EN 15827:2025

SLOVENSKI STANDARD
01-februar-2026
Nadomešča:
SIST EN 15827:2011
Železniške naprave - Sistemskotehnične zahteve za podstavne vozičke in tekalne
sestave
Railway applications - System Engineering requirements for bogies and running gear
Bahnanwendungen - Anforderungen an das System Engineering für Drehgestelle und
Fahrwerke
Applications ferroviaires - Exigences systèmes pour l'ingénierie des bogies et des
organes de roulement
Ta slovenski standard je istoveten z: EN 15827:2025
ICS:
45.040 Materiali in deli za železniško Materials and components
tehniko for railway engineering
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 15827
EUROPEAN STANDARD
NORME EUROPÉENNE
December 2025
EUROPÄISCHE NORM
ICS 45.040 Supersedes EN 15827:2011
English Version
Railway applications - System Engineering requirements
for bogies and running gear
Applications ferroviaires - Exigences systèmes pour Bahnanwendungen - Anforderungen an das System
l'ingénierie des bogies et des organes de roulement Engineering für Drehgestelle und Fahrwerke
This European Standard was approved by CEN on 10 November 2025.

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
© 2025 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15827:2025 E
worldwide for CEN national Members.

Contents
European foreword . 4
Introduction . 6
1 Scope . 7
2 Normative references . 7
3 Terms and definitions . 8
4 Engineering process . 10
4.1 General . 10
4.2 Process stages . 10
4.3 Function development . 11
4.4 Risk assessment . 12
5 Requirements and interface management . 12
5.1 General . 12
5.2 Design operating envelope . 13
5.2.1 Operating environment . 13
5.2.2 Functional performance . 14
5.2.3 Vehicle parameters . 14
5.2.4 Design and validation requirements . 14
5.2.5 Other standards . 15
5.2.6 Maintenance and inspection inputs . 15
5.3 Validated operating envelope . 15
6 Structural design criteria . 17
6.1 General . 17
6.2 Loads . 17
6.3 Requirements for structural integrity. 17
7 Dynamic performance criteria . 18
7.1 Introduction . 18
7.2 Dynamic behaviour acceptance criteria . 19
7.2.1 General . 19
7.2.2 Safety against derailment at low speed . 19
7.2.3 Running dynamic behaviour . 19
7.2.4 Vibration dose and noise levels . 19
7.2.5 Gauging . 20
7.3 Ride characteristics and ride comfort . 20
7.4 Component dynamic performance requirements . 20
8 Validation of the design . 20
8.1 Validation plan . 20
8.2 Use of existing validation records . 22
8.3 Use of satisfactory service experience . 22
8.4 Use of operational data in validation strategy . 22
8.5 Structural integrity validation . 22
8.6 Dynamic performance validation . 23
9 Quality plan . 23
10 Maintenance plan . 24
10.1 General . 24
10.2 Input data . 24
10.3 Qualification of tools and equipment . 24
10.4 Skills and knowledge of maintenance staff . 24
10.5 Update of the maintenance plan . 24
10.6 Maintenance quality plan . 24
Annex A (informative) Component related standards . 25
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive (EU) 2016/797 aimed to be covered . 26
Bibliography . 29

European foreword
This document (EN 15827:2025) was 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 June 2026, and conflicting national standards shall be withdrawn at
the latest by June 2026.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN shall not be held responsible for identifying any or all such patent rights.
This document supersedes EN 15827:2011.
— The content has been rationalised between this document and EN 13749; that is, some content that was
in EN 15827:2011 has been moved to the revision of EN 13749. EN 15827 is written as a process
specification with general information and references to other standards; EN 13749 gives structural
requirements.
— Some of the references have been moved to EN 13749 as a result of the above.
— Terms and definitions have been updated as a result of the above.
— Clause 4 sets out the “Engineering process” (formerly Clause 5), expanded to include functional
requirements and risk assessment.
— Clause 5 is now “Requirements and interface management” (replaces former Clause 4).
— Clause 6 gives general “Structural design criteria”; details have been moved to EN 13749.
— Clause 7 gives general “Dynamic performance criteria”.
— Former Clause 8 has been removed as acceptance criteria are covered either elsewhere in this document
or in their referenced standards.
— Clause 8 is now “Validation of the design” (formerly Clause 9).
— Clause 9 is the “Quality plan” (formerly Clause 10 “Quality requirement”).
— Clause 10 is the “Maintenance plan” (formerly Clause 11).
— The text from former Clause 12 “Proven operating envelope” has been distributed within Clauses 4, 5, 6
and 7.
This document has been prepared under a standardization request addressed to CEN by the European
Commission. The Standing Committee of the EFTA States subsequently approves these requests for its
Member States.
For the relationship with EU Legislation, see informative Annex ZA, which is an integral part of this document.
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
This document focusses on system engineering requirements related to the specification, design, validation
and maintenance of running gear and its interactions.
System engineering requirements are intended to ensure consistency over the complete life cycle from the
specification, through design, validation, operation and maintenance.
The performance requirements for running gear fall into two related areas, covering functionality and safety.
Functionality relates to such things as speed, load capacity, ride quality and operating life. Safety covers
gauging, structural integrity, dynamic behaviour, resistance to derailment, etc. Functionality and safety are
ensured by an appropriate maintenance strategy.
Accordingly, three particular areas of expertise and discipline of the engineering process are relevant and they
need to be addressed, namely:
— requirements for structural integrity; Clause 6;
— requirements for running characteristics; Clause 7;
— requirements for the maintenance regime; Clause 10.
The clauses in this document provide top-level information describing how the overall requirements are to be
achieved in these specific areas. They contain references to other relevant standards which provide detailed
requirements for specific running gear systems. The document structure is typical of the engineering process
covering the design, validation and maintenance of bogies.
1 Scope
This document is applicable to the system engineering of bogies and running gear for rail vehicles, including
those vehicles intended to operate under the Interoperability Directives.
It specifies the requirements to achieve:
— a satisfactory design of bogie or running gear,
— validation of the design within its operating envelope, and
— a maintenance plan
to ensure that the relevant performance and safety criteria are maintained.
The scope of the system engineering process specified in this document includes the design, validation and
maintenance of bogies and running gear. No requirements are specified for other systems components that
are attached to the bogies or running gear, except to ensure that a satisfactory interface has been provided.
NOTE Specifications that relate to bogies and running gear can only be considered in the context of a specific vehicle
application. Therefore, the performance, including safety, can relate only to the bogies and running gear as part of a
vehicle configuration and not to the individual elements of the bogies or running gear.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements 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 12663-1:2010+A2:2023, Railway applications - Structural requirements of railway vehicle bodies - Part 1:
Locomotives and passenger rolling stock (and alternative method for freight wagons)
EN 13260:2020, Railway applications - Wheelsets and bogies - Wheelsets - Product requirements
EN 13749:2021+A1:2023, Railway applications - Wheelsets and bogies - Method of specifying the structural
requirements of bogie frames
EN 14363:2016+A2:2022, Railway applications - Testing and Simulation for the acceptance of running
characteristics of railway vehicles - Running Behaviour and stationary tests
EN 15273-1:2025, Railway applications - Gauges - Part 1: General - Common rules for infrastructure and rolling
stock
EN 15273-2:2025, Railway applications - Gauges - Part 2: Rolling stock gauge
EN 15273-3:2025, Railway applications - Gauges - Part 3: Structure gauges
EN 15437-1:2009+A1:2022, Railway applications - Axlebox condition monitoring - Interface and design
requirements - Part 1: Track side equipment and rolling stock axlebox
EN 15663:2017+A2:2024, Railway applications - Vehicle reference masses
EN 15839:2024, Railway applications - Testing and simulation for the acceptance of running characteristics of
railway vehicles - Running safety under longitudinal compressive force
EN 16235:2023, Railway applications - Testing for the acceptance of running characteristics of railway vehicles
- Freight wagons - Conditions for dispensation of freight wagons with defined characteristics from on-track tests
according to EN 14363
EN 16404:2016, Railway applications - Re-railing and recovery requirements for railway vehicles
EN 17023:2018, Railway applications - Railway vehicle maintenance - Creation and modification of maintenance
plan
EN 50125-1:2014, Railway applications - Environmental conditions for equipment - Part 1: Rolling stock and on-
board equipment
EN ISO 3095:2025, Acoustics - Railway applications - Measurement of noise emitted by railbound vehicles (ISO
3095:2025)
EN ISO 3381:2021, Railway applications - Acoustics - Noise measurement inside railbound vehicles (ISO
3381:2021)
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— IEC Electropedia: available at http://www.electropedia.org/
— ISO Online browsing platform: available at http://www.iso.org/obp
3.1
validation
process of ensuring that the system is fit for its intended use in its intended operational environment
Note 1 to entry: When applied to a numerical model, validation is the process of demonstrating that the model of the
system responds in the manner of the actual system to a sufficient level of accuracy for its purpose.
3.2
verification
process of demonstrating that specific requirements are met
Note 1 to entry: Verification is answering whether a specific requirement is met, without questioning this requirement
3.3
technical specification
document specifying other or additional requirements not specified in this document
Note 1 to entry: Usually this is produced by and agreed between the customer and/or the manufacturer (sometimes
called the supplier) or even a railway undertaking and can be an accompaniment to contractual requirements.
3.4
analysis
assessment of performance by calculation, comparison or simulation
3.5
testing
subjecting a specimen to a selection of specified inputs and measuring and recording its responses
3.6
partial factor
factor applied during the strength assessment which makes an allowance for a combination of the
uncertainties and the consequences of failure
3.7
S-shaped curve
two curves with alternating direction, with shortest distance between them in accordance with track design
conditions, including S-curves as defined in EN 14363:2016+A2:2022
3.8
regulation
requirement stipulated by legislation, rules or conditions mandated by legislation, by an infrastructure
manager, relevant industry body or similar
3.9
design operating envelope
set of parameters specifying the intended use in the intended operational environment
Note 1 to entry: This is the input for the running gear design and validation process.
3.10
validated operating envelope
operating envelope for which a specific product has been successfully validated
3.11
load case
set of loads or combinations of loads that represents a loading condition to which a structure or component is
subjected
3.12
permanent deformation
plastic deformation of material, that is not recoverable when the applied load is removed
3.13
significant permanent deformation
plastic deformation of an amount that infringes on the functionality of the structure by exceeding the
component geometric tolerances
3.14
simulation
method that uses a set of parameters and rules to describe a system (product or component) in a manner that
enables a representative response to be determined from a given set of inputs
3.15
track testing
performing tests on railway infrastructure and monitoring and recording the responses
3.16
laboratory testing
performing of tests under controlled conditions with the capability of applying the required inputs and with
the equipment capable of monitoring and recording the responses
3.17
structural component
component or constituent part of a structure that transmits load from one part of the structure to another
3.18
load-transmitting equipment
component or assembly which transfers or generates inertia loads, equipment loads (such as traction, braking,
and suspension component forces), including attachment brackets and housings
3.19
running gear
vehicle-mounted assembly to support and guide the rail vehicle on the track
Note 1 to entry: The running gear of a rail vehicle comprises wheels/wheelsets, support and suspension elements.
Note 2 to entry: A bogie is an example of running gear.
Note 3 to entry: Running gear transmits forces between the car body and the track.
[SOURCE: EN 17343:2023 [1], 3.1.8.6, Note 2 to entry and Note 3 to entry added]
4 Engineering process
4.1 General
Bogies and running gear shall be designed and validated by a consistent engineering process that incorporates
all the requirements of this document. It shall follow a quality management system that controls and provides
traceability of decision making.
NOTE A process consistent with ISO 22163 [2] would meet the above requirements.
The engineering process shall provide a comprehensive list of requirements including the relevant validation
evidence.
4.2 Process stages
The engineering process shall address the following as illustrated in Figure 1:
— collecting the top-level requirements
— developing the bogie system design and functions and subsequent requirements
— developing the components design and functions
— verification and validation of the components
— verification and validation of the bogie system
— verification and validation of the system integration
Key
SV System Vehicle
SB System Bogie
Co Components
D Design
V and V Verification and Validation
Figure 1 — Process stages of the “V” model
4.3 Function development
In the context of this document, function development is recognized as an appropriate means to demonstrate
compliance with the overall requirements of the engineering process in terms of consistency and
comprehensiveness. The “V” model as described in Figure 1 can be used.
Demonstration of consistency can be achieved by assigning top level requirements to functions and tracing
the development of the subsequent requirements for all system, subsystem and component levels throughout
the design and validation phases.
Demonstration of comprehensiveness can be achieved by crosschecking the relevance of all functions for each
system, subsystem and component. This will identify the contribution to functions, even if they are not the
dominant development objective of the subsystem or component.
NOTE An example in which a function is not the dominant objective of a component: the electrical resistance is not
a primary function of most components (e.g. primary suspension) but has an influence on the system design.
The following functions are related to a safe operation under the conditions set out in the technical
specification and therefore relevant within the scope of this document:
— running behaviour
— strength
— traction
— braking
— signalling
— maintainability
Other requirements (e.g. economic or contractual requirements) may extend the list of functions to be
developed (e.g. manufacturability) and will have significant impact on the design, performance and
maintenance plan of the product. Even though those requirements are out of scope of this document, the
overall requirements of consistency and comprehensiveness of the engineering process imply that they shall
be handled with the same systematics as the mandatory requirements.
Functional requirements of higher system levels shall be considered to derive the acceptance criteria for
subjacent subsystems or components. This applies to acceptance criteria, including their tolerances, for the
design, manufacturing and maintenance.
Corrosion protection is a cross functional requirement that needs to be considered throughout the whole life
cycle of the product, including intermediate assembly states (manufacture, transport and storage) and spare
parts.
4.4 Risk assessment
A risk assessment shall be undertaken to identify the level of risk and any associated risk mitigation measures
required to ensure that the remaining risk related to safety is at an acceptable level. The resulting risk
mitigation measures provide requirements that are used to determine the scope of the design and validation
activities including the level of analysis and testing required.
NOTE 1 Risk assessment is an appropriate tool in determining the content of a validation and maintenance plan but it
is recognized that a comprehensive formal recording of potential hazardous events at the design stage is not normal
practice for individual mechanical components (e.g. wheels and axles) and risk is addressed by adopting proven safe
practice in the design, manufacture and maintenance procedures of these components.
NOTE 2 FMECA (Failure Modes, Effects and Criticality Analysis; see EN 50126-1 [3]) and Hazops (Hazards and
Operability Studies) processes are examples of methods of carrying out risk assessments. Risk control includes such
measures as multiple fixings, safety retention systems or the adoption of higher partial factors, production controls
and/or additional maintenance, etc. Control measures contained in the normative references are a suitable means of risk
management. Partial factors for strength assessment are discussed further in the supporting standards and allowance
for tolerances on component performance is addressed under dynamic performance criteria in Clause 7.
5 Requirements and interface management
5.1 General
The bogie and running gear requirements shall be determined considering the overall vehicle characteristics.
The design and validation process requires the integration of different disciplines and areas of expertise and
the knowledge associated with them. Therefore, the design and validation process of bogies/running gear
should be based on and recorded in a comprehensive list of requirements. This list should contain the input
for the design and validation process, all the relevant information describing the operating environment, the
homologation regime, the functional performance, the vehicle parameters, the validation requirements, and
the maintenance and inspection requirements.
Any additional data required or assumptions used relevant to the application not identified in the general
specification or in the contractual documents should be provided in the technical specification. Since the
design is an iterative process, it might be necessary to revise data, assumptions or parameters to achieve the
desired performance.
5.2 Design operating envelope
5.2.1 Operating environment
— permissible vehicle gauge (space available for the vehicle in operation)
— track gauge (including any variation due to track widening in sharp curves)
— static axle load limits
— wheel load limits
— rail head profile
— inclination of the rail
— assumptions for minimum and maximum wheel/rail friction coefficients
— required stopping distances
— track twist
— track irregularities
— maximum cant
— minimum radius curve
— minimum radius S-shaped curves, including intermediate straight
— distribution of route characteristics (indication of distribution of straight lines and curves, cant, maximum
and normal levels of twist, frequency of use on service depot tracks)
— signalling equipment of the infrastructure
— hot axlebox detection (HABD) – if present on the infrastructure
— environmental (climatic) conditions
— vehicle rescue and recovery requirements (e.g. jacking and lifting)
— maintenance requirements (e.g. wheel reprofiling interfaces, lifting)
— noise and vibration regulations
— fire protection requirements
— conicity limits if specified
— aggressive agents (e.g. corrosion, erosion from sand and other small particles, ballast impacts, dirt)
5.2.2 Functional performance
— maximum operating speed
— maximum cant deficiency
— running distance (total and annual)
— design life (for vehicle, components)
— duty cycles (start stops)
— load / unload cycles
— payload distribution
— method of loading (e.g. progressive or sudden)
5.2.3 Vehicle parameters
— vehicle mass distribution and payload conditions including inertia data
— vehicle space envelope (derived from infrastructure gauge and movements)
— bogie space envelope (derived from vehicle space envelope and car body)
— bogie mechanical interfaces with the vehicle body
— other interfaces with the vehicle body (e.g. air, electricity)
— traction system interfaces and associated performance (including fault conditions e.g. short circuit torque)
— brake system interfaces and associated performance (e.g. incl. Slip / Slide control system)
— signalling equipment on the vehicle
— onboard hot axlebox detection (HABD) – if present
— other auxiliary systems (e.g. sanding or lubrication)
— wheel profiles (new to worn) and their effect on the wheel rail interface
— vehicle body stiffness characteristics (incl. natural frequencies, attachment points stiffnesses)
5.2.4 Design and validation requirements
For the determination and validation of the bogie and running gear top level requirements, as a minimum the
following standards shall be used:
— EN 13749:2021+A1:2023 (Bogie structural strength)
— EN 14363:2016+A2:2022 (Dynamics)
— EN 15273-2:2025 (Gauge)
— EN 15437-1:2009+A1:2022 (Hot axlebox detection - HABD)
— EN 12663-1:2010+A2:2023 (Body to Bogie connections)
— EN 16404:2016 (Vehicle lifting and jacking)
— EN 50125-1:2014 (Environmental)
5.2.5 Other standards
Standards relevant for specific components (e.g. wheelsets, EN 13260:2020) shall be used where applicable
for the application.
NOTE Annex A lists these standards.
5.2.6 Maintenance and inspection inputs
The specification shall include the requirements for the maintenance of the running gear (e.g. requirements
for disassembling and assembling in workshops, accessibility for inspection, etc.), and shall be compatible
with the safe operation and maintenance of the vehicle as a whole.
NOTE The requirements for maintenance and inspection can have a significant impact on the choice and design of
components or on the bogie or running gear system design.
5.3 Validated operating envelope
The operating envelope is described by the parameters given in 5.2, together with the design and configuration
of the running gear. After the successful completion of the design and validation process, this results in a
validated operating envelope.
The overall validated operating envelope for a bogie type is the relevant combination of operating parameters
and characteristics covering all such applications that have been validated. This combination of applications
is illustrated in Figures 2 and 3 below.
The operating envelope can also be affected by modifications to the design, configuration, manufacturing
changes and changes to the maintenance regime. When changes are proposed, the potential consequences
shall be established, and the necessary steps taken to determine and validate any change to the previously
validated operating envelope.
The maintenance action shall ensure that the bogies or running gear remain within their validated operating
envelope for the required life and that appropriate action is taken following an incident.
NOTE Figure 3 illustrates in graphical form how the combination of parameters defines the validated envelope. For
example,
— if parameter 3 represents speed, it covers zero to maximum value;
— new application 1 is contained wholly within the existing validated operating envelope and so no new
validation is necessary;
— in new application 2, parameters 2 and 3 are extended beyond the range that has been previously validated.
For this application further validation work is required to demonstrate that the running gear meets the additional
requirements and can be operated up to the boundaries of this extended envelope.
Figure 2 — Illustration of an operating envelope

Key
Validated operating envelope Further validation required

New application 1 New application 2

Figure 3 — Illustration of varying operating envelope
6 Structural design criteria
6.1 General
Demonstration of structural integrity is essential for safe operation and applies to all parts of the running gear.
See EN 13749:2021+A1:2023 for further detail.
6.2 Loads
The loads for each structural element shall be defined and shall:
— Be consistent with the actual design and application.
— Be representative of the operation considering:
— External loads from the track
— Vehicle body and equipment mounted on the bogie (including inertia effects and equipment loads)
— Incorporate allowances to account for uncertainties in their values
The mass distribution of the vehicle used for the derivation of the loads shall be compliant with the definition
of the vehicle reference masses as defined in EN 15663:2017+A2:2024.
NOTE 1 For some applications and fatigue assessment methods, to obtain a representative description of the vehicle
payload spectrum for design purposes, it will be necessary to use additional vehicle loading conditions (expressed as
functions of the cases in EN 15663:2017+A2:2024).
Normative requirements for specific components related to design load cases supersede the general
requirements listed above (e.g. EN 13103-1).
NOTE 2 Due to the variety of running gear designs, configurations and the degree of interaction with the vehicle as a
mechanical system, it is not possible to define a generic set of specific design load cases.
6.3 Requirements for structural integrity
The strength assessment criteria shall include appropriate partial factors.
Structural integrity shall be demonstrated for all components with respect to:
— Static strength – i.e. assessment against instability, rupture and significant permanent deformation which
infringes the functionality of the component.
— Fatigue strength – i.e. assessment against fatigue failure resulting from cyclic loading.
The criteria used for the assessment shall be consistent with the assessment method applied and with the
operating conditions as provided in the specification (e.g. applications with extreme low temperatures).
The material performance criteria shall be based on one or a combination of the following items:
— Material standards
— Alternative sources of equivalent credibility (e.g. technical literature)
— Other data (e.g. from testing) verified and supported by an appropriate quality control process (equivalent
to the one adopted in the material standards) which ensure that the strength values used in the assessment
correspond to the minimum for the considered material.
It is permissible to adjust theoretical strength criteria in standards by testing (e.g. demonstration of actual
material performance).
The strength of attachments shall be consistent with the loading of the component.
The principal purpose of the corrosion protection is to maintain the intended structural integrity. If the effect
of corrosion is not considered explicitly in the strength assessment and validation, a suitable corrosion
protection system shall be specified and validated.
Where a running gear structure is used to provide a pressurized reservoir as an additional air volume for an
airspring, it shall be assessed and documented whether these structures fall within the scope of pressure
vessel regulations.
NOTE The scope of EU Directive 2014/68/EU [4] explicitly excludes “equipment comprising casings or machinery
where the dimensioning, choice of material and manufacturing rules are based primarily on requirements for sufficient
strength, rigidity and stability to meet the static and dynamic operational effects or other operational characteristics and
for which pressure is not a significant design factor”. Provided these criteria are met, pressurized structural parts of
running gear are therefore typically outside of the scope of the Directive.
The properties of the final product are determined by the manufacturing process as well as by the design.
Consequently, changes shall not be made to the manufacturing process without checking that the conditions
assumed in the design and homologation process are still achieved.
7 Dynamic performance criteria
7.1 Introduction
Factors that have a strong influence on the dynamic behaviour or on the derailment resistance of the vehicle
include:
— the masses, inertias and the distance between wheelsets
— the stiffness and damping characteristics of suspension components and the positions of their
connections, including relevant tolerances
— the connections between the bogie frame, axles and vehicle body
— the interactions between the bogie dynamics and the vehicle body and its mounted equipment. This
interaction can be the result of frequency coincidence between the natural modes of vibration of the bogie,
the body and the body mounted equipment or as a result of the geometric location of attachment points
(e.g. modal vibration due to the bogie pitch frequency being coincident with the natural body bending
frequency)
— wheel-rail interface characteristics
— track conditions (e.g. cant, track quality…)
It is recognized that because of manufacturing tolerances and variations in the operating environment the
dynamic behaviour of bogie and running gear will vary. Therefore, the normative acceptance criteria include
a margin that takes account of this and that more extreme values/conditions than those in the actual test will
usually be possible. This safety margin is inherent in the acceptance criteria and, unless a standard specifically
states otherwise, typical component values shall be used in tests. Similarly, the nominal parameters shall be
used in simulations supporting validation.
The bogies or running gear can satisfy the applicable regulations and the technical specification only in
combination with the vehicle body and associated equipment. This is inherent in the requirements considered
in the following clauses.
7.2 Dynamic behaviour acceptance criteria
7.2.1 General
The following requirements are essential to the safe performance and acceptance of the bogies and running
gear. Though they are specified as vehicle safety criteria, the bogies or running gear are either the controlling
contributors in achieving compliance with the requirements or otherwise influence the results. Therefore,
they are requirements with which the design of the bogies and running gear shall comply.
7.2.2 Safety against derailment at low speed
Derailment resistance at low speed shall be demonstrated by meeting the criteria defined in
EN 14363:2016+A2:2022. For freight wagons, criteria defined in EN 15839:2024 shall also be met.
To ensure the margin of safety against derailment is not reduced unacceptably, the deviations of each wheel
load from the nominal static wheel load (i.e. over the same bogie) require control. These deviations shall be
limited to the level required for the application. In this case, the control shall be reflected in the quality
requirements referred to in Clause 9.
NOTE: Additional criteria are given in EN 15528 [5] and Clause 4.2.3.2.2 of the LOC&PAS TSI [6].
7.2.3 Running dynamic behaviour
The acceptance criteria related to:
— running safety including running stability;
— track loading;
that shall be complied with are specified in EN 14363:2016+A2:2022 under “Dynamic performance
assessment” by the relevant test procedures and conditions for dispensation, use of simplified measuring
methods, or a reduced acceptance programme under defined circumstances.
In order to obtain general type approval for new bogies and running gear designs for freight wagons without
having to subsequently carry out tests for each application, it is necessary to perform the tests described in
EN 16235:2023.
7.2.4 Vibration dose and noise levels
The accelerations (vibration) experienced by workers (train crew) are limited by the Physical Agents
(Vibration) Directive 2002/44/EC [7].
NOTE 1 This Directive specifies a maximum daily vibration dose of 1,15 m/s (A(8) criterion) a
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