EN 12663-1:2010+A2:2023

SLOVENSKI STANDARD
01-maj-2024
Železniške naprave - Konstrukcijske zahteve za grode železniških vozil - 1. del:
Lokomotive in potniška železniška vozila (tudi alternativna metoda za tovorne
vagone) (vključno z dopolnilom A2)
Railway applications - Structural requirements of railway vehicle bodies - Part 1:
Locomotives and passenger rolling stock (and alternative method for freight wagons)
Bahnanwendungen - Festigkeitsanforderungen an Wagenkästen von
Schienenfahrzeugen - Teil 1: Lokomotiven und Personenfahrzeuge (und alternatives
Verfahren für Güterwagen)
Applications ferroviaires - Prescriptions de dimensionnement des structures de véhicules
ferroviaires - Partie 1 : Locomotives et matériels roulants voyageurs (et méthode
alternative pour wagons)
Ta slovenski standard je istoveten z: EN 12663-1:2010+A2:2023
ICS:
45.060.20 Železniški vagoni Trailing stock
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 12663-1:2010+A2
EUROPEAN STANDARD
NORME EUROPÉENNE
November 2023
EUROPÄISCHE NORM
ICS 45.060.20 Supersedes EN 12663-1:2010+A1:2014
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 Wagenkästen von Schienenfahrzeugen - Teil 1:
ferroviaires - Partie 1 : Locomotives et matériels Lokomotiven und Personenfahrzeuge (und alternatives
roulants voyageurs (et méthode alternative pour Verfahren für Güterwagen)
wagons)
This European Standard was approved by CEN on 23 September 2014 and includes Amendment approved by CEN on 14 August
2023.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this
European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references
concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN
member.
This European Standard exists in three official versions (English, French, German). A version in any other language made by
translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2023 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 12663-1:2010+A2:2023 E
worldwide for CEN national Members.

Contents Page
European foreword . 4
Introduction . 5
1 Scope . 6
2 Normative references . 6
3 Terms and definitions . 6
4 Coordinate system . 7
5 Structural requirements . 7
5.1 General . 7
5.2 Categories of railway vehicles . 8
5.2.1 Structural categories. 8
5.2.2 Locomotives . 9
5.2.3 Passenger vehicles . 9
5.2.4 Freight wagons . 9
5.2.5 Other types of vehicles . 9
5.3 Uncertainties in railway design parameters . 9
5.3.1 Allowance for uncertainties . 9
5.3.2 Loads . 10
5.3.3 Material . 10
5.3.4 Dimensional tolerances . 10
5.3.5 Manufacturing process . 10
5.3.6 Analytical accuracy . 10
5.4 Demonstration of static strength and structural stability . 11
5.4.1 Requirement . 11
5.4.2 Yield or proof strength . 11
5.4.3 Ultimate failure . 12
5.4.4 Instability . 13
5.5 Demonstration of stiffness . 13
5.6 Demonstration of fatigue strength . 14
5.6.1 General . 14
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 . 17
6.2.1 General . 17
6.2.2 Longitudinal forces in buffers and/or coupling area . 17
6.2.3 Compressive forces in end wall area . 18
6.3 Vertical static loads for the vehicle body . 19
6.3.1 Maximum operating load . 19
6.3.2 Lifting and jacking . 19
6.3.3 Lifting and jacking with displaced support . 20
6.3.4 Re-railing and recovery . 20
6.4 Superposition of static load cases for the vehicle body. 21
6.5 Static proof loads at interfaces . 22
6.5.1 Proof load cases for body to bogie connection . 22
6.5.2 Proof load cases for equipment attachments . 22
6.5.3 Proof load cases for joints of articulated units . 23
6.5.4 Proof load cases for specific components on freight wagons . 23
6.6 General fatigue load cases for the vehicle body . 24
6.6.1 Sources of load input . 24
6.6.2 Payload spectrum . 24
6.6.3 Load/unload cycles . 24
6.6.4 Track induced loading . 24
6.6.5 Aerodynamic loading . 25
6.6.6 Traction and braking . 26
6.7 Fatigue loads at interfaces . 26
6.7.1 General requirements . 26
6.7.2 Body/bogie connection . 26
6.7.3 Equipment attachments . 26
6.7.4 Couplers . 26
6.7.5 Fatigue load cases for joints of articulated units . 27
6.8 Combination of fatigue load cases . 27
6.9 Modes of vibration. 27
6.9.1 Vehicle body . 27
6.9.2 Equipment . 27
7 Permissible stresses for materials . 27
7.1 Interpretation of stresses . 27
7.2 Static strength . 28
7.3 Fatigue strength . 28
8 Requirements of strength demonstration tests . 28
8.1 Objectives . 28
8.2 Proof load tests . 29
8.2.1 Applied loads . 29
8.2.2 Test procedure . 29
8.3 Service or fatigue load tests . 30
8.4 Impact tests . 30
9 Validation programme. 30
9.1 Objective . 30
9.2 Validation programme for new design of vehicle body structures . 31
9.2.1 General . 31
9.2.2 Structural analyses . 31
9.2.3 Testing . 32
9.3 Validation programme for evolved design of vehicle body structures . 32
9.3.1 General . 32
9.3.2 Structural analyses . 32
9.3.3 Testing . 33
Annex A (informative) Treatment of local stress concentrations in analyses. 34
Annex B (informative) Examples of proof load cases at articulation joints . 36
Bibliography . 39

European foreword
This document (EN 12663-1:2010+A2:2023) 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 May 2024, and conflicting national standards shall be
withdrawn at the latest by May 2024.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent
rights.
This document includes Amendment 1 approved by CEN on 2014-09-23.
This document includes Amendment 2 approved by CEN on 2023-08-14.
#This document supersedes EN 12663-1:2010+A1:2014.$
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
The start and finish of text introduced or altered by amendment is indicated in the text by tags #$.
This European Standard is part of the series EN 12663, Railway applications — Structural requirements
of railway vehicle bodies, which consists of the following parts:
— Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)
— Part 2: Freight wagons
!deleted text"
#Any feedback and questions on this document should be directed to the users’ national standards
body. A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Türkiye and the
United Kingdom.$
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.
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 13749:2021, Railway applications - Wheelsets and bogies - Method of specifying the structural
requirements of bogie frames
EN 15663:2017+A1:2018, Railway applications - Vehicle reference masses
EN 16404:2016, Railway applications - Re-railing and recovery requirements for railway vehicles
EN ISO 6892-1:2019, Metallic materials - Tensile testing - Part 1: Method of test at room temperature (ISO
6892-1:2019)
$
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
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;
!
d) loads due to re-railing and recovery operations without catastrophic failure."
The data defining the expected service conditions shall be part of the specification. From this data all
significant load cases shall be defined in a manner that is consistent with the acceptance criteria.
NOTE Where appropriate, stiffness criteria as defined in 5.5 should be part of the specification.
The requirements of this European Standard are based on the use of metallic materials and
requirements defined in 5.4.2, 5.4.3 and 5.6 and Clause 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/s .
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 12663-2:2010+A1:2023$.
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;
— 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- e.g. vehicles excluded in hump and loose shunting.
II
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.
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:
R S
d
U= ≤1
R
L
where
U is the utilisation of the component;
R is the determined result from calculation or
d
test;
S is a design safety factor (see 5.3);
R is the permissible or limit value.
L
NOTE The equation is sometimes expressed as:
R
L
≥ S
R
d
5.4.2 Yield or proof strength
Where the design is verified only by calculation, S shall be 1,15 for each individual load case. S may be
1 1
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 S
c 1
U= ≤1
R
where
U is the utilisation;
S is the safety factor for yield or proof strength;
R is the material yield (R ) or 0,2 % proof stress (R ), in newtons per square millimetre
eH p02
(N/mm ) (as defined in #EN ISO 6892-1:2019$) and taking into account any relevant
effects as described in 5.3.3;
σ 2
c is the calculated stress, in newtons per square millimetre (N/mm ).
In determining the stress levels in ductile materials, it is not necessary to satisfy the above criteria at
features producing local stress concentration. If the analysis does incorporate local stress
concentrations, then it is permissible for the theoretical stress to exceed the material yield or 0,2 %
proof limit. The areas of local plastic deformation associated with stress concentrations shall be
sufficiently small so as not to cause any significant permanent deformation when the load is removed.
Methods of treatment of local stress concentrations during calculation are given in Annex A and during
test are given in 8.2.2.
5.4.3 Ultimate failure
It is necessary to provide a margin of safety between the exceptional design load and the load at which
the structure will fail. This is achieved by introducing a safety factor S such that the utilisation shall be
less than or equal to 1 as given by the following equation:
σ S
c 2
U= ≤1
R
m
where
U is the utilisation;
S is the safety factor for ultimate failure;
R 2
m is the material ultimate stress, in newtons per square millimetre (N/mm ) (as defined in
#EN ISO 6892-1:2019$) and taking into account any relevant effects as described in
5.3.3;
σ 2
c is the calculated stress, in newtons per square millimetre (N/mm ), under an exceptional
load case.
Usually S = 1,5, but a value of S = 1,3 can be used where the design load cases are to be verified by test
2 2
and/or correlation between test and calculation has been successfully established. The safety factor S
can be reduced further when there are alternative load paths and these load paths comply with a safety
factor of S = 1,3.
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 S L S
c 3 c 3
U= ≤1 or U= ≤1
σ L
cb cb
where
U is the utilisation;
S is the safety factor for instability;
σ is the critical buckling stress, in newtons per square millimetre
cb
(N/mm );
σ 2
c is the calculated stress, in newtons per square millimetre (N/mm );
L is the critical buckling load, in newtons (N);
cb
L is the calculated load, in newtons (N).
c
The safety factor shall be taken as S = 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.
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 10 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
7 7
at more than 10 cycles, it is acceptable to use a material fatigue strength at 10 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.
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 12663-2:2010+A1:2023$. The values represent the normal minimum
requirements. The vehicle masses to be used for determining the design load cases are defined in
Table 1.
!
Table 1 — Definition of the design masses
Definition Symbol Description
Design mass of the vehicle body in m The design mass of the vehicle body in working
working order order according to
#EN 15663:2017+A1:2018$ without bogie
masses.
Design mass of one bogie or running m Mass of all equipment below and including the
gear body suspension. The mass of linking elements
between vehicle body and bogie or running gear is
apportioned between m and m .
1 2
Normal design payload m The mass of the normal design payload as specified
in #EN 15663:2017+A1:2018$.
Exceptional payload m The mass of the exceptional payload as specified in
#EN 15663:2017+A1:2018$.
Recovery payload m The mass of the normal design payload as specified
in #EN 15663:2017+A1:2018$ less the mass
of any passengers or staff.
"
NOTE For freight wagons the exceptional payload m and the normal design payload m are the same (see
4 3
#EN 15663:2017+A1:2018$).
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).
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 m .
...