EN 13749:2005

SLOVENSKI STANDARD
01-julij-2005
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Railway applications - Wheelsets and bogies - Methods of specifying structural
requirements of bogie frames
Bahnanwendungen - Radsätze und Drehgestelle -Spezifikationsverfahren für
Festigkeitsanforderungen an Drehgestellrahmen
Applications ferroviaires - Essieux montés et bogies - Méthode pour spécifier les
exigences en matiere de résistance des structures de châssis de bogie
Ta slovenski standard je istoveten z: EN 13749:2005
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.

EUROPEAN STANDARD
EN 13749
NORME EUROPÉENNE
EUROPÄISCHE NORM
April 2005
ICS 45.040
English version
Railway applications - Methods of specifying structural
requirements of bogie frames
Applications ferroviaires - Essieux montés et bogies - Bahnanwendungen - Radsätze und Drehgestelle -
Méthode pour spécifier les exigences en matière de Spezifikationsverfahren für Festigkeitsanforderungen an
résistance des structures de châssis de bogie Drehgestellrahmen
This European Standard was approved by CEN on 3 November 2003.
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 Central Secretariat 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 Central Secretariat has the same status as the official
versions.
CEN members are the national standards bodies of Austria, Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France,
Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia,
Slovenia, Spain, Sweden, Switzerland and United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: rue de Stassart, 36  B-1050 Brussels
© 2005 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 13749:2005: E
worldwide for CEN national Members.

Contents
page
Foreword. 5
1 Scope. 6
2 Normative references . 6
3 Terms and definitions. 6
3.1 Commercial terms. 6
3.2 Technical terms. 6
3.3 Symbols and units . 8
4 Co-ordinate system. 9
5 Classification. 10
6 Responsibilities. 11
7 Contents of technical specification . 11
7.1 Scope. 11
7.2 General requirements. 11
7.3 Vehicle conditions and interfaces. 11
7.4 Operational characteristics. 12
7.5 Line characteristics . 12
7.6 Environmental conditions. 12
7.7 Maintenance and inspection. 13
7.8 Particular requirements. 13
8 Verification of the design . 13
9 Acceptance of the design . 13
9.1 General. 13
9.2 The acceptance programme . 14
9.2.1 Content. 14
9.2.2 Calculations. 15
9.2.3 Static tests . 15
9.2.4 Fatigue tests . 15
9.2.5 On-track tests . 16
10 Quality requirements . 16
Annex A (informative)  Load cases. 17
Annex B (informative)  Guide for the loading conditions of vehicles . 18
Annex C (informative)  Loads due to bogie running. 19
C.1 General. 19
C.2 Examples of loads for bogies of passenger rolling stock - categories B-I & B-II . 20
C.2.1 Exceptional loads. 20
C.2.2 Normal service loads. 21
C.3 Examples of loads for freight bogies with a central pivot and two side bearers -
category B-V . 21
C.3.1 Relationship of vertical forces. 21
C.3.2 Exceptional loads. 21
C.3.3 Normal service loads. 22
C.4 Examples of loads for bogies of locomotives (with two bogies) - category B-VII . 23
C.4.1 Exceptional loads. 23
C.4.2 Normal service loads. 23
C.5 Examples of loads for bogies of light rail vehicles and trams - categories B-III & B-
IV. 24
C.5.1 Application. 24
C.5.2 Load cases. 24
C.5.3 General Expressions for the Basic Load Cases . 25
Annex D (informative)  Loads due to components attached to the bogie frame . 26
D.1 General. 26
D.2 Component inertia loads and other loads. 26
D.2.1 Loads resulting from masses attached to the frame . 26
D.2.2 Loads resulting from masses attached to the axlebox. 27
D.2.3 Loads resulting from viscous dampers.27
D.2.4 Loads resulting from braking . 28
D.2.5 Loads resulting from traction motors. 28
D.2.6 Forces applied on anti-roll systems. 28
Annex E (informative)  Calculation methods . 29
E.1 General. 29
E.2 Loads. 29
E.3 Analysis method . 29
E.4 Permissible stresses for materials. 29
E.4.1 Static strength . 29
E.4.2 Fatigue strength . 30
E.5 Uncertainty factors . 30
E.5.1 Material parameters . 30
E.5.2 Dimensional tolerances. 30
E.5.3 Manufacturing process. 30
E.5.4 Analytical accuracy. 31
E.5.5 Allowance for uncertainties . 31
E.6 Demonstration of yield or proof strength under exceptional loads . 31
E.7 Demonstration of ultimate strength . 31
E.8 Demonstration of stiffness. 31
E.9 Demonstration of fatigue strength . 32
E.9.1 General. 32
E.9.2 Endurance limit approach. 32
E.9.3 Cumulative damage approach. 32
Annex F (informative)  Examples of static test programmes. 33
F.1 General. 33
F.2 Static test programme for bogies of passenger rolling stock with body supported
directly to the sideframes (categories B-I & B-II). 33
F.2.1 Tests under exceptional loads . 33
F.2.2 Tests under normal service loads. 34
F.3 Static test programme for bogies with central pivot and two side bearers
(category B-V). 36
F.3.1 Tests under exceptional loads . 36
F.3.2 Tests under normal service loads. 36
F.4 Static test programme for bogies of locomotives . 38
F.5 Static test programme for bogies of light rail vehicles and trams . 38
F.5.1 General. 38
F.5.2 Tests under exceptional loads . 38
F.5.3 Tests under normal service loads. 39
Annex G (informative)  Examples of fatigue test programmes. 40
G.1 General. 40
G.2 Fatigue test programme for bogies with the body supported directly on the
sideframes (categories B-I and B-II). 41
G.3 Fatigue test programme for a freight bogie with a central pivot and two side
bearers (category B-V). 43
G.3.1 General. 43
G.3.2 Vertical loads. 43
G.3.3 Transverse loads. 45
G.4 Fatigue test programme for locomotive bogies (category B-VII). 45
G.5 Fatigue test programme for bogies of light rail vehicles and trams (category B-IV). 45
Bibliography . 46

Foreword
This document (EN 13749:2005) 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 October 2005, and conflicting national standards
shall be withdrawn at the latest by October 2005.
According to the CEN/CENELEC Internal Regulations, the national standards organizations of the
following countries are bound to implement this European Standard: Austria, Belgium, Cyprus, Czech
Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy,
Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia,
Spain, Sweden, Switzerland and United Kingdom.
1 Scope
This document specifies the method to be followed to achieve a satisfactory design of bogie frames
and includes design procedures, assessment methods, verification and manufacturing quality
requirements. It is limited to the structural requirements of bogie frames including bolsters and
axlebox housings. For the purpose of the document, these terms are taken to include all functional
attachments, e.g. damper brackets.
2 Normative references
The following referenced documents are indispensable for the application of this document. For dated
references, only the edition cited applies. For undated references, the latest edition of the referenced
document (including any amendments) applies.
EN 12082:1998, Railway applications — Axleboxes — Performance testing.
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1 Commercial terms
3.1.1
customer
organisation which has the responsibility for defining the technical requirements for the bogie which
are necessary for it to perform its intended operation
3.1.2
supplier
organisation which supplies bogies or bogie components
3.2 Technical terms
3.2.1
bogie frame
load-bearing structure generally located between primary and secondary suspension
3.2.2
bolster
transverse load-bearing structure between vehicle body and bogie frame
3.2.3
sideframe
longitudinal structural member of the bogie frame
3.2.4
headstock
transverse member joining the longitudinal extremities of the bogie sideframes
3.2.5
transom
central transverse structural member(s) of the bogie frame
3.2.6
axlebox
assembly comprising the box housing, rolling bearings, sealing and grease
3.2.7
box housing
load-bearing structure housing the bearings, grease, sealing and accessories
NOTE Earthing, tachogenerator and wheel-slide sensors are typical accessories.
3.2.8
primary suspension
suspension system consisting of the resilient elements generally located between the axlebox and
bogie frame
3.2.9
secondary suspension
suspension system consisting of the resilient elements generally located between the bogie frame
and vehicle body or bolster
3.2.10
static force F
s
force which is constant with time
NOTE Force due to gravity is an example of static force.
3.2.11
quasi-static force Fqs
force, which changes with time at a rate which does not cause dynamic excitation
NOTE Quasi-static force can remain constant for limited periods.
3.2.12
dynamic force Fdtransient, impulsive or continuous force, uniform or random, that changes with time
at a rate that causes dynamic excitation
3.3 Symbols and units
Table 1 — Forces
Force (N) Position Symbol
Static Quasi-Static Dynamic
Vertical Load applied to bogie F
z
Force on sideframe 1 or F F F
z1 z1qs z1d
sidebearer 1
Force on sideframe 2 or F F F
z2 z2qs z2d
sidebearer 2
Force on centre pivot F F F
zp zpqs zpd
Force at (body) C of G F
zc
Transverse Load applied to bogie F
y
Force on axle 1 F F F
y1 y1qs y1d
Force on axle 2 F F F
y2 y2qs y2d
Force at (body) C of G F
yc
F
Force due to wind
w1
Longitudinal Force at each wheel F
x1
Force at (body) C of G F
xc
Force at (bogie) C of G F
x
Table 2 — Accelerations
Acceleration (m/s) Symbol
Body Bogie
(primary sprung)
Vertical a a
zc zb
a a
Transverse (dynamic)
yc yb
Centrifugal (quasi-static) a a
ycc ycb
Longitudinal a a
xc xb
Table 3 — Masses
Mass (kg) Symbol
Vehicle in running order M
v
Vehicle body m
Bogie (primary sprung) m
+
Bogie complete m
Exceptional payload P
Normal service payload P
Table 4 — Other symbols and units
Other Symbol Unit
Wind pressure q N/m
Stress N/mm
σ
Maximum stress N/mm
σ
max
Minimum stress N/mm
σ
min
Mean value of stress N/mm
σ σ σ
m = ( max+ min)/2
Amplitude of stress cycle N/mm
σ σ σ
a = ( max- min)/2
Car body surface area A m
w
Roll coefficient
α
Bounce coefficient
β
Adhesion or friction coefficient µ
Uncertainty factor or S
Factor of safety
4 Co-ordinate system
Figure 1 shows the co-ordinate system adopted in this document.
θ
x
x
θ
z
θ
y
y
z
Key
1 Twist
2 Lozenge (shear)
Figure 1 — Co-ordinate system
Table 5 defines movements and deformations and their directions.
Table 5 — Movements and deformations in railway bogie assemblies
Direction Symbol Description
Longitudinal x Linear in the direction of travel
Transverse y Linear parallel to the plane of the track, perpendicular to the
direction of travel
Vertical z Linear perpendicular to the plane of the track
Roll Rotation about the longitudinal axis
θ
x
Pitch Rotation about the transverse axis
θ
y
Yaw Rotation about the vertical axis
θ
z
Twist — Out-of-plane (x-y) movement resulting in relative rotation of the
sideframes
Lozenging — Shear due to relative longitudinal movement of sideframes
5 Classification
This document covers a wide variety of different bogie types. For reference purposes it is convenient
to assign them to different categories. Although identified generally in terms of vehicle types, the
selection of the category for a bogie should also take into account the structural requirements of the
bogie frame. The structural requirements for bogies in a particular category are not unique and shall
always be specified by the customer according to the operating requirements, using the principles
presented in this document. It is the responsibility of the customer to decide to which category a bogie
shall be allocated. There will be differences in choice between customers. This is to be expected and
should not be considered as conflicting with this document. Some bogies may not fit into any of the
defined categories.
category B-I bogies for main line and inter-city passenger carrying rolling stock including high
speed and very high speed vehicles, powered and un-powered;
category B-II bogies for inner and outer suburban passenger carrying vehicles, powered and un-
powered;
category B-III bogies for metro and rapid transit rolling stock, powered and un-powered;
category B-IV bogies for light rail vehicles and trams;
category B-V bogies for freight rolling stock with single-stage suspensions;
category B-VI bogies for freight rolling stock with two-stage suspensions;
category B-VII bogies for locomotives.
NOTE The classifications are similar to (but not wholly consistent with) those adopted for vehicle bodies in
EN 12663 [9]. They are not exclusive and more may be added as information becomes available.
6 Responsibilities
The customer shall provide the supplier with a detailed description of the requirements of the bogie
design in the form of a technical specification incorporating all appropriate mandatory regulations. The
customer shall also define the parts of the acceptance procedure (clause 9) and the quality
requirements (clause 10), which he specifically requires.
The customer shall specify the way in which the supplier is to provide evidence to show that the
requirements have been met.
NOTE If the customer is unable to define the specification completely the supplier may propose a
specification and submit it to the customer for approval. It is the supplier’s responsibility to design the bogie frame
in accordance with the specification.
7 Contents of technical specification
7.1 Scope
The technical specification shall consist of all the information describing the functional requirements of
the bogie frame and the interfaces with associated components and assemblies. It shall also comprise,
as a minimum, the general requirements of use, the conditions associated with the vehicle equipped
with the bogies, the operating characteristics, the conditions associated with maintenance and any
other particular requirements of the customer.
7.2 General requirements
The customer shall indicate the type of bogie required in terms of its use in accordance with the
categories in clause 5. The customer shall also indicate in the technical specification the intended life
of the bogie, its average annual distance run and its total distance run.
7.3 Vehicle conditions and interfaces
The specification shall include, but not be limited to, information on:
 vehicle masses;
 vehicle geometry (e.g. available space, position of the centre of gravity);
 body–bogie connections (e.g. mechanical, pneumatic, electric);
 braking equipment;
 motors and transmission;
 tilt systems (where applicable).
7.4 Operational characteristics
The specification shall include, but not be limited to, information on the characteristics to which the
bogie is to be designed:
 loading conditions (e.g. changes in payload and frequency, dynamic load spectra);
 method of loading (e.g. progressive or sudden);
 maximum axle loads;
 maximum operating speed;
 speeds on curves and cant deficiency;
 starts and stops (i.e. number and frequency, acceleration rates, deceleration rates, including
effect of wheel slip/slide control);
 exceptional conditions (e.g. derailments, lifting, allowable instability).
7.5 Line characteristics
The specification shall include information on all the characteristics of the railway network for which
the bogie is to be designed that have an influence on the loads applied to the bogie, including the
following:
 profiles of the tracks, including service depot tracks, (e.g. radius of curves, number of curves,
percentage of distance covered on straight lines and on curves, maximum and normal levels of
twist, percentage of use on service depot tracks, number of junctions, cant);
 types of track (e.g. classification of quality including construction, roughness and irregularities);
 loading gauge.
7.6 Environmental conditions
The specification shall include information on the characteristics of the environment that can have an
influence on the behaviour of the bogie frame and that the bogie frame shall be designed to withstand,
including:
 climatic conditions (e.g. temperature, humidity, rain, snow, floods, wind);
 aggressive agents (e.g. corrosion, erosion, dirt).
7.7 Maintenance and inspection
All the conditions of maintenance planned for the bogie and which can have an influence on the
design and behaviour of a bogie frame shall be indicated in the technical specification, including the
following:
 description of maintenance operations, including their frequency;
 the use of machines for washing the bogie (cleaning agents);
 handling requirements (e.g. lifting, towing);
 wear limits for different components.
7.8 Particular requirements
The customer shall indicate in the technical specification any particular requirements that are not
covered by the above clauses, for example, materials, types of construction and methods of assembly
(e.g. treatment of welds, shot peening).
8 Verification of the design
The customer shall require the supplier to use all necessary means (e.g. calculations, drawings, tests)
to carry out the design.
The design of the bogie frame shall be verified by the documents defined by the customer in the
contract (e.g. calculations, drawings, test reports) which allow:
 the customer to carry out all the checks which he considers necessary;
 the supplier to design and manufacture the bogie frames in accordance with the requirements of
the quality plan (see clause 10).
9 Acceptance of the design
9.1 General
The aim of the acceptance programme is to prove that the design of the bogie frame fulfils the
conditions defined in the technical specification. In addition, it shall show that the behaviour of the
bogie frame, constructed according to the design, will give satisfactory service without the occurrence
of defects such as catastrophic rupture, permanent deformation and fatigue cracks. It shall further
demonstrate that there is no adverse influence on the associated bogie components or sub-
assemblies.
The specification shall include details of how the bogie design is to be accepted and shall state all the
parameters that are necessary for the application of the different parts of the procedure. These
parameters shall be defined in three stages:
 the acceptance procedure (e.g. combination of load cases for calculations and static tests,
programmes for fatigue tests, routes for on-track tests);
 the values of the different load cases;
 the acceptance criteria (treatment of measured or calculated values, limiting stresses, criteria for
completion of fatigue tests).
Clause 9.2 defines which parts of the acceptance procedure should be included in any particular case.
NOTE In order that the acceptance procedure is completely defined, the supplier should identify the
methods of demonstrating conformance to the requirements if the customer has not incorporated them into the
specification.
9.2 The acceptance programme
9.2.1 Content
The procedure for the acceptance of the mechanical strength of a bogie frame shall be established on
the basis of:
 calculations;
 static tests;
 fatigue tests;
 on-track tests.
The content of the procedure shall depend on the importance of the problem to be dealt with and also
take account of economic factors. For a new design of bogie frame destined for a new type of
application all four validation stages shall be used though, with the agreement of the customer, the
fatigue tests can be replaced by other methods of demonstrating the required fatigue life.
In the case of an existing design of bogie frame intended for a new application, or a modification to an
existing design, a reduced programme can be used, depending on the significance of the differences.
If the differences are small, calculations supported by measurements made during a limited test
programme will be sufficient to validate the design.
Static tests and fatigue tests shall be carried out in accordance with the customer specification and to
a level that the supplier considers necessary to validate the design to his own satisfaction.
In the case of an order for a very small number of bogies it might be impractical, for economic reasons,
to justify all four stages of the acceptance procedure. In such cases calculations shall always be
carried out and these shall be complemented by at least one type of test.
In cases where all four stages of the acceptance procedure are not to be applied this can lead to a
reduced confidence in the validity of the design. To compensate for a reduced acceptance procedure,
greater safety factors shall be adopted in the design and test acceptance parameters, consistent with
the degree of originality in the design or its application.
9.2.2 Calculations
The calculations shall include the following information:
 design load cases (as indicated in annexes A, B, C, and D);
 combinations of load cases;
 compatibility of the axlebox with the requirements of the bearings (e.g. permissible deformations);
 methods of calculation;
 methods of evaluation, interpretation and combination of calculated stresses;
 limiting stresses (i.e. static, fatigue);
 any other acceptance criteria.
Annex E gives guidance on factors to be considered in defining a calculation programme.
9.2.3 Static tests
The static acceptance test programme shall include the following:
 magnitudes and positions of forces to be applied;
 combinations of forces to be applied;
 positions and types of measurements to be made (e.g. displacements, strains, types of
transducer);
 methods of evaluation and interpretation of measured stresses;
 limiting stresses;
 any other acceptance criteria.
Annex F indicates general considerations and gives examples of programmes for static tests.
The tested bogie frame shall be of the same type and manufacture as the bogie frames to be used in
service (i.e. it shall have no differences in any critical factors that could influence the outcome). The
test rig equipment shall be capable of producing, as far as is reasonably practicable, the same
stresses as those which would appear on the bogie frame when placed under its intended vehicle and
supported on its suspension.
9.2.4 Fatigue tests
The fatigue test programme shall include the following:
 forces to be applied (i.e., static components, quasi-static components, dynamic components) and
positions;
 combinations of different forces, taking into account the phase relationship of different cyclic
forces and their relative frequency;
 number of cycles;
 positions and types of measurements to be made (e.g. displacements, strains, types of
transducer);
 methods of evaluation;
 acceptance criteria.
Annex G indicates general considerations and gives examples of programmes for fatigue tests.
The tested bogie frame shall be of the same type and manufacture as the bogie frames to be used in
service (i.e. it shall have no differences in any critical factors that could influence the outcome).
Furthermore, the test rig equipment shall be capable of producing, as far as is reasonably practicable,
the same stresses as those which would appear in the bogie frame when placed under its intended
vehicle and supported on its suspension.
9.2.5 On-track tests
The on-track tests shall:
 measure operating stresses and check fitness for purpose;
 check the design assumptions.
The programme for on-track testing shall include at least the following:
 the vehicle to be used;
 description of the runs to be carried out (e.g. test route, length, type of track, curves, speeds);
 the loading condition of the vehicle;
 position and type of measurements to be made (e.g. displacements, strains, accelerations, types
of transducer);
 the method of evaluation and interpretation of the stresses;
 limiting permissible stresses;
 any other acceptance criteria.
10 Quality requirements
The customer shall require a quality plan, produced by the supplier, to be submitted for approval. The
quality plan shall include provisions to demonstrate that quality controls consistent with current
industry standards exist in the design, acceptance test and manufacturing programmes.
All manufactured bogie frames shall be of a quality consistent with the specification and the
assumptions and data used as the basis of the design.

Annex A
(informative)
Load cases
The load cases used for the calculations, static tests and fatigue tests are defined on the basis of the
loading condition of the vehicle equipped with the bogies (see clause 7). Annex B gives a guide to
how loading conditions may be defined for different types of vehicle if the customer specification is
inadequate.
The load cases comprise displacements as well as forces, e.g. track twist.
The load cases fall into two groups namely, external and internal.
External load cases can result from:
 running on the track (e.g. vertical forces due to the load carried by the vehicle, transverse forces
on curves or when going across points and crossings, twisting of the bogie frame as a result of
the vehicle going over twisted track);
 loading/unloading cycles of the vehicle.
Internal load cases are due to the presence and operation of bogie components (e.g. brakes,
dampers, anti-roll bars, motors, inertia forces caused by masses attached to the bogie frame).
The definition of each load case can comprise three components:
 static;
 quasi static;
 dynamic.
The different load cases can have several levels, such as loads corresponding to normal use or to
exceptional circumstances.
Annex C gives examples of external load cases for different categories of bogie, as well as of load
cases due to normal service and exceptional circumstances. Similarly, annex D gives examples of
internal load cases.
Annex B
(informative)
Guide for the loading conditions of vehicles
The table below gives a guide, which may be used for determining the payload condition of a vehicle.
This table should be used only when the loading conditions or load information necessary to design
the bogie are not adequately defined in the customer specification. The values in the table, indicated
[ ], incorporate the requirements of the references in the Bibliography. The references should be
consulted if more precise information is required.
Table B.1 — Loading condition of vehicles
Category Exceptional payload Service (Fatigue) payload
P P
1 2
B-I - Main Line 1 passenger per seat. 1 passenger per seat.
2 2
Passenger 4 passengers / m in passageways, Up to 2 passengers / m in
Rolling Stock access and service areas. passageways, access and service
300 kg/m in luggage areas. areas.
Passenger mass = 80kg. 300 kg/m in luggage areas.

[1,2,3] Passenger mass = 80 kg.
B-II - Inner and 1 passenger per seat. 1passenger per seat.
2 2
Outer Suburban 5 to 10 passengers / m in Up to 6 passengers / m in
Passenger passageways and access areas. passageways and access areas.
2 2
Rolling Stock 300 kg/m in luggage areas. 300 kg/m in luggage areas.
Passenger mass = 70 kg to 72 kg. Passenger mass = 70 kg to 72 kg.
[1,2,3]
B-III - Metro and 1 passenger per seat. 1 passenger per seat.
2 2
Rapid Transit 5 to 10 passengers / m in Up to 6 passengers / m in passageways
Rolling Stock passageways and access areas. and access areas.
Passenger mass = 70 kg to 72 kg. Passenger mass = 70 kg to 72 kg.
[3,4]
B-IV - Trams 1 passenger per seat. 1 passenger per seat.
2 2
6 to 8 passengers / m in Up to 6 passengers / m in
passageways and access areas. passageways and access areas.
Passenger mass = 70 kg to 75 kg. Passenger mass = 70 kg to 75 kg.
B-V & B-VI - Maximum payload. Maximum payload.
Freight Rolling
Stock [7]
B-VII - Locomotives Zero payload, i.e. vehicle in Zero payload, i.e. vehicle in normal
normal working order with all working order with all supplies.
[8] supplies.
NOTE  Passenger mass includes hand luggage.

Annex C
(informative)
Loads due to bogie running
C.1 General
In service, bogies withstand and are subject to loads caused by the following:
 the weight of the supported vehicle, including any payload;
 changes in the payload;
 track irregularities;
 running on curves;
 acceleration and braking;
 minor derailments (e.g. low speed drop on to ballast);
 buffing impacts.
In reality the loads are combined in a complex manner and so it is difficult to represent them exactly in
calculations. Consequently it is generally the practice, for ease of analysis, to represent the true loads
by a series of load cases which include the above effects in a simplified form, either individually or in
combination. It is essential that the simplification ensures that the effects of the true loads are not
underestimated.
A commonly adopted approach for the design and assessment of a bogie frame is to divide the load
cases into two main groups.
The first group comprises static load cases, which represent those extreme (exceptional) loads that
might occur only rarely during the life of the bogie. A bogie structure is required to withstand such
loads without deflecting to an extent that would impair functionality under the application of the loads
or without suffering permanent deformation (see E.6) after removal of the loads.
The second group comprises fatigue load cases, which represent those loads that occur during
normal operation; such cases are used to demonstrate the ability of the bogie to survive its intended
operational requirement without fatigue failure. Where appropriate, account may be taken of quasi-
static loads, which occur at low frequencies.
The examples given in C.2, C.3 and C.4 follow the approach described above and apply to those
bogies which are intended for operation under UIC regulations [1], [7] and [8].
Bogies not subject to UIC regulations or operating conditions can require other load cases for their
design and assessment; they are not considered in this annex and should be defined, if necessary, in
the technical specification.
Similarly, the examples given in C.5 are often adopted for the design of tram bogies [6], but operators
may consider alternative requirements more appropriate for their applications.
In the following sub-clauses the equations a
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