SIST EN 15528:2022

SLOVENSKI STANDARD
01-februar-2022
Nadomešča:
SIST EN 15528:2016
Železniške naprave - Kategorizacija prog za upravljanje vmesnika med dopustnimi
obremenitvami vozil in infrastrukturo
Railway applications - Line categories for managing the interface between load limits of
vehicles and infrastructure
Bahnanwendungen - Streckenklassen zur Behandlung der Schnittstelle zwischen
Lastgrenzen der Fahrzeuge und Infrastruktur
Applications ferroviaires - Catégories de ligne pour la gestion des interfaces entre limites
de charges des véhicules et de l'infrastructure
Ta slovenski standard je istoveten z: EN 15528:2021
ICS:
03.220.30 Železniški transport Transport by rail
45.060.01 Železniška vozila na splošno Railway rolling stock in
general
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

EN 15528
EUROPEAN STANDARD
NORME EUROPÉENNE
December 2021
EUROPÄISCHE NORM
ICS 03.220.30; 45.060.20 Supersedes EN 15528:2015
English Version
Railway applications - Line categories for managing the
interface between load limits of vehicles and
infrastructure
Applications ferroviaires - Catégories de ligne pour la Bahnanwendungen - Streckenklassen zur Behandlung
gestion des interfaces entre limites de charges des der Schnittstelle zwischen Lastgrenzen der Fahrzeuge
véhicules et de l'infrastructure und Infrastruktur
This European Standard was approved by CEN on 30 August 2021.

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, Turkey 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
© 2021 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 15528:2021 E
worldwide for CEN national Members.

Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 6
3 Terms, definitions, symbols and abbreviated terms . 6
4 Classification system . 10
5 Classification of infrastructure . 12
6 Categorization of vehicles . 14
7 Static compatibility of the interface between vehicle and infrastructure . 22
Annex A (normative) Reference wagons and load models representing the line categories . 24
Annex B (informative) Flow chart: Classification of infrastructure and categorization of
vehicles . 29
Annex C (informative) Speeds which do not require dynamic compatibility checks . 30
Annex D (informative) Methods used to determine the load carrying capacity of existing
structures . 32
Annex E (informative) Application of line classification result . 33
Annex F (informative) Comparison of RA classification with line categories . 35
Annex G (informative) Example of calculation methodology . 36
Annex H (informative) Maximum permissible axle load P – Wagons with two 2-axle bogies . 42
Annex I (informative) Maximum permissible axle load P – Wagons with two 3-axle bogies . 45
Annex J (informative) Line categories of 6-axle locomotives . 48
Annex K (informative) L4 locomotive classes (4-axle locomotives) . 49
Annex L (informative) L6 locomotive classes (6-axle locomotives) . 50
Annex M (informative) Weight note for locomotives . 52
Annex N (informative) Geometric train parameters . 55
Annex O (informative) Categorization of MUs by parameter check Identification of line
category by maximum axle load . 57
Annex P (informative) Guidance for tabling light rail MUs into line category a10, a12 or a14 . 64
Bibliography . 73
European foreword
This document (EN 15528:2021) has been prepared by Technical Committee CEN/TC 256 “Railway
application”, 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 2022, and conflicting national standards shall be
withdrawn at the latest by June 2022.
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 has been prepared under a Standardization Request given to CEN by the European
Commission and the European Free Trade Association.
This document supersedes EN 15528:2015.
Significant technical changes between this document and EN 15528:2015 are:
— All information about dynamic compatibility was deleted including Annexes C, D, E and P (in future
part of a TR prepared by TC250/SC1/WG 3/ TG DIBRST);
— For coaches and multiple units an additional categorization is introduced for different values of
standing passengers per m in the load case Design mass with exceptional payload (MXD) according
to EN 15663:2017+A1:2018;
— Clarification of the informative character of Annex C (Annex F in the previous version) about speeds
which do not require additional dynamic compatibility checks.
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, Turkey and the United
Kingdom.
Introduction
The existing European heavy rail system (see EN 17343:2020) consists of elements designed for varying
historical requirements. Most civil engineering elements of the heavy rail system were built before the
introduction of the Technical Specifications for Interoperability (TSIs) and the Eurocodes for the design
of structures.
This document specifies a line classification system to manage the interface between the load limits for
rail vehicles and the payload limits for freight wagons and the vertical load carrying capacity of a line.
The line classification system takes into account parameters such as:
— axle load (P);
— geometrical aspects relating to the spacing of axles;
— mass per unit length (p);
— speed;
and provides a transparent method for determining whether the vertical loading characteristics of
vehicles are compatible with the load carrying capacity of lines on the network.
The line classification system utilizes a suite of line categories specified in this standard by a load model.
1 Scope
This document is applicable to the lines with standard track gauge (1 435 mm) and wider track gauges
of the heavy rail system and the vehicles that are operated on these lines. This includes machines used
for construction, maintenance, inspection, repair and renewal when they are operated in running mode,
but not, when they are in working or travelling mode.
This document specifies methods of classification of existing and new lines of the heavy rail system and
the categorization of rail vehicles.
This document gives guidance to a reliable and established management of the interface between rail
vehicles and the heavy rail network and does not impose any requirements on either vehicles or
infrastructure.
The application of this document enables to ensure the static route compatibility between a rail vehicle
and the heavy rail network with respect to the vertical load carrying capacity.
It contains requirements relevant to:
— classification of the vertical load carrying capacity of lines of the heavy rail network;
— allocation of rail vehicles to line categories (categorization);
— determination of payload limits of freight wagons.
This document does not apply to:
— assessments of compatibility based on the parameter axle load alone;
— compatibility checks for cases where an additional dynamic analysis is required (for example
according to EN 1991-2);
— requirements relating to the maximum total mass or maximum length of a train;
— the system used in Great Britain, where all lines and vehicles are classified in accordance with the RA
(Route Availability) System. A guide to the equivalent line categories in accordance with this
European Standard is given in Annex F;
— the publication of line categories.
The requirements of this document do not replace any regulations related to running behaviour of
vehicles described by the assessment quantities for running safety, track loading and ride characteristics
(see EN 14363).
According to a note in EN 17343:2020, the heavy rail system “has typically an infrastructure which is designed
for an axle load of at least 17 t”. This European standard covers also parts of the networks with lower load capacities.
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 1991-2, Eurocode 1: Actions on structures - Part 2: Traffic loads on bridges
EN 15663:2017+A1:2018, Railway applications - Vehicle reference masses
EN 15877-1, Railway applications - Marking on railway vehicles - Part 1: Freight wagons
3 Terms, definitions, symbols and abbreviated terms
3.1 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https://www.iso.org/obp
— IEC Electropedia: available at https://www.electropedia.org/
3.1.1
associated maximum speed
local maximum speed for which the line category is valid
3.1.2
axle load
P
sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent
wheels divided by g
Note 1 to entry: In this standard “load” and “force” are described with units of “mass” (kg or t).
3.1.3
axle spacing
design values of the distances between the centres of adjacent axles
3.1.4
bending moment
designation of an internal moment (e.g. in kNm) of a beam as used in structural design
3.1.5
categorisation of vehicles
statement of the vertical loading characteristics of a heavy rail vehicle, according to the combination of
axle loads and axle spacing, by allocation of a line category
3.1.6
classification of infrastructure
statement of the load carrying capacity of infrastructure on a line by allocation of a line category and
related speed information
3.1.7
compatibility
demonstration of the satisfactory interface between the load effects of the vehicles and the load capacity
of the infrastructure
3.1.8
length over buffers
L
length over buffers or between coupling planes in case of no buffers
3.1.9
line
track or tracks between two locations forming a part of the heavy rail network
3.1.10
line category
specific load model based on reference wagons as described in Annex A
3.1.11
line speed
general maximum speed of traffic on a route
3.1.12
load limit
maximum allowable payload for a wagon related to each line category
3.1.13
load model
model specified by a specific formation of reference wagons
3.1.14
locomotive class
reference vehicle with representative locomotive parameters
Note 1 to entry: In this standard, power heads are considered as locomotives.
3.1.15
mass per unit length
p
mass of a vehicle or unit divided by length over buffers
3.1.16
maximum passenger traffic speed/maximum freight traffic speed
additional information giving the general limit to the maximum traffic speed on a line according to the
type of traffic
3.1.17
reference wagon
virtual vehicle used as a module of loading for a load model defined by axle load, axle spacing and mass
per unit length
3.1.18
route
path of a train between two locations of the network along one or more lines
3.1.19
series of locomotives
locomotives designed to be equal (the same axle spacing and the same nominal values for mass m and,
nom
axle loads P )
i,nom
3.1.20
shear force
designation of an internal force (e.g. in kN) of a beam as used in structural design
3.1.21
special vehicles
vehicles which are designed for maintenance, inspection or renewal of infrastructure elements or for
special transport purposes where the fleet is operated with a low mileage compared to normal heavy rail
vehicles including:
a) maintenance vehicles including:
1) cranes and matching wagons;
2) on-track machines (see EN 14033 (all parts));
3) road rail machines (see EN 15746 (all parts));
4) demountable machines (see EN 15955 (all parts));
5) trailers (see EN 15954 (all parts));
b) monitoring and inspection vehicles, including:
1) track inspection vehicles;
2) catenary inspection vehicles;
c) special transport vehicles, including:
1) transformer transporter;
2) crucible transporters;
3) loaded wagons with more than eight axles (UIC 502-1).
3.1.22
wheel load
Q
static vertical wheel/rail contact forces divided by g
Note 1 to entry: The terminology in this standard for “load” and “force” is used with the meaning and units of
“mass” (kg or t).
3.2 Symbols and abbreviated terms
2a* bogie spacing between pivot centres within a vehicle m
2a* adopted value of 2a* used in Annex P m
adopted
2a* 2a* value in tables of Annex P m
table
2a* 2a* value of a MU unit used in Annex P m
unit
+
2a axle spacing in a bogie m
+ +
2a 2a value in tables of Annex P m
table
+ +
2a 2a value of a MU unit used in Annex P m
unit
AB articulated bogie —
a distance between axles m
b distance from end axle to the end of the nearest coupling plane m
c distance between two inside axles m
CB conventional bogie —
ETCS European Train Control System —
HSLM High Speed Load Model —
d distance between axle n and axle (n-1) m
n
g acceleration due to gravity 9,81 m/s
L length over buffers m
L_Coa coach length m
m mass t
m nominal values for mass t
nom
m modified nominal value for mass due to excess of tolerances t
nom,excess
MU multiple unit —
n axle number —
p mass per unit length t/m
P axle load of axle i t
i
P nominal value for axle load of axle i t
i,nom
P maximum axle load for a Line Category t
LineCategory
P modified nominal value for axle load due to excess of tolerances t
nom,excess
P reduced value of axle load t
red
P maximum axle load within the unit t
unit
Qi mean wheel load of axle i t
Q /Q wheel load of axle i right or left t
ir il
RA Route Availability —
SA single axle —
s distance between axle n and axle 1 m
n
u +u bogie spacing between pivot centres of adjacent vehicles m
1 2
u overhang of end coaches m
u overhang value of a MU unit used in Annex P m
unit
u overhang value in tables of Annex P m
table
UIC International Union of Railways —
v speed km/h
4 Classification system
4.1 Definition of line categories
The use of a classification system using line categories permits easy understanding of the load-related
compatibility of vehicles and infrastructure. A flow chart of the classification of infrastructure and the
categorization of vehicles is shown in Annex B.
The line category resulting from the classification process for infrastructure represents the ability of the
infrastructure (track, track substructures, earthworks, civil engineering structures) to withstand the
static vertical loads imposed by vehicles on the line or section of line for regular service.
Each line category (a10, a12, a14, A, B1, B2, C2, C3, C4, D2, D3, D4, D5, D4xL and also E4 and E5, E6) is
specified by a load model based on reference wagons specified by the characteristics given in Annex A:
— axle load;
— geometrical characteristics of the spacing of axles;
— length of the vehicle.
The value “mass per unit length” of the reference wagon is determined from the above parameters.
4.2 Correlation to types of vehicles
The load effects of different vehicle types are compared to the load models defining the different line
categories.
The majority of vehicles including freight wagons with their corresponding payload are covered by the
line categories A, B1, B2, C2, C3, C4, D2, D3, D4.
Line categories D5, E4, E5 and E6 are specified exclusively for freight wagons exceeding the parameters
of the line categories D4 and D4xL.
Locomotives are covered additionally by:
— line category D4xL (plus optional detailed specification for axle spacing ranges);
— locomotive classes L4 and L6.
Coaches and Multiple Units are covered additionally by:
— line categories a10, a12, a14 (plus optional detailed specification for axle spacing and vehicle
lengths). Line categories a10, a12 and a14 have been specially developed for light heavy rail vehicles
with up to 14 t axle loads.
NOTE Wheel load measuring devices attached to the track and/or fitted to vehicles can assist with checking
the compatibility of vehicles categorized above D4 or D4xL with the infrastructure.
4.3 Correlation between line category and speed
4.3.1 General
The classification of infrastructure applies to all types of heavy rail vehicles, which can have different
maximum speeds (e.g. freight and passenger traffic). Additional information defining the maximum speed
corresponding to the line category shall be stated.
As a result of the classification of infrastructure, additional information specifying the line classification
can be given to cover two or more combinations (e.g. different maximum speeds and associated line
categories for passenger and freight trains).
NOTE Examples illustrating information about line classification and relationship with speed are given in
Annex E.
The combinations used for publication should be in accordance with legal, technical and operational
requirements (e.g. ETCS speed levels).
The local line speed shall be taken into account for the classification of engineering structures (see 5.1)
and other relevant infrastructure elements (see 5.2).
The line category and associated maximum speed shall be considered as a single combined quantity.
4.3.2 Freight traffic
When classifying infrastructure lines into line categories, dynamic effects up to the maximum freight
traffic speed (maximum 120 km/h) shall be respected. 120 km/h corresponds to the maximum speed for
conventional freight traffic and is the limit of validity for freight traffic using line categories. In excess of
120 km/h individual checks shall be carried out.
Optionally it is permissible to determine an additional higher line category at an associated lower speed
(less than the maximum freight traffic speed).
In some situations, it is desirable to determine the line category at a lower speed to maximize the line
category.
In addition, for D5, E4, E5 or E6 lines, an associated maximum speed for such traffic shall be stated
together with the associated maximum speed for conventional line traffic of line category D4.
4.3.3 Mixed traffic and passenger traffic
On mixed traffic lines with passenger traffic, the line category at maximum freight traffic speed in 4.3.2 is
generally sufficient and appropriate for the optimization of freight traffic.
For vehicles and locomotives, categorized into the same or lesser line category as the line, and which run
faster than the maximum freight traffic speed, additional checks starting on the basis of the maximum
freight traffic speed shall be taken into account for the classification of engineering structures (see 5.1)
and other relevant infrastructure elements (see 5.2).
If, for speeds over above 120 km/h and up to the maximum line speed different combinations of line
categories and speed are specified, they shall be in accordance with general technical and operational
requirements or restrictions.
Line Categories as classification information for speeds over 120 km/h can be related to vehicle types or
types of traffic (see 5.1 and examples in informative Annex C and informative Annex E).
NOTE For some vehicle types, it is possible that other regulations require additional dynamic compatibility
checks at different speed levels to demonstrate compatibility.
5 Classification of infrastructure
5.1 Civil engineering structure
When classifying a line of a heavy rail system into line categories, the load carrying capacity of structures
supporting the track on the line shall be determined and expressed using the load models of Annex A
taking speed into account. The speed(s) and where relevant traffic types shall be in accordance with 4.2
and 4.3.
The method used to determine the load carrying capacity of structures (bridges and other structures
supporting the track) shall take account of the condition of the existing structures and be in accordance
with national requirements.
NOTE 1 Examples of typical methods used to determine the load carrying capacity of existing structures are
given in Annex D.
The assessment of the load capacity of structures shall take the following into account:
— load models and combination of vehicles shall be applied to produce the most onerous load effects
(e.g. on continuous beams parts of the load model which produce a relieving effect shall be
neglected);
— dynamic load effects (e.g. using the dynamic factor for real trains in EN 1991-2);
— partial safety factors for railway traffic loads due to mass tolerances and potential overloading (see
6.1.2);
— existing operating and other restrictions relating e.g. to different types of traffic.
When determining the line classification and maximum operating speed for locomotives, it is permitted
to take into account the reduced likelihood of overloading and cargo displacements (in comparison with
other traffic types). Any reduction in partial safety factors for railway traffic loads should be in
accordance with national requirements.
The load models specified in Annex A are for the classification of lines and are not to be used for the
design of new structures. For the design of new structures, the rail traffic loading given in EN 1991-2 shall
be used.
The resulting output of the classification process of each structure on a line shall satisfy the requirements
of Clause 4.
To address the potential risk of adverse bridge dynamic effects, resulting from resonance and other
excessive dynamic effects in the structure, the need to carry out additional dynamic checks shall be
considered according to the risk arising from the combination of vehicle type and speed.
NOTE 2 Annex C provides guidance on combinations of vehicle type and speed which do not require dynamic
compatibility checks on existing bridges.
5.2 Track construction, track substructure and earthworks
The load carrying capacity of the track, track substructure and earthworks shall be determined in
accordance with national requirements. Typically, such methods take account of the type of rail and track
components, sleeper spacing, track geometry, track quality, annual tonnage of traffic, inspection and
maintenance regimes and other national requirements, etc.
For E4 and E5 traffic in networks with 1 435 mm track gauge, a maximum service speed of 100 km/h and
a maximum cant deficiency of 100 mm are recommended (the recommendation for the cant deficiency
can be adapted for networks with other track gauges). For E6 traffic a maximum speed of 80 km/h is
recommended.
In order to establish an appropriate maximum speed for wagons with axle loads greater than 22,5 t for
proposed speeds > 100 km/h, special studies should be undertaken to check the dynamic effects on the
track.
The correspondence between the local track classification system and the line classification system
specified in this document shall be determined.
The results shall be used to determine the line classification in accordance with this document with
respect to the load carrying capacity of the track, track substructure and earthworks.
5.3 Infrastructures classification results
The classification of a line or a section shall be taken as the lesser of:
— the line classification of civil engineering structures determined in accordance with 5.1;
— the line classification of track, track substructures and earthworks determined in accordance with
5.2;
— relevant associated requirements relating to train speed;
— other general requirements including requirements relating to maximum permitted speeds
depending on:
— types of traffic;
— type of vehicle and number of vehicles or units being integrated in the train;
— the number of axles of the train;
— other operating conditions;
— additional qualifications relating to the validity of the line classification.
The result of infrastructure classification shall include the permissible line category(ies) and their
associated maximum speed(s) of each line or section of line. If necessary, additional speed regulations
and operating requirements relating to locomotives (e.g. locomotive classes and associated maximum
speed) or traffic types (e.g. maximum speed of freight traffic or passenger traffic) shall be considered.
For publication and implementation, the result of the infrastructure classification due to this standard
should be adjusted according to international and national requirements including legal, technical and
operational requirements.
Where the line classification related to associated speed is D4xL, D5, E4, E5 or E6, the maximum speed
for line category D4 shall also be stated.
NOTE Examples of line classification result are given in Annex E.
6 Categorization of vehicles
6.1 General rules
6.1.1 Categorization
The categorization of a vehicle by line category or the determination of payload limits for a freight wagon
expressed by line category represents the static vertical load effects produced by the vehicle or freight
wagon.
A vehicle is appropriate to a line category, when the static vertical load effects produced by a train
consisting of an unlimited number of the vehicle to be investigated are equal to or do not exceed the static
load effects produced by the load model of a line category. The load models of the line categories are
specified by reference wagons and their configuration in Annex A.
For the required comparison with the static load effects, the axle loads, the number of axles, the axle
spacing and the length of the vehicle are necessary.
It is incorrect to use mass per unit length “p” for the categorization of a real vehicle into line categories.
For the categorization, only the axle load ”P” and the geometrical characteristics of the reference vehicle
and of the vehicle to be categorized shall be used.
Where a group of vehicles operates in a fixed formation, this formation shall be regarded as one vehicle
in the categorization process.
For the categorization a train consisting of an unlimited number of vehicles shall be considered.
For non-symmetric vehicles (e.g. where the overhang at each end of the vehicle is different or the axle
loads vary along the length of the vehicle) the most onerous orientation of the vehicle shall be used.
The line category of a vehicle or the permissible payload of vehicles shall be determined such that the
maximum bending moments and maximum shear forces on a single beam of any span length, and
throughout the span, for any position of load across the span due to the vehicle being categorized, do not
exceed the values calculated for the load models specified in Annex A.
Simply supported spans from L = 1,0 m to L = 100,0 m shall be checked. The maximum span increments
shall not exceed the values in Table 1.
Table 1 — Maximum span increments depending on span length
maximum
span range span
increment
[m] [m]
1,0 to 10,0 0,2
10,0 to 20,0 1,0
20,0 to 60,0 2,0
60,0 to 100,0 5,0
NOTE 1 An example of the application of the method is given in Annex G.
NOTE 2 The determination of maximum bending moments and maximum shear forces can be undertaken using
influence lines or multilevel approximation methods.
Annexes H, I, J, O and P including Annex N provide tables to determine the corresponding line category
without any calculation, if the specified conditions are fulfilled.
6.1.2 Masses, axle loads and their tolerances
To determine the line category (or the locomotive class) of a vehicle type, the nominal axle loads in the
load cases specified in column B of Table 2 shall be used. If all individual vehicles within the same type
are within the tolerances given in columns C to D of Table 2 their compliance with the vehicle type is
demonstrated for the purpose of this European standard.
The tolerances specified in Table 2 are only for the purpose of categorization of rolling stock according
to this standard. They are not in conflict with specifications of tolerances for mass, axle- or wheel loads
in other specifications, standards or regulations.
If the tolerances used for a vehicle type exceed these acceptable tolerances, the excess load shall be
respected by increasing the nominal axle load and nominal masses used for the determination of the line
category for the vehicle type.
If some values of a single vehicle are outside this acceptable tolerance, the excess load shall be added to
the nominal axle load and nominal masses. These new values shall be used for the determination of the
line category for this single vehicle.
If a single vehicle or vehicle type is modified leading to loads outside the acceptable tolerance field, the
excess load shall be added to the nominal axle load and nominal mass. These new values shall be used for
the determination of the line category for the single vehicle or the vehicle type.
In some of these cases an adjustment of the nominal values m and P could be adequate to allow all
nom i,nom
values to satisfy the tolerances in Table 2.
For freight wagons a change of tare or change of axle distribution requires a check of the payload values
in the wagon load table.
To control the masses, axle loads and wheel loads of a series of vehicles the following process shall be
used:
Within a series of vehicles of the same type, the nominal values of mass m and axle loads P used for
nom i,nom
the categorization shall be considered the same as stated by the vehicle reference masses according to
EN 15663.
The axle load distribution of each single vehicle shall be determined by measurement for the load
condition design mass in working order according to EN 15663 (for freight wagons, this load condition
is equal to tare condition). For locomotives and passenger carrying vehicles single wheel loads shall be
measured.
If any of the items (e.g. staff masses, parts of the fuel and consumables, wear of wheels) are not included
in the measured masses, adjustments shall be made by calculation.
Based on the measured results, any missing payload components (e.g. passenger mass) up to the relevant
mass condition (see Table 2) shall be completed by calculation.
The measured values of mass, axle loads and wheel loads shall be within the tolerance ranges given in
columns C, D and E of Table 2.
If the nominal values of mass or axle load or the axle arrangement of a vehicle type are changed (e.g. due
to any modification in design), a re-categorization (or re-calculation of payload limits in the case of freight
wagons) shall be undertaken. In that case compliance with tolerances for the new nominal weight and
axle load shall be demonstrated by new measurements of wheel and/or axle load.
Table 2 — Tolerances specified for categorization of vehicles into line categories
A B C D E
Vehicle Type Load case for determination Acceptable tolerances and deviations for
of nominal values used for the use of nominal values for
categorization of vehicles categorization of vehicles
Mass Axle load Wheel load
m P Q or Q
i ir il
Wagons Design mass under normal ≤ 100 kg on
payload (max payloads each
a b
specified in the load table of the individual axle
a
vehicle) according to EN 15663 load
c
Locomotives Design mass in working order ≤ 5 % of the
according to EN 15663 mean wheel
≤ 3 % ≤ 3 %
load of each
individual axle
Coaches Design mass with exceptional
d
≤ 3 % ≤ 3 % ≤ 5 %
payload according to 6.4.1
Multiple Units
Special vehicles Self-propelled special vehicles shall be treated as locomotives, the others as a
wagon.
For fixed formations made up of various types of vehicles, the approach used for
each vehicle in the formation shall correspond to the type of vehicle.
a
The tare weight of the wagon (corresponding to design mass in working order) plus the payload of the
relevant line category (marked on the wagon load table), taking into account the UIC Loading Guidelines [10],
generate the maximum mass and maximum axle load. The payloads of the load table shall be revised, if changes
in axle load of more than 100 kg, whether as a result of technical alterations or as a change of the axle load
distribution, occur.
b
The ratio of the two wheel loads on each axle shall not exceed 10/8 = 1,25 in any loaded condition.
Additionally, the sum of both wheel loads shall not exceed the axle load relevant for line category (UIC Loading
Guidelines [10]).
c
See Annex N for an example of a weight note used to assist with determining the axle loads used for
categorizing locomotives.
d
Each individual wheel load according to load condition design mass with payload according to 6.4.1 shall not
exceed 5 % of half of the maximum axle load corresponding to the relevant line category. This shall be checked
taking into account the measured wheel load distribution in tare condition with a calculated allowance for
payload including any eccentricity of the centre of gravity of the payload.
6.1.3 Vehicle categorization results
The result of the categorization process is shown in Table 3.
Table 3 — Categorization results
Type of vehicles Result
Freight wagons Payload limits
Line category
Locomotives and, where available,
locomotive class
Line categories in combination
with level of related value of
Multiple units and coaches
passenger payload in standing
areas (see 6.4.1)
Line category
Special vehicles or
payload limits
If vehicles or wagons and payloads cannot be categorized, being outside of the scope of the line categories
specified in 6.1 in this standard, these vehicles shall be treated as individual vehicles.
The following information, being part of the technical documents of the vehicle, should be made available
as it is necessary for carrying out individual checks for demonstrating the compatibility between a vehicle
and infrastructure and should be recorded in the demonstration of compatibility:
— total vehicle mass (for each vehicle) and axle load (for each axle) for the design conditions design
mass in working order MVD (see Table 5 in EN 15663:2017+A1:2018) and design mass with
exceptional payload PXD (see Table 7 and Table 8 in EN 15663:2017+A1:2018) according to 6.4.1;
— the position of the axles along the vehicle (or fixed formation of vehicles) – axle spacing and the
distance from the coupling planes to the adjacent axles;
— the length of the vehicle (or fixed formation of vehicles);
— maximum design speed of the vehicle (or fixed formation of vehicles).
6.2 Freight wagons
6.2.1 Specific rules for freight wagons
The compatibility of freight wagons and their loads with the load capacity of lines is determined by their
geometrical and load characteristics, i.e. axle spacing, axle loads and the resulting mass per unit length.
The payload limit according to line category shall be determined according to 6.1.
The maximum permissible payload and axle load for each type of wagon corresponding to each line
category can be calculated as shown as an example in Annex G. Annex H and Annex I offer a simple
possibility to determine the maximum permitted payloads by using tables with permissible axle loads of
freight wagons with two 2-axle bogies or two 3-axle bogies.
The above payload limits are only valid if the permissible payload is evenly distributed over the length of
the wagon. In the case of longitudinally displaced or unevenly distributed loading, the payload shall be
reduced, so that the value of the permissible axle load is not exceeded.
In addition to the general case of an unlimited number of vehicles, for comparison with the line category
E6, the load case integrated in the reference train shall be taken into account.
Some types of vehicles have an uneven axle load distribution in the tare condition, and/or there is an
uneven distribution onto the different running gear of a payload which is uniformly distributed along the
wagon. (Examples for such wagons are articulated container wagons, pocket wagons or car transporter).
For these vehicle types it is permitted to determine the load table taking into account specific loading
schemes. For all loading schemes each axle load shall be determined and compliance with the admissible
axle loads per line category shall be demonstrated. These permissible loading schemes shall be made
mandatory for the use of the wagon. The values of the payloads to be stated in the load table represent
the maximum values of the payloads of the permissible schemes per line category.
In that case, for the determination of the load table the following steps are necessary:
1) Determination of the nominal axle loads in tare condition according to EN 15663;
2) Determination of the permissible axle loads per running gear for each line category using the
categorization process described in 6.1;
3) Based on the results of points 1) and 2) determination of permissible parts of payloads carried by
each running gear for each line category;
4) Specification of possible positions of payloads to be included in a loading scheme;
5) Determination of permissible combinations of payloads and positions for which compliance can
be demonstrated with the payloads allowed to be carried by each running gear according to
point 3);
6) The maximum total payload out of all permissible loading schemes for a line category determines
the value documented in the load table;
7) Documentation of each individual nominal axle load in tare condition and of the permissible axle
load for each line category, list of all possible loading schemes (combinations of payloads their
positions and the resulting axles loads).
As an exception, it is permitted to exceed 20 t axle loads by up to 0,5 t on category C lines for:
— 2-axle wagons with 20 t axle loads and 14,10 m < length over buffers < 15,50 m to bring their payload
up to 25 t;
— wagons designed for 22,5 t axle loads to offset the extra tare incurred in making them suitable for
such axle loads;
— the maximum permissible wheel load shall be 11,1 t.
6.2.2 Resulting load limits for freight wagons
The results of the calculation of the maximum payload of a wagon for each line category determined
according to 6.1 and/or 6.2.1 shall be taken into account for the load table as part of the marking of the
wagon according to EN 15877-1. An example is shown in Annex G.
Where lower load limits are required by specific regulations (e.g. speed restrictions, braking) these lower
values shall be used for the load table.
Groups of wagons with the same equipment shall be identified within each major manufacturing series
(e.g. wagons with air brakes, wagons with air
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