apply for spans over 50m ~ soa GEIRTBOO5. Adciticnally, the line catagory (03, D4 atc.) of a vehicle with a particular RA number varies necording fo span langth and this table should nol be used to determine the lina category (03, Dé etc.) on the basis of RA number. NOTE 2“ For ling category C tha RA number takas account of tha note in 6.2.1 regarding the exception for 20 t axle loads to be exceeded by up 10 0,5 tBS EN 15528:2008 EN 15528:2008 (E} Annex D (informative) Typical maximum speeds for different traffic types ‘Typical maximum speed categories: — loca hauled passenger train <120kmh <= 140km/h <160 km/h $200 kmih* — mule unit £420kmv/h £440 km/h S160 kmin £200 kmh” — freight train = 80kmh <400kmh <420kmm <160kmm™ %) depending on the characteristics of vehicles and bridges, the mathod of checking compatibility of the Interface between vehicles and infrastructure defined in this European Standard is not always valid for speeds over 160 km/h due to the potential for excessive dynamic effects and resonance In existing bridges. In such cases an individual line check is required. only for ight weight freight trains (e.g. mail transport) that are similar to passenger trains.BS EN 15528:2008 EN 15528:2008 (E) Annex E (informative) Methods used to determine the load carrying capacity of existing structures Methods typically used to determine the load carrying capacity of structures include: — recalculation of structural capacity taking Into account structural configuration and details, the distribution of load effects, material properties and the condition of the structure, the strength of structural elements and other safety related criteria etc.; — comparison of the original design loading specification with the load affects generated by tha load models taking into account dynamic effects, together with allowances as necessary for the condition of structures and advances in predicting the structural capacity of structures; — In the absence of data from bridge recalculations or information on the original design loading specification, enginoering judgament may be used to assign the structure a line catagory on the basis of its current condition and behaviour under the line catagory of vehicles regularly using the structure ‘for a significant period at up to the same spaed. The methodology used should be in accordance with national requirements,Annex F (informative) Line classification information F.1General Depending on the option used for taking speed into account, the results may not be sufficient for the intended operations. When this occurs, consideration may be given to determining a higher line catagory at a reduced speed to reduce the need for individual line checks, Similarly, whera the maximum speed of operation Is not sufficient, consideration may be given to determining a reduced line category at higher spoads to reduce tha need for individual line chocks. Line classifications relating ta locomotives may be expressed in accordance with the load madels defined In Annex A or the locomotive classes defined In Annex J and Annex K. The following exampies illustrate some of tha options for providing information describing the lina classification of a raute: F.2 Example 1 Traffic type: Mixed traffic Local line speed: 90 kmh Determinad line category: D4 at maximum of 90 km/h Information: D480 F.3 Example 2 Traffic type: Mixed traffic Local line speed: 4120 km/h Determined line category: C4 at maximum of 120 kmih and D4 at maximum of 90 kmih Information: 04/120 and D4/90 If required, additional information may be given, e.g. for — Operating rastrictions or national regulations for locomotives corresponding to line category D4 for speeds greater than 80 kmnfh, F.4 Example 3 Tratfic type: Mixad traffic Local line speed: 160 kmin Determined lina category: D4 at maximum of 140kmih (freight 90 km/h) and C2 at maximum of 160 kmh (freight 120 km/h) Information: 04/140-F90 and C2/160-F120 and Laas 5 160 1 required, additional information may be glvan, 6.9. for — Operating restrictions ‘or national regulations for locomotivesBS EN 15528:2008 EN 15528:2008 (E) NOTE 1 The speed associated with fins classification may bs lower than the maximum fing speed as published by the infrastructure manager NOTE2 The sssocietsd requirements relating to speed should be in accordance with national requirements. Typical associated requiramants relating to speed may includa consideration of the maximum permitted spacd for a vehicle, limits on the speed of train from operating requirements snd the maximum spasd of the various vehiciss in the train, published requirements correlating line catagory with associated maximum speed for the infrastructure etc.Ames & (informative) Example of calculation methodology G1 General Annex G shows haw to categorise vehicles into line categories and haw to calculate the load limit table of a freight wagon. Step 1: Wagon data The vehicle manufacturer shall provide the relavant information for the vehicle or wagon to be categorised (geometrical characteristics, tare weight, individual axle loads in tare condition, individual maximum axlo loads when the wagon is fully laden. The example in this annex shows a wagon with two 3-axled bogies. b aoa c a a ob an aenmunenecrsemeaaee OOO OOO Key b distance from end axle to the end of the nearest coupling plane (1,5 m) a. distance between axles (1:8 m) ¢ distance betwoan the two inside axles (6,7 m) ‘Tare weight 39 (all axle loads 6.5 t for empty wagon) Load limit of wagon 93 Fully laden welght (In this example 99t + 39 t = 1381, all axle loads 23 t) Figure G.4 Step 2: Calculation Assembte a train with an unlimited number of six axle wagons as illustrated in Figure G.2. n-1 n net ae) ry ar eel 3 oo Figure G.2 — Typlcal train assemble with an unlimited number of wagons {full loaded ~ 23,0 t axle loads) The maximum banding moments and maximum shear forces in simply supported beams with spans in the range from 1m to 100 m due to this assembled train of wagons are calculated and compared to the values 29 een Shc net,Do BAY AuvecivuO EN 15528:2008 (E) of maximum bending moment and maximum shear forces respectively due to the load models of each line category according to 6.1. Table G.1 and Table G.2 show tha calculated values of the maximum bending moments and maximum shear forces for each span compared to the corresponding values due to load model E4. In column “full / E24” the values of “E4-factor’ is stated and the maximum value is identified: Table G.1 “E4-factor’ 1,159 at 16,0 m span and Table G.2 1.111 at 14,0 m span, For the laden vehicle to be compatible with line category E4, for example, the load effects from the train of wagons for each span shall be less than or equal to the values produced by load model E4, Figures and Tablas in G.2 and G.3 show graphically the data comparing the train of wagons with to the load model E4, Step 3: Load limit table In this example the train of wagons values exceed tha E4-values by "E4-factor" 1,159 at a span of 16 m. To be compatible with line category E4, the maximum total welght of the wagon shall be reduced (by 4#1,159) from 138 t to 119 t. The payload limit for E4 is 80,0 t (119 t minus 39 t tare weight). ‘Table G1 — Load limit table A | Bt] B2| C2] C3} C4} D2] D3 | D4 | D4xL e | es | soar) NOTE 1 — The values in Table H.t and auxiliary tool producing approximate results in some cases and may be used a6 an NOTE 2 The results of the payload value for E4 using Table 1.1 is 78 t (19,5 t multiplied by 6, minus 39 t tare weight), The values for the other line categories are obtained by using the same method, Existing wagon restrictions, including the maximum speed of the wagon and RIV loading guidelines (concentrated loading, eccentric loading etc.), have to be taken Into account and may result in further reductions to the maximum permitted payloads.G.2 Tables of calculation results for example in Annex G Table G.2— Maximum bending moments Span | 4 empty full (m)_|_ (tmx 40) | (tm x 10) | (tm x 10) [56 | 493 156 58 | 517 | 166 60 | 542 176 62 1,146 62 | 567 185 ess | 1.155 64 | 605 495 | 690 | 1141 66 | 642 205 72a | 1,128 6s | 679 214 m9 | (4,117 930 | 1,159 4027 1,153 1124 «| 3076 | 4.145 \ asta | 4423 1220 | BD HN Loozoizuus EN 15528:2008 (E)Table G.3 —- Maximum shear forces Span| Ea Am) _|_(t90) | | 392 397 Full full? x1) | Es 431 1,062 933 1,078 965 1,065BS EN 15528:2008 EN 15528:2008 (E) G.3 Diagram of calculation results for example in Annex G seuss 9 BRR SSPRES ESSERE Key. ful 7E4 wagons loaded with payload corresponding to 4 Figure G.3 — Ratlo of bending moments In simply supported beams with spans from 4m to 100 m; maximum bending moment of loaded wagons / maximum bending moment for E4 wagon with two 2 eo opiniones pap cemacen neeeel awa éxled bogies DOO "OOO OOO OOO” Brine: s jale|b|blalal bl blale| cm cee : eee - + tare waight 39 maximum load limit of ragon sat wagon fly laden 138 t~ axle toed 23% Key b distance from end axle to tha end of the nearest coupling plane a distance between axles distance between the two Inside axlesBS EN 15528:2008 EN 15528:2008 (E) ws full 4 ‘wagons loaded with payload ‘corresponding to, e4 Figure 6.5 —Ratlo to shear forces In simply supported beams with spans from 1 m to 100 m; maximum shaar force of loaded wagons / maximum shear force for E4BS EN 15528:2008 EN 15528:2008 (E) Annex H (informative) Maximum permissible axle load P — Wagons with two 2-axled bogies Maximum permissible axte load P for the various line categories in relation to the dimensions a and b Figure H.1 — Wagon with two 2-axled bogies a= distance between axles b = distance from end axle to the end of the nearest coupling plane = distance between tha two inside axles .L = wagon length aver butfors Table H.4 Values of dimensions Line categories: 8b A Beet ea esG2 "bapa be | pat Ee Es ‘i . ‘ t t t ‘ 580 350 7a 7a oe ms | me 250 40 150 ‘0 +80 ais | ms 240 130 148 os | | te5 ms | 20 | 20 420 140 sso_| 175 mo | 2s | zo 470 480 180 170 100 as | 2s | m8 +0 450 170 120 ao | 20 28 420 440 460 180 mo | 26 | 2s L 320 140. 155 srs es | zion | as 7 450 1s ‘ea 0) ans] anaes +40 145 180 180 mo | 20 | ms 430 we 155 175 mo | zo | zo 4.20 tas 450 170 seo | 25 | 20 780 7.80 158 155 ‘70 ‘5 | 200) 2x0 140 498 155 70 ws | 20 20 430 135 155 170 seo | m0 | 20 a oe Ee a 4 a0 4.50 130 148 185 vas | 190) 200 140 430 us 165 tas | ipo 200 430 130 145 168 es | 10 | 200 420 330 145 wes sas | 30200 7380 7.80 125 140 a 7 140 125 140 158 vs | ten | tts 430 128 140 oo 120 128 149 155 ws | tes 185EN 15528:2008 (E) NOTE The axle loads shown in the above table are only valid: — ifthe distance between the two insida axles is greater than double tha distance from the end axe to the end of the nearest buffer (c>2 x b). if this is not the case, the dimension b is taken instead as tha value e/2 or the naarast value below shown in the table, If ¢/2 < 1,20 m, a caloulation is required (see 4.1} and — if the wagon length over buffers Z is such that the mass per unit length p falls within the line category undar ‘consideration, Otheawiss the permissible axle load is lower end is equal to p x Li. EXAMPLE Wagon with two 2-axled bogies (a = 1,62 m, b = 1,43 m, e= 7,30 m, Tare weight 28,22 t) Load limit is determined according to line category C3 » Check ife >2xb (7:3 > 2x1 43)and if 2 >1,2 (7,312 > 1,2); a.nd b values are rounded down to tha decimal comma (1,62 to 1,60, 1.43 to 1,40); ‘The value of P from the table for a = 1,60 and b= 1.40 and C3 is 18,0 t; ‘Check mass par unit tangth & xj (2x (a+b) +0) 7,2 tim (4 x 1B,0/(2 x (1,6244,43}+7,3) = 5,37 < 7,20 im); “The payload limit sccording to C3 is 4 x P-Tare (founded up to tha tenth of s tonne) 4 x 18 -28,3=43,7t, a RENS Due to tho fact that the table is en auuiliary tool, the result of 43,7 t is an approximation, The calculted result socording to 6.1 is 44,4 t.EN 15528:2008 (E) Annex! (informative) Maximum permissible axle load P —- Wagons with two 3-axled bogies Maximum permissible axie load P for the various lina categorias in relation to the dimensions a and b Figure I. — Wagons with two 3-axled bogles a= distance between axtes b = distance from end axle to the end of the nearest coupling plane © = distance betwean the two inside axles = wagon length over buffers | Values of Line extegovien Simensions e | ba [et | a2 | ce Tos | oe ot om 4 ia0 | 150 16.0 185 20) 180 130 20.0 |.180 190 195 | 180 tas 190 190 185 180 195 195 190 185 130105 150 180 190 150 185 190 150 195 | 120 185 150 10 148 : 130 130) 145, 190 | 190 180 | 145 13s | 178 190 | 145 130 | 175 180 | 140 wo | 175 178 140 140 sao | 178) 178 180 | 175) 17.5 | 14.0 | x20 sa | 140 s7s | 70 475 | ta | o $36 | 138 s1@ | s70 170 140 135 | 135 so | 79 $70 fee Blas tro | 170 170BS EN 15528:2008 EN 15528:2008 (E) NOTE Tha axle loads shown in the above table are only valid: — Ifthe distance between the two inside axles is greater than double the distance from the end axle to the ond of the nearest buffer (c > 2 xb). If this Is not the case, the dimension b Is taken instead as the ‘value ¢/2 or the naarest value below shown in the table. If c/2 < 1,20 m, a calculation is required (see 6.1}and — If the wagon length £ between buffers is such that the mass por unit length p falls within the line category under consideration. Otherwise the permissible axle load Is lower and is equal to p x £/6. EXAMPLE ‘Wagon with two axed bogies (a= 1,80 m, b = 1,50 m, ¢= 6,70.m, Tare waight 39,00 t) Load limit is determined according to Line Category E4 4, Chock if o> 2 x b (6,70 > 2.x 1,50) and # 6/2 > 1,2 (6,702> 1,2) 2. @ and b values are rounded down to tha decimal comma (1,80 to 1,80, 1,60 to 1,50); 3, The velus of P from the table for a = 1,80 and b= 1,50 and E4 is 19.5 4. Check mass per unit length 6 x PA2 x (@ +b) +c) $7.2 tm (6 x 19,542 x (1,50 + 2 x 1,80)) + 6.70) = 6,90 < 8.00 tim): 5S. Tho payload limit according to E4 is 6 x P-Tare (rounded up to tho tonth of a tonne) 4 x 19,5 - 39.0 78,01. ‘Due to the fact that the table is en aundliary tool, the result of 78,0 t is an approximation, The celculated rasuit aecording to 6.1 is £0,0tBS EN 15528:2008 EN 15528:2008 (E) Annex J (informative) L4 locomotive classes (4-axle locomotives) a = distance between axles (m) b = distance from end axle fo the end of the nearest coupling plane (m) ¢ = distance between the two inside axles (m) 4. length over buffers (m) 4-axle locomotives with intended equal axle loads can be catagorised into L4-locomotive classes without calculation process providing the values 2, a and b of the reat locomotive ara greater than or equal to the values shown In Table J.1. if the value ¢ <2 x b, the dimension b shail instead ba taken as the value 6/2. In this case ¢ shall be greater than or equal to 3,8 m. ‘The axle load P, relevant for categorisation (see Annex M) rounded up to half a tonne (xx,x), flxes and complates the exact notation of the L4-class. Table J.1 — LA locomotive classes Geometrical characteristics GX = axle load P (t) relevant for categorisation (see Annex M) according to 6.4.1 rounded up to half a tonne. L4-classes are useful for optimising passenger train speed. The infrastructure manager may provide additional tine information (see Example F.4) including L4-lacomotive classes. The correspondence between L4- locomotive classes and line catagorias Is: — L4azs to L4an.s correspond to line categories D2, D3, D4, D4xL: — L420 t0 Late, correspond to lina categories C2, C3, C4; — Liga and below 18 correspond to line categories BY and B2, EXAMPLE Locomotive OBB: #=21.5t, 2 = 16,06 m, a= 2.90m,b=258m,e=5,10m Check: £>14,5m,a>24m,b>1,9m,c<2b,c>38m > Lane i the assumptions for bridge classification are made as shown in the Example J, the information for this locomotive con fines, whare the track scross a bridge is straight, could be as follows: This locomotive could be permitted to run as a passenger train, whora the track acroga a bridge is straight, on D-finga tuo to 60 kmih faster (cacands on the local ling sosed) than # Dé freiaht train with maximum sosed of 70 kmh toBS EN 15528:2008 EN 15528:2008 (E) Ff the locomotive is calegorisad into fine catagory D2 the corresponding spesd Increase related to freight traffic speed is only 40 krvh faster (A40 km/h). If the results for track and earthwork infrastructure permit, this locomotive could also run according to freight train spaads on C-linas. where the track across a bridge is straight. The effects of traction forces should be taken into account. EXAMPLE Comparison of the maximum permitted speads for the fina catagories and L4 locomotive classes teking inta account # reducad partial safety factor for railway loading for L4 locomotive classes (8.9, using & reduction in partial safaty factor for rail loading from 1,45 to 1,3) The delta speed information, representing the faster speed of locomotives running as passangar trains compared to the maximum freight traffic speed, depends on the line category and whether a reduced partial safety factor for traffic loads of locomotive Is used (where permitted by national requirements) or if additional load carying capacity of structures has been determined. In the process of classification of infrastructure the delta speed of each line category and L4-locamotive class the effects of contrifugal force should be taken into account. NOTE This example illustrates the advantages of using the loco classes to permit greater oparating speeds than would be obtained using the fine category D2 (only valid on lines, where the track across a bridge is straight). Table J. — L4 locomotive class ‘Maxfmum passenger train speed = 200 km. The valuas of the table roprasant tha additional spoed of locomotives running as passenger traina compared to the maximum freight tain spead of a straight line on single span beams only valid on straight lines (in curves centrifugal loads are be taken into account) and are valid for: — maximum speed of freight tran of 70 kmih to 120 kmh, — reduced partial safety factor for railway loading for L¢ loco of 1,3: — subject to the provisions of track classification resus. “The values of the table represent the sdditonal speed of passenger trains compared to freight train speed and aro \2lid for a maximum of two locomotives.\ununnanve; L6 locomotive classes (6-axle locomotives) a= distance between axles istance from end axle to the end of the nearest coupling plane ¢ = distance between the two inside axles. = langth over buffers 6-axle locomotives with Intanded equal axle loads can ba categorised into L6-locomotive classes without calculation process providing the values L, a and b of the real locomotive shall be greater than or equal to the values of relevant locomotive ciass shown in Tabla K.". If the value ¢ < 2 xb, the dimension b shall instead be taken as the value ¢/2. In this case ¢ shall be greater than or equal to 2 x b. The axle load P, relevant for categorisation (see Annex M) rounded up to a tonne (xx), fixes and dotormines the L6-class. Table K.1 — L6 locomotive classes Loco- | Axleload Mass per Geometrical characteristics class Po unit length p (tlm) b a c a, @ L6, 190 62 | aa pie te Tepe] at 19 . ee ~ = bia a © aja b L620 20.0 64 zi [20]20 20 [20] 21 Léa, | 210 64 | | | b ee c a a b 162 22.0 64 28 [226] 20 20 ]2%] 28 | L6-classas aro usaful for optimising locomotive speeds. The infrastructure managor may provide additional {ing Infomation including Lé-classes, ABS EN 15528:2008 EN 15528:2008 (E) EXAMPLE Locomotive OBB: P= 19,81, L= 18,8 m,a=245m,b=2,15m,¢=4,7 m Check: £ > 18,75m,a>2,0m,b>2,1,¢>2xb & 16x ‘The permitted Line Category and corresponding spead on linas, whare the track across a bridge is straight, see Table K.1. EXAMPLE Comparison of the maximum permitted sposds for the line catsgoriss snd L6 locomotive classes taking into account 8 raducad partial safety factor for raitwey loading for Lé locomotive classes (e.g. using @ reduction in partial safety factor for rail leading from 1,45 to 1,3) Table KA — L6 locomotive classos [Table H B2 ¢2,03,04 | 02,03, vs | L6 a2 Ato km/h | LB [420 kmh 420 kmih L645 x x A10 kmh NOTE Comparing locomotive classes L6 to lina categories (only valid on fines, where the track across a bridge is straight} ‘The valuss of the teble represent the additions! spaed of locomotives running as passenger trains compared to the maximum freight train speed of a straight lina on single epen beams only valid on straight lines (in curves centrifugal loads are be taken into account) and ara valid for: — maximum spaod of fraight train of 70 km/h fo 120 knw; — _raducod partial safety Factor for railway loading for L6 loco classaa of 1.3: — subject to the provisions of track classification rasuits ‘The valuas of the table represent the additional speed of passenger trains compared to fraight train speed and ara velid far @ single locomotive.